Updated: Jul 19, 2021

Every picture of the Western Isles is a postcard... Ian Shaw

In this issue :

Shaw's Report - our Chairman Ian's summing up of FAF2 with some stunning photos.

Club Night Report - Thanks to Ian Shaw for hosting and presenting the June club night.

Coming up at Club Night - Bigg on the Brabazon.

Achievements - Congratulations due.

Dave Moore on the poetry of FAF2

Recycling aircraft bits - .Ken Watt advises on DIY

FAF2 - Frustrating And Fantastic - John Bradbury on flying in his favourite place

Fun Facts from FAF2 - Sharon shows a smidgen of the history of Kirkbride

Plan C for Scilly not silly at all - Charlie Appleby flies solo to St Marys

Alphabet airfields - competition closes in about 6 weeks.


Shaw's Report

I’m delighted to report that FAF2 is safely in the bag. The aim was (as usual) Orkney. However (as usual) we failed, but we enjoyed a superb, few days touring the Scottish Western Isles as a consolation prize.

I say consolation prize, however, I’d happily forfeit the winning goal any time for a tour of the Western Isles of Scotland – which is, without doubt, the most beautiful scenery I have ever experienced from the air.

Having had the privilege of touring all of the UK and much of Europe by air, it simply doesn’t get better than the Western Isles – and they are practically on our doorstep.

What's the story?..
Formation fun

Couple that with a great bunch of fellow flyers and you’ve got a perfect flyout recipe.

However, that neck of the woods isn’t without its challenges, although unusually for Scotland much of the weather we experienced was contained to England and our route there and back. The weather was very localised, due to convergence clouds or something – and so difficult to predict. Those pesky Met Office ‘dark cloud symbols’ were all over the place but, generally, the planned coastal route was forecast clear.

Interesting weather on the way back; 'Pesky clouds, over the top, underneath, continue, turn back? What would you do?'

Still, on more than one occasion, we had to divert as our route ahead was unpassable to all but ducks. So the ‘top tip’ in this scenario is to plan your divert options well in advance. Treat the route as stepping stones from one divert option to another – then it doesn’t come as too much of a shock if you can’t get any further and have to turn back to wait it out on the ground. It can be helpful to sketch the runway layouts on your chart, jot the circuit direction and radio frequencies down too. Then, If it all gets a bit stressful, scrabbling around, flipping pages in your Pooleys Airfield guide to work out runways etc. is one less task you have to worry about.

We all got back safely, although G-ZIZY (Ken’s aircraft) decided it needed another week in Glenforsa, to get over the first one - due to its fuel pressure having a party all on its own and becoming very high.

Ian Shaw


Club Night June 21st Report

Many thanks are due to Ian who manfully held the fort and reminded us all about his rubber suit and the more serious prospect of surviving a ditching.


Club Night Next - July 19th

Our guest speaker will be Chris Bigg, a retired manufacturing engineer who worked in the Bristol Aerospace industry for 52 years. He started in 1963 as a craft machinist apprentice. Over the years Chris had many roles including planning engineer, machine programmer jig & tool designer and computer programme key user; he worked for British Aircraft Corporation twice and Rolls Royce twice. Chris took early retirement at the age of 59 and worked for the City of Bristol College as a NVQ Assessor based at Airbus Filton. He regarded that occupation as the most rewarding part of his working life

Chris's lifelong hobbies are Aviation and Photography.

Chris intends to tell us about the Brabazon, which was the largest landplane constructed in the UK and was designed to carry passengers non stop across the Atlantic. Conceived during WW2 the Brabazon was the most prestigious of five types of aircraft considered. Bristol won the contract partly due to the work done on an aircraft designed to bomb Germany that was never built. The aircraft was not a success but was very advanced for its time with features such as fully powered controls and AC electrics. Its first flight was September 1949 and it flew 164 times before being scrapped in 1953



Well done to Rob Scothern who did his first microlighting solo

Many Congratulations.

And Congratulations to Ian Shaw for making 1000 hours of flying in his logbook.

Well done both!


Dave Moore on FAF2

Lamb Holm was the Flyers' target,

Base for Orkney bimbles.

Few short hops would get them close,

Past the Scottish pimples.

All the planes were flying Northward,

Some stopped Cark, or Bute.

Weather could have served them better, made them change their route.

Planes were watched from far away,

(Flight Radar Twenty Four).👀

All were seen, except their chairman's,

(Mode S?, What a bore!).🤫

Sadly, Orkneys not to be,

Weather just too wild.🌨️

Try again another time,

The weather gods may smile.🌅


Ken Watt on the art of recycle maintenance

There is an ancient proverb which says he who sees through the words of proverbs is he who is blinded to the truth. My dad was an uneducated clever man who lived through the Blitz in Liverpool, and he used to say waste not want not. It’s all a bit confusing really but Bob Dylan seemed to know that ‘the answer is blowing in the wind’, which could well take your aircraft out to play without you, when you’re not looking.

This non-technical article will offer amateur guidance on avoiding that particular scenario. It will explain how to build some half decent tie-downs for a small aircraft from stuff lying around, or bought on the Internet.

We’re going to need some quite light, but quite strong, metal, to form the base of our project. I’m talking about the sort of stuff microlights are made of; the tube bit of a rag and tube plane. Some of us have actually bent our own, but most of us know somebody else who has bent one, and may have bits left lying in the corner of the hanger. That’s the stuff we want: 15-30mm diameter will do nicely. “A” frame or base bars are good. For each piece we need a length equivalent to your foot.

Big people have to fly big aeroplanes; they also have big feet; so this is an excellent way of ensuring the dimensions of this piece are scaled correctly for the size of your aircraft.

The next step is just a little technical: drill four holes in the tube. These need to be not too close to each other or the end of the piece of tube, else the metal will be weak, and not too close to the middle either, as there won’t be enough room for the attaching loop to slide around to take account of when we peg it in the wrong place. This happens all the time.

Two of the holes need to pass vertically through the tube, two horizontally. The best way to achieve this is using a pillar drill, but as the pegs will be under the ground no one will be able to see if you get this bit slightly wrong using your Black & Decker. Remove any sharp bits left around the edge of the hole with a piece of sandpaper or a file, otherwise they’ll rip any straps or fingers that come into contact with them.

Attaching the rope to the base piece is best done with some flat nylon strap, which won’t wear against the ground in the same way as a round profile rope just wrapped around the base. To get this piece right you need a length of strap three times longer than your mobile phone; fold it like a letter Z, and squash it to make two loops. Now the hard bit, you have to convince somebody to stick it on a sewing machine. You can do this yourself and it’s really quite fun. Make sure the loops are big enough for the base tube to fit through. I stitched an oblong with the diagonals filled, but most patterns would be ok I think, more stitches means more strength.

Next you need to choose a piece of rope long enough to go from the ground to your plane and back to the nylon strap with a bit spare left over to make a knot. The extra friction of going back through the nylon loop means the rope can be a bit looser but still prevents movement. If you melt the end with a lighter it stops the rope fraying.

Now you have the opportunity to spend hours on YouTube: first you need to attach a rope to the nylon strap. You can do this by splicing a loop into the rope; YouTube has some great videos on this, with some very enthusiastic presenters.

My dad was a merchant seaman and he taught me how to do whipping which is the technique I used, also complete guidance available on YouTube. A length of heat-shrink makes the job look neater. If you’re not bothered what it looks like, you can just tie a knot. There is a huge community of knot tiers who are ever so pleased to share their skills with you, also populating YouTube.

The finished article doesn’t weigh very much, but the final weight depends on whether you buy posh camping pegs made of strong alloy, or use cheap, heavy, camping pegs made of big nails. This link is to the manufacturer; eBay or Amazon may be less expensive.

The posh ones look better, and you get 3 for the same weight as a big nail.

Finally convince that lovely person who stitched your strap to make you a drawstring bag, put the tie-downs inside with a plastic hammer and you’re good to go, whilst your aircraft is good to stay.

The whole lot weighs a bit over 600 grams; that’s 2 x tie-downs and a hammer, not too shabby.

The piece of bent aircraft is now allowed to go on fly-outs again; you’ve made an old piece of tube very happy.


FAF 2…….Frustrating Also Fantastic 2

John Bradbury describes the fun and frustrations of touring

Frustrating (1, of many) because my personal goal of Orkney was thwarted yet again by poor weather to NE Scotland. Three days prior to departure, a zoom meeting by fellow faffers concluded that our hotel reservations for Kirkwall should be cancelled. After drying my eyes I threw in a curve ball: the weather to the Scottish Western Isles looked excellent and, what’s more, I had discovered the Glenforsa Hotel on Mull had seven rooms available for Friday night. This was a unanimous’ no-brainer’ so I was given an instruction to get them booked without delay, with which I willingly obeyed…(Fantastic 1 of many).

Our first rendezvous was Kirkbride (10 miles west of Carlisle) for a picnic lunch and fuel for those who needed it. The plan from here was a bladder stop on Bute then to Oban for fuel. However, as we could see cloud on the mountains north of the Solway Firth, a valley route was chosen. Halfway up said valley the cloud blocked our way and we had to retreat. This meant a substantial detour SW then NW to hit the coast at Turnberry (15 miles south of Prestwick). Further frustration as a wall of very low cloud prevented further progress north...(Frustration 2).

Turnberry is shown on the 1/2mill charts as an active airfield, yet it doesn’t show at all on Skydemon. It was clear from above that this had been a WW2 airfield now incorporating a large golf course. Lots of air-to-air discussion on 129.835 took place on the best plan of action, between our FAF squadron of 5 aircraft as we were in various locations, orbiting and avoiding each other. I took a couple of low passes down two of the runways to check the surface which seemed quite good. We also contacted Prestwick ATC for advice/assistance. Interestingly, Prestwick offered us radar vectors to their airport where the weather was apparently reasonable. I obviously declined this offer as I had to remain VMC and also had no artificial horizon. I subsequently advised ATC that I was going to make a precautionary landing at Turnberry to wait for the weather to clear; to which came the reply: “You can’t land at Turnberry”. Hindsight now tells me Donald Trump owns the airfield and golf course and probably made it quite clear to Prestwick that nobody is allowed in. Meanwhile Ken flew off as agreed that he should check out Kilkerran.

Prestwick suggested we all divert to Kilkerran airstrip, about 6 miles to the SE. This turned out to be a delightful long grass strip where we all landed safely…(Fantastic 2).

Safe at Kilkerran (Ian's photo)

A discussion followed around possibly not getting to Glenforsa that evening (Frustration 3). However, to avoid the cloud hugging the mainland coast, a plan to island-hop via Arran was devised. This turned out an excellent idea with an uneventful flight into Oban for fuel. The final leg was the short hop over to Mull in wonderful weather for our landing at Glenforsa, the best airfield in the world. Some went straight to the hotel bar (less than 50m from the aircraft); others checked in, then went for an evening jolly in the perfect calm conditions. I’ve been to this airfield and hotel many times; its idyllic setting never fails to please…(Fantastic 3).

Following an evening of food, drinks and banter whilst watching the sun set over the sea and our aircraft, we retired to the splendid log cabin hotel beds…(Fantastic 4).

Over breakfast the next morning (Saturday), we discussed the possibility of a flight down the Great Glen to Inverness, then on to Orkney. Potential low cloud in the Glen, coupled with an awful Orkney forecast, meant we had to abandon this idea…(Frustration 4). Now resigned to not reaching Orkney, our attentions turned to a Western Isles tour; my favourite flying area of all time…(Fantastic 5).

The next consideration was where to overnight. Amazingly Glenforsa had 6 rooms available; another ‘no-brainer’, so I was instructed to get these booked. Although this required a slight re-jigging of rooms, it meant we had another night in paradise…(Fantastic 6).

Saturday was a brilliant classic Western Isles tour in lovely calm weather; the sea was glass smooth…(Fantastic 7). First stop Tiree, then on to Plockton via Coll, Muck, Eigg, Rhum and Skye. Plockton is idyllic, with only a 20 minutes’ walk into the most picturesque village in the UK…(Fantastic 8). A great lunch stop and ice cream before heading back to Glenforsa via Oban for fuel.

Oban (Ian's photo)

Oban is where Council rules and inflexibility made me ‘spit my dummy out’. Fuel closed at 17:15L; some of our squadron made it just in time. I advised Oban I had 10 mins to run (eta 17:20L); Oban responded with ‘fuel closing 17:15L’. Having applied full power and advising 3 minutes to run to landing, I asked if I could be allowed to land and uplift fuel along with most of my colleagues who were already there. The response was ‘fuel closes in 2 minutes’…(Frustration 5). Team TU & TZ put this issue behind us and went on to Glenforsa, enjoying the beautiful calm evening conditions. With the weather being so perfect, several of us took to the skies for an evening bimble…(Fantastic 8).

TU on delightful evening flight (taken from RKID by Dave)

Yet another great sociable evening of banter, food and drink was had. This was followed with a night cap sipping Rusty Nails in the idyllic upstairs lounge overlooking the sea and planes at sunset….(Fantastic 9).

View from the lounge at Glenforsa Hotel

Discussion over dinner concluded that to get back to Cheshire the next day (Sunday), would mean an early departure due weather closing in from the south…(Frustration 6).

Having failed to uplift fuel at Oban, I had asked the Glenforsa hotel proprietor Brendan if he could run me with two of his jerry cans to the local village garage. Although the village petrol station didn’t open until 10:00L on Sunday, Brendan agreed to be ready by then to take me. Brendan and wife Alison are the most fantastic hosts and can’t do enough to please. It should be recorded that several faffers expressed their disappointment at the lack of langoustines on Friday, so Brendan went fishing and came back with loads!...(Fantastic 10).

Unfortunately, Ken had a sleepless night worrying about excessive fuel pressure in his fuel-injected Sting S4 912iS. The problem was almost certainly a blocked filter which is on the pump delivery. Following much internet research, it became obvious the aircraft shouldn’t be flown. As the filter is a special Rotax part and Ken needed to get home for a golf tournament, the aircraft had to be abandoned….(Frustration 7). Ken’s journey home is a story in itself!

Sunday morning at 10:00L Team TU are standing-by for Brendan. 10:15L we are still standing-by. At 10:30L Alison tries to find Brendan. About 11:00L Alison discovers that Brendan had gone fishing and must have forgotten all about us!...(Frustration 7). The only option then was to reluctantly fly to Oban for fuel, by which time the rest of our squadron were well on their way.

By the time we reached Prestwick the weather had started to deteriorate, necessitating a divert through their airspace and a long detour to Kirkbride for a much-needed comfort stop. Well ahead of us and beating this weather, the rest of the FAF squadron made a direct flight home.

Although the weather at Kirkbride itself was reasonable, we had seen a wall of cloud and rain over the Lake District that spread to the coast. Whilst sitting it out in the hope it might clear, en-route METAR’s confirmed that IMC weather was already arriving further south…(Frustration 8).

Coasting out over the Solway Firth, weather ahead Scottie

Resigned to going no further that day, we enquired about lodgings for the night. John at Kirkbride was particularly helpful and suggested the ‘Inn at the Bush’ about two miles away. What a great place this turned out to be, with the owner giving us a free lift in his vintage bright orange London cab…(Fantastic 10). It seems the cab is used to give free lifts to customers arriving at the airfield on a regular basis; a great idea in this particularly remote area.

Having checked into our rooms, we went to dine and were given a front row table next to the TV where the England v Italy final was about to start…(Fantastic 11) The place quickly filled with locals and the atmosphere was buzzing; well at least until the penalties!

The next day (Monday) it became apparent that the weather through Lancashire and Cheshire wouldn’t be flyable all day. Although the Inn was a great and convenient overnight, the thought of being stuck in this particularly remote area all day and another night wasn’t ideal… (Frustration 9). Explaining our situation to the Inn’s owner Colin, he offered use of two of his bikes for sightseeing. This turned out to be a splendid idea, with a cycle route on flat land over miles of National Nature Reserve in an Area of Outstanding Natural Beauty…(Fantastic 12).

Before leaving on our bike ride, we had another question for Colin; do you have any rooms for the night? No problems with the rooms he said, but the bar and restaurant won’t be open. But don’t worry about that said Colin, you can borrow my car. That evening we took the offer up and drove a few miles to an excellent restaurant in Bowness-on-Solway…(Fantastic 13).

The next morning (Tuesday) the weather had much improved. After breakfast Colin gave us another free lift in the orange taxi to the airfield. The flight back to DHF via the lakes was excellent, with just a quick stop at Cark. We had used all 5 days of the allocated FAF 2 dates, and despite 9 Frustrations, we had 13 Fantastic experiences.

Bring on FAF 3!


Fun facts from FAF2

Team TU spent more time than anticipated at Kirkbride

Comparing the aerial photography visible in Skydemon with a picture taken in 1946 shows the full extent of the original Kirkbride airfield with a remarkable number of aircraft. Apparently it was a major base for all different types of aircraft that had been brought over from America, sadly many of which were destroyed after the war without being used. This included Tiger Moths, which no-one wanted for any price at that time.

The Internet tells us that Kirkbride Airfield was opened in May 1939; its role was as a storage and maintenance base to keep aircraft safe after being built at various factories before going onto be delivered to a frontline unit. No16 Ferry Pilots Pool of the Air Transport Auxiliary was formed at the airfield because of the number of movements the airfield was seeing during the first years of WWII. Their base was set up in what is now the White Heather Hotel. No.12 MU (maintenance unit) was also set up on the airfield and between 1939 and 1960 they would have dealt with just about every aircraft in RAF service; history shows they ranged from Austers to Liberators. After the war had finished the airfield was used as a giant storage area for unwanted airframes. No12 MU remained at the airfield until 1960 when the last aircraft to leave was a Gloster Meteor NF14 and the airfield was closed by the RAF.


Plan C for Scilly - not silly at all

Charlie Appleby makes the most of his time in TZ

As far as usual GA planning goes, you can almost always guarantee you’ll miss Plan A. Well, Plan B also went out of the window, so Plan C became the new target. When our preparations started with a cunning plan to fly the Summer Solstice top to bottom, I’d never considered I would end up showing off my new leg (not mine, TZ’s) and donning the life jacket for an off-shore visit to the majestic Scilly Isles. I recall a fellow syndicate member back in my Cessna days over a decade ago doing the Scilly run and I had kept a copy of his plogs for a long-desired return to experience it for myself.

So, with the time off booked with the wife, work, kids, pets etc, I was determined to make the most of it. Unfortunately, the solstice run wasn’t to occur due to reasons outside our control. But, with a reasonable forecast and a bit of self-determination, I turned to Darren (who accompanied me to Shobdon in the red baron with yours truly in TZ), and said “The time is right and I’m going to crack on.” I was practically halfway there anyway, wasn’t I (well not quite, but about 90 miles into the 300 so close enough).

With the life jacket on, I was cueing up my new route with a short crossing over the Bristol Channel and a casual run down the north coast of Devon and Cornwall. About 10 miles north of Newquay I’d called them up for a basic service with just the intention of climbing over the ATZ but, to my surprise, they cleared me straight through. My attention was a little distracted by this big jet thingy I kept seeing circuiting around and came to learn it was an EasyJet doing a little practice. It was certainly quite a sight for me to be operating in the same circuit as one of those, and as the aircraft crossed under me with about 1,000 foot clearance, it was somewhat surreal to be owning the circuit in my Eurostar microlight.

Circuiting with EasyJet

Routing down to Land’s End was all quite straight forward. I took in an amazing view over Padstow where I’d hoped I could return later that day for a camp under the wing at Roserrow airfield. Unfortunately, that wasn’t to be, as I later learned, due to some posh campers (glampers) taking up presence on the runway. But, as I’d called in at Land’s End for some fuel, the wind had certainly picked up a little and I kept running through my cross-wind calculations and was sitting on the borderline with only a little margin. I figured if I hung around too long, I might lose the chance having come all this far. So, with a brief fuel stop in bay number 2 and in-between a pair of twin otters, it was now or never.

Rechecking my calcs I learned that my 31-mile water crossing was only to be about 15 minutes with a good tailwind at my disposal. As I departed the coast with lil’ Blighty in my rear-view mirror, I couldn’t possibly recall how many times I checked my t’s and p’s but I can assure you it was likely close to a hundred. Nothing like a water crossing, coupled with a previous chat with an air/sea rescue mate in Dublin to remind me of the water survival times, to focus one’s attention. Equally I’d made a conscious decision every minute to decide where I’d head with an engine out given my tailwind and distance from the coast. Soon enough I reached 4,000 feet where I was to be handed over from Land’s End to St Marys and the tone of the radio controller helped me start to feel like I was on vacation.

Approaching the Scillys the controller asked if I would like a counter-clockwise route around the islands (hell yeah!). Seeing the lovely turquoise water and white sandy beaches, for a moment it felt like I was in the Maldives. Routing around onto base leg I began to see the airfield come into view and what a sight that was. Not only was it my final destination, but also a significant rockface from the water leading up to the threshold, followed by an unusual runway design that looked from my angle like it was towering up to the sky. Of course, even though I knew the runway length was more than adequate for the Eurostar, something about the upslope had me targeted on hitting the numbers so I had nothing to worry about. Although, having now hit the numbers and climbing the hill, it seemed to take an age to taxi to the end for parking.

With the latest departure of 4:45pm, I took the opportunity to take a casual walk down to the old town. For what seemed like a buzzing tourism metropolis, I soon learned the new town was even better and headed that way. Everything about the place just called out ‘vacation’. And feeling pretty proud that I’d finally made it, it wasn’t long before I was heading back up to the field for a slightly longer crossing given the headwind component. I seemed to reach 4,000 feet before even leaving the group of islands. With a return to constant scanning of the t’s and p’s and practising my pan-pan and mayday calls in my head, I figured a turn back to St Marys would work better with the headwind until nearly two-thirds of the way there (well something like that anyway).

St Marys, Isles of Scilly

Prior to departure I took a quick scan of SkyDemon and found a perfectly placed airfield about a third of the way back in Devon called Eaglescott. The reviews looked great with the usual comments about friendly owners, cheap landings, UL91 on offer plus a pub a mile up the road. On landing I received a warm welcome from the owner who was priming his Tiger Moth for the daily sunset tours he offered the tourists. Soon enough my tent was pitched, TZ refuelled, though a quick chat with a couple of ‘motorhomers’ on site informed me that the pub had closed 18 months ago and the nearest establishment was too far to walk. Luckily, I’d made provision for a remote landing earlier in the day and had picked up a Tesco meal deal that would bridge the gap.

As the owners closed up we talked EV97s after noticing his own and mentioned I’d need an early take off around 7am to get TZ back in time for the next booking. Negative, came the response as the local planning only allowed for 8am starts only. Darn it! By my calcs and the forecast wind, SkyDemon was showing a 10:10 arrival. But before long I was routing over the Brecon Beacons and upon seeing a reduced headwind a few thousand feet higher, I climbed up and managed to close in on my 10am arrival with a minute to spare.

Eaglescott, Devon

In summary, as always, many lessons learned. Even though everything worked out just right, the exhilaration of flying to the Scillys was a little exhausting. However, with the right planning and preparations, it was a gentle reminder that the world really is your oyster when you’re lucky enough to fly, but also, to trust your instruments. Whilst being asked to call “17 miles coasting out” from St Mary’s, I was positive my calculations were right and moving map was correct, yet the controller couldn’t believe it was taking me so long to get 17 miles out. I guess their experience of microlighters cruising at 90 miles per hour into a 20-knot headwind wasn’t closing the loop for him. In times like that, you start doubting your own calcs and wonder why their view could be so different. With a gentle reminder of our motto ‘aviate-navigate-communicate’, this new concern wasn’t really something I wanted to think about. After all, I’d just taken an international trip overseas!

For those with a similar desire, I would certainly vouch for it and hope to return once again myself. When the weather is in your favour and all the stars line up, just do it. Perhaps the next adventure might be a proper crossing and a stamp in the passport, but for the moment under covid rules there is still so much to see and do in the lovely land we live.


Alphabet Airfields

Airfield X; sometimes prone to flooding

Don't forget that the competition for the Cheshire Flyer with landings at airfields covering as much of the alphabet as possible, in their logbook, ends on August 31st, 2021.

Rules as follows:

1. The challenge commenced 1st September 2020 and closes 31st August 2021.

2. You are credited with the first letter of the ‘official’ name of the airfield name but can only use the airfield once.

3. The official name is as depicted on ‘official’ sources eg CAA Chart, Airfield Web Site, Pooleys/ AFE Guide. Where there are multiple combinations due to the airfield trying to get above their stations eg Barton Aerodrome, Manchester Barton, City Airport you can utilise the airfield for any of the letters ‘B’, ‘M’ or ‘C’ but the airfield can only be used once. You can therefore designate which letter you use. So Wolverhampton / Halfpenny Green could be either ‘W’ or ‘H’ – it’s up to you.

4. You can't temporarily rename your private unlisted airfield to 'Xylophone' or something.

5. For private unlisted airfields where there is ambiguity it is the airfields owner who would confirm the official name.

6. The handling pilot which (must be logged as P1 in their logbook) is credited with the letter which can be utilised either from a ‘take off’ or ‘landing’. For sharers one can fly in, the other can fly out and both claim.  Full stop landings only so no sneaky touch & go’s / swapping pilot mid runway.

7. The winner is that pilot who completes most of the alphabet.

8. The chairman’s decision is final – so it may well be possible to bribe your way to victory…



Next Club Night 19th July, 2021


FAF 2021 dates:

3-7 Sept

Musgrave/Anglesey fly-in: TBC

OTHER FLY-IN/FLY AROUND DATES 2021 - that Cheshire Flyers might attend

Private Flyer Show, Leeds East/Church Fenton - August 6

Popham 2021 - August 14-15

LAA Rally at Sywell - September 3-5

Guernsey Aero Club - September 10-12 - lots of Cheshire Flyers booked into this.