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![NEXTAIRSHOWFLYER[1]](images/NEXTAIRSHOWFLYER[1].png "NEXTAIRSHOWFLYER[1]")
Paul, Michael,
I've been reviewing my paperwork and came accross your e:mail addresses and have added you to a list of e:mailers that I keep informed about the progress on the Sea Harrier. I've left you off the list previously due to my own human failings and apologize for that. Please do not read anything into NOT being on the list previously. It was a simple oversight on my part.
Here's where I am today: I've completed the purchase of the airplane, XZ439, which was the 2nd converted FRS-1 to a FA.2. It is the oldest surviving FA.2 due to a crash of the oldest conversion. The import licenses have been approved by the US and the export licenses have been approved by the UK. I traveled to the UK this past weekend to deliver hard copies of the licenses and supervise the packup, purchase a few spares and iron out a few details of how we're going to do this. I would like to purchase a great many additional spares, but unfortunately the issue of money arrises and they wouldn't take a check. However, I do have spare tires, wheels, brakes, GTS and a parts engine for some spares. Others are under option and will be procured when I can get some additional money into the project.
I'm expecting the airplane to be disassembled and installed on stands today. It should be shrink-wrapped and mounted on flat bed trailers by the end of the week and on it's way to the shipyard. I've been told to expect 4 weeks in transit to arrive in Georgetown, Delaware. That's where we'll assemble the wing (engine is still in fuselage) and service the systems and begin system checks. I've got jacks and cradles as well for cycing the gear, etc. to get the hyd systems up to speed. I expect we could have basic engine runs after the engine is checked, etc.
I've also got a basic set of technical publications with the airplane and all the log books from new. The engine was running fine when the airplane was flown into the airbase for de-milling and know of no problems other than potential storage-related problems. The airplane has been continuously hangared and the intakes sealed, but the nozzles were left open to the air. I can't see any corrosion anywhere, but you never know. It turns freely.
I'd like to keep you both up to speed on this and will most certainly need your help, if you're interested in being a part of this. As I've said many times, we'll do this safely or not at all. If we can't mitigate the risk to an acceptable level, we'll park the plane on a stick somewhere as a gate guard or donate it to a museum.
I'll keep you informed. If you desire NOT to be on this e:mail list or need to speak to me directly, please give me a call. Feel free to call anytime.
Thanks,
Art Nalls, Jr.
artnalls@earthlink.net
202-582-6300
I've been reviewing my paperwork and came accross your e:mail addresses and have added you to a list of e:mailers that I keep informed about the progress on the Sea Harrier. I've left you off the list previously due to my own human failings and apologize for that. Please do not read anything into NOT being on the list previously. It was a simple oversight on my part.
Here's where I am today: I've completed the purchase of the airplane, XZ439, which was the 2nd converted FRS-1 to a FA.2. It is the oldest surviving FA.2 due to a crash of the oldest conversion. The import licenses have been approved by the US and the export licenses have been approved by the UK. I traveled to the UK this past weekend to deliver hard copies of the licenses and supervise the packup, purchase a few spares and iron out a few details of how we're going to do this. I would like to purchase a great many additional spares, but unfortunately the issue of money arrises and they wouldn't take a check. However, I do have spare tires, wheels, brakes, GTS and a parts engine for some spares. Others are under option and will be procured when I can get some additional money into the project.
I'm expecting the airplane to be disassembled and installed on stands today. It should be shrink-wrapped and mounted on flat bed trailers by the end of the week and on it's way to the shipyard. I've been told to expect 4 weeks in transit to arrive in Georgetown, Delaware. That's where we'll assemble the wing (engine is still in fuselage) and service the systems and begin system checks. I've got jacks and cradles as well for cycing the gear, etc. to get the hyd systems up to speed. I expect we could have basic engine runs after the engine is checked, etc.
I've also got a basic set of technical publications with the airplane and all the log books from new. The engine was running fine when the airplane was flown into the airbase for de-milling and know of no problems other than potential storage-related problems. The airplane has been continuously hangared and the intakes sealed, but the nozzles were left open to the air. I can't see any corrosion anywhere, but you never know. It turns freely.
I'd like to keep you both up to speed on this and will most certainly need your help, if you're interested in being a part of this. As I've said many times, we'll do this safely or not at all. If we can't mitigate the risk to an acceptable level, we'll park the plane on a stick somewhere as a gate guard or donate it to a museum.
I'll keep you informed. If you desire NOT to be on this e:mail list or need to speak to me directly, please give me a call. Feel free to call anytime.
Thanks,
Art Nalls, Jr.
artnalls@earthlink.net
202-582-6300