Barton Aerodrome Newsletter Vol 10 No 3 August 2003

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1 Barton Aerodrome Newsletter Vol 10 No 3 August 2003 Nazi rule at Barton? "The Committee have gone too far this time" a club member greeted me as I arrived at Barton. They are now forcing all pilots to wear yellow jackets. I looked at the LAC Control Tower with its swastika flying from the flagpole, and noticed it was fortified with sandbags and machine guns. Looks like Herr Schmitt and and his goose stepping (chicken can be used instead) henchpersons are expecting trouble... full story inside. Last date for next issue: 30 August 2003 Editor: Chris Hicks Contributors: Peter Smith, Martin Rushbrooke, Simon Horsfall, Dave Duckworth, Mark Bradbury Around the Field Tiger in the clouds? Congratulations to Barton Instructor Anthony Brown, who has passed the difficult Instrument Rating at first attempt. I suppose this means you will now be able to have pleasure flights in the old yellow Tiger Moth even when it is cloudy and raining (ie. standard summer weather). Frequency Change As from April 2003 Manchester Approach has changed to No phones Vandals destroyed a telephone junction box along the road in mid-july, leaving Barton without phones or fax for 8 days. You probably didnt notice this because LAC staff quickly got phones diverted to their mobiles so business could carry on as usual. Send comments, suggestions, news items to: TRIMTAB, Lancashire Aero Club, Barton Airfield, Liverpool Rd, Eccles, M30 7SA. Tel: Fax: [email protected] Website:

2 FISOs reproduce Congratulations to Steve Cooper and Louise Darlington on the birth of their first child recently Poppy Eloise Cooper. Both Steve and Louise are FISOs working in the tower at Barton. Poppy's first words are expected to be Land at your discretion. They would like to thank everyone at Barton who sent them best wishes. Citabria, but not here. Barton styles itself the Home of grass roots aviation while Liverpool is a concrete international airport with big jets. Guess which the following advert comes from: The Citabria is a simple, rugged, yet delightful aircraft to fly. As a taildragger, she s docile, yet teaches classic tailwheel techniques in anything up to a 17 knot crosswind. As an entry level aerobatics machine, the Citabria ( Airbatic spelt backwards) allows basic aerobatic manoeuvres to be taught & practiced with ease. As a short strip aircraft it combines the power of the 150 hp engine plus docile low speed characteristics & great sideslipping ability. G-BFHP is now available for PPL checkouts and hire, tailwheel tuition, aerobatic instruction and farm strip flying familiarisation. You've guessed you will need to go to Liverpool for some taildragger conversion or farmstrip training. The Citabria was purchased in June by one of our members, and offered to LAC for inclusion in the training fleet. However this proposal was turned down and the aircraft has now gone to Liverpool (where I am sure LAC members will be welcomed should they feel the need for tailwheel conversion or continuity training). Reciprocal Landing fees A new reciprocal Landing Fee arrangement with Tatenhill has been arranged. Provided you show your membership card when you arrive at Tatenhill, LAC Members now do not need to pay the Landing fee. Microlights Round Britain The event was cancelled this year due to the bad weather. When you remember the brilliant sunshine either side of that weekend, it seems fate is against the microlighters. During July a pilot was injured when his microlight crashed shortly after takeoff. Fifty Years ago Mr D. Scheldt has written to say he worked at Manchester Aircraft Services at Barton about 50 years ago and was present when the ClubHouse was opened. He worked under supervision of Joe Hill, and asks if anyone remembers Joe or others from that time he would like to get in touch again. Please leave a message with the Tower if you have any information. Page 2 August 2003

3 Four Eyes Aerobatics The red and white Pitts S-2B Special, G-IIII is available for dual hire by club members, with instructors Ron Allan and Tony Maxwell. Ron and Tony are both experienced competition aerobatic pilots who fly nationally at advanced level. The Pitts S-2B is a 260hp high performance biplane with full inverted fuel and oil systems. It has a rate of climb in excess of 2,000 feet per minute and is capable of virtually all aerobatic manoeuvres. The aircraft is available for anything from short aerobatic experience flights (even for non-pilots), through spin training to a full aerobatic course. Training is tailored to suit individual requirements. Flights can be booked through the Flying School. For more information contact Tony ( home, mobile) or Ron ( home, mobile). Airfield Improvements Simon Horsfall Here are some of the various projects going on to keep Barton airfield active and healthy. Runways Earlier this year several separate, but complimentary tasks were carried out to improve the condition of the runways and taxiways. Runways 27/09 North, along with 20/02 were treated to a dressing of sand/soil as part of the continuing process of improvements to the grading of the surface, and its drainage. At the western end of the North runways a 60 metre length was filled, graded and seeded. The intention was to extend the runway, whilst not altering the threshold, to provide a longer take off roll on the runway that is in winter use. The area between the Flying School parking area and the Main runway, extending round the corner of the Jet A1 fuel tank was also graded and seeded. This as to take out the depression in the ground that held water, and turned into a little mud patch in the winter. Finally, a disc seeder was employed to bury grass seed, out of the reach of the birds, in any areas where the grass looked sparse. This autumn a judgement will be made about what work might be beneficial to prepare for the winter, and repair the damage of the summer. At this stage, the runways look to be in pretty good condition, and limited work may be all that is necessary, allowing the year s earlier efforts to consolidate themselves. The figures indicating August 2003 Page 3

4 runway usage, and availability, show yearly increases, and I hope that is the experience of the Club s members. Runway Designators It is a requirement of the CAA that the white numbers designating the ends of the runways are improved to published standards. Accordingly, work will be done, hopefully at the end of September and early October, to place new numbers at the ends of runways 09, 27, and 02. The two main runways will also have the letters L and R. [This implies we will be using 27L or 27R instead of 27 North/ 27 South? Ed] Hot Fire Training Rig The design and construction of the Fire Training Rig is nearing completion. It should be available for the next Fire Crew training session at the end of August. Control Tower Repairs There has been a lack of progress in this matter as a result of a combination of uncertainties in the relationship with the new landlord, and what assistance they may offer with the costs of repairs, and the availability of suitably qualified builders to carry out repairs on a Listed Building. I hope that your experience of the results of the work, to runways in particular, is a positive one, and that you feel we are achieving our aims. If there is anything that is not being done, and you think that it should be, please let me know, either when you see me trundling around, or through the staff in the Tower. Nazis at Barton by Chris Hicks It is now mandatory (not optional) for you to wear a high visibility jacket if you want to go airside at Barton Aerodrome. The CAA recommended jackets are fluorescent yellow, and LAC sell them at Tower Reception. Nearly everyone I speak to has a different view on the rights and wrongs of this new rule; staff seem ignorant (its to prevent terrorism...), members are angry (Its an infringement of my rights Im NOT wearing one), Committee don't care (you'll do what we tell you... or else), and instructors are being diplomatic (We have to wear them, and we hope others will follow our example). It does seem like the Committee have gone out of their way to stir up unrest and bad feelings from the membership by not making any attempt to communicate the reasons for the new rule. I've had to talk to several different people to put together the explanation you'll read here but I guess that even if I have got it wrong, nobody will Page 4 August 2003

5 bother to correct me. Why YELLOW jackets? Apparently the railways ban the use of these jackets as they do not show up against grass, and instead insist on red/orange jackets. I carried out an extensive 30 seconds worth of research and found that someone in an LAC yellow jacket was almost invisible against a sunny grass airfield. While another person in a black jacket stood out boldly. However, the CAA recommends yellow jackets because they work well against buildings and tarmac (and as you'll see in a minute, this does make sense). Who must wear them? The new rule says Everyone must wear a high vis jacket when airside. The CFI has conceded that if a group of people (or a passenger) is being escorted around the tarmac, only the leader of the group has to have a yellow jacket. This is the same as other airports I have visited recently. (and most other places these days also insist on these jackets). LAC have spare jackets put aside for for school parties, scouts, and other visiting groups. Why do we need them? There have not been lots of accidents over the years probably because planes with propellors are so obviously dangerous that people keep well clear. Some aircraft have blind spots where the pilot cannot see you no matter you are naked and dipped in yellow paint. But the safety committee decided people will be safer if they wear these jackets, and as an employer LAC must follow all such H&S guidelines. The real reason. The layout of Barton Aerodrome is such that (effectively) there is a public road running across the apron, and we have no real control over people and cars using this. Health & Safety and the CAA are very concerned about the dangers of aircraft taxying through this area. One seriously considered option would be to require all aircraft be pulled onto the grass before starting their engines. No rotating propellors on the apron at all. This would give Barton pilots a lot more exercise!! As a compromise, it has been agreed that if LAC restrict access to this area as much as practical, and ensure everyone wears a high vis jacket, we can continue (for the moment) to mix taxying aircraft with people as we have done for 75 years. One side effect Heard over the radio yesterday, this made me smile. The Fiesler Storch aircraft had landed and was taxying towards the tower. Barton Radio was giving taxy instructions We've sent a marshaller to guide you to the parking spot; look for the guy in the yellow fluorescent August 2003 Page 5

6 jacket. Swastika on the flagpole Granada TV were filming at Barton during the first few days of August. This is for a series about the German occupation of the Channel Islands during WWII. Apparently, by changing a few signs and draping a bit of camouflage netting, Barton becomes a good likeness of the airfield on Guernsey in the 1940s. Sandbags, oildrums and ammunition boxes were scattered everywhere; old German vehicles, an anti-aircraft gun, and a beautiful Fiesler Storch aeroplane parked in the middle of the area. A swastika flag on the tower flagpole made a few LAC members look twice. Filming was from 4am to 6pm, and the resulting series will be on TV around Christmas Its a sad thought that I felt more at home wandering around the WWII area than I do these days in the 21st century Barton. The CFI summed up the modern world very neatly: As a part of the management team responsible for site safety I support any move that may prevent me being charged with neglect. In WWII all you had to worry about were machineguns; these days we are more scared of finding ourselves looking down the barrel of a pen wielded by a no-win no-fee lawyer they are much more frightening. In summary, remember to wear your high visibility jacket on the airfield. And it is still a good idea for YOU to watch out and keep clear of aircraft. Dont waste time complaining about this rule instead worry that safety committees, health & safety executive, CAA, etc have to justify their existence by doing Something... Anything. What will be next??? At least in 1944 there was a resistance movement. CFI speaks Dave Duckworth If you witnesses an accident on or just off the airfield, unless you are absolutely certain you can help with specialist assistance (eg. you are a doctor or trained emergency services staff), please do not run over to the scene. I know a recent event has sparked off comments and rumours, some of them quite hurtful, about the time it takes for the RFF vehicle to attend an accident. The fact is that, by law, the crew of the vehicle have got to put on personal protective equipment before they can attend an incident, this takes time. [ie.its the lawyers again... Ed] People that run over, however well meaning, may hinder the Rescue and Fire Fighting team. 2. Go-arounds are something that we all should do, either in practice Page 6 August 2003

7 or by necessity. They should be done in a safe orderly manner with all of the appropriate actions. Recently I have noticed a lot of fast approaches and go-arounds that appear only to be an excuse to impress watching friends. This is a trend I would like to stop. There is nothing inherently dangerous about it, but you are doing something unusual flying high speed low level across the airfield and other risks (eg hitting a bird) may be increased. Showing off in an aeroplane is a bad thing. If you bring a group of friends to the airfield and give some of them a quick flight, come and discuss with me what is and what isnt a good idea. [This could be the subject of a lecture every spring Advice on giving pleasure flights to friends. It could cover safety briefings of passengers; having sick bags handy; interesting local sites to visit; etc. Ed] Tampering with aircraft Chris Copple and Mark Jackson have reported several instances of tampering with microlight aircraft during July. As a consequence all hangars are now out of bounds to visitors and non members of LAC unless escorted. Private owners please be extra vigilant with pre-flight checks. If you find any problems of this type, please report them immediately to reception, making sure that the CFI and Aerodrome Manager are informed. Competitions 2003 Martin Rushbrooke Microlight Landing Competition Sunday 7th September (weather fallback 14th September) LAC Landing Competition Sunday 21st September (weather fallback 28th September). Entry rules for both Landing Competitions will be posted on the Club Notice Boards soon. Myself, My Dad and Barton (part 3) Mark Bradbury So, only the skills test now, but this is where the next problem would start to rear its head, time. I had done all my exams early on, which had imposed the time limit to complete my training. Now I seemed to be running out of time and I had only done about 36 hours. The only solution I could August 2003 Page 7

8 think of would be to take a week off work and bash out the 10 or so hours and do the Skills test. Then the NPPL came online, only 32 hours required! Was it worth transferring over? I had a discussion with Frances and Dave, and decided that it would be better from a time and cost point of view, but there was one obstacle to clear. With the NPPL, you have to do the NST before the QXC, which makes sense when you think about it. Dave investigated this and was advised that because I was transferring from the JAR, that wouldn t be a problem. It was now getting late into 2002, and I had to finish before May I was mindful of the lack of flying that can occur during the winter months, so I was trying to make good us of any available flights. On arrival for a one lesson, Frances suggested that we do a mock NST. Mild panic set in for a short time, but the flight went OK. After arriving back, I booked Dave for a combined NST and GST, but, about a week later, Dave showed me an article from AOPA magazine (one of the bodies that administer the NPPL), which stated that it was acceptable for an examiner to take you for the NPPL tests, even if they had been your instructor (like the old UK PPL). Frances is an examiner! Could I use that mock NST as the real thing, and just do a GST with Frances? Worth a try, so I cancelled the tests with Dave and the very next flight I did a GST with Frances, which I passed. This was just before Christmas It was a good present to myself, and following a small issue with the paperwork, I now have my NPPL. Just the landing competition now! PFA Engineer of 2003 An honour for Tom Townend in Light Planes maintenance at Barton who has been named PFA Engineer of the Year.. Small Ads Flexwing Microlight for Sal e 15,250 Mainair Blade 912 G-BZDD + Always Serviced by Mainair + Always hangared at Barton. Phone Stan Facey Or [email protected] Page 8 August 2003

9 Student Success Congratulations to the following: First Solo Reg Nash, Peter Nightingale, David Ash, Mark Coates, Michael Holmes, Steve Daniels, Mr Schofield, Gareth Williams, Steve Smith, David Lally, David Swift, Steven Wollaston, Ross Graham, Christina Russell. Skills Test Chris Barham, Cliff Barham, Sean Shannon, Leo Allan, Patrick McGowan, Howard Foster, Greg Sherriff, Derek Brumhead, Norman Braithwaite, Mike Eastham, Jolanta Kershaw IMC Test Alex Warrior, Frank Knight, Mark Seville Whats On Evening Courses IMC Groundschool course/aopa Radio Nav Course will start as usual at the end of September. PPL Meteorology and Radio Navigation Courses will run in January/February Microlight Club Meeting In the ClubHouse from 8pm on the first Wednesday of each month. The North West Microlight Club welcomes new members. Information: Denise & John van Dyk, (work). Members Forum Wednesday 24th September, from 8pm in the ClubHouse. Due to holidays, etc, it was felt not practical to have one sooner. There is no real news to report at present. All welcome come and grill the Committee or buy them a drink. Trans Globe flight in homebuilt August 28th, ClubHouse, 8pm Talk by Manuel Queiroz who flew his homebuilt RV6 aircraft around the globe and will be telling all about it at the PFA Strut night. Visitors welcome dont be late. PFA Fly-In at Barton 21st September. The North West Strut of the PFA is based at Barton and is hosting this Fly-In. All welcome. Bring your friends and introduce them to low cost flying through the Popular Flying Association. For more information contact David Dunn, ( [email protected]) Wings Dance. Make a note in your diaries, the Wings Dance and LAC Awards Presentation is at the Marriott Hotel, Worsley on 8th November To retain historical value, no changes were made to the text in this old document when publishing on the www. Signed Chris Hicks (Dec 2006) August 2003 Page 9