Sea Vixen - Return to Flight
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Sea Vixen - Return to Flight
Official Press release by DHA:
_________________________________________________
DH110 Sea Vixen G-CVIX (XP924) - the World's last remaining airworthy de Havilland Sea Vixen.
De Havilland Aviation is pleased to announce that one of the major issues affecting the commercial viability of the Sea Vixen G-CVIX (XP924) has now been sorted.
Thanks to a joint venture with one of our fleet operator friends in the aviation World, the aircraft is now insured on far better terms than the previous insurance quote of over £80,000 per year. That original cost had, understandably, made flying operations completely untenable for 2007 and, as a result, the aircraft was temporarily grounded.
Now, with this major element of the total operating costs sorted via a different mechanism, we can now concentrate on getting Foxy into the airshow circuit at more commercially acceptable rates for those air show organisers wishing to offer the aircraft as part of their display programmes.
In addition, our renowned Chief Pilot, Brian Grant, has signified his intention to start his well-earned retirement, which would leave us without a qualified display pilot. However, we have secured the services of a very competent and respected pilot in the form of Lt Cdr Matt Whitfield RN, OC of Fixed Wing Standards for the Royal Navy based at RNAS Yeovilton.
As such, with the superb support of the Royal Navy, Foxy will be based temporarily at Yeovilton whilst Matt completes his type training and DA under Brian's expert tutelage. Foxy will be based there to commence this stage of the programme once we have completed her annual service and scheduled flight test.
We have had many enquiries and requests for her to attend various air shows and events around the country. We are aware, of course, that (after the Vulcan) she remains the largest vintage ex-military jet on the UK circuit, and certainly provides the most enthralling display out of all the larger jets, due to her manoeuvrability.
We are working with those organisers as fast as we can so that these fit in with the training schedule. But, some events have already been pencilled in and are as good as confirmed. These include the Yeovilton Air Day on 5th July - in thanks to the Royal Navy for their assistance with Foxy - and the Bournemouth Air Festival where she will appear on the Friday 29th, Saturday 30th and Sunday 31st August. Sunday (31Aug) is likely to be Brian's last ever public display, and we are in the process of arranging a very special join up to wish him well on his retirement; more news on that later, when we have formal confirmation.
Despite this good news on the insurance front, the costs of keeping Foxy in the sky remain high, but we at DHA are determined to help preserve her for the sake of the country's aviation heritage and for her many fans around the globe. As such, we have started a membership fund to attract donations, sponsorship and the profits from merchandise sales. We have received some donations to this fund already, so thank you to those who have contributed so far. This account is ring-fenced exclusively in a separate account for the sole operation of Foxy; no deductions are made for DHA general overheads or other aircraft operating costs.
For those interested in joining as members of the official Friends of Sea Vixen XP924 Group (maybe it'll become known as the Friends of Foxy Club?!), basic annual Silver membership of £25 entitles you to a membership pack, invitations to Foxy's special events and discounts on official XP924 merchandise.
Gold membership includes all those benefits plus invitations to our corporate events, including photo opportunities, plus a limited edition lithograph of the aircraft signed by all the team and associated Navy signatories. Gold membership, at £100 per annum, will only be available to the first 250 applications. Those fans of Foxy who have already donated to the appeal fund in excess of £99 will automatically be granted Gold membership retrospectively. Experienced photographers who are Gold members may also be invited to shoot the official shots of Foxy for each publication request, and these may include air-to-air sorties.
These will also be a Diamond level of membership, and we are happy to discuss those benefits with you, upon application.
There will also be a Junior level of membership (for those under 16) at £15 pa, plus Family Membership options at a discounted rate.
Donations and membership applications can be sent to:
The Friends of Sea Vixen XP924
De Havilland Aviation Ltd
Hangar 600
Bournemouth International Airport
Christchurch
Dorset BH23 6DQ
Or emailed to [email protected]
Membership can also be applied for via telephone on +44 1202 593600, where payment can be made via debit or debit card (VISA/MC/AMEX only).
PayPal membership can also be made via [email protected]
Please note that, in future, all requests for photo participation must be made to the Managing Director at the address above. We will anticipate a small contribution from any proceeds to be made to the Appeal Fund in exchange for these exclusive photo opportunities to help keep this magnificent aircraft flying. With one notable exception, the aviation photographic community has gladly accepted this policy, so we trust that this will continue to be an acceptable arrangement. We have been more than pleased with the exceptional assistance of aviation photographers such as Tim Skeet, Morley Lester and Richard Paver in the past, and hope to encourage more in this field to be involved in Foxy's publicity portfolio, along with our other aircraft photo shoots.
A new range of XP924 merchandise will be launched very shortly, and certainly in time for the major air shows. The profits from all merchandise sales will be put directly into Foxy's flying fund, so we would encourage all fans to wear your Sea Vixen gear with pride.
We hope that this news will be welcomed by the aviation community, and thank you to all those who have helped, encouraged and donated to make this happen. We look forward to seeing you on the airshow circuit and at other events in the near future.
From all the team at De Havilland Aviation.
_________________________________________________
DH110 Sea Vixen G-CVIX (XP924) - the World's last remaining airworthy de Havilland Sea Vixen.
De Havilland Aviation is pleased to announce that one of the major issues affecting the commercial viability of the Sea Vixen G-CVIX (XP924) has now been sorted.
Thanks to a joint venture with one of our fleet operator friends in the aviation World, the aircraft is now insured on far better terms than the previous insurance quote of over £80,000 per year. That original cost had, understandably, made flying operations completely untenable for 2007 and, as a result, the aircraft was temporarily grounded.
Now, with this major element of the total operating costs sorted via a different mechanism, we can now concentrate on getting Foxy into the airshow circuit at more commercially acceptable rates for those air show organisers wishing to offer the aircraft as part of their display programmes.
In addition, our renowned Chief Pilot, Brian Grant, has signified his intention to start his well-earned retirement, which would leave us without a qualified display pilot. However, we have secured the services of a very competent and respected pilot in the form of Lt Cdr Matt Whitfield RN, OC of Fixed Wing Standards for the Royal Navy based at RNAS Yeovilton.
As such, with the superb support of the Royal Navy, Foxy will be based temporarily at Yeovilton whilst Matt completes his type training and DA under Brian's expert tutelage. Foxy will be based there to commence this stage of the programme once we have completed her annual service and scheduled flight test.
We have had many enquiries and requests for her to attend various air shows and events around the country. We are aware, of course, that (after the Vulcan) she remains the largest vintage ex-military jet on the UK circuit, and certainly provides the most enthralling display out of all the larger jets, due to her manoeuvrability.
We are working with those organisers as fast as we can so that these fit in with the training schedule. But, some events have already been pencilled in and are as good as confirmed. These include the Yeovilton Air Day on 5th July - in thanks to the Royal Navy for their assistance with Foxy - and the Bournemouth Air Festival where she will appear on the Friday 29th, Saturday 30th and Sunday 31st August. Sunday (31Aug) is likely to be Brian's last ever public display, and we are in the process of arranging a very special join up to wish him well on his retirement; more news on that later, when we have formal confirmation.
Despite this good news on the insurance front, the costs of keeping Foxy in the sky remain high, but we at DHA are determined to help preserve her for the sake of the country's aviation heritage and for her many fans around the globe. As such, we have started a membership fund to attract donations, sponsorship and the profits from merchandise sales. We have received some donations to this fund already, so thank you to those who have contributed so far. This account is ring-fenced exclusively in a separate account for the sole operation of Foxy; no deductions are made for DHA general overheads or other aircraft operating costs.
For those interested in joining as members of the official Friends of Sea Vixen XP924 Group (maybe it'll become known as the Friends of Foxy Club?!), basic annual Silver membership of £25 entitles you to a membership pack, invitations to Foxy's special events and discounts on official XP924 merchandise.
Gold membership includes all those benefits plus invitations to our corporate events, including photo opportunities, plus a limited edition lithograph of the aircraft signed by all the team and associated Navy signatories. Gold membership, at £100 per annum, will only be available to the first 250 applications. Those fans of Foxy who have already donated to the appeal fund in excess of £99 will automatically be granted Gold membership retrospectively. Experienced photographers who are Gold members may also be invited to shoot the official shots of Foxy for each publication request, and these may include air-to-air sorties.
These will also be a Diamond level of membership, and we are happy to discuss those benefits with you, upon application.
There will also be a Junior level of membership (for those under 16) at £15 pa, plus Family Membership options at a discounted rate.
Donations and membership applications can be sent to:
The Friends of Sea Vixen XP924
De Havilland Aviation Ltd
Hangar 600
Bournemouth International Airport
Christchurch
Dorset BH23 6DQ
Or emailed to [email protected]
Membership can also be applied for via telephone on +44 1202 593600, where payment can be made via debit or debit card (VISA/MC/AMEX only).
PayPal membership can also be made via [email protected]
Please note that, in future, all requests for photo participation must be made to the Managing Director at the address above. We will anticipate a small contribution from any proceeds to be made to the Appeal Fund in exchange for these exclusive photo opportunities to help keep this magnificent aircraft flying. With one notable exception, the aviation photographic community has gladly accepted this policy, so we trust that this will continue to be an acceptable arrangement. We have been more than pleased with the exceptional assistance of aviation photographers such as Tim Skeet, Morley Lester and Richard Paver in the past, and hope to encourage more in this field to be involved in Foxy's publicity portfolio, along with our other aircraft photo shoots.
A new range of XP924 merchandise will be launched very shortly, and certainly in time for the major air shows. The profits from all merchandise sales will be put directly into Foxy's flying fund, so we would encourage all fans to wear your Sea Vixen gear with pride.
We hope that this news will be welcomed by the aviation community, and thank you to all those who have helped, encouraged and donated to make this happen. We look forward to seeing you on the airshow circuit and at other events in the near future.
From all the team at De Havilland Aviation.
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I just came here to see if the news had been posted. 
Looking forward to seeing the Sea Vixen back in the air, and in military markings too.
Looking forward to seeing the Sea Vixen back in the air, and in military markings too.
Last edited by hurn; 2nd Jun 2008 at 11:09. Reason: Spelling
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Foxy and the Vulcan together now that would be a site, just a shame we will never see the Victor at Elvington flying again, cos that would be one hell of a site the Vulcan behind the Victor with Foxy flying next to the big V
Duncan
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Maybe we should start a fanasty formation thread!
Mine would be 2 x TSR2's escorting Vulcan with 6 Phantoms behind escorting 3 victors, 6 Concordes. with 12 Lightning... I'll go and lie down now!
Mine would be 2 x TSR2's escorting Vulcan with 6 Phantoms behind escorting 3 victors, 6 Concordes. with 12 Lightning... I'll go and lie down now!
"We are aware, of course, that (after the Vulcan) she remains the largest vintage ex-military jet on the UK circuit, and certainly provides the most enthralling display out of all the larger jets, due to her manoeuvrability."
I think you will find the Canberra fits neatly between the two in terms of weight and dimensions.
I think you will find the Canberra fits neatly between the two in terms of weight and dimensions.
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do the caa allow vintage Canberra's to fly in this country in civvy hands?
why is the lighting not allowed to fly in this country and at the moment only in South Africa?
Duncan
why is the lighting not allowed to fly in this country and at the moment only in South Africa?
Duncan
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Yes - we have one Canberra WK163 that can fly.
Lightning are a different kettle of fish - rockets with a seat strapped on to it - loose engineering term. Never never in UK air space. The ins and out of why can be found on other forums.
Lightning are a different kettle of fish - rockets with a seat strapped on to it - loose engineering term. Never never in UK air space. The ins and out of why can be found on other forums.
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Originally Posted by scorpion63
I think you will find the Canberra fits neatly between the two in terms of weight and dimensions.
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V 903
"Lightning are a different kettle of fish - rockets with a seat strapped on to it - loose engineering term. Never never in UK air space."
Aviate asks [a little tongue in cheek...]
The South Africans fly 4 [Thunder Bay] and many years ago [1962?] I saw S/L John Howe keep a 74 Sqdn Lightning inside the Farnborough boundary [well nearly!]. I think he got the Display of the Day accolade and well deserved too! So why not in the UK? Looking for other threads as I type.
"Lightning are a different kettle of fish - rockets with a seat strapped on to it - loose engineering term. Never never in UK air space."
Aviate asks [a little tongue in cheek...]
The South Africans fly 4 [Thunder Bay] and many years ago [1962?] I saw S/L John Howe keep a 74 Sqdn Lightning inside the Farnborough boundary [well nearly!]. I think he got the Display of the Day accolade and well deserved too! So why not in the UK? Looking for other threads as I type.
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correct me if Im wrong, but is it not down to a points system, how many accidents a type has, i.e. crashes, wheels up landing, etc, and if they go ver a certain level then the caa does not allow them to fly in civvy hands in the UK?
not having been around (or only very small when it was still in service) I don't know what the accident rate was like?
They also if Im right won't let the Shackleton fly either, same as the Victor at Elvington,
wish they would, those three alone togehter would be a great site, don't pay premier footballers for a month, that would pay to keep the Vulcan in the air easily for a year, and a far better way to spend that sort of money as far im concern
Duncan
not having been around (or only very small when it was still in service) I don't know what the accident rate was like?
They also if Im right won't let the Shackleton fly either, same as the Victor at Elvington,
wish they would, those three alone togehter would be a great site, don't pay premier footballers for a month, that would pay to keep the Vulcan in the air easily for a year, and a far better way to spend that sort of money as far im concern
Duncan
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What went wrong with the Red Bull sponsorship??
As for the Lightning issue, it has been covered on other forums and I guess on this one too but the summary is that it is a 'complex' aircraft with some particular performance specs that cause the CAA to see it as 'not fit for civil operation'.
The 'complex' is a term stating that the systems, avionics and engines require a stringent maintenance and inspection program that a civil (private) operator will be unable to provide. Now that the Vulcan is flying this 'complex' barrier has been broken, but still I don't think that there'll be a Lightning in British skies anytime soon.
The Shackleton is a different story, that type has a life-limited main spar and as soon as you put in a new one, you can fly the Shack in the UK. The Shack that flew until recently in the USA used a different approach where the (officially expired) main spar was continually monitored by inspections. This was acceptable for the FAA but not by the CAA. Also it doesn't solve the issue.
I don't know what the issue with the Victor is, but I'm guessing a combination of a complex aircraft with a money problem (it would need a similar program like the Vulcan to get it flying again).
The 'complex' is a term stating that the systems, avionics and engines require a stringent maintenance and inspection program that a civil (private) operator will be unable to provide. Now that the Vulcan is flying this 'complex' barrier has been broken, but still I don't think that there'll be a Lightning in British skies anytime soon.
The Shackleton is a different story, that type has a life-limited main spar and as soon as you put in a new one, you can fly the Shack in the UK. The Shack that flew until recently in the USA used a different approach where the (officially expired) main spar was continually monitored by inspections. This was acceptable for the FAA but not by the CAA. Also it doesn't solve the issue.
I don't know what the issue with the Victor is, but I'm guessing a combination of a complex aircraft with a money problem (it would need a similar program like the Vulcan to get it flying again).
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Quote:
What went wrong with the Red Bull sponsorship??
I refer again to my previous question, why did bed bull pull their sponsorship of the airframe?? They are a very aviation friendly company does anyone know the answer?
What went wrong with the Red Bull sponsorship??
I refer again to my previous question, why did bed bull pull their sponsorship of the airframe?? They are a very aviation friendly company does anyone know the answer?
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What went wrong with the Red Bull sponsorship??
