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O S H KO S H 2 0 1 0 H I G H L I G H TS O F T H E S H OW O F S H OW S

+ METAL First-look at new models + KLAPMEIER! Mr Cirrus is back + ESP Garmin's 'sixth sense' for pilots +





1 6 2 A I R C R A FT A N D S H A R E S F O R S A L E I N S I D E L O O P M A RT + TECNAM New four-seater + 3D! Science Museum special + GEAR Show off at work +


#59 AUGUST 2010

O S H KO S H 2 0 1 0 H I G H L I G H T S O F T H E S H OW O F S H OW S






2010 £ 2 .75

FLIGHT TEST Cirrus get ahead of the Avgas game by releasing an unleaded-ready SR22. But does lead-free mean gutless?

Then there’s the economic malaise – hanging around like a bad smell on a hot day, new fears over avgas, and every other pressure pilots now take for granted. And yet more than 530,000 of us went and enjoyed every minute of it. Of course! The only thing strange is that people fear pilots will lose their passion for flying. Oshkosh: biggest and still the best.


STRANGE times at Oshkosh. The event was tagged ‘Sploshkosh’ on the eve of Day One due to severe floods rendering parts of the showground site in Wisconsin unusable. This, and the lack of a headline crowdpleaser like the A380, and not making it a ‘two-weekend’ event, cut attendance. To a mere 535,000 pilots and aviation fans. Yes, 535,000...

+ METAL First-look at new models + KLAPMEIER! Mr Cirrus is back + ESP Garmin's 'sixth sense' for pilots +

1 6 2 A I R C R A FT A N D S H A R E S F O R S A L E I N S I D E L O O P M A R T + TECNAM New four-seater + 3D! Science Museum special + GEAR Show off at work +


DENNIS KENYON p13 We’re not sure if it’s appropriate to make references to Dennis’ film star good looks, but we’ll sit for hours as he talks about his flying in films, for his regular column.



41-52 Improve your flying, discover places to go and see, get your questions answered, and people withh stories to tell... it’s all here!


CLUB LOOP flight

LAA RALLY Sywell Rally Page 44

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k it one of the to make vivall to revival ing a re Turweston is undergoing







An airfield on the way


Friendly Turweston is one the facilities. Jez Cooke of the best known airfields in the UK, with big investment talks to Dave Rawlings improving about this amazing airfield.


EGBT Two, 1 x Asphalt, 1 x grass 1942 as RAF Turweston £12 for single, £20 for a twin The Flying Pig cafe that does There are several events held normal airfield food along with tasty home-made cakes, throughout the year, and it's plenty of parking, a rally driving a good place to fly to if you're going to the Silverstone Fomula school, the LAA's head office, 1 or MotoGP. The Vintage Aircraft aircraft resprays and aircraft Club host several events there. maintenance on-site Next is the Vintage and Classic Day, September 19 Turweston Flying Club offers PPL and JAR courses, plus IMC, Turweston Flight Centre, Night Qualification, aerobatics Turweston Aerodrome, Brackley, and formation courses. Northants, NN13 5YD. Tel: 01280 01280 701167 705400 (TWR/Admin)

Hopefully your instructor taught you early the importance of airmanship




Leaving With the investment from the owners this airfield will be here for years, just getting better and better!


Are you ready for one of the most rewarding experiences in Aviation?



The Trans-Africa Flying Safari, taking to the skies early 2011. AIR SHOWS

For more details and on our Libyan and Algerian Safaris go to or contact Sam Rutherford on +32 475 930232,

4 OSHKOSH... MY GOSH! A snapshsot of the biggest event of the year for pilots of all types

16 GEAR: SCIENCE MUSEUM One of the most fascinating days out for pilots and kids alike

6 TECNAM’S 172 RIVAL Italian firm reveals plans for a four-seat high-wing

18 GEAR: PILOT TOYS Leave your wings behind at the office door? Try these

9 SOLAR SUCCESS Major milestone in the search for emission-free flight

20 TECH: IMPORTING AN EDGE One man’s tale of bringing his dream aircraft across the Atlantic

11 BOB DAVY How chance meetings snowball into major projects

36 AEROS WITH ALAN The world’s best writer on aeros searches for some balance

13 DENNIS KENYON The nicest man in rotary lifts the lid on working with Hollywood

52 PLANE CRAZY So, how do you go about creating a rocket-powered one-man heli?

14 INCOMING Your space for opinion, pictures, and some self contemplation

66 INSTANT EXPERT The Eurostar EV-97 microlight under the microscope

ALAN CASSIDY MBE p36 Alan gets his weights and measures out this month, as he a addr ddr addresses the issue of balance and a nd C of G in aeros flight – the diff d iff ffer ffe er erence between ‘Hmm...’ and ‘Bravo!’ in figures. and

NICK N ICK HEARD p46 ‘Airm irmanship’ irm is one of the u unqu nqu unquantifi ables in being a good pilot... one just knows good when a good pilot has it. Nick when llays ays oout some basics in aid of ay iimproving impr mpr your own.




PILOTS that own a share in a PtF aircraft who had to rent another aircraft for paid-for refresher or training flights can now use their own aircraft, after a CAA rule change.


New aircraft, new designs, new manufacturers, new gear, more spectacular shows... No matter what the economyy throws at it,, Oshkosh rises to the top p


HE world of flying and aircraft manufacture might still be trying to pull itself out of the downturn, but no matter what the state of the world’s economies the EAA AirVenture Show at Oshkosh once again surprised and tempted in equal measure. As usual the show saw all-new designs from manufacturers in the US, Europe, and the Far East, a hatful of news from existing

firms, and a raft of new product launches and updates. Among the new designs were: • The French Cobalt Co50 five-seater (see LOOP, July), which wowed showgoers with its V-tail pusher-prop design, and cavernous clamshell cockpit. . The firm had already received 500 expressions of interest from potential buyers before Oshkosh. Designer and company boss David Loury said: “People

have shown such strong interest already. We nearly didn't come because I wanted a flying version, but I'm glad we did!” • The Korean Aerospace Industries KC-100, a four-seat SR22-alike low-wing. KAI may be new to GA pilots but it is a huge state-backed firm with 3000 staff and turnover near a billion dollars, more used to building fighter jets like the F-15 and F-18, and Bell helis, under license.

The KC-100 will be allcomposite, with a 315hp TCM sixcylinder engine, Avidyne Entegra avionics with autopilot and TCAS as standard, a 240kt max speed, 1320nm max range, and 500kg payload. • A wacky one-seat rocket-powered heli, which runs on hydrogen peroxide and powers the rotors by venting

rocket gases through the rotor tips. The builder says it is as easy to fly as a Robinson R22, and it

MAIN: This DC-2 guested at a mass fly in of the better-known DC-3... it's the only flying example in the world, and was simply beautiful in the sun

One of a fly-in of more than 20 DC-3s

Another Yuneec electric aircraft, the Viva


New Bose A20, deposes X as Bose's best

The Koreans are coming! KC-100 like SR22




GOOD news for GA growth in China, after Government indications strictly controlled low-level airspace may become easier to use. Presently, there's only 1000 Chinese PPLs.

GHOSTS in the machine mean we printed in an earlier issue the retail cost of the Mid-Continent Instruments MD835 emergency power supply as $1500. The correct cost is $4040. Apologies to all.

5 MINUTE READ... could be used for crop-spraying of medevac missions. • A version of the Flight Design CTLS lightweight, floats fitted. • An electric version of a Sikorsky 300C heli, from the factory. • A new self-launching two-seat electric-engined motor glider from the Chinese aircraft firm Yuneec, the Viva , due for sale within 18 months. • A redesigned second prototype from flying car firm Terrafugia, with cleaner lines and a redesigned tail. New kit to equip your cockpit or aircraft panel included: • A brand new ANR headset from Bose, which replaces the legendary Headset X at the top of its range. The X has been the standard setter in headsets since its launch in 1998, but after rivals closed the gap with their own

• A Garmin innovation called

...all-new designs, a hatful of news from existing firms, and a raft of new product launches and updates... noise-reduction technology and extra features like Bluetooth and compatibility with devices like mobile phones and MP3 players, Bose’s new design is meant to put clear water between them and the rest again. The new set is called the A20, and features Bluetooth connectivity to mobiles, and an auxiliary input to link it to other devices, as well as improved noise cancelling and better comfort. It is on sale now in the UK at £995.

ESP, a ‘sixth sense’ stability augmentation system which links to auto-pilots in the G1000 and forthcoming G3000, and detects when a pilot is potentially losing control or dangerously inattentive in hand-flying situations, and intervenes to keep the aircraft safe. In addition, it can ensure the the aircraft is not inadvertently pushed beyond its V-number design limitations, and work to eliminate stall situations at low speeds. Its list cost as an upgrade is $17,995. • A similar ‘flight envelope protection’ system appeared on Avidyne’s DFC90, which will return an aircraft to straight and level flight, and also work to prevent overspeeds and induced stalls.

• A new GPS from Avmap, the

EKP-V, with a 7-inch screen, a slimmer case than the EKP-IV, and improved connectivity with other onboard systems. It will cost around $2000 later this year. • Software updates for Aspen’s EFD1000, which features synthetic vision and the ability to act as a back-up panel if an aircraft’s instruments go down. Meanwhile, other news at the show included the muchanticipated return of former Cirrus boss Alan Klapmeier, who split from the firm last year. He returns to aviation heading a new firm developing the British Kestrel turboprop. Read more about all these show developments, and tons more, in our Oshkosh Special (see box below).

SPECIAOSHKOSH LO As putti in previo N THE W n g A editio toget us years , LOO Y! air n bring her an P

O i craft , new ng you the shkosh spis g storie ear and m best of th ecial e Keep s o an ey from the st intere new s e e ting v p e ee inbox n for de led on yo t. u t r Also, it will ge ails of how email chec t to y for da k www.LO ou! O ily vid eo re ports .

Get a quick fact fix... QUOTE OF THE MONTH “I started my first business at age 15, so by the time I turned 16 I had some money to start learning to fly!” New EAA President Rod Hightower – a successful business leader prior to his new role – on his love of flying WHAT THEY SAID... “The turboprop is the first model, and we’ll see what comes after that… There’s a possibility that Kestrel will have other designs in the future.” Ex-Cirrus boss Alan Klapmeier, deftly handling enquiries as to whether there is a single engine jet design on his ‘to do’ list at new firm Kestrel “When Alaskans in a remote village require medical treatment at a hospital, most frequently they travel to a larger community via piston engine aircraft.” US Senator for Alaska Mark Begich, claiming the state should get a dispensation to retain leaded fuel in the future. Will anyone else try? STAT ATTACK

The search for the EAA's new President in numbers 5 Number of years taken to find the right man 700 Candidates interviewed 6 Final shortlist 21 Number of years he has been an EAA member 160,000 Number of members he now leads

An electric heli concept from Sikorsky

Cobalt Co50, one of the shows stars

New Terrafugia flying car design much neater

GA growth in China in numbers 20% Expected growth in Chinese GA by 2020. 898 Privately owned GA aircraft. 3412 Predicted privately owned GA aircraft in 2015. 10,000+ Predicted privately owned GA aircraft in 2020. AUGUST 2010 LOOP 05

FRONTEND An Italian take on the classic high-wing four-seater concept. Nice!


Cessna has a new rival on its hands as Italian firm reveals four-seater


ECNAM has revealed the design of a new sleek four-seater aimed squarely at Cessna’s 172. The new high-wing, called the P2010, will slot into the firm’s growing range between the recent P2008 LSA single, and P2006T twin. It is at the design stage, and will be displayed at 2011 Aero Friedrichshafen. Its fixed-gear composite design echoes other P20XX series models; they all came from the pen of Luigi Pascale, who established Partenavia in the 50s. The wing is based on that used for the two-seat P2008, with an enlarged wingspan to give extra lift.

Its numbers and spec appear to have been drawn up with Cessna’s stalwart 172 – and even 182 – in mind, but benefiting from weight saved by using composite materials (though the wing and all-moving elevator are metal). The target MTOW for the P2010 is 1160kg, giving a maximum payload of 450kg. That compares with 344kg max payload for the basic 172, and 438kg for the 182. Speed is comparable too: the Tecnam’s cruise will be 133kt, against the 122kt of the 172 and 150kt of the base 182. The Tecnam even uses the same engine as the smaller Cessna, the four-cylinder Lycoming IO-360 (the larger 182 uses the six-pot

This pilot seems to be 7ft tall, but you get the idea... 06 LOOP AUGUST 2010

P2010 NUMBERS PERFORMANCE MTOW: 1160kg USEFUL LOAD: 450kg CEILING: 15,000ft RANGE: 660nm CRUISE: 133kt (75%), 128kt (65%) CLIMB: 1050fpm ENGINE: Lycoming IO-360, 180hp TAKEOFF: 245m LANDING: 200m SPECS EMPTY WEIGHT: 710kg HEIGHT: 2.64m LENGTH: 7.54m WINGSPAN: 10.5m WING AREA: 14.6 sq-m CABIN WIDTH: 1.2m CABIN HEIGHT: 1.22m

IO-540) making it an even more obvious alternative. Using the 180hp Lycoming not only gives considerably more power than the Rotax engjnes featured in the P2008 and P2006T, but will likely make American buyers more open to it too. For the pilot and occupants the goal seems to be roominess, and a high standard kit spec in analogue or digital. Cabin width is a good 47.5in, while there is a third single passenger door for rear occupants. Tecnam say of the P2010: “Utilising both carbon fibre and metal has allowed Professor Pascale to optimise aerodynamic quality and reliability. Carbon fibre ensures smooth surfaces and allows for an elegance and styling you would expect from Italy. Metal is used for the wing and stabilator to provide further strength and stability.” There’s no mention of price yet, but UK Tecnam distributor Andy Patsalides dropped a major hint when he said: “Look at the cost of the P2006T twin, half the price of something like a DA42. That gives you an idea...” The current base price of a Cessna 172 is $390,000.

Huge interest in 2006T WITH the first UK P2006T twin now in service at White Waltham, what’s the interest been in it so far? Phenomenal, according to Tecnam’s UK distributors – and not just from schools. The aircraft is already being used for flight training, and all the talk when it was first shown at events and shows was how it would appeal to schools thanks to its relatively low purchase cost, and its low running cost because of its fitment of two Rotax 912 engines. The firm didn't seem to predict strong interest from owner-pilots to make their first affordable step into twin ownership, but there has been a rush of enquiries in the UK, say the firm. Andy Patsalides said: “As a trainer there has been real strong interest because of its economic advantages, but there have been many more enquiries than we expected from pilots wanting to buy for themselves or a group, with no commercial intent.”

Tecnam twin is gathering unexpected interest


HENSHAW RECORD ATTEMPTS GO HEAD-TO-HEAD THIS is the Glasair Super IIS in which Tony Smith hopes to claim the solo record for the iconic London-to-Cape Town-to-London roundtrip in a single-engine aircraft. An accidental battle is shaping up between Tony and Steve Noujaim for the record, with both planning attempts in September on the record made famous by Alex Henshaw in the legendary Mew Gull in 1939. Noujaim was forced to postpone his attempt in a Van’s RV-7 last April, with a new attempt scheduled for September– the same month as Smith! If you recognise Smith’s name it’s no surprise – he is boss of the famed Real Aeroplane Company at Breighton, and one of the few entrusted to fly Henshaw’s Mew Gull in air displays today.

The record time he and Noujaim are aiming for is 4 days, 10 hours and 16 minutes there and back. The record leapt back into the spotlight during the 70th anniversary year in 2009, with Noujaim’s effort gathering pace, and then the setting of a quicker time by Chalkie Stobbart on the reversed north/south version, starting in South Africa. Smith said: “There are quite a few modifications being made to the Glasair, involving injectors, electronic ignition, propeller, aerodynamic tweaks to the airframe and every superflouous item of kit, including spare seats, is being removed to save weight... and perhaps to make way for a crate of Red Bull! "All superfluous comforts and embellishments are gone.” The passenger seat has been

removed and the instrument panel looks very different with gaping spaces and wires everywhere in anticipation of various electronic gadgetry being connected. “The only significant change to the exterior is the new MT propeller, a lovely piece of

TO those of you young enough to still aspire to being a fighter pilot... hurry up. This is a look at the shape of military planes to come, and unfortunately pilots aren’t part of it. This is the prototype ‘Taranis’ UCAV – Unmanned Combat Air Vehicle – unveiled by British defence firm BAE Systems last month, which is a blueprint for the next generation of fighter planes after the likes of the Eurofighter have been superseded. We have got used to pilotless UAV drones being used for

surveillance and even ground attack work in Afghanistan, but the Taranis would take the unmanned concept a stage further and be able to be sent into combat against other aerial targets: enemy planes. It’s been in BAE’s skunkworks since 2006, but should make its first flight next year. It would be ‘piloted’ in most cases by an operator linked via satellite, in theory from anywhere in the world. But the BAE blurb also mentions ‘full autonomy’; the likely plan is that it can fly and fight for


IT’S another case of ‘I liked the plane so much I bought the firm...’, this time at Lancair. New boss and majority shareholder Gene Wolstenholme is an owner and pilot of one of the fast turboprops, and has installed son Robert as CEO. The firm will focus on its homebuilt turboprop kits, with some 24 orders lodged to get going with. Former boss Joe Bartels has resigned but still retains a stake in the firm.


Tony and his Glasair face human and logistic rivals for the record



kit. All being well the aircraft should be up in the air where it belongs in a couple of weeks and a period of rigourous testing is scheduled to follow.” The project is still seeking backers and sponsors. See the website for more details.



itself, within given operational limitations one hopes. The attraction to the MOD and others is the lower initial cost of an aircraft that doesn’t need a life support environment, or the long-term outlay on training fast-jet pilots. Operationally, it would be able to endure far higher dynamic extremes than a piloted aircraft, thanks to the lack of all that pesky rushing of blood and G-LOC. The question is, though: will it request digital permission for a fly by?

ALL ROUND VIEW INSIDE AN online tool used by an aircraft sales firm is proving a draw to interested buyers – and plane spotters too. Images of plane interiors and cockpits are morphed together to create a 360-degree view of a cockpit, which the website allows you to ‘direct’ like it is a live camera feed. It gives a much better idea of condition, so useful if you are looking to buy. But, we found it just as fascinating to have a virtual root round cool aircraft!

A RECENT letter sent to union members at HawkerBeechcraft’s facility in Wichita, USA, has seen predictions of anything up to 75% of the firm’s staff there being laid off and work transferred eklswewhere. Union bosses warned workers the firm was looking at up to 4500 of 6000 posts. Hawker said the meeting was, “To update the union leadership about serious challenges it faces during these unprecedented economic times. These conversations have included a spectrum of possibilities for the company’s future footprint and the likely impact on its workforce in all its locations.”



When Tron met Top Gun... Sounds like a bad film plot, but it’s happening

FLYING adventurer Sheila Dyson needs a new co-pilot for her epic global circumnavigation in a Cessna 182 in April 2011, after her planned co-pilot was forced to pull out. The flight, in aid of eye charity Orbis, will go eastwards via Australia and could take up to three months - so personable characters are a must! She said: “The co-pilot should be a mature, reliable individual with a keen sense of adventure and fun! He or she should also have an FAA IR. Email details to


LIKE to run your own aircraft company? Murphy Aircraft of Canada, makers of various kitplanes, is selling its Renegade line of biplanes. A previous deal to sell up fell through, so it’s back up for grabs again. The deal includes all plans and rights, any ongoing sales leads, machinery, tooling, a part-assembled aircraft, training, and design and ongoing consultancy from Mr Murphy himself. More via AUGUST 2010 LOOP 07




Swiss Solar Impulse team stay aloft for more than a day on electric power alone


HE advanced sunpowered Solar Impulse project completed its latest major test with flying colours last month, after it flew for 26 hours non-stop using battery power topped up by the sun.

The gangly aircraft with the 207ft wingspan took off in the early morning sun above the Swiss Alps, its four electric engines fed power by 400kg of batteries which were in turn topped-up by power derived from 12,000 solar cells.

The object of the flight was to see that the aircraft could fly through all day, yet harvest enough additional power to top up the batteries enough that it would be able to fly through the night until morning and the next dose of energy-giving sunlight. Dawn over the mountains... and the start of a new era?


BONHOMME ON VERGE OF TITLE No.2 THE shock cancellation of two of the final three rounds of the 2010 Red Bull Air Race series has put Paul Bonhomme on the verge of retaining his title. Rounds seven and eight, scheduled for Hungary

and Portugal, were shelved because of organisational delays, meaning the German Lausitzring race this month will decide the title battle. Bonhomme holds a five point lead over Hannes Arch, and six

Bonhomme was awarded the prestigious Segrave Trophy by the RAC last month, becoming the 60th recipient of the trophy named after former fighter pilot and F1 driver Sir Henry Segrave.

points over Nigel Lamb, so it’s open to all three to win. Bonomme could be the first champion to retain his crown, but is approaching the race just like any other: “Business as usual... no comment except let’s see how it goes.” Arch needs a win, and to rely on Bonhomme not making the last four. He said: “I want to be first and not second. The championship is definitely still within reach. Paul has made mistakes before. And we all know how fast a screw-up can happen in this race.” Lamb is more focused on getting his first series win than expecting the title to come his way, and said: “If I’m on the podium for the championship that’ll be great but to be honest, I’d rather win a race.” See footage on LOOPTV.

The team at first hoped to set a new record for the longest solar-powered flight – 15 hours – before aiming at the 24-hour mark. After that, anything was a bonus – as was a comfy chair upon landing for solo pilot Andre Borschberg! Borschberg didn’t see a great deal on his flight, staying within glide range of Switzerland’s Payerne airport from where he took off, just in case. Altitude peaked at 28,000ft, with the aircraft’s VNE just 75mph. After, he said: “I’ve been a pilot for 40 years, but this flight has been the most incredible one of my flying career. Just sitting there and watching the battery charge level rise and rise thanks to the sun… “And then that suspense, of not knowing whether we were going to manage to stay up in the air the whole night, and finally the joy of seeing the sun rise and feeling the energy beginning to circulate in the solar panels again!” Project leader (and ‘Plane Crazy’-ist) Bertrand Piccard has set a goal for a round-the-world

flight in a larger two-seat Solar Impulse in 2013, with just five stops along the route. The idea is to show low emissions flight is achievable, and that the power of the sun can be utilised to boost flight times. He said: “I think this was the night that lasted seven years, how long we have been working on this! It is a great tribute to all the engineers and people that have worked on it. “This is the result of so much work, and dreams and hope. It might look easy, but I promise you it is the most difficult thing that can be made. The goal of the project is to have a solarpowered plane flying day and night without fuel. This flight is crucial for the credibility of the project.”

“Yes, but where’s the loo?”


'BAREFOOT BANDIT'AND THE MISSING CORVALIS THE teenager who shot to infamy in the States for being suspected of stealing several aircraft – despite never having a flying lesson – has been apprehended in the Bahamas… not far from a ditched Cessna Corvalis. Colton Harris-Moore, nicknamed the Barefoot Bandit, became an internet phenomenon for evading the police for years by means of, amongst other things, stolen aircraft. He crash landed every

Corvalis: to compare to SR22?

Harris-Moore: crashed again one, but never sustained injury. Love him or hate him, he certainly has taste in metal, being linked to the theft of two Cirrus SR22s, a Cessna 182, and now the $600,000 Corvalis. After ditching that, it is thought he made off in a large boat. He has said previously that his only flight training came from reading books and studying online manuals and guides. Expect a film soon. AUGUST 2010 LOOP 09


*RRP. Subject to change without notice.


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SOLAR storms bombarding the Earth with streams of electrons and other charged particles are likely to cause disruption to GPS signals during 2011, say NASA.

Special image of solar storm

Richard Fisher, head of NASA's Heliophysics Division, said: “The sun is waking up from a deep slumber, and in the next few years we expect to see much higher levels of solar activity. “At the same time, our technological society has developed an unprecedented sensitivity to solar storms.” The US National Academy of Sciences highlighted the problem two years ago in a landmark report warning of the problem.



KOREA is developing a single engine piston aircraft to rival the Cirrus SR22. Korea Aerospace Industries (KAI) has been working on the KC-100 four-seater since 2008, targeting Korean, EASA and FAA type certification by 2013. It will be powered by a turbocharged Teledyne Continental TSIOF-550 engine with FADEC rated at 315hp,

fitted with a Hartzell ASC-II advanced composite, 3-blade propeller. The airframe will be all-composite, cabin spacious and a maximum cruise speed of 240kt is claimed. Other details released so far include a maximum takeoff weight of 3600lb, a maximum payload of 1100lb, and a maximum range of 1321nm.

Another composite four-seater in the works, this time from Korea NEW IDEAS


SOME of America’s top aerospace brains have come up with some revolutionary ideas of how commercial aircraft of the future will look and be constructed. An 18-month NASA initiative asked teams of engineers from industry and others from leading universities to come up with concepts for the year 2030, including a special look at supersonic air travel. Teams from Lockheed Martin and Boeing evaluated market conditions, design goals and constraints, conventional and unconventional configurations,

and enabling technologies to create proposed roadmaps for research and development. Both teams produced concepts for aircraft that can carry more than 100 passengers at cruise speeds of more than Mach 1.6 and a range of up to 5000 miles.

Lockheed’s supersonic design



LO O P ' s m a n w i t h a tt i t u d e a s w e l l a s a l t i t u d e WITH reference to little Tank Engine for him, acorns growing into because Ed’s got a family giant oak trees and the of fans. Ed then asked six degrees of separation to draw a cartoon of The little CG Rob theory, how do you a Mustang with a face on aero planes a paper napkin, because connect a line drawing on a napkin, a P-51, actually ‘fly’... Ed’s a big P-51 fan too of Duxford, Hollywood, course. Several months eg they go India and a steam Ed happened to round corners later engine? Bear with me. be at a meeting at the using bank We had a fantastic Lucas ranch back in the weekend at Waltham, rather than flat USA (umm that’s George the third one in July. The as in several Lucas, Star Wars) when weather was perfect, napkin with the P-51 $100m feature the the backdrop to the fell on the floor in the films I could presence of someone very whole weekend was the Farnborough air show high up. mention and, best of all, the Great This person liked the War ‘flying circus’ made our image so much he had a word airfield their base. with George and decided to It was great sitting under a commission a pilot TV show. marquee in the garden; the sight The pilot was made by a CG team of a line of parked WW1 fighters, in Mumbai. For the soundtrack the sound of canvas flapping in they commissioned a man called the breeze. James Roy Horner – he did the Several times I had a time warp soundtrack for the Titanic and moment. It was a bit like arriving Avatar, the two highest grossing in Norwich: set your watch back films of all time. Blimey. 90 years. It turned out that the It’s called Mike DA Mustang Nieuport 17 recreation was being and concerns the adventures of a flown by its co-creator, Rob group of airshow aeroplanes at an Gauld-Gallier (with John Day airfield somewhere in the USA. he also built the Fokker Triplane Because the creators are pilots and converted the two Junkers the little CG aeroplanes actually Monoplanes) who also happens ‘fly’... eg they go round corners to be the boyfriend of a friend of using bank rather than flat as in mine, the Fighter Collection’s several 100 million dollar feature Jane Larcombe. films I could mention (Pearl What I didn’t know was that Harbour and the Howard Hughes Rob is a professional artist and one for instance). art director, specifically the art Just as good is the noise. Mike director for the long-running DA Mustang sounds just like children’s television series the real thing, complete with Thomas the Tank Engine. This is whistling gun ports when he pulls the show responsible for millions G. That’s because the noise IS the of 21st century children telling real thing. And the Red Bull-style their parents that when they grow racer makes a loud farty noise, up they’d like to be a train driver, again just like the real thing.. on steam engines. The windsock is a sexy female I fell into a conversation with who comments on the landing Rob and it turns out he’s party and the clouds below together to the creation of a pilot episode when the weather’s turning nasty. for a new aeroplane TV show. It’s enchanting. Rob was having a G and T in My wingman’s kids have to Jane’s kitchen after the Legends watch every evening before weekend last year. Also round the bedtime. If you Google ‘Air Show table was Ed Shipley, one of ‘The Buzz - Mike DA Mustang’ or Horsemen’ P-51 display team scroll down through the clips who also runs a website called Air on the site you’ll find it. You can Show Buzz or ASB. pretend that you’re doing it to Jane told Ed about Rob and show the kids but I bet you’ll end he drew a sketch of Thomas the up watching it anyway.

BOB ON THE NEWS ON the same theme another flying friend abroad has got a really nice Twin Beech 18, which is so nice he decided to take two months off this summer to fly it around Europe. Being well organised as well as a bloody good pilot he asked the allegedly reputable engineers who maintain it to get it ready a year ago. When he arrived to fly it he found it untouched since he last flew it over a year ago – that tyres deflated, grass growing up round the tail sort of thing. The not particularly embarrassed engineer told him he’d have it ready in another couple of weeks. Another friend who also works in the film industry then contacted him and asked if it could be used in a film. My friend said yes sure but not for a couple of weeks. The film guy said they could probably delay until the Beech was ready but being safe he called the engineer himself. The engineer told him a month or so if he’s lucky. So, no film (and films pay well) and by the time it’s fixed my friend will be back on his way home. If anyone knows a reliable engineer who has round engine time and can work to a schedule can I have the phone number? I’ll pass it on. AUGUST 2010 LOOP 11





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


AMERA … LIGHTS … ACTION! Or something like that. Yes, it’s time to look at my movie career flying helicopters in films! During 40 years or so flying helicopters, I’ve been plunged into more than a few hairraising moments where the only thing that seemed to matter to the Director was getting the shot ‘in the can’. But we all know only three things really matter in flying: safety, safety and more safety, and I’ve refused to fly outside my personal safety box if I’m not 100% happy. One was a simple lift-off out of a derelict building. “No problem,” I said, “but we need to clean up the site first.” The reply surprised: “We’ve spent half the morning laying the dust and dirt for the shot!” I lost a £1500 fee when I refused to fly a B206 through a polystyrene wall for an advert, deciding it was a no-go. Later I saw the ad, in which the pilot simply ran the skids through the top section. Some skilful cutting did the rest and I learned a bit more about aerial filming and getting jobs! The daftest suggestion? Would I fly a helicopter out of the rear section of a giant Galaxy transport aircraft doing 100kt… The money was

tempting, but no. I bet one day another pilot will! Top in aerial filming has to be the incredible Marc Wolfe, of ‘Flying Pictures’ fame. Marc conjured the ‘Cliffhanger’ helicopter climax with the skids tethered to a mountain peak, and many James Bond epics such as the spectacular skiing/skydiving opening to The Spy Who Loved Me. Marc’s film achievements are endless and Cubby Brocolli would insist on having Marc direct his aerial team. My dear mate Mike Woodley has also been involved in many a top aerial sequence – it’s his Boeing 747 nonchalantly parked on the perimeter track at Dunsfold where Top Gear film. Mike introduced me to the world of film flying and we go back to the mid-70s. Even simple filming jobs can become unusual. In Morocco, I found myself holding a 175ft OGE hover for over an hour. As ‘story ship’ my task was to hold station in a Hughes AH6 above Bob Zee in a similar helicopter. Jerry Grayson’s ‘TwinSquirrel’ camera ship was 100ft above me. I look down to see… a group of kids throwing rocks at Bob, not far from

making a dangerous contact! Security soon had the rascals rounded up, but the kids were back the next day armed with a catapult made from an inner tube. Before I could transmit a warning, Bob radioed, “I’ve lost my tail rotor … I’m going down!” while dropping in a starboard spin. A direct hit on the tail rotor usually results in a crash, but he managed to bring it down safely. Amusingly, I don’t suppose it would have done much good to tackle the boys to enquire which was responsible, but I can imagine the banter at school after actually causing a ‘Black Hawk Down’.

I look down to see… a group of kids throwing rocks at Bob Zee, not far from making a dangerous contact!

So how does one break into film work? Mostly it is the usual ‘right place at the right time’, combined with a slice of luck: I got Black Hawk Down because the first pilot had to pull out. To be considered for film flying, bring the company name to the film industry’s attention. Often non-technical agencies will canvas the aviation trade and simply select on price. It’s often worth getting the job just to get started, but that’s likely only to be minor TV commercials and similar. The major movies go to experienced professional companies and pilots they have used before and know will get the job done. The TV stations, news agencies and the newspapers have lists of approved helicopter operators, with an increasing use of helicopters covering sporting events, and there are many highly experienced companies competing for the business. But film flying isn’t always exciting, and can be many hours standing round waiting… for the right weather, technical crew, prop placement, for the previous shot to

be completed… you name it. Tasked to film Magellan 2000 for Bavarian TV at Bibury Court in Gloucestershire, I arrived in a Hughes 500 as required at 07.00 all polished and ready to fly. The shot was a steep approach and land, pick up an actress, then a rapid, escapelike towering take-off. Having stood around all day now with darkness closing in, I ventured to tell the lady with the call sheet that it was about to get dark! “I don’t want to fly until it’s dark,” was the terse reply! Another aspect of film is the number of ‘takes’ routinely required for a few seconds of film time. On Black Hawk Down, Bob and I made a dozen close formation flights in front of a setting sun, Ridley Scott calling for more and more until he got ‘the shot’. The film was costing £250,000 a day and that scene alone took two days; it was used in the film for less than 2s! On occasions a whole day’s flying might end up on the cutting room floor. On a humorous note, Bob and I flew ever tighter formations to achieve the required shot, I nicely tucked in one rotor distant from Bob’s rear. “Are you in position?”, Bob radioed. “Yup,” I replied, “I’m right in behind you… just don’t fart!” AUGUST 2010 LOOP 13


A Twister shout SINCE its UK debut, Silence’s Twister has sold barely one a year, despite great wall to wall coverage. Alan Cassidy suggests improvements to enhance competitive aeros, but I feel aeros emphasis has caused the slow take-up of this superb little fighter. The Twister was originally designed as a microlight with only slight consideration to use in aeros. After my first Twister flight I felt several improvements could be made, such as improved roll rate. But, after nearly 300 hours of fun flying, including touring and lazy aeros, my conclusion is the Streiker brothers got it just right ! 99% of the time most Twisters are doing lazy aeros or long touring legs, for which

Owners can’t say enough good things about the Twister... fly one, and you’ll soon see why

the current setup is perfect. The danger of the big engine/ dropped suspension/big aileron route is ending up with the dreaded “hotrod Corsa” scenario. If your main goal is to be scored for your humpty-flip manoeuvres then an SIS or One Design will do it twice as well for half the price; but if you are want a superb, fun to fly allrounder, the Twister is hard to beat. Nic Hart

Nic wins... A host of very cool Jeppesen flight goodies!

Mogas, less cash

CROSSWORD#21 LAST MONTH’S ANSWERS ACROSS 7 Human Factors 8 Wapiti 9 Anoxia 10 Biofuel 12 Naval 14 Strut 16 Banshee 19 Sweden 20 Nickel 22 Netherthorpe DOWN 1 Puma 2 Tariff 3 Officer 4 Eclat 5 Bogota 6 Estimate 11 Into Wind 13 Magneto 15 Update 17 Sector 18 Inlet 21 EGPO ACROSS 7 First time a new type flies (6,6) 8 Expect some as passengers on a 7O- registered aircraft (6) 9 A closed structure for aircraft storage or servicing (6) 10 Possession of qualities required to perform a task efficiently (7) 12 This small biplane designed for home building by Harris Woods first flew in 1973, with open cabin, tricycle gear, and T-tail (5) 14 A line which crosses successive meridians at a constant angle (5) 16 North Yorks home of 100 Sqdn RAF and the Northumbrian Universities Air Squadron (7) 19 In mechanics: a significant force or shock over a short time period (6) 20 To provide for compensation in the event of damage or loss (6) 22 What the Tristar, 727 and JU52 have in common (5,7) DOWN 1 Manufacturers of the LA-4-200 Buccaneer amphibian (4) 2 Disused airfield in Angus that housed the US Navy’s Cold War


Direction Finding (HFDF) network (6) 3 Unpleasant emotion experienced in anticipation of some potentially difficult in-flight circumstances (7) 4 Iconic US airline HQ’d in Honolulu; ceased ops on March 31, 2008 (5) 5 Imaginary line connecting points on the Earth’s surface where the magnetic declination is zero (6) 6 Boeing type, came to grief landing when promoting premiere of the new ‘Legends of Flight’ movie (8) 11 Descriptive term for an aircraft that is abnormally large and powerful. An Antonov-225 or A380 for example (8) 13 Boulton Paul’s WW2 “turreted” fighter (7) 15 Deficient in amount, quality or extent (6) 17 A block of the Earth’s crust bounded by faults and shifted to form peaks of a mountain range (6) 18 Anything banked turn more than 45-degrees could be called this (5) 21 Professional body dedicated to promoting the interests of the aerospace community (Abbr) (4)

14 LOOP AUGUST AUGUST 2009 2010 05

ALWAYS look forward to LOOP and the Mogas debate is very close to my heart. Last month I collected a 150 and was discussing Mogas with the engineer. He informed me that the aircraft would be perfectly OK on Mogas and most engines are – but check the manual! On honeymoon in Malta shortly afterwards, I had booked a 150 to fly around the island but ended up in a 172. When it came to filling up

From a Maltese Mogas 172

I came across the placard in the picture (incidentally it was +26C). Yes the Maltese fly on Mogas (Avgas is £2.85 per litre) and in temperatures well above what our CAA say are no go zones. Furthermore, they have to cross to Sicily to begin flight training, a journey of 70 miles over water at the start and finish of every lesson, all without a problem as far as I was told. The things to avoid are alcohol added fuels, so no bio fuels yet. I am told that my local field will be stocking Mogas soon, but I won’t say which one unless the rumour mill is wrong! If anyone is going to Malta the Malta School of Aviation looked after us superbly and although it only takes an hour to do the whole place Italy is under an hour away. Another thing is I came across

was an issue of Clued Up from the CAA, which has some excellent articles in and as a safety leaflet does an excellent job. Simon Howe As you say, Simon, always check the manual. One issue with Mogas is lack of uniformity across national ‘blends’ of petrol, so what works from one country might not be ideal in another. But, expect to see more and more aircraft make the Mogas modification.

Lovely Rapide RECENTLY Shoreham Airport hosted an Art Deco weekend, which included a chance to enjoy pleasure flights in Air Atlantique’s absolutely lovely Dragon Rapide.


I’m sure there’s something missing. Ah yes... floats! TJ

In the theme of recent car vs plane interactions, finally the car comes off second best! Dan Rowlands, email

No, it’s not a Sopwith, but it is a camel. Roger Finn


SPEAK OUT! BE HEARD! MAKE A POINT! EMAIL YOUR WORDS TO LOOP. DON'T BE MUTE. There’s little to beat flying in a vintage 1930s aircraft whilst watching the Sussex coast drift by far below you. Worth every penny! When the aircraft returns at the weekend 31st July-1st August I’ll be up again! Jill Cowles, Shoreham-by-Sea

Air Atlantique’s sweet Rapide

A twitch in time ON MY land there is a lake of circa one acre and I love to watch the big birds like swans and geese landing and taking off. As the longest stretch of clear water is only 100m these large birds have to use all their flying skills to get in and out. In fact the swans once in have to await a favourable head wind in order to be able to fly out. I obviously learn a lot from observing their flight but they do on occasion make mistakes just like us human flyers. The other day two geese decided to fly in and join the two swans and two geese already on the lake. In their haste to get down they attempted a downwind landing with a 7kt wind up their jacksies. Despite using all their braking techniques they used up nearly all the available water before touching down and careering into the other birds. Much screeching and flapping of wings ensued. I guess that they learnt a lesson and so did I: best not to try downwind landings in our aeroplanes! Jim Cripps


Interested at the weight changes allowed for the Terrafugia. Will it look a bit nicer as a result? Great idea, but no oil painting! Geoff Pegram



CAN I direct pilots to a petition set-up under Nick Clegg’s initiative to remove old laws. Our club proposes the need for Ulster pilots to file a GAR report, with 12 hours notice, be removed. It compromises safety by undermining a pilot’s ability to make the right choice in-flight to respond to weather. It was one of the more obscure effects of the 20th Century fight against the IRA, which has no need today. Click to yourfreedom. and search for ‘GAR’, to support the petition. John Hughes

I do like the look of the new French Cobalt [LOOP, July]. Very modern. Good luck to them in France!

Rod White

Fine words from Dennis Kenyon. Little makes my alarms ring as much as a pilot showing off. Leo Inziger


+ METAL First-look at new models + KLAPMEIER! Mr Cirrus is back + ESP Garmin's 'sixth sense' for pilots +





1 6 2 A I R C R A FT A N D S H A R E S F O R S A L E I N S I D E L O O P M A RT + TECNAM New four-seater + 3D! Science Museum special + GEAR Show off at work +

ISSUE 59 ISSN 1749-7337 LOOP Publishing (UK) 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 Publishing (UK) 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 Helen Rowlands-Beers E: Creative Director Bill Spurdens E: Art Director Dan Payne E: Chief Photographer David Spurdens E: ADVERTISING Sales Manager Dave Impey T: 01223 497067 E: Key Accounts Lotte Smit T: 01223 497060 E: LOOPMart Classified Sales Ryan Coogan T: 01223 497791 E: LOOPMart Classified Sales Rosy McQuillan T: 01223 497063 E: LOOPMart Aircraft Sales Chris Wilson T: 01223 497060 E: Commercial Director Gary Stodel 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, Phil O'Donoghue, Paul Bonhomme AUGUST 2010 LOOP 15



Science Museum is a unique mix of entertainment and history in one spot – great for all ages


With 3D films, 360° flight sims, and cross sections of Jumbos, the Science Museum has a whole floor dedicated to flight. LOOP sent ever-young Dave Rawlings along to rediscover his inner child


OW the summer holidays are in full swing, parents everywhere can be found pulling their hair out or cowering in a corner wishing September's school term would hurry up and come around. But there is hope. The Science Museum in London's south Kensington is a fantastic place for children of all ages and has many new features this year to add to its wide array of exhibits dedicated to flight. Irrespective of age, anyone with an interest in aviation will find something to wonder at. LEGENDS OF FLIGHT 3D This is the biggest and newest

exhibit, a wonderful a 45-minute film nominally hinged around Boeing’s new 787 Dreamliner – the first composite airliner. But don't think it's just a puff piece for the 787. Director Stephen Low is one of the world's leading documentary makers and has a deep love for flying. And, it is being shown on the Science Museum's eye-popping IMAX screen in full 3D – a screen the height of four double-decker buses, accompanied by a sound system underscored by a 1.4-ton subwoofer which truly drives the sound into your bones. The film is narrated by Mike Carriker, Boeing’s Chief Test Pilot, who's flown more than


100 different types. He takes us through the history of aircraft via rides in gems as varied as the Boeing Stearman, to the Harrier, to the 787. What really captures the audience, and occasionally makes them gasp, is the effect of the flying footage in 3D. From the opening scene the extradimensional imaging overpowers you and you feel you can actually reach out and touch the nosecone of the 787. The flying scenes in the film are truly breathtaking. Over stunning mountainous terrain the viewer is treated to a sight of a Schleicher glider and for a second you get the sense of flying yourself. Other sequences

include the Stearman shown things you’d over green fields, a never normally see. Constellation, a Harrier, The only problem with the first public flight of the production is the What really the Airbus A380 and the commercial aspect of it. captures the Children probably won’t 787's maiden flight. It's a great mix of left audience, and spot it, but the product brain/right brain, and – which in occasionally placement between the dramatic fairness can’t be helped makes them in a film about an flying shots the viewer gets to see the 787 going gasp, is the airliner being built – is through the different at times off-putting. effect of 3D production phases along But, the final shots of with technical drawings flying footage the 787’s first ever flight of the aircraft. leads you to accept The film explains the problems the beauty of the film and the Boeing encountered designing a gracefulness of an aeroplane new aircraft out of composites. when it s flying. With the use of CGI and the 3D Well worth it for adults and imaging you find yourself flying kids.The film is shown daily and through the drawings and being tickets cost £8 (£6.25 kids).



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IMAX PROJECTORS are the most advanced, precise and powerful projectors in the world, and give filmmakers the biggest canvas yet to paint a moving picture! The boffins who developed it started with multiple cameras and multiple projectors to create an ‘in the picture’ sensation. There was no single camera or projector which could give the large-screen image clarity they wanted, until they developed their own system called 15perf/70mm – the film is 70mm high and 15 perforations wide. Soundtracks are loaded separately to avoid taking up valuable picture area. The film plays at 24 frames per second, at a rate of 334 feet per minute. A 35mm projector is also 24 frames/ second but only 90 fpm.

FLY ZONE The brand new Fly Zone comprises of two brilliant exhibits: the Red Arrows Fly 3D and the Fly360 flight simulator. Fly 3D is your chance to really feel what it's like to be part of the Red Arrows, without all the training and experience necessary to fly a Hawk. It is the world’s first 3D aerobatic motion experience, and is a great new way to see what it's like to fly ‘in cockpit’ with the Reds. But the coolest thing in the Fly Zone is Fly360, your chance to really feel like you’re flying a Hellcat fighter. You sit inside a two-man simulator with two joystick controls for each

passenger. You start already flying with other virtual aircraft in your sights – in theory your target – but most people just start performing loops, barrel rolls and as soon as it’s your turn, you’ll see why. Although never having flown a Hellcat the sensation of flying was genuinely good and the control stick response was uncannily realistic. It could make a great trainer for aerobatics, but for me it was perfect for making a colleague scream! The only downside to the simulator is that the five minutes or so you get in there feel like just a few seconds and leave you wanting so much more.

Kids were enraptured by the displays

Fly 3D is £6 per adult and Fly360 is £10 for two people. FLIGHT This is a huge section of the museum itself, which has many models of aircraft from the pioneering days right up to the latest composite deisgns. But the best feature of this is the rack after rack of engines showing the different models and designs from the very beginning of aviation. There is also a two-metre deep cross section of a Boeing 747, just to show how huge the aircraft actually is. Like most exhibits, it's fascinating for adults, dazzling for kids.

Legends movie puts you in many cockpits...

OVERALL If you have a friend or family member, of any age, that is interested in aviation take them to the Science Museum! It is the perfect way to fuel the fire of someone wanting to fly, join the cadets or even study aerospace engineering. If you don’t know anyone interested, go anyway and drag anybody along as they can’t fail to be impressed – the IMAX film will have viewers sitting there with their jaws open in astonishment and the Fly360 is simply great fun and a funny way to show off your skils. Plus it’s free to get in!

... and also hot on the tail of other aircraft

IMAX 3D FILMS are actually two films being shown simultaneously. The 3D camera has two lenses set the same distance apart as our eyes, and films both the left and the right eye images at the same time. The two pictures are then projected through polarised glass, each eye polarised differently so that the left eye does not see the image of the right eye and vice versa. The viewer wears the classic polarised glasses to keep the two images separate. Your brain then converges the two images and the magic is complete - the picture is seemingly within arm’s reach! The screen is lit with two 15, 00 watt (30, 000 watts of power in total!) water and air-cooled xenon lamps, one lamp for each eye when showing a 3D film. AUGUST 2010 LOOP 17



LET EVERYONE KNOW YOU'RE A PILOT With these gadgets, gizmos and toys everyone will instantly spot the aviator in you

PEWTER DESK CLOCK With an ‘instrument panel’ clock and an in-flight model of the 172 (or others) this is on the classier side of desk toys. £42

BAE HAWK READY-TO-FLY EDF JET Be a deskbound Red Arrow with a remote control Hawk – but spend a bit of time practicing or it's doomed. £164.99

SKY CHALLENGER Two helicopters that can 'shoot' each other. So, bored in the office? Challenge someone to a came of strategy and flying skills. £49.99

INSTRUMENT COASTER SET Chuck these on your coffee table or desk to remind colleagues that you go where they can't – unless they learn. $19.95

BLIMP BOMBER Jazz up dull meetings by using the Blimp Bomber to bomb targets up to 100ft away (or carry amusing messages on A4 'banners') £59.99

SPIRIT OF ST LOUIS FIELD PHONE Styled to celebrate Lindbergh's flight, this desk phone has a hands free speaker and volume control. £79.99

AIRFIX Who doesn't remember the first time they glued their fingers together building an Airfix? Relive those moments of joy/panic. FROM £4.99

LEGO Recently endorsed by David Beckham, Lego is making a huge comeback, so get the kids building a helicopter or aircraft. FROM £7.99

+ AV I O N I C S U P G R A D E

DYNAMIC DYNON A YEAR after launching its SVT unit, SkyView, Dynon has two free software upgrades (Versions 2.0 and 2.5) which substantially enhance SkyView, the firm says. V2.0 gives the option of adding a two-axis autopilot for $1500, which can allow heading hold, GPS ground track hold, NAV course following, altitude hold and change with discreet vertical speed control, along with Dynon’s own emergency 180-degree turn system – a potential lifesaver if you enter IMC bu accident. V2.5 smooths the autopilot functions for better performance and transitions. As part of new navigation features, SkyView will draw obstacles in its synthetic vision mode, and runways drawn to scale in the appropriate heading. One focus has been on making the graphic runways the same relative size as you would

see out the window. When equipped with an SV-EMS-220 module and fuel flow sensor, SkyView 2.5 will display fuel remaining/ used, flight time remaining, fuel efficiency (mpg), fuel at waypoints and available range, engine run timer, engine trip timer, total flight timer and flight trip timer, in addition to


tach and Hobbs timers. Soon, Dynon plan to include Navigation Mapping software, to allow “direct to” navigation to airports, aviation navaids and airway intersections. For now it just covers the US, but by the end of the year Dynon claim it will have the data for the rest of the world.

Dynon Skyview already has software improvements to look and feel



TO SOME, autogyros can be full-colour, softback covers a bit confusing and therefore such subjects as the origins kept at arms length, but Dave of rotary winged flight, the Organ’s new book will help birth of the autogyro, second readers understand the world generation gyroplanes, current of the autogyro. single- and two-seat models. Dave as been flying There are also chapters on autogyros for more than 30 how they work, handle and the years (stating, “and I'm still theory behind them. here!”) and has There is used his wealth also a full of experience comprehensive to write this his list of contact second book, addresses, flying Autogyros, instructors and Gyroplanes and inspectors, and Gyrocopters ending with a Same Aircraft full Gyroplane Different Names. Glossary. His first book, The book An Introduction retails at £19.95 to Gyroplanes, and can be found was released in online. 2002. All you need to know This new,







PARROT AR.DRONE Become a fighter pilot with the world’s first quadricopter. This little gizmo can be controlled with your iPhone, iPod Touch or iPad. It broadcasts






images via a camera that transmits back to whichever Apple gizmo you’re controlling it with. It works by wi-fi in the Drone itself. £299



A BRAND new headset from Beyerdynamic has hit the streets. The HS400 Signum (and HS400 Rotor) is the German company’s latest passive headset and is set to replace the HS300. The new set benefits from online questionnaires that the firm set-up to quiz existing users of the 300. Feedback has seen HS400 development focus on shrinking the audio box and being able to connect to MP3 layers and mobile phones. It also comes with two volume controls (one on the left, one on the right) and an LED screen showing how much power is left in the two AA batteries. Much like Beyerdynamic’s range-topping HS600DANR headset, the 400 also benefits

from the online ‘Manufaktur’ programme, where potential owners can design the colours and choose materials for the headset they buy. The HS400 Signum will retail at €289. The Rotor is the helicopter version, with twin jacks and coiled cable. Keep an eye open for a test soon. AUGUST 2010 LOOP 19



What to do if your chosen next aircraft is on the other side of the Atlantic? David Jenkins shipped his Edge 360 from Florida, and tells the tale to Dave Rawlings


AVID JENKINS has had his PPL for several years and flies Advanced Level aeros. When he believed his Lazer Z200 just couldn’t cut it he looked for something new, and said: “I was looking to buy an Edge 360. Gerald Cooper had recommended them to me and at the time there were only two in the country. “I spoke to the two owners over here, who were very helpful... but neither wanted to sell. I’d been flying a Lazer for five years at Intermediate and wanted to go up to Advanced, and realised the Edge was much more suited.” FINDING THE AIRCRAFT David phoned firms and owners in the US and put out wanted ads in magazines, and eventually

found someone able to help. “He told me about one for sale in Philadelphia. The owner sent me some pictures, and I flew out to the States to have a look. It looked quite a good one and I emailed the aerobatic fraternity who were familiar with it as it had performed in competitions and they agreed it was good.” Soon, David was the proud owner of an Edge 360. Now to get it home... UK BOUND? After buying the aircraft there was the slight problem of getting it to the UK, but as with anything aviation there’s always someone willing to help. “I spoke to Jason Newberg, an American aerobatic pilot based in Texas and Florida


recommended to me by people who had dealt with him before, who has experience taking aircraft apart and containering them to be shipped overseas. Everyone spoke very highly of him, saying he’s trustworthy, not too expensive and he knows aerobatic aircraft. “After I’d arranged for Jason to take care of things that’s where the problems started. The guy I bought the aircraft from had said he’d ferry it down to Florida, but work commitments meant he couldn’t. I was going to fly it down, but couldn’t get my American licence revalidated in time. I rang Jason, and he offered to do it. “Once that was sorted I arranged to have the propeller overhauled whilst it was being

dismantled (MT’s head office is in Florida). When Jason took the prop off he phoned straight away to tell me the engine had a lightened crank. You’re not allowed to do aeros with a lightened crank! “I rang the previous owner and told him what Jason had found. He had no idea... there was nothing in the logbooks to show the mod. He offered to pay for the crank to be replaced, but I thought ‘Why not sell the whole engine to someone that doesn’t want to do aerobatics?’, saving So I took the money from the old engine and the money from the previous owner and bought a new Lycoming. “I went out for a weekend at the end of January to help fit the new engine. It arrived early

on the Saturday morning, and when we took the packing case off and we discovered because of an error they’d sent the wrong engine – one with a lightened crank, so I had to fly back without doing any work. “Lycoming didn’t have the correct engine in stock and would have to build one from scratch. But, when the correct engine arrived they’d put chrome casings on it as a little sorry note, and it looks great so full marks to them!” GETTING IT APPROVED IN UK “One of the first things that gave me sleepless nights was being told that Lycoming engines were not approved by the LAA. That’s what is says on their website, but on closer inspection there are


CLOCKWISE FROM MAIN: David Jenkins went across the Atlantic to buy his dream arcraft... then tackled the job of getting it brought to the UK!; wings off and ready to ship; containers are not just for TVs and kettles!

Soon, David was the proud owner of an Edge360. Now to get it home...

only a few engine manufacturers that are blanket approved. Lycoming isn’t because they do quite a lot of customised engines, so it’s approved on an engine-by-engine basis. I spoke to Francis Donaldson at the LAA and he reassured me by saying that the engine was fine. That ended a few sleepless nights!” Francis also gave David some advice by saying he should ask Gerald Cooper to help import it as Gerald had brought in the other UK examples. “Gerald very kindly offered to talk to my local LAA inspector Nick Seymour and go through the aircraft with him, so he could look for issues,” says David. Once it arrived in the UK lots of work had to be done before he could even think about flying the aircraft. “There were a few things I needed to get modified for the LAA. For example the seatbelt attachment point had to be moved. There were bits everywhere at one point, parts being painted, brackets being sandblasted and so on. “The control surfaces were re-done, the cowlings were off. Gerald pointed out there were no stops on the controls, so I emailed the UK owners of the other aircraft to see how they had done it. They kindly sent me

some pictures so I could copy it. I knew some things had to be done but others came as a bit of a surprise. “The problem in the US is that ‘homebuilt’ is exactly that... ‘You’ve got our set of plans and if you don’t like it you change it’, so I had to go through everything, measuring the fuselage. Everything got measured up and checked against the plan. “If pilots in the US want a slightly lighter aircraft they take out tubing to lighten the aircraft. You have to ring a lot of people. I rang everyone in the UK and asked. ‘Could you measure this part and that part just to check with mine..?’. “I was lucky with this 360 as it’s a good one. The engine was the main worry but that got sorted out in the end. And Lycoming really made sure they looked after me with chrome covers on the aircraft, it looks really good!” David also says that there’s nothing like checking the aircraft yourself. “It’s a 15 year-old aircraft so while all the bits were apart it made sense to take all the bolts off as well and check them. This also gave me peace of mind because I knew everything had been inspected thoroughly, which is harder to do when the aircraft is assembled. AUGUST 2010 LOOP 21

FLIGHTGEAR MAIN: David flew out to Florida to help wth the disassembly process


“It took four to five weeks to put it all back together. It arrived into the UK on March 19 this year, and we put the wing in five days later when Gerald was there, and on April 20 we sent off the inspection report. “Then they gave me the test flight permit at the beginning of May and then I had another four to five weeks of test fights before I got the full permit at the beginning of June.” REGISTRATION AND THE CAA When David bought his aircraft one of the simplest things for him was getting it on a UK registration. “This was relativity easy. When the aircraft was de-registered in the US, the FAA sent a notice of de-registration to the CAA. And when the CAA received this I phoned them and got a registration. The registration side is completely different to the airworthiness side. In fact I had the registration number before the aircraft was even here. It was very quick and really was one of the points that caused very little problem.” TEST FLIGHTS When the Edge was put backtogether it was time to test it: not only was it a new aircraft to David, but it also had a brand new engine to work with as well. “I remember the first test flight being cold. It was 4pm when I’d


finished the ground checks, and because of it being a new engine I did several ground runs. “In the air I discovered I hadn’t tightened the nut on the throttle enough and the trim had no friction so it was going out of trim and then the throttle would close, so I’d be grabbing everything, trying to check my stall speed and trying to use the radio – which was also new. I landed and thought, ‘I didn’t really enjoy that, have I done the right thing?’. “Then I fixed a few things and made sure everything worked. It was more adjusting things than any major panic. But with the new engine, I wanted to get 10 hours on the engine before doing aerobatics. “I also had to be taught how to fly it. Gerald Cooper had a training camp at Old Buckenham and he got me flying the aircraft completely differently. It was then I realised how much better it is. I used to fly the Lazer a bit lazily but this you have to be aggressive with this. And after learning that I knew I’d made the right choice.” LESSONS LEARNT Despite all the problems, David can quite happily talk about his adventure and would do it again. But with anything like this you learn a few tricks along the way. “I called in a lot of favours and




I suppose I made a nuisance of myself. But you’ve got to find out about the engine, you need to know about the propeller, about everything. There are people around that know about this sort of stuff. “There was only so much I could do in the US. I couldn’t really take apart the fuselage and measure every piece of tubing to check them against the plans. But the LAA make you do that. I was lucky because I knew the Lazer very well – an Edge fuselage is from the same plan as the Lazer. In the US the rules are a lot less stringent than they are over here, in terms of modifications. So you have to really go through the plans and documentation of your aircraft with a fine tooth comb. “You have to have time. I don’t think it can be done quicker than six or seven months, because there’s always going to be these little niggles that come out of the woodwork, and you will have a lot of sleepless nights – that’s inevitable because there are no two homebuilts the same. “You really need to go and take a few days looking over the aircraft because if there’s something the LAA don’t like then it’s up to you to get it corrected. “Don’t take anything for granted. People will say, ‘Oh yeah, that’ll be ok...’, but


TIMELINE ABOVE: 1. The Edge 360, during dismantling in Florida; 2. Across the Atlantic, the container is ceremonially opened to the UK sun...; 3. Parts are arrayed and meticulously checked, ready for reassembly; 4. In one piece again! Ground tests were the first step after re-assembly; 5. She flies, and like a beauty too!

If I bought something that has never been flown over here, then I would have had almighty problems trying to get an airworthiness certificate

measure everything, and get the documentation on the aircraft. “The web is a great resource. You can get TCDS (Type Certification Data Sheets) on the FAA’s website so I got that for the engine and propeller. And luckily they’re certified for each other. So when I went to the LAA I could show that it isn’t just a mishmash of a prop and engine – it’s certified – which helps. Also if there are other aircraft here with the same fitments as yours then it should be fine. “A few times I’d come up against a problem and I’d phone Gerald, he’d say they had that problem with the others and send me the drawings of how they remedied the other two. Then I’d send it to Francis at the LAA and show him I’d changed it to coincide with the other two and he’d say that’s fine. “But the biggest bit of advice I could pass on is don’t go blazing a new path. That’s where you could get into difficulties. Because there were two Edge 360s already in the UK I could point to them and show which things it had that LAA are happy with – it’s almost preapproved. “But if I went out and bought something that has never been flown over here, then I would have had almighty problems trying to get an airworthiness certificate. But if you asked me, ‘Would I do it again?’... Yes, in a

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Flight experiences & flight training




Cirrus do lead-free without a downside

Dave Calderwood ďŹ nds the brand new SR22T a heartening full-power look into one likely future of aviation without Avgas



» AUGUST 2010 LOOP 25


05 LOOP AUGUST 2009 26 2010


FAR LEFT: The new TCM engine runs as well on 100LL as 94UL avgas, thanks to factory-installed twin turbos BELOW LEFT: Few indicators to revised spec, such as extra NACA ducts on engine cowling and front gear BELOW RIGHT: Err... and the SR22T badge!


HAT to do about the avgas issue? It’s a worry for the whole general aviation industry because the standard 100LL fuel – 100-octane Low Lead avgas – will have the lead removed by around the year 2020. That means we need an unleaded fuel alternative and it may not be possible to reach the 100-octane mark that many aircraft engines need to thrive on. Nothing is certain as yet, other than the fact that things will change. It’s a really big issue and all of the aircraft and engine manufacturers, fuel companies and others in the industry are involved in discussions to decide a way forward. Swift Biofuel is a possible – it has no lead content and recent tests in the US showed it to have an octane rating of around 104. But can enough be made and distributed around the world at a reasonable cost? Do we want one company having a monopoly on aviation fuel? The practical solution would be to have a fuel similar to everyday automotive unleaded

petrol, but with the necessary additives modern highperformance aircraft engines require (to prevent vapour lock, for instance). Something like 94-octane unleaded avgas... Cirrus Aircraft and Teledyne Continental Motors (TCM) think 94UL fuel is a possibility – a ‘worst case’ possibility, admittedly – and they have worked together to produce the SR22T which is designed and certified to run on such a fuel. In fact, a year ago TCM flew an experimental turbocharged Cirrus SR22 to the annual EAA AirVenture event at Oshkosh, burning 94UL, just to prove it could be done. That engine has now been certified as the TCM TSIO-550-K and is fitted to the SR22T... 'T' for 'Turbo'. Hang on, doesn’t Cirrus already have a SR22 Turbo model? Yes, but the turbocharger on that engine is not a TCM factory item – it’s made by specialist company Tornado Alley Turbos and fitted under a Supplemental Type Certificate (STC). It’s fitted to a TCM TSIO-550-N engine – very similar to the ‘K’ but without the mods required to run 94UL. The SR22 Turbo aircraft remains in the Cirrus line-up

but it does require 100LL fuel. Warranty for the two models is a little different, as TCM offers an enhanced 5-year parts and labour, 2-year accessories (or 2000hrs TBO, whichever comes first) on all installations. Keeping up? Good and we’ll get to the flying bit in just a minute. But first, let’s just run over the changes required to make the SR22T run on the lower octane unleaded fuel. The major change is to decrease the engine compression ratio from 8.5:1 down to 7.5:1. That makes the engine less prone to ‘detonation’ (also known as ‘knocking’ or ‘pinking’) which can be extremely damaging to an engine over the medium to long term, and the reason that lead, in the form of Tetra-Ethyl Lead (TEL), is added in the first place. The SR22T’s engine is also limited to 2500rpm and 32in of Manifold Air Pressure, but still manages to develop a full 315hp. To do this requires additional cooling for the engine and turbo components so extra air intake ducts have been added to the cowling, and also a ‘louvred’ air vent underneath the cowling near the nosegear. The engine mounts have also been tweaked

Cirrus says the engine's flight performance isn’t supposed to dip for 94UL, but it admits it is still theory as testing is ongoing as part of Cirrus’s ongoing development of the aircraft and an oleo suspension unit added to the top of the nosewheel leg. You can see the nosewheel leg is angled slightly differently if you look at an older SR22. Although we’re going to fly the 94UL burning SR22T, the ‘fly in the ointment’ is that 94UL avgas isn’t freely available anywhere yet so we are going to be using 100LL. Cirrus says the engine's flight performance isn’t suppose to dip for 94UL, but it admits it is still theory as testing is ongoing. “We do know it will run on 94UL without any engine modifications,” says Cirrus, “the impact on performance is still to be ultimately identified but is expected to be minimal if there is any.”

INTO THE MELEE Our chance to fly the SR22T came at the EAA AirVenture, held at Oshkosh, Wisconsin, USA in the last week of July. For that week, Wittman Field, the airport at Oshkosh, is the busiest airport in the world and as we taxied out from the northside FBO of Orion Aviation, we could see queues of aircraft waiting to take-off. Normally two runways are in operation here but for some reason, today it’s just one and ground control is working overtime to clear the backlog. Just as well the SR22T has full air conditioning – part of an upgraded cabin ‘environmental control system’. We pass a taxiway sign saying ‘Monitor 121.75 NOW’ but we’re already there. Pilots say very little in Oshkosh’s fast-moving procedures. ATC for departures is a guy standing on a rostrum by the runway and he’s giving precise instructions: “Yellow RV on south side, line up on left side of runway and wait.” “Silver Cirrus on north side [us], line-up on right and wait.” Two aircraft similarly lined up before us have departed one after the other and we’re just waiting for the second one to rotate.

» AUGUST 2010 LOOP 27


315hp equates to the same rocket-like performance the SR22 has become famous for. Lead-free doesn't have to mean grunt-free

As soon as there’s light twixt runway and tyres, we hear: “Silver Cirrus cleared for takeoff” and we start to roll. The SR22T needs a firm right foot to keep straight but with adrenalin levels heightened by the busy environment, we’re on it and with just two of us onboard, it doesn’t take long for the Cirrus to reach takeoff speed. Now, we just have to climb to 1300ft and maintain runway heading for four miles ’til we’re clear of the controlled madness – aircraft are arriving at 1600ft and although they should be on the other side of the airport, it pays to maintain separation. Once clear, it’s time to enjoy

So far I’ve not noticed any difference with the SR22T over a standard SR22, which is just right hand-flying the SR22T for a while. If you’ve never had the chance to fly a Cirrus, try to do so. The side control stick takes a few minutes to get used to, but not long, and then you can revel in the aircraft’s precise handling, especially on the later models. Although the Cirrus is a touring aircraft rather than sports, it

05 LOOP AUGUST 2009 28 2010

has none of the wooliness and imprecision of many other workaday aircraft. It banks accurately, it steers as though on rails, it’s Steady Eddie and yet Nimble Norman at the same time. There’s tons of power on tap, and the big throttle lever in the centre is perfectly shaped and positioned. The rudder pedals provide instant response without being twitchy and after a few minutes of over-controlling and ‘chasing the ball’, I’m relaxed with the aircraft, maintaining speed and attitude accurately. It’s a joy to fly. So far I’ve not noticed any difference with the SR22T over a standard SR22, which is just

right. The fact that the engine is detuned a bit hasn’t affected performance so you’d notice. But it’s time to climb and Matt Bergwall, the Cirrus factory pilot sitting next to me in the right seat, tells me how to engage the autopilot so it flies a flightplan he’s already input. It’s simple enough: on the Flight Management System control panel at the top of the centre console, press NAV, then AP and IAS and it’s engaged. Up pop pink ‘Highway in the Sky’ boxes on the Primary Flight Display and the aircraft automatically turns to fly through them, climbing at 1050ft/min and 130kt. We level out at 9500ft, pull

back the power to 80%, shown on the top of the engine instrument gauges up the left hand side of the Multi-Function Display and start to lean the mixture. This SR22T has the Cirrus Perspective by Garmin avionics and also has the latest software upgrade which includes a neat indicator on the Fuel Flow gauge to show the most efficient ‘Lean of Peak’ mixture setting. It starts off as a range to show what’s acceptable, then as you lean a bright blue line appears to indicate where the best setting is. Pulling the mixture lever (next to the throttle) back, the Fuel Flow indicator lines up with the blue mark and shows



G A R M I N S O F T WA R E U P G R A D E S THE avionics installed in the test SR22T is the 'Cirrus Perspective by Garmin' system. It's based on Garmin's G1000 but with subtle tweaks to make it more user-friendly. It's a highly competent system, fully integrated into all of the aircraft's systems: engine management, fuel supply and leaning, navigation and radio, auto-pilot and flightplanning, oxygen, de-ice, TCAS, TAWS, SVT, EVS... the list goes on and on. It even has pre-start and pre-takeoff checklists built in.

Anyone used to the smaller Garmin G430 or G530 navcomm units will be able to make sense of the avionics but to fully utilise all of its abilities and to understand the Perspective thoroughly, you really need to take a two-day training course, including time on a flight simulator. Garmin is constantly upgrading the system, adding features and refining even the smallest detail. Sometimes the upgrades are major, such as the Synthetic Vision System

that turns the Primary Flight Display into much more than an Artificial Horizon (see photo right). SVT takes data on the terrain, knows where you are and creates a realistic image of what's ahead. Once you've flown with SVT, you don't want to go back! Coming in late September/ October is Garmin's latest upgrade which will include Electronic Stability and Protection, a sort of 'sixth sense' previously only available on multi-million dollar bizjets. AUGUST 2009 2010 LOOP 29 05

FLIGHTTEST CLOCKWISE FROM RIGHT: The cap only hints at the full unleaded capability – it should accept 94 octane unleaded without a performance loss; throttle is juuuust right; doors open wide for good access; the secret to this plane's success, the new TBM engine; louvres help air flow

that 17.3 US gallons/hour (65.5 litres/hr) is being burnt. True Air Speed is 183kt – that works out at around 12 statute miles per US gallon, or about 14.6 statute miles per UK gallon, not that far off a GT car with a decent engine and of course, you’re travelling in a straight line. Well, we all make these oddball comparisons in an attempt to convince ourselves it makes sense! CLIMB BABY, CLIMB! We continue the climb, aiming for 17,500ft which is the sort of altitude Cirrus believes most owners will opt to cruise at, rather than the 25,000ft the aircraft is certified to fly to. As we pass through 12,000ft, we put on the oxygen cannulars that are standard on the aircraft – oxygen ports are in the roof and the panel has a clear gauge to show how much oxygen is left. A caution alert comes up on the PFD – the Outside Air Temperature has dropped below 5ºC so it wants us to switch on pitot heat. The beauty of the turbocharger is now highly apparent as the rate of climb continues at 1000ft/ min – the turbo offsets the effect on the engine of the thinning air – and True Air Speed is 166kt. Fuel Flow (mixture back to rich for the climb) is 39.3 USG/hr which is a heck of a lot of fuel but we’ll get the benefits once up to 17,500ft. Gauges show No.3 cylinder has a slightly higher Cylinder Head Temperature than the other five, but at 390ºC it’s well within limits.

The climb continues. There’s no real weather around but it is hazy with the occasional cloud, so as we pass through the freezing level around 15,000ft, Matt demonstrates the windscreen de-ice system with a quick squirt of fluid – just like a car windscreen washer without the wiper. This SR22T is a fully loaded model and has Cirrus’s Flight Into Known Ice (FIKI) system fitted. This is the TKS ‘weeping wing’ which has laser-drilled panels on the leading edges of the wings, horizontal and vertical tail surfaces and the elevator horns. When switched on, de-ice fluid oozes through the holes. A ‘slinger ring’ provides ice protection for the three-blade Hartzell prop (itself a work of art with its composite scimitar blades). At night, you can visually check for ice thanks to highintensity LED ice lights on both sides of the aircraft illuminating the wing’s leading edges and tail surfaces. It’s fully integrated with the avionics and a display shows precisely the rate of flow and how much fluid is left in the system – at full flow, there’s sufficient for two hours flight or about 400nm. Performance of the SR22T hasn’t taken a hit at all. Passing through 16,500ft, we’re still climbing at 750ft/min, with a True Air Speed of 177kt (indicated 132kt). As we approach 17,500ft the aircraft starts to level off. We let the speed build up for a few seconds, then bring the power back to a


high speed cruise. We set 80% again, with a fuel flow of 17.4 USG/hr and the air speed settles at 200-202kt True. A bit further on, we try a more economical cruise with 65% power – fuel flow reduces to 14.2 USG/hr and speed is 180kt True. The fuel gauges are showing 33 USG left, giving a range of 420nm, a consumption of 12.5nm/USG. Outside air temperature is -6ºC and we are rocketing along, hands-off letting the auto-pilot do the work. The flight takes us from Oshkosh overhead a couple of airports away from the show melee, before routing us back on

the arrivals side of AirVenture. Sheboygan and West Bend come and go before we start the descent. Power is set to 63%, rate of descent is 1050ft/min and we keep the speed up to 203kt True – this setting keeps the CHTs nicely in the green and avoids any chance of shock cooling the engine. Passing through 12,500ft we take off the oxygen cannulars. As part of an upgrade due in October, the oxygen system will soon have an automatic safety system which prompts an alert every now and again. If the pilot fails to acknowledge the alert, the aircraft will automatically descend to 14,000ft. Then, if

still no pilot reaction, to 12,000ft where hopefully a pilot suffering hypoxia will wake up. It’s all part of Garmin’s new ESP system which seeks to step in to help the pilot avoid extreme loss of control situations. As we approach overhead Fond du Lac Airport (one of the reliever airports for Oshkosh and pretty darn busy itself ), we enter what’s known as the Turbine/ Warbird arrival route and restricted to high performance aircraft – slower aircraft have a different route in. We remain clear above its airspace, and then lose altitude pretty quickly approaching Warbird Island.


Performance of the SR22T hasn’t taken a hit at all. Passing through 16,500ft, we’re still climbing at 750ft/min, with a True Air Speed of 177kt AUGUST 2010 LOOP 31

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T H E S E A R C H FO R ' U N L E A D E D ' AVG A S THE industry agrees every effort should be made to find replacement 100 octane fuel. Keeping 100 octane rating isn't hard with additives such as MTBE, Ethanol, Manganese, Xylene. The tricky part is simulatenously addressing many issues such as: Operation at temperature extremes Fuel stability over time Health and safety aspects of the fuel and its combustion products (the current problem with 100LL) Material compatibility The ability to produce the fuel Acceptable cost There are three possible scenarios (in order of highest octane): 1 Find a drop-in replacement equivalent to 100LL. None have been identified yet but the search is vigorous 2 Find a replacement closest to 100 octane that addresses the issues above 3 94 octane unleaded fuel (94UL). While the lowest octane rating, it does comply with all the issues listed above. To date, no fuel has established itself as a clear front-runner for a 100- or near 100-octane solution, but there are hopefuls such as Swift Biofuel and GAMI’s G100UL. The worst case scenario is the 94UL fuel solution. Effectively it is 100LL minus the lead, solving the issues listed above, but the drop in octane will mean changes to higher performance

•• • •• •

engines. With a vast fleet of aircraft out there, that will be expensive and difficult – every engine will need re-certifying for the lower octane fuel. There are also some promising new technologies such as FADEC, anti-knock sensors and GAMI’s Prism system that could ease a fuel transition by the use of electronics. So why has all this come about now? In 1976, under the Clean Air Act, lead was identified by the US Environmental Protection Agency (EPA) as a major pollutant, who took action to ‘get the lead out’. The EPA says average concentrations of lead in the air dropped 91% between 1980 and 2008, much down to the phase-out of lead in automotive petrol. The natural progression of further eliminating lead concentrations takes us to the next largest source, leaded avgas. The EPA has formally begun the regulatory process that will ultimately result in the removal of lead from aviation gasoline (avgas). The expected timeline is: by 2015 all new General Aviation (GA) aircraft will be certified to operate on a new (but unidentified) unleaded avgas. By 2020, all GA aircraft will complete the transition to the new unidentified unleaded avgas and 100LL will no longer be available. (Compiled with assistance of Cirrus)

The SR22 is for now the only aircraft to feature the new TCM TSIO-540-K engine

Two military jets streak overhead and the Avidyne TCAS goes mad

Ears popping, we make a simple call to ATC announcing our position, “Cirrus Demo, overhead Warbird”, and make a single orbit over the Island until we’re cleared onwards at 2000ft and with the speed below 150kt. The altitude is important: two military jets in formation streak overhead going the other way – and the Avidyne Traffic Collision Awareness System built-in to the avionics is going mad with the sheer number of aircraft in the vicinity. Earlier, an aircraft passing from left to right about 500ft below us, had made its presence known as an insistent yellow blob marching across the PFD display. Closer, with risk of collision, and it would have been red. Further away, it would have been a small white diamond. This close to the ground, the Synthetic Vision System fitted to the Cirrus Perspective PFD really comes into its own, providing incredible situational awareness. Of course, we’re eyes out of the cockpit most of the time – with so many aircraft around, that’s essential – but a quick glance in to the instruments is rewarding. An Enhanced Vision System is also fitted to this aircraft – told you it was fully loaded! – which provides an infra-red image on

the MFD. That’s useful for two things: spotting an isolated cloud at night which you might want to avoid flying through and also for night landings and taxiing. The combination of SVT and EVS makes night flying, takeoffs and landings just so much easier, said Matt. As a Cirrus pilot, he traverses the USA in all weathers and times of day. ATC issues a general warning, “Everyone inbound expect a short approach”. It’s still operating just the single runway and is maximising its use. Although it sounds a nightmare, in fact the operations here run remarkably smoothly, efficiently and have an impressive safety record. Of course, the fact that you’re concentrating like mad also helps... just got to relax the death grip on the side-stick... Call-signs aren’t used. Instead, we hear “Black and white Cessna follow the red and white Cherokee to the downwind”. Then, “Cirrus Demo, report 4nm north-east and keep an eye out for a Challenger on 5-mile final”. We see him way off to the right and we’re going to be following him in. As we turn on final, the coloured ‘dot’ system on the runway becomes obvious – huge red, orange and green dots mark intersections and

» AUGUST 2010 LOOP 33

FLIGHTTEST we’re cleared to land “on the orange dot”, which we do at a touchdown speed of 75kt, then turn off “at the green dot”... it’s all part of the system to make most use of the real estate. Taxiing back to the FBO, I can’t really notice the new oleo shock absorber in the nosewheel but apparently it should help give the noseleg an easier life. As we shut down the aircraft, taking one last look around the SR22T’s huge cabin and its luxurious fittings, well thoughtout features and remembering the flight, I can’t help but think Cirrus is right there at the top of the pack. The SR22 is one brilliant aircraft, incredibly competent, with industry-leading safety features that enhance the whole flying experience. Now, with the 94UL fuel option, the company is looking ahead again, in its by-now recognised style of ‘thinking ahead of the box’, if that’s not too mangled a phrase. The 'Avgas question' is one that will dominate aviation as time goes on, but if the transition away from 100LL avgas is as painless as this, we’ve nothing much to be worried about.

FOR THE LATEST NEWS GO TO... DATA FILE CIRRUS SR22T AIRCRAFT Cirrus SR22T Base price $475,000 As tested $625,000 POWER Engine TCM TSIO-540-K, twin turbo, 6 cyl, producing 315hp Prop Hartzell 3-blade constant-speed PERFORMANCE Max cruise 214ktas (@85% power, 25,000ft) Eco cruise 180ktas (@65% power, 17,500ft) Climb rate 1300ft/min Stall speed 60kt (with flap) Max range 1046nm (@55% power) Takeoff roll 251m Takeoff to clear 50ft 386m Landing roll 348m

Perspective panel gets new Garmin updates; cabin typically Cirrus nice

DIMENSIONS & WEIGHT Wingspan 11.68m Length 7.92m Height 2.71m Cabin length 330cm Cabin width 124cm Cabin height 127cm Max weight 1542kg Empty weight 1065kg Useful load 477kg Fuel capacity 92 USG/348 litres/251kg MANUFACTURER Cirrus Aircraft 4515 Taylor Circle Duluth, MN 55811, USA

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.

Traffic jams are a thing of the past

Miserable waiting in the airport is a thing of the past

The Cirrus is a true ‘businessman’s tool’ even over short distances at costs well below busjet or helicopters. Charter is ruled out due to current restrictions with single engined aircraft even with the famous parachute! Cirrusnet answers this problem. Share private ownership, it’s your aeroplane, make it a non-profit operation, with the owners able to pay a pilot to fly themselves if they chose on a cost recovery basis only.


Owners are limited to eight per Cirrus, and one share provides a specific time so each sharer has the same availability, with hours unlimited. An owner may buy more than one share so getting more time of use. With the guaranteed buy back clause there will be a new Cirrusnet Cirrus every three years, or the owner can exit if wished.

Only three shares are still available with the current aircraft, and there is a back up aircraft for reliability of service. At present Cirrusnet operates in the South East of the UK.Two potential owners want a North East operation but the minimum is for three to start up. Join us today, then call up your plane and it will be flown to your chosen airfield for your next business or pleasure trip.

To gain full use of this superb aircraft, with its all weather capability pilot owners are given training by the Cirrus training school at Turweston.


Contact: Graham Horne, Tel: 01280 841111 E-mail: Building 10,Turweston Airfield, Brackley,Northants NN13 5YD




Cirrus day at Turweston gives UK pilots first chance to see new unleaded model… and Vision jet!


HE new Cirrus SR22T has yet to hit European skies, but UK pilots will be the first to get up close to the gamechanging aircraft at a special event staged by Cirrus in September. The firm’s UK arm has arranged for one of the new twin-turbo four-seaters to fly-in to Turweston aerodrome for an open day on September 18th. It’s a great airfield, accessible to all (in fact, see p42 for more!). Not only will potential buyers, share owners, or lease customers be able

to see the SR22T for themselves first hand, but also experts will be on site to answer every question about the first of a new generation of lead-free aircraft, demonstrate its innovative Cirrus Perspective panel – and of course to talk about how to get hold of one, or book a test flight. The SR22T won’t be the only nextgeneration Cirrus on display. As a bonus for UK pilots, the ‘CirrusFest’ feel will be boosted by a static appearance of the Cirrus SF50 Vision personal jet, probably the most talked about aircraft

of the last few years. If you’ve so far only seen the Vision online or in print, it’s the best way to get a feel for why many think it will spearhead affordable jet flight among private pilots. Many of the UK’s Cirrus owners are expected to fly to the Turweston event, so it’s also a chance to speak with the people that know best what it’s like to own and fly the firm’s machinery – pilots just like you! The Cirrus event is free and will see refreshments available.


Register at and land for free. To guarantee no landing fees at the Cirrus Day on September 18th, simply register an interest by sending an email to (including your phone number, and current aircraft if any). Registering doesn’t commit you to attending! Cirrus will update you about timings and the order of event, and send an information pack nearer the time regarding the SR22T and details of getting in to Turweston by air or car.


To enjoy no landing fees... just register at and land for free!


The balance of an aircraft is a vital component of a safe and good display. But, it can vary hugely with different types, and knowing how to calculate it is imperative. For example, how does a passenger affect things?


Stay balanced Alan Cassidy addresses one of the less understood aspects of aerobatic flying – balance and C of G


HERE is a placard on the instrument panel of my 2-seat Pitts that boldly instructs me to “Calculate Weight and Balance Before Flight”. This is something of an authoritarian dictat, but is nevertheless sensible if taken as advice. For sure, the weight and balance of an aerobatic aircraft are of real importance to the pilot. But, over years of relevant experience, I have found that many owners/pilots do not really understand the implications of the balance of their aeroplanes. I also have a number of unanswered questions that I would put to aircraft designers/ builders if given the chance. So the background to this article is the desire to disseminate more information about the importance of understanding weight and balance issues for aerobatic pilots, and to give you the ammunition you need to be more questioning about the limits of your own aeroplane and how these limits impact on handling. As an aerobatic pilot, it is no longer sufficient to know that the result of your weight and balance calculation is "inside" the envelope. You must know how close it is to the front, back or top of the envelope, you must understand how this will affect the handling of the aeroplane, especially as fuel reduces. Further, you need to be able to compare the balance calculations of different aircraft types, single seat, two seat, aerobatic gliders perhaps. And, the better grip you have of this subject, the more likely you are to be able to fly new types with justifiable confidence or due caution.


Since the 1960s, by far the majority of British PPLs have learned to fly on American aircraft. A typical American flight manual will have a weight/ balance envelope wherein the C of G position is derived in units of inches measured aft of some arbitrary datum point. This datum might be the firewall or

some mythical point ahead of the aeroplane. Where it is doesn't matter because you are only interested in this aeroplane and the envelope is specified in these units also. Overleaf is a selection of figures, which go some way to explaining the everchanging nature of balance. Figure 1 is a sample taken from the flight manual for the Pitts S2A. The green envelope is for aerobatic flying. This is the case for two 180lb pilots and no baggage. As fuel burns down from 80 litres to 24 litres the gross weight decreases from just over 1500lb to around 1410lb and the C of G goes aft from about 96" to almost 97". This OK, but the aeroplane is close to the aft aerobatic limit (97.12") when fuel is low. The aft limit in the utility category is 97.5", the rearmost point of the red envelope. Now suppose I was trying to decide which type of 2-seat Pitts to buy, and came across an S2B. The aft limit for aerobatics, as quoted in the flight manual is 90.5" aft of he datum. Does this mean that the S2B is a lot more stable than the S2A – the C of G being something like 7in further forward? No, of course not. It just means that the datum is in a different place. But meaningful comparison between these two types is not possible with these numbers. We need something better. Less dependent on arbitrary datum points. Fortunately there is such a measurement and it is called the “Mean Aerodynamic Chord” or MAC for short. So a better way of expressing the position of the aeroplane's C of G is to calculate it as a percentage of the MAC. The MAC is an approximation made by considering the position and plan form of the real wing(s) and says that, in effect, the wing(s) can be thought of as a plank of a certain width that sits at a certain position relative to the aircraft datum point. These two important bits of information are rarely available in the flight manual; you will probably have to do more research to find them. But a good designer will have them available and pass them on.


Figure 2 shows how calculate %MAC. The numbers you need from the designer are f, the distance of the forward edge of the MAC from the datum and mac, the width of the mean chord. Then, if you calculate the position of the C of G as before, and find that it is g inches aft of the datum, you can go on to say that the C of G is actually (g f)*100/mac percent. The answer will typically be between 20% and 30%. Figure 3 shows an “Inches to %MAC” converter for the Pitts Model 12, and you can see that, for example, 60 inches aft of the datum = 23% MAC. Figure 4 shows the full calculation envelope for the Model 12 with a single pilot and no front-seat passenger. As you burn off first wing fuel and then main tank fuel, the weight decreases and the C of G goes aft from 22% to 26%. But this assumes that the smoke oil tank, behind the pilot, stays full. If you also burn off all the smoke oil, the C of G goes forward again to about 21.5%. I have now thrown at you a lot of numbers, but you can forget them all except for the 22% and 26% in the last paragraph. All the envelopes I have shown so far are for 2-seat biplanes, and in the case of the Model 12 with only one seat occupied. Let's see how an Unlimited single seat aeroplane is balanced. Figure 5 shows the envelope for a CAP 232, with an 80kg pilot and 40 litres of fuel. The aft limit of the aerobatic (red) envelope is at 31% and the forward edge at 24%. From this you can see that the aft limit of the Model 12, at just 29% is conservative when compared to the CAP. Not only is the Pitts limit conservative, but you cannot get to the aft edge of the envelope when flying it solo. So the most “lively” a Pitts 12 will be solo is 26% while the 232 can be at 31%. The numerical differences appear small, but believe me when I say that this difference is very noticeable in handling. The great new wave in Freestyle aerobatic figures

The most “lively” a Pitts 12 will be solo is 26% MAC while the CAP 232 can be at 31%. The numerical differences appear small, but is very noticeable in handling over the last 20 years have been the gyroscopically enhanced “tumbling” manoeuvres, where the horizontal stabiliser of the aeroplane is completely defeated and the desired motion is nose down pitching, rotating rapidly about the lateral axis. These figures start to become possible at about 26% but become much easier to initiate if you can get back to 29% or 30%. And helpfully these numbers work for all aircraft, because the expression of the C of G in %MAC allows such direct comparisons to be made.


In powered aerobatic aircraft the engine is invariably at the front. The empty aeroplane is thus akin to a seesaw with a big lump of metal on one end and nothing on the other. Generally, people are needed to balance the seesaw, while stuff that will vary in mass during the flight (fuel, smoke oil) is kept near to the fulcrum. So, in a single-seater it is reasonable for us to assume the engine is at the front, the pilot is at the back and the fuel is near the middle. The position of the C of G will depend primarily on the weight of the pilot (bigger = more aft C of G) and only secondarily on the amount of fuel. As designers have to cope with a wide range of pilot sizes, maybe from 55kg to 90 kg, erring on the safe side means that heavier pilots must be within limits so that lighter pilots will usually find themselves in a fairly noseheavy aircraft. In gliders, the opposite is true.

Modern gliders invariably see the pilot right at the front, the wing behind and the empennage well behind. Very light glider pilots pose a big risk that the C of G will be too far aft and so gliders usually come with 'nose weights' to be fitted alongside small pilots and removed when bigger pilots climb aboard. This is very sensible and appears to be accepted as a perfectly safe procedure at all gliding clubs, but I would be very surprised if anyone reading this article could list even a single powered aircraft type that has the facility to add 'tail weights' to assist lighter pilots in achieving the same aft C of G that someone 30kg heavier would bring about. For me, this is a major shortcoming of most sporting aircraft design and production. Because powered aircraft designers have traditionally been over-cautious or, dare I say it, negligent in their lack of consideration of 'tail weights', builders of experimental or permit aircraft have often resorted to moving batteries, smoke tanks, or other heavier components in order to get the C of G further back or further forward, according to taste. The owner/operator of a Type Certificated aircraft, on the other hand, might well find themselves with a C of G further forward than they really want and be unable to do anything about it, while some heavier pilots simply cannot sit safely in some types because they cannot the get C of G forward of the aft limit.


An even greater range of C of G problems occurs in 2-seat aerobatic aeroplanes, especially those in which the seat are arranged in tandem. Consider the venerable Tiger Moth. Gypsy Major at the front, fuel in the top wing and the pilot in the back seat. A fine example of seesaw design. The same basic configuration applies to a Pitts S2A, an Extra 300 and even to a brand new Sbach 342. The front seat is usually just marginally aft of the balance point. An owner/pilot under aerobatic AUGUST 2010 LOOP 37


When I first visited the USA to take part in aerobatic contests there, I heard many reports of the difficulties that some pilots were having making a good spin or

flick in a Pitts S2B, or a Giles 202, both 2-seat aircraft being flown solo in competition. Nobody really appeared to be able address the issue and it was just accepted that these aeroplanes must be this way. Some went as far s to blame the swept leading edge of the Giles for its reluctance to flick, but clearly they had never flown a Zlin 526. Some years later, I was considering buying a CAP-222, an aircraft which was basically a Giles 202 kit built in a factory in France. As part of the sales drive, Dominique Roland, the CAP test pilot, very kindly sent me a draft copy of the flight manual for the new aeroplane. Imagine the surprise and delight I felt to read that the certificated CAP-222 would be delivered with a system of ballast weights (10kg of lead in increments of 2.5kg), which I could add to a mounting structure in the rear fuselage to keep the C of G the same when flown solo as when flown dual. Furthermore, the weight and balance envelope of the aircraft was calculated in terms of the Mean Chord and I could calculate that I would be best to add 7.5kg to get the C of G to 27% for flying classic Aresti sequences or the full 10kg to get 29% so that I could make tumbles and inverted flat spins in the Freestyle that would match those of my competitors in their CAP 232s and Sukhois. When I subsequently flew a ballasted US-based Giles 202, in the 2003 World Championships in Florida, many native Giles pilots expressed their amazement that the one I was flying was able to flick so well! So poorly understood is the importance of balance and the

ability to control it. And, also a great feather in the cap (... sorry) of Dominique Roland for his having the understanding and the trust in his customers to introduce the concept of ballast weights to a certificated 2-seat aerobatic aeroplane.


The figures most affected by changes of aircraft balance are those that require rapid attitude changes in pitch or yaw: Spins, Flick Rolls, Tumbles and Stall Turns. To a lesser extent, manoeuvres requiring slower movements in yaw are also noticeably affected; rolling turns for example. These balance issues are the main reason why most advanced civilian aerobatic training is conducted with a solo pilot being coached by an experienced ground observer with a radio. The initial introduction to a new technique can be made flying dual, but the honing of precision in advanced figures means that the balance of the aircraft in training must be the same as intended in display or competition flying. As an example, I am writing this article on the way home from two days in Holland where I have been helping four Dutch pilots prepare for their Advanced and Intermediate Championships, and they have all been flying single-seat aeroplanes.


These figures show how fuel burn and other factors can significantly alter an aircraft's Centre of Graivty (C of G) and balance. Figs 1 to 4 refer to biplanes, Fig 5 refers to a monoplane. Figure 1 Pitts S2A Loading Envelope – fuel burn moves the C of G 1600 1550 A/c weght (lbs)

instruction can sit in the back, the instructor can sit in the front, close to the fulcrum. When the pilot is left to fly solo, the position of the C of G will move forward a little, perhaps from 28% to 24%, and so the handling will change a bit, but the change is not extreme. Now consider the situation in a Chipmunk, a Yak-52 or a Van’s RV-8. During dual instruction the back seat, which balances the engine, is filled with an 85kg bag of lard and yet the C of G is still within limits. When solo time comes along, this great mass of engine-balancing skin and bone is lost overboard and the C of G races forward like a greyhound after a hare. Dual aerobatics in a Chipmunk might find the aircraft at 26% or 27%, but then the 'student' is sent off solo to fly at 18% and suddenly very different technique is needed to make the aircraft spin or stall turn as it did when flown dual. I have seen many times first hand the difficulties that Yak-52 pilots have in making a good stall turn once they are left on their own in the machine. It is simply too stable with all the variable mass set near the middle or forward. Climbing aboard so that I can give tuition means that the balance of the whole aircraft suddenly changes and it becomes less stable in both pitch and yaw. Easy to fly dual; much harder to fly well solo. Clearly, the same must be true of the more recent tandem 2-seat RV aircraft which are aerobatic but flown solo from the front.

1450 1400

1300 92


96 94 95 C of G (inches from datum point)




Figure 2 Derivation of Percentage of the Mean Aerodynamic Chord

100 LL

360 CU IN




Figure 3 Inches Aft to %MAC Converter - Pitts Model 12 30% 28% 26% 24% 22% 20% 18% 16% 14%


So please look again at the weight and balance calculations for your aeroplane. Try to find out how to calculate its C of G in %MAC. Learn where you sit in the percentages and understand the implications of them. Be safe and enjoy your flying.

80 72 64 56 48 40 32





12% 10% 56









Figure 4 Pitts Model 12 Loading Envelope (C of G movement) Envelope




2400 2300 2200 Pounds

2100 2000 1900 1800 1700 1600 14%




22% 24% Percentage MAC

Figure 5 CAP 232 Loading Envelope (




C of G with 80kg pilot/40l fuel)

900 850


800 750 700 650

The Sbach 342 is designed for rear seat piloting, so a front-seat passenger is not as detrimental as in some 38 LOOP AUGUST 2010

600 20




26 %MAC



34 AUGUST 2010 LOOP 39



CLUB LOOP flight


Get ready for the Sywell Rally Page 44


The skills needed to fly wingwalkers Page 50


The man building a rocket helicopter Page 52


The subtletlies of good airmanship Page 46

Turweston is undergoing a revival to make it one of the best GA fields in the UK, says Jez Cooke. See p42

INSTANT EXPERT All of the Eurostar EV-97 laid bare Page 66 JUNE 2010 LOOP 41



An airfield on the way up

Friendly Turweston is one of the best known airfields in the UK, with big investment improving the facilities. Jez Cooke talks to Dave Rawlings about this amazing airfield.



ICAO CODE EGBT FIRST FLIGHT 1942 as RAF Turweston FACILITIES The Flying Pig cafe that does normal airfield food along with tasty home-made cakes, plenty of parking, a rally driving school, the LAA's head office, aircraft resprays and aircraft maintenance on-site LEARNING Turweston Flying Club offers PPL and JAR courses, plus IMC, Night Qualification, aerobatics and formation courses. 01280 701167 RUNWAYS

Two, 1 x Asphalt, 1 x grass LANDING FEES £12 for single, £20 for a twin EVENTS There are several events held throughout the year, and it's a good place to fly to if you're going to the Silverstone Fomula 1 or MotoGP. The Vintage Aircraft Club host several events there. Next is the Vintage and Classic Day, September 19 DETAILS Turweston Flight Centre, Turweston Aerodrome, Brackley, Northants, NN13 5YD. Tel: 01280 705400 (TWR/Admin)


ALKING into the Wellington Cafe (named after the bombers based there during World War Two) at Turweston, you're instantly greeted by smiles from the staff and other pilots – and that intrinsically British technique for making visitors instantly at ease: a tray of homemade cakes! “I’ve been coming here for some 20 years now... it’s a happening place!” says local icon Jez as he tucks into his very tempting bacon sandwich. I’m training for a new rugby season, so I daren’t. Oh, what the hell... tomato sauce counts as one of my five a day doesn’t it? “What I like about Turweston is that the answer is always ‘yes!’, no matter what the question is. They are so pro-active and so keen on aviation, from David Owen the owner, to Chris Brown the airfield manager, they’re just always willing to help, to stay open that little bit longer, to leave you the hangar keys to get your aircraft out, the helpful stuff you value.

“There’s a great set-up. Nobody is allowed to move aircraft on their own, to save on hangar-rash and knocks. There’s always someone in the cafe or hanging around that will down tools and bacon butties to help move aircraft – it works.” Jez flies a Dassault Falcon 50EX for a living but when at Turweston he flies a whole range of all-time classics available to him, many based at Turweston. “I get to fly the Miles Whitney Straight, the Puss Moth, the Gypsy Moth but the Jungmeister is my favourite pet, I fly that at least once a week. There is also an immaculately restored Cessna 180 and my own Midget Mustang. “There’s also a Sopwith Pup in the hangar that belongs to the LAA’s Francis Donaldson. It is a fantastic aircraft, built to the original plans from original materials. It’s not the original engine, but it’s a Warner Scarab radial that sounds amazing. “Unfortunately it’s not based here. It lives down in Devon and every summer Francis flies it up, which must takes absolutely ages.

With the investment from the owners this airfield will be here for years, just getting better and better!

It broke at a show, so a few of us together all chipped in to help – that’s what its like here. “But the Falcon I fly for work is great as well. I’m determined to bring the Falcon in here one day. We did it in the simulator after I managed to get the guy to load Turweston in to see if we could get in and get out. Even at MTOW we’d still get out fine!” Turweston is certainly an airfield on the up with heavy investment from owner David Owen who is improving the airfield and buildings at every turn. “It makes such a difference to see someone investing money in an airfield, which David is. He’s building offices, talking about extending the runway and building more hangars. And having the LAA here sort of completes everything. Although it’s expanding it hasn’t lost sight of its grass roots. “This is one of the few airfields that is growing. You go to others and they’re in a state of disrepair, with windows boarded up and no-one there. The hangar skylights have all been replaced and David



Old Buckenham's new old bird

The Super Cub is a firm favourite for tailwheel fans IT SEEMS that finding old aircraft to fly is becoming more and more difficult as time goes by, and the skills needed to maintain many harder to come by. But Old Buckenham Aero Club in Norfolk is turning the tide and has just announced its newest aircraft, a fully restored Piper Super Cub. Cubs have always been a favourite for tailwheel enthusiasts and the Super Cub


has realised that if it’s going to be done, do it right! “He has invested a lot of money, with the artificial lake and the LAA building and conference centre so it’s a good destination and should grow. Lots of pilots pop in on the off chance that someone will be there and have a coffee and a chat. If I’m passing by I’ll usually land and catch up with people.” The resident flight training school has recently been taken over by two British Airways and ex-RAF pilots. Simon Braithwaite used to fly Lightnings, and Paul Shenton who used to fly Tornados. “They’ve been here for around a year and they’ve really injected some life into the place. They do it really well, with a lot on effort put into the briefings – being RAF guys they really know what they’re on about, particularly on courses like formation flying,” added Jez. Turweston is also only three miles from Silverstone, so on the weekends of Formula One the airfield is really busy. “It’s a bit of a secret, but you can get to Silverstone via a cross

country route with 4x4s and Land Rovers. So when the Formula One is on Turweston is packed. “People fly in, climb into a Range Rover and 15 minutes later are at Silverstone without actually going on a road at all. And there’s always a buffet and a spread at Turweston for all the visitors.” But motor racing isn’t the only reason non-pilots or irregulars come to Turweston, with a host of events staged at the site throughout the year. “We have some good airdays during the year, with three for the Vintage Aircraft Club including Wings and Wheels in September. “This year we’ve persuaded David that we should have an air display as well. It will be just a short four or five act show, to add a bit of spice to the show. If it’s a success this year then we’ll make it into a full-blown show next year. “It’s a really great location with plenty of space so it should work very well. And with the investment from the owners this airfield will be here for years, just getting better and better!”

Clockwise from main: Jez beside one of the classics regularly seen at Turweston – a Jungmeister; a beautiful handbuilt Sopwith Pup; the new facilities are making Turweston a viable conference venue too; plenty of space

is that much better since it offers a bigger engine and is flown from the front seat. The club is now able to offer tailwheel conversions in addition to their current range of courses, which include IMC, night conversion and safety pilot courses. For details of courses and trial flight experiences visit or call 01953 861337.



BOURNEMOUTH FLYING CLUB PPL Rosie Coleman Mark Finch Kelvin White PPL Renewal Mike Pomeroy IMC Justin Wharmby www.bfclub. SKYSPORT UK PPL Chris Liston, who completed his PPL by flying the club's Beagle Pup 150 for his Skills Test CAMBRIDGE AERO CLUB PPL Nick Wright Irek Ziellnski Skills Test Robert Marshall Hugh Murray First Solo Simon Barker Michael Clarkson Elodie Herbos William Wright 01223 373717

IT'S not everyday you see a Boeing Stearman, especially with wingwalkers on top. Even more unusual is seeing the Jetman Yves Rossy flying in formation with them, but that's

exactly what's happening here. He jumped out of a Pilatus PC-6 at an altitude of 10,000ft, formated on the Boeings, then presumably bid them a polite adieu. He's a gent, you know. AUGUST 2009 LOOP 43



L A A S YW E L L R A L LY, S YW E L L , S E P T 3 - 5

Get ready for the Rally

Major LAA event to be the highpoint for UK fliers again

UNBELIEVABLY, some people are already looking towards autumn and winter, counting the number of big events left this year. Tannkosh later this month

in Germany is one for European pilot partying (see, but closer to home the mammoth LAA Sywell Rally is just around the corner.

Just a hint of the variety of aircraft expected at the LAA's Sywell Rally

The event at the Northamptonshire aerodrome is expected to top the 600 aircraft arrivals and the 2000+ carborne visitors at last year's event. As always the metal on show will be a mix of restorations, immaculate homebuilds, and certified flown in especially to lust after. There's camping available, and also rooms at the excellent local The Aviator Hotel. Exhibition space includes vendors, workshops, an aircraft display with awards and awards dinner, a pilots' flea market, and of course beer tents! Three-day amission prices are: £5 for LAA, BMAA and BRA members by road (includes airside access), £10 for nonmembers (airside is £10 per day extra, payable at LAA main tent). If you are flying in, check the LAA website for details of how to pre-book a slot.

cars, motorbikes, +21-22 Devon Strut Fly-in tractors and auto jumble. Farway Common +7-16 August National 01395 597535 / 07779 Gliding Championship 538991 Cotswold Airport +14-15 August IMPS www.cotswoldgliding. Military Show & Vintage +22 Sywell Airshow +6-8 August European Aircraft Fly-in Headcorn Sywell Aerodrome, Northamptonshire Luscombe and Friends Aerodrome Barnstorming, wing Rally Oaksey Park +8 August Guernsey Aero Fly-in of vintage, walking, warbirds, a Airfield Club Fly-in Dunkeswell classic and ex-military heavy WW1 presence Full camping facilities Sunday lunch available aircraft plus a display and all you expect from along with Hog roast, 01481 265267 www. of Warbirds, vintage their lovely 1930s Art barbeques, Lusty aircraft, military Deco aerodrome - all in Luscombe ale, music vehicles, tanks, aid of the Air Ambulance. and other entertainment +8 August Devon Strut re-enactments and www.sywellaerodrome. will be in full swing Fly-in Lundy more. during the weekend. 01752 406660 / 07774 01622 891539 www. 07968 980624 www. 017704 headcornaerodrome. +22 Panshanger europeanluscombes. Revival Day, +12-13 August Pilot Panshanger Aerodrome, Training College +15 August Skyforce & Assessment Day London Honeywell Day Compton Hertfordshire +7 August Devon Strut 1930’s theme day with Fly-in Treborough Heathrow Abbas Airfield vintage aircraft, cars 01948 641179 www.pilottraining 01747 811767 www. and motorbikes, plus a +7-8 August Military jazz band. Fly-in Old Buckenham 01707 391791 http:// +13 August Devon Strut +15 August Visit the Airfield, Norfolk northlondon Fly-in Dunkeswell Vulcan Day Free landing for aircraft 07525 153103 Southend Airport in military paint scheme. Visitors will be able to Free entry by road. Food +14 August Duxford New inspect ex-RAF V-Bomber +26-27 Pilot Training and drink available all PPL Bonus Day Duxford College Assessment at close quarters and day. Airfield, Cambridgeshire have a guided tour Day Manchester Phone for PPR and Airport www.pilot of the cockpit www. +7-8 August Auster briefing 01223 833376 Fly-in Popham Airfield, Hampshire +14-15 August Royal +27-29 Great Anglo-Irish +21 Sywell Taildragger All Austers apply via Berkshire Festival of Fly-in Sywell Aerodrome, Fly-in Trim, Co Neath, Auster website for Wings, Wheels, Speed Ireland Northamptonshire PPR slots. All other & Steam White Waltham www.sywellaerodrome. 07961 809807 aircraft please contact Airfield +27-30 Norfolk Balloon organisers direct www. Air displays, classic 44 LOOP AUGUST 2010

Alderney is the third largest of the Channel Islands and one of the few unspoiled, peaceful, natural and totally relaxing British Isles. It has a fascinating history, rich wildlife, stunning scenery and beautiful beaches.

SEE THIS Alderney Railway


+4 August Pilot Training College Assessment Day Channel Islands www.pilottraining


Festival Old Buckenham Airfield The second year of this event, with the balloons ascending always making an impressive spectacle www.oldbuck. com

www.militaryand September 2010

+03-05 September LAA Sywell Rally Sywell Aerodrome, Northamptonshire Following last year’s +28 Great Oakley Vintage rehearsal, this will be a fly-in Great Oakley full LAA Rally, including Airfield trade stands, activities 01255 880045 www. showcases, Educational greatoakley airfield. Trust courses, an aviation flea market, awards, a dinner and a +28-29 American beer tent, plus camping. Taildragger Fly-in Old 01280 846 786 www. Buckenham Airfield, lightaircraftassociation. Norfolk Free landings for all American tailwheel +04 September Hull aircraft old and new. Aero Club Autumn Fly-in Beverley (Linley Hill) Airfield +29 August Little Please call on 123.050 Gransden Charity Car/ 10 miles out. Non-radio Air Show PPR 01964 544994 www. A great day out with all money raised going to Children in Need. +05 September Retired www.littlegransden Airline Pilots Fly In and All Day Breakfast Compton Abbas Airfield +7-8 August, The Essex Classic Military Vehicle And Aircraft Show, +05 September Lincoln Damyns Hall Essex Aero Club Late Summer A hugely popular event Fly-in and Competition with people coming from Day Sturgate Airfield miles around to visit this www.lincolnaeroclub. lovely airfield.

The only railway on any Channel Island, opened in 1847 and extending just two miles coastally from Braye Road to Mannez Quarry and Lighthouse. Volunteer-run, it runs summer weekends and Bank Holidays.


Nellie Gray’s A regular winner of the island's best restaurant award, as voted by locals, and popular with visitors too. Tea and coffee are served in the day and Indian food at night. Avg cost £10-£20 per head. 01481 823333


Braye Beach Hotel The Braye is on the edge of a fine sandy beach and just a 10-minute walk to St Anne, where you find the island’s shops, bars and restaurants. Room prices start at £90, including a full English breakfast.


Alderney Golf Club A scenic and testing 9-hole course, surrounded by sandy beaches. There are alternate tees when playing 18 holes. £25 (18 holes).


Alderney Air Races Hundreds of aircraft from around the UK compete in the 100-mile races as part of the Royal Aero Club’s British Racing Air Championships. The final race around Alderney decides the overall winner for the year. This year races are taking place on September 25-26. 014818 822297 or 823053


CONTACT: States of Guernsey Airports, Channel Islands. Alderney ATC: 01481 822851 RUNWAYS: 2 x grass, 1 x asphalt. LANDING FEES: £10.20 per 1000kg or part there of on flights longer than 55nm. £8.40 per 1000kg or part there of on flights shorter than 55nm FUEL: Avgas 100ll



Goodwood Aero Club Special Offers Two amazing chances to enjoy one of the UK’s best flying clubs... and save money!


OODWOOD Aero club is really going places, and one look at what they offer pilots is enough to show why many more are choosing to call it home field. We’ve been incredibly impressed by their approach to attracting new members and staging fantastic events we know many of you enjoyed to the full! So, it’s time to team up with Goodwood to bring you another great offer. Actually, let’s make it two!


Goodwood is offering membership for the remainder of 2010 for free if you join for 2011... 16 months membership for the price of 12 if booked by September 1st! Membership allows you: ● Exclusive use of the Aero Club cafe and its garden for you and a guest at the Goodwood Revival, looking out on to the airfield up close with the warbirds. ● Membership of The Kennels, the central

clubhouse for all of the estate’s sporting and social memberships, and a fantastic place to entertain guests and business associates. If you haven’t seen it, click to Goodwood’s website – it’s stunning! ● 50% discount off landing fees for the Goodwood Festival of Speed, Glorious Goodwood, Vintage and Revival events. ● 10% discount off Goodwood Festival of Speed and Revival tickets. ● Reduced landing fees, fuel and parking. ● Huge range of aviation events including: Summer Ball, fly-outs, talks, Christmas Carols in the hangar and much more! ● Exclusive use of the Richmond Hordern Clubroom within the Aero Club. ● Fly in the Aero Club’s Harvard at a discount. ● Discounted prices on flying in Vintage aircraft at the Revival. ● Training and hiring the club’s fleet of G1000-equipped Cessna 172s, a brand new and purchased this year. They also have Cirrus, Piper, and Super Decathlon

aircraft, for other advanced and aerobatic training. Annual Goodwood membership is £140 plus a one-off £100 joining fee. It could be the ultimate present for any pilot! To take advantage of this offer please call Goodwood on 01243-755159 and quote the Goodwood LOOP offer and join over 800 other pilots and enthusiasts who enjoy the Goodwood experience!


Goodwood’s Vintage Show on August 13-15 is a celebration of all that’s best about British popular culture... like a music, film, art and fashion festival in one. The brainchild of Lord March, and famed fashion designers Wayne and Gerladine Hemmingway, it sees dozens of music acts across eight stages over the weekend, a fantastic celebration of five decades of British cool. Music ranges from symphonies to rock, from jazz to pop, with performances

from artists as varied as Martha and the Vandelas to Sophie Ellis-Bextor, Heaven 17 to The Damned... whatever your age and, you’ll find an era to suit! Elsewhere, celebrating fashion there will be catwalk and display presentations of legendary figures such as Mary Quant, Vivienne Westwood, and Ossie Clark. LOOP readers get a discount landing fee of £30 per aircraft, irrespective of how many are aboard. Normally, it’s £50 per occupant during festival events, so a full four-seater will save a hefty £170. Ticket prices for the event are £55 per day or £135 for the three days, and as always with Goodwood they lay on VIP transport to take you to the event within the estate and return you to your aircraft. Camping is available too. To book your discounted landing please contact Goodwood Aerodrome on 01243 755087. For more information about Vintage at Goodwood please visit


For more information please call the Aero Club Office on 01243 755159… Don’t delay!


Nick Heard

Do you take for granted the privilege your flying licence affords you? Remember that there is a lot you need to remember

NICK HEARD has been one of LOOP's expert pilots since the very first issue. He’s a flying instructor, current B747 captain and a former RAF Tornado pilot


NE of the great things about flying is the breadth of knowledge you need. Most non-pilots assume it's just a case of operating controls to get the aircraft flying and back on the ground again. As we know, there's a lot more to it than that. Hopefully your instructor taught you early the importance of airmanship – an enormous subject, which includes the need to be thinking ahead, understanding what's going on around you, and having broad knowledge of many issues that could affect your flight – such as weather, ATC procedures, or technical knowledge. But as a private pilot, it can be very difficult to remember everything you have been taught. Handling the aircraft, especially when rusty, can take most of a pilot’s capacity, leaving little brain power to cope with a myriad other things that can crop up on any flight. So I put forward a few things you really need to know or understand before embarking on any flight. It’s a subject open to debate, of course! First, what of the aircraft? You must read the Pilot’s Operating Handbook (POH) to know its systems, in particular the fuel system, tanks, pumps, and fuel cocks. More complex aircraft – especially with retractable gear – may require understanding hydraulic systems. You must know where emergency kit such as fire extinguishers are, and how to use it. You must know the aircraft's

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basic limitations, including speeds codewords ‘Mayday’ and ‘Pan’ for (egs Never Exceed, Flap limiting distress and urgency situations speeds, Maximum Crosswind), respectively, and emergency weights (such as MTOW), and squawk (7700) and loss of radio engine limits (RPM, CHT, etc). squawk (7600). In navigation, do You should know the take-off, you understand the difference approach, and gliding speeds. You between Track and Heading, must be able to complete engine or True and Magnetic? Can you fire drills from memory. correctly plot NOTAM using Lat/ And for the flight itself, you MUST Long co-ordinates? know how much fuel you have Most pilots groan when Air Law on board, ideally by physically is mentioned (myself included) checking the tanks! but...Rules of the Air should How about weather? Looking out be understood (although not the window is fine for local flying, necessarily applied to the letter but any further requires an ability for every occasion). You should to decode forecasts (TAFs) and know the limitations of your licence actual reports (METARs). privileges under VFR or Keep a little decode Special VFR with regard guide with you such as to minimum visibility and Get Met. Meteorology is cloudbase. Hopefully your a big subject, but within And even Human instructor it you must understand Factors and Performance altimetry – what the are relevant, especially taught you different altimeter settings for IMC-rated pilots! mean, such as QFE, QNH, early the Understand causes of and RPS. Each has its own importance of spatial disorientation, and relevance, particularly know it's not good to fly airmanship when operating close to with a cold. the base of controlled I’m scratching the airspace (CAS) where RPS is NOT surface here, and many pilots may the altimeter setting to use! read this and suggest you don’t Do you remember the principles need to know that but you do need of flight? It's a good idea to have to know this: it’s a good club room a sound understanding of how discussion. Flying as a private pilot Mr Bernoulli keeps you flying! In is exciting, challenging, expensive, particular, the dangers of low speed but also unforgiving for lapses in flight and stalling, especially in a critical knowledge or concentration turn, and that drag will INCREASE – more so, I suggest, than other if you decelerate below minimum pursuits such as sailing. drag speed. And, you must know As your experience builds you will standard stall recovery. develop your own ‘Need to Know/ ATC procedures? As a bare Nice to Know/Don’t Need to Know’ minimum, know the emergency list, and in turn pass them on to frequency (121.5) and standard others willing to listen.



With the summer Fly-In and Air Display seasons well under way, as a pilot it’s well worth thinking of a few things before visiting such events in your aircraft

Getting There #1 Check with the airfield or look at its information service for any arrival procedures, and see if they require that you book an arrival slot time. Of course, you need then to plan your flight to get there at the allocated time. Do some book or online studying and have a very good idea about how the airfield is going to look from the air, and visualise how you expect to join the circuit pattern; by the time you get there, it should be in your mind's eye already. There may be lots of other aircraft joining at the same time, so keep passengers quiet to avoid distractions to you.




Arriving #2 Park where you are asked to and take care to put the aircraft ‘to bed’ carefully – don’t get caught up with the excitement of the event just yet! Make sure that mags are off and the battery off too – you don’t want to be the one with a flat battery at departure time! Fit the plugs and covers, have one more check around so you know there's no reason to nag yourself during the day, and then go and enjoy the event.

Leaving #3 Again, treat all the aspects of your eventual departure with as much care as possible. Make sure all covers and plugs are removed, and do a thorough walkround – in fact, make it twice perhaps. Taxi carefully, especially if there are lots of other aircraft around planning or making departures at the same time. Finally, DO NOT be tempted to depart in anything other than the normal way – no fancy flypasts or wingovers! Not only will these attempts probably look terribly feeble after, say, the Red Arrows have just left, but they will expose you and your passengers to unnecessary silly risks. ▪


Q| CURIOSITY has got the better of me and I just want to ask a helicopter expert – I think you know the man I mean! – how serious the problem “over-torque” would be while in flight; would it ever cause serious damage to the helicopter? What kind of damage would it cause? – Kevin Parks A| All power transmission components on a helicopter have a published limit and


Q| IS IT it only me who feels that, although my instructor believes I am ready and I logically know I am capable of flying, I still feel that I am not yet ready? I guess the reality of knowledge is knowing you don’t know everything, and I always feel when I go flying that I’m missing on something. If I have just done a perfect nav, completed a FREDA check and am maintaining a good lookout, I’ll still rattle my brain trying to remember other things to be done – even if there aren't any I've missed. Strange, and really I was wondering if it's



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

DENNIS KENYON PHIL O'DONOGHUE DOROTHY POOLEY ALAN CASSIDY MBE Former World Helicopter Freestyle Champion Dennis is our rotary expert

Flying instructor and aerobatic pilot. Phil is our resident Brains for testing gear

Top instructor and examiner, Dorothy shares her wisdom

Over torqueing can severely reduce the lifespan of key parts

Current British National Advanced Aerobatic champion and respected author


incoming@ component life. In the case of the main rotor transmission the finite or overhaul life can be anywhere between 1000 and several thousand hours depending on the type. The maximum power limit is quoted in the Flight Manual and usually expressed as a percentage max continuous figure and expanded upwards in increments to allow for pilot induced variations. The allowable over-torque is mostly timed. For example, a 6s limit up to a quoted percentage. only me! Before my first nav my instructor said to me “You have it perfect down here, but when you’re up there you won’t remember half of it!” and it was true. I lost all my logic! So... is it only me, or do others have this? - Geoffrey Butcher A| This to be about inner selfconfidence which only comes with experience. If under-confident, extra preparation helps, but it’s a bit chicken/egg, because to gain experience you have to overcome the inner fears and just do it! Setting a high personal standard is desirable, but if the goal is unrealistic and you keep failing to achieve it, then you undermine

However, it is absolutely imperative that the PFM limits ARE NEVER exceeded in flight, which could result in component failure and some very very serious consequences. The published component limits are there to be 100% observed by all pilots and at all times. Remember it may be the next pilot who suffers from the consequences of your exceeding any component published limit. As always, safe flying to you all. - Dennis Kenyon your own confidence further, whereas if you simply try to do your best, then the chances are it will turn out OK. After any flight give yourself a debrief and ask what you could have done better and focus on that next time. But don’t worry overly if its not totally perfect as perfection is pretty well impossible! Just try and relax and enjoy the trip. Keep going because the more you practice, the more familiar the procedures will become and it will become self-perpetuating as you gain experience and confidence. Eventually you will stop worrying as the skills become engrained. Dorothy Pooley



Closed 4-15 August for parachute competition.


Resurfacing work in progress affecting runways and taxiways. Check boards and with ATC.

Are you ready for one of the most rewarding experiences in Aviation?


Closed 1800-2000 on 10 August for emergency services exercise.

HAVERFORDWEST Closed 16-20 August to fixedwing aircraft for County Show.

The Trans-Africa Flying Safari, taking to the skies early 2011.


August and September have many local air shows with displays involving the Red Arrows. Check NOTAM, also see AIC M 054/2010.

For more details and on our Libyan and Algerian Safaris go to or contact Sam Rutherford on +32 475 930232, AUGUST 2010 LOOP 47

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MY FIRST SOLO DANIELLE HUGHES WHO Danielle Hughes, a wing walking member of the Breitling AeroSuperBatic team and potential RAF fighter pilot DATE November 2008 WHERE Ormond Beach Aviation, Florida, USA AIRCRAFT Piper PA28 Warrior HOURS WHEN SOLOED 12 HOURS NOW 70 INSTRUCTOR Pete Cameron

LEARNING TO (WING)WALK BEFORE LEARNING TO FLY MY DAD took me to lots of airshows from about the age of six, that’s where I first saw the Wing Walking Team and I wanted to become one from that moment. Since joining the team I caught the flying bug and wanted to become a pilot. I went to Ormond Beach Aviation to do an intensive course to get my PPL, which I did in three weeks. It was all day flying and then all evening studying... really stressful but well worth it. When it came to my first solo, luckily the weather was good, which was a bonus. I went up in the morning and completed two circuits with Pete. We landed, he jumped out and said, “It’s your turn!” I was probably like everyone else and said: “Are you sure?” He said: “I trust you so much I’m going to leave my headset in there!”

After falling in love with flying as a wingwalker, Danielle went for her PPL

I was so excited at At home, the whole this point, because I process would’ve taken was never sure if I was longer. However I’m going to be able to go not sure I’d recommend Compared to solo. The circuit was doing such a cramquite straight forward, wingwalking packed course because but also quite busy I felt it was a lot to I think the with other aircraft. learn in three weeks! In the flight there thrill of flying I’m really enjoying were no problems, the my wing walking at a Typhoon landing was smooth the moment, as it’s and it all went to plan, could be more a bit more exciting I was very lucky. When exhilarating than flying a PA 28, I got down and phoned although I’m allowed to my mum and dad, they take over the controls were chuffed to bits and I was of the Stearmann every now just thrilled. and then, but I’m hoping in a I chose to do my PPL in few years to join the RAF and Florida because I wingwalk in become a fighter pilot. the summer and the weather Compared to wingwalking, isn’t good here in the winter. I think the thrill of flying I wanted to go for the good a Typhoon could be more weather, and it was also exhilarating... who knows, cheaper and I could get away maybe one day we’ll be able from distractions and knuckle to trim the aircraft, climb out down for the three weeks. onto the wing and do both!



New plane, new pilot MOST pilots start their PPLs flying in, shall we say, ‘mature’ aircraft... but not Jim Vegad. He is thought to be the first person in the UK to train and pass his PPL in a Cirrus SR-20 (G-GCDB).

Jim completed his skills test recently with Captain John Hunter, all his training at Flight Academy Blackpool with Stuart Chambers. “I’ve always wanted to learn to fly, but could never afford it. But now

at the grand old age of 47 I’ve got my licence. I found it easier than I thought, but that was because of my fantastic instructor,” he said. Every flying hour Jim completed was flown in the club’s new Cirrus “Which way to the Cirrus dealer?”

SR20 and now he has passed is looking at purchasing his own. “I chose to learn in the Cirrus, because of its capability, the avionics and the performance of the aircraft. I want to buy an SR22. I think I’d prefer the 22 because I have a family of four and if you’re fully laden with full fuel the 22 is a lot better for carrying more weight,” said Jim. “But before I buy one I want to get my IMC and night ratings, and also just get a lot more hours under my belt.” Flight Academy operate three Cirrus SR20s with two based at Blackpool and one to be operated from Wolverhampton, which is quite unusual for FTOs. Instructor Stuart Chambers said one of the highlights of his work is being able to teach in such well-equipped and new aircraft and commended Jim on how well he took to the new equipment on board and his professional airmanship and attitude.

It’s amazing what little nuggets of useful information you can pick up if you spend enough time loitering around professionals. But to save you the time, and the potential restraining orders, we’ve gleaned the best flight training tips from the UK’s best flight instructors...


IF YOU are about to take your Cross Country qualifying flight, the best and most important thing you can do is plan, plan, plan. Planning is the biggest component of any crosscountry flight, and in some respects is even more important than the actual flight itself. Study the route, and visualise your strips. The more effort you put into your planning, the more smoothly your flight will go. AUGUST 2010 LOOP 49




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 approaches).

Vic Norman is founder and owner of the Breitling Wingwalking Team, used to flying a vintage Boeing Stearman with a pretty lady...err... aboard


INGWALKING is unusual in that it began solely to entertain crowds: it didn’t come about in war, or to sell aircraft. It’s pretty unusual from a pilot’s perspective too. It’s not all been smooth sailing: wingwalking was banned in 1933, because people were falling off and it wasn’t controlled. It was wingwalking in the true sense as there were no harnesses or seats. The Tiger Club brought it back with a Tiger Moth, designing a rig that was permanent and classed as a seat. It met the legal requirements of a seat and there was nothing to say you couldn’t have a passenger outside. I use a Stearman because I think It’s the best for the job. Ours have all the correct and approved modifications, including a bigger engine with inverted fuel and oil systems, extra oversized landing wires and four ailerons.

When we started in the UK in 1986, we had to take off and land with the person in the ‘seated’ position, but after a while I had a thought that it would be safer if our professional wing walkers could sit inside the aircraft during take off and landings. Everyone knows, taildraggers aren’t the easiest things to land. And at air shows there’s always a good chance of crosswinds and landing is made even harder with someone standing on top of the wing. I proposed to the CAA that it would be safer if the girls climbed out once we had taken off as long as they had harnesses. It was approved, and now it’s a part of the show as the girls wave to the crowd on their way down. Flying during wing walking is difficult, but they are skills you need to learn in any aircraft that is big, heavy, with a lot of inertia and also a taildragging bi-plane. There are no short cuts, you have to learn it, practice it in all sorts of horrible conditions and it’s a long learning curve. We have had people that are fantastic pilots, former Red Arrow pilots,


MULTIFLIGHT LEEDS/BRADFORD 0113 2387135 + www.multi + MEP: £2,178 + IR: £12,115 + IR 55 hours: £12,995 + CPL/Multi: £6,984

who are great at formation flying, but traildragging piston engines are completely different and the landing is difficult. They also have to learn engine management, which is completely foreign to them... they struggle. It’s something that has to be taught and studied. Basically it’s about flying these aeroplanes in awful conditions with a massive airbrake on top. This is why we choose small people, it’s not because we’re sexist! We need people that are about 5ft 4in and weigh about eight stone. The formation flying has very little catch up. You have to use all those little tricks so the guy formating on the leader can catch up so you cut corners and come into line astern in you’re getting left behind, making it hard to catch up because the throttle is already pretty much fully open because of the wing walker on the top. The leader cannot just lead, he has to check on the formating

ship as well so he has to use engine management and power to make sure the other aircraft doesn’t get left behind. So you have to use a lot of engine management skills just to stay in formation. Just to do a loop we need 155-160mph to be able to have a nice amount of control and not going soft at the top. It’s an open-air circus that operates in a very small airspace, which is great and unique because the spectator never loses site of the aircraft. DETAILS

Vic Norman has more than 4000 hours in his logbook, in a display career that nears 30 years and over 1800 displays! He bought his very first aircraft – a Stampe bi-plane – to polish his flying technique and learn new aerobatic skills, before becoming one of the best known display pilots at events like the Monaco F1 GP. He says that he still loves flying the Stearmans and gets the same buzz from every display.

certificate (basic and standard, Extra 200) £1768 + Tailwheel conversion (Extra 200) £2210 (@10hrs) www.cambridge

CLACTON AERO CLUB WEST LONDON 01255 424761 AERO CLUB + Tail wheel 01628 823272 conversion + IMC £2525 (own (residential, inc a/c £630) B&B) + Night Rating £875 £686 (own a/c £225) + Farm strip + AOPA Safety Pilot/ (residential, inc Flying Companion B&B) £1076 £1240 + IMC (residential, + Hour Building inc B&B) (30hrs) £3450 from £1938 www.clacton CAMBRIDGE AERO CLUB 01223 373717 + Night Rating £825 Are you a school + IMC Rating £2740 with a rating or + Advanced training course to Handling shout about? Email £442 dave.rawlings@ + AOPA Aeros

Training comes in many forms, like for new panel systems

HElp foR HEARoES EVENT september 26


Help for Heroes


Coventry’s great day out for all, in aid of a good cause

ERE is a great day out for you on September 26th, all for a great cause. It’s a flyin at Coventry Airport in aid of the Help for Heroes armed forces personnel charity where your reduced landing fee goes direct to the charity. On the day there will be some major attractions including the awesome Apache helicopter, a Battle of Britain Memorial Flight flypast and the opportunity to come and meet and greet LOOP’s flight test team – including

the legendary Dennis Kenyon! Patriot Aviation and Sir Peter Rigby (pictured, below left), the new owners of Coventry, will be laying on some fantastic entertainment where you’ll be able to get up close to some serious military hardware, speak to the personnel who operate it and try your hand at paintballing with the military and the Death Slide Experience... something that looks best suited to Krypton Factor contestants and kids! The Army will be displaying transport

and attack helicopters including the Apache – no word on whether Prince Harry will be there to fly! – and there will also be over 30 classic military and transport aircraft on display brought to you by the Classic Flight Club for you to look around. These include Britain’s first commissioned jet fighter the Gloster Meteor, the Nimrod and the beautiful Dragon Rapide.


If you’ve got an interesting type and you

would like to bring it along to show on the static display please email sam@ We would like to get as many of LOOP’s readers coming along to this event to support Help for Heroes so we’re counting on you to show your support! All the money raised at the event will be going to improve the lives of wounded servicemen and women who are based at the Centre for Defence Medicine based at the Queen Elizabeth Hospital in Birmingham.


For more information T:02476 308632 or



Making old tech work anew PLANE CRAZY


In a world searching for aternative fuels Ricarado Cavalcanti has come up with his ‘green’, rocket-powered (yep...rocket-powered) helicopter, the single-seat Dragonfly!


ICARDO is from Brazil, the 2nd most prodigious user of helicopters in the world, and has built and is selling the Dragonfly, a single-seat, rocket-powered

tip-jet helicopter. It is powered by hydrogen peroxide and has been around for many years but only just seen the light of day. Here Ricardo talks about working on the idea, getting it to fly and plans for the future. The smile of a guy whose dream is coming to fruition

Q| How did the Dragonfly idea come about? A| It was a more-or-less existing design I found, with issues that needed fixing like the engine, blades and electronics which I thought needed upgrading. w already rocket-powered, in It was fact it started out as a top-secret proje from the US Navy in the project 1950 It was originally meant to 1950s. help soldiers in the Vietnam War, so it is quite an old design but it o just made its world debut has only at Os Oshkosh this year. Q| What made you want to get involved with it? A| It’s a very interesting helicopter. It doesn’t have any torque, it’s a light machine, and it’s very mobile. You can put it in your car, it’s easy to store and it’s completely green... the only emission is water vapour. Q| How did you first discover the project? A| The US Chamber of Commerce invited my company to participate at a large business fair in Frankfurt and I met a person who had the helicopter but didn’t know what to do with it – he was a business man but had no idea about aviation. I bought half the contract and the building rights. When I saw what he had built it was dusty and partially assembled. He didn’t have the blades or engine, no communications, no avionics. It was pretty much just the frame and the tanks sitting in a barn.

Q| Why did you want to take up such a unique project? A| I’ve been in aviation for nearly 20 years and I wanted to look at this because it’s different from fixed-wing work and designs. The Dragonfly has lots of different characteristics and it’s a big challenge. I like a challenge! Q| How long can it fly for? A| With two 11-gallon tanks it can fly for 90 minutes. It’s powered by hydrogen peroxide, which is actually cheaper than Avgas, something like $3.60 per gallon. Q| Where can you get the hydrogen peroxide fuel and do you need a licence to buy it? A| You can find it anywhere, because they use it to treat food, use it in water treatment, use it in paper manufacturing, so it’s really available anywhere. You don’t need a licence at the grade we use. We lowered the grade of the fuel it needs so any owner can buy it. Q| What is the next stage of development on the project? A| I recently designed a windshield for it. Not only will it keep the pilot out of the wind, but it will increase the performance of the helicopter by up to 5% because you won’t have the drag. We have also developed a 200hp two-seat version... the single-seat version has 102hp currently. The current model will be available with option packages for use in crop spraying,

Search and Rescue, border patrol, and emergency response – it can fly with a stretcher attached. Q| Is it easy to fly? A| It’s very easy to fly, because we don’t have any torque reaction from the main rotor like a normal helicopter so you don’t have to counterbalance the helicopter like you would with a normal engine. There is a small ‘tail’ rotor just behind the pilot, but just to help steering. With this it can turn quick and in a small space. It also has a simple twisting throttle like a motorbike would have which increases the flow of fuel much like a ball valve. Q| You can fly in the US now... how about Europe? A| It depends, on a countryby-country basis. Switzerland won’t let us fly, because they say it’s too small. But France have been really helpful in creating new technologies and letting us fly. They are very open to new technologies for the aviation. Q| How much does it cost? A| We normally retail at $120,000 and we have had a few people say they want to buy one – one pilot bought one straight away at Oshkosh. I think when we’re in full production we will be selling over 200 units per year. For more information on the Dragonfly visit


Light Aviation is the free official official publication for members of the Light Aircraft A Association, ss for aircraft kit-builders, restorers, and light sport aviators. It is sent free every month to LAA members, and is crammed with advice, flight tests, engineering guidance, news and features. Benefits include: • Monthly magazine only available to LAA members • Annual membership starts at £48 • Priceless advice and access to LAA experts • Delivered direct to your door • Free landing vouchers





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19799, 223 1979, 230hp 30h 0hp fa fact factory ccttor o y ne new ew Co Cont Continental, ntin nt in inental, 110hrs, new propeller, 10 hours, hour ho urss,, Annual Annua uaal 4 hours hoour u s ago, ag long range tanks. Hangared. ag New N w tyres, Ne tyyrees,s, battery, tyre battery, carpets. IFR ready. 1979, 19779 19 79, 230hp 230h 23 0hhp factory faacttorry new new Continental, 110hrs, new propeller, 10 hours, hoour urs, Annual urs, Ann nnuual ual 4 hours ago, long range tanks. Hangared. ua New New Ne e tyres, battery, carpets. IFR ready. Ojhdkjdh Oj jdh jkdh kjdh kjdh kjdh kjdh jkdh Contact: 01789 234543, or email at

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CESSNA 182 SKYLANE KYLANE 1979, 230 23 230hp 3 hpp ffa 30 fac factory a tor orry nnew ew Continenta ew Continental, 110hrs, propeller, hours, hours new ew w prope pr op lle op ope ll r, 100 hou ouurs our rs Annual 4 ho rs, New tyres, aago, ago go, llong go, ong ra range nge gge ta ttanks. anks nk . Hangared. Ne battery, carpets. ba bat tery, car ca a pet eettss. IFR ready. 1979, 230hp Continental, 110hrs, 197 9779, 9, 230h 230 330hhpp factory new Continenta propeller, hours new ew w pr pro rope op ller, 10 hours, Annual 4 ho ago, New tyres, ag ago go, llong range tanks. Hangared. Ne go bbattery, bat a tery, carpets. IFR ready. Hangared. Hangared New tyres, battery, carpets. IFR ready. Hangared. Ha New tyres, battery, carpets. IFR ready. read 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, factory 197 9779, 9, 230 230hp h factor hp torry nnew ew Continental, ew propeller, 11110hrs, 110hrs 110 10hrs hrs, rs, nnew pro propel peellle pel le , 10 hours, Annual 4 ler ago, hours hou rrss ago goo, long long onng range tanks. Hangared. tyres, New ty tyres res ess, bbattery, carpets. IFR ready. Contact: Con Co ontac ontac acct:t: 01789 234543

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Year 1980 Airframe 3937 hrs. Engine 874 hrs GPS GNS430. Transponder GTX330 mode S RNav KNS 80 New. Radio KX197.ADF K86 Audio+Markers KMA20.4 way intercom Brand new Hartzell prop fitted A/P plus extras. £55,000 ono. Tel 01746783413 email

Rotax 532 w/Electric Start. Airframe/ Engine 580 hours. Permit till 06/2011. New 5 year W&B. Built 1991. Full history. All mods up to date. New Crosbie undercarriage/boom tube. Hangared near Pilling, Lancs. Hangarage available. Priced to sell. £5,995

One seater racing aircraft, new engine, ready to race. Trailer included. Maintained in approved wksp 35,000 Euros o.n.o Located: Rouen (LFOP)-France Contact: +33 6 09 31 55 55 Email:

1980 PA28R


Total time airframe 10400, Engine 2000, propeller new king radio H.S.I., R.M.I. A sound GA. A/C 6/10 inside & out, PRICE £41,000, Contact: Brian Marindin: 01392 364216/ 07966594106.

1979, 230HP factory new continental, 110 hours. New propeller, 10 hours, Annual 4 hours ago, Long range tanks, Hangared. Inside/outside 8/10. new tyres, battery. carpets. IFR ready. GARMIN 430 2 VORs (one with glide slope), Course deviation indicators, DME, ADF, ADF bearing indicator, Audio control panel, EGT Gauge, Carburettor air temperature gauge, New Mode S Transponder, Auto Pilot and all the usual dials. The plane is a reliable long distance cruiser. Call 078 6 0 4 0 9 1 3 4

CESSNA 182Q, 1979

Low airframe hours, good paint & interior. New zero time engine and new three blade high performance propeller. Full IFR avionics + GPS & autopilot. £69,950 NO VAT. Go to our website for full details or call us AirBASE Aviation Ltd Tel: 01953 860701 Email:


Lycoming 0320 150 HP '0' Time engine. Airframe manufactured @1960 and 1800hrs. 'N' Registration. Narco MK12D NAV / COM, ILS/OBS. Narco TXPNDR. 4 place intercom. STOL Kit with droop wing tips and vortex generators and horizontal stab. New annual. Based - Compton Abbas, 1/2 or 1/4 share available, £24,500. Mark Leonard 01929 459208,




PA 24 COMANCHE 260 1965

1974. Capable 4 seat tourer. 100 kts on 35 lph. 3000 hrs TTAF&E, 200 STOH. New prop. ARC to 6/10. Nav/Com, VOR, DME, Mode C. Cover. Flies beautifully. £15,000. Call David on 01296 612955 (eve) or 020 7691 4035 (day).

Reims Hawk XP 1977 IO-360K, RR 6 Cylinder VP Prop fuel injected, great short field performance, best 172 Model Available. Contact: Adrian – 01720422350.

205 hrs TTAF. Lycoming O-235 255 hrs STOH. Good panel with Icom A200, AV80R GPS, electric trims, turn co-ordinator etc. Permit August 2010. Good condition, excellent flyer. £16,500 ONO. Tel 01244 671417.

TT 4450 hours. Engine 1665 from new, 630 STOH (new cylinders). 3 blade Hartzell prop. 210 hrs from new. Full airways with FM immune Narco 121 VOR/ILS. Last annual August 2009. £30,000. Contact: 01491 573845 or email





TT: 3525, Egnine, Lycoming O-360-A4M, sn L-33512-36A, TT: 3525, TSOH: 1075. Propeller, Sensenich76EM8S5-0-62, sn 28622K, TT: 3525, TSOH: 405. Interior – 8/10. Exterior – 8/10. Full IFR King air/ Garmin avionics. Price € 65,500. Tel: +41 (0) 91745.33.88/745.66.89, Email:

Aerobatic biplane on LAA permit. Lycoming IO360, inverted oil & fuel, recently overhauled Hartzell constant speed prop, Narco radio & mode C, 125knt cruise. £19,750. 01394 448231 / 07929 666069

Great condition. Dependable touring aircraft 120kt cruise. 4hr range. One owner. May be sold with year permit. Contact Alan 01245-264186 Photos/video at

TT 2090 hrs. Recovered Ceconite 1994, leather trim. New 3 year C of A September 2008. Engine Lycoming 0235, 108 HP 600 hrs, but extensive overhaul at 512 hrs. Radios: KY 97A Com plus Narco Com and Transponder. Disc brakes, recent battery. Extremely reliable, low maintenance. £13,950 Tel: 01491 573845 or 628363






High spec, IFR Certified. Manufacturers new, two year warranty applies to this aircraft. Price £125,000.00 (VAT paid via Denmark). See full spec on our website Contact: +44 (0)1952 770428

1974. TT 2715 A/F Engine 718 Prop 160. A very sound airplane. Always hangered. New C of A Jan 2010. All a/d’s complied with. King IFR. £43k. ONO No VAT. Contact Mr. P. Brunton 01970 612 567 (office), 01654 702248 (home).

Private aircraft, second owner. Airframe and engine: TT 760 hrs, Lycoming IO-360-A3B6D, 200 hp, fuel injected. Interior 7/10, Exterior 9/10. Garmin Avionics. $ 144,400. Tel: +41 (0) 91 745.33.88/745.66.89 Email:

160HP Aerobatic Public Transport C of A, Fresh Annual, Airframe 2950 Hrs. Engine 600 Hrs, newly resprayed, new interior, Kingsilver Crown Com Unit, VOR, ADF, Transponder. £29,950 + VAT. Call Richard Brinklow Day 01892 520500 Eve 01892 824131.

2 seat aircraft, Continental C65 new cylinders fitted, new mags, carb overhaul, In Good condition, new permit. £10,500. Contact Chris Murgatroyd on 07711132247.



1981 MODEL CESSNA 172P G-Reg. TT airframe 9562.01 (as at 16TH Sept 09). Engine 0-320-D2J (160 BHP @ 2700 rpm) total hours on this engine (as at 16th Sept 09) only 79.45. New Airworthiness Review Certificate (ARC) on 10th June 2009. New paint and interior in 2005. VHF NAV/COM 1 – KX155A. VHF NAV/COM 2 – RT 385A. DME KN-64. 300 ADF R-546E. New in 2007 mode ‘S’ Transponder Garmin GTX 330. Four place Sigtronics I/C. Asking Price: £37.500. For more information please contact the CFI & Operations Manager: Tel: 07899917698. E-mail:

TT: 2900, Engine TSIO-520AF engine (Eagle Engines Golden Series) TSOH: 1140. Interior 8/10, Exterior 8/10. Avidyne and Garmin Avionics. € 234,500. Tel: +41 (0) 91 745.33.88/745.66.89 Email:

Corrosion proofed from new always maintained / hangared at Exeter, never used for training 3 blade prop, FM immune & mode S A/F 3837, eng 2300, prop 104. New annual. £33,000. Contact: 07770 238570 01626 833977

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Hayward Aviation Ltd Tel: 020 7902 7800



1967 CHEROKEE 180


RC Feb 2011, Top Overhaul 2007, Mechanically and Structurally A1, Airframe 3390 hours, Engine Lycoming 0235 - 712 hours, Cambrai cover included, Updated Skymap 3C by negotiation only. Linda Claydom 01449 737087. £12,995.

100 hours engine, hardly used since overhaul. This plane is practically as new, the best you will see, Recent rebuild, recover, and repainted. £22,000 ono. Kept in a Private Hangar at Newtownards. Contact: Chris Donaldson on 07768797550.

Total time airframe, 8500’. Engine, 1125. King & Narco Radio Equipment with 1 TKM MX-170 Com/Nav. Sound well maintained, Piper 6/10 inside & out. Price: £25000 Tel: 0044 1392 364216 Email:

Owner offers this Series 2- B121. PUP 150 (Lycoming 0-320). Fresh annual. Always maintained, delightful handling 150hp pup is a joy to fly. Leather seats, long range tanks, Cleveland disc brakes, Cambrai cover and four place intercom. £29500.00. Contact: 07961 408444 –

MX-7-180 MAULE 1991


G-BTXT. Dec 91. A.R.Cert June 2011. TTAc and engine 1106 hrs. Lycoming 0-360-C1F. Hartzell c/s prop 436hrs. KX155, KI203 VOR, KR76a txp, KN64 DME, AvMap Geopilot Plus. Vortex Generators. £48,000 no VAT REDUCED TO £43,000 no VAT 01388 745126

1960. TTAF 5650. Eng 1150 TSO. Refurbished 1988. Ceconite covering. New struts. Overhauled prop. Tow hook available. Horizon. GPS. No damage history. Fresh Annual. New 3 year C of A. View Redhill. £37,500 ono. Tel: 01342 842092 or 07808157665



6/7 Seater Aircraft. Equipment: KN62A DME, KX165 Nav Comm, KX175B Nav Comm, KT76 Transponder, KR85 ADF, 2 VOR’s, 1 ILS, Skymap IIIC Colour GPS, 2 Altimeters. 6 Place Intercom, 6 Headsets. £58,000. Contact John Cheetham Tel: 07973-601140 Email:

TTSN only 2188, engines 546, Props 60, Shadin Fuel Computer. Colour WX Radar, Collins pro line avionics, Second Altimeter. Century IV Autopilot and Flight Director coupled to Trimble 2000GPS. red/white & grey leather seats. 6 place intercom. Sold with Mar 09 EASA CofA. JAR145 maintained. view UK.£85K NO or

1976 PA 28 151

King Air 200 / B200

YAK 52

Total time airframe, 13,200’. Engine, 131. Propeller, 1810. King radio & Narco Nav Equipment. A good economic Piper, 6/10 inside & out. Price: £33500 Tel: 0044 1392 364216 Email:

Coming soon – offered exclusively by PremiAir Global – affordable, excellently maintained King Airs; fully history; Raisbeck modifications include Ram Air Recovery System, Short Field Enhancement, Dual Aft Body Strakes, Hartzell/ Raisbeck Quiet Turbofan Propellor Kit with Auto Feather; Lifeport EMS interior; Brake De-Ice System; High Flotation Landing Gear. Please contact us on 01252 555900 or

Built 1991, considerable maintenance, very good mechanical condition. In need of coat of paint. Great flyer. Annual – next June. All logs/hours available, airframe 920hrs aprx, engine 120hrs aprx and prop 6hrs aprx since major overhaul. Comes with spare parts worth £8.000+ Total Price £38,000 – no offers. Call Colin on 01543 250505 /07831 845 405

1981 CESSNA 152

Very Good Condition. Price: £17,950, Contact: Alan Jury 01780 720170.

BELLANCA 7GCAA CITABRIA TTAF 9436 TTE 2403 STOH 500, ARC due Dec 2010, Nav/Com1: KX155A, Nav/Com2: KX175B, ADF: KR85, Transponder: GTX320A, Always hangared and based at Sibson (EGSP), Red Cambria Cover,


The classic 120kt taildragger - fully refurbished and corrosion proofed in 2003. ARC due Nov 2010. Airframe: 5060hrs, Engine: O470A - 430hrs, Prop: Harzell 3 blade - 212hrs, PPonk undercarriage upgrade. ADF, GPS, NavCom, Xpder, 4 place intercom. Excellent short field performance and touring capability. Currently based near Andover. £45,000 no VAT. Contact: John King 01264 736635


2004, BN2T Executive Islander, one private owner since new, 430 hours TT, as new, up to date maintenance, Rolls Royce 250-B17C engines (430 hours), Bendix King avionics, Century 2000 autopilot, executive interior including club seating (cream leather), folding table, CD player, refrigerator, air conditioning, enhanced observation windows and immaculate white paint scheme with blue stripe. Full specification and photos available on request. Please contact Britten-Norman on +44 20 3371 4000 or email

Hayward Aviation Ltd Tel: 020 7902 7800

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1979 PIPER PA28-161 WARRIOR 11

Airframe 2250H, Aerobatic to 3500H, engine WM6III - 900H on condition. C of A until 21/05/11. Propeller Avia V503A at zero hours. Many spares available. Allan – 07921694967. Email -

1989 Public transport 160hp, TTAF 4890. 160hrs on factory engine. King Com, Kns 80 DME, ILS Markers, A.D.F. Transponder ARC. June 2010. £27,500 no Vat. Tel: 02088928832 07885283228

Manufactured in 1990, a/c has a total time of 2050 hrs a/f and engine. Engine had a full overhaul at 1100 hrs. Very good condition, is always hangared and has a full set of covers included. Cruises happily at 120 knots, carries 4 adults and luggage, making it a fantastic touring aircraft it is very easy to fly. WILL TAKE ANY KIND OF VEHICLE IN PART EXCHANGE. £57,995 – Simon York. 01423 340209

Engine and prop just been overhauled TTAF 9795. Garmin 430, Garmi GTX 330 mode S transponder. ARC to 10/03/2011 Well maintained £49,950 NO VAT Contact: Paul Villa email Tel 01273 440737





Fully refurbished sporting Breitling sponsored livery. Please see the website for full details, price and contact.

350 hrs on ENGINE, AIRFRAME, PROP, INSTRUMENTS all brand new. Engine Telydyne Cont. fuel injected 125 HP. Burns 22 litres per hr at 8,000 Ft at 105Kts cruise. Baggage, 250 lbs. Fuel load 95 litres. Short field performance.



EASA C of A, Termikas overhaul in 2007, long range fuel tanks in wings, Becker radio & mode S TXP. Excellent condition. YAK UK Ltd, 01767 651156

Beautiful 1942 UK built DH82A Tiger Moth. Original RAF Serial Number T5672 & colour scheme. A'frame 800hrs Engine 495hrs. Price 70k stg Contact: ROLLASON CONDOR D62C


Rare 4-seat Falco. Stelio Frati design. 140kt economy cruise. Owned last 7+yrs. Always hangared. Work of Art, signed by artist. Much TLC applied. Asking - £39,500 NO VAT Email: Tel: +44 (0)7956 141833

Symmetrical 4 aileron wings, Lycoming 0320, wide deck, only 75 Hr since top & bottom end overhaul, new crossover exhaust, lightweight starter, aerobatic sight gauge, 720 radio, £25k. Tel: Gavin 07969027038.

Lovely fast touring aircraft. Just three owners from new. Low hours. Recent paint. Collins Microline IFR avionics with three axis autopilot & coupled moving map GPS. £75,995 NO VAT. Available exclusively through AirBASE Aviation. Go to our website for full details or call us AirBASE Aviation Ltd Tel: 01953 860701 Email:

Engine – Continental O-240, 240hrs since Top End Overhaul, 1200hrs total. Airframe 2500hrs. Transponder, 720 Channel VHF, Recent Propeller refurbishment, New tyres. Good Condition throughout. Good short field performance. 85kts cruise. Free O-200 conversion available if required. £13,950 Contact: 07887513204. e-mail:

PULSAR XP Rotax 912. Built in 2001 she has only 101 hours. She is equipped with a transponder and a Garmin 250XL GPS and Comms unit. I recently took her on a flying holiday around France where at a cruising speed of 95-100kts she was only burning a meagre 13 lph!! Permited until August 2010. Contact: me at or call me 07957 864886




1968 one owner a/c always hangered near London. In 1986 a BRAND NEW engine fitted with a turbocharger was installed but the turbocharger was removed. The turbo manufacturers claimed that for continuous use 235 bhp with 250 bhp for five minutes would have been delivered. Some strengthening modifications have been retained. Otherwise the engine without turbo is rated at 220 bhp 400 hrs later still giving breathtaking rate of climb. Short take off and landing, excellent all round visibility, fully IFR with 2* VHF, 2 NAV, ILS, DGO, RMI, 2*ADF, transponder, special extra instrumentation. Not flown since £20,000 spent on new CofA. Brand new propellor (some £8,000). Included a mountain of new and used spare engines, blocks, pistons, con rods, crankshafts, autopilot parts, etc. Ideal aircraft for business or pleasure. Contact Tony Crook, Box 66, 272 Kensington High Street, London W8 6ND or phone 0207 602 4992 or fax 0207 348 0389

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TTAF 3385hrs. TTE 986 hrs. New ARC just completed including propeller and carburettor overhaul. Arc expires 12-07-2011. Aircraft bare metal resprayed, corrosion proofed and interior refurbished 2007 (see Airframe, engine and upholstery immaculate condition. IFR avionics. Based at Blackbushe for viewing. £54.000 Tel: Ian 07941 578182 email:

Hayward Aviation Ltd Tel: 020 7902 7800


DHC1 CHIPMUNK 1950 Airframe: 11750 hours, Engine: 1036 hrs. C of A until June 2011, new annual, A/Ds up to date, Large box of various manuals. Price: £32K NEW PRICE £27,000 Contact Paul – 01502 678125 Mobile: 07745 775937 Email –


De Havilland Chipmunk, one owner since 1982, airframe 3958 hours, engine 28 since full top overhaul and new rings. C of A June 2010, all A/Ds up to date. Garmin GNC 300XL fitted. Contact: £30500 ono Contact Bob Bowles 07710002119

G-ARIM. A/F and engine zero hours. Dismantled and in dry storage in North Berwick. Estate sale. £4,490. Contact or Phone 01620 850448.

LEYLAND JET A-1 AVGAS ■ 14,000 litres – 4 Compartments ■ 2x 4500, 1 x 3200 & 1 x 1800 LTRS ■ EXPOXY LINED ■ NEW FACET WATER MONITOR FILTER ■ NEW BATTERY. READY TO GO. ■ QUICK SALE


Contact: Mr N. Bailey

07703 441998 CESSNA 182Q, 1979





O-200 Engine 100Kt Cruise 5Hrs Endurance TTE 560Hrs Insruments, A/H, VOR, ILS, GPSX2 King Radio & TXP Mode C Turn Coordinator, Card DI Permit April 11, always been in a hanger. For more pictures phone Richard on 07866232402 or email £19,250

R912, PV50 prop, TT 270hrs Dynon EFIS, Garmin GPS295, GTX327, Icom IC-A200, Micro Avionics ANR headsets & intercom, Hyd disc brakes, new Cambrai cover, hangered. Contact: Paul on 01309 641451 or 07786 055520



120hp Wilksch (WAM) engine, 120 hrs 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 May 2010. £60,000. 07860 558558.

Airframe 7245 hours. Engine 475 hours since zero time (Norvic, new millenium cyclinders). Always hangared. 1 owner last 20 years. Narco Mk12D. GTX320 encoding transponder. Good condition original paint. No accident history. Annual Dec 2010. £17950. Tel: 07786383415. Email:

SOCATA TOBAGO TB10 TTE 1853 (927 STOH), Prop 75 SOH. New ARC Oct 2009. Complete new avionics upgrade Nov 2006, Garmin GMA 340, GNS 430, GTX 330, GI 106A . King KR87 ADF, K1265 DME. Narco comm 2. 4 place intercom, music input. Complete interior upgrade 2007, two tone grey leather executive finish. Stunning condition, always hangared. Full maintenance manuals and Cambrai covers. Project near completion forces reluctant sale.

Total hrs 2300, Engine 200, Prop 200. Colton respray 2004. comprehensive Garmin avionics fit with 530 moving map & tecas. Long range tanks. Black leather interior. Well maintained & in excellent condition. £68000.00 Contact: 01913734453 & 07977571387

Built and owned by an engineer. TT 500 hours. Excellent condition. Leather interior. Electric trim and panel-mount throttles. Icom radio, Garmin Mode S. Headsets and fitted Garmin 196. New permit. £20,000. Derek - 07860 208080.

Low wing, retractable, four seat tourer, excellent condition, interior beige leather, airframe 2162 hrs, engine and prop 370hrs. Annual to October 2008. Full airways instrumentation, Bendix King KX 20 TSO COM/NAV, KR 85 TSO ADF, Skymap IIIc. Garmin GTX 320 Transducer Mode S, NS 800 RNAV. Email Tel : 01473 620677

MAULE M-6-235




Engine 120hrs. Prop overhauled at engine replacement. Avionics HSI, 2nd VOR, RNAV, RMI. 2 x narco 810 COMMS. King ADF. Garmin 320 transponder. Garmin 150 GPS. Skymap 3. 2 altimeters. Auto Pilot radio coupler. Stand by vacuum system. 2x headsets. Nav and radios all FM immune. Factory corrosion proofed. Based: Leeds Bradford. Always hangared. £29,950 NO VAT ono Contact Colin 0113 257 4448

Taildragger in a superb condition. A unique aircraft. Four seats. Year 1979. TTAF 1500 hrs. Engine Lycoming O.540, 80 hours SMOH, Prop new overhaul. Paint/exterior as new. Delivered with new annual. Price 59.000 EUR.

Reg: G-MOUL Jun'90 T/T: 770 hrs 0-540-J1A5D Factory O/H Jun'01 Engine TSOH: 238 hrs Always hangared, prop O/H Jun'08, ARC June'09, well equipped £54,000 VAT paid E-mail: Tel. 07831 612233

Venture motor glider, Very good condition, 1600cc Rollinson engine, Runs on AVGAS/MOGAS, Complete with new Annual inspection and ARC to 2011. Hours: engine 1009 hrs airframe 5186 hrs. £13,500. John Giddins - 078 99987537.



G-ELZY…1986…TTE 2130…TTAF 6880…engine build in 2004…KX155/GTX328/x1 King non G/S indicator…£33,000 + VAT with new Annual. Contact: Robert Wildeboer 01243 755064.

G-LAOL… 1979… TTE1260… TTAF4440… TT prop 480 since 2006 o/haul…GNS430…GMA340…KMD250 …GTX328…KX165…ADF650…KN64…x2 G/S indicators…STEC single axis A/P…£44,950 + VAT. Contact: Robert Wildeboer 01243 755064.



G-OODW…1984…TTE 542…TTAF 9790…engine build in 2009…Garmin 430/S-Tec ADF650D/GTX328/KX155/KMA124/K N84D/x2 G/S ind, Annual due Jan 11, £46,000 + VAT. Contact: Robert Wildeboer 01243 755064.

TTAF 10900 Approx, Lycoming 0320-E2G, Mccauley 1C172/BTM7359, superb condition with no history of accident damage. £38,000 Contact: Grant Miles 07957 358908

Hayward Aviation Ltd Tel: 020 7902 7800


Registration: G-ADXT, Serial No: 3436, Year of Construction: 1935, Aircraft: 536 hrs since complete rebuild, Engine: 155 since overhaul, Propeller: Invincible Airscrew wood with brass leading edge. Completely rebuilt 2002/2003. T: +44 (0)20 8390 9444. E: W:

Contact: Matt Colebrook on 07748 622842 or Email



Only 95 hrs, Vacuum Pump A/H. D/I. VSI. Transponder. Intercom. Murray Flint Painted. VGC. £23,500 01580 240277 / 07970040724

100HP 3 blade, 4IDTTSN, Permit June 2011, excellent hangared, well maintained, FSH, R/Window, Garmin295, TX Mode/S, radio/inter 2X H/SLTS. £45000 or reasonable offer. Contact: Ian – 07906 098738. Email – Extra Photos available.


One owner! 1974 RG One owner since new. Twin KX 155 radios with twin VOR/ILS indicators. Four headsets. 1900 hours. Engine 770 hours.

Based at Biggin Hill. Contact: Don Ward 01689853700

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Factory built 1988, TT, AF 797, TT EN 797, 260 HP Lycoming AEIO-540D4A5, Smoke system fitted new 2009, Avionics King KY 196COM 760, King KT76A Transponder. c of a till 13/4/2011, Always Hangered, No damage history. £70,000. Phone 07850689792, 01572724991,


Four seat touring aircraft, Great condition, Lycoming 160hp engine, fixed pitch Sensenich propellor, 4660 aircraft hours, 2323 engine hours. Built in 1983. Offers around £30,000. Contact: David Hook - 07711 698636






Total airframe time since new 797 hours, Total engine time since new 797 hours, 260- HP Lycoming AEIO-540D4A5, Propeller Hartzell HC-C2YR-4CF/FC8477A-4 serial no DN3585 E, Inverted oil and fuel system, Factory smoke system fitted new 3/3/2009, United Kingdom Register, UK EASA standard certificate of airworthiness to 13/4/2011, Hooker harness rear seat, Bendix King KX 155 NAV/COM with VOR indicator, Garmin GTX 320 A Transponder mode C, Intercom PA 1000/11, Always hangared, no damage history, Aircraft is in very good condition, and has been maintained regardless of cost. Price £70,000 GBP Phone Nick Houghton, 07850689792 01572 724991 nhoughton,

Award winning immaculate beauty for sale following loss of medical. Injected Lycoming 160hp with 0 hours STOH. 250 hours TTAE. Overhauled completely in last year. Cruises at 200mph for 1,000 miles at 8 gph! Fully equipped panel. Comes with interchangeable wing tip extensions, cover, Permit to Fly, quantity of spares & more. Always hangared at Cranfield. Transition training available. Contact:, or +44(0)1923 269170, +44(0)7836351553. £70,000 + VAT

BASED AT WELLESBOURNE MOUNTFORD, Two 1/5th non equity shares available in low engine hours Mooney, £165 / month, £75 /hr wet. Good availability. Or aircraft for sale £58,500 07903082740 for Des Hopkins, 07973380774 for Bill Woods.

TTAF 9285, recent prop overhaul, TTE 1090, Continental 0300-D, Annual December 2010, Well equiped, reliable, good starter, Based Full Sutton York, £22,000 no VAT. Contact: Paul 07940576583




Babcock International Group wishes to announce the sale of 10 Slingsby Firefly Aircraft, consisting of T67M M260 x 7 and T67M MkII x 3. Viewing of these aircraft is by appointment only. The viewing day will take place on Friday 14 May at Leicester Airport. For full details and registration please email or alternatively telephone 01509 676869.

Parting out, Engines 1800 from factory, good compressions and no leaks. Props sold. Very good cowlings and control surfaces, fuel tanks and tip tanks good. Grey leather interior. All instrumentation available. A good aircraft that is too good to break but a change of plan makes this the best option. Credit card payments accepted and parts delivered by UPS. Email: Tel: 01375 891165



Airframe only 2019 hours. Engine 1040 since 1993. Well equipped, Garmin audio panel and mode S transponder. Flies really well and in very good condition inside and out. Fresh annual/ARC issued at purchase. View aircraft North Essex. Email: Tel: 01375 891165

Offers around £85,000. FREE HANGERAGE.FREE STRIP AVAILABLE. She is in exceptional condition and hangared 10 miles west of Salisbury on a private 1000 metre strip. Full ownership or 1/2 share, Engineer on site.10 hrs since complete engine overhaul. KFC200 flight director coupled to 3axis autopilot, NEW :-GSN430, SL30 navcom, GTX330 Smode transponder, GMA340 audio panel, EDM700, Leather seats. Oxygen, TT1560 hrs or 07836205010



1980 (serial no.62). TTAF 1853. TTE 1853 (927 STOH), Prop 75 SOH. New ARC Oct 2009. Complete new avionics upgrade Nov 2006, Garmin GMA 340, GNS 430, GTX 330, GI 106A. King KR87 ADF, K1265 DME. Narco comm 2. 4 place intercom, music input. Complete interior upgrade 2007, two tone grey leather executive finish. Stunning condition, always hangared. Full maintenance manuals and Cambrai covers. Project near completion forces reluctant sale. Contact: Matt Colebrook on 07748 622842 or Email

301T Turbo, Hangared, Fixed gear csp 154kt, Full king avionics and skymap 111c, IFR and airways equipped, auto pilot, 6 place oxygen and intercom, new Lycoming engine – 155hrs. New 3 blade hartzell variable pitch prop – 75hrs. £92, 000 No VAT. 01226 790735

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2001. One owner. TT Airframe and Engine 1054, Prop 650. Dual Garmin 430's, Avidyne MFD, Sandel EHSI, S-Tec 55 Autopilot with Alt hold, Garmin Mode S Transponder, WX500 Stormscope. Portable Oxygen system, Cover. Annual to May 2011. £115,000 VAT Paid. Always hangared, view Plymouth. Contact Robin Taylor 01364 73336, 07798 663034 or ACROSPORT II

Please contact Malcolm - 07785 286338 Or Email -

Lovely two seat Biplane in excellent condition. Continental 165hp engine with Christen inverted system. Airfame 220hrs, Engine 900hrs. Full canopy plus aeroscreens for open air flying. Brand new radio plus transponder. New tailwheel, full set of Cambrai covers. Smoke system. Fresh LAA Permit.


G-STUA: the classic Pedigree Pitts is up for sale, Factory Built: 1978 s/n 2164, TTAF: 3,664, TTE: 1,230, Last Annual : April 2010, Last Prop Overhaul: April 2010 (@£3,500 cost!) CSU (overhauled): April 2010, Always Hangared; same ownership 15 years. The perfect aerobatic machine from fun for 2 on a sunny day and standard to advanced aerobatic competitions. A very tidy ship in good condition. Based at Stapleford Airfield Asking - £41,000 (no VAT). Contact Patrick on Mobile : +44 7879 88 22 55. E mail:

Hayward Aviation Ltd Tel: 020 7902 7800


ROBIN DR 400 180

456HRS. 120 kts at 14 litres/hr. Fantastic vis. Adjustable seats. R912, SS tuned exhaust, CS Prop. One builder owner from new. Permit 2011. £40,000 Contact: tel 07747690078

Dolt year 2000; 570 hours, Airfree manned engine, annual due Sept 2010, 1 owner, hangared from new, immaculate, standard VFR instrument and KMD fitted, reluctant sale, kept at Oban Airport Contact:, home: 01631 710643, work: 01631 563519.

ROBIN R3000/120





Year 1982, Total Time Since New: Airframe - 2530hrs, RH Engine 535hrs, LH Engine - 625hrs, Right Prop - 72hrs, Left Prop 72hrs. Last Annual - April 2010, New Exterior Paint, very good condition, always hangared. Avionics: King KY196 COM, King KY-196 COM, King KN 53 NAV, King KNS 80 NAV/RNAV, King KR87 ADF, King KT-76A Transponder. Priced to sell, For further details or to view please call us on +44 (0)1952 770189

TT 2975, good component times, engine 530 hrs, Annual until Oct 2010, Met Silver with red leather. Bargain at only £32,000 NO VAT. Tel 01978 780197 or 07780 700418

IMC equipped, recent ARC at Headcorn (Shenley Engineering), lovely to fly, currently hangared at Biggin, friendly group online booking. £4,750, engine fund visit or call John 07786 566477.

DYN-AERO MICROLIGHT Dyn-Aero microlight (£55K ono) Rotax 100hp / Grand Rapids glass cockpit / txpr modeC /skymap gps 250 hr / new permit (July 2010) based Branscombe E Devon

Lycoming 0-235 L2A - new in 2000, Sensenich 72CK 56-0-52, TTA 7680 approx, TTE 2610 approx, EASA C of A: Aug 2009, King Avionics. £19,500, quick sale now, or £24,000 with new ARC. No VAT John Kistner - 01730 812 008, 07831 800 708

Eng less than 600 hrs from new Prop 30hrs SMO. Remanufactured by Socata in 1997. King Avionics full airways, Skymap 111c. All 500hr items completed 2008, Cambrai cover, dingy, Workshop manuals. No VAT (VAT paid). Like new £59950.00 or consider shares. 0789 4472 360 tel: 01395 578487


1969 PA23-250D AZTEC


2+2 delight to fly -economical- king avionics-txp mode C-VOR-skymap 111C- recent 50 hr Hangared Exeter open to offers. Contact: Stephen – 01395445686.

7343 Airframe HRS 934 ENG HRS, De-ice, Good paint and interior, annual and ARC due FEB 2011. Garmin 430 & Mode “S” Xponder. Owner pilot for last 20 years. James or Paul on 01328878809, for more details.



Only 890 A/F HRS, 100 HRS engine, good component times, original paint and interior, private use only, King digital avionics. Phone James or Paul on 01328878809. For more details.

2884 A/F HRS, 60 HRS engine and prop, Colton paint in 2005, annual and ARC due August 2011, Skyforce moving map, Narco digital avionics. Phone James or Paul on 01328878809. For more details.

Very good condition, Priced to sell. For further details or to view please call us on +44 (0)1952 770189.

Excellent Engine & Component Times For Further Info, Contact +44(0)1328 830060 or


G-BLFZ. /1979 PA31-310 //TTAF: 7,920 Props: L+R 73.25 Engines: Left 1,740 – Right 1,874. ARC renewed: Jan 2010. New Engine hoses : Jan 2010. Garmin GNS 530 COM/NAV/GPS. Garmin GTX 330 mode S. Bendix Colour Radar. Full Co-Pilot Instruments. AOC maintained last 15 years. Asking : £90,000 + VAT/* Contact: Patrick +44 (0) 78 79 88 22 55



1/6th shares available in friendly group operating a Robin Regent out of Spilsted Farm Strip, E Sussex. GMIFF built 1991; 1568 TTAF; 828 TTE; always hangared; no outstanding ADs; full IMC kit; Skymap. £90/mth fixed; £80/hr. Call: John on 01424 845400 or Roger on 01424 838403 MX-7-180 MAULE 1991

SLINGSBY FIREFLY T67M MKII (160HP) Year 1993, Total Time Since New: Airframe - 4418hrs, Engine - 587hrs, Prop - 408hrs, Fresh Annual and all service bulletins/mods up to date


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Based at Co. Durham, G-BTXT. Dec 91. A.R.Cert June 2011. TTAc and engine 1106 hrs. Lycoming 0-360-C1F. Hartzell c/s prop 436hrs. KX155, KI203 VOR, KR76a txp, KN64 DME, AvMap Geopilot Plus. Vortex Generators. 1/4 share at £9,750 07801 184372



Shares for sale in Yak52 group based central Scotland. 100hrs A/F & Engine since overhaul. Gorgeous example Warbird flying at flying club rates. Full details from / 07736800682

Swindon based Grumman Tiger share for sale. 1/5 share in AA5B based at Draycott Farm. £7000.00. £65/hr wet. £100/month. ADF, RNAV, Mode S. May consider non-equity membership. Contact Tony Tel: 01635 200431.



Share available in G-BMTU at Sherburn in Elmet, IO360 S injected, TTE 680hrs, TTAF 200hrs. Half or third shares considered to suitably experienced pilots. Contact Neil Pogmore 07714 205147

Hangared at Gamston Airfield, Nr Doncaster. Factory built 1996, Airframe – 800hrs, Engine Rotax 912 – AR (replaced 2008) – 150hrs. Fully Certified & in excellent condition, re-sprayed 2008. Good Panel with Radio, transponder (mode C), VFR & TPASShare £10k plus £60/mth and £25/hr wet. Jim – 01509 414415, 07990 582140




PA-30 £17,000

1978, G KNOW, TT Airframe 2811 Hours, TT Engine 10 Hours Since Rebuild, TT Prop 10 Hours From New, Brand New Hartzell Three bladed prop. King Avionics, full IFR fit. including Piper Autocontrol IIIC 3 Axis Autopilot, Cambrai Cover, External Power Lead, Tip Tanks (Fuel-84 US Gallons), Life Jackets, Electric Trim, Sun Screens. Club Seating, Cream Leather Seats with Blue Piping (New 2005). £73,000.00 Offers Invited, Vat Paid. Hangered at Stapleford Essex. George 00447904338864

Runs on unleaded Mogas. Fuel injection engine. Fully approved in the UK. Basic insurance around 1k. Type ratings. Servicing and spares always available. Rotorway 162F. Brand new. Radio Fitted. Others available Price £39,000 + VAT. SOUTHERN HELICOPTERS LTD. TEL 01279 870211 E-mail Website

1/12th share in a fine PA28 140 Cherokee. Well equipped (IMC), good availability with web based booking. £2,000 per share £75 per month £70 per hour wet. Based Gloucester/Kemble. 07595 373539 (Treasurer Gatti Flying Group)

25% shares G-BAKJ. BRNAV/GPS approach approved. Dream Panel. Leather interior refurbished. Engines under half life, hangared near London/. 160kts cruise. For full specifications and photos contact or call 07768063289

Hayward Aviation Ltd Tel: 020 7902 7800

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Based Old Buckenham, Norfolk. Zero timed eng/prop, EASA C of A, Hangared, EAllocator booking, Full Panel plus auto pilot. Low Hrs and experienced pilots welcome, excellent availability. £150/mth + £70 wet. £8000. Call Ray on 07810502850 for viewing and trial flight.

Be free from flying club restrictions: shares available in Mooney M20J hangared at Booker. Touring and day trips in style at 150kts, fully equipped. See


PIPER 28R -180

EV97 EUROSTAR £3,700, £55 /month, £35 /hour wet, Tenth Share of G-CFEE EV97 Eurostar, Microlight hangared at Redhill. Micro/NPPL/PPL licenses, All metal, 2 seater with luggage shelf, 3 blade carbon prop, 100 mph cruise, 3.5 Hr fuel capacity

1/6th share available. £5300 ono. CofA completed Jan 2009. Well run group. See Contact Roger Hayes on 01285 851311 or 07860 257333

Kirknewton/Edinburgh Based. Always Hangered. 3 Blade Prop 180bhp. Engine 653 hours. Fully equipped. 1/4 Share Available. New C of A £7500 Tel 07836 379711 Email:

188kg useful load, Inexpensive and practical sport plane in immaculate condition, low hrs engine and maintenance fund accumulated, Nimble and responsive handling, class leading performance, unobscured vision. Contact Julian 07872824605



A fifth share available at £10,000 in this superb 1984 PA28 -161 Warrior II based and hangared at Humberside Airport. Only three other shareholders and operational costs are £84 per hour wet with no monthly standing order. Excellent condition rated at 9/10 inside and out. Contact Chris Dale on 07711 438999 or e-mail

Join a well run friendly group who enjoy flying the DA40 TDi. Stapleford based this aircraft ideally placed for European or UK trips. Full IFR equipment, auto pilot, a cruise of 130 knots. G-ZANY has excellent availability, a non-equity scheme, no capital outlay which is ideal for those flying 2+ hours a month, whether long distance touring, local flying or IMC training and discounted rates for required conversion training. Call Paul Ponting on 07803 174804. Email or see



1/6 th share available £5,100, Good availability, Friendly group, Hangared, Delight to fly this Historic Aircraft. Contact: Phil 01327830549 07794624509. e-mail:

Wellesbourne Warwickshire, no capital Flying Club. No minimum daily or weekend hire, £40 per month, rates per hour, wet, fully inclusive, weekday/weekend, Cessna 150 Aerobat £79/£89, Cherokee 140 £89/£99, Warrior £99/£109, Archer £109/119, Cherokee 6 £189/£199. FREE BROCHURE 01789 470424



White Waltham based Fabulous condition, £30,000 spent in 2008/9 upgrade. 375TTAF, new prop, engine, plugs, spades. 1/3rd share £18,350 Simon - 07730506129

Based at Rochester, semi aerobatic two seat tourer with C/S prop, recent full respray & new leather. Bored with Cessnas and Pipers? Fly an aeroplane with character that always turns heads whenever you land. A very friendly group, on-line booking and good availability make this a viable alternative to renting. Engine fund. £75 PCM and £85 PH wet. 1/8 Share £3000. Contact Dave on 07711 189933

Share for sale? Please call Chris on 01223 497060 Premier services at premium prices, Nicholson McLaren apply the highest standards of care and precision to your engine for optimum performance and reliability. Our aim is to be competitive and reliably the best in the UK. Our capability list enables us to offer the full range of rebuild and overhaul facilities, including shock load examination and dynamic testing for: ● ● ● ● ● ● ● ● ●

Textron Lycoming Teledyne Continental Motors Constant Speed units Fuel Metering Accessories Bendix & Slick Magneto specialists Carburetor Overhaul & Service specialists Carburetor Recall service as per bulletin 582A Heater Service Agents specialising in Janitorial B series, South Wind plus C&D Associates Heaters.

EASA 145 approved, the company is working to deliver a totally professional package of work covering engine and accessories.

Tel: 01189 738011

12 Ivanhoe Road, Hogwood Lane, Finchampstead, Wokingham, Berkshire, RG40 4QQ

Fax: 0118 738033


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Hayward Aviation Ltd Tel: 020 7902 7800



Based in Fife/Glenrothes. 1940, TTAF/E1200hrs, Super Cub Fuel system 4.5 hrs endurance, solo from the front , Cleveland brakes/800 tyres, Comm KY96A, intercom P & S 1000., £43/hr wet with free landings, £80/month, Sixth shares at £3,700. Contact: or telephone 07836 589898

Lycoming O-235, Classic taildragger, under-utilised, hangared Bourne Park, Andover, long-established group, includes instructor, groupmaintained, on LAA Permit to Fly, £2,900, £55 per month, £45 per hour wet. Phone Robin on 0118 978 1821

ROBIN HR100/210 SAFARI £4300, £80/month, £69/hour wet. Sixth of Robin Hr 100/210 Safari. London Fairoakes. 210hp Rolls Royce prepared Continental IO-360, All metal construction, four seater, large hold, IFR avionics – stable flight characteristics, Constant Speed Unit, 120 kt cruise, 10 Hr fuel, 1300 nm range, 480kg useful load, Inexpensive and practical tourer, small, well organised and friendly group, Google hr100 for details. Julian 07872824605

PIPER PA28R - 180


Kirknewton/Edinburgh based. Always hangared/ 3 blade prop 180bhp. Engine 653 hours./ Fully equipped. 1/4 share available. New C of A. £7,500 Tel: 07836 379711 Email:

2 1/5th shares for sale in friendly 1973 Piper Arrow 2 group based Denham. Fully IFR. £8000. Wet £80 per hr. More details at: Contact 07956 282 940 or



Robin DR1051M1


Low-hour continental 65A engine, Sensenich propeller Brand new aluminium wings. USAF D-Day markings Permit renewed May ’09 White Waltham based. Two reluctant sellers due to relocation! £6500 per share 01886 880568

A one sixth share, well equipped with very low engine hours & good availability. Private strip & hangar in East Sussex £95pm £60ph wet. £4200, Non-equity share considered. Contact Bryan 01444 892841 BJ@F2S.COM or Goff 01323 833641

G-BHTC 3-Seat (or 2+2) at Oaksey. 1/2 share with great co-owner. Zerohours on 105hp Potez gives 3-seats & 100+kts cruise at 21 ltr/hr. 1520 airframe hours, new permit & beautiful. Contact: 07967 805059

PA28 161 Shares for sale at £2500 each. Small friendly Group. Recent Annual. £70PM, £70PH Wet. For further details Phone Norman 01608 664613 / 07917 312158 David 01455 613001 / 07980 705844



1/6th share available in well run group based in own hanger at Wellesbourne. 95 hrs TTAE with new full permit. Wilksch WAM 120 diesel engine, MT 3 blade C/S prop. Very economical 16ltrs hr JetA1 at 140 knts cruise. Well equipped for touring, Garmin GNS 430, Garmin VOR/ILS, Garnin mode c transponder, digital EMS. All fixed costs £60/month including home landings, and £35 pr hr wet.

Hangared at Liverpool. Perfect 4(5) place touring 180hp gives 120kts at 35Lph. 2 Bendix King NAV/COMM with Glideslope, DME, ADF and 2-axis autopilot. 1/12 share £3,500. £120pcm £75p/h. Airframe 2846 hours. Engine 1744 hours inc healthy engine cash fund standing at £15,000. Friendly, well run and established group with excellent availability. Call Alan 07976 667807.

Contact: Mark Weaver 07801 126877 or Steve Arnold 07779 311769

Traffic jams are a thing of the past Miserable waiting in the airport is a thing of the past Flexible travel by air over short and longer distances is here... all for the cost of a business car. And now another new aircraft! Cirrusnet offers a share in the most modern single-engine allweather aircraft in the world. With your own experienced chauffeur-pilot, use small airfields and major airports. A modern airways efficient aircraft with known icing approval dual GPS (of course) but also dual ahrs (a Laser attitude & heading reference in case of GPS failure) and that is the difference!

PIPER ARROW 200HP 1/6 SHARE – SUFFOLK 3 Blade C/S Prop. Twin NS800 FM immune RNAV, Michel MX 170C Nav/comm, Garmin 340 Comms Box,TXPDR GTX 327. Autopilot; 2 x Altimeter; 2x CDI/GS; Slaved DI, ADF, 4 place intercom; Two-tone leather interior. 4-man liferaft; two lifejackets, McMurdo Fastfind GPS ELB. Internet booking system. 815m grass airstrip. No hangarage or landing charges. One-sixth Share available £6,000.00. Hourly rate £90.00 wet : Monthly charge £97.00 (Mar 09). For details: Peter Tel +441284706222. email


ROBIN DR400-160

2 shares available in a group of 5. Superbly equipped new aircraft arriving April 2010. £16k per share, £6k of which deferred for 2 yrs. £70 p/mth £45 per hr wet. Call Mike on 01234 355149 / 07725 560809

Two 1/6th Shares. Hangared at Headcorn, IMC equipped, maintenance by Shenley Engineering, June completed annual, lovely to fly, great tourer, friendly group, online booking, £4,750, engine fund Contact: or call John 07786 566477.

Clubs and Schools 5 DAY PPL GROUND SCHOOL/EXAMS No time? Too long since school? Call Derek NOW. You will be astonished at how much you can learn and how much fun it will be doing one subject at a time, then the exam, then the next, and so on. 5 full days you’ll go home knowing the subject and all exams passed, to take back to your club. Individual single days are also available. COME - STAY - FINISH Ask for a leaflet.

Stop worrying phone now

TEL : 07831 517428

07766 312221

7.15am - 8.30am

DEREK DAVIDSON Instructor/Examiner


Aircraft shares are limited to eight and you may buy a share for £52500 with a guaranteed buy back after three years of £48000. This is a unique Cirrusnet policy, a new aircraft every three years.

To learn more, contact Graham Horne, Caseright Ltd,Turweston Airfield. Tel: 01280 841111 E-mail:

Share for sale? Please call Chris on

01223 497060 Hayward Aviation Ltd Tel: 020 7902 7800


1/5th share £18,000 – No VAT.

HA-YAZ is one of the best Yak-18Ts in the world having been totally overhauled and has extremely high-specification 100 hours since TOTAL restoration; 400hp engine; 3-blade propeller; long-range fuel; luxurious leather interior; excellent avionics. EASA C of A. Aircraft is based at White Waltham.

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


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

Phone me for a chat Derek Davidson

Tel (from 7am - 8.30am & evenings) 07831 517428 / 07766312221 DEREK DAVIDSON Aviation English to Level 4.5 or 6 if required (by arrangement) certification 1 hour only

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Friendly Microlight Services GALAXY Microlights have won a great reputation for innovation and quality throughout the years, and its latest development at its Wiltshire base is no exception. The firm's Mark Jones has just installed ULPower's 95hp fuel injected UL260i engine fitted to its newly finished Escapade, which gives the pilot FADEC system control over the engine management – a real rarity in machines of that weight. In demonstration flights the Escapade’s ULPower engine shows how one of Europe’s fastest growing light aircraft engines can bring more power and better efficiency over comparative products. Mark brought all his years of experience in self-building and painting to the project, which by now includes five Escapades and a host of other aircraft such as the Easy Raider, Kitfox, Savannah, and Renegade Spirit. Galaxy's depth of experience makes them an ideal organisation for any type of microlight work including builder guidance, aircraft servicing, engine servicing, modifications or weight and balance requirements, all to their expected high standard. Aside from being a top engineer, Mark is also a BMAA inspector and check pilot. If you have any questions with regards the Escapade, ULPower engines or the services Galaxy Microlights at Wing Farm, Wiltshire can offer then please get in touch. Email Telephone 07841 614577

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Headset repairs Fast turn around Fixed price quotations All makes Passive and NR units repaired Noise reduction upgrading p 0161 3038000 - 07778749706 AUGUST 2010 LOOP 65



Czech two-seater available as a microlight or Group A kit and as a factory-built microlight + E U R O S T A R E V- 9 7 FA C T S

+ Available as a VLA or microlight. + Kit or factory-built (microlight only). + Factory-built microlight made in the UK. + SportStar version with 115hp available in US Light Sport Aircraft category. + 150 Eurostars on UK register


HESE days we’re spoilt for choice of light weight two-seat, relatively inexpensive aircraft from Eastern Europe but back in 2001, the launch of the EuroStar EV-97 microlight and its Group A sister, the EV-97A took the UK by storm.


+ 1997 EuroStar EV-97 launched in Czech Republic + 2001 Microlight version approved in UK + 2002 Group A version approved in UK + 2003 Cosmik Aviation approved as ‘A1’ to supply factory-built microlights + 2006 New engine cowling + 2009 EuroStar SL launched, upgrade of EV-97 but only as Group A + 2009 EuroStar SLW launched to meet new EASA 600kg ELA 1 category + 2009 SportStar Max launched for US Light Sport Aircraft category

EuroStar: nicely proportioned, nimble to fly and economical to operate

More than 150 EuroStars have now been delivered in the UK, a mix of factory-built microlights – built here by UK agent Cosmik Aviation – and quick-build kits available as both microlight and Group A aircraft. The only real difference is that the Group A version can weigh a bit more +VITAL CHECKS

! !

Wing spar Wing spar cap inspection has been done Battry Battery on 100hp engine (works harder than on 80hp motor) Exhausts Exhausts for cracking (can be replaced) Flaps Trailing edge of flaps for loose rivets Corrosion Aluminium airframe has corrosion protection but dead insects on leading edges can penetrate. Wipe with anticorrosion fluid

! ! !

Full panel on this EuroStar. Can fit modern glass to kit versions. 66 LOOP AUGUST 2010

(480kg) and requires an electric fuel pump. The microlight has to conform to 450kg. The aircraft had a trouble-free history until late 2009 when a Mandatory Permit Directive required an inspection of the wing spar cap. Evektor is meeting the costs of this. +I OWN ONE

KEEP down the cost of flying and you can afford to fly more and for longer trips – that’s the ethos of the G-CCKL flying group based at Plymouth. The group was started by Kevin Stewart after he bought the aircraft in November 2008. Three shares have been sold and he is offering four more. “The affordability of the plane enables us to make longer flights – we regularly manage trips to the Scillies, Wales and the Isle of Wight,” said Kevin. The monthly charge is £62.50 which includes all home landings. The hourly charge is £20 dry to cover maintenance. “If you fly three hours per month then the actual hourly costs works out at just over £50.” The aircraft is a 2003 kitbuilt EuroStar and has about 450 hours on the airframe and the 80hp Rotax engine. “It’s spritely performer with very short takeoff and landing rolls. Cruising at 90mph, it burns about 11 litres of unleaded mogas per hour,” said Kevin.


PRICE: £3,700

One-tenth share in 2008 microlight, £55pcm, £35/hr wet. Immaculate, 3-blade prop. Redhill.

PRICE: £36,000

2002 microlight built from kit, 600hr, complete panel, new Permit in progress. Bodmin.



+ Nimble precise handling + Stick control + Low operating costs + Full support from UK agent and Czech manufacturer + Mostly metal airframe + Proven Rotax engine


+ Low interia/high drag takes getting used to + Close to weight limit – adding equipment to microlight can exceed 450kg gross weight + New models due


EUROSTAR EV-97 Vne 146mph Cruise 100mph @ 75% power Fuel burn 11-14 litres/hr Max range 500nm Rate of climb 900ft/min Stall speed 39mph Takeoff 280m Landing 400m Engine 100hp Rotax 912 UL Wingspan 8.10m Length 5.98m Max weight 450kg Empty weight 263kg Fuel capacity 65 litres Seats 2 Manufacturer Evektor UK agent Cosmik Aviation +LOOP SCORE

Running costs Durability Performance Reliability Handling TOTAL SCORE

★★★★★ ★★★★★ ★★★★★ ★★★★★ ★★★★★ 21/25


DYN AERO MCR-01-VLA £40,000


One 10th share £4,000

Tel: + 1 (702) 982-7089 Fax: + 1 (702) 982-6925 web: Las Vegas, Nevada

Loop August 2010 - Fresh air for flying  

Loop is the UK's most influential and biggest circulation General Aviation publication. Published monthly, it brings pilots the latest news...