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+ SONEX Budget jet flies + ELECTRIC New designs and a record + KOREA New four-seater + SEPTEMBER 2011 ISSUE 71 £3.40



+ T O M O R R O W ' S A I R C R A F T T O D AY +

FLYING THE NEW WORLD ORDER As Light Sport gathers steam, we fly one of the best of the bunch, the beautifully-built Remos NXT


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WOW... new rules from EASA. Who’d have guessed it. But hold on, don’t get your angry hat on yet: these ones are good. Mostly. This issue we look at the newly-minted manufacturing rules for Light Sport Aircraft, what it means for pilots and manufacturers, and fly one of the best of breed: the Remos NXT. EASA have, of course, not quite mirrored US rules – but the

+ SONEX Budget jet flies + ELECTRIC New designs and a record + KOREA New four-seater + SEPTEMBER 2011 ISSUE 71 £3.40

crossover between the regs for the two major LSA manufacturing territories is significant. Creating a LSA for sale in Europe is more arduous, so prices will be higher than US-only models – and some won’t sell here at all – and we still don’t have a set of LSA-PL rules, so for now it’s PPL-holders only who get the benefit. But, it’s progress... a good thing!



+ T O M O R R O W ' S A I R C R A F T T O D AY +

FLYING THE NEW WORLD ORDER As Light Sport gathers steam, we fly one of the best of the bunch, the beautifully-built Remos NXT




FLIGHT TEST The Remos NXT is a look at the next generation of aircraft heading our way +FLIGHTCLUB NO TIME FOR BAR TALK HERE || SAFETY || PLACES TO FLY || PEOPLE
















Just 17 and on course for a career in aviation. P43


Simon Rolfe on the apparent danger of turtles. P43





Heard Q&A Goinginstrumental

World’s youngest advanced aeros competitor. P46




As a parachute brings a UK-based Cirrus back to Earth (with a bump), Nick studies the case for lessons

Enjoy some of the best of the Highlands. P38

NICK HEARD NICK HEARD is a seasoned flying instructor, current Lessons learned Tornado pilot. One of Boeing 747 captain his primary goals is to from the UK’s first make pilots safer, so they and a former RAF Sponsored by can enjoy flying more BRS save. P40 RECENT Aircraft an Avidyne ‘glass’ cockpit) Accidents up from his GPS! can record lots of data along GURUS recommended max speed Investigation ‘Aviate, Navigate, The benefits of the lines of Accident Data for BRS deployment on the Branch (AAIB) report Communicate’ always applies LAA or +STAR QUES Recorders fitted to airliners, T I O N joining the Cirrus is 135kt – not much describes a Cirrus pilot in flying – in that order! In EAA outlined. P41 assisting investigators. more than the typical cruising who lost control avoiding HEADING TO LAA LAND this case, ‘Aviate’ meant There are a few things that speed. If you lose control IMC conditions, and used completing a left turn onto of Q| Do I have to be a can act as reminders on a the Ballistic Recovery Cirrus a few and enter a spiral a reciprocal heading, back pilot to join the LAA? dive, you will almost certainly System (BRS) – the aircraft topics I’ve discussed over the And can British people years. As ever, weather causes into the known parachute – to save be quickly beyond clear conditions. join EAA? Are the two most issues for pilots! In himself and his passenger. this the 135kt limit. In Only after that turn organisations affiliated? case, the pilot, recognising It’s the first recorded use our case the pilot was completed A| You don’t need to be weather unsuitable for his of BRS in the UK, and there estimates activating VFR should ‘Navigate’ a qualifi pilot Aircraft cations, to join the very LAA... are a few useful lessons sensibly BRS at 120kt, but – programming to be if you have passion for decided to turn away before drawn from what, thankfully, control, the investigation GPS – have been recreational aviation you entering cloud. Spot on! was a non-fatal event. recorded BRS considered. It’s all particularly will be very welcome. Flying IMC requires proper They were flying from activation at 187kt. simple afterwards, I in attitude, training and should not be The LAA is about Turweston to Ireland in The latter figure is know – but aircraft involvement and considered by unrated pilots is always conditions not forecast to likely to be closer control, particularly opportunity for all; you can even if the aircraft has fancy be ideal for VFR flight, but to the correct the first in attitude, is always join a local LAA group and glass kit and AP! So that certainly worth a go. As he was speed, meaning the first requirement requirement meet fellow members a good decision, and ideally at the took off from Turweston occupants at all times in flight. and and become involved in that would have been the all times headed west, climbing to were lucky the BRS end APs have caused their flying activities, or of the matter – a safe return 4500ft, autopilot (AP) was operated correctly – problems for pilots for as help at local events or our to Turweston to wait for it could have failed completely engaged. Weather ahead the long as they have been International Rally. Your weather to clear. under aerodynamic loads worsened, and, levelling fitted. They are very handy, at well level of involvement is up Unfortunately some beyond its design capability. 3000ft, the pilot decided 35 but there are many traps it workload management issues you,obut S E P T E M B E R 2 0 1 1 LO O P for o p.a asearomember w w.l wto was unsuitable and opted Fortunately, although the the unwary. to Without proper opportunities to become may have arisen during the aircraft was wrecked the return to Turweston. training and understanding, more active in aviation are turn. It looks like the pilot occupants walked away. It was during the attempted got AP are probably best left It wide open. a left turn going – apparently looks like the pilot made turn back that control was off. Even when (apparently) some on AP – but then started Like the LAA, with good decisions that day, lost. The Cirrus entered a engaged, they must be but international members, fiddling with the GPS kit perhaps just a few seconds left-hand spiral dive and the monitored constantly for the EAA will also welcome you to program the return to of inappropriate workload pilot, realising he had lost correct operation. AP can (I’ve been a member for Turweston whilst in the turn. also management – control, activated the BRS. attempting to be inadvertently dis-engaged years). The disadvantage For whatever reason – AP re-programme the GPS nav It took longer to influence not – perhaps by just a pilot, of being a non-US resident engaged or malfunctioning or kit aircraft motion than he when all attention should – passenger, knocking against is being unable to take up the aircraft continued to have been focussed on a expected, but eventually roll the control yolk or stick. level it many member benefits, left, the nose dropped, and left-hand turn – was enough settled into a gentle descent. such as participating in the spiral dive was established Ideally you get an aural alert to lose control. Aviation Despite landing in a tree, if this happens, but this might is an both – eventually with nearly unforgiving business – that’s occupants were unhurt. 70° not be noticed when the angle of bank and 20° been said many times before. The report is fascinating pressure is on: don’t rely and down. This attitude nose on it’s interesting to note how Always, always: Aviate first would HEAD SPINNING ‘George’ to keep you safe have looked alarming from from by keeping the modern instruments (it had the all problems! aircraft under Q| If swapping a twocockpit when the pilot looked control. Everything else can Finally, it’s worth noting the blade prop to a threealways wait! blade, or three- to four-, what are the benefits and is there anything to be aware of? A| Replacing a propeller with more blades can make Emergency Locator Transmitte a lot of difference. r Firstly, increasing the number of blades means Revolutionary integral a GPS, smaller propeller diameter, and internal 406MHz increasing blade tip to antenna. Easy install and portable. ground clearance, offering less chance of propeller damage from objects www.kannadaviation .com Email: sales@kannadaviatio picked up from the ground. or call: +44 (0)23 9262 3900 Shorter blades run quieter than long due 385 flysafe Loop 52x148.indd 1 to the lower tip speeds.



40 LO O P S E P T E M B E R 2 0 1 1 w w w.l o o p.a e ro


the difference Holding an instrument rating can makeat all. See p44 between flying safely and not flying

F lySafe

28/03/2011 09:24

35-46 How best to steer clear of other aircraft when flying, some cool stuff for your diary, questions answered, places to go, and people to inspire

4 EASA UNVEILS LSA RULES Build regs for the emerging Light Sport class – a mixed bag of news

15 DENNIS KENYON The wide-reaching changes we can expect the Sikorsky X2 to bring

6 JET FOR SMALLER POCKETS First flight of the new SubSonex the jet for around $50,000

16 INCOMING Your thoughts on close shaves, Mode S, and RAF Halton

7 ELECTRIC FOUR SEATER Pipistrel’s innovative single-engine two-cabin Taurus G4 flies

18 GEAR: SKYDEMON MD TEST Bigger and more powerful new GPS unit from UK’s SkyDemon

8 KOREAN GA’S FIRST STEPS From scale model to flying prototype in under a year

20 GEAR: FLYING BOOKS Insight into some of the greatest pioneers and innovators

11 LOOP HITS THE iPAD Reclaim the iPad from your kids... that tablet finally has a use!

46 PLANE CRAZY Why stop at getting a PPL at 17? Michael Pickin didn’t!

13 BOB DAVY A look at the busy and incidentpacked life of display pilots

58 INSTANT EXPERT One of the true greats of the last 70 years – the Piper Cub

DENNIS KENYON p15 With over 40 years of rotary flight under his belt, Dennis has seen fads come and go. This month he looks at one which he thinks really will improve flying and travel.

DAVE CALDERWOOD p22 DC has been tracking the growth of the LSA class with huge interest, and this month – as EASA rules firm up – tests one of the classiest in the class, the Remos NXT.

ALAN CASSIDY No ‘Aeros with’ this issue, as Alan’s BAeA commtiments take precedent and he joins the British team at the 2011 World Aerobatics Champonships in Italy.



N E W S W I R E BOEING 787 NEARS The world’s first composite airliner got its official FAA approval late last month. Who can question composites now?


Peter Snoeckx analyses the new LSA class regulations which look good for pilots, but present unexpected hurdles for manufacturers


EARS after it was first mooted, the Light Sport Aircraft class has finally arrived in Europe, with EU aviation regulator EASA revealing its formal regulations for the manufacture of LSAclass aircraft. It’s great news for pilots,

and should herald the spread in Europe of a new era of small, light, and more economical aircraft, from small and innovative manufacturers worldwide. But, the news for the manufacturers themselves is less rosy: the rules seem to play into the hands of

Czech Sport Aircraft have POA and DOA after major spend


the established big guns of the LSA industry, and place additional costs on firms hoping to sell in Europe. First, the good news for pilots: the publication of the CS-LSA certification and compliance rules means easier certification standards for small aircraft of up to two people, 600kg MTOW (650kg for amphibians), and stall speeds of 45kt or less. When allied to easier licensing regs, it should benefit flying with lower costs, lower barriers to entry, and easier medicals. (The LSA pilot licensing regulations are still some way off, however.) Better still, EASA rules allow greater freedoms to European-flown aircraft compared to US-based

In only two years Cessna has grown from zero to become LSA market leader with its C162 Skycatcher LSAs, such as variable pitch props, retractable gear, and no 120kt level flight max speed limit. EASA’s 45kt stall can also be with flaps; under US rules it must be 45kt clean. Conversely though, US pilots can fly LSAs in IFR and night conditions; in Europe LSA are for day VFR only. The EASA manufacturing rules are based on the widely-understood ASTM regulations already adopted in the US, which in a perfect

world means any LSA certified as such in the States is able to be flown in Europe, thus creating an almost global market. But… European pilots itching to fly the fantastic ICON A5 amphibian or a classiclooking Cubcrafters Sport Cub will have to wait. Here’s the bad news for manufacturers: instead of the US system of self-certification, EASA demands every organisation that designs or builds LSA aircraft have EASA Production/Design Organisation Approval (POA/DOA) – a process which industry group LAMA estimates could could cost hundreds of thousands of Euros, deterring smaller firms altogether. EASA predict a far more



DRAMA after Typhoons scrambled to escort a Nigerian Hercules enroute to Marshalls suffered comms failure. Kept the spotters happy!

AUSTRALIAN pilots are being asked to keep an eye out for… err… camels. There’s a problem with aggressive “feral” examples. N O T S O FA S T. . .


The licence question

LAMA eye GAMA tie-up

ONE major advantage of the US LSA class over Europe at present is its ‘end-to-end’ nature: the rules for the aircraft are allied to a special set of rules for LSA pilot licensing. So far EASA’s rules only define the aircraft, not licences, so in most European countries a full PPL is needed. This winter should see EASA publish the PartFCL licensing rules due to take effect in 2012. These (should!) contain a ‘Light Aircraft Pilot Licence’ (LAPL) option for the operation of aircraft under 2000kg MTOW. This will bring some simplification, but are unlikely to go as far as some hoped in the areas of medicals and training. More as it becomes known.

LAMA-EU, or the ‘Light Aircraft Manufacturers Association Europe’ has as its main objective to “Promote and protect the interests of its members, and sports and recreational aviation as a whole.” This means intensive lobbying at a European level, but also promoting air sports and its safety to the general public. Members include established LSA firms, as well as builders of powered paragliders and light helicopter. LAMA has held meetings and exploratory discussions with GAMA – the manufacturers group for major firms like Cessna and Bombardier – with a view to perhaps assimilating to hugely increase lobbying muscle. A voice EASA must hear.

reasonable €30,000, plus annual fees. Of the notables, Flight Design and Czech Sport Aircraft already have the required EASA approvals, and Remos and Pipistrel will have them within months. For Europe’s small manufacturers already making LSA and exporting outside the EU, it is a setback. European firms know the LSA class well because of their extensive Ultralight experience, and grabbed two-thirds of the US LSA market despite there being no direct European equivalent class. That’s changing though. American manufacturers, most notably Cessna, ae catching up to give some fierce competition to Remos, Flight Design, Czech Aircraft

Works and others. In only two years Cessna has grown from zero to top seller with its new C162 Skycatcher; 43% of new Light Sport Aircraft registered this year in the US are Cessnas. INTERMEDIATE SOLUTIONS The previous absence of an official LSA rulebook for Europe didn’t stop some pilots from buying LSA and operating them under an EASA Permit to Fly – an interim measure while the CS-LSA rules were finalised. EASA allows this for experimental-style aircraft, but also “for non-commercial flying activity on individual non-complex aircraft or types for which a certificate of airworthiness or restricted certificate of airworthiness is not appropriate.”

But, EASA told LOOP that they consider the PtF for LSA a “preliminary measure to allow aircraft flying in Europe for a limited time”. The manufacturer was always expected to eventually obtain approved status and a Type Certificate, so the PtF is no alternative for European pilots looking for a US-built LSA unless the US manufacturer is ultimately intending to get a full set of EASA approvals. Some large manufacturers seeking to qualify their LSA as aircraft have opted to avoid going through the full certification process by going after a restricted type certificate (RTC). A restriction might be that only day VFR is allowed, even though all necessary lights are present to fly at night.


5 MINUTE READ... Get a quick fact fix... QUOTE OF THE MONTH “Jon was a true inspiration to the cadets and showed them that they could reach greater heights using himself as an example.” Flight Lieutenant Moreton, CO of Flt Lt Jon Egging’s original ATC squadron, after a special ceremony to commemorate the late Red Arrows pilot

‘The Eggman’: Missed immensely

MAIN: Expect LSA machines like Cessna’s SkyCatcher to become more widespread now EASA has defined the class rules

WHAT THEY SAID... “It is simply astonishing that they cannot connect the dots back to manufacturing jobs and realize they are doing more damage to an industry that has obviously not yet clawed its way out of this recession.” GAMA’s Pete Bunce laying blame for slowed new aircraft deliveries at the door of the Whitehouse, accused of anti-GA rhetoric. “Generally speaking CS-LSA on its own is OK, the show stopper is Par21 which requires DOA and POA from the companies which will use CS-LSA…” Jan Fridrich, President of light aircraft manufacturer group LAMA Europe, on the new EASA CS-LSA regulations.


Latest GAMA shipment figures Q2 2010 Single Engine Piston 238 Multi Engine Piston 20 PISTON TOTAL 258 Turboprop 97 Business Jet 191 TURBINE TOTAL 288 COMBINED TOTAL 546 BILLINGS $4.77bn

Q2 2011 164 35 199 87 133 220 419 $3.58bn ro SEP TEMBER 2011 LOOP 05

FRONTEND With a V-like tail and piggyback engine, there's a fair dash of Cirrus Jet in the Sonex... for a fraction of the cost!

sonex JET'S first flight NEW AIRCRAFT

Cheapest way into jet flight yet reaches the sky as Sonex craft the SubSonex


HE goal of a jet aircraft for under $50,000 moved a step closer last month, with the first flight of the ambitious Sonex SubSonex jet in the US. Homebuild and LSA specialist Sonex has been developing the lightweight single-engine jet for over two years, and the new design made a successful 14-minute flight at the same airport where the EAA AirVenture show is held in Oshkosh – local to the firm. It was small steps first, with the maiden flight focused on low speed flying before the wick is turned

up in later tests. As you'd expect company boss John Monnett was as pleased as punch, and said: “It’s an exciting day for Sonex! We have a test flight plan to expand the envelope of the aircraft, and then we’ll see where the project takes us from here.” Test pilot Bob Carlton revealed: “It was great – flies like an airplane! The faster I went, the better it felt.” Carlton is well known for his display flying at shows, and for flying a jet-powered glider. The aeros-capable SubSonex weights in at 150kg empty, with a MTOW

subsonex SPECS Length: 15’ 9” (4.8m) Wing Span: 18’ (5.49m) Wing Area: 60 sq. ft. (5.57sq-m) Empty Weight: 330lb (150kg) MTOW: 750lb (340.2kg) Engine: 170-200lb thrust PBS-built turbine Fuel Capacity: 26.5 gallons (121l) CONSTRUCTION: All aluminium, riveted

Carlton is used to flying jet gliders with similar engines


of 340kg. It is riveted aluminium, has removable wings, and features the firm’s distinctive ‘Y’-tail empennage similar to the Waiex design. Despite looking much like other Sonex, it’s an all-new design and shares no parts elsewhere. And kitbuilders stand down… it will only come ready to fly. The engine is a 200lb thrust PBS turbine, a modified version of jets found on some radio control aircraft or on the jet gliders Carlton flies. With up to 120lb of fuel, flight time is reckoned to be around the one hour mark.

Don’t ask us about service ceilings, range or baggage... SubSonex is all about taking a thrilling rocket ride ! The aircraft is not meant to be some continentcrossing mini-bizjet, but rather a chance for homebuilders to get to fly their own jet on local flights – and disprove that jets are just for the super-rich or businesses. It is planned to be able to run on the newest biofuels being

developed for aviation, as well as standard Jet-A/A1. Monnett has said: “It’s an aircraft that’s entirely different from anything we’ve done so far. Nobody can deny that every pilot’s fantasy is to own and fly a jet. “Don’t ask us about service ceilings, range or baggage... SubSonex is all about taking a thrilling rocket ride around the neighborhood!” The top cruise target the firm have set is 250mph, with a Vne of 300mph, so it’s no slouch despite the relatively low power engine.

US pilots can fly it on a standard PPL! Come on EASA...

Follow us on twitter GO TO... ELECTRIC AIRCRAFT

pipIstrel electric four-seater MAKES DEBUT PIPISTREL made another giant leap in electric flight by notching up the maiden flight of its Taurus G4 electric four-seater last month – the aircraft it hopes will win $1.3m. The innovative and unusual design features a centrally-placed engine and propeller with two two-person cabins arranged on either side.

The Taurus was one of the top new designs at the EAA AirVenture show, and is an entrant into the NASA-backed CAFÉ Green Flight Challenge due to be run in September. The winner pockets $1.3m. It flew in the hands of renowned US test pilot Dave Morss, for two reasons: he is very experienced in electric

aircraft having extensively tested the Chinese Yuneec E430, and GFC rules say competing aircraft must be flown by an American pilot. Like Sonex (left), the maiden flight was at Oshkosh airport. The engine is a 145kW brushless motor – equivalent to 195hp – with power coming from a hefty 200kg of lithium-

polymer batteries. The Green Flight Challenge will task entrants with exceeding 200mpg per passenger, at over 100mph. Due to its competitive intent Pipistrel actually revealed very little about the aircraft’s performance. The flight was described as “uneventful”, and the only hitches seemed to be

importing all the batteries – a potential fire risk – and finding an insurer who would commit to underwriting a type of aircraft of which they had no experience. The $1.3m first prize is slightly down from the earlier $1.5m, after the prize structure was revised in August.

panthera progress too

MEANWHILE Pipistrel’s engineers are pushing on with advancing the spectacular new Panthera. The sleek composite four-seater will have three possible engine options – gasoline, gasolineelectric hybrid, and all-electric – and cruise at over 200kt. Pipistrel’s Taja Boscarol said: “She’s being put together, slowly but surely. The majority of the molds are done now, the wings are finished, and the techs will start casting the fuselage soon.”

New Pipistrel Panthera: looks like a Reno raceplane



WONDERED what all the fuss for electric flight is about? The rush to volts may leave some pilots underwhelmed, but it’s gathering huge interest outside flying’s usual circles. Google is the latest to join in. The NASA-backed CAFÉ Green Flight Challenge is now formally the Google Green Flight Challenge, after the search goliath joined the programme to find next-generation green flying alternatives. Google already has a fleet of electric cars at its HQ, and is talking warmly to staff about how electric flight is one of the most exciting things it is currently involved with. Aviation’s feeling lucky!

See this from the ground and you’d be forgiven for thinking it’s a twin-engine


a truly epic achievement BRITISH paraplegic pilot Dave Sykes has sewn up any ‘Pilot of the Year’ competitions for 2011, after making it all the way to Sydney on his epic flight from the UK to Australia. He’ll have a good shot at any ‘Pilot of the Decade’ titles too, we reckon! The flight in a modified P&M Quik GT450 flex-wing microlight took over 100 days via 19 countries, totalling over 11,600nm before landfall at Darwin on the north coast after crossing the Timor Sea from Indonesia. Then came the small matter of 2000+ miles to Sydney, escorted in by a fleet of TV camera crews in helicopters! Dave set off on April 28th from York, aiming to become the first paraplegic pilot to complete the flight. He’s also celebrating the

80th anniversary of Amy Johnson’s flight to Australia and raising money for the Yorkshire Air Ambulance. The Quik was built by British manufacturer P&M at its Rochdale factory, and is fitted with special hand controls to enable Dave to fly without the use of his legs. The arrangement means he has one hand on the wing and one hand on the steering during takeoffs and landings. Dave had a special lightweight aluminium wheelchair made which dismantles and fits in the back of the Quik. He didn’t stop when he reached Darwin either, making a tour of Australia in the days that followed – taking in such sights as enormous bush fires! – and being celebrated by new-found fans after TV coverage.

Sykes became a paraplegic after a motorcycle accident in 1993. He took up microlighting in 2000 and got his licence on April 1st, 2001. During the first two years he flew a Mainair Blade across the English Channel and on to Spain, and flew to Ireland and back, giving him a taste for

long-distance flying. Since buying the Quik he has been to Spain twice, France many times, Ireland, flown over the Alps to Italy at over 10,000ft, around Sicily and Mount Etna to Malta. You can read his experiences during the flight on his blog.

Sykes: followed by millions in Oz and worldwide ro SEP TEMBER 2011 LOOP 7



korean sr22 rival makes first flight W NEW AIRCRAFT

Composite four-seater first seen at Oshkosh ’10 now in the air

E SAW it for the first time as a small scale model in Oshkosh last year, but the Korea Aerospace Industries KC-100 which so intrigued showgoers is already built and flying – and blazing a trail for a major push by the nation into general aviation. The four-seat KC-100 is now called the Naraon, after a survey of the public to choose a name, and took its first flight at a high profile test in front of hundreds of VIP in Sacheon, presented to the public by the Korean Minister of Transport Kwon Do-Youp. First, the test itself. KAI test pilot Lee Jin-Ho made a steady simple flight just to check systems and basic handling, and explained: “Since it’s a first flight we tested the three basic

The first public display of the KC-100 was packed

pillars of flight operation and safety systems. Everything went well with the flight, and we plan to carry out more diverse testing in the future.” The Naraon is carbon composite and powered by a turbocharged 315hp Continental TSIOF-550-K with a single-lever FADEC control system. Top speed will be 210kt, with fuel burn rates claimed to be 10% less than comparative rivals due to designers achieving laminar flow over the wings. Payload will be 544kg, range over 1100 miles, and price around $530,000, with standard features including an Avidyne glass flightdeck and an airframe parachute. KAI and other Korean firms are vastly experienced in building military fastjets like F-16s and airliners but mostly under licence: the Naraon will be the country’s first homegrown and homedesigned civil light aircraft. At Oshkosh, KAI said the long-term goal over the next 25 years is to grow into aviation manufacture as successfully as it has

Four-seat Naraon is hoped by KAI and Korea to be just the first of many civil aircraft into car building. KAI is part-owned by Samsung and Hyundai. Thus, it carries much expectation. Minister Kwon said the Government is wholly supportive of the project and explained the next big step for Korea in becoming a civil aircraft superpower is to sign the global Bilateral Aviation Safety Agreement – BASA – a reciprocal standards agreement for aviation manufacturing nations.


Ministry of Transport, said: “Although Korea has a high global ranking in air transport, its level of aircraft manufacturing techniques remain comparatively low. The KC-100 marks the beginning of Korea’s potential capacity in making whole assembled aircraft and I think we have now formed the grounds for completing the BASA agreement.”


electric record breaks 150kt... WE KNOW 150kt is a respectable cruise for any GA aircraft – but for electric aircraft it’s record-setting territory: a French pilot has just broken his own world record for an electric aircraft, to 152kt. Hugues Duval set the mark in the tiny twinengine Cri-Cri, up from his previous 140kt best. The Cri-Cri is only 16ft across and has two small 35hp Electravia E-Motors and E-Props. The motors and controllers weigh around 15kg each, and batteries around 25kg.

Kwon said: “We will continue to provide support so the BASA agreement can be finalised, and provide more support for various R&Ds in order to boost Korea’s aviation industry so as to reach the levels of Korea’s IT and car industries.” When was the last time you heard a European or US politician talk like that about supporting GA? Lee Sang-Il, the Director of Aviation at the Korean

Due to the compact motors and efficiency of the E-Props, Electravia say a version powered by two small two-stroke engines rated to the same

powe will only reach 118kt – albeit for longer. Duration is still an issue on current battery tech – perhaps around 20 minutes in speedy mode.

Duval is either a giant, or that Cri-Crit is really small


...and electric cessna 172 nears too AFTER US TESTS IT’S ALL well and good setting electric records in miniscule specialist aircraft like the Cri-Cri, but it's a tad.... small. What about 'real' planes we can all use? A US company developing an electric Cessna 172 is pushing on with tests, and gathering significant interest from schools looking to slash bills as avgas rises. Bye Energy has been working with backing

from Cessna on an electric 172 for a couple of years. After a recent name change to Beyond Aviation, the prototype underwent taxi tests recently as it moves towards first flight. Beyond are committed to using full battery power, rather than hybrid or fuel cell power, and say that the motor will be rated to around the equivalent of a 175hp gasoline engine.




Left your LOOP at the clubhouse? Worry no more… get it on your iPad with tons of extras free


UMP your Lady Gaga, delete your Dark Knight, and ditch your Angry Birds: that iPad desperate for a good use now has one! LOOP has created a video- and picture-packed Oshkosh 2011 special edition just for the media tablet, taking you much deeper into the stories that made this year’s event an absolute classic, and looking in much more detail at the gear which will soon flood pilot shops and aircraft cockpits. Hot on the heels of our FLIGHTTEST and P1 Magazine apps, the new LOOP app is in the iTunes App Store. And, best of all, it won’t cost you a penny. It includes the best of our Oshkosh special issue, with dozens of new photographs and details to make full use of the iPad. If you have yet to try an iPad, it’s as good an excuse yet to get a friend to lend you theirs so you can get an insight into what it can do, and see why aviation is going more than a bit i-mad for its possibilities. As said, it’s free, so they don’t pay for the download. If you have an iPad already, simply go to the App Store, search for ‘LOOP Aviation’, and choose the LOOP issue from the app selection. Video by the LOOPTV crew is included

in the app download, so there’s no streaming or additional bandwidth costs to worry about. The app includes: • Fantastic video of the glorious Millennium Master Light Sport Aircraft, as Bob Davy shows a little of what it can do… and gives his pilot’s verdict • Video interview with Cirrus boss Dale Klapmeier about the firm’s future plans • Video of Rockwell-Collins’ groundbreaking new touchscreen EFIS system and its major benefits • Video interview with Evektor boss Jaroslav Ruzicka about his firm’s prototype turboprop twin • Guided tour of the impressive new Avidyne IFD540 navcomms unit – a direct rival to Garmin’s new GTN series, with multiple screen shots and video • Video interview and look at Aspen’s novel way of turning an iPad into a full-on flightplanning tool • A special look at the new Cessna Corvalis TTX – Cessna’s lip-smacking overhaul of the speedy 400 • We speak with Rob Davies

Tons more pics of the DA40

360° view: Spin that plane!

Video by the LOOPTV crew is included in the app download, so there’s no streaming to worry about

about the joy and pitfalls of owning a warbird – and about his miracle bail-out from his P-51 Mustang. And there’s stacks more from the regulars, with a special report from Alan Cassidy about the origins of aerobatics and why it’s the best classroom there is to learn to fly better. App Store Search : LOOP AVIATION or LOOP DIGITAL


IF YOU haven’t tried our special FLIGHTTEST app, or seen P1 Magazine, now’s your chance. FLIGHTTEST is the sumptuous standalone app which brings 10 of our most beautiful tests to the iPad, such as the Piper Cub on glaciers, and the TBM850 – and the Space Shuttle! – with tons (40 mins!) of video and extra photography. The Sunday Times said: “The Space Shuttle feature alone is worth the price of admission...” P1 Magazine is the iPad version of our business aviation magazine, filled with news, data, opinion, video, and flight test details. FLIGHTTEST is £1.79, while P1 is free. To find both, simply search “LOOP AVIATION”.

Fabulous extra pics and video of the Millennium Master

Touch to change screens ro SEP TEMBER 2011 LOOP 11

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


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


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




OLYMPIC ADVICE PUT this date in your diary if you are interested in flying anywhere near London during the Olympics next summer: December 3rd. Stapleford Flight Centre in Essex is to host a special ‘Beer and Briefing’ session on the restrictions due to be imposed during the London Olympic and Paralympic Games next year. 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 are waived for pilots flying in to the event.

The briefing will be presented by Wing Commander Mike Tetlow, an RAF navigator seconded to the Met Police for the security aspects of 2012 and also a GA pilot; Squadron Leader Sian Ryan, who is responsible for setting up ATLAS control, the military organisation at Swanwick which will control the Restricted Zone and Dan Lewis, of NATS.

Pilots: Know your limits!


BA’s TRAINING BOOST BRITISH Airways has teamed up with training gurus CTC with its Future Pilot Programme, with nearly 100 student pilots taking part in the first year. It’s reckoned half of 800 pilots who join BA over the next five years will be FPP graduates, brought in via CTC subsidiary Airline Placement Ltd (APL). Capt Rob Glover, BA’s

Head of Resourcing, said: “FPP is a fantastic opportunity for anyone, from any background, to realise their ambition of becoming a pilot and flying for BA.” One of its major benefits for successful applicants is that BA will help obtain trainign loans, and give conditional employment contract offers.

CTC/APL partnering with BA on FPP for next ATPL FC (FTW!) READY FOR OUR CLOSE UP

BAREFOOT BANDIT MOVIE ON THE WAY WE ALWAYS said it was more like a script than a true story: teenage boy with no pilot training steals/flies/crashes several aircraft and eludes police for years, before being apprehended after a boat chase. Now it is. Barefoot Bandit Colton Harris-Moore, 20, is on trial in Seattle for a string of 100+ burglaries during his teens.

Now, movie writers report, a $1.3m deal has been tied up for his life rights, with 20th Century-Fox optioning a film due to be penned by HarrisMoore and Oscar-winning screenwriter Dustin Black. The cash will go to victims. So who to play HarrisMoore? More importantly, who to play the intrepid LOOP hack tracking him down?



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 FOR a number of reasons The more usual problem it hasn’t been a very good with elf’n’safety is it seems year on the airshow scene. to end up with the tail The most obvious one is the wagging the dog, but in this weather – it’s been pants, case it seems the tail is too lets face it. scared of the dogs trying to July and August wag it. You work it out. particularly were terrible for The only light on the cancellations due to storms display horizon has been and so far September has in the Far East – China has been hit and miss. fallen in love with airshows The recession is more and is quite happy to pay evident this year than last for European aircraft to be and there just dismantled and hasn’t been the containerised to money to go around be shipped across, for the smaller even with the all acts. Many display A lot of people the Red Bullpilots and teams style logistical missed the are talking about nightmares that can fact that bookings of 50% or kick off as a result. Steve Jones worse compared It’s not for with 2010. me I must say was nearly And there has China is clobbered by (and been both tragedy hardly about to yet another and some lucky start importing escapes; the loss Nanchangs) but Skyraider of all our good luck favourite, to the guys Eggman, who are up from the for it. At least Reds, and the money’s Rob Davies good. successfully Oh, there performing was another the lowest bale out of a light... in the fusebox of piston fighter since the end ‘Chang 3’ when I went to WW2 (maybe even from the start it after one of those beginning of it). summer downpours. But a lot of people missed Luckily it went out in the the fact that Steve Jones time it took me to come back was nearly clobbered by from the shock and then hop yet another Skyraider as across (I’d done my leg in so he came in to land in his was just ground running) to Spitfire at the same show. deploy the fire extinguisher. Oh, and the Triplane I thought I’d seen enough getting blown over by trouble in the past to be someone running up on the able to cope instantly in ground? Not a good weekend the correct way when at Duxford, and there have something like that happens. been a few rapped knuckles. But fire puts the fear of God At least one warbird in pilots, and even on the owner has pulled the plug, ground I had what felt like complaining that it was a good couple of seconds unsafe to display there until before I burst into action they “got their act together.” (maybe it was shorter... but BTW, look on YouTube at certainly long enough for me the fire engines... blues and to shout a loud ‘OH SH*T!’) twos blazing, but parking Two weeks of rewiring up and waiting for a couple later and we were ready to of warbirds to taxi past go again, just as the display before then racing off again season came to a close. I’m to the ‘chopped’ Skyraider. really hoping that next year Because elf’n’ safety said is better - I can’t imagine it so, guv? being any worse.

MORE iPAD GUFF... I DID say I wouldn’t become an app bore with my iPad. But, more than a third of UK pilots have one – maybe more than half by Christmas. So, just a quicky if you are thinking of getting a GPS aviation app for your one (hope you remembered to get a 3G iPad because the wi-fionly version’s GPS won’t work in the air... without a telephone signal. And yes, that confuses the hell out of me too.) The best one I have found so far is Air Nav Pro. It’s less than £25 and comes with free maps, although I prefer the 1:250,000 UK charts to download with it. The best bit though is modifying a route – you can put your finger on the track line and just move it to avoid airspace, go around restricted zones etc. Another is touchscreen info for anything displayed on the map, e.g. touch an airfield and find out its runways and frequencies. It’s extremely intuitive, even for someone as avionically brain dead as me. I’m completely won over, and no I don’t get a commission. ro SEP TEMBER 2011 LOOP 13






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 AS MANY readers will know, I’ve been a dedicated helicopter man for the last 40 years, during which time there has been a steady flow of new models. Generally manufacturers squeeze a few extra knots and improved climb/hover performance from each type as experience grows, but helicopters, especially the piston variety, have never been known for their speed. 100 knots is now an average cruise, but was once reckoned to be quick. In fact some types – the lovely old Bell 47 or Hiller’s classic 12 series – could barely muster 70, and even single-engine turbines added only a nominal 10-15kt. But even a humble Cessna 150 fixedwing will exceed 100kt. The fastest light civil helicopter I’ve flown is the tried and trusted MD 500 series (nee Hughes). By 1980, the five-blade ‘E’ model could manage a 165kt TAS at 5000ft, a figure only slightly bettered by the military Gazelle. All that changed in the mid 1980s, when Westland decided to modify its twin-engine Lynx with the BERP (British Experimental Rotor Profile) blades. When added to a dozen or so other airframe and engine tweaks, it established a world speed record for rotary aircraft of 225kt, which officially still stands. During my time as an AOC public transport pilot, I’d have to say outright speed was never high on the requirements of my fare-paying corporate passengers,

since they were happy to pay for point-to-point travel. The helicopter possesses the unique VTO ability, which when compared against corporate jets (especially on shorter legs), never fared too badly when the flight preparation, taxi time and climbout requirement of the fixedwings were taken into account. But as surely as Man has always wanted to climb the highest mountain, today’s helicopter manufacturers routinely work on the aerodynamics of making their products fly faster too. In February 2009 I attended the annual HAI exhibition, where the long awaited Sikorsky X2 helicopter was scheduled to be shown. She wasn’t a mock-up, but a prototype production model that had been designed to fly at 250kt! Using the ABC (Advancing Blade Concept) employed on the earlier Sikorsky S-69 demonstrator, the X2 uses dual co-axial four-blade main rotors and an auxiliary ‘pusher’ propeller. The X2 first flew from the Schweizer factory in New York in August 2008. By July 2010, 225kt The days of was achieved, thundering unofficially breaking the down two miles Westland of tarmac at Lynx’s 25-yearanything up to old record. Two 200mph will be months later the X2 hit the done for

250kt test target. Subsequent flights went to 260kt, which in old money means 300mph! Having completed its test programme, the X2 is now retired to a museum but the associated test programme has given birth to the military S-97 Raider prototype, a high-speed ‘scout and attack’ helicopter. (Exit the Apache methinks!) The X2 was only a two-seat concept, but it doesn’t take a massive leap to appreciate what can follow: 10 seats, 20, perhaps 100 by the end of the decade. And I am predicting here and now that by mid-century, and for shortto medium-range travel, the death knell for those big Boeing 700-series will have sounded. Those of you aged 20-something will be pitching up at LHR for a European flight where 100 or so rotary aircraft will be waiting their take-off clearance to depart vertically. The days of thundering down two miles of tarmac at anything up to 200mph before getting airborne will be well and truly done for. And while doing some forecasting, I can’t really see Jumbo-size versions of the vectored-thrust Harrier taking over either… but who can really be sure of that? So let me get back to today’s rotary pilots. Yes, there will still be a sizeable number of ‘corporatesized’ helicopters flying, the equivalent of today’s six- and seven-seat Eurocopter, Bell, and Sikorsky machines, perhaps

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even a large passenger-carrying Robinson (which I’ll bet won’t feature a tilting T-bar cyclic!). But with higher speeds and greater passenger capacity comes the requirement for higher piloting standards. Most flying sorties will become IFR. Pilots will no doubt love the idea of cracking around the countryside at 300mph low level, but such operations with fare-paying passengers are hardly likely to be approved. The professional pilots out there in their 20s can expect to really earn their ‘four gold bars’ and pin-on wings. Many of you will become airline pilots and today’s divisions between rotary and fixed wing will be gone. One of the nicer side effects I visualise is an improved pay structure, and with higher pilot standards pay will fall in line with fixed-wing scales. The pilots I have spoken to, not unnaturally, find this especially attractive. Now I’m certainly not predicting that, even at 300mph, the airlines will abandon their 7X7 Boeings for the long-haul operations, but if the progress of rotary wing continues along the lines of Sikorsky’s X2, then what price an X22 reaching speeds of 600 mph. That will be a whole new kettle of fish. And just in closing – what offers can we have from LOOP readers for a passenger-friendly name for the first X2-derived 100-seat passenger helicopter?

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European representative: Kerry Ashcroft Tel: +44 (0) 7540 162002 Fax: +44 (0) 208 711 5713 Email: ro SEP TEMBER 2011 LOOP 15




Missing you (I hope!) RE: NICK HEARD’S article on mid-air collisions (LOOP, Aug). Recent mid-airs at Shoreham and Duxford remind of the need to keep a good look-out in increasingly crowded airspace. Seven years ago, I had an extremely narrow escape when a climbing and turning Warrior missed our Piper Arrow (in cruise) by approximately five metres head-on. It still gives me trembles just thinking about it. I was a passenger sitting in the rear seat. P1 and P2 were momentarily looking at navigation instruments when P2 suddenly looked up and noticed the Warrior heading towards us.

A quickly shouted “Look Out!” so narrowly averted disaster as the Warrior zoomed past our nose just 5m above us and with an estimated closing speed of well over 200kt! Of course, we reported the incident and the AAIB finally reported that blame was to be apportioned to both aircraft. It was hard to take at first but I think they were right! I’m also a glider and tug pilot and the importance of first-class lookout is just SO important. It is a glider pilot’s very first lesson! Dave Clews Phew! Now that’s what you call a (very) close shave.

S P O T T H E P L A N E : WA R B I R D S P E C I A L ! 1 There’s nought so famous from the East as this, a precursor to the Starion in a roundabout way

2 A thrusting step into new territory, it was the first of its type to make it into action... a difficult pill to swallow for its opponents

3 It sounds like a heck of a safe place to be, and you really wouldn’t have wanted to see it above you

Closer than comfortable: it’s never safe to stop checking around you... just in case

Sign me up for Bob’s book I THOUGHT that Bob Davy’s idea of publishing a book on where to go, where to eat and what to do when you finally reach an airstrip was an excellent idea. For example, I hope to fly to Oxenhope in my microlight in the coming weeks and the grass strip is only a short walk from the Keighley steam railway and Bronte country. I hope he pursues the idea. I thought your article on Bremont watches was a hoot. Technically the idea of using an automatic mechanical watch is the equivalent of wearing

a steam engine on your wrist, and all for as little as £7000! A £50 quartz watch with radio reception will be exactly correct each day. Perhaps the real purpose of an expensive watch is to tell other people that your time is more important and valuable than theirs, unless of course you are wearing a Chinese fake, in which case you attract envy on the cheap. Peter Gripton email

Stone’s throw from Oxenhope

Ease off on RAF Halton IT WAS was grossly unfair of Bob Davy (LOOP, August) to link RAF Halton with some well-known ‘unfriendly’ airfields in his column. All airfield users of Halton are required to abide by the Flying Order Book (FOD) and Station Orders and sign as having read. All the misdemeanours that Bob’s friend committed are against the airmanship rules common to a MOD airfield. Halton has many users, and in today’s fiscal climate it cannot afford bad publicity caused by a civilian operating outside agreed procedures. David Chalmers


More budget cuts in the Air Force? OH

think you’ve got AN EAGLE EYE? Know your X2 from your X3? Get your magnifying glass out and your anorak on, and see if you can work out these WW2 obscurities. First correct entry from the hat wins a prize! Email ‘Spot the Plane’ to last month’s MYSTERY AIRCRAFT 1 Cap 232 2 Yuneec E430 3 Van’s RV-10 16 LOOP SEP TEMBER 2011

You could run a quiz to ask what model of jet it is! GH OK... which?

Less cattle class, more mouse class JH


The Mode S mystery! YOU stated that Mode S will be compulsory soon (LOOP, last month). Not quite correct as if you fly below 10,000 ft and keep out of TMZs you don’t require one. I don’t know many private flyers in the UK who fly over 10,000ft... most hardly make it over 3000. The reason? Well, you get a better view low down and wind speed increases higher: very detrimental to light plane ground speed. I think with the type of flying I do (i.e. low and slow) I wont have a need for Mode S. My map reading/navigation (Army trained) is pretty good and one can always use an ‘Aware’ unit to avoid Zone boundaries. I know a lot of flyers that think this way, especially amongst the less well off. Jim Cripps Hands up Jim (and others), you’re spot on: we’re so used to pilots being 110% up to speed on legislation we didn’t go into the usual detail! To remind folk, Mode S will be mandatory in: A, B, and C airspace; TMZs; any airspace above 10,000ft, any public transport ops. It’s also required for a/c over 5700kg, or with a max speed of over 250kt. There’s exceptions including for gliders, and some uses of London ATC below 10,000ft. We’ll be doing a Mode S special next month, by popular demand! SOAPBOX

Your Ben Griffiths is one lucky guy. Jacques Bothelin is my idol! How does one get on the list to fly with the Breitling boys? Jon Cooper Persistence and fortune, Jon!




INCREDIBLE stuff reading about Rob Davies’ bailout (LOOP, August), and one has to admire his quick thinking. Definitely the kind of pilot to aspire to being. One thing which stands out is that many pilots get parachutes as a sop to good practice but have probably have no training in how to actually use them or land in the right way to mininise the chance of injury. I invested in a day at a parachute club some years ago, and recommend it wholeheartedly. tony Pope

OK, I admit it, I assumed all LSAs were shoeboxes + wings.The Millennium Master is seriously making me reassess the whole concept. Rob taylor

I’ve managed fine over the decades without much technology, but postOshkosh the iPad seems damn useful! Ian Newcombe


+ SONEX Budget jet flies + ELECTRIC New designs and a record + KOREA New four-seater + SEPTEMBER 2011 ISSUE 71 £3.40



+ T O M O R R O W ' S A I R C R A F T T O D AY +

FLYING THE NEW WORLD ORDER As Light Sport gathers steam, we fly one of the best of the bunch, the beautifully-built Remos NXT


ISSUE 71 ISSN 1749-7337

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

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

EDITORIAL Editor Richard Fairbairn E: Staff Reporter Dave Rawlings E: New Media Editor Philip Powell E: Creative Director Bill Spurdens E: Art Director Dan Payne E: Production manager Kevin Hilton E: Chief Photographer David Spurdens E: david@davidspurdens. com ADVERTISING Sales Manager Dave Impey T: 01223 497067 E: Sales Executive Chris Wilson T: 01223 497060 E: PUBLISHING Editorial Director Dave Calderwood E: Director Sam Spurdens E: Director Dave Foster E: CONTRIBUTORS Alan Cassidy, Bob Davy, Dennis Kenyon, Nick Heard, Stan Hodgkins, Phil O'Donoghue, Paul Bonhomme, Dorothy Pooley ro SEP TEMBER 2011 LOOP 17






NEW 3-BLADE FOR 182 Page 20


SkyDemon has already gathered a great reputation for its flightplanning and first GPS. How does its newest GPS, the SkyDemon Mobile MD, measure up? Dave Calderwood tries it

PRICE: ‘Web’ flightplanning system - £119; MD GPS – £599 (£499 for subscribers) + 135mm x 85mm x 14mm + Screen 5in diagonal + Battery life: Approx 4 hours + Mini USB for charging and PC + Aircraft power adapter + Cradle and suction cup + AC charging adapter (UK/EU/USA) + USB lead for connection to PC

F YOU'VE tried the free flightplanning website produced by UK software firm SkyDemon in assocation with NATS – SkyDemon Light – you’ll know it's excellent. It’s easy to use, fun to ‘drag and drop’ the track line to where you want it, clearly identifies controlled airspace en-route and, most importantly, it delivers relevant NOTAM quickly. Now SkyDemon has gone a stage further and rolled out a web-based version of its full (and excellent) 'Plan' PC-based subscription

SkyDemon’s nice ‘Virtual Radar’ showing topography, obstacles and airspace pop-ups along the route. If you’re passing close to a parachute dropzone or gliding site, they show up in the Virtual Radar. A textual list confirms the hazards. Really, it’s brilliant! Create the route, print a PLOG and en-route charts – SkyDemons’ own, which are very clear and bright – save the route and squirt it to the GPS unit via a USB cable. As well as the route details, relevant NOTAM and weather info are also sent


flightplanner, and also a It has a similar look and larger handheld GPS unit feel to SkyDemon Light but which neatly dovetails with with many more features the flightplanning tools. including live weather The new GPS, Mobile MD, displaying winds and cloud, has a larger 5in and NOTAM. screen than its 4.3in You can preSD predecessor, programme the a much faster planner with the It’s a really dual-core chipset, aircraft you usually and a much brighter intuitive fly, setting cruise display. It has speed, fuel burn, system with built-in antenna, weight & balance no need and many features and even hourly VFR pilots will love. to second cost. Once you’ve First, the new planned the route, guess any of web-based it will automatically flightplanning tool: the inputs or display the cost of functions SkyDemon Web. the flight and fuel.

Simple sucker bracket attaches to canopy easily


It’s a really intuitive with no need to second guess inputs or functions, and looks great with a brightly graphical and fun display. Planning a simple route such as Cambridge to Shoreham, for instance, showed a straight line was out of the question because of the London TMA. No prob: just use your mouse to drag the purple track line to waypoints that clear the airspace – I use waypoints which are also clear landmarks – and the plan updates itself. At the base of the screen

NEW BIG SCREEN AIRBOX Page 20 and are available en-route. Being able to create plans without having to be in front of your PC at home on the Plan software is great. And of course, since Plan doesn't work on Macs, it brings it to new users. The cost is £119 for a year's subscription (£59 annual renewal) but the first year is free if you buy the Mobile MD unit. Which brings us to the new GPS unit – very slim, light, and with a simple sucker bracket, USB cable to connect to a PC or Mac, mains charger, and adapter to plug into a 12V socket. You operate the unit using a fingertip or the supplied plastic stylus with most of functions reached through a main menu. It’s clear the SkyDemon guys are VFR recreational pilots and that the Mobile MD is aimed at the same. The default airspace setting is from Surface to 4000ft unless the planned route or current altitude is different. Usefully, some types of airspace can be switched on and off, such as FIRs, ATZs and MATZs, as can VRPs, roads and railways and nav aids. It also has ‘Weekend View’ which removes certain airspace only active midweek such as some MATZ and Restricted Areas. The main moving map screen is simple and uncluttered, and very easy to understand. If you have loaded a flightplan, either by sending from a computer or creating it on the Mobile MD itself, then the purple


excellently. This really is a track line appears. Again, if great piece of kit, mainly you want to change it, just because of the ease of drag and drop the track operation, SkyDemon’s line to move it. The Virtual bright clear charts, and the Radar display is also along useful functionality. It does the bottom of the screen, exactly what it’s supposed helping to visualise hazards to and the moving map is a and airspace. model of clarity. The MD has many useful There is only one downside functions for VFR pilots: • Plain English position and that’s the screen. It is reporting – touch the brilliantly clear and bright aircraft symbol on the map when out of sunshine, and up pops the kind of info but when it is under open needed to tell ATC, ie “2 nm sunlit sky, such as in a low NW Royston”, “Overhead wing aircraft with a bubble Heathrow Airport”... canopy like as a Diamond (whoops!) DA40 or Van's RV, then the • Approach Plates – showing screen goes almost opaque much of the detail you’ll and is difficult to see. need for an approach to the I tried shading the unit airfield including but it would need runway layout, a dedicated hood radio station and and very careful frequency, and even positioning to get A great piece over the problem. reported wind direction. of kit, because The Mobile MD • Journey logging and its associated of ease of – as soon as your flightplanning speed reaches 30kt, operation, software/website SkyDemon assumes bright clear are perfect for the you have taken off VFR pilot. They charts, and starts logging not only make and useful the flight, ending the flightplanning when your airspeed functionality process a lot easier drops significantly, and less likely to i.e. you’ve landed. produce errors, but they • Direction Indicator – an arc make the process fun too. at the bottom of the map If you fly an aircraft with screen. a high wing or a more solid • Displays of Ground Speed, canopy meaning the cockpit Distance and ETA to next isn’t flooded with direct waypoint, Altitude, Track light, then you shouldn’t and local time. have any issues with the • Airspace, Obstruction, screen clarity. Terrain and Off-Course One added benefit: if you warnings are shown. are an existing SkyDemon • Extended runway subscriber, they knock £100 centrelines are drawn. off the cost of the unit. So how does it work? Well,

Web- or PC-based flightplanning tool is easy to use with an easy to understand display



LOOP’S Phil O’Donoghue tested the PC-based SkyDemon Plan flightplanning software last year. It was conceived by Tim Dawson, founder and MD of Divelements software company based in Dorset. Soon after learning to fly in 2006, Dawson began to work on a tool to help him with planning his own cross-country flights. What started as a hobby eventually became a commercial package. Installing Plan is very straightforward and simply a matter of downloading and running the installation package. The base software does not include any charts, so the first time it’s run the Chart Manager component starts and allows charts for one or more countries to be downloaded. The user interface is built around a main map window, together with a number of mini-windows and toolbars. The map can be panned by dragging the mouse pointer around, and zoomed using a mouse wheel. Alternatively, the keyboard or toolbar buttons can be used. Plan was the first look at SkyDemon’s way of drawing maps, and it shows a great variety of topographical and aeronautical information, and there are loads of options for de-cluttering it. One of the most useful is a ‘Clipping’ tool that can be adjusted so only airspace between defined levels is shown. There is also the ‘Weekend View’ option. Once created, it’s very simple and intuitive to modify a route by simply clicking on a leg and dragging to a new turning point, which, if it doesn’t already exist as a waypoint, is then automatically created as a user waypoint. The TAS, wind velocity, and planned altitude can be entered for the whole route, or individually for each leg. One of Plan’s powerful features is the Enroute Features window. This is similar to the Profile view in Jeppesen Flitestar, but the SkyDemon version is a more detailed and much more useful implementation. Once a route has been set up in SkyDemon, it can be saved, and exported to a number of different devices. I tried exporting a route to a Garmin Aera and it worked flawlessly. The quality of the graphics and clarity of the presentation is very impressive. I found the speed of rendering of the charts was excellent – noticeably better than some flight-planningpackages I’ve used. On the whole, Plan is a first-rate flightplanning package, with an overall feeling of quality often absent in GA software. For planning VFR flights in relatively simple aircraft, there’s nothing better.

The SkyDemon Plan system is easy to use and clear ro SEP TEMBER 2011 LOOP 19



With summer gone there’s no more excuse for trash reading... here’s some more rewarding reading to stock up as the longer nights and shorter days approach

PRICE: £14

PLANES FOR BRAINS Make a paper plane with the kids that a real aircraft designer would be proud of, adding faceted flaps, ailerons, canards and spoilers to the designs. Advice includes the best papers, and launch tips.

PRICE: £22

FLYING SAUCER TECHNOLOGY Not about UFOs but rather of man-made flying saucers and the tech that went into them over the years. It’s filled with real-life examples from the decades and pictures of some of the weirdest designs to date.

REACH FOR THE SKIES Branson’s take on the inspiring stories of the amateurs, inventors, and adventurers who blazed a path for modern pilots. Filled with great tales, including many from Branson’s own epic record attempts.

UNIFORM KILO The story of two British PPL(H) who decide to take their R44 from Cambridge to Adelaide. It’s a tale filled with quiet humour and fascinating stories, such as that of being ‘entertained’ by the Libyan Secret Police. Yikes!


PRICE: £7.99

FLYING CARS Tells the story of the flying car, both fictional and real, revealing details of many a doomed venture alongside fascinating photographs and artwork. Here’s where Chitty Chitty Bang Bang, Joe 90 and Harry Potter meet their real life counterparts.

A VERTICAL EMPIRE A look at Britain’s rocketry and space programme from the 1950s to ‘70s. Extensively revised 2nd edition includes material only made available in the past decade, and analysis is aided by nearly 100 illustrations.

PRICE: £25.00 PRICE: £57 (£29 paperback)


MAKE YOUR HEAD SPIN EXPANDED AIRBOX HARTZELL has an FAA STC for its 3-bladed propeller conversion kit for the Cessna 182 series. The new Top Prop kit features “blended” airfoil Scimitar-shaped aluminium alloy blades that, according to Hartzell, provide improved take-off and climb performance, a 2.5dB noise reduction as

compared to the stock 2-blade prop, and an improved TBO without any loss in cruise speed. The kit list price is $9700, and includes a new pointed, polished aluminium spinner. The new propeller carries a full three years warranty or 1000 hours of coverage, and has a six-year/2400 hour TBO.

Early adopters say three-blade is very smooth


PRICE: £24.99

AIRBOX has just released a new Clarity GPS unit to supersede the original version with a bigger screen. The new 2.0 version will benefit from a high resolution 800x400 pixel, five inch screen and an uprated operating system behind it all. The British company also claim the new model will have better battery life and an enhanced user experience giving pilots vital information as and when they need it. Many of the features are derived from Airbox’s work with the military and HEMs organisations such as Bond Air Services, including

waypoint rubberbanding, a speedier map engine and a virtual keyboard that makes typing in airfield names and identifiers an easier method of data entry. All units come with CAA 1:500,000 VFR charts for the UK and France as standard, and can have a multitude of additional charts added at the click of a button via Fastplan, including London Heliroutes, Ordnance Survey charts, 1:250,000 scale charts and a vast array of foreign charts. The new Clarity retails at £549.



LOPRESTI is poised to launch its “NeverFlat Lifesaver” aircraft tyre, aiming to eliminate the problem of flat tyres. The carcass has a wound carbon-fibre band, which LoPresti says is near impossible to puncture (they give a 10yr guarantee), and even then it won’t go flat since it’s unpressurised. Load and suspension characteristics are matched to aircraft, launch models being Cirrus SRs.

Huge tyre or tiny Cirrus?









THE WAAF AT WAR The Women’s Auxiliary Air Force played a vital role during the war, supporting RAF ops in the air and on ground during the heights of the Battle of Britain and throughout the war. The book also looks at some of the lesser known heroines of the WAAF who volunteered for behind the lines work with the SOE. Some incredible stuff.

PRICE: £19.99


SOLAR CHARGE DELTRAN claim to have solved the problem of solar chargers simply dumping charge into your aircraft’s battery – irrespective of its health or existing charge – with the world’s first intelligent solar charger, meaning charhe is always optimised to suit. Plug it in, wait for the sun, and let the ntelligent charger do the rest. The company claim that the next time you return to your machine the battery will be good to go – and what’s even better, is that it’s been charged for free. Solar specialists

Powered Adventure have introduced three 12V Deltran Solar Battery Chargers into the UK (each with a 5yr warranty): 5 Watt (£68 in VAT), 10 Watt (£85.99 inc VAT) and 15 Watt (£112.99 inc VAT), and if you already have access to a solar panel there is a Deltran Solar Converter available that will turn it into an intelligent solar battery charger(at £85.99 inc VAT). These are available in the UK from Powered Adventure on 01495 400 111, or to buy online at www. powered adventure



22 LOOP sep tember 2011


The aircraft of tomorrow, today Words Dave Calderwood

The LSA class is nearing a set of rules we can all understand, opening the door to fantastic aircraft like the Remos NXT to all

Âť ro sep tember 2011 LOOP 23

FLIGHTTEST right: It’s easy to see why the LSA class is booming: big enough for two, easier medicals (in much of the world), low running costs, and innovation – like the Remos’ folding wings, which see it readyt0-trailer in just a few minutes


F you’ve been following the new developments in Light Sport Aircraft, then you’ll know it’s a highly competitive sector with nigh-on a zillion aircraft coming out of eastern Europe. Almost every major show, such as AERO at Friedrichshafen, Germany, and AirVenture at Oshkosh, USA, sees a couple of new LSAs launched. So if you’re a manufacturer of LSAs you have to do something pretty special to succeed. In the case of Remos Aircraft, what’s special is just how beautifully made the aircraft are. “Perfection is my obsession,” says Christian Majunke, chief engineer at Remos Aircraft. As you look around the little two-seat light sport aircraft the German company produces, there’s evidence to support that claim everywhere. Not only are all the fittings such as flap hinges beautifully machined but the quality of the carbon fibre airframe is immaculate. Remos says it cannot make the cheapest aircraft, because prices and wages are high in Germany, but it can make the best engineered. Just doing the pre-flight walkaround is an eye-opener. Everything meant to be straight is dead straight. Look at the gap between the elevator and tailplane – exact all the way along. Similarly, the flaps and wing, rudder and fin are precision items. The pins that hold the wings on are almost art, if you like that kind of thing, and inside the cockpit everything is tidy, neat and properly finished. You could say it’s very German to be so fastidious but, tell you what, German cars sell for high prices because they are made so well and it’s reassuring to see their aircraft follow the same principle. And at around $162,000 for the test aircraft, Remos are expensive.

Another reason for the price is that all Remos aircraft are made from carbon fibre, around a third of the weight of ordinary glass fibre and with double the rigidity. That all sounds great but it’s not easy stuff to use. Engineer Christian told me that it requires precise amounts of resin to be added and that the only way to maintain such tolerances is to use a robot. “The robot is absolutely reliable and accurate,” he says, “and it never has a bad day!” One example is the wing spar, which should weigh 17kg. The robot makes it in a weight range of 16.8 to 17.2kg, and Christian says: “You would be lucky to get close to 1kg [to the design weight] doing it by hand.” Is carbon fibre worth the hassle? It is when you’re saving weight. Not on the current aircraft but planned

24 LOOP sep tember 2011

ABOVE: It will get harder and harder as new designs come forth to tell many of the new LSAs apart. What sets the Remos aside is its sheer quality of build

The only way to maintain such tolerances is to use a robot... “It’s absolutely reliable, and never has a bad day!”

for the future is to replace the metal wing struts with carbon fibre ones, saving 2kg per wing strut in one move. But while carbon fibre allows Remos to make a beautiful strong light shape, it’s not great material to have around you in a crash – you only need to see a coming together between F1 cars to see that it breaks into sharp fragments and splinters. So Remos applies a layer of kevlar within the cockpit which is more elastic and prevents the carbon fibre shards from penetrating the passenger cell.


The aircraft on test here is the latest version of the Remos GX known as the GX NXT and it had its world debut at AirVenture in Oshkosh, Wisconsin. A less well equipped, less expensive

FOR THE LATEST NEWS GO TO... ro sep tember 2011 LOOP 25

FLIGHTTEST version called the GXeLITE was shown at the AERO show at Friedrichshafen in Germany last April. Both fit into the US Light Sport Aircraft (LSA) category, and have the same airframe and power unit as the original GX launched in 2008, but there are important changes to the cockpit. The GX was criticised for lack of legroom and positioning the pilot too high in the aircraft, restricting the view when lifting a wing to see if it’s clear to turn. Remos has completely redesigned the panel and the seat to solve both issues. The panel is now less deep, creating more room for tall pilots to get their knees in, and the seating position now gives a much better view out of the side windows. The controls have been

A large window in the roof helps to see round the blind spot created by the high wing design

BELOW MAIN: One of the main improvements of the NXT is better outward visibility, with a lower panel and coaming, and repositioned seat

26 LOOP sep tember 2011

relocated and put into like groups, ie throttle, carb heat and choke together, cockpit ventilation and heat, etc. There’s also a large window in the roof which helps to see round the blind spot created by the high wing design. Remos also saved a bit of weight, 1.3kg, just by changing the regular 8ah lead-acid battery for a much smaller lithium-polymer battery, made possible by re-wiring the aircraft with aviation-grade wire and connectors giving a much lower resistance. All these weight savings add up, says Remos, and provide more payload – an area LSAs are sometimes challenged by. There’s no challenge getting into the NXT - it’s easy. Just plonk your bottom on the seat and slide your legs in and around the central

control stick. The sportscar-like seat feels firm and thinly padded at first, but I soon forgot about that once flying. I’ve not flown the original GX but certainly the NXT has plenty of space for my long legs and knobbly knees. Headroom and shoulder room are equally as good, with the cabin width of 46.8in claimed to be more than a Cessna 172. There’s not a lot of spare space within the cockpit, although there is a parcel shelf behind the pilot and small pockets on the inside of the doors. An emergency rocketpropelled parachute system (BRS) is a $6534 option which takes up some of the parcel shelf if fitted. However, with a panel as wellequipped as this particular NXT, you won’t need to carry much.

FOR THE LATEST NEWS GO TO... The sportscar-like seat feels firm and thinly padded at first, but I soon forgot about that once flying

BELOW INSET: Rotax 912US engine burns avgas or mogas and will return fuel burn of 13l/hr at 75%, but still allow a max cruise of over 120mph if you’re in a hurry

Being Remos’ demo aircraft, it came fully-loaded. The base price includes a single Dynon SkyView 7in Primary Flight Display (PFD), but for an extra $4373 you can have another for the passenger side – very useful if the aircraft is being used for flight instruction. Placed in the centre was a Garmin 696 GPS with a large moving map. The standard fitting is the much smaller Garmin Aera 500, and the 696 is a $3440 upgrade. The Dynon Skyview PFDs are marvellous items. Not only are they bright with high resolution, but you can configure the screens in many different ways, from all Attitude Indicator to part AI with engine instruments and/or moving map or Horizontal Situation Indicator (HSI) for radio nav.

t h e r e m o s h i st o ry OVER the past 20 years there have been plenty of aircraft company start-ups but not many have made it through to becoming an establsihed name. Although Remos Aircraft is not very well known in the UK yet, it has been manufacturing light sport aircraft since 1997 and microlights for a further five years before that. Remos likes to tell the story of how it was founded in a Bavarian farmhouse by Lorenz Kreitmayr, who designed the aircraft and was CEO for 15 years. The company has come a long way since then and moved to a modern, huge factory in the former East Germany in 2006. Located in Pasewalk, 100km north of Berlin and almost on the Baltic coast, the building was originally intended to house an extension of Austrian Diamond Aircraft to build two-seat Dimona aircraft. Plans changed and Remos moved there to just before the launch of its Remos GX Light Sport Aircraft in 1998, which has transformed the company. Production is

around 40-50 aircraft a year at the moment but there’s room to double that. The GX was a development of the G-3, with a shorter wing (9.3m against 9.8m) which made it more manoeuvrable, less glider-like and easier to land, but still with features like carbon-fibre construction and folding wings. Now the NXT is a further development with essentially the same airframe and powerplant, but with the redesigned cockpit to allow bigger pilots to sit in comfort. The management also went through several changes during the mid-2000s with founder Kreitmayr leaving, and several changes of CEO before the current boss Theo Paeffgen joined full-time in June 2011 after working for them as a consultant for the previous two years. His expertise is managing cross-border businesses – the challenge is managing German engineering and production excellence with the ‘AngloAmerican’ service mentality.

Meet the ancestor: The first Remos GX prototype from the 90s We left it with just the AI and engine instruments showing. The PFD also has synthetic vision giving a database-driven rendition of the what’s around you. In the case of Oshkosh, not a lot – it’s very flat – but in hilly and mountainous regions it gives great terrain awareness. Very impressive. So, doors down (they hinge upwards and have gas struts), locked, four-point harnesses done up, Rotax engine started, and we taxi out to line up on Oshkosh’s R27 behind our 172 cameraship. Rolling, the Remos NXT is airborne within a 100 metres and the job is to stay behind the 172 as it lumbered into the air – yes, sorry Cessna, but compared to the lithe NXT, the 172 is a bit of a dinosaur. We stay at 1000ft and follow

a road out north-west to where a prison complex is a Visual Reference Point for coming and going to the airport. First job is to shoot some video for LOOP TV and also for upcoming iPad versions of this mag, so we slot into right echelon formation about 30ft from the 172. Flying relatively close formation may not be in the design criteria but it’s a good way to understand the aircraft’s handling and responsiveness. We’re flying at around 100mph at 2500ft and the little Remos is doing the job extremely well. It manages that holy grail of being quick to respond but with a feeling of stability, although it’s a bit bumpy over some over the farmland. Mid-summer means it’s ro sep tember 2011 LOOP 27


28 LOOP sep tember 2011

FOR THE LATEST NEWS GO TO... left: The US and European regulators are finally creating some common ground in standards for LSAs (see p4-5) – great news for pilots and manufacturers alike

g o i n g g lo b a l GLOBAL sales and making headway in emerging markets is the holy grail for companies these days – let alone aircraft manufacturers – and Remos Aircraft is no different. It has just signed up new dealers in both Russia and India, and is talking to potential dealers in Brazil, China and Australia, as it expands from its core sales bases of Europe and America. Remos Aircraft has also tendered for an extraordinary deal with the Indian Air Force for at least one aircraft at each of India’s military airfields, partly for use as a ‘bird scarer’ but also as a basic trainer. There’s a history of light sport aircraft already by pilots in the IAF, including two who flew a Flight Design CT around the world a couple of years ago. Boss Theo Paeffgen admits 92°F outside, kicking off some thermal activity, and it’s a relief to turn over a large lake where the cooler air is smoother. Visibility is excellent, though the thick corner pillar does get in the way a little. Photoshoot over, we go off to examine the NXT’s general handling. First some stalls, just to see how it behaves and both power-on and off stalls are very straightforward – a bit of mushing, a slight tendency to drop a wing, but all easily brought back. We try a full flap turning stall, to simulate the turn from base to final for landing, and again, slight wing drop and the nose nods, but nothing vicious, which is how it should be. Then into steep turns and these are a delight – very easy to bank and hold altitude, needing just light forces on the chunky control stick. This is “think and point” flying where you can get on with enjoying the aircraft, running through navigation and radio calls with spare mental capacity. We head back towards Oshkosh with 115mph and 5000rpm showing to beat the 3pm deadline when the afternoon’s flight display kicks off. If you don’t land by then, you have

the tender is a bit of a wildcard: “We have perhaps a 10% chance of landing the deal,” he told LOOP.

Not only would it be a big deal to supply new aircraft, doubling production at the huge Pasewalk factory, but it

would also be a challenge to set up a supply and service chain to back it up over such a huge country. Good luck! The very impressive Remos Pasewalk factory

to clear the area and go elsewhere. The little NXT picks up the GPS routing and it’s easy to hold a heading precisely, and descend at a nice controlled rate. Soon we’re over the prison VRP and heading back towards the centre of the field. Rather surprisingly, for me, we’re told to cut short our downwind leg, make a short tight base within the airfield perimeter, and land at the first intersection – the ground ops crew are dealing with a lot of traffic all trying to get down. The NXT flies the descending turn which becomes base leg and short final. Max flap is 40 degrees which brings the aircraft down in almost helicopter mode and also slows us promptly. Even so, we’re a touch fast on touchdown so Ryan, Remos’ US demo pilot, lightly brushes the finger brakes which prove pretty potent and we make the first turn-off. Both takeoff and landing rolls were minimal and getting in and out of short UK grass strips should be a doddle. Today’s flight was quite long, but it flew past. The firm seats were forgotten as soon as we took off, and there’s no ear ringing or buzzy fingers as you sometimes get in a

The more LSAs I fly, the more it’s apparent to me that these aircraft represent the way forward for most pilots

very small aircraft. In fact, it could well have been a much bigger plane – certainly I’d have no hesitation in flying a Remos NXT anywhere. The US agent is based in Arkansas and flew four Remos aircraft up before the show. It took them 6hr 5min to cover the 655nm trip, burning 33 US gallons (125 litres) of fuel. That’s about 20 litres an hour, which seems a lot for an LSA but then they were close to max continuous power with an average speed of 125mph. Bring back the power to around 75% and fuel burn of 13-15 litres an hour is easily achievable. The more LSAs I fly, the more it’s apparent to me that these aircraft represent the way forward for most pilots. They’re relatively cheap to run, easy to fly, and being on a Permit means that they can managed easily. There’s still some confusion in Europe about the status of the EASA Permit to Fly and both the industry and the authorities owe it to everyone to sort that out pronto. The Remos GX NXT is a really fine little aeroplane, and its place secured by its engineering quality and attention to detail. ro sep tember 2011 LOOP 29

The Ultimate aviation APP for your iPAD from the publishers of LOOP, P1 and BLADES.

10 amazing aircraft including classics, turboprops, turbines, the world's most advanced aerobatics plane, and the Space Shuttle! 19 video features including interviews, in-cockpit footage – and an aerobatic business aircraft! Over 260 pictures including zoomable cockpit views and mutli-image tours of aircraft interiors and avionics systems Special features including a guide to landing on a mountain glacier, a Space Shuttle cockpit guide, and the UK's biggest gliding club Learn what it's like to pilot the Space Shuttle and discover some of the staggering facts about Man's greatest machine

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Updates to the NXT focus on cabin size, visibility, and tech. The flightdeck and coaming is lower and legroom improved, making it a snug but big-enough place to spend some hours. Dynon SkyView and Garmin avionics combine to bring levels of awareness that many pilots of larger aircraft will envy

DATA FILE remos GX nxt POWER Engine Rotax 912 UL-S producing 100hp, able to run on avgas or mogas fuels Prop Neuform ground-adjustable 3-blade, 1.65m diameter PERFORMANCE Max speed 119kt Cruise 107kt @ 5250rpm Stall speed 38kt (full flap), 44kt (clean) Climb rate 800ft/min Takeoff roll 91m Landing roll 186m Fuel burn 13.25 litres/hr @ 4200rpm Max range 480nm @ 4200rpm

Most NXTs use the ground-adjustable three-blade Neuform prop, which gives a very smooth ride. Rotax 912 means fuel flexibility – vital these days

dimensions Empty weight 325kg MTOW 600kg Wingspan 9.32m Height 2.28m Length 6.48m Payload 273kg Fuel capacity 83 litres price Base price $142,258 Test aircraft approx $162,000 manufacturer Remos Aircraft Franzfelde 31 D-17309 Pasewalk 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 sep tember 2011 LOOP 31

Safety in the air begins with quality on the ground! Part 145: Aircraft Maintenance, Engine Overhauls, Component Overhauls, Avionics Part M: Continuing Airworthiness Management

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Our dedicated and highly skilled staff can fit almost any configuration of avionics. From fault diagnosis and subsequent repair, to complete panel refits, we always provide a very professional service. We are proud to be dealers for a number of manufacturers. We have the capabilities and resources to provide the ultimate all-round service.

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At Airtime we believe good engine maintenance is essential to aircraft safety. Our engine shop offers a full range of facilities, from routine service to full zero hours overhaul. We are also approved to overhaul engine components including magentos.

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Just 17 and on course for a career in aviation. P43


Simon Rolfe on the apparent danger of turtles. P43

PLANE CRAZY World’s youngest advanced aeros competitor. P46


Goinginstrumental Holding an instrument rating can make the difference between flying safely and not flying at all. See p44

Enjoy some of the best of the Highlands. P38


Lessons learned from the UK’s first BRS save. P40


The benefits of joining the LAA or EAA outlined. P41 ro SEP TEMBER 2011 LOOP 35


Bring me sunshine +CLUB FOCUS HEADCORN

Dave Spurdens looks at Headcorn’s plans for renewable energy by building a brand new solar hangar and a flying electric Cessna Skyhawks



ICAO CODE EGKH FIRST FLIGHT 1927 FACILITIES Good parking, taxis, cafeteria, bar, kids play area, aviation businesses including JAR145 engineering and aircraft interiors and exterior refurbs. LEARNING Headcorn offers trial flights from £76. Tuition for PPL(A), PPL(H), NPPL, and further training including IMC, Night Rating, Twin Rating, and aerobatics

courses. INSTRUCTORS 16 full and part-time, in 14 aircraft on site OTHER FLYING ACTIVITIES Pleasure flights, balloon flights, helicopter flightsm parachuting, Tiger Club historic aircraft flights Don’t miss! The Lashenden Air Warfare Museum – a cracking collection of kit and memorabilia and one of the oldest in the country EVENTS Headcorn hosts fly-ins, a flying proms, boot fairs, military and vintage shows, and other one off events.

EADCORN Aerodrome in Kent is taking impressive steps to place it at the forefront of the green Renewable Energy revolution certain to transform GA over the coming decades. Owner Jamie Freeman has ploughed the best part of £400,000 into building a state of the art new hangar, complete with planned solar roofing to provide enough renewable energy to power a fleet of electric Cessna 172 trainers and slashing reliance on ‘old’ fuels. The new 2300sq-m hangar has been built by D & D Construction.Jamie already has bookings for half and is confident of 100% occupancy soon. The roof will be fitted with photovoltaic panels at a cost of £150,000, which will generate 50kw of energy to recharge planned new Cessna Skyhawks being


developed by US firm Beyond Aviation (see p8), with easy access to the airfield by way of a 60ft hydraulic door To say Jamie and CFI Max Crouch are excited about the commitment to green flying is an understatement; they are positively supercharged, not just because of lower costs for pilots, but the removal of a stigma that seems likely to increase for clubs everywhere. He explains: “People living in surrounding areas have a greater awareness of pollutants affecting the planet. Electric flight could not have come at a better time with fuel costs spiralling and the challenge of environmental responsibility mounting, I feel as though this industry has been thrown a very advantageous lifeline at an extremely difficult time.” As happy as Freeman is about the green advantages of his investment he is

Electric flight could not have come at a better time with fuel costs spiralling

disillusioned with the Government’s lack of foresight in cutting FITs (feed-in tariffs) that would have made it possible for him to have a solar roofing system providing 500kw of renewable energy. Jamie scratches his head and the frustration is palpable but he knows that his financial input now will be rewarded later and the contribution to a cleanenergy strategy will pay dividends, not only in the running of the aerodrome but with the surrounding local community. After conversion the 172s will be almost noiseless and operators are advised to consider installing a warning system like a horn that operates when the aircraft is coming into land. Obviously there’s ‘quieter’ and ‘too quiet’ even in a non-noise polluted world. Proponents of electric flight are eager to point out


Get your RT in a day BOURNEMOUTH Flying Club is now offering a One Day RT Course which includes five hours of intensive training with a written and practical exam at the end of the day. These courses are open to anyone learning to fly either fixed-wing or rotary aircraft... in fact, anything that flies! The training is from a legend in the art: Phil Kitch is Bournemouth’s resident RT Instructor and Examiner, and has been involved in aviation for a number of years. Phil joined the CAA (and later NATS) at 18 as an Air Traffic Control Assistant, becoming an Air

that electric aircraft will not only reduce costs for the pilot/owner community and airfield operators but will slide comfortably in with the eventual abolition of 100 LL fuels as well as appeasing the low-emissions lobby. Beyond Aviation (formerly Bye Energy) are at the taxi test stage with its testbed electric Cessna 172, and it couldn’t have picked a better aircraft to tackle first. With 43,000 worldwide it’s the most popular training aircraft in history and the company’s target market includes new and retrofitted models in America and Europe. Beyond, based in Colorado, are also developing a bio-derived aviation fuel and pursuing several processes hoped to be provide alternatives to both 100LL and Jet-A aviation fuel. Jamie is enthusiastic about the bio-derived fuel but is quick to emphasise that while it will have clear

benefits with the removal of lead content it will not ease the financial burden – and might even exacerbate it– and fails to bring the same helpful noise reduction and lowered maintenance benefits that electric brings. Never averse to enjoying a celebratory moment Jamie launched his new project with the “The Solar Supercharged New Hangar Bash” back in the summer. Max Crouch is the man behind this musical evening and his newly-named rock band for the occasion, Max & The Killerwatts, performed along with the fabulous 60’s/70’s, nine piece band The Vintage Corporation. You could say that Headcorn Aerodrome is a fun place to be and it is certainly a flying venue that has a very focussed eye to the future of GA development that has the planet close to its heart. www.headcornaerodrome.

Headcorn already has a great reputation, with a varied fleet, a warm welcome, a cosy clubhouse and bar, and lots of people to talk to. When the solar hangar and electric Cessna plans come together, it’ll be truly ahead of the game

Traffic Control Officer just three years later, and has Phil spent over 20 years working at the London Air Traffic Control Centre, West Drayton. His last 10 years or so before retiring were spent at the ATC Training College at Hurn – where he was in charge of ab-initio training of ATCOs in the classroom and simulator. He also developed training courses and simulator exercises. Suffice to say, with a CV like that Phil is the perfect instructor for the RT course. Including tuition, the written and practical exams costs £230.


You can learn your RT the long way, or play it smart and crack it in a day


Congratulations to the following people who have just gained their PPL or are well on their way! BOURNEMOUTH FLYING CLUB PPL Sam Lyster Roy Clayton Sam Hayes Lorenzo Mascellani First Solo George Colewell John Pritchard Nigel White PPL (renewal) Paul Gulliver IMC Martin Laking


Duxford have done it again, with their annual airshow at the beginning of September. This year they were celebrating the 75th anniversary of the Spitfire and here seven beautifully kept versions were all flying in the display to wow the crowds. They were joined by other aircraft from the era, and modern equivalents like the F-15 Eagle – loud, but not quite as resonant! ro SEP TEMBER 2011 LOOP 37



E V E N T W I N G S & W H E E L S , T U R W E S TO N A E R O D R O M E , S E P T E M B E R 18


In the air and on the ground

Turweston’s Wings and Wheels is perfect for any engine-head A SHOW for more than just aviation fans, which sees vintage and classic cars, bikes, tractors and military vehicles alongside aircraft throughout the show. There will flights for non-pilots to have trial lessons or a pleasure flights in a helicopter, and for those who know their aircraft there will be flights in a Harvard T6 with pilot Jon Drake planned. Jon says of the historic T6: “When you step into the rear cockpit you are stepping into a once-in-a-lifetime flying experience. You will strap in with the help of our friendly ground crew and, with a thumbs-up from your Instructor, the powerful Pratt and Whitney 600 horsepower radial will burst into life with a

belch of smoke and flame from the exhaust, and then settle to a steady bass rumble. As the power is increased, the engine thunders, and the propeller tips exceed the

speed of sound and rip through the air, making the Harvard’s distinctive roar!” Blimey. To book email

Known as the capital city of the Highlands, Inverness is a stunning city famed for its old stone buildings and friendly welcome. It is also the northernmost city in the UK.

Turweston’s legendary Jez Cooke and the gorgeous Jungmeister


+ 10 September. AOPA Bonus Day, Duxford Airfield For AOPA members and anybody interested in AOPA activities. The event includes ‘A guide through the Flight Crew Licensing minefield’ by Cliff Whittaker, CAA Head of Flight Crew Licensing, ‘AOPA’s views on key issues facing GA’ by Martin Robinson, CEO of AOPA UK. Enjoy a day at Duxford at discount prices with lunch included. A ticket for the day, including admission to the presentations, a buffet lunch, tea / coffee and discount entry to the Museum is £20. Discounted landing fee for all visiting aircraft will be £7. for discounted landing fee and guided museum tours. Phone for PPR and briefing 01223 833376.


Swanwick, Hampshire The General Aviation Navigation + 10-11 September. International Group of the Royal Institute of Auster Club Popham Fly-in, Navigation, in association with Popham Airfield, Hampshire NATS, is pleased to announce + 18 September. American the Pilot/Controller Forum Taildragger Aircraft Fly-in, Old ‘How To Integrate The Use Of + 11 September. Devon Strut Buckenham Airfield ‘AWARE’ Into Conventional Fly-in, Watchford Farm Free landings for American Navigation Techniques, and 01823 601268 taildragger aicraft. Avoid Infringements.’ The day will include visits to London Information, D&D and the RADAR + 11 September. Seething Airfield + 18 September. Solent Aviation Control Centres. There will Charity Airday, Seething Airfield Society Fly-in Weekend, Popham also be presentations by guest “Last year saw oe of our most Airfield, Hampshire www. speakers, subjects including successful events with over infringements, GPS, and nav £6000 being raised for the East techniques including the use of Anglian Air Ambulance, Help for + 18 September. Helicopter Fly-in, AWARE. 20 places available. RIN Heroes and other good causes. Breighton Aerodrome members £20, non £25. The Charity Airday is fast gaining A day event raising funds for the 0207 591 3130 Yorkshire Air Ambulance. a reputation of being one of + 29 September. RAeS Aero Pub the best small air shows in the Quiz, Royal Aeronautical Society, country with a mix of local and London national displays on this former + 3-25 September. Venice Air Expo, Venice Lido The AvGeek quiz will combine a WWII USAAF Airbase. Fly-in + 10 September. Aviation Weather space limited!” Combining aircraft including mixture of general knowledge School Part 1, Wombourne, and aerospace-related the PC-12 and RG Corvus with Staffs. Excellent one-day course accessories and a second-hand questions and requires you + 17 September. Devon Strut gives a great background to aircraft market. to share your knowledge and aviation weather. 01902 895252 Fly-in, Belle Vue expertise in teams of no more 01805 623113 than eight. You can arrange all + 24-25 September. ‘Meet the your colleagues/friends into + 10th September. Suffolk Neighbours’ Charity Fly-in, teams yourself, or turn up on + 17 September. BAA Tiger Trophy Northrepps Aerodrome Coastal Strut Boxted Fly-in and the night to form a new team. Aerobatic Weekend, Sherburn Airfield Museum Open Day, www.northreppsaerodrome. There will, of course, be prizes! Aero Club Boxted PPR, £5 for the fly-in Entrance is £15 per person (£20 and barbecue. £2 museum on the night) and includes a + 27-29 September. HeliTech admission. 07014 212209 platter of cheese and biscuits + 17-18 September. Battle of 2011, Duxford Airfield, per table. The quiz will take Britain Airshow 2011, Cotswold Cambridgeshire place from 7-9pm and there will + 10-11 September. North Airport (Kemble) be a cash bar available from Coates Flying Club Autumn The Airshow includes the Battle 6-10pm. Flying Meeting, North Coates of Britain Memorial Flight, Tiger + 28 September. PIlot/Controller 0207 670 4345 Forum, NATS ATC Centre, Airfield 01472 388850 www. Nine Tiger Moth display team, 38 LOOP SEP TEMBER 2011

the Renegades parachute team, plus steam fair. 08712 301 079

GO HERE Highland Activities

If you like adventure then this is the place, offering everything from tomahawk throwing to white water rafting (not at the same time!), clay pigeon blasting to quad biking (ditto).


The red sandstone castle was built in 1836, on the site of an 11th century defensive structure overlooking the River Ness believed to have been the stronghold for Macbeth. Today, it houses Inverness Sheriff Court. The castle itself is not open to the public but the grounds are.


Modern restaurant serving Mediterranean and Turkish cuisine been cooked using authentic methods. The owners say, “The food becomes part of the entertainment of a night, with a variety of meals on offer, we have a dish for everyone’s taste.”


Inverness Golf Club is one mile from the city centre and offers golf to all abilities. The parkland course has lush fairways, generous greens and some deep bunkers. Green Fees are £42 for a round or £55 for a day pass.


No visit this north is complete without a distillery tour; after Tomatin’s tour you get a sample of 12-year-old malt.


A full international airfield, but still needs PPR so don’t forget your paperwork! CONTACT: HIAL Inverness, Dalcross, Inverness, IV2 7JB. ATC: 01667 464293 RUNWAYS: 3 x asphalt. LANDING FEES: £17 for aircraft under 3MT flying VFR. FUEL: AVGAS 100ll.

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

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

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

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

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

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

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

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

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



Nick Heard



As a parachute brings a UK-based Cirrus back to Earth (with a bump), Nick studies the case for lessons

NICK HEARD is a seasoned flying instructor, current Boeing 747 captain and a former RAF Tornado pilot. One of his primary goals is to make pilots safer, so they can enjoy flying more


RECENT Aircraft Accidents Investigation Branch (AAIB) report describes a Cirrus pilot who lost control avoiding IMC conditions, and used the Ballistic Recovery System (BRS) – the aircraft parachute – to save himself and his passenger. It’s the first recorded use of BRS in the UK, and there are a few useful lessons to be drawn from what, thankfully, was a non-fatal event. They were flying from Turweston to Ireland in conditions not forecast to be ideal for VFR flight, but certainly worth a go. As he took off from Turweston and headed west, climbing to 4500ft, autopilot (AP) was engaged. Weather ahead worsened, and, levelling at 3000ft, the pilot decided it was unsuitable and opted to return to Turweston. It was during the attempted turn back that control was lost. The Cirrus entered a left-hand spiral dive and the pilot, realising he had lost control, activated the BRS. It took longer to influence aircraft motion than he expected, but eventually it settled into a gentle descent. Despite landing in a tree, both occupants were unhurt. The report is fascinating and it’s interesting to note how modern instruments (it had

an Avidyne ‘glass’ cockpit) can record lots of data along the lines of Accident Data Recorders fitted to airliners, assisting investigators. There are a few things that can act as reminders on a few topics I’ve discussed over the years. As ever, weather causes most issues for pilots! In this case, the pilot, recognising weather unsuitable for his VFR qualifications, very sensibly decided to turn away before entering cloud. Spot on! Flying IMC requires proper training and should not be considered by unrated pilots even if the aircraft has fancy glass kit and AP! So that was a good decision, and ideally that would have been the end of the matter – a safe return to Turweston to wait for the weather to clear. Unfortunately some workload management issues may have arisen during the turn. It looks like the pilot got a left turn going – apparently on AP – but then started fiddling with the GPS kit to program the return to Turweston whilst in the turn. For whatever reason – AP not engaged or malfunctioning – the aircraft continued to roll left, the nose dropped, and the spiral dive was established – eventually with nearly 70° angle of bank and 20° nose down. This attitude would have looked alarming from the cockpit when the pilot looked

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up from his GPS! recommended max speed ‘Aviate, Navigate, for BRS deployment on the Communicate’ always applies Cirrus is 135kt – not much in flying – in that order! In more than the typical cruising this case, ‘Aviate’ meant speed. If you lose control of completing a left turn onto a Cirrus and enter a spiral a reciprocal heading, back dive, you will almost certainly into the known be quickly beyond clear conditions. the 135kt limit. In Only after that turn our case the pilot was completed estimates activating Aircraft should ‘Navigate’ BRS at 120kt, but – programming the investigation control, GPS – have been recorded BRS particularly considered. It’s all activation at 187kt. in attitude, simple afterwards, I The latter figure is know – but aircraft likely to be closer is always control, particularly to the correct the first in attitude, is always speed, meaning the first requirement requirement at the occupants at all times in flight. were lucky the BRS all times APs have caused operated correctly – problems for pilots for as it could have failed completely long as they have been under aerodynamic loads well fitted. They are very handy, beyond its design capability. but there are many traps for Fortunately, although the the unwary. Without proper aircraft was wrecked the training and understanding, occupants walked away. It AP are probably best left looks like the pilot made some off. Even when (apparently) good decisions that day, but engaged, they must be perhaps just a few seconds monitored constantly for of inappropriate workload correct operation. AP can also management – attempting to be inadvertently dis-engaged re-programme the GPS nav – perhaps by just a pilot, or kit when all attention should passenger, knocking against have been focussed on a level the control yolk or stick. left-hand turn – was enough Ideally you get an aural alert to lose control. Aviation is an if this happens, but this might unforgiving business – that’s not be noticed when the been said many times before. pressure is on: don’t rely on Always, always: Aviate first ‘George’ to keep you safe from by keeping the aircraft under all problems! control. Everything else can Finally, it’s worth noting the always wait!

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HEADING TO LAA LAND Q| Do I have to be a pilot to join the LAA? And can British people join EAA? Are the two organisations affiliated? A| You don’t need to be a pilot to join the LAA... if you have passion for recreational aviation you will be very welcome. The LAA is about involvement and opportunity for all; you can join a local LAA group and meet fellow members and become involved in their flying activities, or help at local events or our International Rally. Your level of involvement is up to you, but as a member opportunities to become more active in aviation are wide open. Like the LAA, with international members, the EAA will also welcome you (I’ve been a member for years). The disadvantage of being a non-US resident is being unable to take up many member benefits, such as participating in

HEAD SPINNING Q| If swapping a twoblade prop to a threeblade, or three- to four-, what are the benefits and is there anything to be aware of? A| Replacing a propeller with more blades can make a lot of difference. Firstly, increasing the number of blades means a smaller propeller diameter, increasing blade tip to ground clearance, offering less chance of propeller damage from objects picked up from the ground. Shorter blades run quieter than long due to the lower tip speeds.


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

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

If you’re not yet a pilot, the LAA can offer you many ways to fix that!

local groups (‘Chapters’) – it’s a long way to go! They too have a very interesting monthly magazine, albeit US-centric whereas the Light Aviation magazine naturally focuses on British and European activity and reports on major US events. The two associations are not directly affiliated but it’s common for discussions to take place and we have a very friendly and co-operative relationship. The proposed European Light Aircraft category for example, was directly

An advantage of lower tip speeds is smooth airflow across the blades, creating more lift/thrust. Also a smaller arc prop disk has less drag than a larger diameter arc prop disks.Sometimes, changing propellers can also save weight, as newer composite blades can be lighter than similar aluminium ones. If there is a caution to bear in mind, adding an extra blade does increase the cost of future servicing, with more parts and labour etc. The most common swap in changing to a different propeller model from standard is to a STC Propeller Kit, which brings

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

DOROTHY POOLEY Top instructor and examiner, Dorothy shares her wisdom

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

influenced by the US Light Sport Category and LAA was instrumental in bringing EAA expertise and involvement to the early European discussions on the subject. Whatever you decide I wish you every enjoyment in your future aviation endeavours. Naturally I hope you choose to join the LAA because in so doing you will be supporting an association that actively strives to protect the rights and privileges of all pilots in the UK. You can join online atL – Brian Hope (LAA mag editor)

additional background to be aware of. Most manufacturer’s STC prop kits are FAA-approved, which is great if your aircraft is ‘N’ registered. But not all kits carry EASA approval and this where the problem starts. If a kit has been approved for use by a local airworthiness authority (e.g. the CAA) prior to the formation of EASA, then they can be used under “grandfather rights”. The kit manufacturers do try and assist as most have lists of approvals for STC kits on their websites. But it always pays to do your homework first. – Ali Mant, Proptech



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

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



My first solo simon rolfe who Simon Rolfe, LOOP reader and commercial pilot for a UK airline where Northern Florida, while training for ATPL date March 2001 aircraft Cessna 150 hours when soloed 25 hours 55 minutes hours now 6063 instructor Lisa Luxon


Simon in the office (when he’s not sending his own students solo, that is!)

I WAS ATPL training in the US when I soloed. I had 14 hours in the UK but the US school started me from scratch. On the day I felt an interesting mix of emotions and nerves, and didn’t share my instructor Lisa’s confidence as I could picture all sorts going wrong: Would weather appear and fling me into the ground? Would I fail to see another aeroplane nearby until too late? Would I get lost? And what of the local turtles, a landing hazard (the instructors say)… would I fly a fantastic first solo, only to land on a sun-bathing Florida Softshell? I lined up, thought a final “What if…?”, and went to takeoff power. And what happened over the next minutes astonished me… nothing happened. No engine failure, no needing to

ask Daytona ATC for help, no thunderstorm materialising from cloudless sky. It was a beautiful day, and I didn’t feel anything; hardly any emotion at all, no nerves, and my heart stopped palpitating. I certainly enjoyed the experience, but not in a wide-eyed way. And I noticed things I hadn’t before near the airport. Soon I was a few feet from touchdown, and scanned the runway for aircraftmangling turtles (none to be seen). The landing wasn’t as smooth as I’d hoped, but nor was it the sort to earn Lisa chiropractor sessions and PTSD treatment. Slightly to left of centre, but only just. A lot has happened in the 11 years since. I am a command-assessed Senior First Officer with a

+ n e w p i lo t r y a n l e e

+inside tip

The best years of your life - especially if you’re a pilot WHAT were you doing at 17? Just beginning to learn to drive? Did you really even know what you wanted from life? Just 11 days after his 17th birthday, Ryan Lee was passing his skills test, en route to a new career as a professional pilot. “I’ve always wanted to fly,” said Ryan. “For my 14th birthday I was given a

trial lesson and loved it!” Sometimes that’s all it takes to confirm a belief of the chance of a life in flight. “He has wanted to fly since he was about four,” said his proud father Chris. “When we went on holiday he would always ask if he could go in the cockpit, in the days that you could, and one year we went to Fuerteventura and

Skills Test in the bag, Ryan is lining up the next steps

were quite close to the flight path and he’d just stand there and watch them.” Ryan funded his flying by helping with his father’s work. “We rent three holiday properties on the North Yorkshire Coast,” said Chris. “Ryan earned his flying hours by working on the houses and doing things like building the new furniture we bought for them.” Ryan completed his training at the Phoenix Flying School based at Netherthorpe Airfield, Notts. “I started with one instructor, who unfortunately had to stop for health reasons. Then I got Jock, who had just got his instructor’s licence. He was a perfectionist and I think that really helped me throughout the course.” At the moment Ryan is studying for his A-Levels

British airline flying heavy turboprops. I have 6000+ hours, 2634 instructing; I’m a CAA Authorised Examiner for PPL and IMC; I’ve been lucky enough to fly all around Europe, and have sent many pilots off for their first solos, by night and by day, in the circuit and away from it. If ever at a school you see someone going off for a first solo, please look around for the bald guy with a crew cut and a face like a welder’s bench who’s watching the circuit intently through binoculars and listening to the radio on a transceiver. Please come over and sympathise with me for what I’m going through, but don’t be too upset if I’m a bit taciturn; I probably won’t feel like talking too much! Email ‘My first Solo’ to

Making sure everything’s tip top is one of the first rules of becoming a pilot. So before you fly…

in Maths, Geography and History and has recently completed an AS in Physics and knows what qualifications he needs to help achieve his dream. “I’ve not decided yet what I want to do after my A-Levels. I’ve got to find out which is the best way forward. We’re trying to work out what routes we’ve got,” added Ryan. “And all of them are expensive. There is a course at Buckinghamshire University that is a joint Air Transport and Commercial Pilot training course, so we’ll look at that.” To get on the course Ryan would need 280 points (which is about three C grades in old money). “It’s not too difficult, but the problem is that it’ll be self funded,” said Ryan. www.dukeriesaviation.

check, check and check ONCE again

The easiest way to avoid checklist mistakes is to memorise the ones you use in your most flown aircraft. When you’re in the aircraft, have it in your hand. (This may mean writing out your own if you find that useful and more easily remembered.) Go through it from memory, and of course check at the end to make sure everything is correct and nothing missed. Eventually it’ll be second nature. Done right it can become so ingrained that veteran pilots often recall perfectly checklists decades old. ro sep tember 2011 LOOP 43



Instrumental step

If looking for a big step in an aviation career, or a hugely powerful tool for any pilot’s locker, the Instrument Rating is vital. Christopher Woodman, the CFI at Tayside Aviation, reveals what to expect

IF YOU’VE passed your CPL and MEP ratings, you’re likely contemplating the Instrument Rating next. It’s very different from your previous tests but you should ignore rumours that it’s very difficult, or “the examiners are out to fail you!”. There are good guidelines laying out required test standards in CAA Standards Document 1, and advice on hours requirements in LASORS. There are two routes, Modular, which we do at Tayside Aviation, and Integrated, which is the route generally pursued by the larger flying schools. (For budgeting, remember the CAA requirement that 15 minutes of each fixed-wing flight in IF counts as taxi time, so budget for that added time each flight. The test is around two hours, and there’s a CAA fee too.)

Now, for the training itself. Depending where you do this there are generally set destinations and each school will be well versed in the differences at each airfield and deliver training accordingly. The test consists of a long pre-flight brief by the CAA Examiner during which he will tell you where he would like to go. It’s then up to you to give him a weather brief: this can include stating any reasons for not wanting to go should the weather be unsuitable. You are then given time to prepare the flight at the end of which the examiner will ask to see your preparation. The flight consists of a departure into controlled airspace, an airways section, followed by a radar vectored or procedural ILS to a missed approach. During the missed approach a simulated engine failure will be given, followed by an IFR diversion back to a suitable airfield. En route the examiner will break off to ask you to demonstrate

some Limited Panel unusual attitude recoveries, timed turns and general IF. You will also be asked to demonstrate your ability to recover from two incipient approach stalls on full panel. On completion of this it’s back to the diversion airfield for demonstration of a single engine hold and NDB to a single-engine go around, followed by a circle to land. Sounds daunting, but it’s not! With careful preparation, good airfield approach plate study, and treating each possible route as a “play” – one of which has to be enacted on the day of test – the average pilot should have no difficulty in passing this test. Pilots who are not successful generally fail themselves – it is sometimes down to bad luck but test nerves, and not following the set routine one has been taught, are major contributory factors.

For cloudy skies or a new career, an IR is topnotch training


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 Qualification: £857 + MEP: £2125 + AOPA Aerobatics: £1750 FLYING TIME SHOREHAM 01273 455177 + PPL all inclusive £7605 + Night Qualification £1095 + IMC Rating £2690 + MEP £3065 + CPL £7960 + Zero to frozen ATPL £45,450 + Multi Engine Instrument Rating £12,205 + ATPL Ground School www.flyingtime. MULTIFLIGHT LEEDS/BRADFORD 0113 2387135 + Night Rating: £705

+ MEP: £2178 + IMC: £2115 + FI Rating: £7260 + IR: £13,056 + IR 55 hours: £14,906 www.multiflight. com CLACTON AERO CLUB 01255 424761 + Tail wheel conversion (residential, inc B&B) £710 + Three week PPL course (residential, inc B&B): £5940 + Two week 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 ULTIMATE HIGH + AOPA BASIC Aeros (8hr flying): £1840 + Basic Spin (1 sortie): £270 + Basic Formation Course: £1225 + IMC £1175 + SEP Renewal: £205/hr, plus instructor fee www.ultimatehigh. Schools: Mail dave. with any rating/ course details ro SEP TEMBER 2011 LOOP 45




Why wait to do it?


At 20 Michael Pickin has crammed in more than many do in a lifetime

ICHAEL Pickin is the youngest Advanced Aerobatic pilot ever, and has just qualified as a CPL to boot. He was born into aviation, and dad Richard is part of the British Aerobatics team.

Solo at 16, PPL and Display Authorisation at 17... Red Bull contract and world fame soon?

Q| What first drew you towards flying? A| My dad was a PPL holder (now holds a CPL and FIC) and involved with aerobatics. When I was about 13 I wanted to start learning with dad. He showed me the controls and as I got older I was landing and taking off, but because of my age I couldn’t go solo. I then asked him to teach me some aerobatics and he started showing me the first basic manoeuvres. Q| How did you go on to get your PPL? A| When I turned 15 I was then able to learn with an instructor, but I didn’t need too many lessons as my dad used to be a flying instructor so he had taught me most things. I couldn’t log the hours with my dad but it helped me learn the controls. I went solo on my 16th birthday; I actually flew five different aircraft solo on my birthday, including a glider. I then got my licence on my 17th birthday. Q| Did you enjoy the aerobatics straight away? A| I entered my first competition at 14, and won. Everyone was very supportive that someone so

young was taking an interest in aerobatics. After this I continued to compete using my dad’s Bucker Jungmann at Standard Level. I did this until I was 17 to improve my skills and help me gain important experience. At 18 I won the Air Squadron, Cathy O’Brien, and Coupe D’Anjou trophies. And more recently I placed fourth in the Advanced National Championships in 2010. Q| Did anyone help? A| I was fortunate enough to get an aerobatic scholarship from the British Aerobatic Foundation. I was shortlisted and then had to take a skills test with Alan Cassidy in a


Pitts. That was a five-year scholarship and I’m very grateful to them for that. I get some money each year over the five years, and they expect me to reach a certain level in the competitions. I have to prove to them that I’m not wasting their money. David Cowden is very involved with the foundation because he wanted to help young people with the potential to go all the way in competition to do so. There are three of us on the scholarship at present. The foundations goal is to get a British pilot in the top three in the world and be competitive against state funded teams such as the French.

Q| Did you compete much this summer? A| Unfortunately not, because I was busy working on my commercial licence. I’ve been doing that full time since last August, so I’ve not really had any time to practice. I’ve flown a lot of air shows this year though. Q| How was the commercial training compared to what you had done previously? A| I found the ground school a challenge because I had been flying all summer and then got kicked into the classroom – eight hours a day, five days a week and work to take home as well.

I’m used to flying old and aerobatic aircraft, so learning about all the systems on airliners was tough and intense. Saying that, I did enjoy it. When I was doing my A-Levels I kept thinking, “I don’t really want to be here”, but in ground school, I worked hard because I want to make a career out of flying. Q| Away from commercial how else will you fly? A| I would love to continue my aerobatics, I’d love to get a sponsor to help me, that would be my goal. I’d like to be like Paul Bonhomme, working on an airline and compete in my time off.



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

Bronze » 1 column x 4cm advert in LOOP » Advert on » 1 issue: £50 +VAT » 2 Issues: £80 +VAT


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

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

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

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LOOKING FOR A PARTICULAR AIRCRAFT? You can receive email ALERTS when the aircraft you're looking for is advertised in LOOP Register at ro SEP TEMBER 2011 LOOP 47


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



MX-7-180 MAULE 1991

1977 CESSNA A150M

Glasair iiSRG

Havard 4M

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


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. £27000 Phone Eric on 01206 386211.


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 ro SEP TEMBER 2011 LOOP 49


1970 Piper Cherokee 180.

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




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

1993 AG - 5B brunman tiger

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


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


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

Cessna C-150D

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


450hrs Total, all MODS and AD’s up to date. Selling with new permit to fly. £29,950. David Hunter 01666 503330, 07939157426 ro SEP TEMBER 2011 LOOP 51


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


Piper PA-46-350T Matrix

Piper PA28-161 Warrior II

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

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

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


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

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


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.

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. €43,800. Stefano Scossa 00 41-91-2103128.

Paul on 01328 878809 for more details. YAK 52

Europa Classic Mono

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:


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:


To advertise here please call Chris Wilson on 01223 497060 PA32 Cherokee six-260

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

1978 Grumman AA-5A

Socata TB10

Rutan, Long-Ez

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

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

TTAF 300hrs. Lyc O-235-L2c !5 hrs since major overhaul. Electric nose lift, wing leveler. Full panel. Permit June 2012. Based Prestwick. £26000 ONO. Michael Timmons +44 (0) 1563 540 510. ro SEP TEMBER 2011 LOOP 53


To advertise here please call Chris Wilson on 01223 497060

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

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

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

GBAMS Robin DR400 – 160

Two 1/6th Shares for Sale. Hangared at Headcorn, 2x ILS/VOR/Mode S equipped, excellently maintenance at Headcorn with all ADs complied with. Good availability, lovely to fly, great tourer, friendly group online booking Share reduced to £4,000 for quick sale . Monthly £134 with full group Visit or call John 07786 566477 TB20 SHARE AT SHERBURN NEAR LEEDS

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

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


BUY AND SELL YOUR AIRCRAFT ONLINE AND IN LOOP MAGAZINE To advertise here please call Chris Wilson on 01223 497060

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

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


Share in Piper PA28R-200

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

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

Insurance ro SEP TEMBER 2011 L OOP 55

Clubs and Schools

Aircraft Covers

Pilot Shops

To advertise here please call Chris Wilson on 01223 497060

Pilot Shops

Microlight Services


To advertise here please call Chris Wilson on 01223 497060 Interiors

To advertise here please call Chris Wilson on 01223 497060


Hanger Doors


To advertise here please call Chris Wilson on 01223 497060 Flying Club ro SEP TEMBER 2011 LOOP 57




The two-seat, high-wing is the original ‘People’s Aircraft’, with tons of classic aircraft appeal + P I P E R C U B FA C T S

+ Production 1937-1947 + Almost 20,000 built, mostly for military use as the L-4 as a trainer and spotter plane + Two seats in tandem + Flown solo from the rear seat + Operated in the UK on a Permit


T IS a testament to just how right Piper got the original Cub that there are so many still around, loved by their owners and still fetching good prices, and also that there are so many modern imitators – Wag Aero, Legend, Cub Crafters and Savage are just a few. The archetypal Cub is the J-3, finished in the famous ‘Cub Yellow’, sometimes known as ‘Lockhaven Yellow’ after the location of +HISTORY

+ 1931 British engineer Clarence Taylor forms a company in the US to build a simple, lowcost aircraft, the Taylor Cub. One investor is oil man, William Piper + 1935 Piper and Taylor fall out. Taylor leaves to start another company + 1936 Piper continues with J-2 Cub + 1938 J-3 introduced. Engines from 40 to 65hp + 1942 L-4 military version with 65hp engine. More than 5000 produced to 1945 + 1947 J-3 Cub replaced by Cub Special with enclosed engine, and bigger Super Cub

There’s nothing quite so pure to fly as the original Piper Cub

the original Piper factory. It’s a simple plane, with a steel tube fabric-covered frame, tailwheel configuration (‘conventional’ for the period) and with simple electrics – on most, the engine has to be hand-propped. Flying a Cub takes a bit of getting used to after modern aircraft – you’ll find yourself using the rudder much more – and it’s not fast with a 65kt cruise... but it’s fun!




Fabric condition It’s easy to put a foot through the fuselage fabric while getting in and out, and ‘hangar rash’ is also possible. Check for general condition and repairs Airframe The steel tube frame under the fabric can suffer damage from hard landings, and also corrosion, often around the corner welds, particularly in areas where rainwater collects Engine A compression test is a good idea and an engineer should check for internal corrosion

! !


Two-seats in tandem, light and simple, the Piper Cub 58 LOOP SEP TEMBER 2011

BEN Ryan operates his 1946 J-3 Cub from Swanborough Farm, a grass strip owned by LAA stalwart Will Greenwood who also put Ben through his tailwheel conversion Ben uses the bright yellow Cub, G-ATKI, for local flying to south-east strips. The aircraft is always hangared at the end of the day which helps keep it in good condition – well worth £135 per month. Other costs are £1000 a year for insurance, which covers both Ben and Will, and it’s usually fuelled with mogas, burning around 15-20l an hour. The aircraft is hand-propped and the only electrics are a battery to power a radio. The aircraft was recovered with Ceconite in the early 2000s. During Ben’s four-year ownership, the J-3 has had a rebore for one cylinder after a compression test. It has its annual Permit renewed by a local LAA inspector who just happens to be another Cub owner.



1941 Piper Cub J-4E with C-85 engine on LAA Permit (Apr 2012). AF 2510hr, Eng 710hr. See

2 shares £6500 each

White Waltham based, 2 shares available in a 1944 L-4J Cub finished in USAF D-Day markings. 65hp engine.



+ Delighful handling once used to using rudder + Short take-off and landing rolls + Inexpensive to operate + Holds value – good examples on the rise + Classic styling gives instant cred!


PIPER CUB J3C Max speed 76kt Cruise speed 65kt Climb rate 450ft/min Range 191nm Engine 65hp Continental air-cooled flat-four Fuel burn 15 litres/hr Wingspan 10.74m Height 2.03m Max weight 550kg Empty weight 345kg Useful load 455kg Fuel capacity 45 litres Seats 2 Price N/A new, good used example around £20,000 Manufacturer Piper Aircraft Owner’s Club (UK) Vintage Piper Aircraft Club +LOOP SCORE

Running costs Durability Performance Reliability Handling TOTAL SCORE

★★★★★ ★★★★★ ★★★★★ ★★★★★ ★★★★★ 20/25


1946 Cessna 120 TTAF

2000hr, Eng 55hr


+ Slow in cruise + Little room for baggage + Easy to damage fabric fuselage covering

Wag-Aero Cub Replica

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.

LOOP September 2011  

LOOP September 2011

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