The last true D.H product is really the Hawker 1000. A clear continuation from the 800 series BAe 125 and before that the D.H 125. The RJ-X and BAE 146 before it were based on a D.H design study which lasted for about twenty years. Intially the 146 was
going to fly mid 1970’s but the oil crisis meant that it was put on hold and only emerged in 1979. With a wing box made in the U.S – American engines and flying surfaces made by SAAB I can’t help but think that the last true British airliners might well be the last Hurn deliveries of BAC 1-11’s circa 1984.

The manufacture of the wings was initially sub-contracted to Avco-Lycoming in the USA, but was taken back in house by BAE at Prestwick many years ago.

Just a clear up a few matters here, no Avro RJ-X’s ever entered service. The aircraft was a development of the Avro RJ. Three aircraft were completed and test flown and several more were in various stages of completion on the production line before the program was cancelled.

The aircraft at Manchester G-IRJX was the middle one of the three aircraft, which flew. The last of the three was E3391; this was the first production aircraft and was destined for Flybe. This really was the last British airliner to be produced and not the one at Manchester. This aircraft was broken up at Woodford.

The RJ-X didn’t have the ALF 502 /7, which powered the 146, and RJ (derived form the core of the Chinook engine), but a completely new engine called the Honeywell AS977.

Managed to get down from Nottingham Sunday lunchtime battling against a fairly strong headwind and dodging the showers.

Impressed with Hulavington completely intact WW2 station. Very well maintained grass.

Nice to see a sturdy line up of Austers (well I am biased) :rolleyes:

It seems I’m not alone in my thoughts, but perhaps am more outspoken than some.
One thing bothers me is the inconsistency in CAA rules. Why do they allocate British Civil Registrations and permits to types such as the Sea Vixen and Vulcan, yet will not allocate them to a Lightning, Buccaneer or Shackleton? :confused:

The CAA rules are quite consistent. They are more than happy to take a cheque off you to register any aircraft, it doesn’t mean to say that it will ever be granted a Permit or C of A. I think one museum registered all their entire collection a few years ago just to get the publicity.

The Sea Vixen is classed as an ‘intermediate’ type and is elligable for grant of a Permit providing it is supported by an Organisation capable of meeting the criteria set down in BCAR A8-20 which includes providing sufficient details of the types service history and accident record.

The Vulcan is classified as a ‘complex’ type. In addition to the requirements of ‘intermediate’, complex types need continued airworthiness and design support from the manufacturer or equivilent organisation.

Therefore the Lightning would have needed continued support from BAE Systems (or equivalent) and be able to demonstrate a good safety record whilst in service.

The AAIB recommened to the CAA following an accident to a Stampe which lost it’s prop, that a calender life limitation be imposed on Gipsy engines. In particular those engines which operate in the transport/aerial work category.

According to the accident report the CAA partially accepted this recomendation, although it seems the investigation is still open.

I heard a figure of 13 years calender time mentioned on the grape vine, but don’t quote me. If this proposal is adopted and also applied to private cat aircraft it will see my Auster decked. 😮

Deltair are the people to talk regarding Gipsys as they are the type certificate holders for the engine.

The reason the Swift ‘may’ have to go back outside is ownership issues in connection with the requirements of the Lottery grant. As far as I am aware the museum have tried hard to resolve these matters.

Its nice to see it indoors, particularly as it’s parked next to the Hunter F1 and I am sure it will remain inside if possible.

The Vulcan remains the property of Stuart Stephenson as it’s not been sold yet, however I understand there are a couple of interested parties.

Its the 22nd anniversary of the delivery of the aircraft, Howard Heeley has written an interesting article about the events surrounding the delivery of the aircraft. Don’t forget this was the only Vulcan delivered to an unlicensed airfield and Winthorpe’s one and only jet landing!

XM594 Delivery Diary

Edited to say F4 beat me to it by three minutes!!

Asked this question a while ago. It wasn’t in the best of health when I saw it, so I don’t think it would have yielded many spares.

First pic is when it was on the farm, second one ‘assembled at Duxford for an auction a couple of years later. It didnt sell IIRC.