Easy Street :D:D:D

Slight topic drift, but

I can think of 2; a former OC 99 and a former OC 216, both of whom are currently 2*s at Air Cmd. I wouldn't lay odds on either of them being allowed to be AOC 2 Gp in the future though; seems that AOC slots are now as rare as rocking horse.... and they aren't FJ or SH mates.

Edited to add: Easy Street - brilliant suggestion, sensible, logical and viable - which of course means it will never be made into policy. :D:D

Easy Street;
Absolutely. So, either AOC 2 Gp has received advice from his experts not to do it or he feels that the residual, post mitigation, risk is simply not worth it. Interesting point re Truckie VSOs - I do wonder if the bright ones leave to get seniority in airlines or if Torpy's alleged comment 'only FJ pilots have the mental agility to proceed beyond 2*' (oh the irony....) stopped the career charges of worthy individuals?

Easy Street

A well thought out post.

One thing I cannot get my head around is this concept:


In what sense are they "responsible" if they have no control over those who manage airworthiness in e.g. DE&S?

>In what sense are they "responsible" if they have no control over those who manage airworthiness in e.g. DE&S?<

Or in PFI situations such as DHFS?

Is it not that they are responsible for the continued management of the airworthiness of the aircraft. In that respect and in so far as it falls under their influence they are to ensure that the integrity of the airworthiness certification is not compromised through action or lack of action in the areas of operation or maintenance. With respect to maintenance 1st and 2nd line engineering staff (no idea what current term is) have no principal input to management of airworthiness in that they follow approve maintenance procedures, standards and practices as approved by the IPT. For example a eng o when authorising say a Red Line entry is not in reality making a airworthiness decision in so far as the certification of the aircraft is concerned.

This had been planned for years, aircraft if i remember rightly change places on Majors to allow it to happen... Press releases have been put out that she would be retired to the RAF Museum on numerous occasions..
I am sorry this just makes the RAF look like a second rate bunch of cocking idiots, how else can one look at it, to plan years ago the maintenance of the fleet draw down aimed at this specific day, someone surely must have came to the decision that she could indeed land there..
At the 24th hour to say no it cannot get in makes it look like the right hand does not know what the left is doing... Farcical comes to mind
I wonder if this will be the thing the CAS is remembered for? rather like the AVM that flipped the BF109 and turned Black 6 into Black 9.


..

Wasn't the VC-10 at Brooklands flown in?

A40-AB’s final flight was from Muscat to Brooklands via Heathrow on 6th July 1987.

The 26 years since the VC10 flew into Brooklands have seen major changes and sadly loss of life, and subsequent mitigation has been the driving factor in the deletion of any 'can-do' attitude. Whoever flew the trial sortie a few weeks ago may have been the real decision maker over this matter, although this has not been previously mentioned on either thread. For sure, trees were cut in the Cosford RW06 undershoot as recently as a few days ago. I guess this falls into the folder of: 'Any doubt - no doubt' whatever the fallout, and in any event, the cab is now at Bruntingthorpe, so case closed.

East Street: Awesome contribution, could almost have been an official response. Can we have Ops - Admin and Eng wings as well?

In fairness to teeteringhead, he pointed out (post 36):