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Date |
Time |
Summary of Events Compilation Officer: Fg. Off. G.A.C. Gray |
REFS TO APPENDICES |
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| OCTOBER 1955 |
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| Jever |
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A number of aircraft are still A.O.G. due to fuel tank leaks. However, the
necessary spares have arrived and it is hoped to have some of these aircraft serviceable
in the near future.
The Squadron has been handicapped at times during the month by poor weather
conditions. However, whenever flying was curtailed, good use was made of the time as
far as possible, for lectures and instructional films.
Air to air firing was continued throughout the month on a limited scale, and now
that early difficulties have been ironed out, results show a steady improvement in all
phases. |
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| Jever |
1st |
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Eight details were flown on Exercise 'FOXPAWL'. Our task was to simulate high
level bomber formations to test the radar and fighter defence of the United Kingdom. |
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| Jever |
3rd-6th |
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Weather conditions poor. The flying over this period was mainly devoted to
practice interceptions under G.C.I. control and cine exercises. Cameras are carried
on all flights and an attempt is made to take as much film as possible even when the
aircraft is not engaged on recognised cine exercises.
The station was stood down after duty on the 6th. for a long weekend. |
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| Jever |
10-17th |
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Throughout this period the weather was very bad and flying reduced to a minimum.
On the 15th a temporary clearance enabled one of the Squadron pilots to fly an aircraft
to the United Kingdom for modification.
Numerous lectures were given during the week on such things as ejection seat drill
instrument flying procedure, air traffic control and soviet aircraft.
The Squadron has a job of carrying out the testing of a new camouflage arrangement
for the concealment of aircraft on dispersal pans. Up till now the net would appear
rather too massive to facilitate the ease of movement and erection which is essential. |
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| Jever |
18th |
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Strong cross-wind but considerable flying was carried out. Two dusk and night
sorties were flown. The altitude control units on the gun sights have now been
modified and scores on air to air firing details have improved considerably. The flag
has now been hit by all the pilots who have as yet fired, and though no outstandingly high
scores have been achieved consistently improving shoots are now the rule rather than
the exception.
[Editor: It is interesting to find out what led to these improvements. Chris Stone, flight
commander on 93 Sqn, was at this time at D.F.C.S on the staff and tells us the fascinating story
of how the problem was resolved. When I asked him about these problems he replied as
follows: "Dear Mick, I decided to forward our recent correspondance to USAF Col (Ret) 'Iwo'
Kimes - our super USAF exchange officer on DFLS/DFCS at West Raynham from 1956 to 1958.
He must now be 90+, but I thought he would appreciate memories of his time with us. He was
a real 'go getter' and to him we owe thanks for getting the Hunter gunsight working as it should
have been for air-to-air combat - not just shooting down a bomber line astern. Enjoy his
response below! - I think the shop he mentions was either Currys or Tandys? A lasting vision
I'll always have of Iwo's determination to get things sorted out was in the hangar one late
afternoon: He had his head way down in the cockpit of a Hunter that had its ejection seat
removed, and with feet sticking vertically up in the air. That's where the gunsight resistors
were located! As Ever, Chris"
Iwo replied: "Chris, good to hear from you. I had to change computers and lost all my
addresses. Hunter cannon firing, do I recall all the problems. One day,just about a month
before I returned to the US I stumbled on the fact that the gunsight was not getting accurate
ranging info. With this info I flew down to Farnborough and called the radar designer. He did not
believe me but said he would look at my problem. I tied on my Hunter and returned to West
Raynham. When I landed the Wing CO said that I had a call from the radar designer. He told
me to place a similar resistor in parallel to the existing one. My radar tech said we did not have
one but he would drive up to a local town and get one at a local auto radio shop. The rest is
history. You shot 100per cent with the corrected system. TAKE CARE!!!" Not in F540] |
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| Jever |
19th |
-24th |
Very fine weather and excellent serviceability combined to make a highly
productive period on the flying side. Low and high level battle formation, practice
interceptions and cine exercises comprised the majority of the flights. Callsign
changes to 'CANISTER'. |
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| Jever |
27th
6th
16th
17th- |
-31st
23rd |
Routine flying carried out. Small night flying programme on the 27th. At the end of
the month the weather was fine for long periods. A total of sixty two details were
carried out in the space of two days.
During the entire month the Squadron flew a total of 299.20 hours on 369 details.
ADMINISTRATION
Three new pilots, FG. OFF. N.S. WHITTAKER and PLT.OFF'S R. SHORE AND D.C. RILEY
joined the Squadron from NO. 229 O.C.U., CHIVENOR.
CAPTAIN S.H. LAMPELL left the Squadron to return to Sweden.
FLT.LT. J. de M. SEVERNE was detached to R.A.F. MANBY to attend a Guided Weapons
Course.
FLT.LT. A.B. LETHBRIDGE was detached to R.A.F. WEST RAYNHAM for the D.F.L.S. Course.
HOURS FLOWN SQUADRON STRENGTH
Total hours on Operational types(day) 250.55 Officers 18
Total hours on Operational types(Night) 5.55 S.N.C.O.'s 9
Total hours on Training types(Night) 42.30 Cpl's 16
Instrument flying (Actual) 24.45 AC.'s 41
Instrument flying (Simulated) 2.55 TOTAL 84
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Signed JM Smith-Carrington
(J.M. SMITH-CARINGTON)
Squadron Leader
Officer Commanding,
No. 98 Squadron
Royal Air Force |
