WetDream anyone??? Six available

also no engines. A fully functional, or at least potentially functional aircraft is alot more use thn a completely dead one, also the prices will be reasonably high. There are other aircraft available which would fit the requirements of an EASA part 147 establishment in a much more beneficial way.

From personal experience, I can say that spares support for such an old model is almost non-existant. Unless the MOD sell manuals, and the cashe of spares and servicing equipment, its a pile of scrap. Sorry to be so blunt, but I can’t even get a decent astazou engine stand for a reasonable price, let alone Wheels, tyres, legs or wings. Speaking of wings…. have you ever taken one of these things apart? Nightmare even with the right kit……….

I am sure they will ened up with colleges -there is little or no flying market for them.

God knows why without the engines, suppose they hope to sell them on separate

Astazou’s are used in many fixed and rotary wing aircraft, so possibly a very useful spares source for someone. More value in that than trying to flog off six complete ex military aircraft.

These initial DSA pages can be very general in info (they are only office workers after all) and I’m guessing that because they had dealt with Jetstream T.3s (which are 1985 vintage) earlier that they have applied some of the info to these T.2s, they have got the Astazou engines right though.
It is misleading to anyone thinking of buying them as spares for 300 series aircraft, as said earlier T.2s were based on the original HP/SA Jetstream 200s.
Weren’t some of these diverted from the USAF C-10 contract that never happened (apart from in Airfix’s mind!)?

Off topic (well, a bit anyhow) I flew back from Amsterdam in a Jetstream 31, owned by Netherlines back in the late 1980’s. Whilst hurrying onboard, trying to blag one of the front seats (Netherlines Pilots tended to fly with the dividing curtain pulled back) I forgot about the step in the cabin floor… with hilarious consequences! well, for the other passengers at least! The Flight Attendant gave me odd looks all the way back to Luton, too!

Continuation of the 200 series by SA. Only minor systems difference between the HP-built 200 and these ones. 3100’s use the garrett engine (hence the new designation, and the 41 is a stretched version of the 31.

31 series and 200 series are compatable by the way of large structures only. Even the wiring loom is vastly different – even down to the number of breaks and joints. The fuselage is 99% the same between the 200 and 31, as is the mainplane and tailplane structure.

:confused: I’m not sure whether this helps or not, but there was some Culdrose airframe spares compatibility with XX492! 😉

“The Jetstream t Mk.2 is a military derivative of the twin turboprop BAES Jetstream 3100/3200. It entered service in 1986.”

Er… no its not… its a version of the original Handley Page/Scotish Aviation Jetstream 201… Am I right in thinking that some of these are original HP ariframes not SA ones…?

Zeb

I was thinking the same. Surely if they entered service in 1986, they would be Garrett powered like their civilian counterparts. 🙂

“The Jetstream t Mk.2 is a military derivative of the twin turboprop BAES Jetstream 3100/3200. It entered service in 1986.”

Er… no its not… its a version of the original Handley Page/Scotish Aviation Jetstream 201… Am I right in thinking that some of these are original HP ariframes not SA ones…?

Zeb

Well you did ask about the engines – my understanding is that they are all leased from the manufacturer!! 😮