Pilot [Hastings]

JohnC · Administrator

Pilot [Hastings]

JohnC · Administrator

Pilot notes relating to the HP Hastings

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Handley Page HP.67 Hastings C.1
Pilot's Reference Notes
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Performance:

Weights:

Empty weight 50315 lb
Max landing weight 70000 lb
Max Take-off weight 78000 lb

Fuel capacity 2x596 (inner) + 2x535 (outer) + 2x150 (transfer tanks)
Imperial gallons = 3074 US gallons. Weight of fuel (max): 18446 lb.

Accomodation:
Crew of 5 plus
50 troops + supplies OR
30 paratroops + supplies

Max payload 18490 lb. (On the Hastings C2 and the C1A this
figure was raised to 20200 lb by increasing the MTOW to 80000 lb)

Takeoff with max. payload : About 50% fuel, range (no reserves)
approx. 911 NM (1025 miles, 1640 km)

Takeoff with max. fuel : About 50% payload, range (no reserves)
approx. 2222 NM (2500 miles, 4000 km). Later versions carried more
fuel in the outer wings, Mk1A in external, Mk 2 in internal tanks .

Training load 63000 lb: Crew, 5000 lb passengers and cargo, 40% fuel.

Hastings Pilot Fred · Member

Here is one incident from my own career flying the Hastings which I hope will be of interest!

HASTINGS C MK1 - TG 551 INCIDENT 2 FEB 1965

DATE: 2 FEB 1965

PLACE: RAF COLERNE, WILTS

AIRCRAFT: HASTINGS C MK1 TG551

FLIGHT TIME: 3:30

CREW: FG OFF FRED DACOSTA, FG OFF SPIKE MARIE, WG CDR DODIMEAD (OC 36 SQN/ NAV)

Flight Sergeant Engineer

At the end of a night cross country flight, it was decided to complete our mandatory monthly night circuit training. The Flight Sergeant engineer expected to be replaced at the end of the cross-country phase by another engineer for circuit training. Unfortunately, the replacement was not available and, much to the engineers annoyance, he was detailed to remain on board.

To carry out roller landings during training, you had to be at least a C category as a captain- which I was. Spike, not long out of the OCU, had done well on his captains course and was categorised as a D recommended C, which showed his level of competency. Wg Cdr Dodimead made the decision that Spike could carry out roller landings.

I occupied the left-hand seat to do my 30 minutes circuit training. On completion, we came to a full stop landing; Spike and I swapped seats and the engineer carried out a quick external engines-running check. He reported that there was a slight, but acceptable, oil leak from number 1 engine.

On take off, Spike opened the throttles to full and said to the engineer Full power check and hold which was a standard call. After the tail had risen the engineer shouted Number one engine gone!

Spike immediately closed the throttles and started to abort the take off, when the engineer then said I said all engines responding. Spike took all 4 throttles back to full power and recommenced the take off!!

We ran off the end of the runway and over the grass with the main wheels firmly on the ground. We ran up a slight rise and hit the hedge bordering the Fosse Way and were catapulted into the air at about 90/95 knots.

It was at this point that Spike proceeded to carry out some distinguished flying keeping the aircraft on a knife edge between stalling and flying. He completed a wheels down circuit and landed.

After removing bits of hedge from the undercarriage, it was determined that there was no damage to the aircraft, which said a lot about the Handley Page built like a brick khazi philosophy.

After an inquest, led by the squadron commander, we were all in no doubt what we heard from the engineer that evening. Spike got a pat on the back and the engineer was posted off 36 squadron.

I always thought Spike Marie was a talented pilot and this incident proves it.

FRED DACOSTA MBE Sqn Ldr RAF (Retd)

HASTINGS C MK1 - TG 551 INCIDENT 2 FEB 1965

Hastings Pilot Fred · Member

BOSCOMBE BOUNCE
DATE: 26 MAR 1971
PLACE: RAE Farnborough / A&AEE Boscombe Down
AIRCRAFT: Hastings C mark2 WD480
I had completed the conversion of a new, but experienced, pilot on Radio Flight at RAE Farnborough. This was his first Hastings sortie as captain, with a scientific team on board. Before his departure, I took off in a Devon C2 on an air test. When I returned some fifty minutes later, I noticed some pieces of broken glass on the side of the runway. I reported this to air traffic control who replied It must have been the Hastings on take off!
I was met by the Wing Commander Flying who confirmed this. He asked me to jump into a Meteor 7 with another pilot; rendezvous with the Hastings for an inspection of the tyres, brake hoses etc before diverting him to Boscombe Down. This was because the runway in use there was not only long, but into wind whereas at Farnborough there was a significant crosswind. We met up with the Hastings enroute and everything I could see underneath the fuselage looked normal.
We landed at Boscombe Down before the Hastings and had a grandstand view of his subsequent landing. It was the worst arrival I have ever seen. The pilot drove the aircraft slightly nose down with power applied on to the runway, bounced and hit the tailwheel, main gear, tail wheel and continued in this fashion down the runway until in the words of the Meteor pilot the airflow over the wings broke down in disgust! After shutdown, there was a thorough inspection of the landing gear, due to both the take off and landing.
The crosswind back at RAE Farnborough had increased to nearly 18 knots which was the limit for the aircraft when flown by an experienced pilot. An inexperienced pilot (Transport command D category) was limited to 12knots.I flew the aircraft wheels down back to Farnborough.
During the in house debrief, I told OC Flying Wing there ae 2 types of Hastings pilot those who have been off the runway and those who are going to go off the runway and he has just joined the first group!
I was subsequently required to give the pilot more instruction on the dark art of Hastings crosswind landing techniques!
FRED DACOSTA MBE Sqn Ldr RAF retd
November 2020

Hastings Pilot Fred · Member

HASTINGS C MARK1 TG 619 RAF BALLYKELLY NORTHERN IRELAND
DATE: 15 JAN 1968
PLACE: RAF BALLYKELLY
AIRCRAFT: HASTINGS C MK 1 TG 619
CREW: FLT LT FRED DACOSTA(CAPT) SQN LDR RICHARD STORER (CO PILOT /SQN CDR)

I had been on Radio Flight, Royal Aircraft Establishment (RAE) Farnborough, for about six months. As there were a couple of Hastings aircraft on the flight, I was posted there as the resident Hastings Expert. None of the other 4 pilots on the unit had flown the Hastings in squadron service.
On this sortie, from RAE Farnborough to RAF Ballykelly the boss, Dick Storer, (ex Hunter and Vulcan pilot) said to me I tell you what, you fly it up to Ballykelly and show us how it should be done!
I should mention, that even compared to other Cmark1 Hastings aircraft, TG619 was a heavy beast. On approach to the runway at Ballykelly I was a tad fast nearing the threshold so, using my vast Hastings experience, ordered the engineer to close the throttles, thinking the surplus speed would see us nicely to the touchdown point. Not so! As soon as the throttles had been closed the beast gave up on flying and did a three-point landing in the undershoot. From there it bounced on to the runway.
While I was coping with this arrival and sorting out a slight crosswind, I was aware of a peal of laughter from the other pilot Dick pointing and saying And you are supposed to be the expert!
After shutdown, the mud was hosed off the underside and the only damage was to my pride. However, it did cost me a few beers in the Mess bar later?

FRED DACOSTA MBE Sqn Ldr RAF (Retd
Nov 2020