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PIPER JET PROGRAMME CANCELLED AS NEW BOSS SWINGS AXE + HAIL! Diamonds are tough + MAMA MIA! Italian Hurricane rep + GOATIE! A flying inspiration NOVEMBER 2011 ISSUE 73 £3.40




Could anywhere be better to test the brilliant Flight Design CTLS than one of Earth's most spectacular areas of natural beauty?

UK'S NO.1 VOTE FOR THE BEST FLYING INSTRUCTOR IN BRITAIN + DENNIS To lease, or buy? + BOB He said what? + NICK Advice for winter + ALAN How to improve +

Our jets aren’t built tO airline standards. FOr which Our custOmers thank us daily. some manufacturers tout the merits of building business jets to airline standards. we build to an even higher standard: our own. consider the citation mustang. its airframe service life is rated at 37,500 cycles, exceeding that of competing airframes built to “airline standards.” in fact, it’s equivalent to 140 years of typical use. excessive? no. just one of the many ways we go beyond what’s required to do what’s expected of the world’s leading maker of business aircraft.


The Citation MUSTANG

LOOP_Airline Standards Mustang.indd 1

10/25/2011 1:14:51 PM


#73 NOVEMBER 2011

SO, who pops into your mind if the question is put to you “Who is the best instructor you ever had?” Because, it’s been a hot topic for us, and others. Some choose the first instructor they ever had, while others pick absolute fire-breathers who made their life a misery – but made them superb pilots, and spotted their flaws unlike any other. And some say it’s the


unnamed instructor that gave them the piece of advice that turned their careers around. Being a student pilot is tough, but being an instructor is harder. Not only do you have to get into aircraft with novices – no small act of trust – but you are shaping an entire lifetime of flying, and handing out advice that will itself be passed on. So, turn to p44, and help us celebrate the best.



PIPER JET PROGRAMME CANCELLED AS NEW BOSS SWINGS AXE + HAIL! Diamonds are tough + MAMA MIA! Italian Hurricane rep + GOATIE! A flying inspiration NOVEMBER 2011 ISSUE 73 £3.40




Could anywhere be better to test the brilliant Flight Design CTLS than one of Earth's most spectacular areas of natural beauty?

UK'S NO.1 VOTE FOR THE BEST FLYING INSTRUCTOR IN BRITAIN + DENNIS To lease, or buy? + BOB He said what? + NICK Advice for winter + ALAN How to improve +

FLIGHT TEST Seeing spots only an aircraft could let you see, in a Flight Design CT


BOB DAVY p13 A rounded birthday for Bob this month – but instead of asking for cards, he’d rather you signed a petition instead. (He might well accept a drink at the bar, mind...)

















Vote for your favourite flight instructor. P51


LOOP tester and ex-Lightning man Stan Hodgkins. p51




Ready for tomorrow

So which aircraft has the best controls?

There’s no getting rid of glass cockpits and EFBs are here but so many of them are to stay... pretty confusing until you they work. Rather than get used to how muddle through, get glass cockpit trained to Instructor and teaches



Guide prices to what it costs to get extra GRAND TOUR ratings. Ring each club or school for The best that details. Some offer aircraft choice, full or may Gloucester has to have additional fees (eg landing fees) so offer pilots. P46 ask about any extra costs.

TAYSIDE AVIATION NICK HEARD www.flyingtime. + PPL: £6640 Forget the sun... start dealing with + MEP: £2300 on the winter. P48 + Night Rating: £796 MULTIFLIGHT “Cessna launched a scheme G1000. We will cover an ILS approach and a in + IMC: £2675 couple of steep turns on the US that if you buy a LEEDS/BRADFORD the way to brand + CPL: £5620 Oxford to see how the student GURUS Cessna with a glass cockpit new 0113 2387135 can + IR: £11,990 cope. The emphasis is on entitled to a free course,” you’re + Night Rating: £705 PPL or NPPL? And the student said Arwyn. and if the www.tayside what makes ‘great weather changes or we “The airframe has a free + MEP: £2178 course, handling?’ P49 simulate low voltage or which is factory approved, + IMC: £2115 another so even a problem (which you can UK pilot is entitled to that + FI Rating: £7260 do with the course. But G1000), BOURNEMOUTH the student will make have historically people have + IR: £13,056 had to go to FLYING CLUB to make the decisions depending the US to complete the + IR 55 hours: course, and + NPPL: £5487 on what they think is best. not many people have done £14,906 If he or + PPL: £7717 she says we should turn went to Cessna and became it. So I www.multifl ight. back to + IMC: £2582 improved instructor, a CFAI a factory Cambridge, then that’s what we’ll com + Companion Course: do. The pilot then learns FITS Authorised Instructor).”(Cessna in £1372 to handle problems, which,real-time CLACTON The FITS course is a training AERO CLUB in turn, style + Night Qual: £857 will help everyday flying where you teach people 01255 424761 even using a whilst they + MEP: £2125 six-pack panel.” are flying. Rather than practicing + Tail wheel + AOPA Aerobatics: a Arwyn complies with Cessna’s manoeuvre, the student conversion will £1750 syllabus to teach others A to B to C and the instructorfly from (residential, inc B&B) to fly. cover However if the student bits of everything along £710 doesn’t the way so require or isn’t entitled you learn as you fly. + Three week PPL to the factory FLYING TIME course, he will change it course (residential, “The advantage of the course to suit the is SHOREHAM individual needs of the that it is FITS-based, so inc B&B): £5940 pilot. “The people learn 01273 455177 course does include instrument off their own back.,” said + Two week NPPL and Arwyn. + PPL all inclusive GPS approaches, but most “For example we will plan Course (residential, a £7605 guys I teach are VFR pilots of the from Cambridge to Oxford flight inc B&B): £3904 so the then to + Night Qual £1095 course changes.” Gloucester and back to + Two week Cambridge. + IMC Rating £2690 The course itself is two-and-half Conversion To PPL P 43 + MEP £3065 w w.l o oCourse days with five hours of fl ro n ov e m b e r 2 0 1 1 LO O p.a e(residential, w ying and 12 + CPL £7960 hours ground school. inc B&B): £4270 + Zero to frozen ATPL + IMC (residential, £45,450 inc B&B) from: £1980 + Multi Engine www.clacton Instrument Rating £12,205 + ATPL Ground Schools: Mail dave. School

HERE’S many glass avionics suites on offer at the moment, but two of the most popular are Avidyne’s Integra 9 and Garmin’s G1000. Although they can be confusing, they are worth getting to grips with. Schools around the globe have started to realise the importance of glass cockpits for the GA pilot and are now offering difference courses to bring pilots up training to speed. Arwyn Jones, who runs Camflight ( is the first Cessna Approved Glass UK’s Cockpit

The pilot learns in real-time to handle problems, which, in turn, will help everyday flying even using a six-pack panel...

one aircraft feel like a Stick or yoke? Light or heavy? What makesa bit of a pig? See p49 delight to fly, and another...well,

“That button there... don’t touch it.” Demystify glass 52 LOOP NOVEMBER

Tiger Trophy winner David Jenkins. P54


43-54 The search for Britain’s best and most loved flight instructors, advice, uplifting tales, and things to do in weeks ahead

4 PIPER’S NEW BROOM Bosses changed, PiperJet axed, sales soaring. Blimey!

16 INCOMING A lot of you are rubbing your hands together at Cessna’s plans

6 HARD AS DIAMOND More testament to the strength of composites: hail-proof Diamonds

18 GEAR FOR XMAS It’s hint-dropping time for pilots around the world

7 ECLIPSED NO MORE The original VLJ is back and better than before

20 GEAR: NEW STUFF How to boost the GPS signal on your phone or iPad, and more

8 GOATIE’S UK TOUR The man making flying that much more achievable for so many

20 AERO ART Turning old metal into cool furniture and art

11 THE ITALIAN HURRICANE Sounds like a boxer, but it’s a beautiful new replica of a classic

38 AEROS WITH ALAN Deconstructing your errors and finding the best way to improve

15 DENNIS KENYON Dennis brings the question of to buy or to lease into the spotlight

66 INSTANT EXPERT A British beauty under the microscope – the Slingsby Firefly

ALAN CASSIDY p38 As the dust settles from a successful World Championships Alan reveals methods the best use to turn a silver into a gold – and we can all benefit from.

CHRIS WILSON Messages of concern last month after Chris seemed set to ditch rugby; he’s not a quitter! But, he has heard the hand-eye co-ordination of tennis is ace for piloting.




A US parachute pilot faced an FAA grilling after a porn star and friend made an… err… ‘art film’ during a flight.


Refocus on training, propeller aircraft, and outside services


EMEMBER the Piper Altaire, one of the most interesting of the small jets in development to compete with the likes of the Cessna Mustang and Embraer’s Phenoms? Don’t worry if you can’t: the company have shelved it. OUT...


A surprise shake-up at Piper has seen the departure of CEO Geoffrey Berger and his No.2 Randy Groom, and the arrival as new CEO of Simon Caldecott – the fourth since Piper was bought by investment house Imprimis in May ‘09. Caldecott wasted no time Geoff Berger (l) leaves, and ex-Hawker and British Aerospace man Caldecott takes over at the top

Piper has shelved the jet. It still has prototype #1, and all design data


in making his goal for the future direction of Piper clear by suspending the jet programme, releasing 200 workers, and announcing a revitalisation in Piper’s traditional core range – propeller aircraft. The Altaire was nearing the stage of first fight, and only days before the project’s demise then-boss Berger was at the big NBAA business aviation show in Las Vegas showing off a mock-up of the $2.8m single-engine jet, and talking of strong orders – over 200 on the books. He said the design was 80% complete, sheet metal was

being fabricated, tooling readied at the factory, and suppliers chosen. Caldecott immediately instigated a review of the Altaire upon arrival as new boss, and shortly after made its findings clear: “Following an evaluation of Altaire development and light jet forecasts we determined the best course of action for the company going forward is to indefinitely suspend the program, preserving intellectual property and progress to date. “Clearly, the market for light jets is not recovering sufficiently and quickly

We will step up product improvements for our turboprop and piston aircraft... enough to allow us to continue developing the program under the economic circumstances we face.” And that’s that for the Altaire, for now. So what next? Improved single-engine pistons and turbines, Piper says – likely to the cheers of Piper fans, who’d love to see


EASA have approved STCs for Garmin’s life-saving ESP system on King Air 200s, on Garmin G1000 decks.

TBM850 600

THE speedy French Daher-Socata TBM850 turboprop goes from strength to strength, recently hitting #600 in production.


5 MINUTE READ... Get a quick fact fix...

an injection of tech and development into stalwarts like the Warrior and Seneca. Caldecott said: “We will step up product improvements for our turboprop and pistonpowered product lines. As a result, Piper will increase the number of personnel dedicated to our sustaining engineering function.” No time was wasted in announcing an incremental set of improvements to the bigger ‘M’-class aircraft for 2012 – the Matrix, Mirage, and Meridian. All have received tweaks for next year with easier access to the flightdeck, comfier seating

all round, better lights, and Bose A20s as standard. In 2010 Piper was one of the best performing manufacturers in the industry, in terms of revenue growth (up 38%). Despite a drop in numbers of aircraft sold, it saw a surge in sales of its Meridian turboprop grow income from sales, a trend which continued in the first three quarters of this year. Deliveries in 2011 steadily rose from quarter to quarter – 26 in Jan-Mar, 33 and 34 in the consecutive two quarters – and revenues took another 19% rise compared to the same period last year. So what next? If it returns

QUOTE OF THE MONTH “Piper’s backlog is the strongest it has been in four years, with aircraft earmarked for retail customers well into next year all across the product lines. Piper’s core business is strong.” New Piper CEO Simon Caldecott on the firm’s rosy prospects

its attention to the training market – Piper say more than 25% of pilots learn in a Piper – then at the very least it will have to get creative with engines for a post-avgas world, with rivals able to offer mogas and diesels that would slash operating costs for a school. It needs a diesel in the range, or an easy aftermarket fit for thousands of PA-28s worldwide. There is a chance too it will try to get back into the LSA sector. The Czech-built PiperSport low-wing lasted barely a year in the Piper range, before the firm dissolved the relationship with Czech Sport Aircraft.

Meridian orders strong at Piper

WHAT THEY SAID... “I’d never seen anything like it, and the noise was just terrible....” Witness to a freak storm in the US which grounded more than 20 aircraft after golf-ball sized hailstones battered aircraft


Piper to open consulting and manufacturing arm PIPER may have shelved its jet for now, but it still has 700 staff and extensive manufacturing facilities at its Vero Beach HQ in Florida – recently upgraded in expectation of building the Altaire – and it plans to make best use of them. New CEO Simon Caldecott said: “The company is initiating third-party engineering and manufacturing services to preserve as much of our talent pool and as many jobs as possible.” The new ‘Design by Piper’ will act as a consultant and design service for other manufacturers and businesses, while ‘Precision by Piper’ will utilise Piper’s engineering expertise and parts manufacturing capacity.

“20 aircraft were completed in Duluth, Minnesota and are currently in transit to the Civil Aviation Flight University of China, in Luoyang, China.” Cirrus see the first sales uptick effect of the CAIGA takeover


Revitalise the Warrior

“Turbulent flow around landing gear generates a significant proportion of total noise of an aircraft in close proximity to the ground.” Canadian researcher Stuart McIlwain, leading a group looking to make near-silent landing gear


The PA-28 is still the first many pilots fly


WE celebrated the 50th birthday of the legendary Piper PA-28 last year, marking its contribution to flight training and GA. If Piper want to revitalise the Warrior, what should they look at? Here’s Dave Calderwood’s five things that would transform it: 1. Make it out of modern composite and get rid of the rivets 2. Fit a control stick rather than yoke 3. At the same time as 1), fit two doors rather than just the one 4. Fit a modern engine with FADEC, preferably a turbodiesel 5. Redesign the interior for a more modern look. But… retain the safe, vice-free flying characteristics that make it such a winner!

Shipment figures for first nine months of 2011 2010 2011 • PISTONS 633 577 • TURBOPROPS 237 223 • BUSINESS JETS 491 427 • TOTAL SHIPMENTS 1361 1227 • TOTAL BILLINGS $13.5B $12.1B Data: GAMA ro NOVEMBER 2011 LOOP 5

FRONTEND Tougher than you might believe composite Diamond DA40

Hail to tHe strengtH of composites hard diamonds

Freak hail storm wrecks metal aircraft while composites survive


ESPITE the increasing numbers of aircraft made from composites, including the Boeing 787 Dreamliner – the first composite airliner – some still doubt their strength. It might take an act of God to change their mind… luckily, there’s been one. A US university flight training school recently saw more than 20 of its 30-strong fleet grounded after a freak and violent hailstorm left many of them with damage.

Aircraft used by 750 aerospace students from Mid Tennessee University were battered by hailstones up to the size of golf balls, cracking panels and windows on many aircraft, while gathered at an event in the state. A few were airborne at the time, prompting controllers to send out immediate landing requests to pilots to get in before the unexpected extreme weather hit. They all got in safely, but there wasn’t room to hangar all the aircraft

at the giant event – to promote flight safety and better flying – so the poor planes were left to fend for themselves. The damage toll at the time looked catastrophic, with 17 Diamond trainers suffering some kind of damage, as well as five Piper Seminole twins and other aircraft at the event. But, after a quick inspection, 16 of the Diamonds were cleared to fly again, while all the school’s metal aircraft remain grounded, some for months.

The hail was heavy enough to punch holes through the skin of some metal aircraft Dr Wayne Dornan, boss of the MTSU Aerospace department, explained: “We saw a weather front heading towards us unexpectedly, so called everyone in. “When it came it was a real freak event, with

very strong winds and big hailstones, weather we never get. The aircraft took a real beating, and the hail was heavy enough that it punched holes through the skin of some of the metal aircraft. “We grounded everything to be safe and see what the damage was. Peter Maurer of Diamond in Canada sent a guy from Austria who knows composites, and he cleared 16 of them to fly. Unfortunately, the metal aircraft are still grounded, and will be for a long time.”

EnginE stc

New Centurion approved for DA-40D

DIAMOND DA-40Ds fitted with the 135hp original fitment Thielert engines can now be upgraded to the new 155hp 2.0s Centurion model after EASA gave the mod STC approval. Although Diamond has recently introduced the DA-40NG, fitted with its own Austro engine, the majority of DA-40s flying have the original 1.7l and 2.0l Centurion engine, both 135hp, but the new 2.0s is the same size and weight

so fitting requires no modifications – 20hp more for no downside. The boost raises max cruise by 6kt to 148kt, and at a 2000ft higher altitude (to 8000ft at max payload). MTOW is unchanged at 1150kg, but takeoff roll is shorter and climb faster. TBO is 1200 hours, with the firm expecting to push that out to 1500 hours. It’s available for delivery from the end of the month as a retrofit. The Centurion engine is now certified in 57 countries, says the German company. Centurion engine for Diamond DA40 now up to 155hp

6 LOOP november 2011

Follow us on twitter Go to... EcLiPsE risEs

the orginal vlj is going back into production AS ONE firm shelves its jet, another is restarting production. Eclipse, who started the Very Light Jet class with its small EA-500 model, is to return to production after a period in bankruptcy. A revised version of the 500, called the TE-550, will start in 2013, in part built by Sikorsky who bought an interest in Eclipse after its financial reorganisation in 2009. “We’re thrilled to be taking this positive step forward in Eclipse history,” said Mason Holland, CEO of Eclipse Aerospace, the company which acquired the assets of Eclipse in 2009. Sikorsky has helped Eclipse to restart factory support and spares manufacture. Price of the 550 will be $2.965 million, “the proper positioning for this plane,” said Holland. “We understand the cost to build this airplane and we have the full support

We have taken a disciplined approach to putting this aircraft back into production of our suppliers.” The 550 fuselage, empennage and wings will be manufactured in Sikorsky’s PZL plant in Poland, where it makes Blackhawk helicopter cabins. Sikorsky boss Jeff Pino said: “We have taken an extremely disciplined approach to putting this aircraft back into production, and we have a business case that makes a lot of sense.” Assembly of the TE-550 will be at Eclipse’s HQ in Albuquerque, New Mexico, USA. Eclipse Aerospace expects to produce 50 to 100 aircraft per year with deliveries beginning in 2013.

Enhancements to the TE-500 over the EA-500 include an expanded aircraft computer systems and integrated avionics package which will support features such as Synthetic Vision, Enhanced Vision, dual-mode FMS, TAWS, TCAS-1, ADS-B, on-board colour radar, Radar Altimeter, and iPad data entry. Auto-Throttles will be an option. Power comes from a pair of the same 900lb thrust Pratt & Whitney PW610F turbofan engines used in the EA-500, and give the 6000lb jet a max cruise speed of 375kt and an IFR range of 1125nm with a full fuel payload of 700lb. Like the EA-500, the 550 will have service ceiling of 41,000ft and a cruise fuel flow of 59 USG/hr (223 litres/hr). “Eclipse is in a place all to itself,” said Holland, “with significantly lower operating costs and purchase price.”

cEssna bid

builD your own recorD breaker WHEN you have set yourself the record-breaking goal of flying more than two months without touching ground, restoring the aircraft you plan to do it in is a simple task. Unless you know nothing about plane restoration. Matt Pipkin, boss of Commit 65, is planning on breaking the long-standing record for non-stop flight set, in 1958 by Robert Timm and John Cook in a modified Cessna 172. They set a time of 64 days, 22 hours, and 19 minutes (and 5s!), refuelling from trucks that sped along underneath the 172. Matt aims to break the 65-day barrier with father Chet as co-pilot, to highlight his ongoing campaign to help and aid

victims of childhood sexual abuse. Commit 65 has no big corporate backers, so is working its way through individual donations – including that of a 1958 Cessna 172, the same year and model of the original record-setter. Matt and Chet now need to completely overhaul the 172, and give it new avionics, a new engine, and numerous mods to incorporate an in-flight refuelling system. Trouble is, they don’t know how. Matt said: “ We now have a team! We just started to strip the paint, and have pulled the engine and interior. We are still shooting for August 2012."

Chet and Matt hope to start the flight in August 2012 autogyro

second winter of discontent

Top left: Eclipse boss – and EA500 pilot – Mason Holland. Top right: new Avio integrated avionics now being fitted to Eclipse. Above: still a very smart aircraft

AUTOGYRO pilot Norman Surplus’ attempt to become the first to circumnavigate the globe in one is again on hold, this time due to bureaucracy. Surplus initially set off on his epic journey in G-YROX more than 18 months ago in March 2010, but saw his first target time of being back just four months later spiked after a crash in Thailand left his MT-03 autogyro damaged. He set off again in May, but since August has been twiddling his thumbs in Japan waiting

for Russian authorities to permit him to fly up to the Bering Sea. Too long, it turns out. He said: “The Bering Sea has once again begun to pull its all enveloping, winter cloak of snow and ice around itself.” Norman has found storage for the MT-03 in Japan, and will try again next Spring.

Autogyro pilot Norman ro november 2011 LOOP 7




One man making a difference to thousands of potential pilots


HE man behind a drive to throw flying open to thousands of pilots with disabilities has used a round-the-UK flight to highlight a great new invention that brings flying to those who thought it out of reach. Gautam Lewis – aka Goatie – is the force behind the Freedom in the Air charity which, as well as giving hundreds of disabled children their first experiences in aviation, has also created a hand-control system that allows those without the use of their legs to fly an unmodified aircraft. Working with engineering gurus at Cranfield University, Goatie has driven the Freedom Controls project from idea to full EASA STC approval in near record time. He walks with crutches, so like many disabled pilots uses an extension attached to the rudder pedals that allows rudder movement by hand. But, the existing

systems available are out of production, or require modifications to be made to the aircraft. They’re not cheap either!

Islay tower, time for tea?

En route to the Hebrides

GOATIE’S TOUR DAY 1 Cranfield to Edinburgh DAY 2 Edinburgh to Islay DAY 3 Islay to Blackpool DAY 4 Blackpool to Land’s End DAY 5 Land’s end to Cranfield The Freedom Control’s major benefit to disabled pilots and flight training schools is that it is removable quickly and simply, and requires no modifications to the plane. He set off on the Freedom Tour from his Cranfield base where he runs a school offering flight training to disabled pilots, flying 2000+ miles in total up to


Edinburgh, north west to Islay in the Hebrides, down the west coast to Blackpool, then further south to Land’s End, then back to Cranfield, all in four days. He flew with a set of controls, by Union Aviation, as the Freedom Controls are not yet formally STC© d. He said: “Gaining my PPL was a dream come true for me and I thought maybe I

should do something about supporting disabled people, help push them to a new level of confidence.” This promo tour was to raise awareness of the launch of the Freedom control during the 2012 Paralympics. The controls will cost around £500, far cheaper than previous examples.


KLAPMEIER BACK IN CHARGE MORE change afoot at Cirrus, following the recently formalised takeover by the Chinese conglomerate CAIGA, with Dale Klapmeier


taking over as CEO of the firm he co-founded back in 1984. He becomes the second Klapmeier CEO, after brother Alan who held

A Klapmeier is back behind the wheel at Cirrus


the spot from 1984 to 2009 when he left. For the last couple of years the role has been held by Brent Wouters. Wouters handled the transition from previous owners Arcapita to the new CAIGA setup, and has moved on – seeing Dale take on the CEO role alongside his Chairmanship. One of Dale’s first decrees as new boss-ofall was to mandate that the CEO gets to fly the prototype Cirrus Vision jet “at least once a week”. When you© re the boss you make the rules!

TEACHING AT 40,000FT ONE of the world© s most inspiring pilots is bringing his insight into careers in aviation to a sky near you. Barrington Irving, who in 2007 at just 23 became the youngest pilot to fly around the world, has done a deal to use a Phenom 100 jet as a flying classroom, with the goal of communicating in person and via live video with 1m kids around the planet. Irving promotes science, tech, and engineering education as a way of securing a career in aviation

throughout the US and in his home state of Florida, organising programmes for kids looking for careers in flight. Despite offers of football scholarships in US colleges, he chose a career in flight after a chance meeting with a Jamaican airline pilot. www.experience

Globe-trotting Irving

Wolf in sheep’s cowling

A wolf in sheep’s clothing is hardly ever a good thing – for the

lower weight, ease of retrofit and lower life cycle costs, the

other sheep. That powerful first-in-line plane that silently

RR500 ushers in a new era of powerplant. This compact design

arrived on your ramp means a new Rolls-Royce engine is here

delivers greater speed, runs on nearly any aviation fuel and

and the general aviation turbine game has changed. The

delivers unmatched operational capability to value-based

RR500 turboprop engine surpasses traditional piston-driven

platforms. In today’s world, it’s not enough to just be a wolf, you

engine limitations. With excellent hot and high capacity, much

need to lead the pack.

Trusted to deliver excellence




‘Hello to a classic’ – Italian company Flying Legends flight testing Hurricane replica with faster Tucano to follow


NOTHER all-time classic is ready to make its way into the hangars of pilots who would love a warbird but not the associated costs: the Flying Legends Hawker Hurricane replica. The two-thirds scale homage to the iconic fighter is built by craftsmen in Sicily, and was one of the stars of the show at AERO Freidrichshafen 2011. It’s now undergoing flight

testing and due to be available within a just a couple of months. It’s powered by a 100hp Rotax 912 engine burning unleaded mogas, features retractable undercarriage, electric variable pitch prop, and an airframe parachute system – and wow, it© s is absolutely beautiful! It will be sold as a ready to fly aircraft built by the factory, or as a kit, and also comes with a 115hp Rotax

914 Turbo option. Just to top it off, it is two-seat and dual control. The company was inspired to make the Hurricane because one of the owner’s best friends was a Hurricane pilot, and he felt the Battle of Britain legend had been overlooked in favour of the Spitfire. It has a 75% cruise of 130mph, and a Vne of 178mph. The prices are €119,000 for the ready to


Tucano replica too! FLYING Legends didn’t stop with just one RAF favourite – it has also built a 75% scale replica of the Embraer/Short Tucano trainer which most modern RAF jet pilots will have used as a trainer. Just like the Hurricane it looks a cracker, and features the same spec of a 100hp Rotax engine, electrically operated variable pitch prop, retractable gear, airframe parachute, dual seats and controls. As you might expect, it’s a bit less

draggy and pacier than the Hurricane and cruises at 150mph at 75%, with an additional 60 miles range.

Tucano replica cruises at 150mph

hurriCAne sPeCs Cost €119,000 ready to fly, €54,000 kit (both +VAT) EnginE Rotax 912 (914 turbo optional) PRoP Two-blade adjustable pitch (electric) VnE 178mph CRUisE (75%) 130mph stALL sPEED (clean) 40mph AERo FACtoRs +4.4g/-2.2g RAngE 560 miles tAKE oFF 180m LAnDing 180m CLiMB 1200fpm EMPtY WEigHt 364kg MtoW 595kg WingsPAn 8.2m LEngtH 6.75m HEigHt 2.15m Wing AREA 11sq m CABin WiDtH 72cm CABin HEigHt 91cm FUEL 82 litres

fly aircraft, and €54,000 for the kit. It will be certified within the Italian CS-VLA class which has a 472.5kg MTOW, but its design MTOW is nearly 600kg, which would put it into the new European CS-LSA class. To qualify to sell it as a certified CS-LSA in Europe, however, the firm would need to obtain EASA Production and Design Organisations Approvals, which is out of reach for most firms, so it will likely only be sold into the experimental/Permit to Fly category – so get your LAA membership sorted! l British pilot Justin Collins is planning to fly around the world in a replica Spitfire, the 90% scale Supermarine Spitfire Mk26B. The flight is due to start in 2012 with 38-year-old Justin© s 16-year-old son, Thomas Jones (known as © TJ© ), in the back seat. www spitfireworld

Flying Legends' Hurricane replica shown at AERO Friedrichshafen ro november 2011 LOOP 11




CESSNA SALES UP INDUSTRY bell-weather Cessna are reporting good numbers (well, in comparison to those shown recently...) for third quarter sales. In comparison to the same Jul-Sep three month period from 2010, revenues for 2011 were $236m up, while the number of high value jets delivered also rose, from 26 in 2010 to 47 this year. Scott Donnelly, boss of parent company Textron, said: “We’re not back in a world where people lined up. Third quarter results reflected good execution and cost performance at Cessna, including continued success in selling commercial aircraft in a tough environment,”

Donnelly said. “We believe this reflects the strength of our brands and investments we are making in new products, aftermarket services and sales capabilities.” Donnelly said the newest Cessna, the CJ4, is “going on a diet” to cut costs during production, and praised the recently installed Cessna CEO Scott Ernest.

Cessna sales rising


MORE 2012 CHANGES THE CAA has issued more additions to London airspace restrictions during the 2012 Olympics, but this time to make things run more smoothly than over any security diktat. Two more temporary changes to the controlled airspace have been approved, after submissions by NATS and Stobart Air for flights

covering the South West, South East, and North East of London Terminal. The changes are designed to aid the flow and control of the large volume of business jets expected to use the area during the events. Manston has also asked for some temporary changes to be allowed.

More temporary tweaks to the London air map for 2012... DEMOBBED

MOD HANDS OVER FRESH AIRSPACE FLYERS over the east coast have more room to manoeuvre after the MOD freed up some its airspace – specifically for GA. Following a review of the use of Air Weapons Ranges, airspace restrictions meant to protect aircraft from munitions demolition work on Air Weapons Ranges, outside of the Danger Area

activity operating hours, are no longer be needed at East Cowden and Wainfleet. It means airspace from surface to 5000ft at just the right times to enjoy them over weekends. Check the relevant Aeronautical Information Publication for full details about what times are open for use. Nice one MOD!



LO O P ' s m a n w i t h a tt i tu d e a s w e l l a s a l t i t u d e IN EARLY November, 50 planned to wait two more years to the minute since days to celebrate my somebody slapped my birthday properly because @rse for the first time, I I suspected that this was getting up in a hotel in might happen. Milan to do an early flight Lack of sleep and sleep back to London. disruption is all part of the Unfortunately I hadn’t job in commercial flying. been able to sleep. Not We don’t get paid for shirt a wink. It sometimes sleeve flying in summer, happens when I finish but crack of sparrows on a late duty and start ops in freezing weather the next day on an early. in winter, sleep deprived I might be trying and with aircraft to go to bed near needing de-icing the time I got up and fixing. Its on the previous always been this EASA plan a day, sometimes way and I’d never the other way new system complain ... until round. I’ll lay now. which will there in bed, like EASA has gone plunder what against the ‘if it Billy Connolly in the jet lag sketch, sleep and rest ain’t broke don’t gradually getting and fix it’ we do manage try more tense and maxim that most to get thus even less of the pilots I likely to sleep as know use – the time ticks down to the ones that are still alive ay alarm sounding. any rate. Every now and then God They are planning to has a little laugh with introduce a new flight me by letting me nod off time and duty limitations approximately 60 minutes system which will plunder before the alarm, which what sleep and rest we do is actually worse than not manage to get. sleeping at all. As it is now lots of my This time though, I was colleagues, especially in awake all night. Luckily low cost airlines and long the First Officer had slept haul, don’t even work full well so he flew us back time under the existing to London. We then did rules, because they can no a monitored approach longer tolerate the hours. which is where I get to I can’t think of any other look out the window in profession where the bad weather while he flies professionals go part time the jet down to minimum because of this, not even decision height and me hard working doctors. taking over for the landing And the new system or telling him to go will be far worse. Can around. we do anything? Well In the meantime I had yes. Go on YouTube what airline pilots call a and look for ‘A message ‘controlled rest’, but which from Britain’s airline actually consisted of me pilots’ and then sign the rolling my seat back as far petition against at www. as it would go and putting flightsafetypetition. my uniform jacket over my head for 20 minutes It’s all done online and or so. shouldn’t take you more It all went OK and I’m than a couple on minutes. used to it but really I Pleeeeeeease help us out. spent my big birthday If you fly in the front of a looking like something commercial aeroplane, or recently deceased. in the back occasionally, Luckily I had already it’s in your interest.

FRIENDLY AIRFIELDS IT’S good to get some good news and this time it’s come to me from a world famous pilot friend who landed his helicopter at Shoreham on one of those hot weekends in October that we normally don’t get after September. You might remember it. A typical sunny weekend day at Shoreham consists of 18,000 people on the beach, 180 people in the terminal and 18 aircraft in circuit.

My friend was amazed then, when the controller gave him a clearance direct to the landing area and simply to call when he crossed the airfield boundary. No holding or detours, just straight in, just like they do in the ‘States. Shoreham gets consistently good press and for that reason I’m awarding it our Favourite Airfield Award for 2011. Yes the landing fee is a little expensive but the cheap fuel offsets it so make sure you tank up when you get there. ro OCTOBER 2011 LOOP 13

LOOP FOR IPAD… SO GOOD IT SHOULD BE IN YOUR LOGBOOK! New iPad app brings you the very best in flying, and celebrates what it takes to fly for fun, to fly for a career, or simply to fly better

›› Every pilot remembers their first solo… it’s the moment in time that can bring together astronauts and glider pilots, jet jockeys and microlighters. Now, there is a new first for pilots to put in their logbook: when they got their first download of the LOOP iPad app! ›› LOOP for iPad is a new addition to the App Store, celebrating every aspect of just what it takes to be a pilot and shining a light on the best of leisure flying – the place where every person who made the decision to chase the dream of being a pilot can marvel at the sublime pleasure of flight. ›› It’s been created by the same team that makes LOOP each month – but with tons of added video and insight to make the best use of the coolest thing to hit aviation in years: the iPad. ›› The team has already created the five-star FLIGHTTEST app – the one that put you in the pilot’s chair of the Space Shuttle – and the P1 Business Aviation Magazine app, the fastestgrowing app for business aviation on the iPad. The debut issue is an Oshkosh special, bringing you the best of the biggest GA show in the world, with stacks of extras. ›› LOOP has always been about putting you in the hot seat of really cool aircraft, and the iPad debut issue flight tests the stunning new Millennium Master. Aviation is being turned upside down by the new LSA class, and the aerobatic but economical Master is about the coolest yet built. Add to that news, advice, a look at Cessna’s next big temptation for existing pilots, and video and photography from award-winning lensmen, and you’ve got an app that finally makes the iPad into a virtual airfield which lets you dazzle at the joy of flight even if it’s blowing a hurricane outside. ›› If that wasn’t enough, LOOP for iPad is FREE… that’s right, not a penny, because we want you to spend every penny you can on doing what you love: flying. Download it from the App Store and love flying as much as we do.


To g e t t h e a o o 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





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 IT SEEMS ages since I was selling an aircraft a month for a steady 30 years, fixed-wings and helicopters of various marques. My firm Spooner Aviation also leased aircraft and I’ve lost count of how often I was asked about the relative merits of leasing aircraft against outright purchase, but there are basic principles. Few owners fully account for every cost, so, lobbing my first grenade, I advise prospective owners that even in today’s market, the total cost of just owning a new fixed-wing or helicopter of c.£250,000 is £1000 per week. Ownership costs fall into two categories. Annual Fixed Costs (AFC), accruing whether you fly your baby or not, and Direct Operating Costs (DOC). When doing sums, AFCs often get ignored – even though they can be halved by flying a £100k used aircraft. They fall into three areas: depreciation, insurance, and finance. Smaller costs for annual maintenance and hangarage should be added, but let’s look at the three main AFCs. • DEPRECIATION: Often ignored! A rule of thumb is to annually write off 10% of value until a ‘residual value’ around 40% (£100,000) after 10-ish years – so averaging £15,000 a year (but first year depreciation of £25,000!) I’ve often heard, “But I just sold my helicopter for what I paid for it 10 years ago… depreciation was nil.” Foolish wisdom! The true test of depreciation is the amount an aircraft dealer would require to change your machine for its new equivalent. Think inflation! • INSURANCE: A typical Combined Single Limit premium (total loss plus associated third party risks and passenger cover) is around 5% of declared hull value. So for your £250k aircraft, estimate a first year premium of £12,500, reducing as hull value lowers. • BANK INTEREST: We all know interest rates rise and fall. They are presently down, but you can still expect to pay 6% for money – meaning £15,000 in year one, but progressively reducing in subsequent years.


we add £6000 for hangarage and c.£2500 for annual maintenance checks (and two six-monthly Certificate for Release into Service checks), AFCs total £51,000, a whisker under my quoted £1000 a week. Of course, insurance and depreciation vary with aircraft, and as values are written down yearly the AFCs reduce – hence it usually pays to buy used. Once AFCs are known, divide the figure by the expected hours of use to give a cost-per-hour. The more you fly the cheaper this gets! Having derived AFCs, calculate the DOCs to reach total ownership/operation costs. The major DOC items are fuel and lubricants, scheduled and unscheduled component replacement, and required maintenance checks, again scheduled and unscheduled. Unlike AFCs, DOCs increase with increased flying hours. Oh, when calculating parts consumption, it’s not unheard of for items to fall short of their published ‘finite’ or ‘overhaul’ life. In fixed-wing, the engine and prop are usually the most expensive parts. With rotary, the engine is just one of anything up to 50-ish ‘lifed’ items, although newer designs cut costs (e.g. the new Guimbal G2 Cabri, in which only the engine is ‘lifed’ – all else is 'on condition'). Manufacturers constantly work to improve component and finite lives to reduce owner running costs. Let’s consider DOCs for the Enstrom FX Shark. Fuel use in training is 50l/hr, which plus lubricant equals pre-VAT to around £100/hr. Engine overhaul at 1500hr is c.£15k, so £10/hr. Other major items such as M/R and T/R transmission, swash plate, clutch, M/R and T/R blades and some lesser items, together average £25/hr. Once the total DOCs are known, it is very sensible to add £10/hr as a ‘contingency cost' as well. So, lumping together the Enstrom’s fuel/lubricant, engine, major and subsidiary components plus the reserve and the VAT reclaim, a total DOC might be a whisker under £150/hr. Most

similar single piston types with a dozen or more finite life I’m sure we components all know the would have similar hourly old axiom, costs. The big “If it flies, variant is fuel floats, or f…s consumption, – it’s cheaper where a Schweizer to rent!” 300 would be around 15% lower and a Robinson 22 perhaps 25%. So in the case of a new Enstrom Shark flying 300 hours a year, the hourly DOC of £148 added to an AFC of £170 an hour (£51,000 divided by 300) brings the final operating cost to £318/hr. On the same basis, a new Schweizer 300 CBI could be £275. So now you can see why so many small aviation businesses go bust – especially those running new aircraft. But please note how AFCs can be dropped dramatically by operating used machines having less than half the capital involved! Pile on the utilisation anywhere up to 1000 hours a year and the AFCs are reduced even further. I ran three flying schools, all of which made a profit but only by using the principles explained here. Robinsons can’t be easily compared to my figures in that the firm uniquely sets airframe life at 2200 hours and/or 12 years in service. I regard the fact that so many schools operate them successfully shows low capital cost combined with low maintenance is the answer. When considering a purchase, there’s a small point to consider: if a company is in profit with a hefty tax liability of £100,000, one way to reduce profit and resultant tax is to buy an aircraft. The aircraft’s asset value makes the company worth more while reducing the tax bill. So we know the true cost of ownership; why don’t we simply hire or lease and let the lease company do the worrying? Many do. But… lease and finance companies are in the same boat as the rest of us and bear the same costs. To make a profit, they must charge more. But there are capital and tax

advantages in leasing, many operators prefer to know exactly what their aircraft will cost in service, and many newish businesses have plenty of customers but not the necessary capital to buy aircraft outright. However leasing, lease-backs, and simple hiring take many forms, so get the right deal for you. I’ve learnt the most sensible arrangement is where the lease firm picks up ALL the tabs for keeping the aircraft in service (barring fuel and airfield fees, e.g. a dry lease). Then, the operator knows operating costs fairly precisely and is shielded from the cost of a non-scheduled maintenance catastrophe. Be wary of the purely financial lease, where the operator picks up the maintenance costs... our industry is known for nasty ‘unscheduled’ bills popping up! That lease type is really something of a normal bank loan so payments and interest should reflect that. Generally it also makes sense to seek an agreement where the ‘rate per flying hour’ reduces with higher utilisation. One lease type always worth looking at is where there is the option of purchasing the aircraft after a stated period; it gives a longish period in service to determine the specific operating costs of the leased aircraft, a sort of ‘try before you buy’. Just a final word regarding residual values. Many a year back I bought shares in a company owned by one of my best customers, Atlantic Computer Leasing. With the surge in computer use, profits took off as did my shares… until the leases began expiring and the directors were horrified to find their ‘residual values’ badly wrong. With rapid advances in technology, used computers were practically worthless, and 10,000 valueless computers sank the company AND my shares! So, be realistic. Space doesn’t allow a full investigation into the niceties and disadvantages of all leasing options, but ultimately the lessor has to make a profit and ultimately the lessee provides it. In closing, I’m sure we all know the old axiom, “If it flies, floats, or f…s – it’s cheaper to rent!” ro NOVEMBER 2011 LOOP 15




Cessna see the light I THINK it’s a really positive thing to read that Cessna are making such strong noises about Jet-A (aka diesel!) engines [LOOP, October]. No doubt the competition to supply the ‘Kansas Kings’ will be hot and fiercely fought, with rich rewards for the engine builder that is the winner. As you point out, Thielert has a chance, as does Continental, and I can’t help but think that Lycoming must be itching to win the contract too. Whoever Cessna picks to become a standard fit will win a huge advantage in future supply to other manufacturers and the

engine replacement market, because if it’s “good for Cessna” that’s a pretty great endorsement indeed. Using my analytical head, the clear advantage at present lies with Continental. The engine (based on the SMA) is designed for aircraft (not a converted car engine!) and it’s a trusted name with decades of history. It might be China-owned, but for most it’s still a US company (which matters in America), it knows the FAA certification process inside out, and it has an engine ready. Or have Lycoming kept a secret? Tony Marshall

SPOT THE PLANE: DESIGNER EDITION 1 One of the formative figures of British aviation – the first true UK aircraft man created machines many a pilot in both wars flew 2 Were it not for one rather special design, he might be called Mr Schneider for his trophy successes

3A prodigious talent that created many of the most beautiful aircraft ever. Well, he is Italian!

Cessna’s eventual choice of engine supply partner for a diesel will be influential

Too tasty to miss this!

CONSIDERING how much we spend flying to other aerodromes, where the only catering is often no better than a transport caff, aerodrome catering leaves much to be desired (and often a greasy aftertaste to boot!). It can make for a very expensive cup of tea, and be a bit of a dull spot in an otherwise exciting day. But at Dunkeswell in Devon, the transport caff is gone… and the start of November saw the opening of the new Aviator coffee bar and restaurant. I had the best meal I have ever had at a GA

Aerodrome – and good value too. The menu had a good selection of freshly prepared dishes (including vegetarian). Dunkeswell could become “a destination” based on its culinary achievements alone, but don’t forget to look out for the beautiful scenery if visiting the highest licensed aerodrome in the British Isles. With Avgas at £1.90/litre and £10 landing for a light single it’s quite an attractive destination.

New grub at Dunkeswell!


50% off the landing fee? Doubt it! FB

THINK YOU’VE GOT AN EAGLE EYE? Know your Airco from your Aeronca? Get your magnifying glass at the ready and your thinking cap on to see if you can work out who these legendary figures are. First correct entry from the hat wins! ‘Spot the Plane’ to LAST MONTH’S MYSTERY AIRCRAFT 1 Virgin Atlantic Global Flyer 2 Rutan Long-EZ 3 Rutan Bipod 16 LOOP NOVEMBER 2011

Let’s hope it continues, and let’s hope other aerodromes also make the leap from airport catering to airport cuisine! (I have no connection with the management, I just fly there... but if you print this, I might get a nice coffees free!). Can you compile a directory of other “destination” airport restaurants please? If we’re going to fly out, let the destination be a good one! Gavin Ward Always happy to spread word of good eating Gavin... we’re all fatties here. Bob Davy is pondering a book exactly as you suggest too – it’ll be a cracker we think.

Looks like Nasa stuck a few tumble dryer drums to a bus. KF

Not often you ‘see’ a spy plane! HM


The ideas never stop

IT WAS thought-provoking to read your comparison of wartime innovation in new aircraft design, paralleled with the pressure designers are under today from the green lobby and so forth [LOOP, October]. It’s certainly the case that aircraft design comes forward in spurts and bounds, but it is most certainly always on a forward trajectory. Some of the machines you highlighted were completely new to me, and quite eye opening. The French ‘Akoya’ looks tremendous fun, and the American ICON really does look like something from a Bond film, but I do think I might struggle to fall in love with electric-motored aircraft – as much as anything, because I simply love the sound of a big lump up front straining to push out every last horsepower! Kev Parker

An African adventure

I ABSOLUTELY loved the tale of Charles Stewart flying an autogyro in Africa, and all the scrapes they got into. Things like that remind me that for decades pilots did things that now we regard as next to impossible, such as flying a Moth to Australia. Bureaucracy kills adventure. Alistair Young SOAPBOX

Sterling efforts by the British World Aerobatics team. Once again, the ones with the government backing win, though. Sam Harvey




I AM reading constant updates on what EASA has planned for this, that, and the next thing, that will have us all jumping to a new tune, all in the aid of safety. I’m curious to know, has EASA actually improved safety for GA at all? I am sure I read that the US safety record is at the same level as a whole, but that within EASA itself there are huge variations in the accident rates because of different countries. It makes me think that it’s the national authorities do all the important stuff. Ian Coates

I took the kids to Duxford for the first time this weekend. Full marks to everyone there for creating a real centre of excellence.

Finn McAlpine

My answer for the mystery engine tattoo: Pratt & Whitney PT6. Andy Franklin PW, or PWC? (Just kidding... it’s neither!)

PIPER JET PROGRAMME CANCELLED AS NEW BOSS SWINGS AXE + HAIL! Diamonds are tough + MAMA MIA! Italian Hurricane rep + GOATIE! A flying inspiration NOVEMBER 2011 ISSUE 73 £3.40





Could anywhere be better to test the brilliant Flight Design CTLS than one of Earth's most spectacular areas of natural beauty?

UK'S NO.1 VOTE FOR THE BEST FLYING INSTRUCTOR IN BRITAIN + DENNIS To lease, or buy? + BOB He said what? + NICK Advice for winter + ALAN How to improve +

ISSUE 73 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 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 NOVEMBER 2011 LOOP 17








R £500 AND OVE

Now that statement may strike fear into the hearts of many, but don’t panic... just circle what you want and leave it open where a loved one will see » FULLY LOADED iPAD

STARTING AT £499 FOR AN iPAD WITH WI-FI AND 3G A GIFT that’ll keep on giving to pilots, to plan flights, play games, read magazines (including LOOP!), or watch films – anything seems possible with the right app. Aviation has taken the iPad to heart, with firms like Jeppesen porting charts and creating its FliteDeck app – not just PDFs to view, but data-driven and interactive, providing digital en-route nav information and worldwide georeferenced terminal charts. Garmin are there too, creating Pilot My-Cast, designed to unclutter aircraft cabins as an electronic flight bag with capabilities such as IFR high and low en-route charts and VFR sectionals, and geo-referenced Flite Charts and SafeTaxi which can give graphical representation of aircraft overlaid directly onto approach plates and airport diagrams. Overlay weather, add text widgets and use the NavTrack feature to move along your route and you easily see the impact the weather will have on your flight – and the power of the device itself. Modify your route using the graphical editing feature by simply touching the route and dragging it to find the nearest airport, VOR, Fix or NDB. There are thousands of aviation-based apps for the iPad, and some even offer synthetic vision, such as the WingProX. So fill it up and marvel at its flexibility – certain to increase month by month as more aviation firms see its uses.

£100 TO £500 » AIRBOX AWARE


£159-£329 A LITTLE gem of a GPS designed by Airbox Aero with NATS to be a simple unit that warns of airspace infringements. Display is thestandard CAA 1:500,000, showing A/D/E, Restricted, and Prohibited airspace, and Danger Zones, with audio alerts. Our own Nick Heard said of it: “Does what it says in the box – it protects you from inadvertent incursion into restricted airspace with audio and visual cues. As such, it does that job pretty well. I like the use of the standard CAA map, and for a simple inexpensive GPS-based VFR position indicator, it’s a good piece of kit.”

£215 WHO wouldn’t want to fly a warbird decked out in period colours – albeit at a greatly reduced size (and, fortunately, cost)? This electric Mustang will bring out the inner kid – and, if you have kids, give them a valuable early lesson in flight too. It has a 1450mm wingspan, and will loop and roll as well as can make it. The firm also does numerous others, including twin engine bombers, Stukas, Cessna 182, and even ducted jets, and the beauty is that they come ready (or almost ready) to fly – so you won’t have to spend months getting it built before testing your skills.

£289.95 THE HS400 doesn’t have ANR, so weighs in at a fraction of the cost of the pricier adaptive units up nearer the £1000 mark. Big ear cups completely enclose the ears, while the pads are viscoelastic covered with soft leatherette, which we found created a good seal around the ears, even if wearing spectacles. It’s light (325g) and comfy even in extended use, and best of all the passive noise reduction is excellent – as good as any passive headset we’ve used. iPad connecting was easy and very clear, while overall it’s smart, compact, and is nicely built with a 5-year warranty.

A great way of avoiding airspace busts

Only £2m less than the real thing...!

HS400: very good reception from our testers





PRICES VARY DEPENDING ON MODEL BREITLING’S classic Chronospace pointer-type counters replaced by range is seen as a real collectable three circular disc-type versions, in horology circles, and pilots too displaying hours and minutes of appreciate its many functions. measured time by means of two Time for a re-release then! red triangles. The new model has bracelet, The shape of the silver-toned crocodile leather, and rubber discs is reminiscent of the steering straps, include 1/100th second wheels in the 1920s racers, while chronograph with split times, the ‘30-second chronograph’ an alarm which can reach 90db measures to the nearest 1/8th of a (loud!), dual time zones, and second if you need it. UTC and perpetual calendar, and Carved in steel for the standard backlighting for a dark cockpit/ version, the Bentley Barnato bar. Prices start at £3340. Racing takes on an even more Also newish is Breitling’s Bentley- exclusive aura in a 500-piece red associated collection. Breitling gold limited edition. clocks are in Bentleys, including the record-setting Supersport which set a 205mph world best for speed on ice this year. So, Breitling has launched its ‘Supersports’ watch with a titanium chassis, a ‘dashboard-style’ dial enhanced by three ringed counters, and Bentley-style raised knurled bezel. The other Breitling for Bentley initiative celebrates the famous ‘Bentley Boys’ and one driver in particular, Woolf Barnato, with the Bentley Barnato. He was the first driver to win the Le Mans 24 Hour race three times consecutively (1928, 1929 and 1930). Breitling say the Bentley Barnato Racing special is the most original and unusual of all the Bentley Breitling Bentley Barnato... rare! chronographs, with the usual




$2499 TO COUNTER the iPad revolution Garmin launched two new units which have everything you could want in a touchscreen portable device – and which can work as a Class One or Two EFB. The Aera 795 has the features of the GPSMAP 695, adding new capabilities such as a touchscreen user interface, pilot-selectable screen orientation and 3D Vision. The 795 also takes the pilot one step closer to a paperless cockpit with a digital document viewer, scratch pad, and pre-loaded georeferenced AeroNav IFR and VFR en-route charts. The Aera 795 has a highresolution, 7-inch touchscreen display that can be viewed in portrait or landscape mode, while the body is designed to fit on the yoke or knee-mounted. The US version also has georeferenced IFR en-route charts and VFR sectional charts pre-loaded, and the 795 also includes US geo-referenced Garmin FliteCharts, showing departure procedures, standard terminal arrival routes, approach charts and airport diagrams. Jeppesen charts and diagrams can also be used, which is perfect for European customers. The 796 has extra features such as GXM 40 receiver for XM WX Satellite Weather and SiriusXM Radio.


XM WX Satellite Weather gives next generation radar (NEXRAD), aviation routine weather reports (METARs), terminal aerodrome forecasts (TAFs), temporary flight restrictions (TFRs), lightning, winds aloft, turbulence forecasts, PIREPs, icing forecast and several other important weather products. The 795 also displays traffic if coupled to a compatible traffic source like the GTX 330, showing TIS traffic info where available. The 796 and 795 are available immediately for an expected street price of $2,499 and $2,199.

Garmin get touchy-feely


PRICES START AT £75 WEAR a piece of history without being too ostentatious. These are handcrafted from parts of historic aircraft including Spitfires, Lancasters, Red Arrow Hawks, Vulcans, and Lightnings. The Spitfire cufflinks are made from Merlin engines of ‘bail out’ Spitfires shot down during the Battle of Britain, while Lancaster items are from 617 Squadron aircraft or the Bazalgette Lancaster in which Sq Ldr Ian Bazalgette was awarded a posthumous VC. All parts are centrepieced elegant silver and gold, supplied in presentation boxes together with a detailed aircraft, combat and pilot history.

£25 WELCOME to a world less known… but coming closer. This stunning coffee table book shows that the likes of the forthcoming Terrafugia Transition is simply the latest in a longheld dream. Haynes’ Flying Cars is the definitive guide to flying cars, with insight into everything from the ‘Airphibian’ – marketed as transforming from aircraft to car in just seven minutes, to the ‘Skycar’ with vertical take-off capability. It’s beautifully presented and tells the story of the flying car in reality and in fiction – it’s been hard to tell them apart sometimes – with revealing details and great photographs.

£79.99 (DVD), £99.99 (BLU-RAY) THIS is the perfect gift for any amateur historian fascinated by the history of the Second World War, and who appreciates a masterclass in documentary making too. The World at War is arguably the greatest documentary series ever, narrated by Sir Laurence Olivier and digitally re-mastered to HD quality for DVD and Blu-ray. Originally broadcast in 1973 by Thames TV, over four years and 26 episodes it interviewed major figures from all sides, and civilian eyewitnesses and politicans, to create what is regarded as the definitive history of WWII. Prices above are RRP, but we’ve seen sub-£40.

Each is a handmade piece of aviation history

Captions please to

Has Olivier’s gravity ever been matched? ro NOVEMBER 2011 LOOP 19




Improve the GPS signal on your tablet or phone


SE your iPad or smartphone in your aircraft to work out where you are? Well Wicks Aircraft has just released a GPS receiver that will connect to your smart devices to give a more accurate measurement of your current location. The Dual SGPX150 universal Bluetooth receiver works with iPad, iPod Touch, iPhone and other Bluetooth-enabled smartphones, tablets and laptops. It is a highsensitivity GPS receiver that works wirelessly with most aviation and navigation apps requiring GPS, and can connect at distances up to 33 feet away. Wicks claims the rechargeable battery that comes with the XGPS150 receiver lasts up to 8.5

hours and will recharge in 2.5 hours. The unit weighs 1.8 ounces (51 grams) and measures 2.5in square by 0.75in deep. It features a Bluetooth status indicator, GPS status indicator, battery level indicator and an on/off switch. A non-slip dashboard pad is included for use on aircraft, cars and boats, and a strap for slipping over an arm or handlebar. A free app for the XGPS150 provides the user with location, how many satellites the unit can see and their signal strength, battery level and confirmation that the unit is connected to an iPad/ iPhone or other device. The Dual XGPS150 costs $99.


SNARING PILOTS OF THE FUTURE IF YOU get someone interested in something young enough, usually they stick with it. So why should flying be different? The inventive bunch at Powder Puff Pilot has launched a new book, Claire Bear Flies to Oshkosh, a children’s book about aviation, perfect for Christmas! Claire Bear is a pinkclad aerobatic performer and mentor for aspiring young pilots. In this, her fourth picture book, author Sue Hughes describes a visit

a to EAA’s AirVenture, held every summer in Oshkosh, Wisconsin. She uses lyrical rhymes to follow Claire Bear as she flies to the event and performs in the world’s greatest airshow. Anyone who has used the special flight procedures in use during AirVenture will relate to Claire when she rocks her wings and lands on the green dot at Oshkosh’s Wittman Regional Airport.

Follow the pink bear to the world's greatest airshow


Wireless GPS receiver from Wicks is compact and works with GPS-enabled devices +NEW TRANSCEIVER


BECKER Avionics has announced TSO certification of its new AR6201 VHF-AM Transceiver. The new compact 2¼-inch transceiver has a built-in integrated voice activated (VOX) intercom system meaning you don© t need a separate intercom. Becker claims the AR6201 is built using state-ofthe-art DSP (Digital Signal Processing) technology resulting in a highly efficient transmitter and very sensitive receiver. It has a frequency range of 118 MHz to 137 MHz with selectable channel spacing of 25kHz or 8.33

kHz. Standard or dynamic microphones can be used with its intercom feature. A voltage meter to measure battery voltage is built-in. Further, the new dualmonitor or dual-watch mode allows the unit to scan a second channel/ frequency to increase situational awareness. Up to four headsets can be connected to the AR601 intercom, which can be activated in two ways: 1 Through a discrete switching input with the (external) Intercom switch and/or, 2 Over VOX, with an adjustable VOX threshold.

AR601 is designed to drop into a 2.25in panel hole



THE iPad has been a huge hit in the aviation community and ASA has just launched a new kneeboard to keep it where it needs to be during a flight. The kneeboard offers protection and functionality. An elastic strap secures the binder to a pilot’s leg for in-flight use. The inside sleeve holds the iPad securely on the right side with full access to the iPad’s controls and buttons. The left side has pockets to store documents and provides a writing surface. The kneeboard weighs in at 730g and costs £37.99. PoweredAdventure.

iPad as a kneeboard

The Global Show for General Aviation EDNY: N 47 40.3 E 009 30.7

Wed. 18. – Sat. 21. April 2012 Friedrichshafen, Germany 11013-AERO-2012-Motiv25-GB.indd 1



10.11.11 17:33 ro november 2011 LOOP 21

flightgear PHOTOS

MAIN: The spinner alone takes over 100 hours to bring to this level of beauty; clock and lamp a little easier! ABOVE: Not just pretty... everything has a use, even an old Lycoming slug

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Turning Old irOn inTO MECH-ArT +ENGINEERING OR ART? aircraft furniture

Dave Rawlings meets a man who sees beauty in the things which many of us take for granted... and gives them new life


N A quiet suburban street in Bedfordshire, a man is at work producing beautiful furniture and art out of something most pilots gladly see the back of: old aircraft parts. Richard Brown is one of those guys that ‘does things’. On the short walk from his house to his workshop we pass three cars he is bringing back to life, including a Vauxhall Viva and a Triumph Spitfire (how apt!). But his current project is blending art with the engineering. “I was an aircraft technician for years, working on light aircraft,” said Richard. “But for nearly a decade I’ve had a dream to design and create furniture from used and out-of-service aircraft parts. I always saw a beauty in the parts of an aircraft, when it was in use or afterwards.” With a mind crammed with of years of ideas – some small, some huge – the first task was to choose which to work on first. A Lycoming piston itching to be saved from the ignominy of scrap gave the answer: the piston desk clock and angle-poise lamp, both with Lycoming’s finest at their heart. So how to turn a well-worn O-360 part into a sparkling piece of useful art? Lots of attention to detail, and time! “The pistons I source are out of service so at the end of their life, but they’re actually still in great condition. “I start by removing the rings so I’m working with just the piston itself. The next step is sandblasting to clean and remove any debris, then several stages of polishing, for which I send it out for stage one.” It’s the only part of the process Richard allows out of house. “I have to make sure all the pitting or other blemishes are gone before I send it to them, otherwise I know when

it comes back they will show up even more. Before sending it out, I need to know exactly what it’s being used for, of course, and how best to cut it and make any changes to suit its end use. So, if it’s the clock, where will any extra holes need to be drilled? And what angle will it be cut at so it sits right on a desk? If it’s a lamp, any cutting or drilling is different too.” When it comes back from the first round of heavy polishing, Richard gets intimate and hands-on, using a micromesh kit of ultra-fine finishing tools usually used to buff aircraft windscreens to clarity. This is what gives it that glistening finished shine. “After all that, I then have to lacquer it. The pistons are pure aluminium so if it’s polished, and then left, it will dull over time. But with a final lacquering coat it won’t corrode and will keep it’s high finish shine.” After all that intensive work, it’s a fairly simple task for Richard to add the clock mechanism or the lamp workings. Phew… time for a tea we think! If this all sounds labourintensive, think of the bigger pieces Richard is working on, the sort of installations that would grace the receptions, boardrooms, or homes of the success stories in aviation, or those who simply love it. One such piece is a simply stunning glass-topped coffee table, using a mirror-polished propeller spinner as its central point. Richard explains: “I’ve finished off the spinner with a high polish so you can see your face in its reflection. The spinners can come from many different types of aircraft, but are all made into a unique piece of artwork. For me, I think this sort of thing is perfect for a home or business reception – it’s fun, and useful too.”

ENGINES AS ART Richard outlines plans for conference tables, dining room tables and larger piece, using ever more creative and interesting aero engineering at their heart. “For the conference table I’m planning on using a ninecylinder Letecky M462-RF radial engine. I’ve already got the engine and it’s being stored at a friend’s house. “I’ll take the inside out of the engine to make it lighter and then clean it up, paint it, and send certain parts off to be chromed. Glass will be cut and fit to suit the customer’s specification and depending on how they wish to us it. It’ll look amazing, and it’ll be impossible for people not to talk about it!” It’s not just engines and internals that Richard is using on either – in his hands any part of an aircraft seems able to be turned into something beautiful or useful. “Currently I’m working on a metal prop which has seen better days. It’s being sanded down and will then be polished up to an absolute mirror finish – a lot of work and a long time to do! “You will be able to see your face in it, but I’ll put back the two white stripes on the end of the blade. The base will be milled as well, so it’ll free stand. On others, it can be set into an oak base, so you could put a plaque on the base and etch the blade so it is a beautiful trophy. The man-hours that go into this is where the cost is involved, and that’s what customers are paying for.” Richard has other plans to design furniture out of almost any part of the aircraft. “I’ve got the idea of taking a tail fin from a 172 or similar aircraft, and making it into a corner desk. The skin will be stripped of all paint and polished to a high shine. I’ll then make the legs out

For the conference table I’m planning on using a nine-cylinder Letecky M462-rF radial engine...

BELOW: It’s about time aviation had its own Damien Hirst! Richard can outshine most other artists though, in that he could overhaul your aircraft too

of aluminium, but with the lightening holes left in to keep the aviation look. “Tables can be made with wings too to be used as a conference table, perhaps in a corporate colourscheme to suit a client, or a vintage scheme, or bare polished metal – each with glass over the top so it stays looking fantastic. The ideas are endless, and a lot of clients will have their own.” It’s amazing to see what Richard has achieved already with very few pieces of equipment, and the vision to make beautiful pieces bursting out of him. “People like the stuff, and I am only just getting the word out. People can see the quality. The items I produce are for all types of people who find an enjoyment in aircraft like myself. My desire for this company is to produce great pieces of art work from these marvellous aircraft components.” ro november 2011 LOOP 23


Flight design CT is out of this world WORdS dave calderwood PHOTOS Philip gatward/

Flying the cream of the next generation of light aircraft, Dave Calderwood finds a place like nowhere else

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FOR THE LATEST NEWS GO TO... ro november 2011 LOOP 25


rigHT: The CTLS could be the size of a house, but it wouldn© t matter: any aircraft feels tiny in this landscape. Just stunning


his was no ordinary downwind leg, that much was clear. What was also obvious was that we were too high, having flown over a high plateau on the way to this desert spot, so a rapid descent was in order. As we turned onto base and then final approach we could see why the one way in to this strip was the same way out: just a couple of hundred metres beyond the end of the strip was the cliff face of the plateau we’d just crossed. The strip itself was also uphill so we kept a bit of power on – actually, that’s the advised landing technique for the Flight Design CTLS we were flying. “About 1300rpm,” was what I was told by a CT instructor, “and then fly it on to the runway.” Doing just that, the CT shrugged off the thin air in these hot and high conditions and made a smooth landing. We taxied up to the parking area, chopping the engine as we rolled onto loose gravel to join seven other CTs already landed. The Magnificent Seven were members of ‘CT-Fliers’ – the USA’s Flight Design owners club – and Monument Valley was their second stop of the day. These guys had already been into a short strip at Bullfrog, one of six marinas on the giant man-made Lake Powell close to where we were all based for a few days, the town of Page in the northeast corner of Arizona. Page is the perfect base for touring around this most spectacular area. Not only is Monument Valley just a short flight into Utah, but Bryce Canyon, Zion Canyon, Antelope Valley, Marble Canyon and the big one, the Grand Canyon, are all within an hour or so’s flying distance. The CT-Fliers have been meeting here for the past six years, staging group fly-outs to various airstrips, meeting up of an evening and generally enjoying themselves.

And many of them have flown quite a distance to attend too. Roger Lee, the energetic and enthusiastic organiser of the event, invited LOOP to attend when he somehow heard that we were looking to fly a new Flight Design CTLS. And since we had been in nearby Las Vegas earlier in the week to cover the annual NBAA business aviation show, it all seemed to tie in nicely. “Nearby Las Vegas...” rolls off the tongue but in reality it’s a solid fivehour drive and if it seemed we were climbing most of the way, that’s because we were. Page Airport is at an elevation of 4316ft – and it’s one of the lowest of the strips around here. Monument Valley is 5192ft and Bryce is at a gasping 7586ft. If we wanted to overfly the Grand Canyon, we’d have to climb to use special VFR ‘corridors’ at 11,500ft

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ABOVE: Larry Jefts travelled all the way from Hawaii for the Arizona meet up of CT pilots!

If you’re looking for a place to land [in the case of engine failure], don’t waste your time! It’s all rocks and hard stuff around here

for heading south, and at 10,500ft for the return north-bound trip. “If you want to feel small and insignificant, fly over the Grand Canyon,” said Roger Lee in the first night’s briefing. He continued, “And if you’re looking for a place to land [in the case of engine failure], don’t waste your time! It’s all rocks and hard stuff around here. If I was over a lake, I would do a full stall into the water next to the shoreline. Be thankful that you’ve serviced the engine well!” The briefing was low-key and light-hearted but with some essential info. All the 36 participating aircraft in the fly-in/ fly-out would have the call sign “Gecko” plus a number. We were “Gecko 20”. Each fly-out would be led by a Group Leader who would be responsible for making the radio calls, changing


t h e G R e at f L i G h t d e s i G n s U c c e s s st O Ry WE know Flight Design for its range of CT-based two-seaters but the German firm dates back to the 1980s when it started producing hang gliders and then microlights. The CT first emerged in the 90s, first flying in 1997. The little CT started a revolution using carbon-fibre composites, and less than 15 years later around 1700 have been delivered worldwide. The boss is Matthias Betsch, well-known not just for making all these aircraft but also for his role in getting the Light Sport Aircraft class established

in the USA and pushing to get a European version. Now Matthias is heading into new territory with the C4, a four-seat certified aircraft capable of IFR flight. The company has its HQ in Leinfelden-Echterdingen, just south of Stuttgart, but builds its aircraft in the Black Sea area of Ukraine for reasons of cost and availability of skilled labour. “Ukraine has a long history of high tech aircraft manufacture,” says Flight Design. It has 30 engineers working on designs and employs more than 600 in total.

As well as receiving approval for the CT in the USA in 2005, since when it has become the clear top-selling LSA, Flight Design has also cleared the CTLS in India and China, important new emerging markets. In Europe, oddly, the CT has been a microlight (or ultralight in some states) and it’s only recently that the LSA version has been cleared – or has it? There’s still some confusion over the exact status of LSAs in Europe; manufacturing standards have been released but not licensing regs. ro november 2011 LOOP 27


frequencies, setting the course and leading the way into each destination. En-route we would use a dedicated frequency for chat and keeping each other informed. The Group Leader would also have to make sure the CTs didn’t get in the way of the many tour operators flying Cessna Caravans, 206 Stationairs and the occasional Pilatus Porter in and out of Page, and also to the same fly-out strips we would be visiting. “Make sure you don’t hold them up when warming-up and making pretakeoff checks,” implored Roger.

Weather erosion has left a wilderness of rock spires and natural amphitheatres only seen by hiking or ponytrekking... or by flying overhead


“It’s a hell of a place to lose a cow,” pioneer settler Ebenezer Bryce is reported to have said about the canyon that would one day be named after him. Weather erosion has left a wilderness of

ABOVET: Larry© s CT is crammed with goodies... © fully loaded© , including Dynon and garmin avionics, and an airframe chute

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rock spires, called ‘hoodoos’, and natural amphitheatres reached only by hiking or pony-trekking. Or by flying overhead from where we could marvel at how streams, frost and wind had etched into the landscape, revealing crazy shapes and amazing colours. Bryce Canyon was our choice for the first fly-out and we were the final aircraft in a group of seven taking off from Page at precisely 0840 local time on the Friday morning. Our aircraft was a 2011 Flight Design CTLS, owned by Larry Jefts who was sitting beside me. Larry is a farmer in Honolulu, producing fruit and vegetables and used to flying between his various sites in the Hawaii Islands. He’d bought the CTLS to keep based in the American south-west where he and his wife took time off every year to holiday.

Larry’s CTLS was ‘fully loaded’ with Dynon SkyView avionics and two monitors for the Primary Flight Display and a Multi Function Display. In between them was a panel-mounted Garmin GPS 695 moving map with a weather data overlay, and a Garmin SL40 radio. Behind us was the Ballistic Recovery System (BRS) – a rocket-propelled parachute that would launch through the back of the cabin, hold on to the aircraft by straps mounted below the surface of the fuselage, and drift us down to the ground in an emergency. No thoughts about that scenario though as we taxied out, following the group ahead of us. The CT’s Rotax 912ULS liquid-cooled engine takes a little time to warm up and with Roger’s warning not to hold up the tour planes still ringing in our ears, we were monitoring


dy n O n s ky v i e w THE latest avionics from Dynon is the SkyView and it is quite astonishing just how good it is. Not only is the functionality fantastic, and screens bright with ultra-sharp resolution, but most importantly, operation of the controls is highly intuitive. The SkyView system is available with 7in or 10in diagonal displays. Both have two joysticks, one in each corner, offering navigation around the displays, and there are ‘soft keys’ along the bottom edge for specific functions. There is less regulation the temperature gauge closely. Fortunately, by the time the group had lined up and taken off one by one, we were showing everything in the green and were able to follow. Inevitably though, being the last one we were a little behind so kept the engine revs up to 5110 to catch up. Normal cruise climb would be 5000rpm. The little CT was showing 100kt Indicated Air Speed with a climb of 200ft/min – this as we passed through 5300ft just after takeoff. The terrain display on the Garmin 695 was looking mad at this point – red everywhere – but gradually improved as we climbed. The Dynon PFD, equipped with the SkyView 3D terrain display, was also a mine of useful info. The Artificial Horizon was right across the 7-inch screen, with the usual vertical tapes for air speed and altitude and a Direction Indicator

30 years ago, I’d ridden a motorcycle around here, and could not imagine where the airstrip might be

ABOVE: Dynon SkyView system was very impressive and easy to use, fitted alongside a garmin unit on the panel

(DI) in the bottom of the screen. A little wind indicator showed 14 knots from a direction of 286º, meaning it was almost directly on the nose, and the Outside Air Temperature (OAT) of 63ºF. We never really got close to the rest of the group and made the mistake of following number 6 for too long until it became clear he was taking his own route. By this time we were overhead Zion Canyon, one of the landmarks en route, but miles behind the majority so we cut a corner, put on a bit of speed and tried to make up time. From radio calls on the ‘chat’ frequency we worked out we were about ten miles behind the next aircraft, and decided to live with that. Cruise speed of the CTLS is around 110kt at a power setting of 75%, where it’s burning around 18 litres of fuel an hour. You can go

for ‘Experimental’ aircraft in the US (Permit, to us) and the avionics fit can be more flexible and less expensive as a result. That said, SkyView is very sophisticated. It has dual independent power sources and databus systems connecting the engine sensor module, the ADAHRS which provides attitude reference, air speed and compass, an ARINC module for connectivity to GPS, auto-pilot linked to GPS navigation, and a built-in transponder.

faster at the expense of fuel, but like most aircraft, the CTLS has a ‘sweet spot’ where it cruises just nicely and this was it. Thirty years ago, I’d ridden a motorcycle around Zion, Bryce and other canyons in this area and could not imagine where the airstrip could be. Answer: it’s up on the plateau which the canyons are cut out of, and surprisingly easy to spot from the air, at least in the good weather we were enjoying. Clear blue skies, outrageous visibility and gentle winds had replaced snow flurries and strong winds of just one week previously, thank goodness! Although this corner of Arizona is a long way south, its height means it attracts weather and gets very cold in winter. The ground was various shades of brown and it was clear autumn had reached Bryce as we flew ro november 2011 LOOP 29


30 LOOP november 2011

FOR THE LATEST NEWS GO TO... LEfT: An out of this world view... and at altitude too: many strips here are well above 5000ft (if you can find them!)

t e c h n i c a L e xc e L L e n c e a n d s a f e t y THE original 1997 CT was a 450kg microlight, followed by the CT2K and CTSW (© Short Wing© ). The CTSW is a highly capable aircraft with 130kt top speed – too fast for the Light Sport Aircraft regs, hence the CTLS. The CTLS is longer by 390mm (1ft 1in), lower and sleeker than previous CTs, and also more comfortable inside. Lessons learnt from customers – indeed, John Doman, head of sales and marketing at Flight Design, was at the Page Fly-in canvas the enthusiastic (and vocal!) pilots about what the company was doing well, or could do better. While there, he was also tying up a deal to appoint Flight Design’s downwind. Wind was across the runway but handling the crosswind was straightforward despite the CT’s light weight and low inertia. Perhaps its slippery design helps. We used just half-flap and kept the speed up and a smidge of power on. Touchdown was at 1017, after 1hr 44min tacho time. The MFD, devoted to showing engine gauges and system info, said we’d burned 8.1 US gallons (30 litres) which reflected the high power settings we’d used at times during the flight. The asphalt strip at Bryce is a good length at 7100ft but even so it was a surprise to see a Falcon 50 business jet parked on the apron. One of the local farmers turned real estate developer apparently... Just as surprising was the hangar, a wood log construction dating back to 1936 and now on the US Register of Historic Buildings. A newer FBO, built in the same style, beckoned and a people carrier was waiting to take us into the small town of Bryce for brunch. Bryce was a funny mixture of Davy Crockett, tourist spot and agriculture with a huge restaurant, shop, motel complex on one side of a dead straight road and a Disney-like mock frontier town on the other. You could sign up for horse rides and all types of outdoor

first dealer in Brazil. Flight Design says it spent 24 months developing the CTLS using industry specialists and also full-scale wind tunnel testing in the facilities of Stuttgartbased Mercedes-Benz. An important part of the CT’s design is the cockpit safety cell designed to protect pilot and passenger should the worst happen. The cell is also made from carbon-aramid composite, with thick windshield pillars and engine mounts designed to resist intrusion of the engine into the cockpit. Each seat has crushable materials underneath and is fitted with four-point safety harnesses. Very impressive. activities, or just jump off a tour bus and head for the trinkets shop. We just ate, chewed the fat about the flight up, and worked out the next leg of the flight. For Larry and me, that was a straight route back to Page because we needed to meet up with our photo crew and cameraship for air-to-air work. So at local time 1230, we said our goodbyes, and turned the key for the CT’s Rotax to start. It fired up easily and settled into a slow smooth ryhthm for a few seconds then kicked into a regular idle speed. It’s a sort of ‘soft’ start which is easier on the prop reduction gearbox and slipper clutch than on older Rotaxes which sound like a bunch of rusty nails being shaken in a bean can on start-up. By now the OAT had claimed to 72ºF giving a Density Altitude of 9700ft. That’s right 9700ft. For Europeans used to elevations of a couple of hundred feet at most, Bryce is a surprise and demands respect. Not only would we not get full performance from the oxygen starved engine up here, but the wings would be operating in the less dense air. Gentle turns and plenty of speed would be the order of the day. Larry and I are both six-footers, weighing around 100kg and 85kg,

The CT features a car-like safety cell for the occupants, just in case

The CT may look small but it’s well designed inside and neither of us felt in the least bit cramped...

but well within the CT’s max seat weight of 110kg per side. Surprisingly, we also fitted inside the cockpit with ease. The CT may look small but it’s well designed inside and neither of us felt in the least bit cramped. With a cabin width of 49 inches and the centre console between us, shoulder room wasn’t compromised either. One reason Larry chose the CTLS over its German rival, the Remos GX, was that he fitted into it better and the visibility out along the wing was better. (Remos has improved this on the latest GX, the NXT. See LOOP September 2011). As usual with Light Sport Aircraft, there weren’t many places to put things though I noticed Larry had a small shelf under the PFD to keep an iPad, while on my side, I kept my old-fashioned paper notebook and pen in a door pocket, and tucked my camera down in to a nook by my right elbow. There is a useful parcel shelf behind the seats but with the four-point harness done up you can’t reach back in flight. Takeoff from Bryce was a nonissue apart from the slow climb rate, and we gently turned onto heading for Page. With a tailwind this time, we made it back in 50 minutes. All the airfields we visited, even Page with its regular services, ro november 2011 LOOP 31

FLIGHTTEST used just a Unicom radio system whereby pilots just fitted into the pattern (circuit) and announced their position, and we were on the ground quickly.


While photographers fussed, setting up mini-cams, it was time to take a good look around the CTLS. The aircraft is the latest in the CT range and designed specifically for the US Light Sport market. So it fits the criteria exactly with a top speed of 120kt,

It's primarily carbon fibre composite which allows the shape to be aerodynamically excellent and slippery

if this doesn© t shout of theability of flying to take you places and let you see things that are next to impossible to see otherwise, nothing will

32 LOOP november 2011

max takeoff weight of 600kg and a slow stall speed. To keep the aircraft down to 120kt, the flaps have a maximum ‘droop’ of -6º rather than the European setting of -12º which allows the aircraft to reach 130kt. There are other changes too, with the overall length being longer to make it more stable in pitch. But the aircraft is basically the same, being made primarily from carbon fibre composite which allows the shape to be aerodynamically excellent and slippery and also light. Even the main undercarriage legs are now composite, replacing steel ones on older aircraft. The CT’s distinctive short, stubby nose is retained.

The doors hinge upwards and apparently will stay there in flight if you want them open, though we didn’t try – I’m sure it would have brought on vertigo to be that high with an open side! Locking the door is simple no fuss sliding lock. A small sliding vent provides plenty of air and can be partly or completely shut during flight. Details around the aircraft are equally nice, from the powerful LED landing and nav lights, the double-ended winglets, to wheel spats all round. A composite rubbing block has been added to the bottom edge of the tail strake, and the all-flying tailplane now has a streamlined trim hinge. All signs of feedback from owners about what happens in use.

FOR THE LATEST NEWS GO TO... The pitot tube seems huge for such a small aircraft until someone pointed out the extra hole on the underside, at the front. This measures the Angle of Attack and gives a stall warning. Inside the cockpit are individual control sticks, with the throttle being the blue handled lever on the centre console. Rudder pedals are steel tube bars, and seats can be adjusted for pedal distance and also angle. Brakes are operated by a lever next to the throttle – pull towards you, which sounds counterintuitive but soon mastered. The main wing spar continues right through the cockpit in front of and above your head, with sun visors attached, and a useful window panel in the roof. Flaps are electrically operated and have

We had no trouble sitting 30ft off the Cessna 172 cameraship’s left side while exploring the canyons and bays

five positions: -6, 0, 15, 30 and 35 where they act like barn doors for a helicopter-like landing. At the back of the centre console are trims for the elevator and also aileron. I read somewhere that some CTs fly left wing slight low, but perhaps that’s when just the P1 seat is filled. At last the snappers were ready and after a quick briefing we took off for some air to air formation flying over Lake Powell. The light was just perfect by now, with the harsh midday sun replaced by a lower, colour flooding light. It was also very smooth air and we had no trouble sitting 30ft off the Cessna 172 cameraship’s left side while exploring the canyons and bays of the deep blue Lake Powell. An incredible blue in fact – just

like all the landscapes round here, once the blinding overhead sun moves over a bit, it brings out the colours intensely. The CTLS handled brilliantly during these manoeuvres with quite firm pressure required for both rudder and ailerons, slightly less for the elevator. This proved to be a good setup making the aircraft stable but also easy to manoeuvre. Some of the earlier LSAs are less well setup being very twitchy in flight, but the CTLS feels like a bigger, heavier, more stable aircraft. With the light fast disappearing, it was time to head back to Page and cook up our plan for the Monument Valley flight on the following day. ro november 2011 LOOP 33


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“It’s just amazing that we can land here,” was my over-powering thought as we touched down at Monument Valley the following morning. Of course, with such huge distances to cover in this part of the US, and often quite hostile, unforgiving terrain, flying has a meaningful role to play for the communities out here, as well providing great places for private pilots to land. The Cessna cameraship followed us in and we set about the next bout of photography and filming, the results of which you can see on the iPad version of this edition of LOOP to come out shortly.

FOR THE LATEST NEWS GO TO... Again, a people carrier came out from the nearby... well, town is too grand a word for Goulding’s Lodge. It’s more of a settlement and is based around the original trading post set up by a white married couple called Harry and Leona (known as Mike) Goulding who set up in 1920 to live with the Navajo Native Americans. We had lunch at the Lodge cafe eating huge Navajo tacos. What’s different about a Navajo taco? First, it’s enormous, second the taco is more like a fluffy naan bread than the hard corn shell you usually see. Next to the cafe is a building set up to represent what the Gouldings’ Trading Post would have been like,

The land appears to be so barren and so extreme – hot and dry in summer, freezing and snowbound in winter... BELOW: DC was seriously impressed by the best-selling LSA. it has helped seriously reshape the ideas of many who believe © small© aircraft can© t think big

with many original items in the downstairs shop and the upstairs living quarters. A photo gallery in one room had prints from the Gouldings’ 60-plus years spent here, from early days trading with the Navajo right up to more recent times. The Gouldings clearly respected the Navajo and were instrumental in getting the Valley protected as a national park, forging links with Hollywood and actor John Wayne in particular along the way. Inspiring couple. You do have to wonder how the Navajo managed to survive out here. The land appears to be so barren and so extreme – hot and dry in summer, freezing and snow bound in winter. They obviously fond water sources but how did crops and stock survive? There was barely anything to burn for firewood. Ho hum, something else to ponder. Back at Monument Valley airstrip, things were getting busier. A bunch of paragliders turned up, some freeflying, some with powered trikes. A couple of tour planes arrived to pick up passengers who had been up to the Lodge. And a whole bunch of CTs and other light aircraft were preparing to head off. Takeoff was down the hill but with plenty of runway so making a gentle right turn out we set about climbing to clear the 7500ft high plateau. It was a fantastic flight back to Page, sun getting low and casting long shadows, colours rich and vibrant and the three stacks of the power station belching smoke... whaaat? Yes, in the middle of the prairie east of Page, set in some of the most spectacular and beautiful terrain is a coal-fired power station. Still, it makes an unmissable Visual Reporting Point for joining the pattern at Page Airport. As we listened on the common frequency, it was clear Page was having a rush-hour. At least nine aircraft were in the pattern from slow CTs to middling 172s to faster Caravans and a Pilatus. We went around twice before landing and were privy to an altercation between one of the CTs and a Caravan which flew over him on final approach, tossing the CT around in his wake. Fortunately, no one was hurt and as always lessons were learnt. Back on the ground, it was time for one last look around at this remarkable airfield and then make plans for an early getaway by road the next morning. We’d had the most fantastic time. Flown a highly competent Light Sport Aircraft, the CTLS, and met some lovely people. We’ saw some incredible sights but missed the big one, the Grand Canyon, and missed the low level approach over water to Bullfrog. Oh well... just have to go back again next year! ro november 2011 LOOP 35



LSAs and Experimental class aircraft in the US have a wide and impressive array of avionics available to them. The focal points of this system are the two wide Dynon SkyView displays, with a garmin 695 gPS unit in the centre. it© s more than a match for many certified aircraft and very easy to use

DATA FILE flight design ctls POWER engine Rotax 912ULS producing 100hp @ 5800rpm Prop 3-blade Sensenich, groundadjustable PERFORMANCE Max speed 120kt cruise 115kt (at 75% power) stall speed 39kt (35º full flap) climb rate 800ft/min takeoff roll 250m landing roll n/a fuel burn 18.5 litres/hour at 75% power Max range 830nm (@ 97kt) WEIGHTS Max takeoff 600kg empty 320kg (typical) Payload 280kg Max per seat 118kg Baggage 50kg

By using composites, not only is weight kept low and strength high, but also the CTLS is very clean and low drag too, helping overall efficiency 36 LOOP november 2011

dIMENSIONS Wingspan 8.6m Wing area 9.98sq m length 6.6m height 2.34m fuel capacity 130 litres PRICE Base price €91,516 + VAT As tested about €100,000 +VAT MANuFACTuRER Flight Design GmbH Sielminger Str.51 70771 L.-Echterdingen Germany

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 november 2011 LOOP 37


Nobody ever gets better at anything just by reading or talking about the subject. It is necessary to train your body and your mind

38 LOOP november 2011

The constant search for improvement Knowing how to spot and overcome errors is a major step in eliminating them. Alan Cassidy MBE lays out some strategies to eliminate faults and improve your flying


eading and talking are great means of communication. They are also methods for learning, assuming that the written or spoken word carries some authority, based on knowledge and experience. However, nobody ever gets better at anything just by reading or talking about the subject. it is necessary to train your body and your mind through repetitive practice. ask any successful athlete, any discipline, or a musician, or a dancer. They will all tell you the same thing. Why should flying be any different?

InstructIon and coachIng Instruction and coaching work, generally. If they don’t, then the problem may lie with the trainer or the trainee. But instruction and training both carry a logistical as well as a financial overhead. To have the benefit of external validation from an experienced instructor or coach requires two people to be able to get together. For those who keep their aircraft in more remote areas, or who have no access to high quality instruction, solo aerobatic training is the only way. It’s the way I made, admittedly quite slow, progress in the late ‘80s and early ‘90s when I was progressing up the ladder from being a novice at competition aerobatics towards being somewhat more accomplished. I read books, and soon outstripped Campbell and Tempest – had done all that with RAF instructors years before. Neil Williams was interesting; Eric Müller was more helpful, but still left a few questions. Bill Thomas’ books, Fly for Fun and Fly for Fun to Win were also very helpful, but principally because I was flying a Pitts at that time. My book, of course, was still to come. But I was largely self-taught until I actually started training for Unlimited competition in the mid-90s. So the question really is, “How can I train by myself and get the best out of it?”. The first answer to this question, and there are certainly a multitude of answers, is that you must try to understand how training leads to improvement.

Feedback Feedback is an engineering term; at least, that’s where it first made most sense to me. It’s used in governors, from old steam engines to modern constant-speed propellers. A datum is set that determines a target speed for the engine. Any variation from this target speed is sensed, classically by the pictured centrifugal bobweight system. Movement of the mechanism then controls an input device, typically a throttle or a piston, and this moves in such a way that the variation in speed is cancelled out and the target speed regained. Feedback mechanisms suffer from a number of technical issues that vary their effectiveness. The precision of manufacture will determine how big an error actually has to become before it is detected. The inertia in the restorative mechanism will determine how long it takes for the target speed to be re-established. An over-sensitive mechanism might lead to continual oscillations, called ‘hunting’, where the target is continually overshot in both directions but never stabilised. This last characteristic might well now be starting to ring a few bells with anyone reading this who is actually a flying instructor rather than an engineer! Because we learn and adapt our technique in complex manual tasks by using feedback loops of our own. There are no twirling balls involved, at least as far as aerobatic training is concerned, but the feedback principle applies exactly to the way our body’s neurological and psychomotor systems work. My habit is to call these “cognitive feedback loops”, which may or may not have meaning in other fields. But that’s what I will stick to for now. cognItIve Feedback Accompanying this text is a small flow diagram (see diagram, right) . Although it might at first look quite complicated, it is in fact a quite simple rendering of how a cognitive feedback loop might be illustrated. If I were to spend another few hours writing this article, I would probably find I could do it better. I’m sure a cognitive feedback loop could be drawn to show how to improve one’s drawing of cognitive feedback loops. You might need to read that again…

trIal and error I’m sure you’ve all heard about learning by trial and error. This flow diagram shows how this works for learning aerobatics. Before starting any practice figure, a few preliminaries are necessary. First, choose what you are to attempt. The check to make sure everything is in order (HASELL) and that you have some external visual reference points and lines that will assist in determining accuracy. Fly to the optimum starting point for these landmarks and make the speed appropriate. Look at something that will enable you to detect any error as soon as it occurs and then make a control input to initiate the figure. Be sure to do things in this order. Don’t be tempted to start a figure and then move your head to look for a reference point. When your head moves, so will your arm, or your feet. Something will change and you will be likely to miss the initial onset of an inaccuracy. As you’ve only just started the figure, it cannot yet be over, so you must try to see any developing error in geometry. So, let’s talk about spotting errors. FeedBaCK LOOP Having a methodical approach makes improving easier

Spotting an error is a comparative process. You have to have some idea of an ‘ideal’ and you then strive to detect differences between the actual state of affairs and this notional ‘ideal’. How, then, should you get this ‘ideal’ into your head in the first place? Well, it’s back to the reading and talking I mentioned earlier. Or perhaps you have seen something approaching the ‘ideal’ when flying on a previous sortie with an instructor or coach. In any case, your progress during the flight in progress will strongly depend on your ability to visualise the ‘ideal’ and to detect variations from it. As long as you can see no error, then you must just keep asking yourself whether the figure is finished. If it is, then you can stop, because you have flown a perfect loop; or have you? Maybe you’ve just flown a crappy loop but didn’t look in the right place to see just how crappy it was! This possibility of omission or self-delusion is why this ‘feedback loop’ is drawn in red in the diagram. If you think you really are being that good, then you are certainly deluding yourself. ➽

start: choose figure hasell check select external reference set start speed/position Monitor external reference Make control input

Monitor external reference

Figure finished? no no



see error? yes Make small correction


take emergency recovery

error fixed? no

Make bigger correction


Make difference correction

error less? no understand why?


no ro november 2011 LOOP 39

AEROSWITHALAN Everybody makes mistakes. Draw a straight line with a pencil; with practice, you draw straighter but look with a big enough magnifying glass and you’ll always see a small wobble. It's like the source of Zen principles of the impossibility of perfection. The day you come down from a flight without seeing any errors is the day you have to seek help.

error detectIon So, spotting errors is good, to be applauded. The more often you spot them, the smaller they will become, as you will become adept at looking in the right place. If you remain self-critical, as you must to improve, you will always see errors; always be aware of your own imperfection. However, over time your error detection ability will become finer and faster. If you can then develop the technique required to correct the errors, more quickly and more precisely, you will be well on the way to becoming a much better pilot. error correctIon Sadly, spotting the initial error is not enough. First, see the error, then make a small control correction to put it right. Simple? Well, not always. Seeing an error and knowing what to do about it are two different matters. One is simply recognising the suboptimal; two is understanding what to do about it. This also takes time to learn and be able to do by reflex action. Remember, nothing

we do in flying is instinctive. None of us comes from a long enough line of aviators for the right stuff to have been derived Darwinistically. Everything we do is through habit – some good, some bad. Keep fixing errors, or at least making them smaller, keep monitoring the external visuals and keep in mind how close you are to finishing the figure. You are now following the green feedback loops in the diagram and you are actually learning. Getting better. If only it were always that simple.

error eXacerbatIon It's common for less-experienced pilots to spot an error in a figure, especially when it is relatively new to them, and make an impulsive “correction” that actually makes matters worse – often when the aeroplane is inverted and the ‘normal’ frame of reference for a nonaerobatic brain has been lost. Being inverted for the first time, even for a pilot with many thousand hours of flying upright, is like going back to being a 3-year old toddler. You have to relearn from first principles the relationships between up/down, left/right, north/south and so on. It’s not surprising that the first reaction is often diametrically opposed to the correct one. Now we are getting to the part of the flow diagram near the bottom, where a ‘correction’ has been made but the error has become larger. The

Is he happy with this, or screaming inside? Looking to improve even what looks perfect is key to being the best you can

40 LOOP november 2011

World championship stars look for tiny ways to improve their flights second or third time this happens, you might begin to understand why. If so, you can get back on track with a smart but different corrective technique, and might save the figure. Alternatively, you might have no idea why your ‘correction’ has just made things ‘worse’ – the classic sequence leading to loss of control. It is important to realise that this is most unlikely to show any fault with the aircraft; much more likely to show fault in your own reasoning. So, when things are not progressing as you expect, and you don’t understand why, then you must quickly revert to the emergency recovery technique for loss of control, before you get more and more befuddled. Like cancer, early diagnosis of loss of control is invariably better.

closIng the looP You perform, as a pilot, in very much the same way that a steam governor works. You are the embodiment of an engineering system. That’s why engineers can actually build auto-pilots. A badly designed steam governor may well become divergent, leading to a system blow-out and a lot of hissing. A poorly skilled pilot might also lead to a divergent oscillation and a lost nose wheel. Becoming more proficient requires simply that your cognitive feedback loops are convergent. With more practice, they will also become smaller and faster. They will always be there and they will never be instantaneous. That’s why perfection is impossible and 80% is a damn good score in any aerobatic competition at any level. The traps for the unwary are either that they never see errors, leading to self delusion of impossible competence, or that they always see errors, leading to self-delusion of perpetual failure. The only route out of these traps, both of which are dangerous in their own way, is to get external feedback. This is why teaching yourself, ultimately, leads to failure of a sort. This is why competition flying is so valuable, as the external feedback is brutally honest. If you can improve from 60% to 70%, then you must be getting better, even if the errors still appear, to your eyes, to be as big as ever. Be safe and enjoy your flying. ro november 2011 LOOP 41

42 LOOP november 2011















STAR SEARCH Vote for your favourite flight instructor. P51


LOOP tester and ex-Lightning man Stan Hodgkins. p51


So which aircraft has the best controls? Stick or yoke? Light or heavy? What makes one aircraft feel like a delight to fly, and another...well, a bit of a pig? See p49

Tiger Trophy winner David Jenkins. P54


The best that Gloucester has to offer pilots. P46


Forget the sun... start dealing with winter. P48


PPL or NPPL? And what makes ‘great handling?’ P49 ro november 2011 LOOP 43


The search for Britain’s best flying instructors L bEST YOur vOiCe STAr SeArCH

Your chance to thank the unsung heroes of aviation… flying instructors! a lifelong dream over the years, and we B E S T • S E A RC E into reality, or an treasure the moments H T bRi TAiN aspiration into a of advice or guidance 'S new career. that leave indelible At hundreds memories which last iNST R ucTO of clubs for decades. Who R and schools sticks in your mind? throughout the Instruction isn’t just country, thousands about teaching you the of instructors have helped simple basics and guiding you create an enthusiasm for through the exams. It’s about flying in the UK that matches making you a truly better that found anywhere – pilot, passing on hard-learned despite the often cruddy and well-proven wisdom, and weather and perennially high making you more confident, costs – and a world-leading and awake to the possibilities. safety record. It’s about giving you the tools So, it’s time to celebrate not just to stay safe, but to the best of them. We all really enjoy being a pilot. deal with many instructors LOOP is searching for the ES T



44 LOOP november 2011

O R T H E BE S T • S

• S E A R C H F OR


IFE is filled with individuals who touch our lives, and help shape our future. Our parents, teachers, tutors, mentors, and uncountable numbers of chance encounters with people who – if they knew it or not – made a positive contribution to shaping who we are. In aviation, the unsung heroes are many… every flight training school has them: instructors. The men and women who strap into aircraft time and again with rank novices, and provide the tuition needed to turn

We want your nominations for the instructors who best shaped how you fly, and gave you those unforgettable bits of advice you constantly remember to this day

UK’s best and favourite flying instructors, and are turning to the best panel of judges possible: you. We want your nominations for instructors you remember as the one who best shaped how you fly, and gave you those unforgettable bits of advice which you constantly remember to this day – perhaps decades later. It might be the one who sat you down and answered all your questions the day you first walked into a flying school, and who years later continues to do it with new pilots with the same infectious enthusiasm.

FOR THE LATEST NEWS GO TO... +vintage news memorIAL FLIGHT

Going back in time PILOTS from Wickenby made an emotional flight across the Channel to commemorate the fallen on Armistice Day, flying a replica WW1-era Airco DH.2 to the Somme’s Thiepval Memorial site. The aircraft is a replica of a 1916 aircraft and the only one of its kind flying in the northern hemisphere. The DH.2 saw active service over the Somme during WW1 scoring hits against enemy Eindeckers. It was in a DH.2 that Major Lanoe Hawker of 24 Squadron was shot down

+LOOP Legends teLL us their nO.1s

bOb dAVY

My favourite has to be Pete Godwin, who got me through my Instrument Rating first time and in minimum hours in 1987, which got me a job in the airlines. I was flat broke at the time but I managed to do the whole thing for about £5000 when I knew people who had spent three times as much. He’s trained thousands – still is – and a living legend. It might be the one who taught you an unforgettable lesson about regaining control – and how to avoid losing it in the first place. Or who simply gave you more confidence to overcome your fears of navigation, or crosswind landings, or gave the spur you needed to start a new career. LOOP’s search for Britain’s Best Instructors is simple. No phone lines, no hoops to jump through, no forms to fill. We just want to hear your stories as to why you think someone needs thanking. What difference did they make? What advice did they give? How did they make the


I’ve been fortunate – three or four stick out as exceptional. especially my training Captain at Aurigny Air in the Channel Islands, Colin ‘Bill’ Bailey. Bill was one of a kind, an ex-RAF Herc Captain and Central Flying School instructor, managed to take what you had to offer as a pilot and build on it. So much of my flying is based on his lessons.

difference to you and your flying? What makes them so important to you? HOW TO TELL YOUR STORY To nominate an instructor that you think needs celebrating is simple. Send your recollections of what makes them so special to LOOP’s own man of the people Dave Rawlings, and outline why your chosen instructor made such a difference to you. It’s that easy. Email your nominations for ‘BRITAIN’S BEST INSTRUCTOR’ to dave.

Great instructors don’t just show... they inspire, make you think, and show you how to overcome hurdles

by the young Red Baron. Wickenby’s DH.2 is in the colours of Lanoe’s aircraft – and was flown to overfly a new memorial erected by today’s 24 Sqdn. The team were followed by a documentary crew, and though an overflight of the memorial at 11am on the 11th was scrubbed due to heavy mists, the team did make the ceremonial flight later. A great flight, in memory of the true greats. Follow their story at http://wickenbydh2.

GET YOuR cLub NOTicEd iN LOOp clubs@

An emotional journey to a site commemorating so many of the unnamed

+PLanning reTro-TUrKeY

Xmas at Duxford

DUXFORD never does things by half and this Christmas will be no different, serving up a trip back to a 1940s-style Home Front Christmas on December 17/18. A sitting room with toys and decorations of a 1940’s Christmas is being created., and kids are invited to make their own toy whilst ‘mum’ will be cooking up a war time treat for visitors to sample. Powdered eggs? The museum is also offering a unique wartime shopping experience, so escape the madness of the High Street with a more relaxed Christmas

time in the Duxford Visitor Centre with a their brand new Vintage Christmas range which has tons of stuff to evoke Christmas childhood memories, from nostalgic music to vintage-style Christmas cards. Best of all, no EastEnders to endure!

“They didn’t have Wii Sports!?” ro november 2011 LOOP 45



B E E R & B R I E F I N G - O LY M P I C S P E C I A L , S T A P L E F O R D , D E C E M B E R 3


An Olympic problem

With under a year to go Stapleford has decided to clear the air IF YOU’RE getting worried about the Olymics next year, you’re either competing (in which case good luck) or you’re planning on flying during the event. If it’s the latter, Stapleford Flight Centre is here to help. The aero club and flight school in Essex is to host a special ‘Beer and Briefing’ session on the airspace restrictions to be imposed during the London Olympic and Paralympic Games next summer. The briefing by CAA and NATs representatives will take place on Saturday 3 December at 13.00 in the Stapleford clubhouse. It is open to the GA community, especially those from neighbouring airfields. Landing fees will be waived for pilots flying in for the event. The briefing will be presented by Wing Commander Mike Tetlow,

an RAF navigator seconded to the Metropolitan Police for the security aspects of 2012 and a GA pilot; Squadron Leader Sian Ryan, who is responsible for setting up ATLAS control, the military organisation at Swanwick which will control traffic in the Restricted Zone and Dan Lewis, who is part of

the flight planning team at NATS. Restrictions to GA activity within a large area of South East England will apply between 14 July and 15 August. From August 16 to 12 September during the period of the Paralympic Games there will be no flying within a much smaller prohibited zone.

Stapleford Airfield in Essex, just within the M25 ring road


+ 12 November File a Flightplan Day A unique, one-day event aiming to get as many GA pilots as possible thinking about flight planning, ahead of next year’s London 2012 Olympics. Any pilots wishing to fly though the Restricted Zone, being put in place over the capital and surrounding areas during the Games, will need to file an accepted flight plan with ATC.File a Flight Plan Day is organised by the Airspace & Safety Initiative. GA pilots are encouraged to file a test flight plan to familiarise themselves with the process. http://olympics.airspacesafety. com/downloads

(Headcorn) Aerodrome, Kent An event focusing on safety issues for private pilots, with subjects including flightplanning infringements, lookout and good airmanship. 01622 891539 + 16 November, GASCO/CAA Safety Evening, The Club House, Manston Airport, Kent An event focusing on safety issues for private pilots, with subjects including flightplanning infringements, lookout and good airmanship. 01843 823656

+ 17 November, GASCO/CAA Safety Evening, North London Flying School, Hertfordshire + 13 November, Winter Wings and An event focusing on safety Wheels, Old Buckenham Airfield issues for private pilots, with subjects including flightFly in for all types of aircraft. planning infringements, lookout Includes a vintage car contest and a remembrance service at a and good airmanship. 01707 391791 war memorial. 01953 860806 + 21 November, GASCO/CAA Safety Evening, Surrey and Sussex Balloon Group, Surrey + 14 November, GASCO/CAA Safety Evening, Biggin Hill, Kent An event focusing on safety issues for private pilots, with An event focusing on safety subjects including flightissues for private pilots, with planning infringements, lookout subjects including flightplanning infringements, lookout and good airmanship. 01903 740441 and good airmanship. 01959 578500 + 26 November, Oxford Aviation Airline Pilot Career Day, + 15 November, GASCO/CAA London Oxford Airport Visit Safety Evening, Lashenden 46

for information on a unique integrated training programme that is designed to take you from zero hours to the right hand seat of a modern jet airliner. + 26 November, Aviators Ball, Sofitel Hotel, T5, Heathrow Great food, great wine and great company with an amazing auction that raises money for aerobility. Live entertainment and aviation personalities including the Red Arrows. + 26-27 November, The Flying Show, NEC, Birmingham The UK’s largest indoors GA show, covering a wide range of General Aviation and Sports Aviation sectors, from light aeroplanes, gyrocopters, kitbuilds, microlights and model aircraft to leading accessories and kit manufacturers. The result is that visitors can see some of the latest aircraft designs alongside established favourites, as well as cuttingedge kit and accessories. And you can be sure that they’ll be a few bargains on offer too. Tickets £12.50, half price to members of supporting associations – British Microlight Association, Light Aircraft Association, Vintage Aircraft Club, British Gliding Association and British Model Flying

Association. December + 1 December, GAPAN aptitude test, RAF Cranwell Available to anyone interested in following a career as a commercial pilot. Includes a series of pilot aptitude tests and an interview. The day costs £155. + 4 December, Vintage Sunday Fly In, Old Sarum 01722 322525 + 1 January 2012, New Years Day Fly-In, Old Buckenham Airfield Fly in to celebrate the New Year! Hot food served all day. 01953 860806 + 1 January 2012, New Years Day Fly In, Popham Airfield Celebrate the New Year with a fly in at Popham Airfield. 01256 397733 + 1 January 2012, Vintage Sunday Fly-in, Old Sarum 01722 322525 + 7-8 January 2012, Brass Monkey Rally, North Coates Flying Club www.

Gloucester This old Roman town is steeped in history. With stunning buildings and beautiful countryside there is something for everyone to enjoy.

SEE THIS Cheltenham Racecourse

One of Britain’s most famous racecourses. Events are held throughout the year and there is a warm, friendly atmosphere to the course. But the Cheltenham Festival is what it’s really famous for where 18,000 bottles of champagne and 214,000 pints of Guinness are drunk and prize money reaches £3.67m making it the most valuable and prestigious fixture in jump racing.


Fancy a day trip round the Cotswolds in an original Fiat 500 then give these guys a nod. You can self-drive or go on a tour and explore the picturesque towns, villages and landscapes of the North Cotswolds, turn a few heads along the way, and enjoy this fabulously quirky, self-drive, classic car hire experience.


Go and watch a game of rugby at Kingsholm but stay in the home end because it can get pretty hair-raising in the away end! Gloucester won the LVE Cup in 2011. Ticket prices start at just £15 for 80 minutes of pure excitement.


Having recently undergone a full refurbishment the Hallmark now offers a stunning selection of 95 spacious bedrooms. Indulge in a fine wine and delicious food in the informal Brasserie or take full advantage of the hotel’s extensive leisure and spa facilities. Deals start at £49.50


CONTACT: Gloucestershire Airport, Gloucestershire Aerodrome, Cheltenham, Glos, GL51 6SR. Tel: 01452 857700 LANDING FEES: Under 450kg £8.50, under 750kg £12.99, up to 1750kg £19.99 RUNWAYS: 6, 5 x asphalt, 1 x grass FUEL: Avagas 100ll, Jet A1

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Nick Heard



A little prep can ensure that the only problems ice cause is on your car windscreen or fish pond

NICK HEARD is a seasoned flying instructor, current Boeing 747 captain and a former RAF Tornado pilot. Used to flying around the world, he taps his experience as winter looms


N THE last year, the ‘day job’ has taken me to Anchorage, Alaska. It’s a fascinating destination, although tough on the body clock with a nine hour time difference to UK. What I find particularly interesting are the rows of light aircraft parked at both the main airport and the ‘downtown’ airport (Merrill Field), and not forgetting the masses of floatplanes based at Lake Hood airport. All three of these airports are located within a five mile radius, and VFR GA traffic mixes routinely with IFR traffic – something which makes me slightly nervous on the approach in my somewhat unmanoeuvrable 747! Fortunately, the use of transponders is widespread, so the VFR traffic appears on our TCAS display to assist visual acquisition. It’s a great region to visit – especially for flying! If you choose to do some flying by yourself in the USA you need to complete the administrative process with the CAA and the FAA. Many of the light aircraft around Anchorage are fitted out superbly for winter operations – a state of affairs which exists for perhaps eight months of the year! There are lots of Piper Cubs with huge tyres and numerous DHC Beavers with skis.

Pilots around Anchorage get to know local climatic conditions very well, as they need to – operating into the mountainous regions around Anchorage requires extreme care, as weather can change quickly leaving pilots with few options. I have listened to a number of stories from colleagues who have flown around the region in light singles and twins, and all have stories of lucky escapes from situations involving horrible icing conditions. And with winter already on us again in the UK – although not as early as Alaska – it’s perhaps worth looking again at the major effects of winter that can catch PPLs out in the relatively mild climate over here. It’s funny how most of these adverse effects involve water in various guises! First of all, if it’s cold enough that the aircraft is covered in frost when you get to it, then don’t fly it until all the frost has gone. This might mean leaving it in the sun for a while – but make sure there are no larger bits of ice in the controls, which might lurk around even though the external surfaces are clear. Frost on the wings not only adds weight to the aircraft – it spoils the airflow over the wing, reducing lift. Water in fuel is a problem throughout the year, but again can be accentuated

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in long periods of damp might spoil your flight. In the weather. Make sure you drain worst conditions, ice can start some fuel before each flight to form in the carburettor to check that water is not immediately after starting the present in the tanks. engine, and can be noticed Don’t be hard on your as you do you run-up checks. engine in winter. Oil pressure If you are getting indications can take a while to of carb icing on build after starting, engine run-up and letting your checks, you should engine get up to seriously consider Make sure that how you are going proper operating temperatures before carburettor to keep icing at bay moving off is a good once airborne – or icing is at the idea. Check that you even cancel the have full movement top of your flight completely. If of all controls before list of things you do fly in such take-off. conditions, make that might Hard runways can sure you use carb spoil your take a long time heat regularly – to get clear of ice, leave it on for at flight just like roads – you least 30 seconds might need to physically at a time, and monitor what check the runway before happens to the engine using it. A slippery runway will indications during that time. not be a problem on take-off Consider curtailing your flight unless you need to abort if carb icing is excessive. the take-off – in which case On these short days south you may not stop! Similarly, westerly-facing runways can wet grass strips catch pilots be difficult with a low sun in a out on landing each year – a pilot’s eyes. It’s worth having 400m strip may be fine in some consideration for a the summer, but in winter possible survival situation that may be nowhere near if you happen to land in a enough, given the extra field – it’s hard to believe stopping distance required. that you could be left out of Atmospheric conditions communication in these days over the UK in winter of mobile phones, but you generally leave us in air end up in a field at the end of masses which are much more daylight with no signal and no moist than in the summer radio. A warm coat, a blanket, months – so make sure that and some glucose sweets carburettor icing is at the might help get through a cold top of your list of things that night alive!

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Q| I’ve been flying for a number of years now and it seems to me that the average group of pilots [Is there such a thing?!] can never on the best type of aircraft for control feel. It also seems that every magazine test pilot has a different view of how good an aircraft is. They all vary. Is there a perfect aircraft in terms of the flight controls? A| We’ve all read test reports which talk about machines being ‘a joy to fly’ or having ‘delightful handling’. In the role of a test pilot, writing about an aircraft for a magazine or audience, we can only talk about how it feels by referring to our own experiences of aeroplanes – it’s an exercise of our own imagination. It’s subjective and there’s nothing quantitative. What the pilot will mean is ‘I liked it’, or not.

PPL OR NPPL? Q| I’ve just been for a trial lesson, which was a gift from some friends. I’m now looking to learn and would like get a flying licence. But I’m a little confused about the types of licences available to me. Why would anyone bother with the NPPL as opposed to the full PPL(A). and what about the LSA licence I have been told of? A| First, dealing with what we know: there ‘s many reasons why people opt for the NPPL – National Private Pilots Licence – rather than


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

Chipmunk is ideal for control forces reckons Stan

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

PHIL O'DONOGHUE FI and aeros pilot Phil is our resident Brains for testing gear

Whether we ‘like’ the feel of an aircraft depends mostly on the harmonisation of the basic flying controls. The designer should create adequate response to control input, adverse yaw should be minimised, and it should demonstrate acceptable and appropriate levels of stability throughout its flight envelope. This leaves us with control forces. Obviously these should stiffen up with an increase in speed to avoid overstressing. And the type

the ‘full’ JAR-FCL PPL(A). Whether it’s right for you depends on your plans for your flying in the future, and whether you can pass the Class 1 or 2 medical. First, there is no “medical” as such for the NPPL. All you need is to get your GP to sign a form saying you have a certain level of basic fitness. This has let many pilots who would fail the Class 2 to carry on flying. Also, the NPPL syllabus omits a chunk of the PPL(A) course, cutting the required number of flying hours needed to gain the licence and cutting cost. However, you can only fly in the UK and (a recent addition) France

DOROTHY POOLEY Top instructor and examiner, Dorothy shares her wisdom

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

of aircraft matters: light control forces of aerobatic machines won’t suit larger, more staid cruising aircraft. If we then arrive at an acceptable force level for the ailerons, the control forces (ailerons, elevator and rudder) should be in the ratio of 1:2:4. This is generally thought by many experts to be the ideal and is true of the Chipmunk and the English Electric Lightning – both ends of the spectrum you could say! Stan Hodgkins

with the NPPL (but you need the Class 2 medical to do that), and generally fly smaller aircraft. The ‘LSA’ licence you mention is on the way, to suit a new class of smaller light aircraft (maximum takeoff weight 600kg). It’s likely to have very similar training and medical requirements to the UK NPPL and would be valid across Europe. Unfortunately it has been mooted for years, and is still not ready. Soon, though, we hope! Much NPPL and LSA training can be credited towards a full PPL at a later date, of course (currently up to 30 hours-worth).




MY FIRST SOLO STAN HODGKINS WHO Stan Hodgkins – ex-RN observer, RAF Lightning pilot and current flight tester DATE 1956, 1962, 1966 WHERE RAF Hawarden, Thruxton, RAF Leeming AIRCRAFT T31 Glider, Thruxton Jackaroo, Jet Provost HOURS WHEN SOLOED 3h 20m for the Provost HOURS NOW Just shy of 10,000

A HAT-TRICK OF SOLOS I’VE I’ve done three first solos – in a glider, my PPL, and in the RAF. The first was 16 in the Air Cadets. Of all three it was the most exhilarating and I remember pulling the apple to drop the towline and shouting “Yippee!” so loud my instructor heard it on the ground! I became a Navy observer in Sea Vixen jets. Observer wasn’t my first choice – I always wanted to be a pilot! – but I did it for eight years. At 22 I was going to to Thruxton in my time off to learn to fly, starting on Tiger Moths. My first PPL solo was in a Thruxton Jackaroo... not most overwhelming aircraft. It took off at 55, flew at 55 and landed at 55. But there were some real characters at Thruxton at the time!

Why make do with one first solo, when you can do three?

I finished my PPL training in Exeter, but did more training in Kenya. I was on the Ark Royal which pulled into Mombasa and deployed the aircraft to an airfield near Nairobi. They gave us good money as overseas allowance, so instead of spending it on booze I used to go over to Wilson Airfield and do some Chipmunk flying. I did most of my crosscountry flying in Kenya. It was easy, ‘go over the hill and head for the extinct volcano…’. A bit different to the UK! When I got back the CAA just made me do a qualifying cross-country and a GFT. It was a great achievement and a first step to getting into the RAF as a pilot where I had to start all over again. Because of my previous


‘Natural Pilot’ now qualified GINO has been on this page before; he took his first solo on his 16th birthday and just 16 months later he has his full PPL aiming for a career in flying. “My granddad first got me into flying,” Gino told us. “He still flies and owns a share, and hopefully he’ll let me fly

Shortly after, Gino was planning a flight to France to thank his granddad!

it now. He has helped me pay for my flying and my first trip after I qualified was to take him for lunch in France. “It was a great first trip, but I think both of us were a bit nervous to be honest. But he was very proud.” When Gino first started flying at 14 his instructors at

the Fenland Flying School said he was a natural and could’ve flown solo much earlier, it was just his age holding him back. “I qualified with 43 hours behind me and I’ve already flown another 15 since. I’m currently flying in a 152, but next week I’m doing a 172conversion – so I can fly

something a bit bigger. I also want to do my night rating pretty soon as well.” The teenager, who will turn 18 at the end of next month, is currently at college studying Uniform Services. “The course is only three days a week, I work in between and fly when I can, I always make time for flying!” The course finishes in June of next year, “I’ll have to make a decision then. I’m not sure if I want to go into the armed forces or the commercial pilot route,” explains Gino. “I’m not sure if I want to join the ARAF or Army yet, I’m looking to have some interviews soon and I’m also looking to go to an airline course open day. But I’m keeping my options open to anything that comes along. Although finding the money for the commercial course will be difficult!” Well Gino, whatever you choose to do, LOOP wishes you the best of luck.

experience I completed my RAF first solo in just over three hours. I could do the radio and had flown a lot of jets in the navy, unofficially, and learnt a lot. I could land Hunters and Vampires from the right hand seat! The Provost was easy aircraft to fly, and I liked it… but it wasn’t very fast. I remember take off and turning downwind, concentrating so hard and looking over my left shoulder to see a Lightning on rotation going vertically up behind me. I was aware of things around me on the radio but didn’t think I was going to see that! Then the radio failed, so I had to do a landing without any communication. So I had three first solos in just under 10 years.


The inside line on the small things that make a big difference

HAVE YOU GOT EVERYTHING? THE clocks are back, the nights long, and the temperature dropped. It’s that time of year again. Boring. But planning your flying over the next few months should include some extras. Of course, make sure the aircraft is completely free of ice, frost, and snow. Check the condition of the runway at both ends of your intended flight. And, make sure you have everything you would want in case of an unexpected landing – be that in a field, or strip. So, clothes, drink, energy food etc, or something to do while waiting for a clear sky to continue your trip. ro NOVEMBER 2011 LOOP 51



Ready for tomorrow

There’s no getting rid of glass cockpits and EFBs are here to stay... but so many of them are pretty confusing until you get used to how they work. Rather than muddle through, get glass cockpit trained to


HERE’S many glass avionics suites on offer at the moment, but two of the most popular are Avidyne’s Integra 9 and Garmin’s G1000. Although they can be confusing, they are worth getting to grips with. Schools around the globe have started to realise the importance of glass cockpits for the GA pilot and are now offering difference training courses to bring pilots up to speed. Arwyn Jones, who runs Camflight ( is the UK’s first Cessna Approved Glass Cockpit

The pilot learns in real-time to handle problems, which, in turn, will help everyday flying even using a six-pack panel...

Instructor and teaches on the G1000. “Cessna launched a scheme in the US that if you buy a brand new Cessna with a glass cockpit you’re entitled to a free course,” said Arwyn. “The airframe has a free course, which is factory approved, so even a UK pilot is entitled to that course. But historically people have had to go to the US to complete the course, and not many people have done it. So I went to Cessna and became a factory improved instructor, a CFAI (Cessna FITS Authorised Instructor).” The FITS course is a training style where you teach people whilst they are flying. Rather than practicing a manoeuvre, the student will fly from A to B to C and the instructor cover bits of everything along the way so you learn as you fly. “The advantage of the course is that it is FITS-based, so people learn off their own back.,” said Arwyn. “For example we will plan a flight from Cambridge to Oxford then to Gloucester and back to Cambridge.

We will cover an ILS approach and a couple of steep turns on the way to Oxford to see how the student can cope. The emphasis is on the student and if the weather changes or we simulate low voltage or another problem (which you can do with the G1000), the student will make have to make the decisions depending on what they think is best. If he or she says we should turn back to Cambridge, then that’s what we’ll do. The pilot then learns in real-time to handle problems, which, in turn, will help everyday flying even using a six-pack panel.” Arwyn complies with Cessna’s syllabus to teach others to fly. However if the student doesn’t require or isn’t entitled to the factory course, he will change it to suit the individual needs of the pilot. “The course does include instrument and GPS approaches, but most of the guys I teach are VFR pilots so the course changes.” The course itself is two-and-half days with five hours of flying and 12 hours ground school.

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. TAYSIDE AVIATION + PPL: £6640 + MEP: £2300 + Night Rating: £796 + IMC: £2675 + CPL: £5620 + IR: £11,990 www.tayside BOURNEMOUTH FLYING CLUB + NPPL: £5487 + PPL: £7717 + IMC: £2582 + Companion Course: £1372 + Night Qual: £857 + MEP: £2125 + AOPA Aerobatics: £1750 FLYING TIME SHOREHAM 01273 455177 + PPL all inclusive £7605 + Night Qual £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 NPPL Course (residential, inc B&B): £3904 + Two week Conversion To PPL Course (residential, inc B&B): £4270 + IMC (residential, inc B&B) from: £1980 www.clacton Schools: Mail dave.

“That button there... don’t touch it.” Demystify glass



The man who could be king David Jenkins is one of the newest members of the British aerobatic team and flew in the European championships earlier


HE Tiger Trophy is one of Britain’s most prestigious aerobatic awards and the winner for 2011 was David Jenkins. He also came second in the National Advanced Championships behind LOOP’s very own Alan Cassidy, but where did it all begin for David?

Q| What first attracted you to flying? A| My first flight ever was in a Tiger Moth at Panshanger, when I was a teenager. I used to go down there and hang out with my mates. We just made nuisances of ourselves and helped out. But then I started work and developed a career and flying went on the back burner. I moved to California with work and my boss at the time was a pilot and invited me down to his airfield. He introduced me to the flying school and that’s when I learnt. It must be about 25 years ago now. Q| What happened when you moved back to Blighty? A| I came back and bought a share in a Piper Arrow, which I then had for years. Q| How did that move into aerobatics? A| Phil O’Donoghue [LOOP’s Product testing guru] got me into aerobatics. We shared a Skybolt which was owned by Maurice Hammond, who also owns two P51 Mustangs. He taught me how to fly it and it went on from there. As they say, ‘the first fix is free.’ Q| How did it progress

MAIN: David in is beloved Edge360 INSET: David... Tiger tamer!

from there? A| After Maurice sold the Skybolt I gave up for a little while, but he then went and bought a Laser and let me fly that. Just as I got quite proficient on it, he told me he was selling. It seemed every time I learnt to fly a new type he then sold it! So I bought it from him in the end and flew it for seven years after that. Q| And did you start to compete then? A| Yes, I worked my way up to Advanced level and competed at that level, but found that it wasn’t that competitive. So I put

David practicing earlier this year before the Nationals

the Laser up for sale and someone bought it within three days. So I had to find yet another aircraft. When I sold the Laser so quickly I thought to myself, maybe I shouldn’t have done that. I ended up selling it to a guy from Germany and when he turned up I told him I’d changed my mind! It was a complete leap of faith to sell an aircraft without having a replacement. But then I found the Edge 360 in the US and imported that over. Q| Why the Edge? A| There’s only five or six of the 360s and four of those are in the UK. The company moved on to the bigger 540, which everyone in the US wanted. The 360 has the same wing as the 540, but the fuselage, engine, prop and everything else is different. The problem with the 540 is that they are very difficult to get into this country. They aren’t a certified aircraft and can only be flown on a 30-day permit. It’s such a lovely aircraft to fly. Personally I don’t think there’s a better four-cylinder

aerobatic aircraft. You’ve got the Sukhois and Sbachs which are more capable – but much bigger. The Edge has a great power-to-weight ratio. The big thing I notice with it is that the ailerons are much, much bigger than the Laser I had before. So at low speed you still have lots of authority whereas the Laser wouldn’t really move. But this is like having barn doors in a slip stream and they’re going to move the aircraft! The wing is also a lot stronger, being carbon fibre and not wood, so the wing doesn’t flex at all – everything stays rigid. A good analogy is that it’s much like a Caterham 7. It’s a very bumpy ride and I wouldn’t want to do a ten hour drive on the motorway, but 25 minutes on a track... you can’t get a more exciting bang for your buck! Q| How were the competitions this year? A| I did pretty well. I came second in the British Nationals and won the Tiger Trophy. It’s actually the

second time I’ve won it. It’s a huge handicapped event that everyone goes for and it’s in its 52nd year. I was also part of the British Team for the European championships, which was actually the first time I have been involved. It was a bit daunting at first. The first thing I had to do was fly to Slovakia, which I’d never done, but the flight there and back was a fantastic experience and as much fun as the competition. The competition was eyeopening and very different to a domestic competition, it goes on for nine days. We learnt a lot and I would do things differently next time. We didn’t get a medal but there were three of us that were there for the first time so it was a learning year. We have better hopes for next year when we all go off to Hungary for the World Championships at the end of July next year. You can find out more about David’s Edge at his website. ro NOVEMBER 2011 LOOP 53


Bulldog T Mk 120/121, 1974, ex-RAF 2-seater trainer, 7197hrs TTAF, Military reg: XX561, CAA reg: GBZEP, Lycoming 10 360 200hp 70hrs SMOH by CSE Oxford, Hartzell constant speed prop 34hrs since zero timed. Extensive RAF workshop & parts manuals including all RAF history from new. Based Biggin Hill, UK. OIRO GBP25,000 (no VAT). Car considered in part exchange. Tel: Anthony on + 44 (0)7843 443 989 or + 44 (0)208 467 1448

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

1970, 2-SEAT. A/F 3050, ENG 1340, SKYMAP II VOR/LOC, DME, MODE C, ADF, HANGARED, FIFE, ARC 5/11, IDEAL GROUP A/C. £15,500 01334 850675 SiErrA.CHArLiE@uKGAtEWAY.NEt


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



HAvArD 4m

1999 TTASN 378hrs TTESN 433hrs TTPSN 64hrs, New Permit, LAA Best Homebuilt, Huge Spec, Has gone 3000sm non-stop @ 200mph using 27 lph!! £85,000 no vat. 01757 229556

Havard 4M by Canadian Car and Foundary, TTSASN 3835, TTESOH 433, TTPSOH 64 All AD’s complied with, no corrosion, maintained regardless of cost, part of private collection £90000 no Vat Nice! 01757 229556

rOBiN Dr360 CHEvALiEr


130kt cruise. New ARC, always hangared. TTAF 2484hrs, Eng 384hrs. Garmin 190, Area Nav, Transponder, ADF, 720 Flip Flop Radio, Audio Panel & Intercom. £24000 Phone Eric on 01206 386211.


Pitts S2-B.

Factory Built 1984. TTAFE 1146 hrs from new. 260 h.p. inverted fuel & oil systems. GPS/Comm, Mode C transponder. Go to AirBASE for data sheet £64,950 no VAT.

AirBASE Aviation Ltd Tel: 07770 883216 Email:

PA28 235 PAtHFiNDEr

Airframe 5980 TT Engine 550 S/H. Full IFR equipped, Garmin GPS. recent Strip and repaint. Interior 7/10 New Annual/ARC. Cambrai Cover. Long range fuel tanks. £28,750 No VAT. Aircraft/cars considered in PX. tel: 01483 200057 Email

StEmmE S-10 CHrYSALiS S10-v

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. ro NOVEMBER 2011 LOOP 57


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.



D-IGCA, 1964, 0 hours on new TCM IO-550 engines and props. Interior 9/10, Exterior 9/10, very well maintained aircraft, valid ARC, airframe total time 2500 hours. €200,000

£49,000 Tel Ian : 07941 578182 e mail:

Contact Stefano Scossa 0041 112103128


PiPEr ArrOW 200 11

1974 TT AF 2758. Engine 762. Prop 0. One owner since 1985, always hangared, no outstanding A/D’s. Factory corrosion proofed, auto pilot, electric trim. New ARC 15.7.11. King IFR, ADF, Xpdr, DME, ILS. £33,000 or sensible offer. No VAT Contact Mr P. Brunton 01970 612 567 (office) 01654 702248 (home) PiPEr PA-46-350P JEtPrOP

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


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


450hrs Total, all MODS and AD’s up to date. Selling with new permit to fly. £29,950. David Hunter 01666 503330, 07939157426 ro NOVEMBER 2011 LOOP 59


PiPer PA28-161 wArrior ii

T7-NWS, 2004, Airframe 1000 hrs, TT: 1020 hours since new, Propeller Hartzell 3 bladed, TT: 1020 hrs, TSOH: 50 hrs, Beautiful Interior 10/10, Fresh annual, new cylinders. $299,000 VAT free. 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

cAP 10b For sALe

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

euroPA cLAssic Mono

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.

To advertise here please call Chris Wilson on 01223 497060 GruMMAn - cHeetAH AA5A

1969 PiPer PA23-250D Aztec

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. Good history. £32,000 ONO Tel: 01908550565

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

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

PiPer PA-28r-201t turbo Arrow iii

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. Needs work not ready to fly €41,000. Stefano Scossa 00 41-91-2103128.

Paul on 01328 878809 for more details. 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


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:

rALLe 150Gt For sALe G-bGsA

Socata Rallye MS892E-150 (1977). Airframe - total time 1329. Engine - 33 (since full overhaul). Prop - 33 (since new). New battery & exhaust. Always hangared (Bodmin). No damage history. ARC issued 23/02/2011. Bare metal respray 2007. Offers in the region of £30,000 (no VAT with best offer) Contact: Rod Bellamy 07970 270686 Mailto:



This Falco was completed in 1988 by the current owner to Sequoia plans and has been carefully maintained and hangared since then. Reason for sale is the completion of another Falco by this Frati enthusiast. Total Airframe Time TTAF; 989 hours. Engine Lycoming O-320-A3C. Engine Total Time Since Overhaul 989 hours. Propeller: Hartzell HC-C2YL-1BF. Propeller Time Since New: 989 hours. Overhauled 30th November 2009. Time Since Overhaul 25 Hours. Annual Permit to Fly valid to 10th March 2012. Standard Canopy. A VIONICS. King KY 197 Com. King KNS 80 RNAV. King KT 76A TPX. Leather upholstery. The aircraft is based at Breighton Airfield, UK £65,000 Contact Neville Langrick on 0044 7860 353499 or

To advertise here please call Chris Wilson on 01223 497060

1978 GrummAN AA-5A



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 NOVEMBER 2011 LOOP 61


G – BYBD : 1968 CESSNA F172H (rEimS)

Kept and maintained at Derby for last 7 years, full records available. Instrumented for IFR flight, C of A Annual to 30th June 2012. Air frame 7498 hrs, engine 2158 hrs, good oil pressure. Inadequate pension forces sale. £20,500 o.n.o. John Cartmell 077 0202 0088

mAuLE m5-235C 1979.


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

To advertise here please call Chris Wilson on 01223 497060

TT AF and E 1570 hours. Damaged in ground loop incident. Damage to fuselage caused by footrest grounding. Engine shockloaded. Damage to r/h wing. Virtually one owner aircraft with excellent maintenance history and original Narco Airways radio. 2 spare wings included. £7000 no VAT Telephone 01491 573845

GBAmS rOBiN Dr400 – 160

Always hangered, much loved, Cabin Class, Oxygen, 25,000ft ceiling, TCAS, Cruise 192kts, Weather Radar, Full IFR, Avidyne Multifunction Display, Autopilot good condition, Hrs: a/f: 3,700, eng: 948 since new, props: 412, supplied with new ARC. Contact Guy Burto Mobile: 07779 276128 E-mail:

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



To advertise here please call Chris Wilson on 01223 497060



Firey T67M260 for sale Swift Aircraft is offering 9 Firey T67M260 for sale, prices from 47,000 GBP. These aircraft were previously used by the UK Military from 1996 – 2009 for Defence Elementary Training and are currently being overhauled to meet all airworthiness requirements. This eet of aircraft boasts a range of high prole UK Military training pilots. It’s your chance to own a piece of British aviation heritage, for more details including full specications, please visit the Swift Aircraft website, or contact Swift Aircraft. Email: re

Firefly-Advert-Classified.indd 1

Telephone: 01436 840116


26/09/2011 14:50 ro NOVEMBER 2011 L OOP 63



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

Classified Clubs and Schools

Aircraft Covers

Pilot Shops


All the training you need in one full day, theory and practical or either. Includes exam and test. To air traffic control, the badge you wear as to how good you are as a pilot is your RT. “If you sound a ****, they will assume you are. It may not be fair, but it’s how it is”

Phone me for a chat Derek Davidson

Tel (from 7am - 8.30am & evenings) 07831 517428 / 07766312221 DEREK DAVIDSON

To advertise here please

Aviation English to Level 4.5 or 6 if required (by arrangement) certification 1 hour only

on 01223 497060

call Chris Wilson

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


Pilot Shops

Aircraft Kits Hanger Doors

To advertise here please call Chris Wilson on 01223

To advertise here please call Chris Wilson on 01223 497060


To advertise here please call Chris Wilson on 01223 497060 Groundschool

Pilots Winter Home


Located at Eagles Nest Airpark, mid Florida, 3,000ft lighted grass runway, licensed sea plane base. Price $579,000. House for sale and many extras, lake front, three bed two bath, 2,143sq ft house, 2,000sq ft hanger and attached garage. Screen porch at rear with fantastic lake views. Contact Roger Goodger 0208 669 5342 or visit for further pictures and information.

Please mention LOOP when responding to classified adverts ro NOVEMBER 2011 LOOP 65



SLINGSBY FIREFLY British two-seater used by RAF and others for training and light aerobatics + S L I N G S B Y T 6 7 FA C T S

+ 250 built, 80 om UK register + Two seats side-by-side + Low wing, all-composite airframe + Engines from 160hp to 260hp + Operated at RAF Barkston Heath as elementary trainer until 2010


NE of the last light aircraft to be manufactured in the UK was the Slingsby T67 Firefly, mainly for military use as a starter training aircraft. With a 260hp Lycoming IO540 and constant-speed prop up front, it was the ideal aircraft for would-be fighter pilots. Not everyone agreed with that however and the US Air Force grounded its entire fleet of 113 Fireflys after three fatal +HISTORY

+ 1981 First flight of the Slingsby T67B having being developed from the wood airframe Fournier RF-6B. + 1983 First military trainer, the 160hp T67M, certified with inverted fuel and oil system. + 1985 MkII version of T67M with new canopy and wing fuel tanks. + 1987 200hp engine and 3-blade prop fitted to T67M. Last of the civilian versions, T67C, without inverted systems. + 1993 T67M260 (T3A in USA) produced for military training. Used by RAF and forces around the world.

Slingsby T67 Firefly in original RAF colours, now operated by a civilian group

accidents following failed spin recoveries. The aircraft was blamed at first but it was later discovered the instructors concerned had little experience of spin recovery. “The aircraft will recover every time if correct actions are performed,” says Robert McPhee (see Owning below). Many of the military aircraft are finding their way in the private market where they make a great tourer/aerobatic aircraft.



Corrosion Airframe is composite but some exposed metal parts can rust, notably chrome portion of undercarriage legs, flap and aileron pushrods. Floor Reinforcement in area of rudder pedals. Fuel tank Inspection required every 5 years (and possible repairs). Prop Prop is wood/composite and must be kept sealed. Engine Compression check and listen for clanking – may be piston slap requiring new cylinder.

! ! ! !

Crowded panel on this Slingsby T67 but full IFT fit 66 LOOP NOVEMBER 2011


Robert McPhee has just sold his 1987 160hp T67M-Mk2 which was used for aerobatic competitions and also hired out to others at his local club. “I found that letting it out at £65/hr dry with a projected 300hr per year would break even and cover unexpected costs,” said Robert. “It burnt exactly 29 litres/hr averaged over two years, about £58/hr. That’s 50% aeros, and 50% touring with the mixture leaned back. “Typically, allow £3600 for the annual, £800 for a 150hr service and £300 for the 50hr. I suggest using Swiftair Maintenance at Leicester where Andrew Booth is the world expert of Firefly maintenance having been the lead engineer at RAF Barkston Heath. “Good points include light, responsive controls, fantastic visibility, minimal corrosion and no fatigue issues – and it’s a good aerobatics trainer.”


From £47,300

Swift Aircraft has 9 ex-UK forces T67M260s for sale, currently being overhauled.

£55,000 or offer

1993 T67M-Mk11, 160hp with inverted systems and full instrument panel. TT 3700hr, 600hr SMOH, immaculate.




SLINGSBY T67M260 Max speed 152kt Vne 195kt Cruise speed 140kt Stall speed 54kt Climb rate 1380ft/min Ceiling 19,000ft Range 407nm Engine 260hp Lycoming IO540 air-cooled flat-six, with inverted fuel/oil systems Prop 3-blade Hoffman, constant-speed Wingspan 10.7m Height 2.3m Max weight 1157kg Empty weight 780kg Fuel capacity 160 litres Seats 2 Manufacturer Slingsby Aircraft Owner’s Club +LOOP SCORE

Running costs Durability Performance Reliability Handling TOTAL SCORE

★★★★★ ★★★★★ ★★★★★ ★★★★★ ★★★★★

+ Responsive controls + Aerobatic + Bubble canopy gives great all-round visibility + Corrosion free airframe + Military background



Vans RV6 £47,995

+ 260hp version thirsty on fuel + Some parts expensive + Military versions flown solo from right seat + Prop fragile - requires sealing after chip damage


Built 1996, 160hp, 300hr TT

Yak 52 £9,500

One-third share at Duxford See LOOPMart

Your Glass Cockpit, Your Way.

1000 PRO PFD

1000 MFD

European STCs are currently available for the most popular GA aircraft. Contact your Aspen Avionics dealer or visit for complete approval details.

E VOLU TION 2000 PACK AGE Versatile and flexible, the 1000 Pro PFD (Primary Flight Display) paired with the 1000 MFD (Multi-Function Flight Display) gives you the industry's best value in EFIS technology. The Pro PFD is a solid-state "six-pack" replacement for mechanical flight instruments featuring an electronic HSI with flight plan overlay. The 1000 MFD expands your glass panel with advanced features such as high resolution digital moving map, terrain and obstacle awareness, traffic, and more. This pair also delivers the unmatched safety and confidence of full PFD reversion mode. One push of the MFD's REV button converts the MFD display into an identical PFD backup right in your primary instrument scan. Available in one, two, or three displays configurations, the flexible Aspen Evolution system is designed and built to be easy to install, easy to use and easy to own.

See Evolution Flight Displays in aircraft just like yours at customergallery


All content Copyright 2010-2011 Aspen Avionics Inc. ”Aspen Avionics,” “Evolution,” and the Aspen Avionics aircraft logo are trademarks of Aspen Avionics Inc. All rights reserved.



TWO GREAT WAYS TO KEEP YOUR ENGINE UP TO SPEED. Do you have a new engine core that’s never been rebuilt or overhauled?

Do you have an original Lycoming factory engine that last left the factory as a new, rebuilt or overhauled engine?



5,000 1,900 5000




*A new engine core is defined as a Lycoming factory new engine that has never been overhauled or rebuilt (otherwise known in the industry as a “first-run core”).


**An original factory engine is defined as an engine that last left the Lycoming factory as a New, Rebuilt or Overhauled Engine.

For complete details, visit or call 800-258-3279 to find an authorized Lycoming Distributor near you.

Certain restrictions apply. These offers require the return of a new engine core or an “Original Factory Engine.” Offer subject to end or change at any time. All offers quoted in USD. See your distributor or visit for more details. Discount program cannot be combined with the Fleet Rebate Program. © 2011 Avco Corporation. All rights reserved.

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