As you say Bruce, let’s hope the effect goes on.

Like other people I had my doubts, in particular about the strategies used in pursuit of the project gaols. Yesterday was a very special day for those closely involved with the project and well done to them all for seeing it through!

I personally know what it is like to see a project like this come to fruition and it was right that all those involved got due recognition for a job well done.

The museum that I am a member of saw interesting telephone and internet traffic yesterday from several members of the ‘great British public’ demanding to know what time the Vulcan was flying – merely because we had a Vulcan!

As far as the press coverage goes, yesterday’s events highlighted the ‘fickle nature’ of some sections of the British media, where the old adage “bad news sells newspapers!” still holds true i.e. a project in trouble [August 2006] is more newsworthy than a project successfully completed [October 2007]. Also remember that events elsewhere in this ‘global society’ can conspire to affect the most carefully planned coverage of any event, no matter how special we all believe it to be.

The BBC local TV coverage in the East Midlands was very good and one interesting figure was given out – anticipated operational costs of £1.6 million per annum. I hope that ‘Vulcan in the Sky!’ is successful in attracting the sponsorship required to continue the good work, otherwise the ‘bad news pack’ will pay them a return visit.

Once again well done to the team at Bruntingthorpe.

Has anyone read the TSR2 portion of this interview with Roland Beamont?

http://www.airsceneuk.org.uk/oldstuff/2005/bee/bee.htm

Have you asked at Newark Air Museum?

They have dioramas of both a Post and a Group Control room in their Hangar 1, both from the Cold War era.

There is also a further Cold War connection with their Shackleton participating in FALLEX sorties during the early 1960s.

http://www.newarkairmuseum.org

Joe’s old thread explains the previous Newark ATC involvement as I understand things this all happened circa 1979 -1980.

During the1990s much work was done by a husband and wife team to get the internal fit up to spec and TG517 has been repainted three times since it arrived to my knowledge. These topics have been well covered through articles in Flypast.

I seem to think that ground running [turning over engine] ceased when Joe et al moved onto ‘real aviation projects’.

The airframe is no longer on loan having been gifted to museum by its previous owner. According to recent museum newsletter TG517 may go inside a third hangar that is being proposed at Newark.

A couple from the HP stable here – well very close to it for the Jetstream!

http://www.newarkairmuseum.org/aircraftlist.htm

And if this sort of interesting information is not recorded, it will be lost one day in the future!

Bill O’Sullivan [the Cockpit-Fest organiser] at the Newark Air Museum has been partially doing this by recording the Log Book details from ex-Vulcan aircrew that flew XM594, which is displayed at the museum. This exercise was started during their “Tribute to the V-Force” event several years ago.

I believe that the Bedford [Thurleigh] 30 day dispersal mentioned earlier in the thread may even have been by a crew with XM594.

There was some talk via the museum Dispersal newsletter that Newark’s new proposed hangar project could have a Cold War aspect to it relating to both the Vulcan and Shackleton airframes. The Shackleton already has two books published, ‘Duty Carried Out’ and ‘Dedication to Duty’, which include details of sub hunting ops / patrols and FALLEX missions from the early 1960s.

http://www.newarkairmuseum.org/shop.htm