The VC 10
Hi Chris,
I'm not quite convinced myself, but the amount that the wingtip extends in front of the un-slatted leading edge looks a lot like the tip that's in Tristar 500s photos above. I may have a photo somewhere that I can use for comparison but it's in a box in the basement.
Here's a 100% crop from the photo above:
As for the combustor starter, the Operations Technical Manual (for an EAA Super!) says:
I'm not quite convinced myself, but the amount that the wingtip extends in front of the un-slatted leading edge looks a lot like the tip that's in Tristar 500s photos above. I may have a photo somewhere that I can use for comparison but it's in a box in the basement.
Here's a 100% crop from the photo above:
As for the combustor starter, the Operations Technical Manual (for an EAA Super!) says:
In the combustor air valve the pressure is reduced to 300 psi. and the air at that pressure is supplied to the combustor. The flow of air into the combustor automatically initiates fuel injection and the fuel/air mixture is ignited.
...
The combustor further reduces the pressure of the air supply to 33 psi at the same time increasing the temperature and kinetic energy of the air which exhausts from the combustor directly into the starter inlet.
...
The combustor further reduces the pressure of the air supply to 33 psi at the same time increasing the temperature and kinetic energy of the air which exhausts from the combustor directly into the starter inlet.
The Victor Mk2 had combusters fitted to all four engines for QRA starting. All four engines would be at idle in about twenty seconds! The tanker version only had them on engines three and four. A conbust start was an impressive sight with flames coming out of the starter outlets and copious quantities of balck smoke. I got the Palermo fire department out in force doing one once!
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Charming thread!
I don't think you'll mind me resurrecting it with a question...
Was it fairly normal for night take-offs to be accompanied by long flames shooting out of all four engine tail pipes?
With occasional bangs and "back-firing"?
I ask because I booked a passenger flight on a VC-10 from Muscat to Colombo in 1980, and friends tried to dissuade me from taking the flight because of the pyrotechnic display the aircraft was noted for in Oman.
Sure enough, "my" take-off was as noisy and dramatic as usual, but we survived!
Mine must have been one of the final trips by the VC-10 on that route?
I don't think you'll mind me resurrecting it with a question...
Was it fairly normal for night take-offs to be accompanied by long flames shooting out of all four engine tail pipes?
With occasional bangs and "back-firing"?
I ask because I booked a passenger flight on a VC-10 from Muscat to Colombo in 1980, and friends tried to dissuade me from taking the flight because of the pyrotechnic display the aircraft was noted for in Oman.
Sure enough, "my" take-off was as noisy and dramatic as usual, but we survived!
Mine must have been one of the final trips by the VC-10 on that route?
With one going to Brunty tomorrow (if everything cooperates) there'll be 8 VC10s flying with 101 Sqn. See here for more: A Little VC10derness (latest news on retirements will turn up in the forum or on the Facebook page first).
XV 104
I gather it's to be XV 104 that departs today - amongst other things in her long history, she was the 10 Sqn participant in the 1977 Silver Jubilee flypast at RAF Finningley.
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Low flying VC10 (below low cloud) passed over here, just north Banbury just after 1400hrs heading in the general direction of Bruntingthorpe. Lovely sight and sound. Very sad to think last sortie.
South east of Bruntingthorpe at 1405 BST today, low flying VC10 in and out of the low cloud. Next seen at 1415 climbing away in a gentle right hand turn before reappearing over what I judge to be the airfield's location. Final sight at about 1425 with gear down and so probably on final descent to land.
I had heard a second aircraft's engine noise but not sighted, so it could be that there were two not one.
Very sad - but that's progress!
Old Duffer
I had heard a second aircraft's engine noise but not sighted, so it could be that there were two not one.
Very sad - but that's progress!
Old Duffer
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IIRC XV104 was the PR VC10 of the sixties and seventies appearing in many books & glossies including recruitment documents. The face of the VC10 fleet for so long and now down and out. Graceful and majestic until the bitter end.
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Sitting at a little taverna in the platia here the other day and I noticed that they have numbered all their houses there after 10 Sqn VC10s - 104, 105, 106, 107, 108 - how thoughtful of them 
Originally Posted by Tiger_mate
IIRC XV104 was the PR VC10 of the sixties and seventies appearing in many books & glossies including recruitment documents.
Click here for large size
And here she is landing for the last time at Bruntingthorpe:
Click here for large size
More photos of her arrival at Bruntingthorpe are here.
Last edited by Jhieminga; 8th Mar 2013 at 20:01.
Flew my civvy IR in XV104 almost exactly 10 years ago. A nice jet!
I hear that it had the final word and blew an engine on landing today? At least that's what the pub talk was this evening.
I hear that it had the final word and blew an engine on landing today? At least that's what the pub talk was this evening.
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Thank you Jelle,
I hope you don't mind me adding this image from your news report.
Knowing the occasion, the simple caption, "Final Approach" makes it a particularly evocative picture for the memory bank.
Full size is here:
http://www.vc10.net/images/XV104_finalflight_3.jpg
I hope you don't mind me adding this image from your news report.
Knowing the occasion, the simple caption, "Final Approach" makes it a particularly evocative picture for the memory bank.
Full size is here:
http://www.vc10.net/images/XV104_finalflight_3.jpg
Last edited by Hasel Checks; 6th Jul 2012 at 02:59.
V1747
You obviously never flew the VC10. It was an excellent aircraft, take a look at:- Testing and early days
You obviously never flew the VC10. It was an excellent aircraft, take a look at:- Testing and early days
This may interest some of you. In 1960 the Managing Director of BOAC, Basil Smallpeice commisioned a history to be written about BOAC by the noted historian Robin Higham. It was to be published in 1964, the 25th anniversary of BOAC.
In December 1963 Basil Smallpeice and Chairman Matthew Slattery were given the sack by then Minister of Aviation Julian Amery. Higham's book was not published in 1964 as it was deemed controversial, even though it was finished in time.
I recently found out that this book which has been 43 years in the making, will be released in April 2013. With such a background it may contain some very interesting insights into the problems and challenges that BOAC encountered along the way, including the much talked about VC10 orders.
Speedbird: The Complete History of BOAC
Well done to mr. Higham for staying with this task and getting this book published! I for one am looking forward to it.
In December 1963 Basil Smallpeice and Chairman Matthew Slattery were given the sack by then Minister of Aviation Julian Amery. Higham's book was not published in 1964 as it was deemed controversial, even though it was finished in time.
I recently found out that this book which has been 43 years in the making, will be released in April 2013. With such a background it may contain some very interesting insights into the problems and challenges that BOAC encountered along the way, including the much talked about VC10 orders.
Speedbird: The Complete History of BOAC
Well done to mr. Higham for staying with this task and getting this book published! I for one am looking forward to it.
Last edited by Jhieminga; 8th Mar 2013 at 15:26.