T H E G U I L D O F A I R P I L O T S A N D A I R N AV I G AT O R S

D E C E M B E R 2 0 0 8 N o . 1 7 2

PUBLISHED BY:The Guild of Air Pilots and AirNavigators, Cobham House, 9 WarwickCourt, Gray’s Inn, London WC1R 5DJ.

EDITOR:Linda Jones

FUNCTION PHOTOGRAPHY:Gerald Sharp Photography

View images and order prints on-line.TELEPHONE: 020 8599 5070

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Except where specifically stated, none of the materialin this issue is to be taken as expressing the opinionof the Court of the Guild.

EDITORIAL CONTRIBUTIONS:The copy deadline for the February 2009edition of Guild News is 1 January 2009and should be sent to: The Editor, GuildNews, Cobham House, 9 Warwick Court,Gray’s Inn, London WC1R 5DJ.

TELEPHONE: 020 7404 4032FAX NO: 020 7404 4035EMAIL: gapan@gapan.orgWEBSITE: www.gapan.org 2

Guild DiaryDECEMBER 2008

4 Aptitude Assessment RAF Cranwell9 5th Technical and Air Safety Committee Cobham House12 8th General Purposes and Finance Committee Cobham House12 New Members’ Briefing Cobham House12 Guild Carol Service St Michael’s Cornhill12 Christmas Supper The Counting House17 Guild Closes

JANUARY 20095 Guild Opens13 5th Education and Training Committee Cobham House14 Trophies and Awards Committee Cobham House21 Benevolent Fund Board of Management RAF Club22 9th General Purposes and Finance Committee Cobham House22 5th Court Meeting Cutlers’ Hall22 Court Election Dinner Cutlers’ Hall

FEBRUARY 20093 Combined Courts’ Lunch Cutlers’ Hall5 UK Henshaw Dinner RAF Museum, Hendon12 South African Henshaw Dinner AFB Ysterplaat, Cape Town19 10th General Purposes and Finance Committee Cobham House24 6th Technical and Air Safety Committee Cobham House

MARCH 200910 6th Education and Training Committee Cobham House12 11th General Purposes and Finance Committee Cobham House12 6th Court Meeting Cutlers’ Hall19 Annual Guild Service St Michael’s Cornhill19 AGM, Installation and Supper Merchant Taylors’ Hall26 Lord Mayor’s Dinner for Masters Mansion House27 United Guilds Service St Paul’s Cathedral27 Lunch with Fan Makers’ Company Skinners’ Hall

APRIL 2009TBA Aptitude Assessment RAF Cranwell7 1st Technical and Air Safety Committee Cobham House7 Benevolent Fund Board of Management Cobham House16 1st General Purposes and Finance Committee Cobham House29 Guild Luncheon Club RAF Club29 Cobham Lecture Royal Aeronautical Society

MAY 200912 1st Education and Training Committee Cobham House14 2nd General Purposes and Finance Committee Cobham House14 1st Court Meeting Cutlers’ Hall27 Livery Dinner Drapers’ Hall

Guild Visits Programme 2009

20 January Dunlop Aircraft Tyres, Birmingham

11 February Red Arrows, RAF Scampton

27 March David Shepherd’s Studio, East Grinstead

18-19 May Airbus,Toulouse

Please see the Flyers accompanying this and previous editions of Guild Newsor contact Assistant Michael Glover at MJAG2001@aol.com

Cover picture: the crew of HMS Gannet Search and Rescue flight‘Rescue 177’ were winners of the Guild’s prestigious Prince PhilipHelicopter Rescue Award. The crew consists of (L-R): Lt Cdr MartinLanni (Aircraft Captain), Lt Ian Campbell (Co-Pilot), FS Euan Gibson(Winchman), Lt Cdr Martin Ford (Observer). Turn to page 21 to readabout their incredible story. (Photo: Ministry of Defence ©)

THE GUILD OFAIR PILOTS ANDAIR NAVIGATORS

PATRON:His Royal HighnessThe Prince Philip

Duke of Edinburgh KG KT

GRAND MASTER:His Royal HighnessThe Prince Andrew

Duke of York KG KCVO

MASTER:Air Commodore

R S Peacock-EdwardsCBE AFC FRAeS FCIM

CLERK:Paul J Tacon BA FCIS

The Guild, founded in 1929, is a LiveryCompany of the City of London.

(Letters Patent 1956)

4/5 News round up & Letters tothe editor

6 The Masterwrites …

7-9 Trophies and Awards… the banquet

10 Technical briefing & Gazette

11 Clerk’s column... the Livery explained

12-13 ATPL training… modular or integrated?

14-15 Freddy Tymms lecture… Virgin Galactic is … go!

16-23Trophies andAwards… the winners

24Visit to RAFCentre forAviation Medicine

24 “Big Mug”Loving Cup remembersSir Arthur Marshall

In this edition of Guild News

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Sabre rattling On one of the fewreasonable days in August two exitingaircraft took to the skies together at6,500 ft over Grafham Water, southwest of RAF Wyton. Warden CliffSpink flew a F86 Sabre in formationwith a Velocity Elite at an indicatedairspeed of 160 kts. The Lycomingengine was burning 40 litres an hourat 55% power with the Sabresomewhat more. The Velocity, with arange of 1,100 nautical miles, is basedat North Weald and with only 400hours on the Hobbs meter and a timebefore overhaul of 2,000 hours there ismuch spare capacity for additionalflying hours. Liveryman Denis Wood,co-owner of the Velocity with FreemanJack Berkin, says: "We are confidentthat there is no other four seat lightaircraft that can match the Velocity'sspeed, range and economy. If anyGuild member would like to join oursmall group and fly this amazingaircraft for a modest annualcontribution towards the fixed costs,please contact me or Jack atj a c k . b e r k i n @ v i r g i n . n e tor dm.wood@libertysurf.fr

Do you play Duplicate Bridge? If so,would you be interested in playing inpairs or teams events on behalf of theGuild in London? The 2009 Inter-Livery Bridge Competition organisedand subsidised by The WorshipfulCompany of Makers of Playing Cardswill be held on Monday, 2 March 2009in Drapers' Hall. This is an eveningevent which includes two sessions ofbridge and dinner. Prize giving willtake place after the final session. It ishoped to enter at least one pair onbehalf of the Guild and the closingdate for entries is 2 February. Pleasecontact the Clerk or Captain ArthurCreighton (by e-mail atcreigharth@aol.com) if you would liketo enter or need further information.

In the chair: Liveryman CarolineGough-Cooper has taken over fromAssistant Tricia Nelmes as chairman ofthe British Women Pilots’ Association.Tricia relinquished her position attheir AGM in October after completingsix years in the chair. The Associationwas formed in 1955 to help womenparticipate in aviation.

GYM goes online and interactive Ithas been a busy period for the recentlycreated Guild Young Members (GYM).Thanks to the hard work of LudoForrer the GYM website is now fullyoperational at www.gapaym.org Ludofitted in the development work aroundhis ATPL studies and did a verythorough job. The GYM went'interactive' in late October when itlaunched its own page on theFacebook, social networking website.The Facebook page enables GYMmembers to 'chat' to each other onlineand facilitates the quick and efficientdissemination of information aboutupcoming events. Most of the GYMcommunication is already undertakenby e-mail but the Facebook page hasenabled a much faster dialogue to takeplace. Young members have also beenenjoying a busy social calendar of late.A number of members, friends andguests attended the Sir FrederickTymms Lecture at the RoyalAeronautical Society on 16 October.Will Whitehorn, President of VirginGalactic, explained the backgroundand technology behind this excitingprivate spaceflight initiative and anumber of GYM members went awaywith aspirations to join the spacetravelling elite. After the lecture theGYM contingent adjourned to a localhostelry for dinner and drinks, makingthe best of the opportunity to interactwith like-minded young aviators.Aweek later the GYM committee andtheir partners joined five GYMmembers at the Trophies and Awards

Banquet at Guildhall. It was the firsttime our young members had attendedthis event en masse and it wasrefreshing to see so many young facesenjoying the traditions and pomp ofthis prestigious evening. On 27October GYM committee memberSteve Bridgewater represented ourorganisation at the Dinner for FutureLeaders, hosted at Guildhall by theGuild of Reserve Forces & CadetsAssociation for Greater London. Thisoffered an ideal opportunity to learnabout other young members groupsand extol the good work the GYM isdoing on behalf of the Guild. EarlyNovember saw a sizable GYMcontingent manning the Guild stand atthe Flyer Flight Training show atHeathrow. A successful recruitmentdrive saw several new memberssigned up and countless more walkedaway from the stand enthused aboutthe opportunities the Guild and theGYM can offer. Several GYM memberswere also in attendance at the RoyalAeronautical Society Careers Day on 7November, speaking with schoolleavers and university students whoare interested in aerospace andengineering. With plans afoot toexpand the GYM activities andrecruitment efforts the decision hasbeen made to increase the size of thecommittee and working group. EarlyNovember saw both Oli Russell andSarah Harding join the team. They joinfounder committee members KatHodge, Ludo Forrer, Sebastian Pooleyand Stephen Bridgewater at the helm.It has been a good year for the GYMand 2009 looks to have an evenbrighter outlook.�

New faces: it was the first time the GYMcommittee and some young members hadattended the Trophies and Awards Banquet.Pictured here are (from left): ElspethMauleverer, Ludo Forrer, Kat Hodge, BenFlewett, Emma Hodgkinson, SebastianPooley, Nia Jones and Steve Bridgewater.

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RegionsLIVERYMAN BUCK BROOKSBANKTECHNICAL AND AIR SAFETY DIRECTOR

Australian Region

The Australian Civil AviationSafety Authority (CASA) enjoysan extensive consultation

process with industry. One of theseconsultative processes is theStandards Consultative Committee(SCC) of which the Guild is a memberin association with numerousGovernment representatives fromCASA, the Air Transport Safety Bureau(ATSB), Airservices Australia (whichprovides ATC, navigation aids, radarand radio communications includingweather forecasts and NOTAMS), theMinister’s office and the completerange of industry.

Here is some of the work that the SCChas performed, with Guild support, inthe last four months. _ The prominentaviation legal adviser Russell Millerwas asked to review the relationshipbetween CASA & the ATSB. The Guildput forward a major submission inresponse to his draft report. As a resultof his recommendations and industryinput CASA is establishing a new

Accident Liaison & Investigation Unit.The unit’s primary tasks are “toenhance the delivery of consistent,standardized, risk-based oversight ofthe aviation industry and support theestablishment of a safety programmeas required by ICAO”. _ New rules forradio procedures at non-controlledaerodromes. Australia has numerousnon-controlled aerodromes. Thesenew procedures to be implementedearly in 2009 will require all aircraft,other than ultra lights to broadcasttheir position and intentions ataerodromes that RPT aircraft operateinto. _ Alcohol and other drug testing.After extensive industry consultationthe new testing regulations that allowrandom testing came into effect on the29th September 2008. _ CASA hasissued 33 draft notices of proposedchanges to rule making,advisory/guidance material and newlegislative changes since July 2008which has required considerable Guildtechnical input. _ The Guild is veryheavily involved in the production &presentation, in association with theATSB & CASA, of Threat & ErrorManagement (TEM) courses. Thesefollow on from the former airlinecourses of Cockpit ResourceManagement (CRM). On a personalnote attending one of these coursessaved my life and the one hundredand fifty people behind me on myB727 into Hobart in Tasmania.

In addition to our technical work theGuild has established an annual Guildprize to be awarded to a student ofOutstanding Performance in academicachievement at the Brisbane AviationHigh School. The prize consists of aCertificate from the Guild, an escortedtour of a general aviation airportincluding the museum, the Beaufortreconstruction and an hour’sintroductory flight. By way of historicinterest the Beaufort was onlyconstructed in Australia to a Bristoldesign and some 700 were built duringthe Second World War. The Guild alsopresents an annual prize of $150dollars as a tool allowance to the mostsuccessful maintenance trainee atBrisbane’s maintenance trainingschool.�

GUILD NE W SL E T T E R S T O T H E E D I T O R

Dear Sir,I was most interested to read thearticle ‘Archives at Cobham House’by Past Master Peter Buggé (GuildNews October 2008) in which hementioned E J Lawson. Unfortunatelyhe got the name wrong, it shouldhave read E H Lawford, my father.The reference to B Licence 150 iscorrect. My father was a foundermember of the Guild, being admittedas a Law Member on 1 July 1929 byelection. I have his Certificate ofAdmission signed by the Master,Sefton Brancker, and LawrenceWingfield, Clerk. He was alsoTreasurer of the Guild in the mid-1930s. I have taken the opportunityto send you a biography of my father,

Pioneer Airline Pilot, which Ipublished a couple of years ago. Itincludes details of his GuildMembership and how the loss of hisfriends and colleagues in the crash ofthe R101 affected the small world ofaviation professionals at the time.Perhaps you would consider a reviewof the book in Guild News.

Upper Freeman Hayden LawfordEtchinghamEast Sussex

Past Master Peter Bugge replies:Having already apologised to HaydenLawford for my lack of care in thespelling of his father’s name, we havearranged to meet at Cobham House tolook at the archive material there. Iam looking forward to hearing fromHayden about his father’s life andtimes and learning more about theearly days of the Guild. I am sure Ispeak for all Guild members inexpressing thanks to Hayden fortaking the trouble to get in touch.

LONG SERVING MEMBERS50 years membershipCaptain John J Mason

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Iam writing this latestMaster’s Message just beforeI depart on my Master’s Tour

of the Regions. Actually, thisyear, it is more of a world tourbecause I will be first visitingWashington to talk at twoimportant lunches. We have agrowing number of membersfrom the US and I am delightedthat I will have the opportunityto represent the Guild in suchan important city. Thereafter, Iwill be visiting Canada(Vancouver), New Zealand(Auckland and Wellington),Australia (Adelaide, Melbourne,Brisbane and Sydney), HongKong and, finally, Dubai beforereturning to the UK in time forthe Guild Carol Service andSupper. I look forward to givingyou a full report on my tour inmy next and final Master’sMessage before I hand over toRear-Admiral Colin Cooke-Priest in March 2009.

I am also writing this message withmy left arm in plaster because I haveunfortunately broken my wrist. Asidefrom it being highly inconvenient andfrustrating, I am pleased to report thatit hasn’t overly affected my ability tocarry out my duties. However, it willaffect my ability to play golf in NewZealand and Australia, and that is agreat pity. Since I last wrote there hasbeen an immense amount of Guildactivity in so many different areas.The Trophies and Awards Banquetwas every bit as magnificent as thosein previous years and you will find afull report elsewhere in this edition ofGuild News. Likewise, you will alsofind a report on another significantevent. On 2 October, I led a delegationon a visit to Marshall Aerospace,Cambridge. In the evening we had asplendid dinner in Peterhouse Collegeat which Michael Marshall, theChairman and CEO of MarshallAerospasce, presented the Guild with

a magnificent Loving Cup in memoryof his father, Sir Arthur Marshall, whodied last year at the age of 103. SirArthur was a very long servingLiveryman and had been a member ofthe Guild since 1931. The Loving Cupwill be a fitting memorial to a greatman.

In my speech at the Trophies andAwards Banquet I made mention ofthe 100th anniversary of poweredflight in the UK, an anniversary whichwas celebrated on 16 October. I askedeveryone to reflect, as I do to you allnow, on what aviation and poweredflight has done for you in yourlifetimes, and how it has effectivelychanged so much that happens in theworld. Quite simply, the influence hasbeen enormous. However, all too oftenaviation is so wrongly made to looklike a cause rather than an effect andgovernments and others seem to useaviation as a ‘whipping boy’.

Aviation has brought so much to ourlives and we should not allow ourprofession and industry to be sounfairly criticised, as it is constantlyby many influential people andorganisations who or which are moreignorant than informed. I do notbelieve there to be another industrythat does as much to developtechnologies to minimize any adverseeffects than flying. People certainlyneed to be better educated about the

fact that aviation only accounts for avery small percentage of carbonemissions. Let us all be proud of whathas been achieved in aviation and letus all be rather more pro-active indefending our industry from the unfaircriticism that is constantly beingdelivered. I regard it as my duty toeducate and inform, as it is the duty ofothers as well, and I will do allpossible both now and in the future toremind people of the good things thataviation has done for the world.

In closing, I realise that you will bereading this message much closer toChristmas. I thank all of you for yourcontinued support of the Guild. Wehave had a very interesting andproductive year, a very good year, andwe are going from strength tostrength. In achieving all that we do Iwould like to make special mention ofour excellent office staff, Ruth, Pat andUlka, led superbly by the Clerk, PaulTacon. Without their tireless efforts wewould undoubtedly not be flourishingtoday as much as we are. Tina, mywife, joins me in wishing you all, andyour families, a Very Merry Christmasand a Happy New Year. May 2009bring you health, happiness andprosperity.�

The Master writes …RICK PEACOCK-EDWARDS

Greetings: Master and Tina Peacock-Edwardssend Guild members and their families theirbest wishes for a very Merry Christmas and aHappy New Year.

Remember Sir Arthur: Michael Marshallpresents the Master with a Loving Cup inmemory of his father, the late Sir ArthurMarshall.

Aviation’s finest havebeen honoured at theGuild’s event of the year,

the Trophies and AwardsBanquet. Thirteen awards werepresented at the awardsceremony, with standingovations reserved for the mostoutstanding and bravest of therecipients. The Guild Award forGallantry was presented for thefirst time, going to a 28 (AC)Squadron RAF Merlin helicoptercrew of four, led by FlightLieutenant Michelle Goodman,who undertook a hazardousmission to pick up a seriouscasualty at Basra City. For heroutstanding bravery in the faceof the enemy, Flt Lt Goodmanwas awarded the DistinguishedFlying Cross, the first time thehonour has been awarded to afemale pilot. Details of all therecipients and awards appearon pages 16-23.

The Master, Air Commodore RickPeacock-Edwards, who was nursing abadly timed broken wrist, welcomedmore than 600 Guild members andtheir guests to Guildhall on 23October. Sir Stuart Rose, private pilot,aviation enthusiast and chairman ofMarks and Spencer, was guestspeaker. Masters from other LiveryCompanies and representatives fromthe Guild’s Affiliated Units were alsopresent. The Master greeted membersfrom the Guild’s three establishedoverseas Regions, Australia, HongKong and New Zealand. He reserved aspecial welcome for those from twoprospective Regions, Canada andSouth Africa, as well asacknowledging a strong contingentfrom the United States and the MiddleEast, many of whom were attendingthe banquet for the first time. Later theMaster spoke with pride of the Guild’sglobal family and its long history of

overseas Regions, a relationship that isunique among the City of LondonLivery Companies.At the Reception in the elegant OldLibrary, guests mingled and drankchampagne as uniformed personnel ofthe London Wing of the Air TrainingCorps set about their organisationalduties. A guard of honour was formedby the Pikemen and Musketeers of theHonourable Artillery Company, andone among them, aged 84, wasundertaking his last official functionbefore retirement.

Earlier, the Master had presided at aCourt meeting in the West Crypt. Heclothed fifteen new Liverymen,including Maurice Flanagan whobecame the 1000th person to beclothed with the Livery. The Masteralso presented nine Master Air PilotCertificates and a certificate to LouiseHoltby, the 2007 J N Somers Scholarfor a frozen Air Transport PilotLicence. Mrs Phyllis Somers waspresent at the banquet.

Supper was served in the medievalGreat Hall, which is apparently theonly chamber in the City of Londonbig enough to accommodate such alarge number of diners. With guestsalready at their tables, theSwordbearer, Captain David Pelchen,

and the Beadle, Ted Prior, bearing theMace, led the Master’s party into theroom to the customary slow handclap. The Guild’s Honorary Chaplain,Rev Stephen Keeble, said Grace,leaving the collective singing of thetraditional sung Grace to follow themeal service. The ceremony of theLoving Cup was deftly performed and,

at one table, a new Loving Cup givenin memory of Sir Arthur Marshall wasin use. Guests were entertained by abrass quintet of the band of theHonourable Artillery Company.

In his address the Mastercongratulated the award winners, butsingled out the military personnel forspecial mention. They are, he said, areflection on our Military Services, the

Clothed: the recent purchase of three additional robes by the Guild meant fifteen newLiverymen could be clothed by the Master at the Court meeting. They are (from left): BerylThorp, Richard Poppe, David Hyde, Captain David Harrison, Bruce Crawford, DavidCurgenven, Group Captain David McDonnell, Captain Arthur Creighton, Captain JohnDanning, Linda Jones, Captain Alfred Holmes, Maurice Flanagan, Lily Kar Bak Fenn,Captain John Eacott and Kathy Abbott.

TROPHIES AND AWARDSRecognising aviation’s highest fliersLIVERYMAN LINDA JONES

Wise words: the Master makes his address.

.........Continued on page 87

high standards that are required intraining, the brilliance of theirachievements in the operationaltheatres and the worldwide esteem inwhich they are held. They maintainedtheir excellence in spite ofquestionable support from theGovernment.

It had been a momentous year for UKaviation, with the centenary of thefirst UK flight and the RAF marking its90th anniversary. The Master reflectedon what had happened in that timeand how aviation had changed theway people lived and worked. Hebelieved space would play a major

part in developments in aviation overthe next 100 years: “We can expect tosee continued growth in the use ofunmanned aerial vehicles and in theexploration of space. Virgin Galacticwill take passengers into space and isthis the forerunner of inter continentaltravel via space which will furthershrink the world”, he asked.

A little closer to home, the Masterannounced the Guild’s involvement inthe celebrations of the 70th

anniversary of Alex Henshaw’s single-engine solo flight from London toCape Town. A series of events areplanned, aligned to launching a new

South African Region of the Guild. Theentrepreneur and record breakerRichard Noble, and the man behindthe successful British attempts on theworld land speed records, would bethe guest speaker at a dinner in CapeTown on 12 February 2009. Joininghim will be Wing Commander AndyGreen, an RAF fighter pilot and aGuild member and the current holderof the World Land Speed Record, whowas among the diners at the Trophiesand Awards Banquet.

The Master turned to the emotiveissue of carbon emissions and theunfair criticisms being directedtowards aviation by misinformed andself-interested organisations andindividuals, many of whom were inpositions of power. Some of the criticsdidn’t necessarily fully understandwhat they preached or the realities ofthe situation. He said: “It was time tobe pro-active in defending aviationand to educate and enhance the nameand capabilities of what is a young butinfluential industry. Aviation wasresponsible for a very smallpercentage of the total carbonemissions, perhaps 2-3%. Thoseinvolved in aviation are probablydoing more than any other industry tominimize the effects of carbonemissions but were not being givencredit for their efforts.”

The Master proposed a toast to theguests and to the winners of thetrophies and awards.

Skilled and experienced pilots: Master Air Pilot Certificates were awarded to (from left) Group Captain Peter Wildman, Squadron Leader NeilStrevens, Squadron Leader Nicholas Davies, Squadron Leader Charles Sinclair, Captain Trevor Jones, Captain David Rowe, Captain TrevorMacDonald-Bennett, Captain Graham Jenkins, Captain Richard Snell and Captain Colin Cox.

Family man: new Liveryman David Hyde was accompanied by his family to the Trophies andAwards Banquet. In the picture are (from left) Sasha Hyde and her husband Richard(David’s eldest son), Alice (David’s daughter), David and his wife Ann, Nigel Hyde (David’smiddle son) and his wife Cathy.

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Sir Stuart Rose responded on behalf ofthe guests and congratulated theaward winners. His own interest inaviation was probably influenced byhis father who had flown Lancastersin the latter stages of the war. Today,Sir Stuart is a frequent andenthusiastic private flyer, a hobby hehopes to do more of when he retires.

Aviation is here to stay and Sir Stuartcould think of no other industry thathad changed so much in such a shorttime, apart from the exception of thedigital revolution. He was confidentthat the industry would continue toinnovate, adapt and develop to meetthe global challenges facing us all. Healso paid tribute to the work of thearmed forces in dangerouscircumstances every day. Marks andSpencer was proud of a plaque theystill displayed commemorating thepurchase by the company of a Spitfirefor the RAF in 1940. It wasappropriately named Marksman.

Sir Stuart had much to say on theissue of carbon emissions and added aretailer’s perspective to that alreadyexpressed by the Master: “The debatearound aviation, air freight and carbonemissions is complex. Informeddebate and not knee-jerk response isrequired, as we always need to beaware of the law of unintendedconsequences.”

Marks and Spencerwas workingtowards beingcarbon neutral by2012 with minimaloffsetting. It wasnot about stoppingthings, but aboutadapting andmodifying.

Sir Stuart said:“Interestingly, allour work on goinggreen is cost neutral– the amount we’re

investing is balanced out by theamount we’re saving. That proves AlGore’s dictum that ‘responsiblebusiness can be profitable business’”.

The company was often criticised forusing airfreight. “We fly in runner-beans from Kenya, mange tout fromGuatemala and asparagus from Peru -because consumers want them and weare, after all, a shop. The simple factis that if we were to grow the samevegetables in the UK, we’d have to doit under plastic or glass and pump inheat. That would result in a largercarbon footprint than we’d have byflying the vegetables thousands ofmiles. The other alternative is carrots,parsnips and turnips all through thewinter.”

By sourcing products abroad Marksand Spencer also helped sustain manycommunities in developing countries.The company upheld the higheststandards in ethical trading and was astrong supporter of the FairtradeFoundation. Much of what they do isreinvested back into localcommunities, providing schools,healthcare, accommodation andtransport.

Sir Stuart proposed the traditionaltoast: “The Guild of Air Pilots and AirNavigators, may it flourish root andbranch forever.”

The Guild is grateful to the SwireCharitable Trust for its generoussupport of the Trophies and AwardsBanquet.

Photographs taken at Guildhallcan be viewed and printsordered online direct fromGerald Sharp Photography. Visitwww.sharpphoto.co.uk or telephonethem on 020 8599 5070.�

Career threshold: the Master withLouise Holtby, the 2007 J N Somers scholar.

Hand in glove: Mr and Mrs Andrew Martin,son of Liveryman James Martin of Martin-Baker fame, make friends with a Pikeman ofthe Honourable Artillery Company.

Record breaker: the Master wishedWing Commander Andy Green,

pictured with his wife Emma, goodluck for his attempt on a 1000 mphworld land speed record next year.Andy is the only man to have gone

supersonic on land.

Special guests: supper awaits for Mr MDavis (Master Coachmaker), BaronessGarden (Master World Trader), SirStuart Rose, guest speaker, the Master,Tina Peacock-Edwards, Mr JohnPeddar (Master Cutler) and his wifeMargaret.

Good slurp: Freeman Mel Stewartprepares to do battle with theLoving Cup as Squadron LeaderMalcolm Hunt lifts the lid.

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Charity flights I draw your attentionto the Civil Aviation Authority’s noticeAIC 70/2008 (White 153) which laysdown the requirements to be met byanyone contemplating undertaking‘charity flights’.

PELS (Personal Emergency LocatingSystem) The satellite monitoringservice for 121.5 MHz (and 243MHz)ceases in February. From that dateonly 406 MHz will be monitored. Thedecision to cease was driven in part bythe high incidence of false alerts. All406 MHz transmissions are digitallyencoded with a unique ID for theowner that can be checkedimmediately against a centraldatabase. The UK Mission ControlCentre (UKMCC) at RAF Kinlossmaintains this database for UKaviation Emergency LocatorTransmitters (ELTs) and PersonalLocator Beacons (PLBs). The databasecontains supplementary informationdescribing the emergencytransmitter’s use and deployment anda 24 hr emergency contact point toassist in confirming whether the alertis genuine and in obtainingoperational information which couldassist the search and rescue (SAR)mission. Owners of ELTs need tocheck their transmitters can broadcaston the new frequency, as 406 MHzbeacons are superior to their analoguepredecessors and with GlobalNavigation Satellite System (GNSS)input provide far more accurateinformation to rescue teams, therebybringing help to pilots in distressmuch faster than was possible withthe old system. And….Flying to France in 2009? Please readthis critical alert - From 1 January, allaeroplanes and helicopters must beequipped with at least one ELT of anytype, or failing that, one PLB withbuilt-in GNSS receiver. The ELT/PLBmust transmit on 406 Mhz. Specificdetails from the Direction Générale del’Aviation Civile (DGAC) are availablea t : www. s i a . a v i a t i o n - c i v i l e . g o u v . f r/dossier/aicfrancea/AIC_A_2008_10_EN.pdf

MPL Licence The new multi-crewlicence (MPL) training course, whichwas greeted with mixed views inmany quarters, has generated some 13pilots trained by Sterling Airlines of

Denmark. MPL trainees may only takeemployment with the airline withwhom they completed their typeconversion and sadly these pilots areabout to be retrenched. Since they donot obtain a licence to permit singlepilot flying, they will be restricted tofinding another operator with similaror identical procedures.

ATSOCAS (Air Traffic Control OutsideControlled Airspace) A reminder thatATSOCAS will change on 12 March.All aircrew and controlling staff needto be fully familiar with the newservice by that date. The changes arenot simply a renaming exercise; thereare many significant differences in thedetail, application and responsibilities.An interactive CD, produced under the

Airspace & Safety Initiative (ASI),(joint civil military group), shouldhave been sent to all UK licensedcommercial pilots, air trafficcontrollers and Flight InformationService Officers (FISO). UK licensedprivate pilots will receive the CDthrough a direct mail shot this winter.

Volunteers wanted – for theTechnical and Air Safety Committee(TASC) and the EnvironmentalWorking Group The Guild's TASCseeks volunteers to join these twogroups. If you wish to volunteer orwish to know more about theCommittee, please email the office ongapan@gapan.org

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Technical briefingC L HODGKINSONTechnical Director

GazetteAPPROVED BY THE COURT ON 13 t h NOVEMBER 2008

ADMISSIONSAs Upper FreemanPatricia Lea BECKMAN (OS)Peter BRADBURYAVM John Alfred CLIFFEFlt Lt Ronald Morley COXSqn Ldr Richard Keith DRUITT (OS)Captain Simon James EWARTSqn Ldr Frederick Christopher MaxwellGIFFORDRalf GOETTLINGER (OS)General Raymond HENAULT (OS)Basil Edward HERSOV (OS)Barry MARSDEN (OS)Captain Stephen NOUJAIMCaptain Michael Charles NIXONDavid RATCLIFFEFlt Lt Andrew Callum Reardon ROBINSRichard William Kenneth SNELLGroup Captain Andrew Mark TURNERCaptain Peter TURNERCaptain Michael Alistair WATTSqn Ldr Richard James YATES

As FreemanGraham Richard BALLSJames Anderson CARRIEJonathon Alan DUGDALE (OS)David HILL (OS)Stephen Henry HULLEY (AUS)Colonel Peter Elden JONES (OS)Skip Simon MARGETTS (OS)Michael John MILLER-SMITHDavid James MONKSAlan MOSSMajor Graham Robert WALLERJohn F WHITE (OS)

As AssociateRaphael Paul AU (GYM)Thomas James DEAN (GYM)David Thomas DE KREMER (GYM)Benjamin DONALDS GYM)Sarah Elizabeth HARDINGAdam James NORRIS (GYM)Matthew PLUMRIDGE (GYM)Graham James SPOONER (GYM)Jamie William TOWNES (GYM)

ACKNOWLEDGED BY THE COURTON 13TH NOVEMBER 2008

REGRADETo LiveryMiles STAPLETONWilliam Eric WARDKathy Hamilton ABBOTTFrank Keith WILSON-CLARKMaurice FLANAGANDacre Russell WATSON

REINSTATEMENTAs FreemanAnthony Reginald Henry SALMON

DECEASEDRonald ASHFORDHarry FOGGJanos Daniel KARASZY-KULIN

RESIGNATIONSJohn Anthony BARNESRussell BOND (AUS)Alex DAWSONKevin HATTONLeslie Lewis HAYWARD (AUS)David Thomas HOYDennis Raymond KENYONClive LOADERMalcolm Randolph MAYESAllan Paul MERRIFIELDHarvey James ROWLERSONImre Leonard SCHWAIGERBen David SIMPSON (AUS)Timothy STEEDS

FORFEIT ALL BENEFITSJulian Edward John HICKMANIan Cameron MACGREGORDuncan James MACNIVENPeter OWENChristopher Edward STRINGERMenno Nol VAN DER WERF (OS)Ameed VERSACE

The Livery process and significancewithin the Guild

The Livery is, of course, at thevery heart of the Guild’sexistence as a Livery Company.

It is, therefore, an extremely importantand significant element of themembership of the Guild. The totalnumber of Liverymen permittedwithin the Guild is capped by theCourt of Aldermen (currently at 600),so the number of Liverymen andcandidates being proposed has to beclosely monitored.

For the benefit of newer members orfor those who are simply not aware ofthe process to obtain the Livery of theGuild and its significance, thefollowing is offered as clarification:

Any Freeman of the Guild (note:‘Freeman’ includes ‘Upper Freeman’)is eligible for nomination to the LiveryCommittee to become a Liveryman. AFreeman may be nominated bysomebody else within the Guild,‘selected’ by the Livery Committee, ormay nominate himself or herself forconsideration.

The Livery Committee consists of thethree Wardens (not including theMaster Elect) and its remit is to selecta list of candidates to be proposed tothe Court at each of the bi-monthlymeetings. This list is normally aboutsix names – equating to approximately36 candidates per year. It is for theCourt to decide from the list ofcandidates presented to it whether theindividual Freemen should be offeredthe Livery. It is only the Court that candecide this; no individual or othercommittee has authority to do this.Once approved by the Court, theMaster will then write personally toeach Freeman concerned inviting himor her to ‘take the Livery’. Acceptanceof this invitation is entirely a choice ofthe individual.

ProcedureThe procedure or processes necessaryto gain the Livery, once it has beenoffered, are:• Application to the Clerk of theChamberlain’s Court for the‘Freedom of the City’ (if an

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Clerk’s ColumnPAUL TACONLearned Clerk

RegionsDeveloping Canadian Region

individual is not already ‘Free of theCity’). Instructions and forms for thispurpose are available on the Guildwebsite• Once the application is approved bythe Court of Aldermen – a processwhich usually takes about four tosix weeks - there follows the awardof the ‘Freedom of the City’. This isa ceremony which takes place in theChamberlain’s Court at Guildhalland must be attended in person.The time and date of the ceremonycan be arranged with the Clerk ofthe Chamberlain’s Court once theapplication has been approved –which is notified directly to theapplicant following the Court atwhich it is proposed

• Payment of the Livery FineThis is a one-off payment to theGuild of a fee agreed by the Court ofthe Guild

A Freeman becomes a Liveryman onthe day the ‘Fine’ is paid. Thereafter,the Liveryman needs to makearrangements to be invested (or‘clothed with the Livery’) at a Courtmeeting prior to one of the Guilddinners held during the year. It is nota formality that a person’s name isplaced on the list for ‘clothing’.Individual Liverymen must contact theGuild office to arrange this date. Thereare only a limited number of placesavailable for ‘clothing’ at each Courtmeeting and therefore early booking,or notice of intent, is necessary toconfirm any particular date.

The investiture (or ‘clothing’)ceremony is where one is publiclyrecognised as a Liveryman and isentered in the Livery Roll andpresented with a Livery Badge. TheLivery Badge is worn on the rightlapel or breast and may be worn atany time when the Liverymandetermines that it may identify himappropriately as being from the Guild.

SignificanceThere are many significant aspects tobeing a Liveryman of one of the Citycompanies: Liverymen of the variousCompanies form the electoral roll of‘Common Hall’ and are thereforeeligible to vote in the Election ofSheriffs (Mid-summer Day) and toattend the Election of the Lord Mayor(Michaelmas Day) each year.

Of particular significance, however, tothe Livery of the Guild - apart fromthe more obvious prestige and honourof the title - is that a Liveryman is ableto stand for election to the Court as anAssistant and subsequently to be aWarden and ultimately, Master.

NominationIf any Freeman of the Guild wishes tobe considered for the Livery, or tonominate another Freeman for this,please either contact one of the LiveryCommittee direct, or the Clerk whowill ensure that the Livery Committeeis informed of the nomination.�

At its November meeting, theCourt approved a provisionalCanadian Region of the Guild

– with formal establishment takingplace as and when the Constitution ofThe Guild of Air Pilots and AirNavigators (Canada) has beenapproved by the Court. The CanadianRegion will be based near Vancouverwith office facilities at the AbbotsfordInternational Airshow headquarters. Awarm welcome to members from thenewest Region of the Guild.�

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The road to the right hand seat isnever easy and is always going tobe expensive, but you don’t have

to spend a ‘relative’ fortune in theprocess. There are two main avenuesof training for aspiring pilots, themodular method versus the moretraditional integrated method. Duringmy time getting into the right handseat for an airline, I experienced both.

The integrated method is an intensivecourse, often set up in associationwith an airline. The airline sees itsstudents through the sometimesarduous process of zero hours rightup to the issue of the frozen ATPL.Integrated schools are usually ‘live in’with classes containing anywherebetween 5-30 students. One of themajor attractions is the school’s ‘links’with airlines. But a word of caution!Airlines select a school to place itssponsored students and often, as oneis toured around on open days, anintroduction will be made to an airlineaffiliated class. That is not a guaranteeyou will be picked up straight away byany airline upon graduation.Integrated courses cost in the region of£60,000 to £80,000.

Modular training uses the same studyframework as integrated courses but isbroken into components: PPL, ATPLexams, CPL/IR and finally the MCC.This gives students greater flexibilityas they are able to choose whichcourse, when and where, and at aprice that suits them. Course costs arein the region of £30,000 to £50,000.The result is the same, the issue of thefrozen ATPL. Students need to bemore proactive but can continue towork in their current job whilestudying at night and at weekends.Integrated courses usually get studentsthrough the syllabus more quicklythan the modular route, but this alldepends on the student.

My first time piloting a light aircraftwas in the summer of 2002 and thetrip opened a new chapter in my life.I knew flying was what I wanted to dofor a living and still cannot believe Iam able to fly professionally. I spentthe rest of that summer looking at

integrated schools simplybecause I did not know muchabout the training processesand therefore went to the majorflight schools, Oxford, Cabairand Flight Training Europe,Jerez. I chose Jerez as theyoffered me a month’s free trial andHSBC was offering a full loan for thetotal amount of my training. Howcould I refuse?

My time at Jerez was fantastic andfilled with good memories. The schoolwas equipped for a large body ofstudents, but it was post 9/11 and theschool was half full. As a result therewere only five people in my class,which I saw as an advantage withmore tutor time. The first month wasspent in ground school, slogging myway through the intensive syllabus.The student camaraderie reallyencourages you, from thosecompleting their ground exams, tothose who were actually flying andtraining for their Instrument Rating.As much as I enjoyed my time there,my father was diagnosed with aterminal illness and I returned hometo be with my family

After being at home for a few weeks Iset about looking at alternative waysof continuing my training that wouldenable me to be closer to home. Idiscovered there were many placesoutside the big schools that offeredchoice for the aspiring pilot. Firstly, Ihad to complete my PPL. Whileintegrated schools will take a studentfrom zero hours to ATPL, the modularsystem requires students to gain theirPPL first. I discovered I couldcomplete my PPL for half the cost inthe UK by training abroad. Countriessuch as America, South Africa,Australia and New Zealand all offerPPL training at competitive rates.However, if the wrong type of licenceis picked at the onset of training,student pilots will have to pay toconvert their licence to allow them tofly in Europe. I found a trainingorganisation in Los Angeles that couldoffer me a UK PPL, but in America,and I subsequently had a great timeflying around southern California.

Back in the UK, I needed to completemy ground exams. With a littleresearch and a few questions, I wassoon presented with many differentoptions from which to choose. Ivisited Bristol Ground School anddecided they were for me. Thematerial was excellent, the feedbackquestions for each exam were up todate, and the on-line and phonesupport from the various tutors wasspot on. This was perhaps the hardestpart of my training. You have thematerial, you have the PPL, now allthat stands between you and yourCPL/IR training is dedication and hardwork. There are no tutors everyday,nor are there structured classes, justyou and your books and studying atyour own pace. If there was an area Iwas having trouble with, I couldspend more time on it without holdingup classmates or taking tutors’ time.

As I was studying from home thecourse costs were a fraction of thosefor the integrated method. I was nottotally alone; during the course, andprior to sitting some of the exams, Iheaded off to Bristol Ground SchoolHQ at Cheddar, Bristol, where I spentan intensive two weeks workingthrough all the subjects, taking anumber of mock exams and workingwith fellow modular students, about30 per class. The whole process isintense but extremely rewarding forthis is the time all the study comestogether. I sat my first exams at theCAA’s Aviation House, along withstudents from other modular schoolsaround the country. I realized thenjust how many students were usingthe modular process. While notcheap, modular was for them the mostconvenient, flexible and cost effectiveway of training.

ATPL training- modular or integrated??CHRIS RADFORD

At work: Chris onthe flight deck of theSaab 340 during aturn around inEdinburgh.

The time it takes to study for the ATPLexams varies; some students whizthrough the process in six months,while others take more than a year.The system seemed to work foranyone from the class genius to theaverage student. As an averagestudent I finished a year later andstarted focusing on building my hoursto enable me to start my CPL/IRtraining.

The start of the CPL/IR is an excitingtime as it means more time spent inthe air and less with books. Themodular student can train anywherein the world for their CPL/IR. As towhich school is best, there is no rightanswer, just what fits your needs andwallet. I wanted to benefit from a UK-based school and experience UKweather and airspace, etc. Having onlyflown in the USA, I had neverexperienced flying in rain, low clouds,overcast condition and other aspectsof flying in the UK.

I elected to train with a great schoolbased at Exeter airport. It was small,but the training was second to noneand I had a list of people who hadsuccessfully passed their CPL/IRthere. It was a fantastic time and itbuilt the core foundation of mytraining skills I am using today as acommercial pilot. There I did not feelthe time constraints of an integratedcourse. If the weather did not permitme to fly, I was not worrying about

mounting accommodation costs, foodbills, competing with other students toget the first flight up with aninstructor. It was client-orientated andat no point did I feel like just anothernumber waiting its turn, a complaintthat I have heard about some schools.

After experiencing winter weather,fog, rain and gale force winds, Ipassed my CPL and started training formy IR. For training continuity andcost-wise, I would recommend takingthe IR and CPL at the same school,where the instructors, airspace,airways, airfield and aircraft are allfamiliar. When you are about toundertake an intense and, sometimesstressful period of training, the lastthing you need is the added pressureof getting to know a new school andits surroundings.

I passed my IR the first time. It’s anincredible feeling and rates as one ofthe biggest achievements of myrelatively short aviation career.

The final part of anyATPL training, whethermodular or integrated,is the Multi Crew Co-operation course, orMCC. Many studentssee this as a relaxedand informal time to letoff some steam aftermonths of intensetraining. But youshould proceed withcaution and do not justchoose the first placewith the cheapestsimulator. During myresearch, many of the

commercial pilots said that the coursecould be achieved in a basic simulatoras it is about crew interaction, notaircraft handling. I agree, but for methe aircraft used for my MCC coursewas the same aircraft I am flying nowand to have had ‘hands on’ experience

in a proper simulator was invaluable.After all this, the job applicationsbegin and you have to know how totake rejection … a lot of it. Have a goaland do not be deterred, network asmuch as you can and apply toeveryone, not just the majors. I sentout close to a hundred CVs and gottwo job offers within six months ofcompleting my training. I am nowworking for Logan Air flying the Saab340 and I could not be happier. Theflying is simply fantastic, a realmixture of procedural approaches andradar vectors onto an ILS with lots of‘hands on’ opportunities. This solidbase of experienced training captainsand excellent co-workers has made myfirst experience of commercial aviationunforgettable. I go to work with asmile on my face and, mostimportantly, with some spare changein my wallet as my total course costswere in the region of £45,000, much ofwhich was saved from living at home.Compare this to some of my friends atLogan who followed the integratedroute with total course costs rangingfrom £60,000 to £80,000 and theeconomics speak for themselves.

There is no right or wrong way whenit comes to deciding how to train foryour ATPL. You must choose whatfeels right for you and what you canmost comfortably afford. I do notknow many students for whom theprice was not a motivating factor indeciding. But even if the money is notan issue, the quality of training is and,as a modular student, if you arewilling to do your research it can offersome of the best experience in thebusiness.�

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First cross country: during his PPL training at Long Beach,California, Chris prepares for the first cross country solo.Helping Chris plan his route from Long Beach to Carlsbad isinstructor Edward Krauss.

VIP service: there’s nothing like the ‘red carpet’ treatment, as Chris appreciated when heparked his little Piper at Million Air Aviation in San Antonio. He’d stopped off at SanAntonio when flying from Los Angeles to New York during his ‘hour-building’ in the US.

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Guild members attending thisyear's Sir Frederick TymmsMemorial Lecture on 16 October

were treated to an exhilarating (andpassionate) account of how VirginGalactic sees its ambitious aeronauticalplans developing over the coming twodecades. Its target is nothing less thana flying machine that will take fare-paying passengers round Planet Earthin 21/2-3 hours.

Vital in focusing and sustaining publicinterest in the Virgin Group's ambitiousproject will be the opportunity forwealthy tourists to experience spacetravel at the edge of Earth'satmosphere within a few years. Ticketscost $200,000 a piece.

For this payment the space tourist willbe medically assessed, trained, thenlaunched into space in two stages.First, the carrier aircraft will take themto 15 km, then release their space ship,which will climb to 100 km.

Introducing his speaker, the Master,Rick Peacock-Edwards, said WillWhitehorn had joined the Virgin Groupas public relations manager in 1987.For several years Whitehorn had beenresponsible for presenting the group'sjoint venture strategy, before joining ateam developing the Virgin brandedventure capital model for hiscompany's global expansion. Then in2004 Whitehorn was made president ofVirgin Galactic. The Master remindedthe audience that Sir Frederick Tymmshad been a founding member of theGuild and its first navigator to becomeMaster. "We're commemorating a manwho was very much a pioneer ofaviation in this country".

"Sir Frederick Tymms would haveunderstood the project I'm going to tellyou about quite well," the speakerbegan. "He had to work on some quiteunique projects that happened in the'20s and early-'30s". It was an agewhen aviation was funded by folk witha vision rather than very largeorganisations. Prizes drove progressand innovation. He cited the

Supermarine Spitfire, created not bythe government but by the SchneiderTrophy. Its entry was funded by thewife of a cotton mill owner. Only muchlater came government backing for thewarplane.

Tymms would have recognised Virgin'sproject - one that many had scoffed atwhen it began. "Virgin Galactic hastaken a prize for the 21st century andbegun the process of turning it into anindustrial and commercial vehicle."The talk began with a five-minutevideo of where the project standstoday: "a trip like no other - the world'sfirst commercial space flight," as itdescribed itself.

Turning point for the project had beenthe day in 2004 when its designer BurtRutan had won the $10 million X-Prizefor his prototype Space Ship One.

Virgin had come into this projectthrough its branded venture capitalinitiatives, said Whitehorn. "We investin lots and lots of businesses". Hecited its railway activities and the fourairlines in which it has a stake. In thelate-1990s it began the Gaia CapitalismProject which arose from discussionsbetween Sir Richard Branson, VirginGroup chairman, and scientist JamesLovelock, about what would happen toPlanet Earth over the next 20 years.They'd concluded that oil would risesignificantly in price, and "carbonoffset" would be no solution to globalwarming. The project decided it muststart investing in technology in a wayits manufacturers were not. "Virginhas been the most influential airline inthe world on Boeing and Airbus interms of getting them to usecomposites", Whitehorn claimed.

In aviation, the first project was theGlobal Flyer, the world's first large all-composite jet, flown round the worldby the late Steve Fossett. It used lessfuel per hour at 50,000 feet than aRange Rover. This was the beginning ofthe testbed for the White Knight Two

carrier aircraft.

The Space Ship One and White KnightOne system won the X-Prize "andbecame the first system to put twopeople into space in the space of twoweeks". The plane cost $8 million tobuild, fly and get to the SmithsonianMuseum. The system had cost PaulAllen, its sponsor, $30 million.Whitehorn contrasted this with spaceShuttle flights at $750 million or more.

He asserted that Boeing's Dreamliner, ifconstructed of 100 per cent of carbonfibre composite, would achieve fuelsavings of 60 per cent instead of 30percent.

Whitehorn said he was the one whotipped Branson off about thecommercial possibilities of spaceflight,after Burt Ruten had shown him whatwas taking shape in his workshops. Hedisparaged today's spaceflight systemsas dirty and expensive. "Every timethe Shuttle launches it has the sameenvironmental impact as New York fora week."

The most exciting system in spacetechnology in the early-1960s had beenthe X-15 space plane, basis of a lot ofthe White Knight Two and Space ShipTwo project. NASA was way ahead ofits time with the X-15. It made 200flights into space with only oneaccident; one on re-entry. The X-15had been built before the invention ofcomposites. But it lost out to budgetproblems in the race to put man on theMoon.

Virgin had decided to do somethingthat had not been done in aviationsince the late-1920s - to become itsown manufacturer as well as theoperator. But the company wanted $10million in deposits from potential spacetourists before it began the final designphase. Within six months of starting

SIR FREDERICK TYMMS LECTURE

Virgin Galactic............ is Go!DAVID FISHLOCK

Virgin Galactic it had its $10 millionentry fee - in $200,000 deposits.

Then it began the process of findingout what its potential space touristscould do. "What we had to prove isthat all of you would be capable offlying into space", he told the Guildaudience. "That all of you would becapable of pulling 6 GX". Receivedwisdom is that as you get older you areslightly less fit, it's not easy to do. Infact, if you're very young and veryhealthy Gs are a lot worse then ifyou're a bit older. The oldest personthey had centrifuged to 6 Gs was 89 -Lovelock himself. The average age ofits customers was about 50 and theirsuccess rate in the centrifuge had been94 per cent.

Turning to the system's design,Whitehorn described how they'ddecided to build a much bigger mothership than they'd originally envisaged.It would weigh 30 tonnes and becapable of carrying a 17-tonne payloadto a height of 15 km. This vehicle iscurrently being flight tested. Its wingis the largest single piece of carboncomposite ever built, a singlecontinuous composite spar 43 metreslong. Its control cables are the world'sfirst spun carbon composite cables.

"It's got the most remarkable flyingcharacteristics I've ever experienced",enthused Whitehorn. "We can doproper zero-G parabolas in it whencustomers are training for their flyingexperience next day. We can also takethem on tight turns and give them thefull 31/2GZ to 6 GX experience thatthey'll have next day".

Space Ship Two, yet to be built, willhave room for six space passengers. Itwill also be 100 per cent carboncomposite, designed to travel to 100km.

Virgin Galactic is envisaging threedifferent businesses within three orfour years: space tourism, scientificservices, and space cargoes such assmall satellites. It has already signedup to conduct experiments for the USNational Oceanic and AtmosphericAdministration (NOAA) whichoperates weather satellites. But thebusiness about which Whitehornrhapsodises is Virgin Galactic WorldTravel, a future development that couldget passengers round Planet Earth in21/2-3 hours with virtually no carbonfootprint. He sees this as "the bigopportunity of 20 years' time."

Asked about cost, Whitehorn said thatto reach the stage of profitability thecompany expected to invest about $350million - "a relatively cheap project".They had spent about $112 million sofar. About half the customers so farwere pilots. They had banked $40million in deposits for 286 customers.The company didn't want to use thesedeposits to fund the project because ithad promised to return them if it failedto deliver.

The number of seats they expected tosell for the first year of space tourismwas about 700 working up to 5,000-6,000 a year. By year six they hoped toget the price down to about $75,000per ticket - about £40,000.

Asked about certification and "who'swriting the rule book", Whitehornreplied "our friends at the FAA". Hesaid the Federal AviationAdministration (FAA) and his companywere making the rule book as theywent along. "No-one has ever donethis. We're changing the shape of anaircraft in space and turning it backinto a glider at 50,000 feet". They werearm-in-arm with the FAA which hadbeen "absolutely brilliant about it".

But if we can prove all this stuff andmake it work it would change the faceof aviation within the atmosphere aswell, he believed. He asserted thatBoeing and Airbus had to take aholistic approach to carbon fibre,instead of the "mix-and-matchapproach of carbon fibre andaluminium airframes".

Was his confidence shaken by thefinancial problems currently besettingthe world? Whitehorn respondedrobustly that historically the fastestperiod of rapid change in aviationcame between 1929 and 1933. Whittlehad also started work on the jet enginein the early-1930s. Boeing set up itsown airline to sell its aircraft.Likewise, Howard Hughes with TWA.Reflecting on customer confidence hesaid they'd just had their best week forticket sales. He joked that Americanswere liquidating their portfolios anddeciding that the money was safer inVirgin Galactic.

How would he compare the passengerexperience on offer with the AlanShepherd flight that took the firstAmerican into space? Basically, theplan was a parabolic flight of between110-140 km. It'll be a much nicerexperience. Alan Shepherd couldbarely see out of the window andcouldn't move around. In the fewminutes of weightlessness at the top ofthe parabola our passengers will havethe genuine freedom of the later Apolloastronauts. It would also offersomething no astronaut hadexperienced - complete silence inspace. "The thing that drives them allmental up there is the noise from thespacecraft's equipment".Could the speaker address thetrajectory as one comes over the top:the re-entry and the variable wing? Re-entry's the crucial thing, Whitehornbegan. We're launching at precisely48,000 feet. Within six seconds we'resupersonic. We're almost 90 degrees tothe earth on the flight up; 31/2GZ. Afterabout 80 seconds the rocket motor cutsout at about 300,000 feet. You thenenter the trajectory. At the top of theparabola you'll have zero-G for four tosix minutes. At a height of 110 km thecraft changes its shape into ashuttlecock. It uses the atmosphere asa brake, rights itself, then at 50,000 feetit becomes a glider that takes about 20minutes to land. So we're looking forpilots with fast jet experience who arealso very good glider pilots. "Quite anexciting experience", he concluded.

�

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The Derry and RichardsMemorial Medal 2007Winner: Peter Chandler

Awarded to a test pilot who has madean outstanding contribution inadvancing the art and science ofaviation.

After graduating from SouthamptonUniversity Peter Chandler joined theRAF in 1975. In 1981 he was one ofthe first pilots to transition to theTornado and eventually becameSquadron Commander on theTrinational Conversion Unit atCottesmore. He was selected for testpilot training in 1989 and in 1992 hebecame tutor, then principle tutor atEmpire Test Pilots’ School (ETPS).

Peter left theRAF in 1994 tojoin VirginAtlantic flyingthe A340 ande v e n t u a l l ybecame projectpilot for theFuture AirN a v i g a t i o nSystem (FANS),and the A380.Peter’s valuableinputs to theFANS and theA380 projectswere soonrecognised at

Airbus and he was asked to join thecompany as part of the developmentteam. He was immediately involved inall aspects of the A380 design withparticular emphasis on cockpit layoutand the initial design and thedevelopment of the OnboardInformation System. Airline pilotsnow flying the A380 in revenueservice unanimously praise the user-friendliness, simplicity andintuitiveness of the A380 FMS andoverall cockpit interface. This is atribute to Peter Chandler’scontribution to the design of the A380cockpit. In addition to test flying, hehas displayed the A380 at numerousair displays and trained many of thefirst airline pilots converting to thetype. Peter’s ground and flight testwork has been a major factor in

advancing the state of the art toproduce the A380’s innovative cockpitdesign and excellent handlingqualities.

DDeerrrryy aanndd RRiicchhaarrddss:: De Havilland testpilot John Derry and his flight testobserver Tony Richards died in a flyingaccident at the Farnborough Air Showin 1952 when their DH.110 prototypeWG236, starting a demonstration froma supersonic dive, broke up andcrashed during a low altitude part ofthe display. Prior to the accident theyhad contributed significantly to thesupersonic flight test programme. RAF-trained John Derry had earned hiswings in Canada before flyingTyphoons and Tempests in the SecondWorld War. Post-war he worked as atest pilot with Vickers Supermarineand then with de Havilland. In 1948,flying a DH.108, he became the firstBritish pilot to break the sound barrier.Tony Richards was a trade apprenticein de Havilland’s technical schoolbefore being promoted to engineeringapprentice in the Flight Testdepartment. He worked on the trials ofthe Heron and later the DH.110, whenhe flew with John Derry. In 1952 hebecame the first British Flight TestObserver to fly faster than sound withDerry at the controls of WG236. TheDerry and Richards Memorial Medalwas first presented in 1953.

RECOGNISING EXCEPTIONALACHIEVEMENTSTROPHIES AND AWARDS PRESENTATION

Thirteen awards recognising individuals or crews for their exceptional achievements were presented by SirStuart Rose at this year’s Trophies and Awards Banquet, at Guildhall, London, on 23 October. Three of theawards were for outstanding courage or devotion to duty in the air: the Guild Award for Gallantry, the

Grand Master’s Commendation and the Prince Philip Helicopter Rescue Award, which was awarded twice.Two awards recognised contributions to flight operations: the Master’s Commendation and the JohnstonMemorial Trophy. One award came under the flight testing category, the Derry and Richards Memorial Medal.For achievement in the field of training there were four awards: the Sir Alan Cobham Memorial Award, theCentral Flying School Guild Award, the Pike Trophy and the John Landymore Trophy. The importance of theaviation press was recognised with the presentation of the Guild’s award for aviation journalism. Two furtherawards, the Guild’s Award of Merit and the Grand Master’s Australian Medal, were presented by the Masterin Australia during last month’s tour of the Regions. You can read the full citations of all the awards on theGuild’s website www.gapan.org

The Alan CobhamMemorial Award 2007Winner: Charles Waters

Awarded to the most meritoriousstudent pilot graduating from a collegeor school of civil or military aviationand nominated by the Principal orCommanding Officer. Particularconsideration will be given to thecandidate’s progress during the course,including qualities of character,leadership, involvement in sport,recreation and voluntary service, inaddition to flying and academicachievement.

Charlie Waters began training atFlight Training Europe, Jerez, inNovember 2006. His dedication andcommitment resulted in first timepasses in all the JAA examinationswith a commendable average of94.5%. Throughout his studies, hewas always prepared to assist othermembers on his course with academicproblems they were experiencing andthis, combined with his good sense ofhumour and engaging personality,made him very popular with hiscolleagues and the staff. He waselected President of the StudentCouncil, a body which provides acrucial link between management andthe student body and he presidedduring a period of particularly difficultproblems. On the flying side, Charliewas blessed with considerable naturalability and passed all his progress andskill tests at the first attempt, flying toan above average standard. Hegraduated in January this year andreceived the Managing Director’scommendation for his outstandingservices to the training college. He isnow a First Officer flying Airbus A320sfor British Airways.

SSiirr AAllaann CCoobbhhaamm was a true pioneerin aviation. He was a Royal FlyingCorps and RAF pilot during the FirstWorld War. In 1920 he ran an air taxiservice for de Havilland and later gavemany people their first experience offlight through his ‘joy-rides’ to the

public. In 1921 he completed a 5,000-mile tour of Europe, followed by long-distance survey flights to the Cape, theFar East and Australia a few yearslater. His experiences during longdistance flying led him to investigateand develop a method of extending therange of aircraft by refuelling them inthe air. From this he formed thecompany Flight Refuelling and the RAFand the United States Air Force lateradopted the techniques he perfected.Sir Alan joined the Guild in 1930 andbecame Master for the year 1964-1965.The Alan Cobham Prize was institutedin 1966 to try to induce younger pilotsto become more technically competent.The current Memorial Prize wasinstituted in 1974 and awarded undernew rules.

The John LandymoreTrophy 2008Winner: Thomas Dean

Awarded to the outstanding candidateof that year for a Guild PPLScholarship. The award isrecommended by the Guild ScholarshipCommittee.

Thomas Dean won this year’s Guildscholarship sponsored by the RoyalAeronautical Society, and completedhis PPL training at the flying school atRAF Marham. From the initialimpression that he made upon thescholarship selection committee to theapproach he adopted during his flyingtraining, Thomas was exemplary. Hisground school results were top classand his whole approach to thelearning process and personalapplication required to be a proficientand able pilot were present from theoutset. Thomas’s enthusiasm anddetermination to achieve his goal wasevident to his ground and flyinginstructors. His attitude was alwayspositive and he was a pleasure toteach.JJoohhnn LLaannddyymmoorree was a cadet pilot at

The College of Air Training, Hamble,who died in a boating accident in1962. John’s parents donated the JohnLandymore Trophy in his memory to bepresented annually, together with acash donation. The award was firstpresented by the Guild in 1993.

The Central Flying SchoolGuild Trophy 2007Winner: Squadron Leader PeterHowlett RAF (Rtd)

A periodic award to an individual,group or organisation that, in theopinion of the Court of the Guild, andwith the endorsement of the CentralFlying School, has made anoutstanding contribution toward theachievement of excellence in thedelivery of flying training orinstructional standards.

Squadron Leader Peter Howlettrecently retired from RAF service aftera remarkable continuous flying careerspanning some 42 years, during whichtime he amassed 12,600 flying hours.Sqn Ldr Howlett joined the RAF in1965 at the height of the Cold War andbegan by flying operational sorties onVulcan bombers. He later transferredto the Canberra. However, it is as aQualified Flying Instructor that hemade his greatest mark. At hisretirement, he was one of just five A1-graded instructors teaching in theRAF. Sqn Ldr Howlett played theleading role in establishing thefoundation of the present day BasicFast Jet Flying Training Syllabus. Hehas had more influence on thepipeline of students being fed throughto the frontline than any otherinstructor in the flying training systemin recent times. On the ground, hisaviation knowledge was unsurpassed.Sqn Ldr Howlett possesses a blend ofprofessionalism and commitment.

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Squadron Leader Howlett and hiswife after the presentation.

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The Pike Trophy 2007Winner: Richard SnellAwarded to an individual who hasmade an outstanding contribution tothe maintenance of high standards ofcivil flying instruction and safety,taking into account workingconditions and opportunities.

Following pilot training and squadronduties in the RAF between 1954 and1957, Richard Snell attended theCentral Flying School (CFS) andbecame a QFI in 1958. In 1969 he wasappointed to the post of FlightCommander Standards, Basic Flight,at CFS having become an A1 categoryinstructor. When he left the RAF in1974, Dickie joined the staff of the

College of Air Training at Hamble as acommercial flying instructor trainingab initio students to frozen ATPL leveland was a member of a specialist teamconducting a Training CaptainTechnique’s course for BritishAirways. When the College closeddown in 1982, Dickie became anInstructor Standards pilot at the ArmyAir Corps and in 1987 he joined theCivil Aviation Authority (CAA) as anexaminer for all single ratings,including seaplanes and simulators.Since retiring from the CAA in 1999 hehas continued in his role as a freelanceinstructor and examiner and hasamassed a total in excess of 20,000instructional or examiner hours.Richard’s name is legendary in theindustry and many pilots over the lastfive decades have passed through hishands. He is a natural and selflessteacher who is keen to pass on hisknowledge to others.

WWiinngg CCoommmmaannddeerr CClleemmeenntt ‘‘CClleemm’’PPiikkee was a founder member of theGuild, a member of the first Court andMaster from 1949-1950. His Guildmembership spanned more than 40years. He had flown as a pilot with the

Royal Flying Corps, but post-war joinedVickers as an apprentice and spentseveral years in the drawing offices ofde Havilland. In 1927 he became aflying instructor and served with theRAF from 1939-1947. He later rejoinedde Havilland and became manager ofHatfield Aerodrome. Perhaps his mostlasting contribution to the Guild wasthe setting up under his Chairmanshipof the Guild’s panel of examiners andthe issue of Instructors’ Certificates.This followed his work on a sub-committee, along with Sir FrederickTymms, which recommended that newconditions should be made for theissue of ‘A’ licences and suggested theneed for an instructors’ licence orendorsement. By 1932 the Guild’sCertificate had obtained officialrecognition. ‘Clem’ Pike also worked inthe field of flying instruction and waslargely instrumental in puttingtraining for the profession on a soundbasis. This led to the establishment ofthe RAF Reserve Flying TrainingSchools which provided many pilots forthe Second World War. The Pike Trophywas first presented in 1963.

The Master’sCommendation 2007Winner: Squadron Leader WarwickCreighton MBE RAFAwarded at the discretion of the Masterfor commendable achievement in anysector of aviation.

Squadron Leader Creighton isbelieved to be the longest servingHelicopter Air Loadmaster in an RAFcareer spanning a remarkable 45years. His loyalty, professionalismand commitment throughout hisservice have earned him the respectand admiration of everyone withwhom he has worked. His careerbegan on 511 Sqn on Britannias andVC10s. Then a rotary conversion in1971 signalled the beginning of a newera. In 1978 he was commissionedand began his long association withthe Puma, which lasted until hisretirement earlier this year. His quiet,natural leadership broughttremendous success and high regardin subsequent postings as theCrewman Leader on 33 Sqn, as aWessex and Puma crewman andexaminer, and a search helicopteroperational tactics and trials crewman.During his career he has amassed

8,700 rotary flying hours and a careertotal of 12,250 flying hours, havingbeen twice awarded the Queen’sCommendation for Valuable Serviceand an MBE. His leadership andmentoring has ensured thatgenerations of RAF aircrew have beentouched by his wisdom and expertise.His reputation and standing, and the

genuine respect in which he is held,are all testament to what he hasaccomplished during his career. SqnLdr Creighton’s dedication to duty andhis leadership and organisational skillsare exemplary and his contribution tothe RAF over the last 45 years hasbeen exceptional and almost withoutpeer.

The Johnston MemorialTrophy 2007Winner: 815 Naval Air SquadronTraining Team

Awarded to an individual, a completeaircraft crew, or an organisation, foran outstanding performance ofairmanship, for the operation ofairborne systems or for thedevelopment of air navigationtechniques and equipment.

The Royal Navy Air Squadron’s 815Training Team is recognised for anoutstanding performance in airnavigation training and thedevelopment of navigation techniquesfor the maritime Lynx helicopter. Thetactical employment of rotary wingassets in Iraq and Afghanistan led to arequirement to release Army Air Corps(AAC) and RAF helicopters fromOperation Banner in Northern Ireland.With military commitment due tocontinue until 2007, 815 NAS weretasked to investigate the feasibility ofproviding a multi-crew, 24-hour, allweather capability to fill the gap inaviation support to HQNI. Trainingcommenced in January 2007 for theinstructors responsible for both coursedesign and ongoing aviation training.Crews were to be capable of operatinga single pilot aircraft with maritime-trained crews by day or night in thetroop support role, navigatingroutinely on 1:50,000 maps and to be

capable of operating to unpreparedlanding sites. This was a new skill forthe Royal Navy and one previously thepreserve of specifically role-trainedAAC and RAF aircrew operating dual-controlled aircraft, normally withtwin-pilot crews. With input from theNaval Commando Support Squadronsand AAC units in theatre a bespoketraining course was designed, draftedand approved in short order, based onboth the task at hand and the limitedtraining period available beforedeployment. The task faced by theinstructors was made doubly difficultas none of the allocated aircrew hadprevious experience of Night VisionGoggles (NVG) flying, a skill essentialfor the environment in which theywould be operating. The hugetraining burden, coupled with apaucity of instructors and capableairframes, led to a protracted period ofintensive day and night operations.Once deployed, the crews consistentlyperformed to a level above andbeyond that which could be expected,given the nature of the task and thelack of experience in thatenvironment. The ability of Navalaircrews, inexperienced in role, toperform to a widely recognised highstandard is testament to the trainingprovided. Furthermore, the skillslearned have been retained and haveclear applications to any possiblefuture land roles. LieutenantCommander Alun Jones,Commanding Officer 815 Naval Air

Squadron received the award onbehalf of the Training Team.

SSqquuaaddrroonn LLeeaaddeerr EErrnneesstt JJoohhnnssttoonn,the Guild’s first Deputy Master, wasChief Air Ministry NavigationExaminer and one of the mostprominent navigators of his day. Hedied tragically in the R.101 accident in1930 when navigating the airship onits maiden flight to India. Originally,he was a Master Mariner and served inthe Royal Naval Reserve, transferringto the Airship Section. On theformation of the RAF he was appointedCaptain but after the 1914-1918 War heserved in the Navigation Branch of theAir Ministry, and subsequently retiredfrom the RAF. He was appointed to theRoyal Airship Works at Cardington in1924 but also worked with ImperialAirways to help them establishEuropean air routes. In 1927 henavigated the first Imperial Airwaysflight to India and back. He wasnavigator for both the airships R.100and R.101. The memorial award in hisname was first presented in 1931 toFrancis Chichester for his amazing featof navigation skill when flying hisseaplane from New Zealand toAustralia.

The Jean Batten MemorialTrophy 2007Winner: William Ronald TannockAwarded in memory of the lateLiveryman Miss Jean Batten, torecognise an outstanding individualcontribution to New Zealand aviation.

In a career spanning more than 50years, Ron Tannock has made animmense personal contribution to theintegrity and professionalism of NewZealand (NZ) commercial aviationthrough periods of tumultuous changein governance and operationalfundamentals. After emigrating toNZ, Ron joined the National AirwaysCorporation where he worked as atechnical and engineering manageruntil 1983 when he became theGeneral Manager, Straits AirfreightExpress. Under his stewardship, thiscompany expanded its maintenancefacility to become one of the largestpropeller overhaul companies in theSouthern Hemisphere and a majormilitary engineering contractor. Hisforesight was to ensure the company’scontinuing growth and prosperitywhen the ageing fleet, and a changed

.........Continued on page 20Lieutenant Commander Jones with Sir Stuart Rose.

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competitive market, forced him toannounce the end of flying operationsin 1990. For ten years Ron served withdistinction as General Manager,Operations, for the internationaldivision of Air New Zealand. Hisreputation in Air NZ is justly deservedas a superb manager and mentor,widely experienced but skilled in thedetail of subordinates’ duties,committed and precise in matters ofsafety and practicality but with a keensense of humour, and effective innegotiation. Many of the ideas hesupported have now becomewidespread industry practice. He hassince served as Chairman of the CivilAviation Authority of New Zealand.

NNeeww ZZeeaallaannddeerr aavviiaattrriixx JJeeaann BBaatttteennestablished many records during hernotable flying career lasting more than40 years. She had learned to fly inLondon and gained her private pilot’slicence in 1930. After qualifying for acommercial pilot’s licence she madeher first long-distance flight to India in1933 and the following year flew toAustralia and back to England. Inaddition to capturing five importantrecords and establishing four worldrecords for any type of aircraft, Miss

Batten was the first woman to make areturn flight to Australia, fly solo toSouth America and to New Zealandand cross the South Atlantic Oceanand the Tasman Sea alone. For herservices to aviation Miss Batten, aCommander of the British Empire,received many awards: among themthe Seagrave Trophy, the BritanniaTrophy twice, the HarmonInternational Trophy three times, theOrder of the Southern Cross and theOrder of Chevalier of the Legion ofHonour. She was the first woman toreceive the coveted FederationAeronautique International medal.

The Guild Award forAviation Journalism 2007Winner: Hugh FieldAwarded to an individual journalist,publication or organisation for anoutstanding contribution to thepromotion or public awareness ofaviation in general or of anyimportant aspect of aviation activity.Hugh Field’s aviation career began in1950 when he joined the RAF and hisfirst formal training in evaluation andreporting came at the Empire TestPilots’ School. This was to serve himwell during his later career as areporter and freelance aviation writer,as well as a test pilot. An Air Ministrytour in the Directorate of Flight Safetyturned into an editorial job when hewas given responsibility for the safetyelement of the training magazine AirClues, followed by a posting to StaffCollege. Training there wassubsequently accepted by the NationalUnion of Journalists as an officialjournalism qualification which,following his RAF career, helped in hisacceptance by Flight magazine for apost as a reporter. Hugh’s decade asAssociate Editor of Flight Internationalwas one of constant variety. Hepersonally conducted the majority ofthe air tests on which the magazinereported, which was (in his words)‘an interesting exercise in trust andintegrity’. Between 1981 and 1991,Hugh was PR Manager for BritishAerospace (Commercial Aircraft)where he was the ‘voice’ of the BAe146 airliner at Hatfield. In 1993,shortly after retirement from full-timejournalism, Hugh, by then a PastMaster of the Guild, was asked to takeon editorship of Guild News, a post he

Ron Tannock receives the Jean Batten Memorial Trophy.

held almost continually until 2002.Hugh has made an outstandingcontribution to the promotion andpublic awareness of aviation ingeneral, during an aviation journalismcareer spanning 50 years and 5,000flying hours.

The Grand Master’sCommendation 2007Winner: RAF Odiham Chinook ForceAwarded at the discretion of the GrandMaster for an act of valour oroutstanding services in the air.

The RAF Odiham Chinook Force,comprising three squadrons, deployedto Afghanistan in March 2006 and hassince also served on relief andevacuation operations elsewherearound the world. The imperative foreach mission in Afghanistan isoverwhelming and the statistics areimpressive. In the last twelve monthsthe UK Chinook Force has carried82,316 troops, 1,976 casualties andmoved over 6,188 tonnes of freightinto and out of battle. The dependenceon the Chinook, its crews and supportpersonnel, in theatre is absolute.However, with this dependence comesextraordinary technical and tacticalrisk, beyond anything the Force haspreviously ever faced. Each Chinookmission involves operating the aircraftin the most extreme environmentalconditions, at the very edges of theperformance flight envelope,preferably by night, and against asophisticated enemy that daily evolvesits tactics. Despite grenade holes inthe aircraft and rotor blades, andwheels left hanging by hydraulic

pipes, the robust nature of the aircraft,the exceptional flying skills of thecrews and outstanding engineeringsupport allow aircraft to be saved andoperations to continue unabated on adaily basis. It is predominantly ahuman effort. Eighteen year-oldengineers straight out of trainingspend gruelling nights fixing aircraft inintrusive dust, heat and cold to ensureenough aircraft are on the line.Aircrew deploy directly from theChinook conversion course with 250total flying hours in their logbooks.Crewmen bear the brunt. Very fewhave not conducted heartresuscitation, covered a sucking chestwound or inserted an intravenous dripat 120 kts and 50 feet by night over thedesert. Ultimately, though, theChinook Force pilots are those thatdecide whether an aircraft lands ortakes off. More often than not it is asplit-second judgement withincomplete facts upon which rests upto 40 lives. For their efforts, theChinook Force continues to attractconsiderable praise from those whoreally count – privates and lancecorporals on the ground. Theunmistakeable chest thumping of theChinook rotors at speed is asmotivating to the Helmand Task Forceas it is frightening to the Taliban. Theeffect the Chinook Force achieves intheatre is high profile, prolific andprofound. Group Captain Andy Turner,Station Commander RAF Odiham,received the award for theirachievements and delivery ofoutstanding services in the air onbehalf of the Chinook Force.

The Prince PhilipHelicopter Rescue Award2007Winners: HMS Gannet Search andRescue Flight ‘Rescue 177’, and‘Blackout 26’ RAF Chinook MissionAwarded to an individual member of ahelicopter crew, a complete crew or thecrews of multiple helicopters, for an actof outstanding courage or devotion toduty in the course of land or sea searchand rescue operations.

HMS Gannet SAR Flight ‘Rescue 177’On 28 May 2007, R177 crewed by LtCdr Lanni, Lt Cdr Ford, Lt Campbelland Flt Sgt Gibson, was scrambled at21.52 hrs to assist with a search forthree climbers on the north side of BenNevis. Although it was summer, theweather was particularly challengingwith a low cloud base and visibilitywhich was frequently anddramatically reduced to 500m inheavy, blowing snow. The snow andextremely poor visibility hinderedinitial location of the climbers, buteventually the observer spotted aclimber’s torchlight and confirmationof their position. After several rescueattempts, the flying pilot lost visualreferences and the crew elected to re-assess the situation. They landed atFort William and embarked membersof the Lochaber Mountain RescueTeam (MRT) who were deployed withthe intention of affecting a land basedrescue. The aircraft then returned toFort William to pick up five more MRTmembers and replace a damaged set ofNight Vision Goggles (NVG). At 02.20

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The crew of Rescue 177.

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the MRT on scene at the climbers’position advised the crew thatconditions had abated sufficiently forthe aircraft to return and attempt afurther extraction. However, once onscene, the combination of poorweather and a failed landing lightnecessitated an abort and re-groupback at Fort William. At 03.55, R177was requested to move two furtherMRT members and, now in improvinglight as dawn approached, the crewnoticed that the climbers had movedwith the MRT to an area known asEcho Wall. Seizing the opportunity ofa weather break, Lt Cdr Lanni decidedto attempt extraction of the casualties.The tight and difficult locationnecessitated a high winching positionto ensure clearance. Still encounteringsignificant turbulence, and now facedwith critical fuel considerations, LtCdr Ford was deployed five times, oneach occasion using in excess of 200 ftof cable to a target area of only 3 ft by5 ft in size. Only the highest standardof crew co-operation meant that theywere able to recover three casualtiesand two MRT members safely. R177eventually returned to base at 06.25hrs after recovering all remaining MRTmembers. This was an extremelycomplicated rescue lasting more thansix hours, mostly in darkness. Thecrew overcame difficulties rangingfrom severe weather to handlingequipment failure and mechanicalfailure as well as being fuel critical.Their mettle and moral fortitude werepushed to the absolute limit to affectimprobable success throughexemplary teamwork and bolddecision-making. They never gave up

on their casualties or MRT colleagues,ensuring all were returned to safety.

‘Blackout 26’ RAF Chinook MissionOn 8 January 2008, 30 US and AfghanNational Army troops were strandedon an island in a wadi 50 nm fromKandahar airfield, just south of themain road that runs northeast fromKandahar to Qalat. By 22.30 hrs, thetroops had been wet for six and a halfhours with inadequate clothing andwere suffering from the cold. Amedevac operation was called andboth available CH47s were launchedfrom Kandahar. However, mechanicalproblems with one aircraft forced bothto return to base and after furtherassessment it was decided that itwould be safer to conduct a poorweather transit with a single aircraft,and just one took off again to attemptthe rescue. The plan was to run northfrom Kandahar to pick up the mainroad, follow it to the wadi interceptionpoint, then follow the wadi to theincident area. The second launch wasachieved at 02.10 hrs and earlierthunderstorms had given way tomoderate to heavy snow. Visibility onNight Vision Goggles (NVG) wasapprox 1,000m and a ground speed of90 kts was achieved, giving an ETA of33 minutes and transit at 100 ft wascomfortable. With approx 20 nmcovered the snow was starting to settlethickly on the road. Height wasreduced to 30 ft and speed reduced to45 kts ground speed (GS).Unfortunately, the tailwind resulted injust 20 kts of airspeed making snowrecirculation a factor from then on.Progress became a balancing act ofmaintaining enough speed to keep out

of the aircraft downwash but slowenough to keep within the confines ofthe road and maintain forwardreferences. This fatiguingconfiguration was maintained for afurther 23 miles at an average GS of 40kts. The incident location wasobserved from numerous vehiclelights and the troops showed ‘firefly’lights to mark the landing site.Because of the snow the HandlingPilot used a line of three vehicles (litbut abandoned in the water) as ahorizon bar for a crosswind whiteoutlanding. References were lost at 20 ftfrom touchdown so attitude wasmaintained and the landingspeed/drift corrected with reference tothe hover meter. While the medics andNo l crewman dealt with what turnedout to be 17 casualties, the decisionwas made to return to Kandahar IFR,rather than push on to Qalat, thetroops choice. Departure had to bemade on landing heading toward thehigh ground, until the snow cloud wascleared and some forward speedachieved in order to make a turn toheading (through 100 degrees). Amaximum rate climb to 9,000 ft wasthen made and an uneventful return tobase. Inflight visibility rules werebroken more often than not during therescue – all the aircrew had previouslyfound themselves in similarconditions during their flying careers,but not in such poor light levels, or forsuch a protracted period of time. Theequipment, training and individualcrew performance was the differencebetween success and abandoning therescue with one life, possibly two,saved.

The crew of Blackout 26.

The Guild Award forGallantry 2008Winner: Basra City IRT Crew – 28(AC) Squadron RAFAwarded to an individual, or crew ofan aircraft, in any field of aviation foran outstanding act of gallantry. It isintended that this should be awardedon rare occasions for any actconsidered worthy of the award assoon as the facts of the event are clear.Awarded at the discretion of the Masterand on the advice of the Trophies andAwards Committee.

At 23.15 hrs on 1 June 2007, theIncident Reaction Team (IRT) based atBasra Air Station was alerted thatthere was a serious casualty followinga mortar attack on an isolated Britishlocation in the centre of Basra City.Landing an aircraft at the location wasassessed to be very high risk.

Intelligence reports had indicated alarge, ‘spectacular’ attack would occursomewhere in Basra, with a helicopterbeing a possible target. Alert to thehigh risk, but being fully conscious ofthe importance of providing unfailingsupport to ground forces, Flt LtGoodman and her crew of the Merlinhelicopter commenced an expeditious,very low-level transit and approach toan unfamiliar and dangerous landingsite, whilst under intense enemy directand indirect fire. Despite a complexapproach, with numerousobstructions and ambient conditionson the limit of aviation operations, thecrew executed a landing with fewvisual references bringing the aircraftin next to the casualty. The medicsand Aviation Reaction Force left theaircraft as four mortar rounds landedin and around the location. Despitethis the crew elected to hold theaircraft on the ground as the option

with least risk. A top cover Army AirCorps Lynx helicopter was by nowreporting several substantialexplosions in the area. With thecasualties loaded, the crew departedthe site just as further explosionsoccurred in close vicinity to theaircraft and with the aircraft’s pathcovered by very close friendly artilleryfire, to distract enemy forces. Theaircraft landed at the British FieldHospital, just 14 minutes after launch.Many IRT sorties are high risk.However, on this occasion the crewhad to instantly weigh up the risk oflosing the aircraft against theimportance of recovering a seriouscasualty, which has an impact onmorale throughout the Coalition.Without the IRT, the casualty wouldhave died within 15 minutes. Despiteextreme pressure, the crew made theright decision displayingdetermination and selflessness on abold and daring sortie whichundoubtedly saved life. For heroutstanding bravery in the face of theenemy, Flt Lt Goodman was awardedthe DFC, the first time the honour hasbeen awarded to a female pilot. Inrecognition of their collective actions,the 28(Army Co-Operation) SquadronIRT crew, consisting of Flt Lt MichelleGoodman, Flt Lt George Williams,Sergeant Chris Parker and SergeantSteve Thomas, are collectivelyawarded the Guild Award forGallantry. �

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Well earned: the 2008 Scholarships winners received their certificates at Cutlers’ Hall on 13 November. The presentationwas made by Group Captain Roger Gault, Immediate Past Master. The proud recipients were (from left) Susan Thorne(Norman Motley Scholarship),Thomas Griffin ( Benevolent Fund FI Scholarship), John Stone (Weetabix Scholarship),Adam Norris (Sir Sefton Brancker Scholarship), Jamie Townes (Grayburn Scholarship), the IPM, Thomas Dean (RAeSGuild Scholarship), Caroline Begg (Benevolent Fund FSD Scholarship). Sara Lovell (Guild MEI Bursary), Lottie Skeen(JOC EPST Scholarship) and Jaspreet Singh (JOC EPST Scholarship)

Aparty of eighteen Guildmembers, led by the Master,visited the RAF Centre for

Aviation Medicine (RAF CAM), at theinvitation of the Officer Commanding,Air Commodore Bill Coker. He startedthe visit to RAF Henlow, which tookplace on 17 September, with acomprehensive introduction to RAFCAM, for which the motto isappropriately Ut Secure Volante. Thiswas the Guild’s second visit – the firstwas in 2002 – since the Centre wasformed at RAF Henlow in 1998,bringing together facilities fromFarnborough and North Luffenham.

RAF CAM combines aviation medicinewith occupational and environmentalwork. It also has two Hawk aircraft(cleared for 9.5g) based at BoscombeDown (the Aviation Medicine Flight)and still uses the centrifuge atFarnborough. A more advancedcentrifuge was planned for Henlow

but the future of such afacility is uncertain.

RAF CAM has researchprogrammes inaviation medicine,some in conjunction with QinetiQ andit investigates and proposes solutionsto issues identified by deployedsquadrons. It has an active noise andvibration division which assesses thenoise environment affecting bothaircrew and personnel on the ground.Air Commodore Coker explained thatwork is in hand, in conjunction withKings College London, to study theeffects on performance in helicoptercrews in Afghanistan, who have tooperate for prolonged periods at highaltitudes and need to use oxygenabove 10,000 feet. The AviationMedicine Flight, in addition to itsmany developmental and researchtasks, also has a clinical role includingan airsickness desensitizationprogramme for aircrew, which cantake individuals for up to threemonths and over twenty flights in theHawk - it is generally successful. RAFCAM also provides aviation medicinetraining for the Army and Royal Navy.

The Guild party were then led on atour of the facilities by Flying OfficerEmma Levy, who had made thearrangements for the visit. Dr MichaelTrudgill gave an introduction to thework of the Aircrew EquipmentIntegration Group, and highlighted thedifficulties experienced by operational

helicopter crew with heavy survivaland body armour systems. FlightLieutenant Jeff Gunn, of the RAFRegiment, showed us the Chemical,Biological, Radiological and Nuclear(CBRN) protection available topersonnel – apparently just asuncomfortable as ever. WingCommander Matthew Lewis provideda briefing on the contribution whichRAF CAM makes to accidentinvestigation, mostly for the RAF butoccasionally for the other services andcivil aviation. The effects of ejectionare always studied carefully andhuman factors in accident causationand operational flying is sufficientlyimportant that a full time psychologistis employed, and kept very busy. Last,but by no means least, WingCommander Martin Waldron showedus the four hypobaric chambers whichare used to demonstrate to aircrew thesubtle, incapacitating effects ofhypoxia.

The visit ended with lunch in theOfficers Mess. We must thank AirCommodore Coker and his staff onceagain for a most interesting visit andlook forward to accepting hisinvitation to return before another sixyears have elapsed. �

Visit to RAF Centre forAviation MedicinePAST MASTER ARTHUR THORNING

Pressured: one of the four hypobaric chambers used todemonstrate the incapacitating effects of hypoxia to aircrew.

Feeling sick: the Aviation Medicine Flight’sHawk is used to help desensitize aircrewaffected by airsickness, a process that cantake up to three months and involve morethan twenty flights in the aircraft.

Big mugASSISTANT MICHAEL GLOVER

After a most interestingafternoon on 2 October withMarshall Aerospace, 50 of us

met for a formal dinner that evening inthe Combination Room (a beautifuldining room dating, in part, from1460) at Peterhouse College,Cambridge. Michael Marshall,Chairman and CEO, and TerryHolloway, Group Support Executive,of the Marshall Group, together with

their wives, Sibyl and Marion, wereour guests. One particular purpose ofthe dinner was to provide anopportunity for Michael Marshall topresent a magnificent Loving Cup,accepted by the Master on behalf ofthe Guild, in memory of his father, SirArthur Marshall, who passed awaylast year at the age of 103. Sir Arthurwas a long-time friend and supporterof the Guild (Upper Freeman in 1931and Liveryman in 1958) and many ofus will remember him, the first to doso, receiving the Guild Award ofHonour at the Trophies and Awardsbanquet in October 2000. The LovingCup, affectionately dubbed “The Big

Mug”, was christened with a bottle of1994 Chateau Lafite from MichaelMarshall’s private cellar and passedfrom hand to hand so all couldexamine it and, perhaps, sip thevintage claret inside. The cup isengraved “In memory of Sir ArthurMarshall OBE DL” and has a drawingof DH.60G Gipsy Moth G-AAEHcommemorating the training of morethan 20,000 aircrew by Marshalls onbehalf of the RAF in the Second WorldWar. This marvellous Loving Cup, I’msure, will figure prominently on thetop table at the Trophies and AwardsBanquets and Livery Dinners of theGuild for many years to come. �

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