A Little VC10derness

Does anyone know for certain when the last scheduled flight, Albeit to Bruntingthorpe, is scheduled for? We are at present talking to Duxford about the possibility of a fly-by since Brize is not too far from from Duxford and sort of on the way to Bruntingthorpe. At Duxford is G-ASGC ex-BA/BOAC and we are trying to plan a celebration of some sort based around 'GC' on the day. A fly-by would have us all in tears. I started flying them in 1966 with BOAC.

The small problem at the moment is trying to talk to the right people at Brize who might be able to assist us in our plans. Can anyone help locate the 'finger on the pulse' at Brize?

Any help would be very much appreciated.

Hi Gwyn

As far as I know the transfer flights to Bruntingthorpe are scheduled for 23rd September 2013.

I'll try to fiind out who to contact at Brize.

Regards.

Dave

Thanks Dave,

That date would be good for me but one never knows.

At least we can start to plan something.

Gwyn

yes,i think that day will be a big day for vc10 fans everywhere,we prob need to organise something on this web site??...anyway how is GASG-C at duxford after 33 years outside?..i met john e clarke [who used to look after chalie soon after she had landed at duxford in 1980] i remember john closed her off from the public i and i had a full tour of her back in 1980 when i was 15,the atlantic record holder...does she have regular structural surveys?,what kind of corrosion maintenence does she get yearly?,have many spares been sourced from brunty for her future preservation?

If Duxford is "on the way" to Bruntingthorpe then technically it's an "alternate". So, "if there was a problem!" the remaining aircraft could conceivably land!!!
vololiberista

I was at Duxford a month ago and chatted with DAS and we sat on 'GC', with a tear in my eye, and the feeling was that she was in excellent condition even after having been there for many years. I found out recently that 'GC' was involved in the incident where the air-conditioning blower of No.4 dumped its oil into the cabin ducts and vis. on the flight deck went down to about 6ins. She then spiralled out of control about 12,000ft and finally landed back in JFK 10 tonnes overweight. A very lucky and competent crew saved her. The airframe was g-stressed during the fight which was the reason I think that she ended up at Duxford and not in the military.

... and it is because of that incident and ones like it that we practised as Smoke Drill in the sim. We had to be able to get on O2 and goggle up then carry out a drill to get the autopilot on and guarded, level off while the the Flt Eng cleared the smoke. All that was done in the complete darkness of a lights out simulator...

Tonks

Tonkenna wrote:... and it is because of that incident and ones like it that we practised as Smoke Drill in the sim. We had to be able to get on O2 and goggle up then carry out a drill to get the autopilot on and guarded, level off while the the Flt Eng cleared the smoke. All that was done in the complete darkness of a lights out simulator...

Tonks

A quiet afternoon then!!!!
vololiberista

This type of smoke drill was introduced in BOAC after this incidence where, as pilots, we donned goggles that been doctored so see sweet little and the F/E was blindfolded and then the lights went out and we all groped a round in the dark. No bodily contact I am glad to report but plenty of fumbling.

One of the reasons why No 1 autopilot must remain serviceable. A number of times I have AP snags with No 2 and could easily be diaged by transposing from No 1 but we always had the theory that we could 'fault' a lat amp, for instance, by doing that. I believe, tonks you could correct me, that one of the first actions of 'smoke on the flight deck' was to engage #1 AP.

Hi Laurie,

It was genereally assumed that the most likely time for the smoke to occur in this manner was in the climb as the air was introduced into the flt deck, thus it was common (and best) practice to have an AP selected before this occured; therefore, either AP would be used (dependant on which pilot was flying the ac. It was therefore part of the drill to protect that AP be it No 1 or 2. If no AP was already selected the flying pilot would select their AP unless there was an unserviceability..

Tonks

Thanks Tonks. During my training it was always said that #1 was the one we should look after the most. I know that most FE that I flew with preferred to have that one serviceable. Probably a personal thing to keep us on the ball with the other one. (Devious breed, these FE)