One by one, the stars all went out...

We were promised much - the Harbin Hong-5, three B-2s, two E-2 Hawkeyes, JATO Herc demo et al...but, as seems the norm these days, last-minute cancellations wreaked havoc. To be fair to the organisers, it was all beyond their control - the Harbin crashing during a pre-show test flight. A tyre burst on touchdown and the aircraft veered to one side, the wing coming into contact with the ground, breaking away from the aircraft. The crew escaped uninjured, but the aircraft was written-off, being ninety percent destroyed according to reports. It had just spend two years with the Aerostar factory at Bacau for complete refurbishment and a limited upgrade. The B-2 for static didn’t appear, and both French Navy Hawkeyes pulled out the eleventh hour, just as one had done at Waddington. The debate rages as to whether RIAT should publicise such star items, but it will always be catch-22 - don’t advertise the stars, and the ticket sales will suffer. Anything can go ‘tech’ just before its departure, so when the hell could you advertise anything? If these star items weren’t advertised, the organisers would be criticised for not trying to get anything special. You still want their job now?

At first glance the static line-up looked terrific - Eurofighter, JSF and a Mako LCA!! But closer inspection revealed them to be all plastic, as was the Gripen, Hawk and Tornado 'ZA556'. What a swizz. It was evident that the show lacked that extra sparkle that just the Hong-5 would have given, but given the weather, these matters faded into the background as that gorgeous Canadian CF-18A hit the sky. Where else could you see a display team of Iskras? Or a SOCATA TBM-700 flying display? Did you notice the new Italian C-130J? Not great crowd-pullers admittedly, but variety is what it’s all about.

A display line too far?

Safety is uppermost at the moment, post-Biggin. Understandable, but the airshow industry needs to re-assess what it is all about. Most spectators go to experience noise, action and good flying. But this year some items were so far away they became meaningless specks - the MiG-21 Lancer was a classic example. No, we don’t advocate flying directly over the crowd, but some straight and level, low-level passes could be made much closer to the crowd, with a pull-up and turn away. As it was, the MiG-21 was mostly lost in the haze and could only be properly observed on take-off or landing. We think it is time for a review of flying safety based upon the physical dynamics and trajectories of routines - radically different and more exciting displays could be achieved without compromising safety standards. At the other extreme is that final cross-over by the Frecce Tricolori - just how do they get away with that one? Well rehearsed yes, but it would seem to leave little margin for error, something that they especially should find hard to live with.

Generally, flying standards were exemplary, with awards going to Rod Dean and his joint UK/Swiss Hunter Team (The King Hussein Memorial Sword (Best overall)), Major Vari of the Hungarian Air Force flying the MiG-29 Fulcrum who provided a spectacular flares release (The Lockheed Martin Cannestra Trophy (Best overseas participant) and The ‘As the Crow Flies’ Trophy (awarded by the Friends of RIAT)), Captain Alan Wade of JEFTS, RAF, flying a Firefly (The Steedman Display Sword (Best UK participant)), Andy Sefton, chief test pilot for Rolls-Royce plc, demonstrating just how to fly a World War II Spitfire Mk XIX (The Shell Oil UK ‘Sir Douglas Bader Trophy’ (best individual flying display)) and Captain Jyri Selvenius, 11 Squadron, Finnish Air Force flying an F-18C Hornet (The Solo Jet Aerobatic Trophy (Best single jet demonstration)).

American adventures

There is doubt that the USAF ever intended bringing the B-2 for static display. Officially, it was decided that the great British weather would play havoc with the radar absorbent paint (possibly a consequence of last year’s Mildenhall experience) but the security restrictions surrounding the sole F-117 suggests otherwise. With the ‘117, the Americans made complete fools of themselves with laughably tight security - a double fence, armed guards and no photography of the rear or from an elevated position. This is when it went beyond a joke - photographers, on both show days, were subjected to sharp orders to cease if they stood on a ladder, box or anything else to gain that six inches of extra height. Unconfirmed rumours suggest that some were threatened with confiscation of film - this is just not on, as there were no signs informing of any restrictions. People come to airshows for pleasure, not to be threatened by over-zealous security personnel when simply trying to take a picture of an aircraft on display. If the ‘117 was so sensitive, then it shouldn’t have come. It’s not as though it’s anything new - it has been around the airshow circuit since 1992, and never has there been such an intense security presence. Questions to find out if a new piece of hardware fitted to the rear of the plane were neither confirmed nor denied, but all that was achieved in the end was a dent in the British public’s opinion of the American military. Even the pilots were embarrassed.

Not helping matters were the sedate flypasts of the B-2 Spirit, one pass, straight and level, was all we saw on both days - the displays of ’99 and 2000 seem just a memory. Global Power missions, the same aircraft rotated at Whiteman AFB to return on Sunday, reducing the planned three-ship presence this year to one. The purpose of the two missions was to test the bomber's combat turn-round time - after flying a twenty-one hour round trip on the Saturday the aircraft was back in the air again with a fresh crew after only three hours and fifteen minutes on the ground. An impressive feat yes, but a very unimpressive contribution to the show.

Making some amends for the American reluctance to entertain was the pilot of the B-1 on Sunday, who proceeded to roll the aircraft twice after a fast pass. Maybe he just needed to show there was some spirit left in the USAF, as apart from the F-15C display routine there was little to cheer; even the C-17A demonstration was unusually dull.

KRAC (Keep RIAT at Cottesmore!)

So Cottesmore’s brief tenure of RIAT is over. Despite a shaky start last year, this year’s proved that it can work, and work better in many respects than Fairford. Thanks to the co-operation of the Station Commander, Group Captain David Walker, there was always a good relationship between the base and the IAT, although there was a hint in his opening speech of some relief that it was back to Fairford next year. "I'm enormously impressed by the the team led by Paul Bowen and Tim Prince", he said, "all I have done is provide the real estate for these two years and it's been a pleasure to work with them. It's the last time here, and I have mixed feelings, but there's a lot of work involved but I think it should go back to its proper home at Fairford."

Cottesmore effectively closed down for a fortnight over the RIAT period, so one can imagine the effect of training operations for what is the RAF’s front-line Harrier station. Long-term a year-on-year shutdown every July just wouldn’t be sustainable.

It just seemed so right, RIAT being on an active RAF airfield. Top Brass, Air Cadets and air force blue were much in evidence, with the crescent of pre-war type ‘C’ hangars providing an atmospheric backdrop. Many actually think that IAT is organised by the Americans due to its permanent presence at Fairford, which is far from the truth and unfair to the efforts of all the 4,500 volunteers who make the event happen. We know we’re back at Fairford next year, but how about Cottesmore every other year, Mr Organiser? It would save a lot of people a lot of queuing...

Part two: Women in Aviation & Training