DONT TALK TO ME SIR!! (I wrote this article after my last visit to Vikrant in the year 2007.) First thing that strikes you when you visit Vikrant in Bombay (Mumbai) is the majestic Ski Jump. As you walk down the deck, you can almost hear the Sea Harrier hurtling down the tram line, curving gracefully up on the Ski Jump and disappearing over the far horizon. As you move further aft, you are mystified by the old timer standing at the round down, with a gentle smile on his lips and a far away look in his eyes. You wonder….. There are two dents on the round down, each with a history. The old timer is reliving the past, recalling the names of the owners of these dents, one from Sea Hawks and the other from Alizes. Now in mid. 1980s, a pilot capable of adding his name to the round down history was on finals. So far the approach had not caused any concern. A few minutes earlier I had an animated discussion with Commander Air (Wings) regarding the positioning of a Sea Harrier. Wings was of the opinion that the Harrier parked on fly one, clear of the angle deck safety line was not bothering any one. But I was insistent that it should be moved from there. Finally, as is the case with all the juniors who have indulgent seniors, I had my way. The Sea Harrier was removed, and parked fore and aft in front of the island. On short finals Alize was high. The pilot was advised to correct his approach. The aeroplane came over the deck, sailed over all the wires and even as he was being told to go round, the aeroplane seemed to bunt and hit the deck. Alize bounced, swerved to right and rolled over the deck, aligned, half way between angle and the axial deck. Even as full power came on, the aeroplane went over the deck, the starboard wing of the Alize, crossing the position where the nose of the Sea Harrier would have been, if the Harrier had not been removed. The aircraft rolled off the angle deck and disappeared below the deck level. For a couple of heart stopping moments, the Alize was invisible. Then she appeared ahead and to the right of the ship. Suddenly the Alize pulled up into a very steep climb. At about 500ft she seemed to be stalling, with right wing dropping. The nose of the aero plane dropped and she headed for the sea. At the last moment she recovered, and leveled out low over the sea. Then inexplicably the Alize again went up into a crazy climb. Again at about 500ft/600ft she stalled this time with left wing dropping. Once again the aero plane recovered with hardly any height to spare. Alize was diverted to Goa. I marveled at the cool head of the Air Wings (Commander Air). He was an ex-Sea Hawk pilot, and yet at the critical moments his inputs to the Alize pilot regarding use of rudder and power were just what the Alize (Snr. P.) Senior Pilot. would have given. Captain came into Fly Co. (Flying control Position) and said, “Flying (Lieutenant Commander Flying), you better go to Hansa. The Alize crew would be a bit upset.” (An understatement, if ever there was one.) I ran down from the Fly Co., got into the Chetak, and went chasing the Alize to Dabolim. I got down from the Chetak at 310 dispersal. (310 Sqdn. was next to 300 Sqdn. on the south side of the runway.) As I opened the door of the 310 briefing room, I saw the Snr. O. (Senior Observer). He was furiously pacing up and down the room. The cigarette stuck between his lips reminded me of a locomotive in the process of picking up speed. At the sound of my entry, he whirled around and pointing his finger at me shouted, “Don’t talk to me, sir!” I quietly sat down in a chair. After a couple of minutes, he stopped in front of me and in a voice full of anguish blurted out, “Tell me sir, what my fault is? I have been warning the Squadron Cdr. and Senior Pilot, but no one listens to me.” Two way communication was established, and slowly I managed to bring down the temperature in the room. I assured him that even as we were talking, necessary action was being firmed up on the carrier. Then I walked up to the pilot and patted him on the back. There was nothing else that I could do for him. When I reached Vikrant Fly Co, Cdr. Air, Sqdn. Cdr. and Senior P. 310 were in deep discussion. After I had given my report, we all went to the bridge. Captain was advised by the Cdr. Air to discontinue the deck flying of this Alize pilot. With a smile the captain replied, “It is O.K. Wings, this pilot is just a slow learner, he will pick up. All of us were shocked. No amount of reasoning about the pilot having been given enough chances already, could shake the confidence of the captain. His logic was, that a little more effort on the part of the Sqdn. Cdr. and Snr. P. would ensure that the pilot achieves the desired standard. (The captain was a highly decorated war veteran. During the 1971 war he commanded the Sea Hawk Squadron) I felt a new sense of respect for my captain. I have known of many senior officers, ready to dump a pilot at the slightest pretext, taking pride in running a highly professional outfit. I was reminded of my QFI and ASTE days. At Elementary Flying School, Bidar I learnt that you are not a superior QFI (Qualified Flying Instructor) if your pupil goes for trophy check. Rather, can you take the weakest pupil and convert him into a safe and competent pilot? During TP (Test Pilot) course we were told not to take pride in clearing an aero plane which only the trophy winners can fly, but an aero plane which any average squadron pilot can fly. Later ……After a sortie, with raised eye brows I looked at the Senior O. stepping out of the Alize which was flown by the same pilot. With a wry smile he said,” Sir, if I don’t fly with him, who else will?” Well! That is what Senior Observers are for!
Posted on: Thu, 10 Apr 2014 11:59:07 +0000
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