RAF MPCHO 66.50n 13.30w 14:45 F100, est Grimsey 15:40, F80, LM (Langamyri) 16:07, joining ADR Green One, dct BLANDA, 66.20n 18.30w 16:20, ETA BIKF 16:57, endurance 8+00.
RAF Avro Shackleton, probably WR966/O from Ballykelly.
Showing posts with label 1964/09. Show all posts
Showing posts with label 1964/09. Show all posts
8 October 2023
24 November 2011
24th September 1964
ScanFLY 601 from Kirkwall to Vagar F065 61n 1556
Faroe Airways, D H Heron, OY-DPO, on lease from Scanfly of Sweden. Later registered G-AOGU, then D-CAHA before ferried to Saunders Aircraft Ltd, as CF-JFH, when it was rebuilt as a Saunders ST-27. De-registerd in 1999.
20th September 1964
Alert on OH-MOC, last known position 53n 50.40w 19/2100.
This was the first serious alert I copied on HF, which all kicked off around mid-day on the 20th.
This Mooney M.20 delivery flight was en-route from CYPM/Pikangikum, Ontario to BIRK/Reykjavik and its last known confirmed position was at 53n 50.40w (as above). There was also another Mooney delivery on that day from the same departure point, D-EHNI.
Based on a subsequent review of the Ballygirreen air-ground supervisor logs, it seems at 0944 Keflavik advised '4YA' (Ocean weather ship 'Alpha') that Speedbird 065 was in contact with D-EHNI, on 121.5VHF at 0900 but his exact position was unknown. However they had no contact with OH-MOC. By 0931 D-EHNI's position was reported as one hour east of Keflavik, with an endurance of 03+30. However BA065 believed this position to be in error, BA065 was at 57.28n 30w 0845, estimating 57n 40w 0945.
At 1332, another Speedbird flight (BA605 at 60n 30w 1304) advised VFG (Gander) he was in comm's with D-EHNI for the past half-hour, as were the two search aircraft. (No details!)
At 1451 (TFW) Reykjavik advised that D-EHNI was still airborne, flying to Keflavik in contact with the air rescue aircraft.
At 1548, MYB (Prestwick) advised the flight (OH-MOC) had ditched 30 miles off Keflavik and that the pilot was seen to be clear of the aircraft.
At 1942, Reykjavik reported there was still nothing on the aircraft, OH-MOC.
Sadly nothing further is revealed in the diaries on this incident but hopefully the pilot was recovered OK. Extract from Shannon Aeradio diaries reproduced below:-
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On subsequently reading the April 1965 issue of "Air Pictorial", it reveals that OH-MOC was never officially registered as it was lost at sea off Iceland on a delivery flight with another Mooney, D-EHNI on 20th September 1964. Sadly no details on the fate of the pilot are provided.
VVV 49794 reported 100 nautical miles out of Keflavik 1558 F200 63n 30w 1617 , ETA Goose Bay 2003
US Navy C-130T, 149794, c/n 3661, delivered March 1963. Assigned to VRC-50, Andersen AFB, Guam, as of July 1992. Damaged by Typhoon Omar, Guam on 27/08/1992 - broken up, August 1994.
This was the first serious alert I copied on HF, which all kicked off around mid-day on the 20th.
This Mooney M.20 delivery flight was en-route from CYPM/Pikangikum, Ontario to BIRK/Reykjavik and its last known confirmed position was at 53n 50.40w (as above). There was also another Mooney delivery on that day from the same departure point, D-EHNI.
Based on a subsequent review of the Ballygirreen air-ground supervisor logs, it seems at 0944 Keflavik advised '4YA' (Ocean weather ship 'Alpha') that Speedbird 065 was in contact with D-EHNI, on 121.5VHF at 0900 but his exact position was unknown. However they had no contact with OH-MOC. By 0931 D-EHNI's position was reported as one hour east of Keflavik, with an endurance of 03+30. However BA065 believed this position to be in error, BA065 was at 57.28n 30w 0845, estimating 57n 40w 0945.
At 1332, another Speedbird flight (BA605 at 60n 30w 1304) advised VFG (Gander) he was in comm's with D-EHNI for the past half-hour, as were the two search aircraft. (No details!)
At 1451 (TFW) Reykjavik advised that D-EHNI was still airborne, flying to Keflavik in contact with the air rescue aircraft.
At 1548, MYB (Prestwick) advised the flight (OH-MOC) had ditched 30 miles off Keflavik and that the pilot was seen to be clear of the aircraft.
At 1942, Reykjavik reported there was still nothing on the aircraft, OH-MOC.
Sadly nothing further is revealed in the diaries on this incident but hopefully the pilot was recovered OK. Extract from Shannon Aeradio diaries reproduced below:-
On subsequently reading the April 1965 issue of "Air Pictorial", it reveals that OH-MOC was never officially registered as it was lost at sea off Iceland on a delivery flight with another Mooney, D-EHNI on 20th September 1964. Sadly no details on the fate of the pilot are provided.
VVV 49794 reported 100 nautical miles out of Keflavik 1558 F200 63n 30w 1617 , ETA Goose Bay 2003
US Navy C-130T, 149794, c/n 3661, delivered March 1963. Assigned to VRC-50, Andersen AFB, Guam, as of July 1992. Damaged by Typhoon Omar, Guam on 27/08/1992 - broken up, August 1994.
12th September 1964
SK 091 58n 20w 1356 F120 58n 30w 1514 ETA CYQM/Montreal 2240, outside temp' -2C
SAS regular cargo DC-7F service from Copenhagen to New York/Kennedy, via Montreal
VVV 31450 57n 10w 1410 below F020 VMC, Port Ellen 1506
US Navy P2V-5 Neptune, 131450
VVV 31635 62n 15w 1410 F100 FAX 1501 ETA BIKF/Keflavik 1530
US Navy C-121J, 131635 (see comments on 06/01/1965) The FAX referred to, is an intersection on the extended centreline of r/w 34 at Keflavik.
TW 701 dep EGLL/London 1413 BEL 1452 F350 56n 10w 1514 SelCal DHFK
Trans Word Airlines B.707-331, N767TW
VVV 45927 operating off Iceland at F050, point E15 1415 till 0025
US Navy EC-121P, 145927
WD 406 departed EGPK/Prestwick 1415 57n 10w 1515 F140 59.10n 15w 1606 outside temp' -6C, ETA BGSF/Sondre Stromfjord 2023 SelCal DHGJ
Wardair DC-6B, CF-PCI
TW 741 BEL 1445 56n 10w 1509 F390 57n 20w 1559 58n 30w 1645 Goose Bay 1910, ETA BOS/Boston 2120, SelCal DHFM
Trans World Airlines B.707-331C, N5774T
RDAF 684 57n 02e 1538 F095 56.45n 05e
Danish Air Force C-47, K684
SAS regular cargo DC-7F service from Copenhagen to New York/Kennedy, via Montreal
VVV 31450 57n 10w 1410 below F020 VMC, Port Ellen 1506
US Navy P2V-5 Neptune, 131450
VVV 31635 62n 15w 1410 F100 FAX 1501 ETA BIKF/Keflavik 1530
US Navy C-121J, 131635 (see comments on 06/01/1965) The FAX referred to, is an intersection on the extended centreline of r/w 34 at Keflavik.
TW 701 dep EGLL/London 1413 BEL 1452 F350 56n 10w 1514 SelCal DHFK
Trans Word Airlines B.707-331, N767TW
VVV 45927 operating off Iceland at F050, point E15 1415 till 0025
US Navy EC-121P, 145927
WD 406 departed EGPK/Prestwick 1415 57n 10w 1515 F140 59.10n 15w 1606 outside temp' -6C, ETA BGSF/Sondre Stromfjord 2023 SelCal DHGJ
Wardair DC-6B, CF-PCI
TW 741 BEL 1445 56n 10w 1509 F390 57n 20w 1559 58n 30w 1645 Goose Bay 1910, ETA BOS/Boston 2120, SelCal DHFM
Trans World Airlines B.707-331C, N5774T
RDAF 684 57n 02e 1538 F095 56.45n 05e
Danish Air Force C-47, K684
23 November 2011
17th September 1964
Shamrock 5109 52n 20w 1513 F310 51n 30w 1607 SelCal BKLM
Irish International Airlines Boeing 720-048, EI-ALC 'Breandan'
RFR MOGCJ 49n 08w 1536 F100
RAF Hastings from 242 OCU, Transport Command, Thorney Island, coded 'J' (serial anyone?)
MOGxx = Hastings
xxxCx = Thorney Island
xxxxJ = aircraft coded J
Irish International Airlines Boeing 720-048, EI-ALC 'Breandan'
RFR MOGCJ 49n 08w 1536 F100
RAF Hastings from 242 OCU, Transport Command, Thorney Island, coded 'J' (serial anyone?)
MOGxx = Hastings
xxxCx = Thorney Island
xxxxJ = aircraft coded J
6th September 1964
VVV 50876 departed EGPK/Prestwick 1600 Stornoway 1711 F070 61n 10w 1823 F085 ETA BIKF/Keflavik 2100
US Navy C-54S, 50876
WFU and stored at MASDC, AZ in March 1971. Sold
Dec 27, 1974 and registered as N62439. In 1976 to Figorifico
Reyes and registered as CP-1206. W/o when crashed after
takeoff at Rurrenabaque, Bolivia on March 24, 1984. Right wingtip
struck trees, causing the aircraft to lose control and
crash into a forest.
OK 523 54n 20w 2222 F180 55n 30w 2353 SelCal FGBH
CSA Bristol Britannia, OK-MBB. [Photo: © Peter Fletcher]
Shamrock 105 56n 20w 1705 F350 56n 30w 1753
Company message:- analysis your track, time 56n 40w to Kennedy = 03+53hrs, TAS 460Kts, 1,645 nautical air miles, via 55n 50w direct CA/Cartwright direct PN/Port Menier direct PQI/Presque Isle direct BGR/Bangor direct BOS/Boston. Fuel required 17,200 on moderate reserve 1,600. Alternate Bradley, less holding 7,400. Total fuel required 40w to Kennedy, 26,200. FL 350, tropopause heights, zones 9-13 30,000', zone 14 32,000' and zone 15 40,000'
These were regular company messages sent over HF in those days by most airlines. The zones refer to weather sectors on the North Atlantic, each 5 degrees represented a zone, working west from Greenwich. The tropopause height is the boundary layer between the troposphere and the stratosphere, characterized by am abrupt movement in the temperature rate of change.
US Navy C-54S, 50876
WFU and stored at MASDC, AZ in March 1971. Sold
Dec 27, 1974 and registered as N62439. In 1976 to Figorifico
Reyes and registered as CP-1206. W/o when crashed after
takeoff at Rurrenabaque, Bolivia on March 24, 1984. Right wingtip
struck trees, causing the aircraft to lose control and
crash into a forest.
OK 523 54n 20w 2222 F180 55n 30w 2353 SelCal FGBH
CSA Bristol Britannia, OK-MBB. [Photo: © Peter Fletcher]
Shamrock 105 56n 20w 1705 F350 56n 30w 1753
Company message:- analysis your track, time 56n 40w to Kennedy = 03+53hrs, TAS 460Kts, 1,645 nautical air miles, via 55n 50w direct CA/Cartwright direct PN/Port Menier direct PQI/Presque Isle direct BGR/Bangor direct BOS/Boston. Fuel required 17,200 on moderate reserve 1,600. Alternate Bradley, less holding 7,400. Total fuel required 40w to Kennedy, 26,200. FL 350, tropopause heights, zones 9-13 30,000', zone 14 32,000' and zone 15 40,000'
These were regular company messages sent over HF in those days by most airlines. The zones refer to weather sectors on the North Atlantic, each 5 degrees represented a zone, working west from Greenwich. The tropopause height is the boundary layer between the troposphere and the stratosphere, characterized by am abrupt movement in the temperature rate of change.
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