Captain Bill McCash, AFM, AE - Deputy
Fleet Captain, Britannias.
Aircraft - G-ARKB Date:- 20th February, 1967
Ascension Island to London (Heathrow)
Distance = 3730 NM = 4300 St. M = 6920 KM Block Time:- 12 hours, 55
minutes
Ascension Island is in (on) the Mid-Atlantic
ridge, some 1400 nm south of Dakar, in Senegal, and was/is at an ideal
position, from which to monitor Russian satellites. It was also on the
flight path for the American space shots. Because of this, Britain and
America had established listening and monitoring stations on the Island.
The facilities were a bit primitive;
the accommodation was in dormitories in Nissen-type huts like some of
the RAF stations I was based at. There was one place to eat, a large
cafeteria which was open 24 hours a day and we could have anything we
wished at any time. The food was top-class. The civilians employed on
the island were experts in their field. There was one general store/post
office only and no other shops.
The trip was a Charter from the top
radio & radar Companies which were involved there and only very
senior people - directors and the like - were to travel. It was a very
VIP load and the Company laid on plenty of high-class catering and drinks.
From memory, we had 65 passengers, all men, and some freight. The 2
days we were scheduled to spend on the Island were to coincide with
an American space shot due to leave Cape Canaveral (now Cape Kennedy)
and the passengers were to see their equipment in action.
F/O. John Barber was due to do his final
Captain's Route Check before being promoted so this was a good flight
for that. The Navigator was Reg Peake and the Flight Engineer was Reg
Rowles. I can't recall the cabin staff but they were all very experienced.
We were due to leave on the morning
of the 16th February but, again from memory, there was a delay. I think
I am correct in saying this was the time that the space ship blew up
on the ground, killing everyone on board. There was much discussion
about whether it was worth continuing but they decided they might as
well go and see the set-up in any case. So we got off at 1600 GMT for
Dakar, landing there 8 hrs, 30 mins later. It was then a 5 hour flight
to Ascension and we arrived there at 0710 GMT on the 17th.
I wondered if we could try a direct
flight back. I discussed it with the crew and they were all in favour
- in Eagle we always tried to save money - so the plan was to Flight
Plan to an airfield in Spain, then Re-file to another one further north
and so on. If things got tight we had dozens of airfields we could have
landed at. The normal procedure for the cabin staff was to have only
the first leg catering on board and the rest in the hold. I told them
to get all the catering in the cabin which they did.
With only 65 passengers - and with some
of the forward seats having been removed for the Ascension freight -
we were well under Maximum Take-off Weight even with full tanks.
The weather was forecast to be good
and there were no airfields en route with bad landing forecasts.
On 20th February we taxied out at 0755
GMT, heading (from memory) for Seville in Spain with Dinard in France
as Alternate. After take-off we came back to climb power as usual. The
normal climb power uses 920 propeller RPM and this comes back to 860
in the cruise. I told Reg to come back to 860 as soon as we were established
in the climb and it made no noticeable difference to the rate of climb.
John Barber just kept climbing and I
kept asking Air Traffic for higher altitudes. There was hardly any other
traffic in the area so that was no problem. Finally we leveled out at
Flight Level 330 - 33,000 feet. Up there you could hardly see the fuel
flowmeters moving. When we contacted Casablanca they queried what our
aircraft type was as they only handled pure jets. We Re-filed for Dinard
with Heathrow as Alternate and as we got nearer John and the two Reg's
said we had enough fuel for Heathrow with Gatwick as Alternate. So we
Re-filed.
Air Traffic Control in Spain, then France
then London must have realised what we were doing as they pulled out
all the stops to help. Heathrow was at the quiet time and we got straight
in. We shut down at 2050 GMT.
Some of the passengers were interviewed
by the Press and the next morning it was in the papers, including that
"Ascension Island was only one sector away."
Next thing we knew was the arrival of two AAA Inspectors to check the
paperwork to see if we had done anything illegal, such as 'Did we have
enough fuel when we arrived to divert to another airfield and Hold for
45 minutes' as required by Law.
Reg Peake and I happened to be there when they arrived so were able
to answer all their questions. They tried everything they could to catch
us out but couldn't find a thing. I remember one asking what our Alternate
to Heathrow was and my saying Gatwick (5 minutes away). He was sceptical
about how practical this was after a flight of such a distance and I
had to point out that we didn't initially Flight Plan for Heathrow but
kept Re-filing as we went along.
There was another flight to Ascension in July which I again did, this
time with Captain Ron Taylor doing his Route training - he was converting
to the Britannia - and we tried the direct flight again, this on the
12th July. But the situation wasn't quite in our favour and we had to
land at Dinard, in Northern France, for more fuel, after a flight of
12 hrs, 25 mins.