Tomorrow is the date at which the clocks go forwards by one hour, moving us instantly from Greenwich Mean Time (GMT) to British Summer Time (BST).
This has been happening every year since the Summer Time Act was passed by Parliament in 1916, whilst the Great War was raging in Europe. Placing the clocks an hour ahead gave workers an extra hour of daylight in the evening, enabling greater productivity for the war machine.
After World War One the annual changes to the clocks continued ping-ponging back and forth between BST and GMT.
World War Two started in September 1939, and by 1941 the UK was on Double Summertime (DST). This was achieved by putting the clocks forward in spring 1940 and not putting them back to GMT at the end of Autumn. In spring 1941, the clocks were advanced by an hour again – giving even more daylight to aid productivity.
This went on until autumn 1947, when the clocks went back completely to GMT.
Despite a parliamentary enquiry conducted in the late 1950s, involving 180 organisations, which concluded that there was a slight preference to remain on GMT +1 throughout the year, Britain stayed with the system
Why am I telling you all this?
Well, its because I’m in two minds about this.
Research conducted by the University of Colorado (Boulder) has shown conclusively that the fatal car accident rate spikes by 6% during the working week following the clocks being moved forward into Daylight Saving Time (DST). As the research only studied fatal accidents, it may be reasonably assumed that the underlying rate for all accidents will increase.
A further study published by Vanderbilt University’s Medical Unit shows that there is a negative impact upon health during the transition from statndard time to daylight saving time.
The cumulative effects of Daylight Saving Time can lead to increasing risks of heat attacks and ischaemic strokes
It appears that its not just the biannual one hour difference interfereing with our “body clock” or Circadian Rhythm – but the cumulative effects of this misalignment which takes up about eight months of the year.
It is the actual process of changing rather than which time reference is followed.
The European Union (EU) has voted to end Daylight Saving Time in autumn 2021. States within the EU have the choice of making their last change on the final sunday of March, or the final sunday of October, depending on whether they wish to have their standard time based on summertime or wintertime. This would naturally accommodate preferences according to geographic location.
So – moving the clocks back and forward is bad for health, and bad for accident rates.
On the other hand, there is a big argument for doing something more radical.
Lets stay on GMT+1 as our standard time.
Moving the clocks forward every spring, as we did in WW2, gives us effectively two hours more sunlight in the evening during summer, and one more hour of evening light in the winter.
Looking at this from an environmental perspective; extra light means less electrical demand for lighting in the summer, and during the winter months less demand for heat as well.
Research conducted by Cambridge University showed that an extra hour of sunlight every day during winter could save up to £485M ($604M US) annually.
A further benefit is a proportionate reduction in carbon emissions as well.
Now, lets think about trade. Disregarding Brexit, we still do a lot of trade with our neighbours in the EU. However, even the most western part of the continent is always an hour ahead of the UK, and eastern states such as Finland are two hours ahead.
This is an impediment to easy trade, so staying GMT+1 in winter, and GMT+2 in summer would keep us aligned with our european trading partners.
Tourism would also receive a big boost, with longer hours available when people are not working.
The Tourism Alliance estimated that an extra £3.5M ($435.9 US) of revenue would be generated in the UK as a result iof businesses staying open for longer. This would create an estimated 80,000 jobs.
Individuals would also gain about 235 hours of post-work daylight every year,
Now that’s got to be worth having!
What would people do with all of this extra daylight? Well., they would use the opportunity to play sports, visit parks and enjoy outdoor recreational activities.
This has a health benefit, as more people out exercising (Even if they are only walking or cycling to the pub!) means less people becoming unhealthy as a result of inactivity.
Human nature is such that we tend to stop outdoor activities when it gets dark. SImply readjusting our clocks so that “dark” coincides with “later” means we achieve more each day.
The extra hours of daylight could also reduce crime levels, as most criminals do like to do their “work” in the dark.
Well, I would like to use the old WW2 system of GMT+1/GMT+2. Ilike the idsea of an extra 235 useful hours every year. I like the idea of saving power and cutting emissions.
It does seem that on balance this could be the best option for business, the planet and us living on it.
A long time ago, in a work environment far, far away….
The year was 1976. It was autumn, and I was in the second year of my apprenticeship with Post Office Telecommunications – or BT as it has now become.
The beginning of that September saw me transferred from Exchange Maintenance to the Overhead and Underground unit, or Poles and Holes as we called them. Apprentices were rotated through every specialist section of BT telecommunications, so that they are exposed to all aspects of the business.
So far, I had enjoyed working with Subsciber Installations, Planning, Exchange Construction and Exchange Mintenance. I really wasn’t looking forward to working at the industrial end of the business -especially not during the onset of winter!
On my first day of training with them, I strolled into the Telephone Engineering Centre in the sleepy West Sussex town of East Grinsead,
Opening my locker, I pulled my tool kit out, and whistling tunelessly, made my way into the restroom to grab some breakfast, and meet my mentors, before we set off into my next adventure.
I barged into the brightly lit rest room, which was noisy with laughter, and hazy with cigarette smoke. Damn – I just loved the smell of Old Holborn.
I poured myself a cup of tea from the enormous aluminium tea pot, gulping some down as I waited for my two slices of toast to pop. I had to quaff it reasonably quickly as it would have stripped the enamel from my teeth otherwise.
I used the opportunity to discretely assess my new team mates and trainers. In the far corner, sat a small and wizened man, whose leathery skin contrasted starkly with his silver-grey hair, which had been buzz cut to within 2 millimetres of his scalp.
He was chatting loudly with a man of simply enormous proportions, whose bulk leaked like decomposing blancmange into every crevice of the chair he was sitting in.
They were known to all as Laurel and Hardy. The smaller of the two was Jim Smith, and Mr. Blancmange was Bert Handy. I had heard through the grapevine, and from other apprentices, that they were both real characters, but Bert was also “A bit of a Perv.” Whether or not this would prove to be true remained to be seen.
I glanced again at the pair, and was rewarded to see Bert insert one large and grimy finger into his nostril, and enthusiastically start what looked like major excavation work. He didn’t even stop talking to Jim, who seemed oblivious of the fact that Bert was so avidly picking his nose.
So it was that I started this new and somewhat uninspiring part of my training.
My days consisted of driving out to some country lane, somewhere in the wilds of Sussex, looking for faults, or renewing spans of cable.
I had developed a simple routine to avoid the discomfort of wearing my armoured wellies all the time. I left my boots in the box section of the lorry, and simply sat on the bench, placing a foot into each wellie in turn.
The box section of the van contained all that a crew needed to perform its duties, from cables, joints, s calor gas burner, a bench with a vice and a whole spectrum of tools on racks on the inner walls.
The job was frequently a messy one, as the cables were filled with a vaseline type grease to prevent water penetrating the cable. When this was cut, or we were crimping joints together, this messy stuff would get everywhere.
The company had thoughtfully provided hand cleaner, and a couple of large pans for cleaning purposes. They were large and had a long wooden handle – for all the world like a Wok on steroids.
I had been soundly berated a few days after joining the section for preparing hot water for hand washing in the red handled pan. To be fair, I hadn’t been told otherwise.
It seems that the pan with red insulating tape wound round the handle was NOT used for hand washing, but for relieving oneself when working away from public lavatories. such as residential roads, and parts of town centres that had no public conveniences.
Everytime one of the lads needed to go, they would simply discretely climb into the back of the truck, use the red handled pan, and then empty this into the gutter, sluicing it away with water from the jerry cans on board.
So, cutting a long story short…
Once Laurel and Hardy got to know me, they used to fool around and joke.
On this particular morning, they were both very quiet, and I picked up an air of supressed anticipation.
I found out about this, when I sat dowm, popped my size nines into my wellies, stood up, and then face planted myself on the floor.
The rotten sods had screwed my wellies to the floor of the truck!
Oh, how I laughed.
Now, I am not a venegful person by any means, but my nose took a bit of damage in the incident, which caused much mirth and hilarity back at the yard. However, every dog has his day, and I planned my retaliatory mission with care.
The next day, we bumped and groaned our way into the back lanes around Hartfield, eventiually parking up not far from the place where A.A. Milne wrote the Winnie The Pooh stories.
Without delay, we set about locating the fault, and preparing the new piece of cable.
Bert straightened up, and slowly made his way back to the van, whilst Jim and I carried on crimping connectors onto the cable.
I watched as Bert climbed the steps and disappeared into the van, closing the door behind him.
I mentally counted…
“One, two three…” I reckoned it would take about six seconds. “four, five, six, seven….. ARGGGHHHH – You bastards!”
He came rocketing out of the van with the pan in his hand, slopping liquid everywhere. He bent and emptied it into the gutter, and advanced up the road in a very threatening manner.
His overalls had a horizontal wet line running across his upper thighs – in fact he appeared to be soaked in a broad stripe about two inches wide.
It’s amazing what a 1/16th drill can do if applied to a red-handled pan in a circular fashion.
Jim just looked at me. “You nutty bugger!”
Bert was still fuming by lunchtime, but I think he forgave me later, when his overalls had dried out.
There is a further episode to this ongoing battle of wits (or should I say half-wits) but that willl have to wait for another time.
Technical authorship isn’t all about writing the prose that is needed in a document.
Regardless of the type of document being produced, a good technical author will work alongside the client to ensure that they fully understand the exact process or policy before even putting pen to paper, or more correctly, finger to keyboard.
This may involve the writer in accurately observing a process, and then encapsulating the required steps in a simply-worded procedure.
In some cases, it may be quite challenging to articulate a process, particularly if it is a particularly complex operation, but that is where a skilled writer can help.
Your technical author must be highly observant, inquisitive, and have the ability to write a document in the language of the intended reader.
The instruction manual for a domestic internet CCTV must be written in an uncomplicated fashion, bearing in mind that the user will not necessarily have any technical ability.
I have read some astonishingly awful documents supplied with various pieces of equipment that I have bought in the past. Some could be excused, as they were supporting items made in China and the far east, and the English used was so woefully inadequate that simple procedures were full of ambiguities.
However, some were for UK manufactured items, where it seems that a well built and nicely designed item was compromised by asking Betty in the sales department and Dominic in engineering to write the instruction manual.
A qualified technical and commercial writer can work with you to ensure that your process for making Peanut Butter and Jelly sandwiches is right first time!
I was enjoying a cuppa in the baggage loaders rest room, catching my breath after working a busy departure in the gate room upstairs. I was working as a Passenger Security Agent for American AIrlines – my first airline job.
Security would’nt have been my first choice of job – I was already a qualified pilot, and had passed all of my Flight Operations and Despatch exams, but nobody gets hired into a blue chip airline in Flight Ops. The only way in is either as a Check In Agent, a Baggage Loader, or a Security Agent.
I chose Security Agent.
The decision was a simple one. After PanAm 103 was brought down at Lockerbie just two and a half years previously, security was uppermost in everyone’s mind. American Airlines were using the profiling system at the time, similar to that used by El-Al.
I learnt behavioural psychology, how to question, how to conduct a proper body search (NOT how Hollywood imagines that it is done) and how to use a security X-Ray machine.
I just thought at the time, that this would be more interesting than seeing a procession of faces, all demanding an upgrade, or doing my back in hefting overloaded bags.
Working in Ops is considered a plum job, as it is remote from the passengers, is conducted in the dry, and is intellectually demanding.
I found an empty space at one of the grubby tables, and sat down to enjoy my brew.
I saw a dark blue silhouette lurch to a stop outside the building, blanking the sunlight streaming through the window, plunging the restroom into a gloom that matched it’s decor.
The door slammed open, and a bearded bloke in his forties appeared. Walking over, he dropped an overstuffed clipboard onto the table, saying “Mind if I join you”
“Help Yourself” I replied, watching as he swiftly made a coffee at the small sink.
Returning to the table, he proffered his hand, saying “I’m Bev, I’m doing the Royal Mail”
I must have looked a bit blank, because he laughed, and said “Mail Sacks – You know, letters for air mail”
I shook his hand, telling him I was in security.
We spent about half an hour exchaning our histories, and it came up in the conversation that we both flew. He had a share in a De Havilland Chipmunk down at Shoreham, and I flew Piper Warriors and Cessnas at Popham.
We went our spearate ways, and it wasn’t until another three years had passed that I ran into Pookie again.
I was the new boy in Flight Operations. Having returned from eighteen months working as Special Services Manager at Stansted, I had finally obtained a position in Ops.
There, sitting at the main control desk was Bev, quietly and efficiently running the entire ground operation at London Heathrow for the 14 daily flights.
I worked with Bev closely for the next three years, and came to love his gentle humour and his ability to produce fantastic caricatures of his colleagues.
Once we had got to know each other, we flew together on many occassions, and in any number of different aircraft. I have shared the sky with him in the delightful Chipmunk, pulling gentle loops, rolls and stall turns over the timeless, grassy south downs.
We pottered up and down the south coast of England enjoying summer in a PZL Wilga (A delightful Polish cross between a combine harvester and an aircraft).
We celebrated the 100th anniversary of the first powered flight in a Piper Warrior, and did a low pass at the small grass strip in Sussex appropriately named Kittyhawk.
We have fooled about in the Citabria, and been school kids in the Stolp Starduster Too. And what can be better than flying in a Bücker Jungmann with a friend, whilst another friend formates on you in a Stampe?
Anyhow, getting back on track…
Pookie’s sense of fun has often been unleashed on his poor, unsuspecting colleagues.
Below is his account of an episode that amused us all back in Ops whilst he was on holiday one year..
Thanks for all the laughs over the years Bev…
And as for the flying?
Well – that’s been a blast!
Over to you.
The following was written by Bev Pook, Pilot, Humourist, Motorcyclist, Bon Vivant and Good Friend.
A Lightbulb On Vacation.
Back in the mid-nineties, I was working for American Airlines as a Flight Operations Agent, planning flights, briefing crews, and coordinating everything to ensure flights arrived and departed on time.
The flight operations room had few windows and was lit with harsh fluorescent lights, which are difficult to work with due to their flicker, The flicker isn’t normally discernible unless you concentrate on your peripheral vision and it can then be sensed.
These lights are very good for office work as they cast little or no shadow, but if using a computer screen (which also flickers) they can cause sight problems as your iris struggles to cope with the flickering.
Enough of the technical details then.
Being heartily fed up with the eye-ache, I ferreted around for a solution, and during one very uneventful night shift, I found a battered old Angle Poise lamp which had been discarded into a dark and cluttered corner of an unused office.
Further investigating led me to a new bulb in a cupboard, and once wiped off with a cloth, the old lamp worked perfectly.
I placed it on the main Ops desk in and I would use it whenever I was positioned in that area. I found it particularly useful on night shifts when I worked alone and could turn off the fluorescents and enjoy a softer light emitted by an incandescent light bulb.
However, I found nobody else seemed to appreciate my light as when I returned on shift after a few days off, the lamp had been pushed back out of the way.
Just before I went on vacation the bulb blew, so I threw it away and departed for a fortnights tranquillity. No sooner had I returned from holiday, I was accosted by my work companions who accused me of taking the bulb on holiday.
Because of this, I decided that my next vacation would see me having some fun at their expense. This time I took the bulb out of the fitting and locked it away in my cabinet, leaving the office with the Angle Poise containing no light source.
After a long and boring flight, I eventually arrived in Muskogee Oklahoma and was met by my good friends, with whom I would be spending my vacation.
Over breakfast the next morning, I asked Terry if I could borrow one of their light bulbs, which was greeted by a strange look but I did get the light bulb.
I then started taking photos of the bulb and me on holiday. Each picture got more and more elaborate and set up to highlight (excuse the pun) that I had indeed this time taken the bulb with me.
Here are a few of those pictures.
I hope you enjoy my rather schoolboy humour.
Sorry Bev, I would have published this as an “Illuminated” manuscript, but couldn’t find the correct keys.
When all things are connsidered, I have had a good life. A life that so far, has lasted almost 61 years,
I was born in 1959, one of the “end of the line” baby boomers.
To qualify as a baby-boomer you need to have been born between the years 1944 and 1964. That gives a current age range of between 56 and 76 – and I am a proud and upstanding member, of the baby-boomer club.
Disregarding my near-fatal brush with Scarlet Fever as a five-year-old, I have survived many global phenomena, some natural, and some man-made.
When I was ten, there was a pandemic of the H3N2/H59N influenza virus, known at the time as Hong Kong Flu. This outbreak spread through Eurasia and North America, killing about a million people in its wake.
In 1976, Ebola, a particularly frightening haemorrhagic fever broke out in South Sudan and the Congo. Unlike other deadly diseases, this one did not spread across the globe like wildfire and was mainly confined to the tropical regions of sub-Saharan Africa.
1981 saw the arrival of HIV -1 (Human Immunodeficiency Virus), a condition leading to AIDS (Acquired Immuno-deficiency Syndrome). My research seems to indicate that in 2018 about 37.9 million people were living with HIV and it resulted in 770,000 deaths that year.
An estimated 20.6 million sufferers live in Africa. Since AIDS was first identified until 2018, it is estimated that it has taken 32 million lives globally. This is a bullet that I have dodged, although I have known individuals who have contracted the condition through transfusions of infected blood products.
So far, all biological catastrophes. I dodged them all by chance – the capriciousness of fate and being born into a developed country with good standards of hygiene, healthcare and climate.
Don’t be disappointed! There are plenty of man-made disasters.
On the 26th April 1986, the nuclear power plant at Chernobyl Near Kyiv in Ukraine suffered a serious accident when one of its reactors exploded, creating the worst nuclear disaster in history. The open-air reactor core fire burnt for nine days, releasing huge quantities of radioactive dust, including Caesium 137 and Iodine 131.
A staggering 400 times more radiation than that released by the atomic bombing of the cities of Hiroshima and Nagasaki during the war! The contamination drifted all over Western Europe, reaching as far afield as the Welsh Mountains.
I escaped that too…
2003 brought us the arrival of Severe Acute Respiratory Syndrome (SARS). Luckily for us in Western Europe, the SARS outbreak was predominantly confined to mainland China and Hong Kong. I say luckily, as according to the figures I came up with it had a fatality rate of 9.6%!
There is a more sinister aspect to this, as SARS is actually a strain of Corona Virus.
March 2011 gave us the Tsunami and Earthquake that caused three of the nuclear cores at the Fukushima Nuclear Power Station in Japan to meltdown. The meltdowns caused three hydrogen explosions which blasted huge amounts of radioactive particles into the atmosphere. The breached coolant system released contaminated water into the Pacific Ocean.
I could have been living in Japan…
In 2013, Asian Flu rampaged through China and Vietnam, but spread no further.
Most of these pandemics and disasters have been reasonably self-contained, and appeared to burn themselves out fairly quickly, and whilst they caused significant drops to the financial markets (which eventually recovered), they certainly haven’t caused the huge societal impacts that COVID 19 seems to have done.
This is the first time that I have personally observed panic buying to the obscene levels that are currently occurring in Britain’s high streets and shopping centres.
The first time in my life that I have seen our normally well-ordered society starting to unravel. The UK Government putting the entire country into lockdown. People were ordered to self-isolate. Public gatherings prohibited, with those choosing to ignore the legal ban facing fines. Ports closing, public transport shut down, and the NHS becoming overwhelmed. Shools closing and restaurants and leisure venues shutting their doors.
Thousands of workers being allowed, wherever possible to work remotely.
It must be truly bad, because even MacDonalds is closing its “restaurants” because of the dangers to staff and customers alike.
More seriously, my local branch of Costa Coffee has also closed its doors…
Adversity always brings communities together; volunteers helping neighbours, local businesses assisting their community, very often for free.
Those of us who are baby-boomers benefited from a reasonably good education; some of us had the privilege of attending grammar school where we were taught the values of self-reliance, respect and self-discipline.
It appears that some of the “snowflake” generation – those in their mid-twenties have such a level of ignorance and an over-inflated sense of their own self-worth that they feel it is their “right” to breach the social separation rules instituted by the government to reduce the transmission of COVID19.
Some younger adults in the UK are even holding Corona Parties despite the risks of infecting each other, and the obvious collateral damage to older people who have less resistance to the virus.
Its not just younger people who consider themselves above the rules. Older individuals, who, theoretically, should know better are still choosing to travel on packed commuter trains to go in to work in defiance of medical advice. I suppose that working as a middle manager in a stockbrokers office confers superior medical knowledge about the spread and control of contagion.
So now, we, in Britain, are facing a governmental lock-down – where we are now forced to confine ourselves to our own homes for the immediate future.
This is the worst situation I have ever faced. And I’m not referring to the loss of a local coffee shop.
As baby-boomers, we may not have the stoic resilience of our parents who lived through the blitz, and the horrors of World War Two. They faced their deprivations with good humour and the proverbial stiff upper lip for over five years.
As a posting on Facebook put it, we are not asking anyone to go to war, but merely to stay in the comfort of their own homes.
Unlike them, we have access to much better communications and infrastructure than they did. We have the internet, giving us access to the outside world and its many entertainments, Netflix and Amazon streaming services, Skype and Face Time for video calling, Facebook, LinkedIn, Twitter, Instagram and online shopping and food delivery.
We have fridges, freezers and microwave ovens. We have a huge variety of tinned and dried foods. The world hasn’t come to an end.
We have friends, neighbours and communities.
Maybe this is an opportunity to re-connect with better values.
So it is now time to just Man up and get on with it.
The Texas skies were cerulean blue, and the sun was already blazing in the sky, despite it being only 0830. I was sitting in Dobbs Restaurant in the airport terminal at Fort Worth (Meacham) Airport.
Breakfast was two cheesy hot dogs, with a side of fries and limitless coffees – all served by Jolene. Yes, I really have known a Jolene, but this lady did not have flaming locks of auburn hair, but a well kept blonde bob cut. Always cheerful, she mothered her “boys” as she referred to us student pilots – whether we were 30 or 70!
I nodded a good morning to Ralph, the helicopter instructor, and was rewarded with a grin.
Ralph was not overly talkative. His tanned face, silver crew cut and the numerous scars on his arms and throat bore mute testament to his previous career in the US military.
He brought his coffee and waffles to the next table, and sat down.
“Morning Ralph” I said, “How’s things?”
“I’m here” was his reply.
Situation normal then.
I had lost ten dollars to Ralph the previous Friday during his regular “Helo Challenge”
Each Friday at about three in the afternoon, Ralph would place four standard road cones on a 30-metre square area of the ramp. He would then invite anyone present to take the challenge. His challenge was that you had to hold the helicopter within the four cones for 60 seconds. He even made it “easy” by controlling the power and height. All the challenger had to do was use one control.
If you won the challenge, he would give a one hour lesson in the helicopter for free.
If you lost, then he kept the ten dollars, and you enjoyed yourself.
So last Friday, I was finished with lessons by noon, and so I had a leisurely lunch at Dobbs, and then sought out Ralph so that I could do the challenge.
A small crowd of students and instructors had gathered to watch, leaning on the chain-link fence. We slowly walked out to the Bell 47 helicopter – Ralph in his old olive drab flight suit, and me in tee shirt and shorts.
Climbing aboard, he explained the controls to me. I was to look after the cyclic. This is the main control column, and is used to steer the helicopter in its lateral sense. Basically, push forward to go forwards, push left to turn left, and pull back to go in reverse.
The collective control and throttle were located between the seats. Pulling the lever up, and twisting the throttle causes the power to increase, and the helicopter to climb.
Ralph would control the rudder pedals – so all I had to do as the helicopter climbed was keep it in between the four cones.
Having been briefed, I knew that I could nail this.
The power came on, and the cabin shook slightly as the surly bonds with earth were cut, and the helicopter rose majestically to about twenty feet.
Looking across at me, he grinned.
“Okay Son”, he said, “You Have it”
“I have it” I responded.
I gripped the cyclic and felt his hold relax. We started drifting left, so I eased the control right.
The infernal machine then leapt to the right like a cricket, and I almost went outside the boundary. I immediately moved the control to the left, and we lurched sickeningly to port, at a rapid rate.
I felt, rather than saw Ralph pull up on the collective, adding power as he did so. The helicopter darted upwards to a safe height.
“Easy son”, he murmured, “Treat her like a woman – Y’all gotta be gentle…”
I continued to wrestle with the machine, but in due course, we skittered out of the defined area, and I had lost the challenge.
“Ah have control,” he said, and he swiftly recentred us in the area. Just for good measure, he made that damn aircraft pirouette, dip and bow.
After we landed, we walked back to Dobbs, and I slapped a ten-dollar bill into his hand.
Folding it swiftly, he tucked it into a breast pocket of his flying suit.
He gave me a penetrating look, jammed a cigar in his mouth and lit up. “Thanks, Son. Now Y’all go and have a nice day”
I had then proceeded to have a very enjoyable weekend with my room-mate, Tomas.
Tomas was Portuguese, and had rented a condo locally, and had bought a car. He was in the middle of a full airline transport pilot course, and he would be living in the US for another few months.
He had advertised for an English roommate as he wanted to practice English as the English speak it, and we hit it off immediately falling into a happy and relaxed friendship.
Having been here for a while, Tomas knew the best places for good beers and good food, and we hit the local bars in downtown Fort Worth, around the Stockyards.
Our late evening visit to Billy Bob’s and my slightly inebriated (well – fully inebriated) state resulted in me being thrown off the indoor bucking bronco and consuming a great number of beers.
Filthy McNasty’s was also a bar we frequented when we visited the Stockyards and is it was at these venues where I probably developed my love of country music.
However, the weekend was now history, and I was looking forward to getting some air under my arse again, so here I was…
I finished eating and concentrated on the task at hand. On the table in front of me was a sectional chart of the Dallas Fort Worth area, upon which was my planned route. This was the biggie. I had completed my qualifying cross country a few days before, and this was a consolidation flight.
There on the chart was the simple black pencil line describing my route to Midland Odessa Airport in West Texas, routing via Mineral Wells, Stephens County, Abilene and Big Spring. About 250 nautical miles, and about two and a half hours flying time.
A fairly simple straight line flight? Maybe…
A considerable portion of the flight would be flying over the Texas badlands – desert with no real navigational features. The landscape littered by “nodding donkey” oil rigs, and tumbleweed.
A bit of a hostile environment for a student pilot with a total of only 30.8 hours in his logbook.
It was June 19th 1991, and I had been here for 26 days, fulfilling my life ambition of learning to fly.
After almost a month of living in the USA, I was now virtually a native and could shop in the local mall without adult supervision, and order beers without help in the local saloons.
Now, not many people would consider taking a six-week break in Texas, as there are not a lot of attractions to pull in the average tourist. Lots of research had revealed that this was a very cost-effective place to learn to fly.
The Dollar – Pound Exchange rate was two to one, and aircraft rental was insanely cheap. Combined with the consistently good weather in Texas during the spring and early summer, I could probably come home with a pilot licence.
I was making good solid progress and my instructor had built steadily on my previous gliding experience, and as a result, I had soloed in just 8 hours.
My first solo was a bit of an event in itself. Fort Worth Alliance Field has two parallel runways, each 3353 metres long, and 46 metres wide. I had flown there under supervision that morning and did a reasonable join, flew a standard circuit, and landed without either bending the aeroplane or compressing my spine.
Bill appeared happy with my performance, as he asked me to park the aircraft but not shut it down.
I did as he said, and as soon as we had come to a stop, he was out of the cockpit like a jackrabbit, yelling to me that I should do three circuits, land, take off and then come and pick him up.
I didn’t have time to be nervous; With a dry mouth and only slightly trembling hands and sweaty palms, I taxied back to the holding point.
Air Traffic laconically cleared me to “Take the Active” and I swung out, over the numbers and the piano keys, and gently came to a stop on the centreline.
The runway disappeared into the heat shimmer, and my heart was pounding in my chest.
“Cessna 714 Hotel November, Clear Take Off, Runway 34 Right, wind is 320 at 5 knots”
“714 Hotel November rolling” I croaked, pushing the throttle fully forward.
The little Cessna 150 leapt forwards – alarmingly quickly without Bill’s six foot two frame in it.
I eased back on the yoke, and the ground fell rapidly away, and I settled the aircraft into a gentle climb. Why was my mouth so goddam dry?
I turned gently into the pattern, The view was simply marvellous without Bills not unsubstantial bulk in the way.
The crazy thing was that as I was levelling off and turning into the circuit, I could still see the runway stretching away in front of me. Looking down, I could see an American Airlines 767 taxing out to the other runway – a weird omen, as I was to start working for the mighty American from Heathrow once I returned from Texas to the UK.
I duly completed my three circuits, and Bill appeared to be happy with my airmanship. My cheeks were aching, and it took me a second to realise that I had been smiling solidly for a whole half hour!
Not many student pilots get to share the pattern with heavy commercial jets, and the local area was packed with B-52 bombers operating out of Carswell Air Force base, so a good learning environment.
On my return to Meacham Field, I underwent the obligatory ceremony following my announcement that I had soloed. Instructors, fellow students, and the salesgirl form the Longhorn Pilot Shop all helped to cut the back out of my tee-shirt, and write the date and my name on it whereupon it was pinned to the ceiling with countless others.
So here I was about to launch off on another epic voyage of discovery.
My aircraft was booked for 1100, so I kicked back for a while with some of the other students and watched the shool aircraft plod dutifully around the circuit.
Eventually, the time came, and I wandered to the operations desk to book out my aeroplane.
By a strange quirk of fate, the aeroplane allocated to me was N714HH, the identical sister to the aeroplane in which I soloed. Good Omen!
Or so I thought…
I signed for the aircraft and walked out to do my preflight. Bill had already checked and authorised my flight plan and was happy that my calculations and headings and my fuel planning were all correct, so it was just a simple matter of flying the route.
Swiftly completing the external inspection, I jumped aboard and rapidly conducted the pre-start checklist. The engine started at the first turn of the key, and I called Meacham ground for taxi permission.
It wasn’t long until I was sitting on the end of Meacham’s Runway 34, its 2287 metres of concrete baking in the sunshine.
Cleared for take-off, I opened the throttle and a few seconds later I was climbing out with a gentle left turn to pick up the westerly heading that would take me to Mineral Wells, and then onwards to Abilene.
The aircraft bucked about in the low air turbulence, but once I climbed above 3000 feet things settled down a bit, and I began to enjoy the flight.
Just over twenty minutes later, Mineral Wells appeared out of the scrub, and I checked off the waypoint on my flight log.
An hour and six minutes later, I landed safely at Abilene and taxied up to the parking. I needed a pee and to check the fuel levels.
After servicing the aircraft and attending to my bladder overfull warning light, I called Air Traffic and requested permission to taxi. The response from the tower was very scratchy and almost inaudible. I had to repeat my request and readback several times before I was happy that I was authorised to move.
I should have recognised the early indications that all was not well. Nowadays, with the benefit of hundreds of hours of flying experience behind me, I would have checked and resolved the problem before getting airborne.
Not back then with so few hours.
So, I happily launched into the bright blue yonder, climbing up to a comfortable altitude. The sky was bright blue, and hurt my eyes, despite wearing my green aviator sunglasses. The desert scrub below was a myriad of browns and ochres, with washed-out looking vegetation.
The radio was quiet, but not unexpectedly so, as this was a bit of a remote area. Basically, there was no one out here to talk to.
Eventually, I could see Midland Air Park just ahead, so I selected their VHF radio frequency and gave them a call.
“Midland this is Cessna November Seven One Four Hotel Hotel inbound to you with information Golf, request altimeter and airfield traffic”
Static filled my headphones, but I gave them two minutes, then tried again, repeating the call.
Again, no answer. I began to have misgivings. I would have to land without a radio.
My God! I had read about this, but never done it.
I dialled 7600 into my transponder so that ground radar would know I had no radio and then flew cautiously into the pattern. I made blind calls but received no response.
I scanned the sky for other aircraft, but the circuit pattern was empty. Peering down at the ground, I could see no aircraft moving around, I decided that it was safe, so I continued with my approach, and landed safely.
I taxied up to the deserted Terminal, and shut the engine down,
Climbing out, I could see the place was deserted. Being a Wednesday afternoon, I could understand the lack of aircraft.
I wandered around and eventually spotted a guy in overalls working on a car outside a semi-derelict hangar.
I explained that I had a problem with my radio, but he was unable to help; there were no engineers around, and he was only there to work on his car.
I considered my predicament. I had tried repeatedly to get the radio to work. I had re-set the circuit breakers, and checked the security of the antenna. Nothing seemed to solve the problem.
The trouble was that without obtaining a radio clearance, I would be unable to enter the controlled airspace surrounding Abilene. This meant that my pre-planned and direct routing back to Meacham would not be available.
Under FAA regulations, as a student pilot, my instructor has to authorise each solo flight.
I called Bill at Meacham from the payphone in the pilot lounge. I explained what had happened, and he told me to plan a new flight and submit it to him over the fax.
I had already replanned, and I would follow the Santa Fe Railroad Northeast as far as Sweetwater, and then dog leg further North to avoid Abilene’s airspace. I would then continue east via Mineral Wells, and recover back to Meacham Field.
It was late afternoon as I departed Midland Air Park, and from 3,000 feet I soon spotted the railroad track, and dutifully followed it, watching the lengthening shadows as they crawled across the landscape below.
I slowly passed a freight train, which seemed to be a mile long. It took me a good few minutes to overtake it.
I was getting mentally tired by now, and the gloom was now chasing me. I had not undergone any training for flying at night, and whilst it was crystal clear, I had read that perception during landing can be distorted considerably.
I was now starting to wish fervently that I was on the ground, as it was now dusk.
I could see Mineral Wells coming up, and I made the decision that I was not prepared to fly onwards to Meacham, a further 35 miles away. The decision made, I felt much better, and re-focused on the task at hand, to land without breaking the aeroplane.
I made my landing safely, still making the required blind radio calls.
I shut down and using the payphone, I called Bill to let him know where I was. He agreed with my decision to divert, and arranged for another instructor to fly out to pick me up.
About 40 minutes later, I saw the lights of an approaching aircraft, which landed and swiftly taxied over to where I was parked.
Teri, one of the instructors got out, and came over to me, as the other aircraft backtracked and took off heading east.
“What’s the problem dude?” She asked me.
I explained the scratchy radio at Abilene and the actions that I had taken to resolve the issue.
She thoughtfully chewed her gum, then blew an expert bubble, which expanded to an obscene size and then popped.
Leaning into the cockpit, she turned the master switch on and switched the radio master on. Sure enough, there was nothing but static.
Reaching under the instrument panel, she pulled both of jack plugs connecting my headset and microphone out, and then pushed them back into the sockets.
Trying the radio again resulted in clear sounds.
I felt hugely foolish.
“I’m sorry to have dragged you out here – I could have done that”
“Uh-huh” she replied. “At least you can log another 30 minutes dual night flying – look on the bright side”
I flew us back in near silence, still feeling that I had been a bit of an idiot.
Teri obviously sensed this, as she slapped my right thigh, saying “Dude, Y’alls instructor should have suggested this, as it’s happened before!”
The lights of Meacham were now sliding under the nose towards us. Happily, I didn’t make too bad a landing for my first one at night. Maybe a little harder than I would have liked, but hey, you can’t have everything.
So, What did I learn?
I learnt that when a problem occurs, you should check every part of the system, and not assume that pulling circuit breakers, or recycling equipment on and off will be sufficient to resolve the problem.
I also learnt that more experienced people may not always offer the correct advice, as they too may make assumptions that checks that are obvious to them may not be so obvious to anyone else, and therefore won’t have necessarily have been conducted.
Lastly, I learnt that pink bubblegum bubbles that burst can stick long blonde hair very effectively to Dave Clark headsets.
Stuffing my ear plugs in securely, I peered out of the open jetbridge as the Boeing 767 slowly turned onto the ramp, following the centreline precisely as it slowly advanced onto the stand.
I waved to the captain as he majestically coasted past me, and he nodded in return, still focusing on steering the jet to the correct position so that the jetbridge could be aligned around the aircraft door.
The howl of the engines died, and I caught a lungful of burnt kerosene as the engines spooled down; a smell as familiar to me after fifteen years of aviation as my own aftershave.
The beacon stopped flashing, the jetbridge was attached and it was now safe for me to open the aircraft door.
Following the published procedure, I rapped hard on the door three times, and then checked through the porthole, waiting to see a thumbs up from the cabin attendant – the signal that the emergency evacualtion slide had been disarmed, and that there were no personnel standing near the door activation lever.
I saw Sherry-Ann one of the regulars smiling back through the porthole, giving me the signal, so I grasped the cold door release handle, pulling it upwards and away from the fuselage. The door moved gently inwards, and I then pushed the small switch inside the panel, and the door was electrically lifted up into a recess over the door aperture.
Pulling the PA Handset from its cradle by the cabin attendants jump seat, I smoothly announced
“Good Morning Ladies and Gentlemen, welcome to London’s Stansted Airport, where the local time is 1040. Please follow the yellow overhead signs to the arrivals hall. Will Mr. Dan Billings please make himself known to Special Services at the aircraft door.”
When I took on the role of Special Services Manager in Spring 1992, AA had just opened up the route and my job at the time was to look after Commercially Important Passengers, and VIPs. This included not only stars of screen and stage, but singers, politicans, religious leaders, sports personalities and senior executives in commerce or industry.
Dan Billings was one of the first passengers out. His hat arrived first, a simply huge white Stetson, curled at the brim. The rest of him followed a little later, looking all the world like a walking advert for Levi Strauss clothing. Peering out from a sea of blue denim was a leathery tanned face, a bootlace tie dangling from his throat.
So, this was the world famous Dan Billings.
Proffering my hand, to welcome him, he silently shoved his small valise at me, and started to move off up the jetbridge. Surprised, it took me a second or so to react.
Catching him up, I asked “So, welcome to London Mr. Billings, did you have a good flight?”
“Do you have checked baggage?” I persisted
Ah. So Mr. Billings conserved his affability to use it on stage, in front of his fans, rather than waste it on an airport flunkey.
I didn’t mind; after doing this job for a few years, I had swiftly realised that it was nothing personal. I am sure it must be exhausting to be your screen or stage persona constantly.
“Do you have a car waiting Mr. Billings?” I enquired, reaching for my mobile radio.
“Oh” I said, “Do you need a cab?”
We stopped at the baggage carousel, and I looked him in the eye, determined this time to get more than a monsyllabic response.
“How are you getting to London Mr. Billings?”
Heaving his bag off the carousel, He turned to me and shoved a gnarled hand at me.
“Thanks. Y’all have a nice day now”
With that, he abruptly turned, and walked swiftly out through customs, heading efficiently towards the coach and bus stops.
I sighed. I had enjoyed being the Special Services Manager for American Airlines at Stansted Airport in the UK. I had met a great number of influential people, and seen through a great deal of the Hollywood tinsel and glitter.
An internationally famous female singer spotted two children travelling unaccompanied on her flight, so she invited them up to first class, and looked after them all the way from Chicago. What a lovely lady.
A celebrated British songstress who wanted no fuss or recognition – and who gave up her seat in first class, unbidden, to an elderly lady who looked worn out. That never got reported in the media.
Members of a heavy rock band with a hell raising image, who were polite, helpful and courteous – nothing like how they are reported.
A famous comic who spoke to me as an equal, and was still, despite his age a true man of the people, yet so sadly misunderstood.
The all-male dancing group that cheered up the entire gate lounge by performing an impromptu routine, and then going round signing autographs for no reason other than they were trying to spread some happiness and maybe make a difference.
I had to deal with the mean and the downright nasty as well. I well remember the very senior British business man whom I upgraded to First Class who, once in his seat, was then incredibly rude and agressive to the young cabin crew member who was trying to offer him champagne.
Having witnessed this, I took my career in my hands, and confronted this arrogant bully. Leaning down close to him, I explained very bluntly that I could, and would have no hesitation in very quickly and efficiently putting him back in coach class, right next to the toilets where he belonged.
Having made the statement, I decided that if I were to go out, I would go out with a bang, so I added that I expected him to make a full apology to the young stewardess if he wanted to remain on board at all.
I stalked off the aircraft, telling the cabin attendant what I had done,
Just before pushback, I boarded again, and she told me that the passenger had offered her a sincere apology.
I closed the aircraft door, and the flight duly departed.
A few days later, I received a letter from the business man offering me a full apology for his boorish behaviour. Maybe a lesson learnt?
Despite the daily flight performing reasonably well, after just over a year of operating, the company had decided to cancel the Chicago – Stansted service.
I walked slowly back to my office and small special services lounge for the last time. I filed my reports, and then signed off the system, wishing my opposite numbers in Dallas and Chicago all the best.
I picked up my briefcase, and walked out slowly through arrivals, stopping on numerous occassions to say final goodbyes to my friends and colleagues; The girls who manned the small cafe just down from my office; The lads and lasses from the security checkpoints that littered my journey into and out of work.
They all wished me well, and told me they would miss us.
Once landside, I dropped by the general office, and said goodbye to the check in and gates staff, many of whom were in tears as their short careers had come to an end.
I walked out of Stansted, not looking back, wondering how things would be on Monday morning.
It was 0550. I sat across the desk from Jim Shortling. He smiled wanly at me, saying “I know its not much, but at least you keep your management pay and grade”
I knew that I had been offered a lifeline – but it didnt reduce the feeling of abandonment. Not one other single department had offered help. The other managers with whom I worked at Stansted had all been found alternative management roles in passenger services – either at Heathrow or at the corporate head office in Hounslow.
So here I was, sitting in the dismal office of the aircraft cleaning department. Oh, the irony.
On Friday last week, I was rubbing shoulders with the wealthy and influential, and on Monday, I was rubbing shoulders with the lowly paid, souls with no influence over their future.
I had two choices. I could either accept it, and get on with it, or leave.
So, in the words of one of my more camp US based colleagues, I would have to “Suck it up Cupcake!”
Having managed people before, I was told that I would run a cleaning team, which consisted of a a crew of ten. Additionally, I would be trained to drive a ten tonne truck, fitted with a high lift body.
I soon became adept at weaving my truck in and out of the congested stands and service roads around Terminal 3.
I came to know two things within a few days of completing my training.
I swiftly realised that my team were a truly ecclectic group. Sukhi was an educated young sikh, with a degree in mathematics. Well-read and urbane, I really used to enjoy my daily conversations with him.
Bizarre in its own way – working my way down the aisle with Sukhi, between the seats, cleaning up rubbish, and servicing seat pockets whilst discussing anti-matter drives and the paradox of time travel.
It was only my team that made life bearable – being confronted with the debris that passengers dump when they leave their aircraft sometimes made the bile rise in my throat – used syringes left in seatback pockets. Used condoms dumped in the same place. Rubbish of all kinds just thoughtlessly left for the invisible ones to pick up.
Suk became my right hand man. Once he discovered my love of Indian food, he invited me to his local gymkhana where I was the only non-indian present. I was made hugely welcome and met many members of his family, and sampled the wonderfully spicy home cooked foods provided. Thank you Suk!
Pete, an ex Warrant Officer in the UK Special Forces, came out of the military with PTSD, and fell by chance into working for an airline. Previously a passenger services agent, he frequently (and bluntly) defended the weaker members of staff against bullying from their supervisors. This made him unpopular with the junior management in the terminal, so he was redeployed to aircraft cleaning. A few months prior to this, he was totally responsible for the welfare of up to 120 soldiers.
I doubt that any of his managers knew this, or even bothered to find out.
Harri, a middle aged Indian lady, with a degree in sociology, had been unable to get into an airline in any other capacity, so despite the costs of childcare, and the hardship of her daily commute by bus and underground, she still pitched up every day, and worked hard for the duration of the shift.
Jill, who had been widowed a year previously, and wanted a job that involved no thinking. I was convinced that she was finishing off un-used spirits from discarded minature bottles, as by about 1200 she normally had a glassy look, and emanated a faint odour of polo mints. She toughed it out though. Sometimes she would shyly joke with me as we cleaned the galleys, or serviced the toilets.
Then there were Phil and Bugsy. Both late teenagers, they were only doing the job as it was easy money, and gave them time to work on their music careers.
What do all of these people have in common?
Well, despite their qualifications, experience, knowledge and skills, they had all, like me, unwittingly assumed a cloak of invisibility.
It was an interesting exercise for me, as I was only on temprary attachment in the department, awaiting a suitable vacancy elsewhere in the company.
Having served two years in the terminals before being promoted, I had worked with most of the ground staff at one time or another.
I learned about people. Many of those that professed they were my friends, and who would have sat with me in the canteen, and chatted during work, now looked through me when they saw me disembarking from an aircraft, carrying bags of rubbish, covered in sweat and dust.
To them , I had become invisible, sinking into the uderclass and detritus of forgotten people who perform more fundamental and mundane tasks,
Others still greeted me warmly, and shook my hand, regardless of my appearance. Some would find the time to sit with me, and share a cigarette. These were the people for whom I have great respect. Some of them I am still in touch with. You know who you are.
In due course, I was redeployed, and spent the rest of my aviation career working in various parts of Flight Operations.
Over the years, I have been promoted, and moved into several different organisations, and was shocked to see that despite their claimed intellectual or cultural work ethics their cleaners were still all invisible.
Some years ago, I was walking down a corridor at work with a senior manager. We passed several cleaners, all of whom I greeted by name, and all of whom greeted me in the same way.
My senior colleague asked me “Why do you keep talking to the cleaners?”
I was, in common parlance, gobsmacked. This was a senior and ostensibly well-educated man, who was questioning whether I should acknowledge a fellow human being.
I responded by saying that if he had to ask the question, then he wouldnt have understood the answer. I heard that he has happily retired now, and is probably being an ignorant git on his own time.
Subsequently I have always remembered the feelings of being invisible.
I still know the names of all of the cleaners with whom I work, and still greet them by name.
It doesn’t take much to stop people becoming invisible.
Ever since I was a child, I have loved music – in particular, any song that tells a full story. It seems that the only genres left that adequately do this consistently are country music and country rock. I could be wrong though, as my music taste has become more and more discrimnatory and selective over the years. I could be unfairly judging modern music, but, hey, I’m a product of my generation…
I havent listen to a “pop” station for decades, prefering the wider range of genres presented by (dare I say it ) Radio 2, I also listen to Union Jack Radio which plays all British artists and when I’m feeling nostalgic, Eagle 80s. If you’re interested, both of these staions broadcast on DAB and over the internet, so no excuse not to give them a try…
Anyhow, back to musical story-telling…
Now, love him or hate him, who can forget Kenny Rogers telling the story of The Coward of the County, or The Gambler?
Maybe listen to the Eagles, and let them sing the sad story of the love-lorn woman and her uncaring husband in Lyin’ Eyes.
If you like a little humour in your music, listen to the late, great Johhny Cash telling the story of the Boy Named Sue.
Love of music must be an almost genetic thing though.
My Father was a musician. He couldn’t read a word of music, but he was a competent guitarist, and played banjo in a Jazz band. He could also busk it with a trombone, and the harmonica.
Sometimes he would arrive home with a new instrument – purchased just because the mood took him. I seem to recall him coming home one evening with a ukelele and within a few hours of tinkering he could bash out a reasonable number of recognisable tunes.
My Mother on the other hand does not have a musical bone in her body, and couldn’t carry a tune if her life depended on it. But she does have a lot of poetic ability, some of which I think I must have inherited from her.
So, over the years, I have written reams of lyrics and poems, none of which had seen the light of day – mainly because as I am unable to read music or play an instrument, I have been unable to marry the words with a suitable musical vehicle.
That changed when I went to work for the Civil Aviation Authority. It turned out that one of my fellow managers was a skilled guitarist, and played in a band, and spent the rest of his free time either as a Johnny Cash Tribute artiste, or playing in a duo called Loki.
Discussing my problem with him, he said that if I sent him a lyric, he would see what he could do with it.
With a little trepidation, I passed over some lyrics that I had written in the early 1990s,
In my minds eye, I imagined this particular song being played by a group like Sad Cafe, or Air Supply, so I didn’t really know what to expect it to be like like after Kevin had played around with it.
A few weeks later, and it was finished. In a quiet side room at work, Kevin played me the embryonic song – which sounded weird – hearing words that I had written melded with music.
After a little tweaking, Kevin treated the number to a full studio workout, and the result was intriguing. I think it works very well, but I guess I’m a bit biased.
Kevin appears regularly on the music circuit, and plays pretty much throughout the South East. One of his regular gigs is at the Sharpthorne Organic Cafe in Sharpthorne, West Sussex – so visit for a relaxed and mellow Sunday lunch whilst being entertained.
He may even play this song, if you ask him nicely…
This is another modified extract from my forthcoming book, “A Salesman’s Story (Or Don’t Spend the Commission)
In the early 1980s, the cutting edge of office printing machines was an electric typewriter, and I sold many different models, from a simple “sit up and beg” typewriter, right up through the range to the latest electronic machines that offered a single line LED display, a 4,000 character memory and a Daisywheel printer.
Even in the early 1980s, standard electric typewriters still had a market, particularly with solicitors, as the weight of paper used for legal documents presented a problem to the electronic machines, mainly due to the hammer not striking the character hard enough against the paper to place a successful image on the underlying copies.
Now, I should explain here, that the Eagle 800 was built like a tank, and normally printed via fabric ribbons, which were bi-colour, with one half of the ribbon being impregnated with red ink, and the other half with black.
When powered up, a motor would run, which would spin a powered rubber roller. If a key were pressed, the associated type hammer (bearing a cast image of the appropriate character) would press against the spinning roller, and be flung upwards at great speed.
A simple mechanical link would lift the ribbon carrier to coincide with the type hammer striking the platen, upon which the paper sheet was clamped. The type hammer would then fall back to its rest position.
Now, some of the keys were fitted with a repeat function. For example, the letter “X” key could be held down, and the letter x would be repeatedly typed onto the page, enabling lines of incorrect text to be obliterated from the page.
So, now you know the basics…
As salesmen, we not only had to know the basics, but also had to know every feature, advantage and benefit that each machine in the range was able to offer. To ensure that I had the necessary tools in my sales kit, I was sent to the manufacturers premises in Leicester to attend a product course.
Our instructor, a portly little chap called Richard Scratcher, was explaining the features, advantages and benefits of the Eagle 800 machine. He was extolling its virtues as a very tough and well-built piece of equipment.
“Now, I’m going to show you a very powerful sales technique, guaranteed to help you get the sale”. We all gathered close as he fumbled in his trouser pockets, finally producing a penny coin. He held it aloft like some kind of Devine talisman.
“To show how tough the mechanism is, simply hold the penny against the ribbon guide, and hold down the repeat “X” key, thusly”. So saying and with a very flamboyant flourish, he proffered the penny into the top aperture whilst holding the aforementioned key.
With a noise like a juvenile machine gun, the X type-hammer blurred against the ribbon guide, the carriage advancing at high speed with each impact, stuttering from right to left with a mechanical clatter.
The demonstration complete, the silence was deafening. He passed the coin amongst us; I was surprised. It was deformed, and deeply embossed with a capital X.
The theatrical impact of this would be impressive, and I determined to use this approach when I next went to demo an Eagle 800.
I didn’t have long to wait, and it was two weeks later that I received a call from Mr Rayne of Babbage de Chelwode solicitors in Crowborough. I had met Mr Rayne before when I sold a dictation system to the practice.
He was a curious individual, a cross between John Lennon, with his long, lank, greasy hair, and Marty Feldman, with his bulging eyes lurking behind large, round glasses.
He also had a bad habit of suddenly stopping speaking in mid-sentence, and after a variable amount of time would suddenly recommence. It was like his brain worked slower than his mouth, which had to stop until it had received the next packet of data. It was most disconcerting.
Anyhow, he was looking to upgrade a manual typewriter and had received my letter offering good prices on the Eagle 800.
So here I was, sitting across the desk from him, in the wonderful old Jacobean room that served as his office.
“Now, you see, we have legal engrossment paper here, Judi………………”
I waited. And waited. He was still staring at me through his glasses, like a scene from a Wild West poker game.
I leaned forwards. “Judy?” I ventured, hoping to re-activate his speech system.
“Yes. Judy. You know. Judicial paper for wills and stuff. It’s thick and that’s why we need a manual typewriter as it needs to cut a carbon copy underneath”
I nodded, explaining that there was no typing job the 800 couldn’t do, said with a confidence that was belying my uncertainty.
Paper is graded on its strength in terms of the weight it will bear, expressed in grams per square metre. To assess the standard weight of paper, a square metre of it is clamped into a frame, and weight is applied to it until it bursts or tears.
General-purpose paper is anywhere between 70gsm and 90gsm. Luxury and specialist paper is over 100gsm, with legal paper at the top end of the spectrum at 120gsm.
Naturally, a copy would be needed, so the carbon paper would be beneath the Judicial paper and the copy paper beneath that. My guess was that the total paper weight would be almost 200gsm.
I seriously wondered whether the Eagle electric 800 would be man enough.
I really shouldn’t have worried.
I had set the machine up in his secretary’s office, which was gloriously untidy, with files everywhere, flowing as if a waterfall from her desk, over the carpet.
Now was my moment!
I walked over to the machine and pulled a penny piece from my pocket. I could see they were both regarding me in confused silence.
“To demonstrate the power of the 800, I would like you to watch this”
With a flourish, I placed the penny inside the machine, locating it against the ribbon guide. Whilst looking them in the eyes, I confidently pressed the “X” key and was rewarded with the high-speed clatter of the type hammer reverberating against the coin.
I lifted my finger from the key and passed the coin across to Mr Rayne. He took the proffered penny, and held it up, examining its distorted shape and the deep impression cut into it by the machine.
“Wow!” He exclaimed. “Take a look at that Mary”, passing it to her.
She looked at it – a bit dubiously, I thought.
“So, now let’s have a crack at your heaviest legal paper. By the way, if it does what you want it to do, will you be in a position to place an order today?”
“Oh, I think so….we really need to……………………”
Mary and I both watched him in silent anticipation, waiting for him to finish
“……..bring ourselves up to date”
I inwardly smirked. The 800 was superseded a couple of years ago by the golf ball typewriter, and the golfball was now being superseded by the daisy wheel. Up to date indeed!
I watched as Mary pulled the bail bar forwards, and wound the unwieldy paper onto the carriage.
She started pecking away at the keys, suddenly exclaiming “Oh…it’s not working”
I smiled as I reached forwards, switching the machine on “You now have the luxury of electric power. You don’t need to hammer these keys as heavily as on your previous machine”
The machine was quietly humming, and she hesitantly started typing, speeding up as she became used to the feel of the keyboard. At the end of the line, I saw her left hand reaching for the carriage return lever, which would have been used on a manual typewriter to push the carriage back to the right-hand stop, and advance the roller by one line.
“It’s a common event” I laughed, showing her the key marked RETURN. She pressed it, and the carriage smoothly moved. “Oh My,” she remarked.
Now she was up to speed, and we allowed her to type a few paragraphs.
She pulled the document from the carriage, and we all inspected the output. The print was crisp, dark black, and perfectly aligned. The carbon copy was just as good.
I dramatically passed the carbon copy to Mr Rayne, and he was suitably impressed.
Twenty minutes later, I was happily sitting in my car in the car park, filling out the rest of the rental agreement. Tapping away at my calculator I worked out that a thirty-minute meeting had netted me a cool £60* commission. Snapping my case shut, I started the car, wound down the window a crack, and stoked up a Bensons. I idly watched the tendrils of smoke being slowly and gracefully sucked out.
Twirling the key in the ignition, I decided to head back to the office.
I swung into the office car park in what I considered to be my exuberant fashion. The Managing Director referred to it as “You arsehole” fashion. I know this, as he indicated his feelings by bellowing into the car park from his office like a fairground barker, calling into question both my driving ability and my parentage.
I smiled, and waved cheerily up at him, which, judging by the further incoherent ratings, merely proved to enrage him further. I strode briskly into the office, charging up the stairwell two at a time, running into the Sales department, and plonked myself down at my desk. I bashed away at the calculator, which confirmed that so far, I was having a very good month, and would hit target without breaking a sweat.
I checked my diary for the next day and saw that I had a fairly relaxed day, starting with a local farmer, a simple drop off on the industrial estate, and then a visit to an author to sell a binding machine.
The next morning dawned bright and sunny, as I made my way to the rambling old farm in Turners Hill.
This was going to be a simple drop off, and a demonstration of how to set the machine up. I knew that he was pretty switched on, and would pick it up in no time. I was confident that this would be a mere formality prior to me raising an invoice for £400!
My assessment proved to be accurate, and I was finished with him by eleven o’clock. I drove sedately down passed the fruit farms and into the industrial estate, cutting through the side roads of Three Bridges.
Parking up at Worldwide Injection Moulding’s Goods Inwards, I hefted their new typewriter – still in its box – into the bay, and got the warehouse foreman to sign for it, and then I was off again, heading back south and cross country for the pretty village of Horsted Keynes.
The Author was an elderly American chap, called Cyrus J Whittaker. He was the archetypal hippie, with his long grey hair pulled back in a ponytail, secured with a bandana, and wearing a battered old straw hat which I think was actually an integral part of his head – I had never seen him without it.
He was always friendly, and frequently offered me some of his homegrown pot. Today was no different, and on this occasion, I decided to accept his offer. He passed me his tobacco tin, some papers, and a plastic bag full of leaves. I duly rolled a respectable reefer, and we both lit up.
I ambled back to the car, and pulled out the thermal binding system, which I was to demonstrate.
Once the machine was plugged into the mains, and up to temperature, I showed him how quickly he could bind a book. The folders all had pre-glued spines, and the required pages were simply laid into the spine in the correct order, and the whole book placed spine down into the mouth of the machine.
A simple timer would indicate when the process was complete, and the thermal glue had melted and stuck the pages securely to the book.
In his chemically-induced pliant state of mind, he readily agreed to sign the paperwork, which I happily secreted away into my briefcase – just in case he had second thoughts.
It was well gone one o’clock when I walked slightly unsteadily back to my car. I drove very carefully over to the next village and parked up at the Coach and Horses. I was a little disappointed, as none of my friends were about, so I ordered Ham Egg and Chips, and a pint of Harveys.
As usual, the food was excellent, but the combined effects of one large organically grown reefer, and a pint of Harvey’s Best made me very sleepy. I knew that I would have to sleep this one off, so I drove a mile or so up the road to Ghylls Lap car park on the Ashdown Forest, rolled back the seat, and took a restorative doze for a couple of hours.
I woke up refreshed and decided to finish off the promised deliveries. I would need to get a hustle on…
I finally arrived at Babbage de Chelwode’s at a quarter to five, so it would be a quick dash. Happy Jack the town’s parking warden would be on his way back to the Town Hall to sign off duty, so unless I was very unlucky, I could park on the double yellows for the duration of my call.
I switched the hazard lights on, and trotted up the steps, and into the cool reception area.
I was swiftly shown in, and Mr Rayne stood to greet me. I walked forward, extending my hand to shake hands, but he recoiled away. I soon saw why. He held his hand aloft, the thumb was thickly bandaged.
“Ohh – that looks nasty” I exclaimed “What did you do?”
He looked at me very sheepishly. “Well, I had a colleague from Bennisters here yesterday……”
He stopped. I waited. He was still looking at me, and I nudged him “Yes….”
“Well, I decided to show him how tough my typewriter was, so I tried your trick with the penny”
“Yes…” I said, encouragingly.
“Well, it must have slipped, and I engraved a letter X through my thumbnail, and about a third of my way through my thumb”
I visualized this, and immediately had to suppress the desire to laugh out loud.
“Oh dear” I sympathised “That must be really painful”
He grunted his agreement, and I carried on “Does he want a machine as well?
“He didn’t say – as I had to go to the Village Hospital to get the bleeding to stop”.
Flipping my notebook open, I swiftly jotted down that Bennsiters could be in the market for a new machine.
“So” I said, snapping my notebook shut, “I’ll be getting on then. I hope that the machine continues to perform well. I will get the engineers to pop over sometime within the next week or two just to check the adjustments.”
He continued to gaze at me through his glasses, not saying anything, so I picked up my case, and quietly left him alone, contemplating his butchered thumb.