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+ TOUCHSCREENS New systems + ANR Sennheiser & Lightspeed + TECH Innovation + AUGUST 2011 ISSUE 70 £3.40





E R V I E W • E XC





• EX


W • E XC L U S I V E


The Rotax-based bullet that is beautiful, cheap to fly, and cruises at nearly 200mph... the Millennium Master

SECONDS FROM DISASTER: ROB DAVIES ON 'THAT' BAIL OUT + DENNIS! Sending students solo + BOB! 50 years of Waltham + ALAN! WAC preview +

Chart Š 2011 reproduced with permission of Jeppesen Sanderson, Inc.

Š 2011 Rockwell Collins, Inc. All rights reserved.

FLY WITH FUSION. Every day, business aircraft manufacturers and their customers depend on Rockwell Collins Pro Line Fusion® avionics for the enhanced situational awareness pilots need to fly anywhere, anytime, safely. From the industry’s first synthetic vision system fully integrated between the head up display and high-resolution 15-inch LCD displays, to our award-winning MultiScan™ weather radar and synchronized flight information solutions, Pro Line Fusion represents the very latest in avionics innovation. Learn more at


#70 AUGUST 2011


AUGUST 2011 ISSUE 70 £3.40





E R V I E W • E XC







W • E XC L U S I V E

One thing is clear: among all the innovation, the appetite for electric aviation is growing stronger. Major names like Sikorsky are going at it full-bore, and it won’t be that long before there is a practical small electric two-seater ready for the market, offering flight training costs a fraction of what they are now. It will transform flying, for us, and the next wave of pilots.


+ TOUCHSCREENS New systems + ANR Sennheiser & Lightspeed + TECH Innovation +


AHH... Oshkosh. Another year, another thousand things to whet your appetite and get you totting up the things to start saving for. As always, it was a mindboggling display of new things which will make your life easier – touchscreen avionics being the newest major trend – and old things which made you wish you could afford a warbird. We lost count of the WW2 machinery.

PHOTO Mark Wagner/ Aviation Images



The Rotax-based bullet that is beautiful, cheap to fly, and cruises at nearly 200mph... the Millennium Master

SECONDS FROM DISASTER: ROB DAVIES ON 'THAT' BAIL OUT + DENNIS! Sending students solo + BOB! 50 years of Waltham + ALAN! WAC preview +



FLIGHT TEST The Millennium Master tested... a lightweight rocketship! +FLIGHTCLUB WHO NEEDS OSHKOSH HERE? flightCLUBPLAne CrAzy


Around the States in 40 days PLane crazy

michael combs

licence, he would never be able to get a pilot’s Michael Combs is a man who thought mile journey visiting all 50 States in 40 days but here has just completed a 28,000


CIHAEL COMBs saw his dream of getting a PPL snatched away by a heart problem. But after getting an LSA licence, he set out to set a world record for visiting all mainland US States in the class, in a Remos. Q| Congratulations on breaking the time over distance world record, how does it feel? A| Amazing! There’s quite a sense of accomplishment with this entire Flight for the Human Spirit project. For some reason when it’s an official world record there’s a deep sense of satisfaction.

flightCLUB GET Q| You’ve only recently

was already flying from Dallas to Tampa, Florida.

Q| How did you get round the licence issue? A| The Sports Pilot Licence is really based on the US driver’s licence and on theory all pilots need to follow every time they get into the cockpit. For example, if you’re too tired, ill, or on medication, you shouldn’t be flying. It’s up to each pilot to certify ourselves. So if you are well enough to drive, then with the proper training and licensing requirements you can fly a Light Sport Aircraft. At the time I was not able to pass the physical, but now my condition has improved I don’t think I would have any problem passing. But I decided to stay with the Sports Pilot Licence because I really wanted to show people what you can do with it. It’s been out for seven years now but there are a lot of misconceptions, such as not being able to fly more than 250 miles from your own base, or to major airports – people feel there are limitations, but I’m proving them wrong everyday I fly.


Combs (right) is

heping inspire millions at shows and events

Q| What was the Remos Q| What is Flight for the GX like to fly? Human Spirit? A| Amazingly easy. The A| We want to reach learnt to fly after having biggest thing to get used to 50million people with the a passion for it for years. is flying in wind. Flying that message it’s never too late These guys are How did it eventually much we ran into all kinds of to follow your dreams – come about? piloting legends... weather, but the winds were are. With whateverRthey A T I N G S W A T the biggest challenge. It’s an but what if one A| From childhood I always CH us flying it will translate to knew that some day I would wasn’t? amazing aircraft to fly. and but want Guide people that pricestotofly, what it costs to get fly. But I kept putting it off. extra maintenance free. very other ratings. out we’ve reached Ring to each club or school for full making excuses such as it’s other with who details. people August in Some But offer expensive. aircraft choice, too maywhat is the official Q|orSo just want Weadditional interests.have fees (eg landing fees) of 2003 my heart stopped, so you have? dreams. record their askfollow people to about any extra costs. twice! It took 18 months to A| A time over distance world we’ve had consequence a As four About fully recover. record, averaging 106.32mph! up restaurants, BOURNEMOUTH people open months after it happened + CPL The last record set by anyone gentleman in £7960 FLYING CLUB a 79-year-old I realised that I was never + Zero to frozen out of Fort Worth ATPL for the Q| So how many flying flying idea new the did brand a How Q| bought 01202 Colorado 578558 going to fly, and I’d always £45,450 [Michael’s start point] was hours do you have in your trip come about? NPPL:rode Harley +and £5487it to the West promised myself that I was + Multi Engine log book now? Steve Fossett. And no record A| It was just one of those + PPL:back, Coast and £7717 another man going to live my life without Instrument A| I was just looking at that Rating ever been set in Branson, had was I he’d lady whilst a to thoughts + IMC: £2582 finally proposed any regrets. And that’s how it £12,205 Missouri, our finish point, yesterday. I now have 482 that wouldn’t go years. Course: + ATPL + Companion loved for all began – I started to live my recovering kept thinking that Ground hours, so I’m nearly at the so we really now feel part of away. I just £1372 what has come It’s amazing life with more purpose and School 500 mark. Before I started aviation history. and this I needed to fly an aircraft to Nightproject out of+this Qualification: stopped making excuses. www.flyingtime. the trip I had around 145 fly to all 50 States. I just knew £857 little plane. I got my wings in October hours. It keeps rising. I had to do it. + MEP: £2125 2009 and two weeks later I + AOPA Aerobatics: MULTIFLIGHT £1750 LEEDS/BRADFORD 0113 2387135 + Night Rating: £705 COMPANION COURSE ULTIMATE HIGH + MEP: £2178 COTSWOLRD + IMC: £2115 01285 771200 + FI Rating: £7260 + AOPA BASIC Aeros + IR: £13,056 Certificate (8 hours + IR 55 hours: of flying): £1840 £14,906 + AOPA Standard www.multiflight. Aerobatic Certificate com (6 hours): £1380 + Advanced CLACTON AERO CLUB PPL Training 01255 424761 IT IS very noticeable how (customised): hourly + Tail wheel increasing Limitations. These subjects the levels of participation are not rates £235 familiarisation, use of flight taxing and found to be fascinating conversion involvement of a passengerand and by + Basic Spin Package (residential, engine controls, how to all the students. in a flight, boosts their inc B&B) fly straight levels (1 sortie): £270 and level, how to climb, £710 The briefings are also given of confidence and relaxation. descend in the + Basic Formation and turn in accordance classroom before each airborne + Three week PPL This course greatly increases with Course: £1225 instructions, how to map given exercise. course (residential, passenger’s experience 54the These 2011 concentrate on: read in the of the flLOOP + IMC £1175 ight. august air, and that all important, effects of controls, how inc B&B): £5940 It also answers the, quite how to to use + SEP Renewal: private make a safe approach and instruments, how to monitor the + Two week question: “What would I landing! the do if my pilot £205 per hour, plus Towards the end the student aircraft systems, use of aeronautical Conversion To PPL suddenly became ill?” instructor fee fully pre-briefed on the ground will be charts and how to get home, Course (residential, The FCC is split neatly into and how to www.ultimatehigh. then given a simulated emergency use the radio and how to inc B&B): £4270 parts: theoretical knowledgetwo approach in training the air. The student will and join an airfield for landing. + IMC (residential, and flight training. Both then will the opportunity to practicallybe given inc B&B) from: £1980 The flight training consists by a fully qualified Flying be taught Instructor. FLYING TIME the emergency with assistancemanage hours dual flying instruction of eight www. The theoretical side will and with SHOREHAM consist of guidance of the FI. This will an FI, where possible in clactonaeroclub. ten hours of briefings and involve: the type of 01273 455177 lectures. taking control, securing aircraft in which the student The lectures cover three passengers, usually subject + PPL all inclusive getting assistance from flies as a passenger. This areas and there is no exam Air Traffic needs £7605 to sit. The Control (ATC), following completed within a 12 month to be A school with a subjects cover: Air Law, instructions period. Principles + Night Qualification rating or from ATC to reach an airfi This part of the course consists course? Flight and Human Performance of eld to carry of £1095 and out a safe approach and flight exercises which cover: Mail dave.rawling landing. cockpit + IMC Rating £2690 with + MEP £3065 the details

A friend indeed

Q| How did it get to the next stage? It must’ve taken a huge amount of planning to complete. A| It took well over a year to plan the entire route. Keep in mind that I’ve now flown 28,000 miles and just landed at my 171st different airfield. So before I even took off I had planned each one of the waypoints. So every turn, every part of the route, had already been planned.

You may never have thought about having to rely on a in flight, but what if something passenger happens to you? Graham from Bournemouth Flying Allan Club explains the Companion ’s Course



43-54 By now you should have sunburn from all the fly-ins and shows you’ve been to. If not, here’s some more inspiration, as well as great advice.

6 OSHKOSH ROCKED! The best of the world’s biggest aviation show for GA pilots

21 DENNIS KENYON If you think the first solo is stressful for you, think of the FI!

8 CIRRUS: NEXT STEPS Boss Dale Klapmeier tells LOOP about plans for the future

22 INCOMING Celebrating warbirds and the boffins in white coats

11 TOUCH THE FUTURE Rockwell Collins’ new system shows where all avionics are going

24 GEAR: OSHKOSH SPECIAL Four page look at the best new kit seen at EAA AirVenture

14 THE GREAT ESCAPE Rob Davies talks of his miracle escape from a doomed P-51

38 AEROS WITH ALAN Looking ahead to the World Aerobatics Champonships

16 OLYMPIC WIN Gold medal for pilots in Olympic Airspace wrangle

54 PLANE CRAZY Michael Combs, flying to every US State in a Remos LSA

19 BOB DAVY Looking back over 50 years of history at a British favourite

66 INSTANT EXPERT Diamond’s diesel and avgas versions of the DA40

BOB DAVY Bob is more than just a man of the world – he’s a spectacular pilot and a natural in any plane . But he needed all his composure for the Latvian sauna ceremony.

DAN PAYNE LOOP’s own Jason Statham is ‘The Man’ when it comes to making LOOP dazzle like a newly-polished diamond – all the more so when most of us decamp to Oshkosh!

PHIL POWELL Less than five away from his required 45 hours, Phil is our new director of ‘moving pictures’ and new media trickery. Is he as bossy as the old one? Time will tell!




MORE Avgas pressure: a lawsuit targeting vendors of the fuel in California for violating State safe air and water legislation.


Swathe of innovation in aircraft and avionics puts Oshkosh numbers up across the board as companies report brisk business


ORE visitors, more aircraft, and more exhibitors; Oshkosh 2011 showed that there’s nothing like a spot of good weather and a raft of new things to look at to tempt pilots to the world’s biggest aviation event. After a 2010 event ravaged by weather, headline figures for attendance and business at the show all took a bounce as optimism seems to be returning to GA. Without a major new aircraft debut for the first time in years – it’s hard to fill the shoes of the Airbus A380 or the Virgin Galactic MotherShip – attention turned to new kit from manufacturers and innovators, and showed the pace of technological development in aviation is accelerating, whatever the economy is doing. Major displays from firms as varied as Sikorsky, General Electric, PC-Aero, and Pipistrel showed electric flight is developing rapidly, maturing from oddity to inevitability. Other fuel alternatives are also firmly targeted in a post-Avgas era, with a greater use of Mogas

predicted from all the major engine firms, and the first public showing of Continental’s first diesel, the TD300, drawing significant interest. Meanwhile, big names like Cirrus and Piper came out punching, Cirrus particularly so given that its takeover by China’s CAIGA was officially completed shortly before the show commenced. (See over.) TOUCHSCREENS APLENTY It was once that advances in avionics took decades, then years, and now it seems just months. Earlier this year Garmin rolled out the first big touchscreen systems for GA with its GTN 650/750 navcomm units, but just months later several new systems debuted at Oshkosh, all aiming to simplify stacks yet further. Highest profile was

Major displays showed electric flight is developing rapidly, maturing from oddity to inevitability

Rockwell Collins’ new version of its high-end Fusion EFIS systems, which feature full-sized touch panels and incredible levels of simplicity masking a hugely powerful system. It’s for bigger jets and turboprops initially, but shows what’s in the near future for probably all glass cockpits. (See p11.) Avidyne brought a new navcomm box which it somehow managed to keep a complete secret during development: the IFD540, a plug-and-play replacement to the very widely used (110,000+ sold) Garmin GNS530. Of course, Garmin’s GTN is also a replacement for the GNS, so how these systems square up is of huge interest. Avidyne also showed a new synthetic vision update to its R9 flightdeck. (See p24.) Aspen Avionics brought touchscreen to its EFD1000 unit, creating a hardware link between Apple’s iPad device and the existing EFD1000 installed in thousands of aircraft to load flightplans and other information ridiculously easily. (See p24.) Speaking of the iPad,

Flaming heck! Daily air shows and pyrotechnics made sure no-one had a dull moment


US Navy flying was a centrepece of displays

Queue for the 787 Dreamliner was round the..err.. bend numerous new apps for the tablet were at Oshkosh, including from giants Garmin and Jeppesen. The Garmin Pilot My-Cast brings weather and flightplanning to the iPad, and wider Electronic Flightbag uses. And, Jeppesen’s Mobile FliteDeck moves the iPad a huge step nearer to being a complete flight tool, with ‘live’ data-driven charts replacing stored PDF plates used before. (See p26.) HEARING AID More affordable than new flightdecks and of instant interest to any pilot are improvements in tinnitus prevention, and as expected there was more choice in that regard on display. Sennheiser and Lightspeed both used Oshkosh to mark the official launch of their new headline ANR headsets, the Lightspeed Zulu.2 and Sennheiser S1. (See p26.)

BIG NAMES The show theme this year was 100 years of US Navy aviation, with displays of historic or current aircraft – no surprise show by a next-gen F35, sadly. Showstopper awards went to Boeing, for the late-week appearance of its 787 Dreamliner – the first major public US outing, but old hat to UK showgoers who saw it at Farnborough last year – and the fly-in of ‘Fifi’, the world’s only flying B-29 Superfortress, restored by the Commemorative Air Force and also by a Boeing. Burt Rutan, Bob Hoover, and Chuck Yeager were all mobbed by thousands of rapt showgoers as they gave talks about their glittering careers, while Harrison Ford and George Lucas brought the Hollywood flavour. •CHECK THE APP STORE FOR AN iPAD LOOP OSHKOSH SPECIAL LATER THIS MONTH!


SWIFT Fuel is pressing on with testing a 102-octane drop-in replacement for Avgas, with widescale testing approved.

FULL-SIZE FW190 REP ONE Oshkosh star was a full-size 1900hp (with 14-cyl radial!) FockeWulf 190 replica like this, made in Germany by Flug Werk. Kit: $760k.

There was barely a moment where Oshkosh skies were empty. Many flights were of US Navy aircraft


5 MIN U T E READ O S H KOSH SP EC IAL Get a quick fact fix... QUOTE OF THE MONTH “After we touch back down, the first thing I’ll probably want to do is have a Starbucks! Dad says it will be to have a shower...” Matt Pipkin, preparing with his father Chet to break the record for most time spent aloft without landing, 65 days (See

Chet Pipkin and son Matt, targeting the record for non-stop flight

WHAT THEY SAID... “The biggest thrill about bringing it here is that myself and all of the rest of the crew onboard are all EAA members.” Mark Carriker, chief pilot of the Boeing 787 Dreamliner, after giving the aircraft its first public showing in the US (said to huge cheers from the EAA crowd at AirVenture 2011!) “We’ve had exceptionally strong sales at the show… 40 orders for the new C4, plus another eight orders for light sport aircraft... these are real product requests with money changing hands.” US FlightDesign dealer; the firm looks to have a smash hit on its hands, with its C4 four-seater


The people, the planes, the nationalities... 2011 2010 ATTENDANCE 541,000 535,000 AIRCRAFT 10,000+ 10,000+ SHOWPLANES 2522 2380 HOMEBUILDS 974 1106 VINTAGE 899 635 WARBIRDS 367 374 TRADE EXHIBITORS 803 777 NATIONALITIES 68 66 ro AUGUST 2011 LOOP 07


CIRRUS READY TO TAKE ON THE BIG GUNS WITH NEW RANGE T China deal is sealed, so now it’s time to start dusting down the drawing boards

WO-SEATERS, improved fourseaters, potentially six- and eight-seaters, diesel options, and existing and bigger versions of the prototype Vision Jet. That’s what Cirrus have in mind for future aircraft development now the takeover by Chinese giant CAIGA is finalised, and Cirrus' future secured. Cirrus closed the CAIGA deal – first revealed earlier this year – just before Oshkosh (at a rumoured $210m) and can now talk about what comes next. Chairman and co-founder Dale Klapmeier is convinced its the time to start investigating a significantly increased range of aircraft options, and bringing the SF50 jet to market. First up is to get the jet programme moving again.

Cirrus was quick to see how the small jet category could get owner-pilots and businesses get into jet use, but has had to sit on its hands for two years as previous owners Arcapita tightened purse strings. Talking to LOOP at Oshkosh Klapmeier explained: “We need to get a conforming aircraft flying. We now have a partner with the desire to see the programme through and are back to asking what’s the best way to get it done, after ttwo years working out the least expensive way to get it done “We have to ramp up. We went from having 100 engineers on the Jet, to 20. We need to be closer to 100. We always said it was a three-year programme from the time it was funded, and that is still the case. It’s extremely exciting.”

Delays meant Cirrus had to refund 90 of the 425 deposits received to secure a place on the order list, but have also been able to replace those with new orders, a status quo which in total represents more than $600m of orders for the $1.72m aircraft. Klapmeier added: “We want to grow the company as a producer, and to better service customers worldwide. Before we focused on the owner-flown market but the future will be about wider business use, and training.” Klapmeier said a large number of existing sales were to business users who valued using a small aircraft to travel, a number set to rise and bring new pilots into aviation. He said: “Lots of customers were not pilots before buying an SR, and learned to fly because

they saw a business need for an aircraft. We need to move far beyond aviation enthusiasts, and provide the right service for the flyer who just wants to hand the keys to an FBO and forget about the plane until they next need it. They may fly themselves, or have a standby pilot if conditions aren’t good. There are potentially a lot more of those kind of user than purely flying enthusiasts.” The fight training market is also plotted large on the Cirrus map, with the obvious route to

We want to grow the company as a producer, and to better service customers worldwide

become a major player the introduction of a two-seater, long-used by firms like Piper and Cessna to give thousands of new pilots their first taste of flying and an introduction to their range. Cirrus recently completed a major deal for 25 SR20s to be used by the US Air Force Academy in Colorado, the first stop for many military aviators. They will fly a militarised ‘T-53’ version of the popular four-seater. Klapmeier says military and training is an area he expects Cirrus to focus on much harder in the future, with the airframe parachute system proving a significant draw for USAF buyers. Targeting training might see the revival of SRS twoseater investigated a few years ago but shelved in '09, a reworked design based on the German FK14 Polaris.


DALE KLAPMEIER says preparing for life after Avgas is a major focus of Cirrus and any new designs: "There are other fuels coming along that will mean engines available now will still be viable options. “Diesel is an obvious future because virtually every airport has jet fuel. There are diesel engines in development which are very exciting and have a lot of potential. We have tested diesels before and it’s a very big job to develop an engine and airframe to work with it. We are exited to see what comes.” When it comes to a turboprop SR, new small turbines like the RR-500 from Rolls-Royce have appeal: “It is an enormous programme to develop a turbine. Rolls is developing one that might be ideal for our aircraft, and we are watching that programme closely to see where it goes. There is a market for multiple different types of engines: turbines, diesel, and avgas.”

A turbine SR? Not impossible, says Klapmeier


The deal is done and Cirrus are ready to soar once again


FLIGHT DESIGN C4 WINS FANS AND ORDERS FLIGHTDESIGN proved to the big guns of certified manufacturing that it will be a force to reckoned with in the larger aircraft market, after it logged a quick 40 sales of its new C4 four-seater at Oshkosh. The 1200kg C4 is a big step up for the German manufacturer of LSAs and microlights. The project was first seen in mock-up form at AERO 2011 in Friedrichshafen in April, and was shown also in mock-up form only to showgoers at Oshkosh – more than enough get them spending, though. It promises 600kg payload, up to 1700nm

range, a cruise of 160kt, mogas or diesel options and an airframe parachute, for under $250,000. Just what US pilots want it seems, with $11m-worth of orders placed on the strength of the Oshkosh stand, and bringing total orders for the C4 so far to 70. The aircraft is hoped to be ready for 2013. FlightDesign’s US sales boss John Gilmore said: “We have taken 40 orders for the new C4 plus another eight orders for Light-Sport Aircraft here at AirVenture 2011. These orders reported are real product requests with money changing hands.”

KESTREL WILL HAVE PARACHUTE PARACHUTES on 'small' propeller aircraft have become a common feature since Cirrus started fitting them as standard over a decade ago to certified designs… but on big turboprops? That’s what Kestrel have in mind. The company, now headed by ex-Cirrus boss Alan Klapmeier, is developing the Britishdesigned eight-seat turboprop rival to Piper and Socata, and is now working with parachute firm BRS to develop an airframe chute for the design – which would make it the the biggest aircraft so far to get one. The parachute system proved to be a major sales draw to Cirrus, and would give the Kestrel a fantastic USP to business users. BRS boss Larry Williams said three options were

being looked at, and said: “The question is not if the technology is there, but only of which one we should choose. “The options are a round chute, a ram-air chute, or a two–stage system. And for the Kestrel it will be something fitted after certification flight testing, so it won’t mean it hasn’t been flight tested fully or been used as a way to avoid spin testing.” Meanwhile Kestrel has settled on a Honeywell turbine as the engine for the aircraft, in preference to the PWC PT-6. The primary draw, it is believed, is that of simplicity: it starts with a single button press. A new Kestrel mock-up at Oshkosh featured a larger, wider interior, and larger window space.

Speedy Kestrel turboprop will come with airframe chute

Watch out Cessna et al... FlightDesign is coming!

EVEKTOR TARGET CESSNA CARAVAN WE ALL know Evektor for its cool Eurostar LSA, but soon the firm hopes to be a major thorn in the side of Cessna and HawkerBeechraft, after it released price and performance

details of its EV-55 Outback turboprop at Oshkosh. From $2m, buyers will get a twin PT-6-powered 14-seater, with a max payload of over 1800kg, able to takeoff and land

Evektor EV-55 made its first flight in late June

at unimproved strips and cruise at 220kt. It has enormous appeal not just because of its numbers, but because of its two engines, says Evektor boss Jaroslav Ruzicka. He said: “Many operators will not look at an aircraft unless it has two engines. The Cessna Caravan is a superb machine, but having two engines can give us a great advantage in many areas.” It gives it a strong sales point versus the single engine Caravan, and in price it hugely undercuts the dominant Beechcraft King Air which costs from $3m to $6m.


PIPER is building the conforming version of the Altaire jet, which was the focus of serious attention by buyers at Oshkosh. This means it is happy with the design significantly reworked last year, to move it away from being a 'Malibu with a jet' to an all-new design. The new shape was at Oshkosh in mock-up form, and Piper’s Jackie Carlon explained: “Oshkosh was fantastic for us. Sales leads were nearly double 2010, and we took orders for the

jet, and propeller twins and turboprops.” The seven-seat Altaire will cost around $2.6m

when it is ready, planned for deliveries from 2014. Piper has a three-year backlog of orders already.

Confoirming aircraft being built; certfication next step ro AUGUST 2011 LOOP 09

( 0131 447 7777 WWW.GPS.CO.UK • FAX: 0131 452 9004 49-51 COLINTON ROAD • EDINBURGH EH10 5DH




NEW from Garmin for 2011 GTN 650 GPS/Com/Nav ... £6395 GTN 750 GPS/Com/Nav ... £9495 GNS 430W GPS/Com/Nav £4999 GNS 530W GPS/Com/Nav £7395


Supplied with harness for LAA aircraft

ÆRA Series Touch Screen GPS

ÆRA 500 .............. £449 ÆRA 550 .............. £699 GPSMAP 695 ... £1299 (7”screen with HSI and terrain)

GPSMAP 96 ...... £240 GPSMAP 96C ... £295 GPSMAP 196 .... £345 Air Gizmo from ...... £75



GTX 328 Mode S transponder £1640 GTX 330 transponder .... Call SL 40 Comm ................. £1145 SL 30 Nav/Comm ........ £2475 GMA 340 Audio panel .. £875 GMA 240 Audio panel .. £599 GI106A CDI ................... £1395 G3X EFIS/EMS SYSTEM G3X system single display ..... £3845 G3X system dual display ....... £5495


* approved for ground use only.




NFLIGHTCAM HD Camera ...... £235 NFLIGHTCAM HD GPS Camera £285 NFLIGHTCAM + HD Camera ... £354 NFLIGHTCAM Helicopter adapter £ 50


We stock a full range of Icom Accessories

Ameri-King AK350-30 ...... £135

Uniden UBC30XLT ............... £ 58 Icom IC-R6 .......................... £150 Icom IC-RX7 ....................... £169 Icom IC-RX20 ..................... £339

MFI GPS-Bluetooth receiver GNS 5870 for iPad .............. £ 60





The revolution continues with ZULU.2 Improved comfort and noise attenuation blue tooth connectivity and aux music imput

Harry’s HM40 ................... £ 89 HM51child headset ........... £ 79 Peltor 8006 GA headset £150 Peltor Helicopter headset .. £175 David Clark H10-30 ......... £189 David Clark H10-13.4 ...... £215 David Clark H10-13H ....... £229 David Clark H10-60 ......... £249 Sennheiser HME95 ........... £135 Sennheiser HME100 ......... £169 Sennheiser HME110 ......... £199 Sennheiser HMEC250 ....... £325 Sennheiser HMEC26BK ..... £499 Sennheiser HMEC46BK ..... £425

ZULU.2 ANR GA version ......... £565 ZULU.2 ANR Helicopter ........... £565 ZULU.2 ANR GA coil cord ....... £565 Zulu ANR Lemo panel version £499 Sierra ANR GA version ........... £399 with blue tooth and music input

BENDIX/KING AV80R ACE GPS 7”display .. £1195 SKYMAP III C European version £999 KMD 150 panel mount GPS £1895 KY97A VHF (OHC) comm .... £899 KR87 ADF (OHC) unit only ... £695 KR87 ADF (OHC) system ... £1695 KN64 DME (OHC) ............. £1295

TRAFFIC ALERT Portable Traffic Alert System Zaon MRX £275 Zaon XRX £799

RCA22-7 vacuum horizon ....... £570 RCA22-11 vacuum horizon lit .. £658 RCA26EK electric horizon .... from £1585 RCA2600 digital electric horizon £1795 RCA11A-8 vacuum D.G. ........... £570 RCA11A-16 vacuum D.G. lit ..... £658 RCA15AK/BK electric D.G from £1585 RCA82A turn coordinator .......... £615 JP INSTRUMENTS (TSO approved) FS450 fuel flow ...................................... £449 EDM700-4C engine management ... £960 EDM700-4C with fuel flow ............... £1350 EDM700-6C engine management ... £1295 EDM700-6C with fuel flow ............... £1690 WINTER EASA approved ASI ............ £245 WINTER altimeter 10,000 foot ............ £225


4300 Electric Horizon ................... £1995 LIFESAVER Electric Horizon with emergency battery backup .......... £2395 3300-10 Directional Gyro ......... £1995 MD200-306 3” Course Dev. Ind. £1195 MD222-406 2” Course Dev. Ind. £1295 1394T100-7Z Turn Coordinator £ 540 1234T100-7ATZ Turn and Slip ... £ 695 5934PM-3 Altimeter 20k Milibar £ 695 7000C.31 Vertical Speed Ind. ..... £ 395 MD25 Air Speed Ind. 2” .............. £ 850 MD90 Quartz Clock ..................... £ 165 MD90 Quartz Clock Lighted ........ £ 195 MD420 Battery Backup System £1295 MD835-1 True Blue power supply £2195 Cockpit Self-test Switch for MD835 £ 420


AR4201 VHF Com .......... £999 NEWAR6201VHF Com 8.33 £1299 BXP6401 transponder £1529

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Rockwell Collins shows big screen EFIS system with full touchscreen control

HE future of aircraft displays was revealed at Oshkosh, with Rockwell Collins unveiling the industry’s first full touch-control flightdeck, a precursor for what must inevitably become the norm for all glass cockpits. Garmin showed its G3000 late last year, which uses a remote touchscreen ‘keypad’ to select functions, and earlier this year its GTN 650/750 navcomm unit which can be controlled by touching its small main display screen, but the next Rockwell Collins Fusion system features giant touch screens that control every aspect of the aircraft. The firm is best known for commercial and military jet avionics. Colin Mahoney said: “These displays demonstrate our focus on empowering pilots with natural head-up, eyesforward interfaces. Iconbased touch controls on the main displays help keep pilots’ attention focused up and forward for safer and more efficient flying. “For example, when programming the flight management system,

instead of entering information on a consolemounted keypad, pilots can redirect to a graphically displayed waypoint or destination with a single swipe of a finger.” We had a demo of the system at Oshkosh and we were amazed at how powerful the system is –

drawing a detour around, say, a storm en route, and returning to your original course was just a matter of touching the screen for a few seconds. Other simple gestures directly on a map display would control panning and zoom. Another benefit of the new displays is a

the touch screens will take until 2012. Several new business aircraft have already confirmed use including Bombardier’s Global range with the Global Vision flightdeck, which received Transport Canada certification in June. Gulfstream, Learjet and Embraer will too.

Touch, drag, release. Not much more to it than that for a new leg

FIRST LOOK AT NEW TERRAFUGIA TERRAFUGIA brought the second prototype of its Transition roadable aircraft/flying car to Oshkosh, showing numerous changes to the previous MkI design. Most noticeable is a far cleaner front end. It notched up a major piece of good news just before the show, overcoming the hurdle of being approved for road use. The US National Highway Traffic Safety Administration gave it get special exemption from tyre and laminated windscreen rules to allow it to be driven legally.

streamlined learning cycle for pilots transitioning to a new aircraft type, enabled by the user-friendly, iconbased graphical interface. The touch control screens will be available for Rockwell Collins’ Pro Line Fusion flightdeck and will be scaleable for different aircraft. Certification of

No word on Europe yet, (don't hold your breath). The tyres are the same as have been used throughout flight testing, but are not usually cleared for

‘multi-purpose vehicle’ use, while using a polycarbonate instead of glass screen means a bird or hard object strike wouldn’t shatter the screen or obscure vision.

Front end is much tidier than first prototype Transition

TECNAM'S TWIN WIN TECNAM’S brilliant P2006T Rotax-powered twin has notched up over 80 deliveries since its launch in 2009, as it becomes the twin trainer of choice for many schools worldwide. Giving a business update at Oshkosh, strong twin sales showed that the low-cost mogasready twin using Rotax has been a sales hit. Tecnam also said that the first flight of the much anticipated P2010 composite and metal four-seater – another Cessna 172/182 contender – should be

later this year, with certification a year later. Tecnam’s US boss Phil Solomon explained: “We are building the twin as fast as we can. It has proved immensely popular, and we think it shows exactly what schools want from a trainer with very low running costs compared to others.”

Have you flown it yet? ro AUGUST 2011 LOOP 11

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FRONTEND MAIN: Big Beautiful Doll in her majesty... INSET: What remains of her now... ouch!


Rob Davies relives the bail out that destroyed his iconic ‘Big Beautiful Doll’


E’S the bionic pensioner who defied the laws of gravity and reacted with the incisiveness of a young man, bailing out of his Mustang P-51 at the last minute to parachute to safety when just 250 feet off the ground and facing certain death in his crippled warbird. The mid-air collision between Rob Davies’s‘Big Beautiful Doll’ Mustang and a Skyraider piloted by a French ex-military pilot at the Flying legends Air Show left experts and public alike amazed that he lived to tell the tale. Davies managed to bale virtually uninjured just moments before the P-51 smashed into the ground, from a plane without an ejector seat and out of control. Not bad for somebody who will be drawing his old age pension in less than two years time! Davies is tanned, struts with the sturdy step of a man in his prime, and has a daredevil mentality that would probably get him into the SAS even at his age. To say he is a cross between Buzz Lightyear, Buzz Aldrin and Biggles would not be an excessive

flight of fancy, especially when he climbs out of the cockpit onto the wing and leaps to Earth with a dismount out of Frankie Dettori's book. Apart from flying the Mustang he has a Harvard and a Yak 11, loves aerobatics and display flying, and is a regular attraction diving around the sky above the Kent village where he lives. The mid-air collision was the final flight for the legendary Big Beautiful Doll, star of our cover and June issue, but Rob’s miraculous escape is not fully occupying his mind as much as his fury that many media reports on the accident said he crashed into the other plane when, in fact, it was the other way round. And, he won’t hear of “a lucky escape”. “Years of experience and good decision making dear boy”, he retorts to suggestions that he’s lucky to be alive. “And as for some of these stories in the papers saying that I crashed into the Skyraider, well I’ve never heard such poppycock! Anybody who goes onto YouTube and views footage of the crash can see that


The nose just dropped away and whatever I did with the trim wheel made no difference... the other plane came across my tail with its wing before going into a stoop. The French pilot was showing off and didn’t stick to the briefing tactics. I could have been killed and instead of doing an interview you would be attending my funeral!” Rob was badly bruised and his flying helmet looked more like a straw hat that had just been run over by a Sherman tank, but when he hauled himself off the ground just 20 yards from the tangled wreckage of his once-loved warbird he had to pinch himself to make sure he was still in the land of the living. He describes the horrendous moment when he knew he was in serious trouble: “We were nearing the end of our formation flying display and as the leader I knew exactly what should come next to bring the display to a close. “The day before the

display had gone like clockwork. For some inexplicable reason on the second day the Skyraider pilot broke from the formation, stood his aircraft wingtip up at 90 degrees and pulled hard which meant from that moment he was unsighted and could not see me. “That is an absolute no-no in formation flying. You must never lose sight of the guy you are formating with and present the belly of your aircraft, because you cannot see the other plane. “He pulled across and climbed and his wing hit the rear of my fuselage and the control cables that run through the rear of the plane. I was able to right the plane with the aileron blades, which still worked, and that was an automatic reflex but having realised I had righted the plane I also knew how badly crippled the aircraft was. “The noise of the impact was horrendous. It was like having your head inside a 45 gallon steel drum and someone hitting it with a great slab of concrete, plus I had been thrown violently through the air by the crash and no idea who hit me.

“Once I got the wings level I realised how badly damaged I was so I jettisoned the canopy and I could see that there was open farmland in front of me so I headed in that direction thinking that maybe I could belly-land in a field, but I soon knew I didn’t have enough control to pull that one off. “I was pulling the stick back desperately hoping to climb and then the nose just dropped away and whatever I did with the trim wheel made no difference. “I knew I was running out of time and with the nose now pointing vertically downwards I decided to get out. I knew it was at a dangerously low level but it was no time to start making mathematical computations about altitude. I went for it. “Unfortunately I hit the tail on my way out and my back and arms are black with bruising and I tore my triceps in my left arm. My helmet was pulped but my head wasn’t so I knew I had got off lightly. “The parachute is a Fast Reaction Emergency chute and fortunately it opened in double quick time. Unfortunately, being a big


Rob’s bail out is reckoned to be the lowest successful escape from a warbird since the end of the War bloke and having a small parachute I hit the ground at a rapid rate of knots. I thought it was really going to hurt but it didn’t mainly due to the fact that I remembered my military training, which was in 1968, so it was knees bent, toes pointing skywards and a wing and a prayer. I got away with it fine. “I’ve owned that parachute since 1993 and I have it re-packed regularly by experts at the local parachute club.Strong Enterprises, the parachute

manufacturers from Florida, have asked for any photography I have on the bail-out for PR purposes and for the chute so they can conduct stress tests on it. They’ve offered me a free parachute which is great. They cost about £1500, which has to be the best fifteen hundred quid I’ve ever spent!” John Makoski, the sales manager at Strong, has confirmed that Rob’s chute is on its way to their Orlando base for tests and examination

and they are sending him two new chutes in return. He was full of praise for Rob’s calm reaction to a life-threatening situation and confirmed that a lower altitude might not have been recoverable. In the 50 years that Enterprise have been making their emergency chutes they have registered the same number of ‘Saves’ but only once has a ‘Save’ occurred at the altitude Rob was at when his chute opened, 250ft or so. On that occasion the

MIRACLE BAIL-OUT ROB’S miracle escape is all the more remarkable because he was so far under the height that it is thought possible to bail out successfully, set by the parachute manufacturers at 1000ft, and footage of the crash reveals just how near he was to the ground when he jettisoned the cockpit hatch and then ejected from the plane. Rob’s parachute came to rest next to the mangled P-51, highlighting the full horror of the tragedy he had narrowly avoided. How close the incident was to a powerful human drama was highlighted when Rob’s daughter Jules – at the air show – only knew her father was still alive 20 minutes after the crash. Rob says: “I came down close to the wreckage and that was a sobering sight

to think if I hadn’t reacted when I did I would have been part of that mangled pile of metal.Just as I touched terra firma I heard my mobile ringing, and with my hurt shoulder it was a job to get it out of my flying suit. “When I did it was one of my engineers and he could only say ‘You’re still alive!’ over and over. He then ran through the pilots’ enclosure to find my daughter who had been taken away somewhere. When he eventually found her and gave her the phone she could not believe I had made it and was understandably, extremely upset, almost disbelieving that it was me she was talking to”. Jules told LOOP: “Dad is recovering well... he’s like a real life Pensioner Action Man!”

It was so sad to see her all mangled up like that, knowing that she will never fly again unlucky pilot landed in the wreckage, which had caught fire. The crashed Mustang was not Rob’s plane. He sold it just days after our test in June to a German warbird museum but his sense of loss is as acutely felt as if it was still his own. “I have always loved flying that plane and it has given me so many hours of satisfaction, one thousand hours, it was so sad to see her all mangled up like that, knowing she will never fly again.” Nevertheless a sense of proportion prevails as he is happy to point out that, “Thankfully the money has gone into the bank!” He admits the thoughtto-be-final flight was an emotional occasion when he delivered the Mustang to Germany with his daughter Liz as a passenger but the parting was made easier when the Germans, who had bought it for a

figure thought to be in the region of €2m, agreed to let him fly the plane at shows, both in Germany and elsewhere in Europe, no doubt now evoking mixed feelings whether that was a good thing or a potentially tragic decision that could so nearly have cost him his life. “I doubt they’re thinking that was a very good idea now with what has happened, but I’m sure they understand when another plane smashes into you in mid-air there isn’t a lot you can do. They are OK with it actually and realise there wasn’t much I could do about it.” He’s been to the doctors to get his damaged shoulder and arm patched up after he thudded into the vertical stabiliser as he bailed out but insists the damage isn’t serious. We then learn he’s flying down to Duxford the next day to collect stuff he left in the plane. Getting back on the bike is second nature to him and it’s hard to see that he will adhere to his long-suffering wife Mickey’s adjuration that “at his age he ought to consider stopping flying”. Some chance! ro AUGUST 2011 LOOP 15



A I R S PAC E 2 0 1 2

olympic mandarins in reason’ ‘listenED to shock! Airspace restrictions over London and the surrounding area eased after outcry from pilots, schools, and airfield owners


HE outcry at the proposed twomonth lockdown on London and surrounding airspace next year for the 2012 Olympics seems to have had an effect: the area has been trimmed, rules eased, and the duration of the strictest clampdown halved. The CAA and other bodies pleaded reason with the Government and security chiefs, who wanted to turn a huge block of airspace measuring 80 miles by 90 miles into a virtual no-fly zone for many pilots, laden with restrictions that caused many to ponder two months out of the cockpit. And, the lobbying worked! The CAA said: “As a result of an improved understanding of the risk picture and work with the aviation community, the duration of the full airspace restrictions covering the London 2012 Games has been reduced and will now only cover the Olympic period from 14 July to 15

August 2012. Separate, geographically smaller, airspace restrictions will now cover the London 2012 Paralympic Games from 16 August 2012 to 12 September 2012.” The previous restrictions would have lasted the entire July 14 to September 12 period above. The zone has been shrunk in parts, usually to alleviate airspace congestion issues on its borders, and for the Farnborough Airshow, and a restriction on student pilots flying a cross country in the zone removed. There is also an exemption to allow flights to and from the existing airfields at White Waltham, Denham, Fairoaks and the London Heliport to access the Restricted Zone from the Prohibited Zone – in theory before they would have been barred from flying or have required a military escort to leave it! Lastly, there is now a mechanism for airfields within three nautical miles

of the outer boundary of the Restricted Zone to apply for a three nautical mile radius exemption


laa gets a new boss and Harrier Integrated Project teams. A keen pilot, he soloed a glider at 16 with the Air Cadets, going on to gain a full PPL under a scholarship. He has been a tug and parachute pilot,

Richard will help steer the LAA after an RAF career


of the Restricted Zone and the airfield. Huge applause to everyone at the CAA for their efforts.

The new zone being drawn up will be a little smaller, and much more accessible


THE Light aircraft Association has found its new CEO, Richard Dunevein-Gordon, who will take over from departing boss Peter Harvey next month. Dunevein-Gordon will head up the organisation after a glittering RAF career in which he reached Wing Commander. He has just the right kind of background for an organisation that puts flight safety and engineering excellence at the top of its mandate, with experience of engineering and airworthiness in the VC10, Hercules, Sentry

from the restrictions for those aircraft immediately exiting to, or recovering from, the outer boundary

new french PPL IR and a gliding and SLMG instructor, and has Type experience ranging from RF3, to Jet Provost, to the classic Harvard. A share owner in a Fox Moth, and hands-on restorer, he said: “I’m excited about my new career with the LAA, working with the staff and volunteers to steer the Association’s important work through the challenges that lie ahead. “I look forward to meeting as many of the Association’s members as I can, starting at the Annual Rally at Sywell this year.” Say hello at the Rally!

FRANCE is preparing to launch its own Instrument Rating for private pilots, just as the European Commission is about to approve a ban on non-EASA licences. The EC is expected to approve proposals put forward by EASA, the European Aviation Safety Agency, to end the use of FAA (US) licences by European pilots. The ban is likely to come into place by April 2014 despite the awful implications for thousands of FAA licence holders in Europe. The main reason for having an FAA licence is to be able to use an

FAA Instrument Rating when flying an N-reg (US) aircraft. The FAA IR is far more attainable by private pilots when compared with the European IR, which is aimed at airline pilots. The proposed French IR is a direct replacement for the FAA IR, but will be only be valid within French airspace – although there is talk of it being accepted by other EU states. Restrictions include only for PPLs, not CPL, it cannot be used for flying for hire, and can only be used in piston aircraft (single or twin) – no use to turbine or heli pilots.

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LO O P ' s m a n w i t h a tt i t u d e a s w e l l a s a l t i tu d e ONE of White Waltham’s most active members, Chris Royle, recently sent me these photographs taken by the photographer Cyril Smith between 1960 and 1962 (pictured below - you can see the seasonal changes in some of the photographs). Sadly Cyril is no longer with us but another aviation enthusiast, Tim Spearman, bought the collection and has allowed LOOP to publish some. I love them. I got fired up enough to do compare ‘then vs now’ to see how things have (not) changed in the 50 years since they were taken. The clubhouse is virtually identical, just extended to the right a little, and the line of the curve on the roof of the wooden bit is the same then as now, as are the windows, chimney pots and the blister hangars just beyond. During WW2 the club house was a Nissen hut which lived on the far south west side of the airfield, moved to its present location around 1948. Some buildings are gone but the concrete foundations are still there, used as hard standing to train the fire crew. Call me Reginald S. Potter if you like but I think the aircraft are fascinating – some are still with us, either flying, being restored, or in museums. For example one, G-APAK, is in the form of an enclosed cockpit ‘Thruxton Jackaroo’ in 1961 and is still in the air today, although it has been modded back to an open Tiger Moth. Many Tigers end up being like Trigger’s favourite broom – you know, 14 heads and 5 handles – seeing how they’ve been up-ended, ground looped or more decisively crashed every few years. The ownership of

the aeroplanes in the pictures is just as fascinating: I checked G-INFO and found G-ALOK was a Percival owned by a company called Spitfire something or other which was involved in filming in the 1960s. I won’t tell you any more of the reggies but let you get all nerdy and check them for yourself. You know you want to. What about the cars? In 1961 you would have to have serious wonga to own and run that Porsche 356 in the car park. In the early 60s the more common form of road transport (apart from a bus or a bicycle) would have been the old Ford parked in front it. The two-tone car with the white wall tyres is a flashy Vauxhall Cresta which mimicked the American idea of ‘style’ at the time – awful isn’t it – and the strange hearse-like thing half out of shot to its right is a shooting brake, a big, motorised ‘horseless carriage’ with half a dozen or more seats used to transport shooting parties. These days we call them Land Cruisers. These pictures were taken 50 years ago and I really do wonder what the place will be like in 2061, because like Cyril I won’t be here. If the present owners have anything to do with it the answer is… exactly the same. No elf’n’safety, no tabards, no security fencing, no stroppy officials. Isn’t that great. Unfriendly Airfields At the other end of the scale, deciding which airfield gets a Gold Award for Unfriendliness has been quite easy until now, e.g. anything run by the BAA. But there have been some rising stars worth considering recently. Elstree has been a contender, and, inexplicably, Barra, but the 2011 clear winner is..... (insert

Waltham now: Paintjobs are a little gaudier, but much is the same at least a 10 second gap if he was also accused of here like they do on the having been smiling, but telly)… RAF Halton. what a bad lad. RAF Halton? Can RAF Halton has long These pictures been GA aircraft land there? afflicted with bad were taken Well, yes you can – but air and gas bags. It’s not you probably don’t want 50 years ago so long ago that another to. Think what Dad’s was ordered by and I really do friend Army would do with the radio operator to see wonder what the station commander elf’n’safety and you’re most of the way there. the place will because he had flown My friend recently took be like in 2061 an aileron roll in his off in his (i.e. not clubYak ‘near’ the airfield. owned) aircraft quite He said that he would early in the morning, in daylight, be happy to see the station and was given a very strict telling commander (if only to tell him off on his return for a catalogue where to go) but he hasn’t been of ‘terrible’ misdemeanours. back there since. For instance he took off when It’s a shame because RAF the airfield was closed (and?), Halton lies at the base of the there was no fire truck (like Chiltern Ridge in beautiful normal then,) and there was no countryside. It started life as one present to sponsor his take a Rothschild mansion and in off (that means, as I understand wartime became one of the it, to ensure that his take off was RAF’s most respected hospitals. ‘successful’). It’s best known of course for its Oh, and he didn’t leave a long history of being the RAF’s mobile telephone number on the premier aircraft engineering booking-out sheet (is it illegal training school, home of the not to have one?) and he didn’t legendary Halton Brats. write down whether he would be But right now, I can’t think of coming back or not (like maybe any airfield in the UK I’d less like he just didn’t know). I don’t know to visit. ro AUGUST 2011 LOOP 19

PROPTECH: WHEN REASSURANCE MATTERS Not all propeller specialists are equal when it comes to expert service, and expert advice

WHEN talking to potential customers, the mention of Proptech is sometimes met with a blank expression; when I explain we used to be known as H&S Aviation in Portsmouth, the penny seems to drop. It’s funny how many still refer to Hants & Sussex! We’ve been in Portsmouth some 40 years and were part of H&S for much of that, before becoming part of the BBA Group, and then in March 2009 becoming a standalone business after being purchased by former General Manager Andy Featherstonhaugh, now MD. We are the biggest propeller overhaul and repair facility in the UK – the building is over 30,000sq-ft – and many of our 30 staff have careers that stretch back decades with us, meaning they have immensely deep knowledge. The engineering team alone have over 60 years of experience. We know that truly understanding your subject is a great reassurance to customers, and have always embraced new techniques and technology to keep at the forefront. Our wide experience means we specialise in propellers from GA, Corporate, Regional and Military markets, in a range of props from two-blade fixed-pitch to large six-blade composite Regional airline props. This means we hold a range of airworthiness authority approvals (EASA, CAA, FAA, and ISO), and other various foreign agencies such as Vietnam and the Philippines, all of which require audits. We work closely too with manufacturers Sensenich, McCauley, Hartzell (metal & composite), MT, Dowty Rotol and Hamilton Sundstrand (composite only). This is reflected in being recognised by Hartzell and McCauley as the only propeller shop in the United Kingdom to have their approval as a distributor and service centre. Hartzell regularly apply a stringent audit to Proptech to ensure all work is carried out in accordance with their specific requirements. MT Propeller is the newest addition to our manufacturer portfolio, giving us Propeller Service Centre approval and seeing many of our team train in Germany. Keeping on top of all the updates in the industry means we go to any OEM

conferences and meetings, ensuring we know instantly what’s new and forging closer relationships with the manufacturer. The same goes for OEM training courses – our engineers are well travelled! – which again gives real peace of mind to customers that we use the original OEM parts as required, and work to the highest standard. One thing not a lot of pilots know is that only an approved McCauley Service Centre can handle possible warranty applications directly with McCauley. And, Hartzell require propeller shops to have their approval to carry out certain specific operations, such as aluminium hub machining, shot peening and nickel sheath replacement on composite propeller blades (as fitted to some Van’s aircraft), and the cold rolling of aluminium blade shanks. So, our OEM links are a huge source of pride for us, as they show supreme faith in our team’s standards, abilities, and attention to detail. I often says that when it comes to propeller repair and replacement, when choosing a workshop the old expression “all that glitters is not gold” should be borne in mind: cheapest is rarely best, especially for equipment that could be on wing for many years. I recommend a look on the Hartzell website’s service & support FAQ on recommended facilities for information on what to look for when choosing a shop to work on your propeller. McCauley and MT also have good web resources on finding the right workshops. STC KITS The supply of STC propeller kits from Hartzell, McCauley and MT is useful to many owners, especially if your old propeller becomes beyond economical repair or is badly damaged. STC kits can be a very economical option, once you are assured the right approvals are in place for your aircraft. Our OEM approvals mean we can offer details and competitive pricing on these kits. Another benefit of being OEM approved is the support given by the OEM’s own product support departments, in addition of course to our own dedicated Customer Support team, happy to answer any

questions you might have. I mentioned before our constant investment in new technology. This includes the for MT paint removal cabinets, high pressure water jet for blade lead removal (prevents lead bore damage), composite repair equipment, and the latest computer controlled static propeller balance equipment, just updated to new. GETTING AROUND It is worth noting that we have our own dedicated transport and drivers, able to collect from and deliver propellers throughout the UK. Once more, it gives owners and maintenance facilities reassurance their propeller is being looked after from start to finish. I advise that if propeller work is required, you speak to our commercial team who will advise you of what we can do. We always aim to provide a propeller overhaul or repair at a competitive price, with an agreed turnaround time and with quality you would expect from an OEMapproved facility. Should the need arise Proptech can also offer an ‘in field’ repair service, depending on the nature of the fault. Common tasks are de-ice boot replacement, or propeller flushing due to oil contamination. For those rare occasions when an aircraft is AOG, Proptech have a dedicated 24/7, 365 days-per-year phone line, detailed it on our site. Please contact the Proptech Commercial team for McCauley, MT and Hartzell propeller repair or overhaul quotations. If you call or e-mail for a quotation, please tell us if you read about us here, and if you found it interesting and gave LOOP readers a brief overview of how Proptech operates. Of course, should you experience any problems with your propeller, do not hesitate to contact Proptech Customer Support Engineering team for advice… that’s what we are here for. Alistair Mant Customer Support Engineer. Proptech

PHONE +44(0)23 9265 7770 FAX +44(0)23 9265 7771 AOG OUT OF HOURS +44(0)79 2078 8631 EMAIL WEB BROCHURE





Fo r m e r w o r l d h e l i co p te r ch a m p i o n a n d i n s t r u ct o r I AM standing on a sunny airfield out in the long grass, when an unexpected 20kt wind blows and a wisp of lowish cloud pops up over the horizon. Airport Met says there’s a risk of thunderstorms, but there’s not been a drop of rain all day. Pacing up and down nervously, I spot a nasty black cloud... and it IS heading my way. All I need now is a change of runway and a 20kt line squall to come whistling through. Now I’m biting my nails, toes metaphorically curling up. So why all the panic? It’s ‘First Solo’ time and after a period of solid training, umpteen briefs and two dozen lessons, my new pilot is winging his way around Shoreham airfield several hundred feet above... hopefully chanting the downwind checks correctly as he follows the circuit pattern practiced ‘til the cows came home... and all blissfully unaware of the anguish of his flying instructor waiting below. Happily the ‘first helicopter solo scenario’ is rarely like that, but I’ve more than a few stories to tell to the contrary and only last year, ATC made a runway change at a critical time during a first solo. I haven’t actually checked my log book ... but in my 40 years and 14,000 hours in helicopters, I’ve probably trained anything up to 200 pilots. And boy how they can vary! On a more serious note, I cannot forget the case of an experienced fixed-wing pilot who, on his first helicopter solo, was briefed to “Complete ‘two’ standard helicopter circuits” but especially

to ‘fly clear” of the tufts of low cloud that had been hanging about over the coastline south of the airfield for most of the day. As the pilot lifted off, the instructor was alarmed to see him turn out in the opposite direction to the helicopter training circuit and head for the low cloud! Fortunately the man’s fixed-wing experience prevailed and all ended well. In the post flight brief, it emerged the pilot thought his instructor had for some reason, wanted him to fly ‘near’ the low cloud! As many will know, in R/T use, the word ‘clear’ has been responsible for fatalities. In the 1980s, I completed the sale of an Enstrom ‘Shark’ to a customer from Aldershot. One of our instructors picked him up each day and flew to Shoreham for the day’s training. After the usual 15 hours or so the great day came when he was ready for the famous first solo. It was then that he asked in all seriousness that as he was now qualified to fly alone could he take his new helicopter home with him that day! I often wondered where he might have ended up if the rules had allowed that. Meantime, In my 40 years I will not of rotary I’ve mention in detail the pilot probably trained who wanted to anything up to take his pet dog 200 pilots. And with him on his boy how they first solo and another who can vary!

asked if he could take his wife! CAA and ANO rules certainly prohibit the second request but I can’t find any rule disallowing the first! Of course the Russians allowed Laika to fly in their Sputnik II... The next tale to relate is the occasion where a fixed-wing student was authorised to fly the school’s Piper Cherokee on cross-country from Shoreham to Goodwood to the west. I was later told the pilot in question had been advised by another more experienced student that all he needed to do was "follow the coast". The student surely did that, but set out from Shoreham on a reciprocal heading to the east. When telling the story, I have offered wagers to anyone who could cite the very furthest and most unlikely airfield that pilot could have landed while still believing he had found Goodwood. Not Heathrow or Paris, but Southend Airport. Oddly, at the time Goodwood ATC was 119.7MHz... as was Southend ATC, so the wandering pilot’s standard R/T calls were acknowledged normally! Many years ago, I was running the Skyline helicopter school at Wycombe Air Park. It was springtime when the larks were singing and the bird was on the wing (actually that’s absurd, because the wing is on the bird!). A few minutes following my instruction to prepare Enstrom G-WSKY for his solo flight, my student appeared at the door of my office. “There’s a bird’s nest in the

engine.” he announced in a matterof-fact tone as though it happened every day. Surely enough my doubts were gone the moment I lifted the engine inspection panel where the biggest nest you could wish for sat neatly ensconced between the cylinders of Lycoming’s solid 360 cubic inch engine. The helicopter had last flown just 36 hours earlier, so the industrious little bird had built his new home in less than a weekend. The major item here of course is that had the pilot just fired up and lifted-off – something I’ve witnessed all too often - an in-flight fire would have been more than a nasty probability. I’d have to say before relating my final yarn that in the late 1960s, although the rules were there, a more liberal interpretation was fairly normal. When I first entered the civil aviation scene from the RAF, only ex-service helicopter pilots were considered suitably experienced to become instructors. The CAA ‘Panel of Examiners’ was indeed a sort of cosy exservicemen’s club! There were no PPL(H) instructors and the service pilots just did their own thing. So it was when the time came to complete the required cross-country from Shoreham Airport to qualify for my civil licence, I made an unusual request: there was an air show at Sunderland, and I asked if I could fly the 700nm round trip to see it, instead of the usual 20nm hop from Shoreham to Goodwood... a request that was promptly granted! ro AUGUST 2011 LOOP 21




A heartfelt thanks WONDERFUL stuff reading about Rob Davies and his P-51 ‘Big Beautful Doll’, and how sad it was to see that the very same aircraft came to a sticky end in the incident at Duxford just a few weeks after reading his story. Firstly, I’ll add my voice to the many of relief that Rob managed to escape from the Mustang in its death throes. I can only imagine the gut-wrenching feeling at seeing a much-loved aircraft fly its last, in such a violent manner. Without focusing on Rob’s incident, I really wanted to say how much I and millions of others appreciate the efforts the likes of Rob and many others

go to, in keeping what are monuments not only to aviation history but also of human history in working order. Seeing a flypast by WW2 era aircraft at an airshow doesn’t merely raise the spirits because of the sheer sound and spectacle, but also gives reason to reflect on the sacrifices made by those in the wars for the way of life we take for granted. In the same issue, you featured the efforts of the team at Duxford in returning a Flying Fortress to show-worthy condition, and I give plaudits to them too for their great work. Steven Roberts The aircraft may be gone, but the appreciation for Rob and others remains strong

SPOT THE PLANE 1 As carbon fibre and composites become the norm in aerobatic aircraft, this classique shows wood has a lot left to offer. We doff! 2 A one-off spark of genius from the East, making flying cheaper and tree-huggier.

3 When it comes to homebuilds, these guys are Barratt Homes of aviation. And this is the daddy of the range... full marks!

The future is bright, green

I WAS fascinated to read about the CAFE Green Flight competition currently underway to find the best in green flying [LOOP, July], doubtless aided in finding entrants by the rather large $1.5m prize on offer! Looking for more info online, it seems entrants into the event are rightly exploring many different options, and NASA and the organisers should be given a thumbs up for not demanding every design be electric, or biofuel, or so on – leave the choices up to the designers, I say. Even those teams who

do not win will very likely bring forth some very interesting developments that make a lot of sense in the future of flying. Equally impressive is the strict adherence to the ‘it has to work in the real world!’ rule, so we don’t get prosthelytizing zealots winning the prize and trying to convince us we’re mad or bad for not warming to their unusable contraption. PS: The Seraph is my ‘yum’ pick. Tom de Witt

If eco-planes look this good...


NICK HEARD’S excellent column on adapting to new types [LOOP, July] reminded me of a friend’s chance to fly an Extra 200 – of which he had no experience (though that’s not the tale he told...). Full of bluster and gusto, he strode off to fulfil his dream, and quickly parked himself in the front seat. After some moments, a quizzical voice rang out... “Err.. where’s the stick?” The owner had removed the front stick to ensure non-pilot passengers didn’t touch it. Red faces all round (thankfully, he thought better and didn’t fly it). Jason Lloyd


Now that’s what I call a city strip! JI

think you’ve got AN EAGLE EYE? Know your MD from your DC? Get your magnifying glass out and your bobble hat on, and see if you can work out these obscurities. First correct entry from the hat wins a prize! Email ‘Spot the Plane’ to last month’s MYSTERY AIRCRAFT 1 Extra 200 2 Cessna Citation Mustang 3 Glasair III

Something is missing

It might look like a model, but it’s a real US spy plane. F Hirsch

Similar to the odd ring-wing thing. FL


Clem Jensen

Full marks for your Flight Test mag for the iPad, it stands up to any other magazine on the App Store. Neil Chalmers Thanks Neil!




E R V I E W • E XC



W • E XC L U S I V E

ian Brooker



Very heartening to read Bob’s eulogy to the beauty of the UK. When the book comes out, I’m definitely having a copy – and I will want it signing too!

I’m all for new ideas in flying, but that Solar Impulse... it’s not exactly practical is it? I saw it was grounded by lack of sun.




PRETTY disgusted to read about the situation being outlined by Alan Cassidy, regarding the future legislative framework we will be forced into (at cost) when it comes to aerobatics. My overriding thought is that the policymakers at EASA are considerably less qualified to make decisions about flying and licensing than the average aerobatics pilot: EASA looks to be the committee equivalent to the pilot trying to do a barrel roll on his first lesson. ed thomson

AUGUST 2011 ISSUE 70 £3.40


Jim: “Web OK, mail better!”



+ TOUCHSCREENS New systems + ANR Sennheiser & Lightspeed + TECH Innovation +


LIKE lots of Private Pilots I received a CAA letter regarding aircrew licences on EASA aircraft from 2012. I’ve made plain my views on EASA but here I have a beef about the CAA. They state they won’t send any more letters on this matter, and direct us to websites, and to information subscription services. Surely they have a duty to keep us fully informed and we don’t all have access to the Internet. In my case, living in the sticks at the end of line from Derby, I find emails are exceedingly slow in coming through. Now I fully accept that whilst in the air I am responsible for obeying all the rules and regulations but I do expect the CAA to play its part by keeping me up to date on these rules and regulations. A sloping of the proverbial shoulders and stating that we must access websites is, I consider, a dereliction of their statutory duties. They must by law promulgate information to us pilots and good old fashioned ‘snail mail’ is still the best way to deliver it. Jim Cripps




Not all of us are online


The Rotax-based bullet that is beautiful, cheap to fly, and cruises at nearly 200mph... the Millennium Master

SECONDS FROM DISASTER: ROB DAVIES ON 'THAT' BAIL OUT + DENNIS! Sending students solo + BOB! 50 years of Waltham + ALAN! WAC preview +

ISSUE 70 ISSN 1749-7337

LOOP Digital Media Ltd 9-11 The Mill Courtyard Copley Hill Business Park Cambridge CB22 3GN T: 01223 497060 F: 01223 830880 E: W:

LOOP is published by LOOP Digital Media Ltd. No part of this publication may be reproduced without written prior permission of the publisher.

EDITORIAL Editor Richard Fairbairn E: Staff Reporter Dave Rawlings E: New Media Editor Philip Powell E: Creative Director Bill Spurdens E: Art Director Dan Payne E: Production manager Kevin Hilton E: Chief Photographer David Spurdens E: david@davidspurdens. com ADVERTISING Sales Manager Dave Impey T: 01223 497067 E: Sales Executive Chris Wilson T: 01223 497060 E: PUBLISHING Editorial Director Dave Calderwood E: Director Sam Spurdens E: Director Dave Foster E: CONTRIBUTORS Alan Cassidy, Bob Davy, Dennis Kenyon, Nick Heard, Stan Hodgkins, Phil O'Donoghue, Paul Bonhomme, Dorothy Pooley ro AUGUST 2011 LOOP 23


oshkosh2011special all t h e n e W p r o d u cts Fr o M t h i s Y e ar ' s ea a a i rVen t u re


• BEst At sh

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At shoW 2 Est

the president and CEO of Avidyne. “It makes it an incredibly easy and affordable retrofit for general aviation aircraft,” he added. The new touch screen controls are available in addition to the familiar knob and button controls, providing pilots the choice when interacting with such functions as its Flight Management System (FMS), map and frequency management. The IFD540 features a super bright, highresolution, LED-backlit 5.7inch colour liquid crystal touch-screen display, the IFD540 provides a simple user interface for full SBAS/ LPV approach guidance capability, advanced radio management including automated NAV frequency tuning and COM frequency nomination, automatic frequency identification, easy-to-modify graphical flight planning, and Avidyne’s exclusive


GeoFill waypoint entry as familiar nomination, to you as your which predicts computer or the next leg or smart phone. With The iFD540 waypoint, based GeoFill, the IFD540 user interface will virtually always on proximity, not alphabetically. guess accurately reduces In addition to your next waypoint button pushes basic Direct-To after only entering and knob navigation, one or two letters. entering an IFR Graphical Flight twists by flight plan is easier 50-75% Plan Editing With than ever with the the IFD540’s IFD540. Avidyne graphical flight state that with extensive planning capability, you testing and customer can easily edit your flight experience it has proven plan with the touch of the that the IFD540 user screen. Simply touch any interface reduces button VOR, airport, intersection, pushes and knob twists or other navaid object on required with previous the map to add it to your navigators by 50%-75% or flight plan. In addition, more. Drop-down menus the IFD540’s ‘rubber are logically placed to banding,’ feature allows provide touch-to-select you to stretch any leg in data entry of airways, exit the flight plan to make waypoints, destinations, a deviation for weather and approach procedures. or to accommodate an A pop-up QWERTY-style amendment from ATC. keyboard automatically The IFD540 will be appears when an alphaavailable from the first numeric data field is quarter of 2012, will retail highlighted, making data at $16,995.

+ T H AT wA S n ’ T A L L F R O M AV I DY n e

WHILE at Oshkosh Avidyne unveiled the soonto-be-certified v9.3 software upgrade for its Entegra R9 glass cockpit. One of its new features is Synthetic Vision (SVS). Like all other synthetic vision systems these provide a graphical presentation of threedimensional terrain and water, obstacles, and traffic. But Avidyne’s system also includes the addition of a Total Velocity Vector (TVV) on the PFD. The TVV provides a visual representation of the aircrafts flight path, indicating where the aircraft is going and not necessarily where the aircraft is pointing. The new software offers a selectable horizontal field of view (FOV), which provides pilots with the ability to adjust the 3D zoom setting of the terrain presentation on the display. The default field of view is 45 degrees for normal flight. However, a wide-angle 120-degree

24 LOOP august 2011

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aRMin has sold “Leveraging the the gns530W by technology of our the vanload and FMS900w and Entegra recently launched the Release 9 systems, Avidyne new gtn650 and 750 is offereing aircraft owners supersede it. avidyne, a truly differentated choice not to be outdone, has with our plug and play seen a chance to jump avionics solutions,” said into this market with its Patrick Herguth, Avidyne's iFd540 – a touchscreen Chief Operating Officer. gPs, navigation and The IFD540’s advantage communication stack over the popular that works as a plug ‘n’ GNS530/W is a bigger play replacement for the glass, a much larger popular gns530. screen area, 400% more Avidyne is famed for its pixels, and a touchscreen easy-to-use avionics and interface that works claims that it has taken alongside a traditional ‘the next step forward’ button configuration and with the introduction of the bezel. But because it’s the IFD540 GPS/NAV/ same physical size, COM. The IFD540 uses the same provides the tray and antennas, same navigation, and can be it makes it communication, installed without and MFD capability an incredibly the need for any as found in its wiring changes, affordable flagship Entegra Avidyne state retrofit for Release 9 systems that it: “Expects in this touch installation time general screen, panelto be between two aviation mounted stacked to four hours,” aircraft avionics suite. said Dan Schwinn,



s At

Avidyne has come out fighting with a new navcomms unit that goes head-to-head against Garmin and replaces the stalwart GN530 stack... a brave decision with potentially huge rewards

20 11 • BE s oW OSH t

field of view provides more ‘peripheral vision’ when in mountainous areas, while the 20-degree close-in view might be used to zoom in on a distant airport, allowing the user to confirm a runway heading from a distance. Another new product is Avidyne’s AMX240 audio panel. It is a full-function stereo audio selector panel with six-place, voice-activated intercom, integrated Marker Beacon receiver and BlueTooth capability. Pilot, crew, and passenger intercom isolation settings are selectable with a single dedicated button, and are graphically displayed for easy-tointerpret mode annunciation. The AMX240 is a plug-and-play replacement for the GMA340 and PMA8000 series audio panels. The panel has plenty of new features including front panel inputs for music and mobile phone, user-selectable music and

intercom configurations. Dedicated knobs for Pilot, Copilot and Passenger intercom volumes helping pilots to manage passenger audio preferences, and a dedicated Replay button provides a “say again” function that repeats the previous ATC communication. The AMX240 also has a dedicated Split button that allows the pilot to transmit on COM 1 while the Copilot transmits on COM 2. The AMX240’s dual radio monitor capability allows the pilot to listen to active and standby frequencies simultaneously when interfaced to Avidyne’s IFD540 or Entegra Release 9 communications radios, with automatic muting when active frequency is in use. Retail price is $2,395 including tray installation kit, and will be available in early next year.






+new Voice recognition

tiMe to speaK easY OSHKOSH, wouldn’t be Oshkosh without something really innovative launched. This year Voice Flight Systems ticked the ‘clever’ box by releasing its VFS101, voice recognition system. Only available in the US at the moment, but the system has been certified by the FAA and works alongside the Garmin GNS430W and 530W. The system allows pilots to enter flight plans and waypoints just saying the airport codes.

The system uses patented technology to provide accurate speech recognition. Voice Flight claim that its system of voice entry of complex flight plans is ten times faster than is possible with the conventional GPS entry knobs. The system does not require any prior training or adaptation for specific pilot voices. Voice Flight is working with manufacturers to allow the VS101 to work with other systems

Voice Flight is planning on selling in Europe soon

+new lightspeed

Zulus...  oF ‘eM! QUITER, clearer and comfier is what Lightspeed said about its new Zulu.2. Instead of going for a completely new headset, it claims to have improved on the original Zulu. The new headset benefits from new technology including a Microport Vent for better ANR, better ear seals and a new microphone.

TOP: The new IFD540 in amongst the new AMX240 audio panel and AXP340 transponder BELOW: 'Rubber banding' allows a flight plan to be changed quickly, & pop up keyboard

The headset has Bluetooth connectivity, communications priority that lowers the volume of any auxiliary device when a radio or intercom transmission is made and an auto shutoff. Lightspeed is aiming to put the cat amongst the pigeons with a price of $900 cheaper than the Bose A20 and Sennheiser’s new S1.

The Lightspeed Zulu.2, similar to before, but better ro august 2011 LOOP 25

Flightgear oshkoshspecial

getting ahead(set) + n e w headset

Sennheiser are upping the ante in aviation headsets with the S1 SENNHEISER were one of the first companies at Oshkosh to draw its line in the sand with the formal launch of its new S1 digital ANR headset. The headset has been four years in the making and was designed from scratch, with the help of BMW Design Works (who also design products and packaging for Coca Cola, Microsoft, Puma to name but a few). The development in the S1, and the features included, shows that Sennheiser want to make an impact and compete with the likes of Bose and Lightspeed. Dr Heinrich Esser, tech boss at Sennheiser, said: “It will be the best in class.” Before development of the S1 started Sennheiser hosted lots of pilot focus

groups to find out what they wanted from a top of the range headset. And judging by how rich of features the headset is, Sennheiser listened to its client base. The clamp pressure can be altered to suit any wearer, “This headset will fit egg heads, block heads and anyone in between,” said Dr. Esser. “We have included a switch on the headband that can be set to either five, six or seven Newton Metres depending on the size of the pilots head, this will make it comfortable for everyone to wear for long periods of time,” he added. The headband itself benefits from a-symmetrical padding to alleviate any hotspots of pressure. The earcups are made from memory

The reduction benefits of both internal and external mics +new audio panel

radio ga ga PS ENGINEERING, famed for it’s audio panels, lunched the PAR100EX radio for the experimental and Light Sport Market. The PAR100EX combines an audio control panel, audiophile stereo intercom with IntelliVox (eliminates squelch adjustments and minimises cabin noise), Bluetooth, and a remote

PAR100EX audio panel for the experimental market

foam, with a softer part by the temple so spectacle wearers won’t have their classes pushed into the side of their head. The earcups are also shaped to help with better clamping around the ear, with the oval being 'pointed' at the lower end – this will help with the passive noise reduction should the batteries run out of power. Then there’s the sound side of the headset. Sennheiser has included a treble-boost to help with clarity of speech. “We have added this, because as people age they start to lose the ability to hear the higher frequencies. So with the three-stage treble-boost pilots will able to hear better,” Said Dr. Esser. The digital ANR cancels out feedback and feedforward sounds. Sennheiser say that a cockpit is a dynamic environment and sounds will change, which could raise noise levels in the

headset. To counteract this Sennheiser has included a button on the outer earcup which, when pressed, will reassess the noise levels and change the frequencies in the ANR to make the environment quieter again. The audio box takes two AA batteries and Sennehiser claim a lifetime of 40-45 hours with lithium batteries. It also has separate volume controls for each ear, Bluetooth

connectivity and a mono/ stereo switch. All this technology doesn’t come cheap though. Sennheiser has launched the headset with an introductory price of €998 or $995, until the end of the year. It’s available now and ready to be shipped. We’ll be doing a mass headset test imminently, so the retail version will be included.

+new jeppesen charts

jeppesen join the revolution mounted VHF transceiver. The right half of the PAR100EX is dedicated to the comm radio, with a LCD display that shows the frequencies. The left half has all of the audio panel controls for radio selection, intercom and music volume, intercom mode, and PS Engineering’s multiple music mute mode control. The functions are electrically independent, including the power supply, so even in fail safe on the audio panel, the VHF radio can still be used. The PAR100EX, costs $2595 including the VHF com radio.

26 LOOP august 2011

JEPPESEN announced the next step in digital flight charts with the launch of Mobile FliteDeck app. Instead of PDF charts to view on the iPad, these new charts are datadriven and interactive. The charts provide digital en route navigation information and are available for its geo-referenced charts. Jeppesen provides aviation’s first dynamically rendered mobile solution, optimised for paper chart replacement in all phases of flight.

FliteDeck includes ownship position and route overlay as well as the ability to view a complete library of terminal charts, airport diagrams and

Jeppesen charts on iPad

Jeppesen Airway Manual text information. “FliteDeck does not rely on a ‘stitched-together’ view of scanned charts, but presents automated, interactive information including data critical for en route operations,” said Tim Huegel, Director, Jeppesen Aviation Portfolio Management. Jeppesen FliteDeck is available for download at no additional charge for Jeppesen digital data subscribers. To use the app, customers need a JeppView or Express JeppView subscription.

TO SEE MORE GEAR GO TO... +new garMin pilot MY cast

garMin goes MoBile GARMIN, famed for hand held devices has decided it can’t ignore the iPad any longer and created Pilot My-Cast. Pilot My-Cast is Garmin’s software package bringing aviation weather and flight planning to the iPad and other mobile devices, as well as electronic flight bag capabilities like IFR and VFR maps, airport diagrams and georeferenced charts. The app’s flight bag capabilities include Garmin’s geo-referenced Flite Charts and SafeTaxi, which give you a graphical

representation of your aircraft overlaid onto approach plates and airport diagrams. Pilots can enter their route to view over a standard map, IFR en route chart or VFR sectional. Overlay weather, add text widgets and use the NavTrack feature to move along your route and see the impact of the weather. The app subscription costs $9.99 (or $99 per year), plus a fee of $50 for a year's subscription of Geo-Referenced Charts and $30 for Safe Taxi.

Pilot My-Cast, available on smart phones and tablets

+new aspen connected

get YourselF ConneCted ASPEN Avionics has launched the connected Panel so you can flightplan on your iPad (or other mobile/tablet devices) and then quickly transfer it to Aspen’s EFD1000 MFD. Brad Hayden, Vice President of Marketing for Aspen Said: “Aspen’s Connected Panel creates a wireless bridge between smart devices and the aircraft’s certified avionics, increasing the pilot’s access to data.” The hardware is enclosed in a small box called the CG100 that is blind-mounted behind the aircraft’s panel. It contains wireless, Bluetooth, and USB connectivity options as well as flash memory. At this current time Aspen are using ForeFlight’s flight planning app. The features include the ability to tune radios and cross-fill flight plans

from an iPad to the Bendix/ King KSN 770 Nav/Com/ GPS. Users who install Connected will be able to create flightplans on their iPads and wirelessly load them into the KSN 770 using ForeFlight’s award-winning interface. Modifications to flight plans, made using either the installed GPS or iPad, can easily be synchronised wirelessly on both the portable and panelmounted equipment. The Connected panel will sell for under $2500.

Transfer data from your iPad to your MFD and vice versa ro august 2011 LOOP 27


Words Bob Davy Photos Mark Wagner/Aviation Images

Master of a new world Pelegrin’s Millennium Master is an insight into the best that the new generation of LSAs can offer

28 LOOP august 2011







HE Millennium Master is quite something to look at isn’t it? In the flesh it’s even more impressive, despite its diminutive size. Like a little fast jet, especially from the rear quarter. If it was my aircraft I’d rename it the Chickenhawk. It’s a new LSA from a Latvian manufacturer called Pelegrin, first seen on its original Italian designer’s stand at AERO Friedrichshafen last year. The Millennium Master’s carbon fibre finish is superb and the clean lines give it a precision military feel but there’s more to it than that. I love the fact that it’s a shameless, ‘no holds barred’ quasi-military design with tandem seating, control sticks rather than columns, and decent throttle levers instead of those awful ‘spring to open’ throttle plungers you normally get with a Rotax. Ah, but it doesn’t have a Rotax, it’s an EPA. The race prepared engine in this aircraft has as much in common with a Rotax as a Porsche 911 engine has to do with the farty one in an old VW Beetle. Take off the engine cover and have a look. The coloured carbon fibre engine covers are the giveaway to the fact that it’s an Audi race rebuild with different pistons, gas flowed heads and electronic everything. This little beauty knocks out 130hp for approximately the same weight as a 100hp Rotax 912, and with electronic ignition it should be even more reliable. Just as important for petrolheads like us, it doesn’t sound like a Rotax either. Open the canopy, climb in with your feet on the seat and then shimmy down into what becomes a roomy cockpit once you’re in it. Close the canopy and latch it with the spring-loaded lever on the left cockpit wall. Switch the battery on, and then the electronic engine management control switch next to

who are pelegrin? PELEGRIN was established by two Latvian businessmen with a passion for flying and a desire to build the kind of aircraft they want to fly. Igor Zyjagin and Valentin Vasjak both run successful businesses outside aircraft manufacturing, and have been ultralight pilots since 2007. Zyjagin runs an aerial thermal imaging firm, while Vasjak’s firm makes high-precision engineering devices. Both love flying sports aircraft and Zyjagin said: “Latvia can be very proud that it builds the world’s fastest ultralight! We have been able to build a very experienced and competent team, as we want the aircraft to be top quality, have perfect technical characteristics, and of course be beautiful.” Vasjak is the President of the it, prime the system by pushing the throttle all the way open and then back to 1cm open, and turn the key. The EPA bursts into life with a rorty, urgent bark. Once all four pots light up it’s pretty noisy, but in a nice way i.e. not like a... Rotax. In fairness the Rotax doesn’t sound so bad once it’s running (once it’s tried to shake itself to pieces during start that is), it’s just that the EPA sounds so much better.

Latvian equivalent of the LAA, and recently built an exact replica of a 1910 Farman 4 biplane, using many original and period parts including a 1912 Curtis engine. Key to the project is Anatoly Perekriostov, an ex-Air Force

Vasjak (l) and Zyjagin: Bringing aircraft manufacture back to Latvia FAR LEFT: Wing blends very cleanly with the body, and the crosssection is narrow - all making speed easier to come by


Can your friend come flying too? Well, that’s a tricky one I’d say. At the moment the Master is being certified in Germany where its max take off weight will be just over 470kg. Seeing as this fully-loaded (in the automotive sense) prototype weighs 320kg empty, it means that two 80kg blokes would render the Master overweight even without

and airline pilot and instructor with thousands of hours in jets, now the CFI at the Adazi airfield where the project is based and a member of the Baltic Bees L-39 jet display team. He has been the chief test pilot during the development of the project.

The EPA bursts into life with a rorty, urgent bark. Once all four pots light up it’s pretty noisy, but in a nice way

fuel. An ultra lightly-built/stripped out production version of around 280kg would allow the same pax pus 50 litres of fuel, slightly under the 60l maximum. I don’t know where they’ll be able to shave 50kg though, even if the ballistic recovery system is removed, and the reality is 470kg isn’t enough – these aeroplanes will be flying around overweight, just like the microlight vs VLA category aircraft do. The logic is that if you crash and you’re still alive, get your passenger to hide behind the nearest tree before the Feds arrive. If you’re not a law breaker then it might seem pretty hopeless but help is at hand, in the unusual guise of EASA (did I say help?) EASA’s new European light aircraft (ELA1) category will allow a take off weight of 600kg, making the Millennium Master a ro AUGUST 2011 LOOP 31

FLIGHTTEST very capable light aircraft. In the meantime go enjoy yourself on your own. And believe me it’s very easy to enjoy yourself in this aircraft. So what’s it like to fly then? On the ground the Millennium Master is a little tricky because the turning circle is huge and the brakes aren’t differential so can’t be used to tighten the turn. In fact, don’t laugh, the brakes are operated at the back stop of the throttle. This slightly mad idea betrays the Millennium Master’s Italian design roots. Production aircraft will have toe brakes and then all will be well. For take off I selected one stage of flap with the little electrical switch on the panel. A flashing LED shows that the flaps are running and then goes solid green next to the selected stage when it’s set. A simple engine

A prop lever on the throttle quadrant would be better but it’s a minor criticism

BELOW: Look at those lines! The Master is an absolute beauty, and it translates to a very slippery ship – all the better for low fuel burn


run up checks the Ts & Ps and the variable pitch propeller is checked by operating the little plunger on the left of the instrument panel. A propeller lever on the throttle quadrant would have been better but this is a minor criticism as the prop doesn’t need much attention in the air. A fine feature of the Master’s cockpit are the flat screens which can be used as a PFD, ND and engine and systems display. I used them to check my orientation before lining up on the big tarmac runway, waiting for a few seconds for the Cessna 172 cameraship to line up and accelerate away, before opening up the EPA. The noise level rose significantly as the punchy little motor jazzed its cans, the sound mostly cancelled

by the headsets before I switched them off to check. Again, the noise is there but it’s pleasant if you’re a petrolhead. I raised the gear with the little toggle switch, which you lift out and then up over the gate. The wheels cycled up in just a few seconds and I used their cue to raise the flap (no pitch change), reduce power slightly, and then set 4500rpm on the prop to reduce the noise footprint. The instructor told me that here in Latvia noise footprints don’t matter but I must be brain-washed because I couldn’t help myself. With two adults and 40l on board we had just got airborne in under 300m and were now climbing at just over 1000fpm at 150kmh, the best climb speed. At this stage I assessed the Master

FOR THE LATEST NEWS GO TO... as relatively easy to fly if you are used to aeroplanes with relatively high power to weight ratios – at the equivalent of a little over 200hp per ton it’s on par with the aeroplanes we regard as ‘high performance’ singles and what the FAA use as a base line for their high performance rating. The roll rate is a sprightly 120 degrees per second and the stick is well harmonized with the rudder. I seemed to fly a little out of balance when I wasn’t paying attention to the pedals but I’d put this down to pilot error rather than any particular design glitch. What a fabulous aeroplane! I already loved it and I hadn’t even started ‘hooning’ around in it yet. With all the digital photography and video to do, it’s easy to forget that there’s a flight test to do too.

I stood the aircraft on its nose and levelled off just above the sea to get maximum level speed

BELOW: Roll rate isn’t lightning fast – wide flaps required for low stall speed mean the ailerons are a little squeezed as a result

After nearly an hour buzzing round the cameraship it was time to find out a little more about the Master’s flying characteristics. First I opened up to max continuous power, stood the aircraft on its nose and then levelled off just above the sea to get the maximum level speed. The ASI stopped at 270kmh (167mph, 146kt) pretty impressive for 130hp! The ailerons remained light and responsive with the best turns helped by a gentle press on the rudder pedals. Then I zoom-climbed up to 3000ft, bleeding the speed back to the clean stall. This came at 80kmh indicated, preceded by a little buffet and lightening of the controls, and no wing drop. The stall with gear and flap was quite a bit different. At 70kmh I got a 60 degree left wing

drop with no warning. I tried it again taking particular care of the rudder and got exactly the same wing drop (yes I know that Einstein’s definition of madness was to repeat an experiment and expect a different outcome). It could probably be tamed with a couple of stall strips on the leading edge. It’s a shame that the Master is not cleared for aeros, so no I didn’t, but there’s always hope for the future, and there’s plenty of footage on the net of these things going upside down during testing.


The biggest problem I’ve found with these very light aeroplanes is that they don’t do very well in turbulence and they gain and lose energy very quickly, err… because they

t u r n i n g a m o g gy i n t o a t i g e r IF YOU’RE building a sportsplane, Rotax’s 912 might not be the engine you would choose first, but the Rotax-based EPA in the Master is like the much-loved family Labrador revealing a Pit Bull in its pedigree. Pelegrin has given the engine to EPA Power – an Italian company famous for the development of race engines. In fact, they are the team that produce the engines for the Audi Italia Le Mans 24-hour team. What they have done to this Rotax is up the power from 100bhp up to 130hp. EPA has

increased the capacity from 1.3l to 1.5l, and are working on producing even more power from the engine for other designs. But for now it’s plenty increased to give the lightweight and sleek Master a real sense of grunt. Other changes include new pistons and a new, lighter crankshaft. EPA has also designed and installed inverted oil and fuel systems which all help with the sporty feel of the aircraft – and that’s not even mentioning the yellow, carbon fibre engine casing with the Italian Tricolore painted on it! ro AUGUST 2011 LOOP 33

FLIGHTTEST RIGHT: Anhedral tail – droopy, if you like – helps create a very stable roll, staying where you put it BELOW: Admit it... if you saw this in a hangar or in flight, would you ever dream it is an LSA? Only the relatively spindly gear hints at it

don’t have much energy in the first place. Not rocket science is it. The Master copes quite well and that blade-profiled wing cuts through rough air in a way that tends to mimic swept-wing fast jets. The anhedral tail and zero dihedral wing means that there’s no dynamic stability in roll – the bank just stays where you put it and I liked that very much. I also liked whizzing back to the airfield at 285kmh TAS burning just 17l/hr. Circuits are easy to fly in the Master once the prop is put to full fine, acting like an airbrake when the throttle comes back. Because it’s water cooled this aeroplane’s engine doesn’t get shock-cooled so that’s one less thing to worry about. I spiralled down the dead side, crossed the runway at 250kmh, slowed clean downwind to 150kmh before dropping gear and one stage of flap, slowing to 130kmh and going to full flap on final. Touchdown needs anticipation because that wing needs a large change in pitch to produce an

I also liked whizzing back to the airfield at 285kmh TAS burning just 17l/hr


appreciable increase in lift to arrest the sink rate. Just like a fast jet then. Over the hedge I closed the throttle then opened it 1cm again so that we didn’t land with brakes applied! The trailing link gear soaked up my rather firm first arrival and I did another couple of circuits just to prove to myself that it’s not difficult to land. Ground roll was approx 300m without brakes and again that figure could be improved dramatically with practise (and decent toe brakes). I liked the Millennium Chickenhawk, sorry I mean Millennium Master, a lot. The price is the only stumbling block. It’s, ahem, €170,000. Some of the competition, such as the Flight Design CT are considerably cheaper (but who wants to fly something that looks like that? Not my cuppa). And it’s still lot a lot for a production aircraft. The light wings come off in around 10 minutes, so it can be stored at home. It’s not a kit, remember. However I think it should be available as a kit and

the company told me they will considering it. I also think a future tailwheel version would be a seriously sexy concept and they’re considering that to; getting rid of the nosewheel saves a ton of weight. Imagine what engines you could put in it! Imagine how fast it would go.

What next for Pelegrin?

Pelegrin are working with German authorities to get it certified in the ultralight class, which should come very soon. The plan is to start serial production of the plane – which is likely to be named something different from Millennium Master – at around 30 per year. The firm will handle not just manufacture, but establish an MRO unit, restore vintage aircraft and produce replicas of vintage machinery, and has a design of a new glider to work on next. The firm has already built a replica 1910 Farman 4, and is working on Bleriot XI and Fokker DR4 replicas at the moment.

a da z i : a p e f e c t pl ac e t o f ly ADAZI airfield near Riga in Latvia, where Pelegrin is based, is many pilots’ idea of the perfect GA strip, with tons of modern facilities and even a swimming pool! Just 20 miles north east of Latvian capital Riga – one of Europe’s most beautiful cities – and by the Baltic Sea, it is probably the busiest VFR strip in Latvia, with abundant space and newly-built amenities including a massive new 12-door hangar accessible from any side.

There is a new and used aircraft dealer on site, maintenance organisations, and a resident flight training school with a varied fleet which includes a SeaMax amphibian for water flight training, and other floatplanes. The atmosphere at the field is like a great UK club, without the overarching fear of regulations that keep many UK pilots in a constant fear of the invisible hand of authority. ro AUGUST 2011 LOOP 33

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Deep pedal wells either side of the stick is just like an aerobatics hot seat – not surprising, as the Master is in theory well capable of making shapes in the sky, although not cleared for it. The stock version has inverted fuel and oil, and we wouldn’t be surprised to see a full aeros version in due course

DATA FILE Pelegrin millennium master SPECIFICATIONS CATEGORY Ultralight PRICE €170,000 ENGINE EPA Power Rotax, 130hp SEATS 2 MAX CRUISE 146kt Vne 210kt TAKEOFF DIST 150m LANDING DIST 150m DIMENSIONS WINGSPAN 8.1m LENGTH 7.1m HEIGHT 2.41m EMPTY WEIGHT 285kg (basic production version) MTOW 450kg MAX PAYLOAD 165kg

The Master is crammed with neat and classy touches, like the retractable undercarriage, the sculpted tail, and snazzy seats

PERFORMANCE Cruise speed (75%, 80hp) 144kt Vne 210kt Climb 1000fpm Stall speed 33kt Takeoff roll 490ft Landing roll 490ft MANUFACTURER Pelegrin Ltd Miera Street 30 Salaspils Regions Salaspils, LV-2169 Latvia

All specifications and performance figures are supplied by the manufacturer. All performance figures are based on standard day, standard atmosphere, sea level, and at gross weight unless stated otherwise. ro AUGUST 2011 LOOP 37


Flying aeros for fun is one thing, flying for a gold medal is something very different. World-level aerobatics is more a science than fun. 38 LOOP AUGUST 2011

World Aerobatic Championships “When mankind took its inspiration from the flight of birds, people could only guess what goes on in the birds’ minds as they wheel about the sky. Even when birds are apparently at work, they seem to be playing. Playing is one part of flight that we have almost forgotten. We’ve become very serious about it, lifting vast quantities of people and cargo over incredible distances in a routine way, and none of that has much fun left in it any more. But there are a few among us, throughout the world, who have preserved the right to play in the air with our flying machines, and who have developed the art of aerobatics.” George C. Larson, Editor of Air & Space Magazine, 1985.


his slightly paraphrased quotation comes from the foreword to Flight Fantastic, Annette Carson’s 1985 history of aerobatic flight. Its implication is that aerobatic flying is akin to playing, which appears reasonable at first glance. Indeed, I am certain that it fills the “play” role for many pilots for whom it represents some kind of escape from earth, something novel and exhilarating, something joyful if also somehow “on the edge” because of the apparent risks. When I was a young boy, I used to “play” football with my mates on the green outside the front of our house. One of those boys went on to be a quite serious football player, although not quite as highly paid then as Premiership stars of today. When those guys go out on the pitch now, under the gaze of tens of thousands of fans, could we really say they are “playing” in the sense of the carefree wheeling of the birds? Probably not.

World Aerobatic Championships At the top level of competitive aerobatics, it doesn’t actually seem like “play” either. More like playing Russian Roulette at the top of a slippery pole. It’s the challenge, I guess. It’s the most difficult thing I have ever done, and it is this supreme test of personal dedication and determination that draws certain types of people in. Naturally, it also spits a few people out. Such exposure to pain and criticism is not for everyone. But it is the occasional glimpses of exaltation keep us going. Next months World Aerobatic Championships in Italy, running for the first 10 days of September, will be the 26th such event since the start of the FAI-sanctioned series in 1960. Many of you will remember that the

25th such event was held at Silverstone 2 years ago, hosted by the British Aerobatic Association of which, for my sins, I remain Chairman. Few of you will know much of the earlier history of the WAC, however, so I thought it might be mildly entertaining to look back a few years and see what gems turn up.

1960 The first WAC was held in 1960 at Bratislava in what was then called Czechoslovakia. This was, of course, during the Cold War but reports still persist that the camaraderie of pilots overcame all that nasty sort of rivalry. A total of 29 pilots took part, including one American and 3 Brits. There were no less than 10 pilots from the home country, 5 Soviets, a smattering of other Eastern Bloc representative, a West German, a couple of Swiss and two French. The British pilots, Peter Phillips, John Ayers and Charles Bodington finished 27th, 28th and 29th. Yes, bottom of the pile. This may well have had something to do with the fact that they were flying Tiger Moths while nearly all the Eastern pilots flew Zlin 226 or 326 monoplanes. Frank Price, the lone entrant from the New World had brought a Great Lakes biplane, whatever that is (!), beating a Frenchman in a Stampe as well one of the Swiss Bücker Jungmeister pilots. The first 4 programmes were all won

Top qerobatics doesn’t actually seem like “play” either. More like playing Russian Roulette at the top of a slippery pole

by Czech Champion Jií Bláha, but then the top 9 pilots went on to fly the final two sequences and the scores up to that point were discarded. Winner in both Programmes 5 and 6 was another Czech, Ladislav Bezák, and he was duly crowned as the first World Champion. We can only imagine that Bláha was pretty cheesed off by all this. He won the Czech Championships again the next year, just to prove he was really the best, and then retired. Bezák made a further impression on the world when some years later he ‘escaped’ from behind the “iron curtain” in a Zlin Trener, with his wife and 4 small children.

British Pilots Catch On Throughout the rest of the 60s, with a WAC every even year, the British aerobatic community gradually began to catch on. You had to have a Zlin. By 1966 we had one and Neil Williams flew to 15th place, out of 53 in the men’s contest. A few years later Neil had more time in the Zlin and came in 5th in both 1968 and 1970, the year in which the WAC came to the UK for the first time. In fact, in 1970 Williams was effectively the Zlin World Champion as he had improved sufficiently to beat all the Czechs and other Europeans flying the type. However, first place went to Soviet pilot Egorov flying a Yak-18PS while Europe had its first sight of the now legendary Pitts S-1 which was flown to second place by US hero Bob Herendeen. So impressed were the UK pilots by the Pitts that they then decided that was the ‘must-have’ aeroplane, a Yak then being out of the question, politically as well as just not being available to buy. However, changing aircraft always sets you back a bit and so it proved in 1972 when Williams could only manage 17th and ➽ ro AUGUST 2011 LOOP 39

AEROSWITHALAN the best Brit was actually James Black who finished 10th. In his last Championship, in Kiev, Ukraine in 1976, Williams had his best ever finish at 4th overall, a position as yet unequalled by any subsequent British pilot. That year Williams was beaten by two Soviet pilots, now flying the Yak-50, and Ivan Tucek in a Zlin 50. Neil was killed, along with his wife and an engineer, in December 1977, while transit flying a Spanish-built “Heinkel” through the mountains North-West of Madrid. How sadly this was given a sense of déjà vu when 2009 World Champion Renaud Ecalle, along with his wife and children, were tragically killed on a transit flight in bad weather in the South of France last year. There is a clear lesson here that we all should learn, and learn well.

World Championships in the less complex Advanced category and the UK has secured a number of individual and Team medals in these events. In 2010 the Brits gained a Team Bronze in the European Unlimited Championship and came a very creditable 4th in the Advanced World Championships. Also last year we had two individual silver medallists: Maz Makari, in the Advanced Glider Aerobatic Championships Known Programme and myself in the Advanced Power Championships Known Programme. So UK is regularly up there in the top 3 or 4 aerobatic countries worldwide. Quite an achievement when you remember that we receive no government money or military involvement as is still the case with some of our rivals.

the present erA In recent years, British pilots have continued the tradition set by Williams and his colleagues in the 70s, managing somehow to afford the best “hardware” and trekking the Continent to represent UK at major international contests. Top 10 individual placings have been earned by Tom Cassells in the 2008 European Championships and by Gerald Cooper and Mark Jefferies at the 2009 Silverstone WAC, while Eric Vazeille won Bronze for UK in the Final Freestyle Programme. Since 1995 there have also been

on to 011 This year’s Unlimited World Aerobatic Championship will be held in Foligno, Italy, from 31 August to 11 September. Foligno is just about as close to the “centre” of Italy as you can get. Near Perugia in the Umbrian province, it promises excellent food, wine and completely unpredictable mountain weather. As aerobatic contests always receive special attention from the weather Gods, anything might happen. But we hope for clear skies and a good breeze. The British Team for 2011 is the

Tom Cassells wishing Gerald Cooper good luck before a run in WAC 2009. Both will represent the UK again this year


As you can see, the UK punches well above its weight on the international aerobatic scene same medal-winning combination that we had at the 2010 Europeans: Tom Cassells, Gerald Cooper and Nick Onn. Nick has been flying the Sukhoi Su-26 for absolutely ages and was our highest-placed pilot last year. Tom will be flying his blackand-yellow checkerboard CAP-232, while Gerald will be making his first outing in the brand new single-seat Sbach 300. The big question for the Team is whether Gerald can make the move to the new aircraft and still fly to his best ability. We will have to wait a while yet to find out. In the Final Freestyle Championship, a separate event flown at the end of the Classic World Championship, we will be represented by Eric Vazeille who will again be hoping for a medal position as in 2009. However, it is not just on the piloting side of the contest that the UK is well represented. As in Silverstone 2 years ago, the Chief Judge at the World Championships will be Graham Hill, a very experienced UK judge and resident of Northants. Assisting Graham will be Nick Buckenham and his wife

Jen, both BAeA stalwarts for many years. Last but not least, following the late withdrawal of International Aerobatic Commission President, Mike Heuer from the USA, I have been co-opted to serve as President of the International Jury, the 3-man official body responsible for overseeing the local organisers and ensuring that the Championship runs smoothly in accordance with international regulations.

british stAndinG As you can see from all the detail above, the UK punches well above its weight on the international aerobatic scene. All this effort and success comes from a small Association of just 250 members drawn from the UK GA community It is a strong testament to the dedication of the British aviation fraternity that we can do all this from such a small base. If you have an interest in aerobatics, there is always a warm welcome waiting for you if you join the BAeA and seek to become involved in all the fascinating things we do. This is a successful group of determined yet friendly individuals that any LOOP reader can become part of, whether as a pilot or in some other essential role. Be safe and enjoy your flying. ro AUGUST 2011 LOOP 41

MAKE YOUR FLYING EASY! Let skybookGA™, the most integrated on-line pre-flight briefing service for the GApilot, take the pressure off planning your next flight OING flying this weekend? Will you be off to the south coast, working your way down through the busy air corridors of Luton, Stansted, Heathrow and Gatwick plus a host of other active airfields? Before you go, you need to know the best route, with the best information at your disposal. So, who do you turn to? It has to be the experts. Turn to skybookGA, the most integrated briefing service available, which ensures the relevant information for your flight is available wherever you are, whenever you want, before you set off. INDUSTRY EXPERTISE The service was created by flight planning experts Bytron, behind commercial flight briefing services used by major airlines, NATS and airport authorities. skybookGA is a spin-off from this professional commercial programme. When Bytron was formed 1984, its objective was to provide electronic briefing systems that would dispense with the uncertainty of fax and paper trails that hindered reliable data provision. Their mission to abolish unwieldy processes brought great benefits to professional pilots – and now GA pilots too. skybookGA benefits from the lengthy development process that went into the professional service. Rightfully known as ‘the

one-stop shop for pre-flight briefing,’ skybookGA offers comprehensive planning aids which allow pilots to easily customise routes, visualise them, and view in both Google Earth and Virtual Earth. At the invitation of Thomas Cook Airlines, which uses Bytron’s eFlight Briefing package, Bytron is working with Rolls-Royce subsidiary DS&S to create its first fully-integrated and connected Electronic Flight Bag (eFB), allowing maintenance data and engine monitoring on a global scale. FANTASTIC FEATURES FOR GA The beauty of skybookGA is the breadth of service it offers, catering well for the shortest low-level flight, all the way to upper level cross-border journeys – always being easy to use. skybookGA features include Personal Location Point information, which allows you to create waypoints and store them for future use. Airfield Brief is another brilliant feature, which allows search of airfields by name or ICAO and IATA codes. The information includes full airfield and runway details, plus all NOTAM/METAR/TAFS/ LTAFS/SNOWTAM affecting that airfield. The Great Circle Route Briefing will route width and upper flight level, and create a route using the shortest course between the airfields. The brief calculates all FIR and airfields within the route’s width and upper limit with NOTAM and MET info.

SIGMET advises on potential weather hazards other than convective activity over a 3000 square mile area, generating data on icing, turbulence, dust and even volcanic ash. AIRMET’s regional weather forecasts cover regions within the UK and is updated regularly throughout the day. Two of skybookGA’s integrated features that pilots particularly praise are the Quick Weather Maps and Danger Area Briefs. Quick Weather Maps allow you to view prevailing weather conditions and trends at a glance. They provide information on windspeed and direction, temperature, dew points, cloud cover and pressure. Danger Area Briefs allow searches for international and domestic NOTAM affecting Danger Areas by FIR, area name or number during specific time periods. It includes easy-to-view charts of UK Danger Areas. International NOTAM contains information about the establishment, condition or change in any facility, service, procedure or hazard. The most recent development is the Pilot Log (Plog), based on departure, destination, flight level and flight corridor, and even fuel burn. Routing data can be exported to GPs devices too. It’s small wonder GA pilots cherish the comprehensive briefing data that skybookGA offers. They feel confident that every eventuality has been covered, before setting off to the airport.

NEW AND IMPROVED! skybook GA™ now has loads of new features, including: GPS ROUTE EXPORTER Easy to use, this feature enables you to convert and download the route plot created on skybookGA into 50 GPS file formats.

NOTAM F & G Has been added to all briefing packs: Plain language display of NOTAM upper and lower heights (F & G fields).

RAINFALL RADAR Met images are updated every 15 min. Shows the previous 3, 6, 9 and 24 hours and forecasts the next three hours’ expected rainfall.

RESTRICTED AREAS (TEMP) MAP This has now been updated so you can see multiple NOTAM that are centred on the same point.

SATELLITE IMAGES The display for satellite images has been updated to a carousel display to aid searching which now can be opened in a separate window.

METAR FEED This loads airfield METAR details onto Google Earth. Wind speed, direction and cloud cover are displayed. You can also seelive weather along your route.

















Making the step and getting into the cockpit. P51


Companion courses for nonpilots. P52


Michael Combs: Around the states in an LSA. P54


No average club

Compton Abbas in Dorset has carved out a reputation for being one of the nicest and friendliest clubs in the UK. Can’t think why. See p44

Next stop the sea: Brighton and its cool sites. P46


Slash the chances of a mid-air collission. P48


Flick rolls and deep stalls explained. P49 ro august 2011 LOOP 43


Where the love of flight is strong Set in the heart of Dorset, Compton Abbas has a reputation for being an airfield friendly to all comers. Dave Rawlings went along to find out why it’s so well liked



icAO cOdE EGHA LOcATiON 2.7nm S of Shaftsbury. Lat/Long: N5058.03 W00209.22 FAciLiTiES Hangarage, maintenance, plenty of parking, fantastic restaurant, training, member’s rooms, briefing rooms, huge patio area. RuNWAYS 08/26 grass 803mx30m RAdiO 122.70 LANdiNG FEES Microlight £6, Single Engine

£10, Twin Engine £15. Overnight Parking: hangar £10, outside £5 EVENTS There are loads of events at Compton Abbas but coming up is: Women In The Air Day - Celebrating 100 years of women pilots 1911 - 2011 - 29th August 2011 and Pooley’s Day - 25th September 2011 dETAiLS Compton Abbas Airfield Ltd. Ashmore, Dorset, SP5 5AP Tel: 01747 811767

here are friendly clubs, and then there’s Compton Abbas, an airfield which makes you feel like a long-lost friend the moment you arrive. In fact, you might find it hard to leave! Compton is run by the Hughes family, father Clive buying the site in 1988, and now run day-to-day by daughters Emma and Laura – both learning to fly – assisted by equally glamorous Bekah Mathers and Angela Oliver. Together they make Compton very likely the least blokey airfield in the UK, and if they were all like this, who would complain: under their stewardship, it’s flourishing. They are more modest: “I think one of the reasons we’re so popular is the lack of restricted airspace near us,” said Emma. “Most of the other airfields have some restrictions, so we’re pretty free to do what we want.”

44 LOOP august 2011

The view at Compton is spectacular, sat high looking upon a valley, rolling hills, and into the horizons a small handful of picture postcard towns – meaning pilots don’t have to worry much about annoying any residents. Emma says: “We’re the highest, licensed grass airfield in the country, 811agl. One of the advantages of that is when other airfields are in sea mist or bad weather, we have a micro climate and it can be fine up here.” Emma and the team work hard to encourage events at the airfield, giving it much of its friendly feel. “We have evening fly-in Fridays which are really popular, the bar stays open late, visiting pilots can camp and get a bacon sandwich in the morning! “We have over 300 members and most take an active interest. When we applied for permission to expand the clubhouse, 30 members turned up in

People often come for food, see an air display, and decide they want to learn and go up for a trial lesson that afternoon!

support at the planning meeting. Support like that is really humbling and we’re so grateful to them.” Bekah is a commercial pilot – she trained at Abbas Air – though recent motherhood means helping on the ground is the interlude before she returns to flight. “The school is a great place to learn,” she says. “We have four full-time instructors, two part-time, and an in-house examiner, offering PPL, Advanced PPL and IMC. We also have maintenance on site now, and have built up a good reputation so people are flying to us for that.” reStAurANt The restaurant is almost as famous as the airfield itself, masterminded by mum of the family Margaret. “People who don’t fly come up to eat, with lots of bikers enjoying the ride here,” said Emma. “Quite often we have people come for food, they



On the pull THE Dorset Plane Pull is making a welcome return, for its 3rd consecutive year, on Monday, August 29. Over the past two years the event at Bournemouth Airport, has successfully raised over £18,000 for the Motor Neurone Disease Association and local charity the John Thornton Young Achievers. This year’s target is £15,000, with national and local businesses having once again committed to support the day, with the 35,000kg Boeing 737 being provided by Titan Airways. Teams will attempt to pull the airliner a distance of 50 meters with the

stay and see an air display, and decide they want to learn and go up for a trial lesson that afternoon.” As if to prove the point, while LOOP was there, a couple on a Triumph booked a first lesson after initially stopping just for tea, David Morgan is a former RAF and Royal Navy pilot, flying out of Compton for seven years now with a share in a Yak 50, and says: “We fly aerobatics in the Yak and this airfield is perfect. We don’t have any issue with noise and I can fly my routines without worries of complaint. “The team work really hard to make this a great airfield. Margaret does a fantastic job and I don’t think there’s a clubhouse in the country with such a great views.” The ‘Pilot Fast Track’ scheme also helps: pilots go straight to the front of the food queue, dodging the wait caused by travelling gourmets. We’re big fans of that: more of that please, UK!

Future Growth “We looking to build a couple more hangars and extend the runway to 1000ft – though we have had a Hercules land here before on the current strip,” said Emma. The Queens Cup was held at Abbas this year, a smash hit, and the site hosts the start and finish of the 2012 Round Britain Race (www., a multi-faceted race for 150 cars, boats and aircraft next June. The team also do their bit for charity with events throughout the year, and are raising money for the Dorset Air Ambulance with a highclass 2012 ‘Compton Girls Calendar’ featuring members and staff in excellent shoots. “We had a lot of fun making it,” said Bekah. “It took two days and we got everyone involved. If we sell all 1500 we’ll hit our £12,000 target.” Order a copy from the Compton Abbas site

Clockwise from main: No, not every pilot gets this welcome... it’s one of the shots from the 2012 Compton Girls Calendar!; a typically busy lunchtime scene; Bekah and Emma; one crammed hangar!; food is excellent... camp overnight and top up on bacon in the morning!

aim of taking the title of the ‘fastest pull’. This is currently held by reigning champions, Poole-based insurance firm Castlecover. The event will provide fun for all the family on the Bank Holiday even for those not pulling, with entertainment, food, drinks, stalls and activities being provided throughout the day. Organisers are asking people to please come along and support the event and the two great and worthwhile charities. Further details of the event, including how to enter a team, can be found on the website.

GET Your club noticed in loop clubs@

Beats spending the Bank Holiday queueing for hours to get aboard +PHOTO ALBUM

HOLLYWOOD star Ray Winstone recently visited The Fighter Collection at Imperial War Museum Duxford. A keen historic aviation fan, and a particular fan of Second World War aircraft, Winstone enjoyed a flight in a P-51 Mustang which was piloted by Steve Hinton, a Reno Air Race Champion. W: ro august 2011 LOOP 45



F LY I N TA N N KO S H , TA N N H E I M , G E R M A N Y, AU G U S T 2 6 - 2 8

The one and only Tannkosh

The greatest show in Europe – a weekend of partying and flying THERE is a reason why Tannkosh is often compared to Oshkosh (and not just because of the name, which was suggested by an American pilot to organisers). It’s a mixture of the party atmosphere, great air displays and the fact that everyone is there to have a good time and loves aviation. Over the three days there’s there can be more than 1300 aircraft flying in. People camp next to their tents and just enjoy the relaxed atmosphere put on by hosts Verona and Matthias ‘Red Bull Racer’ Dolderer, the owners of the airfield and event organisers. This year the air display promises to be better than ever with acts such as Philipp Steinbach with his Extreme, the

beautiful and classic Breitling Super Constiliation, the Grumman pilots, a collection of Boeing Steermans. Plus lots more,

including special guests Nicolas Ivanoff and world record breaker CarolAnn Garret.

Brighton has been a popular destination for day/weekend trips since the 1840s, where the tradition of a British seaside holiday on the promenade is still strong.

Tannkosh is one of the best fly-away parties for pilots in Europe

SEE THIS Royal Pavilion


+ 7 August, da Havillane and Biplane Fly-in, Compton Abbas Airfield Free landings to all de Havilland aircraft and all makes and models of bi-planes. Quintessential afternoon tea available all day! Our new Compton Picnics will also be available to purchase and eat under your wings with a picnic blanket and some great views.


Popham Airfield, Hampshire + 13-14 August, LAA Devon Strut Fly-in, Dunkeswell

Pilots’ Association (BWPA) is holding an Educational Weekend at Brooklands in Surrey in conjunction with Brooklands Museum.

+ 28 August, Charity Air and Car Show, Little Gransden

+ 28-29 August, Wings and Wheels, Dunsfold Park, near + 20-22 August, DH Moth Club Guildford, Surrey + 14 August, de Havilland Fly-in, International Rally, Belvoir Castle Each year Dunsfold’s historic Popham Airfield, Hampshire PPR 01442 862077 www. aerodrome delights visitors with breathtaking five-hour air displays including The Red + 14 August, Panshanger Revival + 21 August, Summer Madness, Arrows, Eurofighter Typhoon, Day, North London Flying Club Breighton Aerodrome Team Breitling Wingwalkers and Vintage fly in, jazz band, Open invitation fly-in the Avro Vulcan, accompanied + 11-13 August, BAeA Aerobatics vintage cars, 1930’s theme with by witty and knowledgeable Std & Int Nationals, Conington professional dancers www. commentary from aviation + 21 August, Motorcycle experts and display pilots. meet & Vintage Fly-in, Popham, The ‘Wings’ of the event would + 11-14 August, Bristol Balloon + 20 August, Aeronca Fly-in, Hampshire not be complete without the Fiesta, Ashton Court, Bristol Badminton 01256 397733 www.pophamstatic aircraft exhibition which includes all visiting aircraft and Dunsfold’s resident Boeing 747. + 12-14 August, LAA Devon Strut + 20 August, Charity Open Day + 26-29 August, Norfolk Balloon 08712 305572 Regional Fly-in, Dunkeswell and Fly-in, Sherburn Aero Club Festival, Old Buckenham 01404 891643 Aircraft, classic cars, stalls, Airfield. All visitors by road or air + 29 August, Women in the Air crafts, activities and help to welcome. Normal landing fees + 13-14 August, Devon Strut Fly-in, raise funds for Help for Heroes. day, Various locations apply. Note balloons normally Dunkeswell Airfields, flying schools and fly in the early morning and 07980 913415 www.devonstrut. flying clubs across the country evening when conditions are + 20-21 August, International are invited to take part in the calm website Bücker and Broussard Fly-In 2011, ‘Women in the Air’ day, which is + 13-14 August, Combined + 27 August, Vintage Aircraft The Old Eagles, Swiss Bücker being promoted by the British Ops 2011 Headcorn, Headcorn and Classic Vehicle Open Day, Squadron, Switzerland. Women Pilots’ Association Aerodrome, Kent Henstridge Airfield (BWPA). The aim is to get as FREE Landing and Show Entry for many women of all ages into Vintage and Ex-military aircraft. + 20-21 August, BAeA Aerobatics the air on the day as possible. + 28 August, Visit the Vulcan Day, Pilots are being encouraged Competition, Leicester Airport Warbird and Vintage Aircraft Southend Airport Displays, Ground Displays, to take a female passenger Visitors will get the chance to Military Vehicles, Tanks etc for a flight, schools are being get ‘up close and personal’ with encouraged to offer special 01883 740276/01303 267271/020 + 20-21 August, BWPA the ex-RAF V-Bomber Avro Vulcan experience flights to women 8686 3840 www.combinedops. Educational Weekend, Brooklands Museum, Surrey XL426 and have a guided tour of and many airfields are offering As part of the centennial the cockpit. free landings to lady pilots. + 13-14 August, Europa Fly-in, celebrations the British Women 46 LOOP AUGUST 2011

Built for the Prince Regent, later King George IV, the Royal Pavilion is remarkable for its exotic oriental appearance both inside and out. This royal pleasure palace was revered by fashionable Regency society and is still a distinctive and popular landmark today.


The iconic Brighton Pier is possibly the most famous pier in the UK (and of course is now the only one in Brighton since the West Pier burnt down in 2003). It first opened in 1899 and has a delicate mix of Victorian style and modern facilities including a fair, restaurants and shops. Looks particularly fine with a Sukhoiu Su-29 performing loops and rolls above it, we think...


A very nice boutique hotel that has a quirk: all its rooms are named after rivers of the world. Each room is different with a combination of contrasting textures, organic woods, natural fabrics and contemporary artwork. Gets major thumbs up from visitors for super friendly staff. Room prices start at £119.


The Loop Bar (A great name, we think you’ll agree) is an Anglo-Brazilian fully licensed Café-Bar & Coffee House on the seafront. Patrons can enjoy home-made cake, or perhaps an all-day breakfast and lunch. Also on the menu are Brazilian specials such as coxinhas, risoles, pastel de carne and brigadeiro.


Worth a visit in its own right! Shoreham is stunning with a long history and beautiful Art Deco buildings. CONTACT: Shoreham Airport, Shoreham-by-Sea, West Sussex, BN43 5FF. Tel: 01273 296900 RUNWAYS: 2 x asphalt, 4 x grass, elevation 7ft. LANDING FEES: £10, overnight parking £5. PPR essential ro AUGUST 2011 LOOP 47


Nick Heard



Mid-flight collisions are thankfully extremely rare, but good practice will make them even less likely

NICK HEARD is a seasoned flying instructor, current Boeing 747 captain and a former RAF Tornado pilot. In this special he warns of potential problems you can prepare for to sidestep


OLLISIONS between light aircraft have been in the news recently: a Van’s and a DA40 at Shoreham (the RV pilot dying), and a Skyraider and P51 Mustang at Duxford, where a quick decision to bail undoubtedly saved the Mustang pilot’s life. And, the June AAIB bulletin reported findings into an air race collision between a Van’s and Mooney last September, in which two in the Mooney died. Mid-air collisions are rare but generally catastrophic; what ways best minimise the possibility of it occurring? Firstly, I’ve never been in an air race, or ever intend to. Such races are handicapped to get as many aircraft to the finish line at the same time to for an exciting finish. Whilst many rules and regs evolved over years of air racing, the prospect of flying in proximity to a variety of other aircraft, many with poor cockpit visibility (cited as a factor in the RV/Mooney collision), does not fill me with excitement. So my personal first rule in avoiding a collision would be don’t enter races! Another rule I heartily recommend is NEVER attempt to fly in formation unless you have had training. It might look easy, but do not be fooled: the proper

training will show you how to safely get into and maintain position, and also show how high closure rates can develop incredibly quickly. It is those sudden inadvertent high closure rates that cause most collisions, rather than dinking wings together having got into position. Don’t forget that formation flying requires the agreement of all aircraft commanders involved, so if anyone asks to try formation with you and you have no experience – JUST SAY NO! What about more routine situations for the GA pilot, flying around in the open FIR? Collisions in these situations are extremely rare – the Big Sky theory applies! How can you keep yourself as visible as possible to other pilots? •Make sure strobe lights (if fitted) and anti-collision beacons working, and leave landing lights on in flight. •Fly arbitrary altitudes rather than a rock-steady 2000ft where many pilots like to fly. If flying IFR above the Transition Altitude you should fly at quadrantal flight levels; it’s a good idea to do even if VFR. •Get a Traffic service from a local ATC unit if available. A Basic service will not give you specific information on other aircraft in your vicinity. •Look out as much as possible. This might mean looking around windscreen arches to spot another aircraft

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which might be inconveniently use when joining to minimise closing on you on a constant collision risk: bearing, and therefore on •Monitor radio beforehand a collision course. Weave to build up a mental picture occasionally during climbs of circuit activity. Make sure and descents to check below you know the runway in use the nose. Check the ‘downand circuit direction before going’ wing when joining. rolling out of a turn, •Notwithstanding especially in a lowsome recent internet wing type. Get your banter, the overhead I’d consider join is a perfectly passengers to point out other aircraft fitting TAWS good way to fit in that they see whilst circuit traffic to any aircraft with airborne – don’t let as it gives you the I own. But it them assume you chance to look down have already seen it! can only work on other aircraft and •Don’t overfly fit in appropriately. if the other Visual Reporting •Make your radio aircraft is Points – keep them calls in the right slightly to your left as squawking! place to assist with you pass them. other pilots and •Make sure your controllers. If joining transponder is on, together in a non-standard manner, be with Mode C (altitude clear on the radio what your reporting). Even if you do position and intentions are. not have a Traffic Awareness •Keep your eyes out and and Warning System (TAWS) your brain in gear. If you hear fitted, those that do will there are two aircraft ahead detect your presence and the and you can only see one, pilot will be able to avoid you. clarify the situation! A TAWS system has just been •Be careful if your aircraft fitted to the RAF Grob Tutors has markedly different that I fly as an Air Experience performance (speed or rate of pilot, and I have been very climb) to others in the circuit. impressed with it – I would Finally, just how good are certainly consider fitting it to your eyes? With an NPPL you any aircraft I own. But it can may not have had an eye test only work if the other aircraft for some time, and you might is squawking! be unpleasantly surprised The time when most aircraft by the result! Bite the bullet will be in close proximity is when the time comes to wear in visual circuit. There are glasses, and don’t forget that various measures pilots can you need to carry a spare pair!

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FLICK ROLL WITH IT Q| Normal roll; check. Barrel roll; check. Flick roll... ah. What is it? I saw one at an airshow and it looked like it would confuse the hell out of me! A| IT’S good that you saw a flick roll only in an airshow (or aerobatics event) as it is something no untrained pilot in an unsuitable aircraft should dream of attempting, as the stresses on the airframe are very high and it happens very fast. The point is for the pilot to show their deeper understanding of aerodynamic effects. So, how it happens: rolls normally happen when the movement of the ailerons changes airflow over the wing, increasing lift on one and reducing it on the other – one pushes up, the


Q| I read about one of those cautionary tales where an aircraft got into a stall, and crashed. It described it as a ‘deep stall’ but didn’t tell me what it was. Can you fill me in? It sounds worth avoiding! Is it unrecoverable? Looking around on the net it seems to happen at a high angle of attack. Apparently parachutes can deep stall too. A| This isnlt the first time someone has asked this, but it’s so important to be aware of stalling that once again, it’s over to Alan... I hope LOOP readers know by now that stalling isn’t caused by low speed, but by the wing having a high angle of attack. Most wings stall once AOA reaches around 15°.


NICK HEARD Decades of flying experience in all conditions... including combat

DENNIS KENYON Former World Heli Freestyle Champ Dennis is our rotary expert

Flick rolls are caused by stalling one wing but keeping lift on the other, at high speed – so they happen fast

other falls down, in a steady relatively balanced manner. In the flick roll, the difference in lift on the wings isn’t brought about by aileron movement, but by the pilot deliberately stalling one of the wings (the opposite wing retains lift as normal), which causes a far greater difference in lift between the two wings than ailerons would.

In some aircraft, designed to be “stall proof”, it is barely possible to reach this AOA because the elevator travel is limited. In others, the C of G is well forward so the nose drops at the stall and the AOA remains close to the stalling angle. If an aircraft has a powerful elevator, however, and aft C of G, it is possible to increase AOA beyond the initial stall angle – especially so with power added to boost elevator authority. I imagine this higher AOA condition is what is being referred to as a deep stall. It is quite possible to fly aerobatic aircraft into this unusually high AOA; we do this in the Pitts Model 12 display for example, in a Cobra manoeuvre. Despite the very high alpha, perhaps up to 80°, skilful use of the rudder prevents wing-drop

ALI MANT Prop Tech expert Ali, has forgotten more than most people know about propellers

DOROTHY POOLEY Top instructor and examiner, Dorothy shares her wisdom

ALAN CASSIDY MBE Current British National Advanced Aerobatic champion and respected author

It might sound odd that only one wing can be stalled at a time, but it can be done, especially in aerobatic aircraft with very powerful rudders. Another way it might be initiated is faulty flap deployment; if only one deploys, drag will increase dramatically on one side and drop that wing. Being aware of the cause of it is worth remembering ‘just in case’.

and any consequent spin. Recovery is very quick as soon as down elevator is applied as the elevator works very well with 100% slipstream. In some jet aircraft, it is possible to get into a high-alpha state, but then the turbulent flow from the wing impinges on the elevator and stops it functioning properly for the recovery. This could especially be an issue as few jets put any significant slipstream over the tail surfaces. Probably a case for an ejection, if fitted. Traditional round parachutes are, of course, never flying, only producing drag. So they could be said to be fully stalled all the time. Square chutes do ‘fly’, but I have no experience with them so will venture no further in explanation. Alan Cassidy





My first solo richard reeves who Richard Reeves a former Facilities Manager and Project Manager for a major European Electronics Company, and LOOP reader date March 1999 where Spain aircraft Thruster T600N hours when soloed 24 hours now Nearly 600 instructor Shall remain nameless

heart in mouth time

Although hairraising, Richard wouldn’t change a thing

I trained in Spain and after 24 hours my instructor told me to make one solo circuit and land, adding: “No messing!”. This was at the end of a lovely day and all went well until I turned to finals to find no runway ahead of me... the sun’s fireball obscured all! I was under strict instructions to fly one circuit, and thought if I kept looking ahead the runway would appear. I was in a glide approach exactly as practised, so I was confident the aircraft would sink to the runway’s threshold and, as I got lower, the sun would be less blinding. It wasn’t! I felt very lonely and vulnerable and, with no radio, was on my own. I spent the final approach desperately looking for the

runway and didn’t notice the speed ebbing away. The first I knew of the stall was when the left wing dropped. I was at 30 feet and hurtling towards the ground, which I now had no difficulty in seeing! I slammed the throttle wide open and just got enough speed to regain lift. I yanked the stick back to get the nose up but heading for a hangar. I over-recovered from the first dive and was now heading for the ground with my right wing down, which went on for four cycles, even managing to drag the left wing tup and shredding the fabric, before regaining control. I was alive and still airborne and, somehow, had to get back on the ground. By the time I flew

+ n e w p i lo t j ust i n p h i l i p s

Aviation engineer gets his wings JUSTIN PHILIPS is an electronics engineer working for Cobham on its air-to-air refuelling projects, but before the middle of last year, he had never flown in a light aircraft. “I’ve lived in Dorset all of my life, and can remember as a boy being driven past Compton Abbas looking through the hedge with envious eyes at the aeroplanes parked up,” said Justin when he spoke to LOOP. “I always thought that one day I would like to learn to fly, but I didn’t really think it would happen.” Over the years Justin had looked into learning to fly several times but it had never been the right time for one reason or another, but last summer in June he decided to have another look and phoned Compton Abbas. “They told me that rather than speak over the phone it was best if I went up to have a chat. So off I went and there I met the lovely Emma

Hughes [Airfield Manager] who sat me down in the briefing room and talked me through the lessons and the costs involved in learning to fly. She then suggested I have my first trial lesson there and then! Before I knew what was happening I was sat in a PA28 with Russell Mounce who is one of Compton’s flying instructors, and looking at an instrument panel crammed with complicated and meaningless dials and controls. Russell gave me a quick overview of what everything did and then told me to turn the ignition key to start the engine – from that moment I was hooked! I could hardly wait for my next lesson,” said Justin. “I found the instructors very patient and professional, they had a knack of focusing on what you have done well and not dwelling on what you have not, which helped make the experience very enjoyable.

Justin, like many other pilots had plans as soon as the ink on the licence was dry, “My number one priority was to take my father for his very first ride in an aeroplane. He worked in the aviation industry for 40 years and had never flown in any aircraft. It was like a complete role reversal with him behaving like a schoolboy pointing at things on the ground and snapping away with his camera and me having to be

grown up and professional, it was a real privilege. Justin is now looking to buy his own aircraft, ‘”I’m aware buying an aeroplane is not like buying a second hand car, and there are many horror stories. Fortunately Abbas has again come to my rescue and the in house engineer is helping me to find the right aircraft for me, and once found, it will be homed at Compton Abbas.”

Justin (r) with Russell after successfully completing his PPL

another circuit the sun wasn’t so bright so I could land normally. I quit the school believing I had been put into an impossible-to-fly-safely situation, but the story does have a happy ending. Having returned home, albeit angry and reeling from the bollocking I got for damaging the aircraft, I concluded this was an unfortunate incident in an otherwise great experience and there was no reason why I couldn’t complete the course and get my licence. Thinking back I wouldn’t change anything and as far as the additional money I spent, I believe it was a small price to pay for what is one of the greatest joys in my life! •Send your first solo tale to

+inside tip

Sit down for a pint with an experienced instructor or old hand with a few thousand hours, and you’ll wheedle some gems of advice from them. We go to the pub so you don’t have to...

GET AND USE a transponder FROM April next year it will be mandatory to have a Mode-S transponder fitted, so now is as good a time as any to get used to using them. The units help ATC identify you easily in case of nav assistance and may prevent an accidental infringement and in turn cut the risk of an airporx or worse. All good stuff. Oddly, many pilots have transponders fitted to their aircraft, but don’t turn them on. Remember... flick the switch to stay seen. ro AUGUST 2011 LOOP 51


These guys are piloting legends... but what if one wasn’t?

Guide prices to what it costs to get extra ratings. Ring each club or school for full details. Some offer aircraft choice, or may have additional fees (eg landing fees) so ask about any extra costs. BOURNEMOUTH FLYING CLUB 01202 578558 + NPPL: £5487 + PPL: £7717 + IMC: £2582 + Companion Course: £1372 + Night Qualification: £857 + MEP: £2125 + AOPA Aerobatics: £1750


A friend indeed

You may never have thought about having to rely on a passenger in flight, but what if something happens to you? Graham Allan from Bournemouth Flying Club explains the Companion’s Course IT IS very noticeable how increasing the levels of participation and involvement of a passenger in a flight, boosts their levels of confidence and relaxation. This course greatly increases the passenger’s experience of the flight. It also answers the, quite private question: “What would I do if my pilot suddenly became ill?” The FCC is split neatly into two parts: theoretical knowledge training and flight training. Both will be taught by a fully qualified Flying Instructor. The theoretical side will consist of ten hours of briefings and lectures. The lectures cover three subject areas and there is no exam to sit. The subjects cover: Air Law, Principles of Flight and Human Performance and

Limitations. These subjects are not taxing and found to be fascinating by all the students. The briefings are also given in the classroom before each airborne exercise. These concentrate on: effects of controls, how to use the instruments, how to monitor the aircraft systems, use of aeronautical charts and how to get home, how to use the radio and how to approach and join an airfield for landing. The flight training consists of eight hours dual flying instruction with an FI, where possible in the type of aircraft in which the student usually flies as a passenger. This needs to be completed within a 12 month period. This part of the course consists of flight exercises which cover: cockpit


familiarisation, use of flight and engine controls, how to fly straight and level, how to climb, descend and turn in accordance with given instructions, how to map read in the air, and that all important, how to make a safe approach and landing! Towards the end the student will be fully pre-briefed on the ground and then given a simulated emergency in the air. The student will then be given the opportunity to practically manage the emergency with assistance and guidance of the FI. This will involve: taking control, securing passengers, getting assistance from Air Traffic Control (ATC), following instructions from ATC to reach an airfield to carry out a safe approach and landing.

ULTIMATE HIGH COTSWOLRD 01285 771200 + AOPA BASIC Aeros Certificate (8 hours of flying): £1840 + AOPA Standard Aerobatic Certificate (6 hours): £1380 + Advanced PPL Training (customised): hourly rates £235 + Basic Spin Package (1 sortie): £270 + Basic Formation Course: £1225 + IMC £1175 + SEP Renewal: £205 per hour, plus instructor fee www.ultimatehigh. FLYING TIME SHOREHAM 01273 455177 + PPL all inclusive £7605 + Night Qualification £1095 + IMC Rating £2690 + MEP £3065

+ CPL £7960 + Zero to frozen ATPL £45,450 + Multi Engine Instrument Rating £12,205 + ATPL Ground School www.flyingtime. MULTIFLIGHT LEEDS/BRADFORD 0113 2387135 + Night Rating: £705 + MEP: £2178 + IMC: £2115 + FI Rating: £7260 + IR: £13,056 + IR 55 hours: £14,906 www.multiflight. com CLACTON AERO CLUB 01255 424761 + Tail wheel conversion (residential, inc B&B) £710 + Three week PPL course (residential, inc B&B): £5940 + Two week Conversion To PPL Course (residential, inc B&B): £4270 + IMC (residential, inc B&B) from: £1980 www. clactonaeroclub. A school with a rating or course? Mail dave.rawling with the details


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To g e t t h e A P P v i s i t t h e A p p l e A p p s t o re a n d s e a rc h f o r LO O P D I G I TA L

w w w . l o o p . a e r o

flightCLUBplane crazy


pl a n e c r a z y m i c h a e l c o m b s

Around the States in 40 days Michael Combs is a man who thought he would never be able to get a pilot’s licence, but here has just completed a 28,000 mile journey visiting all 50 States in 40 days


CIHAEL COMBs saw his dream of getting a PPL snatched away by a heart problem. But after getting an LSA licence, he set out to set a world record for visiting all mainland US States in the class, in a Remos. Q| Congratulations on breaking the time over distance world record, how does it feel? A| Amazing! There’s quite a sense of accomplishment with this entire Flight for the Human Spirit project. For some reason when it’s an official world record there’s a deep sense of satisfaction. Q| You’ve only recently learnt to fly after having a passion for it for years. How did it eventually come about? A| From childhood I always knew that some day I would fly. But I kept putting it off. making excuses such as it’s too expensive. But in August of 2003 my heart stopped, twice! It took 18 months to fully recover. About four months after it happened I realised that I was never going to fly, and I’d always promised myself that I was going to live my life without any regrets. And that’s how it all began – I started to live my life with more purpose and stopped making excuses. I got my wings in October 2009 and two weeks later I

was already flying from Dallas to Tampa, Florida. Q| How did you get round the licence issue? A| The Sports Pilot Licence is really based on the US driver’s licence and on theory all pilots need to follow every time they get into the cockpit. For example, if you’re too tired, ill, or on medication, you shouldn’t be flying. It’s up to each pilot to certify ourselves. So if you are well enough to drive, then with the proper training and licensing requirements you can fly a Light Sport Aircraft. At the time I was not able to pass the physical, but now my condition has improved I don’t think I would have any problem passing. But I decided to stay with the Sports Pilot Licence because I really wanted to show people what you can do with it. It’s been out for seven years now but there are a lot of misconceptions, such as not being able to fly more than 250 miles from your own base, or to major airports – people feel there are limitations, but I’m proving them wrong everyday I fly.

Q| How did it get to the next stage? It must’ve taken a huge amount of planning to complete. A| It took well over a year to plan the entire route. Keep in mind that I’ve now flown 28,000 miles and just landed at my 171st different airfield. So before I even took off I had planned each one of the waypoints. So every turn, every part of the route, had already been planned.

Q| How did the idea for the trip come about? A| It was just one of those thoughts whilst I was recovering that wouldn’t go away. I just kept thinking that I needed to fly an aircraft to fly to all 50 States. I just knew I had to do it.

Q| So how many flying hours do you have in your log book now? A| I was just looking at that yesterday. I now have 482 hours, so I’m nearly at the 500 mark. Before I started the trip I had around 145 hours. It keeps rising.

54 LOOP august 2011

Combs (right) is heping inspire millions at shows and events

Q| What is Flight for the Human Spirit? A| We want to reach 50million people with the message it’s never too late to follow your dreams – whatever they are. With us flying it will translate to people that want to fly, but we’ve reached out to other people who with other interests. We just want people to follow their dreams. As a consequence we’ve had people open up restaurants, a 79-year-old gentleman in Colorado bought a brand new Harley and rode it to the West Coast and back, another man finally proposed to a lady he’d loved for years. It’s amazing what has come out of this project and this little plane.

Q| What was the Remos GX like to fly? A| Amazingly easy. The biggest thing to get used to is flying in wind. Flying that much we ran into all kinds of weather, but the winds were the biggest challenge. It’s an amazing aircraft to fly. and very maintenance free. Q| So what is the official record you have? A| A time over distance world record, averaging 106.32mph! The last record set by anyone flying out of Fort Worth [Michael’s start point] was Steve Fossett. And no record had ever been set in Branson, Missouri, our finish point, so we really now feel part of aviation history.



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Gold » 2 column x 8cm advert in LOOP » Advert on » 1 issue: £195 +VAT » 2 Issues: £295 +VAT

1979, 230hp factory new Continental, 110hrs, new propeller, 10 hours, Annual 4 hours ago, long range tanks. Hangared. New tyres, battery, carpets. IFR ready. 1979, 230hp factory new Continental, 110hrs, new propeller, 10 hours, Annual 4 hours ago, long range tanks. Hangared. New tyres, battery, carpets. IFR ready. Ojhdkjdh jdh jkdh kjdh kjdh kjdh kjdh jkdh Contact: 01789 234543, or email at

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CESSNA 182 SKYLANE 1979, 230hp factory new Continental, 110hrs, new propeller, 10 hours, Annual 4 hours ago, long range tanks. Hangared. New tyres, battery, carpets. IFR ready. 1979, 230hp factory new Continental, 110hrs, new propeller, 10 hours, Annual 4 hours ago, long range tanks. Hangared. New tyres, battery, carpets. IFR ready. Hangared. New tyres, battery, carpets. IFR ready. Hangared. New tyres, battery, carpets. IFR ready. Contact: 01789 234543, or email

» 2 column x 4cm advert in LOOP » Advert on » 1 issue: £95 +VAT » 2 Issues: £175 +VAT CESSNA 182 SKYLANE

1979, 230hp factory new Continental, 110hrs, new propeller, 10 hours, Annual 4 hours ago, long range tanks. Hangared. New tyres, battery, carpets. IFR ready. Contact: 01789 234543

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LOOKING FOR A PARTICULAR AIRCRAFT? You can receive email ALERTS when the aircraft you're looking for is advertised in LOOP Register at ro AUGUST 2011 LOOP 55


Aviat Husky A1B 180

2007, tt airframe 45 hours, 50 hour check just completed, Garmin GPS/COM GNS 430, Black Leather Seats, Lycoming 0-360-A1P 180 hp, Hartzell prop, £110,000 ONO. For further information email:



1982. TT:2900, Engine TSIO-520AF engine (Eagles Engine Golden Series) TSOH:1140. Interior 8/10, Exterior 8/10. Avidyne and Garmin Avionics. €222,000 Tel: +44 41 91210 3128/745.66.89 Email:

Grumman AA1-A



MX-7-180 MAULE 1991

1977 CESSNA A150M

This is a great example of the Cessna 120. 1946 2000 TT 550 on engine. Flys lovely. For more info please come and see for your self or phone me on 07768 963 734 or richard.flanagan@

G-BTXT. Dec 91. A.R.Cert April 2012. TTAc and engine 1218 hrs. Lycoming 0-360-C1F. Hartzell c/s prop 24hrs. KX155, K1203 VOR, KR76a txp, KN64 DME, AvMap Geopilot Plus. Vortex Generators. £48,000 No VAT. REDUCED TO £43,000 NO VAT 01388 745126


pitts special mint condition

Air squadron trohpy winner 2006, total time 90 hrs airframe and engine, feartures, crossover exhaust, bendix fuel injection, lightweight alternator and starter, lightened ring gear, hooker harness, microair radio, lowrance airmap 2000 gps, this aircraft is in mint condition and is fully serviced ready to go. 07790949349

Anderson Kingfisher Amphibian,

G-BUTE, Lycoming O-235, TT 90 hours. Range 320 miles, max speed 120mph. Currently out of permit on the island of Bute hence £9,500. Contact 07836 589898 or sa300.




Cessna 177B FG 1971


3450TT 1540Eng 110prop paint & interior 8/10 PMA 7000S audio panel 430 2nd com r-nav ADF 330 mode S EDM 700 Two altimiters bose plugs fresh annual. Based at Thurrock Essex. Contact Rob on 07860 648795

155kt cruise. Fly fast in luxury. £125 per month + £125 per tacho hour wet, 1/5 share £13,750. Contact Lez Appleyard: 07971 987 626

1970 Piper Cherokee 180.

Reluctant sale. Excellent all round condition 9/8 inside & out. Engine 380. AF 7680. King radios, Mode C. GPS 3C. New Annual. Guide price £26,000. Tel: 01953 681 007. Email: ROCKWELL COMMANDER 112TC 1976




120hp Wilksch (WAM) engine, 120hrs TTE&AF. May 2007 build. MT three blade C/S prop, glass panel, colour GPS two axis autopilot transponder mode C. 115/120 knots on 15/18 litres per hr. Permit July 2012. £49,999 Tel: 07860 558558

1993 AG - 5B brunman tiger

TTAF 3413. TTE 1014. New ARC just completed. ARC expires July 2012. Aircraft bare metal resprayed, corrosion proofed and interior refurbished 2007. IFR avionics including King 165/ 155 Nav Comm, ADF, DME, Mode S Transponder, HSI with slaved Gyro. Airframe, engine and upholstery immaculate condition. Based at Blackbushe for viewing. £49,000 Tel Ian : 07941 578182 e mail:

£60,000 ro AUGUST 2011 LOOP 59


N4173N, 2000, For Sale in Switzerland, Airframe TT: 1040, Lycoming TIO-540AE2A, 1030 hours, Garmin Avionics, Hartzell HC-I3YR-1E three blades, constant speed. Pratt + Whitney, PT6A-35, zero hours $ 1,040,000. Stefano Scossa – 0041 912103128

PA28-180 Cherokee.

Cessna C-150D

Immaculate condition, Airframe 2680 hours, Engine 1745 hours. Full UK IFR, R-Nav, 2 Alts, 2 Comms, ADF, Intercom, Mode C Transponder, VOR & GS. Well looked after. Probably the cleanest C150 around. EASA ARC Annual till May 2012. £11,500 ONO. First to view will buy. Based Lymm Dam Airstrip (Cheshire) Firas - 07958-449552


De Havilland DH60 Moth Major 1934

450hrs Total, all MODS and AD’s up to date. Selling with new permit to fly. £29,950. David Hunter 01666 503330, 07939157426

King of the moths, but with only one emperor owner, RARA avisand exceptional history. £70,000 contact Croyden Parry. Tel - 0207 6229115.

1969 Piper PA23-250D Aztec

Pitts s2a

Exceptional cherished example refurbished and maintained regardless of cost. Well known competition performer with proven track record. Large Bubble Canopy, Hooker Harnesses, Fitted Cover. Always Hanagared. Engine (New 2004) TT 381:45, Prop (New Type Hub) 199:50, Airframe TT 1778:00, Fresh ARC MAy 2011, £60,000 (Including VAT) Neil Bigrigg 01636 525318

Bought for £25k 3 years ago. Spent £25k on upgrades. • Fresh annual • New paint work • Includes Garmin 430 TTE 1499 TTAF 3789 Excellent condition inside and out. Easy maintanance. Currently based in Sheffield. Selling for £19,995 Enquiries call John 07718768761 or email:

Airframe 7359 hours total time, Both engines 949 hours total since factory overhaul Aug 1994, Both propellers 2 hours since overhaul APRIL 2011 , Full ARC Review expires 20TH APRIL 2012, New battery 2011, De Ice boots no holes or patches, Cambri cover, King KMA 24 Audio, Trimble TNL 2000 GPS, Narco COM810, Garmin GNS 430 NAV/COM/GPS, Garmin GTX330 XPONDER, King KT76 XPONDER, Narco NS800 AREA NAV, King KR87 ADF, BFG 3M Stormscope, Six seat upholstered in grey cloth, Log books and history back to new, Good paint, resprayed Dec 1999 by Coulton, Same owner since 1988 Paul on 01328 878809 for more details.

YAK-55 The best value of any aerobatic aircraft. Only 383 TTSN. M14P engine - only 29 hours SOH; new 2-blade V-530 prop. Many extras. Exceptional and well maintained aircraft on UK register. Only Euro 49,000 (today £43,000) including European VAT.

Richard Goode Aerobatics

Tel: +44(0)1544 340120 Fax: +44(0)1544 340129 Email:



T7-NWS, 2004, Airframe 1020 hrs, TT: 1020 hours since new, Propeller Hartzell 3 bladed, TT: 1020 hrs, TSOH: 0 hrs, Beautiful Interior 10/10, Fresh annual, new cylinders. $42,000 VAT free. Stefano Scossa - +41-91-2103128. YAK 52

For sale with long range fuel (5.5hrs) making the a/c a continental traveling machine with an oxygen system for over the Alps trips, TXP, always maintained by YAK UK Ltd.+44 (0)1767 651156

Piper PA-46-350T Matrix

Piper PA28-161 Warrior II

N-reg, 2008, Nice, privately owned aircraft. Airframe, Engine, Propeller Total Time: 300 hrs. Interior Tan leather, 9/10. Exterior, 9/10. No damage history. $41,000 Stefano Scossa +41-91-2103128.

Total Time Airframe 11,200hrs, Engine 150 Hrs SMOH in October 2009, Annual due 22/10/11, Avionics: KMA 20, Narco 12D (new)+Nav with ILS, King KX175B Nav/Com with LOC, King KR85 ADF, King KN64 DME King KT76A Transponder, Sigtronics 4 place intercome. Price: £25,000 +VAT. Contact Paul Mobile: 07768 906358


2 seat aerobatic, C of A to Oct 2011, 2,300 hrs airframe, only 100 hrs engine, Superb condition £55,000 Tel Colin 07799 773164

piper pa-28r-201t turbo arrow III

Europa Classic Mono

HB-PMS, 1978, TT:3500 hrs, TCM TSIO-360-FB TT: 600, Prop Hartz BHC-C2AF-1BF TT 3400, In good condition. No damage history. €43,800. Stefano Scossa 00 41-91-2103128.

Quarter share in Europa Classic Mono. Based at Bidford on Avon, includes box trailer, one man rigging system, can be rigged in 10 minuets. 912 Rotax, VP Prop, Full 6 packinstruments, 2 x radios, xponder , garmin gps, Skymap III. £7000 for share, £70/month covers all costs. Just put your own fuel in and go flying. Contact Jim 01386 446870, 07947 897666 jim.

PA32 Cherokee six-260

G-EDYO, 1966 PA32 - 260 based at Compton Abbas and Alderney, Airframe 2810, 3 hours, Engine (Lycoming 0-540-EUB5), 710.1 hours propeller, (2 blade Hartzel Scimiter blade type) 310.5 Hours, New paint (bare metal repaint) 2002, New ARC 17 March 2011. £39,500 + VAT. Al Paton 07781 431406, 07774 625791, 01481 823639

1978 Grumman AA-5A

Socata TB10

Rutan, Long-Ez

4 seat IFR equipped Tourer Ex Cabair. 12,000 hours airframe 1150 hours engine - Lycoming 160hp 200 hours propeller. Easa CofA until 21-Dec-2011. All ADs complied with, including wing spar replacement. Good overall condition inside & out Based Cranfield. Aircraft has IFR screens.

Forced sale due to loss of medical. new annual being carried out now.great touring aircraft. £55,000. Contact Richard +441621741250

TTAF 300hrs. Lyc O-235-L2c !5 hrs since major overhaul. Electric nose lift, wing leveler. Full panel. Permit June 2012. Based Prestwick. £26000 ONO. Michael Timmons +44 (0) 1563 540 510. ro AUGUST 2011 LOOP 61



TTAF Eng 14 .hr since complete overhaul Nov 2010 by Nicholson Mc Laren with HC conversion under FAA/STC certificate. Dual Michel Nav/ Com VOR/LOC/Gs. DME. ADF. Mod C. Colour Skymap. A/p. twin Alt. Interior upgraded. Strobe. Excellent pilots aircraft single owner. Good history. Would consider £36.500 Tel: 01908550565 Stemme S-10 Chrysalis S10-V

To advertise here please call Chris Wilson on 01223 497060

D-KGED, 1990, TT 1.016,00, Excellent condition, Becker Avionics, Empty Weight 691 kg, ARC Valid through June 2012. Stefano Scossa +41-91-2103128.

Piper PA28-180 Cherokee Challenger, 1973. Stretched fuselage version of the 180 h.p. PA28. Hard to find a good one. Good paint & interior. IFR avionics. £29,995. AirBASE Aviation Ltd Tel: 07770 883216 Email:

Piper PA28-180 Cherokee, 1972. Nice example of this hard to find 180 h.p.version of the PA28. IFR avionics. Good paint & interior. £29,500 no VAT. AirBASE Aviation Ltd Tel: 07770 883216 Email:

GBAMS Robin DR400 – 160

Two 1/6th Shares for Sale. Hangared at Headcorn, 2x ILS/VOR/Mode S equipped, excellently maintenance at Headcorn with all ADs complied with. Good availability, lovely to fly, great tourer, friendly group online booking Share reduced to £4,000 for quick sale . Monthly £134 with full group Visit or call John 07786 566477


FOR SALE - 1/6th share in this superb motor glider The glider is hangared at the York gliding club to the east of York. The engine was replaced relatively recently. She is in excellent condition, very well maintained and flies beautifully. Engine: 498 hours since zero hours replacement. Propeller: 238 hours since zero hours refurbishment. Airframe: 2380 hours since manufacture. Flying costs: £40,00 pcm and £40.00 per Tacho hour. Engine off = Free, Availability is excellent! 1/6th share - open to offers. Contact David on 07917 613220 or



AA5 Grumman Traveler

Gamston- EGNE Small group Only 6 member shares . Online booking website, LAA Group Rules 1/6 share £5350, £70 pcm + £95 p/h wet.

Call Joe 07976 802107

Looking to start New group for a Yak 50 and Yak 52.

Based at Henstridge Airfield Dorset. 3 persons per group 2 more members needed in each group. Costs to be discussed, but very advantageous terms. Call Jez 07801021029 or


Share in Piper PA28R-200

New group. New Engine , Hangared/based Redhill £80 a month £80 an hour wet...full 4 seat wooden tourer, great to fly. Alistair White 07860762277

¼ to ½ share in 1974 Goodwood based Arrow II. Total hours 1470, 3 blade prop, new annual, always hangared, £90ph wet. Contact: 01403 255550 & 07889 122710 ro AUGUST 2011 L OOP 63


Pilot Shops

Hanger Doors

Aircraft Covers

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Microlight Services

Clubs and Schools Microlight Services

To advertise here please call Chris Wilson on 01223 497060 64 LOOP AUGUST 2011


Clubs and Schools

Aircraft Kits

Property 5-bed period farmhouse for sale

Please mention LOOP when responding to advertisements

5-bed period farmhouse for sale with 750-yard landing strip & 4/5 plane hangar, set in 28 acres in quiet location just 4 miles north of Norwich, Norfolk. 3 barns, 8-car garage, paddocks, 9 stables, plus 3-bed cottage (currently ÂŁ7k p.a. income). Guide ÂŁ975,000. Photos/details: 01603 893328 / 07802 360592.

Pilot Shops

Groundschool ro AUGUST 2011 LOOP 65


A very elegant shape hints at its overall efficiency


DIAMOND DA40 Four-seat, low-wing tourer with composite airframe, offering great handling and visibility + D I A M O N D D A 4 0 FA C T S

+ Production started 2000 + Austrian design, factories in Austria, North America and China + Available with avgas or avtur engines + Excellent trainer + Centre stick main control


HERE aren’t many modern design single-engine piston aircraft around. Cirrus is one, the Cessna Corvallis is another but Europe’s contender is the Diamond DA40. Since the aircraft was launched in 2000, the DA40 has been lauded for its comfortable cabin, excellent handling in the air and tremendous visibility – not just because of its large canopy but also +HISTORY

+ 1997 First flight of DA40, four-seat version of Diamond’s two-seat DA20 + 2000 Euro certification of DA40 with 180hp Lycoming engine + 2002 First flight of DA40 powered by Thielert turbodiesel. Certification follows in Europe + 2007 Major upgrade of Lycoming version to XLS, sold mainly in USA + 2009 Diamond develops own turbodiesel engine, Austro 300 + 2010 Certification of DA40 NG fitted with Austro engine

because the pilot sits ahead of the wing. It started life powered by a 180hp Lycoming but in 2002, the Jet A1 (avtur) burning DA40D fitted with Thielert’s turbodiesel was launched, dramatically reducing running costs. After issues with the Thielert (now resolved), Diamond developed its own turbodiesel, re-certified as the DA40 NG, with a bigger canopy and other useful upgrades too.



TAW Centurion engine Make sure you understand what you’re getting. Most of the relevant issues with the turbodiesel are now known and the costs understood, and Centurion has worked hard and effectively to reduce these. Airframe That 39ft long wingspan means getting in and out of hangars can be fraught. Check wingtips and leading edges Rudder cables Need replacing every five years G1000 PFD/MFD Make sure it all works

! ! !

Diamond’s DA40 has a luxurious four-seat cabin 66 LOOP AUGUST 2011


MEET the owners on Diamond Aviators Net, a forum based website with a wealth of info for all Diamond aircraft owners – and those thinking about buying one. Of course, most of the contributors are enthusiastic about their choice but most are realistic too. Most are appreciative of the aircraft’s modern looks and design, of its handling and efficiency in the air. Some cite problems with minor parts such as hinges, starter motors, access to the main wheels, rudder cables etc but some have also reported malfunctions with the Garmin displays on glass cockpit versions. A recent discussion on the cost of annuals suggested €2800 for an annual in France. The lower fuel costs of operating the turbodiesel DA40 are outweighed to some extent by higher, more regular maintenance bills.


2003 DA40 D

New CofA, Thielert eng 554hr, airframe 335hr, standard panel. £105,000 + VAT

2006 DA40 D

G1000 equipped. Airframe 978hr, Thielert eng 1422hr, full equipment. www.



+ Crisp, responsive handling + Excellent all-round visibility + Comfortable cabin with good luggage capacity + Low fuel burn on turbodiesels + Good support


DIAMOND DA40 D Max cruise speed 142kt Cruise speed 125kt @ 70% Climb rate 850fpm Stall speed 49kt (full flaps) Engine Thielert Centurion 2.0 Turbodiesel with FADEC, producing 135hp. Fitted with MT 3-blade constant speed propeller Fuel burn 18.5l/hr @ 70% Wingspan 11.94m Height 1.97m Max weight 1150kg Empty weight 806kg Fuel capacity 114l Seats 4 Current new price €278,700 (base price) Manufacturer Diamond Aircraft Industries, Wiener Neustadt, Austria +LOOP SCORE

Running costs Durability Performance Reliability Handling TOTAL SCORE

★★★★★ ★★★★★ ★★★★★ ★★★★★ ★★★★★ 23/25


Cessna 172SP £70,000


+ Weight & Balance issues when flown two-up + Hot cabin in sunshine + Airframe repairs costly

Cirrus SR20 £148.000

HERBERT NITSCH. AIRLINE PILOT. DEEPSEA DIVER. EXTREME RECORD BREAKER. He is said to rarely have his feet on the ground. At the controls of his airliner, he spends most of his time above 30,000 feet. And when he’s not flying, he’s venturing far beneath the surface: Herbert Nitsch is the only freediver to have reached the fabulous depth of 700 feet! A peerless athlete with a mind of steel, the man nicknamed “Flying Fish” will soon become the first breath-hold freediver to break the legendary 1,000-foot barrier. To continue exploring the frontiers of extreme accomplishments, Herbert Nitsch relies on Breitling’s ultra-sturdy, precise and high-performance “instruments for professionals” to accompany him in all the many challenges he under-


£ 5840*

Water-resistant to 500 meters (1,650 ft). Screw-locked crown and pushpieces. Unidirectional rotating bezel. Manufacture Breitling Caliber 01, the most reliable and high-performance selfwinding chronograph movement, chronometer-certified by the COSC.

For your nearest stockist in Great Britain and Ireland telephone 020 7637 5167


*RRP. Subject to change without notice.

takes on land, in the air, and under the sea.

LOOP August 2011  

LOOP August 2011 Issue

LOOP August 2011  

LOOP August 2011 Issue