The Quadjet Area
I have had this written for some time now and don't remember mentioning that all 747's have been scrapped along with the 737, Super-Guppy and the RAF Tri-stars as well as the VC-10's now at risk of their demise.
Also, apologies for anyone who just wanted the pictures and not a shit-load of history and self-centred writing.
Anyway.
Since my previous visits here there has been a lot of on goings within the aerodrome which has changed the landscape here drastically.
After visiting VP-BGY and VP-BGX along with SX-OAD I headed back one night for a further recce with the primary plan to reach inside of one of the six Lockheed L1011 "Tristars" and then hopefully try to reach into the Supper Guppy whilst paying a quick revisit into VP-BGY. The reason being was it would allow for an in depth look within some of the most technically advanced and visually unique aircraft I could think of and to slowly compile more of Brutingthorpe.
We arrived late in the evening and slowly made our way to the access point of the two previous endeavours.
It's worth mentioning that in the month between the second visit (previous report) and this hopefully to be third visit the lease of Cox Automotive had again changed on the site with nearly all of it being now under their control and no longer the Walton family's. This meant that security measures had began to change with the aircraft now all within the boundary of Cox's control. This means that a log-style cabin we had passed on previous visits now gave home to a suspiciously placed van outside along with a porta-loo and illuminated lights.
As we headed through our previous access point the saturation of razor-wire had clearly increased and as we edged further and the tieing of the aging fence had also become more apparent with the down-trodden foliage only hinting to a furthered security presence. Thinking it was only routine maintenance we arrived a few meters from the cabin and stopped to observe the surroundings. It was apparent things were changing with the two Vickers VC-10s that were formally rather close to us at this point now absent and dwelling across the apron. Gazing over we saw the cabin and the newly acquired van. The initial thought was that we had simply missed the van previously and the planes had been moved presumably for the ongoing re-arrangements. Yet there was a growing sense of anxiety that we might need figure a new way in only to be further persuaded by a rhythm of distance dog barks.
It took a while to fumble through the dark to find another way onsite. Our ideal plan was to get as close as possible to the L1011s whilst remaining in cover and ideally not crossing the fence before we got close. This plan had to be altered in the end with us opting for a lengthy, but considerably shorter than original, route to the aforementioned aircraft. After gracefully climbing the fence, like a pair of drunks, we tip-toed across a disused road into some woodland. Eventually having to emerge from the trees earlier than planned opting to speed-walk to the planes along the taxiway before getting into cover behind a fire engine parked below the wing.
To put a lengthening story into a shorter format we couldn't get into the cabins or cockpits of the L1011s.
Unlike the 747s here at the time no air stairs were available to even be used to push up against the cabin doors in an attempt to unlock them and that unlike the 747s you could not access the interior from the avionics bay behind the landing gear. Adding to this the design of the planes imposed that even getting on the wings wouldn't have been enough to reach the central exit doors. All of this accounted to us being stuck outside with no way of getting in the two trios of planes stood around us.
We eyed the 747s from the Tristars and decided to make a run towards them knowing, at the time even though SX-OAD had been shunted around, they should have been accessible. Arriving underneath we split and sprinted up the stairs of both planes simultaneously before running back down and trying the other set. The problem was that the stairs had been moved at least a meter away from the plane's fuselage and that the doors were seemingly jammed shut. We both tired for the front landing gear only to be again disheartened to find the ladder removed and the hatch shut. We might have been able to open the hatches, looking back on it, but with the belly at least being 3 meters off the ground our short statures would have struggled.
Things were looking desperate for us and we both started to realise we might be out of luck.
From here the VC10s and Comet became the next target for only the same results to reveal themselves. As we both stood under the Comet's belly eyeing up the Victor we eyed a van patrolling and shimmed behind a set of SUVs to keep in the shadows.
Then the van turned and stopped at the steps of the Comet and we decided at this point to try and get out.
4th attempt
It was a few months on now and Bruntingthorpe was still beckoning in my ear.
I had spoken to a few people by now and went for walks along the fence numerous times only to spot the raised security measures. A few in-depth scouts and constant information gathering online had also shown that in the take over of the field the Super Guppy had been scrapped with the skin fashioned into keyring tags and the cockpit ripped away for preservation along with G-BVKB and SX-OAD. Within this I also figured the maze of cameras dotted around and spotted which ones may lead to any future trouble. On a couple scouts it was noted that quadbikes were being used to patrol the perimeter with a with stopping and picking up their radios up on the site of me along the public footpath.
Thankfully a few areas were spared on the site and in one of these lied the Comet, Nimrod and Victor with the other housing the Canberras, Lightinings and whatever else in their own museum. Unfortunately, the VC10s are likely to see their demise along with the L1011s and potentially the Russian 747s.
It is also worth mentioning that the choice of aircraft being saved is presumably due to the preservation efforts being aimed towards the Cold War and Falklands War era of aircraft although the likelihood of the four jet aircraft going on display anytime soon is unlikely with the only option of getting up close being being something few avgeeks would attempt.
Anyway, these visits had allowed me to remap the site in future for a potential visit.
Fast forward a little more to December 2021 and I was travelling through Gilmorton village at which point my brain ticked to "Oh Bruntingthorpe isn't too far" so we pulled up and went for a quick dive inside to see what was up. Looking over the bushes two red circles became apparent through the sticks only to be identified as the Victor's engine covers. This was a surprise as a few months prior there was no chance of even getting close to properly see the plane. Excited we, scouted deeper and, made up a plan to get up close without too much risk before departing at dusk.
The next morning started to the tune of heavy rainfall and D&B as we ploughed through the thick spray of HGVs en-route to the former airfield hoping for a worthy finale to 2021. Having arrived ahead of schedule we embraced the heater's warmth until the first light began to break through the cloud. At this point the visit began. Nervous not to make a hash of this visit we opted to leave one person at a strategic vantage point with a pre-written text commanding a swift departure for if anyone turned up or began to approach.
With the cameras out and tripods ready to deploy myself and one other ran in and began to capture the sights before us. At first the assault on the small yard was clumsy with numerous slips and trips but once accustomed to the wet mud things became slightly more dynamic.
We automatically, without any obvious agreement, worked in a clockwise rotation leap-frogging past each other. Whilst one photographed another moved and readied to shoot whilst keeping additional lookout.
A Few Months Prior: Victor (Left), Comet "Canopus" (Lower Right), Nimrod (Upper Right) And A Jet Provost (Forward Of The Nimrod's Port Wing). Note the security cabin towards the top.
Starting off with the Victor, specifically XM715 named "Teasin'Tina".
The Victor aircraft type and XM715 in particular both share an equally interesting historical story that could be accounted here in some depth. Not wanting to re-write what has already been written and not to take this report off track from the Urban Exploration theme I'll refrain from writing too much. Internet links are provided for those with any interest.
The Handley Page Victor can trace its routes back the Cold War as part of the UK's programme to enforce an airborne nuclear deterrent against the ever-growing threat of a nuclear attack from the USSR. Ensuring the threat of mutually assured destruction (MAD) or to deliver the first strike.
The Victor itself was born the UK's strategic nuclear strike force leading to the creation of the "V Force" which utilised a fleet of strategic bombers under the V Class. Within this V class appeared the 1951 Vicker's built Valliant and the 1952 Avro built Vulcan and the final model being the Handley Page Victor in 1952.
The standard set for the V-Bomber upon initiation of the projects were requirements for the jet-powered bomber to carry a payload up to 4,500kg to at least 2,000miles (later reduced to 1,500) from any base whilst being capable of cruising at 500knots upwards of 35,000ft. Design requirements were sent to Handley Page, Vickers, English Electric, Avro, Bristol and the remaining major UK aircraft builders in around 1947 with designs from Avro accepted by the Ministry Of Supply in November 1947 and Handley Page's accepted in the December. The Vickers design was accepted in April 1948.
After being dismantled and disguised as a boat hull prototype WB771 was transported to RAF Boscombe Down for the maden flight. The initial flight of the Victors first prototype (Known as the HP.80) took place in the Christmas eve of 1952 lasting a total of 17 minutes with the Air Ministry designating the aircraft Victor shortly into the new year. Making this the third V-Bomber.
WB771 victor would be lost in 1954 following the failure of the tail plane due to fatigue cracks over Cranfield (Bedford).
After the two prototypes of the HP.80 variant aircraft, the RAF saw the first of two production models of the Victor entering service.
Firstly was the Victor B1 entering with the RAF in 1957.
The updated Victor B2 would enter service in 1960.
Differences between the two concerned features such as the engines (Armstrong Siddley Saphirre in the B1 and Rolls-Royce Conway Turbofans in the B2), extension of wingtips and modification of intakes for the B2 and the addition of "elephant-ear" intakes for the RAT. These were primarily to improve the aircraft as a whole as well as improving the overall top-speed and altitude to further penetrate improving soviet air defences.
XM715, part of the final batch of Victor B2s, would first take flight on New Years Eve 1962 marking the beginning of her flight testing being up for final delivery in March 1963 then being allocated to a squadron in May at RAF Wittering. The attachment to the 100th squadron at Wittering was short lived with the aircraft transferred to the Victor Training Flight Unit in April under the 232 Operational Conversion Unit at RAF Marnham.
The aircraft, XM715, would return to Handley Page's factory in Radlett in the summer of 1964 for retrofitting into a B2R variant of the Victor.
The modifications primarily included the change of engines to Conway 201 variations with modifications focussed on the capability to carry a Blue Steel nuclear missile.
Blue Steel being a rocket propelled missile capable of being launched from a bomber outside the range of Surface to Air Missiles. Unfortunately, following changes in the RAF's order of B2 aircraft as a whole, XM715 would remain at Radlett and instead be converted to a B2SR along with nine others. The B2SR would be arranged as a reconnaissance aircraft for roles such as maritime radar and areial photography. The conversion involved modifications to the bomb-bay to carry three separate loadings usually consisting of camera crates and a fuel tank or if ever required bombs. Sampling equipment could also be carried to aid research in nuclear tests.
Following conversions XM715 would no-longer return to the original role of a strategic bomber being delivered back to the RAF roughly a year later in late June 1965 to the NO.543 Photographic Reconnaissance Unit (No. 543 Squadron RAF - Wikipedia) at RAF Wyton with operations starting in 1966.
Despite only being around five years old XM715 would soon be found to have grown fatigue cracks in the root of the portside (left) wing which were deemed irreparable by the service technicians. This discovery saw the aircraft struck off and sent back to Radlett almost five years on since her first flight along with several other B2R variants with the reasoning being due to continuous low-altitude usage.
Throughout the end of the 1960's the RAF saw a demise in the number of tanker aircraft used for in-flight refuelling. First generation B1 victors had been used to fulfil the role prior were coming to the end of their service life. It was decided to use the redundant B2 and B2R Victors to take over this role and fulfil the required need for more tankers. Handley Page posted proposals for the B2s conversion into K2 tankers which involved strengthening of the wings for reduction of cracking and the installation of drop tanks as well as the addition of ejection seats and refuelling hardware.
The RAF withheld signing the order for Handley Page's proposals and instead opting for the newly merged Hawker Siddley to undertake the works. This decision saw the demise of Handley Page who were one of the last independent manufactures in the UK following the governments merging of companies to form BAe and Hawker Siddley in which Handley Page refused to follow into. The Hawker Siddley conversion programme for aircraft into K2 tankers was considerably more simplified and cost effective primarily with the shortening of the wingspan improving airframe life rather than strengthening of the wings in Handley Page's design.
A total of Twenty-Four K2s would emerge from Hawker Siddley's plant in Woodford with the first flight of a K2 being made in March 1972. XM715 would begin conversions in 1972 and emerge as the 9th completed K2 in April 1975 being delivered back to the 232 Operational Conversion unit May of the same year.
K2s would see numerous operations primarily within the Falklands War and Gulf War. XM715 would see operation within both conflicts being in service throughout operations primarily refuelling the Vulcans and Nimrods in the Falklands before serving her last missions above Iraq before finally being retired in 1993.
XM715 would be sold from the MoD to the Walton Family to join their cold war collection at Bruntingthorpe in November of 1993 arriving on the 19th marking the last official flight of XM715. From here on the Victor would be maintained by a crew of enthusiasts who upkept the aircraft for running during Bruntingthorpes' cold war days were it would demonstrate fast taxi and aborted take-off runs for spectators. Usually these runs involved the aircraft storming down the runway before applying the brakes prior to take-off speed although a brief occasion in 2009 saw the final ever flight of a victor as it inadvertently took off reaching around 100ft before slamming back down to earth. (
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Moving on.
XV226 Hawker Siddley Nimrod MR.2 & XS235 DeHavilland Comet 4C "Canopus"
Both these aircraft follow a similar birth with the Nimrod, XV226, being a heavily modified variant of the Comet 4 and the Comet 4C, XS235, being a variation of the Comet family of aircraft.
Post war Britain's aircraft industry was primarily developed in producing bombers and smaller fighter aircraft used during the fight against Nazi Germany which meant post-war the UK struggled to compete within the aviation industry now aimed towards commercial transport. In this the government set up the Brabazon committee, set up by Lord Brabazon, (Brabazon Committee - Wikipedia) which looked to develop and maintain the need for civilian aviation across the British commonwealth to allow more self-sustainability upon the threat of British aviation disappearing due to the might of the USA's existing manufacturers.
The final report of the committee revealed the need for seven types (including the 2A and B and the 5 A and B) of aircraft of varying capabilities. Of these types two were taken on and delivered by DeHallivand, being the Type 4 and type 5B.
The type 5B was for a small feeder aircraft seating upwards of 8 people which DeHallivand developed as the Dove and later the Heron.
The type 4 was proposed to be Jet-Propelled airliner, the most advanced, which was projected to be the most challenging of all. At the time it was commonly believed that jet powered aviation wouldn't be viable due to the supposed inefficiency of jet engines at the time but with piston powered aircraft reaching their maximum it was the next obvious step in aviation.
Development began in 1945 of the now dubbed Type 106, soon to become the comet, once DeHavilland were awarded the contract to develop and construct the type IV. Unlike most aircraft where the airframe is designed by the aircrafts manufacturer and the engines are outsourced to an engine builder DeHallivand had to develop the whole craft as jet engines at the time simply did not meet the required specifications for this forthcoming airliner. Initially development focused on a intermediate range mail plane supplemented with a few passenger seats although later and final design iterations saw it as a long range passenger aircraft. Even at the start of development the 106 was seen as a risky investment but attracted the potential future operators of BOAC with an initial order of 10 created with this initial order raised to 14 with interest from British South American Airways during later development stages reaching a projected delivery of 1952.
Following numerous test rigs and smaller prototype subassemblies being produced during the initial testing period the first prototype would take to the skies on the 27th of July 1949 and later paraded at the Farnborough Air show after being registered as G-ALVG. It would soon be joined by a second prototype G-ALZK in mid-1950 used primarily by the future operator BOAC for training onwards of 1951.
The aircraft itself was differing to many beforehand with a low-drag fuselage design constructed of modern alloys and wings with a swept leading edge in which housed two DeHallivand Ghost engines respectively. The main difference for those aboard was the distinct lack of vibration and noise from that of piston engine aircraft prior. The placement of the engines is the most distinct visual feature of the aircraft done to reduce the drag and risk of damage that engines hung below the wing were prone to as well as improving the structure of the plane. The only instantly noticeable design issue was the requirement for a more complex wing structure and greater risk of damage should an engine fail which tied into some fears of the pressurised cabin which was required for the high altitude flight of Comet.
Production models started to take to the skies, ahead of schedule, in January 1951 with aircraft G-ALYP's first flight. It wasn't until a year later in 1952 that the Comet received the Certificate of Airworthiness and on the 2nd of May the first comet would fly paying passengers on a route from London to Johannesburg. The final comet from BOAC's initial order would arrive in September 1952.
With the excitement of the jet-age growing the comet saw itself as a position of pride of the British aviation industry and that of the airlines who operated the type. It's faster rate of climb and cruise effectively halved times that passengers were aboard with BOAC scheduling some of the first non-stop London to Tokyo flights by 1953 under the comet name. By this time a longer range Comet 2 was developed selling to around 8 Airlines with this spurring development of the Comet 3 for operations across the Atlantic.
Most of us with some form of Aviation knowledge will know the fateful stories of the Comet which would lead to the early downfall of the type and potentially most of the UK's commercial aviation going with it. With the aircraft being considerably ground breaking it would soon show the, as of yet, misunderstood challenges that came with a commercial jetliner.
The initial incident was fairly minor with it being attributed to pilot error from unfamiliarity of the airframe leading to an overrun.
The first major incident would occur in India of 1953 with Comet G-ALYV being found along a track around 25 miles north of Calcutta having been ripped apart mid-air. The initial cause of the accident was presumed to be structural failure. The final understanding of the accident at the time was presumed to be the pilots unfamiliarity of the airframe by trying to ascend at a higher rate than the comet was designed for leading to over stressing and loss of lift, only worsened by a high gust of wind.
Improvements were made to the wings' leading edges to increase lift as well as noting the engine's lack of intake pressure at high rates of attack. The structure's strength was also considered to be at fault but only appeared as a suggestion after the investigation.
The second major incident of the Comet took place in January 1954 with a comet seeming disappearing over the Italian coast with no initial trace apart from some vague radio transmissions. Concerns immediately lead to BOAC grounding their fleet and with this being the third production comet engineers at De-Haviland were suggesting any improvements to any flaws they were familiar with.
With an enquiry set up and most of the aircraft recovered from the sea floor by the RoyalNavy a reconstruction began to take place with the initial cause being an onboard fire determined before examinations could be completed. The Government, BOAC and De-Haviland decided not to investigate further as the potential of a more serious problem played on the thoughts of financial loss and the reputation of the British aviation name. BOACs flights would re-start in March.
Soon BOAC had grounded their fleet of Comets once again in April following the loss of G-ALYY over the west coast of Italy. With this being the third mid-air loss of a Comet suspicions of an unknown cause lead to the joint effort of the RAE and Royal Navy leading the recovery, re-construction and investigation of the Comet whilst its' certificate of airworthiness was revoked and production halted.
Initial reconstructions showed cracking along the airframe along with the remnants of the previous crashed comet this seemed to be a common issue between them. The RAE decided to acquire a sister airframe of both the crashed aircraft and build a large water tank for it to sit within. The initial hypothesis was that due to the comet's cabin being pressurised, due to altitude, the stress of this could be the factor of the cracking. The experiment involved filling and emptying the tank simulating roughly an additional 1,800 flights, with the aircrafts already existing 1,200 flights factored in, into the frame now having experienced over 3,000 flights in stress. Eventually the fuselage burst and investigators set upon the failure point. The fault pointed towards the mostly square windows and the riveted frames having concentrated extreme amounts of force on the skin meaning failure could happen between 1,000 to 9,000 flights.
This issue primarily effected the Comet 1 and the newly delivered Comet 2 with the shaping of their windows and the punched-rivet installation leading to the growth and exaggeration of the fatigue cracking. Although the failure was suspected to be from around the navigation window along the roof towards the rear of G-ALYY the findings showed the windows were more susceptible to failure. DeHavilland Rushed to release to the third generation of the Comet and set out programmes to improve the existing aircraft.
The investigations would not complete until 1954 with operations restarting again in 1958.
Unfortunately trust had begin to fade in the comet with airlines cancelling orders of the 2 and scrapping their unmodified existing fleet as DeHavilland rushed to sell and develop the 3 and market their remaining 2s as 2c variants for the RAF. Soon the Comet 4, the final variant, would reach the market and begin commercial operations in September 1958 with this variant finally allowing BOAC to fly their anticipated UK to USA services. The Comet 4 would enter service with three airlines with other variations such as the B developed to meet other customers such as BEA.
By 1959 BOAC comets were slowly moved away from transatlantic routes and by the late 1960's a vast majority of Comets were displaced with new orders earlier in the decade tumbling upon the dawn of newer developments from rival manufacture's such as Boeing's 707.
The Aircraft at Bruntingthorpe is a 4C variant with only 23 made using the 4's lengthy fuselage and the 4B's updated wing. Specifically this aircraft was last operated under the Ministry of Technology (MoT) and became the last flying comet in 1997, after most were retired by the '80's, following her landing at Boscombe Down. XS235 "Canopus" would then fly, non-commercially, to Bruntingthorpe following retirement.
XV226
The Nimrod would become the final variation of the comet following the downfall of DeHavilland in 1963, the conversions of the Comets would be carried out by the successor Hawker Siddley. The primary goal of the conversions was to provide the RAF a replacement to the now aging, in 1964, Avro Shakeltons for anti-submarine warfare and maritime patrolling.
The initial call was put out by the British Government under Air Staff Requirement 381 with offers being submitted by Breguet and Lockheed for purpose built patrolling aircraft as well as several modified British commercial aircraft such as the VC-10 and Comet. By the beginning months of 1965 it was announced that Hawker Siddley's conversions of the Comet were to be accepted.
Their initial design, dubbed the Nimrod MR1, would see major modifications to the engines as well as extensions to the fuselage accommodating a weapons bay as well as numerous radars and detectors building the prototypes from two unfinished Comet 4Cs.
The RAF's initial order was of 46 aircraft designated to five squadrons. The aircraft we are concerned about would be the first production model to finish modifications (although not first to enter operations), now registered as XV226.
The RAF would eventually see 49 operational Nimrods spanning five variations including the MR1, R1 adapted for signals intelligence, MR2 which was the updated MR1 primarily with the 1950's radar replaced, AEW3 used for Airbourne Early Warning systems with the project eventually being substitued for Boeing E-3 aircraft (Retired 2021), and MRA4 which was another updated MR variant also cancelled in 2011.
Going back to XV226.
Having being completed first it never saw operation as an MR1 variant, with the first operational MR1 being XV230, and instead sat at the Hawker Siddley facility from 1968 being refitted as an MR2 in the later 1970's before entering operation.
The aircraft would go on to serve 40 years in the RAF with markings added to the tail to symbolise this before being retired to Bruntingthorpe in 2011 having served at RAF Kinloss and RAF St Mawgan.
I have had this written for some time now and don't remember mentioning that all 747's have been scrapped along with the 737, Super-Guppy and the RAF Tri-stars as well as the VC-10's now at risk of their demise.
Also, apologies for anyone who just wanted the pictures and not a shit-load of history and self-centred writing.
Anyway.
Since my previous visits here there has been a lot of on goings within the aerodrome which has changed the landscape here drastically.
We arrived late in the evening and slowly made our way to the access point of the two previous endeavours.
It's worth mentioning that in the month between the second visit (previous report) and this hopefully to be third visit the lease of Cox Automotive had again changed on the site with nearly all of it being now under their control and no longer the Walton family's. This meant that security measures had began to change with the aircraft now all within the boundary of Cox's control. This means that a log-style cabin we had passed on previous visits now gave home to a suspiciously placed van outside along with a porta-loo and illuminated lights.
As we headed through our previous access point the saturation of razor-wire had clearly increased and as we edged further and the tieing of the aging fence had also become more apparent with the down-trodden foliage only hinting to a furthered security presence. Thinking it was only routine maintenance we arrived a few meters from the cabin and stopped to observe the surroundings. It was apparent things were changing with the two Vickers VC-10s that were formally rather close to us at this point now absent and dwelling across the apron. Gazing over we saw the cabin and the newly acquired van. The initial thought was that we had simply missed the van previously and the planes had been moved presumably for the ongoing re-arrangements. Yet there was a growing sense of anxiety that we might need figure a new way in only to be further persuaded by a rhythm of distance dog barks.
It took a while to fumble through the dark to find another way onsite. Our ideal plan was to get as close as possible to the L1011s whilst remaining in cover and ideally not crossing the fence before we got close. This plan had to be altered in the end with us opting for a lengthy, but considerably shorter than original, route to the aforementioned aircraft. After gracefully climbing the fence, like a pair of drunks, we tip-toed across a disused road into some woodland. Eventually having to emerge from the trees earlier than planned opting to speed-walk to the planes along the taxiway before getting into cover behind a fire engine parked below the wing.
Unlike the 747s here at the time no air stairs were available to even be used to push up against the cabin doors in an attempt to unlock them and that unlike the 747s you could not access the interior from the avionics bay behind the landing gear. Adding to this the design of the planes imposed that even getting on the wings wouldn't have been enough to reach the central exit doors. All of this accounted to us being stuck outside with no way of getting in the two trios of planes stood around us.
We eyed the 747s from the Tristars and decided to make a run towards them knowing, at the time even though SX-OAD had been shunted around, they should have been accessible. Arriving underneath we split and sprinted up the stairs of both planes simultaneously before running back down and trying the other set. The problem was that the stairs had been moved at least a meter away from the plane's fuselage and that the doors were seemingly jammed shut. We both tired for the front landing gear only to be again disheartened to find the ladder removed and the hatch shut. We might have been able to open the hatches, looking back on it, but with the belly at least being 3 meters off the ground our short statures would have struggled.
Things were looking desperate for us and we both started to realise we might be out of luck.
From here the VC10s and Comet became the next target for only the same results to reveal themselves. As we both stood under the Comet's belly eyeing up the Victor we eyed a van patrolling and shimmed behind a set of SUVs to keep in the shadows.
Then the van turned and stopped at the steps of the Comet and we decided at this point to try and get out.
4th attempt
It was a few months on now and Bruntingthorpe was still beckoning in my ear.
I had spoken to a few people by now and went for walks along the fence numerous times only to spot the raised security measures. A few in-depth scouts and constant information gathering online had also shown that in the take over of the field the Super Guppy had been scrapped with the skin fashioned into keyring tags and the cockpit ripped away for preservation along with G-BVKB and SX-OAD. Within this I also figured the maze of cameras dotted around and spotted which ones may lead to any future trouble. On a couple scouts it was noted that quadbikes were being used to patrol the perimeter with a with stopping and picking up their radios up on the site of me along the public footpath.
Thankfully a few areas were spared on the site and in one of these lied the Comet, Nimrod and Victor with the other housing the Canberras, Lightinings and whatever else in their own museum. Unfortunately, the VC10s are likely to see their demise along with the L1011s and potentially the Russian 747s.
It is also worth mentioning that the choice of aircraft being saved is presumably due to the preservation efforts being aimed towards the Cold War and Falklands War era of aircraft although the likelihood of the four jet aircraft going on display anytime soon is unlikely with the only option of getting up close being being something few avgeeks would attempt.
Anyway, these visits had allowed me to remap the site in future for a potential visit.
Fast forward a little more to December 2021 and I was travelling through Gilmorton village at which point my brain ticked to "Oh Bruntingthorpe isn't too far" so we pulled up and went for a quick dive inside to see what was up. Looking over the bushes two red circles became apparent through the sticks only to be identified as the Victor's engine covers. This was a surprise as a few months prior there was no chance of even getting close to properly see the plane. Excited we, scouted deeper and, made up a plan to get up close without too much risk before departing at dusk.
With the cameras out and tripods ready to deploy myself and one other ran in and began to capture the sights before us. At first the assault on the small yard was clumsy with numerous slips and trips but once accustomed to the wet mud things became slightly more dynamic.
We automatically, without any obvious agreement, worked in a clockwise rotation leap-frogging past each other. Whilst one photographed another moved and readied to shoot whilst keeping additional lookout.
A Few Months Prior: Victor (Left), Comet "Canopus" (Lower Right), Nimrod (Upper Right) And A Jet Provost (Forward Of The Nimrod's Port Wing). Note the security cabin towards the top.
Starting off with the Victor, specifically XM715 named "Teasin'Tina".
The Victor aircraft type and XM715 in particular both share an equally interesting historical story that could be accounted here in some depth. Not wanting to re-write what has already been written and not to take this report off track from the Urban Exploration theme I'll refrain from writing too much. Internet links are provided for those with any interest.
The Handley Page Victor can trace its routes back the Cold War as part of the UK's programme to enforce an airborne nuclear deterrent against the ever-growing threat of a nuclear attack from the USSR. Ensuring the threat of mutually assured destruction (MAD) or to deliver the first strike.
The Victor itself was born the UK's strategic nuclear strike force leading to the creation of the "V Force" which utilised a fleet of strategic bombers under the V Class. Within this V class appeared the 1951 Vicker's built Valliant and the 1952 Avro built Vulcan and the final model being the Handley Page Victor in 1952.
The standard set for the V-Bomber upon initiation of the projects were requirements for the jet-powered bomber to carry a payload up to 4,500kg to at least 2,000miles (later reduced to 1,500) from any base whilst being capable of cruising at 500knots upwards of 35,000ft. Design requirements were sent to Handley Page, Vickers, English Electric, Avro, Bristol and the remaining major UK aircraft builders in around 1947 with designs from Avro accepted by the Ministry Of Supply in November 1947 and Handley Page's accepted in the December. The Vickers design was accepted in April 1948.
After being dismantled and disguised as a boat hull prototype WB771 was transported to RAF Boscombe Down for the maden flight. The initial flight of the Victors first prototype (Known as the HP.80) took place in the Christmas eve of 1952 lasting a total of 17 minutes with the Air Ministry designating the aircraft Victor shortly into the new year. Making this the third V-Bomber.
WB771 victor would be lost in 1954 following the failure of the tail plane due to fatigue cracks over Cranfield (Bedford).
Firstly was the Victor B1 entering with the RAF in 1957.
The updated Victor B2 would enter service in 1960.
Differences between the two concerned features such as the engines (Armstrong Siddley Saphirre in the B1 and Rolls-Royce Conway Turbofans in the B2), extension of wingtips and modification of intakes for the B2 and the addition of "elephant-ear" intakes for the RAT. These were primarily to improve the aircraft as a whole as well as improving the overall top-speed and altitude to further penetrate improving soviet air defences.
The aircraft, XM715, would return to Handley Page's factory in Radlett in the summer of 1964 for retrofitting into a B2R variant of the Victor.
The modifications primarily included the change of engines to Conway 201 variations with modifications focussed on the capability to carry a Blue Steel nuclear missile.
Blue Steel being a rocket propelled missile capable of being launched from a bomber outside the range of Surface to Air Missiles. Unfortunately, following changes in the RAF's order of B2 aircraft as a whole, XM715 would remain at Radlett and instead be converted to a B2SR along with nine others. The B2SR would be arranged as a reconnaissance aircraft for roles such as maritime radar and areial photography. The conversion involved modifications to the bomb-bay to carry three separate loadings usually consisting of camera crates and a fuel tank or if ever required bombs. Sampling equipment could also be carried to aid research in nuclear tests.
Despite only being around five years old XM715 would soon be found to have grown fatigue cracks in the root of the portside (left) wing which were deemed irreparable by the service technicians. This discovery saw the aircraft struck off and sent back to Radlett almost five years on since her first flight along with several other B2R variants with the reasoning being due to continuous low-altitude usage.
The RAF withheld signing the order for Handley Page's proposals and instead opting for the newly merged Hawker Siddley to undertake the works. This decision saw the demise of Handley Page who were one of the last independent manufactures in the UK following the governments merging of companies to form BAe and Hawker Siddley in which Handley Page refused to follow into. The Hawker Siddley conversion programme for aircraft into K2 tankers was considerably more simplified and cost effective primarily with the shortening of the wingspan improving airframe life rather than strengthening of the wings in Handley Page's design.
A total of Twenty-Four K2s would emerge from Hawker Siddley's plant in Woodford with the first flight of a K2 being made in March 1972. XM715 would begin conversions in 1972 and emerge as the 9th completed K2 in April 1975 being delivered back to the 232 Operational Conversion unit May of the same year.
XM715 would be sold from the MoD to the Walton Family to join their cold war collection at Bruntingthorpe in November of 1993 arriving on the 19th marking the last official flight of XM715. From here on the Victor would be maintained by a crew of enthusiasts who upkept the aircraft for running during Bruntingthorpes' cold war days were it would demonstrate fast taxi and aborted take-off runs for spectators. Usually these runs involved the aircraft storming down the runway before applying the brakes prior to take-off speed although a brief occasion in 2009 saw the final ever flight of a victor as it inadvertently took off reaching around 100ft before slamming back down to earth. (
Moving on.
XV226 Hawker Siddley Nimrod MR.2 & XS235 DeHavilland Comet 4C "Canopus"
Both these aircraft follow a similar birth with the Nimrod, XV226, being a heavily modified variant of the Comet 4 and the Comet 4C, XS235, being a variation of the Comet family of aircraft.
Post war Britain's aircraft industry was primarily developed in producing bombers and smaller fighter aircraft used during the fight against Nazi Germany which meant post-war the UK struggled to compete within the aviation industry now aimed towards commercial transport. In this the government set up the Brabazon committee, set up by Lord Brabazon, (Brabazon Committee - Wikipedia) which looked to develop and maintain the need for civilian aviation across the British commonwealth to allow more self-sustainability upon the threat of British aviation disappearing due to the might of the USA's existing manufacturers.
The final report of the committee revealed the need for seven types (including the 2A and B and the 5 A and B) of aircraft of varying capabilities. Of these types two were taken on and delivered by DeHallivand, being the Type 4 and type 5B.
The type 5B was for a small feeder aircraft seating upwards of 8 people which DeHallivand developed as the Dove and later the Heron.
The type 4 was proposed to be Jet-Propelled airliner, the most advanced, which was projected to be the most challenging of all. At the time it was commonly believed that jet powered aviation wouldn't be viable due to the supposed inefficiency of jet engines at the time but with piston powered aircraft reaching their maximum it was the next obvious step in aviation.
Following numerous test rigs and smaller prototype subassemblies being produced during the initial testing period the first prototype would take to the skies on the 27th of July 1949 and later paraded at the Farnborough Air show after being registered as G-ALVG. It would soon be joined by a second prototype G-ALZK in mid-1950 used primarily by the future operator BOAC for training onwards of 1951.
The aircraft itself was differing to many beforehand with a low-drag fuselage design constructed of modern alloys and wings with a swept leading edge in which housed two DeHallivand Ghost engines respectively. The main difference for those aboard was the distinct lack of vibration and noise from that of piston engine aircraft prior. The placement of the engines is the most distinct visual feature of the aircraft done to reduce the drag and risk of damage that engines hung below the wing were prone to as well as improving the structure of the plane. The only instantly noticeable design issue was the requirement for a more complex wing structure and greater risk of damage should an engine fail which tied into some fears of the pressurised cabin which was required for the high altitude flight of Comet.
Production models started to take to the skies, ahead of schedule, in January 1951 with aircraft G-ALYP's first flight. It wasn't until a year later in 1952 that the Comet received the Certificate of Airworthiness and on the 2nd of May the first comet would fly paying passengers on a route from London to Johannesburg. The final comet from BOAC's initial order would arrive in September 1952.
Most of us with some form of Aviation knowledge will know the fateful stories of the Comet which would lead to the early downfall of the type and potentially most of the UK's commercial aviation going with it. With the aircraft being considerably ground breaking it would soon show the, as of yet, misunderstood challenges that came with a commercial jetliner.
The initial incident was fairly minor with it being attributed to pilot error from unfamiliarity of the airframe leading to an overrun.
The first major incident would occur in India of 1953 with Comet G-ALYV being found along a track around 25 miles north of Calcutta having been ripped apart mid-air. The initial cause of the accident was presumed to be structural failure. The final understanding of the accident at the time was presumed to be the pilots unfamiliarity of the airframe by trying to ascend at a higher rate than the comet was designed for leading to over stressing and loss of lift, only worsened by a high gust of wind.
Improvements were made to the wings' leading edges to increase lift as well as noting the engine's lack of intake pressure at high rates of attack. The structure's strength was also considered to be at fault but only appeared as a suggestion after the investigation.
With an enquiry set up and most of the aircraft recovered from the sea floor by the RoyalNavy a reconstruction began to take place with the initial cause being an onboard fire determined before examinations could be completed. The Government, BOAC and De-Haviland decided not to investigate further as the potential of a more serious problem played on the thoughts of financial loss and the reputation of the British aviation name. BOACs flights would re-start in March.
Soon BOAC had grounded their fleet of Comets once again in April following the loss of G-ALYY over the west coast of Italy. With this being the third mid-air loss of a Comet suspicions of an unknown cause lead to the joint effort of the RAE and Royal Navy leading the recovery, re-construction and investigation of the Comet whilst its' certificate of airworthiness was revoked and production halted.
Initial reconstructions showed cracking along the airframe along with the remnants of the previous crashed comet this seemed to be a common issue between them. The RAE decided to acquire a sister airframe of both the crashed aircraft and build a large water tank for it to sit within. The initial hypothesis was that due to the comet's cabin being pressurised, due to altitude, the stress of this could be the factor of the cracking. The experiment involved filling and emptying the tank simulating roughly an additional 1,800 flights, with the aircrafts already existing 1,200 flights factored in, into the frame now having experienced over 3,000 flights in stress. Eventually the fuselage burst and investigators set upon the failure point. The fault pointed towards the mostly square windows and the riveted frames having concentrated extreme amounts of force on the skin meaning failure could happen between 1,000 to 9,000 flights.
This issue primarily effected the Comet 1 and the newly delivered Comet 2 with the shaping of their windows and the punched-rivet installation leading to the growth and exaggeration of the fatigue cracking. Although the failure was suspected to be from around the navigation window along the roof towards the rear of G-ALYY the findings showed the windows were more susceptible to failure. DeHavilland Rushed to release to the third generation of the Comet and set out programmes to improve the existing aircraft.
The investigations would not complete until 1954 with operations restarting again in 1958.
By 1959 BOAC comets were slowly moved away from transatlantic routes and by the late 1960's a vast majority of Comets were displaced with new orders earlier in the decade tumbling upon the dawn of newer developments from rival manufacture's such as Boeing's 707.
The Aircraft at Bruntingthorpe is a 4C variant with only 23 made using the 4's lengthy fuselage and the 4B's updated wing. Specifically this aircraft was last operated under the Ministry of Technology (MoT) and became the last flying comet in 1997, after most were retired by the '80's, following her landing at Boscombe Down. XS235 "Canopus" would then fly, non-commercially, to Bruntingthorpe following retirement.
XV226
The initial call was put out by the British Government under Air Staff Requirement 381 with offers being submitted by Breguet and Lockheed for purpose built patrolling aircraft as well as several modified British commercial aircraft such as the VC-10 and Comet. By the beginning months of 1965 it was announced that Hawker Siddley's conversions of the Comet were to be accepted.
The RAF's initial order was of 46 aircraft designated to five squadrons. The aircraft we are concerned about would be the first production model to finish modifications (although not first to enter operations), now registered as XV226.
Having being completed first it never saw operation as an MR1 variant, with the first operational MR1 being XV230, and instead sat at the Hawker Siddley facility from 1968 being refitted as an MR2 in the later 1970's before entering operation.
The aircraft would go on to serve 40 years in the RAF with markings added to the tail to symbolise this before being retired to Bruntingthorpe in 2011 having served at RAF Kinloss and RAF St Mawgan.
Anyway, That'll Be All.
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