Pobjoy
Sorry, but I think you are wrong. The Haddon-Cave report was not about "trying to use an old aircraft in a role that it wasn't designed for" - the AAR system could have gone 'bang' on a maritime recce mission, just as much as on ops over AFG. Have a look at the executive summary and you'll see criticism of the way MoD do business on the whole. For example:
History of MOD In-Service Support
19. Huge organisational changes took place in the MOD in-service support and airworthiness arrangements for Defence equipment and RAF aircraft in the years prior to the loss of XV230. There were three major themes at work: (a) a shift from organisation along purely ‘functional’ to project- oriented lines; (b) the ‘rolling up’ of organisations to create larger and larger ‘purple’ and ‘through- life’ management structures; and (c) ‘outsourcing’ to industry.
Organisational trauma 1998-2006
21. The MOD suffered a sustained period of deep organisational trauma between 1998 and 2006, beginning with the 1998 Strategic Defence Review. Financial pressures and cuts drove a cascade of multifarious organisational changes, which led to a dilution of the airworthiness regime and culture within the MOD, and distraction from safety and airworthiness issues as the top priority. There was a shift in culture and priorities in the MOD towards ‘business’ and financial targets, at the expense of functional values such as safety and airworthiness. The Defence Logistics Organisation, in particular, came under huge pressure. Its primary focus became delivering ‘change’ and the ‘change programme’ and achieving the ‘Strategic Goal’ of a 20% reduction in output costs in five years and other financial savings. Airworthiness was a victim of the process started by the 1998 Strategic Defence Review.
Sounds kind of familiar when it comes to the VGS set up - outsourcing, dilution of culture, delivery of change and large 'through-life' management structures (which IPT are gliders a part of?).
In support of OC 2FTS, he made the right decision in my opinion. Whilst it is unfortunate and unpalatable to those caught up in the aftermath, the chance of another loss of an Air Cadet, however small, being linked to some of the things they have found and been rectifying would probably have finished Cadet flying for good - it would also have seen another independent review and probably the MoD having to have its airworthiness independently regulated. Not good for all.
So, I think OC 2FTS made EXACTLY the right call here initially, but the progress has been cripplelingly slow. Seeing as VGS, AEF and UAS are not a part of MFTS then the longer this goes on then the more likely that the whole flying training of Air Cadets will end up being a different solution - there is scoping work ongoing on possible solutions right now. Possibly SDSR may have some role to play in this decsion?
For now, let's hope that we get some VGS capability back in the next 6-12 months. There is still an 'elephant in the room' for the Vigilant - what to do with the Grob engine that will become unsupported in years few? So even after a return to flight, the fleet is not 'out of the woods' just yet.
LJ