Ill apologise now for being a total lamen, is there a short way of explaining this :o……

My understanding is for what it’s worth,
When the Harrier engine reaches a certain temperature it deliberately restricts the power settings so as not to get too hot which could damage internal componants. Water is sprayed in which cools the hot gas flow and the componants, more fuel can then be introduced again to safely the power. This is most useful for very short and vertical take offs, I believe an extra 1000 hp is gained this way with the Pegasus.

John Farley mentions (on prune) topping up with normal water from local fire vehicles when operating away at shows etc – guess you wouldn’t want to do that too regularly

DH Trident and a few others had water injection & Concorde had reheat all of these systems were civil certified.

Surely a very different situation, they went through considerable type testing supported by their respective constructors for certification to the register.
I can’t think that many orgaisations could even think of doing that level of work for very low numbers of permit to fly aircraft.

The Harrier did only use water, methanol mix not being required.

I would concur with MR.1/T.4 by the shape which is more Lancaster like than the later variants.
The only version that seems to have a centre cap as such is the MR/AEW.2 which had a domed plain cover.
My favourite is the MR.3 captains wheel which has a yoke within a yoke for the nosewheel steering.

The lack of design authority support for the Lightning & Harrier (and their engines) is possibly the bigger hurdle than just the safety record for the CAA, for example the Vixen had mods done to satisfy their requirements for safely operating in UK skies.
Aircraft are looked at their complexity in construction as well as in their maintenance, and historically the type of accidents that occured to them where a common weakness may be found.

My understanding (and willing to be corrected) is that Buccaneers can fly in the UK, just a matter of HHA (or another operator) having the requirement to fly them.
BTW who is the DA for the Buccaneer?

Here’s Quepees’ thread, http://forum.keypublishing.com/showthread.php?t=107830 some good pics of the Heinkel 111, Beaufighter, and dumped Shackletons at Saints.

The Canberras look like part of the seven ex FRADU Canberra T.22s that were stored for a few years at Picketston, shame a whole one didn’t survive – Spitfireman here has the cockpit section of one.
I can’t find any Argosy listed into the 1990s, though 4 SoTT did have at least one for a while, maybe the other one was in use with the paint apprentices.

Here’s a link to the St Athan collection, http://ciapoldiescorner.blogspot.co.uk/search/label/St%20Athan%20Museum
Includes listing of all the aircraft held there, but also interesting reading in its own right, I never new about the RAF Spitfire gateguards all ending up there, which Robs’ pictures possibly show.