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Aviation History
1954
1954 - 0390.PDF
Left, a line-up of Sabre F.4s of a regular squad ron. Above, a Conversion Flight machine is refuelled from a huge German-built bowser. 2nd T.A.F. today are exceptionally positive—almost dangerously so to a pilot fresh from an earlier fighter—and there are no vices. Many of the original pilots and ground crew at Wildenrath had been to the U.S.A. or to the R.C.A.F. base at North Luffenham for training. The station is well served by maintenance men, who enjoyed "every modern convenience" to help them in their job. In fact, to resort to a cliche, morale is high. Flying conditions at Wildenrath, and its giant neighbours Briiggen and Geilenkirchen, are fair. The approaches are flat from the Rhine 35 to 40 miles to the east, and from die Dutch coast, so that very low QGHs are possible in bad weather. On the other hand, several pilots spoke of "clag from the Ruhr" which can blanket the region for days. The Sabre is well-equipped with aids, and no pilot has ever become lost. A radio compass is standard equipment, and beacons and commercial radio stations are almost too numerous. Other aircraft and airfields are on the air continuously and one Sabre pilot reported that he had been talking to West Raynham while in the Wildenrath circuit. One telling point was that, as the big NATO bases are so close together it is essential to fly accurate circuits; this problem is eased by the fact that every base has an east-west runway, and the landing patterns consist of a series of parallel dumb-bell shapes. Neverthe less, it was widely held that a master control centre was needed. The runway at Wildenrath is rather smaller than usual, being "only" 2,700yd in length. Fully loaded, the Sabre F.4 can get away in about two-tiiirds of this length in all temperatures; on landing, the R.A.F. Sabres approach at 125 kt, i.e., 15 kt slower dian does the U.S.A.F. No damage had been caused to any aircraft when we saw mem, apart from one burst tyre. The fuel used is Avtag, as the bowser photographs proclaim. With the exception of the Sabres of the conversion flight, illus trated here, all 2nd T.A.F. machines are camouflaged green and grey, with grey undersurfaces. The principal reason for this is the fact that a silver aircraft is vulnerable on the ground and cannot be screened from air attack. The Canadair Sabres supplied to the R.A.F. were repainted in England by Cellon to a civil contract, after which the extensive stencilling was re-applied. In addition squadron markings are well to the fore, usually taking the form of coloured noses and banded tails. A more recent innovation (as far as the R.AJF. is concerned) is the stencilling of die pilot's name beside the canopy (or, in the case of the NF lis, the names of pilot and navigator). But it is very discreetly done, in compari son with the style accepted by some other countries. Before leaving Wildenrath, we looked into the crew-room of one Sabre squadron, to see everyone deeply engrossed in painting the squadron crest on their recently issued British crash helmets. This headgear, which was dealt with in our issue of December 4th last, is of quite different construction from the standard American P.l Lombard helmet, which many of the Wildenrath pilots had used previously. A good feature of die British product is its greater comfort arising from the bulges over the ears which accommodate the R/T. headset of the inner helmet without undue pressure. Discussion of crash helmets provoked a lively contro versy, a few pilots—especially those who had fought in Korea— preferring the Lombard. For the British helmet, adaptors are fitted to enable the American radio sockets to be retained in the Sabre cockpit. The oxygen mask is the American pressure- breathing model. After leaving the "built-up area" of the station, we explored some of Wildenrath's outer fastnesses. The farther we went, the more impressed we were, and, having spent the preceding week with other air forces farther souUi, we came to the conclusion that the R.A.F. compared favourably with any other NATO force, and had a better approach to many problems. Unlike American NATO bases, Wildenrath has no permanent control tower. In fact, almost everything of an operational charac ter appeared to be either highly mobile or else underground. The basic layout followed that of the other NATO airfields, a typical design being illustrated on p. 251 of our issue of August 28th last. Wildenrath's basic operating platform'—to use NATO termi nology—consists of a 2,700yd runway and a parallel taxi-strip (which can act as an emergency runway), both of which extend across the Dutch frontier. Chequered caravans are to strafing aircraft like red rags to a bull; although such a caravan was in use during our visit, Wildenrath has additional underground control huts, of which nothing can be seen but Perspex cupolas. The smooth surface resulting from the special runway treatment had caused some Sabres to skid slightly on a number of occasions. Experiments were in progress to see whedier pebble-blasting could produce a rougher surface. The standard NATO airfield is designed to "scramble" fighters at the highest possible rate, from main and emergency runways. Wildenrath's Sabres would, once airborne, be under the control of the air-traffic control centre and ops. room, both of which we found permanently housed in caravans. Qose by was a mobile G.C.I, station, all these facilities using electric power generated on the spot. Bulk fuel and other installations were situated underground. R.A.F. Regiment detachments were permanently sited around the station, these being similarly housed in self-propelled vehicles. Communications were maintained by land- line and raido-telephone between all departments. In emer gencies, the whole station could have been packed up and put on the road—or, to some extent, airlifted out—and a reserve of M.T. was available for all personnel. The aircraft themselves were parked in widely scattered dis persals, closely tucked away in the dark fir forest out of which the station was cut. There, they were well protected by carefully designed revetments. Of the station's aids to flying, it can be said that everyuiing needed was provided. Calvert cross-bar approach lighting was fitted to the runway at both ends. To a visitor whose personal identification with the Royal Air Force ceased in 1948, these new German bases make an imposing sight, and one that would do more to boost R.A.F. recruiting than could any number of posters. Broadly speaking, the 2nd T.A.F. are looked upon today as Britain's first line of defence; they certainly deserve—and are getting—first-line equipment. TAILPIECE : This is almost the only part of a Sabre upon which expen sive squadron crest transfers can be retained.
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