EMP: Old weapons like this were Low yield nuclear bomb detonated at high altitude (stratosphere). Will kill all electrics within a few miles. Devices like that were to be the Soviet and Allied first strike which would mean that further missiles and bombers could not be tracked. Sound strategic sence. If you strapped one to the roof of your car, you’d be slightly killed.

These days, all you need to do is generate an EMF (using an electromagnet) to induce big voltages in little systems = overload. You can save your circuits by constructing a faraday cage around them….

and yes, you could strap one to the roof of your car….
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I think you’ll find cost is the overriding factor in everything. It cost us £75000 to move a 1-11 part-fuselage from one end of the country to the other. Wings and tail section would have cost that much again. How many volunteer-run museums could afford that sort of investment? You could stop complaining and go and save it yourself – no-one else will. Sorry, but the 1-11 is not that important in the grand scheme of things…..

edit: According to this:

http://bac1-11jet.co.uk/bac1-11jet.co.uk%20Stored%20Fleet.htm

There are 71 whole-ish examples left! Some still flying, PLUS the fuselage sections in use as cabin crew trainers (mine included).

Are they proper nose sections, or purpose built as pure egress trainers?

Elvington USED to be a diversion strip, but that was when it was MOD owned. Alledgedly

Looking at those breakdown AP pics, it looks like the cockpit section and nose could be moved in one piece… with a suitable lorry…

Perhaps the tail section and section immediately behind the wing box could stay in one piece too. That would mean breaking the aircraft into the following:

Bomb bay doors (x2)
Nose section
Inner wing spars + engine mounts
Tail section
Horizontal stab
Fins (x2)
Intermediate wing sections (x2)
Inner wing trailing edges (x2)
Outer wing sections
Flying control surfaces (x8) ((flaps, rudders, ailerons, elevators))
ECUs (x4)
Props (x8)

I would guess that given suitable ground equipment and no major drilling of fasteners, a 10 man team could get those sections apart in a couple of weeks…. that said, I said we could get a Jetstream dismantle done in a week…. It took 3!

We split the lanc section in three days (between 2 guys)

Here’s a Lancaster split (rear fuse section.) I imagine the Shack is the same…

Massive time consuming job…..

Transall C160 behind the Victor? If this one is back near the turn of the century, I marshalled it in! Scary…. especially reversing it….

1.) In general, if a pilot trims his elevator to a neutral setting and takes his hands of the stick, is the trim tab flush with the elevator causing zero deflection.

In theory, neutral trim should be at 0 degrees. What really affects whether the pilot can perform straight and level flight with the elevator trim at neutral is the tailplane incidence. Generally you’d want to have a greater range of ‘up’ trim than ‘down’, therefore, neutral could correspond to +2 or 3 degrees

2.) From an aerodynamic point of view, how much drag would be caused by trimming to a position where the elevators were deflected.

No easy answer – it depends on the size and position of the trim tab. Generally the benefits of having trim will outweigh the small amount of drag induced.

3.) Is it correct to assume that an aircraft designer would design the tail configuration so that at a cruise altitude and power setting the elevator trim would be in the neutral position to minimise the effect drag whilst cruising and to save on fuel economy.

Not neccessarily. Neutral trim in the cockpit could correspond with an elevator trim of, say, 0.5-1 degree. Depending on tailplane configuration. There will always be a tolerance on the rigging of trim systems too………….

In short, find the maintenance manual for the particular type and find the chapter on rigging. Every aircraft is different