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+ TESTED Beyerdynamic HS400 + GEAR Oshkosh's best + HARRIER PPL owns his own! +



BEST OF 2010




SEPTEMBER 2010 ISSUE 60 £ 2 .75






+ TESTED Beyerdynamic HS400 + GEAR Oshkosh's best + HARRIER PPL owns his own! +


AVIATION is better than most at remembering those who laid down their wellbeing in the name of protecting others’. We’re very used to displays, shows, and commemorations of aviators throughout the eras, most often for events many decades ago. And so we should. But we also remember those touched by more recent conflict, and there’s two great events this

FLIGHT T TEST EST ES T Tecnam’s new P2006T twin could be the first introduction to MEP for a generation of pilots

month in aid of the excellent Help for Heroes charity. North Weald stages an event on Sept 12 (see p44), and another major event at Coventry on Sept 26 (see p51) will see both the BBMF and the Vulcan appearing alongside other draws. Coventry is donating all landing fees to the charity, and has pulled together some amazing attractions. Please do go.



BEST OF 2010





SEPTEMBER 2010 ISSUE 60 £ 2 .75





PHIL O’DONOGHUE p16 First magazine tester in Europe to get his hands on Beyerdynamic’s new HS400 passive headset, the firm’s newest. It went under the Phil microscope in his CAP10C



41-52 This month, a special celebration and the chancee for you to tell everyone whoo your UK club icons are: the Hangarchat gongs!



yCambridge's fryn! in... sorry, fly-in! Page 44

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6 SOLO AT 16

Eve Edwards,, on her way to a PPL Page 49

T OF 2010 • LOOP BES

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T Vote for BES your pick of UK's best the UKs OF 2010

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Yes, even hee had or the to go solo for age 49 first time Page

ARD HEARD NICK HEA nefit benefi to be S Skills IMC and IR IM Page 46 P

th LOOP's Hangarchat Awards give you the K chance to single out your heroes of UK


owner of Nalls, o Art Nalls a Sea Harrier Page 52

and votee for your favourites flightCLUBFLIGH aviation,




Turning Back




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

Sleap on a full stomach

THE UK’S LARGEST SPECIALIST AVIATION DENNISS KENYO KENYON ON PPHIL HILL O'DONOGHUE INSURANCE O DOROTHY Former World POOLEY LUKE HALL Flying ininstructor and Top BROKER Helicopter instructor er Freestyle aerobat Luke is aerobatic

Championn Dennis is our rotaryy expert

'Mr Cambridge Aero Club', and talks about comebacks

pilot. Phil and examiner, is our resident re Brains Dorothy shares for testin testing gear her wisdom


Forced Landings



GO TO...


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BEST OF 2010

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Your eyes must leave the AH for only brief periods – let’s say five seconds



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


T OF 2010 • LOOP BES

Nick Heard


Vote in the first annual Hangarchat awards incoming@




Coventry’s ATZ is reinstated. The ATZ has a radius of 2.5nm, from

surface to 2000ftto sing the praises of your favourite clubs, Your chance aal. Do not enter area overlapping instructors, bacon butties, people and tea! airfields, Birmingham



Area without clearance.







Eaglescott, Seething, Full Sutton, Bourne and Damyns Hall are now unlicensed.



On 2 September (and various other days), runway 08/26 is subject to short notice restrictions due to Formula One testing.


On 23 September 2010, a new 1:50,000 helicopter chart of London will be issued, the first for two years.




PPL Sarah Longley Oliver Neal NPPL Derek Smith Air Law Exam Malcolm Swinburne

Skills Test Sk ElElodie Herbos

FiFirst Solo CChrissy Milner SSara Scott SSHROPSHIRE AERO CLUB PPL Joe Davies Ian Banks First Solo David McCormack John Greenhalgh Graham Nulty Chris Jones

4 KOREA IS COMING The firm with its sights set on becoming the new GA giant: KAI

16 GEAR: HS400 TEST The replacement in the range for the stalwart HS300 tested

6 ‘RED BULL OVER’ FEARS Our man Bonhomme takes the title, but will it be the last?

18 GEAR: OSHKOSH LUST Some of the cutest things revealed at Oshkosh. Kit, we mean

9 GO STEVE, GO! Adventurer Steve Noujaim is on his way to a new record

20 GEAR: PROP TECH An inside track on keeping them sharp, from the prop gurus

11 BOB DAVY The swivel eyes of Health and Safety lock with Bob’s steely gaze

36 AEROS WITH ALAN The Dean of UK Aeros explains the heat of competition, from one

13 DENNIS KENYON Pre-GPS, how did they used to bomb things? Dennis knows...

52 PLANE CRAZY Art Nalls, who bought an old British classic... a Sea Harrier!

14 INCOMING Flying over NYC, and a hapless scapegoat labrador gets goosed

66 INSTANT EXPERT Cessna’s almighty 172: everything you need to know

STAN HODGKINS p24 Stan has countless hours in aircraft with Rotax engines, and also in the ubiquitous KingAir twin... so we can think of no-one better to test Tecnam’s new P2006T twin

NICK HEARD p46 Nick’s column about good airmanship and better techniques last month prompted such response that he continues the theme for IMC and IR pilots this month




SOUTH AFRICAN firm Adept Airmotive has notched up the first flight of its innovative new multi-fuel 320T 120˚ V6 engine. It was installed in its Raven 500 low-wing.


KAI’s Cirrus SR22 rival is just a first step into a 25-year plan to grow into a GA giant, modelling Korean car firm success


QUARTER of a century ago, Korean car firm Hyundai was little known outside of its domestic market and only just about to export its small Pony hatchback to the US for the first time; 25 years on, it is bigger than Ford. It’s one of the most spectacular rises from humble beginnings to global strength in recent corporate history, mirrored by other Korean firms like Daewoo, Samsung, and LG. Now, Korean aircraft firm Korean Aerospace Industries plans to repeat the process. KAI boss Kim Hong Kyung wants the firm to expand into GA, and showed a small-scale model of a planned first foray into GA aircraft manufacture at the giant EAA AirVenture show at Oshkosh last month. Its KC-100 four-seater drew much chin-stroking interest for its similarity to Cirrus’ SR22 and because it was the first time a Korean manufacturer had ever displayed at the show. But, as mighty an undertaking of creating an aircraft to rival the SR22 or Cessna Corvalis 400 would be to most firms, KAI see it as only the first step in a long-term plan to grow into a giant of GA. Kyung wants KAI to mirror the steady and sustained growth of giants like Hyundai and Daewoo – both firms were original partners in the four-way tie-up that created KAI in 1999, alongside Samsung and the Korean Government – to establish itself as a market-leader. And the big guns of GA manufacturing will be taking note. Despite not being wellknown among private pilots, KAI is already a huge force in aviation. With some 3000 staff, it manufactures military jets like

the F-15 and F-16 under license, along with helicopters for Bell and Boeing, and has a range of its own designs, including turboprops and supersonic jets. It even has a space programme. KAI’s Sun Ho Beck explained, “Our current business is the construction of military aircraft and aero structures for Boeing and Airbus. Now our management decides that we need to expand into civil aircraft business to grow the company. “The KC-100 is a low-risk project to test our ability to engineer and market these small aircraft. If we can do this right with the small aircraft, then we can move into something bigger with more confidence. “When the Korean car companies first started to export, many people did not know who they were. But 25 years on, everyone knows them. We view aviation the same way. It will take a long time, but that is the right way and we are prepared for that.”

Korean company’s first steps into GA has similarities to Cirrus SR22




Gloucestershire Airport have done ‘a Tesco’, launching a loyalty card to give you free landings and deals with local firms. Register yourself, your aircraft, group or club for free.

A paraplegic pilot hopes to become the first to fly solo from the UK to Australia in a three-axis microlight. Dave Sykes will stop in 18 countries on the way in his P&M Quik microlight.


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


The rise f the chaebol HYUNDAI, Daewoo, Samsung and LG are some of the best-known names in automotive and consumer electronic manufacturing, but it wasn’t that long ago that their names would have prompted scratched heads and curious looks. They are textbook examples of Korean ‘chaebol’ – the supersized conglomerates which lay behind the country’s ability to formulate a co-ordinated economic policy that accelerated growth to explosive levels in recent decades. Hyundai started in 1967 manufacturing Ford Cortinas

under license – ring any bells? – and didn’t even start exporting its own designs to the US until 1986, but this year, it overtook Ford as the fourthlargest car maker in the world. Daewoo experienced similar rapid growth, and at one point owned nearly 400 other companies and subsidiaries, until it overheated and was itself broken up and sold on; GM took over the car arm. Samsung’s 2009 revenues made it the 7th biggest company in the world. Indeed, if its corporate revenues were national GDP, it would be Nigeria. As initial founder companies in KAI, they are pretty good names to have on your team sheet…

QUOTE OF THE MONTH “We are using world class usually reserved for only the largest military and civil applications. We hope to create a range that can go on to become world leading.”

KAI’s KC-100 four-seater model drew much chinstroking interest for its similarity to Cirrus’ SR22

Sam Dickinson, part of the design team on the forthcoming Swift, on the technology behind the first new British GA aircraft for over 20 years

WHAT THEY SAID... “EASA is making rules on the basis of perceptions and prejudices rather than on data.” IAOPA’s Martin Robinson on European aviation’s regulatory structure

IN MEMORY... “The entire Red Bull Air Race community and the aerobatic fraternity have lost one of their most vibrant and passionate characters.” Series organisers pay tribute to RBAR star Alejandro Maclean, who tragically died training for an air show last month BIGGER FISH

Next targets? IF the KC-100 is a toe in the water before bigger projects, here are other existing market leaders KAI could be targeting: •Piper PA-46 – The Malibu and Matrix big single would be a natural progression from a Cirrus-sized entry-level aircraft. •Diamond DA42 – The composite diesel twin is fast becoming the default MEP trainer for organisations around the world, making big

progress in East Asian markets too. •PC-12 – The biggest single-engine turboprop is riding the crest of a wave. Despite the downturn, 2009 was its best ever year for sales. •Hawker-Beechcraft KingAir – The big-selling ubiquitous turboprop twin spans luxury VIP, executive, training and cargo applications worldwide.


Design flattery, or setting out a target? LIKE early Korean cars, the KAI KC-100 fourseater display model drew instant comparisons with a well-established existing design when it appeared at Oshkosh, in this case the Cirrus SR22 – it was a dead-ringer for the sales-leading SEP. But, it wasn’t just a flattering design homage: KAI sees the Cirrus and similar Cessna Corvalis 400 as benchmarks to aim for or surpass in terms of speed, range, specification, luxury, safety and price. And the design will change too, to reflect what pilots say they want, perhaps including five seats, a diesel engine, and an airframe parachute. In fact, KAI say that

the look of the KC-100 model was more a requirement for its own Government and the FAA than a statement of design fact. The spec sheet for the KC-100 at the show included a 315hp turbocharged Continental TSIO-550-K engine and Ayidyne Entegra glass cockpit. Max speed is said to be over 210kt, with a range of 1200nm, ceiling of 25,000ft and a max weight of 3600lb. Sun Ho Beck said, “The current shape is a proof of concept for the Bilateral Air Safety Agreement between the US and South Korea. The production version will look different. It will be built in Korea from 100% carbonfibre and may cost around $600,000.”

IN MEMORY... “They were two of the best, and I just hope that Alex and Adrian are now sitting on a cloud somewhere discussing the technical rules for 2012.”

Paul Bonhomme remembers MacLean and Adrian Judd, who also died

STAT ATTACK What’s selling?

Jan to June half-year sales for 2010, vs 2009 2010 2009 % Pistons 425 434 -2.1% T’props 157 191 -17.8% Biz jets 355 414 -14.3% Total 937 1039 -9.8% Total ($) $9.3bn $9.4bn +0.2%


How many aircraft were delivered in January to June by the firms that KAI is targeting? Cessna 244 Cirrus 127 Diamond 70 H-Beechcraft 83 Pilatus 25 Piper 75* *Not inc PiperSport SEP TEMBER 2010 LOOP 05

FRONTEND Bonhomme became the first back-to-back winner in the championship's history, in Germany


THE END FOR RED BULL SERIES? Bonhomme takes second title, but it’s the last for now as series hibernates W ILL Paul Bonhomme be the last ever Red Bull Air Race champion? Time will tell, but just as he retained his world title, news emerged that the series will not be run next year. The organisers said there will be no 2011 series, as it takes a year off to “to fast track the technological advancements currently in the making which would further improve the already high levels of safety.” It then adds, “There is a need to revise the main organisation and commercial areas to realise

the full potential of the sport including the development and reinforcement of strong host city partnerships which would secure a long term race calendar.” News rocked fanbs, who are now asking after its biggest season yet: will it be back at all? Safety concerns were raised but seemingly addressed after two near-misses this year – Adilson Kindelmann crashed unhurt, and Matt Hall clipped a wingtip but flew away – and the solution to that is rulemaking and training, which the series does excellently.

Double tragedy strikes

Do those incidents necessitate a year off, and will the series be harmed as its star names get out of competition mindset and some teams disband? More worrying was the apparent flakiness of some organising cities to make firm commitments to stage races. The final two rounds of 2010 were cancelled. Some fear the economic climate is hampering plans to make RBAR self-sufficient without Red Bull's bankroll. It comes as extra financial pressures are demanded

Judd leaves his wife, Sharon, and the couple’s THE Red Bull series was rocked by a twin tragedy three daughters. after two of its best-known faces died in tragic Then, just days after the final race, Spanish star accidents. Just days before the season finale Maclean died in an accident. He was flying his series Technical Director Adrian Judd was killed RBAR Edge 540 and witnesses say he appeared to in a motorcycle crash in Germany. Then, days fail to be able to pull out of a tailspin manoeuvre. after, ost his life while practicing for an airshow at A hugely experienced pilot, he was formerly Toledo in his homeland. captain of the Spanish national aerobatics team, Judd, 44, was hugely respected and the public face of RBAR in and had final say over airworthiness Spain. Only days before, he had of championship aircraft.He was been named the 2010 recipient of close friends with Nigel Lamb, who the prestigious FAI Paul Tissandier led the tributes and said: “Losing Diploma for services to GA and him is a really bitter blow. He would sports flying. have no appreciation of just how The 41-year-old leaves wife Emma, Alejandro Maclean many people’s lives he touched." and two children.

elsewhere by the success BONHOMME'S PLANS of Red Bull's F1 team. Bonhomme is optimistic While fingers are about the chances of being crossed all round to defend his title – or RBAR: 'There able that fears of a longer perhaps instead a move is a need sabbatical are into team management. groundless, Bonhomme to revise He said: “I’m an optimist went into the final race and I’m going to enjoy the the main of the series at the year free of racing. organisation next Lausitzring in Germany We’ve had so many laughs battling 2008 champion & commercial and wonderful experiences Hannes Arch for the title, areas' over the last seven years and despite the Austrian that I’m going to smile winning the race Bonhomme did about it all. enough to win overall. “I’ll look forward to whatever He took second in the race, happens next with the Air Race. to finish four points clear in Would I race, would I manage the final standings. Nigel Lamb a team, would I get involved in was a career best third overall, the organisation? Who knows… furious at being ruled out of the but I hope that one day, Team final race shout-out after Bonhomme in one form or a tyre deflation as he readied another with a core of me, Wade to takeoff. and Nigel are running around He was muted after the win, the world, having a great race, with a shadow cast over the enjoying the scenery, meeting event by the death of series the fans and locals and enjoying technical boss Adrian Judd (see the food, beer and wine but panel), and said: “At the end above all winning.” of the day, it wasn’t the same 2010 FINAL STANDINGS as last year because for me the POS PILOT POINTS fun of the last race of the year is 1 Bonhomme GBR 64 partly to celebrate the winner’s 2 Arch AUT 60 achievements but also to 3 Lamb GBR 55 celebrate the fact that we’re all 4 Chambliss USA 41 still here to enjoy a beer… and 5 McLeod CAN 33 Adrian wasn’t.”

THE WINNERS Autogyro fans... two more new designs are undergoing UK approval tests Swift Enterprises, whose clean avgas 100LL replacement AND LOOSERS fuel is showing an equivalent octane of 102 in tests Battle of Britain veterans, given suitable kudos at recent anniversary bashes Legal THIS MONTH... eagles, poring over a 209-page (!) EASA document about possible new license regimes Frank Robinson, 80, who announced his retirement 06 LOOP SEP TEMBER 2010


NORMAN ON THE MOVE AGAIN! GYROCOPTER pioneer Norman Surplus is back on his travels, after repairing his gyrocopter in Thailand to continue his ambitious round-the-world charity flight. Ulsterman Surplus was forced to wait for repairs

following a forced landing in a Thai lake near Nongprue. Although uninjured and keen to get going soon, he had to wait for spares to arrive, repairs to be made, and then for formal CAA Inspector approval before his damaged

Life is much better up here, when you've been stuck down there

MT-03 was officially deemed airworthy once again. During his Thai stay Norman became an unofficial ambassador for autogyros in Thailand, won countless new friends, became a cult hero in Germany after major news mag Der Spiegel did a big piece on him, was honoured at the mammoth US 'Burning Man' festival, and did some research into the little-known history of the autogyro during the Battle of Britain. Phew! But as soon as all repairs were made, formalities completed, and check flights made, Norman was on his way over Asiatic waters to pastures new: the Philippines. First hop after an emotional fairwell was over the exotic Sulu Sea to Palawan Island, where he promptly ran into


'GERMAN NASA' PLANS RECORD BREAKING FUEL-CELL AIRCRAFT GERMANY’S equivalent of NASA is underway with a design to build a zero-emission fuel-cell electric aircraft capable of flying 6000km, and taking-off and flying under battery power alone. DLR, Germany’s national space and aeronautics research centre, is in partnership with motor glider firm Lange Aviation to create the Antares H3. It is loosely based on a Lange motor-glider design, and a development of another previous DLR fuel-cell project, the H2. The H2 was the first piloted aircraft capable of taking-off and flying on fuel-cell power alone, and the H3 aims to grow nearly ten-fold its range and

The previous H2 design

Two pilots, 6000km, and no CO2... sehr gut!

duration. The targets set for the H3 are a 50-hour duration and 6000km range, with zero CO2 emissions in flight, and no CO2 footprint if the hydrogen fuel is derived renewably. DLR says the fuel cells, which replace batteries, convert hydrogen into electrical energy in a direct and non-combustive electrochemical reaction with oxygen taken from the surrounding air. The only reaction product is water.

Empty weight will be 1050kg, and MTOW of 1250kg – so it should be able to carry two pilots and some luggage. The 23m-wide wings will carry four pods containing the fuel-cells and fuel, supplying electricity to the single pusher prop. Although the first version will be piloted, subsequent unmanned versions ideal for aerial survey work are predicted by DLR.

That's one happy autogyro pilot. Hold on... they all are! redtape... and then was forced to sit out a typhoon! The Philippines is country No.16 on the trip so far, but permission to fly to Taiwan and Japan is proving harder than predicted.

Norman, who beat cancer, is flying to raise money for Bowel Cancer UK. Don’t forget you can follow his exploits at his website, donate, and track him via Spot GPS.


MULTI-SURFACE AKOYA HERALDS NEW SEABASE A COUP by the innovative manufacturers of the Akoya sea-snow-land aircraft could see France’s Lake Bourget become a seaplane base. Designers LISA Aircraft have secured a seaplane test permit for the Lake in France’s picturesque Savoie region on the Italian border. The Bond-esque Akoya will land on water, land, and snow, with extensive hydrotesting starting from October at the lake, France’s largest.

The permit is only for the Akoya test team for now, but the firm is confident it may lead to a full-time seaplane base, an idea with support from local pilots, tourist organisations, and businesses. LISA's production facility is completed, and October’s test programme should be of the final design prior to manufacture. The firm have extensively employed digital simulations and scale modelling in hydrotesting.

Lake Bourget... the world's most beautiful test centre

Isle of Wight pilots, who face a 50% cut in airfields on the island if Sandown shuts RBAR junkies... see above The mooted 'hassle-free' LAPL medical, now quit hassle-some after EASA revisions to stipulations BMW, copping major flak in Germany for plans to muscle aviation off Fürstenfeldbruck 'Fursty' airfield Chiltern Park Aerodrome, damaged by anti-aviation goons Two US pilots, met by four carloads of gun-toting cops who thought their plane was stolen. It wasn't SEP TEMBER 2010 LOOP 07




Record bid on legendary epic flight gets off to a cracking start


TEVE NOUJAIM’S bid to beat Alex Henshaw’s iconic London-Cape Town-London round trip record and set a new best time for one of the great flights in aviation got off to a lightning start as he streaked ahead of schedule early on. The epic flight was underway as we went to press, but if the early pace was anything to go by, then all Steve’s planning and preparation for the flight was set to pay off and put him in the annals of aviating heroes. Steve targeted the record set in 1939 by aviation pioneer Alex Henshaw in the Mew Gull, who flew the 12,754-mile route in four days, 10 hours and 16 minutes. In May 2009, South African pilot Chalkie Stobbart set a record for the route going Cape Town-

London-Cape Town of three days, 15 hours and 17 minutes. Steve left Southend at 04:38Z on 31 August, and by the time he reached Algeria, he was already 31 minutes ahead of his own punishing schedule, a position report recording him landing at Tamanrasset at 14:40Z, 31 minutes ahead of ETA. Although he was expecting it, high oil temperatures caused him to ease back a bit on power, and for the next leg, he planned to remove inserts fitted in the two air cooling inlets at the front of his cowling to give him an extra 3-4kt; small gains, but it all adds up. Last-minute fuelling concerns in Algeria were solved when all-round good egg Sam Rutherford of Prepare2go (www.prepare2go) handled Steve in Tamanrasset.

Steve Noujaim left Southend in his modified Van's RV7 on 31 August. We all wish him the best of luck! Sam organises flying tours on the continent, so he knows well the ways to get aircraft fuelled and ready to fly. Sam bought five drums of avgas in Algiers, and sent it by road to Tamanrasset (830nm). He himself then flew to Tamanrasset to re-fuel Steve in both directions. At the stop, although Sam refuelled the RV in 55 minutes, Steve needed a bit of

“chill time” so he was only airborne again at 16:14Z – but that was still a great 57 minutes ahead of his planned times. Positioning of Avgas in Congo has been solved by having it flown to Brazzaville from Johannesburg by Phoebus Apollo. Five drums awaited Steve’s arrival with refuelling carried out by Phoebus Apollo crew at Brazzaville airport.

Southend and Cape Town had normal supplies. ATC Lasham very generously donated the fuel for Steve’s first leg while BP in Cape Town donated a substantial quantity of the fuel needed for the first leg of his return trip. Noujaim has spent over a year prepping his modified Van’s RV7, which was happily cruising at 168kt at 10,000ft on the way to Africa.


GP ‘MEDICAL’ TO BE KILLED BY EASA Calidus has a top range of 450 miles

More than 50 Magni M24s have been sold


TWO NEW AUTOGYROS FOR THE UK TWO new enclosed, two-seat luxury autogyros are being flight tested by the UK’s CAA with the hope of going on sale later this year. Rotorsport UK’s Calidus is a factory-built enclosed tandem two-seater, which the firm says combines the excitement and manoeuvrability of a gyroplane with the unashamed luxury of an enclosed aircraft. It has full avionics, dual controls, cabin heating, a range of up to 450 miles, cruise

of up to 120mph, all with the short take-off and landing runs autogyros boast. It says: “This aircraft can truly claim to be the future of aviation. The optional addition of a semi-open canopy makes it a real four-season machine.” It expects Permit to Fly release in October, and has already taken orders for 14. The second autogyro is the Italian Magni M24, a fully enclosed side-by-side two-seater. “This is a very

significant milestone on the route to full approval of the aircraft against the CAA’s BCAR Section T airworthiness standard for gyroplanes,” said Steve Boxall on behalf of the Magni Gyro UK team. Company test flying will be followed by CAA tests this month. Magni says more than 50 M24 gyroplanes have been delivered around the world, and UK deliveries start soon.

EASA intends to kill the ‘lightweight’ medical that was supposed to be a major part of the new European Light Aircraft Pilot’s Licence. The Light Aircraft Association (LAA) says EASA has revised the rule so (throughout the EU) the declaration can only be signed by a person who is a GP who has access to your medical records and has aeromedical training. “So unless your personal GP happens to be an AME, the LAPL medical can never be issued. Catch 22,” says LAA’s John Brady. “Moreover, the declaration to be signed after reviewing the applicant’s medical records now requires a medical examination and the completion of a medical certificate certifying the application as fit to fly an

aircraft. Clearly no GP would ever qualify to do that or be likely to sign such a document, so this puts us back to a medical examination by an AME. “Apart from anything else, there are not enough AMEs in the UK to examine the 15,000 pilots (including 7,000 glider pilots) who could no longer use a GP medical declaration.” Concerns checklist: ❚ Your GP can no longer issue an LAPL medical certificate as he/she is unlikely to be trained in aviation medicine ❚ To make this rule work for GPs in the UK, some 36,000 GPs would need aviation medical training ❚ This appears to be protectionism by the AME sector and protectionism is contrary to EU law ❚ It is disproportionate, contrary to EU law ❚ EASA presents no evidence that the declaration by an ordinary GP is unsafe ❚ AMEs would be swamped by work, causing pilot groundings SEP TEMBER LOOP 09

This flight bag is already packed.


AV8OR ACE™ version 2.0, the newest member of a fully loaded family.

The traditional flight bag has been grounded. Bendix/King by Honeywell is once again providing pilots with a tool that’s made specifically for them. The new AV8OR ACE version 2.0, available now with Eurocontrol charts, is the latest in paperless, full electronic flight bag solutions. Its smaller, lightweight design puts everything from navigation and weather to multi-media entertainment in the palm of your hand. With its geo-referenced charts and large, easy-to-use touchscreen, you can clearly see your position as you stay on course—just another feature in a list you won’t find on other units. So put down your old flight bag and visit us online to locate your authorized dealer.










CESSNA SAIB FOR WATER IN FUEL CESSNA pilots should pay extra special attention when checking for water in the fuel before flying, according to a Special Bulletin issued by America’s aviation authority.The FAA’s Special Airworthiness Information Bulletin covers Cessna 100, 200 and 300 series aircraft, and applies to the whole fuel system: tanks,

components, lines, fittings, and so on, from the fuel tank to the engine. The FAA said, “Recent safety information on Cessna 150, 170, and 172 series airplanes caused us to re-examine our efforts on preventing accidents and incidents due to water-contaminated fuel.” Go to safety/alerts/SAIB/ for full details.


NPPL? MAIS OUI! NPPL holders can now use their licence to fly to France, after a sitdown between UK and French authorities extended its reach. It does come with conditions, of course, but is a great excuse for many to get their first international flight. Pilots must gain an ICAO Class 2 Medical Certificate and a sign-off by NPLG Ltd of a Certificate of ICAO Compliance for their NPPL licence.

The latter must confirm that the pilot has a minimum of 40 hours in total, 10 hours’ solo, and five hours’ cross country to include a cross country journey of a minimum of 150 miles with two full stop landings at airfields other than those of departure and final landing, all in a SSEA/SEP category machine. Great work by the bods at the LAA, CAA, and France’s DGAC!


CLOSURE CHALLENGE BOSSES at Sandown Airport’s resident flying school say they intend a legal challenge to the planned closure of the strip. The landowners of the airfield on the Isle of Wight have said they can’t make it work as a business, and will shut it in October. However, John Woodhouse of Embassy Air Services, which owns the land adjacent to the strip, plans an injunction to block the airfield’s closure. He said, “We have legal rights to use the airfield, which have

already been tested in a previous court case.” He adds that pilots should consider it business as usual and continue to use the site to show their support for it. Wharf Land Investments, which owns the airstrip land, previously bought disused Wisley Airfield. Permission was granted to build an industrial composting facility there earlier this year. Nearly 500 microlights used Sandown at the recent ‘Spamfield’.

Help to keep Sandown open by showing support and visiting



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 HELLO. If you don’t accept my debit card, even want to read about that though I travel all over the old chestnut elf-n-safety place on the day job and again, stop reading now. use this card. How about The reason for another I needed a cheque? No. How about chocks before cash? No (isn’t it illegal to elf-n-safety rant is because our resident he could begin refuse cash?). He couldn’t display team, the Chang refuelling. Did have been more unhelpful Gang, have been up to he tried. In the end, my he have any ifwingman their back wheels in it gave him his for the past eight weeks. chocks? No. card. The refueller then Take for instance our My wingman drove off and checked to trip to Inverness to do a see if the card was valid distracted flying display at a rock before coming back and him while I festival in August. We starting refuelling, even took a set off a though he had already were driven into town by a sweet Scottish taxi nearby aircraft driven off to check if it lady from our base at was valid before he had Knockbain Farm (a cracking refuelled the other Chang before strip with a fantastic owner and a me. This bullshit took nearly high-speed dog) up the road from an hour, by which time we were the event. As we drove in, she late for the next event and that’s told us that village life had been another elf-n-safety story. effectively destroyed by officials Last week, we did another event banning the town fetes because, near Peterborough. We were just a couple of years ago, someone a little part of the event, very low had fallen off a float and killed down on the food chain and that’s himself. I couldn’t help but put OK as it was mostly taken up with my on journalist hat. Was the battlefield re-enactments and old float defective? Brakes etc? No. cars etc (but I’ve started to realise Were any vehicles used in the fete why prostitutes insist on getting defective? No. Were participants paid before the action). of the fete taking crazy risks? No. Our friend was at the event with What caused the accident then? his old car on display and decided “Because he was as pissed as a to give us a lift from the crowd fart and fell off,” she replied. line to one mile away where the The next day, we flew into aircraft were parked (eh?) but Inverness to refuel before flying was stopped by an elf-n-safety home. The refueller asked why official who insisted on walking I didn’t have labels on my fuel ahead of the 1946 Wolseley, in caps displaying the need to refuel case it ran someone over. In the with Avgas rather than Avtur. early days of horseless carriages I explained that it was a petrol when the brakes were blocks of engine and I’d had a share in wood held against the wheel rims, the Chang for nine years and it a man had to walk ahead of the definitely ran on Avgas and not vehicle waving a red flag, and here Avtur, but the refueller said that we were in the 21st century with this wasn’t acceptable. While three very experienced drivers he wasn’t looking, I got my sitting in this car, and the only permanent marker out and drew person at the event who was at a little label on the underside risk of being run over was the of each fuel cap. The refueller elf-n-safety tit prancing in front looked back, noticed the labels on of us. the underside of the flaps and said I’m getting some badges made that this was now acceptable. up. When you meet such people, Then he told me that I would write in to LOOP and I’ll post you need chocks before he could one. It says ‘I’m an elf-n-safety tit’ begin refuelling. Did he have on it. As well as a safety pin it will any chocks? No. My wingman also have a sticky patch so that, if distracted him while I took a set they won’t wear it voluntarily, you of chocks off a nearby aircraft. can stick it on their back when Next, he told me that he couldn’t they’re not looking.


DID you happen to see the close escape in August of the Argentinian airshow pilot whose aircraft lost a wing during his display? Have a look on YouTube if you haven’t already seen it. As onlookers went white, he coolly pulled the release for an emergency airframe parachute which arrested the aircraft’s fall and suffer only a burnt foot caused by ruptured fuel lines. While the Changs don’t have emergency chutes, we do wear them and I’ve recently been doing a little research into the best way to use one. Until now, I’d always thought it was best to turn upside-down, but I have since learned that the chances are the aircraft will descend in the process – because pilots don’t push hard enough – and reduce the chances of escape. It turns out that the better way to go about it is to release your harness, open the canopy, and then boot the stick forward as hard as you can. PS: This probably won’t work if your aircraft has a side door instead of a canopy. PPS: I’m only saying this to stop some elf-n-safety tit pointing it out. SEP TEMBER 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 I’M asked many questions about flying rotary, but fewer of my fixed-wing days in the 1950s. But, some stories prompt so much talk from pilots that I have to share. One regards Bomber Command’s old G-H system of bombing in the pre-lasertargeting days, and how practice and crew co-operation produced astonishing results. The technology 60 years ago was very basic, but we had a simple radar which when linked to the G-H bombing system - a totally blind system – which meant crews could achieve accuracy only dreamed of in WW2 a few years before. Flying anywhere between 40,000ft and 50,000ft, a good crew could drop a 1000lb bomb with an error of barely 100yd – without even seeing the target! G-H was a development of the low-frequency Gee nav system, which used a grid of position lines covering large tracts of global surface and only required two ground transmitters and an airborne receiver. We knew a radar signal’s speed through air, so converting it to time and distance gave the operator an accurate range from the source signal. Two such signals from suitably spaced transmitters gave the operator a fix. G-H required two PPI (Plan

Position Indicator) displays in a ground station is curved and the aircraft. In the Canberra B2 requires heading corrections. these were 6-in circular dials Once the ‘blips’ on the upper one directly above the other. dial are synchronised, the The upper showed on a ‘time aircraft is on track to the target base line’ indicating aircraft with the range then being read track. The dial below similarly off the lower dial. I hope you are indicated the aircraft’s position still with me! from the second transmitter When the two blips on both and, if used as a ‘position line’ upper and lower dials are crossing the track signal, the synchronised, the aircraft system displays a moving is directly above the target. position of the aircraft a la Should the bombing crew today’s GPS. achieve that situation on the The two incoming signals 50yd scale, it is possible to displayed as ‘blip’ radar returns. produce a ‘Dog-How’... sorry a Both PPI dials have a range ‘Delta Hotel,’ - a direct hit. This 50yd to 50 mile range and in could happen from 50,000ft! war Special Forces would get I know you will have spotted the transmitters placed. the obvious: a bomb dropped On bombing ops, the target from 50,000ft directly above co-ordinates are programmed a target will whistle on miles on a lower ‘time-base line’ and past the intended impact shown as second blips on each point. Yup, but this piece of dial, which become equipment deals with the required bombing that during the run-in track and target when it calculates the distance. With the ground speed and drift target co-ordinates and, since the smart The two set, the bomb aimer little devil knows incoming directs his pilot using the ballistics of the signals the two incoming bomb, it calculates the signals relative to necessary BRP (Bomb displayed as the programmed Release Point.) ‘blip’ radar target co-ordinates. The information is returns... in war Just think of an ILS indicated as soon as the Special Forces aircraft passes WP1 localiser needle would get the (Warning Point One) interception, bearing transmitters in mind a track of and gives the operator placed constant range from new co-ordinates

that must be rapidly re-programmed to obtain the correct WP2 and BRP. Setting the new figures in what may be a matter of 20s seconds requires the finger skills of a concert pianist! (Pilots were also required to practice this particular skill, albeit on a simulator. I recall only too well routinely zooming past the BRP before I’d managed to complete the changes.) So, when on task, the practice of blind bombing works like this. The bomb aimer searches for the target signal on the 50-mile scale and, once identified, directs his pilot with a series of headings and scale reductions to intercept the required bombing track. Even with experienced crews, the tension on a run becomes frenetic. As in the Lancaster days, the bomb aimer calls, “Right X degrees... steady... steady... range to target Y miles,” as he closes on the target. At WP1, he sets the newly calculated co-ordinates on the timing ‘mouse’ and continues to give heading corrections and range information. At WP2, the bomb aimer calls, “Bomb doors open,

skipper,” and switches the EMRU (Electric Magnetic Release Units) to LIVE as the ‘mouse’ counts down the seconds to BRP. The call, “Bombs gone; bomb doors closed,” are the words the bomber pilot most likes to hear. I once carried an especially nervous bomb aimer on an early practice sortie. During an extended bombing run, the excitement and tension in his voice progressively mounted as the aircraft got closer to the target. The call “Bomb gone skipper; bomb doors closed” was allowed to be transmitted to the observer on the bombing range below to serve as a warning for the drop to be plotted. The ground observer’s usual response was, “Canberra 923, your bomb observed.” However, on this occasion the excitement of the run-in got the better of my new bomb aimer: he yelled hysterically, “Skipper, skipper... over target, bomb doors gone. “ I wasn’t that surprised to hear the Range Officer’s laconic reply, “Roger Canberra 923, your bomb doors observed!” SEP TEMBER 2010 LOOP 13


Manhattan, man NEAR New York recently with work, while colleagues went sightseeing I took the chance to rent a Cessna 172SP for a better way to see NYC. Century Air at Essex County Airport were really helpful and did the necessary paperwork etc, and my instructor said it was OK to fly down the Hudson – I’d expected a no! We headed north east below 1500ft avoiding Teterboro airspace until we reached the Hudson by Alpine Tower, then followed the east bank south below 1200ft. After the Statue of Liberty we performed a 180 turn and headed back up the Hudson River on the west bank. After George Washington Bridge we went up to Alpine Tower then

1000 times better than traipsing around Macy’s...

southwest back to Essex County. The whole flight time was 1.1 hours and cost $250 including instructor and two charts. A fantastic experience, I even performed a good landing... Century Air were very friendly helpful professional and I would highly recommend them. Can you imagine trying to do this in London? Stephen Andrews

Stephen wins... ... A copy of FLIGHTTEST st 2010, the coolest mag around!

Goose down!

CROSSWORD#22 LAST MONTH’S ANSWERS ACROSS 7 White Waltham, 8 Spiral 9 Thrust 10 Croydon 12 T-Tail 14 Knobs 16 Sealant 19 Offset 20 Leaded 22 Field In Sight Down 1 Chop 2 Stormy 3 Swallow 4 Slats 5 Thirst 6 Omission 11 Ring Fife 13 Ceiling 15 Basset 17 Lead-In 18 Study 21 EGHO

ACROSS 7 Alternative to a ‘wheeler’ landing for a taildragger (5,7) 8 A narrow channel of a sea which joins two larger bodies of water (6) 9 A prefix referring to heat or temperature (6) 10 Aircraft manufacturers build these helpful things in the design stages of a new aircraft to ensure everything will fit together before production starts (4-3) 11 This is arguably the first true global radio navigation system for aircraft (5) 14 Jargon for a holding pattern (5) 16 RAF airfield from where Operation Jericho ‘Mossies’ departed in 1944(7) 19 What the Pole did to the aircraft with Wadpol! (6) 21 An anticipated outcome that guides your planned actions (6) 22 First flown in 1947 the PA-16 was a four seater version of the Vagabond (5,7)


DOWN 1 Often sudden loss of visibility in snow (8) 2 Opened in 1928 only London’s Croydon Aerodrome predated this major US airline terminal (6) 3 A “bold pilot” will get theirs before the “old pilot” (7) 4 Term for an aircraft configured for its approach and landing (5) 5 Jet or Gulf - take your pick (6) 6 What you’ll probably need to do after adjusting power or attitude (4) 12 Term for pilots barred from flying for disciplinary or medical reasons for example (8) 13 Perceptible by the ear (7) 15 Carpenter’s aircraft of choice? (Abbr) (6) 17 You’ll need to be able to do about 35 of these in a minute to be deemed fit to fly in the RAF (3-3) 18 Developed by Enstrom in 1973 as a luxury version of their F-28A helicopter (5) 20 Polite exclamation used to acknowledge a mistake or incident (4)


FOLLOWING on from your recent correspondence from Jim Cripps [That doesn’t narrow it down... Jim is like a letter-writing machine! – Ed], ref two geese getting it wrong landing downwind on a small lake.. [Ah, last month!] I have a further update to this regarding geese getting it wrong. Living in Cumbria we get many pink footed geese visiting from late January to May for breeding. On one occasion this April I watched 15 or so feeding off fresh wet grass in a particularly small field which had a downhill slope to a small lake bordered by young ash trees about 50ft high still bare of leaves. The geese, having had their fill, waddled to the far end of the

Plenty to learn, even for him field to maximise the take off run, except for two young geese who remained nearer. The older geese flapped with all their might and just cleared the trees at their MTOW with fresh grass in their stomachs. The two younger geese did not bother to walk to the top of the field but began their run half way down. Fifty percent into the run they just became airborne, and then realised – as did I – that they

would never clear the trees. They both crashed through the upper 10ft, their inertia taking them through with wings and bodies losing feathers and down, all accompanied by some very loud honking! They fell to the ground very close to me and then vented their anger on my two Labradors before then waddling off to join their companions on the lake. The moral is: even birds get it wrong! These two were young and eager to get airborne, ignoring the experience of their elders. They were also over their MTOW for a too short a take-off run in a field with wet grass, and finally failed to check the 50ft clearance. And, after the crash they blamed someone else! Simon, email


Harrier with gear failure... will a pile of mattresses help?

Our minature Schnauzer Colin getting ready for his inaugral flight in our Europa aircraft... he behaved impeccibly! Robert Frost, email

Of course not! Apparently it was a write-off. Karl Ross



Hall of heroes MAY I express my gratitude to the lovely people at Damyns Hall. On a recent visit there in my VP1, G-EVPI, I experienced a minor tech issue which required a couple of days to resolve. Allocated a secure parking space, I returned a little concerned as it had also rained during my absence, only to find that some kind people had covered it, and airfield manager Keith Reynolds refuse to hear of any extra parking charges either. Perhaps some GA airfields that think they’re Heathrow should take note. What a jewel in the crown this beautiful little green corner is, in an otherwise very heavily industrialised part of Essex. Chris Martyr

Rotary power I CANNOT find references in aviation to rotary engines, namely for the Wankel engine and its variations. I think it is worth further investigating this important development, which has shown great improvements over the last few years in areas such as the seals, low weight, reliability, fuel consumption, very low vibration and especially the power to weight ratio – certainly better than the current aircraft engines. Robbie Nicholson The firm pushing development hardest in rotary engines is Mistral, who currently have a 300hp version on the verge of certification, and have plans for further models of varied output. Seeing it in action is very impressive – they rev it to maximum rpm with a glass of wine balanced on top, and it barely ripples – and it sounds a peach!


Yet another Cessna 172 rival [Tecnam P2010]... I suppose flattery isn’t what they are feeling in Wichita, however. David Ginelle



+ TESTED Beyerdynamic HS400 + GEAR Oshkosh's best + HARRIER PPL owns his own! +

Bob fan

I DON’T always agree with Bob Davy’s opinions – incidentally, I met him a long time ago and was a go-kart team racing colleague! – but I think his column about the Orbifly chaps is absolutely spot on. Orbifly is an excellent resource that every GA pilot should know about. It is not a replacement for good preparation, but another tool in the box to enhance overall situational awareness and inform decisions; buzzwords, I know, but I like them if they keep me safe! Thanks! Paul Merry

I went looking for Mike Da Mustang after Bob’s column, and my 5-yearold son was instantly into it. A good sign!

Peter Brydon

Just a few years ago, people would have scoffed at the thought of an unleaded Cirrus. Well done Duluth. Tony Harrision




BEST OF 2010






ISSUE 60 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 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, Stan Hodgkins, Phil O'Donoghue, Paul Bonhomme SEP TEMBER 2010 LOOP 15





In an exclusive first European test, LOOP’s testing expert Phil O’Donoghue gets his hands on the brand new Beyerdynamic HS400 Signum, the German-based company’s latest passive headset + THE HS400 AT A GLANCE

PRICE: £289.95 + Ear pads with extra soft leatherette cover and viscoelastic filling + Automatic volume reduction of phone or music player when signals from the intercom occur (selectable function) + Mono/stereo selection switch + Noise-compensated microphone with adjustable gain + Integrated volume control + Rugged headband design made of spring steel with soft, replaceable headband pad + Modular construction for easy servicing + Five-year warranty + Weight: 325g (without cable)

WHAT'S IN THE BOX + HS400 Signum + Padded case + Wind shield for microphone + Connecting cables for mobile phones (including iPhone) + Connecting cable for portable music players such as CD or MP3 players




Page 18



Page 20

HE WORLD of aviation moves quickly, but one part that seems to move faster than most is headsets. With so many manufacturers around, it seems hard to know just what the latest and greatest products are. There’s the world of ANR, where headsets are expensive but come with the latest innovations in controlling sound. Then, there are passive headsets where the prices are greatly reduced due to the use of less intuitive technology. That’s not to say that a passive headset can’t combine a smaller price tag with all the extra features of an ANR headset. That’s how Beyerdynamic sees it and the company has tried to combine the best of both with its brand new headset. The new HS400 Signum headset is an update to the company’s popular HS300 passive noise reduction model. When we tested the HS300

a couple of years back, for the basic headset function. we were quite impressed Sadly, neither the audio box overall, but we did have a nor the headset lead comes with grumble about the bulky a clip to secure them out of the audio box used to interface a way in the cockpit. phone or music player. This The HS400 features aspect of the headset has been large circular ear cups that improved, with the HS400 now completely enclose the ears. featuring a smaller and neater The ear pads are made from audio box. viscoelastic material covered The audio box also with very soft leatherette. We’ve accommodates the two AA found this design to provide a batteries that are required good seal around the ears, even to power the auxiliary audio while wearing spectacles. input interface, dual Left/Right The headband is made from volume control sliders, an LED lightweight spring steel and to indicate when the audio is covered with a removable interface is powered headband pad. on, and a second LED The clamping force to show the status of is quite low in the auto mute function. comparison with What is The power-on LED also many headsets. doubles as a battery Coupled with a surprising capacity indicator by weight of just 325g, about the changing from steady the overall result is HS400 is to flashing when about a very good level of 20 hours of battery life comfort, even when that the remain. Battery power wearing the headset passive noise is only required for for extended periods. operation of the auxiliary attenuation is It’s not a surprise excellent audio interface, and not that a light headset

The ear pads are made from viscoelastic material covered with very soft leatherette. We’ve found this design to provide a good seal around the ears

with gentle headband box. When enabled, clamping should be the muting feature comfortable, but what automatically drops is surprising about the volume of the The HS400 the HS400 is that external device by Signum really 90% when there is an notwithstanding the comfort, the passive incoming nav, comm, comes into noise attenuation is intercom signal. its own when or excellent – as good as After a couple of music is any passive headset seconds of silence on we’ve used. played through the intercom or radios, The HS400 features auxiliary audio the auxiliary the an electret mic with gradually returns adjustable gain, mounted input to 100% of the on a flexible boom that’s set volume. easy to position and can be The HS400 looks smart, rotated to allow the mic to be modern and compact, and placed on the left or right side of is very nicely constructed. It the mouth. comes with a high-quality nylon The clarity of speech through case, cables for connecting a the headset is good, but the phone or music player, and a HS400 really comes into its own five-year warranty. when music is played through The HS400 is also available the auxiliary input. We used on Beyerdynamic’s Manufaktor an iPod for music input and facility, where the purchaser found the sound quality to be can customise the headset outstanding. to the style they want at no Automatic muting of the extra cost – there is a range of auxiliary input is controlled colours, materials and even using a switch conveniently personalised engraving . located on the front of the audio

Clean, precise and handmade. The process of putting a Beyerdynamic headset together explains why the company believe in the five-year warranty

+ H S 4 0 0 S I G N U M R I VA L S

DAVID CLARK H10-60 £299.99

THE H10-60 is David Clark’s top-of-the-line passive headset. The H10 features a headset pressure adjustment, boom guide lock and the ear cups have three position options, which offer

greater control over pressure and noise attenuation. David Clark says that this headset offers a noise reduction of 23dBs in the cockpit. It also has a detachable comms cord, so it can work in both fixedwing aircraft and rotary.


SENNHEISER says this passive headset offers a huge 40dBs in noise reduction and comes with a ten-year warranty. There is no audio box on this headset and the volume control

is on the side of one of the ear cups. The microphone is noisecompensated for clearer speech in transmission. It has a comfortable, foldable headband and weighs 348g – one of the lightest passive headsets on the market.


FOR the price, this is a great entry-level headset. It’s not light, or that attractive, but it does a job and does it well. It’s ideal for a pilot just starting out, or as an emergency backup.

It has foam ear cups instead of the more standard gel, but David Clark accessories will fit on the ASA allowing it to be upgraded. A pilot’s favourite for 15 years, ASA constantly makes changes to improve the original design. SEP TEMBER 2010 LOOP 17


THE BEST PRODUCTS FROM OSHKOSH 2010 With mile after mile of aviation goodness, EAA AirVenture at Oshkosh is the place for companies to launch new products and new advancements in software. With all this mouthwatering equipment, LOOP picks its favouite bits.... +NEW BOSE A20

THE BEST JUST GOT BETTER TWELVE years is a long time in aviation (to be honest, it’s a long time in any business), but that’s how long it’s been since Bose last launched a headset. Once again, the company has raised the bar in terms of ANR headsets with its new A20. The main differences are to the ear cups and control module, plus the ability to use Bluetooth, the addition of a 3.5mm auxiliary audio input (MP3 player, GPS unit etc) and priority audio switch: things the Bose X lacked. Bose claims the noise reduction has been greatly improved as a result of the engineers putting microphones inside and outside the earcup to more effectively measure, sense

and react to noise changes. “Although we haven’t measured the noise reduction between the A20 and the X, there is noticeable difference between the two units,” said Matt Ruwe, Bose’s product marketing manager. “And although it’s not any lighter than the X, our designers have repositioned the weight so it feels lighter while being worn.” The control box has seen a drastic change. The volume control has moved from the side of the module to the centre to try to reduce accidently changing the volume when moving around the cockpit. The auxiliary input jack has been placed at the bottom



INSIGHT Avionics launched its part is the range of screens and new G3 digital colour graphic measurements available on such engine monitor, which can a small unit. fit into a normal slot from a The pilot can toggle between, six-pack panel. The official route monitor screen, probe into Europe isn’t yet clear, but diagnostics, engine vibration, we really like its neat size and propeller balance, turbulence, useful functions so it is worth take-off performance and considering as an ‘extra’. periodic temperature variation. The new small-faced G3 will The system boasts in-flight operate as a standalone, taking real-time prop balance to up little panel area, but will also help with engine smoothness, interface with other data sources continuous probe diagnostic and report and will work information on normally to other aspirated or instruments like turbo-charged installed MFDs. with SD data All data can card for be downloaded four-, six-, or onto an STD nine-cylinder card and engines. transferred The G3 is onto a PC available at for future $3200. reference. www.insight Stay in touch with your engine The clever



of the control module so the wire from the MP3 player will flow parallel to the module’s wire. The mixed audio setting means the pilot can hear the aircraft’s radio as well as the auxiliary input signal, and there is a prioritised audio setting, so the auxiliary sound will be muted during transmission of important radio communications. Bose claims two normal alkaline AA batteries will last for up to 45 hours in the A20. It is available now at 1095Euros for the bluetooth version, and 995Euros without.




IF YOU’VE caller ID, has had your direct dial, headset a and redial while and functions, are looking voice dial to upgrade feature to bluetooth with one and auxiliary touch and Save hundreds on a new headset automatic input, it could cut-out with be expensive. However, a radio transmissions. headset audio interface could The Angel also boasts be a cheaper alternative an integrated E6B flight to a new headset, which is computer, full-colour backlit exactly what ComLinkPro has screen with intuitive menus, launched in its Angel Personal long battery life (recharges Flight Assistant. through a standard Mini-USB The Angel enables pilots port), ambient light sensor to sync up their mobiles to for day/night auto-dimming, take calls or play music. The stop watch with three unit also has jacks for MP3 different timings and a players, microphones, should 24-hour clock with date and you want to record sound, day of the week. GPS units or anything else The Angel will set you back that might require sound. just $449. It has the ability to show



L-3 Avionics Systems Trilogy ESI-1000 Electronic Standby Instrument has received TSO authorisation from EASA. The ESI-1000 merges attitude, altitude, airspeed and optional heading data onto a 3.7-inch screen. By combining three instruments into one, the Trilogy ESI saves panel space, replacing the multiple analogue backups that normally accompany glass cockpit avionics. It costs around $15,000.

Peace of mind in small package


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

Air & Ground Aviation

The new A20 moves Bose firmly into the 21st century +NEW


AirPart Supply Ltd.

Aerolithe France



THE iPAD NOW COMES WITH A MOVING MAP APP The latest iPad app launched at Oshkosh was the Beacon North America, which its manufacturer, Zivosity Software, claims will perform all of the standard tasks a pilot would expect of a good GPS moving map application, including flying over geo-referenced VFR and IFR charts and flight planning. It also provides geo-referenced approach plates and airport diagrams, configurable advance alarms for airspace, waypoints, fuel tank switching and obstacles. It can display a 3D view with semi-transparent 3D airspace as it would appear if viewed from the cockpit, a terrain awareness view showing colour-coded terrain around your aeroplane and weather information (with an internet connection).

At the moment, the system only covers America, but Jerry Coston of Zivosity Software stated that a European version will be available in November – so stay tuned. The app is currently being sold at an introductory price of £44.99.

LOOP is the UK’s most influential and biggest circulation General Aviation publication. Published monthly, it brings pilots the latest news and analysis, stories, and stunning flight tests of aircraft ranging from high performance piston or turboprop aircraft to kitp kitplanes and Light Sport aircraft.

Benefits include: • Delivered straight to your door • Get your issue before it’s out in the shops • Save nearly 25% on the UK cover price • Just £25.00 for 12 issues (within the UK) • Just £35.00 for 12 issues (outside the UK) Tiny moving map technology




What goes into overhauling an aircraft’s driving – or rather, pulling – force? Who better to ask than the UK’s biggest specialist, Proptech. LOOP’s own dashing blade Dave Rawlings hits Portsmouth to find out


ETTING a propeller overhauled is a big, time-consuming part of keeping an aircraft in a state of airworthiness. It’s one of the parts of an overhaul that is often just sent away by a maintenance facility and forgotten about, yet few would argue it’s one of the most important parts of the aircraft. Ali Mant, one of Proptech’s customer support engineers confirms, “The prop is probably the part of the aircraft under the most amount of stress, so it’s imperative that it is maintained properly and not abused.” The majority of Proptech’s work is overhauling propellers for GA, regional airlines, British and foreign military, as well as components from ATR – manufacturers of regional aircraft. The company works with a large variety of propellers made by Hartzell, McCauley, MT, Sensenich, Hamilton Sundstrand and Dowty Rotol. They also repair aircraft propellers that are damaged, or have grease or oil leaks. So what are they looking for? “A common problem is blade strikes, but this usually means mandatory propeller overhaul is required. We can only do so much with bent blades, which can involve straightening and twisting, but there is a strict criteria of how much we can manipulate or crop a blade. If a bent blade is found to be outside of repairable limits, this can result in the hub having to be scrapped as well.” A fixed pitch prop, if operated in normal conditions and maintained well, should last between three and five overhauls, but it is subjective as there are a lot of factors that determine its life-span. “The life of a propeller depends on how it’s treated, where it’s used, the environment it’s operated in or the type of aircraft. It may have life-limited parts on it, so there’s no blanket

statement,” Ali explained. “Luckily for UK pilots, as well as most of Europe, we don’t have too much sand in the air so erosion from flying itself is quite rare, although we do see more wear-and-tear on propellers that spend more time flying in and out of grass strips,” he added. When it comes to overhauling propellers, Proptech is one of the best. “We’ve got 30 people working here; some have been here for more than 30 years, so there’s not much we haven’t seen and don’t know how to fix.” Proptech is the only company in the UK approved by both Hartzell and McCauley. As a distributor for Hartzell and service centre for both, any McCauley warranty claims can only be processed by Proptech. This is quite an honour as only 22 facilities worldwide are Hartzell Recommended Service Facilities (RSFs). “It’s much harder to become an approved dealer than it is to get approval from EASA and the FAA. The CAA/EASA and FAA come in every year to check that they are keeping up to scratch, but Hartzell and McCauley has more stringent requirements,” explained Ali. “Hartzell come in every two years to carry out an audit, and does it to the book to make sure we can stay an approved service centre. Hartzell has been known to take the status away from companies, so it’s not something Proptech take for granted.” Proptech has also recently gained approval as an MT Propeller Service Centre, emphasising Proptech’s commitment to supporting the GA market, as well the regional operators. Due to this, Proptech take their time overhauling propellers, “We get people coming in telling us that ‘Joe Bloggs’ can overhaul their propeller in three or four days,” said Ali, “and there’s no way we can do it in that time, because we go through


everything so thoroughly. It takes a day alone just to strip and clean a basic two-blade VP propeller. “We say that we will overhaul propellers in 21 calendar days, but we try to be flexible to customer’s demands,” said Ali. OVERHAULING The process of overhauling a propeller can be broken down into different tasks and components. The first job when the propeller arrives is to strip it down, which as Ali said, takes about a day to strip and clean sufficiently for overhaul. The next step is to inspect the blades, hub and associated parts, to identify any worn or damaged parts. During inspection, all applicable service information is reviewed for any mandatory requirements, such as Airworthiness Directives and OEM Service Bulletins and Service Letters. Then, the company orders the parts required to replace unserviceable components found by inspection, along with any replacement parts that the OEM requires changing at every overhaul.

The blades, which are totally stripped bare of paint and hardware, are then measured for width and thickness at several points along their length. If all of these are over the recommended OEM manual requirements, they then go in to be ground to remove any damage that may be there. After grinding, the blade is then re-measured to make sure it’s still above the minimum width. Next is the ‘cold rolling machine’ (for Hartzell blades), which adds a compressive layer to the blade retention area and shank. Once this operation is completed, the blade is then placed on an optical comparator (sometimes called a shadowgraph) to check that the blade still meets the required shank shape and dimension. If it fails this inspection, the blade is scrap and cannot be returned to service. However, assuming all is well with the blade, the next process is for it and all the other propeller parts to go through the Non-Destructive Testing (NDT) process. During this process, they are coated in a luminous

A fixed pitch, if operated in normal conditions and maintained well, should last between three and five overhauls


Portsmouth-based Proptech’s 30,000 sq feet building is exclusively used for overhaul and repair of propeller systems SEP TEMBER 2010 LOOP 21

FLIGHTGEAR dye, and then dried with a talcum powder-like substance. After that, it’s placed in a darkroom under ultraviolet light to see if there are any hidden cracks, known as FPI. The dye rushes in to any crack or imperfection, making it easy to spot them under ultraviolet light, known as MPI. The steel parts of the propeller are put through a similar process, although the dye has a magnetic element in it and an electric current is passed through. Some hubs and blades also require eddy current inspection, which uses electromagnetic induction to detect flaws in conductive materials. The blades and other propeller parts are then sent out to be anodised and cadmium plated, which takes around three days. When they return, they are re-painted, using OEM-approved paints and then balanced as a set. Proptech has a computerised balancing machine, which enables it to balance propellers for turbine aircraft to very low limits. The propeller is then reassembled, de-icing boots fitted (if required), all mandatory checks and final balance are carried out and it is ready to be returned to the customer. NO WOOD While Proptech work with composite blades, they do not take in wooden ones. “Composite material is very durable. If there’s a chip or chunk missing out of the blade we can rebuild it. It would be the same

process as rebuilding a crack in a composite aircraft. We can even replace the nickel leading edges on composite blades in house, without having to return blades to the OEM,” said Ali. MAINTAINING A PROPELLER Ali has worked at Proptech for many years and knows how to keep a propeller running. “Put simply, preventative maintenance can bring dividends in the long term – a well-maintained propeller will last longer. So it’s important to carry out regular maintenance as stated is the relevant propeller OEM’s service information – normally found in the propeller’s owners’ manual for the prop type, although they are inexpensive to buy. “I expect a lot of people have them, although perhaps not the latest version. Getting up-to-date information on maintaining your propeller is a good place to start,” suggests Ali. Most of the popular prop manufacturers have service information for their various component TBOs, (Hartzell Service Letter 61-61Y Rev. 3, McCauley Service Bulletin 137AE, MT Propeller Service Bulletin 1AH and Sensenich Service Bulletin R17 are the popular ones). Most of the aerobatic applications have reduced TBOs and life-limited parts, for obvious reasons. “I suppose blade maintenance is one of the biggest things (aluminium blades) along with correct and regular prop lubrication for VP props, if they

MAIN: A finished propeller TOP: The ‘Optical Comparator’ LEFT: How the propellers come in are fitted with a greasing facility. However, you should be careful not to over-grease as this can cause other problems,” said Ali. “Overzealous use of a file on a blade leading edge can also reduce the life of the blade, so keep it to a minimum by only removing the required damage and material. Then, once a blade is reworked, protect it with alodine/ alochrome and paint it carefully. “A pilot came to us once with his prop, which had been re-painted elsewhere, saying

it now had vibration. We put it on the balancer and it turned out there was too much paint on one of the blades. We were able to sand it down a bit and it was fine,” said Ali. So Ali, what is your final piece of advice? “If you notice something

that does not look or feel right, get it checked by your maintenance facility or prop specialist (preferably Proptech!). A new oil or grease leak, or vibration that was not there before, could indicate the start of a problem.”


Here are just a few of the propellers Proptech is in the process of repairing or overhauling, from contact damage to corrosion

CORROSION: Blade/leading edge corrosion, very common on all props

DAMAGE: From the same prop as the right picture, these need a blade track check

DAMAGE: Same as left except this blade is bent and damaged

DAMAGE: Fixed pitch, the damaged caused by a trapped locking wire

TOO MUCH GREASE: Over-greased prop, can cause damage as much as no grease

TOO MUCH GREASE: Over-greased prop (same prop as left)

DAMAGE: This blade has seen some heavy impact, possibly a bird strike

CORROSION: A example of a corroded accumulator that needs replacing



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Tecnam's new dawn in twins

Tecnam's P2006T is the twin which could lure many up from singles, and give many schools their first twin trainer. Stan Hodgkins straps in to fly





ECNAM claimed to have spotted a gap in the market when it first revealed the P2006T: to have produced a twin-engined four-seater that is lighter and more economical than many of its single-engined competitors. But, how so? The magic ingredient isn’t some unobtainable substance cooked up in an alchemist’s lair, but something rather well-known to aviation already – Rotax’s successful Rotax 912, now the engine of choice for light aviation world-wide. The model has drawn large interest from schools and private buyers who are enchanted by the concept of a two-is-cheaperthan-one aircraft for their fleet or personal use, and the first in the UK – G-ZOOG – is already in busy service with Airways Flying Club at Booker. The club’s parent company, Airways Aero Associations, (AAA) who operate Wycombe Air Park, is the UK and Ireland's sole agent for the Tecnam range. Boss Tim Orchard – an old friend – kindly flew G-ZOOG into Old Buckenham where, after the usual friendly insults were exchanged, he couldn’t wait to enthusiastically show me his new toy. It certainly turned a few heads up here in the backwoods; it just looks modern and, to me, obviously Italian, something of which I am a big fan. With its neat retractable undercarriage, sexy swept fin and swoopy lines, it is a seductive little minx! Obviously based on his P68 Partenavia, designer Luigi Pascale has taken advantage of the amazing little Rotax and produced a scaled-down, incredibly efficient little flying machine. The maturity of the Rotax 912 is beyond doubt and the current versions have a TBO of 2000hrs/15yrs. Even the old traditional Rotax engines have a calendar life of 12yrs. It powers numerous types – including almost all the new US Light Sport Aircraft – and when it was selected by Dick VanGrunsven for his RV-12, I thought its time really had arrived. Up until then, he had recommended any engine for his aircraft… as long as it was a Lycoming.


Of conventional aluminium construction, the low-drag lightweight airframe combined with lightweight fuel-efficient powerplants gives quite exceptional performance and economy, plus the peace of mind of an additional engine. The airframe is a very clever design from the loading point of view. The wing is built around two wing spars that form a rigid torque box and the engine mounts are bolted to the front spar. This partly ‘buries’ the engines in the wing, reducing drag and saving weight, and also ensures a very stiff structure that concentrates the mass of the engines and fuel near the centre of gravity. The two 100l fuel tanks are located between the spars outboard of the engines. Below the spar is the spacious cabin and baggage compartment. G-ZOOG sports the ‘Chatham Dockyard’ tail livery (British Airways) with the ‘flag’ up the fin and swooping blue and red cheat-lines along the fuselage, which further emphasise its natural curves. Approaching the P2006T, I start to put it in proportion: for a

TOP: The cabin is spacious RIGHT: The pilots have their own port side door

Entering the cockpit is easy as the seats slide rearwards a long way and there is no need to clamber over cockpit equipment

twin, it is small, with a wingspan of 37.4ft (11.4m) – only slightly more than a PA28 Warrior. It sits close to the ground on its sturdy sponson-mounted undercarriage which is very reminiscent of the Dornier 228. The cabin is quite spacious, and has a door on the port side for the pilots and one on the starboard side for the passengers and baggage. The engines are neatly cowled and the props are MT and fully feathering. The doors are very close to the propeller arcs so there is a clever solenoid-operated interlock so that they cannot be operated while the engines are running.

Winglets are fitted and the wing section is a laminar-flow design to reduce drag. The laminar-flow wings feature frise ailerons, electricallyoperated slotted flaps and winglets. Strangely, the fuel tanks are not painted, but have been left in natural aluminium finish, apparently an EASA requirement for minimising the risk of lightning strike… Tim doesn’t get it either! The stabilator is very Piper, being all moving with an antibalance tab that also doubles as a trim tab. The fin and rudder are conventional and of generous proportions. SEP TEMBER 2010 LOOP 27


Entering the cockpit is easy as the seats slide rearwards a long way and there is no need to clamber over cockpit equipment. The flat floor helps in this respect. Entrance to the rear seats is equally easy and the baggage compartment – capacity 176lb – is readily accessible as the rear seats fold forward. With pilots’ seats adjusted, there is plenty of leg-room for passengers. The cabin interior is tastefully trimmed in cream with a dark blue-grey carpet, and there’s an escape hatch provided in the cabin roof in case of ditching – which is a very good idea in a highwing aeroplane. Once comfortably installed, the impression is one of neatness. The panel is dominated by the two large screens of the Garmin G950 Integrated Flight Deck

System, with the GMA 1347 audio panel sitting between the big screens. I wasn’t familiar with this equipment, but it reminded me of the Garmin G1000, and, as I understand it, the G950 is similar but without the integrated engine monitoring system or embedded autopilot, and less able to be customised. In ZOOG, the engine instruments are an analogue cluster (including the fuel gauges) to the right of the main panel, nicely angled towards the pilot. Flying controls consist of U-shaped yokes and normal rudder pedals with toe-brakes. The ailerons are cable operated in the cabin area and connect to pushrods in the wing, while the tailplane is pushrod operated and the rudder with cables. All controls are low friction and pleasant in operation.


There’s an escape hatch provided in the cabin roof in case of ditching – which is a very good idea in a highwing

Peace over an empty Norfolk beach – and relatively little noise from the silencer-equipped motors out on the wings

Centrally placed below the Garmin screens is a row of instruments – three standby flight instruments, a clock and a couple of fuel pressure gauges. To the left of the pilot’s yoke are cockpit light dimmers, cabin heat controls, pitot heat switches and trim indicators. Below the control yokes there are two subpanels on the pilot’s side: an ADF and the landing gear switch and indicator lights. The undercarriage is electrohydraulically operated, and has an emergency system that uses a nitrogen bottle to send extra hydraulic fluid into the lines. The gear should also extend by gravity alone. The two emergency selectors are under an access panel on the floor in front of the pilot. Three greens and a red in-transit light are adjacent to the switch.

The lower right-hand sub-panel contains the flap operating switch and indicator, plus external light switches. Two circuit breaker panels are on the cockpit side-walls. Below the left circuit breaker panel is another sub-panel containing emergency power supply switches for cockpit lights and the standby attitude indicator. The centre quadrant has the usual three pairs of levers. As there are no mixtures to play with – the Bing carburettors deal with that – you just have throttles and props with carburettor heat between. In front of them is a panel containing rocker switches for the electrical system – master, two alternator fields, L & R cross buses and L & R avionics. Below the levers are choke controls, windscreen demist cock and parking brake.

Between the seats to the rear of the pedestal is the rocker switch for rudder trim and the manual trim wheel for the all-flying tail. Curiously, this is calibrated, but there is no pointer – trim position being shown on en electrical indicator on the pilot’s left panel. A central overhead panel contains switches for engine start, ignition, fuel pumps and the fuel cocks. Each engine has its own Andair fuel cock, which can be selected to either left or right tank. The seats are very comfortable and all controls can be reached from either seat. The view forward is excellent, but the view to the sides is a bit restricted by the windscreen arch. With just Tim and myself and 60l a side, our all-up weight was about 2250lb (1020kg),

leaving a further 350lb (159kg) available for passengers and/ or fuel. This little twin does not claim to be a ‘heavy hauler,’ but it has other advantages, such as a spare engine!

S AY C H E E S E !


Starting the Rotax engine is more like starting a car – after selecting fuel, pumps, and ignition, both engines started instantly without choke and settled into a smooth hum. The noise level in the cockpit was pleasantly low with the silencerequipped motors out on the wing, so now it was time to go flying. Taxiing out onto Runway 25 steering was simple, with the nose-wheel turned by the pedals and no need to use differential power to turn. With some final checks and a run-up of the engines to 1650 propeller rpm

If you recognise our cameraship pilot, it's because he was featured in last month’s Hangarchat! Aside from being one of the great characters at Turweston, and getting to fly an Aladdin’s Cave of great aircraft, Jez is one of the best cameraship guys in the country – a brief before a picture sortie with him or Stan Hodgkins is like being party to a dawn raid, it’s that well detailed.

– the propellers exercised in the normal way including feathering – we were ready for the off. Takeoff provided no surprises. Acceleration at our weight was brisk and the aircraft rotated at 65kt. Unstick occurred immediately at 70kt and we climbed away at 80kt, which is both Vy and Vx. The rate of climb was about 1100fpm and the nose attitude quite high. A speed of 95kt is recommended for an en-route climb, giving a better view ahead with only a small penalty in the rate of climb. The low propeller rpm (max continuous is 2265) also gives a quiet climb. As usual, photographer Dave wanted a dramatic background for his pictures so we levelled at 2000ft and followed the Cessna cameraship up to the lovely north Norfolk coast. This gave me a little time to get comfy.

Cruise power of 24”MAP and 2000rpm was set, which gave 125kt IAS. The aircraft was straightforward to fly with nothing out of the ordinary to remark on – how undramatic this sounds, yet how nice it is to experience! The Rotax engines were smooth and easy to synchronise using tiny adjustments on the blue levers and, on joining formation, the controls were responsive so holding station was no problem. However, I did discover that coarse throttle movements could easily cause a surge in rpm and thrust. It was essential to ‘wriggle’ the throttles for corrections, just like handling the two Derwents in the Meteor! Once Dave had taken his customary 700-800 shots we then climbed up to 3000ft for some slow flight and stalling.

ON THE SHOULDERS OF GIANTS THE UK arrival of the P2006T comes just as the Italian manufacturer announced plans for another new design, the P2010 four-seater, targeting Cessna’s 172. It helps cement the firm's position as one of the giants of European GA. The firm’s lineage dates back to 1948 – coincidentally the same year the Airways flying Club which bought the first UK twin was established – and is based near Naples. Tecnam has always worked in parts manufacture for other firms such as Boeing, Douglas, Agusta, Dassault and Dornier, and steadily grown its own range over the years to now encompass 13 varied models in the certified single and twin segments, and the LSA and Ultralight classes. It is renowned for using new materials and innovative techniques, and its mix of high- and low-wing designs predominantly come from the pen of chairman Luigi Pascale, one the greats of Italian aircraft designers. SEP TEMBER 2010 LOOP 29



Manoeuvring at low speed can be done with a feeling of confidence and turns produced little adverse yaw and little need for rudder to keep the ball in the middle. In the Garmin 950, the balance ball is a small rectangle just below the bank angle pointer. More of that later. Approaching the clean stall, the warning horn sounded at 68kt followed by light buffet at 61kt and the full stall at 59kt. Recovery was immediate on relaxing the back pressure with power the loss of height in the region of 300ft. With approach flap and a little power, the stall occurred at 52kt with a gentle drop of the right wing. All trim changes with flap and gear are mild and easily coped with. Next, a few steep turns were flown without difficulty. In the cruise, the aircraft seemed very stable. No autopilot is fitted as this machine will mainly be used for multi-engine pilot training, but Tim said that on the delivery flight from Italy he did not really need one – it just holds its attitude. In typical cruising flight at 3000ft with 75% power set, a true airspeed of around 138kt is achieved with a fuel burn of 30 LOOP SEP TEMBER 2010

38l/hr. With full fuel and realistically two occupants plus adequate baggage, this gives safe range of around 650nm. In the cruise, it’s smooth, quiet and roomy and generally a very civilised way of travelling. We then looked at the singleengine performance, something which in flamboyant displays at shows (such as Oshkosh) ground viewers have been very impressed with. After simulating an engine failure, I was impressed by the lack of obvious yaw and instinctively applied far too much rudder – once I had located the slip indicator I realised this. That large fin and powerful rudder, coupled with the close inboard location of the engines, does make dealing with the asymmetric problem very easy compared to some other twins. Reducing to the ‘blue line’ speed of 80kt we carried out touch drills, and Tim set zero thrust on the dead engine to simulate feathering the propeller. It was hardly necessary to trim out the rudder force – and with full power/maximum rpm on the good engine, the rate of climb settled at 270fpm. This compares well with most light piston twins I've flown. While such benign single-


engine handling is a valuable safety feature, student pilots should be made aware that other, older, light twins are not so pilot-friendly! Returning to the circuit, we descended at a reduced power setting of 14”MAP at 120kt and joined downwind. Setting 20”/2000rpm the first stage of flap and gear were selected and the speed reduced to 90kt. Reducing power to 16” on base leg gave an initial approach speed of 80kt, reducing to 70kt and full flap on finals. Full flap produces a lot of drag and the airspeed soon reduces to 65kt. The landing was straightforward; a demonstrated crosswind limit of 17kt is listed in the manual. I am sure that much higher crosswinds would be no problem with experience on type. Single-engine approaches are made at 80kt (blue line) with just the first stage of flap until a committal height of 300ft, when full flap is selected. VMCA is 62kt.


Compared to its main competition, the short field performance of the P2006T is outstanding. The takeoff and landing rolls are given as 225m and 180m respectively and the

obstacle clearance distances 420m and 340m. There would be no problem flying from a short grass field, and Tecnam say they fly from a potato field! As I said at the beginning, this remarkable aircraft was made possible by the availability of a light, small, economical and, most importantly, reliable modern piston engine. However, the P2006T also achieves it performance due to its modern efficient design. Its lightweight airframe is also built using conventional light alloy construction, which also makes it reasonably priced. The running costs can be drastically reduced by running on mogas, which is also better for the engines, but, of course, this opens up the endless ongoing debate on the availability of mogas without all the additives that governments are forcing upon us. It’s all very well being able to run on mogas with less than the 10% alcohol that EASA says we are allowed, but that’s not much use if it is just not available. It seems to me that until we are provided with an aviation-approved alternative to 100LL,

Clockwise from top: Wing is built around two wing spars that form a rigid torque box – engine mounts are bolted to the front spar; Neat retractable undercarriage; Pilot and passengers have separate doors; Plenty of room for baggage; GMA 1347 audio panel sits between Garmin G950 Integrated Flight Deck System

After simulating an engine failure, I was impressed by the lack of obvious yaw


THE Airways Flying Club at Wycombe Air Park, which runs the Tecnam P2006T, is one of the longest-established and best-known flying clubs in the UK. It was established in 1948 by and for pilots belonging to some of the great names of commercial aviation: BEA, BOAC and BSAA, using Tiger Moths. Many know it more recently as the British Airways Flying Club, which can be hinted at by the distinctive tail livery on many current AFC aircraft. The flying club is now open to pilots of all types, not just BA staff, and has a thriving membership – which attests to its glowing reputation. Aside from flight training for PPL and NPPL, supplemental training is available in aerobatics, night flying, tail-wheels, IMC, instructor ratings, and – of course – twins. Its fleet includes seven PA-28 Warriors, a PA-28 Dakota, a Chipmunk, a recent Tecnam Sierra single, and now the P2006T. The social side sees many events throughout the year, including barbecues and fly-outs. SEP TEMBER 2010 LOOP 31



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

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



it would be a violation of our human rights to remove it. Also it has to be available on the airfield – and not just at your local Tesco. Having said that, even on 100LL, this machine is still very economical and I am sure it has a great future for that reason as well as its twin engine safety. It probably has three markets. Firstly, the obvious one is for twin-engine training. At a basic price of around €300,000 it is half the price of a new Diamond DA42 and two-thirds of a Seminole. Running costs are far lower than either of these competitors and it is an obvious choice for a flying school, as it should halve the cost of twin training. Airways Flying Club’s current rates reflect this. Also, there is a high chance that some private pilots would purchase one for themselves when they get their rating, and it would be an attractive groupowned aircraft. The second group of potential buyers are private pilots who currently operate a single-engine aircraft. For a similar price, they can have a twin with all the increased safety that it affords.

The fuel burn for the two Rotax engines is much the same as for a C172 or Archer and you can relax when you’re on a long sea crossing! A fixed-gear version is also available – which would offer further savings, both in purchase and maintenance costs. Thirdly, there are the existing owners of twins. These aircraft are notoriously heavy on the wallet, both on fuel and maintenance. For the private owner, the Tecnam will do almost everything that a Seminole or a Cougar can do, but at a fraction of the cost. Baron- or DA42-owners could sell their aeroplane and buy a new Tecnam with modern avionics and hugely reduced running costs. Quite frankly, I wish I was in the market for one of these babies. It may well turn out to be the right aircraft for today for quite a few people. It is not hugely fast, nor yet a flying truck, but it is a cheap-to-operate and very practical machine and, I think, the perfect introduction to twin-engined flying for the PPL. Oh yes! And as I couldn’t help noticing as it took off… it’s quiet, pretty, and – Italian!

The P2006T is certainly a head-turner with its modern looks, and is based on the P68 Partenavia

DATA FILE TECNAM P2006T AIRCRAFT Base price// €295,000 Tested price// €340,000 POWER Engine// 2 x Rotax 912S, fourcylinder, producing 98hp each Prop// 2 x MT 2-blade constant speed, full feathering DIMENSIONS Wingspan 10.6m Wing area 14.4sq-m Length 8.66m Height 2.85m Cabin width 1.2m Seats 4 MTOW 1180kg Empty weight 760kg Max payload 420kg Fuel capacity two 100l fuel tanks

Even on 100LL, this machine is still very economical and I am sure it has a great future for that reason

PERFORMANCE Vne 168kt Cruise 145kt Range 710nm Ceiling 15,000ft (single engine 7000ft) Takeoff roll 225m Landing roll 180m Rate of climb 1260fpm MANUFACTURER COSTRUZIONI AEREONAUTICHE TECNAM S.r.l. Via Maiorise 81043 Capua (CE) Italy T: +39-0823-622297 W: UK DISTRIBUTOR Tecnam UK AAA Ltd Wycombe Air Park Booker, Marlow Bucks SL7 3DP T: 01494 523426 E: W:

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. SEP TEMBER 2010 LOOP 33


Hanging on by your finger tips In the tough world of aerobatic championships, it's dog eat dog; grit and determination not to be battered down keeps you going, says Alan Cassidy


MAGINE hanging by your fingertips from the top of a very high, sheer cliff. This is a very long cliff. Alongside you there are another 82 pilots hanging by their fingertips. This is a very strange dream. Now there is a band playing a few jolly tunes and an anthem or two. Some people are making speeches. Some flags are waving. You are still hanging on by your fingertips. Over the next three days, each of the 83 pilots hanging from the cliff is visited, in turn, by a group of strange beings who beat you with sticks, howl and stamp on your knuckles. Generally, they try to make you lose your grip and slip down the cliff. You can see this happening to the others. You know that your turn will come sooner or later, depending on the whim of the weather gods, and the people organising this masochistic ritual. Your turn comes, and the trial starts. Summoning all your skill, courage and concentration, you cling desperately to the cliff despite the best efforts of those taunting you. You try hard to slip down as little as possible and to keep finding new hand-holds to get a better grip. The odd finger nail gets broken in the process. Once each of the hanging pilots has been through the process; there is a short pause in the proceedings and you can see by looking around that you are still pretty near the top of the cliff, while others have dropped down further and are clinging on some distance below you. You try to sleep, of course, but it’s difficultto

Team Mazda UK, pilots and manager, ready for battle in Radom relax when hanging part-way down the cliff, even though the tormentors have gone to the pub for the evening. They will be back the next morning, as soon as the sun breaks through the mist.


Every summer, on behalf of the Royal Aero Club, the British Aerobatic Association sends small teams of pilots to international competitions. The competitions are held in two categories, Advanced and Unlimited, and for both powered aircraft and gliders. While the two glider categories usually fly alongside each other at the same site, the two powered contests have always been held at two separate locations and different dates. Contests alternate, year on year, between the status of World or Continental (European) Championships. I am writing this while weather-bound in Hoogeveen (EHHO), in the Netherlands while returning to the UK from the 9th World


Advanced Aerobatic Championship which was held over the last two weeks or so in Radom, Poland ( This event attracted 83 pilots from 26 different countries, the largest contest of its type ever. The British Team consisted of six pilots, including myself, and a team manager to deal with the tedious admin that inevitably accompanies such a big event. This year, our team manager was my wife, Angela, who proved more than a match for the Polish hotel industry, and who dealt well with any number of small tasks including driving our team car, generously provided by Mazda, Poland, to Radom from Warsaw and back.


Up until the early 1990s, there were just 'aerobatics' in international contests, and you had to have a special aeroplane to take part. The number of these aeroplanes was, and is, small, and the number of contestants was reducing year on year. In reaction

to this situation, the International Aerobatic Commission, part of the FAI, introduced a new category called Advanced and defined for it a restricted sub-set of the Unlimited repertoire. These figures and sequences could be flown by the more common, but less powerful aircraft that were available to a much wider number of pilots in a larger number of countries. The first World Championship in Advanced was held in Cape Town in 1995, and have been held roughly every two years since. I flew in the 1995 and 1997 AWACs, as they were then known, before moving on to Unlimited category events once

I had access to more capable machines. Now I am older and possibly wiser, I have returned to flying in Advanced because it is a lot easier physically and also a bit less of a financial burden. Unlike some other countries, we are unable, as yet, to rely on any public sector funding. The very top performance, single-seat, aerobatic aircraft are still banned from participation in international Advanced competitions. Pilots who are currently flying Unlimited are also barred from entry, but can become re-eligible after two years of inactivity in the international context. This is how I came back to flying in Advanced in 2006.

The look of concentration says it all: hang on in there


This year’s team of six pilots, each with their own aeroplane, needed to fly to Poland and also to get some last-minute, intense training before the contest started. A week before contest registration, we all flew to the eastern part of Germany, to Neu Hardenberg (EDON), where we had arranged to hold a training camp. The local airport people here were exceptionally hospitable, very helpful, and let us have the run of the place. We met the local mayor and asked him about the noise effects on the local people. “That’s OK,” he said, “The people have to realise this is an airfield, not a kindergarten.”

Officials of the Royal Borough of Windsor and Maidenhead, please take note! As it was previously a Warsaw Pact Mig-21 base, it had a runway layout similar to the contest site in Poland, so we were able to pick up a lot of helpful visual cues. Although flying time was weather limited, it was good to get all the pilots together to train before the contest. This helped to make us a team in every sense of the word, not just because we came from the same country. Two days before the contest, we flew the last 280nm to Radom, and on registration day we were able to get a short training flight over the competition ‘box’.


Your turn comes, and the trial starts. Summoning all your skill, courage and concentration, you cling on desperately

After registration, Radom is awash with aerobatic aircraft: lots of Eastern machines, mostly Yak-55s, but also a couple of Su-29s and SP-55s. There are also many Extras, either the single-seat, four-cylinder type or the six-cylinder, two-seat 300L variants. Four of the UK team have biplanes, two single-seat Pitts S1Ts and two S2s, a ‘B’ and a ‘C’. Although biplanes have gone out of fashion, we are hoping the judges will favour them with good grades, but that depends on how they are flown. Top of the performance range are the French CAP-231s, and the South African MX-2. Their

pilots have the advantage of being able to fly lower in the high summer density altitude expected. They also have faster roll rates and greater vertical penetration. But they have the disadvantage of higher top speeds, more g to withstand on corners and greater exposure to strong winds, if we get any.


The first competitive sequence flown at the Championship is the Known Compulsory programme. This has been known to all pilots since the start of the year and has been practised over and over again during the SEP TEMBER 2010 LOOP 37

AEROSWITHALAN intervening months. It is also referred to as the Q Programme as it is additionally used as a qualifying sequence. Anyone who appears to the Chief Judge to be inadequately prepared may be excluded from going further in the contest after this flight. This, then, is the first round of ritual beating for the pilots hanging from the cliff. In classic aerobatic competitions, every figure is known to the judges and they grade each one out of a possible 10. Points and half-points are deducted for errors seen from the ground. From the possible 100% of marks available, the total gained gradually falls as small mistakes are made. Nobody stays at the top of the cliff, because nobody gets 100% in this sport. The view for me looks pretty good after this programme as there is only one chap with a better grip: one of the South African MX2 pilots. This also means that it is still possible to impress the judges with a 200hp biplane. That’s good for all sorts of reasons, not least for encouraging perseverance for those who cannot afford a quarter-of-a-million dollars for a toy. Nick Wakefield has flown the other S1T to a place in the top 20, a very competitive group, and all our pilots have flown well.


In the next round, each pilot flies a sequence of his own design – the Free programme. There are certain compulsory elements that have to be included: a spin, a couple of flick rolls, a rolling turn, that sort of thing. But everyone has the same maximum possible score. It’s a matter of matching the figures to your aeroplane and its strong points. With 83 pilots to fly, at a strike rate of about six per hour, each programme is going to take at least two days of good weather. During this time, everyone other than the next pilot up is grounded. There is no practise once the contest has started. Some low cloud and another half day is added to the period of inactivity between flights. You have to be able to turn the concentration on or off at will. That’s hard. I am number 64. Eventually, my turn to fly comes around. I get screamed at, hacked and beaten by the tormentors, but I hang on pretty well. Not as well as in the first programme, but it’s a hot day and hard work. The wind is not helping to position the sequence well. Concentration is reasonable, but should have been better. Nevertheless, the two single-seat Pittses are both in the top 20.

Clockwise from above: Training base, Neu Hardenberg; The Chief Judge's station; our new tent after the storm!; the "International Village" before the storm; Marco Kalweit in the Pitts S2C; South African pilots tracking a competitor


As Donald Rumsfeld said, there are lots of Unknowns. The same is true of the latter part of an aerobatic contest. The sequences get made up during the event from tricky figures nominated by the teams from the different countries. Ten of the 26 countries, drawn by lots, put in a figure. Then, we have to link these together with no more than four simple repositioning figures. The Americans and South Africans try to disadvantage us by putting in height-losers of high negative-g figures. The Portuguese put in a figure that loses a lot more height. The only way to make this sequence flyable in a Pitts is to put in up-going figures for all of the four linking figures we are allowed. It's do-able. Right up to the end, that is...


The sequence ends with the technical French spin/flick figure and a multiple roll combination. The wind-measuring system seemed to have been the opposite of what we saw all day. There is a tail wind in the box and positioning is hard: it's like trying to deliver a Shakespearean soliloquy while being forced off stage by the wind machine, resulting in me jumping ahead mentally and missing a roll off of the French figure. With a ghastly screeching of breaking finger nails and scraping knuckles, I slide down the cliff. There are few words to describe this feeling. It's possible only to dig deeper and try to hang on despite the pain of disappointment. It’s a small consolation to see one of the top French pilots make the same mistake on their own figure. A bit like being bitten on the ankle by your own dog. After everyone has flown the first Unknown, the scores gained in the Known programme are removed from the results. Sad for me, as it had been my best flight, but rules are rules.


After the first Unknown results are in, time is short for finishing the event. The field has to be cut. The organisers consult with the international jury, and the result is that this last sequence will be flown by only the top 37 pilots of the original 83. Fortunately for Team Mazda UK, this includes five of us. I have a small chance to redeem myself and fly better than in the previous round. The sequence is another toughie, although with less inverted stuff. Despite this, more pilots fall off the cliff, including a couple of well-placed Americans who unaccountably miss out elements and even whole figures. There is that much pressure. But the Brits hold up and all fly this sequence cleanly. Our aeroplanes are no longer scoffed at.


If a country has three or more pilots in the contest, it effectively has a “team”, as the scores of the best three pilots are aggregated to make the “team” score. Of the

26 countries in the WAAC, 12 have teams in this sense. The state-funded French were top, followed by the South Africans and the Russians. The best three British pilots secured 4th place ahead of our trans-Atlantic cousins. It's been a while since we did this. So congratulations to Wakers, Marco and Paul for holding it together. My lapse at the end of the first Unknown cost at least 250 points and probably a dozen places in the final rankings, but my World Championship silver medal in the Known remains a great reward. The time dedicated to taking part in these events is enormous, and those of us who do it have to be immensely single-minded. Our families have to be very forgiving. But we also have a great time, especially when “off stage”. At the contest itself, we suffer long periods of boredom punctuated by short spells of frenetic activity. Triumph and disaster. Kipling had it right. Be safe and enjoy your flying.

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Cambridge's fryin... sorry, fly-in! Page 44

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T S E B Vote for your pick of the UK's best


Eve Edwards, on her way to a PPL Page 49

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LOOP's Hangarchat Awards give you the chance to single out your heroes of UK aviation, and vote for your favourites


DENNIS TALKS Yes, even he had to go solo for the first time Page 49

NICK HEARD S Skills to benefit IM IMC and IR P Page 46


Art Nalls, owner of a Sea Harrier Page 52 SEP TEMBER 2010 LOOP 41



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Vote in the first annual Hangarchat awards Your chance to sing the praises of your favourite clubs, airfields, instructors, bacon butties, people and tea!


ELCOME ladies and Gentleman to the first annual LOOP Hangarchat Awards... your chance to throw the spotlight of praise and fame on the people, places and things that make flying in the UK so fun. Who has the warmest welcome? Which ATC has saved you from making a howler? Who's got the best bacon rolls? Which instructor walks on water? And which airfield would you be most proud to call home? All will be revealed when the pilots of the UK have their say. So, without further ado, here are the categories for the Oscars of UK flying clubs and people...


Self-explanatory, but perhaps the toughest. A bacon buttie and brew is still the best excuse for a flyaway and we price them in £100s as a result... but whose most merits a weekend cross-country?

FRIENDLIEST CLUBHOUSE Sometime you just want to go where everybody knows your name... or failing that, at least a warm welcome! Tell us which clubhouse makes your every landing a prelude to smiles and friendship, and why. .

INSTRUCTOR OF THE YEAR Often the unsung hero of any


airfield, but no more... Instructors are the reason we’re all flying in the first place, and we want to find the UK's best. Who made your PPL a breeze? Or passed on wisdom so valuable you can't wait to pass it off as your own and went the extra mile to not only help you fly better, but make it fun as well.


Flying to a new strip can be daunting, but some ATC make it completely relaxing. What tower or controller helped you in, talked you down or explained where you are and what to look out for. With a tough job at the best of times, who deserves recognition?

thanks to make the place run smoothly. Thank them, here! It can be someone who has overcome impossible odds to get their PPL, or the one who lights up the clubhouse when they walk in. Tell us about them, what they do and why they deserve this award.


A bar, café, toilets... do we ask for much more? Well no, but it's nice to have them. Who goes furthest? Maybe a hotel, good camping, or a spa, crèche, or museum? Is it the place to go when your aircraft needs servicing? The winner of this award will be a model of all-round service to all in aviation.


We all know someone who sits at the bar and reels off story after story to have you in stitches. And every club has someone there before anyone else, and after all others have gone, selflessly throwing their efforts in without

The award that does exactly what it says on the tin. If your club has a huge and varied selection of aircraft let us know your opinion. We want to know about twins, vintage... or simply clean, well-equipped and fun to fly at a moment's notice.


Hangarchat's 'Best Picture' Oscar, for the best club in the country. We want to know about YOUR club. Does it have fly-outs and fly-ins? Is its social scene enticing to new pilots? Do its members make an effort to enjoy their PPLs? Do you simply turn up and know there will be a real buzz? The club that is the envy of all will win this... and it's down to you.



Sleap on a full stomach

Sleap from above. Stephanie(l) and Ally serve up super healthy food WHO doesn't think their airfield has great food? OK, don't answer that, but Sleap now has official recognition of having some of the healthiest food in UK flying. Shropshire County Council has awarded the Locke Lounge a Gold Award for healthy food choices. Nice! Nathan Cross, ops manager says it’s thanks to the efforts of chef Mark Whittle and his


dedicated staff, who were awarded a Silver level healthy eating award in 2009.





Clockwise from main: Max Couch at Headcorn; Barbara and Michelle at Damyns; Manston's Clubhouse; a hangar at Manston; the museum at Shoreham; Ed Stol at Denham... all are part of the very fabric of UK aviation and some of the shining examples of great clubs and fields. Let's find the UK’s best!

If the Club of the Year is Best Picture, then this award has to be Best Director. It's simple: which airfield is the UK's best? Like all the Hangarchat awards, the prestige lies in being voted for you by you, so make it count. Winners blaze a trail, so whatever your field does that's special... others will take note!


Like all awards, your vote is what swings it, so don’t delay. Email your nominations to awards@ saying who you’re voting for in which category, and why they should win. Easy. Winners will be announced with remonyy inn a fo fort rthc hcom oming undue ceremony forthcoming od lu luck ckk! issue. Good luck!

HAYWARD AVIATION SPECIAL SAFETY AWARD A SPECIAL award will be made in conjunction with insurance giant Hayward Aviation, to recognise the club that has done the most in the year to promote safe flying and best practice amongst members. Hayward’s Matthew Day said: “British aviation has the great safety record it does largely through the efforts of clubs. We are passionate about encouraging pilots to fly safe and well, and know the task is often best achieved when a

ouse, clubhouse, has a culture of ractice and highest best practice safety standards. We want to celebrate clubs that pilots believe make a really valuable contribution to safe flying.” To nominate a club for the Hayward Aviation Special Safety Award, tell us what they do to promote safety, and why they deserve to win a truly special accolade. 0207 902 7800

PPL Sarah Longley Oliver Neal NPPL Derek Smith Air Law Exam Malcolm Swinburne CAMBRIDGE AER AERO CLUB

Sk Test Skills ElElodie Herbos FiFirst Solo C Chrissy Milner S Scott Sara S SHROPSHIRE AERO CLUB PPL Joe Davies Ian Banks First Solo David McCormack John Greenhalgh Graham Nulty Chris Jones Well done to all! Send your news

COTSWOLD Airport seems to let anybody through its doors these days, including BBC TV crews and stars. At a recent Top Gear shoot, Jeremny Clarkson and David Coulthard were

‘papped’ in deep discussion. Any idea what they’re talking about? Us neither, but if you’ve got a good caption email dave. and we’ll give a prize for the best. SEP TEMBER 2010 LOOP 43



C H I P F E S T, C A M B R I D G E A I R P O R T, S E P T 1 6 - 1 9

Chips with everything!

The much-loved classic is being celebrated at Cambridge's ChipFest GETTING real live chipmunks together is, we're informed, much like herding cats: groups are called a scurry of chipmunks, for a reason. But, Chipmunk owners

need little excuse to get together, least of all the ever-growing ChipFest event at Cambridge this month, a three-day extravaganza of formation flying at

The Chipmunk: launch pad for many a miitary career, and loved by PPLs too

Marshalls Aerospace's HQ. There is an open invite to every Chipmunk and its owner in the country, so if you own a share or want to go along to have a look at other examples of this British classic, all are welcome. The event will culminate with all the Chipmunks performing a 'Balbo' formation – named after General Balbo, who devised a safe way of getting lots of aircraft off the ground and in formation very quickly. The Chipmunks will then flypast Cambridge airport and over to Duxford for another flypast and then return. Also on the final day there will be a barbecue and all money raised will go the East Anglian Air Ambulance. All aircraft are welcome and Chipmunks will be exempt from the landing fee. or

+ 10-12 Guernsey Air Rally, Guernsey Airport hosted by the Guernsey Aero Club 01481 265267 www.

Barton ) Fly-in and Open Day In support of the North West Air Ambulance Charity. Free landing fees for all plus plenty of ground attractions. PPR only. www.visitcityairport.

+ 19 September Solent Aviation Society Fly-in, Popham Airfield, Hampshire 01256 397733

and BBQ, Wellesbourne Mountfield Airfield A knock out competition with food and fun all day. All money raised wwill go to Help for Heroes. Email

Aeronautical Society The 2010 conference aims to discuss the basis for future improvements in both the quality and performance of national and international programmes and their associated training equipment. conference

+ 26 September Visit the Vulcan Day, Southend Airport Visitors will be able to inspect ex-RAF V-Bomber Avro Vulcan XL426 at close quarters and have a guided tour of the cockpit.

+ 19 September Turweston Wings + 21 September Human and Wheels 2010, Powered Flight, New Turweston Aerodrome, Challenges, Royal + 5-7 October Helitech Aeronautical Society 2010, Estorial, Portugal + 18 September Duxford Northamptonshire. Car + 11 September Devon An overview of the Helicopter industry AOPA Bonus Day, Duxford boot sales, traders Strut Fly-in - Belle Vue Human Powered Flight event combining a Airfield, Cambridgeshire selling vintage and 01805 623113 classic books and competition and how + 23-24 September conference, stands and Come along and meet Light Jets Europe 2010, other products, country it works as a powerful flying displays AOPA folk and two + 11-12 September French guest presenters – also market stalls, lots of engineering educational Oxford Airport www.helitechevents. Aircraft Fly-in, Old Fourth year of this fantastic cars, bikes tool for schools. com/Portugal plenty of time to Buckenham annual trade event and aeroplanes. visit the museum. Airfield, Norfolk based around the light + 10 October End of 01280 705400 www. Discounted landing Free landings for all + 22-23 September 2010 jet market. Season Fly-in, Popham fee and admission to French-built aircraft. Annual International 08332 2211 www. Airfield, Hampshire the museum. Phone for + 19 September Fly-in Flight Crew Training 01256 397733 www. PPR and briefing 01223 Helicopter competition Conference, The Royal 833376 http://duxford. + 12 September Air Ambulance Benefit Day, Compton Abbas Airfield + 18 September Caseright Aviation Summer Fly-in and + 12 September Vintage Barbecue, Turweston Piper Fly-in, Popham Displays include the Airfield, Hampshire Cirrus Vision SF50 Jet 01256 397733 www. (mock-up), the training and night-rated Aquila A210 and the Cirrus + 12 September Devon SR22T. Free landing Strut Fly-in for all Cirrus, Aquila, Watchford Farm Vulcaniar, Partenavia 01823 601268 and Schweizer aircraft. PPR only. + 12 September, North Weald, Battle of Britain Anniversary Fun Day Celebrating the few in aid of the RAFA Battle + 12 September City 01280 705400 www. of Britain Wings Appeal. With Warbirds, jets and re-enactments. Gates open at 10am. Airport (Manchester 44 LOOP SEP TEMBER 2010

The Antrim coastline is one of the stunning part of the British Isles and well worth a visit. From unspoilt villlages to World Heritage sites, the lush green landscape is unspoilt and full of stunning things to see and cool things to do.

SEE THIS Giants Causeway


+ 8 September Guernsey Aero Club Fly-in 01481 265267 www.


Famous for its unique polygon columns of layered basalt, a result from a volcanic eruption more than 60 million years ago, is the only World Heritage Site in Northern Ireland. Set in beautiful surroundings it really is worth a visit.


Bushmills Bushmills has been making whiskey for more than 400 years and say that it till uses the same processes. The oldest distillery in Ireland offers tours. They cost £6. 028 207 33218B


Bushmills Inn This restored coaching inn with open turf fires and gas lights is open all day for meals and snacks with dinner. The menu boasts local produce including local River Bush salmon. Awarded in 2001 the Gilbeys Gold Medal for Excellence in Catering, recommended in the Georgina Campbell Jameson Guide 2004 and the Rough Guide to Ireland.


The Grange is just a small five-room bed and breakfast situated just off the ring road in Coleraine, perfect for all the local attractions. Owners Jan and David are a font of local knowledge and are more than willing to give advice on what to see.


Causeway Coastal route stretches 80 miles across two counties, beginning in Belfast and ending in the Walled City in County Londonderry. See idyllic fishing villages, beaches, mountains and landscapes which inspired poets and artists.


CONTACT: Wild Geese Skydiving Centre, Movenis Airfield, Garvagh, Coleraine. TEL: 02829 558609 RUNWAYS: 1 x asphalt LANDING FEES: Nil. Strictly PPR, the owners are keen to point out it is a short (470m) runway so be careful. SEP TEMBER LOOP 45


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


AST month, I discussed the basic information any pilot needs to understand when flying. This month, I thought I would do the same for the Instrument or IMC-Rated pilot. Instrument flying involves a lot more skill and concentration than VFR flying, but getting the basics stored away will help immensely. Attitude. First and foremost for any pilot flying IMC is attitude control. The aircraft must, at all times, be at the attitude that you want it to be in – straight and level, turning, climbing, etc. If it is not, then the first priority is to recover to the correct attitude. Thus, all your scanning of the instruments must radiate from the artificial horizon (AH) or attitude indicator (AI). Your eyes must leave the AH for only brief periods – let’s say five seconds maximum for light aircraft. So make sure that your instrument scan always radiates from the AH to, say, the ASI, then back to the AH, then to the altimeter, and back to the AH, etc. Actions such as transponder code changes should be done slowly and methodically, changing one digit at a time, always returning to the AH between each digit change. An autopilot should look after attitude control for you, and I would highly recommend its use for workload management, but don’t get complacent. Speed. Coupled with attitude control is speed control. Clearly the aircraft is only able to fly by

virtue of its speed, so you need to make sure that you have enough! Stalling the aircraft will inevitably mean a loss of attitude control, even if only temporarily, in which case we will have breached Rule 1 above. Excess speed, however, perhaps in a descent, may lead to airframe or engine overstress and potential control difficulties, which can again lead to loss of attitude control. Altitude. If we follow the two rules above, we will never become a statistic in a ‘Loss of Control while IMC’ accident report. However, we now need to make sure that we do not feature in a ‘Controlled Flight into Terrain’ report. En-route, this means flying above Minimum Safe Altitude (MSA), which means with either a local QNH set or with RPS set (which will keep you higher as the RPS should be a lower figure than the QNH). Don’t forget that all sorts of things (flying in cold air, flying from high pressure to low pressure) can lead to altimeter errors in the ‘unsafe’ direction, so these factors must be taken into account by adding an extra margin to MSA. If flying at a quadrantal flight level with 1013 set, you lose all awareness of terrain clearance from your altimeter (unless the QNH happens to be around 1013), so use your second altimeter (if fitted) to keep RPS or QNH set. For descent and approach, be really careful. Make sure


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that you have QNH or QFE set, and understand the difference. Keep rates of descent sensible, especially when getting lower down. In IMC, you should not descend below MSA unless you are on a published approach procedure or in contact with a radar unit – and even then, don’t stop monitoring! Deconfliction. The final bit is to make sure we don’t bump into anyone else in the air. This means getting a radar service of some sort whenever we can, be it Traffic or Deconfliction service. If radar is not available, then at least comply with the IFR quadrantal flight level system (Odd, Odd + 500, etc), based on your magnetic track (not your heading). I learnt much of this years ago on a solo trip in a Hawk during RAF training. While attempting to descend IMC from around FL150 to low level in Scotland, I saw a gap in the clouds and went for it. Unfortunately the gap was a bit too small and I ended up still IMC but with a lot of bank on and a rate of descent of around 5000ft/ min, rattling down through the MSA of around 6000ft. I should really have ejected, but instead recovered and popped out below the cloud just as I regained straight and level in a wide valley – with the mountain tops clearly above me. After some heavy breathing, I politely cleared from Scottish Radar and went on my way.

Your eyes must leave the AH for only brief periods – let’s say five seconds


MAKING the right choices at the right time is a cornerstone skill of flying. Here are three ever-relevant reminders to log away.

Turning Back #1 It can’t be said enough times: turning back to the airfield after an engine failure can often lead to catastrophe, as the pilot may well lose speed in the turn, leading to a stall, spin, and crash. Unless there is absolutely nowhere else to go, if you lose your engine after take-off, lower the nose positively and look for a field within 30 degrees either side of the nose. You will almost certainly end up with a more controlled (and survivable) landing than in attempting to turn back.




Force Landings

#2 While on the subject of losing engines, practising forced landings should be a regular feature of your flying. While airborne, have an awareness of what the surface wind is and keep an eye out for fields that would be suitable to land in, bearing in mind that fields change through the year as crops are harvested. And it’s funny how the best fields always have electricity cables running across them, which are usually not visible until getting lower, so be ready the change your field selection!

Water #3 Water in its various forms causes a lot of problems in aviation, none more so than when it gets into fuel. Cessna’s latest warning gives some sensible advice for all pilots. Prevention is better than cure, and keeping the aircraft in a dry hangar is the best solution. If water is present in a fuel sample taken from an aircraft, be careful – drain more until the sample is clear, or get some competent advice if in doubt. Fuel suppliers should also carry out daily sample checks of their supplies – are you happy that this is being done at your airfield? ▪


Q| I have just started my PPL training but have to move to France for work. I’m going to be there for a year or so but I don’t want to stop my training. Am I correct that using theoretical books for the UK, I would acquire the same theory I would if I were to be studying the French version (considering they have the same requirements for PPL licences)? Is it possible for me to take the theoretical examination in English in France (or in any of the other countries that use JAR licences)? Once having obtained the


Q| I have completed 60 hours of the PPL course including the cross-country qualifying flight, This was some 18 months ago Due to moving house and changing job (along with a cut in salary) I haven’t flown since (I know people are probably shouting at this letter already!). I’m now in a position to start



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

DENNIS KENYON PHIL O'DONOGHUE DOROTHY POOLEY LUKE HALL 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

France has some truly spectacular scenery – but how is it for us Rosbifs to learn?

Luke is 'Mr Cambridge Aero Club', and talks about comebacks




theoretical part (certificate), will that be recognised by other countries just like that (providing they use JAR standards of course)? Providing I can do my theoretical here in France in English, could I do my medical here as well, anticipating the practical part? - Geoff S A| Firstly, taking exams in France is different than the UK; they are booked sometimes months in advance, and restricted to sites in bigger cities; no just doing them at the club like the UK! Oh, they'll all be in French too. If you want to do exams in English, you need to speak with Sue Virr of Nearly Heaven in the Limousin region. She runs a flying again and just wondered if it would be a case simply of undertaking the hours required to brush up my skills to pass the skills test? Or, would I be required to repeat parts of the course? I’m aware that I will have to retake all the ground exams as these have expired. A| I don’t see any reason for mandatory repeats of any syllabus

British-registered JAR facility and is only person in France allowed to teach what is effectively a British PPL course, in English, to JAR level. She is FI, examiner, and ground examiner. The French changed the rules after she was given permission, so she is your sole hope if you broadly want a British-based JAR. Thankfully, Sue offers stunning accommodation, so if you’re not in the same area maybe a holiday or long weekend at Nearly Heaven would be in order. On your final question France no longer has a medical certificate approved by JAR; get one from the UK or any other JAR compliant state. items. It sounds as if the student has completed most if not all of the required items. The exams will have to be taken again but the re-currency training provided will be at the discretion of the CFI. Essentially, a recap of whatever is necessary to bring the student back up to Skills Test standard, including any mandatory items not previously completed. - Luke Hall


Coventry’s ATZ is reinstated. The ATZ has a radius of 2.5nm, from surface to 2000ft aal. Do not enter area overlapping Birmingham Control Area without clearance.


Eaglescott, Seething, Full Sutton, Bourne and Damyns Hall are now unlicensed.


On 2 September (and various other days), runway 08/26 is subject to short notice restrictions due to Formula One testing.


On 23 September 2010, a new 1:50,000 helicopter chart of London will be issued, the first for two years. SEP TEMBER 2010 LOOP 47

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

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

For more details and on our Libyan and Algerian Safaris go to or contact Sam Rutherford on +32 475 930232, 48 LOOP SEP TEMBER 2010



MY FIRST SOLO DENNIS KENYON WHO Dennis Kenyon, a LOOP readers’ favourite and helicopter legend who started in fixed-wing DATE June 25 1952 WHERE RAF Digby, Lincolnshire AIRCRAFT Tiger Moth HOURS WHEN SOLOED 7 HOURS NOW 14,350 INSTRUCTOR “There were several but Mr Waller sent me solo”


Dennis, 14,350 hours in the sky, not too bad!


I remember the day as if it was only yesterday. I was in the Airwork Grading Unit, where we would fly for 12 hours and had to all have flown solo by that time. That was the prerequisite to get into the RAF, so there was a lot of pressure on. If we failed it didn’t mean we wouldn’t go any further in the RAF, but it would have been much more difficult! Strangely, it was run by a private company so all our instructors were civilians. They were the ones that gave us our aptitude tests first. I remember coming in before the solo, making probably the worst bumpiest landing I’d made during on the course. The instructor, Mr Weller, said, “Are you ready to solo Kenyon?. I replied, “Not after that landing!”, to which he simply said, “Well you’re

bloody well going!” He to pass, and we were got out and off I went. all sleeping in the same In those days there barracks so everyone were no runways as knew what everyone In those days, such, just wherever else was doing. there were no Some of them were the markers had been put out that day. I took full of themselves, runways, it was quite off, completed a circuit but of course not all and came back. It was just wherever of them made it. I only 20 minutes, but one of the the markers remember don’t remember the unit crying when he had been put hadn’t gone solo after actual flight that well! I always knew I was 12 hours. out that day theAfter going to fly. When that we were all I was a small boy I sent home and then had used to cycle from my home to go to the Air Crew Selection in Wimbledon to Croydon and unit where we were selected as watch all the aircraft flying. a navigator or pilot. You were I’d think to myself, “I’m going ‘offered’ the position, but of to do that, it can’t be that course we all took it, that’s why hard...”. Well, I was wrong we were there. about something! We were then on leave for There was a huge amount of a couple of months. I finally competition to go solo between joined up on November 5 and me and my peers. I then started to fly on the Everyone in the unit wanted Chipmunk.



Busy life, time to fly! MOST 16-year-olds are too busy with life to worry about flying but Eve Edwards of Banbury has gone solo with only 10 hours in her logbook. And that’s with a full life of studying, rowing and playing the trumpet, no less. Eve has been in the cockpit since young and always loved flying, explaining: “My dad has his PPL and I’ve been flying with him quite a lot. I’ve always really enjoyed it

and I wanted to fly myself.” Eve has been training at Turweston Flying Club, in Northamptonshire, with instructor Simon Braithwaite. He said: “Eve is the youngest person we’ve had go solo at the club, which is a great achievement, so we’re all really proud of her.” Going solo has been Eve’s big achievement so far – she won’t be old enough to get her PPL

A relieved Eve after getting back on terra firma after her first solo

until January when she turns 17 – although she wasn’t sure she was ready at the time. She recalled: “I wasn’t sure if I was ready to go solo. It’s a unique situation I hadn’t been in before, but I trusted Simon with that decision. But when he said, ‘I’m getting out and you’re on your own’, I got a little scared! But I knew what I had to do so I just got on with it.” Once Eve had completed the circuit she was brimming with confidence to keep going. “Going solo was incredible, it was scary being on my own in an aircraft but it was really, really good. The flight itself was brilliant. “When taking off I didn’t really have time to think about what was happening, I just got on with it, but when I was on the downwind leg I had a bit of time and suddenly realised that I was in a aircraft on my own, and I’m flying... it was a great feeling! I did find I was talking to myself quite a lot to just take away the quietness of the cockpit.”

THERE are thousands of useful nuggets of information that only instructors and examiners know, so by hanging around airfields long enough you pick up little tips that are often missed. And like the nice people we are at LOOP we thought we’d share them with you.

Concentrating during a lesson Eve wants her PPL as soon as possible, but as far as a future career she’s not too sure and, wisely, is keeping options open. She said: “At the moment I don’t know what I want to do. I think I’d like to work in Chemistry in someway, however I’m also thinking about using my pilot’s licence in some respect. “I have considered becoming a commercial pilot or something to involve flying but I’m just not sure yet really.” Once Eve has gained her PPL she plans take school friends to France next Easter. www.turwestonflyingclub.

PRACTICE PRACTICE PRACTICE AND REMEMBER IF YOU’RE about to take your skills test, practice your radio work as much as possible, even when driving as this can help (be careful when sitting still as people will think you’re mad), as you’ll be able to commit all the things necessary to memory. However don’t do things from memory that can be done from the checklist. You will forget something in the heat of the moment. Even do the walkround with a checklist. SEP TEMBER 2010 LOOP 49



Losing control to stay alive PILOT SKILLS INSIGHT

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).

Former RAF fast jet instructor and Red Arrow Charlie McIlroy says learning to recover from a spin is one of the most important skills a pilot needs


PSET recovery used to be part of the PPL syllabus, but the CAA took it out some years ago, I think it’s one of the best things pilots can train to do. There is a fear attached to spin recovery, which is unfounded. People hear pilots talk about spin recovery and it has a stigma attached that there is no way out of it. So at Ultimate High we teach pilots in two sections; recovery and prevention. First we teach how to recover from a spin... when you’ve got yourself into an unusual attitude how do you get out of it? I think

this is an essential skill all pilots should know. We teach how to recover from a high speed spiral down or if they’re doing aerobatics, it all goes wrong and now they’re suddenly pointing skywards, their speed is coming back to 20kt and they’re wondering what they are going to do next, we teach those revoveries too. We mainly use the Bulldog, although here is an Extra 300 available as well. The Bulldog is a great little spinner which really winds up and loses a lot of height. Students are always shocked about how much height is lost

after just two turns. Students seem to get it quite quickly and after a two or three attempts we’re able to tell the pilot that they recovered on their own without us touching the controls or even telling them what to do. It’s a huge confidence builder for them – which goes with them into their everyday flying. The second part of the course, spin avoidance, is where we get the aircraft almost to the brink as it’s about to flick into a spin and then we recover. We teach how to recognise an out of control state developing and teach how to stop it developing any further.

LOOP’s man DC has a go... and gets queasy UPSET recovery is not about stomach ache though once you’ve been through the course, you may well be feeling a bit green - I was! You’ll remember from your PPL training the exercise ‘Recovery from Unusual Attitudes’. The instructor/examiner would have taken control of the aircraft, zoomed about the sky for a bit then put it into a nose-high or nose-low attitude, possibly with a bit of bank on, and handed it back to you to recover. “It’s yours,” is the welcoming phrase. Well, that’s just the start of full-on upset


recovery training. Companies such as Ultimate High down at Cotswold Airport offer courses which teach you how to recover from not just incipient but also fully-developed spins. They’ll point the aircraft vertically upwards, wait for it to run out of steam and start to slide backwards, wait for it to flop over into whichever direction it wants, and hand it back to you to recover. In my case, our Extra 300 ended up upsidedown, heading downwards at a 30-degree angle with a bit of bank on for good luck...

We also teach gliding as part of the course using very high angles of bank so pilots learn how to manoeuvre the aircraft whilst keeping it balanced. This is because one of the things that quite often happens in engine failures is that people try to do a tight circle to land and they spin-in. The number of aircrafts that have a fatal spin-in inside an airfield boundary is quite shocking. From that you can teach people that it’s not worth trying to turn in to land. Because its safer trying to land in a field rather than trying to get back on the runway. DETAILS

ULTIMATE HIGH is based at Cotswold Airport and offers a range of advanced flying courses. It specialises in aerobatics, safety and emergency recovery training as well as formation flying. It is one of only three Aerobatic Centres of Excellence in the UK, as accredited by the British Aerobatics Association..

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

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

WEST LONDON AERO CLUB 01628 823272 + IMC £2525 (own a/c £630) + Night Rating £875 (own a/c £225) + AOPA Safety Pilot/ Flying Companion £1240 + Hour Building (30hrs) £3450

CLACTON AERO CLUB 01255 424761 + Tail wheel conversion (residential, inc B&B) £686 + Farm strip (residential, inc B&B) £1076 + IMC (residential, inc B&B) from £1938 www.clacton

CAMBRIDGE AERO CLUB 01223 373717 + Night Rating £825 + IMC Rating £2740 + Advanced Handling £442

A school with a rating or training course to shout about? Email dave.

Busy in cockpit and on ground, it’s still summer after all!




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 fly-in at Coventry Airport, from which every landing fee of £20 per aircraft will be donated to the Help for Heroes charity. The iconic Vulcan will be landing at 11am. It’s one of the world’s most recognisable aircraft so make sure that you arrive by 10.45 to guarantee you don’t miss the wonderful sight of it flying In! It departs at 3pm. 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 Aerospace 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 wonder at. These include Britain’s first commissioned jet fighter the Gloster Meteor (Dennis has some stories!), the Nimrod and 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 back 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.


Please call the Coventry fly-in hotline on 02476 516464 to book your slot




the stuff is still classified. We put in a civilian flight control system that’s cheaper, lighter and more reliable. So it’s almost the same thing – a TV picture with the heads up display on that. We also have civilian GPS. We found some things wired incorrectly which we had to troubleshoot, and developed servicing equipment and techniques for the landing gear, the electrical system, and blowdown system.

I bought a Harrier

Meet the only private pilot in the world to own and fly his own Sea Harrier– one that only went out of commission four years ago at that!


RT NALLS is a former fast jet and Harrier AV-8A test pilot for the US military – and quite possibly the man with the biggest bragging rights in private piloting! He displayed his own Sea Harrier at Oshkosh in front of a stunned and greenly envious audience. After all, no other PPL gets to say the Harrier on the apron is his... As a test pilot, Art specialised in engine air-start testing – very dangerous in a single-engine jet – and accumulated over six hours of flight time in singleengine jets without the engine running. But, he says this is the biggest buzz yet. Q| How did you buy it? A| I bought it from Everett Aero

(, an engineering surplus company in the UK. I phoned the FAA and asked: “What would it take to get qualified in a unique single-seat aeroplane?” When I told the guy it was a Harrier he just started laughing. I told him my background and he said it would be fine; I was over the first hurdle. However, he did tell me we would have to handle it very carefully as it didn’t fit into any nice, neat category. The next call was to the bank to see if I could get the money; that worked out so I came to the UK to see it. I knew what I was looking at as I’ve been a maintenance officer in a Harrier squadron. I could tell that the aeroplane was in fantastic shape and pretty much complete. It was advertised as a complete aircraft and the company guaranteed that if we got the


aircraft back to the US and there was something critical missing, then they would supply that part. So I bought it. It took two years from that point to satisfy the FAA for me to fly it. Q| Did you change much? A| Oh yeah. From the outside it looks stock, but on the inside we’ve had to make a lot of changes. We had to put in a different ejection seat. We had to take out the Martin Baker seat and put in a Stencel seat – which is used by the USAF. It’s the same seat, but it was a bit of national pride. We had to change the cockpit around. It’s been demilitarised so there are no weapons panels, no head-up display. Everett had one, but we didn’t have some of the critical boxes or sub-systems to make it work properly. I would love to have had a HUD, but some of

Q| Why the Harrier? A| I’d read an article a while back that the whole Sea Harrier programme was going to be cancelled, and that the UK was going to downsize to just one type of Harrier, the GR3. So I thought it an opportunity to get one. Q| How did it feel flying your own Harrier for the first time? A| Prior to the first flight I took it down the runway a couple of times to test brakes, steering and the hydraulics. We got to the point of ready to fly. The first flight has a chase aeroplane, which takes off and orbits around the airfield. He then gives me a 30-second call as I’m on the runway ready to go, and I’ll run up to mid-power; then he’ll give me a 10-second call, and, as he flies by he’ll tell me to go, and I’ll release the brakes and go! When he gave me the 10-second call I thought “Do I really want to do this? Do I really want to slam on all the power?” and then I reasoned with myself that I’d done it thousands of times and I was ready and prepared to do this. So it was 3-2-1-boom! As soon as I got airborne it felt a bit 'squirly' – that was because the stability augmentation system was not straight and forward the way it was labelled so I moved the attitude

hold or height hold and the aircraft settled and flew perfectly. Q| Did you have any problems in further test flights? A| On the second flight the hydraulics failed. We had to do a vertical landing. We hadn’t planned to do that until the fifth or sixth flight. The only way to survive a hydraulics' failure is to perform a vertical landing on concrete. The only concrete within landing range was Patuxent River Naval Air Station so we got emergency clearance, but we didn’t know about this aircraft and what might happen. I was so happy with the way the crew and team reacted to a critical flight emergency – I don’t think anybody else could’ve handled it any better. The one thing we should’ve done though was to check if the landing gear was down and locked, but the crew didn’t know what that looked like; they’d seen it on the ground a couple of times, but not seen it in the air. Perhaps I should’ve done a walk around to show them. But we’ve amended that with our emergencies procedures. Q| What are your future plans? A| Well we’re all voluntary, no one on the crew gets paid, but we’d love to get a two-seat aeroplane; I’m in talks with UK companies and the US Government. We’d also like another single-seater, but we’ll have to wait. I’m looking for two more pilots as well and a sponsor. Q| Now, what did it cost? A| I get asked that question all the time! All I say is, it’s like buying a horse: the cheapest part is the horse itself, it's everything else that goes with it that costs the money! For more information on Art and his Sea Harrier visit


Tel 01746783413 email

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.

Streak Shadow

ShoeStrING raCer

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

JodeL d112

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.

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

Pa 20/22 PIPer PaCer 4 Seat taIL draGGer

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,

GrUMMaN aa-5

CeSSNa 172

ZeNaIr ZodIaC 601 hd

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


SorreLL SNS7 hIPerBIPe 180hP

eUroPa CLaSSIC 912 P.o.a.

PIPer CoLt 1961

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.

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, later type wing strutts. Extremely reliable, low maintenance. £12,500 Tel: 01491 573845 or 628363

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.

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PIPer Pa22 trIPaCer G ardS.

1967 Cherokee 180

BeaGLe PUP 150

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

Pa18-150 SUPerCUB

PIPer Cherokee Pa32-300 (6/7 Seater)

1980 BeeCh BaroN Be58 G-oSdI

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: john.

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 VAT. 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

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,

Very Good Condition. Price: £17,950, Contact: Alan Jury 01780 720170. CeSSNa P-210 PreSSUrIZed CeNtUrIoN II

1982. 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: +00 41 91210 3128/745.66.89 Email:

1970 PIPer arrow1 200hP

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


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 ro SEP TEMBER 2010 LOOP 55


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 -

"Within two weeks of going online with I have sold G-GAOH. I have to say what a fantastic service and response from the advert." - Steve Baker.

FIreFLY t67C

roBIN dr400 reGeNt 180hP

1979 PIPer Pa28-161 warrIor 11

Yak 18t

MooNeY M20J

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

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

1987. 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: +00 41 91210 3128/745.66.89 Email:

GLaStar, taILwheeL

avIaMILaNo F14 NIBBIo 180hP.


CeSSNa 120 1946

roLLaSoN CoNdor d62C

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.

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.

This is a great example of the Cessna 120. 1946 2000 TT 550 on engine. Flys lovely. for more info please come and see for your self or phone me on 07545922794 or richard.flanagan@

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

redUCe YoUr FLYING CoStS, FLY oN a PerMIt

raLLYe MINerva 220

PRACTAVIA SPRITE G-BCWH ROLLS ROYCE 0240 LICENSED 1968 one owner a/c always hangered near London. In 1986 a BRAND NEW ENGINE. engine fitted with a turbocharger was installed but the turbocharger was ALL METAL AIRFRAME COROSION TREATED DURING BUILD. removed. The turbo manufacturers claimed that for continuous use 235 bhp LOW HOURS AIRFRAME AND ENGINE. with 250 bhp for five minutes would have been delivered. PANEL MOUNTED ICOM RADIO AND SKYMAP 111c. Some strengthening modifications have been retained. Otherwise the engine IMMACULATLEY FINISHED 2 SEATER TOURING AIRCRAFT, 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 ALWAYS HANGARED. IFR with 2* VHF, 2 NAV, ILS, DGO, RMI, 2*ADF, transponder, special extra FULL FLIGHT TEST REPORTS BY WELL KNOWN BAE TEST PILOT instrumentation. Not flown since £20,000 spent on new CofA. Brand new ROLAND BEAUMONT. propellor (some £8,000). Included a mountain of new and used spare PERMIT UNTIL JUNE 2010. engines, blocks, pistons, con rods, crankshafts, autopilot parts, etc. Ideal OWN AND FLY THIS UNIQUE AEROPLANE. aircraft for business or pleasure. £30,000.1009:Layout 1 20/10/09Contact Loop stripad ad 216x20 10:05 Page Tony Crook, Box 66,1272 Kensington High Street, London W8 TEL: 01253 397637 6ND or phone 0207 602 4992 or fax 0207 348 0389

For competitive aviation insurance... Authorised and regulated by the Financial Services Authority


1993 aG - 5B GrUMMaN tIGer

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 –

CeSSNa 182Q, 1979

1680 hours TT A/F and E. Lycoming IO 540 300bhp Turbo-normalized. 2-axis autopilot, oxygen, extra fuel tanks, electric trim, good radio fit, good, original interior. £22,500 no VAT. tel: 01491 573845 (oxfordshire)

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. New permit July. Contact: Paul on 01309 641451 or 07786 055520

vaNS rv 9a dIeSeL

PIPer Pa28 Cherokee 140. G-avLe

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:

CALL CHRIS 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

01223 497060 OR EMAIL

High spec, IFR Certified. Manufacturers new, two year warranty applies to this aircraft. Price £125,000.00 (VAT paid via Denmark).


dYN aero MCr01 SPortSter


avIat hUSkY a-1B-180

See full spec on our website Contact: +44 (0)1952 770428

BeLLaNCa SUPer vIkING 1971 'N' reG.


roCkweLL CoMMaNder 112, G-Bdkw

SoCata toBaGo tB10

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

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

MaULe M-6-235


1981 ModeL CeSSNa 172P

raLLYe 235C

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-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:

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.



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.


PIPer arrow 200 11

JaBIrU SP470

C42/vLa MICroLIGht

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.

CeSSNa 177rG

One owner!

G-OODW…1984…TTE 542…TTAF 9790…engine build in 2009…Garmin 430/S-Tec ADF650D/GTX328/KX155/KMA124/ KN84D/x2 G/S ind, Annual due Jan 11, £46,000 + VAT. Contact: Robert Wildeboer 01243 755064.

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).

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 ro SEP TEMBER 2010 LOOP 57


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, G-ZUMI vaNS rv8

LaNCaIr 320

Beautifully Built Vans RV8 (G-ZUMI), 200hp with inverted fuel and oil, 3 blade CP MT prop, Fully Aerobatic +6 - 3, 170kts Cruise @ 75% 11Gph, Xsize tyres for field landings, Airframe 212hrs TT from new, Prop newly 0 timed, Engine 212hrs SMOH. New permit to fly from August 2010, immaculate condition, Vans glider tow kit available (not currently fitted) £75000 ono. Tel: 079 4948 6969

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


SeNeCa 1

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

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.

SoCata tB9

GrUMMaN SUPer aa1

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. May part-ex LAA or dismantle with enough interest Contact: David Hook - 07711 698636

150BHP upgrade! Only 2850hrs airframe and 380hrs factory zero-timed Lyc O-320E2G, 80hrs since factory o/h on Hoffman prop. 1500ft/min ROC, and 135 cruise @ 28L/Hour. Mark 01296 612316 or 07932 620039.

MooNeY M20k


roCkweLL CoMMaNder 114 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

Please contact Malcolm - 07785 286338 Or Email -

SoCata toBaGo tB10

1980 PIPer SaratoGa Pa32

PIttS S2a – the CLaSSIC

Contact: Matt Colebrook on 07748 622842 or

Emailad Loop stripad 216x20 1009:Layout 1


000 No 10:05£92, Page 1 VAT. 01226 790735

For competitive aviation insurance... Authorised and regulated by the Financial Services Authority



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

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

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.

01223 497060

CIrrUS Sr22 N719Cd – Good CoNdItIoN


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.


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.

aCroSPort II 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


teCNaM P-2006t

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

T7-reg, 2010, New aircraft, just ferry hours, ENGINE Rotax Type 912 S3, Garmin, GNS430W NAV/COM/GPS, SL30 NAV/COM, GTX328 XPDR "S", GMA340, GI106A VOR/LOC/GS Indic. Mid Continent MD200-306 VOR/LOC/GS Indic. Bendix KI525A HSI, KN63 DME, KDI572 DME Indic. KR87 ADF, KI227 ADF Indic. KA44B ADF Antenna, KG102A Directional Gyro, S-TEC55X Autopilot Artex ME406 ELT. € 285,000 VAT free. Stefano Scossa - 0041 912103128.

dYN-aero MICroLIGht

CIrrUS Sr22 G2 tUrBo GtS

2008 aCa CItaBrIa aUrora

N885SR, 2007, Always hangared, SN: 2369, Total Time Airframe, Engine and Propeller: 410 Hrs, TBO: 1740 Hrs, Continental IO-550-N, 310 HP, Flown only by the owner. maintained by Cirrus Authorized Service Centers. $ 335,000 VAT free. Stefano Scossa – 0041 912103128.

160 hours TT. 118hp Lycoming. Very Economical. Aerobatic +5/-2G. Full Gyro Panel. KMD150/ SL30 NAVCOM/GTX328 MODE S TXPNDR. JPI Fuel Computer. Aileron Spades. CFP-2 Corrosion Protection Package. High Spec. Perfect Condition. £86,995 (No Vat). For more details and a full specification contact European Dealer, Blue Yonder Aviation Ltd. Tel: +44 (0) 1787 224290 or

CeSSNa a-185 SkYwaGoN F

MooNeY M20M tLS

Excellent condition. Built to a very high standard. Excellent avionics: Garmin GNS 430, Garmin 495, garmin 327, second radio, VOR + ILS. Murray Flint Paint. Propeller, cowl and cabin covers. Detailed feature article of actual aircraft in LAA magazine (Aug 2008). Approx 450 hrs TTAF/E. Contact Pat Kaina for more details: 07714326221, Offers in the region of £48,000, offers considered.

D-ELFO, 1980, Total Time: 3300 hrs, Engine TCM IO-520-D, TSOH: 1443, Oerhauled: 9/06, Propeller Mc Cauley D3A4C403/80UA-10, TSOH: 1000, OVH 5/03. Interior / Tan, 8/10. Exterior - 8/10. $ 144,400 VAT free. Stefano Scossa – 0041 912103128.

I-FLYM, 1992, TT: 1250 hrs, Engine Lycoming TIO-540-AF1B, sn L-929261A, TT: 1250 hrs, Prop. Mc Cauley B3D32C417, sn 911761, TT: 1250 hrs, TSOH: 200 hrs, King Avionics. €112,600 VAT free. Stefano Scossa – 0041 912103128

1981 eNStroM 280C tUrBo Shark

roBIN dr 400/180 reGeNt.

dYN aero MCr01-vLa(SPortSter)

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

roBIN dr 400 180

Dolt year 2000; 570 hours, Airframe and 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

ADVERTISE HERE! 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

CALL CHRIS 01223 497060 OR EMAIL

PIPer NavaJo Pa31-310

JaBIrU J400 G-kevI

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. tel: 01395 578487

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

1967 BeeChCraFt MUSketeer a23-24

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.

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 IkarUS C 42

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

912 Rotax engine, Radio Transponder, VSI GPS Only 24O Hours from new, 5 years old. £50,000, Contact:

1988, Lycoming 0360-A3A, Sensenich 76EM 855-0-58, TTAE 2100 approx, Exterior: 8/10, Interior: 7/10, EASA C of A July 2009, New ARC Aug 2010, King Avionics, this aircraft looks nearly new inside and out and the asking price reflects the engine hours and would otherwise be considerably higher, engine has been extended to 2400 hrs, been repainted in 2006 when the wings and tail were re-covered and the wing spar mod also done. £54,000 No VAT. Contact John Kistner – Mistral Aviation. 01730 812008.

PIPer Pa32-300 Cherokee SIX

1969 Pa23-250d aZteC

PIPer Pa-28r-201t tUrBo arrow III

2007 SUPer deCathLoN

1997 SUPer deCathLoN

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

7343 Airframe HRS 934 ENG HRS, Deice, 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.

HB-PMS, 1978, TT: 3500 hrs, TCM TSIO-360-FB TT: 600, Prop Hartz BHC-C2AF-1BF TT 3400, In good condition. No damage history. €46,200. Stefano Scossa – 0041 912103128

170 hrs TT. Fully Aerobatic with 180hp Fuel-Injected & MT Composite C/S Prop. Mode S. Full Gyro Panel. GPS. Annual carried March 2010. One Owner. £100K. Call Mark at Blue Yonder Aviation for full info 01787 224290.

310 hrs TT. 85 hrs Prop. Fully Aerobatic with 180hp Fuel-Injected & C/S Prop. Annual just done. 1950lbs GW increase mod. £70K. Call Mark at Blue Yonder Aviation for full info 01787 224290. ro SEP TEMBER 2010 LOOP 59


FaBULoUS toBaGo 200 XL

Sa341G CIvILIaN GaZeLLe heLICoPter For SaLe

1970 CeSSNa 172h reIMS


1988, TTA 8665, TTE 280 Zero-timed rebuild 2006, Prop 280, Full King IFR, Trig Mode-S, Full repaint 2006, Public CoA ARC 24/2/2011, Ext 8/10, Int 7/10, Privately owned, Beautiful, reliable aircraft. £44,950. 01280 860355.

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

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

kItS or readY BUILt

tUrBULeNt drUINe d31

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

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.

eNStroM F28a G-BoNG

2009 BUILd SPortCrUISer PLaNe For SaLe

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

100 HP Rotax, analogue panel with Garmin 328 Mode S transponder, Large 695 GPS, BRS, Test Hours only, beautiful plane in white, blue and silver bargain at £78,600 inc VAT, ready for permit & to fly home. Call Ben on 0207 536 6356 for details, or see

Loop stripad ad 216x20 1009:Layout 1



Page 1

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


CALL CHRIS 01223 497060 OR EMAIL

raLLYe 150Sv

Pa-30 £17,000

SYweLL BaSed BeaGLe PUP 150

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

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

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

Pa28 140 Cherokee

Yak 52 CeNtraL SCotLaNd

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)

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

North weaLd BaSed BeaGLe PUP 150

Pa28 – 161 warrIor II

PIttS SPeCIaL S1-e teX

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

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

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

MooNeY M20J

roBIN reGeNt

MX-7-180 MaULe 1991

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

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

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

Yak55M G-NoIZ


PIPer 28r -180

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

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.

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:


For competitive aviation insurance... Authorised and regulated by the Financial Services Authority


Hayward Aviation Ltd Tel: 020 7902 7800

BUY AND SELL YOUR AIRCRAFT ONLINE AND IN LOOP MAGAZINE 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 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



1/6 Share aUSter d4/108

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

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

ev97 eUroStar

PIPer arrow 2 1/5 ShareS


roBIN dr400-160

1/5 share in this well maintained aeroplane hangared at Priory Farm, Norfolk. £52 monthly + £25 per hour. A delight to fly with good availability. Phone for further details. £6500. David Hunter 01566 777924 07831 377469

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

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.

C150 Cherokee warrIor arCher Cherokee 6

1944 L-4J PIPer CUB

roBIN 340 Share IN eaSt SUSSeX

JodeL dr1051M1 1/2 Share

weLLeSBoUrNe warrIor II

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

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 Geoff 01323 833641

G-BHTC 3-Seat (or 2+2) at Oaksey. 1/2 share with great co-owner. 30 hours on 105hp Potez gives 3-seats & 100+kts cruise at 21 ltr/hr. 1520 airframe hours, new permit & beautiful. £12,500 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

Share For SaLe BaSed weLLeSBoUrNe

FLY thIS CUB For £30 Per hoUr - 1/5 Share avaILaBLe

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

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. 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! 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:

One of the best Cubs about. Airframe lovingly restored & recovered 2009. 1946 L4, Continental C85 engine. New permit until June 2011. Electric starter & wing tank. Well managed group with plenty of availability.

SoCata tB10 Share LIverPooL

Hangared at excellent strip near Horsham. Share £5000; hangarage £50/month; £30/hour wet. 01428 642601 / 07887 715757

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.

1/8 Share GLoSaIr aIrtoUrer SUPer 150

PIPer arrow 200hP 1/6 Share – SUFFoLk

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

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

BöLkow 209 MoNSUN

FIFth Share Pa28 PIPer warrIor 11

Thruxton based two seat, semi aerobatic tourer. Excellent availability. Friendly well organised group. 1/5 shares (£4000) available. £70 pcm, £65 per hour wet. See D-EGHW/, Jonathan - 01264 333606,

1/6th Share

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.

Based Old Buckenham, Norfolk. Zero timed eng/prop, EASA C of A, Hangared, E-Allocator 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.

SkY arrow 650C

1/4th share. 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 ro SEP TEMBER 2010 LOOP 61

Clubs and Schools

Aircraft Dealerships and Parts

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.

Clubs and Schools

Stop worrying phone now

TEL : 07831 517428

07766 312221

7.15am - 8.30am

DEREK DAVIDSON Instructor/Examiner


West London Aero Club

� � � � � � � � �


TWIN TRAINING AVAILABLE Trial Lessons/Vouchers available PPL – IMC – TAILWHEEL – AEROS – NIGHT Ground School available daily, including evenings FIC Training Aircraft parking and hangarage EASA 145 Engineering on site UK leader in Light Aircraft Silencers Historic Club House NPPL available

01628 823272

White Waltham Airfield, Maidenhead, M4 Junction 8/9, M40 Junction 4



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

“We have had more response in two weeks of launching with LOOP Classifieds than we have had in a year with all other GA publications” 62 LOOP SEP TEMBER 2010

Hampshire Aeroplane Club Operating from

GOODWOOD Cessna 172/Cirrus SR20 PPL Training / Hire


TRIG and FUNKWERK units in stock for immediate dispatch.

Aircraft Maintenance

To advertise here please call Ryan 01223 499791 or email

Helicopter Training

Fly Drive


Tailwheel Conversions

Propeller Overhaul

Pilot Life Assurance

Please mention LOOP when responding to our advertisers

Propeller & Engine Overhaul ro SEP TEMBER 2010 LOOP 63

Aircraft Covers

Maintenance and Propeller Overhaul

Pilot Shops

Hangar Doors

Hangar Space

Place your Hangar space ads here


Premium Aircraft Batteries and Chargers Call AQS 02086 062950 64 LOOP SEP TEMBER 2010

Microlight Services

Fly in to Galaxy Microlights... UK ULPower Dealership

Galaxy Microlights

Headset repairs

Galaxy Microlights is a Wiltshire based small microlight aircraft repair and service centre providing the following services: ● Permit inspections ● Check flights ● Repairs ● Maintenance ● Fabric Covering & Paint Spraying ● Micro Avionics

07841 614577

Fast turn around Fixed price quotations All makes Passive and NR units repaired Noise reduction upgrading

Mark Jones

p0161 3038000 - 07778749706

Call us now for a competitive quote


Pilot Services

Headset Repairs

Pilot Life Insurance

Aircraft Kits Pilot Forum

● Professional ATPL (A) Available ● CAA & FAA Revalidations and Check Rides ● King Air Type Rated ● Safety Pilot ● World Wide Ferrying ● One On One Training Tel: 07859 815050

Business Opportunities Long-established dealership is looking for an active financial and business partner to further expand and develop its business into the future. Likely to be of interest to companies or individuals already in sales of new and second-hand light aircraft. Please reply in writing /email, in confidence, to: Bickton Associates (Financial Consultants) 4,Longwood Drive, London SW15 5DL ro SEP TEMBER 2010 LOOP 65


Cessna 172 The Skyhawk may be the Ford Mondeo of aeroplanes but it has a great safety and reliability record + C E S S N A 1 7 2 FA C T S

+ Made in USA + Four seats, high-wing with a great view downwards! + All-aluminium airframe and relatively low costs + Safe, predictable handling + More Cessna 172s made than any other aircraft; 396 on UK register


ESSNA’S 172 Skyhawk is one of those aircraft that gets overlooked these days. It’s not as modern looking as a Cirrus SR20 or a Diamond DA40, two of its main rivals, but flying schools all over the world still buy the 172 for its training fleets.


+ 1955 First flight of the 172. Production started the following year – an instant success with 1400 sold + 1960 Squared off tail of original changed to a sweptback look + 1965 Electrically operated flaps introduced with 172F + 1968 Four-cylinder O-360 Lycoming engine introduced, replacing six-cylinder O-300 Continental used previously + 1978 28-volt electrics + 1986 Production stops with 172M model + 1996 Production restarts with fuel-injected 172R. + 1998 172S with 180hp

High-wing, allaluminium, fixed undercarriage and prop... Cessna 172 is simple but tough

Why? Because the 172 is unlikely to spring any surprises, either in its ultra-safe handling or in costs. It’s also pretty tough and can take the punishment that comes from cackhanded students – or club members renting the aircraft. The 172 has been in production +VITAL CHECKS


Engine hours Hours left on the engine before overhaul has direct effect on value. Beware too of an old engine with relatively low hours – corrosion can be an issue Noseleg Check for oil weeps and extension - some 172s have a hard life at schools Panel & avionics Renovating an old panel can cost huge sums ADs The 172 has collected a few Airworthiness Directives make sure all are identified in the logbooks and carried out

! ! !

Latest 172 with Garmin glass, leather seats and air bags 66 LOOP SEP TEMBER 2010

for more than 50 years, although there was a gap when US product liability laws forced Cessna to stop. When production restarted with the 172R model, it came with a fuelinjected engine and many other improvements – if you can afford one of of these, go for it! +OWNING ONE

North Weald Flying group operates three 172 Cessnas, all 172P models from the early 1980s. The group is halfway between conventional hire from a flying club and ownership. Members aren’t required to put in equity but it does cost £60 per month with aircraft hire on top. The rate charged for each of its 172s is £94.80 per hour (wet) which compares well with flying clubs/schools which tend to charge out at around £130/hr, and booking is via a web-based system. There is also a £100 insurance excess waiver charged on joining and then again every year. Add in anoither £130 per year to join the Squadron (the club at North Weald) and there are no landing fees either. Another group operating a 1977 172M based at Little Snoring, Norfolk, reckons the hourly cost works out at about £100 if you fly three hours a month (36 hours a year, about average for a PPL), so North Weald’s rate seems highly competitive. www.northwealdflyinggroup.

+2 F O R S A L E

PRICE: £37,500

Built 1981, model 172P, 9562hr TT, eng 79hr. New ARC June 09, new paint and interior 2005. Mode S Tx.

SHARE: negotiable!

1/4 share 1977 172M based Little Snoring. Engine 20hr since overhaul.



+ Safe, predictable + Can operate on grass as well as hard runways + Knowledgeable UK dealers with good support and spares + Known costs + Good downwards and sideways visibility


CESSNA 172R Cruise speed 122kt @ 80% power Fuel burn 6 USG/hr at cruise Range 696nm at 55% power Stall speed 47kt (full flap) Rate of climb 720ft/min Take-off 280m Landing 168m Engine 160hp 4-cyl Lycoming O-360 with fixed prop Wingspan 11.0m Length 8.28m Max weight 1111kg Empty weight 767kg Fuel capacity 212 litres Seats 4 Manufacturer Cessna Aircraft Company UK distributor Patriot Aviation +LOOP SCORE

Running costs Durability Performance Reliability Handling TOTAL SCORE

★★★★★ ★★★★★ ★★★★★ ★★★★★ ★★★★★


Piper PA-28 Warrior II £49,950


+ Old-fashioned compared with rivals + Yoke control + 2+2 rather than full fourseater


Diamond DA40 TDI 2006 £145,000 + VAT

PIPERSPORT THINK LIGHT. PIPERSPORT The PiperSport is a world-class airplane in every way. Its beautiful lines, rugged all-metal airframe, leather seats, spacious cabin, unrestricted-view, and standard BRS parachute are all brought to you by the company who has understood the bond between pilots and their airplanes for more than 70 years. Contact your Piper dealer, or visit

Cruise Speed: 120 ktas (222 km/h) Range: 600 nm (1,110 km) Engine: Rotax 912 Fuel Capacity: 30 gallons (113.6 liters) Standard BRS parachute Leather seats


866.FLY.PIPER 772.299.2597

Loop September 2010 - Fresh air for flying  
Loop September 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...