Miracle dinghy spares
Ground Support, an essential component in achieving maximum operational effectiveness was the engineering organisation supporting the squadrons. Aircraft were normally left out in the open on the airfield and minor servicing was carried out while the aircraft were at their squadron dispersal. Each of the operational squadrons possessed a t2 type hangar in which first line servicing at squadron level was carried out. A form of centralised servicing was adopted from the beginning whereby the aircraft Servicing Flight (asf undertook both second line and deeper servicing of all systems on the Shackleton. The unit occupied Hangars 4 and 5, which were extended length T2 type. Because of the 120ft. Wingspan of the Shackleton and the 100ft. Maximum opening of the hangar doors, the aircraft had to be pushed in side-on, using low trolleys on rails embedded in the hangar floors. The tailwheel was mounted on a hand-pulled trolley and the whole assembly was then towed into the hangar by tractor or, on occasions, pulled by large amounts of manpower! At first, there were shortages of some spares, and it was commonplace to remove parts from one aircraft to keep another airworthy. One mark 1 in particular, best wb820, seemed to bear the brunt of this policy and apparently didn't fly for eighteen months after arrival at Ballykelly with 269 Sqn.
Speedwell of Hong, kong
Take off Runway 27, climb out, right turn over lough foyle with county donegal to the left and conference Ben Twitch to the right. Cross the coast over Magilligan Strand with the point under the left wingtip, steer for Inishtrahull Light and out over the Atlantic. Conditions aboard were noisy and uncomfortable, and on long flights over the sea things could become somewhat boring but the Shackleton, despite the lack of crew comfort, was a remover sturdy aircraft and proved to be a very good submarine hunter. As the squadrons achieved their full complement of eight aircraft, they began to settle down to the normal peacetime routine of training sorties involving navigation exercises, bombing and gunnery practice, maritime surveillance and anti-submarine exercises, many of which involved detaching aircraft at other bases. Search and rescue (sar carried out in rotation by individual crews at a time, was also a very important task. Certain detachments became a regular part of the squadron calendar, such as the 'fair Isle' visit to malta each year to exercise with the royal navy submarine squadron based there. Much closer to home as far as the ballykelly squadrons were concerned, was the annual three-week visit to jass. This involved ground instruction in tactics and techniques, followed by theoretical exercises at hms sea eagle, the naval shore establishment in Londonderry. The practical side would then follow involving ships, submarines and aircraft from nato countries operating in the northwest approaches. At the end of each phase all personnel would return to sea eagle, find out how well or badly they did and argue about the outcomes! The object of the exercise was to constantly develop and improve the techniques involved in the combined air/sea approach to anti-submarine warfare, vital as the soviet Union was constantly improving and enlarging its submarine force. Of course there was a fair amount of light hearted banter at the same time- raf aircrew were constantly amused by naval reference to 'going ashore' and 'waiting for the liberty boat' in reference to a shore establishment! Needless to say, the navy was not amused at this attempted mockery of deeply cherished naval custom.
anti-submarine warfare. Search equipment comprised the asv 13 radar, which could pick up a decent target up to a range of 40 miles in favourable sea conditions from an altitude of 1000ft. Poor sea conditions could, however, severely curtail the effectiveness of the radar return. On confirmation of a contact, a pattern of sonobuoys would be laid over the location and the position of the underwater contact deduced from the sounds picked up by the sonobuoys. At this stage sonobuoys were of the passive variety. They only received sound from other sources, and did not transmit any sound signals of their own which could be bounced back off an underwater object. An attack would then be made using depth charges or, later and much less often, acoustic torpedoes. Shackletons also carried a large variety of pyrotechnics such as flares and marine markers, as well as rescue equipment for the sar role. Visual search was also important, especially on search and rescue sorties. A typical operational sortie, if there was such a thing, could be a fifteen hour navigational exercise (navex) over a triangular course over the north Atlantic usually at levels down to 1000ft or less in all weathers day or night, finishing with a practice homing. Standard height for the attack was 300ft at night, and 100ft in daylight.
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Different Marks, all Shackletons delivered initially to stress ballykelly were mark 1's, with the mellékhatásai asv 13 radar scanner situated under the nose and a single non-retractable tailwheel. The mark 2 was following closely behind and featured a more streamlined nose containing two 20mm cannon, with the scanner being moved amidships behind the weapons bay, which gave 360-degree search capability. A retractable twin tailwheel was introduced, with bays for vertical and oblique camera installations positioned just forward of a glazed observation position in the tailcone. Otherwise there was little difference between the two types. The brakes were still air operated but in the mark 2 they were operated by toe pedals and lockable rudders on the ground to give the pilot better taxiing control. In the mark 1 the brakes were selected by a hand-squeeze control that opened the air valve, one of the problems with this system was that in a crosswind without rudder locking the mark 1 was almost impossible to taxi safely and there was numerous. At the outset the mark 2 was not considered to be operationally different from the mark 1, and as the later version became available, it was issued to the squadrons including 240 and 269, to be operated in parallel. Both types had a crew of ten, two pilots, two navigators, flight engineer and five signallers, whose job was to operate the radar and sonics, also manning the guns if required. Crews normally stayed together for long periods which helped to promote efficiency and a special sense of comradeship; indeed it has been said that a shackleton crew was a party waiting to happen! In a large crew which worked closely together and depended upon each other to obtain optimum operational results, no single member could afford to do a sub-standard job, everyone else would notice.
Photo via david Hill. At this time jass flight were the only unit at Ballykelly which positioned the individual aircraft letter as shown on the nose. The unit was also different in that their aircraft carried a black band round the outer wings and round the mid fuselage. At the end of 1954 the three mk 1's were replaced by mk 2's and the unit disbanded in March 1957. A feature of the build-up of the Shackleton force was the formation of new squadrons out of existing units. Trained crews from these squadrons joined new crews graduating from.236 ocu at Kinloss to form the new squadron. Squadrons Arrive, at North Front, gibraltar.269 Squadron formed out.224 on, being granted all the oldest aircraft 224 possessed, including one example which was undergoing repairs after hitting the sea wall on landing at Gibraltar! On 14 March the new squadron moved to ballykelly taking up accommodation on the south side of the airfield, before moving into permanent premises at the northeast corner of the airfield on the far side of the main runway. Shortly afterwards.240, formed out of 120 at Aldergrove on 1 may, moving the sixty or so miles from Aldergrove to ballykelly on 5 June, immediately after participating in the queen's Birthday flypast over Buckingham Palace. Later in the year the squadrons lined their aircraft up on the main runway with the crews paraded in front of them as the queen passed by on a train on her way to londonderry. Also around this time jass flight replaced its Lancasters with Shackletons, the first one arriving on 18 March with all three delivered before the end of the month.
Sailing Dinghies for sale, uk, usedBicycles and oilskins were the order of the day. The airfield was prone to flooding after prolonged heavy rain, the problems caused by this occurrence perhaps giving rise to the Station motto - nos difficultates non terrent - our hardships do not deter us! The non-operational facilities were fortunately located on a slight rise just above the airfield itself, which was reached by a long straight road, which brought you down on to the airfield near the threshold at the 03 end of the secondary runway. Although rough and ready you just had to make the best of it and most people usually did and became very fond of the area, although for the unmarried personnel living on base, there was comparatively little contact with the local people. Aircraft from other Shackleton squadrons were constantly visiting to attend jass, which meant that there were usually some old friends arriving from ocu days and an excuse for a party! An operational hazard was the presence of high ground surrounding the base on three sides, benevenagh or Ben Twitch, as it was known at Ballykelly, some five miles to the northeast being a particular danger. It was called Ben Twitch as a result of wartime operations at the nearby limavady aerodrome requiring a warning to aircraft operating in the vicinity of Benevenagh. This was achieved by mounting a low powered non-directional radio beacon on the hillside laser which activated the alarm klaxon in the aircraft whenever they got too close. The unexpected alarm caused the twitches which gave it its name. By early 1952 the base was considered ready to become an operational station.18 Group, coastal Command, and the association between Ballykelly and the Shackleton, which was to endure for nineteen years, was about to begin. Part 2 - the early years (1952-1955). Above - wb849 of jass flight, 1952.
The advantages were many; bioresonantie long sandy beaches close by, friendly but somehow different local population and, in the upside early days at least, access to unrationed fresh food from across the border in Donegal. You could even cycle there- up to lisahally, boat across to culmore, walk to muff and there you were! A popular destination was Buncrana, where a certain restaurant (could it have been the lake of Shadows?) reputedly sold steaks so enormous that they literally extended over the edge of the plate! The main disadvantage was a feeling of isolation in an unfamiliar environment, you couldn't jump on a train and get to your destination relatively quickly- there was always a boat journey across the Irish sea to be negotiated which complicated things, so much so that. As far as aircrew were concerned, they arrived as part of a crew that had generally been together since the start of training. Many of the members were very young, maybe eighteen or nineteen and they tended to stick together and socialise together. Apart from the messes on the camp Limavady offered a couple of cinemas, one of which allowed you to bring your bicycle into the auditorium with you and lock it to an iron bar provided for the purpose! Watering holes included the Alexander Arms Hotel and Henry's Bar, with regular dances being held in the Agricultural Hall. A feature of the station, whether unique or not isn't known, was the rearing of pigs in some disused huts - whether they flew or not isn't known either! At the outset, living conditions for the based personnel were little changed from the war years; cold, damp, leaky accommodation, in some cases remote from the airfield proper, such as.4 Site or Trenchard Site as it was grandly known.
Boat, dinghy, yacht and sailing
Immediately after the return to the usa of the lend lease liberators, suitably modified Lancasters fulfilled the raf land-based maritime patrol requirement. With the expansion of the raf's maritime strength, a new aircraft was being specifically developed for the task. This aircraft was, of course, the Shackleton developed by avro from the lancaster and Lincoln but a very different aircraft indeed. A number of bases in the uk were chosen to house the future Shackleton squadrons and Ballykelly, situated at the western extremity of the British Isles, was one of them. The plan was that the Shackleton should be used on the long ocean patrols into the Atlantic, with Gibraltar,. Eval and Aldergrove earmarked as bases as well as Ballykelly. The neptune, bought from the usa as interim equipment until sufficient Shackletons became available, was to cover the north sea area from Kinloss and Topcliffe. In early 1951 the airfield closed to non-essential flying parasol for further upgrading to change it from a typical wartime aerodrome with fairly basic facilities widely dispersed, into a station equipped to support three maritime patrol squadrons. Grin and bear. There was no middle ground with Ballykelly; you either loved it or hated.
From late 1943 to the end of the war, nos.59, 86 and 120 Squadrons at various times flew Liberators from Ballykelly in the long and tedious fight against the u-boats, ranging from the bay of Biscay to Arctic waters off North Norway by day and. By the end of the war, ballykelly-based squadrons had been responsible for sinking no fewer than twelve u-boats, sharing with other aircraft and surface ships in the destruction of several others, and damaging many more. Care And maintenance, the task completed, ballykelly went to care and maintenance status late in 1945. However, as the cold War era was starting, the need to counter the soviet submarine threat was the next challenge. On the formation of nato, the United Kingdom assumed a major anti-submarine role across the eastern Atlantic avis and North sea areas. During the latter stages of the war an anti-submarine tactics school had been established at the londonderry naval Base, and afterwards this idea was further developed into what became known as the joint Anti-submarine School (jass). Commanded jointly by rn and raf personnel, jass was officially opened on The unit had its own air elements, royal navy barracudas.744 Sqn., based at Eglinton and the raf's jass flight, based at a now re-opened Ballykelly, initially equipped with two lancasters, one. The task at jass was to run courses to train the crews of ships and aircraft in the broader aspects of anti-submarine warfare, with emphasis on the development and application of combined tactics. There is more about jass later. Another unit, which was based around this time, was the air sea warfare development Unit (aswdu arriving from Thorney island on The Unit's task was the development and testing of new maritime equipment, and in the course of this work had used a variety. On wdu moved on to wgan, but was to return to ballykelly in later years. Post-War Expansion, further development plans were in hand which would affect the future of Ballykelly.
Sailing Equipment, boats, Clothing
We build and Supply dinghy launching Trolleys for the following classes of Dinghy; 420, Albacore, bosun, Cherub, comet duo, enterprise, escape 12, e-scow, fireball, Flying 15, fusion 15, gp14, Graduate, gull, gull Calypso, gull Spirit, heron, hornet, kestrel, lark, laser 2, laser 2000, laser 3000. David hill, part 1 - a station reborn. If you take the main road north out of Londonderry and travel up the east bank of the river foyle, you will pass the sites of three wartime airfields. First is maydown, now a large industrial complex, while the second, Eglinton, is now the location of the city of Derry airport. The third airfield is Ballykelly, situated on the shores of lough foyle, fifteen miles from Londonderry and two miles from the small town of Limavady. U-boat Success, the low-lying, farmland site was approved for the construction of an airfield in mid-1940, and an raf opening party arrived to take over the partially completed aerodrome in June 1941. No operational units overgang were based at first, but during 1942,.120 Sqn. With Liberators and 220 Sqn. With Fortresses arrived to carry out anti-submarine patrols and convoy escorts over the Atlantic Ocean, with some success. In 1943 these units moved out and the base was taken in hand for upgrading to handle the later, heavier marks of Liberator, which were then planned. This entailed lengthening the main runway and providing additional hangar space, as Ballykelly was also to become a liberator servicing and modification facility. It was at this time that the runway was extended across the main Londonderry-belfast railway line.