RECORD BREAKERS 100 YEARS OF THE ROYAL AIR FORCE
May 2018 FLYPAST 81to be forwarded to the Fédération
Aéronautique Internationale (FAI).
Members of the RAeC would
adjudicate the flight.
Timing would be critically
important and since British airspace
was divided between a number of air
traffic control stations, coordination
between them would be crucial.
The last major hurdle was that the
shortest route penetrated the missile
testing range in Cardigan Bay, off the
west coast of Wales. This would need
to be stood down to allow safe transit.
The support received from all
the disparate agencies involved was
incredibly positive and provided a
great boost for all. Among others,
Flt Lt Simon Tucker played a busy
role in the pre-flight activities.
My own involvement at this stage
was somewhat different. Although
my primary role was as a navigator, in
common with others, I had a range of
secondary duties, including acting as
the squadron charities officer.
The ‘Boss’ tasked me with
devising ways to raise money
through the venture.
First day covers
[envelopes featuring
commemorative
stamps] were popular
at the time; I had
already been involved
in many such projects
and it seemed to be a suitable
means to use again.
Retired Gp Capt Bill Randle was
a great help as usual and the covers
were soon in preparation, their
design being the inspiration for some
nose-art applied to ‘AF’. A few days
before the flight, the ‘Boss’ asked me
if I would like to be his navigator - an
offer I could not refuse!IN REVERSE
February 24, 1988 dawned to dull
overcast conditions with a strong
wind from the north. As I drove
to work I reflected on the previous
day. The Press Relations Officer
(PRO) had also been busy and a
reporter and photographer from
The Times arrived at Leuchars toprepare a piece on the attempt. An
uncharacteristically sunny spring-
like February day meant the photo-
shoot could be conducted outdoors.
When I arrived at the squadron the
Boss and I examined the briefing pack
from the meteorological office. It was
immediately clear that any flight from
Land’s End to John o’ Groats would
not set any impressive record since
there was a jet stream of 130 knots
(150mph/241km/h) blowing from
the north against our route.
However, if the route was reversed
and we started from John o’ Groats
we could set a quite remarkable
time. A quick call to the Fédération
Aéronautique Internationale in Paris
found them very amenable and so
all the other agencies involved were
informed of the change in plan.Because so much
effort had been put
into planning and
preparation, a second
Phantom was to
accompany ‘AF’ to
the start line and
would have flown
the route if ‘Foxy’ had become
unserviceable; just as would have
happened on an operational
mission. This had the bonus of
providing an opportunity for some
air-to-air photographs en route to
John o’ Groats.CLOCK’S TICKING
Shortly after 9am, clothed in bulky
immersion suits to protect us from
the cold seas if we had to eject, the
four of us walked to our aircraft.
Flt Lts ‘Nobby’ Clarke and Kenny
Reeves manned the reserve.
The Phantom had sufficient range
if it carried a full fuel load, so both
aircraft carried three external fuel
tanks, one under the fuselage and
one under each wing, the samewe could set a quite remarkableAéronautique Internationale in ParisBecause so much
effort had been put
into planning and
preparation, a second
Phantom was tothe start line and
would have flownLeft
Wg Cdr John Brady
(left) and the author- the crew of XV582.
VIA AUTHOR
Below left
A commemorative
print of XV582 by
Squadron Prints,
created soon after
the record. COURTESY
SQUADRON PRINTSLeft
The forecast winds at
34,000ft for February
24, 1988. The
triangles on the tail
of the wind arrows
represent 50 knots
and the bars 10 knots
each. Hence the wind
to the east of John o’
Groats was forecast
as 120 knots from the
north. VIA AUTHORINSET LEFT
The famous badge
of 43 Squadron
was inspired by its
new equipment of
1926, the Gloster
Gamecock. The Latin
motto, ‘Gloria Finis’
translates as ‘Glory is
the End’.