As far as i’m aware, all Vulcans are and always have been heavy smokers!!

Personally, I’d rather my time and money went to organisations where it’s got an earthly chance of achieving something.

Well do that instead then and give the hot air a rest. :diablo:

This from David Thomas:

Ladies and Gentlemen,

I have been asked to write a few words on the Vulcan and would like to encourage you to help us in our final push to restore XH 558 to flight.
In my opinion the Vulcan is an icon of the very best of British [innovation/design/technical achievements]. Following the end of the Second World War when money was short and there were many calls on the Treasury to restore the Nations industry and infrastructure, our far sighted political leader and the Air Board of the time foresaw a period of deteriorating relations between the East and West and ordered a new breed of Bombers for the Royal Air Force.
Three new aircraft were planned and produced by different companies and all three were felt to be capable of providing a credible defence for the nation. The leaders of the RAF at the time specified that these new aircraft should be modelled on the success of the Mosquito; they were to be fast and manoeuvrable using their agility to avoid interception. Two of the three V-Bombers stood out in their length of service and, the Vulcan led the field as being the most unique aerodynamically and suffering the least from fatigue problems.
I joined the RAF in 1962, as a young 17 year old bent on being a fighter pilot. Exactly 2 years later on completion of pilot training that dream was shattered. At the time the need was for bomber pilots to fly these new aircraft and my protestations fell on deaf ears. Brand new Vulcans were still being supplied to the Squadrons when I first joined 35 Squadron at RAF Coningsby. Little did I think then that I would be the Captain of the last Vulcan to fly into retirement 29 years later.
The Vulcan fulfilled everything we asked of her. We, the aircrews, had every confidence that she was the best in the World and in her role as a nuclear deterrent; she was a most effective threat. Looking back at those years of Quick Reaction Alert we had every confidence that we could achieve everything that was required of us. The Vulcan was adapted to a variety of roles during her working life and whilst the Victor was undoubtedly the better Tanker aircraft, the Vulcan excelled at low level and maritime reconnaissance due to her ability to absorb the punishing airframe fatigue experienced in low level flight. Just like the Mosquito, she was able to outrun most other aircraft of the day and those that she couldn’t, she could certainly out manoeuvre. Who wanted to be a fighter pilot now?
The one role that most of you will remember was the Vulcan’s excellence as a display aircraft. On display she has 3 major attributes: she was large, unique and had the ability to display within the airfield boundary at a large airfield, she was noisy and could not be ignored, and finally, at full power the very ground beneath your feet shook as she passed.
Pilots have an expression, if she looks good she will fly good. In the 1960s the Vulcan was the envy of the World, even amongst our American cousins. She was loaded with ‘cutting edge technology’ employing ground breaking aerodynamics, which enabled her to complete her role in all weather, day or night. All this was accomplished by a private aircraft company, A V Roe as a private development and then procured by MOD as a complete and battle ready weapon system. Thirteen years after the government first gave approval to proceed with the Vulcan design, XH 558 entered service.
The Vulcan stands out as the very best of all that is British. The generation surviving the Second World War had a desire for peace and freedom – and the Vulcan was conceived. But for her success in being an effective deterrent our World now may well be a very different place.
Our new role for her would be to form a part of a centre of education of the Cold War period. A living icon of that period as the Cold War now enters the scholastic National Curriculum.
The Vulcan restoration is nearing completion. Her return to flight has been a ground breaking venture with many apparently insurmountable barriers being overcome. Today there are no technical reasons why this aircraft cannot fly again, and she has the support of the Civil Aviation Authority. The only problem is one of finance. The Vulcan Operation Company needs an additional £1,000,000 to see the aircraft back to flight. Once there, it is expected that big business will leap in to provide long term funding to keep her flying until she is finally forced to retire. That retirement day is expected to be in excess of 10 years away, after which it is planned for 558 to be the centre-piece in a Cold War presentation at either Duxford or Cosford.
I suspect that you can guess that I have an admiration for the Vulcan. For all that she has achieved in her operational life and for the countless number of times that she has thrilled the crowds at airshows around the World. In 1993 when I flew her into retirement at Bruntingthorpe, I have never dared to believe that she would fly again but. nevertheless I have stayed with her throughout the lean years just hoping that such a miracle would appear. Now it has. We are so close. To get there, we need you, our faithful supporters and fans to make one last push to raise the cash. All we need is for 2,000 supporters to pledge £500 and we will have the money we need. £500 is not that much and I am assured that the pledge will not be called in unless all the required funding is in place and the way clear for the return to flight. Can you make a pledge now? It has to be now, unless everything is in place by the end of August 2006, I fear work on the aircraft will come to a halt and it is likely that XH558 and all her associated spares will be disposed of. Please join with me and let us avoid this happening.

David Thomas

Chief Pilot, Vulcan Operating Company

Jeremy Clarkson wrote a great piece about them in his book ‘I Know You Got Soul’.

Just because she can’t be ground run, is that any reason to smash her to an ally pulp?? 😡 😡 😡

…603 has one of it’s left elevons pulled up to almost 45 degrees. she is turning green aswell…

Don’t let this be an indication of her condition, the shabby paintwork hides the fact that she is in fantastic condition, maybe one of the best. I feel sorry for the heritage guys…. 🙁 😡

And here is that post:

Dear PPruners

Yesterday, I was asked by Nigel Bradley to take a look at this forum.

I have to say since leaving my job at internet company Cisco Systems that I have never taken much interest in Forums, since they seem to me to generate rather more heat than they do illumination, but having read the last couple of pages of this thread, there is certainly some illumination that I can supply.

I refer to the following list of questions, that seem to me to be appropriate and worthwhile answering:

1. Please ask him to consider coming onto this forum (or through yourself) and give it to us all ‘straight from the horses mouth’?

Happy to do this, hopefully this long posting will supply the answers.

2. If he declines, would you please ask him why not?

That one’s easy!

3. Please express the deep and serious concern amongst PPrune members at his lack of comments on the problem?

Understood, having read a couple of pages of this thread.

4. Will you ask him to make a statement to the aviation world, stating EXACTLY where the project stands, what EXACTLY is needed and WHEN it is needed by?

The Engineering Status of the Project now, almost exactly a year after the work on the aircraft started is this:

Introduction

The overhaul task was initially based upon the RAF’s Major Servicing Schedule – costed by the RAF at around 15000 manhours – but enhanced by:

a. The need to create an engineering facility at Bruntingthorpe.

b. A requirement to carry out a complete structural inspection.

c. A policy of refurbishment, instead of on-condition maintenance, for many system components.

d. A more stringent approach to the conditioning of cable looms.

e. Modification of Military Flight System and Rear Spar

Measurement of Progress

The general sequence of any aircraft maintenance task remains:

· Gaining access usually by removal of components,
· Inspection of structure and system components,
· Assessment of the results;
· Where needed, rectification or replacement.
· Refit,
· Functional testing and systems integration

Each task is, of course, fully documented and controlled through a work card system. As at 10th August 06, Marshall Aerospace’s records showed that 4549 work cards had been raised; of these 1408, or 31%, were logged as fully complete.

However, it is important to realise that this is a gross understatement of progress, as many of the open cards have the manhour intensive elements completed and awaiting lower-cost tasks such as availability of spares and refit.

Unusually, a narrative gives a more accurate impression and suggests that the overhaul is about 70% complete.

Review

Structure: Before the Major started, the uncertain condition of the structure was seen as a primary technical risk for two reasons:

a. The alloys used are known to be susceptible to SCC (Stress Corrosion Cracking) and exfoliation corrosion. Visual and radiographic inspection revealed only superficial corrosion; a few bolt-hole inspections (for cracks) need completion, but the only known cracking is in a longeron end fitting bracket in the pressure cabin; this can be repaired or replaced.

b. The structural fatigue life had nearly expired at the end of RAF service; extensive preparation has taken us to the point where Mod 2222 is fully mastered and ready for embodiment. This will release enough fatigue life for the immediate and mid-term flying programmes. If necessary, there is adequate technical information for another modification extending the cleared fatigue life yet further.

Undercarriage: The undercarriage legs now fitted are to provide mobility, as the three primary legs are finishing full overhaul at the approved repair agency. Again, we had been concerned as there was a history of SCC, but they have passed scrutiny.

Hot Air Ducts: These supply very hot air from the ECUs to wing de-icing and cabin pressurisation; unusually, these ducts had also been a structural integrity issue, but ours passed inspection and await re-installation.

ECUs: The eight ECUs remain in their preservative cocoons; they are yet to be run on aircraft but we have good reason to be confident about their condition.

AAPU: An overhauled, low hour unit is ready for installation.

Fuel System: The tank bays are inspected and in good condition; the flexible fuel tanks are to be re-manufactured; the OEM is contracted. Fuel system pumps, filters, valves etc are being serviced.

Cable Looms: where protected, the cable insulation is in good order but exposed runs in undercarriage bays have suffered. Looms supplying vital systems or showing visible damage, have substantially been replaced, but that task is not yet fully complete.

Flying Controls: The nine control surfaces are at their repair agencies for reskinning and the PFCUs with their OEM for servicing.

Cabin: The inspection of the complex cable looms in the cabin is 50% complete; the individual instruments are serviceable, but the panel has yet to be re-designed to accommodate the revised (but not yet finalised) Nav fit. The O2 system is rebuilt, the AVS sub-system removed and the combined pressurisation and heating system awaits testing.

Summary

The processes of overhaul are substantially more than half complete. It is important to acknowledge that virtual completion of the inspection process has shown the aircraft to be in overall good condition, and with knowledge we have come to realise that the risk of technical shock is now very low.

Our major project focus remains the OEMs who are servicing systems and components at no charge: we need to ensure that they meet the planned component need-by dates – we have little leverage over them.

I would encourage all of you to buy the excellent DVD documentary on the Restoration Project to date, published by Primetime Video.
See: http://www.ptvideo.com/videos/Aviation/VulcRest1.html

The Financial Status is this:

As at the end of June 2006 we had spent £2,751,900 since February 2005, split down in the following way:

A/C Purchase £125,000
Hangar rent £278,200
VOC costs £617,200
Marshall Aerospace costs £1,336,800
Education Proj £14000
Non-HLF costs £380700

Of the £2,751,900, the Heritage Lottery Fund (HLF) has funded £2,142,600

VOC costs include everything on the engineering project that is not Marshall Aerospace. Non-HLF costs include everything that we cannot claim from the HLF, including fund-raising and marketing costs, insurance, expenses, accountants, auditors salaries of non-HLF people (including me).

At this point, before anyone asks, I would like to point out that whilst I now receive a salary from VTST via my own consulting company, I have financially sacrificed more than any other individual (except possible David Walton) on this project, having voluntarily given up a £150,000pa job as a director at Cisco in 2000 and led the project full-time for no comparable compensation for 3 and a half years.)

Future Plans

We need to reach first flight, for everyone agrees that the project’s world will change when that is achieved. It is also the moment when the aircraft is no longer at risk – we will be able to reposition it, and if necessary have a breathing space before anything else happens. I cannot stress enough how important it is that we make this milestone, which is now on our plan expected in March/April next year.

However, with our current known commitments, the Trust runs out of money at the end of August, and urgently needs an injection of £250k cash before the end of the month to keep us going though September. We are making some progress towards this, but not fast enough.

– Given that the Trust is a limited company and so governed by the laws covering insolvency, the Trustees (= Directors) have had no option but to give all employees one month’s notice, with the hope that something will happen to avoid shutdown. It really is down to the wire this time. I know that the Trustees are trying their best to find additional funding as I type.

– The 20-month time delay between the original HLF decision in December 2003 and the actual start of work on the aircraft in August 2005 ate up a fair amount of the funds we had raised. This delay came from all sorts of different reasons, but mainly for contractual, legal and insurance reasons. For example, ensuring that our insurers, Marshall Aerospace’s insurers and those of the key critical systems OEMs were all in agreement took some time.

– We have suffered additional costs, mainly from our prime contractor Marshall Aerospace, which on their own have already swallowed all but the entire £695k contingency budget that was in the business plan agreed with the HLF in 2004. That this is happened is a matter of deep regret, because we set expectations with MA from day one that the project was in essence a fixed price one. However MA has been and is taking a strongly commercial view, albeit helping us with a line of credit.

– Lastly, despite the efforts of the Trust’s fund-raising arm, we have failed so far to attract a commercial sponsor. Our business plan assumed that we would have attracted sponsorship of at least £500k by now, but so far this has failed to materialise. My own view is that we won’t get a commercial sponsor until we demonstrate the aircraft flying, such is the risk-averse nature of modern commerce.

All of our donors and supporters have been absolutely great and very generous, but the Trust’s fund-raising arm thinks we may exhausted the existing donor base’s resources now. We need rapidly to expand our supporter base.

We also know that we need funding at an average rate of about £125k/month to reach the end of March, by which time we should have made our first flight. My current estimated remaining net cash needed by month to reach first flight are these:

October £159,000
November £234,000
December £239,000
January £150,000
February £93,000
March £81,000

As you can see, we still have challenges ahead, but it is vital that we move from month-on-month uncertainty to some assurancethat we can at least reach first flight – hence the campaign for £1million.

5. Please ask him to explain why he is so confident that the rest of the money will be forthcoming. It may give us some encouragement to pledge more money.

I am not sure that I am totally confident that we will find the rest of the money, but I am confident that if we overcome the current crisis, the momentum that it will give us will be sustainable. The press and media coverage over the past few weeks has been substantial – the people who know about us want us to succeed. We need to turn enthusiasm that into funds, which is what the team is focused on.

One of the reasons why I am confident is the current emphasis on engineering skills. There is a potentially massive problem for the UK with the lack of the young choosing engineering as a career. James Dyson is opening a Technical College to “excite the young in engineering”, and I believe fervently the XH558 can make a substantial contribution to making the young think about engineering. A whole generation of youngsters have never seen the aircraft: we can provide them with an unforgettable experience that should start some of them thinking “I want to be part of that”.

6. Finally, will you explain to him that very many people like myself WILL NO LONGER give more money to this project until we get some answers to the position of exactly where this project is at, and exactly what is happening?

I do hope the above information provides answers to your questions.

In passing, I would like to point out that the project has been very closely monitored by the HLF since February 2005, who have held very detailed monthly reviews of both engineering and financial status. I cannot fault the HLF’s support for this project. Both at a project level and higher in their organisation, the HLF remain in total support, but due to the policies under which they are operate, apparently unlikely to provide any further financial assistance.

I therefore hope that you will feel able to make a donation or a pledge, and, just as importantly, to spread the word far and wide so that others will also donate or pledge. I remain amazed that despite all our efforts, so many are still unaware of what we are trying to do But when these people are informed, they are totally supportive.

See:
http://www.tvoc.co.uk/edonate.php
http://www.vulcan558club.com/Pledge%20form.pdf

The readers of this thread could I believe make the difference.

Unfortunately I am going into hospital tomorrow morning for a potentially serious matter, and will not be surfacing for a number of days. In the meantime please send any questions to the email address at the bottom of this post, which will be answered by the team at Bruntingthorpe.

I also invite you to visit Bruntingthorpe and talk to the team face-to-face. Please call the number below and ask for Denis Parker.

Dr Robert Pleming
Project Director
Vulcan Operating Company division
Vulcan To the Sky Trust – a Registered Charity
0116 247 8145