I can only speak regarding my experiences with Lindy at Elvington – we maintained her to the AP including scheduled servicing based on hours run, and calendar events. Certain systems could not be cycled such as the undercarriage retraction and auto pilot. Everything else worked as advertised. She was regularly washed down (including the jet pipes) and inspected for corrosion at every opportunity. If she was a static exhibit, I guarantee she would not have the regular servicings such a large aircraft requires (I use Vulcan xl319 as an example of corroded airframes here) and would have corroded further than she has. As a runner, she is treated to a five year re-paint, which agin, she would not have in a museum collection. It is BECAUSE she is a live aircraft that she has so many people looking after her, and THAT is what makes the difference.
How many static aircraft have such attention lavished over them? Keep the runners running – overall, its the best way of keeping the airframes going. Look beyond the hangarage / chemical corrosion / and all of the other INDIVIDUAL factors – view it as a whole.
I agree that the BEST way of preserving an airframe is to keep it in an air tight hangar, constant in humidity and Ph level, but how many museums can afford to run a hangar like that let alone buy the thing in the first place?
The big running jets were bought by individuals, not museums, and they certainly could not afford to buy /rent hangarage to house a Vulcan or Victor.
Be thankful we can still hear Conways or Olympus fire up.
And lastly, on the issue of safety in an emergency- Most if not all groups use ex-pilots and crew for the runs (other ‘pilots’ can be trained easily for ground runs and emergency proceedures), and ALL follow the RAF safety and servicing notes. MOST if not all have fire appliances on standby for engine runs.
Good luck to the crews (air and ground) of XL426, may she continue making a noise. And by the way lads, don’t drop the new fuel filter when you rob it out of my jet………
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