03 July 2015

SR-71 vs F-16

What I’ve been doing when I should have been writing:

  • Reading The Martian (highly recommend!!)
  • Finishing the edits for the next Why Planes Crash e-book (want early access? Join the mailing list!)
  • Working on a redesign for the website (coming soon!)
  • Drafting two complicated accident reports (still in progress)

I am sorry that I haven’t managed to finish a new article for you this week but I did love this image which has been making the rounds. Based on the tone, I’m pretty sure this is Brian Shul’s story.

Also, did you know that the entire SR-71 Flight Manual is now available online? http://www.sr-71.org/blackbird/manual/.

So, that should keep you occupied until next Friday! See you then.

26 June 2015

Hungarian Air Force: Three aircraft down in past six weeks

You may have heard about the second crash first, when this video of a last-minute ejection started making the rounds:

The video was filmed at Hungarian Air Base Kecskemét, one of three Air Force bases in Hungary. Kecskemét Air Base is in Bács-Kiskun county and has a concrete runway (12/30) which is 2,499×60 metres (8,199×197 feet). It’s most well-known for the Kecskemét Air Show which, in 2008, was the largest air show in Europe.

The pilot departed Kecskemét in a Saab JAS 39 Gripen to fly a training sortie but shortly after take-off, he discovered that the nose gear was no longer responding. He repeatedly attempted to recycle the landing gear but, unable to deal with the situation in the air, he opted for a belly landing. He lost control of the aircraft as he touched down. When it started to slew off the runway, he ejected.

As you can see in the video, the ejection seat failed to separate from his chute, which added an additional 176 pounds and caused an extremely heavy touchdown. The pilot suffered a vertebral fracture when he impacted the ground but was reported as in stable condition the same day.

He may have had this accident in mind, when a prototype Gripen crashed and flipped over. Amazingly, the pilot in that crash got away with minor injuries and a broken elbow:

The Hungarian Defence Minister lashed out over the incident claiming that the government has “wasted the money necessary for the purchase of fuel for combat aircraft, spending it on all kinds of festivities and celebrations.” He said that the lack of fuel meant that pilots weren’t spending enough time in the air.

The Saab JAS 39 Gripen is a Swedish single-engine fighter aircraft. There are five Air Forces which operate Saab Gripens: Swedish, Hungarian, South African, Czech and Thai.

This is the second Gripen crash in less than a month. On the 19th of May, a Gripen who had flown to Čáslav in the Czech republic to take part in a joint exercise overran the runway. Both pilots ejected and the Gripen came to rest in a field.

Hungarian news website index.hu yesterday claimed that the runway overrun at Cáslav was caused by pilot error: the commander of the Gripen “pressed both the brake and the accelerator simultaneously” while landing. The Czech Defence Minister stated that a technical malfunction has already been ruled out, leaving only pilot error as the cause. The pilot was discovered to have only flown eight hours this year. The aircraft was severely damaged in both the front and rear.

Gripen means the griffin, a mythological animal that is half lion, half eagle and I think it’s fair to say the Saab has the majestic presence of both animals.

(I was deeply amused by this seven-minute promotional Wargames video for the Gripen in the Swedish air force, especially “Isn’t it a little short for a fighter?”)

However, the Hungarian air force losing two Gripens within a few weeks of each other seems rather careless. Luckily, the Gripen jet in the ejection video is expected to be repaired and returned to service.

On top of everything else, today Hungary’s air force lost a third aircraft, a Yakovlev Yak 52 training plane which caught fire during a training exercise. One pilot suffered burns, the other escaped the cockpit unharmed.

Hungarian airforce loses third aircraft in two months – The Budapest Beacon

[Defence Minister] Hende held a press conference at an air-force base in Kecskemét today to announce that Hungarian air force had improved considerably since 2010. According to Hende the number of pilots has increased from 20 to 32 and the number of technicians from 56 to 91. He also said that the number of hours spent in simulators by pilots each year had increased from 1484 in 2009 to 2632 in 2014. Pilots make an average of HUF 555,000 (USD 2,000) a month, said the Defence Minister.

Investigations of all three accidents are in progress.

19 June 2015

Details of the Frightening Near Miss at Chicago Midway

View the Chicago Midway Intl (MDW) Airport Diagram to follow along at home

On Tuesday, two aircraft were on a collision course when ATC instructions weren’t understood at Chicago’s Midway airport in Illinois.

Delta Airlines flight 1328, a Boeing 717-200, was a scheduled flight to Atlanta, Georgia. On the recordings, this flight is referred to as Delta thirteen twenty-eight.

Southwest Airlines flight 3828, a Boeing 737-700, was scheduled for Tulsa Oklahoma. This flight is referred to as Southwest thirty-eight twenty-eight.

The interactions on the ground show the roots of the issue.

Ground ATC recording courtesy of LiveATC

Before pushback, the two aircraft could already be heard talking over each other. By 01:20, the Ground controller had straightened out the gate situation and gave the clearances for both aircraft to taxi.

Delta 1328 was given clearance to taxi to runway 04 right, and cross runway 31 right and hold short of 31 centre.

Southwest 3828 was offered a choice of 4 right or 31 centre. She then cleared them to cross runway 31 right for a departure on runway 31 centre.

Her final calls to the aircraft are clear.

Delta 1328, be advised, similar callsign on frequency is Southwest 3828. Cross runway 31 centre and 31 left and continue via taxiway Yankee to 4 right.

Southwest 3828, be advised, similar callsign on frequency is Delta 1328 and once you approach 31 right, as you are crossing it, you can switch over to tower. Have a good day.

Both aircraft acknowledged the controller’s warning.

Tower ATC courtesy of LiveATC.net

At the start of the second recording, Delta 1328 is lined up on runway 4 right. The Tower controller asked the aircraft to hold position, saying something about a cross runway (possibly a reference to Southwest 3828 on runway 31) and a landing aircraft inbound on runway 4 left (on a four-mile final landing parallel).

Delta 1328 acknowledged the call.

The controller then cleared Southwest 3828 to enter runway 31 centre and wait.

The critical point is at 0:46 of the recording, which goes something like this.

Tower: Traffic holding position on the cross runway, traffic on three-mile final for the cross runway. No delay please, turn left heading 250, runway 31 centre, clear for take-off, the wind 060 9.

This call is completely reasonable except that I never hear him actually state a callsign to make it clear who the controller is talking to. However, there’s only one aircraft on runway 31 centre, and that is Southwest 3828.

This call is meant to impart the following to Southwest 3828:

  • There’s an aircraft holding on the runway which crosses yours (this is Delta 1328 who was lined up and waiting on 4 right
  • There’s another aircraft inbound on the cross runway (04) who is on three mile final
  • Please take off with no delay (as the controller needs him out of the way so that Delta 1328 can take off and the inbound aircraft can then land)
  • Once you’ve taken off, turn left for a heading of 250
  • On runway 31 centre, you are cleared to take off
  • The current wind is coming from 060 and the windspeed is 9 knots

There are two transmissions at the same time. It seems pretty clear (sitting at home, listening to the recording over and over again) that both Southwest 3828 and Delta 1328 have acknowledged the clearance to take off.

The controller didn’t have the opportunity to listen to the transmission again but he’s clearly unhappy that the acknowledgement was so garbled. He repeats his instruction to make sure that it is clear. I have to admit, though, I struggled to understand the call at the speed at which he is speaking.

Tower: Thirty-eight twenty-eight verify: no delay, left 250 and 31 centre clear to take off.

Again, two aircraft responded at the same time. Southwest 3828 on runway 31 centre was the only aircraft clear to take off, but both Southwest 3828 and Delta 1328 acknowledged the clearance.

They both started rolling. The Tower controller realised that both aircraft were moving and started shouting.

Tower:Thirteen twenty-eight! Stop! STOP STOP!
Delta 1328: 1328, stopping.
Tower: 1328 make the right turn on to taxiway Delta, right turn to Delta, hold short runway 4 right.

Again, there are two transmissions at the same time. This time, you can clearly hear Southwest acknowledging the instruction given to Delta. Both aircraft have stopped.

Southwest 3828: Hold short runway 4 right Southwest 3828.

The controller may not always have been as clear as he could be, however I have to admire his calm under the situation, having just watched two aircraft under his control almost run into each other.

Tower:You keep answering for each other. It’s Southwest 3828 and Delta 1328. Southwest 3828, make the right turn onto Golf back to runway 31 centre.

The inbound aircraft is cleared to land and then there’s a moment of silence, presumably while everyone is taking in what just almost happened.

At about 03:00 there’s one last exchange on the subject.

Southwest 3828: We were Southwest on 31 centre. Were we the ones clear for take-off?
Tower: Yes, sir, you were, you were the one. You were doing what you were supposed to be doing.
Southwest 3828: And Delta was rolling also?
Tower: Yes, he took your call sign. Somebody kept stepping on you, I couldn’t figure out who it was and then, that’s why I reiterated that it was you that I was clearing to take-off.

Delta 1328 departed half an hour later and arrived in Atlanta ten minutes late. Southwest 3828 waited on a replacement Boeing 737-700 and departed almost four hours later, arriving in Tulsa 220 minutes late.

The incident is under investigation.

12 June 2015

You won’t believe this one weird trick they used to fly beer to the D-Day troops in Normandy

Today, I have a long and very interesting article for you which was originally published on the amazing Zythophile blog by Martyn Cornell. Martyn Cornell is an author, journalist and beer historian. Enjoy!


Normandy, 70 years ago, and one of the biggest concerns of the British troops who have made it over the channel, survived the landings and pushed out into the bocage against bitter German resistance is not the V1 flying bomb blitz threatening their families back home, nor the continued failure to capture the port of Cherbourg – but the lack of beer in the bridgehead. On 20 June 1944, two weeks after D-Day, Reuter’s special correspondent with the Allied Forces in France wrote to newspapers in the UK that all that was available in the newly liberated estaminets a few miles inland from the beaches was cider, “and it is pretty watery stuff. I saw a British private wistfully order a pint of mild and bitter: but the glass he sat down with contained the eternal cider.”

Tangmere, Sussex, July 1944: in front of a Spitfire IX of 332 (Norwegian) Squadron, a standard 45-gallon Typhoon/Hurricane ‘Torpedo’ jettison tank modified for use on the Spitfire (because of an expected shortage of 45-gallon shaped or slipper tanks) is filled with PA ale for flying over to Normandy while an RAF ‘erk’ writes a cheery message on the tank. The pilot sitting on the wing in this clearly posed government publicity picture is wearing a Norwegian Air Force cap-badge – something no one who has reprinted this picture seems ever to have pointed out. Is the man filling the tank a brewery worker? Surely. Is the beer from Henty and Constable’s brewery in nearby Chichester? It seems very likely …
Addendum: the pilot has now been identified as almost certainly being the Norwegian Spitfire ace Wing Commander Rolf Arne Berg, CO of No. 132 Norwegian Wing, who was killed a few months later, aged 27, in February 1945 while attacking a German airfield in the Netherlands.

It would not be until July 12 when “real British beer” finally officially reached the battling troops in Normandy, and even then the quantity was enough only for one pint per man. But long before then, enterprising pilots in the RAF – and the USAAF – had been engaged in shipping beer into Northern France privately, using what the troops called “flying pubs”.

Some of the first attempts to bring beer over the Channel after D-Day used the expendable drop tanks, or jettison tanks to give them their proper RAF designation, carried by aircraft such as the Spitfire and Typhoon and normally filled with fuel to give the fighters extra range. These seem to have been semi-official efforts: the Air Ministry actually distributed a photograph to newspapers showing a Spitfire of 332 (Norwegian) Squadron at Tangmere airfield in Sussex having its 45-gallon jettison tank being filled with beer from two wooden casks supplied by the Chichester brewer Henty & Constable, while the pilot relaxed on the wing. That pilot was almost certainly Wing Commander Rolf Arne Borg, commanding officer of No. 132 Norwegian wing, though the aircraft does not seem to be Berg’s, as his carried three rings in Norwegian red and blue on the spinner.

It was presumably 270 gallons of beer from Henty and Constable that was flown in drop tanks slung under three Spitfire Mk IXbs from Tangmere to an airfield at Bény-Sur-Mer in Normandy, some 110 miles south of England and three miles from the sea, on June 13 1944, D-Day plus seven: the first known landing of beer during the invasion. One of the pilots was Flight Lieutenant Lloyd Berryman of 412 Squadron, 126 Wing, Second Tactical Air Force, Royal Canadian Air Force. The airstrip at Bény-Sur-Mer would not, in fact, be finished officially for another two days when Berryman’s boss, Wing Commander Keith Hudson, singled him out at a briefing at the wing’s Tangmere base to deliver a “sizeable” beer consignment to the airstrip, known as B4.


Berryman recalled:

“The instructions went something like this, ‘Get a couple other pilots and arrange with the officers’ mess to steam out the jet [jettison] tanks and load them up with beer. When we get over the beachhead drop out of formation and land on the strip. We’re told the Nazis are fouling the drinking water, so it will be appreciated. There’s no trouble finding the strip, the battleship Rodney is firing salvoes on Caen and it’s immediately below. We’ll be flying over at 13,000 [feet] so the beer will be cold enough when you arrive.’

“I remember getting Murray Haver from Hamilton and a third pilot (whose name escapes me) to carry out the caper. In reflection it now seems like an appropriate Air Force gesture for which the erks (infantrymen) would be most appreciative. By the time I got down to 5,000 the welcoming from the Rodney was hardly inviting but sure enough there was the strip. Wheels down and in we go, three Spits with 90-gallon jet tanks fully loaded with cool beer.

“As I rolled to the end of the mesh runway it was hard to figure … there was absolutely no one in sight. What do we do now, I wondered, we can’t just sit here and wait for someone to show up. What’s with the communications? Finally I saw someone peering out at us from behind a tree and I waved frantically to get him out to the aircraft. Sure enough out bounds this army type and he climbs onto the wing with the welcome: ‘What the hell are you doing here?’ Whereupon he got a short, but nevertheless terse, version of the story.

“‘Look,’ he said, ‘can you see that church steeple at the far end of the strip? Well it’s loaded with German snipers and we’ve been all day trying to clear them out so you better drop your tanks and bugger off before it’s too late.’ In moments we were out of there, but such was the welcoming for the first Spitfire at our B4 airstrip in Normandy.”

Later, in the 1950s back in in Canada, by chance Berryman actually met the man who climbed onto his wing and told him to bugger off.

Four days after Berryman’s landing, on 17 June 1944, and 11 days after the invasion started, a Spitfire of 416 Squadron, Royal Canadian Air Force flew over from England to the newly built airfield at Bazenville, just three miles from Gold Beach, with a drop tank full of beer slung below its fuselage. The tank had been scoured out first with steam but “tough luck; it still tasted of petrol,” according to Dan Noonan, a Flight Commander with 416 Squadron.

The heftier Hawker Typhoon could carry even more beer. Pilots of the RAF’s 123 Wing, flying rocket-firing Typhoons and based from 19 July 1944 at Martragny, a few miles east of Bayeux, would run a “shufti-kite” across to Shoreham, 110 miles away, where a local brewery would fill two 90-gallon jettison tanks attached below each of the Typhoon’s wings with beer. Then the pilot would hurry back across the Channel and the RAF personnel at Martragny would drink it, quickly. There was one problem with transporting beer in jettison tanks: according to 123 Wing’s commanding officer, the New Zealand-born RAF ace Group Captain Desmond Scott, on the trip over to Normandy the beer “took on rather a metallic taste, but the wing made short work of it.”

However, the journey over the channel, at 15,000 feet or so, cooled the beer down nicely for when it reached those on the ground: indeed, according to newspaper reports, not only did Spitfires supply beer shortly after D-Day in jettison tanks made from vulcanised paper fibre, but P-47 Thunderbolt fighters, presumably flown by the USAAF, had carried iced custard, or ice-cream, in their drop-tanks to troops on the Normandy beachheads: “They flew at 15,000 feet and delivered their cargo iced in perfect condition.” (This is not as unlikely as it seems: the US army had mobile ice-cream making machines for the troops in the Second World War, and so did many US Navy ships.)

The Typhoons’ exploits were reported in Time Magazine on July 2 1944 under the headline “Flying Pubs”:

A great thirst attacked British troops rushing emergency landing strips to completion in the dust of Normandy. Thinking of luckier comrades guzzling in country estaminets and town bistros, the runway builders began to grouse. They wanted beer. They got it. Rocket-firing Typhoons, before going on to shoot up Nazis, landed on the runways with auxiliary fuel tanks full of beer. Swarms of the thirsty gathered round with enamel mugs. The first tank-fulls tasted bad because of the tank linings; this flavor was overcome by chemical means and later loads were delicious. Just like the corner pub at home.

Unfortunately, United States Army Air Forces P-47 Thunderbolts did for 123 Wing’s beer runs: the Typhoon was easily mistaken by inexperienced American pilots for the German Focke-Wulf Fw 190 fighter, and according to Group Captain Scott, “our aerial brewer’s dray was attacked by American Thunderbolts twice in one day, and was forced to jettison its beer tanks into the Channel … beer cost us money, and these two encounters proved expensive.” The Wing’s draught beer flights came to a sudden halt, and Scott had to arrange for an old twin-engined Anson to fly in cases of Guinness: “The troops mixed it with champagne to produce black velvet. It was hardly a cockney’s drink, but they appeared to like it,” he wrote.

It may have been 123 Wing’s experience that was covered in a publication called The Airman’s Almanac in 1945:

A possible peacetime use for the auxiliary fuel tanks attached to the underside of fighter planes in World War II to increase their range was demonstrated in the Normandy invasion of 1944. British ground crews, rushing emergency landing strips to completion in the dust and heat of the French province, complained of thirst. Their complaint being heard, rocket-firing Typhoons coming over from England on their way to German targets landed on the newly built strips with their military fuel tanks full of beer. The first tankfuls tasted awful because of the tank linings. Before the second ‘beer trip’ the tanks were treated chemically and the air-hauled brew was reported extremely palatable.

Ironically, Thunderbolt pilots learnt what the Typhoons had been doing, and copied it themselves. Lieutenant William R Dunn of the 513th Fighter Squadron, USAAF, the first American air ace of the Second World War, was a P-47 Thunderbolt pilot in Normandy.

He recorded:

During our brief stay at A6 airfield, we learned another trick of the trade from our neighbouring RAF allies, a Typhoon squadron based near Caen. Periodically they’d send a kite with a clean belly tank back to England, where the tank was filled with beer. A flight back to France at an altitude of about 15,000 feet and the beer arrived nice and cold. We soon followed their lead, with our 150-gallon belly tanks. Those British types sure know how to take all the comforts of home to war with them.

The other method used was to attach casks to the bomb racks. Pilots with the RAF’s No 131 (Polish) wing, flying Spitfire Mk IXs, (probably 302 Squadron or 308 Squadron, both fighter-bomber units) claimed to have invented the idea of the “beer bomb”, using casks that had home-made nose-cones fitted to make them more streamlined, which were fitted to the Spitfire’s bomb racks.

On 3 August 1944 131 Wing moved from England to the airfield at Plumentot, near Caen, and “beer bombing” began:

Even more popular was the ‘beer-bomb’, invented and first used by No. 131 Fighter Wing when still stationed in England. The bomb has nothing atomic about it, so the details can now be divulged. The invention is, in fact, simplicity itself: it entailed a barrel of beer, a bomb-carrying aircraft, and a willing pilot (the three were available in increasing order of magnitude). The procedure, freely disclosed for the benefit of thirsty humanity, was for the aircraft to be carefully ‘bombed up’ with a barrel of beer, flown off with every precaution to Plumentot in Normandy and landed with equal care. Never were bombs more warmly welcomed. Not least because of the dust.

Pictures exist of the “beer bombs” being put together: presumably at Ford airfield in West Sussex, where 302 and 308 squadrons were based just before they were moved to Plumentot, in which case, again, the beer may well have come from Henty and Constable, eight or so miles away at Chichester.

Above and below, ‘beer bombs’, wooden firkins being fitted with streamlined ‘nose cones’ for transporting in bomb racks underneath Spitfires by members of 131 Fighter Wing, probably in August 1944, possibly at Ford airfield in West Sussex. Pictures taken from Polish Wings 15 by Wojtek Matusiak, pub Stratus, 2012, p216, and © Stratus

One Kentish brewery that apparently supplied beer for transport across by fighter plane was Bushell Watkins & Smith of the Black Eagle brewery in Westerham.

According to Westerham villager Edward “Ted” Turner:

I worked at a garage called Brittain’s Engineering in Peckham in London making Bailey bridges for sending to France for the invasion … We were also making ‘jettison’ auxiliary fuel tanks for fighter planes to carry extra fuel to enable them to fly further into Europe and still get back home. Once refuelling facilities were established over there, the Westerham brewery used to fill those auxiliary non-returnable petrol tanks with Westerham ales for our troops in Europe. Black Eagle lorries delivered it in barrels to Biggin Hill [four miles from Westerham] where the auxiliary dual-purpose tanks were filled with Bitter on one side and Mild on the other. We made them of 16 gauge metal with baffles for safe landing, the RAF’s version of the brewer’s dray.

There is also a photograph of a cask at the Black Eagle brewery with a sign on it declaring: ‘This Cask containing “Westerham” Bitter was flown to France “D” day, June 6th 1944, by the Royal Air Force’. Unfortunately there are problems with the Westerham claims. The three fighter squadrons that had been using the airfield departed in late April 1944 for Tangmere, where they would be closer to the Normandy beaches. In any case, Biggin Hill was abandoned by the RAF soon after the Normandy landings. On June 13 1944, V1 “doodlebug” flying bomb attacks on London began, and Biggin Hill – right in the V1s’ flightpath – was deemed too dangerous to continue to be used by aircraft, with Balloon Command taking the airfield over as part of the line of barrage balloons put up against the doodlebugs. Flying operations did not begin again at Biggin Hill until September 1944, and fighter aircraft do not seem to have returned until the October. However, one of the squadrons that had been based at Biggin Hill until April 1944 was 412 Squadron, which had made that first “drop-tank beer delivery” to Normandy from Tangmere on June 13. It is possible that the beer in the tanks might have come from the Westerham brewery, 50 miles away, which the pilots of 412 would have known very well.

The Westerham Brewery’s ‘D-Day cask’. But were there any flights from nearby Biggin Hill over France on D-Day? © Westerham Brewery

Certainly, pilots were happy to fly long distances to pick up beer. Thorsteinn “Tony” Jonsson, the only Icelander to join the RAF, was flying North American Aviation P-51 Mustang III fighter-bombers with 65 Squadron, based at Ford, when the D-Day invasion began. On June 27 his squadron moved to the temporary airfield at Martragny, designated B7, five miles from Bayeux and only some 2000 yards from the German lines.

However, Jonsson recorded:

Life in our camp was really quite pleasant and comfortable. Admittedly we missed the luxury of being able to pop into a pub at the end of a day’s work for a pint of beer, and to mix with the ladies that were usually to be found there to add spice to our existence. At the beginning of the invasion and for the next few weeks, beer was severely rationed in Normandy … But some bright lad in our Wing had an excellent brain-wave; why not bring beer over from England in the large auxiliary tanks that could be hung under the wings of our Mustangs? Each tank could hold 75 gallons – this would make an excellent addition to our meagre ration. Action was immediately taken.

Four tanks were sent to a factory for their insides to be coated with a substance to prevent the taste of metal, as is done with preserving cans, and taps were fitted. A contract was made with a brewery in London, and on an appointed day every week a Mustang flew with two empty ‘beer’ tanks to Croydon aerodrome and brought back two full ones; one containing mild and the other bitter. These tanks were placed on trestles in our mess-tent, which quickly became known as the best pub in Normandy. It did not take long for the word to spread to nearby military units that we had a good supply of beer, and our mess was frequently a very popular and crowded place in the evenings. The fact that nurses from a military hospital in the neighbourhood were regulars only helped to boost the attendance … It was not long before the beer trips were increased to two a week. Although most pilots likes to nip over to England whenever possible, to contact families and loved ones, the beer-run was not in demand. The reason was that a full beer tank could easily fall off if the landing was not perfectly smooth. The ‘beer kite’s’ arrival was watched by all available personnel, and woe to the poor pilot who was unlucky enough to bounce!

It was 150 miles from Martragny to Croydon (at the time the main airfield in London), making the “beer run” for 65 Squadron a 300-mile round trip. Croydon’s one brewery was Page & Overton, a subsidiary of Charrington’s brewery in Mile End, and it was presumably Page & Overton’s mild and bitter that flew back in the tanks of the Mustangs.

Confirmation that Henty and Constable supplied much of the beer to arrived in Normandy after D-Day comes from Jeffrey Quill, chief test pilot at Vickers, the parent company of Supermarine, maker of the Spitfire.

Quill recalled:

After D-Day in 1944, there was a problem about getting beer over to the Normandy airfields. Henty and Constable (the Sussex brewers) were happy to make the stuff available at the 83 Group Support Unit at Ford, near Littlehampton. For some inexplicable reason, however, beer had a low priority rating on the available freight aircraft. So we adapted Spitfire bomb racks so that an 18-gallon barrel could be carried under each wing of the Spitfires which were being ferried across from Ford to Normandy on a daily basis.

We were, in fact, a little concerned about the strength situation of the barrels, and on application to Henty and Constables for basic stressing data we were astonished to find that the eventuality of being flown on the bomb racks of a Spitfire was a case which had not been taken into consideration in the design of the barrels. However, flight tests proved them to be up to the job. This installation, incidentally, was known as Mod XXX Depth charge.

A Spitfire IX fitted with the ‘Mod XXX Depth Charge’, modified bomb racks that could carry a cask of beer under each wing. Contrary to frequent claims, this is almost certainly a Vickers Armstrong publicity photo, and NOT Wing Commander Johnnie Johnson’s own aircraft

According to one source with a slightly different spin on the story, the job of designing fittings that would secure the kilderkins to the Spitfire’s bomb racks was done at High Post airfield, Salisbury, one of the final assembly centres for Spitfire manufacture, “more or less as a joke”. The plan to put beer in long-range tanks was abandoned “when it was found later that the practice contaminated fuel, so Strong’s, the Romsey brewers, supplied complete barrels of Triple ‘X’. This modification was given a fictitious number to conceal the operation from more official or officious eyes.”

There was already a link between Strong’s and Spitfires: after the Luftwaffe bombed Vickers-Supermarine’s headquarters in 1940, the company’s design and administration offices were transferred to Hursley Park, Winchester, a magnificent mansion requisitioned after the death that same year of its owner, Sir George Cooper, chairman of Strong’s. That Strong’s certainly was involved in the supply of casks to be carried on Spitfire bomb racks is confirmed by the existence of a photograph of just such a cask slung under a Spitfire wing, clearly branded “STRONG ROMSEY”.

A close-up of the “Mod XXX Depth charge” on the ground, showing clearly that the casks were supplied, at least occasionally, by Strong’s brewery in Romsey, Hampshire

The hint that Quill gave about the “flying drays” being replacement Spitfires ferried across to squadrons on the Normandy front line from England is given extra support by a newspaper story from the middle of August 1944:

With beer in their bomb racks, replacement Typhoons from England are sure of a specially boisterous welcome from the thirsty troops in Normandy. For the beer shortage is just as acute over there as it is in England. So at least one Typhoon squadron has solved its problem by importing its own beer.

Whenever a replacement aircraft flies to Normandy the pilot takes a quantity of beer, carrying it in nine-gallon barrels with special streamlined nose fittings slung in the bomb racks. This system has been found to be much better than the original method of taking the beer in petrol tanks, which gave the beer a nasty flavour.

In the event of the pilot running into trouble, the barrels are jettisoned as if they were bombs. Then another kind of trouble awaits him at the end of his journey.

Wing Commander Johnnie Johnson had landed with his 127 Wing, two squadrons of Canadians, at a newly built airfield at St Croix-sur-Mer, designated B3, and just over a mile and a half from the landing beaches, on D-Day plus 3. After several days of tinned “compo” rations, Johnson sent a note to his favourite Sussex landlord, Arthur King at the Unicorn in Chichester, asking for help. Every day a twin-engine Anson flew into St Croix from Tangmere with mail, newspapers and spare parts, and King arranged for items such as tomatoes, fresh lobsters, newly baked bread and “a reasonable supply of stout” to be carried across in the Anson with the mail.

When news of the arrangement leaked into the newspapers, King was visited by someone from Customs and Excise, who warned him that if he carried on, he would need an export licence.

However, Johnson recorded in his memoirs,

Since its introduction to the Service in 1939, the versatile Spitfire had participated in many diverse roles … Now it fulfilled yet another role, perhaps not so vital as some of the tasks it had undertaken in the past, but to us of supreme importance. Back in England some ingenious mind had modified the bomb racks slung under each wing so that a small barrel of beer could be carried instead of a 500-pound bomb. Daily, this modern version of the brewers’ dray flew across the Channel and alighted at St Croix. The beer suffered no ill effects from its unorthodox journey and was more than welcome in our mess.

Johnson’s memoir of the war, Wing Leader carried a photograph of a Spitfire IX in D-Day black-and-white stripes, carrying a kilderkin of beer slung from each bomb rack, and captioned “Our version of the brewer’s dray”. This seems to have given rise to the myth that the picture is of Johnson’s own Spitfire. But the photograph in the book is credited to Vickers Armstrong, and is almost certainly one of the aircraft manufacturer’s publicity shots, and nothing to do with Johnson.

A Spitfire IX bearing D-Day invasion stripes, and carrying beer casks beneath its wings, on the ground. It is probably significant that in none of the shots of beer-carrying aircraft can the identifying letters be seen: these were almost certainly all publicity shots

Eventually, organised supplies of beer for the troops supplanted the “flying drays”. In November 1944 the government actually ruled that supplies of beer for troops overseas should equal five per cent of total national production, meaning all stronger “export” beers, all naturally conditioned beers with a life of six weeks or more and all beers that could be pasteurised had to be put in the hands of the forces’ catering service, the Naafi. At the same time, breweries in liberated areas of France were being put to use.

By then it was the turn of the Home Front to be short of beer, however. Brewers blamed a shortage of labour, saying the women workers who had replaced men called up for the forces had themselves been evacuated with their children as the V1 and V2 threat increased. The Nottingham Evening Post reported that in some pubs there had been outbreaks of “panic drinking”, customers “gulping their beer and shouting for an encore lest their neighbours at the bar got more than they did.” At the same time, in “certain districts” only mild ale was available, because bitter, which kept better, was earmarked for the troops. Many pubs were only open for an hour and a half at lunchtimes and two hours in the evening because they had no beer to sell: and there was little relief even for those harvesting the grain that would be used to make the new season’s beers. In August 1944 it was announced that “In some parts of Lincolnshire the beer famine has become so acute that many inns have announced that they will not be able to continue the age-old custom of supplying harvest beer this season. Cups of tea will be provided instead.”


Martyn Cornell is a beer historian, a seven-times winner at the British Guild of Beer Writers awards, and author of Amber Gold and Black, the history of Britain’s many home grown beer styles, from porter to bitter to barley wine, which is available from Amazon. He has a new book out in July 2015, Strange Tales of Ale, which includes the story of the Great London Beer Flood of 1815, why British aristocrats drank 21-year-old beer and the true history of the ploughman’s lunch, among other stories, which is available for pre-ordering here: http://tiny.cc/g80gxx.

05 June 2015

UPS 1354 Final Report and Video Companion

The American National Transportation Safety Board released their final report on UPS flight 1354 this week.

The tragic accident happened 14th August 2013, when a UPS Airbus A300-600 crashed short of the runway at BHM in Birmingham Alabama. The crew were killed and the aircraft destroyed in what was an entirely avoidable crash.

Aircraft Accident Report AAR1402

Probable Cause

The National Transportation Safety Board determines that the probable cause of this accident was the flight crew’s continuation of an unstabilized approach and their failure to monitor the aircraft’s altitude during the approach, which led to an inadvertent descent below the minimum approach altitude and subsequently into terrain. Contributing to the accident were (1) the flight crew’s failure to properly configure and verify the flight management computer for the profile approach; (2) the captain’s failure to communicate his intentions to the first officer once it became apparent the vertical profile was not captured; (3) the flight crew’s expectation that they would break out of the clouds at 1,000 feet above ground level due to incomplete weather information; (4) the first officer’s failure to make the required minimums callouts; (5) the captain’s performance deficiencies likely due to factors including, but not limited to, fatigue, distraction, or confusion, consistent with performance deficiencies exhibited during training; and (6) the first officer’s fatigue due to acute sleep loss resulting from her ineffective off-duty time management and circadian factors.

I’m most impressed with a new initiative at the NTSB to release a companion video to accompany their final report. Take a look:

The eight-minute video is excellent. Experts explain the sequence of events which led to the crash to a backdrop of relevant video, including footage from the NTSB on-site investigation. It makes for compelling video with a focus on facts rather than drama.

This is the first video but the NTSB plans to produce them as standard for major accidents in the future. The Chairman, Christopher A Hart, explained: “People consume information and absorb lessons in different ways. This video is another way to reach pilots and aviation safety professionals with the lessons we learned through our investigative work.”

I’m very pleased to see them make the lessons learned from an investigation more accessible even though it might put me out of a job. I’m looking forward to seeing more companion videos accompanying those accidents with complicated conclusions. It’s also made my post this week very easy, so I’m off to the pub! I’ve got a great guest post for you on planes and beer next Friday. The week after that, I have exciting news for you regarding the next book in the Why Planes Crash series. So watch this space!

Or, you know, just subscribe and receive once-a-week updates when I post:


Either way, I hope to see you here in two weeks for my exciting news.

29 May 2015

The teenager who flew to Moscow

28 years ago, on the 28th May 1987, a 19-year old German flew a Cessna 172 to Moscow, taxi-ing straight into the Red Square.

At the time, the airspace around the Soviet Union was closed and fiercely protected. Just four years earlier, Korean Air Lines flight 007 was shot down by a Soviet Su-15 interceptor. The commercial flight departed Anchorage, Alaska normally but about ten minutes after take-off, it deviated to the north of its assigned route and maintained that heading for the next five hours, leading it on a course heading for the Soviet island of Sakhalin.

General Kornukov (to Military District Headquarters-Gen. Kamensky): …simply destroy it even if it is over neutral waters? Are the orders to destroy it over neutral waters? Oh, well.
Commander Kamensky: We must find out, maybe it is some civilian craft or God knows who.
General Kornukov: What civilian? It has flown over Kamchatka! It [arrived] from the ocean without identification. I am giving the order to attack if it crosses the State border.”

The Soviet Union initially denied having anything to do with the missing airliner but soon after admitted that they had shot Korean Air Lines flight 007 down. They claimed that the airspace infringement was a deliberate provocation by the US and that the Korean commercial jet was on a spy mission.

An investigation by the ICAO concluded that the deviation was caused by a navigation error and the crew never noticed that they had flown off course.

Commercial aircraft managed to avoid infringing Soviet airspace after that …until Mathias Rust.

Mathias was a West German teenager who was described by his mother as a dreamer who was obsessed with flying; he’d spent his allowance to fund flying lessons. In June 1987, he’d flown a total of 50 hours in flying lessons. He rented a Cessna 172 which had been modified to hold auxiliary fuel tanks and spent a fortnight flying around Northern Europe, stopping at the Faroe islands, Keflavik in Iceland and Bergen in Norway. On the morning of the 28th of May, he flew to Helskini-Malmi Airport in Finland and refuelled. He filed a flight plan to fly direct to Stockholm in Sweden, around 500 kilometres (300 miles) to the west. Ten minutes after take-off, he changed his heading to the east and followed the busy Helskini-Moscow route, refusing to talk to increasingly frantic air traffic controllers.

He disappeared from their radar. The controllers believed that he had crashed and immediately reported the incident as an emergency. An oil patch was sighted near the point where the last radar return had come from and the Finnish Border Guard was sent to the scene where they tried, without any chance of success, to find the boy and his plane.

Meanwhile, Mathias had crossed the Baltic Sea and was flying over Estonia. He turned towards Moscow and at 14:29, he appeared on the Soviet Air Defence radar. He did not reply to any attempts to contact and three military divisions with surface-to-air missiles began to track him. The military went into alert and two fighter jets were scrambled to investigate. Rust recounted later that he saw an aircraft with a red star flying so close that he could see the pilot wearing a helmet and oxygen mask. But he was sure the Soviet military would not shoot, after the political scandal of the Korean Air Lines flight 007 incident. “I was very scared at that moment, because I didn’t know what they would do. But when I set out, I didn’t believe they would shoot me down. I thought maybe they would force me to land before I got to Moscow.”

He continued flying.

The pilot of the MiG-23 reported that he’d seen a white sport plane, which he described as similar to a Yakovlev Yak-12. He asked for permission to engage, which was denied. The senior officers on the ground appeared convinced that the fighter pilot was mistaken. The Cessna 172 disappeared into the clouds while the officers argued about what, if anything, was out there. A commander in the national air defence system came to the conclusion that it was geese. He was spotted a few more times but various mishaps meant he remained undetected as an intruder, including a control officer assigning all traffic in his area friendly status because inexperienced pilots often forgot to set the correct IFF designator settings.

Mathias flew straight to Moscow. He’d studied a map of the city before his trip but once over the city, he found it difficult to get his bearings. He decided that landing in the Kremlin was too dangerous and flew to Red Square. He circled a few times to try to scare away pedestrians so that he could land, but it didn’t work. He landed on a bridge near the St. Basil’s Cathedral.

There were normally heavy trolley wires strung over the bridge but they had been removed for maintenance that morning. He landed safely and taxied past the cathedral and into the Red Square.

Tourists and Muscovites gathered around him. They thought he was part of an airshow. “When I got out of the plane, there were about 200 people around me. When they saw I didn’t speak Russian, some of them spoke English, and I told them I was on a mission of peace.” The local police and soldiers had no idea what to do with him and couldn’t understand why he didn’t have a visa. Meanwhile, Mathias signed autographs.

He spent an hour at Red Square before the KGB appeared, never seeming to understand that there might be issues with his unexpected arrival. Mathias told them that he wanted to meet Gorbachev. Instead, he found himself under arrest.

He was held until his trial which began three months later. There, he was sentenced to four years labour for breaching the Soviet border, disregarding aviation laws and malicious hooliganism. He served 14 months in Lefortova prison, sharing a cell with an English-speaking prisoner, before he was released as a goodwill gesture to the West. He returned home to Germany in August, 1988. He never flew again.

He also never got the chance to meet Gorbechev, however the Soviet leader used the opportunity to move against the defence minister and the commander of Soviet air defence forces, calling the incident a national shame.

Matthias Rust lands his plane in Red Square – May 28, 1987 – HISTORY.com

The repercussions in the Soviet Union were immediate. Soviet leader Mikhail Gorbachev sacked his minister of defence, and the entire Russian military was humiliated by Rust’s flight into Moscow. U.S. officials had a field day with the event–one American diplomat in the Soviet Union joked, “Maybe we should build a bunch of Cessnas.”
[…]
One Russian spokesperson bluntly declared, “You criticise us for shooting down a plane, and now you criticise us for not shooting down a plane.”

In 2009, Mathias was working as a professional poker player. That makes so much sense. You’d have to be pretty good at bluffing to carry on flying into Russian airspace with two fighter jets alongside you trying to make contact.

Twenty years later, he told Danmarks Radio, “I think I would advise everyone to think twice before doing something like that. On the other hand, if someone is convinced about something, they need to do it.”