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-   -   Tracey Curtis-Taylor (Merged threads) (https://www.pprune.org/private-flying/579030-tracey-curtis-taylor-merged-threads.html)

piperboy84 8th Jan 2017 14:21

On the subject of baggage, I assume the Stearman would not have the kind of space available for all of Tracey's luggage ( the suitcases Sam got a bollocking for on her last trip) So when did the Pilatus chase plane join the journey to carry all her stuff?

Mike Flynn 8th Jan 2017 14:44

The Pilatus chase plane joined them in Hungary.

We have had a busy but enjoyable few days in Hungary. The engineers have completed major maintenance on the Stearman and on Monday we drove to Austria to collect our chase plane, a very jazzy Pilatus PC-6, from the Fly 2 Sky team and flew it back to Meidl Airport.
So how did the 'excess baggage' fit in the Stearman post Charleville?

clivewatson 8th Jan 2017 19:23

For reasons that our intrepid SATCO’s Whipping Boy is trying to determine, Tracey Curtis-Taylor is an honorary graduate of the University of Portsmouth. Aldert Vrij is a professor of applied social psychology in the department of psychology at the same university. I have no way of knowing whether Tracey and Professor Vrij ever met one another but had they done so I wonder if Professor Vrij might have recognised in Tracey any of the eighteen traits that he described in the book he authored titled ‘Detecting Lies and Deceit.’

(1) manipulativeness. "Machiavellians" are pragmatic liars who aren’t fearful or anxious. They are "scheming but not stupid," explain the authors. "In conversations, they tend to dominate, but they also seem relaxed, talented and confident."
(2) acting. Good actors make good liars; receptive audiences encourage confidence.
(3) expressiveness. Animated people create favourable first impressions, making liars seductive and their expressions distracting.
(4) physical attractiveness. Fair or unfair, pretty people are judged as being more honest than unattractive people.
(5) natural performers. These people can adapt to abrupt changes in the discourse with a convincing spontaneity.
(6) experience. Prior lying helps people manage familiar emotions, such as guilt and fear, which can “leak” behaviourally and tip off observers.
(7) confidence. Like anything else, believing in yourself is half the battle; you’ve got to believe in your ability to deceive others.
(8) emotional camouflage. Liars "mask their stark inclination to show the emotional expressions they truly feel" by feigning the opposite affect.
(9) eloquence. Eloquent speakers confound listeners with word play and buy extra time to ponder a plausible answer by giving long-winded responses.
(10) well-preparedness. This minimizes fabrication on the spot, which is vulnerable to detection.
(11) unverifiable responding. Concealing information ("I honestly don’t remember") is preferable to a constructed lie because it cannot be disconfirmed.
(12) information frugality. Saying as little as possible in response to pointed questions makes it all the more difficult to confirm or disconfirm details.
(13) original thinking. Even meticulous liars can be thrown by the unexpected, so the ability to give original, convincing, non-scripted responses comes in handy.
(14) rapid thinking. Delays and verbal fillers ("ums" and "ahs") signal deception, so good liars are quick-witted, thinking fast on their feet.
(15) intelligence. Intelligence enables an efficient shouldering of the “cognitive load” imposed by lying, since there are many complex, simultaneously occurring demands associated with monitoring one’s own deceptiveness.
(16) good memory. Interrogators’ ears will prick at inconsistencies. A good memory allows a liar to remember details without tripping in their own fibs.
(17) truth adherence. Lies that "bend the truth" are generally more convincing, and require less cognitive effort, than those that involve fabricating an entire story.
(18) decoding. The ability to detect suspicion in the listener allows the liar to make the necessary adjustments, borrowing from strategies in the preceding skill set.

Mike Flynn 8th Jan 2017 19:50

Excellent post Clive.

If the last pieces of the jigsaw can be put together where does this leave Portsmouth University.

I am sure it is possible to recover the track of G-JACS and N56200 on the day of departure and establish if they flew in tandem or not.

SATCOS WHIPPING BOY 9th Jan 2017 00:26

1 Attachment(s)

Originally Posted by piperboy84 (Post 9633996)
Call me a nitpicker but if you zoom in at 9:34 of the Farnborough departure video you see Tracey climbing into the plane with a kneeboard and a chart. A few things strike me as odd. Firstly it's the layout of the pilot notes for the flight, they seem to be compleltey disjointed and unnecessarily spread out taking up the entire page with relatively little information and look more like what I would expect to see when my teenage son is taking the family order for the Chinese carry-out. My limited experience of multi stop long x-country flying crossing FIR's and international borders and what I'd expect to see from someone who's embarking as PIC on such a flight would be compartmentalised and condensed info blocks for space saving, leaving room for anticipated copying of any ATC instructions and weather info enroute. Perhaps with departure, enroute and destination control, weather and VOR frequencies uniformly down one side in small print. Is it possible The comms and nav on this flight were handled as a "flight of 2" from the Piper?

Also there only appears to be one chart for the SE of England and not one for France, does the English one cover NE airfields in France?

Edit to add: I'm not taking about the penmanship ( god knows mine is like chicken scratches) Im referring to the scarcity of info for this type of flight and the hodge podge mannner it's written is not what I'd expect of a pilot that flew the entire continent of Africa

Here you go mate, close up of the front page of that board: Just some frequencies for Farnborough, a PPR and Goodwood - Farnborough ICAO codes. There is some text bottom left that looks like LFQT. So it does look like Merville was the planned destination and not Le Touquet (LFAT) which would be expected as the winds at LFAT would be know at that point.

India Four Two 9th Jan 2017 05:25

I assume the Stearman would not have the kind of space available for all of Tracey's luggage
A canvas baggage compartment (no sharp objects) - 60 lb max.

Of course on a solo flight, the front seat could contain a lot of suitably secured luggage. ;)

Marchettiman 9th Jan 2017 10:18

The twists and twirls this thread is continually taking make it as compulsive daily reading as Radio 4's programme The Archers is for listeners.
I am sure that Boeing and Artemis Investments didn't agree to bankroll this whole programme on a hand shake after a few presentations and cozy lunches, there would have been lengthy and detailed sponsorship agreements, no doubt crafted by Tim Kelly, the PR man who describes himself as a sporting sponsorship consultant on his company website and Linkedin page.
If TCT and her team really wanted to show their original intention was a solo flying expedition with en-route "outreach" activity why don't they publish their original proposals to potential sponsors (which probably went to more companies than just Boeing and Artemis) suitably redacted to hide the estimated costs and commercial aspects of the venture?

B Fraser 9th Jan 2017 11:49

I wondered that too Mr Police. If you are setting off on a once in a lifetime expedition, you sort out your en-route information on your kneeboard. Any old data for a previous flight is just clutter. The bearing to Goodwood of 233 degrees (if that's what it is) makes no sense.

B70 9th Jan 2017 12:06

"What is she doing getting into the aircraft to depart Goodwood for France, ......?"

Are we getting our Goodwoods confused with our Farnboroughs?

As far as I understood things, the first flight was from Cape Town to Goodwood, the second flight was from Farnborough to Sydney. I didn't think that Goodwood featured at all in the second flight, but I am happy to be corrected.

B Fraser 9th Jan 2017 12:09

That's the question, click on the photo of her clipboard and it shows Farnborough to Goodwood. If it's an old set of notes then it is not the sort of thing you would take on a flight to France.

piperboy84 9th Jan 2017 12:13

The bearing to Goodwood of 233 degrees (if that's what it is) makes no sense.
It does if the flight you are about to embark on involves getting takeoff clearance from the Farnborough tower (that frequency is listed) flying out a few miles and circling while the chase plane catches up to handle the comms thereafter . All you would need is your inbound pilot notes from your arrival flight.

Edit to add: that's also why the chart doesn't have a pencil line on it. And we know from her past statements about procedure flying and technology she ain't got a scooby do on how to work the 430 so it's a pretty reasonable assumption she wasn't doing the nav, so whoever was probably handled the radios also.

SATCOS WHIPPING BOY 9th Jan 2017 12:14

Originally Posted by B Fraser (Post 9634879)
The bearing to Goodwood of 233 degrees (if that's what it is) makes no sense.

Goodwood is due south of Farnborough - so I don't think 233 is a bearing. The 404941 / 233 are probably PPR numbers.

The Stearman arrived at Farnborough on 27th Sept 2015 at 10:59 not sure yet where it came from though.
September 2015 - welcome to Farnborough Spotters

Danny42C 9th Jan 2017 12:25

Marchettiman (#3272),

...The twists and twirls this thread is continually taking make it as compulsive daily reading as Radio 4's programme The Archers is for listeners...
On the button ! I, for one, make it my first must-see after reading emails (if any). But sorry, am allergic to "Archers".


piperboy84 9th Jan 2017 12:46

No red herring, those are notes from previous flight(s) but contained the only frequencies she needed for that days flight allowing her to get out of the Farnborough circuit and wait.

Jonzarno 9th Jan 2017 18:29

Portsmouth University
SWB: from your post of 6 January

Uni Update. Spoke to them today, I have been assured of a written response tomorrow.
Accepting that the 7th was actually a Saturday when they may not have been working: have you now received the promised response?

Many thanks for all your efforts on this :ok:

SATCOS WHIPPING BOY 9th Jan 2017 22:38

I have not had anything back from them so shall try and call them tomorrow.

When I spoke to the lady at the Uni she said they were waiting on permission from TCT to release some of the information. I did point out that an FOI meant they really ought to disclose everything they have. I also stressed that my argument was not with the Uni and if they needed a little more time then that would be fine with me. It was they that said Fri/Mon would see a response.

The impression I got was that TCT had written to them at some point and they wanted permission to release that letter/e-mail. She would either have done so to say "thanks for the award", in which case it is not a big issue and could be released without causing a problem.

So that leaves either of these two possibilities.

TCT has written to them and said something in there that is contentious.

TCT has written to them to clarify her side of things and perhaps warn the Uni in advance of possible embarrassing questions coming their way.

Bare in mind that twice now Portsmouth Press have run stories on her, and she has attempted to claim her innocence in all of this with the "sole pilot" and "never intended to mislead" stance, then my money would be on the latter being the case.


tommoutrie 9th Jan 2017 23:29

The 233 isnt a winded track for the SID out of Farnborough is it? Havent flown from Farnborough for a while but theres a 220 track shortly after take off

hobbit1983 9th Jan 2017 23:39

As much as I hate to encourage all your obsessions with TCT, I feel compelled to point out that 238 feet is the height amsl of Farnborough Airport....

piperboy84 10th Jan 2017 00:06

As much as I hate to encourage all your obsessions with TCT, I feel compelled to point out that 238 feet is the height amsl of Farnborough Airport....
Which would make it more likely they were landing notes from her arrival a few days prior.

Mike Flynn 10th Jan 2017 05:11

It is a year now since TCT and Ewald Gritsch landed at Sydney.(9/1/16)

Inmarsat were one of her/their sponsors and this from their website.

Journey into history
Tracey Curtis-Taylor has successfully recreated the 1930 historic solo journey of infamous aviator Amy Johnson, flying from the UK to Australia in an open cockpit vintage biplane.

Fans worldwide were able to join in Tracey’s adventure across 13,000 miles and 23 countries, thanks to Inmarsat’s connectivity, which enabled her team to share updates on an interactive website and social media, as well as send back footage for a National Geographic documentary.
Journey into history - Inmarsat

The Royal Navy also failed to mention Ewald....

British adventurer Tracey Curtis-Taylor, 53, arrived today in Sydney completing an epic 14,600-nautical mile flight from the UK to Australia in a classic open cockpit bi-plane.

The intrepid aviator, who is an active supporter of the Royal Navy and Royal Marines Charity as well as an Honorary Lieutenant Commander in the Royal Naval Reserve, set off in her 1942 Boeing Stearman Spirit of Artemis aircraft from Farnborough, Hampshire, in October, retracing pioneer Amy Johnson's 1930 flight. Tracey travelled across 23 countries, making some 50 refuelling stops.

Robert Robson, CEO of the Royal Navy and Royal Marines Charity, said: "This is a fantastic achievement and we were thrilled to see Tracey flying the flag of the Royal Navy and the RNRMC logo worldwide. Just like the Naval Service personnel we support, her determination and tenacity are unwavering. Well done!"

To commerorate the anniversary I am posting the famous picture of TCT and a camera shy Ewald Gritsch.

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