Hi D747,

Yes, we are aware that some groups use heating fuel too, but it is a very false economy to use this stuff, you save approx 5 pence per litre over Regular AVTUR, but it is damaging to the aircraft fuel systems and seals. So a no go unfortunately.

MJR
http://www.gatwick-aviation-museum.co.uk

dear o dear, what an absolute fool!! a man that did no home work at all before diving in feet first, a car dealers dream. An even bigger fool for paying 15 grand without even going to see it, and given the aircrafts well known bad condition. The previuos owner must have been gob smacked to almost get his pourchase price back 20 years later for a total wreck.

MJR

I believe, only the MK2 shacks were re-spared in the UK, hence why they and not the 3’s operated until the early nineties. The Shacks are ‘life expired’, limited to uk ministry and Air Force FI indexes, that are based on normal ‘in service’ use. Life extensions for the borderline airframes can be agreed, as was the case in South Africa and the USA and are based on local permit restrictions and ‘Kid Glove’ civvi operational limits, to allow flying on a case by case basis. Not acceptable in the UK, however there are plans in motion to relocate FAA registered Air Atlantique Coventry shack, And options are being looked at presently, for obtaining the necessary UK clearance to do so.

watch this space, with fingers crossed!

MJR

Maybe its time the BAPC stepped in here to take up the challenge?

MJR

http://www.gatwick-aviation-museum.co.uk

Robbo,

yep, appologies, just spotted the typo in the address.

MJR

£6,000 grand! This airframe isn’t worth more than scrap metal value.

Buying this aiframe is pie in the sky, even the wealthy will see there is no value in trying to save this particular machine. Economically, it is past the point of no return, a liability. £6,000 is just the starting point.Who ever has bid on this airframe, has no incling of the cost involved or they don’t care. In real terms you are looking at £25,000 at least to do all by the book, before any restoration attempt.

Escorts alone will cost £2,000 quid! two low loader long transports..£1,200 a day each. Engineering labour to cut and dissmantle, £1,000 a day for what? a week at least. Then there is the council to pay for local road closures ££££ ??, council H+S cosultation and risk assesment fees, for moving hazardous scrap, the list goes on.

With purchase, logistics engineering and transportation, 25 grand is probably conservative, for an airframe of this size, and unless the airframe could be housed inside, any restoration attempt on such a degraded example would not be even worth contemplating. For a nice example the cost could be written off, but for this ship? surely not worth it.

MJR

http://www.gatwick-aviation-museum.co.uk

“Correct. The Sea Vixen has a RAT (Ram Air Turbine) which can provide power for the flying controls in emergencies.”

yes,in the event of double engine failure, or pump failures., albeit limited, very gentle power for flying controls, and still reliant on all pipe work being undamaged.

As does the lightning for limited power via Nitrogen accumulators. Although the lightning has no cable operated RAT, it would require both engines to stop , and stop windmilling, followed by a complete failure of the associated accumulators for elevator, rudder and aeleron controls, or a catastrophic failure of pipe work. A pretty rare set of events, complete hydraulic failures were rare on the lightning. Engine fires are what really taint the lightnings service history. Although reduced in later years, most losses were still caused by fuel leak fires.

MJR

http://www.gatwick-aviation-museum.co.uk

This is a rumour we also heard through a reliable channel. I believe there were plans to try and return a T55 or f53 to flight, an ex kuwaiti and not saudi machine, due to very low hours and good condition.

Although sitting about for 20 years, many of the Kuwaiti machines are in excellent order, though a little sun beat, and would present far far less problems to restore. Those machines are a potential source of some very very hard to come by parts, that are all unserviceable in UK examples.

The Saudis parts and war reserves all came back, however there was a reserve stock of Kuwaiti parts that were left behind, many of which were disposed of in late 2002, which various groups including ourselves have been trying to get hold of via official channels without success for years, Red tape. As far as we know,nothing is running in Saudi, and ZF579 will be the only ‘Live’ f53 in the world. ZF579 is being restored to Taxi status. As part of Gatwick Aviation Museums future plans, a solid strip is included, though taxi runs for the lightning would be short, 800-900 metres. Until then 579 will be re-heat run on re-heat chocks, engine installs are about 2 years away, with current pace.

MJR

http://www.gatwick-aviaition-museum.co.uk