It all started with a phone call.



“Unfortunately I am busy, so I thought of you, Andy. Fancy a VFR ferry flight of a Jetstream in a couple of days time?”


After a lot of background investigative work I satisfied myself that I could indeed do the flight legally. It was to be a VFR ferry flight on an overflight permit to enable the aeroplane to be taken from its current base at RAF Cranwell to a maintenance facility at Manston.


So, what was the aeroplane? Why all the excitement?



A British Aerospace Jetstream 31:


Scottish Aviation was nationalised along with other British companies into British Aerospace (now BAE Systems) in 1978.


BAe decided the original Jetstream design was worth further development, and started work on a "Mark 3" Jetstream. As with the earlier 3M version for the USAF, the new version was re-engined with newer Garrett turboprops which offered more power (flat rated to 1,020 shp/760 kW with a thermodynamic limit of 1,100 shp/820 kW) and longer overhaul intervals over the original Turbomeca units. This allowed the aircraft to be offered in an 18-seat option (six rows, 2+1), with an offset aisle, and with a water methanol option for the engine to allow the ability to operate at maximum load from a greater range of airfields, particularly in the continental US and Australia.


The result was the Jetstream 31, which first flew on 28 March 1980, being certificated in the UK on 29 June 1982. The new version proved to be as popular as Handley Page hoped the original model would be, and several hundred 31s were built during the 1980s. In 1985, a further engine upgrade was planned, which flew in 1988 as the Jetstream Super 31, also known as the Jetstream 32. Production continued until 1993, by which time 386 31/32s had been produced.


Four Jetstream 31s were ordered for the Royal Navy in 1985 as radar observer trainers, the Jetstream T.3, but were later used for VIP transport. These were the aeroplanes in question. They had been sold to an aviation spare parts company, who had decided that three of them were worth saving, changing over to civilian specification and reselling. After over ambitious requirements from the CAA to put them on the G (UK) register, it was decided to put them on the less demanding N (US) register.


An overflight permit then had to be issued from the CAA to allow them to be removed from their home at RAF Cranwell and moved to a maintenance faciltiy at Manston who would do the necessary to ensure their transition to the civilian register. This flight had to be conducted under Visual Flight Rules and in Visual Meterological Conditions as part of the granting of that overflight permit.


In addition, the Royal Navy wording and roundel had to be removed prior to flight, but the base colours remained and it was an honour to think I would be playing a (very small) part in the history of one of these aircraft.



It turned out that the owner of the aviation spare parts company lived down the road from me, so my day started out by being whisked to their offices by Aston Martin DB7. After some discussion (in which it was my responsibility as to the go/no go decision!) as to whether we were going to go as the RAF had decided it was too windy to fly today, we set off on the road trip to RAF Cranwell. A pleasurable ride up there in leather clad Range Rover meant we arrived fresh and ready for the flight ahead.

We had picked up my captain for the day en-route and I was reassured to find he had been a Royal Navy test pilot in these very aeroplanes and had recently been flying King Air 200’s in Baghdad, so was clearly a competent pilot. He agreed with my decision to continue despite the gusty winds and the weak cold front passing through. The one thing it did mean was that visibility was going to be so much better than the last week or so when the stable high pressure system, with the resulting inversion, had meant horizontal visibility had resulted in a milky murk below about 3500’.



Paperwork done and coffees served in one of Her Majesty’s fine RAF offices, we proceeded to the RAF Operations Room to file a flight plan and to conduct a briefing. My captain was pleased that I had printed off the NOTAMs and the weather for the day whilst munching on my muesli earlier that morning. A brownie point there then. Having had around 20 hours of being trained by ex RAF chaps, I was also familiar with the pre flight briefing; indeed I utilise that format in my instructional sorties. Too many people rush straight into flight and then sort out any anomalies. Far better to do it in the calm of a briefing room. Of course, another extra bonus was filing a flight plan in the style of the RAF. We spoke to SATCO, who agreed our permissions to take off. Our flight was then put up on the huge board in the Ops Room… we were to be the only movement at Cranwell that day!



Winding our way back through the rabbit warren of corridors was just like being transported ever so briefly back in time, it felt almost like being on a movie set. What an opportunity this was to a civilian pilot like myself. We were then escorted through to the hangar. A rather shiny Tucano fast jet and a gaggle of Dominies, which had remained there since their last flight with the RAF on 20th January 2011, victim to Government budget cuts. They are the military equivalent of the commercial HS125 mini airliner. The company we were picking up the Jetstream for had also bid on 6 of these; the seventh had already gone to a museum.


See the web link for more detail: http://www.fast-air.co.uk/raf-dominie-retirement/ as well as many other sites that can be found by googling RAF Dominie.



The hangar guys checked over our paperwork and permit to fly and we were shown to our steed. The walk around was thorough, these aircraft had not flown for two years, though had been subject to extensive ground runs which had all been certified and signed off in the previous week. This one had required one hydraulic hose and the tyres had been replaced as a matter of course.



I was then instructed to sit myself in the right hand seat and familiarise myself with the myriad of buttons, knobs, switches and levers. I think a day would be better to do that than 5 minutes! The thing that struck me most was the height we were sat at above the ground and the airliner view from the windows. I managed a couple of very hasty snaps but knew I had to concentrate and as my captain came onto the flight deck I decided concentration on what was happening was more important. At least I have my memories.



The start procedure for a turbine is rather more involved than a Single Engine Piston. I also found out for real why a checklist environment is a good idea as it goes on for many pages and I would not be over keen on learning that. Each item read out, each item checked by the other pilot. All actions checked.



The right hand engine proved a little reticent in starting, bearing in mind we were using ground power rather than the aircraft batteries, however it was eventually going and we did the post start checks/actions for that side. Our attention was then turned to the left hand engine and we elected to use the aircraft batteries for that which had it coming up to speed far more swiftly.



Everything now running as it should and settling down nicely we carried out all the other checks including icing boots, nav and comms and control deflection. It was important to have radio navigation and communications working as expected as we had no GPS. All was going to happen rather quicker than I was used to and without any GPS as back up. Navigating visually for the first leg to Cambridge, before the CLN (Clacton) VOR became live, as it turns out.



My radio and we were cleared for taxy. Brake check proved they were a little severe, one to remember on the rollout on landing then. Various other checks done on the move and then I requested that we were able to line up on the active runway as we were the only movement anyway. This would mean we were facing into wind and could remove the gust locks which up to this point remained in.


Power checks were meticulous; both of us aware that the worst time that things could go wrong was on the initial take off and climb out. Finally happy I reported ready and we were cleared for take off, wind 20 degrees off the centreline, 26 knots gusting 43 knots.



As the captain increased the power I held the yoke forward (against all light aircraft instincts), checking all essential gauges were showing in the green, that both airspeed indicators were working, no warning lights had illuminated…boy, the pressure on the yoke is something else! Airspeed was quickly at V1 and Rotate, both of which were my responsibility to call as well as initial climb speed. Obviously at the stage just prior to V1 the captain assumed control of the yoke.



The climb rate caught me out and we were soon at 2000’ with me dealing with the radio and aware that navigation was my responsibility. New squawk code set in the transponder and we were passed over to approach, then very swiftly to the local LARS (radar) service, with new altimeter pressure settings. Yup, ok guys, give me a break I need to work out where we are here, captain will be expecting me to know.


Seven minutes after take off we were abeam Peterborough. We were going to fly to Cambridge overhead and then set course for Clacton VOR so we could utilise a needle as back up to the visual navigation. I chuckled as I realised how ridiculously fast everything happens. After the initial ‘take your breath away’ feeling it is huge fun ensuring that you keep in front of the aeroplane. Every few minutes you are onto another radio frequency, so having the next one ready is vital. Squawk code setting in the turbulent air was fun too, a transponder type I had not used before which involved flicking a tiny lever up or down to set the code. Very easy to go past of course!



I gave Cambridge a call at 15 miles to run. Permission to transit through their overhead at A2000’. Good stuff. New heading when we get to the overhead confirmed with the captain. This is starting to come together now. 90 mile leg done in not much over 20 minutes. Next leg 30 miles and then 12 miles past Clacton VOR to ensure we miss the danger areas when we turn south. With a strong tailwind we were absolutely flying (‘scuse the pun), we reckoned 250 knot groundspeed was the minimum from the post flight briefing calculations. For those who hate maths, that is over 4 miles a minute.



It is worth pointing out that our eyes were out on stalks looking for other traffic. Bearing in mind that this is low level VFR flying, we are responsible for not hitting anything else. At the speeds we are travelling, a good lookout is absolutely essential. We are also heading towards a VOR that is a ‘honeypot’ attracting other pilots practising their radio navigation or even using VORs as waypoints in their own visual navigation as we are.



We passed directly overhead the VOR and coasted out over the wind farms in the sea. Pre descent checks completed, pre landing checks completed up to a point. We turned south and tuned into Manston Radar announcing our imminent arrival. The captain slowed the aeroplane down to under flap limiting speed of 164 knots and first stage of flap came out. We were given a right base join for the westerly runway and wind speed was 30 degrees of runway centreline at 20 knots. Not so bad then.



Pre landing checks complete and now visual with the airport, I was kept very busy keeping a lookout for other traffic whilst trying to keep up with what the captain was doing too. Final checks completed and then read out the airspeed to the captain so that he can keep his eyes outside. Coming over the threshold at 120 knots (with the intention of actually landing) is novel for me. It is of course 1.3 times stall speed. As we slowed to 100 knots and flared I was ready to hold the yoke fully forward once the instruction was given, whilst still calling out the speeds until we had slowed to 60 knots.



A back track and vacate via Bravo to Stand 34 had me grateful I had printed all of the plates for the airport and a marshaller was there to welcome us to Manston. Shut down checks complete, chocks inserted, we both grinned at each other.