Issue No 32 Autumn 2014
Not bad for a fifty year old!
In this issue Chairman’s Introduction Page 2 Wings and Wheels 2014 Page 3 Engineering Report Page 9 General Aviation – the future Page 12 Visitors to XM655 Page 13 Vulcan Identification Page 15 Notice of Annual General Meeting Page 18 Around the World in 19 Days Page 18 Picture credits Page 23 The Chairman’s Introduction Charles Brimson
As we approach the end of 2014 it is with a sense of quiet pride that all of us who are the custodians of XM655 can reflect on the success of the two notable celebrations that we have marked during the year. We started in February with the 30th anniversary of the Vulcan arriving at Wellesbourne in 1984, the start of ‘655’s second career when the aircraft was bought by businessman Roy Jacobsen with his ambitious plans for the Vulcan to fly on the British and American air show circuits based at Wellesbourne and captained by Joe L’Estrange. Alas, the plans never came to pass, but Roy’s loss was MaPS’ (and therefore all military aircraft enthusiasts’) gain as for 30 years we have been the proud custodians of the world’s only Olympus 301-powered Vulcan able to move (on the ground at least) under its own power.
In November, we will be celebrating the 50th anniversary of the ‘birth’ of XM655 at the Avro works in Woodford and Chadderton back in November 1964. Our Vulcan was the third last of 136 manufactured by Avro and for the last thirty years has been the youngest surviving example, although at the ripe old age of 50 ‘young’ is perhaps a relative description. Our celebrations will be across two weekends , the first of them on 15 November comprising of our first ever professional ‘night shoot’ when keen aviation photographers will be photographing the aircraft complete with some appropriately attired re-enactors in a series of scenes on the taxyway adjacent to our pan as darkness falls. This is an exciting new venture for us – we’re looking forward to setting this up and seeing the results afterwards, I know that there are several MaPS members who have booked to be a part of this exercise. The second part of the 50th anniversary celebrations falls on Saturday 22 November (the exact date in 1964 when Avro declared XM655 ready for collection by the RAF) when all our loyal members and other people with a special interest in ‘655 have been invited to join us for a day of celebrations at our pan next to the South Warwickshire Flying School. Over 200 people have, at the time of writing, indicated that they will be joining us – it should be quite a day! Hopefully we will be able to publish some photographs and produce a report on both of these days in our next newsletter.
In one of those quirks of fate that you really couldn’t make up, back in February (just a week or so after MaPS first triumphant 30th anniversary celebration attended by, amongst others, the owner of Wellesbourne airfield and the Chairmen of Stratford District Council and Wellesbourne Parish Council) the owners of the airfield announced that it was their intention for the entire site to be developed into a monstrous housing estate. In the course of one day the future of the airfield, Saturday market, allied aviation businesses, the Wartime Museum, the Touchdown Café and of course XM655 were all placed in great doubt. Since then Wellesbourne Matters, a group with the sole intention of ensuring the future of Wellesbourne as an airfield, market, and key part of the local community, has been set up. Local and Regional press coverage was entirely sympathetic to the airfield, as has been the overwhelming support from the people who live and work in Wellesbourne. Stratford District Council have also been very sympathetic and although the Council has not voted to include the development as one of its preferred options, it is highly likely that the developers will still seek planning permission for the airfield site once the
______655 MaPS Newsletter Autumn 2014 Page 2 Core Strategy document has been published. A copy of the proposal can be downloaded from the Wellesbourne Matters website (www.wellesbournematters.org.uk).
In order to maintain Wellesbourne as an active airfield and market with the significant benefits it brings to the village and district, your help is urgently needed. You can help us by joining the Wellesbourne Matters Association and adding your name to the significant number of people who wish to retain the current activities on the airfield. An Association carries far greater weight with the Council and the Planning Inspectorate than would come from simply signing a petition.
You can join using the PayPal form on the Wellesbourne Matters website.
The minimum joining fee is only 50p, but any additional contribution you can make will help to fund the work of the Wellesbourne Matters Association. The Wellesbourne Matters officers have in the last few days launched an urgent appeal to raise £50,000 within the next three months in order to acquire the expert legal help that will be needed to fight off this unwelcome threat to the airfield, market, businesses, museum and, of course, the Vulcan. The MaPS committee fully supports and endorses the actions of Wellesbourne Matters and is doing everything in its power to help them achieve the future of Wellesbourne Mountford....as an AIRFIELD!
Let us not be under any illusion - if Gladman are successful in their plans to close the airfield, then not only will the General Aviation industry lose one of a rapidly declining number of diverse and successful airfields, we will also lose all the associated employment with the airfield, the famous Saturday Market, the Wartime Museum, the Touchdown Cafe, and almost certainly XM655 itself - we cannot allow that to happen!
If you haven't yet done so, please join Wellesbourne Matters TODAY and donate as much as you can afford to help with ensuring the future of Wellesbourne Airfield....
______Wellesbourne Wings and Wheels 2014 John Wood
Hello everyone from John Wood, aka bombbayjohn (my Twitter name) however after being at 655Maps for a while my name was changed unbeknown to me to Mumbai John. When I questioned this I was informed that because we now live in these politically correct times it was changed from Bombay to Mumbai, get it, get it, oh never mind. I did laugh at the time and I did point out that it was bomb bay as in aircraft and not the city in India!! I’m still to find out whether it was Charles, Eric or Len that came up with it but I quite like it and I’ve now got used to it so much so I’m thinking of having a new embroidered name badge for my flight suit !
I’ve been asked to write a piece for this Autumn Newsletter which I jumped at the opportunity to do. I was tasked with doing a piece on this year’s Wings and Wheels which was a very special year as XM655 is 50 years old and it is 30 years since XM655 retired from The Royal Air Force to Wellesbourne Mountford Airfield.
______655 MaPS Newsletter Autumn 2014 Page 3 June 15th seems like a distant memory now after spending the whole summer on the road with the Vulcan to the Sky Display Team with XH558 which I’ve been a volunteer on since the original restoration of XH558 back in late 2005. I’ve been involved with 655Maps for what will be 3 years shortly and to be involved with such two iconic Avro Vulcans is a dream come true for me. I first memory of the Vulcan was back on 6th September 1975 at RAF Stafford. I would be nearly 7 years of age and I remember XL317 from 617 Sqn, how did I know it was XL317. I recently found out when I read Craig Bulman’s, The Vulcan B.MK2 From a Different Angle. On checking through every display which Craig had researched I found the aircraft putting on the display at RAF Stafford that day was XL317, long since scrapped, which frightened the living daylights out of me, along with an English Electric Lightning. I can remember cowering behind my father’s legs holding my hands over my ears as XL317 went vertical in a climb out over the base. Little did I know then that 39 years later I would be working on Vulcans and subsequently being a co- writer on a book about every Vulcan ever produced.
So what does it take to present a behemoth of an aircraft like XM655 ready for Wings and Wheels every June at Wellesbourne Mountford Airfield? A bit of simple maths here, we the volunteers work 50 Saturdays a year, averaging 15 volunteers each Saturday, each working 10 hours approx. 7500 hours to keep XM655 in the stunning condition she is in. However I know a lot more hours goes into it behind the scenes and in particularly in the week before the event as a lot of us move into the locality of Wellesbourne as we need to carry out final preparations for the big day on the Sunday.
This year has seen a few major obstacles that we’ve have to encounter and resolve under the expert guidance of our chief engineer Eric Ranshaw. Notably the removal of No 1 engine……. Twice! After initial inspections of No 1 engine it was found that we needed to replace 10 cracked stator blades in the LP (Low Pressure) compressor stage of the engine. Roger Bowen and myself had to remove the upper casing of an old engine off XM603 from Woodford. We had to remove the stator blades one by one on a cold Saturday in Winter 2013, sitting on the pan under XM655. These perfect blades after being cleaned up were replaced into the No 1 engine in January 2014. The engine was then re-fitted to XM655 and then we found that fuel was leaking into the engine. Due to Wings and Wheels fast approaching it was decided to drop the engine again and install a zero timed 301 engine again sourced from XM603. The engine was installed and after rigorous EGRs (Engine Ground Runs) the engine was fully serviceable for the aircraft. A true testament and dedicated effort by all concerned to get the aircraft ready for Sunday 15th June of this year.
This year as with every year an enormous amount of work goes into every aspect of maintaining the aircraft. Again another job I was involved in was the repainting of ______655 MaPS Newsletter Autumn 2014 Page 4 the upper surface of the starboard wing, some 2000 sq ft nearly of skin! This year the couple of weeks running up to Wings and Wheels were very warm and sunny ones. The preparation of the surface takes as long to prep if not more that it does to paint. You would think that applying paint to XM655 on a hot sunny day would be ideal. Not so, the paint dries almost immediately in the direct sunlight but the upper surface temperature reaches an untouchable heat, quite literally hot enough to fry an egg! Thus getting the perfect finish is a problem due to the extreme heat. But yet again perseverance pays off and the finish we achieved was near perfect.
I arrived on the Friday of the weekend of Wings and Wheels, a glorious sunny hot day. Many jobs on the aircraft were being signed off and completed. Finishing touches on small paint jobs, Tyres inflated to correct pressures, the aircraft being re gassed with nitrogen, new squadron badges applied to the airframe, electrical systems being checked ready for the following day when we were to complete EGRs, slow taxi runs and further systems checks ready for the big day. After a very hot day and again a great effort by many people the aircraft was ready to be towed across the airfield to the inactive runway 05/23 at about 17:40. So off we went with XM655 towing her down the main runway turning right at the intersection and we parked the aircraft up for her night on the airfield.
Saturday the 14th was another very warm day, an early start with beautiful skies and perfect for Engine Ground Runs and slow taxiing around the airfield. After our safety briefings and all being assigned our duties for the day it was time to start up XM655 to complete the engine runs. For me personally this is a much loved exercise. I JUST LOVE JET NOISE. To hear those Olympus engines start one by one and too listen to them tick over on idle is music to my ears. To then hear and witness each engine being taken up to about 97% power is just the most amazing experience ever. Just under 25,000 horse power is being emitted from each engine on the runs and the noise at close proximity is deafening even with ear plugs & ear defenders on you can still hear the roar of the engines. The earth, well ground does literally move and shake at that power setting. We completed two engine runs and then it was time to hand the aircraft over to our aircrew for the weekend.
We were in a very distinguished company of aircrew, Wg Cdr Mike Pollitt (RAF Retired), Gp Cpt John Laycock, (Station Cdr RAF Waddington Retired), Sqn Leader Barry Masefield (RAF Retired) and Sqn Ldr David Thomas (RAF Retired). With the years of experience and flying hours these chaps have on Vulcans it is just amazing to see them get back into the “office” and it is really gratifying to see them take control of the aircraft and put her through her paces like she was still in service with the Royal Air Force.
Systems were checked yet again and XM655 roared into life once more and the crew performed figure of eight circuits using the whole width of the runway to turn her around. And then a special treat was witnessed when after special permission from the control tower XM655 went down to the southern end of the main runway, 18/36, turned around and parked up. After a short while we heard the engines spooling up to almost full power. The nose of the aircraft dipped as the brakes held back the phenomenal power waiting to be unleashed out of the roaring 301s. Crops which were surrounding the end of the runway were being flattened and blown around with the massive efflux coming from the four jet pipes. Then when the brakes were released the aircraft surged forward and powered off down the runway ______655 MaPS Newsletter Autumn 2014 Page 5 deafening all in the vicinity. It’s such an amazing sight to see an aircraft of this size and weight accelerate forward reaching almost 100 knots in seconds before the engines are throttled back, the air brakes extended and the nose lifted to use the massive delta wing as an aerodynamic brake thus reducing wear on the brake units of the aircraft. With Wellesbourne’s runway only being 3000 feet long it doesn’t take long for XM655 to cover that distance and return back to her starting position on 05/23. The aircraft was then shut down, checked over and she was ready, ready to wow and impress the crowds the following day in this special anniversary year for her. XM655 being 50 years old and it being 30 years since she was retired by the RAF and her arrival at Wellesbourne.
With an event like Wings and Wheels it is a massive logistical event which requires twelve months of planning. Although the aircraft was ready the airfield needed to be prepped and set up for the following day, once the Saturday Market had cleared it was time for us to move in, mark out the ground and pitches for visiting stalls and trade stands. Various ground equipment for the aircraft had to be positioned too. At about 8:30 on the Saturday night we were ready for the following day, we headed off for a quick meal and a drink but as it was a very early start in the morning we were not going to be late out of bed.
On the morning of Sunday the 15th we arrived at the airfield about 6:00 and straight away it was all hands to the ready. After a short briefing we set off across the airfield to the main site and before we knew it the crowds were pouring in. The weather was fair and it had clouded over slightly but it was a lovely dry morning. This year we also had the much need help and assistance of Air Cadets from 150 Oxford, 240 Darlaston and 1046 Fordhouses Squadrons, without their help we would be severely restricted on putting on an event of this size.
XM655 was towed over to her stand and looked absolutely stunning. Not only was she wearing her special anniversary logo for the event but two blue stars on the side of the cockpit. The stars represent that XM655 was actually used as the Air Vice Marshal’s personal aircraft to take him to the Giant Voice competitions in the United States circa Nov 74 – Apr 75 when XM655 was in service with the RAF. How many Vulcans are left today with that insignia on them? None that I know of, apart from XM655 of course.
Not only is there an Avro Vulcan to see at Wings and Wheels, there are visiting aircraft which are put on static display just beyond the crown line. Hence the name of the event suggests, we have a massive turn out of various old military vehicles, classic cars and motorbikes. Various car and motorcycle clubs turn up and show off beautiful cars and bikes which quite often have been restoration projects and they are a joy to look at.
We try to rotate the duties each year of the volunteers, last year I was a meet and greet for visiting aircraft and pilots. This year I was involved in the raffle and the selling of tickets to the general public, raising money offering some wonderful and sometimes one off prizes. I was also informing people of the history of the Vulcan and XM655 in particular. I get immense pleasure talking to people about the aircraft and all that goes with it.
______655 MaPS Newsletter Autumn 2014 Page 6 As always some beautiful aircraft attended this year, a Jet Provost XM479, a De Havilland DH89A Dragon Rapide G-AHAG, Tiger Moth DH82A G-ALWW in its distinctive yellow and red colouring. Ben Lovering’s Christen Eagle 2 aerobatic aircraft G-KLAW, Chipmunk DHC1 WK577, a Piper Cub and several other visiting light aircraft and a private jet too from Eclipse Aerospace. Another flying treat we had was a fly through and circuit of the airfield from the BBMF DC3 Dakota ZA947 depicting FZ692 “Kwicherbichen” of 233 Sqn, such a beautiful noise and sight across the airfield. We also had the return of Dave Johnson’s large scale jet powered remote controlled model of Avro Vulcan XH558 in an anti flash white colour scheme depicting her when she was serving with 50 Sqn. To see this model aircraft fly you would think from a distance it was the real thing flying all be it in white. It looks and sounds just like the real thing.
For me personally one of the highlights of the day was a visit from John Falk. Some of you may think that surname sounds familiar. John is the elder son of the late great Roly Falk OBE AFC, Avro Chief Test Pilot and who famously barrel-rolled a Vulcan (Avro698) at the Farnborough Air show in 1955. To talk to John was a great pleasure and for him to see how the work of his late father is still being talked about today with what seems to be an ever growing interest in the Avro Vulcan must be very rewarding for him.
Another highlight to Wing and Wheels 2014 was a visit from Sqn Ldr John Reeve (RAF Retired), John was captain of lead aircraft XM598 before it went unserviceable on
______655 MaPS Newsletter Autumn 2014 Page 7 the famous Black Buck 1 raid on the Falkland Islands in 1982. It’s quite funny, I was selling raffle tickets and I heard this voice I recognised. I thought I know that voice, I looked up and there was John, his voice being recognisable from the many TV programmes that have covered the raids since, incidentally XM655 has been used in the filming of such programmes. Again a great pleasure to talk too.
Long time Wings and Wheels supporter and great friend of XM655 Tony Blackman was also in attendance selling his new Vulcan Boys publication. Tony flew 105 out of 136 Vulcans ever built, he became Avro’s Chief Test Pilot in 1970 until 1978.
Well of course the highlight of the day was the two fast taxis of XM655. This year XM655 started at the southern end of runway 36/180, heading up towards the Stratford Road. You could not get a square inch of space along the crowd line to observe this spectacle. It always amazes me the popularity that this aircraft can draw and this year’s crowd was bigger than ever. Our elite crew taxied XM655 out and once again became familiar with her handling controls before parking up and applying the brakes. The anticipation is always amazing as she sits there spooling over for what seems like an eternity! Above the noise of the aircraft on the crowd line cameras can be heard profusely clicking away waiting for that moment when she accelerates away.
It was at this point I remembered what Eric Ranshaw said when I spoke to him two days previously on the Friday, when I asked the question “how does she appear Eric compared to previous Wings and Wheels?” His reply was “she’s the best I’ve ever seen her”. Remembering this as she started to spool up, a lump appeared in my throat. Through all the very hard work and loyal dedication of the supporters and volunteers that maintain XM655 this was the moment we had been waiting for.
The engines became louder and louder, then that distinctive dip of the nose as 80% power was applied. Like a sprinter on the blocks waiting for the gun to go off, XM655 was chomping at the bit waiting to launch. Brakes off and the incredible lurch forward as almost 60 tonnes of pure British engineering rolled down the runway.
______655 MaPS Newsletter Autumn 2014 Page 8 Cameras now seeming to go into overdrive as hundreds of them clicked away photographing her every movement forward. Then that roar as the engines are pushed up to the governors giving all the power she can put out of those Olympus 301 engines. It is truly an amazing sight and sound to see her in close proximity as she roars past you. On reaching about 100 knots the engines are throttled back, the air brakes are extracted and very briefly the nose is raised to assist in the slowing down of the aircraft. As she passes the noise seems to drop off as she glides effortlessly down the runway almost proudly sniffing the Warwickshire air as she goes……and so she should.
A huge rapturous round of applause erupts along the crowd line and the excitement is written on everyone’s faces as XM655 slows and turns around and heads back for a slow taxi past the expectant crowd. To look at her as she passes you would think that this was a perfectly serviceable aircraft ready for flight. Unfortunately this will never happen so to see her on days like Wings and Wheels is as close as it gets to see how she is lovingly looked after and maintained and kept in a ground running condition.
XM655 turns left at the intersection and heads off along 05/23 to park up and shut down. This year XM655 successfully completed two fast taxi runs in front of the biggest crowd ever at Wings and Wheels.
Another bonus for the crowds at the end of the day is to get up close underneath the aircraft. When the barriers are lifted the surge of excited people is wonderful to see.
The preparations for Wings and Wheels 2015 are well underway and let’s hope it will be another huge success for everyone concerned. Please follow and keep up to date via the website www.xm655.com and via Facebook and Twitter for up to date information and special events involving XM655. Time for a cuppa after all this writing. Best wishes, bombbayjohn. Sorry, mumbaijohn .
______Engineering Report Eric Ranshaw
As is always the case, much of our time in the last few months has been aimed at painting and corrosion control. An aircraft built primarily from the magnesium alloys available fifty years ago is bound to suffer from atmospheric corrosion, and although we undoubtedly benefit from our position far from the sea, fighting what has become known as “tin-worm” is an endless task.
______655 MaPS Newsletter Autumn 2014 Page 9
The other major airframe task which has been started and is currently ongoing is the reconstruction of the port outer elevator (No 3 elevon). We have been aware for some time that the elevon was twisted. It has always had some distortion since being rebuilt by one of our previous commercial supporters many years ago, but we were concerned that it seemed to be getting worse. After our success with the replacement of the trailing edge of the No 5 unit last year, we decided to try to correct the fault, and Bryan Hull took it on as his project.
After removing the bottom skin and the trailing edge structure, the problem, and the amount of work required to correct it, became obvious. The auxiliary spar, which is the main stiffening member immediately forward of the trailing edge structure, had more repair patches than original metal, and with further corrosion also taking place it was providing little if any stiffness. The only solution was to replace the spar with a new item. The ribs of the trailing edge were also all found to be very badly corroded, and Bryan has made replacement ribs using the jigs he developed during the No 5 repair.
______655 MaPS Newsletter Autumn 2014 Page 10 Many other volunteers have assisted Bryan with drilling the thousands of rivets which had to be removed to dismantle the elevon, and the work has also been a useful tool in introducing some of our visiting cadets to aircraft engineering. As we go to press, we have had the replacement spar made in a commercial press-shop, and reassembly is about to begin.
Roger Parker has completed his major project to paint the entire bomb bay, and Bob Jackson has installed lighting so that we are able to give visitors a better appreciation of the aircraft’s offensive potential even with the bomb bay doors closed. The new paintwork was in danger of being spoiled by a persistent hydraulic leak from one of the jacks which operate the doors, and after sourcing the necessary spares we have been able to dismantle the unit and stop the leak. Next on the list is a smaller leak from another of the jacks.
Other ongoing work on the aircraft has included replacement of worn-out Dzus fasteners on the multitude of access panels, and where necessary remedial work to the panels themselves. Work on the intercom system has borne fruit, with all five crew positions now working correctly. Fault finding on the AAPP control system has continued, and we are now able to sustain load on the AAPP, but work continues on a voltage control discrepancy.
Leakage of rain water into the cockpit has been getting worse of late, and we have started to look at the possibility of returning the original pressurised canopy seal to a serviceable condition. Vulcans were known to leak even when new, but hopefully we will at least be able to improve the situation, even if we can’t eliminate the leaks completely.
______655 MaPS Newsletter Autumn 2014 Page 11 On the ground equipment, all the tyres on the smaller pieces have been changed, much painting has been done and the Coleman has benefitted from a new exhaust pipe.
______General Aviation – the future….. Charles Brimson
Although, as a direct result of the Government’s changes to planning regulations, it seems as if any airfield owner who wants to turn his airfield into a housing estate is being encouraged to do so, it is interesting that Grant Shapps, the Conservative Party Chairman and Minister without Portfolio, has been interviewed by Flight Training News on the subject of protecting General Aviation in this country. This is what he said:
"A flourishing aviation sector is vital to Britain winning the global race, and that includes general aviation as well as the large commercial operators ... We want to help generate jobs and prosperity so I hope everyone in the sector from pilots to mechanics to training organisations to airfield owners take part in this challenge and let us know how we can help you to succeed." Thus said Cabinet Minister Without Portfolio Grant Shapps when launching the General Aviation Red Tape Challenge, and it seems he's pursuing that aim. In an interview with Flight Training News Mr Shapps said that the government would soon evaluate whether a strategic network of airfields is now required in order to protect jobs, training and growth in the GA sector for the long term. A formal announcement will form part of the government's response to the General Aviation Challenge Panel Report. published in June, which highlighted the lack of a strategic overview of airfields, resulting in licensed aerodromes 'closing at an alarming rate [and] putting this entire job-creating sector under threat', and calling on government ministers to respond. "There is already a Department for Transport tendering process under way in order to establish the full scale of the contribution made by general aviation to our economy:' Mr Shapps said. "We will then carry out an evaluation of the need for a strategic network of general aviation airfields' in order to support more jobs and growth in the UK. This red tape-cutting government has offered a 'once-in-a-lifetime opportunity' to UK general aviation [and] has made it clear: we want to see regulations reduced and red-tape cut out. Now it's up to the UK's general aviation community to grab this opportunity, rather than just waiting for its direction to be set by others. If aviation doesn't take up this chance, then decline in the sector is the only other plausible ______655 MaPS Newsletter Autumn 2014 Page 12 outcome. "In terms of the potential for so called STEM subjects - Science, Technology, Engineering and Maths - general aviation offers it all. Not only can GA inspire the next generation, but it can also train them, and not just as pilots. So we need to protect the sector that we've got. and to set it free from the kind of red tape that means that we no longer innovate enough in aviation, at the same time as putting it beyond the wildest dreams of too many people to get involved. Britain once helped lead the way in aviation, and we can do so again."
I am happy to report that the officers of Wellesbourne Matters have already been in touch with Grant Shapps as a result of this interview and are seeking his support for the survival of the airfield as a beacon of excellence in General Aviation.
______Visitors to XM655 Charles Brimson
This summer we have had the usual eclectic mix of visitors getting acquainted with the Vulcan and its MaPS team….
We have had two different Scout groups – the 1st Whitnash Scout Group back in June and more recently the very appropriately named Vulcan Explorer Scout Group from Brackley. During the Vulcan Explorers visit they took the opportunity to invest a number of new members into the Scout Group – this included our aircraft captain Mike Pollitt who good naturedly recited the Scouts Promise and threw up a rather military Scouts salute at the appropriate moment!
We have also had a healthy number of former Vulcan aircrew visiting to renew their acquaintance with the aircraft, this has included Secretary of the RAF Historical Society Gp Cpt Kevan Dearman and two of his grandsons; navigators Sam Weller and Terry Wilson and their two families; Chris Reid – another former Vulcan navigator; and former Vulcan captain John Ince.
We have also had visits from the Vale of Evesham Round Table, the International Fellowship of Flying Rotarians (some of whom arrived by car), the Triumph Sports Six Club, the Briskoda Skoda Owners Club, the Triumph Owners Motorbike Club, another regular visit from the Spice Adventure Group and finally the Chipping Camden Mens Keep Fit Club (which prompted volunteer Len Hewitt to wear his shorts resulting in hilarity and disbelief in equal measure).
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In fact, we have devoted so many Saturdays to organised visits during the summer this year that carrying out the planned (and reactive) maintenance to the aircraft has at times proved difficult. But I am mindful that MaPS purpose is to provide both an engineering-based project as well as a semi-commercial venture in order that we can fund the former! Long may it continue….
If you, or any of your family/acquaintances, are a part of an organisation that would be interested in a full guided visit of our Vulcan (complete with systems demonstration and cockpit tour), then please get in touch with me or any other member of our volunteer team…. ______Vulcan Identification Craig Bulman
At Wellesbourne Wings and Wheels in June 2013, I displayed a number of images of XM655 during her service years, including the one below showing a touch down at what was believed to be RAAF Base Darwin. No aircraft serial number is visible in the photograph, so how do we know which Vulcan it is? This same question was asked by an ex-RAAF Mirage pilot who served during the late ’60s and early ’70s. He supplied me with the digital image and suggested that the location was Darwin.
______655 MaPS Newsletter Autumn 2014 Page 15 In the revised and updated 2nd edition of my book The Vulcan from a Different Angle (published by VTTST and available from the 655MaPS online shop), I explain in Chapter 10 ‘Identification’ how it is possible to identify an individual Vulcan B.Mk2 even though the serial number is not in view.
In this case, the following key features can be observed. Firstly, this is an Olympus 301 series aircraft; evident by the short exhaust pipes together with the very small anti-icing air exhaust fairings in the forward engine doors (pages 125-127 of the 2nd edition). This key feature (301 series) reduces the 'short list' to 50 % (44 aircraft). The next set of features to observe are the pairs of fairings under the aircraft's wings (twin Skybolt attachment points, pages 130-133), and the protrusion beneath the bulged ECM bay tail section - 'X' band jammer (pages 134-136). This now reduces our shortlist to the final ten production aircraft within the very last serial batch of Vulcan B.Mk2s (XM648-657).
The two tone camouflage was introduced onto the Vulcan’s upper surface in 1964. In Chapter 11 ‘Differing Colour Schemes’, I explain the permutations of paint schemes applied to the Vulcans during their service years. The particular scheme seen on the aircraft in this picture was introduced at RAF St Athan in 1967 and remained standard for a period of approximately five years until superseded by the introduction of 'Matt' camouflage in 1972. However, although each and every Vulcan had the same basic pattern of camouflage, the individual curves and widths are uniquely different. Therefore each Vulcan has its own 'fingerprint'.
With just ten aircraft on our shortlist it would be viable to compare similar images of those aircraft during that era to try and rule each of them either in or out. However, in this case there is one 'unique' piece of evidence, clearly visible in the photograph, which will allow us to identify the aircraft immediately.
The area to study is the demarcation line, which separates the two-toned upper surface camouflage from the light grey underside on the aircraft's nose section. During the painting of this particular Vulcan B.Mk2 at St Athan, the masking tape was initially positioned forward of the air intake and run along the fuselage until it reach the nose roundel. It was not then possible to continue with the same line because it was not going to match that on the radome, and the remaining section has been angled downwards in order to bring it into alignment. A review of this area in pictures of the possible candidate aircraft quickly shows us that this feature is unique to XM655.
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Numerous photos exist of XM655 showing the dip in the demarcation line, including this one taken on static display at RAF Wildenrath, Germany, on 6th July 1968.
Turning back to the unidentified aircraft, which we now know was XM655, we can try to determine an approximate date when the photo was taken. The circular cap/fairing on the nose (TFR mod) signifies a date after its return to service following the modification works carried out at Bitteswell at the end of February 1967. The solid edge to the camouflage then moves the date to June 1968 following its first major service at St Athan.
The small cluster of wing strengthening plates seen positioned directly above the main undercarriage door jacks indicates that it has not yet received Mod 2081 (original plates substituted for four larger strengthening plates), which for XM655 occurred between July 1973 - Jan 1974. Positioned under the bomb aiming fairing is the original style of rearward sloping UHF aerial, therefore prior to its major service in 1971. We can therefore be certain that the picture was taken between mid-1968 and mid-1971.
However, this now presents us with another problem. 655MaPS have carried out extensive research into the operational history of XM655, and it is clear that the aircraft never visited Australia, so the picture cannot have been taken at RAAF Darwin. The fact that the picture was supplied by an ex-RAAF pilot suggests it may have been taken in the Far East, and if so the likely location would be RAF Tengah which XM655 visited in February 1970 with 101 Sqn on Exercise Sunflower and again in June 1970 with 44 Sqn on Exercise Bersatu Padu.
For anyone who would like more detail, The Service History of XM655 is in the final stages of compilation, and will be published by MaPS in the near future. ______655 MaPS Newsletter Autumn 2014 Page 17
Notice of Annual General Meeting 2015
The next Annual General Meeting of MaPS will be held at 10.30 am on Saturday, 2nd May 2015. This notice may appear to be somewhat premature, but the publication date of our Spring Newsletter is such that we would be unable to give the specified notice as required by the Society’s rules.
As in previous years, the meeting will be held in the Wellington Room at On Track Aviation, Wellesbourne Airfield (near to the Control Tower and Touchdown Cafe). All members are welcome and tea/coffee and biscuits will be provided.
The agenda will be:
Chairman’s introduction and annual report Membership report Treasurer’s report and approval of annual accounts Appointment of auditor for the coming year Any other business
Any items that members wish to add to the agenda must be sent in writing to
The Secretary, 655 MaPS, Wellesbourne Airfield Loxley Lane, Warwick CV35 9EU to arrive no later than four weeks before the date of the AGM.
During the afternoon, XM655 will be open to visitors, and we will be carrying out demonstrations of as many aircraft systems as are possible on the pan. We hope that combining the AGM and an “open day” for visitors to the aircraft will encourage a few more members to attend the meeting.
AROUND THE WORLD IN 19 DAYS BY VULCAN Sqn Ldr T W ‘Bill’ Turnill
So what took you so long you may ask? Well it’s a longish story. As Flight Commander on No.50 Sqn early in 1971 and near the end of my tour, I reckoned that my crew deserved one final memorable Lone Ranger. Accordingly I nominated us for a trip to Hong Kong and, much to my surprise, all the authorities agreed. A fortnight before departure, Squadron Leader Ops called me rather maliciously to say my Ranger had been cancelled - as an afterthought, he casually said that HQSTC now wanted us instead to go to New Zealand for an air display at the Nelson Air Show on 27th February. Thinking how churlish to refuse, we promptly agreed and set about planning the route. Strike Command had unambitiously decided we should go out Westabout to return using the same American bases. We ______655 MaPS Newsletter Autumn 2014 Page 18 suggested the trip would have more training value and be cheaper if we continued Westabout, using RAF and Australian bases, and incidentally notching up a round- the-world trip. Again Strike agreed but with dire warnings on what would happen if we failed to return on time!
Across the ‘Pond’ to Goose Bay and Destinations West So Vulcan BMk2 XM 606 set off from Waddington on a typical dank Lincolnshire morning with the normal five-member crew plus two crew chiefs to keep the aircraft serviceable. Sensing this was going to be the ‘Jolly’ of the year, OC Line Squadron tried to replace one of the chiefs with himself. Wrong! I needed someone to keep the aircraft going, not a convivial passenger, so had firmly refused his machinations. Only an hour over the Atlantic as we contemplated opening the ration boxes, the starboard main undercarriage ‘unlocked’ red light came on. Few things gain one’s attention as a red light but the AEO could see no sign of anything untoward through his periscope. With no other indications, I decided to continue, hoping the light would go out; after another hour, it obliged and we made an uneventful descent into Goose Bay, where we stayed overnight. I asked the RAF Detachment to check the undercarriage microswitches, and next morning we took off for Offutt Air Force Base nearly 96º West (41º 08’N) close to Omaha, Nebraska. As our undercarriage locked up, there was the red light back again, glaring accusingly at me. Two quick circuits over the tower to ensure that the wheels were up and u/c doors flush, and we were onwards to Offutt for refuelling before flying on to McClellan AFB, Sacramento 60 nm NE of San Francisco. Again, I asked our Offutt RAF Detachment to check the retraction cycle, who this time fixed our problem. Much later than expected, we finally arrived at McClellan, where we were scheduled to have the next day off in San Francisco. That day was superb, with clear skies and perfect weather for touring the city. Thus we were in a much better frame of mind taking off next day for the long leg across the Pacific to Honolulu and Hickam AFB, almost 158º West (21º 20’N) and just to the east of Pearl Harbor.
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Keith Everest, our Radar Navigator, had been having problems with a scanner pressurisation leak, needing the radar to be switched off by the end of the sortie to prevent arcing of the high-voltage components. The result was that we could no longer rely on the radar for homing us in to the base after the Pacific legs. You must remember that these were the days of no SATNAV, no GPS and no Inertial Navigation equipment but just an unreliable Doppler, which tended to unlock over the sea, to update our Ground Position Indicator, assisted by good old Astronavigation from using the periscopic sextant. It says much for Ian Hamilton’s abilities as a navigator that we were never more than one or two miles off track at the end of a 5-hr leg across this vast ocean. Finding Hickam was no problem, where a planned day’s rest would set us up for the next long leg to Pago Pago, nearly 171º West in American Samoa. Rest and Honolulu proved mutually exclusive; with so much to see in the brief time available but we encircled the Island in a beat-up hire car, its temperature gauge hovering in the red every time the slope exceeded the slightest fraction above the horizontal.
More aircraft health checks Next day, we gave Hickam the customary Vulcan ‘Farewell’ with the Olympus 301s’ favourite impression of a screaming thunderstorm, as we set off across the Pacific’s wide blue expanse for Samoa. By this time, Keith had discovered that, if he left the radar switched off, the scanner air remained full, so could use the radar for the final 100 miles into Samoa. As we rolled to a stop in the dispersal, we noticed a large native Samoan policeman waiting to climb aboard; he ascended the ladder and asked me for the aircraft’s certificate of health, which should have been given us in Hickam. None of us had the wretched document and, by now, the policeman was looking distinctly unfriendly, and beginning to finger his pistol. I searched through my flying suit pockets and found a receipt for the crew rations that I had stuffed away. This had an official looking stamp on it and I handed it over with an air of confidence certainly not felt. The policeman examined the chit, which I noticed was upside down. He smiled broadly and welcomed all of us to Samoa. Huge sigh of relief, rapid unpacking and off to explore the delights of the first truly tropical island we had seen.
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The final leg to RNZAF Base Ohakea in New Zealand was uneventful, but the ‘Land of the Long White Cloud’ lived up to its name. We arrived in low cloud and drizzle, but distinctly chuffed that we had arrived on time at the other end of the world without once having to stream the brake parachute. A big welcome from the Kiwis followed, with interviews for television and a traditional Maori Hangi - a pig slow- cooked in a pit - as our entertainment that evening. Great hospitality was everywhere throughout our stay. Next morning, I was taken by RNZAF Devon to see the air show venue at Nelson (173º 17’, by now East, and 41º17’ South) at the northern end of South Island. In New Zealand so far south of the equator, there by contrast one needs a north-facing house! Next day, we took the Vulcan up for a practice display at Nelson followed by a round tour of South Island, giving informal displays to most of the larger towns as we performed our ‘sector recce’. The children at the local school in Palmerston North, the town next to Ohakea, were becoming used to the roar of the Vulcan as it returned from its trips, and we made a point of circling the school a couple of times before landing. Before we left, I was handed a bag full of letters from the children, expressing their appreciation for these unscheduled appearances.
Display with a Bang The day of the display dawned bright and clear, as we set off at low-level across the Cook Strait and down the fjords towards Nelson. Suddenly, there was a loud bang and smoke started to billow from some navigation box in the rear-crew compartment. At the same time, a rudder feel warning light came on. After a rapid assessment, we decided we could cope without our Nav equipment and, as the rudder feel was not affecting the Vulcan’s handling, on we went to arrive spot on time to begin the show at Nelson.
We gave them the full treatment, with lots of noisy climb-outs, and low passes with bomb doors open, and undercarriage down, although my ambition to do a delicate roller on this tiny runway was thwarted by my being too high and fast, probably just as well. At the end, we climbed away with a thundering roar and clouds of black smoke, making our way back to Ohakea, for our customary circuit round the school and a streamless landing.
On arrival, we were invited to attend an evening celebration in Nelson, flown there by Devon, before returning the next day for a trip to Rotorua. I had a sudden attack of amnesia about the snags we had experienced on our way to the display, considering that the whole crew deserved to enjoy the weekend that the New Zealanders had planned for us. So 606 was put to bed and we travelled back to Nelson, albeit at a more leisurely rate than our transit earlier that afternoon. Our evening in Nelson was certainly a great success. Next morning’s attempts to recover the dinner from the Vulcan captain by turning him through every known contortion ______655 MaPS Newsletter Autumn 2014 Page 21 available to any experienced aerobatic Tiger Moth pilot fortunately failed, although the local photographer was obviously expecting me to be less than cheerful on my return to terra firma.
Back at Ohakea, we re-embarked in the Devon for one of the many highlights of our trip, our tour of Rotorua, with its geysers and bubbling mud pools, the trout farms and the museum of Maori carvings. On Monday morning’s sudden return of memory, I reported the problems experienced on our way to the display. HQSTC was not best pleased but agreed to an extension to our return so that we could make the requisite repairs. These were successfully carried out by our Crew Chiefs, Chief Technicians Watt and Lennocks, ably assisted by Ron Morris, our AEO. We bade farewell to the staff at Ohakea, probably relieved that we had not repeated the disastrous arrival of a previous visiting Vulcan (B1 XH 498) at Wellington, landing at Ohakea with a badly damaged undercarriage leg.
New Zealand to Australia Richmond Air Force Base in Australia was our next port of call, allowing us to visit the sights of Sydney. The next day we crossed the bleak interior of Australia for a refuelling stop at Darwin (12º 28’S 130º 50’E), arriving in a tropical downpour, typical at times for Darwin. We achieved a quick turn round before setting forth for Changi in Singapore. Glad to stop for an extra day to explore the delights of that island, a new experience for most of the crew, but a welcome return for me from my Valiant detachment days with No.543 Squadron at Butterworth.
Singapore – Gan – Masirah - Akrotiri Our next leg was to Gan in the Maldives (3º 15’N 73º E) where we had enough time to swim in the crystal clear coral reef. Some of the crew played golf on the local course with one of the hazards being low-flying fruit bats, swooping past to distract players as they teed off. I will always regret the closing down of Gan which, for those who passed through, was the nearest to a tropical paradise that you could find, although I doubt if it was viewed so favourably by those staying there unaccompanied for a year.
From Gan, we continued westwards to Cyprus via Masirah Island off the coast of Oman. Our Masirah arrival was enlivened by the presence of goats and donkeys on the runway, which had to be persuaded to leave before we could land; we never did find out the methods used, but I suppose a Land Rover accompanied by bird-scaring thunderflashes would have woken them from their afternoon slumbers. With another fast turn round time, we hardly had time for a glass of ‘jungle juice’ before climbing back in for the penultimate leg to Cyprus. Five hours later, the runway at Akrotiri hove into ______655 MaPS Newsletter Autumn 2014 Page 22 sight, before 606 touched down on Sovereign British soil, amid the familiar surroundings of an RAF base. It is here that I should pay tribute to my Co-Pilot, Derek Houlson. Co-Pilots tended to be at the bottom of the pecking order and had a number of unenviable tasks – ensuring the in-flight rations were of a superb quality and quantity; relieving me of the awesome task of staying awake each hour on the long legs, by taking over control of the autopilot (We pilots do work hard!); and, most important of all, handling the imprest (the money used to fund our trip for hotel accommodation, meals etc). The Vulcan cockpit is very narrow, and it is essential that we pilots get on well together; Derek was an excellent Co. in all respects, and I count myself lucky to have had him and the rest of my crew during this tour of duty.
The next day was spent touring round the Troodos mountains in a hire car, before we bought as much citrus fruit as we could store in the bomb bay pannier. No tour of the island would be complete without a visit to Paphos and an obligatory mezze at the sea front café. The local tame pelican was wise to the tastes of the average tourist and polished off a considerable portion of the rather indifferent meal. We suspected the café owner paid out very little of his profits on feeding his ‘pet’ attraction!
Return to Waddington Our final leg back to the UK was on the 9th March, our 14th wedding anniversary, and it proved as routine as one would have wanted. However, this time the crew chief asked us to stream the brake parachute so that it would not have to be removed by the ground crew after we landed at 53º 10’N 00º 32’W. This was the first occasion out of 15 landings round the world that we had used the brake parachute, a tribute to the superb aerodynamic braking qualities of the giant Delta, and a record, I suspect, the Victor would not be able to have equalled.
So ended a memorable trip for our whole crew, a happy finale for our time together at RAF Waddington on No.50 Sqn. After the initial glitches and the later near ‘heartstopper’ in New Zealand, XM 606 performed flawlessly, a tribute to the design of this fine aircraft and the hard work by the Crew Chiefs to keep her serviceable. Two months later, my crew - Fg Off Derek Houlson (Co Pilot), Flt Lt Ian Hamilton (Nav Plotter), Flt Lt Keith Everest (Nav Radar) and Fg Off Ron Morris (AEO) - went our separate ways at the conclusion of our squadron tour; however, the trip to New Zealand, the air display at Nelson and the recovery back to the UK to complete this journey round the world will always remain the highlight of my RAF flying career. ______Picture Credits
All photographs in this newsletter except as listed below are © Avril Magill. The front cover and page 8 are © Shaun Thomas, page 7 are © John Wood and pages 19, 20, 21 22 and 23 are © Bill Turnill.
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