I worked on flight test analysis the Sea Vixen D3 program at FR Aviation in the late 70s and early 80's at Tarrant Rushton, then Hurn. XP924 of the recent wheels-up landing was the back-up trials aircraft (XN657 being the lead D3 conversion). The drone conversion involved a Universal Drone Pack "UDP" being produced by FR and this slid down onto the ejector seat rails of the Observer position and contained the telemetry system and flight computer. The goal of the "Universal" Drone Pack was something that could largely be re-used for future drone conversions - I recall the MoD also had their eye on the Lightning and then Phantom in the future. Electronic servo valves were added to the flight control actuators around the aircraft - so a form of analogue FBW was added to the Sea Vixen.

During the trials at Hurn and Llanbedr a safety pilot was always on board. All of the flight commands that could be sent from the ground were duplicated on a series of push-buttons in front of the pilot so he could effectively "fly" the aircraft by push buttons to mimic what a ground controller would do. pitch up, pitch down, bank left, bank right etc could all occur by pushing a button dedicated to that command with the flight computer turning the button pushes into proportional analogue commands to the servo valves on the control surfaces and throttles.

During the trials on quite a few occasions the pilot flew the aircraft from lining up for take-off to landing entirely by pushing buttons, then we did it from the ground too. At any time the pilot could grab full manual flying control back by squeezing a button on the stick.

So with XP924 am intrigued as to whether this reverted back to proper FAW2 status with the D3 conversion wiring, electronic servo valves, push-button console etc fully removed? Or some form of hybrid with the D3 servo valves and push-button flying controls still there but now disabled?

Any photos or videos of her recovery from the runway to the hangar out there?

Duxford was its first soiree out this year, according to the blurb on the website.
Y,know, there is a time to let precious things go.
FAA fixed wing squadrons used to employ an awful lot of very dedicated hard working people who worked er very hard to keep them in the air. Believe me I know all about it.
That little unit over south side have given it a good shot but its time to let it go and give it up.
Someone will get killed.

About following pilot notes/NATOPS... recently the 'Pilot Notes for the A-4K KAHU Skyhawk of the RNZAF' were sent to me. I can only guess they date from c.1991 while the parts below look to be from a late 1970 or beyond A-4F NATOPS we can see some complexity. I do not know the landing environment weather at the time of the TA-4K video overleaf, however I do know IIRC that in a discussion with the pilot on a forum years ago now and his story as told in a history book about the A-4K KAHU after discussion with bigwigs in the tower the course of action was taken (after a practice waveoff before final approach) as seen.

http://i98.photobucket.com/albums/l2...a.gif~original
http://i98.photobucket.com/albums/l2...b.gif~original

Just to show how NATOPS for USN A-4E/F & RAN FAA A4G had changed from 1970 version:

http://i98.photobucket.com/albums/l2...A.gif~original
http://i98.photobucket.com/albums/l2...B.gif~original

View of the runout on the empty drop tanks & LAST Display 2nd Video

I rarely post on here but sadly I agree with you on this one; despite having had the pleasure of watching the Sea Vixen fly at Yeovilton in 2015, it is a museum piece and it deserves to spend its retirement in the FAA Museum.

Wasn't it designed by a bunch of civilians using slide rules, pencils and paper - and built by civilians using basic hand tools and windy drills?

It was built like a proverbial brick s**t house and a pig to work on. At FR Aviation I started in Electrical and to remove and service most items was a total pain. I particularly remember there was a generator (or inverter / alternator) in one or both of the booms and they were dreadful to remove.

True, but the expectations of aviation and engineering safety are far, far higher than they were back then so not really a reasonable example.

Frpm the Navy Wings website...

https://scontent-lht6-1.xx.fbcdn.net...74&oe=59A18DF0


https://scontent-lht6-1.xx.fbcdn.net...b9&oe=59AC44BB

The undercarriage does go "down" then. Good luck with the repairs, wold love to see it fly again, but not a risk to pilot safety

Probably best you don't go near a road then, those things are lethal.

Damage looks remarkably light considering. Hopefully she can be repaired and back in the sky soon, no doubt to the chagrin of some that seem to think everything's a death trap accident waiting to happen. Aircraft are complex but as the pilot demonstrated things can be dealt with in a cold calm and collective way. This incident posed no danger to anyone other than the pilot, the aircraft didn't drop out of the sky and the pilot didn't have to manoeuvre to avoid the obligatory school or old peoples home. Yes he had an issue, he followed the drills and got an great outcome, no injuries and the aircraft can probably be used again.


Personally I think it's great that people are able to see the wonderful range of aircraft from years gone by flying still, yes health and safety is important but as this event proved when something does break it can be dealt with professionally and safely.

rubbish above
 

Sadly, as is usual with these threads, a lot of ill informed people think they can comment on events. The Sea Vixen team are made up of 60% sea vixen experienced crew. Things such as pilots notes and flip cards are tip top up to date and scrutinized for accuracy prior to each season. The Royal Navy scrutinize the entire operation before it allows a serving officer to fly a civilian aircraft due to their duty of care. You folks on this site are considered to be aviation enthusiasts. That being the case don't speculate or postulate on situations you clearly have no idea about. Congratulate Simon on a most spectacular landing in extremely difficult circumstances and wish a very dedicated team all the best for a speedy recovery.

Hmmm, considered by who?
I suspect that many on this site have a bit more qualifications than "aviation enthusiasts" . :rolleyes:

Looks light, but it must depend on how much damage to critical airframe components - engine mountings for example.

Memories of an immaculate wheels-up Cangerra at Tengah. They thought that was Cat 1 [buff it out on the flight line] until they found the rear spar of the bomb bay was bent.

I'm an aviation enthusiast.

As well as being IEng, MRAeS and a practicing engineer in Continuing Airworthiness Management with over 50 years military and civilian experience in electrical and avionics maintenance. My comment about civilians was simply to point out that aviation is as much a civilian business as military, regardless of the end-use of the machine. The Sea Vixen is an aeroplane and the background of its maintenance and operating crews is irrelevant as long as they are aviation professionals.

Touche sir!