Flying the Sepecat Jaguar | Mike Sutton (Part 1)

Summary

Dans cet entretien passionnant, l'ancien pilote de chasse de la RAF, Mike, partage son parcours d'intérêt pour l'aviation dès son enfance et ses expériences de formation au sein de l'Université Air Squadron. Il évoque son parcours en tant que pilote de chasse, notamment avec l'avion Jaguar, et les défis rencontrés lors de sa formation et de ses missions opérationnelles. Mike parle également de son expérience au Red Flag, un exercice militaire américain, et des moments marquants de sa carrière, tels que la tension de voler à basse altitude et la gestion de la technologie de pointe. Avec environ 950 heures de vol sur le Jaguar, il offre un aperçu unique et captivant de la vie d'un pilote de chasse.

Takeaways

• 🌐 Mike s'est intéressé à l'aviation dès son enfance, mais sans connexion familiale avec le monde militaire ou de l'aviation, cela semblait être un rêve lointain.
• 🎓 Il a rejoint la University Air Squadron en 1996 à Southampton, apprenant à voler sur des Bulldogs et aborder les étapes de sélection pour devenir pilote dans la RAF.
• 🚀 Mike a été rejeté lors de sa première tentative de rejoindre la RAF, mais il n'a pas abandonné et a rejoint la UAS, puis a réussi à être sélectionné quelques années plus tard.
• 🦁 Il avait un intérêt particulier pour l'avion Jaguar, appréciant le vol à faible altitude et l'environnement de base qui semblait accueillant et professionnel.
• 🛠 L'avion Jaguar a été conçu initialement comme un appareil d'entraînement, mais a été utilisé comme un appareil d'attaque de bas niveau après avoir été trouvé capable de voler supersonique.
• 🎖️ Mike a survécu à un an de formation intensive sur le Jaguar, où environ 50% des personnes n'ont pas réussi à atteindre le niveau OCU (Operational Conversion Unit).
• 🚀 Il a ressenti une pression considérable en rejoignant son premier escadron de première ligne, conscient qu'il devait prouver qu'il était à la hauteur de l'équipe opérationnelle.
• 🔧 Il a constamment eu le sentiment d'avoir à s'améliorer et d'apprendre, même après avoir atteint le statut de pilote expérimenté ou d'instructeur.
• 🎖️ Mike a volé le Jaguar lors de l'exercice Red Flag, un entraînement militaire international intense impliquant des missions de faible altitude et des frappes.
• 🇺🇸 Les Américains étaient intrigués par le Jaguar, reconnaissant son potentiel en tant que plateforme d'attaque et capacité de reconnaissance, bien que son époque soit passée avec l'avènement des avions stealth.
• 📚 Il a partagé des histoires de vol nerveux avec le Jaguar, notamment à cause des risques de flick à faible altitude et de l'importance d'un contrôle prudent lors des manœuvres de vol.

Q & A

Quel est le premier intérêt de Mike pour l'aviation?

Mike a toujours été intéressé par l'aviation depuis qu'il était un garçon, mais il ne connaissait pas de pilotes et sa famille n'était pas liée au monde militaire ou de l'aviation.

Comment Mike a-t-il découvert le monde de l'aviation?

Mike s'est intéressé aux avions en voyant les chinooks et les Hercules voler au-dessus de chez lui pendant ses études, et en parlant avec des pilotes lors de ses voyages.

Quelle a été la première expérience de Mike avec l'aviation formelle?

Mike a rejoint le University Air Squadron en 1996 à Southampton, où il a appris à voler sur des Bulldogs.

Pourquoi Mike a-t-il été rejeté lors de sa première tentative pour rejoindre l'armée de l'air?

Mike était jeune et inexpérimenté lors de sa première tentative à l'âge de 17 ou 18 ans, ce qui l'a conduit à être rejeté avant de réussir sa deuxième tentative à 21 ans avec plus d'expérience de vie.

Quel type d'avion Mike voulait-il voler après avoir rejoint l'armée de l'air?

Mike voulait voler le Jaguar, un avion excitant pour lui qui semblait être un lieu heureux et professionnel pour les pilotes.

Quel rôle a joué le Jaguar dans l'armée de l'air?

Le Jaguar a été conçu initialement comme un entraîneur avancé mais est devenu un appareil d'attaque de frappe de bas niveau principal après avoir été trouvé capable de voler supersonique.

Quel fut le défi pour Mike lors de son entraînement sur le Jaguar?

Mike s'est senti intimidé par la complexité de l'avion et la pression de réussir le cours, qui était sélectif et exigeant.

Quelle a été l'expérience de Mike lors de son premier poste en première ligne au sein de la RAF?

Mike a rejoint le 6ème escadron avec un sentiment d'apprentissage continu et d'amélioration constante, ainsi que la pression de prouver ses compétences parmi des pilotes expérimentés.

Quels sont les souvenirs les plus marquants de Mike concernant le vol du Jaguar?

Mike se souvient de la nervosité autour du risque de flick du Jaguar lors des virages à basse altitude et de l'expérience de voler à Davis-Monthan et de réaliser des entraînements à l'étranger.

Combien d'heures de vol Mike a-t-il effectuées sur le Jaguar?

Mike a volé environ 950 heures sur le Jaguar.

Outlines

00:00

😀 Passion pour l'aviation

Le narrateur raconte son intérêt pour l'aviation dès son enfance, malgré l'absence de liens familiaux avec le monde militaire ou aérien. Il exprime sa fascination pour les appareils de chasse et les expériences de vol, notamment lorsqu'il a pu visiter le cockpit à l'âge de 15 ans. Il parle de son parcours pour rejoindre la RAF, incluant son échec initial lors du sélection à l'âge de 17 ou 18 ans, puis de son succès après avoir acquis plus d'expérience à l'université et dans l'UAS. Il souligne l'importance de la persévérance et de l'apprentissage continu.

05:02

😨 Défi de l'entraînement et du perfectionnement

Dans ce paragraphe, le narrateur décrit le défi de l'entraînement sur le Jaguar, un appareil conçu initialement comme un appareil d'entraînement mais qui est devenu un appareil de chasse principal. Il partage son expérience d'apprentissage, la pression de réussir et de rejoindre l'équipe opérationnelle de la RAF. Il évoque également ses sentiments d'insécurité et de doute quant à ses compétences, un sentiment qui l'accompagnera tout au long de sa carrière, le poussant à se remettre en question et à s'améliorer constamment.

10:04

🚀 Expériences de vol avec le Jaguar

Le narrateur partage ses expériences de vol avec le Jaguar, y compris son vol au Red Flag, où il a dû effectuer des manœuvres de vol à basse altitude pour éviter les chasseurs américains. Il mentionne également les difficultés rencontrées lors du ravitaillement en vol avec un VC10 et la nécessité d'utiliser une technique appelée toboggan pour atteindre les performances nécessaires. Il exprime son respect pour le Jaguar et son impressionnante capacité de reconnaissance tactique à basse altitude.

15:05

🎖 Réflexions sur la carrière et les responsabilités

Dans ce paragraphe, le narrateur réfléchit sur sa carrière à la RAF, ses responsabilités croissantes et le sentiment de nervosité et d'inadéquation qui l'a toujours accompagné. Il parle de son rôle d'instructeur, de son évolution en tant que pilote et de ses responsabilités en tant que commandant d'un squadron de chasseurs. Il partage également des anecdotes amusantes sur ses expériences de vol à l'étranger, notamment lors d'un vol à Yuma et des défis liés à l'utilisation des bases américaines.

Keywords

💡Patreon

Patreon est une plateforme de financement de contenu créatif où les fans peuvent soutenir les créateurs de contenu de leur choix par le biais de dons mensuels. Dans le script, il est mentionné comme un moyen pour les téléspectateurs de soutenir la chaîne 'interview' et de contribuer à la création de vidéos et d'entretiens audio.

💡Chinook

Le Chinook est un hélicoptère militaire lourd utilisé principalement pour le transport de troupes et de matériel. Dans le script, l'intérêt de Mike pour l'aviation est décrit en partie par son expérience d'entendre les Chinooks voler au-dessus de chez lui pendant son enfance.

💡Pilote de chasse

Un pilote de chasse est un membre de l'armée spécialisé dans le pilotage d'avions de combat. Le script raconte comment Mike, à partir de son intérêt pour l'aviation dès son jeune âge, a rejoint les forces aériennes et est devenu un pilote de chasse.

💡University Air Squadron (UAS)

L'University Air Squadron est une unité de la RAF qui offre aux étudiants universitaires la possibilité d'apprendre à voler. Mike a rejoint l'UAS après avoir été rejeté lors de sa première tentative pour rejoindre la RAF, ce qui a permis de développer ses compétences de pilotage.

💡Bulldog

Le Bulldog est un type d'avion utilisé par l'UAS pour l'entraînement des pilotes. Mike a appris à voler sur l'avion Bulldog avec l'UAS, ce qui a été une étape importante dans sa formation de pilote.

💡Jaguar

Le Jaguar est un avion de chasse et d'attaque qui a servi dans la RAF. Mike avait toujours voulu piloter le Jaguar, et il est devenu un pilote de cet avion après avoir réussi à rejoindre la RAF et à suivre sa formation.

💡Formation de pilote

La formation de pilote fait référence au processus d'apprentissage et de développement des compétences nécessaires pour devenir pilote d'avion. Le script détaille le parcours de Mike, de son entrée dans l'UAS jusqu'à sa formation sur le Jaguar, en passant par le rejet initial et sa persévérance.

💡Impostor Syndrome

L'Impostor Syndrome est un sentiment d'insécurité où une personne doute de ses compétences et de sa légitimité dans son rôle. Mike décrit comment il a souvent ressenti cela tout au long de sa carrière, se demandant toujours si il était à la hauteur des attentes.

💡Red Flag

Red Flag est un exercice militaire de vol d'entraînement mené aux États-Unis, impliquant des forces aériennes de différents pays. Mike a volé avec le Jaguar pendant un exercice Red Flag, ce qui a été une expérience clé dans sa carrière.

💡Tactique de vol

Les tactiques de vol sont les stratégies et techniques utilisées par les pilotes de chasse pendant les missions. Le script mentionne que Mike a dû apprendre et maîtriser de nombreuses tactiques de vol pour être efficace dans son rôle de pilote de chasse.

💡Squadron

Un squadron est une unité opérationnelle de la RAF composée de pilotes et d'avions. Mike a rejoint plusieurs squadrons tout au long de sa carrière, y compris le 6ème squadron avec lequel il a commencé sa carrière de pilote de chasse.

Highlights

Mike's childhood interest in aviation was sparked by observing military aircraft flying over his house and interactions with pilots during holidays.

Lack of internet and family connections in the aviation field made pursuing a career in flying seem like a distant dream for Mike.

Mike joined the University Air Squadron in 1996 at Southampton, learning to fly Bulldogs after being initially rejected by the RAF.

Rejection from the RAF led Mike to university and the UAS, where he gained valuable experience and life lessons before reapplying successfully.

Mike always aspired to fly the Jaguar, an aircraft known for its low-level flying capabilities and reputation within the RAF.

The Jaguar was initially designed as a trainer but evolved into a frontline low-level strike attack aircraft.

Training on the Jaguar was challenging and rigorous, with a significant number of pilots not making it through the course.

Mike experienced 'impostor syndrome' throughout his career, constantly questioning his abilities and suitability for the role.

Mike emphasized the importance of humility and a measured approach in becoming a successful pilot and instructor.

Joining the RAF's 6 Squadron, Mike felt the pressure of proving himself among experienced pilots and the need to continually improve.

Mike's first experience flying the Jaguar at Red Flag involved evading enemy aircraft and conducting bombing runs.

American pilots showed interest in the Jaguar, respecting its capabilities as a strike platform during the Cold War era.

A humorous anecdote about Mike's time at Red Flag, where he compared the Jaguar's capabilities to that of stealth aircraft like the B2.

Mike shared a story about the Jaguar's potential to flick and crash at low levels if not handled correctly, highlighting the need for caution.

Teaching operational low flying in the Jaguar required a deep respect for the aircraft's handling characteristics at low altitudes.

Mike recounted an enjoyable flight experience in the Jaguar over the United States, emphasizing the pleasure of flying in clear skies.

A memorable incident at a Marine base where Mike unknowingly crossed a restricted line, illustrating the strict protocols on military bases.

Mike accumulated nearly 1000 hours of flight time in the Jaguar, indicating his extensive experience with the aircraft.

Transcripts

if you like what we do here over aircrew

interview and would like to support us

and help us grow you can head over to

our patreon channel at patreon.com

forward slash interview where you can

donate monthly we have different tiers

ranging from one dollar per month right

up to 25 with each tier offering

different rewards all the monthly

donations greatly help us to continue

creating these video and audio

interviews so please take a look and i

thank you in advance enjoy

[Music]

so mike when did you first become

interested in aviation i was always

interested in flying as a boy

but i didn't know any other pilots my

family weren't connected to the military

weren't connected to the flying world at

all so all just seemed a bit of a pipe

dream

uh and sadly this was before the days of

the internet so it was difficult to find

out about this this hidden world

when i was at school we used to get the

the chinooks the arm and and the army

doing lots of uh flying across swords

for playing studies to hear those see

the hercules flying over my house and

was just interested in and obviously

going on holiday

i remember as a teenager you're allowed

to go up to the cockpit and have a look

around to meet the pilots back back in

those days before terrorism sort of

stopped all that

and i remember quite distinctly a

holiday when i was about 15 or so and

went up to the cockpit i'd spoke to the

pilots my brother was there as well and

it was this night uh to dusk setting and

you could see the lights of france uh

you can see the channel ahead paris was

below us

and it was just so absorbing just seeing

this environment so i've really got to

try and get into this world so that was

it that was that was the trigger really

yeah

so when did you join the raf and can you

talk us through some of your flying

training

yeah i joined the university air

squadron in 1996 at southampton flying

we're in the boscom down uh museum which

is fantastic i've never been here before

um i learned to fly at boston down

itself on bulldogs with the university

air squadron

i i didn't get in the first time round

so i finished school did my a levels and

then applied to the air force as a pilot

and i was quite a young sort of 17 18

year old and i i didn't get in i went to

officer an aircrew selection center at

crownwell

i thought gave a reasonable account of

myself for three days and then got a

rejection letter and thought oh god that

what am i going to do now so i went to

university joined the uas

and it was it was fantastic because i

just met a really like-minded

like-minded fun bunch of people

started to learn how to fly the bulldog

and and then went back for air full

selection a couple of years later and

then got in got given a bursary for a

couple of years at university and then

got in after that so there was a really

great lesson there and and actually i

look back on that time and think it

probably wasn't it was probably the

right decision it probably wasn't my

time the right time for me to get in

when i was 17 or 18.

joining

you know it's it

it's a it's a man's world the rf and

it's a serious business and um i was

still the school boy really when i

applied the first time round and so

going again at 21

just a little bit more life experience

and and meant i was much better able to

tackle officer training and flying

training when it subsequently happened

so there's no bitterness there when you

got rejected no no business at all i

mean um a bit of horror that i hadn't

made it and what i'm going to do now but

then

a great lesson in if things don't happen

the first time around then it's a

brilliant opportunity to go again and

and look at why it didn't didn't work

and

teach yourself you know prepare yourself

better and and have another go

so did you have a frontline aircraft you

wanted to go on to

i always wanted to fly the jaguar

actually when i was um when i was

applying it seemed like a really

exciting jet

uh i really enjoyed the low level flying

when i was doing the flying training um

and the base seemed like a happy place

to be people spoke very highly of that

of of the people on the squadron the

jaguar force had a reputation of being

so professional but relaxed and friendly

as well and it seemed like a great place

to kind of aim your sights

but i was very aware as well during

flying training that you it's not your

choice yeah and um you can try and you

can aim for something but clearly

um

it doesn't always work out so i always

had that in the back of my mind and

that's why it was fantastic to be able

to to make it through the system and

actually get onto onto the jags yeah so

what was the jack actually designed for

the jag is a fairly unusual aircraft in

that it was designed as a trainer an

advanced trainer i guess in that a bit

like the hawk the way the hawk's been

used um

during the 60s that that that was how it

was envisaged but they found that

actually it would go supersonic it had

the capacity to do a whole lot more than

just be a trainer and so it became a

mainstay frontline low-level strike

attack aircraft for several decades

i heard the jag would be a terrible

trainer for many jack pilots if it came

into service it was

it was certainly

you had your work cut out learning how

to fly it

by the time i got to the jaguar ocu i'd

been in the air force for about um three

or four years already had a few hundred

hours of flying training i've been

flying hawks for a year

and i remember walking into that first

the first time i walked into the hangar

culture shawl and and looked at these

jets close up

it was incredibly daunting and he had a

about another year's training i think

the jago to use about nine months

and

again people would not make it through

that course so by the time i got to the

ocu around about 50 percent of people

hadn't made it that far

and there were still axes you know

chopping axes hanging over the ocu on

the jag as well so it was never

guaranteed i just remember going up to

this airplane the first time you're

thinking how on earth am i going to

learn how to fly this thing

and and you you get thrown into the

beating heart of the raf as well so

um during training you're on a course

you're a student you've got a little

student body you're in a sort of bubble

if you like and then when you go to your

first front line type you're very aware

that these things are flying operational

missions combat missions

and now it's your job to prove that

you're good enough to join that team

so there's a huge amount of pressure

there

and just going up to the aeroplane

looking around and seeing it had bombs

hanging off the wings looking into the

cockpit of these hundreds of switches

and and this

enormous sort of

sense of how on earth am i going to be

able to crack this and that's a feeling

really that stays

that stayed with me for nearly all of my

air force career that the sense that

um i mean it's impostor syndrome i

suppose isn't it but the sort of feeling

that you weren't really good enough and

you kind of somehow made it through the

net

and and every time it got through a tour

and then i was an instructor attached

its instructor i thought i'd looked at

the the people who were two or three

years ahead of me who attacked his

instructors and thought well i'm never

going to be as good as them

but you find yourself doing that role

and then people get promoted and they

become i became a squadron leader of

running the qi course the tactics

instructor course and had exactly the

same feelings and thought well

i don't want to mess this up

and so

that sense and then and ultimately then

taking on a typhoon squadron commanding

a typhoon squadron and taking that on

operations that sense of am i going to

be able to good enough to do this

um is my approach going to be correct

um that sense of of nervousness of of

your own confidence as always it was

always there slightly under the surface

about whether i was really up to the job

or whether i was somehow just

managing to just model my way through a

career that never left me i'm sure

that's probably a good thing to have as

well if you think you know all is

probably a bad thing

yeah well i

i was always just honest with myself

about that and i think that's a great

way to be i think you know there's lots

of sayings about overconfident pilots

and that's never normally a good thing

so i found you know as an instructor as

well

the students that did best are the ones

that were had this kind of composure and

this measured approach

um and and

were humble enough to take advice on

board and learn you know and and talk to

each other

and the students that were cocky were

never the ones that actually did that

well in the long run or they'd you know

they have some big speed bumps on the

way they'd have to correct their

approach and i think that that's

something that probably a lot of my

peers would have found as well and you

know when they've done instructional

duties too so what was it like going to

your first frontline squadron being like

a proper fighter pilot i suppose uh my

first squadron was six squadron and the

the jet i'm standing in front of has got

six squadron colours on it so that

that's awesome

walking into the crew room it was that

same sense of right well i've somehow

got into the raf i'm somehow now a

flight lieutenant

and you walk into this crew i remember

my boss is a man called mike sears who

oc6 squadron fantastic uh human being

hugely talented pilot he got an mbe he

was a young wing commander in his

mid-30s

the younger person i think you flew in

gulf war one

and then the whole force had been doing

these operational

sorties for for years northern watch had

been active in bosnia and all these sort

of places and as a as a 23 or 24 year

old walking into the crew with that lot

you just have a sense of not really

feeling worthy and that you need to keep

your head down um and earn your spares

and and just this feeling of having to

work hard constantly learn these tactics

always getting into the tactical

computer learning about surface-to-air

missile systems enemy fighter aircraft

and then trying to get good at flying

the jag itself

and so this sense of of kind of always

climbing up a hill if you like of of

always trying to be a little bit better

um and always uh

finding

that that there was room for improvement

i never ever landed off a sortie and

thought yep well i nailed that there was

always a sense of that when that went

okay and all these things were not that

good i need to work on all these things

and again that's something else that

endured as well people would

even you know hugely experienced

squadron leader typhoon pilots would

land off air defense sorties and they'll

go and sit in front of the computers

they'll play the videos back in slow

time and they'll spend a couple of hours

debriefing all their shots they'll

always be errors they could always have

turned a bit better

got a bit more out of the airplane you

know

work the tactics a little bit better so

it's never a finished product flying

you're always learning you're always

improving and as a combat pilot you're

always interrogating everything that

you've done to work out how it could

have been better how it could have been

done better so mike did you ever fly the

jag at red flag

i did fly a jagged red flag yeah um

it was a sort of typical jack sortie of

uh tanking beforehand and then dropping

down into low level trying to evade all

the f-15s and f-16s and trying to shoot

you down

uh and then dropped a few bombs out and

red flags as well on the nellis ranges i

think one of the most interesting

memories of flying the jag out there was

actually trying to tank off a vc10 up at

about 20 000 feet

and not having the performance in the

jag to get behind

and actually tank with the vc10 and had

to request a thing called a toboggan

and so you

you say i'm struggling on buster

struggling for performance crested

toboggan and what that meant was the

vc10 would then lower its nose and start

a descent

and then you had using gravity

and uh

and the burners you then had enough

power on the jag to then go downhill and

speed up to connect with the vc10 and

then plug in so the toboggan was

something that i remember from the from

the red flag jack days not needed in the

typhoon yeah it didn't have to go into

min reheat or you had two switches or

something yeah you had these things

called part throttle reheat which gave

you a kind of a bit of a bit of burner

which you definitely needed yeah so how

did the americans view the jag

i think the americans were a bit

intrigued by the jag they i mean

the thing is i was flying at the end at

the end of its days you've got to really

look at it in the context of the 70s 80s

and 90s where it's a really potent

strike platform and really well

respected and they had a really good

reconnaissance capability as well they

had a great pod on it so great tactical

low-level reconnaissance capability so

when you look at it through the sort of

lens of the cold war that's really where

the jaguar was you know in its in its

element and i

there is there are pilots who've flown

you know way more hours in it than me i

just caught the tail end of it i think

it was a brilliant bit in the book where

i think you were behind it was that a b2

where just supposed to look like quite

the contrast there dragging a bt oh yeah

and i got into trouble with the aoc

actually because i was a qi on 41

squadron at the time and we went out to

red flag and we're taxiing out and i was

behind

the b2 so this huge wing

and then there are a couple of jags and

then over my right shoulder with these

f117s as well and so there was stealth

in front and there was stealth behind

and there was us and i think that day we

had a pave way three on one jet she

couldn't carry the paveway three and the

tile pod so he had a i had the tile pod

the other guy the pave way three so we

were bringing one bomb to the party

between the pair of us and the stealth

jets obviously had it all wrapped up and

got back to culture shawl and there was

a happy hour and i remember just saying

the eoc came up and said well how was

red flag saturn and i said well i think

the jag might have had its day and that

wasn't a good thing to say to to a start

he wasn't very happy that he marched

over to my boss

but it was quite clear that it kind of

had by that time could you share a

couple of stories that stick out in your

mind from flying the jag

nervousness about this tenacity it had

to um pitch

and uh

if you if you bunted and rolled in the

jaguar

then there was a potential for it to

flick at low level and crash

and you're on ground school we were

shown a video a hud video of

someone who had done this

and so um there was always a real

nervousness around that and so when you

turn the jack you'd always kind of pull

back a little or i always did pull back

a little bit just get a bit of positive

g and then roll because i was quite

nervous about that kind of

potential for it to flick later on in my

career on the jag i used to teach

operational low flying so down to 100

feet and so you'd be flying someone else

would be flying you'd be sat in the back

and they'd be careering along at 100

feet and 480 knots

and i was always i'm turning corners at

low level i was always quite nervous

about the potential for the jag to bite

yes

so i think you know that was something

that i always had a really healthy

respect um for the jet like that i think

just the general flying of it though was

was fantastic and you yeah

you know you've had other people on this

and people know and love the jag but

you'd strap it on it felt like you were

kind of strapping on a rucksack

when you kind of got into the jag got

into the ejection seat and off you went

and going around the world on this thing

i think the most enjoyable flying i've

actually had with it in the jacks been

in the states because you get up every

day from davis monson for example and

you just got blue skies and you know

you're off you're not putting in this

thing or anything and it's uh yeah

there's no need for the immersion suits

and you're off and you're crewing around

the world going we did a land away once

to um yuma american marine base we went

to this range called the chocolate

mountain range

and dropped paveway threes out there and

i remember just thinking what you could

drop these huge bombs and you could

watch them fly and then land again to

yuma

when you land on a marine base you can't

just get out of your your aircraft and

walk you have to look at the tarmac

markings and there were these red lines

that were

um sort of marked and i just assumed

they were taxiing or something like that

and i remember just crossing the red

line and just walking and our american

exchange guy is shouting come on come

back

because uh i think the guards are quite

strict over there and if you walk along

the wrong place of the pan and you can

get yourself into trouble yeah

absolutely i'll point a gun at you so

how many hours did you get on the jack

the jag about

950 just under a thousand

[Music]

you