Plane Share Syndicate Scheme - Testimonials

Hello, my name is Roy Whillier & this is a message to all budding pilots considering entry to the M.A.C twentieth share scheme for the AX3 microlight.

I started flying training with Mac in November 1994 and within 2 weeks had decided that the scheme would suit my purposes. I attained the Private Pilot's Licence in about twelve months, having flown, as weather permitted, about once every 10 days throughout the training period.

All this was back in 1995 and I am still an active member, flying some 30 to 35 hours per year.

I can state with absolute sincerity that the scheme has worked extremely well for me. My rate of progress towards the PPL was affected by weather, finance and my ability to acquire the skills. Availability of an aircraft or an instructor was never a problem.

To be absolutely honest, I was sceptical at first. The thought of twenty keen aspiring aviators, all fighting for access to the aircraft every time there was a patch of blue sky was somewhat daunting.

My fears were completely unfounded. Whenever I rang Paula to book a slot, sometimes giving only one or two days notice, the answer was the same; "OK Roy - no problem". So, how does it work?

Firstly, Mac currently operates four AX3 aircraft, all having identical specifications, equipment and handling characteristics. Secondly, you are not restricted to the aircraft named on your share certificate, they are operated as a pool for maximum flexibility. Thirdly, maintenance is carried out with such efficiency that there are no problems with "down time". Last, and by no means least, Mac, Paula and all the instructors appear to be on duty virtually 24 hours a day - "They never close" (except on Christmas Day!).

Recently, the fleet has been expanded by the addition of an AX2000 and a Thruster Nova, both fitted with four stroke engines giving higher fuel efficiency and quieter, smoother running.

So come on all you prospective pilots - the water's fine. Finally, here are the answers to a few questions I was not afraid to ask:

Q ~ Are there any hidden costs associated with the share scheme other than the share price, the one-off insurance premium, the monthly charge and the hourly rate?
A ~ No.

Q ~ Will I still have access to all the aircraft after my training when I get my licence?
A ~ Yes.

Q ~ Are the aircraft always kept in a fully airworthy condition?
A ~ Yes.

Q ~ If the share scheme works so well, why would anyone consider outright purchase or a quarter share?
A ~ The share scheme aircraft are based at Popham and shareholders are restricted to their use with Popham as a base. If you anticipate a need to take your aircraft away overnight, on holiday or overseas, then the scheme would not be ideal for you in the longer term. This is the only snag I can think of.

If you have any other questions and you would like an impartial reply, please feel free to ring me at any time - my telephone number is 01252 661840.

Blue skies and happy landings,

Roy Whillier (January 2000)

I have said on several occasions how pleased I am to have discovered Airbourne and we agreed that it might help prospective newcomers to have a completely independent view from an ordinary member.

Like most people I was attracted by the low cost of the 1/20 share scheme in an aircraft but thought that this may limit the opportunity to fly. In fact after two and a half years I have never had a weekday or weekend when a suitable slot has not been available, and booking by phone has worked perfectly. I average about 30 hours per year but a big advantage of the scheme is that it suits a very wide range of hourly requirements. For busy people a further major bonus is never having to worry about aircraft maintenance or servicing which is all handled reassuringly by Airbourne. For me the scheme has been the perfect answer for hassle-free flying.

Club styles vary and of course are a matter of personal preference, but I think it would be hard to beat this one for a pleasant atmosphere where flying is fun yet within a really professional approach to both instruction and organisation.

I have had some terrific times flying with Airbourne and would happily recommend them to anyone. Many thanks and long may it continue!

Mike Markin OBE

Learning To Fly With AirBourne

It was a friend of mine, who had been for a trial flight earlier in the year who dragged me down to Popham Airfield on a sunny afternoon in July I993. There I met Paula Smith, who had me kitted out in a rather stylish flying suit in no time. I was led out to meet Whiskey Oscar, a Thruster T3OO microlight and in a few minutes I was strapped in and ready for action. We took off and after about five minutes my instructor offered to let me take control. I wobbled around the sky for about ten minutes before my instructor retook control for the landing. It was a smooth glide approach followed by an equally smooth landing. After about half an hour chatting with Paula and just about everyone else who was in the clubhouse I returned home to study the information pack I had been given.

I returned to Popham for a few more trial flights before finally booking myself on the four day flying course. On the morning of day one I was given a guided tour of the airfield by my instructor. After lunch, it was time for the pre-flight briefing before setting off on my first hour of proper tuition. It was fairly basic stuff, but still took a fair amount of concentration for someone who was not used to co-ordinating his hands and feet. The remaining days were a briefing and a lesson in the morning. A few hours to relax, chatting to the instructors and other club members plus a chance to sample the delights from the airfield kitchen. The afternoon consisted of another pre-flight briefing and back into the air again. By the fourth day I had progressed all the way to actually landing the aircraft. I was surprised at how cool and calm my instructor was as I bounced down the runway for the umpteenth time. At the end of the week I was exhausted, having completed nearly ten hours of flying. I was nevertheless pleased with my progress and completely hooked.

The next step was to get hold of an aircraft. The 1/4 share deals were very tempting, but unfortunately out of reach on a lowly service engineers' salary. The only real option was one of Mac's twentieth share deals. I was concerned that with so many people wanting to use the plane that it would be difficult to get a chance to fly, but with potentially three aircraft available to me this certainly has not been the case. Tuition progressed steadily and with gentle prodding from my instructor to take my air law exam (not as hard as expected) I reached the day of my first solo flight. This was the most nerve-racking but exhilarating ten minutes of flying so far. Over the next few months I progressed through the cross-country flights, passed the remaining exams and eventually reached my General Flying Test. To say that I was nervous would be an understatement, but after the first few minutes of flying I began to relax and it actually turned out to be the most enjoyable flying yet! Three weeks after the GFT, my licence arrived. Finally, I was a pilot.

A few weeks after obtaining my licence I managed to persuade my sister to come flying. This was no easy task as she was nervous of flying, even in a large airliner. In short, she loved it and wants to come flying again! Surely there can be no better tribute to the training system in place at AirBourne Aviation.

Peter Masters