Stuart Morton, an English-language flying Instructor and commercial pilot operating from Limoges-Bellegarde airport, has launched his new website, Flying in France
He works primarily in co-operation with the Aeroclub du Limousin but can also provide training on your own aircraft.
Stuart is also approved, by the UK Civil Aviation Authority, to conduct EASA English-language ground examinations in France.
In a previous incarnation, Stuart was also a very talented photographer.
These were taken by Stuart at St Barths in the French West iIndies.
I have just heard the sad news that Sue Virr died yesterday, after several weeks in hospital.
Sue will remembered by a large population of pilots who have flown with the Aeroclub de Limoges where she was a very successful English-language flying instructor.
She also made a great contribution to the launch of this blog.
The Funeral is on Wed 19th Oct at Crematorium de la Villa de Limoges, Le Cavou, Landouge, 87100 Limoges at 0930 (changed to 0900).
In my case, the answer was “not a lot”—flying has always been an expensive business, the aircraft of successful clubs are rarely available at short notice and the club will usually insist that you undertake a ‘check ride’ if you haven’t flown for a while.
The upshot was that I flew sporadically for several years and then allowed my licence to lapse”—to get it back, I effectively completed the PPL course again (in about 18 hours) and was obliged to re-take the ground examinations.
For me, everything changed in 1986 when I was offered a one-sixth share in a Piper Cherokee 160 which had been operated on a ‘syndicate’ basis for many years—I wasn’t previously aware of aircraft syndicates though there are a quite a few operating in the UK.
Suddenly, I was able to fly whenever I wanted as the aircraft was hardly used in the week and any conflicts at the weekend were always resolved amicably—often, by the conflicted members flying together.
Taking the aircraft away for a few days was never an issue, even if I only put a few hours ‘on the clock’.
Being based at Redhill, the aircraft ‘knew it’s own way’ to Le Touquet and Deauville—try taking a busy club aircraft to France for the whole day for less than 2 hours-worth of billing.
In essence, I moved from flying little more than the bare minimum to maintain my licence (at the time, 5 hours every 13 months) to flying around 40 hours annually which is quite a lot for a Private Pilot.
I was also able to ‘park’ the aircraft at Southend for a couple of weeks while I completed my ‘IMC Rating’—I also completed the ’Night Rating’ over two evenings.
Of course, this sort of advanced training is a lot more effective in a familiar aircraft.
We had a ‘bit of a setback’ in September 1992 when the aircraft suffered an engine failure on final approach to Redhill at night—probably due to ‘carburettor icing’ which was a common problem with Lycoming engines.
With traditional courage and 'true grit', the pilot wrestled with the controls to steer the aircraft away from the M23 which was only half-a-mile away.
Fortunately, nobody was hurt and the insurance paid-out quickly so the group purchased a rare Fuji FA200-160—there were just 14 Fuji aircraft on the UK register at the time.
Although similar in performance to the Cherokee, the Fuji was stressed for basic aerobatics—with front-seat occupants only and within certain weight limits.
Additionally, you could batten-down all of your papers and fly with the canopy open—which never seemed terribly popular among non-pilots.
The Fuji gave us 11 years of good service though maintenance costs were mounting towards the end so we decided to disband the group and sold the aircraft to one of our engineering contacts who completely refurbished it.
I thoroughly enjoyed my time with the syndicate though there were some stressful periods, particularly when dealing with engineers—a definite case of, “you can’t live with them and you can’t live without them”.
Inevitably, members came and went with some ‘fitting-in’ better than others—after the Cherokee crash, the group seemed to become closer and members flew together more often.
It’s always good to fly with another pilot and share the duties—there was always some friendly banter over who flew the outward leg and got to drink wine with their lunch at Le Touquet.
Towards the end, I began to feel that I would like to fly something a bit more modern and ‘pokey’ so I was looking to move-on even before we decided to sell the aircraft.
Also, having run the administration (booking, accounts, log books, etc) for about 10 years, I was quite keen to fly an aircraft, pay the money and just walk away.
To some extent, I have achieved both objectives by flying with a club in France but I do miss the ability to drag the aircraft out and fly ‘on the spur of the moment’ when the weather looks nice.
I also miss my full involvement in the management of the group together with the fast, effective, considerate and democratic decision-making.
As far as I can see, flying syndicates are not so common in France but it would be good to hear from any who would like to make their presence felt.
Whatever the charging structure, the economics of a syndicate tend to depend on how much the aircraft is used.
Even if the aircraft never leaves the ground, costs such as hangarage, insurance and annual maintenance are incurred—you could postpone the annual maintenance or the Certificate of Airworthiness inspection (when due*) but you can’t fly without them.
* Maintenance requirements vary depending on the type of aircraft registration,
The principal advantage of group ownership is 'availability' rather than cost although significant savings can be made if the aircraft is flown frequently.
In our 7-strong syndicate (increased from 6), the economics worked well if the members flew at least 15-20 hours per year.
With those sort of numbers, there were few conflicts over availability.
On our Fuji Group Website, we addressed this issue as follows:
The Group have no direct interest in the value of Group shares which may be sold for whatever the buyer can get.
Although well-maintained aircraft do tend to hold their value, new members are essentially buying the right to fly this aircraft on the stated terms.
The Group is run for the benefit of active members and should not be regarded as a form of investment.
I would mention here that it is essential to have a good 'group agreement' so that every member is aware of their rights and obligations while also having clear title to their share in the aircraft and group assets.
I notice that an increasing number of UK syndicates do admit members without any capital outlay—presumably, the capital cost of the aircraft is recovered in the other charges or perhaps there is a ‘majority’ owner simply recouping some of the running costs.
As UK-registered aircraft in the ‘Private’ category cannot be operated on a ‘hire and reward’ basis, anybody paying to fly them must be a part-owner.
Nothing to stop syndicates registering their aircraft in the ‘Public Transport’ category but insurance costs are higher and maintenance requirements more stringent.
This was a discussion which dominated most of our semi-annual group meetings where these sort of decisions were made on a democratic basis.
In common with many syndicates, we charged a fixed ‘monthly fee’ which was kept as low as possible in the hope that we would make a profit on the ‘hourly rate’ to cover some of the larger annual bills such as insurance and maintenance.
The trouble was that some members flew less than a dozen hours a year which inevitably led to regular ‘whip-rounds’ to make-up the shortfall.
From speaking to other syndicate members, I found that most group aircraft were underused and experienced similar problems.
After a few years of operating the Fuji, we had a clear idea of the normal running costs and agreed to fix the monthly standing charge at a level which would cover all predictable costs.
We then charged for flying hours at the cost of fuel/oil which, at 2009 prices, would be about £50 per hour in the UK (it was only £30 in 2002)—I had previously measured fuel consumption accurately, over the first year of operation.
We had an account with Redhill Aerodrome but the cost of any fuel uploaded elsewhere by individual members would simply be deducted from their flying charges—an arrangement which my present French flying club would do well to adopt.
If travelling abroad, you can, of course, claim a fuel duty rebate which would significantly contribute towards the cost of a trip to Le Touquet—even better was a trip to the Channel Islands where you could claim the fuel duty rebate at the UK end and then fill-up with duty-free fuel when you got there.
The result of this change was that the ‘flyers’ were encouraged to do many more hours and the others sold their shares, without any great difficulty, to people attracted by the low flying rates.
The higher monthly charge worked better from the administrative point of view as the money was always there when the big bills came in.
It was also fairer for members joining or leaving the group—for example, you wouldn’t join to suddenly face a large maintenance bill or leave shortly after you had paid your share towards the annual insurance.
It would be interesting to learn how other groups structure their charges.
PH-SVE is a 1980 Robin DR400-120 with Mode C Transponder, 760 channel radio, VOR and GPS.
VE is a capable 2+2 with excellent all round performance including a cruise speed of at least 105 knots at 25lt/hr. The aircraft has performed faultlessly during the five years I have owned her. She is the fourth aircraft I have operated either myself or with others since I obtained my PPL in 1985.
Currently, VE is based at the lovely Chauvigny grass field, East of Poitiers and readily accessible from the Limoges area. While VE remains Dutch registered, I am investigating the possible advantages of changing to either English or French registration.
Due to the well-known problems with obtaining Robin spare parts last year (now resolved), the Certificate of Airworthiness could not be renewed before compliance with the spar AD but can readily be restored in a timescale of about 4 weeks now that an STC has EASA approval.
In order to help fund this work and to make future flying as economic as possible, I would like to share the ownership and operation of the aircraft with up to three like minded pilots who would have equal rights and obligations including the right to sell a share at any time all set out in a simple agreement.
My plans are quite flexible and I am open to suggestions but as a guide anticipated costs based on a 4-member syndicate would be:
Share Price: €3500
Monthly charge: €100 (maintenance, hangarage, insurances,
miscellaneous, no motor replacement fund )
Hourly Flying charge: € fuel/oil at cost only
For further details/viewing: richardjuliaclub-internet.fr@club-internet.fr
Telephone: 0033 549 85 45 08
I am pleased to announce that the Aéroclub de Limoges has added a new aircraft to its fleet.
N30385 is a Piper PA28-181 which was built in 1982 in the USA. It was privately owned in America and then it was bought by the‘Auberge De Savoie‘ Limoges who flew it from America to France in two days, flying two lots of 12 hours.
N30385 is the first Piper to be added to the Aéroclub's fleet and, along with F-GUVE, is the only aircraft that is not a Robin.
Unlike the Robins, N30385 will be aimed at pilots who have already obtained their PPL and are now looking to build their hours and travel further afield. With its inbuilt DVD and music player, the longer flights will certainly go by fast for you and your passengers.
I personally flew N30385 for the first time yesterday. It was the perfect day to fly; sun, beautiful clear blue skies and very little wind.
I had invited Esteban to come and sit in the back, as he is also interested in flying the Piper and even purchasing something similar.
So Esteban and I pulled it out of the hanger and up to the fuel pumps where we refuelled and completed the pre-flight preparation and checks.
We were then ready to venture into the large cabin to have a look at the cockpit and start the internal checks. The cockpit is very crowded and complicated compared to those of the Robins, as the aircraft has TCAS, a weather radar, two types of GPS, DVD player, and music input so all of this equipment means that there are quite a lot of little buttons.
Anyway, once I had worked out what everything was and how to use it, we started it up and taxied to S2 for a runway 21 departure.
Previously, I had only ever flown the Robins and the Diamond which are fairly light aircraft so, at 1156kg, N30385 is heavy and quite a large aircraft. As soon as you start taxiing, you immediately notice the effects of the extra weight as quite a lot of power is required to get the aircraft rolling, However, once you have got it going, it feels a lot more stable.
The pre-takeoff checks were completed and we were cleared to takeoff on runway 21. I applied full throttle and, despite being 180 hp like F-GMKT, it obviously has to carry twice the weight and was fairly slow off the mark. However, the speed soon came up and we were rolling down the runway,
Compared to the Robins, which are rather wobbly and needing a lot of rudder to keep straight, N30385 was stable and needed very little rudder to stay on the white line.
We hit the 60 kts takeoff speed and tugged back on the yoke before getting it off the ground. This was a new experience for me as you can take-off by pulling back the control column with one finger on the Robin. However, with the Piper, it was more like trying to get a tank off of the ground.
However, once we were up, the Piper performed really well and climbed easily to 3000ft.
At first we just flew around the local area so I could get a feel for the aircraft before heading over to Gajoubert, where Esteban is building a new home next to a private strip, for a few steep turns and Practice Forced Landings.
Again during the flight it was incredibly stable, hardly ever moving. We completed a few Practice Forced Landings where, unlike the Robins, the aircraft came down like a ton of bricks once the throttle was closed. We then did a few ‘Go Around’.
We then tracked the Limoges VOR (LMG) so I could see how the instruments worked and needed to be operated. We arrived at LMG and asked for rejoining instructions to complete the training in the circuit with a few touch and go’s, including glide approaches.
This was hard work as the aspect from the cockpit is so different from the other aircraft in the fleet and a lot of force was needed on the yoke to manoeuvre the aircraft at low speeds.
However it was all great fun.
Finally, we finished on a flapless landing and taxied N30385 back to the apron after an hour and a half of flying.
Fortunately, the previous owner of the aircraft was at the aéroclub and kindly explained anything I had not fully understood as we ran though all of the instruments and equipment again.
I really enjoyed flying the Piper and cannot wait to fly it again. However, I think this aircraft will come into its own when being flown on a long journey and then you could not find a better aircraft.
Specifications:
Horsepower: 180
Top Speed: 129 kts
Cruise Speed: 125 kts
Stall Speed (dirty): 49 kts
Gross Weight: 2550 lbs
Empty Weight: 1416 lbs
Fuel Capacity: 48 gal
Range: 565 nm
Rate Of Climb: 667 fpm
Ceiling: 13236 ft
Takeoff
Ground Roll: 870 ft
Over 50 ft obstacle: 1210 ft
Landing
Ground Roll 925 ft
Over 50 ft obstacle: 1390 ft
I am pleased to announce that the Aéroclub de Limoges has added a new aircraft to its fleet.
F-GIKC is a Robin DR400-140B and arrived at Limoges during the first week of February, where it will be based and serve the Aéroclub and its members in the future.
F-GIKC was built in 1989 and before being purchased by the Aéroclub de Limoges, was owned by the Aéroclub des Deux-Sèvres based at Niort Souché LFBN.
F-GIKC is the 3rd Robin DR400-140B along with F-GZYA and F-GYDD and will be similarly utilised as a ‘workhorse’, which the Robins do best. It will be used for future pilots to train on and local flights for those who already have their PPL.
I am sure this new addition to the fleet will soon become sentimental to some who will go on to complete their First Solo, Solo Cross-country and their PPL skills test. In fact this has already been achieved, as already mentioned in Sue’s latest diary, Lorraine completed her First Solo with F-GIKC on February 15th.
Specifications:
SEATING 4 Seats
DIMENSIONS
Length: 22 ft 10 in (6.96 m)
Height 7 ft 4 in (2.23 m)
Wingspan 28 ft 7 in (8.72 m)
Wing area 146.4 sq ft (13.60 m2)
POWERPLANT
Manufacturer: Lycoming
Type O-320, 4 cylinders
Power rating 160 hp at 2,700 rpm
PROPELLER
Blades 2
Type Fixed-pitch
FUEL
Capacity 42 US Gal (160 L)
Endurance 4 hours 30mins
LOADING
Empty weight 1,278 lb (580 kg)
Gross weight 2,204 lb (1,000 kg)
Useful load 926 lb (420 kg)
Baggage load 88 lb (40 kg)
PERFORMANCE
Max. level speed 143 kt (265 km/h)
Max. cruising speed 117 kt (215 km/h)
Max. range 740 NM (1,370 km)
Max. rate of climb 865 ft/min (4.4 m/s)
Stalling speed 47 kt (87 km/h)
Take-off run 804 ft (245 m)
Take-off to 50 ft (15 m) 1,591 ft (485 m)
Landing from 50 ft (15 m) 1,541 ft (470 m)
Landing run 722 ft (220 m)
Following the huge success of Francoflyers which has generated over 51,000 page-views since the beginning of 2008, I have re-launched my NearlyHeaven web site in the form of a blog whose many advantages include the facility for clients to leave useful feedback.
If you have enjoyed my hospitality or I have taught you to fly over the last several years, I would very much appreciate your comments which may be left by using the feedback link on the blog sidebar.
The new format also provides a clear separation between news and 'permanent' information—readers can use the subscribe link to receive (occasional) emails on developments at NearlyHeaven.
Today, I am delighted to announce a double success.
On 23rd September, Elroy Thomson passed his PPL skill test after just 39 hours of training over 4 weeks—3 weeks really as the weather was poor for several days.
Elroy had no previous flying experience apart from a few hours on microlights as a teenager.
During the last couple of days, he has completed the 45 hours required for the issue of his PPL—it is permissible to take the flying test with a minimum of 35 hours of which 10 must be solo.
Elroy is a New Zealander, currently staying in Toulouse for 2 years with his wife, Kate, and their children.
Now that Elroy has completed his PPL, he will look after the children for a few weeks while Kate trains for her own PPL at the Aéroclub de Limoges.
The second success of September 23rd was achieved by my goodself—after a day-and-a-half of intensive work and lots of stress, I have now qualified as a PPL Flight Examiner.
This will enable me to conduct PPL skill tests for all students other than those recently trained by myself—I will also be able to do PPL revalidations and renewals for anybody.
Visiting CAA examiner, Mike Grierson, mentioned that he has conducted only 3 skill tests during the last year at home but, while attempting to enjoy a holiday in France, he has done 6 of them in less than 2 weeks.
Thanks Mike—your support is much appreciated.
I am delighted to announce that Matthew Galvin gained his Private Pilot’s Licence yesterday (12th September) on his 17th birthday.
Matt started flying with me at the age of 14 and flew solo, aged 16, after just 8 hours tuition.
He has actually been ready to take the final ‘skill test’ for several months though 17 is the minimum age at which a PPL may be issued—16 is the minimum age at which a student pilot may fly solo.
Matt was actually laid-low with a tummy bug for most of last week but his determination to achieve this
long-standing ambition on his birthday led to a timely recovery.
The flying test was taken on the Diamond Star DA40, making him the first Aéroclub de Limoges member to qualify on this aircraft—most take their test on the less-sophisticated Robin DR400 (pictured >>>).
Congratulations to Matt who will now be focussing on his longer-term goal of becoming an airline pilot.
Hi there FrancoFlyers.
My name is Frank de Munck. I am a retired Dutchman living in Saint-Emilion, east of Bordeaux.
I have been flying as a PPL for some 30 years, including in the UK; owned a Tiger Moth (G-ADIA); still a member of the De Havilland Moth Club. Just very recently, I bought a yellow Husky (G-LTMM) from Bob Pooler; great fun in this part of the world.
Libourne aerodrome (LFDI) is just 15 minutes from home.
If you only have been drinking Saint-Emilion and not actually have seen this middle-ages city, then put it on your list for 2008. Do not wait, it's simply gorgeous.
And that is all thanks to Emilion from French Brittany, who chose to live (and drink) there in the 8th century!
Also, for those who do not know the city of Bordeaux: it's a little Paris, with a completely renovated center and many pedestrian areas. The mile-long quay along the river Garonne is wonderful for walking, jogging, eating and shopping.
Under your King Henry II, the Aquitaine Region including Bordeaux have been English for many decades.
For British Francoflyers, this region is just a must to better understand; you will enjoy it!
Back to flying, here is my idea:
I still own a Chipmunk, G-BXHA, one of the very last to leave the RAF in 1997. Chippy is undergoing its Star inspection and is top 5 in the world (those who have experience, know what I mean).
If there is some interest among you to do some tailwheel flying, I just might keep it and bring it over to Libourne. Not for commercial reasons, but to cover the costs with sufficient hours per year (Rates still to be defined).
The instructor of the LAC (Libourne Aeroclub) would be delighted to check you out, or to start tailwheel training with you.
Chippy is wonderful to fly and easy to land.
So, if you want, just give me your feedback; describe your interest to give me an indication. Don't feel committed.
In any case, visit Saint-Emilion, dine at "Envers du Decor" a really nice informal winebar/brasserie with good food and great wines (also per glass).
The people over there all speak English...with a french accent!
Have fun and thanks,
Speak soon,
Frank
NB. Click on pictures for larger image
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