Typically i have heard from several sources that the Mk4 (i know yours is a Mk3A) can be a bit of a handful on the brakes,

Ritch & Max have described the basic technique OK, but there really is no problem with differential braking on any mark of JP. If you want downright awkward try the heel brakes on an Auster or a Beagle (if you can find one). In some ways the 4 is easier than the 3 because of the higher residual thrust, just start off in a nice straight line and ensure that the brakes operate evenly. If you can practice manoeuvring on the runway before you try more confined areas so much the better. Just remember, if in doubt shut down and push it/pull it to where you need it to go. A slightly red face is much better than damaging someone or something. Also remember when you are being “brave on the throttle” that ground equipment, spectators, family pets and garden furniture can easily perform an impromptu flying display behind you as a result.

Have fun,

exmpa

Memorabilia

There are a few issues to consider with these items:

Framed signed photo of Guy Gibson inc Wings & photo of his dog “Ni**er”.

Can you provide the provenance for these items. By that I mean is it possible to prove a continous link all the way back to Gibson? Unfortunately many items of this nature fall down because they are attributed on the basis of anecdote. The anecdotal “evidence” may well be true, but all you can do in these cases is put the tale in front of prospective purchasers and let them make up their own mind. Furthermore, have the items been together throughout or has the group been put together at a later time? It may be possible to provide sound provenance for some items but not the others. If that was the case, the value would possibly be higher if they were assessed separately. That may sound a little odd, but it works like this; if offered at auction the bidding would be based on the demand for the authenticated item(s) and that would decide the price of the whole group. If offered separately the proven item(s) would probably still make about the same figure and the lesser items would then sell on their own merits.

Douglas Bader signed colour newspaper cutting and dated 12/01/1979.

Bader signatures are not all that uncommon. If it can be authenticated and the subject of article is interesting/relevant and if the condition is satisfactory then one of the specialist dealers would have a pretty good idea of what it might be worth at auction. However, the ephemera market is fairly open and it is well worth thorough research on an item like this. Bader might have a bit more general appeal than Gibson but as this could be described as an “affordable item” it might make a reasonable amount.

There are also letters from Johny Johnson, Stanford Tuck.

These are a bit more specialist. Many members of the public will have heard of the other two individuals or be aware of their achievements, but with Johnson and Tuck you really are in the specialist market. Much will depend on the subject, the time and the condition. Any of these factors could make an enormous difference. To sort this out you would need someone specialising in aviation/RAF ephemera, even the specialist auctioneers would admit to making a best guess on them.

I realise that in writing the above I have throughout referred to sale price and I am aware that you are probably not putting them on the market. However, given that they can be classed as irreplaceable this is really the only way to value them. If you do decide to have them valued I would advise that you seek diverse opinions and I should be very interested to hear the outcome.

exmpa

.40 cal? That’s for wussies!

😀 exmpa

I think you may find `Charles deGaulle ` airport,Paris has a modern equivalent with recessed turbines near the end(s) of the main runway,chuffing out hot air when necessary.Don`t know if it is still used..

I cannot say when it was last used, but it was at least 20 years ago.

exmpa

A history of the FIDO system:

“Flying Through Fire” by Geoffrey Williams ISBN 1-85627-900-6
Many copies are available at reasonable price here.

exmpa

If you have not found it already, this thread might provide some of the information that you seek:

Vulcan Ops Thread

This website might also be of interest for weapon related aspects of the QRA operation:

A Guide To British Nuclear Weapon Projects

I know of no books that deal with the opeartional aspects subject in any detail.

exmpa

The aircraft was instructed to descend at a given rate on the autopilot, the aircraft did that, and since no-one cancelled that command (CRM issues were implicated), the systems achieved the structural necessary impact with the ground, with the empirically fatal consequences…. the fact that the aircraft was fly-by-wire matters not a jot. I have flown a PA28 with an autopilot in which I could do exactly the same trick…

No, the autopilot was not engaged, the aircraft was being flown manually. The cause of the accident was similar to the Mulhouse accident in so far as it was due to “Mode Confusion”. The aircraft was in “Open Descent” mode, that means that a thrust idle descent is commanded and the speed will vary as the attitude is adjusted. They needed to be in a “Vertical Speed” mode where the V/S would be adjusted by changing the attitude, but crucially, the Autothrust would vary the thrust to maintain the selected speed.To cut a long story short, if the had looked at the Flight Mode Annunciator (FMA) at the top of thePrimary Flight Display (PFD) they would have seen in the Thrust Window “Thr Idle”. They needed to see “Speed” at this stage of the approach. If they had switched off both of the Flight Directors (FD) [FD2 remained on and prevented reversion to Speed mode] when things started to go wrong; The normal configuration for a visual approach should have been FDs off or Trk/FPA all would have been well. They didn’t, they ignored the FMA and took no action until it was too late, the rest is history.

exmpa