Aircraft Down: Landings, Crash Landings and Rescues Read online

  First published in Great Britain in 2005 by

  Pen & Sword Aviation

  an imprint of

  Pen & Sword Books Ltd

  47 Church Street

  Barnsley

  South Yorkshire

  S70 2AS

  Copyright © Alec Brew 2005

  9781783460298

  The right of Alec Brew to be identified as Author of this Work has been asserted by him in accordance with the Copyright, Designs and Patents Act 1988.

  A CIP catalogue record for this book is

  available from the British Library

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  Table of Contents

  Title Page

  Copyright Page

  Acknowledgements

  Introduction

  CHAPTER 1 - Down in the Irish Sea

  CHAPTER 2 - Down on the Railway

  CHAPTER 3 - Down in the Sahara

  CHAPTER 4 - Down on Lake Tanganyika

  CHAPTER 5 - Down on the Ice Pack

  CHAPTER 6 - Down in the Atlantic

  CHAPTER 7 - Down in the Outback

  CHAPTER 8 - Down in an Ornamental Lake

  CHAPTER 9 - Down in the Desert and Down in the Sea

  CHAPTER 10 - Down in the Channel

  CHAPTER 11 - Down in the North Sea

  CHAPTER 12 - Down on the Dark Peaks

  CHAPTER 13 - Pancake in the Black Country

  CHAPTER 14 - Down in Greenland

  CHAPTER 15 - Downed Lady

  CHAPTER 16 - Down in the Arctic Ocean

  CHAPTER 17 - A Dip in the Med

  CHAPTER 18 - Down on the Tundra

  CHAPTER 19 - Down in the Peak District

  CHAPTER 20 - What You Do When the Engine Falls Off

  CHAPTER 21 - To Bale Out or Not to Bale Out

  CHAPTER 22 - Down in the Yukon

  CHAPTER 23 - Down in the Oman

  INDEX

  Acknowledgements

  Many of the photographs in this book came from the West Midland Aviation Archive, at the Boulton Paul Aircraft Heritage Project. Others to whom I owe thanks are Wing Commander Eric Barwell, Jim Boulton, A/E ‘Ben’ Gunn, Alex Henshaw, Fred Owen, Group Captain Edwin Shipley, Jenny Woodall, and last but certainly not least Wendy Matthiason.

  Introduction

  ‘What goes up must come down’ has been a basic concern of aviators since aviation began; specifically returning to earth in the same condition as they went aloft, and hopefully in a place of their own choosing. Although it is often said that a good landing is one you can walk away from, most aviators aim for something better than that.

  Terminology comes into play in the difference between a forced landing and a crash-landing. The former suggests an unplanned descent without damage necessarily resulting. The latter suggests damage but not necessarily away from the place you first intended. A crash simply suggests both damage and a lack of intent on the part of the pilot.

  The episodes chosen in this book on the whole describe forced landings in out-of-the-way places, usually with damage resulting. In every case the pilot and crew survived the forced landing, and awaited their rescue. In most of the events described, rescue eventually came, sometimes after a very long period of time. Occasionally, rescue was not a problem, despite the unusual location of the forced landing; mostly it involved a long wait, or strenuous efforts by the crew themselves. In a couple of the episodes chosen, rescue never came.

  When any pilot experiences a sudden loud bang, or total silence, they are often faced with the stark choice of taking to their parachute, or trying to get their aircraft down in as few pieces as possible. Usually, only military pilots or test pilots have the luxury of the parachute option. Some of the chapters in the book describe the careers of pilots who, faced with this option, have at different times made different choices. Civilian pilots usually have to resort to prayer and holding back a rising flood of panic, as they scan the ground for likely options, and work out how much they are still in control.

  Flying is often described as 99 per cent boredom, and 1 per cent blind panic. These are the stories of some of those 1 per cents.

  CHAPTER 1

  Down in the Irish Sea

  Even those with a limited knowledge of aviation history know that Louis Blériot was the first to fly the English Channel, or that Commander Read in his NC-4 flying boat was the first to fly the Atlantic, but who first flew the Irish Sea is less well known. This is probably because the question has three answers, all of them correct – well it is the Irish Sea. The man most commonly acknowledged to have first flown the Irish Sea is Robert Loraine. In fact, he never made it. He force-landed in the sea and had to swim the last part of the way to Ireland! Not only that, before he had even reached the taking off point, he force-landed in one of the remotest areas of Wales.

  Robert Loraine was famous even before his flying exploits, being one of the best known actors of his day. He had been a soldier in the Boer War, and was interested in flying from its earliest days. He had watched Henri Farman flying at Issy-les-Moulineaux, and when Louis Blériot climbed into his monoplane to fly the Channel for the first time, it was Loraine to whom he handed the crutches he was using at the time. Blériot’s achievement inspired Loraine to to to the Blériot School to learn to fly. However, his impetuous nature caused too many crashes, and it was at the Farman School at Mourmelons where he earned his Aviator’s Certificate on 21 June 1910.

  Unwilling to wait for delivery of a new Farman biplane, he offered Farman the huge sum of £7000 for one that had already been sold but was awaiting collection. He was able to pay so much because he had recently earned £40,000 for a production of George Bernard Shaw’s Man and Superman. He engaged Jules Vedrines as his mechanic, a small acerbic Frenchman who was later to become a famous aviator in his own right.

  He transported his new Farman to an airfield that had just been built at Beaulieu in the New Forest. His practice flights from there usually ended in crash-landings, but Vedrines patiently repaired the aircraft each time. The Bournemouth Flying Meeting was due to start on 11 July, following hard on the first of the year held at Dunstall Park, Wolverhampton. Loraine wished to make a good impression by flying to the Meeting, whereas all the other competitors were transporting their aircraft down from the Midlands by rail. Unfortunately, Loraine crashed his Farman on the way to Bournemouth and it arrived as a pile of wreckage in six farm carts!

  Vedrines worked his magic once more, and the Farman was ready in time for Loraine to make the most meritorious flight of the Meeting, when he flew to the Isle of Wight in the midst of a thunderstorm. He was flying under the pseudonym Robert Jones, as he did not wish his flying to be seen as a publicity stunt. The Press were soon to discover the truth, but he persisted with the ruse, though it brought him more publicity than if he had used his own name. He even insisted in signing autographs as Jones, whenever he adopted the role of aviator.

 
The Bournemouth Flying Meeting finished under a cloud when the Wright biplane of Charles Rolls broke up in the air and he was killed. The next Meeting was to be held at Blackpool, and Loraine, Vedrines, and his newly appointed manager, George Smart, headed North. After a long delay when the railway ‘lost’ the Farman, finally found by Smart in a siding 7 miles from Blackpool, Loraine once more made the most impressive flight of the Meeting. On 1 August he flew south over Liverpool and New Brighton, but was forced down with engine trouble at St Anne’s on Sea on the way back, continuing after repairs. He was much aggrieved to discover that he had not won the prize for the longest duration in the air, because the whole of the time when he was out of sight of the airfield did not count!

  It was in the immediate aftermath of this flight that Loraine hatched his plan to be the first to fly the Irish Sea. On 10 August he took off and headed for Anglesey in beautiful weather. The Farman had been rigged incorrectly and he was forced to push the elevator lever fully forward to keep it flying level. After an hour and a half in the air he saw the Great Orme’s Head and a golf course below. He landed successfully, avoiding all the bunkers, a skill he had not attained when holding a golf club rather than a control column. He then waited for Vedrines to arrive and re-rig the aircraft. While he waited he signed autographs as ‘Robert Jones’ in the clubhouse.

  After considerable difficulty clearing a path for take-off through the crowd that had gathered to see the aircraft, Loraine set off again for Anglesey. Hoping to save 15 miles, he decided to cut the corner, rather than hugging the coastline. However, he only had a wrist compass for navigation. This proved entirely useless, and haze soon obscured all sight of land. He flew on for a considerable time, misled by the north-westerly direction of the summer sunset, and then realised he was lost.

  1. Robert Loraine taking off from Llandudno golf course on his way to Anglesey.

  He climbed in circles higher and higher, hoping to catch sight of land in one direction or another. When he did it was in an entirely unexpected quarter, and could only be the Isle of Man! He turned back to the south-west, anxious about his fuel supply. His Gnome engine finally stopped when he was about a mile from Anglesey. The coast before him near Carmel Head was rugged, and remote, and as he glided down he searched desperately for a large enough patch of grass on which to land.

  He was very lucky to have sufficient height and picked a small, sloping field in a peaceful valley, and managed to make a successful landing, without breaking anything. He was in a field on Bryn Goelcerth Farm, next to the tiny village of Llanfair-yng-Nghorwy, just about the remotest place on the island of Anglesey. He was 16 miles from Holyhead where Vedrines and Smart were waiting anxiously on Salt Island. His flight had been the world’s longest oversea flight to that date. His appearance caused something of a sensation in the tiny community, which had been waiting for chapel, on a quiet Sunday evening, only to have arrive in their midst the first flying machine any of them had ever seen.

  Llanfair-yng-Nghorwy was so remote it had no proper roads. It was linked to the outside world by cart-tracks, over which transporting the Farman would have been a difficult proposition. As nothing had been broken on landing, Loraine saw no reason not to fly to Ireland the following day. After travelling to Holyhead to inform his assistants, and staying the night, he set off back to the aircraft. Smart travelled with him and he too was not impressed by the remoteness of the location, the last part of the journey being over 8 miles of awful cart-tracks, winding up and down over rocky hillsides, and he concurred with Loraine’s decision.

  Smart had chartered six tugs to take station along the route, and they sailed one by one from the harbour. The gathered journalists waited on Salt Island for Loraine to fly in and refuel.

  Unfortunately, the wind in the little valley was too strong for Loraine to take-off. After two days his impatience got the better of him, and he tried to make the short fifteen-minute flight to Salt Island in spite of the wind. He crashed badly.

  He had got the villagers to help him wheel the aircraft to the top of the sloping field, so that the downhill run would help the take-off. However, this also meant that he was taking off downwind. After an over-long run, he had only reached a height of 15 feet. This was insufficient to clear a small rise beyond the field, and he crashed into it. The Farman seemed a total write-off, though he was once more unharmed himself.

  The first forced landing on Anglesey had been followed very quickly by the first aircraft crash on Anglesey, and though there was no problem rescuing the pilot, rescuing the aircraft seemed more difficult. There was nothing for it but to build a hangar on the spot, and reconstruct the shattered aircraft. By the superhuman efforts of Vedrines and his brother, who was a skilled carpenter, the Farman was ready on 4 September. After all its crashes, all that remained of the original aircraft was the Gnome engine; everything else had been replaced.

  The plan now was to fly directly to Ireland without stopping to refuel at Salt Island. During the rebuilding a new four-hour fuel tank had been fitted, which was more than enough for the journey. As Loraine revved the engine, Vedrines and everyone else who was available held the aircraft back. At Loraine’s signal they let go and the wheels rolled a short way, but then cut through the hard surface crust of the field and sank through to the bog that was beneath. The suction of this pulled the undercarriage clean off, and the aircraft crashed to the floor with Loraine’s legs trapped beneath the centre-section. Luckily, the engine stopped and there was no fire, as everyone ran to lift the aircraft off Loraine’s legs.

  Anglesey had now witnessed its second aircraft crash. Loraine’s legs were badly bruised but not broken and when Smart informed him that Lord Sheffield had offered him the use of a field at Penhros Park, right next to the water’s edge, his enthusiasm was rekindled once more. The wrecked Farman was transported by a humble farm cart to this field, and the faithful Vedrines rebuilt it once again. The following Sunday, 11 September 1910, Robert Loraine was once more ready to go.

  He donned two sweaters, a padded waistcoat and a patent jacket made of reindeer hair, which was especially buoyant. As there would be no tugs for this attempt, his finances being at a low ebb after all his tribulations, he also took the precaution of donning a cork lifebelt, and wore a large whistle round his neck. There was little shipping in the Irish Sea that day, so the whistle was of dubious value. Having learned from the failure of his wrist compass on the flight to Angelsey, he strapped a large box compass to his right knee and a map case to his left.

  2. Well wrapped up, and with a cork lifebelt round his waist, Robert Loraine prepares to take off for Ireland.

  Loraine climbed aboard the Farman and Smart walked forward to where the level ground fell away. Admiral Burr, the Admiral of the port, shook Loraine’s knee in encouragement, that being the only part he could reach. Vedrines started the engine, and Loraine was soon roaring into the air, watched by a line of Penhros Park servants, all holding prayer books! It was Sunday, and they were all on their way to Matins.

  With a strong easterly wind his ground speed was high and he hoped to make the crossing in less than an hour and a half. He climbed steadily to about 4000 feet. All of a sudden the engine stopped, and the Farman began plunging towards the sea. Loraine began juggling with the petrol cock, opening it a little and then shutting it in case the Gnome was flooded. Just as he thought he was going to plunge into the cold, harsh Irish Sea the engine spluttered and then fired, and he was able to level out only 20 feet above the waves. He held the aircraft level for a while and then began to regain his altitude.

  Once more silence fell, as the engine stopped and the wind whistled through the rigging wires as the aircraft glided towards the unwelcome sea. This time the Gnome picked up again at a higher altitude, and Loraine began climbing once more. Three more times the same thing happened, and as he had not seen a ship or land for fifty minutes, he only hoped and prayed that his compass worked and he was keeping the sun in the right quarter.

  About halfway
across the sea he ran into a squall of rain, and had difficulty holding the Farman steady. When an hour had passed he began to get nervous. At the altitude he was flying he should have been able to see land, if he was on the right course. But there was nothing. Suddenly, he noticed the Kish light vessel right below him. he knew that this was only 6 miles from Dublin Bay, which must be obscured by haze. Just beyond the light vessel was the Butter boat steaming for Holyhead, and he cheered out loud in relief. He could see the steam from its siren so he knew the crew had seen him, but his feeling of triumph only lasted for three minutes.

  He looked at his watch and worked out that he had done 64 miles in only 1 hour and 10 minutes. Suddenly, the Farman began to rise and dip for no apparent reason. He fought to keep control as it banked to the left and right. For at least two minutes he flew along with the aircraft steeply banked to the right. He was soon sweating with the effort of trying to keep it level, but was losing altitude all the time. When he caught sight of Horth Head, to the right, he was down to 500 feet. He turned towards the headland, but by the time he was 100 yards from it he was down to 100 feet, lower than the cliff-tops. He had to turn away, but as he did so, something broke.

  The Farman fell straight into the sea. Loraine plunged below the surface, and it seemed ages before he bobbed up. However, because his cork lifebelt had slipped, he was upside down! He struggled to right himself, and found he was alongside the Farman, which was floating upside down with its wheels in the air.

  He began swimming towards the lighthouse, struggling to make headway with so many clothes on, but every time he stopped he turned turtle. When he was 50 yards from the shore he saw the lighthouse keeper preparing to come into the sea to rescue him. He desperately yelled that he did not need any help. He wanted to cross the Irish Sea entirely unaided, even the last 50 yards. Every time he stopped swimming to swear and gesticulate to the lighthouse keeper he turned turtle, which only made the keeper more anxious to save him! He finally made the man understand that he did not need any help, and flopped exhaustedly onto the rocky shore.