I would imagine not.
All F2’s were stripped before they were put out as decoys.

Avon RA.29 (mk301): thrust 12,100 lb (15,715 lb); length 138”; diameter 41.5”/44” reheat module; SFC .932/1.85
Avon RA.29 (mk302): thrust 12,690 lb (16,360 lb); length 138”; diameter 41.5”/44” reheat module; SFC .85/1.85

Avon RM6C (RA.29) [#66 reheat module]: thrust 12,690 lb (17,260 lb); length 138”; diameter 41.5”/44”; SFC .85/1.85
Avon RM6C (RA.29) [#67 reheat module]: thrust 12,690 lb (17,640 lb); length 138”; diameter 41.5”/44”; SFC .85/1.85

I found a weight of 2,890 lbs for the Avon RA.29 (mk 301), but this seems a bit light, as that is the same as I have found for the non-reheated Avon 201/2 series (RA.14/28).

There was a 500 lb difference between the Avon 100-series RA.7 (2,460 lb with no reheat) and the RA.7R (2,960 lb with reheat).

I was under the impression that the 300 series Avons were designated RB146.
The lack of weight difference between a reheated and non reheated isn’t so strange. Most of the reheat components weren’t actually fitted to the ECU.

Indeed, the 100 series (RA7)engines with reheat were fitted to the Swift. There were also experimental fits for the Canberra (testing) and also prototype equipment for the Hunter and the Mystere. If remember correctly, it was also fitted in the SAAB Lansen.

Btw the engine looks nothing like the later 200/300 series engines. The later engines had cannular combustion chambers instead of multiple. The 100 had a 12 stage compressor and the 200 a fifteen. The 300 had an extra stage grafted onto the front (zero stage) to make it sixteen. There were a host of other changes, the more important being metallurgical.

This one is very pointed, Cottesmore BoB display 1961, it would have been interesting to see it fly in, which one is it, I didn’t note it’s number at the time.

Is that the tailplane of a Victor behind the 707?

I was based at Laarbruch ’80-81 on II (ac).

Also as far as I can tell there doesn’t appear to be eny evidence of a wire strike on the fin or flight deck window frame. So the mystery of the missing winglet tips remains.

Rgds Cking

Perhaps they broke off with the initial impact.

I think they’ve hit the nail on the head…it all points to wake turbulence or fuel starvation…you can rule out wind shear as the weather was quite calm on the fatal day!!!

A number of witnesses have said they heard the engines accelerating shortly before the impact. As good is the data in the DFDR should be release today and that should clear it up. According to the tracks, the a/c was under the glide-path for quite a while.

Worth seeing.

http://www.youtube.com/watch?v=i-a9ZuIv6Ls&feature=related

You only get to see short clips of the D21 so be patient.