AirPilot APRIL 2017 ISSUE 20 Diary APRIL 2017 4th Senior Flight Instructors' Forum RAFC Cranwell 6th Benevolent Fund Committee Cobham House AI R PILOT 13th General Purposes & Finance Committee Cobham House 20th New Members' Briefing Cobham House THE HONOURABLE 26th Lunch Club RAF Club COMPANY OF 26th Cobham Lecture 4 Hamilton Place AIR PILOTS incorporating MAY 2017 Air Navigators 17th Inter-Livery Clay Shooting Competition Northwood 18th General Purposes & Finance Committee Cobham House 18th Court Cutlers' Hall PATRON : His Royal Highness 23rd ACEC Cobham House The Prince Philip 25th Livery Dinner Drapers' Hall Duke of Edinburgh KG KT JUNE 2017 GRAND MASTER : 15th General Purposes & Finance Committee Cobham House His Royal Highness 27th Trophy & Awards Committee Cobham House The Prince Andrew 28th AST/APT meeting Cobham House Duke of York KG GCVO

MASTER : Captain C J Spurrier

CLERK : Paul J Tacon BA FCIS

Incorporated by Royal Charter. VISITS PROGRAMME A Livery Company of the City of London. Please see the flyers accompanying this issue of Air Pilot or contact Liveryman David Curgenven at [email protected]. PUBLISHED BY : These flyers can also be downloaded from the Company's website. The Honourable Company of Air Pilots, Please check on the Company website for visits that are to be confirmed. Cobham House, 9 Warwick Court, Gray’s Inn, London WC1R 5DJ.

EDITOR : Paul Smiddy BA (Econ), FCA GOLF CLUB EVENTS EMAIL: [email protected] Please check on Company website for latest information FUNCTION PHOTOGRAPHY : Gerald Sharp Photography View images and order prints on-line. TELEPHONE: 020 8599 5070 EMAIL: [email protected] WEBSITE: www.sharpphoto.co.uk

PRINTED BY: Printed Solutions Ltd 01494 478870 Except where specifically stated, none of the material in this issue is to be taken as expressing the opinion of the Court of the Company. Cover photo: Two BAC 167 Strikemaster Mk88’s owned by Freeman Brett EDITORIAL CONTRIBUTIONS : Nicholls over the Hauraki Gulf near Auckland, New Zealand. The photo was taken The copy deadline for the June 2017 edition of by Gavin Conroy from a North American Harvard in the lead up to the New Air Pilot is 1 May 2017 and should be sent to: Zealand Warbirds Open Day at Ardmore Airfield, Auckland in June 2016. The Editor, Air Pilot, Cobham House, 9 Warwick Court, Gray’s Inn, London WC1R 5DJ. The pilots of the aircraft were Brett and Dave Brown (NZ Warbirds CFI), in TELEPHONE : 020 7404 4032 NZ6370 and Mark Helliwell in NZ6362. Note, both Mark and Dave joined the FAX NO: 020 7404 4035 RNZAF on the same day, both flew BAC Strikemasters and A4 Skyhawks in the EMAIL : [email protected] RNZAF, and both are now airline captains (Dave is an A340 captain and Mark on WEBSITE : www.airpilots.org the B777). Dave was also an instructor and display pilot on the BAC Strikemaster during his service in the RNZAF. A message from your Editor... The AAIB's final report on the Shoreham disaster was published on March 10th, and I asked our DAA for some analysis - he has provided some very cogent comments. In my (amateur) opinion, few organisations or individuals emerge from the report without some taint. However most of the holes in the cheese have already been sealed.

Users of Britain's airports will have realised that for some time they have not been operated for the benefit of passengers. Frequently owned by overseas and highly leveraged companies, their pursuit of profit at the expense of passenger comfort is very evident. Freed from Britain's licensing laws, bars are typically open for all the period the terminal is open. Recently cabin crew have (justifiably) been complaining that they are left to cope with the inevitable consequences of over-indulgence - lager breakfasts seem to be quite commonplace. And which sentient human being in the management of Manchester Airport, for example, thought it was a good idea to sanction beer being sold in two pint glasses?! Like our new Master, I too am innately against creeping regulation, but airport managements need to demonstrate a little more consideration for the wellbeing of all passengers.

On which note, I wish Chris, our new Master, a very successful year - if perhaps less eventful than the one which preceded it!

Paul Smiddy - Editor

Contents

News Round Up ...... 4

Gazette ...... 6

Profile of the new Master ...... 7

The Master’s Message ...... 10

Profile of the new Warden ...... 11

The Company’s Annual General Meeting ...... 12

Thoughts on the Shoreham report ...... 14

From the desk of the DAA ...... 16

Company visit to Retrotec ...... 17

Company visit to ORBIS at Stansted ...... 19

Walsh Memorial Scout Flying School ...... 22

A short visit to the front line ...... 24

Sheila Scott 50 years on ...... 25

Flying the de Havilland Caribou ...... 27

Luncheon Club ...... 28

3 News Round Up RAF BOOK In conection with the centenary of the on 1 April, 2018, the RAF Museum has announced the launch of the RAF Centenary Anthology, a handmade limited edition of 1,500 books, of which 250 are signed copies. A donation from all sales will be made to the RAF100 Appeal supporting the RAF Association, Charitable Trust, Benevolent Fund, Museum and the Royal Air Force. The RAF Commemorative Anthology cover depicting the roundel and a pattern will consist of at least 650 pages of of rivets reminiscent of a wing section. documents, orders, operational reports, Each copy will come in a die cut slip- maps, air diagrams, diaries, letters and case revealing the roundel. This edition is ephemera, recording RAF life over its limited to 1,250 copies. first 100 years. It will measure 39 x 27 The Signed Exemplary Edition will be cm, in order that original documentation limited to just 250 copies published in 5 can be reproduced at full size. different versions, each representing an From General Smut’s memorandum on iconic aircraft and signed by three pilots or crew from that aircraft: the Spitfire, the the need for an air force to the latest air actions, the book presents both a history Lancaster, theVulcan, the Harrier and the In February at the of the Service and a series of fascinating Tornado. In addition they will contain Memorial Church in Yeovilton the 75th glimpses into RAF life, operations and extra material about each specific aircraft. anniversary of the Channel Dash was policy. Among the many extraordinary Each of the Signed Exemplary Editions commemorated. The episode giving rise documents included in the book are the will be hand-bound in full leather using leaflet dropped over German lines telling to the need for this action was one of the RAF colours, with the roundel of the them of Von Richthofen’s death, the cover inlaid in leather, and presented in a worst examples of inter-service lack of tragic last written note from Arthur specially made solander box. co-operation in WW2. Had Whitehall Aaron VC and the secret clandestine This Anthology is now offered at a and the three services been operating letters from an imprisoned Douglas special subscriber discount to members together more effectively the need for Bader. of the RAF and the RAF charities. the extreme bravery of members of 825 A team based at the RAF Museum has Members can secure a copy by been working over the last year, NAS would have been much reduced. completing the subscriber form and identifying and assessing material and sending a deposit. Once sufficient In February this year there was a flypast photographs from the RAF Museum subscriptions have been received the of four Wildcat helicopters from 825 archives and the Air Historical Branch in book will go into production with Naval Air Squadron. The Channel Dash order to create the ultimate documentary delivery planned for early 2018 in time history of the Service. There will be a is remembered by the Navy as one of the for the anniversary. All subscribers will specially written introduction to each have their names listed in the book. most daring and courageous actions in chapter and extensive footnotes The entire edition set is limited to just the history of , when 18 throughout to guide the reader. 1500 copies worldwide and books will aviators of 825 NAS, under the All the documents and images will be be allocated on a strictly first come first command of Lieutenant Commander scanned at ultra-high resolution to ensure served basis. Members who wish to Eugene Esmonde, and flying six the best possible reproduction and the purchase a copy are urged to do so as book will be printed on a specially made, obsolescent Swordfish, attacked the soon as possible as any unsubscribed acid free, archival quality paper. The copies will be made available to the might of the German Battle Fleet in the Centenary Edition will be hand bound public from June 2017 at full price at . There were only five on brass posts in quarter leather over which point this subscriber offer will survivors. reinforced boards, with a book cloth close.

4 Subscribers will be kept in touch with Building on in its longstanding R&D co- Wayne airport in Orange County, the project through RAF100 partner operation with the city's university, California, received much publicity. A publications and the RAF Museum and Boeing plans to open its first Sun columnist was reported as Extraordinary Editions websites. In early manufacturing plant in Britain in concluding "Isn't it time Harrison Ford 2018 the publishers will write to each Sheffield. This will make complex parts has his wings clipped? Ford is rich subscriber requesting their final payment, for actuators for flap assemblies on 737 enough to buy a hangar full of incredible checking delivery details and confirming and 777 models. The initial investment in life-sized toys to play with, and he delivery costs. The Centenary Edition is the plant is only £20m, but from little obviously enjoys taking them all out for available to subscribers at £750, the acorns.... a spin. But in an age when commercial recommended retail price being £950. pilots are forced to retire at 65, perhaps Ford needs to start taking the passenger SINGLE-ENGINE CAT IN IMC seat when he takes to the skies in future." HISTORIC AIRCRAFT ASSOCIATION The European Union has very recently We older pilots possibly need a new LAUNCHED STRATEGIC REVIEW accepted of Commercial Air Transport standard bearer! ‘The HAA has an honourable history, but (CAT) operations using Single-Engine it has regrettably become seen as a Turbine aeroplanes at night or in somewhat moribund and less effective Instrument Meteorological Conditions. THE POULTERS' PANCAKE RACE organisation than desired, lacking the Europe is now aligned with the (courtesy of an anonymous widespread influence or recognition International Civil Aviation Company particpant....) within the historic aircraft community.’ Organization’s (ICAO) standards for At their December 2016 regular council CAT operations. GAMA President and meeting, the Historic Aircraft Association CEO Pete Bunce said “The EU’s (HAA), which has a strong overlap with acceptance of CAT operations has been a Company members, decided to launch a long-awaited moment for general comprehensive review, having reached aviation. We are very pleased to see the conclusion that changes were needed Europe joining other regions in to make the body truly representative permitting this important form of again. This review will cover the HAA’s transport.” aims and objectives, membership composition (and how to get more LAA DEVELOPMENTS On ShroveTuesday, 28th February, a team warbird owners to join) and management The Light Aircraft Association has of four intrepid adventurers represented structure. This is in recognition that an recently added jet and electric propulsion the Honourable Company in the annual overhaul could give the association a new to those which it will consider for the pancake race in GuildhallYard, under the focus, after becoming somewhat fleet under its supervision. Chief stern direction of the trainer, the Learned peripheral since the CAA took over Engineer Francis Donaldson has visited a Clerk. Your team was made up of the responsibility for air show safety and pilot Dutch company, AMT Netherlands, in Master (in the Masters’ race), Assistant display approvals. the company of member and aerobatic Commodore Chris Palmer (for the The HAA has appointed eminent pilot Richard Goodwin. AMT Assistants’ race), Paula Spurrier (in the aviators from the historic aircraft world manufactures small gas turbines, and Ladies’ race) and the Master Elect to form a Strategic Review Task Force. Richard wishes to fit two to his Pitts S2S. running as the Novelty. One couldn’t Many of them are indeed Company These will give the diminutive a possibly comment. Regrettably all members, they are: display pilots Air thrust:weight ratio of better than 1:1, entrants were outpaced by others, who Marshal Cliff Spink, Phil O’Dell, and enabling some rather impressive climb seemed to have been in training for the Roger ‘Dodge’ Bailey; aircraft inspector performance! The 17kg engine produces Olympics. Nevertheless the day was a lot and test pilot Phill Hall; and owner and more than 1,500 Newtons of thrust - but of fun and enjoyed by everyone. As ever, pilot from the Gnat display team, Edwin at some cost - they are more expensive the entrants for the Novelty race were Brenninkmeyer. than the Lycoming AEIO-360 fitted to imaginative. The theme was set by the The task force should have set out its the Pitts! Lord Mayor’s charities for the year, which recommendations at the HAA AGM in all have musical connections. The March. winner of the most original costume OLDER PILOTS went to a lady wearing an organ (no The Editor does not normally read the laughter in the cheap seats please), AIRCRAFT MANUFACTURING Sun, but came across the following story although it was a close run thing. Your IN THE UK in another journal, (and as our reporter was very impressed by a As worries mount as to whether Brexit membership includes a number of "older contestant dressed in a cow suit and will harm the UK operations of Airbus, pilots" it is highly relevent to our cause!). calling himself the Sound of Moosic. so another (small) door opens. Harrison Ford's recent incident at John Fortunately he stopped there. Your

5 Master Elect AIRFIELDS UNDER THREAT TOUR thought he had In this column I have frequently noted Flying Club, and would achieve two constructed the the number of GA airfields in the UK objectives - putting some destinations worst pun in the which are at risk of closure, into one's logbook that will soon race by wearing predominantly to be turned into housing disappear into the ether, and secondly an inflatable estates. A new field in the developers' possibly enabling us to draw attention to killer whale, sights is Peterborough Sibson. the plight of GA airfields in Britain. An with piano keys Your editor thought it might be an idea informal tour when summer arrives, that taped to the to mark the current dire situation with a members could join as they wish, lasting sides and calling tour of many of these airfields, overflying perhaps three days midweek, and himself the those such as Hullavington and necessitating an overnight stay or two in Piano Tuna. Panshanger which are already closed, and a pub, is what I envisage. Thoughts and The races were followed by a very landing at some others. This would be expressions of interest to the editorial enjoyable buffet lunch, after resuming done under the mantle of the Air Pilots email address. normal dress standards. Prospective entrants for next year’s race are urged to start training over the summer! Past Master Chris Ford recently presented a MAP certificate to Flt Lt Mark Raymond of 47 Sqn at a recent awards ceremony at RAF Brize Norton.

GAZETTE APPROVED BYTHE COURT 16 MARCH 2017

ADMISSIONS REINSTATEMENTS RESIGNATIONS As Upper Freeman As Upper Freeman Nakita ANDERSON (AUS) Ian Grant ALLAN (AUS) Michael John MYLAN (HK) Michael Craig ATKINS (NA) James CARRIE Christopher Graham BODDY ACKNOWLEDGED BY THE COURT Steven FARNWORTH Nigel Henry Thomas COTTRELL 16 MARCH 2017 Peter Stanley JOHN William FRY (AUS) Jon Edward OMEY (HK) REGRADE Peter GRIFFITHS Ian Thomas PEARSON To Livery Andrew Michael Timothy ROSE Alexander HARMAN Wing Commander Steven James DEAN Stephen WOOD Christine Susan MILNER Andrew Ian HARRIS

As Freeman Patrick HILL (AUS) DECEASED Susan Margaret HAWKINS (OS) Alex McNEILLIE Lisa A SASSE (NA) Robin BENNETT Peter William WALKER Mary CUNNINGHAM John PLASTOW Peter HARRIS Timothy PRICE As Associate Maurice HICKMOTT Andrew KURIBAYASHI-COLEMAN Keith MYERS Dennis WRIGHT

6 Profile of the new Master, Captain Chris Spurrier By the Editor

Chris was brought up on the borders of That master was married to Melita Herc. Chris was flying one of these trips North West Kent and Greater London. Norwood who, it was subsequently with the CO, a very pleasant Wing These were the years immediately discovered, was a Russian spy. The Commander. They had a good view of following WW2 and there was still a Headmaster thought that scientists Hankley Common with the barrage battery of anti-aircraft guns on the should be given a broader education to balloon tethered nicely on the ground. nearby heathland. Biggin Hill was prevent them becoming savages. His Unfortunately they misjudged the within cycling distance and formations of view was that Chris would only meet aiming point and the last man out landed aircraft destined for Royal fly-pasts culture in petri dishes so made him take on top of the balloon, from whence he would often fly overhead. He joined the GCEs in English Literature and History, slid gracefully to the ground. An early school ATC squadron as soon as age whilst doing four A levels at the same lesson in the importance of accuracy. allowed. Being a natural techy, Chris was time. Chris notes that he did not notice Actually they did something similar a few put in charge of the film projector, the Head forcing historians and linguists months later, when a Land Rover was mainly to show The Dam Busters and to study maths and physics! scheduled for a drop zone in Wales. The idea was that, at the critical moment, Reach for the Sky each year. He blames Back to the RAF. Initial training at Chris would operate a switch and a this over-exposure for his subsequent South Cerney (whence he graduated as parachute would deploy, dragging the career! Chris was fortunate to have the head of his course) led to the Jet Provost Land Rover out. Except the parachute usual (for that era) gliding course; he was at Leeming, where Chris gained the didn’t deploy. The CO decided to lend a less fortunate to bend the SlingsbyT31 inky-fingered swot prize, and then on to hand and jabbed the switch three times. cadet on the third of his trio of solo the Varsity at Oakington. It was a good The ‘chute did deploy but by then they flights. He assures your Editor that there time to be in the multi-engine world as were way past the DZ. As far as Chris were heavily mitigating circumstances! the Hercules was just coming into knows there may still be a Land Rover in It was a bit of an academic school so service. (The Herc world seems to be a forest somewhere on a Welsh when Chris told the Headmaster that he producing a run of Masters at the mountainside. wanted to join the RAF, the response was moment). Chris was on No 7 course at Chris soon discovered, however, that life a sharp intake of breath. Chris was Thorney Island, and was posted to 47 at Fairford was not all about dropping persuaded to get a degree first, which led Sqn at Fairford. This had just re-opened Landrovers onto an unsuspecting public. him to London's Imperial College to as a RAF airfield, having been a USAF There was also the more mundane task of study Aeronautical Engineering, station, but lacked an Officers Mess, resupplying the British Garrison in graduating in 1965. In retrospect Chris necessitating daily journeys to and from by air. ‘Their Airships' had says the school served him very well, South Cerney. This period brought very decided in their infinite wisdom to especially in the sixth form. Health and happy memories: the flying was ideal for capitalise on the C130's flexibility and to Safety had yet to be invented in those a first-tour truckie, with a mix of low- use this tactical transport aircraft in the happy days. The senior maths master was level tactical trips and long range route long-range cargo carrying role. Thus the an RAF reservist and introduced aircraft flying. Dropping paratroops and supplies navigation into his lessons whenever (usually fairly close to the right place) possible. Chris' physics teacher let him was the main UK role. Chris’s first ever ATC summer camp play with all sorts of exciting bits, some para drop was on Hankley Common, at RAF Waterbeach 1960 of them radioactive (perhaps our new now a golf course but at that time the Master glows in the dark?!). The main para training site. The chaps used to chemistry chap pretty much let him get do their first three jumps from a basket on with anything he felt like studying, slung under a barrage balloon and then which frequently involved explosives. they progressed to live jumps from a

The Kirby Cadet before ATC gliding at Hawkinge young Spurrier demolished it

7 47 Sqn John Lord Trophy crew With Paula at South Cerney Mess Ball c 1969 infamous 'Changi Slip' was born, he ended his tour with a lovely wife - stopping only at Bahrain on its two 12 Paula. They were married in Cirencester hour sectors to the Far East. This task shortly after he had left 47 Sqn for a alternated between the two C130 command course, back at Thorney operating stations – Fairford and Island. Command led to a posting to 36 Lyneham - and soon a healthy rivalry Sqn at Lyneham. Married quarters at BOAC days broke out between them over which one Lyneham were scarce so they lived at could make best use of the available Colerne, just down the road, near Bath, techy stuff and, best of all, assisting in the carrying capacity; a competition won until they bought their first house in specifying, accepting and delivering the hands down by Fairford as a result of Malmesbury. The Air Force, though, was new 737-400 aeroplanes. Chris spent close cooperation (both in and out of the consolidating and contracting. BOAC, some time with Boeing in Seattle, which Mess bar) between the squadron's crews on the other hand, was recruiting so he found a fascinating experience. Paula and the Base Movements team. Chris left the RAF after eight very happy and their sons were occasionally able to Characteristically, Chris entered fully years and joined the civil world. join him and they had great fun exploring and, in the winter, skiing. into the spirit of this, despite a tricky There was a small matter of gaining a moment early on when, making his way licence first but Chris (together with All good things come to an end and to the aircraft, bouncy, Tiggerish, some of his friends) was fortunate to Chris was eventually given a command exercise-averse Chris tossed his car keys discover what was then the Sir John Cass on the DC10 at Gatwick. Not the best to the tall, rugby-playing and rather hard- College. They fixed up a four-week time of their lives, since it was during this pressed Duty Movements Officer with a course to get through the ground exams. period that their elder son was diagnosed cheery ' You must be Mac, do lock the So Chris joined BOAC as a very junior with melanoma cancer. It took ten awful squadron up for me and leave the keys in VC10 pilot. In those days he was at the weeks from diagnosis to his death, just the Guard Room'. That they became and bottom of a very bad bidline scheduling one month before his 21st birthday. remain firm friends nearly 50 years later system, which meant that for the first Beware of the sun - it can kill. The must at the very least prove the old adage years he only did standby, usually with DC10 took Chris to his 55th birthday, that opposites attract. one recency trip each month. Not a when BA decreed he was too old to fly, The social life at South Cerney was full- good beginning. Things got even worse but he did spend another five happy years on and mildly hedonistic, revolving when the VC10 was taken out of service back on the 737 with GB Airways. It was around Mess Balls, cocktail parties, fast due partly to the fuel crisis of the late there that Chris was asked to run courses cars, cosy Cotswold pubs and lovely 1970s and partly to the arrival of the for pilots on the use of cabin address, a ladies in floaty dresses. Chris's more economical 747. This led to time subject which Chris had always thought organisational talents in this regard were on the ground for many junior pilots. important. soon recognised when he was Chris spent some time as a supply In 2004 Chris finally hung up the helmet unanimously (though in absentia) elected teacher, offering maths and science, and and goggles to face the rigours and as Mess Entertainments Officer tasked then a couple of years programming challenges of retirement. He was swiftly with making South Cerney Mess the hot computers for BA. Eventually grabbed to run a project for resurfacing ticket for all the young ladies of the everything turned out well and Chris the Village Hall car park and installing a county. After a few teething troubles, was given a 737 course. Good times new drainage system. He had already during which some very eligible were back. been a member of the then Guild's old candidates confirmed their willingness to Chris spent several happy years on the Technical and Air Safety Committee but, attend but drew the line at paying for the 737, latterly as what was called a Flight after a few years out of flying, Chris felt privilege (nice try Chris but a step too far Technical Officer. That meant sitting in his views were becoming out of date so in those less enlightened times), his an office, partly writing the BA version he resigned from that and John efforts came to a personal triumph when of the 737 flying manual, partly doing Robinson grabbed him for the

8 Benevolent Fund, first as Secretary and, when John stood down, as Chairman. Footnote: Outside the Honourable Company Paula The Company of Spurriers obtained their ordinances in 1345. In 1501 they and Chris both play golf and both enjoy are recorded as the 76th Livery company. They were one of the companies fly fishing. They usually spend a week or which lined Cheapside at the coronation of Henry VIII. They subsequently so in Scotland, partly on Deeside and merged with the Loriners and then, in 1571, with the Blacksmiths. Among partly on the Spey. There are golf courses their original ordinances it was stipulated that “No-one of the trade shall work in both these places and the rivers longer than daybreak to curfew rung out of St Pulcher’s Newgate, by reason of contain salmon, although it would appear the deceptions practised, as the use of false or cracked iron and the laying of our new Master has not depleted fish gilding on false copper and further, because certain would wander about all stocks by a material amount. On those day, and go to their work drunk and blow up their forges to the peril and days when the salmon refuse to co- discomfort of all.” It seems Chris’s ancestors were cads and drunkards. operate there are also many distilleries, so We have third party verification of Chris' attributes from a fomer BA colleague the paucity of fish can soon be forgotten. who (strangely) wishes to remain anonymous! Chris does a few days shooting in the season and he still get a kick out of taking I first met Chris after he qualified on the 737 in British Airways, and I subsequently things to bits and sometimes mending flew with him several times. I always enjoyed our flying together even if some of those them. Their younger son, Edward, is an times were more memorable than others....night stops in for example...but that’s RAF surgeon who served in both Iraq another story. Not being a “techie” myself I found his depth of knowledge to be and Afghanistan. Married to Olivia, impressive.....the only worrying thing was that when the odd thing ceased to work another surgeon, he has a PPL and is a properly Chris had to be discouraged from taking the thing apart and trying to mend it Liveryman of the Company. whilst still in the air. It was inevitable that he would move up the technical ranks...he became Flight Technical Officer of the 737 fleet....a management position that was respected and not derided by the lads. Always approachable he gave a cheerful helping hand to anyone who needed it. Even now, if I have a problem, be it mechanical, IT or even a baffling card trick, a quick call or e-mail to Chris will always get an enlightening and simple answer. Our friendship grew from the many interests we had in common, in and outside of BA, and is one of the aspects of life that I cherish today. In this present world of unpredictability, of one thing I am certain..... the future of The Honourable Company will be in very safe hands.

Last flight for GB

Togged up for a recent Chinook flight at Odiham

In GB Airways days

9 and control cabins. If we can use our The Master ’s Message influence to incorporate a power limit into the current legislation we shall have Captain Chris Spurrier achieved a worthwhile outcome. Every new Master is faced with this, their consolidate. The Strategic Working Group under Warden Malcolm White will present its first challenge even before taking office - That doesn’t mean I don’t intend to do findings. I cannot guess the outcome of write the Master’s message. I suspect anything. For many years I have their deliberations but I am sure there every new Master has felt as I do now, despaired at the way in which will be new ideas which will need sitting in front of a blank screen, mathematics and sciences were being implementation and which will further wondering what on earth have they let taught in our schools. At last there has enhance our influence and relevance. themselves in for and, more importantly, been some recognition that this must what are they going to achieve for the change if we are to produce the pilots, Finally, and this is much more difficult, I Honourable Company in the next twelve engineers and scientists that our country abhor unnecessary rules, controls, months. Before I move on to that, needs. My wish is to reach out into legislation or requirements. That seems though, let me add my voice to those that schools by whatever means and to like a highly tautological sentence but have already praised the work of my encourage those who are already doing the words are carefully chosen. I guess it predecessor, IPM Peter Benn and his just that. Assistant Professor Marion reveals that I’m an anarchist at heart. partner Christina. Theirs has not been an Wooldridge is already working on a Aviation authorities, governments and easy year but Peter has conducted STEM initiative and I hope to encourage employers are very good at gold plating himself, and the business of the more and broader work in that direction sensible suggestions and thus introducing Honourable Company, admirably in the from other members. The Air Cadet unnecessary restrictions to combat non- face of problems that would have organisation has suffered greatly under existent threats. Employers, constantly daunted lesser men. Much of what he recent budget cuts and from problems wary of vexatious litigation, insist on has done and achieved has been in the with their aircraft. The University Air covering their corporate backs with background and will not be realised by Squadrons are more accustomed to requirements that do nothing to promote many of our members. Much more is looking at pictures of aeroplanes than safety but would look good should there still work in progress and will, we hope, actually flying them. Anything we can be an incident. I’m not going to give come to fruition in the next year. We do to assist these organisations will be at examples. I’m sure you have all met owe him a debt of gratitude and I offer the forefront of my efforts. The IPM has plenty of your own. Previous Masters him and Christina my sincere thanks. already started work on this and he will have made similar efforts on the subject. Much has changed in the last few years. receive my active support and assistance If we can debunk a few of these The Royal Charter and name change as it moves forward. Of course, we are impositions during the coming year, that were, at times, difficult and controversial, already directly involved helping people would give me immense satisfaction. although eventually reaching a successful into the air. Our charities will be Those, then, are my ambitions and work conclusion. The working committees continuing their work both in assisting schedule for the year. But probably the have restructured and are moving those who need help and in allocating best reason for belonging to a Livery forward, using remote working via email funding for our scholarships. The awards Company is to have fun and enjoy the and video links. We have seen changes in team will be sifting and interviewing company of like-minded people. So my the office staff. The new Audit applicants. All these tasks take time – next ambition is for you, the members, to Committee presented its report to the lots of time - and the application of enjoy the year. Our visits team under the GP&F and thence to the Court. Our willing and very able volunteers. guidance of Liveryman David continued stay at our home, 9 Warwick Fortunately, as Master I only have to keep Curgenven has a full and varied Court, has come under threat and, as I a watching brief over these activities programme planned. My wife, Paula, is write, that matter has still to be because they are in the hands of very planning some events for partners. We completely resolved. And, finally, the capable people. would be very pleased to see you at any Strategic Review of five years ago is in I am greatly concerned with the of them. For Liverymen there is the the process of being updated. All of these potential problems of small drones. In Livery Dinner and for everyone, the have created extra work for the office irresponsible hands these have the Trophies and Awards Banquet. Past staff, already working hard just to keep potential to pose a serious threat to Master Chris Ford is organising another up with the usual administrative burden aircraft and this will inevitably require informal supper, this time at Tallow of a busy Livery Company whilst some form of legislation, if only to Chandlers Hall and, of course, there will organising the two annual showcase require them to be registered. Likewise, be our usual garden party in August and events, the Livery Dinner and the laser pointers. It’s good to see that our Carol Service and supper in Trophies and Awards Banquet. In all of legislation is now under consideration to December. There are many of you I’ve this the Learned Clerk and his staff have criminalise those who point lasers at not met. If you’ve not attended any of been exemplars of efficiency and I know ships, aircraft and trains. Nevertheless these events before, make this the year I can rely on them in the coming year. It there is no current proposal to limit the you do. Please do come, do introduce is, though, time to take our collective power of these devices and it will remain yourselves and do enjoy the year. Paula foot off the accelerator for a while, to difficult to catch those who think it and I are looking forward to it. We hope finish what we’ve started and to amusing to shine them into flight decks you are, too.

10 Profile of the new Warden, Nick Goodwyn By the Editor

Nick Goodwyn has enjoyed a 34 year based at RAF Marham, where his first aviation career as a military fast jet and boss was Assistant ACM Sir Steven civilian pilot, instructor, examiner, and Dalton. latterly as a qualified Aircrew/Executive/ Nick says his first instructional tour in & Business Performance coach and many ways set the tone for his career and trainer. shaped his approach to flying such that His interest in aviation was ignited by a whilst he loved flying the Tornado as a BA pilot, a regular visitor to his father’s crew, he realised that his flying skills and Surrey pub, who took Nick to Gatwick passion were better utilised in teaching and plonked him in the left hand seat of and developing others rather than as a a Boeing 707. A trial flight on his 12th pure warfighter. birthday in a Cessna 172 at Shoreham After a brief spell as CFI with was a huge success. Northumbrian UAS on the Bulldog, He had the great fortune to spend much Nick was back to 1 FTS at RAF Linton Flying the Tornado of his time at what is now IWM on Ouse, first as Sqn ExO and then for 3 Duxford, as a member of the Duxford years as OC CFS Tucano Standards Aviation Society. An angry letter to his Flight. This was the start of a long and father from his headmaster ‘asking for a hugely varied career with CFS spanning photo of your son as we have forgotten 15 years, wearing the staff badge with what he looks like’ bears witness to how pride. much time. There as a hangar rat he was A car accident as a passenger and serious entranced by the world of restoring and back injury led to 2 months operating vintage aircraft, and helped in rehabilitation in Headley Court and a the latter stages of the restoration of the temporary loss of his ‘bang seat’ medical Solo formation sortie in the JP Bristol Blenheim working under category so in 2002, he was posted to the students through the Aircrew Liveryman John Romain and the (then) CFS Tutor Squadron at RAF Cranwell, Performance Coaching Programme, British Aerial Museum Team. responsible for the training of new QFIs Human Performance for Instructors John Romain and John Larcombe and then to CFS Examining Wing. As Course and through the delivery and became influential role models; he also OC Elementary Examiners he flew the evolution of the RAF Airmanship was lucky enough to fly a number of Chipmunk, Beaver, Harvard and 2-seat Model. January 2015 brought a posting times with the mercurial test pilot Dizzy Spitfire. In addition, he gained rotary to work with the CAA, and he decided Addicott, in both the T6 Havard and experience on both the Wessex and the to leave the RAF in August 2016 to start DC3. Mark Hanna once allowed him to Squirrel. his own business as Director of EPT Ltd sit in a F4 at one of the airshows - this Promoted in 2008, he took command of (Aviation Services); this focuses on cemented a desire for a service career. 115(R) Sqn CFS, responsible for the tri- performance coaching and individual, Nick learnt to fly gliders with the school service training of all new and refresher team and organisational development. CCF on the Kirby Cadet Mk3 at 618 GS QFIs and the standardisation of all In our Company, Nick has been at RAF West Malling, going solo on his instructors in Elementary Flying Chairman of the E&TC, which he 16th birthday, and then won a RAF Training. This tour also included 4 busy joined in 2005, and he served on and as Flying Scholarship at age 18, completing seasons as the RAF Tutor Display Chair of the Flying Instructor sub- his PPL at Leavesden, one of his Supervisor. committee (2008-2011). He was the instructors being captain John He clearly enjoyed his time at CFS and inaugural Chairman of the ACEC and Eames. flew some 18 different types from currently chairs the Flight Instructor But his burning ambition was to fly with microlights to the F16 and F35 Lightning Scholarship and Apprenticeship selection the RAF. He was commissioned in II Full Mission Simulator. panel. He was awarded a Master Air 1988, and his first flying tour was as a In 2011 he became OC CFS Flying Pilots Certificate in 2006 and took the ‘creamie’ QFI, teaching students on the Training Development Squadron, but Livery in May 2010. Jet Provost and Tucano. All the while "the real pinnacle" in his CFS career was Nick is married to Lenka (whom he met both Mark Hanna and his father Ray without doubt commanding the Human in the champagne bar on an Emirates often asked how his flying training was Performance Training Squadron (CFS A380), and has an elder daughter and a progressing. He then converted to the HPTS) where he was responsible for the young son. He is actively interested in Tornado GR1/A Recce/ and cognitive and performance development vintage aviation, Formula 1, rugby and served with XV(R) and then XIII Sqn of all airborne instructors and aircrew oenology, and other sporting interests.

11 The Company’s Annual General Meeting 27th March 2017 The Editor

Captain Chris Spurrier was installed as September 2016. The Honourable Company's investments which had Master for the Company's 88th year, in Company's financial result for the year increased in value by 14% due in part to succession to Captain Peter Benn, with ended 30 September 2016 was a the liquid funds from the windfall IPM Chris Ford now retiring to the back satisfactory operating surplus of 4.6% donation being invested. As a result of benches (or should that be the Lords?). compared with 6.6% in 2015. These this, the balance sheet at 30th September Very active as an Assistant and as a percentages were after adjusting for the 2016 indicated that net assets had Warden, Chris' full profile can be found significant windfall donations received in increased in the year by 15%. The on page 7. Warden Colin Cox therefore 2015 and 2016. Fees, quarterage and financial result for 2016, a year which had becomes Master Elect, and Sqn Ldr Nick Livery fines were 1.96% higher in 2016 again benefitted from a large windfall Goodwyn was elected to become the than in 2015 while Investment income donation, should therefore be regarded as new Warden. Nick's profile is on page 11. rose by a very satisfactory 19% due in very satisfactory. After the annual service at St Michael's part to a larger portfolio. Total operating The Treasurer indicated that whilst the Cornhill, conducted by the Venerable income in the year was almost 8% lower Honourable Company's budget for 2017 Ray Pentland and the Right Rev. Dr. than 2015 although all of the decrease envisaged a modest operating surplus, in Stephen Platten, the congregation was due to the smaller windfall donation the absence of any special donations and repaired to MerchantTaylors' Hall for the received in 2016. before taking into account any AGM and Installation ceremony. Master Operating expenditure in 2016 was some investment gains or losses, a degree of Peter Benn presented his annual report 1.96% higher than the level incurred in caution should continue to be exercised (to be found on the Company website) - 2015, mainly due to inflation related cost in anticipating the potential outturn. it had been an eventful, and sometimes increases. Regular monitoring of income and challenging, year. He paid particular In addition to the operating surplus, the expenditure against the budget tribute to Past Master Roger Gault for Honourable Company also benefitted throughout the year would continue to his sterling efforts in setting up the from realised and unrealised capital gains be important so that appropriate action apprenticeship scheme. on its investment portfolio which could be taken if it became necessary. The Hon. Treasurer, Liveryman Nick amounted to 34% of total recurring Similarly, the performance of the Goulding, presented his report and income (2015 -7%). These gains were Honourable Company's investment financial statements for the year to 30 reflected also in the Honourable portfolio, which had benefitted from the

Our new Master, Capt Chris Spurrier

Another year successfully completed by our office team

Liveryman Allan Boyce with Past Master Dorothy Saul-Pooley Christina passes the mantle to Paula Spurrier

The new Warden, Nick Goodwyn

12 Our new Master and Paula arrive for dinner The new Master, the Immediate Past Master, Wardens, Clerk and Beadle

This year’s Assistants Wisdom meets youth - Past Master Hugh Field has the ear of Assistant Simon Brailsford

general increases in capital markets Liveryman Alan Burrows as a newly would be "more of the same". He looked valuations, would require careful elected member. There was a moment of forward to resolving the thorny issue of monitoring. light relief when the new Master, Chris our current home, 9 Warwick Court, and In conclusion, the Treasurer expressed his Spurrier, attempted to present the medal grateful thanks to the Learned Clerk and of Master Elect to Warden Colin Cox. I also following through on the findings of his team for their willing help and am not saying it was a case of Little & the Strategic Working Group. support throughout the year. He also Large, but they were possibly not using thanked the other members of the the same altimeter pressure setting! The He has chosen for his charities of the year General Purposes and Finance new Court was sworn in, the two which will be familiar to many Committee for their helpful contribution appointments of the Company's members: Fly2Help and Clic Sargent. He and thanked the Auditors for their Honorary Officers were confirmed, and professional assistance. the new Master, Chris Spurrier, was looks forward to the very active visit Past Master Chris Ford paid tribute to installed. Afterwards Chris and his wife schedule for 2017: it is clear that Chris Paula greeted members and guests at a Peter Benn's "blood, sweat and tears" and Paula intend to enjoy their year, and expended during his year as Master, and champagne reception before dinner in help all members do the same. praised his articulate communications the Great Hall. with the membership. Chris began by thanking all those in the Chris concluded with the Company's The results of the Court Elections were Company who had propelled him to his traditional toast - "The Honourable announced: Liverymen Trica Nelmes, Sir new position, and his predecessor, Peter Stephen Dalton and Chris Palmer were Benn, for all his labours. Our new Master Company of Air Pilots, may it flourish re-elected, and the Court welcomes did not promise any radical changes - it root and branch forever."

13 48) showing derived aircraft parameters before and during the accident. Thoughts on the Shoreham Report The report finds no conclusive causal By the DAA Liveryman John Turner factors from either mechanical or organisational issues, which indicates that Writing days after the UK Air Accident the speed achieved at the apex of the Human Factors played a considerable Investigation Branch (AAIB) released its manoeuvre. part. The accident occurred on a hot and final report into the fatal accident sunny August day with ground involving Hunter T7 G-BXFI that 2. The pilot had not received formal temperatures of 28 C at North Weald crashed while displaying at the Shoreham training to escape from the accident and 24 C at Shoreham. The pilot Airshow on 22 August 2015, our hearts manoeuvre in a Hunter and had not worked as an airline pilot and had flown go out to those who lost friends and had his competence to do so assessed. himself to North Weald where the family in the accident. They and Hunter was based. Fatigue is a regular everyone in the air display world will 3. The pilot had not practised the feature of many accidents so it is a pity wish that everything possible is done to technique for escaping from the that the report does not consider possible avoid a repetition. Hopefully, the report's accident manoeuvre in a Hunter, and crew fatigue; a description of activities in publication will also allow a speedy did not know the minimum speed the 24 hours preceding the accident, as is conclusion to any further investigation from which an escape manoeuvre common in military reports, would have and enable the coroner to fulfil due could be carried out successfully. been useful. Similarly, the physical process. challenges of flying fast jets in high The report recognises that UK airshows 4. A change of ground track during the ambient temperatures under a glass- are enjoyed by millions of spectators manoeuvre positioned the aircraft house canopy with often limited cooling annually and provide important further east than planned producing an are not insignificant. We know from economic and educational benefits; many exit track along the A27 dual other accidents that increased body of us decided to pursue a career in carriageway. temperature, dehydration, minor illness, aerospace at an airshow. The AAIB reduced blood sugar level, report runs to 452 pages. Skipping the 5. The manoeuvre took place above an hyperventilation and hypoxia, time off introductory pages, index and annexes area occupied by the public over which higher ‘g’ flying, all lower an individual’s leaves a more comfortable 219 pages the organisers of the flying display had ‘g’ tolerance so it was disappointing that comprising 159 pages of ‘Factual no control. Fig 11 lacked normal ‘g’ data derived Information,’ 34 of ‘Analysis’, a list of (88) from aircraft track and speed. concluding statements, two Causal and 6. The severity of the outcome was due The AAIB found that less than maximum six Contributory Factors and 11 new to the absence of provisions to mitigate engine thrust during the accident Recommendations. The AAIB accepts the effects of an aircraft crashing in an manoeuvre was a causal factor. The that Civil Aviation Authority (CAA) area outside the control of the engine was declared serviceable up to actions following its two interim reports organisers of the flying display.” impact, which infers the thrust reduction allow all the previous 21 was commanded by the pilot. Page 3 of recommendations to be closed; much has The AAIB is to be congratulated on a the introduction and summary states, been done already to address issues that generally extremely thorough “The investigation identified a degraded have been identified following the investigation. Be warned that just diaphragm in the engine fuel control Shoreham accident. The Causal and reading the summary, conclusions and system, which could no longer be Contributory factors found by the report recommendations, means you will miss considered airworthy. However, the are listed verbatim below: important detail and nuance. The pilot engine manufacturer concluded it would “Causal factors has no memory of the period from the not have affected the normal operation 1. The aircraft did not achieve sufficient Wednesday before the accident until he of the engine.” In contrast, the report height at the apex of the accident regained consciousness in hospital after a also notes that, “... records kept on a manoeuvre to complete it before period in a medically induced coma. The computerised database between 1980 impacting the ground, because the Hunter did not have a flight data and 1992 showed 22 cases involving the combination of low entry speed and recorder (‘black box’), but a small Avon Mk 122 engine where engine low engine thrust in the upward half cockpit-mounted video recorder speed had dropped and subsequent of the manoeuvre was insufficient. provided limited coverage of cockpit engineering investigation had not 2. An escape manoeuvre was not carried instruments and ambient cockpit noise. established a clear cause. Anecdotal out, despite the aircraft not achieving This provided the investigators with a lot evidence indicated that Avon Mk 122 the required minimum apex height. of their information, albeit with gaps, engines had suffered from unexplained supplemented by data from National Air power reductions from time to time Contributory factors Traffic Services’ (NATS) that provided during RAF service, but in most cases 1. The pilot either did not perceive that occasional information on the aircraft’s the aircraft had returned safely and the an escape manoeuvre was necessary, or flight trajectory. All sources are subsequent RAF engineering did not realise that one was possible at combined into graphs (report Fig 11/p investigations, including related engine

14 ground runs, had failed to identify display, what could go wrong, who might and report the findings of, an associated causes or to reproduce the be affected and what could be done to independent review of the governance of symptoms.” In other words, the Avon has mitigate the risks to a level that was both flying display activity in the United a history of un-commanded power tolerable and as low as reasonably Kingdom, to determine the form of reductions without anything apparently practicable.” A safe flight requires a safe governance that will achieve the level of wrong post-flight. It is unfortunate that aircraft (airworthy and suitably prepared safety it requires” which appears to be a neither throttle was visible on the for flight), operated in a safe environment cockpit video. (airspace volume coordination by air final dig at the CAA. There might be The AAIB compares accident rates in traffic control or other measures, suitable some logic in calling for a further review USA/Canada and UK but counts only atmospheric conditions) by a safe crew but this raises the spectre of another UK public displays granted an Air (trained, competent and current), using review conducted by those who do not Navigation Order (ANO) Article 162 safe procedures (standard operating understand the environment in which permission, and not the equally large procedures, compliance with the aircraft their recommendations will be enacted. number of private displays conducted checklist, observance of limitations, etc.) Having experienced this in early 2016, with an ANO Rule 5 exemption. This under safe management. Rarely are all the airshow community would be inflates the actual UK accident rate. under the control of one accountable horrified at a further review UNLESS Even so, the AAIB’s assertion that the manager. THEY ARE ABLE TO PLAY A FULL CAA should keep records of the number The second and third paragraphs of the of airshows and display items, etc. is a summary go to the heart PART. New Zealand takes a collaborative good one as it will measure the of the regulator/regulated relationship. approach to the regulation and oversight effectiveness of any regulatory change. Somewhat damning, AAIB considered of their airshows and their display pilots, The AAIB asked the Health and Safety “There was a lack of clarity about who display directors, display organisers and Laboratory (HSL) to review Shoreham’s owned which risk and who was the regulator resolve issues and formulate risk assessment (report Annex J) and the responsible for the safety of the flying regulation together. We never stop risk assessment guidance provided by the display, the aircraft, and the public outside learning in aviation and, as I said at the CAA in CAP403 ‘Flying displays and the display site who were not under the start of this article, we all want to do special event: A guide to safety and control of the show organisers. The everything possible to avoid a repetition administrative arrangements’ (Annex K). regulator believed the organisers of flying HSL were critical of both which gave displays owned the risk. Conversely, the of an incident like that at Shoreham. rise to the comments in the two organiser believed that the regulator None of the above is intended to be a paragraphs above. Interestingly, Annex J would not have issued a Permission for criticism of the AAIB or of their report emphasises that meeting CAP403 the display if it had not been satisfied on the events that led to the tragic requirements is not sufficient to mitigate with the safety of the event.” Does a accident at Shoreham; rather, it is risks and that additional mitigating regulator that sets the standards required intended to provide an airshow measures are required to ensure that risk for grant of a permission to hold a practitioner’s perspective of a valuable is reduced to ‘as low as is reasonably display, charges a significant amount for independent and expert technical report practicable’ (ALARP). It struck me issuing that permission and, post and an independent investigation of while reading this section that a similar Shoreham will only do so having satisfied approach to driving would force us all to itself that the event’s Risk Assessment is current airshow practices. A measure of drive no faster that 10 mph below the adequate, not carry some liability for the the UK’s success in putting this tragic statutory speed limit. Almost all aviation- safety of the event? event behind it will be the extent to related regulations are intended to secure The AAIB’s interim reports prompted which every part of the airshow or improve safety; many are the result of much in the way of quick-fire CAA community, pilots, directors, organisers, hard-won lessons. No doubt this aspect regulation change, issued without the CAA, MAA, and the AAIB - and will receive some major scrutiny, and effective consultation and not always to perhaps even the HSL - can work hopefully copious instruction, on the the benefit of display safety; some together to provide and demonstrate new joint MAA/CAA accreditation changes were then rescinded with the consistent improvements in safety for the course for civilian and military Flying issue of exemptions to individual display public, whether attending the airshow as Display Directors that will start at the pilots so that different people were flying end of March. to different rules at the same airshow. spectators or simply passing by, for The HSL concluded that “No This report’s final recommendation airshow participants and the display organisation or individual considered all reads, “It is recommended that the pilots. the hazards associated with the aircraft’s Department for Transport commission,  15 Knights (Su-27) all suffered accidents. In From the Desk of the November 2016, another national formation aerobatic team, China’s 1st Director Aviation Affairs August (J10) suffered the loss of their first Liveryman John Turner women pilot in a mid-air collision - improbable odds that defy statistical An assessment of the UK’s Air Accident overview of the aviation sector that explanation. These were highly Investigation Branch (AAIB) report into entertains the public. disciplined, well regulated, well the Hunter accident at Shoreham In 2003, having discovered there was no maintained and well-practiced military airshow is elsewhere in this edition so I book on the world market that addressed teams yet their two technical failures and will not repeat what is said there. display flying from the display pilot’s three mid-air collisions accounted for However, while many are focused on that perspective, Des authored the book more than the increase from 2015 to single event, it is worth looking at the “Zero Error Margin”. His aim was “to 2016. wider picture in terms of air safety address the dynamics of display and because we invariably find safety reads- demonstration flying, in particular, The lesson? As Des Barker observes, across to all sectors of manned aviation. highlighting the display pilot’s “There is nothing new under the sun. Due to Since Remote-Pilot and Auto- physiological deficiencies and the factors the fickleness of man’s (and women’s) decision nomous Un-manned Air Vehicles affecting the safe presentation of a making, highly experienced pilots have in (RPAS/Drones/UAS) also depend on display/demonstration flight.” A .pdf of some cases, continued making the same errors human input, it seems inevitable that the book can be downloaded free from of judgement for 107 years. Note, not ‘pilot extends to the un-manned sector too. the internet (search ‘zero error margin error’ but rather error of judgement. The term (I am writing this on International Women’s des barker’). I recommend it to anyone error has connotations of negligence or Day, so perhaps we need an alternative considering embarking on display flying incompetence, which clearly is not the case in to the term ‘un-manned.’ Pilot-less Air though since it addresses human factor these accidents. Display pilots do not Vehicles/Systems seems a good candidate but issues, it is of relevance to all pilots. intentionally have accidents but make their that would exclude drone pilots from any His annual report gives a unique year- decisions based on the environmental factors, possibility of becoming accepted members of the on-year equivalent overview of flight energy states and altitude of the aircraft in Air Pilots.) safety issues. Globally, airshow accidents terms of a particular manoeuvre.” All pilots Each year, General Des Barker, South average out a 27.6/year but over the last do the same, though usually in a more African Air Force (retired) reports on all 3 years there has been an almost linear forgiving environment than the low level the world’s airshow accidents and increase from 18 to 24 to 28 accidents. display arena. incidents over the past year. An accident The long term trends are valuable All flying is hazardous, as is every human or incident to an aircraft during display though we must be aware that the venture to varying degrees. Sometimes, or rehearses for a public air event is relatively low global figures numbers may despite our best efforts in preparation, considered within scope. This has often be influenced more by statistical blips practice and training, things will go included super-warbird air race accidents than systemic factors. In June 2016, the wrong. Witness the average daily toll of and inevitably results in higher figures US Air Force Thunderbirds (F-16) , US UK road accidents which persists at than those arising just at air displays. Navy Blue Angels (F-18) , Swiss Patrouille about 5 fatalities and 61 seriously injured. Suisse (F5) Russian Nonetheless, it provides the best available and Russian Air Force Although aircraft technical reliability has Hunter G-BXFI increased remarkably, the human factor remains unchanged; it is far too early for evolution to improve our sensory powers or the accuracy and speed of our decision making! In airshows as in other walks of life, we will not eradicate the human factor by introducing yet more regulations because regulation alone does not solve human factor issues. Across aviation we need continuous improvement programmes that can zero- in on safety through human factors, occupational health and culture.

16 project in its own right . Company Visit to Retrotec The party was then split into two groups, one escorted by Guy, the other by Andy by Liveryman Tom Eeles, Photos by Liveryman Alan Jackson Saunders, editor of the magazine Britain Cast your minds back to 11th April 2011. to go to the best first, not last! at War. The tour of the premises was as That was the last time the then Guild, Those who visited in 2011 will doubtless fascinating as ever, and it was good to see now the Honourable Company, was remember seeing the DH 9 single engine the many machine tools of a considerable privileged to be able to visit Guy Black’s bomber dating from 1918 in its earliest vintage still being put to good use in this amazing restoration organization, stages of recovery to flying condition (see health and safety obsessed era. Surely the Retrotec, located near Hastings in rural Guild News, June 2011). Now, six years prize for longevity must go to the 1890 Sussex. Six years on revealed a number of later, work is nearly complete and the era Draw Bench, an amazing device, changes. Guy and his wife Janice DH 9 is expected to fly at Duxford in the which over a century on from its welcomed us and set the scene. Retrotec late spring or early summer. The story of construction is still working. is one of a group of organizations, the its recovery from India, where it had The enthusiasm of Simon Knight, who others being Aero Vintage (responsible provided food and shelter for thousands described himself as a ‘tin basher’, was for funding the restorations undertaken of termite ants, was worthy of a book in inspiring. Many piston aero engines were by Retrotec), and the Historic Aircraft its own right - indeed one is due to be undergoing restoration, assisted by the Company (based at the IWM Duxford, published in September this year. The availability of a magneto testing rig and a who fly the aircraft). Guy also explained DH9 will be completed exactly as it was static engine test stand. The most that his work was split roughly 50/50 originally built, powered by its 200 HP interesting for me was the Anzani engine between his own projects and outside Beardmore, Halford and Pullinger engine that powered a Blériot monoplane, ones, and that with his extremely high - of which there are only two examples which was being restored for the standards of work, restorations were slow in the world propelled by an original Brookland’s Museum Trust. Typical and expensive. He quoted the case of the Dh9 1917 airscrew. How many of you examples of the extraordinarily high F2, powered by a have ever heard of this aero engine quality of Retrotec’s work were the guns Centaurus engine, that he is currently manufacturer? The pilot will likely be restoring. There had been five previous and ammunition boxes being restored for Roger ‘Dodge’ Bailey from the attempts by other organizations to restore a Canadian Hawker Fury. The attention Shuttleworth Collection, who recently this aircraft to flying status, all of which to detail was astonishing, right down to test flew a Sopwith Pup built by had failed. Only now was positive the brushes in the ammunition boxes that progress being made by Retrotec, after Retrotec. were fitted to ensure that ammunition considerable sums of money had been Alongside the DH 9 was a massive was cleaned of any dirt or grass picked up wasted in the previous attempts on what structure, which is the jig for the during re-arming before it reached the proved to be nugatory work. No wonder Tempest’s fuselage. It was soon apparent gun breech. this is an expensive business, but the high that everything connected with the Following the morning’s visit the party quality and the authenticity of Retrotec’s Tempest is big, heavy, and robust. Also repaired to a local inn where a tasty work, evident all around us, justifies the visible were the remains of the very rare buffet lunch and local ales awaited. After cost. Guy explained that aeroplane dual control version of the Hawker lunch a diehard core of enthusiasts was owners tend go to him last because Hind, recovered from Afghanistan in invited back to Guy Black’s beautiful Retrotec had a reputation for high costs, 2005; its status had not changed since our home, to see a further collection of but this is often due to the problems the visit in 2011,though a full set of drawings artefacts awaiting restoration in his large company is left with after so many futile for the dual control conversion has since storage facility, guarded by a large (4") attempts. In his view it is always cheaper been prepared – a not insignificant gun. This is from a naval battleship and is

The DH 9's superbly restored cockpit The DH9 with its esoteric engine installed

17 thought to have come off HMS Caroline Hawker Audax biplane recovered from a to Rare Aero Ltd. and then sent to which fought in the Battle of Jutland. scrap dump in Cheshire. But most Retrotec for restoration - doubtless again Caroline survives, and it is believed that arresting of all was a Messerschmitt BF or a story fit for a book. The cause of Xaver when de-gunned during conversion to a Me 109 E, known as the Emil. The story Ray’s engine failure was discovered when training ship, the armament was donated behind this aircraft is quite extraordinary. the engine was stripped down: the to a number of Sea Cadet units; Guy's A young German pilot named Xaver engine’s intermediate camshaft gear came from one such, just as they were Ray,of JG 53, flew it during the Battle of bearings had seized and the shaft about to scrap it. The ship is now at Britain. consequently sheared, leading to Portsmouth being restored to its fighting During a sortie over Kent the engine inevitable engine failure. Thus Xaver Ray ship status (as a museum piece rather than failed and Ray forced landed the fighter was exonerated, but sadly too late for him becoming a last ditch battleship for the and was taken prisoner. Ray was to know, as he died about two years current RN!) subsequently wrongly accused by his before the fault was found. One day In the building were numerous aero colleagues of deliberately landing the perhaps we shall see this unique artefact engines, an Austin 7, a Hucks Starter, a aircraft to avoid combat, a charge of airborne again. vintage caravan, an armoured fighting cowardice that sadly stayed with him to Enormous thanks go to Guy and Janice vehicle and the uncovered fuselage of a his death. The Me 109 was sent to India Black for allowing us to see such a as part of a wartime priceless collection and the work that Me109 showing its unusual red spot fund-raising goes into restoration of these marvelous initiative, ultimately aircraft.Thanks also are due to Liveryman ending up on a scrap John Davy for his organization of the dump where the visit and the pub lunch. Maybe in aircraft was spotted another six years' time it will be possible by an Indian to go again and see what progress has enthusiast who been made with these wonderful aquired it. After projects. considerable difficulty, the aircraft was eventually sold

The magneto testing rig Guy Black describes the Fury's ammo boxes

18 46-seat classroom equipped with TV Visit to ORBIS at Stansted monitors and conference facilities including 3D cameras, which provide Friday 17th Mar 2017 microscopic views of live surgery. The Past Master Chris Ford, Photos by Freeman Vic Flintham classroom also has two-way microphones for real time interaction with surgeons in At the end of my term as Master I Provided and fully maintained by FedEx the Operating Room. presented Orbis with a cheque for and flown by 18 of their volunteer pilots, £2500 raised by the generous response the MD10 has an upgraded glass cockpit, of many of you to my appeal for the year. two man crew, and its three GE CF6- Since then I was pleased to be 502C engines provide a range of Chief Pilot Gary Dyson introduces approached by Liz Allen, the Head of 6000nm. Behind the flight deck there is a us to the MD10 in the classroom Major Fundraising, inviting members of the Company to visit Stansted and have a viewing of Orbis’ new MD10, which was in the UK for a week. This aircraft is the third such flying eye hospital operated by Orbis since their first aircraft took to the skies in 1982. The organisation has now visited 81 countries, reaching hundreds of communities that otherwise would have been inaccessible and trained thousands of ophthalmic doctors and nurses. We were extremely pleased to be hosted by Chief Pilot Gary Dyson, a long time FedEx & ORBIS Captain, who explained the set up of the venture to us.

The aircraft

19 From this point aft one enters the sterile medical work area and the aircraft is like no other. Here we were escorted and briefed by Orbis medical staff who gave us a very comprehensive and informative tour around the business end of the aircraft. We found seven purpose-built fully equipped containers interlocking to form the hospital. These seven separate areas are made up of an administration room, an audiovisual/IT room that is the hub of all the comms within the aircraft, and from where the procedures can be relayed worldwide to other classrooms for education. All operations are recorded and copies are distributed to enhance the The glass flight-deck learning package provided. Further aft is the Patient Care and Laser room. Next there is an Observation room, which acts as an extension to the Patient Care room but from which all operations can be observed live. In the centre of the aircraft, situated over the wing box for extra stability, is the main Operating Room. This is the centre for all hands-on, one to one training between the ORBIS Volunteer Faculty and local medical professionals. Next, as one moves aft, is the Instrument Sterilisation room/Sub-sterile room where nurses learn how to sterilise instruments for surgery, use ophthalmic The Laser Room tools, scrub correctly and prevent infections; it complies fully with international hygiene and air flow standards. Finally, at the rear of this amazing space the pre- and post- operative care room is situated. Here patients are prepared for and recover after surgery, and local nurses are taught how to enhance their patient care skills. To round off our visit we had a question and answer session with Gary Dyson and Allan Thompson, Director of Fundraising, after which the Master Elect presented Allan with a donation and Gary with a Company shield which now hangs in the flight-deck. Throughout the The Operating Room visit the ‘Orbis model’ of health care and

20 The Master Elect presents Allan Thompson, Director of Fundraising, with a cheque and a Company Shield The Recovery Room (which now resides on the flight deck of the aircraft) education impressed us all. The dedication of the volunteer staff was clear and everyone was more than happy to answer the many questions we threw at them. The facts speak for themselves: there are 285 million visually impaired people worldwide. Of these 39 million are blind, and 32 million of these cases are avoidable. 246 million have severe or moderate visual impairment, nearly 200 million of these cases are also avoidable. Roughly 90% of the world’s visually impaired people live in developing countries and Orbis’ aircraft could reach most of these. As aviators we are fully aware of the necessity for good vision and often take it for granted. However, in Orbis one can see the foresight, vision, and dedication of people willing to give their time and efforts to help eradicate blindness, whilst striving also to provide a lasting legacy of educated local doctors and nurses. Please visit http://gbr.orbis.org for even more details of the excellent work achieved with the generous support of many people worldwide.

The visitors pose for a group photo

21 Walsh Memorial Scout Flying School An Instructor’s View Upper Freeman Mark Woodhouse I guess we are all masochists at heart. I instructor renewal flights. mean who else in their right mind would While this article will look at the fight for annual leave in the middle of operational side of the School, the main January each year to forsake family, focus of the Walsh is to instil a passion for friends, and stunning beach paradises, aviation into the hearts and minds of teaching framework. Students are instead to take up residence on a teenagers from a number of youth divided into four ‘Flights’ which are led paddock in the middle of the Waikato, organisations across the country. While by returned students. Each flight is and work hard teaching youths to fly? the staff are greeting each other with allocated a team of instructors, with each Like an illicit drug the lure of the Walsh hearty handshakes, beaming smiles and instructor looking after three or four of is hard to explain to someone who has hugs, carloads of nervous children are the members from the flight, covering not previously been a member of the being delivered by parents to start a both first year and returned students. Walsh community. Over a period of 24 journey which they do not realise will In addition to the students and hours the culmination of months of change them for life. instructors, each flight is allocated four meticulous planning is seen when what For many this may be the first time they two-seat aircraft. Currently these are a was a relatively quiet grass strip gets have been away from their family for a mix of Cessna 152s and Piper transformed into the busiest airfield in two week period, and they have to learn Tomahawks sourced from the wider the country, hosting the most to make all their own decisions. For aviation community. When you add a concentrated flying school of its kind. most this will be the hardest thing they couple of spare training aircraft and the The Walsh Memorial Scout Flying have done, with early morning work six instructor-owned aircraft, the daily School calls on a team of highly skilled details, continual lessons—both theory booking sheet lists 24 aircraft in all. instructors from throughout New and practical - and mounting peer From the second operational day of the Zealand, and beyond, and from all pressure to succeed as the School builds School onwards the instructors will different facets of the aviation spectrum. to its finale in the last few days. For all juggle students, aircraft and bookings to Most of this team have attended this will be a defining moment in their ensure all facets of the training syllabus previously, so arriving back at Matamata lives as they will leave the School with are covered in a timely manner that will airfield feels like coming home, and the new skills, new confidence, and a wide let all ab initio students progress at a rate continual process of greeting old friends range of opportunities in the aviation that corresponds with the ground and reconnecting with what each has industry. lessons. been accomplished in the preceding 50 The 2017 School comprised 44 ab initio The theory side of the training is weeks lasts well into the first night on students and 26 second, third or fourth conducted in a ‘mass briefing’ format. camp. year (Returned) students. Every one of On arrival at the School the team of The instructor team is predominantly the 70 young pilots required individual instructors eagerly(?) look at the briefing assembled from ‘B’ Category instructors, coaching. Whilst the first years all follow schedule to see which of the main lesson with a few ‘C’ Category who get the the same syllabus, each of the returned briefings they have been allocated. While opportunity, and a handful of ‘A’ students are at different stages in their the instructors have many years of Category and Flight Testing Officers. training, therefore requiring a bespoke experience, and a vast wealth of Since many of the instructing staff are training plan to achieve their goals. knowledge, many of them are now not teaching full-time throughout the To run a school with this number of ab employed with the airlines and beyond, year, the first few days is hectic with type initio students efficiently requires both a and so teaching a class of over 40 currency flights, self currency flights, and structured timetable, and a well organised students, as well as an array of the other

22 instructors, can be a daunting movements in a single day. The weather ‘friendlies’ in the instructor’s bar provide proposition. The Walsh Flying School in 2017 meant that was not quite the catalyst to conversations on all has assembled a curriculum of materials matched. manner of topics flying-related. to be delivered by data projector and Typically about 750 to 800 hours of To complete the training syllabus, the ab PowerPoint, and during the School those flying takes place over the 13 days of initios sit a theory exam on all the instructors assigned a mass briefing find flight operations. subjects presented through the duration time slots to reacquaint themselves with Once students start getting close to solo of the camp. In addition to the flight the teaching materials, and the skills to standard restrictions are placed on the training materials this covers deal with a class of this size. number of aircraft in the circuit. This meteorology, principles of flight, aircraft The flying programme starts daily at provides a good opportunity for the technical knowledge, air law, and rescue fire and emergency systems. Final 0600hrs (weather permitting), and from returned students to move out into the cramming for the exam involves each then until 2115hrs it is rare to have more training areas to complete their flight holding review sessions with the than a couple of the fleet on the ground individual syllabi. at one time. To cope with a fleet of 24 allocated flight instructors to ensure a With all this training the instructing team aircraft efficiently, the booking sheet is thorough understanding of all content. need a tight rein on consistency and devised so half the fleet start on the hour, So when you consider the workload for completion. Each flight has an allocated and the remainder start on the half hour. the instructors, the daily early starts, the ‘Flight Commander’, one of the senior In addition, the airspace is divided into time and effort to work with multiple experienced instructors, to oversee this. quarters, so that the instructors from each students in a condensed timeframe, and Through monitoring and team briefings flight work in an allocated training area the fact that all of this is taking part on a a cohesive standard is maintained in the that is relatively clear of other aircraft. glorified paddock where most facilities Ideally it leads to two aircraft in a training student body training, and any student are transient, there must be a reason that area for the bulk of the lesson, with a having difficulty maintaining the pace of instructors return time and time again. period of transition when the second progression is flagged, and given For many the excitement of adding brace of aircraft arrive. additional resources to get them back on another 40 hours teaching in their track. For the duration of the School the logbook isn’t too important, so it comes airspace is designated as a control zone After official flying activity ceases the down to the camaraderie, the social with a full complement of air traffic students retire for self study, duties at interaction with like-minded individuals, controllers manning a mobile control running the camp itself, or occasional and the satisfaction of sitting back at the tower to maintain efficient and safe traffic visits off-site to let off steam. It is now final day’s graduation parade, and seeing movements. Even though this change is that the instructors have a chance to relax the continual stream of your protégés properly promulgated via NOTAMs and and interact themselves. Staff step up to receive their recognition and other methods, we regularly get itinerant accommodation ranges from a handful of awards after attaining such high standards and transiting aircraft who break through block units, through to campervans, of ability and knowledge. There are few the airspace and, being unaware of the caravans, tents and even a horse float. institutions that can manifest such a event, are usually on a different Such salubrious quarters become the change in personality and demeanour in frequency, if they are monitoring a radio venues for cocktail parties, barbecues and two weeks, and Walsh is definitely one of at all! even a progressive dinner, staged with all them. the trimmings that are available. Do not By the start of the second week the ab- So when I am asked what I have been let our simple lifestyle get confused with initio students are completing the upper doing for the previous 50 weeks of the frugality. For nights when no organised air part of the syllabus and remain in the year, my answer is invariable - vicinity of the airfield for the circuit social events are scheduled, a few “recovering from the last Walsh”. training lessons. This is where the circuit tends to get a wee bit busy, and the controllers are made fully aware that this is not a holiday camp. It is not uncommon to have twelve in the air ‘circuit bashing’. Personally I have sat at the holding point for the main vector and seen five light aircraft lined up on finals. To cope with this volume of movements the main vector at Matamata gets split into three (left, centre, and right). While simultaneous parallel operations are not permitted, reduced separations on the parallel vectors enable a high density of movements. During the 2016 School the peak was 1,300+

23 WSO did admit to carrying one in his flying suit out of long habit. Despite the A Short Visit to the Front Line extensive array of screens showing Liveryman Tom Eeles information pertinent to flying I was lucky enough to be seated next to IX(B), 12(B) and 31, all based at RAF operations it was interesting to see a large a currently serving RAF Flight Marham. XV (Reserve) Squadron, the wall map of the UK covered with Lieutenant at the last Trophies and conversion unit, is due to disband in numbered pins showing various Awards Banquet. He is aWeapons System April. NOTAMS in the traditional, non Officer (WSO) – Navigator in old- The role of the Tornado GR4 today is digitized format, in case of a power fashioned terminology - serving on No completely different from the Tornado IX (Bomber) Squadron equipped with GR1’s Cold War days in Germany. In failure, I was told. Then it was out to a the Tornado GR4. In the course of the those now far off times it was optimized Hardened Aircraft Shelter (HAS) to see a conversation that evening I asked if it for high speed, low level attack profiles GR4’s cockpit displays. The WSO’s seat might be possible to visit the squadron at against fixed target arrays.This concept of was quite fascinating, a mixture of glass RAF Marham to see at first hand the operations was put to the test in the Gulf and more traditional instrumentation. equipment used by the Tornado and hear War in, 1991, but attrition led to a With the APU fired up it was possible to how it is employed. He readily agreed change to medium level attacks. Today, play with the Litening pod and to see the and so in mid January I arrived at most of the GR4’s operations are still picture it displayed. Interesting to see also Marham on a glorious cold sunny day for carried out at medium level and speeds, that the WSO has a my briefing and guided tour. providing close air support for Coalition indicator and an attitude indicator. The Before going into detail, it is worth Forces combating ISIL in Syria and Iraq. having a look back in time to see the It is proving to be a very flexible and pilot’s seat is again a mixture of glass and situation that resulted in the birth of the effective platform for this type of work. A more traditional instruments, indicative Tornado, or Multi Role Combat Aircraft typical configuration for an Op Shader in many ways of the aircraft’s age and (MRCA), as it was then known. In 1965 mission over Syria or Iraq consists of a regular upgrades. There is no doubt in the RAF’s premier project to replace the mixed load of Enhanced Paveway 2 or my mind that working in this complex Canberra and ultimately the V , Paveway 4 precision guided bombs, Dual environment is very demanding, both the TSR2, was cancelled. After some Mode Seeker Brimstone guided missiles physically and mentally. I was also shown debate the RAF was promised a mixture and the integral 27mm Mauser cannon. the Life Saving Jacket (LSJ) currently of Phantoms and Buccaneers to Tornado crews maintain currency in air used – I was astonished how heavy it was. undertake, as ‘stop gap’ aircraft, to ground strafing with the cannon, the tactical conventional attack, although this option is rarely used on Op There’s no such thing as a comfortable reconnaissance and nuclear strike role in Shader missions. It can also carry Storm day in the office. the Central Region, with the added task Shadow cruise missiles. The Litening RAF Marham is undergoing a major of providing air defence and maritime designator pod is used to provide laser upgrade to its facilities in anticipation of attack for the surface fleet with the designation for Paveway and Brimstone the forthcoming arrival of the F35 demise of the carrier force, another and a very good degree of intelligence Lightning 2 aircraft. There was much data collection; for more specifically political decision. In the longer term the evidence of this in the form of new RAF sought a TSR2 replacement to take detailed reconnaissance work the Raptor buildings being erected and a large over from these legacy aircraft. A purely pod can be fitted. The self-defence suite national project would prove far too consists of a radar warning receiver and number of construction contractors costly, so a tri-national collaborative missile approach warning system, a chaff working on the airfield. The three project with the Germans and Italians and flare dispenser, the Skyshadow Tornado squadrons have all relocated to a was devised to produce the MRCA for ECM pod and the facility to carry single HAS site to make room for all this these three nations. Thus Tornado was two ASRAAM missiles. Secure activity, but this does not seem to pose born. It entered RAF service in the early communications and the recently added too much of a problem with one 1980s as the Tornado GR1, configured Link 16 datalink capability ensure that squadron always away for three months at there is a huge amount of data for the for attack and nuclear strike missions a time in Cyprus. The Tornado is against targets in theWarsaw Pact Central crew to absorb and act upon, the two expected to go out of service in about Region. By 1989 the RAF fielded seven man crew being a great advantage in this squadrons in Germany and three in the respect. two years time but this assumes the role UK plus a large operational conversion I was privileged to be given an extensive can be fully taken on by theTyphoon and unit. A Tornado Air Defence Variant overview of how the current range of later F35. It would not surprise me to see (ADV) was proposed as a equipment is used and what its this out of service date extended. The Lightning/Phantom replacement, it was capabilities are. It was interesting to see Tornado GR4 Force’s current capabilities produced for the RAF and the RSAF, that throughout my time inside the Pilot and achievements are very impressive but and entered RAF service as the F2 and Briefing Facility (PBF) a very prominent rarely mentioned by the mainstream F3. The ItAF also leased a number of the bright red light was illuminated both at media. My thanks go to the Squadron ADV from the UK as a stop-gap between the entrance and inside. This was to WSO for his excellent briefing and also F104 and Typhoon. The aircraft has now indicate that there was someone – me – to OC IX(B) Squadron for allowing me been completely replaced by the in the building without the same level of Typhoon. The Tornado GR1 fleet security clearance as the squadron to visit. I see from my logbook I last flew received a major upgrade during the late personnel, so be careful what was said or with the squadron commander on 13 1990s and emerged as the Tornado GR4. displayed on screens. I was also shown the June 2000, in a Tutor, on a formation Moving forward now to 2017, there are impressive Tornado planning system; sortie when he was a member of now only three Tornado GR4 squadrons, paper charts are now history, but the Cambridge University Air Squadron.

24 A look in the archives... Sheila Scott - 50 years on Beverley Harrison (BWPA Archivist) 1966 was a special year for the record- glamorous image and, much like Amy setting pilot, Sheila Scott, but 50 years on Johnson, she needed copious publicity to her achievements seem largely generate the sponsorship essential to fund unremarked. Born in 1927 in Worcester, her flying. She was the recipient of a Sheila Christine Hopkins had worked as steady stream of awards, and gave many a nurse in WW2. Post-war, having talks about her journeys, especially her changed her name to Sheila Scott, she global record flight, which she also found employment as a model and minor recorded along with her life to that date, Sheila Scott showing her route around the World, actress. She started flying as a dare: having in her autobiography I must Fly. taken in 1966. At talks she also used a globe failed her driving test, she seemed such She was an early member of the British marked with her routes. an unlikely pilot. After going solo in Women Pilots’ Association (BWPA, not at home. But she was not as wealthy 1958, she qualified and became a very founded 1955) and was awarded one of away; in any event they stole her trophies, successful air race competitor from the its most prestigious awards, the Brabazon logbooks and a camera. outset. By 1964 she was regularly setting Trophy, on three occasions in the flying records, but her ambition was raise mid/late-60s. She was awarded an OBE During this period there were, not the bar ever higher. in the 1968 New Year’s Honours List; unusually for the time, many racy stories In 1966, Sheila set an around-the-world the Royal Aero Club’s Britannia Trophy (mostly fictional) circulating about record in her single engine Piper in 1968; and the RAeS Gold Medal in Sheila. Certainly her life did seem to have Comanche, G-ATOY, which she named 1972. She was a keen supporter of youth Myth Too. Leaving Heathrow on 18th flying, especially the Girls’ Venture a certain ‘Lady Penelope’ quality about it, May 1966, she arrived back, 33 days and Corps, whose officers and cadets were and a similarity to characters in ‘Those 3 minutes later, on 20th June, having often present to see her off, and back, Magnificent Men in Their Flying flown through the Middle East, India, from her flying exploits. Machines’, when she took part in events South East Asia, Australia, across the Sheila kept many of her press cuttings. such as the 1969 London to New York Pacific to USA, and thence back to UK But on one occasion the publicity via the Azores. It would be much harder backfired: in 1971, whilst she flew Air Race. to fly that route in the current political her trans-polar flight (her climate. The journey is reported to have 100th record), her small cost £20,000 in 1966 prices. London flat was burgled Thereafter Sheila Scott, by then 38 years – the publicity given to old, was rarely out of the news for her her meant that the flying exploits. Presenting a very burglars knew she was

One of her celebrity arrivals/departures.

Sheila Scott with a Brantley B2B

25 But Sheila was a serious pilot; Sheila’s luck eventually ran out. She had published in 1986, before Scott’s death. commercially qualified and rated in planned to repeat a polar record by flying The writer’s memories of Sheila Scott are single and multi-engine aeroplanes, across the Antarctic, but her Aztec, which from the GVC National Festival, Walsall, seaplanes and helicopters. She was a had been back in USA for work, was 1981, where Shiela, as the guest of member of the Ninety-Nines, founding almost completely destroyed in a storm honour, presented the awards including and serving as governor of the British in 1974 that hit the Piper factory at Lock the Sheila Scott Rose Bowl, still a GVC branch. She was also a member of the Haven. When she tried to find the Trophy. Whirly-Girls and the International resources to repair the aircraft she was Where are her aircraft now?: Association of Licensed Women. And she defeated by the negotiations between her was literally On Top of the World, the bank and her insurance company. There 1. A Thruxton Jackaroo – converted to title of her second book, which included were other misfortunes around that time, enclosed cockpit 4-seater, Tiger Moth - an account of her 1971 flight (and 100th too. Having belatedly learnt to drive, G-APAP, nicknamed Myth. Latterly a record), crossing the North Pole. For this Sheila finally passed her test in 1971, but parachute school “jump” craft. It was she flew a twin-engine Piper Aztec, safer suffered a car crash with injuries from believed still flying in the late Nineties. for trans-polar flying than a single, which which she never properly recovered. 2. Myth Too: Piper Comanche G-ATOY. she named Mythre.The flight was heavily After achieving 104 records, Sheila’s Now at East Fortune’s Air Museum monitored for research purposes, and the record breaking flights were over. having been crashed by its subsequent associated equipment needed space and After years of smoking, Sheila Scott died owners in 1979, and now being restored. payload too, better achieved in a twin. of lung cancer, aged 61 years, in the 3. Mythre: Piper Aztec G-AYTO. This more costly aircraft presented some Royal Marsden Hospital, London, some Damaged in a storm at the Piper factory mechanical problems en-route, and 22 years after her record-breaking and finally wriiten off as irrepairable. stretched her slender financial resources. circumnavigation of the globe. She had Her sponsors then pulled out before the been working on another record flight, so she used her beloved autobiography, but it was not MythToo as surety for Mythre, and when to be. The aviation author she could no longer afford both aircraft, Judy Lomax included some of she was forced to sell the former, in Sheila’s memories in her own which she had set so many records. book Women of the Air ,

Publicity photograph at the controls on the ground, with her first book.

Girls’ Venture Corps cadets and BWPA members with Sheila Scott (centre, dark glasses) with papers documenting her many record-breaking flights, at the ‘Women in the Air event, Sywell, 1973

26 Flying the de Havilland Caribou; or how I learned to enjoy life at 120 knots LiverymanWilliam Pinney

Long ago, when I was learning my way in plugs was missing, having fallen out over the professional flying world, I was given downtown Atlanta. Something like that the wonderful opportunity to fly the hitting you in the head could ruin your DeHavilland C-7A Caribou. It was whole day! But we never heard anything. during the time of the post-Vietnam era Another time I had a severely rough of military cutbacks, and the US was running engine, which we shut down strewn with large numbers of and then went home. We happened to be nightmare to maintain! One day I walked unemployed pilots. During this period, I training our Aeromedical Evacuation in to the squadron and was greeted by a was very fortunate to get USAF UPT flight folks at the time (nurses, medical flight mechanic friend, who waived his (undergraduate pilot training) slot with a corpsmen, and “patients”) and when I car keys at me, upon which was attached Reserve unit and this unit was of course, looked back they were sitting down a shiny AK-47 bullet. Well naturally, I flying Caribous. In many ways, due to my covering themselves in blankets! Best not asked about this and he replied that he flying during high school and college, I to look, I expect. had been assisting on a Caribou felt I knew more about that type of flying But the airplane was very reliable and inspection. He was looking through an before I went to UPT … and I was right. safe. The reliability was important, inspection port with his flashlight (sorry, There’s nothing like flying a 500-knot because as a Reservist, sometimes torch!) and mirror, and saw something trainer to prepare you for flying a 120 whether you got paid or not depended shiny resting in a U-shaped longeron. It knot Caribou off a short, dirt strip! on whether or not you got into the air. was the bullet and the entry hole was on My squadron had 16 airplanes, 14 of And I always thought the airplane was the other side of the fuselage (patched, of which were Vietnam veterans. In fact, very safe. De Havilland of Canada course) and had run out of energy and many of the pilots and flight mechanics designed it as a STOL bush airplane, and came to rest on the other side, having sat (doubled as loadmaster & engineer) flew I always knew I could land it at 50 knots there for at least 6 years! them there. And I don’t mean that type; I if I had to. In fact, that was where I Most of the time, our flying was quite mean that one. By serial number. During disagreed with the Air Force on how to routine. Somehow I took solace in being pre-flights, they kindly pointed out to me fly the plane. I began to notice when I one the last Lieutenants in the Air Force all the bullet hole patches on them, most was riding in the cargo compartment to be checked out in radial, piston engine from the wing, aft. When I asked about (training flights with 3 pilots), that when airplanes. While others were zooming this, they told me the Viet Cong had making an STOL takeoff, the main gear about in jets and turboprops, I was trouble leading them (slower that they struts would start to extend before the content at 120 knots, never having gone expected, I guess) and so they most hit nose wheel came off, and the airplane above 10,000’. I mean, if you can’t go too far aft. But on one airplane, one day leaped off the ground. This of course very fast, you can’t go too far from home, I noticed a very large patch under the indicates that the airplane was ready to right? Or so I thought! One year, as co-pilot’s sliding side window. When I fly well before it was actually pulled off Reserve summer camp (the annual two asked the other pilot about it, he said “the the ground; that is, I believe the AF was weeks on active duty) came near, the guy in that seat died right there”. afraid to fly before Vmc. It made us use leadership went around and asked, “who Needless to say, I felt a bit strange, and sad runways that were much longer than we would like to go to Germany?” I thought too, sitting in that seat. actually needed. Just ask the Army pilots hey, fine, I’ll ride over in a KC-135 or Our mission was usually a fun one, who flew them in Vietnam before they perhaps on the airlines. Wrong! They dropping paratroopers and crates, and were handed over to the Air Force in meant, “who would like to fly a Caribou occasionally flying in cargo somewhere. 1967. That mind set might have been a to Germany?” But the airplane was actually a bit small product of operating larger, so called Well, at 120 knots this was quite an by Air Force standards, and I don’t STOL airplanes, the C-123 and C-130 adventure. We took about ten airplanes, remember ever flying more than about that really did need 3000’ or so. put in two 500 gallon (each) bladders, twenty paratroopers or carrying more The airplane had a fantastic set of flaps, and shoved off. First stop was Goose Bay, than about 5000 pounds of cargo. You that ran the entire length of the trailing then Keflavik, then Wiesbaden. Don’t could fit a Jeep and ammunition trailer edge. When the flaps were lowered, the even ask how heavy we were; we were at back there. ailerons drooped with them. The flaps least 5000 pounds over max T.O. gross Two of my four engine failures (so far) could go all the way down to 40 degrees, weight, so for several hours after have been in Caribous. One occurred but this was rarely used as 30 degrees was departure, engine failure would have over downtown Atlanta, Georgia. The more than enough and 40 could be a meant ditching for sure. The flying FM came running up shouting, “there’s a little bit scary. One interesting feature around Germany was great, and I even hole in the right cowling and oil is related to this was the airspeed indicator. got to fly to Bitburg AB where I was pouring out!” After shutting it down and It had a little sliding marker that show the born 24 years earlier. The trip back was landing at nearby Dobbins AFB, opening acceptable speed range for any given flap pretty exciting too. As the Caribou was the cowling revealed a cracked cylinder setting and it operated with a mechanical only equipped with one TACAN head, from spark plug hole to the other linkage all the way back to the flaps receiver, one VOR, and one ADF spark plug hole. Also, one of the spark themselves. It must have been a receiver, we had no means of long range

27 navigation. So, we had a very down and it was the worst feeling in the time flying job went away and forced me rudimentary flight plan (it was basically world to watch them slowly fall back. to move to the American mid-west, fly E on the compass for Europe, and W The discussion was that the rest of us on the way back for wife… and I’m not should continue, and the HC-130 would making participation at my Reserve unit really joking). Coming home, we did orbit them the rest of the way. After the very difficult. By 1983, the decision was have a “duckbutt” or an HC-130 rest of us arrived we were told to go to overhead that could pick up our IFF and the hotel, but no way, so we waited four made to retire the Caribou, and my old give us an occasional heading for Lajes, hours until a Caribou appeared in the unit got brand new C-130H models, but and then St. Johns. But when we got to distance and touched down on one Lajes, I was not happy about not having a engine. Thank you, Pratt, and Whitney! the mission had changed, and a lot of map. So, I went in to the map room at The crew had put on their exposure folks thought it wasn’t as enjoyable as the Base Ops and looked for something that suits, laid out their chutes and had had the Azores on one end and Canada decided to ride it down if the other one “old days”. Interestingly though, the US on the other. I finally found a LORAN had quit. Army actually took a few of the chart, ripped it to size, and with pencil Not long after that, it was decided that (no straight edge), roughed out a course we should start to train at low level. I Caribous back, the first time they wore to St Johns. As I was leaving I looked up think someone figured out that if we had Army colors since 1967. The rest went to to see a group of Marine pilots (Harrier to deploy back to Germany for real (our guys) shaking their heads at me. Hey, I area would have been the Fulda Gap), we boneyards and museums. In fact, one of had to have something to fly with! would have lost all 16 airplanes on the my unit’s old airplanes is enjoying Fortunately, all ten of us got off OK from first day of the war. So now we started Lajes, and we decided to fly a loose flying at 300’ AGL, by maps only, with no retirement at the USAF Museum in formation to St Johns, because the heck other means of navigation and no radar. Dayton, Ohio. No more ham-fisted ex- with the rules, it was safer for us all to be This part-time flying was starting to get a together and maintain sight of each little bit risky! KC135 pilots to try and start her engines other. And then about 5 hours out of St But by the 1980’s the days of the Caribou anymore! Johns …. another airplane had a rough flying as a military airplane were running engine. They decided to shut it beginning to fade. In late 1981 my full-

Company, which are extensive, and gave Luncheon Club - 50th Lunch Report an outline of his long and successful Liveryman Tom Eeles career as both an RAF pilot and On 23rd February the Honourable Good mates together, aviators’ instructor, and as a civilian commercial Company of Air Pilots Luncheon Club Good food provided, charming waiters pilot. He described it as forty-four years celebrated its 50th Luncheon since its of undetected crime. There was simply foundation on 9th February 2000. Eighty not enough room on your five members and their guests assembled We’ve heard some chats, we’ve been in the downstairs bar of the RAF Club in regaled correspondent’s menu card or enough much anticipation of an outstanding We’ve heard some very stirring tales ink in his pen to record all the detail, event. They were not disappointed. Of serious fun, of derring-do however, purchase of JBR’s excellent Ruth Cundy opened the proceedings Of world-wide capers and deep, deep poo! autobiography ‘A Life of Flying’ will fill with the following Grace:- in any gaps. JBR is now standing down as And after lunch Lord, may we presume Chairman of the Luncheon Club and has Dear Lord, as we meet here to dine The Running Horse might offer room, handed over the controls to one of his On Roasted Beef and flowing wine To raise a glass to JBR past students, Past Master Squadron We ask your blessing on this Luncheon Distinguished AFC and Bar. Leader Chris Ford. We wish JBR a happy And on our Chairman, our friend John and relaxed time off duty and hope he The menu was a good traditional British will be seen at many more luncheons, Lord, as we meet, we must remember meal of Smoked Salmon, followed by Those sadly missed, no longer able Roast Beef and Pudding, with and we wish Fordie every success in his To share our common fellowship a dessert of Apple and Blackberry new role as Chairman. The celebrations Crumble . After the meal the diners were And chat around the Luncheon Table continued on in the Running Horse bar, entertained by the Chairman, Liveryman with members then struggling home John Robinson, who reviewed the past For 17 years, this Club has prospered fifty Luncheons, spoke of his other amidst travel chaos caused by Storm 50 Editions, friendships fostered activities within the Honourable Doris.

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