Chapter Two Thousand Fifty-Four
7th April 1971
RAF Northolt, South Ruislip, England
Everyone, including Stuart Davies understood the future of the Kestrel Program, and with it the entire fortunes of Hawker Siddeley were riding on this test flight. As if that wasn’t clear enough, Konteradmiral Albrecht von Richthofen, the Commander of the German Fleet Air Command and Oberst Erich Hartmann, the Chief Test Pilot for Junkers AG were both present. There had been other flights before now, but all of them had been tethered as the kinks in the control system had been worked out. It was Stuart’s hope that neither those two nor any of their staff saw any of the film footage of what had happened when things had gotten out of control in those first flights. Yes, they had solved many of the problems over the last few years, but those encountered in the construction and operation of a “Jump Jet” had proven rather unique.
The Kestrel Program had narrowly avoided getting axed when the Government had been looking to cut costs. It had been saved when Hawker Siddeley had joined the International Consortium that included Bloch, Sud-Ouest, Arado, Fieseler and Junkers AG. Recently, they had been joined by the Lockheed Corporation of America. The Consortium was not a merging of the constituent corporations, but each of them had been able to share expertise and engineering experience. That had come with opportunities for manufacturing, the opening of markets as well as splitting the costs of development. So far, this had worked for everyone with the Mirage III, Arrow/Pfeil, Orkan/Tempest, and finally the Airbus A130 which had revolutionized Regional transport throughout the world, mostly in Europe. With the help of Lockheed, the plan was to debut the Airbus A300, which would be called the Galaxy in North America, and do the same thing on International Stage.
Where the Kestrel came in was Junkers AG was extremely interested in the program and they already had a buyer lined up if Hawker Siddeley licensed the aircraft to them, the German High Seas Fleet’s Air Command. To the Corporate Board at Hawker Siddeley that had been mana from Heaven, the Government and the Admiralty had a rather different perspective, however. An airplane that they had rejected a few years earlier was suddenly of grave national concern. What came next was a twist that Stuart had not been cynical enough to see coming. In the end moneys talks and with aerospace manufacturing having become as important as the automotive industry over the prior decade the next round of elections had not gone well for the incumbent Party. This had less to do with the Kestrel, whose planned production run was no more than a couple hundred machines at most in England plus whatever Junkers was planning on doing, than it did with the production of the Galaxy/A300 when it started next year. The average man in the street had not been interested in saving money by those at the top if it meant less in their own pocket somewhere down the line.
As they watched, the Kestrel transitioned from vertical to horizontal flight. The roar of the engine changed pitch as the four nozzles that vectored the thrust changed direction propelling the aircraft forward.
“Impressive” Konteradmiral von Richthofen said, his face impassive. “I am interested in having my people review the data from when things went sideways, as it must have. You developed a whole new technology here.”
Stuart almost cursed aloud when von Richthofen said that. He had been warned that the Konteradmiral had a background in the sciences and wouldn’t be as easily snowed as representatives from the Admiralty had been. A few minutes later, the Kestrel circled back to the airfield. Stuart just hoped that von Richthofen would not ask about fuel consumption as the plane hovered in to land. That was something that they were still trying to work out, the modified Pegasus engine guzzled fuel when conducting S/VTOL operations. Oddly, the hope was that it was a technical problem that the Engineers at Junkers would delight in. Then there was the somewhat quixotic “afterburner” used by the Kestrel. It seemed like every time the Engineers at Hawker Siddeley’s Kingston upon Thames factory went looking for a technical fix, the plane gained a bit more weight. The original thinking behind getting the Germans involved was that perhaps a new set of eyes with a different technical background needed to take a look at the Kestrel. It remained to be seen if that was a mistake or not.
“You told my people that you are developing this as a strike interceptor” von Richthofen asked, “Does that mean that it is intended to be a Jabo?”
German slang for Fighter-Bomber, Stuart thought to himself.
It seemed like whenever Stuart had dealings with RAF Generals and Navy Admirals the conversation always turned to the Kestrel’s ability to deliver bombs on targets. Then the questions would start getting asked. Wouldn’t a smaller, simpler, most pointedly cheaper, plane capable of the same mission be better? They didn’t seem to get that a multi-role aircraft would need to be able to protect itself. Especially one that was made to operate were few other aircraft could.
“That is what is intended” Stuart replied.
“I think I will need to consult with General Schultz then” von Richthofen said, “He has some interesting ideas for 4.MID which he is putting together, and this might be suitable.”
“Who” Stuart asked, “And what is a Mid?”
He then received a look from von Richthofen that suggested that he might be way out of his depth here.
7th April 1971
RAF Northolt, South Ruislip, England
Everyone, including Stuart Davies understood the future of the Kestrel Program, and with it the entire fortunes of Hawker Siddeley were riding on this test flight. As if that wasn’t clear enough, Konteradmiral Albrecht von Richthofen, the Commander of the German Fleet Air Command and Oberst Erich Hartmann, the Chief Test Pilot for Junkers AG were both present. There had been other flights before now, but all of them had been tethered as the kinks in the control system had been worked out. It was Stuart’s hope that neither those two nor any of their staff saw any of the film footage of what had happened when things had gotten out of control in those first flights. Yes, they had solved many of the problems over the last few years, but those encountered in the construction and operation of a “Jump Jet” had proven rather unique.
The Kestrel Program had narrowly avoided getting axed when the Government had been looking to cut costs. It had been saved when Hawker Siddeley had joined the International Consortium that included Bloch, Sud-Ouest, Arado, Fieseler and Junkers AG. Recently, they had been joined by the Lockheed Corporation of America. The Consortium was not a merging of the constituent corporations, but each of them had been able to share expertise and engineering experience. That had come with opportunities for manufacturing, the opening of markets as well as splitting the costs of development. So far, this had worked for everyone with the Mirage III, Arrow/Pfeil, Orkan/Tempest, and finally the Airbus A130 which had revolutionized Regional transport throughout the world, mostly in Europe. With the help of Lockheed, the plan was to debut the Airbus A300, which would be called the Galaxy in North America, and do the same thing on International Stage.
Where the Kestrel came in was Junkers AG was extremely interested in the program and they already had a buyer lined up if Hawker Siddeley licensed the aircraft to them, the German High Seas Fleet’s Air Command. To the Corporate Board at Hawker Siddeley that had been mana from Heaven, the Government and the Admiralty had a rather different perspective, however. An airplane that they had rejected a few years earlier was suddenly of grave national concern. What came next was a twist that Stuart had not been cynical enough to see coming. In the end moneys talks and with aerospace manufacturing having become as important as the automotive industry over the prior decade the next round of elections had not gone well for the incumbent Party. This had less to do with the Kestrel, whose planned production run was no more than a couple hundred machines at most in England plus whatever Junkers was planning on doing, than it did with the production of the Galaxy/A300 when it started next year. The average man in the street had not been interested in saving money by those at the top if it meant less in their own pocket somewhere down the line.
As they watched, the Kestrel transitioned from vertical to horizontal flight. The roar of the engine changed pitch as the four nozzles that vectored the thrust changed direction propelling the aircraft forward.
“Impressive” Konteradmiral von Richthofen said, his face impassive. “I am interested in having my people review the data from when things went sideways, as it must have. You developed a whole new technology here.”
Stuart almost cursed aloud when von Richthofen said that. He had been warned that the Konteradmiral had a background in the sciences and wouldn’t be as easily snowed as representatives from the Admiralty had been. A few minutes later, the Kestrel circled back to the airfield. Stuart just hoped that von Richthofen would not ask about fuel consumption as the plane hovered in to land. That was something that they were still trying to work out, the modified Pegasus engine guzzled fuel when conducting S/VTOL operations. Oddly, the hope was that it was a technical problem that the Engineers at Junkers would delight in. Then there was the somewhat quixotic “afterburner” used by the Kestrel. It seemed like every time the Engineers at Hawker Siddeley’s Kingston upon Thames factory went looking for a technical fix, the plane gained a bit more weight. The original thinking behind getting the Germans involved was that perhaps a new set of eyes with a different technical background needed to take a look at the Kestrel. It remained to be seen if that was a mistake or not.
“You told my people that you are developing this as a strike interceptor” von Richthofen asked, “Does that mean that it is intended to be a Jabo?”
German slang for Fighter-Bomber, Stuart thought to himself.
It seemed like whenever Stuart had dealings with RAF Generals and Navy Admirals the conversation always turned to the Kestrel’s ability to deliver bombs on targets. Then the questions would start getting asked. Wouldn’t a smaller, simpler, most pointedly cheaper, plane capable of the same mission be better? They didn’t seem to get that a multi-role aircraft would need to be able to protect itself. Especially one that was made to operate were few other aircraft could.
“That is what is intended” Stuart replied.
“I think I will need to consult with General Schultz then” von Richthofen said, “He has some interesting ideas for 4.MID which he is putting together, and this might be suitable.”
“Who” Stuart asked, “And what is a Mid?”
He then received a look from von Richthofen that suggested that he might be way out of his depth here.
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