Contact: - info@lancsaeroclub.co.uk www.lancsaeroclub.co.uk

TheElevator

The Fly by wire Newsletter of the

Lancashire Aero ClubEditorial address: - elevator@lancsaeroclub.co.uk

April 2010

The clocks have changed and the flying season is well and truly uponus, so get those headsets dusted off and take to the skies!!

This month we have the answers to the Aircraft Recognition Quiz foryou plus Ian Howe’s article on the Tornado. We also have some fabulousheadsets and other useful items for sale, so be quick!!

HAPPY EASTER TO ALL OUR MEMBERS!

Chairman’s Chat and news...

We have now come to the time of year when we are about to open the Kenyon Hall strip for the season. As Imentioned last month that we need to remove some more rocks from the strip before we open up. Well that timehas come and “Your Club Needs You” to clean the ground just before we give it a cut. The season starts, for us, onthe 1st May and Kate will be giving you all the details ready for the opening event. Last year was a good start andnow we want to make this one even better. There will be a club house on site with a modicum of services availableso you will be able to relax in a convivial atmosphere. All that will be required on the due date is your presence tomake it more memorable.

However there is a small fly in the ointment and that is we need some volunteers to man the strip throughout theyear. Please come forward and give John Coxon your name. Last year it was left almost completely to thecommittee members but this year we need to expand the list. This is not an onerous detail but we do need somevolunteers throughout the year. As with all these things the more the merrier and the easier it is. Having doneduty officer last year I found it very easy and somewhat satisfying knowing that I was helping the Club to progress.

Following the last two months “Elevator” I have been going through the committee and the duties they have beenperforming. So the next position to be looked at is not one position but a group who have been formed into the“Airfield Sub-Committee”. Paul Kavanagh is the chairman of this and is assisted by the Andy, Dave, and John Coxon.These will look at all the possibilities for the strip and make recommendations to the committee. We have set abudget for the airfield, just as we did last year, and we shall work within this to manage what we need. I can saythat we did not use the entire budget last year but felt this would be unnecessary to carry it over to this year. Sowe have set a new budget, generally in line with last years, and I can see no reason that will cause us to exceed thisfigure

John Coxon has also taken on the role of Airfield Safety Officer and I am sure he will be looking at our proceduresto find any discrepancies. He also wants the volunteers for duty officer as I have said above.

Finally there are two members of the committee without portfolio and these are Peter Gaskell and John Latimer.Though they do not have a dedicated job their contribution to the committee is not diminished in any way. Theyhave a view point and these are taken seriously in our discussions.

Let us look forward to a safe and satisfying season of operation at Kenyon Hall.

CLIFF MORT

WE NEED YOU

KENYON HALL FARM AIRSTRIP NEEDS VOLUNTEERS ASDUTY OFFICERS AT WEEKENDS; WE OPEN ON 1ST MAY!!

Please contact John Coxon on 07821 158 622or johnbarkercoxon@hotmail.com.

John is managing the list, which will be published shortly on the LACWebsite. A familiarization and training session will be run on Saturday17th April during the "STONE PICKING PICNIC". As a rewardfor volunteering for duty, you will be granted a short break frompicking stones!

So come and join us on 17th April.

...YOUR CLUB NEEDS YOU!!

FLYING THE F3 TORNADO

By

IAN HOWE

111 Squadron F3 with 4 Sidewinder and 4 radar missiles dropping flares (missilecounter-measures)

I will be honest - the Tornado was not my favourite aircraft; but on the other hand mytime on the Tornado was very rewarding.

The Tornado F3 is the air defence variant of the Tornado bomber, which is still a verygood low-level bomber with a variety of advanced weapons. When the F3 wasintroduced to service the radar was not fully operational, the cockpit ergonomics werecomplicated (appalling in some cases) and the performance was limited at medium andhigh altitudes. However, the aircraft was continually updated and the final version was

a much better all round air defence aircraft.

The Tornado was also my introduction to Navigators, although the Americans callthem weapons system operators and this is a more apt name in my opinion. Thenavigator in the Tornado was responsible for operating the radar, counter-measures,radios and many other functions. Whilst a 2-man crew should have more flexibilityand more spare capacity than a single pilot, the Tornado inter-cockpit communicationsometimes complicated matters, and this was particularly so in the early days of theaircraft. However, I came to understand how much navigators brought to the fight andcame to rely on them heavily.

On my return to the UK from the Eagle, I joined 25 Squadron that was reforming atRAF Leeming. It was an exciting time with new aircraft arriving, the squadronaccommodation being built and continuation training to work the Squadron up tooperational status. It was during this time that Kuwait was invaded and we deployed toDhahran in Saudi Arabia in preparation for what turned out to be the first Gulf War.The aircraft were heavily modified and we spent our time patrolling the borderbetween Saudi and Kuwait. The aircraft were flown with very large long-rangeexternal tanks, missiles and chaff and flares – making them rather a handful in the veryhot desert conditions. The take-off roll used most of the runway and after air-to-airrefuelling, operations were conducted at medium altitude, with the tanks beingjettisoned if the need arose.

Ultra Low Level operations in the Gulf!On one mission, just after refuelling, we had to shut an engine down due to an oil

problem – with the aircraft so heavy we started a gradual descent with the remainingengine in reheat as we jettisoned fuel (which was a slow process). It was a close call asto whether we would need to drop the external tanks - we eventually levelled at 3000feet. The Tornado did not enjoy an excess of power.

The daily routine of squadron life revolved around training new pilots and maintainingthe overall operational readiness of the Squadron. Two aircraft close formation flyingwas a part of that, but it usually only involved take off and landing as a method ofmarshalling large numbers of aircraft. Larger formations – usually diamond 9 ships -were occasionally flown for commemorative reasons. The front ‘vic’ would form andthen the ‘box 4’ would join from behind – with the outside wingmen looking throughthe closest aircraft at the leader to line up and smooth any untoward movement. As theleader you had to be very aware of your responsibility to all the aircraft and plan forthe unwieldy nature of such a large formation. Finally, to arrive exactly on time (to thenearest second) took some degree of skill.

Myself and Glen Vinney leading a Diamond Nine

Air-to-air refuelling was made a lot easier with a navigator. With all types ofrefuelling, keeping formation on the tanker was the key, taking the odd peep at thebasket, and then manoeuvre into position - the navigator had a much better view andcould talk you in. With drogue refuelling you then ‘pushed’ the hose in to the drumuntil the green light indicated fuel flow. All sounds very simple, but with turbulence

the basket could be swinging up and down by 15ft – at night and in cloud it wasexciting and taxing. The USAF used a boom – the aircraft formatted below the tanker(a series of lights controlled by the boom operator were used to guide you into thecorrect position) and then the boom operator flew the boom over the refuelling hatchand extended it and made contact. Obviously aircraft fitted for drogue refuelling couldnot use a boom – however, booms could have a short hose and drogue fitted. This wasin my experience the most difficult refuelling – after contact you had to move forwardand outwards and put a ninety degrees kink in the hose to allow fuel flow. The shorthose then had a nasty habit of whipping around and taking your probe tip off!

The navigator had a commanding view during refuelling.

An F3 refuelling from a KC135 - the short hose attached to the boom. The mostdifficult of the refuelling techniques.

Night Vision Goggles (NVGs) made night flying far more exciting and improved thecapability of the Tornado immensely. The NVGs were fairly heavy and it becametiring operating at night for extended periods. The NVGs had a very narrow field ofview, and so you had to continually move your head as there was no peripheral vision.Also for the NVGs to operate there had to be some background light and a full moonmeant you could see with great clarity. Low-level operations at 250 feet were nowpossible but depth perception was non-existent, and if you looked at an aircraftdropping flares, you could be easily blinded momentarily. Finally, an ejection withNVGs was not possible – the weight would snap your neck and so a system using a .22blank ‘blew’ the NVGs off your helmet in an ejection. They would of course end up inyour lap and that would be equally painful!

My second tour on the Tornado was in command of 111 Squadron at RAF Leuchars,and I think it is fair to say that this is the pinnacle of any pilot’s career in the RAF.Responsibilities ranged from the safe operation of the aircraft, to engineeringstandards and the welfare of all who worked on the Squadron. The day-to-day

operational flying was the responsibility of the Flight Commanders and I was fortunateto have an excellent team. Tremblers (as it was informally known) is steeped in historyand Frank Whittle served on the Squadron before turning to engineering full time.

Tremblers flew over Westminster Abbey at the end of the thanksgiving service tocelebrate his life – four Tornados leading 2 Meteors – a fitting tribute to someone whomade all of the aircraft I flew in the RAF possible.

111 Squadron enroute to Westminster Abbey for the Sir Frank Whittle flypast - myselfand Gary Winwright leading.

And finally, a photograph of the 25 Squadron commemorative paintscheme in 1990, which was designed by our late father, Hank Howe.

Next month is Ian’s final article on flying the 747-400; don’tmiss it!!

NEWS FROM OUR MEMBERS…

Thanks to Derek Brumhead for spotting this letter in Pilot Magazine and notifying usof it.

FINAL AIRSHOW AT WOODFORD?

The Aviation Society (TAS) is primarily a spotter's organisation based inManchester. Our Website is www.tasmanchester.com. The latest piece of news isthat there is a growing call for a final Airshow to commemorate the closure ofWoodford Airfield.

A petition has been started and the TAS Website has a link to the campaign forone last airshow in 2012. Our original De Havilland DH60 Moth (registered G-EBLV) appeared at both the Barton and Woodford Airshows. A final appearancewould be a good opportunity for the Club to be involved and would surely beworthy of National Media Coverage.

Please contact Peter Maher if you would like to get involved with this.

LETTERS TO THE EDITOR…

Sir,

This is a strange request. I am a former Royal Marine and I am trying to track downas many members of 45 Commando’s Recce Troop during the Falklands.

I believe from my research you may have a John Davidson as a member; if this is socould you please pass this to him.

I would be most grateful.

Thank you,

Andy Tubb

Lexington, Virginia USA

If any member knows or remembers John Davidson, can you please get in touch withAndy on;

theglorious12th@embarqmail.com

Dear Editor,I thoroughly enjoyed the recent article on the steam powered aircraft. I never realised that itwould actually fly, though the water pipe must have trailed behind for some considerable distance.I have one comment to make and that is you don’t seem to have any articles on flexwing aircraft.

I’m looking forward to going into Kenyon Hall again this year; I understand that it has beenresurfaced. Let’s hope the weather will be favourable.

Regards

Michael O’Wright

The field has been much improved over winter and we now have a clubhouse to have a brew and a chat.

The start of season fly-in is on the 1st May and everyone is welcome.Don’t forget to phone before leaving for the field – see web site forairfield details.

SEE YOU ALL THERE!!

Have you heard LAC are re-opening their newimproved airfield at Kenyon Hall Farm on 1stMay?

Yes I know and with a spiffing BBQ too,that’s where I’m going now...

Blimey, I hope it’snot horse meat onoffer......

FLIGHT SAFETY CORNER

Aviate, Navigate, Communicate.

The title that begins this issue of Flight Safety Corner is an old RAF maximconcerning the priorities in flying and I hope that its meaning is clear to all whofly. However, although the all-important three words have always been used tohelp teach pilots the priorities of any given airborne situation I reckon that theycan be used in a much wider context so as to make us all better pilots. Let meexplain:

AVIATE: This is what it is all about and if we don’t fly regularly our skills willdeteriorate and we will be poorer pilots for that. Obvious stuff I know, but it’s notjust about the quantity of flying that we undertake, it’s also about the quality ofour flying. For example, if all our flying consists of a takeoff, straight and levelcruise, standard overhead join and a normal powered approach to land then Isuggest that we are not going to be terribly proficient pilots overall. I humblysuggest that to be properly proficient we should very regularly fly our aircraft tothe limits of their flight envelopes in what the RAF call “general handling” sorties.How about flying this sortie profile: Short takeoff and a max-angle climb to 300ftbefore converting to the usual max-rate climb. At a safe height a good session ofstalls and recoveries with minimum height-loss, these being carried out fromwings-level flight and from turns. This could be followed by 5 minutes of slow-flight – you know, flying just above the stall in straight and level flight and then inturns so to programme the brain what the aircraft feels like on the very edge ofcontrolled flight. This could be followed by steep turns from normal cruisespeed……60 deg angle of bank in level flight with rapid co-ordinated reversals toturns in the opposite direction whilst maintaining a constant height and a goodlookout. How about finishing off the trip with a practice forced landing on theairfield and, following a touch-and-go, a series of compact, neat and accuratecircuits to include glide circuits, low-level circuits, and a couple of approaches forshort-landings? The whole thing shouldn’t take more than 45 minutes, is good funand, more importantly, makes us better and safer pilots. For those who say that

we Piperistes are mere amateurs whereas the RAF are professional pilots I wouldrespond by saying that all of the above are part of the PPL syllabus with theexception of my suggested steep turns which are just 15 deg of bank more thanthat required for the PPL.

NAVIGATE. Consider these words: “Under-confident, Complacent, Poorly-Prepared, Badly-Taught. My thoughts on them? Starting at the end of the list Iconsider that, in general, visual navigation at the PPL stage is poorly taught in thiscountry. We’ve all seen student pilots with their “whiz-wheels” and complicatedspread-sheets that they fill-in before and during flight……and it’s not just student-pilots at that. What about more advanced techniques? GPS navigation? GPSfailure? Free-Nav (unplanned)? Macro-navigation (when extreme accuracy isneeded)? Bad-weather navigation? None of these techniques are routinely taughtto PPL students (of course there are a few exceptions) and what of post-PPLcourses that cover the more advanced techniques or the standard navigationtextbook for post-PPL studies? Hmmm! So how does a fairly inexperienced PPL-holder progress in the visual-navigation department? That, I think, is a very goodquestion and one to which there is no easy answer………there should be. Theresults of this omission in British navigational training are under-confident pilotswho never stray further than their own back-yards, and their opposites, theoverconfident, poorly-prepared brigade who never check the NOTAMs, neverplan properly nor prepare their charts and then ding the London TMA or a RedArrows’ display. I reckon that this latter group are one of the reasons that theCAA are keen to mandate Mode S transponders for us all………big-brother will beable to keep tabs on them much more easily. OK, I know that I’ve just describedthe extremes of the situation, but I hope that you can see my point. So how tocombat this deficiency in the training regime? I reckon that the operative wordsare “Practice” and “Experience”; in other words the inexperienced should talk andfly with the experienced pilots in order to learn and then practice the practicaltechniques that really work and, in general, these do not involve whiz-wheels orspread-sheets full of numbers! It’s all to do with doing some satisfying and fun-flying plus being able to………

COMUNICATE. On this occasion I’m not talking about comms with ATC, but thatwhich should occur between fellow pilots. We can learn a lot by talking to eachother and it’s my view that we don’t really do enough of this; it’s almost as if thetraditional British reserve is at work and that, as a group, we’re embarrassed toask questions. For example, no-one has ever asked me how I reckon a light VFRaircraft should be navigated and, equally, I’ve never heard any pilot ask another“how do you do it?” Also, although I always put my contact details at the bottomof this column and invite your feedback/comments/suggestions/questions I have

never received any as yet so maybe we really are embarrassed to ask questions orto comment. Then again, it’s possibly the case that everyone thinks that theyknow it all and that they agree with everything that I write……, but somehow Ithink not. No matter whom you are, how good you are and whether you have 50hours or 50 thousand hours in your logbook there is someone out there who hassomething to teach you and, equally, you have something to teach them. (Whowas it that said, “The day I know it all is the day I quit!”?) One of the joys of flyingis to learn more about it, whether that is by reading, talking at a fly-in or whenpropped against a bar. Communication is the key.

Smoking not Allowed!

I’m prompted to finish this edition of FSC by a report that I’ve just readconcerning smoke in the cockpit of a Cessna 152 which caused, to say the least,some consternation amongst the crew of said aircraft. Quite clearly this problemis potentially very serious because, as they say, there’s no smoke without fire and,if not a fire hazard, there will certainly be a noxious fumes hazard under suchconditions. The reason that the learned journal which published the reportprompted my comment is that it went on to talk of “emergency actions, checklistsand touch-drills” as if the C152 was an airliner! Well, even in our little old aircraftthere is always the prospect of an engine fire and, of course, in such anunfortunate situation, prompt actions are definitely required such as shuttingdown the engine by turning off all sources of fuel and the ignition before gettingthe aircraft safely on the ground ASAP! Happily, such events are very rare, but,more commonly, there are instances of smoke in cockpits which, whilst not asserious as full-blown fires, are still serious flight-safety events and veryfrightening to the crews concerned. Very obviously, any smoke or fire eventsshould most certainly be treated as full-blown emergencies by all concerned andaffected aircraft landed ASAP. However, in light aircraft many such smoke/fumesevents are caused by electrical short-circuits where overheated insulation causessmoke and noxious fumes, not to mention panic amongst crews. Whereas incomplex aircraft such situations can become very involved, in our simple oldPipers there is a simple solution to such problems…..turn off the power. It’s assimple as that. If there is no electricity there can be no short circuits and, for ourVFR ops, the problem is solved. Therefore, for our most complex old Pipers thepulling of the generator CB and the switching-off of the battery-master switch

will kill the electricity and, therefore, any short-circuits; the engines and flightcontrols will not be affected. For the older aircraft whose electrical sourcesmerely consist of Yuasa batteries the solution to short circuits is evensimpler…turn off the battery…..pull off the wires or whatever it takes! Nopower…no electrical short circuits and no electrical fires. Unlike modernautomotive technology (modern being 1930s onwards in this context) ourancient magneto technology does have certain advantages!

Happy Flying and, as ever, if you have anyquestions/comments/suggestions/etc, please do get in touch with me atrkeech@onetel.net or 01244 332517.

My thanks to Richard Keech for this article; more from Richard next month.

WEB SITE OF THE MONTH

http://www.netweather.tv/index.cgi?action=forecast;type=home;sess=

Click on local weather and select your location; this web sitegives wind direction, cloud cover, pressure and potential rain.

Lancashire Aero ClubRe-opens Kenyon Hall Farm Airfield

On 1st May 2010

After extensive work the runway has been re-surfaced and grassedready for the 2010 season and we have a Clubhouse!!

FREE BBQ on the dayPPR is required on all flying days [as notified on the LAC web

site]: call 0798 5441676 for details on the daySee web site for Kenyon Hall Flight Guide

Everyone welcome – support your club

EVENTS & FLY INS FOR APRIL AND MAY

APRIL

3 Henstridge LAA Wessex Strut Fly-in[Amend date from Apr 4]

3-4 OldBuckenham

Piper Cherokee 50thAnniv Fly-in [PPR]

3-5 East Kirkby Lincs Museum LargeModel Show

4 Old Sarum Vintage Sunday Fly-in[PPR] 01722-322525

4- 5 Baxterley Charity Fly-in & BBQ 01827-874572

10 Sandtoft BAeA AerobaticsCompetition

10-11 Saltby BAeA Glider AerobaticsCompetition

11 Popham Jodel Fly-in 01256-397733

16-18 Breighton BAeA AerobaticsCompetition

17 Newark Museum Aeroboot Sale

17 Sywell BMAA Flight Safety Day 01865-338888

17 Duxford Duxford Bonus SafetyDay 01223-835000

17-18 North Coates NCFC Spring Fly-in 01472-388850

17-18 Great Oakley RRRA Air Races

17-18 ClenchCommon Spring Microlight Fly-in

17 Fenland VAC Daffodil Fly-in [PPR][Amend date from Apr 18]

01406-540330/07731-991545

23-25 Boston Paramotor Competitions

24-25 Beccles BPPA Precision FlyingTraining & Competition 07801-293530

24-25 Newark Museum V-force TributeEvent

25 North Weald Gathering of Warbirds &Veterans

26-28 North Weald Formation TrainingSchool [PPR]

27 RAF Museum,Hendon

RAeC Annual AwardsCeremony

0116-244-0182

29-My 2 Elvington BAeA AerobaticsCompetition

MAY

1 KENYONHALL

LAC START OF SEASON FLYIN

1 Bodmin LAA Devon Strut - Ladiesin Aviation Fly-in [PPR]

01752-406660/07805-805679

1-2 Popham Microlight Trade Fair 01256-397733

1-2 Rougham Large Model AircraftShow 01359-270524

1-3 East Kirkby Lincs Museum AmericanAircraft Show

2 Abingdon Abingdon Air Show &Country Fayre

01235-529142

2 Old Warden Shuttleworth Spring AirDisplay [PPR]

01767-627927

2 Caernarfon LAA North Wales StrutFly-in [PPR] 01286-830800

2 Bolt Head LAA Devon Strut Fly-in[PPR]

01548-531923

2-3 HalfpennyGreen Wings & Wheels Event 01384-221378

3 Popham Aero/Auto Jumble & Fly-in

01256-397733

7-9 Bicester BAeA Glider AerobaticsCompetition

8 Leicester BAeA Aerobatics LoopBeginners Day

8 OldBuckenham Vans RV Fly-in [PPR]

8-9 Kemble Great Vintage FlyingWeekend [PPR]

01285-771177

8-9 Sherburn RRRA Air Races

8-9 Old Warden Shuttleworth AeromodelEvent [PPR]

01767-627927

9 Popham Vintage Cessna Fly-in 01256-397733

9 ComptonAbbas Pooley's Day Fly-in 01747-811767

9 Henham Park,Halesworth

Charity Wings & WheelsShow [PPR]

13-14 Henlow DH Moth Club FlyingForum 01442-862077

15 Old Warden Shuttleworth SunsetDisplay [PPR]

01767-627927

15 Pidley, Cambs BBM&L Vintage BalloonInflation Day

15-16 Bagby Northern Aviation Rally

16 Duxford Spring Air Show 01223-835000

16 Breighton Vintage Fly-in & BentleyCars

16 Long Crendon,Bucks

Farm Strip Fly-in & BBQ[PPR] 01844-208326

16 Hardwick,Norfolk Open Day

16 Kempton ParkRacecourse

Heathrow AircraftEnthusiasts Fair 01372-725063

19-20 Wellesbourne BAeA AerobaticInstructors Seminar

21-23 Haverfordwest BPPA Precision Flying UKNationals

22 ComptonAbbas French Connection Fly-in 01747-811767

22 Old Warden Shuttleworth Vintage CarShow [PPR]

01767-627927

22 Arran Island Arran Microlight Fly-in

22 Duxford Pilot Magazine Bonus Day 01223-835000

28-30 Jersey Jersey Rally

28-31 Glenforsa Isle of Mull Fly-in

29 Great Oakley General Fly-in

29 Headon nrRetford

Microlight Fly-in &Hangar Bash

29-30 Otherton Shadow & MW &Microlight Fly-in

29-31 East Kirkby VE Day Airshow

29-Jn 6 Tibenham Gliding Competition -Eastern Regionals 01379-677207

29-Jn 11 Isle of Man TT Motor Cycle Races

30-31 Baxterley 1940's Wings & Wheels 01827-874572

30-31 Southend Sea Front Air Show 01702-215166

Wickenby AirfieldSaturday 3rd April

Easter fly inCome and join us for free Hot Cross Buns

No Landing FeesAvgas and Jet A1 Available

www.wickenbyairfield.com/news/Or call 01673 885 000

Aircraft and Shares etc for sale

DAVID CLARK HEADSET H10 13.4 +LEATHER PILOT CASE + EQUIPMENT.

* Extremely Lightweight* Drastically reduced headband force* Super-soft, foam-filled pillow headpad* Manufactured to MIL specs with chrome hardware* Certified noise reduction rating _22dB* Undercut gel ear seals* Universal flex boom with an advanced M-7A electret microphone

INC: CARRY CASE USED ON APPROX 4 FLIGHTSAlso:

• 1 LOMBARD BLACK LEATHER PILOTS CASE 2 end pockets, and Concertina SidePanel. Combo lock.

• 1 DIGITAL CHRONO FUEL ( ASA ) FLIGHT TIMER• 1 VB LEATHER KNEEBOARD• 1 AFE ABC FLIGHT COMPUTER• 1 ASA FUEL TESTER/SCREWDRIVER• Pack steadler map markers , flight ruler, and other bits• Full set of licence lesson books etc.....• Pooleys RT comms book• The PPL Confuser

The main things in this list would cost around at least £400 to replace today?

I will accept £150 ono for everything, so MAKE ME AN OFFER NOW!!Contact Thomas Degnen on; TEL: 0161 248 5349 OR MOB: 07517293351

CESSNA 172 G-AWVA

1/8th SHARE FOR SALE

In excellent condition, hangared at Barton.Zero timed engine less than 600 hrs. ago ( Rolls Royce Continental Six cylinder O-300 145 hp verysmooth ) Airframe 2800 hrs. Annual Due Oct 2010. Internet booking system, excellent availability.Long established sociable group. Will accept newly qualified PPL.£70.00 per Month £60.00 per Hour WetKing KX170B & Bendix King KY97 Nav/Comm‘s Bendix TR8, ADF, DME, Mode C Transponder,New Garmin SL40

Contact :- Geoff on:- Mobile No. 07768 282760 or E-Mail gnogrant@hotmail.

Share price; Offers over £2000.00

G-LADZ

Enstrom 480 turbine. Based at Barton. One of the few heli groups in the country.

A share is available if anyone is interested.

Please contact;Stephen Halliwell on 07703-531666

SHARE FOR SALE - BARTON-BASED C172 HAWK XP

GROUP C 172 Hawk XP £2995 (one-tenth share)

Long-established, friendly and well-run group operating a 1977 C172 Hawk XP out ofEGCB. Includes share in financially healthy group and engine replacement fund.Share available due to sad death of one member last year.195 HP fuel-injected Continental engine, VP prop. Fairly recent respray, looks verysmart. Standard panel and avionics, including KNS80, GPS and transponder.£75 per month standing. £102 per hour (wet)(airborne time, equivalent to about £87per hour by "brakes off to brakes on" time).

Group's and insurers' rule that all pilots have minimum of 100 hours total flying time.

Contact group secretary for more information: Dr Ian Donnan Tel: 01663 766 946

SHARES FOR SALE IN G-BJXB

Slingsby T67A G-BJXBNew Group Shares£3750/Share

Learn New Skills in this well established Group

• Access to High Quality Instruction & Safety Pilots• Aerobatics to Competition Level• Basic IMC Fit – Ideal for Revalidation• Hangared and Maintained at Manchester Barton• Excellent Availability

£60/Hour Wet£70/Month Inclusive

Put the Fun back in your Flying!Call Steve 07885 390702

g-bjxb@virginmedia.com

Cessna 150L G-PLAN shares

Shares for sale in the very friendly 20 member G-PLAN group. Availability is good.The aircraft had a respray and renewed upholstery not too long ago so is in excellentcondition. The aircraft has an ADF, VOR, Mode C and a group portable GPS.Regularly maintained at Barton, there are about 1500 hours on the engine. The groupfinances are in a good state including engine fund. Costs are monthly £40, hourly(wet) £45 and shares are on offer for £1400. An excellent first aircraft but NO hoursbuilders though!

For more information about joining contact Cyril Jones via email: jcjcj@tiscali.co.ukor telephone:

(01625) 876849

AIRCRAFT SCALES FOR HIRE

For hire – an electronic weigh scale for aircraft, presently out of calibration, but willrenew if required. Weighs one wheel at a time, whilst other wheels levelled on shims(35mm thick). Range 500kg in 0.2kg steps, so will weigh an aeroplane up to 1000kg.For availability and price, please contact Martyn Coles, 0771 480 4087,or mail@martyncoles.flyer.co.uk.

For Sale. Gardan GY-201 Minicab, G-BEBR. Based at Breighton.

Total time approx 40 hours airframe and engine. 0-200 engine zero timed. Evra propeller, lightweight starter and alternator. 760 channel radio artificial horizon turn and slip plus engine and flightinstruments. Price £15,000 or will consider shares. Contact Paul on 07850 771378.

Do you have an aircraft that you are looking to sell or that has shares available?If so, then E-mail me at info@elevator.co.uk, with a photo and some words and I’ll publish ithere!!

Piper Arrow IV PA28RT-2011/10th Share for Sale £6,000 ono

Piper Arrow IV PA28RT-201 N2943D, 1/10th share for saleVariable Pitch Propeller, Retractable UndercarriageGarmin 430 GPSTop Engine OverhaulNew Exterior PaintTransponder + Mode C2 x Nav Comm-VOR/ILS/ADFVery Nice and Clean InteriorAuto Pilot Coupled to the Garmin 430Long Range Tanks - 6 hours enduranceElectric TrimCan be flown in the UK with JAR/CAA LicenseFriendly & Efficiently Run Group, Excellent Availability, Online BookingHangared at Manchester City Airport (formerly Barton Aerodrome)£75 per month, £70 per hour wet.

Contact: Bryn Charlton

Tel: 01925 765141Mobile: 07976 929832

Aircraft Recognition Quiz

How well did you do??

Here are the answers...Photo 1 – Miles GeminiPhoto 2 – Hatz CB1Photo 3 – Nipper T66Photo 4 - Bolkow JuniorPhoto 5 - Ikarus C-42 FB80Photo 6 - Aerotechnik EV-97 EurostarPhoto 7 - Southdown Sailwing Lightning DS/GeminiPhoto 8 - PutzerPhoto 9 - Enstrom 280FXPhoto 10 - TaylorcraftPhoto 11 – Fokker Triplane DR1Photo 12 – Cessna 172Photo 13 – Harvard or SNJPhoto 14 – Flying FleaPhoto 15 - ROTORSPORT UK MT-03Photo 16 - Reims FRA150L AerobatPhoto 17 - Wittman W-8 TailwindPhoto 18 - Thruxton JackarooPhoto 19 - Reims F150GPhoto 20 – Jodel Babe D9

We received an unprecedented number of entries, but the firstmember with the most correct answers was Peter Maher who wins

£25 AFE vouchers. Well Done Peter!!

Honorary Officers:Mr Tom Dugdale - PresidentMr Mike Bowden - TrusteeMr Cyril Jones - TrusteeMr Martin Rushbrooke – Trustee

The Committee:Mr Cliff Mort - ChairmanMr Kevin McGuire - Vice ChairmanMiss Kate Howe - Club Secretary, Elevator editor, Social SecretaryMr Paul Kavanagh - Airfield subcommitteeMr John LatimerMr John Coxon - Airfield subcomittee, airfield Safety OfficerMr Andy Halvorsen - Treasurer, airfield subcommittee, Company SecretaryMr Peter GaskellMr Chris Barham - Membership, communications

Mr Eric Isaac - Ex Officio Archivist. For any historical information please contact: Eric Isaac- Club Archivist on e.isaac@talktalk.net

THAT’S ALL FOLKS…

Kate

See you at Kenyon Hall on 1st May!!