Going backwards faster than my bank balance

No. But GR's had long been restricted to a max of around m1.4 at alititude as RAF had locked the variable inlets.

@@dogsnads5634 I am sure that was a supplementary servicing entry to check for leaks or something like that. I worked on GR1s and 4s for the majority of my RAF career so could have them mixed up.

Cruising at 420 knots most of the time

@@fastjetnav how fast could you go if you wanted to at that kind of altitude?

Indeed the Humber bridge. We would fly past about 6000ft for a short trip towards the RAF Linton-on-Ouse area. If there was cloud then that airfield radar controller could clear you down to a reasonable lower altitude to try to get under the cloud into the low flying. The GR1/4 could also do this 'inhouse' with terrain following radar, but not really permitted in that area of the UK.

I'm guessing a professional courtesy, vs can't be arsed, they'll be ok.

@@thelmaviaduct I'm guessing your right, also, maybe the French pilot wants to have a look at what their air force doesn't have.😁

@@warwickbull5559 defo, think I'd want to see a Tornado up close too.

@@thelmaviaduct Yeah, I love the Tornado, it was a constance in the first 8 years of my life, as my dad use to work on Tornadoes in the RAF, and he was in IX squadron at RAF Marham from 2001-2004, I the miss the Tornado so much.🙁

@@warwickbull5559 Should be in DCS in the next couple of years, then you can fly it yourself 👮🏿‍♂️👍🏿

My family was one of the last to be posted to Bruggen, my dad served their from 1998-2001, I've always said closing Bruggen or any of the RAF Bases in Germany was a short sighted mistake, not just because you couldn't serve in Germany anymore, but it was ideal for the RAF to have a base on mainland Europe.

The description says 2000.

@@iainbradford4254 oh yes so it does!!!!!i left ix in 92

@@jetset7772did you happen to know my mum Emma ?

It could have been either. Tornado has ILS, which is good down to 200ft above runway, and also some military airfields have a Precision Approach Radar (PAR), Bruggen had this. The leader follows the instructions from the controller (PAR) or from their ILS, the No. 2 (us, camera ship) formats on the leader. We are essentially one speaking unit, and as far as ATC is concerned we are one unit for their deconfliction with other aircraft. We have to request with ATC to split if we want to be separate speaking units again. They give us different transponder codes and one of the aircraft gets a turn away from the other and we become 2. This can be done differently up at altitude with something called a speed split. Again, you request with ATC for a 'Speed Split' and one aircraft slows down or one aircraft speeds up, or a combo. After a short time you are both a few miles apart from one another.

Disadvantaged in terms of front lookout for sure, but you'd get spots before the pilot in the front sometimes. Plenty of para gliders etc seen during my low level flying. Even a hot air balloon in some quite murky weather in the Cheviot mountains! Worse still was Germany. In my time we were limited to 1000ft, which is just where a lot of the civvy aviation likes to be, and Germany has a lot!

@@fastjetnav I used to Nav in a pipeline helicopters 500ft AGL, had a few close ones with fast jets in Wales. Milford Haven to Half penny green route.

Not only on low level, there is a reason only 1 photo was ever taken of a concord going super sonic. And it was take. By a British tornado

@@fslolo6622 thats true

It was quick, the fighter, F3 version was considerably faster, I'm told Mach 1.3 or even a bit quicker!!!

@@fastjetnav you mean mach 2.3? The IDS version was capable of mach 2.2 at 11.000m and 1.2 at sea level

@@fastjetnav i think the erc is a bit faster bc it has stronger turbines

Yip, after few pints in the Lightning club🤣🤣🤣

Depends what we were doing, but yes sometimes.

ha. ha. ha. (No, I'm not French.)