Southport & Merseyside Aero Club

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Southport Aero Club
Southport and Merseyside Aero Club
Southport and Merseyside Aero Club (1979) Ltd
Founded 1951, Liverpool resident operator 1969 - current day

The longest established aviation company currently resident at Liverpool, and the second longest Liverpool based aircraft operator.

This version of the Club's history I can trace back to 1990, when I corresponded with the late Dave Vernon, a founder member of Southport Aero Club. I put together a framework based on what I knew and what I would like to include, Dave responded with well researched detail, clearly delving into his log book and past club newsletters to 'flesh out' my framework. Having got the article sorted out, both NWAN magazine and 09/27 changed editorial policy to emphasise current rather than past events, so the story was never published by enthusiasts. Somewhat later, in the winter '07/08 issue No.103 of FoLA's '09/27' an article sumitted by S&MAC near word for word that developed for me appeared, with just a few paragraphs changed where Mr Vernon had answered my questions directly in the text. I was only too delighted that Dave Vernon's hard work on my behalf had finally been published. Kindly, editor Graham Ward has agreed to me using Dave Vernon's article as published in 09/27 as the basis for the account here. It also appears on the S&MAC website history section. I have taken the liberty of altering the grammar from the possessive tense and omitting/adding a little, particularly towards the end.
So, less of the preamble, on with the text.

Southport and Merseyside Aero Club

Club Formation at Southport

The Southport Aero Club was formed on the instigation of two Southport men, Mr Eric Baker and Mr Henry Harker. The inaugural meeting took place at the St.John's Hall, Southport in July 1951. Messrs Dave Vernon, Wilf Bold, Cyril Clumpus also attended this inaugural meeting, with others who did not join, and together the five men formed the initial membership. Plans were made to purchase an aircraft and the Club was admitted to membership of the Popular Flying Association as Group No.62.

Eric Baker had been in the Civil Air Guard at the beginning of World War Two and flew various aircraft - Moth Minor, Lysander etc. Henry Harker had worked for Norman Giroux on his Southport Beach pleasure flying during the summer months. David Vernon had learned to fly with Wright Aviation at Hooton Park and Woodvale during 1947 and went on to join the RAF flying Tiger Moths, Harvards and then Gloster Meteors with 257 Sqdn at Horsham St. Faith in 1950/51, before being demobbed and spending many years flying for BEA and Cambrian. The other two were not pilots, but were keen to learn.

The Club was unable to gain permission to operate at RAF Station Woodvale and Mr Giroux felt that the beach at Hesketh Park was not suitable for flying training. During this period members who wished to fly did so either at Liverpool or Blackpool using aircraft of other operators. The committee decided to approach the Ministry of Aviation at Grove Park, Liverpool for their views on the impasse over use of Woodvale or Hesketh Park. Their view was that as Hesketh Park was a Licensed Airfield, it was therefore open to any aircraft. So permission was finally granted for the Club to operate there. At this time, the Club appointed Mr John Formby as Chief Flying Instructor who was at that time employed flying the Spitfire THUM (Temperature and HUMidity) meteorological flights out of Woodvale. Early in November 1955, the committee of the Club, along with CFI John Formby went to Honiley to look at a Tiger Moth G-ANOD, which the club proceeded to purchase for £250!

Flying from the Beach

David Vernon went to Honiley to fly the Tiger Moth up to Southport, but fog developed, so a precautionary landing in a field near Wrexham was prudent. The aircraft was secured to a telegraph pole, with a policeman on guard. The next day John Formby found the aircraft and continued the flight to Woodvale.

From the following month, Southport Aero Club operated off the beach training pupils to fly, and a number went solo. Initially the charge as 45 shillings (£2.25), but this soon had to be increased to cover costs. The Club prospered and considered a second aircraft which would be one with an enclosed cabin type and so suitable for touring. A Foster Wickner Wicko G-AFJB was purchased in September 1956.

In 1959 the Club borrowed an Auster, G-AJIH, from Barrow-in-Furness which was flown for a short time as a replacement for the Foster Wickner Wicko sold in October 1958. Early in 1960 the Tiger Moth was due for its C of A renewal and was found, due to the ravages wrought on it by the beach landing strip, to need a lot of work. Unfortunately, the Club could not afford this cost and sadly the Tiger was sold for the princely sum of £109. The Club was now without an aircraft and members then commenced going over to Blackpool to fly there, mainly with Air Navigation and Training Co. Aircraft available included Chipmunks G-AOJY and G-APPK, Jackeroo G-AOIO, Austers G-AGVI and G-AMMZ, Miles Monarch G-AFLW, Hornet Moth G-AEWY and new Piper Colt G-ARJF.

Operations move to RAF Woodvale

During the period while the Club had no aircraft it was decided that beach operations were no longer viable as it ruined the aircraft. New representations were made once more to the Commanding Officer at RAF Woodvale, who recommended to the MoD and the Air Ministry that the Club should be given permission to operate out of Woodvale. A Forney Aircoupe, G-ARHA from Air Rent Ltd was trialled and a lease agreed that called on the Club to guarantee to fly and pay for 200 hours in the first year. So, early in 1961, the Club took delivery of brand new Aircoupe G-ARHC. It was insured and all maintenance Checks were the responsibility of Air Rent. All the Club had to do was fuel and hangar it, so operating costs were fixed. The Aircoupe was found to be an excellent aircraft and never let the Club down. The 200 hours minimium use was exceeded in the first year of operating out of Woodvale, indeed the arrangement was the making of the Club financially.

During this time occasionally a second Aircoupe was loaned from Air Rent, with G-ARHA, G-ARHB and G-ARXS being used. These were usually provided whilst G-ARHC was undergoing C of A renewal and on one occasion while having a new wing fitted following being hit by a large seagull on the approach to Blackpool, bending 4 foot of the wing. For the second year Air Rent required a guarantee of 300 hours, which was again not only meet, but exceeded. In early 1965 Air Rent asked for a guarantee of 400 hours in the year, however this was felt to be unattainable. The Club was offered the purchase of the Aircoupe for £2,750, but this was declined and G-ARHC returned to Air Rent at Sywell on 6th March 1965. The two pilots who took the Aircoupe down to Sywell flew back the same day in Piper Colt G-ARST, the Club's new aircraft. The Colt was operated at Woodvale through 1966, although a Tri-Pacer G-APTP was borrowed for some weeks when the Colt was having a new engine fitted. At the end of the year the Colt was traded-in with Westair at Blackpool for a Cessna 172B G-ARMP. The four-seat, all metal Cessna was operated throughout 1967 and the Club attracted many new members who wanted to learn to fly. The Cessna 172 was not really the right machine for this role, so the Club purchased Cessna 150 G-ATNX for training, releasing G-ARMP for touring purposes. In early 1968, the Club was busy enough to borrow the Tri-Pacer G-APTP again.

Hurried relocation to Liverpool Airport

In early 1969, there was a split in the Club. At the Annual General Meeting that year, a number of members attempted to take over the Club and have it disbanded. A vote at the meeting was taken but could not resolve the matter with a show of hands appearing to be equal. A card vote was taken and it was agreed to continue to operate the Club. Dissenting members went to the Officer Commanding RAF Woodvale and got him to agree to suspend flying by the Club until the matter was resolved. It seemed that five members of split Faction had secretly formed a company to take over the assets of the Club at Woodvale, so quietly G-ATNX was flown out to Liverpool on 10th February 1969, with G-ARMP following the next day.

Arrival at Liverpool was met with strong vocal opposition from the leading established flying club. The former British Eagle canteen, adjacent to No.1 Hangar, became a clubroom and focus of activity. However, the Club set about re-establishing its membership base, attracting more locally based fliers, as in the past most had come from Southport and surrounding area. A change of name was warranted to reflect the change in location, so Southport Aero Club became Southport and Merseyside Aero Club. As a member's club with no full time staff, it was difficult to run pilot training in direct competition with Keenair and Cheshire Air Training School.

Changes in name and modus operandi

After some time it was clear that insufficient hours were being flown on each aircraft to justify them both and that one had to be sold. The committee discussed at length which way the club should go, in the end deciding to give up flying training and offer the Cessna 172 as a machine for pilots who already had a licence who found it difficult to hire a four seat aircraft on the airfield for touring purposes. Subsequently G-ATNX was sold in February 1972, and over 400 hours was achieved on G-ARMP in that year, a creditable figure considering that the group operated entirely on voluntary labour.

Although a great focus for the Club's activities, the clubroom premises became a drain on manpower and did not justify the effort and expense. So began the current era of the Club, operating an aircraft, by and for the members, without premises. The aircraft was hangared with Vernair for some time and later with the Airport in the large No.1 hangar. In the mid 1970s 'Mike Papa' had a complete strip and repaint, with the interior re-upholstered and carpeted and new radios installed. The Clubs modus operandi was popular with pilots because members could take the aircraft away for up to a week at a time and only pay for the actual hours flown, rather than a minimium daily rate which was applied by most Flying Clubs. This enabled members who wanted to, to go as far afield as Spain and the South of France.

In 1979, the Club was formed into a Limited Company as a legal safeguard, although there was no change internally, the formal full name became 'Southport and Merseyside Aero Club (1979) Ltd'. It was, and still is, a member's club with an elected committee and officers who attend to the day to day running of the Club on behalf of the members.

During the mid '80s the Club suffered, as many Clubs did, a reduction in flying due to the heavy increase in costs all aircraft operators had to bear. This decline in flying hours achieved meant a long hard look at outgoings. As a result one expense that could be saved was the expense of hangarage. For a while the aircraft was kept on the Western, or on the spur taxi track on the Southern Airfield, not far from the 09 threshold. Unfortunately, despite being tied down, the aircraft was blown up onto a wing and propeller during a gale and was rendered unfit to fly. It proved uneconomical to repair within the Club's limited resources, so was sold. Although restored to flying condition by the new owners, it was blown over again, badly damaged and reduced to spares.

The Club once again now had no aircraft, although there was a substantial sum of money in the bank. There was a proposal at the AGM in March 1988 to have the Club dissolved and the assets distributed. This was defeated by the members present and many members volunteered to loan the club sufficient money between them to bring the funds up to a sum that would purchase another aircraft. This was carried, so the committee began looking for a suitable aircraft.

Eventually another Cessna 172, G-BFJV, was purchased at Shobdon in July 1988 and flown to Liverpool. An advertising campaign in 'Pilot' magazine helped increase membership and the flying hours achieved began to rise. New radios were fitted and it was intended in early 1991 to have the interior refurbished. However events overtook these plans, as on 28th September 1990, when being taxied around a disused perimeter track at Sleap, the aircraft struck two metal posts while under power and suffered extensive damage, leading to it being declared a write-off.

Yet again a Club without an aircraft, but not for long, as in early 1991 an excellent Cessna 172N, G-GYAV, was located and purchased, being ferried to Liverpool on 23rd March. An American built aircraft, once C-GYAV in Canada, it was in immaculate condition, being only 3 years old, and a delight to fly. Usually kept on the Western or out on the old finger apron on the increasingly deserted northern airfield, a permanent move to the South Airfield was made in April 1999 once a new grass general aviation apron had been constructed for general aviation, west of the new terminal apron. For winter 2000/2001 an offer of winter hangarage drew the aircraft away to Hawarden Airfield, Chester, however this was found unsuitable as an alternative operating base.

Over the years, the Club has averaged 200 hours, or more, per year from Liverpool in Alpha Victor. She is regularly taken on longer trips, for example out to the Scottish Isles, the Isles of Scilly, Northern France, Isle of Man, Dublin and Galway, just to name a few. After 15 years of operation, the aircraft was starting to look a little worn. In March 2007 an interior refit upgraded the instrument panel, navigation aids, radios, upholstery and carpets. A full re-spray at Sleap completed the 'make over' and brought about a fashionable new external look, with a modern, attractive scheme.

It is now (August 2021) seventy years since the Club's formation, and through many ups and downs, flying and political, Southport and Merseyside Aero Club remains the only flying club in the North West run by members rather than a proprietor. A Club with a long history and a reputation to which others can only aspire.

The Club's website is: www.g-gyav.org.uk In the 'History' section there are a selection of photographs illustrating the Club's story.

Group name changes:

Southport Aero Club                                Name adopted at inaugral meeting July 1951
Southport and Merseyside Aero Club                 Re-named early 1970 to reflect move to Liverpool Airport
Southport and Merseyside Aero Club (1979) Ltd      Reflecting altered financial and legal status

Operating bases:

        Base                  Arrived   Departed               Comment
Hesketh Park Aerodrome        Nov '54   late '59   aerodrome operated by Norman Giroux
R.A.F. Woodvale Airfield      early '61 11.02.69   as tenants of the R.A.F.
Liverpool Airport             10.02.69  current    kept on South Airfield since April 1999
Hawarden Airport               winter 2000/2001    temporary hangarage during winter months 

Aircraft Operated by Southport Aero Club/Southport and Merseyside Aero Club

Reg     Aircraft type         arrived   departed               Comment
G-ANOD  DH.82A Tiger Moth        11.55  21.02.60   Sold, dep to Kidlington
G-AFJB  Foster Wickner Wicko     10.56  19.10.58   Sold, dep to Brough
G-ARHC  Forney F.1A Aircoupe  early.61  06.03.65   Leased from Air Rent, Sywell. Returned.
G-ARST  Piper PA-22 Colt 108  06.03.65  mid11.66   To Westair, Blackpool in part-ex 
G-ARMP  Cessna 172B           mid11.66  17.10.87   Sold, to Coventry by road
G-ATNX  Cessna F.150F         late .67  13.02.72   Sold, departed to Halfpenny Green
G-BFJV  Cessna F.172H         18.07.88  28.08.90   Damaged beyond repair, ground accident, Sleap
G-GYAV  Cessna 172N           23.03.91  current    Resprayed Sleap 3.07

Other temporary aircraft include:

Regn  Aircraft type           Period of use                    Comment
G-AJIH  Auster J/1 Autocrat   during 1959         loaned by Barrow-in-Furness owner
G-ARHA  Forney F.1A Aircoupe  eg 6.61?,9.63&1.64  loaned from Air Rent to cover
G-ARHB  Forney F.1A Aircoupe                      when G-ARHC away for maintenance, repaired or as a short-term second aircraft  
G-ARXS  Forney F.1A Aircoupe  eg 5.64             when G-ARHC away for maintenance, repaired or as a short-term second aircraft                
G-APTP  PA-22 Tri-Pacer 150   9.66 & early.68     To cover for own a/c being serviced
G-BEYO  PA-28 Cherokee 140    07.04.78  12.08.78  Loan due to G-ARMP damaged at Chirk 15.3.78
G-BOYL  Cessna 152 II         09.10.99  17.01.00  Loan due to G-GYAV damaged at Caernarfon 3.5.99

Associated aircraft, owned by members include:

Regn  Aircraft type           Probable timescale               Comment   
G-AVOZ  PA-28 Cherokee 180    approx 6.68-mid.70  Owned by Len Melly
G-ASMZ  A.61 Terrier 2             1969-1970      Owned by L.Rotter
G-AVIL  Alon A.2 Aircoupe         10.71-7.79      Owned by Dave Vernon/Veronair Ltd

Over to you, any memories of flying with S&MAC, or photographs of their aircraft.

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While ‘cleaning up’ memory sticks found this article that first appeared in FoLA’s “09/27” magazine some while ago (2008). Many thanks to editor Graham Ward for permitting me to use it again here now. Brian Jones.


Photo almost certainly at Duxford 15th June 1980.

Cessna 172B G-ARMP

‘Mike Papa’ – the story of a fondly recalled Cessna 172B

With well over 38,000 built, the Cessna 172 Skyhawk is a familiar shape at any aerodrome. The first Cessna 172s were built in 1956 and after a break the type continues in production today. The Cessna 172 was a development of the tail-wheeled, rounded tail, 4-seater Cessna 170 (in production 1948-1956), which in turn was a development of the immediate post-war, 2-seat Cessna 120 & 140 aircraft. The four-seat Cessna 172 featured an all-metal construction, tricycle undercarriage and a tail unit with vertical lines. After a few years, a swept fin was introduced giving the type a modern streamlined look and in the mid-Sixties the addition of rear windows to wrap-around the cabin with a lowered rear fuselage brought about the basic shape and dimensions still in production today. The 1961-62 model was called the Cessna 172B, which was powered by a Continental O-300-D engine.

Constructor’s number 172-48563 (probably the 5561st Cessna 172 built) was constructed in 1961 by Cessna Aircraft at Wichita, Kansas and allocated the US serial N8063X – as was usual at the time the last two of the registration match the last two of the c/no. After assembly this Cessna was dismantled and crated as the 12th Cessna 172B for export to the newly opened up market in the United Kingdom. It was registered in the UK as G-ARMP on 27th July 1961 to Airwork Services Ltd and was noted freshly out of its crate in the Airwork hangar at Panshangar airfield (north of London) on 31st July. Only a few days later it was airworthy and the first Certificate of Airworthiness (C of A) was issued on 4th August, before delivery to newly appointed Cessna dealers, Westair Flying Services at Squires Gate, Blackpool. The very next day it was flown Squires Gate-Speke-Exeter-Speke-Squires Gate. It visited Liverpool several more times during the second half of 1961 and through much of 1962 while with Westair. During 1962 it was exhibited at the Sywell Light Aviation Show in April and was one of a number of Westair aircraft providing pleasure flights at the Speke ‘At Home’ Air Display in May.



G-ARMP in Westair's hangar at Blackpool on 6th August 1963 in her original green colour scheme.

Later in 1962 it was sold to L. Dunkerley and based at Barton (the official change of ownership 10.11.62). In late 1966 ownership changed again (official paper-work date 21.11.66) to Park, Hacking and Leigh Ltd who purchased it on behalf of the Southport Aero Club and leased it to them at R.A.F. Woodvale. It was purchased from dealers Westair at Blackpool in mid November 1966 with Piper Colt G-ARST going the other way in part-exchange. At the time G-ARMP was in a green Cessna factory scheme.

When approval for the Southport Aero Club to use RAF Woodvale was withdrawn, G-ARMP arrived to become resident at Liverpool on 11th February 1969. During late summer 1971 Mike Papa was resprayed by Vernair at Liverpool in a two shades of red scheme which matched the club’s other aircraft, Cessna F.150F G-ATNX, with a large white fuselage side registration. Ownership changed again to T.W.Rummens trading as Southport Aero Club on 16.2.72 and then to Southport and Merseyside Aero Club (1979) Ltd on 31.5.79. A minor incident during the time it was resident at Liverpool occurred in early June 1973 when the propeller contacted the ground, which required the engine to be tested by Rolls Royce at Leavesden. On 20th January 1978 Mike Papa was flown down to Chirk for a routine C of A check. Unfortunately, on 15th March it was blown around in a gale and the fuselage twisted and starboard strut bent, which required major work to repair. Southport & Merseyside used Cherokee G-BEYO as a replacement until the now once again pristine G-ARMP was returned on 27th June 1978. There were some who said it never flew quite in a straight line afterwards, but as a passenger that made no difference to me!


A Norman Thelwell photo that appeared in MAS 'Flypast' spring 1978 after storm damage while at Chirk, the twisted fuselage being particularly apparent.[/div]


Indeed I flew as passenger 17 times in Mike Papa during the period 1972 to 1984, with a mix of locals and visits to Blackpool (1972 & 76), Kirkbride for New Year (1977), Newbury Race Course (for Greenham Common IAT 1977), Duxford Air Show (1980), Sleap (1980) and Blackpool again (1984 for their 75th Anniversary Fly-In).

By 1987 Mike Papa was beginning to show her age and with corrosion correction maintenance due plus minor storm damage while parked out at Liverpool, with insufficient in the club’s coffers, she was sold. This brought to a close a 21 year-long association with the Southport and Merseyside Aero Club and 18 years of operation from Liverpool Airport. Ignominiously, Mike Papa left Liverpool Airport by road on 17th October 1987 for a new owner at Coventry. The CAA record that as at 31.12.87 she had a total time of 6674 hours flying ‘in-the-book’.

Registered to Ryders Express Services Ltd of Winton, Birmingham, she was restored to flying condition and with a new C of A valid until 23.2.91, was based at Coventry. However, in the early hours of Thursday 6th July 1989 while out-parked on Birmingham International Airport’s stand 88, in a gale, she was blown tail first into a metal blast-barrier and suffered considerable damage to the port wing, back, tail and propeller. Ironically, she had been flown into Birmingham for safekeeping! Southport and Merseyside Aero Club member, Dave Vernon, purchased the wreck and in September he dismantled the aircraft at Birmingham and transported it by road to his Southport home. Having recovered the radios (for use in his Aircoupe G-AVIL), the remains were taken to Blackpool where the engine and further reusable parts were removed, and the fuselage completely destroyed. Registration G-ARMP was officially cancelled with the CAA as ‘destroyed’ on 10.11.89.

Thanks to Air Britain Digest, MSAE/MAS Flypast and NWAN magazines and Dave Vernon for the bulk of the detail. Researched 1990, first appeared in ‘09/27’ No.106 Autumn 2008

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Although the Southport Aero CLub was based at Hesketh Park Aerodrome during the mid 50s, here is G-AFJB their Foster Wickner Wicko at Speke sometime between 10.56 and 10.58.

[Airbus A346]

Aircraft Operated by Southport Aero Club/Southport and Merseyside Aero Club


G-ARMP by MARTIN CHELL, on Flickr

G-ARMP Cessna 172B Acquired mid 11.66 and departed 17.10.87, sold, to Coventry by road.

G-AVIL by MARTIN CHELL, on Flickr

G-AVIL 2 by MARTIN CHELL, on Flickr

G-AVIL Alon A.2 Aircoupe Arrived at Liverpool 10.71 and at here until 7.79. Owned by Dave Vernon/Vernonair Ltd but operated alongside the Southport and Merseyside Aero CLub aircraft.

Seen here both in its original colours and the later metallic purple overall, with silver stars on it !

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I've had these prints for many years, provided by Dave Vernon when I was first researching the Southport and Merseyside Aero Club story. Thought they were lost, just discovered them lurking in a mis-named folder of images, so before they are mislaid again, here they are, together with some more recent ones of mine.



Southport Aero Club, G-ANOD Tiger Moth & G-AFJB Foster Wicko (with spats removed to prevent filling with sand). They would appear to be operating off Hesketh Park Aerodrome, in other words the south end of Southport beach. Dave Vernon.



Southport Aero Club G-ANOD Tiger Moth - with hand painted registration. Dave Vernon.

The more I look at this photo, the more I wonder if it is actually a clever shot of a plastic model! The pilots look identical and prop action static, then there is the hand painted registration - surely on a full size aeroplane the brush strokes would not vary in width quite so clearly? The depth of field, with nose and near wingtip out of focus while the centre section is relatively sharp, again points to a photo of a model. Then there is a lack of background detail. The evidence is stacking up.



G-ATNX Cessna F.150F Southport & Merseyside Aero Club flying over Liverpool City Centre, with the Catholic Cathedral of Christ the King aka Paddy's Wigwam very clear and the curved glass roof of Lime Street Station over to the right. The Liver Buildings have yet to be cleaned. Dave Vernon (no year)



Dave Vernon's Aircoupe G-AVIL caught over the mouth of the River Dee on 16th June 1975 as seen from CATS Cessna 172 G-AZLM.



G-ARMP Cessna 172B Southport & Merseyside Aero Club. Parked on South Airfield 'Spur' apron. Dave Vernon.



From a transparency dated March 1974, a time of year that the trees behind would appear to agree with. G-ARMP Cessna 172B Southport & Merseyside Aero Club



G-ARMP at a very soggy Kirkbride airfield on New year's day 1977 with Southport & Merseyside members John and Chris undertaking pre-flight checks.



G-GYAV Ashcroft Farm Fly-in , Sunday 9.7.95 Brian Jones.



G-GYAV Cessna 172N Southport & Merseyside Aero Club. North Airfield (transparency process dated 09/98). Dave Vernon



G-GYAV Cessna 172N Southport & Merseyside Aero Club. Landing 27. No date, but appears to be a scan of a print. Brian Jones



Landing at Liverpool 5th April 2008. These new colours were applied in March 2007, note how the registration is presented (with small lettering at start and end) www.G-GYAV org.uk. How much crisper the digital image looks!



G-GYAV parked out after a snow shower on the GA apron at Liverpool on 9th January 2010

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Few more to add to the Southport Aero Club thread. Two shots of their Forney F-1A Aircoupe G-ARHC. At the time of operating G-ARHC they were based at Woodvale, but their aircraft were frequent visitors to Speke at the time. Behind 'HC in the top photo are the side offices of No.4 hangar. Looking through the windows, it would appear that the decorators were in. Very likely, as Jim Keen with his newly formed Liverpool Aero Club moved in during July 1963.



Print is dated 4th May 1963



Print is dated 16th February 1965

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Further Southport & Merseyside Aero Club Images

A couple of fresh shots of G-ARMP to add to this thread, plus a number of images of an 'associate' aircraft, Alon Aircoupe G-AVIL - with some attractive air-to-air shots and illustrations of all 3 colour schemes she wore during her years based at Liverpool Airport.



G-ARMP Cessna 172B on late finals for runway 26, over Speke Hall Road.



G-ARMP parked on the grass to the south of runway 26/08 on air show day 29th April 1972.



A professional quality A4 sized print of G-ARMP sat outside the Club Building of the Yorkshire Gliding Club at Sutton Bank. An unusual place to find a powered aircraft visitor.



A somewhat typical shot of G-ARMP outside, between the rear of No.3 hangar and the Banks Road fence.











Air-to-airs of Alon A.2 Aircoupe G-AVIL from Cessna F172L G-AZLM over the River Dee having left Liverpool ATC zone at Neston and re-joining at West Kirby, 14th June 1975. So outside of Liverpool's ATC zone and avoiding overflight of the seal colonies on the sandbanks. Suspect that these are my original transparencies, given to John after the flight, now returned to me to share here, near 50 years later! Whatever the origins, nice studies of G-AVIL in flight.





G-AVIL wore 3 different colour schemes while at Liverpool October 1971 to July 1979, pale blue cheat-line, red cheat-line and purple with silver stars that was the final one. Strongly suspect the purple air-to-air originally comes from Dave Vernon via John.



G-GYAV Cessna 172N at Ashcroft Farm Fly-in, Cheshire, 9th July 1995. Another shot I reckon I took and gave to John at the time, but who's worried now? We had a long, hot, dry summer in 1995 judging by the grass!

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Interesting additional material.