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2 LOOP May 2009

May 2009 LOOP 3

Contents Inside the NEW LOOP




Cessna has to make some tough decisions as it feels the recessions's pinch

6 SRS ON HOLD A hold on the Cirrus LSA project... for now

8 NEW HYBRID ENGINE Flight Design introduces a modified Rotax with an electric boost for take-of and climb

10 RED BULL/BONHOMME All the news from the first two races of the 2009 Red Bull Air Races

12 LOOP BEGINNERS' DAY One new aerobatics pilot describes his day as “The most fun I've had in years!”

Gear 17 FRIEDRICHSHAFEN All the new gear from Aero Expo in Germany including Avidyne plans for linked voice communications and chart software

20 CAMERA! ACTION! So you want to film while in flight? LOOP checks out some of your options

Flight test 32 FLY A GLIDER Is it possible for a PPL to take their first solo flight in a glider after just two days? Dave Calderwood heads to Lasham to find out

44 AEROS WITH ALAN Find out why Alan Cassidy rates the CAP-232 as one of the ultimate aeros machines

Regulars 27 INCOMING Why not have an electronic co-pilot? Plus a crossword to test your aviation knowledge

31 BOB DAVY With a skills test looming, the stress piles on


Eric Raymond’s solar powered Sunseeker





For all the latest News stories, Gear reviews and Product information visit to keep you up to date with the going’s on in the GA world. And if it's exclusive Flighttest footage, show reports and interviews you’re looking for, then be sure to visit our aviation film website for all the latest show videos from around the world.

Including a ‘deep stall’ and flying abroad. PLUS Nick Heard on summer flying

60 PEOPLE Vintage Aircraft Club’s ‘Valentine’ Rally

62 EVENTS time to get yourself over to Le Touquet!

More! 22 DENNIS KENYON The rise of the Enstrom

XTRA FRIEDRICHSHAFEN Our look at the coolest aeroplanes at the show


4 LOOP May 2009

News WORLD NEWS > EPIC SHOW NEW DESIGNS EPIC Aircraft has unveiled a raft of new composite designs in the US, including a turboprop twin called the elegance, which boss Rick Schrameck is calling a next-generation King Air with capacity of up to 11. He also revealed plans for a twinjet VLJ, seating five plus two for around $2.3m certified. > FORD BECOMES NEW FACE OF GA SUPERSTAR pilot Harrison Ford has adopted an even more up-front role in promoting flying in the US. Ford will be the face of the AOPA-inspired General Aviation Serves America campaign, which will “tell the story of real people who depend on general aviation” in the States. The idea is that in the US the broader population don’t understand the scale of the contribution flying makes to the economy. > SPIT REP GETS MORE POWER SUPERMARINE, manufacturers of the beautiful Mk26 Spitfire replica, have revealed that owners and buyers can now get a new engine with significantly more power for the kitbuild. Nice! The 90% model (there is also an 80% version) has the option for a beefy Chevy V8 engine, rated at 400hp at a lazy 3000rpm. There is no downside, with the larger 90% model featuring a much larger cockpit for two, and increased load capacity. It’s still as close as most of us can ever get to owning a Spit! W: www. supermarineaircraft.


Cessna makes tough decisions as it feels the pinch Giant makes cutbacks and closes plant to save money in downturn


CESSNA is taking radical steps to save money during the recession. First, it is to close the former Columbia factory in Oregon where the 350

and 400 Corvalis aircraft are built. Second, it is suspending development of its new Columbus bizjet. The moves were announced as parent company Textron discussed poor first

Corvalis aircraft production moved to Wichita.

quarter financial results, as speculation mounts that it could sell the aircraft manufacturer or its other major holding helicopter manufacturer Bell. Up to 2300 workers will be laid off – that’s in addition to 4600 workers already laid off. Cessna has now laid off almost half its workforce since last November. Production of the Corvalis single-engine piston aircraft will move to Cessna’s main base in Wichita, Kansas. The scale of the recession hitting Cessna is unprecedented, despite recently delivering its 200th Mustang VLJ. Textron said it expects to deliver only about 300 jets this year, about 20% less than its previous forecast. In 2008, the company delivered 476 jets. It may get worse. “We certainly haven’t seen the bottom,” company

It is a blow for the jet programme, but it makes sense

spokesman Bob Stangarone said. “The economy may be approaching bottom, but our business typically lags the general economy by a significant amount.” Cessna earnings went down by $477 million in the first quarter from the same period last year, Textron reported. Cessna saw

92 orders for jets cancelled in the first three months of the year alone. It is a particular blow for the jet programme to be shelved, but it makes sense. Cessna boss Jack Pelton unveiled plans for the firm’s biggest jet ever last year, but it was earmarked with a hefty $780m of investment


ICON on course for 2010 deliveries

> ATPL SCHOLARSHIP OPEN BUDDING commercial pilots take note. The Guild of Air Pilots and Navigators wellestablished JN Somers ATPL Scholarship is seeking applicants for its 2010 programme. This continues its tradition of funding training through to qualification. The closing date is 15 June so get your skates on for one of the few fully-funded routes remaining in the downturn. Full details are on the GAPAN website. Good luck! W: “This thing rocks!” Kirk Hawkins has fun is his first flight of the Icon.

INNOVATIVE amphibian the ICON A5 is well on course for deliveries starting late next year, after company owner Kirk Hawkins finally notched up his first flights in the aircraft. Former jet fighter pilot Hawkins has been the driving force behind the A5 as it has rapidly progressed from idea to nearing certification, but he only recently flew it himself. So far, the A5 has flown some 50 times, and after Hawkins finally got his hands on his baby at the Lake Isabella test site in California, he said, “I walked into the test flight completely focused on evaluating the aircraft

You can see Kirk’s response to his flight on as a potential customer. “As an experienced pilot who’s flown everything from ultralights to fighter jets, I wasn’t expecting the performance of the A5 to be anything out of the ordinary. I expected my reaction to be, ‘Yep, it flies just like I expected. Good job.’” So what did he think? “I think my first comment after the ground crew opened the canopy was,

‘Wow! This thing rocks! I may have just had as much fun flying as I’ve ever had!’” Though thus far there are no official reports on the aircraft’s abilities, Hawkins said, “The water handling was absolutely superb. On my first takeoff I didn’t touch the stick until rotation. “It climbed up onto the step and accelerated effortlessly and quickly to takeoff speed, not typical

May 2009 LOOP 5

For more news, films and planes for sale go to


We are dealing with severe negative effects of a worldwide downturn, and also with unwarranted criticism focused on the industry. The result has been the cancellations of orders and the loss more than 15,000 jobs GAMA President and CEO Pete Bunce on the industry effects of the downturn

Why the Defense department wanted to do a photo op right around the World Trade Center catastrophe defies imagination!” New York Mayor Michael Bloomberg rages at the panic caused in New York after the controversial Air force One photoshoot

I have concluded that the controversy surrounding the Presidential Airlift Group’s aerial photoshoot over New York City has made it impossible for me to effectively lead the White House Military Office… Louis Caldera, who organised the shoot that spooked the city York, falls on his sword

A SHIFTING WORLD This map of the world alters country’s geographic scale to reflect their ‘real world’ size in terms of the number of miles racked up by aircraft registered there. America dominates, and the UK balloons.

DELIVERIES IN DECENT GA aircraft deliveries 2008 vs 2009 (first three months)

– expense the firm can now do without. It was due to go on sale in 2010 for $27m, but the outlook isn’t there for those kind of numbers. Cessna will have to return about $50m in deposits, industry sources say. Cessna says it hopes to restart the

Columbus project when times improve. Textron said, “Until we know more about the market we’re going to be selling into, we thought it was prudent to suspend it and redirect all of our efforts to reinvest into our core products

in Bell and Cessna.” Meanwhile LockheedMartin and Raytheon have been identified as the most likely movers for Cessna if Textron does sell, and

Sikorsky has been liked with Bell. Despite Textron’s woes, Cessna and Bell are profit-making companies with strong order books and solid foundations.

The speculation prompted jumps in the Textron share prices over recent weeks. Over the last year it has fallen nearly 90%. W:









Business jets




Total shipments




Total billings





FAA New group on its predicts way to creating growth 'super operator' Acceleration to take-off speed is rapid. for many seaplanes. “They often require pilot finesse as the hull transitions from displacement to plowing to planing modes. “The responsiveness and control forces while flying were smooth and easy. The aircraft responded just like you’d expect a ‘sport’ plane to respond: light, predictable and fun. “We’ve put a lot of attention into the cockpit

The Icon will set you back $139,000.

design of the A5, but I was not prepared for the view I had from the cockpit. I felt like I was front row in an IMAX theatre – a very different experience than trying to see over the dash or around the nose of most conventional aircraft. “The A5 actually reminded me somewhat of the visibility we had in the F-16: breathtaking!” OK, we wouldn’t expect Hawkins to say he was

underwhelmed by the flight – but he’s too savvy to talk over the top on an aircraft that will be feverishly investigated and tested as soon as it becomes available. The A5 is proving to be a welcome ray of light in the gloom, and its very difference from the norm appears to be what is making it such a strong lure for buyers, despite the downturn. It’s priced at $139,000.

A RAY of light, anyone? Though deliveries are off a cliff (see stats, 5-Minute Read), the US FAA has said in its bellweather annual forecast for the year ahead that it expects a rebound of operations by aircraft in 2010 after a drop this year. It predicts a drop of 6% in the number of flights and operations for ’09 , but then says they should return to growth – and thus lead to increases in the business of making, selling, and supporting aircraft – by1.5% per year until 2025. It said: “A vibrant, efficient and green aviation system will play a key role in our nation’s economic recovery.”

A PRESTON-based business is on the way to creating what it hopes will be the ultimate ‘one top shop’ for all things aviation, after buying up four flying schools and three maintenance firms in recent months. Disley Aviation Group, headed by its entrepreneur founder Jonathan Disley, has invested £100m in UK aviation just when it needs it most. Disley says it has already created 300 jobs in training, charter, and MRO sectors. Disley now owns training firms at Blackpool, Elstree,

Teeside, Cranfield and Biggin Hill, and has more than 50 fixed and rotary aircraft in its fleet. It hopes to become the UK’s leading provider of training, charter hire, maintenance and brokerage services. Disley said: “We can do anything with aviation. I’ve taken the best bits from a wide range of companies and put them together to create a unique one-stop shop. I aim to get people from A to B as quickly and cheaply as I can. My ambition is to create a seamless travel solution for the everyday man or woman business or pleasure.”

Coventry airport up for sale GOT a few million quid lying around? If so, you could always consider owning one of the UK’s best airports… Coventry Airport is up for sale, shortly after a recent £6m injection into infrastructure and facilities by owners TUI Group and the creation of a business jet ‘hub’. It is certain to be a tempting site for many, and has a prime location in the Midlands. The airport has strong transport links nearby and some eight million people live within an hour of the site. For more details log on to

6 LOOP May 2009


Development of new SRS is postoned as Cirrus focuses on existing SR-series.

So much more than just a Show of new aircraft S

O WHAT did you get up to last month? For most of use here at LOOP, it entailed a mass ofďŹ ce trip to the giant Aero Expo at Friedrichshafen in Germany – 12 of us in all! We were manning a stand and studio (for LOOPTV), reporting on the show online and for this printed LOOP and, quite frankly, being blown away by the enthusiasm at the show, and the innovation on display. Unlike most shows of that nature (a combination of industry displays meant for the industry, and industry displays meant to attract buyers amid Johan Public) put on by for example the car, bike or boating world, aviation again shows that, at its heart, the sheer love of it is what drives more people than any other shows we can think of. It’s not just the small one-man bands who display this love of all things aviation – and there were many of them at Aero Expo, such as the man behind the Maverick PA who previously travelled to the show in 2007 with only a propeller to display and returned this year with a ďŹ nished aircraft – the major ďŹ rms show it too. The bosses love ying just as we do. Speaking with the CEO of a giant manufacturer like Flight Design leaves you in little doubt that the men who are tasked with spearheading the industry in these difďŹ cult times are not the kind to inch, and see their own role lasting for years to come irrespective of how doom-laden the economic atmosphere. As said, they love ying just as we do, and are not just ‘place men’. And that’s what pilots need to know and hear, as we don’t buy aircraft on a whim, or just for a year – an aircraft is a serious long-term investment that we need to know will be backed up by credible people in the industry, who are in it for the long haul like us. See the best of the new aircraft in our eight-page Friedrichshafen Show special!

Cirrus ups its production but SRS ‘on hold’ for now US manufacturer U-turns on cuts, but admits delay in jet programme and shelves SRS‌ green shoots, anyone?


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Development of the SF50 is going well, with over 120 hours logged on the ďŹ rst prototype

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For more news go to SHORTS

The Vision jet will be kitted out with a Garmin Perspective glass cockpit system.

Work continues apace on the vision, the main priority for the company. revealed that the Vision jet will get the Garmin Perspective glass cockpit system seen in the SR singles, with a pledge of a 10-year life-cycle with updates throughout. Tests had been completed with an L-3 system, but the popularity of the Perspective with existing owners has made it an obvious choice to

roll out into the jet. Meanwhile at the big Sun ’n’ Fun show in Florida, it was revealed that Cirrus is holding off on development of its much-anticipated SRS Lightweight for now, and explained, “Our interest in the project hasn’t changed. We are still very interested in the LSA market, and we will

keep coming back to re-evaluate that decision.” It said that aside from the economy, an increase in flight training infrastructure, and also delays in standardised global LAS regulations had prompted the move, along with the sheer task of trying to progress the SRS alongside the Vision jet.

CIRRUS LAUNCH 'BOUNTY' FUND ARE you a flight instructor or Cirrus owner, who knows someone who is looking to buy one of the aircraft? If yes, you could earn a handy bonus from the firm. Cirrus has announced a programme

whereby any pilots who recommend a subsequent successful purchaser of a Cirrus to the firm will receive cash rewards that should run into thousands of pounds. See the firm’s website for more details.

That lucky Tucker again! AEROS ace Sean Tucker had another close shave when he was forced to land his Oracle Pitts on a California highway when his aircraft ran short of fuel last month. Tucker is well known in America for his spectacular

displays, and previously had to bail out of his beautiful machine and watch it plummet when it suffered a major failure. He was flying above the busy Highway 101 in the state when his current aircraft ran out, and saw

that despite its usually busy traffic load it was empty enough to try a landing. The local Highway Patrol closed off the section of road while a refuelling truck arrived, and then Tucker calmly took off and returned to base.

Rotary engine nears certification THE dream of engines that run on Mogas or Avgas, have 3000-hour TBO intervals, and have versions of 200hp to 360hp is nearing reality. Swiss firm Mistral hopes to get certification for its beautiful rotary engines in 2010, and displayed a number of test and show examples at Aero Expo to great interest. It hopes its engines will become a natural bridge between piston and turbine engines, but be quieter and smoother either, with a number of

versions to suit all pilots already flying GA aircraft. They will feature digital engine controls, come in 300hp guise before expanding the range towards production and

sales targets of 1500 engines a year by 2015. A Jet-A1 version is also likely later. The firm has 24 workers on the eight-year project. W:

> 727 TAKES ON NEW HOTEL ROLE WHEN is a jet not a jet? When it’s a hotel, that’s when! This decommissioned 1965 Boeing 727 passenger airliner is now the basis for a spectacular tree-top hotel suite in Costa Rica, after the owners of the Costa Verde Resort transported it in pieces to the site and reinstalled it amid the jungle canopy 50ft above the ground. It is in the rain forests at Quipa in the country, on the edge of a stunning National Park overlooking a beach and the ocean. > AND SO IS A 747! You wait ages for one airliner-turned-hotel, then two come along at once. An 747-200 is now the Jumbo Hostel in Stockholm, Sweden, aptly at the city’s Arlanda airport. It was originally a Singapore Airlines example, then Pan Am, before passing into the hands of a Swedish airline that went bankrupt. It has 25 three-bed rooms, including one in the cockpit! The first-class lounge remains too, while the engine compartments may also become living space, with the rotor blades becoming blinds. W: www.jumbo > EUROPEAN RULE EXCLUDES AERODROMES The EU will exclude aerodromes mainly used for sports and recreational flying from common European rules. Europe Air Sports said it was pleased the decision-makers have listened and recognised that it would be disproportionate to regulate aerodromes mainly used for sports and recreational flying at the European level. It will keep a large number of airfields outside the bureaucracy and costs of EASA. The rules will apply only to commercial strips, and those with runways of 800m or above.

> JET MAN SPEAKS AT RAES LOOP favourite Yves Rossy, the man who flew using his own design of jet-powered wing across the Channel, is to give a talk at the RAeS in London later this month about his exploits. It is on Tuesday May 26. Contact the RAeS for more details. W:

May 2009 LOOP 7

8 LOOP May 2009

News SHORTS > DYN AERO TO BE FACTORY BULT THE four-seat Dyn Aero MCR4S kitplane is to go into production as a factory-built, ready-to-fly aircraft. New firm Dyn Aviation will design and produce certified aircraft under the new European ELA 1 regs, and also produce spares for APEX aircraft. Among other projects, Dyn Aero is continuing a research project on a 912S-powered aerobatic aircraft equipped with fuel injection and lubrication systems capable of inverted flight. Lyndhurst Touchdown W: Dyn Aero W: fpkit. indexuk.htm > TECNAM DIESEL BEING TESTED TECNAM is looking to get a British-built two-stroke diesel in the air, after it fitted one of the innovative Gemini 100 engines from UK boffins Powerplant Developments in a P92. The economical 100hp design features three cylinders, each with two pistons running on conjoined twin cranks. It is ideal for LSA use, proponents say.

> BLERIOT STAMPS CELEBRATE 100 MARK THE 100th anniversary of the Bleriot cross-Channel flight is being marked in many ways, including a new set of special collectable Royal Mail stamps. The A4-sized stamp sheet features an image of the Blériot XI flying over Dover Castle, recreating the historic 100th Anniversary flight which will itself be recreated on 25 July. The sheet cost is £26.95, or £34.95 if signed by one of the Blériot pilots, and they can be bought mounted too. W: www.dover2009. com, or www. > CONTINENTAL START UNLEADED FLIGHTS US engine manufacturer Continental has completed its first set of flights using unleaded fuel in one of its engines. A Hawker G36 Bonanza flew a full test flight using a special formulation of unleaded, as fears grow of an eventual ban on leaded aviation fuel. The firm says it is “committed to leading the industry towards a common 100LL alternative fuel that minimizes cost to aircraft owners”. It has been working on modified lead-free engines for two years. W:

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New hybrid born Greener, safer, better mpg, and less stress on the engine


GERMAN manufacturer Flight Design used the mammoth Aero Expo home show not only to unveil an all-new aircraft (See Xtra), but also to show its clever new hybrid engine system that could become a common feature on aircraft. The firm has modified a Rotax to accept a power-

ful additional electric motor attached to the prop drive, which it says will boost take-off and climb performance by up to 40hp, improve consumption, cut emissions, and aid safety. It’s an elegant design. The motor can deliver the power boost during the critical stages of flight for around five minutes, and recharge its battery in

The hybrid engine drew a lot of praise and interest.

S footaee the n ge of Plus ew engi with itan intervienwe! at wws designers w .aer.loooptv Modified Rotax has a powerful electric motor attached to the prop drive to boost take-off and climb. only six or seven minutes to lay in readiness for its next use. It is controlled by a special unit, and the pilot will only have one lever to worry about. The Lithium-Iron batteries are long bars which can be placed where it suits the aircraft’s CoG. While they and the motor weigh around 40kg in total, it is mitigated by eliminating the need for a traditional battery and starter motor – the new motor does that job too – so the weight gain for the entire system is only around 25kg.

Flight Design boss Matthias Betsch said the new system is around two years from completion and has yet to be flight tested, but explained,

The motor delivers power boost during the critical stages of flight

Piper sale keeps new jet on cards PIPER Aircraft’s future has been secured after it was sold to a Middle and Far East investment firm. And, to prove that not all sales are fire sales these days, the company that sold it made a profit! Piper is making strong headway with its PiperJet VLJ, and still has such a strong model line-up and loyal customer base that despite the downturn, new owners Imprimis paid American Capital $31m more than it had shelled out for Piper. It sets to rest the minds of thousands of Piper owners worldwide, with Impimis pledging

to invest in the manufacturer to boost its support network worldwide and keep the jet on track. The sale does not come as a surprise to observers, with the firm’s robust showing at the NBAA business aviation show last autumn appearing

Piper is making strong headway with its PiperJet VLJ

to many to be a ‘look how healthy and vibrant we are…’ to potential investors. Imprimis said, “Imprimis was drawn to Piper because of the significant potential that it sees for Piper to expand its activities into new markets in Asia Pacific, which is expected to experience steady growth for two- to six-seat aircraft over the next five years from training schools and flying clubs. “Outside of long-term plans for growing market share in Asia, the new shareholders are committed to keeping

PiperJet's new owners believe it has a secure future in new markets in Asia Pacific.

Piper’s headquarters, production and product development facilities in Vero Beach, Florida.” The news has been welcomed at Piper, with Imprimis saying it will not alter the company’s current HQ in Florida. CEO James Bass said, “Imprimis brings a level of support that will propel Piper from its current status as a company with a strong heritage, track record of innovation and great potential to one that is growing and pushing the envelope within General Aviation. We are poised to enter a new era in aviation history.” Imprimis targeted Piper as it sees it as primely positioned to appeal to pilots in the East, with the right kind of aircraft. The firm has strong order books and has shied away from overaggressive expansion in the past so is not exposed with huge inventories or bloated payrolls – though like most it has trimmed production and staffing recently. W: W:

“It makes a lot of sense. It cuts the need for full revs on the engine to reach turbo-boosted power outputs, so should prolong engine life, as well as, of course, cutting fuel use and lowering emissions. “There are also added safety benefits, as it will still work even if the engine fails, so at that time the extra power can be used to keep turning the propeller to extend the glide stage. If the electric motor fails, it disengages completely so cannot affect the traditional engine negatively.”

The extra cost of the hybrid is expected to be around Ð8000 above a normal Rotax 914 engine, and Flight Design is likely to license the system out to an independent manufacturer rather than undertake its manufacture themselves – this opens the door to it becoming a Rotax OEM fitment. The extra power brings its power output towards the level of bigger Lycoming and Continental engines. W: www.flightdesign. com



IF you fancy winning yourself a brand new Garmin 496 GPS system it's simple. What you need to do is logo onto and re-register, which is completely free. It will only take a couple of minutes and you will be entered into the draw. If you’re already reregistered, don’t panic – we have automatically entered you into the draw. When we tested the 496 it scored top marks for its features, screen brightness and programming capability. It also scored highly for its ease of use, map design and design. It truly is a great piece of kit and well worth getting your hands on if you can. So re-register now – it could be your lucky day.


24/7/365 Hotline - Call +45 70 20 00 51

The truth about aircraft and VAT Minimising exposure to VAT has always been a challenge for aircraft owners and operators. With VAT rates between 15 and 25 % in most EU member states VAT is normally a significant cost when considering an aircraft purchase. If you have to pay it. You don't have to! Since 1963 Denmark has levied VAT on aircraft at 0 % and the rate will stay that way until January 2010. This was decided in June 2008. Disregard any adverts which say otherwise! If you are importing an aircraft from outside the EU (i.e. from the USA or Switzerland) we can help you import the aircraft into the EU in your own name. Don't enter into an ill advised buy/sell scheme which is an unnecessary complication and may result in your aircraft being impounded. A private import in your own name is a far better procedure! If you are interested in an aircraft for sale within an EU member state please contact us as soon as possible and before you complete any purchase documentation. A buy/sell scheme inside the EU is perfectly valid as long as it is done in accordance with EU legislation. Be very careful. If you cut corners - like not paying the Danish seller the entire purchase price - you risk having to pay full VAT anyway. For more than 15 years we have worked with VAT issues and we have handled more than 1,000 aircraft. We invented the Danish route and have worked extensively within the European aviation industry to assure our clients a trouble free turnkey solution.We understand the VAT importation process and can provide impeccable references and testimonials from international customers. We know what we are doing! We are continuously liaising with the legislators, Customs authorities and aviation professionals in order to optimize the possibilities now and in the future. Check our website for updates, references and developments. Don't waste your money. Don't risk your aircraft. We're available 24/7/365.

Lasse Rungholm, Lawyer, CPL MEIR +45 70 20 00 51 /

15+ years experience 路 350+ aircraft handled per year 路 Legal and aviation background

May 2009 LOOP 9

10 LOOP May 2009

News Red Bull

For more news go to R SEASON OPENE



for LOOP ly e iv s u l c x me writes e m o h n o B l Pau

On the podium again, race two at San Diego saw the same trio as Abu Dhabi’s opener.

The Red Bull season opens Bonhomme second overall but he’s still waiting for a maiden win of ‘09


TWO races into the Red Bull 2009 race season, it’s shaping up to be a stunning three-way battle between reiging champion Hannes Arch, France’s Nicolas Ivanoff, and British star Paul Bonhomme. And it’s not been without drama! Arch suffered a bird strike in the San Diego finals, tearing a footballsized whole in the back of his Edge. Arch took the opening race win at Abu Dhabi, while Ivanoff took the second in the US – with Bonhomme taking runner-up spot both times to lie third overall. The biggest surprise is new-boy Matt Hall – the Australian Rookie has finished fifth in both the season openers, which has surprised everyone as no rookies have ever scored so highly and it’s generally considered that it takes at least a season to get used to flying in the RBAR. On his way to US victory, Ivanoff shaved seconds off the previous lap record giving him a time of 1:17:21. He puts it down to the fact

that he has changed to an Edge540 for the new season. “I’m really happy. The new plane is great. I thought I had a pretty good run in the final but it’s always possible someone else comes up with an even faster time,” he said. Bonhomme, who is hampered with injury, was not pleased, as he has previously has won twice in San Diego. “I would be lying if I said that wasn’t good, although I’m not happy that I’m second. I’m not a second place kind of guy and I’m getting pretty fed up with being second.” The Austrian Arch was lucky to finish the race at all after the bird strike, never mind coming in third. “I was having a really good run and then I had a bird strike that distracted me. I was off line after that. It nearly tore off my horizontal stabiliser. It was bad luck, but good luck that I was able to fly to the finish line.” Nigel Lamb has had a mixed bag so far, with an impressive fourth place in the opening round, but he struggled to keep up with the front runners in San

ABU DHABI RESULTS 1 Arch (AUT) Edge540 2 Bonhomme (GBR) Edge 540 3 Ivanoff (FRA) Edge 540 4 Lamb (GBR) MXS-R 5 Hall (AUS) MXS-R 6 Rakhmanin (RUS) MXS-R 7 Mangold (USA) Edge 540 8 Maclean (ESP) MXS-R 9 Chambliss (USA) Edge 540 10 Besenyei (HUN) MXS-R 11 Dolderer (GER) Edge 540 12 Dell (RSA) Edge 540 13 Muroya (JPN) Edge 540 14 Goulian (USA) Edge 540 15 McLeod (CAN) Edge 540

13pts 10pts 9pts 8pts 7 pts 6 pts 5 pts 4 pts 3 pts 2 pts 1 pts 0 pts 0 pts 0 pts 0 pts

Diego and could only make it to sixth place. In Abu Dhabi, the season opener was everything a Red Bull Race fan could want, with Hannes Arch coming from behind to win. It was business as usual with Paul Bonhomme finishing a close second, but the surprises came thick and fast with the Frenchman Nicolas Ivanoff coming in third, showing for the first time that he means business. It was a surprise to Arch himself that he won, due to the fact that he stumbled in the Super 8 session and was close to missing out on the Final Four altogether. “If you make he tiniest mistakes against Paul, Nicolas or Nigel, you’ll lose. I was able to focus on the last run and put all my energy into it. The tactic worked out, fortunately,” said Arch. It seems that the American’s have fallen off the radar completely. Two-time champion Mike Mangold is the highest place American and is currently sitting in a lowly seventh place - poor for him. But the American’s will be able to stay at home and spend a bit of time working on their machines as the next race is up the road at Windsor, Ontario, Canada on 13-14 June.

SAN DIEGO RESULTS 1 Ivanoff (FRA) Edge 540 2 Bonhomme (GBR) Edge 540 3 Arch (AUT) Edge 540 4 Besenyei (HUN) MXS-R 5 Hall (AUS) MXS-R 6 Lamb (GBR) MXS-R 7 Mangold (USA) Edge 540 8 Rakhmanin (RUS) MXS-R 9 Dell (RSA) Edge 540 10 Maclean (ESP) MXS-R 11 Muroya (JPN) Edge 540 12 Chambliss (USA) Edge 540 13 Dolderer (GER) Edge 540 14 Goulian (USA) Edge 540 15 McLeod (CAN) Edge 540

STANDINGS AFTER TWO RACES 1... Arch 23pts 6... Besenyei 2... Ivanoff 21pts 7... Rakhmanin 3... Bonhomme 20pts 8... Mangold 4... Lamb 14pts 9... Maclean 5... Hall 14pts 10... Chambliss

Weight is an issue as the series kicks off in Abu Dhabi


he start of the first race week, and something had me worried. As per the race rules, we were weighed at the beginning of the week. The aeroplane is 68lb heavier than the minimum race weight allowed. I‘m not the lightest pilot around either and we reckon that our combined pilot/ aeroplane weight is about 100lb heavier than the competition. Now, 100lb is a heck of a lot when the take-off weight is 1550lb... and at 10g it is 1000lb or five passengers! New to the Air Race rules is the requirement to wear a G Race Suit (GRS). This is a stand-alone g-suit that uses water rods to compress your limbs instead of compressed air as in conventional g suits. It is already used by some Eurofighter pilots and has been introduced into the series to reduce the possibility of g loc. When I first put it on I was disappointed, as it was heavy, hot and restricted movement. However, with a bit of tweaking and learning how it works, I‘ve got to like it. It is not a magic suit, but it does give you a 1.5-2g benefit, which helps a lot when you‘re trying to fly through a 10m wide gap at 30ft after a prolonged 8g turn. The Air Race rules have it written in as a required piece of equipment, so if you don‘t wear one, you‘ll be saddled with a 6.5kg seat pan (which is how much the suit weighs). With development for light aircraft applications (different seating positions, no climate control), I believe it‘ll be a great piece of equipment for the future. So to the track. The fun here was mostly after the chicane onto gate 3. It needed a delay to the start of the turn so you could have time to get your wings level for gate 3... OR you could turn immediately, accept a two-second penalty for not being wings level, and just fly through – this technique would save you about two seconds. The other advantage of the ‘fly through’ would be a better line into the quaddro and more time saved. All very well, but not cricket to deliberately break the rules... funny old thing as it was the French and Americans who first tried it (not huge cricketing nations). In the end, it didn‘t matter as it was two clean runs that got first and second place, but a good talking point for future track designers.

12pts 10pts 9 /1pts 8pts 7pts 6pts 5pts 4pts 3pts 2pts 1pts 0pts 0pts 0pts 0pts Choices had to be made after the chicane onto gate 3 – take time and do it well, or get a two-

10 pts 10pts 10pts 6pts 3pts

11... Dell 12... Dolderer 13... Muroya 14... Goulian 15... McLeod

3pts 1pt 1pt 0pts 0pts

Right, what happened in the race... The new format worked well and I‘m pleased to say that Team Bonhomme was in the running. All week, we were jostling for the lead with Arch, Lamb and Ivanoff, three teams who‘d spent a lot of time reducing weight. I‘d have been gutted if we‘d not been up there with them. I won the Top 12 round with a 1:25:86, then Ivanoff took the Super 8 round with a 1:25:99 (which included a two-second penalty). The final saw me running in a 1:25.49, which I thought would have been good enough, but somehow Hannes produced a 1:24:60 (still not quite sure how he did that!). So we collected 10 points for second place and with only six races this year, they are going to be extremely valuable! So weight saving is our plan in the run-up to – and following –San Diego. If we can get to second place with a 100lb surplus, I‘m sure we can improve on that when we‘re lighter. That‘ll be down to Wade and Jim to do some tweaking over the next week. Thanks also to Pete Waters (ex White Waltham), who helped us hugely with information gathering in Abu Dhabi. I‘m looking forward to flying in the cooler air of the west coast, rather than the 40˚C of the Middle East. It‘s lovely if you‘re sitting on a beach, but pretty toasty in an Edge 540 on race day!

Combined pilot/ aeroplane weight is 100lb heavier than the competition

Paul Bonhomme

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12 LOOP May 2009


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‘The most fun I’ve had in three years’ Take the plunge into aerobatics with a LOOP Beginners’ competition day


WITH the success of a LOOP Beginners’ day last year behind him, organiser Nick Buckenham decided to do it all again this year. So on an overcast April morning at Breighton Airfield, the BAeA team, who work out the logistics of these days, were greeted by eight nervous pilots ready to take part in their first day of aerobatic flying. When contest director Paul Tomlinson’s briefing commenced the gloomy frontal weather was expected to clear by midday, allowing good time for he and chief judge Steve Todd to impart in considerable detail exactly how the day would go. The competitors chose between a Slingsby Firefly and an Extra 300L. The coach of the Slingsby was with British Unlimited

Champion Tom and coaching in the Extra was given by experienced aerobatic contestant and commercial pilot John Dixon. The sexy Extra was seen as the aircraft of choice by six of the eight contestants. The side-byside seating format in Tom’s less powerful T67 would in reality provide a more sensible environment, but as Nick said: “Whoever said sensible was the right way?” The eight competitors were of different abilities: one pilot had just five hours on his PPL, another had driven for six hours all the way from Kirkcaldy via a week with LOOP’s aerobatic guru Alan Cassidy. Two girls and six chaps were soon all raring to go. The well established format for these exciting events comprises a flight of 20 minutes or so being

RESULTS: BREIGHTON AIRFIELD, 17 April 2009 RANK PILOT AEROPLANE O/ALL % 1 Colin Robertson Extra-300L 75.57 2 Laura Russell Extra-300L 73.96 3 David Collins Extra 300L 73.49 4 Brian O’Sullivan Extra 300L 73.39 5 Martin Bromley Extra 300L 70.36 6 Alan Young Extra 300L 68.17 7 Stephanie Burn Slingsby T-67M 64.12 8 Nick Pratt Slingsby T-76M 60.69

Extra-300L was the favoured steed of the competition. tutored through the five-figure sequence that will be used in the contest later in the day when the ‘pupil’ flies the sequence unaided by the vastly more experienced P2 alongside. The five-figure sequence is the same one flown at all BAeA 2009 beginners’ events: a loop, a half-Cuban eight, a stall-turn, a quarterclover and an aileron roll. Nick Buckenham was a bit worried about the weather but, “Late morning the clag cleared, the T-67 and the even busier Extra came and went, and by lunchtime our eight contestants were able to contemplate just how to manage their flying for those critical few minutes in the aerobatic ‘box’ in front of the judges.” “So – after lunch and a further briefing – our eight hopefuls got into the job at hand. The BAeA provided five highly experienced BAeA judges to establish the rights and wrongs of the afternoon’s flying, and in the end their unanimous

opinion was that the standard of flying was considerably above their expectations,” said Nick, adding, “Even the lowest score was over 60%, not at all bad for any UK aerobatic comp, but with a truly excellent 75.57% winner Colin Robertson in the Extra was a worthy champ. Congratulations all round to eight of the biggest smiles in Yorkshire that afternoon!” Said Colin, the overall winner: “The LOOP format is brilliant – it’s great to have an informal first flight before the scored one rather than going straight into the fire. It’s a great way to meet new people and during the day there was a great feeling of camaraderie among all of the competitors. “I would thoroughly recommend it to anyone who thinks flying aerobatics in competition might be for them. It’s certainly the most fun I’ve ever had in my three years of flying.”

HOW TO GET INVOLVED THE next LOOP Beginners’ event is at Little Gransden on 27 June. These are amazing opportunities to step well outside your ‘normal’ flying envelope. LOOP Beginners’ days are single-day events designed to give novice aerobatic pilots an introduction to flying competition style aerobatics. At each event, at least two aerobatic instructors and aeroplanes will be available for hire and participants are given one to one coaching about how to fly the BAeA Beginners sequence, with the

opportunity to fly the sequence overhead the airfield twice during the day. The aim is simply to encourage people to learn more about competition aerobatics, get some expert feedback about their flying and simply to enjoy the challenge and camaraderie of an aerobatic competition. You definitely do NOT have to be an aerobatic ace to take part. In fact, one of the competitors at Breighton had just five hours on his PPL! Says Nick Buckenham, the event

organiser and BAeA webmaster, “What it all boils down to is this: around £200 buys you a couple of mind-blasting flights in a fantastic aerobatic aeroplane, all the while getting personal encouragement and advice from a top-notch aerobatic instructor.” For further information see the BAeA’s website ( where you’ll find information about upcoming events and a comprehensive Loop Event Briefing Document to provide all the answers to questions you might have.

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14 LOOP May 2009

Pure performance Absolute precision

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


Navitimer World The Breitling cult chronograph, GMT dual timezone version. Officially chronometer-certified by the COSC.

May 2009 LOOP 15


MEMBERS of the Light Aircraft Association (LAA) get a whole bunch of terrific benefits, as well as the satisfaction of supporting all the lobbying efforts of the LAA’s Consultations team. But perhaps the most-liked, most-appreciated benefit is the Association’s monthly magazine sent to all members on the 1st of each month.


BE A M ITTLE SL FROM A CALL . AS £48.. 786 6 01280 84

This is no amateur club magazine but a thoroughly professional, glossy, all-colour A4 perfect-bound magazine that many think is better than any of the other flying titles. It’s certainly right in tune with the sort of flying that LAA members like to do - affordable, fun and hands-on.


It’s not just about homebuilt aircraft, although these are certainly important to the LAA. After all, homebuilt aircraft lead the way - that’s where Cirrus and the current Cessna 400 Corvalis TT came from! Light Aviation also looks at subjects which inform and entertain all pilots - and as the regulations regarding light aircraft in Europe change over the next few years, the LAA will be there leading the way, with the magazine reporting on every aspect and testing new aircraft first.



First flight test in the UK of the four-seater kitplane from esteemed US manufacturer, Van’s Aircraft.

Two thoroughly modern two-seaters go head to head, no punches pulled.

Single-seat Corby Starlet - fast, nimble, thrifty and fun!

It really could not be easier and this month LAA is offering you the choice of a free AFE VFR Flight Guide (r.r.p £22.50), an extra 3 months’ membership, or a £20 voucher from the LAA shop. At just £48, LAA membership has never been such great value! To find out more simply visit the LAA at where you can join on-line or contact them at or on 01280 846786.


16 LOOP May 2009


May 2009 LOOP 17

On-board video camera Make a quality record of a flight

Clothing belts Based on an aeroplane buckle belt, but for trousers etc!


Friedrichshafen special Eleven halls and a static display at the Friedrichshafen aero show in Germany meant there was plenty to see, from the latest innovations to quirky products that might change the world of aviation... or never be seen again

18 LOOP May 2009

GearFriedrichshafen special AVIDYNE

Exciting avionic plans are afoot Avidyne announce plans for linked voice communications and chart software Avidyne had lots to shout about at Aero. The company made three very exciting announcements about its plans for 2009. The first is to give its MLX770 worldwide Weather Data link system voice communication with an airborne telephone function – so you’ll be able to make phone calls through your headset while flying. It will also be capable of sending text messages. The new system is called the MLX780, and 770 owners will be able to get an upgrade. The MLX780 will cost $14,990, but if you already own the 770 you can upgrade for just $2000. Avidyne also announced that its electronic approach chart software, including Jeppesen’s worldwide coverage of airport diagrams, is now standard on all new EX500 and EX5000 Multi-Function Displays. Current EX500 and EX5000 MFD customers will be able to upgrade for a fraction of the previous cost for the CMax option.

The airport diagram service includes 6004 locations across the world, 5695 of which are georeferenced charts, which means that Avidyne MFDs can overlay the flight plan and aircraft position directly on the chart, making it possible to view the aircraft position directly on runways, taxiways, and ramps. As part of the special CMax upgrade package, new customers will receive a 90-day trial service and JeppView PC-based electronic chart software, which allows customers to view the airport layout and print the charts before flight. IFR customers can update their approach charts and airport diagrams through Jeppesen via yearly subscription which include 26 consecutive cycles. Prices vary by region – please contact Jeppesen for details. Updates are available through the internet every two weeks. Finally, Avidyne announced that Extra Aircraft has chosen the Entegra release 9


Protect your tank

One of the hottest products demonstrated at Friedrichshafen was the Deto-Stop Explosions Prevention system. An engineered aluminium alloy mesh fills the fuel tank without limiting the amount of fuel in the tank and works by separating sections of fuel so should the tank catch fire in a collision the mesh stops the temperature rising and the entire tank catching fire. Texoga, the company behind the system, has spent more than 20 years protecting military vehicles and, with the help of gyrocopter-producer Rotortec, it has moved into the GA market. Rotortec's Cloud Dancer is the first to come with this system as standard. There are two ways in which to fill the tank with

the mesh: by using a golf ball-sized mesh that you can put directly into the tank, or by using thinker cylinders that go into the tank during construction. The system is guaranteed for ten years, has been certified by NATO, the German Army and the Italian Navy. The system costs around €700 to protect a 100-litre tank. W:

integrated flight deck as the system to put in its new EA-500 Aircraft. So, despite this global economic meltdown, it seems Avidyne is moving along quite nicely. W:

. EX500/EX5000 The EX500 and EX5000 are Avidyne’s third generation MFD and PFD platforms. EX500 fits in a standard 6.25in ‘mark-width’ radio stack. The EX500 is the primary display and has a 10.4in screen. The EX500 (pictured right) is designed to replace existing CRT-based radar indicators for any of 19 different radar systems. A two-knob version is also available for use in single-engine piston aircraft that do not carry an on-board weather radar. The 5000 has 'map-centric' operation, The 500 is a MFD (multi flight display) and has a smaller 5.4inch screen. The 5000 is a Primary Flight Display (PFD) and has a larger 10.4inch screen.



A Flair for props

One step ahead

DUC HELICES, which has been developing carbon fibre propellers since the company started back in 1997, showed its latest design at Friedrichshafen – a flash five-blade silent-running prop that, according to the company's study, will reduces noise by 8db – or a whopping 75%. The Flair propeller is currently working on aircraft with Lycoming 180hp engines. It is yet to be certified, but a lot of research and development has gone into the production of this propeller. The design came into being because the DGAC (the French equivalent of the CAA) is working on a new regulation which will allow them to manage noise issues around airfields. This project, called Genial, would classify aircraft on the basis of their noise emission in the circuit. Further to the Genial

Pilot Communications launched its Pilot ComPro GA headset, one of the lightest in its range. The headset comes with options for the eartips, which offer a variety of noise attenuation depending on the noise of your aircraft. The headset also comes with music and cell phone input. For those who want maximum comfort there is an option to have customised ear impressions taken. This is a very simple procedure and can be carried out across the country. As the headset is priced at

only £248.40 and scrunches up quite small, it’s also perfect as an emergency headset (watch the Gear pages of LOOP for a test coming soon). Pilot also released the PA86BT amplified Bluetooth Phone adaptor, so you can plug your phone into the headset without having to take it out of your pocket. £151.34 W: www.


Free upgrade – but act now! project, the French Government has also decided to launch a study for a new silent propeller for the GA market (Lycoming engines to start with). This projectwas named Aniba and DUC was chosen to manufacture the Anibal propeller as a result of its reputation and expertise in carbon fibre Following a investment of more than €3m, the Flair is the result. W:

Bendix King revealed the latest software update for the AV80R range. The new 1.04 update now includes traffic interface to the ZAON Portable Collision Avoidance System (PCAS

XRX), new weather products– graphical PIREPS, TFRs, and lightning, weather overlays on the map page, GPS NMEA RS-232 output, the ability to save multiple flight logs, smart Profile

view with obstacles and improved text viewing. The normal retail price for the upgrade is $49, but for a limited time it is available for free. W:


Colour glamour If you fancy adding a bit of bling to your aircraft, then the Beringer stand was the place to be, where there was a rainbow of lightweight anodized aluminium products for aircraft. Beringer originally built up a reputation in the motor industry and now has wheels and brakes for aircraft. Everything is billeted to a high standard and available in a range of colours. W:


Table manners

Private Wings make executive furniture out of old iconic aircraft – so every piece of furniture tells a story. The aircraft used include the wing parts of the legendary Douglas “Dakota”

DC-3, to the tails of the American F-86 pursuit planes and the wings of the famous Vickers Viscount. All the products are created in Bessenbach, Bavaria. W:


RECYCLED WARMTH Thermo Flash heated clothing was originally designed for motorbike riders, but recently the company decided to break into the aviation market, especially the flexwing market.

Thermo Flash is a heated suit using the spare heat energy of the internal combustion engine. Thermo Flash wanted to find something else other than electrical energy to heat the body, so decided to use the energy of the engine itself. The suit is worn under a windproof garment. W: www. thermoflash.


Small glass, Sir?

With glass cockpits becoming more and more popular, RC Allen has produced a new digital horizon that has been designed as a direct replacement for any attitude indicator. The new


instrument benefits from a 360 degree of pitch and roll, multi-volt operation (from 9 to 32 volts), a bright LCD display, no moving parts as its completely digital, and it only weighs 8.5oz. W:


Beacons Kannard announced the release and availability of its new 406 AF-Compact ER, the 406 AF-Compact evolution and the Universal Mounting Bracket. The Compact Extended Range (ER), is the only beacon on the market in its category to be certified from -40 to +55°C. The new products are now available and cost €903 for the beacon only. W:


Getting rid of old paint? Easy! Apply Gira Strip; remove the lifted paint with a vacuum system, plastic scratcher or high pressure wash; rinse with water and a mild aircraft soap.

Say again? This funky little gadget was designed and programmed by pilots based on their need to collect and record flight data when operating aeroplanes. It offers independent memory for 10 users, records up to 100 flights per user; the device can be used as backup for the flight time counter of the airplane. W: Aero Sense focused on its new Gira Strip aircraft paint remover at the show. It's environmentally friendly and easily disposable. In contrast to other strippers it works through multiple layers of paint. It is easily applied and simple to remove, making the whole job less of a chore. W:

May 2009 LOOP 19

20 LOOP May 2009


Trig’s EASA approval


Get help quickly Carry a distress beacon


he Fast Find is a waterproof and powerful 406Mhz personal location beacon that is ideal for trips into areas where there are few or no other forms of communication. This latest offering from McMurdo, the 210, has a built-in integral 50-channel GPS for pinpoint location. Its small size (it weighs just 150g and measures 34mm deep x 47mm wide x 106mm long) belies its rugged construction and powerful output. The 210 transmits two signals simultaneously, one to the subscription free global 406 MHz satellite system, and the other to the previous

(121.5Mhz) distress frequency, to speed up the local recovery response process. Once activated, the signals will continue to transmit for at least 24 hours, and, with a powerful five-watt output, the 406 MHz transmission ensures that a call for help gets through whatever the conditions. The activation is quick and simple, requiring little strength and can be activated in three easy movements. The Fast Find also includes a unique SOS LED flash light facility which is manually activated to speed up recovery during night time rescues (it is also a comfort to see something light up, as you can see it’s working).

The 210 will operate in temperatures down to -20°c and its integral battery has a user storage life of five years, eliminating constant battery changes or recharges. Price: around £260 W: No matter where you are in the world, if you are in difficulty the Fast Find will get help to you – quickly.


McMurdo 210 PLB with GPS The Fast Find (above) usually retails at £259.99. Deal Stalker price: £224.99. Available at Flightstore: 01924 509273 www.

Avidyne and L3 Communications LEES Avionics is offering deals on Avidyne’s weather products including the MLX770/780 and WX670 as well as offers on L3 communications Traffic and Storm Scope products. Prices vary, so call Lees on 01494 513 661.

✱ SAVE £2 Log Book Covers At Aero Expo at Wycombe Adam’s Aviation will offer a discount on its own range of logbook covers. The leather imitation covers normally retail for £11.95 but as part of a show special they will be just £9.95. W:

✱ SAVE $199 T-Bone head set To celebrate the launch of its new head set with custom-made inner-ear plugs, T-Bone is offering a 20 % discount, reducing the price from $995 to $796, Order by 30 June, 2009. W: www.tboneaviation. com


called Extended Squitter – ES. The TT31 also supports this extended squitter function. Not only does it satisfy current Mode S requirements, but by connecting a suitable GPS position source, the aircraft can also report all the required parameters to comply with current and proposed future ADS-B requirements. Today ADS-B is used as a tool for providing ATC surveillance in areas where conventional radar surveillance is not technically possible, such as over water in the North Sea, the Mediterranean, the Hudson Bay and the Gulf of Mexico, or in the Australian outback. In future, ADS-B is seen as an enabling technology for better airspace use, and as a way of providing affordable collision avoidance for light aircraft.

Mode S transponder gets European approval.

Stay bright

✱ SAVE £35


EASA, the European Aviation Safety Agency, has approved the Trig Avionics TT31 Mode S transponder for ETSO C166a, the ADS-B technical standard for 1090 MHz extended squitter transmission. The TT31 is the world’s first transponder to receive this European approval, and provides a route to nextgeneration ATC surveillance. All TT31 transponders are ADS-B capable. Trig make no charge for this feature, but some older units will require a software update. ADS-B – Automatic Dependent Surveillance Broadcast – is a system to transmit aircraft identity, altitude, position and velocity to ground users and to other aircraft. The international standard data link for these transmissions is based on Mode S transponder technology, and the transmission mechanism is

Ultimate accessory SkyBelts are styled on the original aeroplane buckle belt, but they hold up your trousers rather than keeping you in a seat. They come with a variety of interchangeable colours and patterns of straps. If you’re feeling really adventurous you can even get one covered in rhinestones. The company is based in Seattle, USA, but will deliver to the UK. SkyBelts come in

two sizes: S/M adjusts up to 32in, M/L adjusts up to 42in. Price: The first SkyBelt (buckle and your choice of any belt) starts at $32.95. Each additional belt starts at $12.95. W:

in series with the lamp on either the positive or negative side of the electrical interconnection. It must be mounted to a heat-conducting surface such as the firewall of the aircraft. Available for use with 12V and 24V taxi and landing lights.

When we tested the 496 it scored top marks for its features, screen brightness and programming capability. It is a great piece of kit and well worth getting your hands on if you can. So just click onto www. and you’re in with a chance.

Light aircraft, camera, action! There are so many great user videos on we thought that you might like nudge in the right direction when it comes to the different camera equipment available to the pilot.

. POV.1.5 The POV.15 was originally manufactured as a helmet camera for motorsports, but due to its compact size, ease of use and high quality footage it is now being used by many pilots as well. This fully integrated head cam system is user-friendly and waterproof, and comes supplied with a range of camera mounting methods. It has some really nice features such as a wireless

remote controller for start/ stop recording. Video quality is what we would call VHS quality which looks OK on a TV and really good on a computer screen. This system is supplied with a 4gb and an 8gb card and it’s what we would recommend to users who want a system that’s more or less plug and play. Price: £549.95 Available at

Price: under $40 W: www.aircraftspruce. com

The Lightsaver system extends the life of your bulbs.

WIN Fancy winning a brand new Garmin 496 GPS system? To be entered into the draw just log onto and re-register. It will only take a couple of minutes. If you’ve already reregistered, don’t panic – you’ve already been entered into the draw.

STOP landing light failure with a Lightsaver. It not only helps to avoid light failure at turn on due to stress on the lamp filament, but extends landing and taxi light life by allowing the filament to draw the rated current (even at turn-on) with no change in typical light output. It is claimed to increase filament life up to 10 times. The Lightsaver is placed



. THE DOG’S BOL... Dog Cam Sport claims that this is the most popular video with pilots looking to film their in flight activities. The HQR-2 records at full 720 x 576 resolution DVD quality video on to a compact flash card. This is a professional piece of recording equipment with tons of features such as a wired remote start/stop

recording, auto start recording on power up, multiple audio inputs for external mics or for connecting to intercom radios etc. The great thing about this kit is the flexibility which explains why it’s chosen by many stunt pilots. The camera is waterproof and excellent in all light conditions. Price: £595.95 (plus high-speed compact flash card and camera mounts) Available at www.

NEW GEAR: VIDEOS . MINI DVR 1 For the budding Steven Spielbergs out there, this entry-level kit is a two-piece bullet camera system This is an ideal starter kit with a max miniSD card size of 2gb that holds about 1.5 hours of “youtube” quality video. The recorder part is about the size of a box of matches

and the camera head is a bit bigger than a lady’s lipstick. Price: £199.95

. SONY HXR-MC1P If you want to go top of the range, then this is it – the newest addition to the extreme sports enthusiasts’ arsenal. The Sony HXR-MC1P Action Camera is an easy-to-use HD camera system, consisting of a small camera head and a hand-held controlling unit with LCD panel and recording function. This tiny all-in-one HD camera system needs no extra equipment — simply start shooting. The camera unit is . FLYCAMONE V2 This mountable camera has been designed to attach and work with objects like model airplanes. The lens will rotate 90˚ so you can get the shot you want. It records in colour and picks up full audio. Downloading your footage from the FlyCamOne2 is simple through its USB connection, plus you can use the USB to set it up as a webcam. The FlyCamOne2 records directly onto a SD card and the memory can be extended up to 2Gb (a 2Gb card will give you about 45 mins’ recording time). Price: £48.92 Available at www.action cameras. . CHEAP AND CHEERFUL This is a very inexpensive way to start filming your flying. A five megapixel camera, it has good low-light performance, a ‘photo every second seconds’ mode, and a mega-wide 170˚ field of view. In recording mode, you can shoot up to 56 minutes on a 2Gb card or take 800 pictures. The camera housing is waterproof down to 30m and the mounting brackets included in the package provide you with quick-release mounts for just about anything

splash-proof, allowing safe use in light rain or when you are shooting near water. The style of the HXR-MC1P enables users to record HD video in unusual conditions and from interesting angles, such as shooting a scene from the pilot’s point of view. Thanks to the built-in LCD panel on the main unit, users can play back and review their material immediately.

This camera has been on the market for less than a month and is proving very popular already. Price : £2199.98 Available at: www.

Tips from the top . TACTICAL HELMET CAMERA This is straight out of Universal Solider and is an integrated, compact headset which is concealed and convenient. It’s primary use is for surveillance work as used by police in raids as it provides super fine picture quality from the highresolution CCD sensor. If used with the PV-500 or PV-800, the headset is powered directly from the recorder. With a standard camera kit you need a battery pack. Price: £122.34 Available at www. that you want to attach it to. Price : £189.99 Available at www.

LOOP TV’s guru Helen Rowlands-Beers secured her position to film for LOOP nearly four years ago, having received the accolade TV Studio Student of the Year following a degree in Media Production. Here, she passes on her top tips for getting the right on-board footage. The most important thing is finding somewhere safe to secure the camera. First, make sure that it is safely away GoPro Helmet Hero WIDEto be somewhere where it can from the controls – it needs be securely mount on a surface that gaffer tape will stick to. Gaffer tape? Yes, gaffer tape, gaffer tape and more gaffer tape! It’s the most important thing in my kit bag. Even if I use the supplied mount, I still use gaffer tape to secure wires and fixings to ensure they are away from controls. Always make the pilot aware of all the bits and pieces you have put in, and where they are located – and do a head count on the kit to make sure all the bits that go in come back out again. It’s a bit like a hospital operation! Dampen vibration with a piece of foam under the camera head, although don’t eradicate it completely. A bit of vibration sets the scene and puts the audience in the environment. Think about what footage you are trying to achieve. Try mounting high and behind the pilot for over-theshoulder and cockpit panel detail, or face the camera out and over the nose for prop spin and action. If you want to get the reaction of the pilot and passengers, place it around eye level.

What the CAA say If you’re planning on ‘hard wiring’ a camera to an aircraft that has a C of A, this would be probably be classified as a minor modification of the aircraft and would have to be notified to EASA. It would be much easier to fit it to a Permit aircraft, which would need to be notified to the LAA. However, if one was to fit a battery-powered camera to a helmet or suction cup mounting on the Perspex, you would probably not need to be notified to anyone as it would not interfere or permanently modify the aircraft.

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22 LOOP May 2009

Kenyon’s logbook

When common sense meets dogma, who wins? Dennis recounts the difficulties in taking new designs through g to certification – not always y a simple p jjob Dennis Kenyon Former world freestyle aerobatics helicopter champion Dennis Kenyon writes exclusively for LOOP


I suppose it must be getting on for 40 years since I first set my eyes on an Enstrom helicopter. I was fresh out of the Royal Air Force when my entrepreneur boss Roy Spooner landed his new purchase alongside the long black hangars at Fairoaks Airport. He was flying the early F28A model, G-AVUK. I climbed aboard to find something I wasn’t expecting. A comfortable roomy cabin, soft seat cushions, colour co-ordinated carpets and chrome flying controls! Remember, in the 1970s, the pretty Robinson R22 was barely a thought in Frank Robinson’s mind! The venerable Bell 47 had ceased production and nobody was buying the Hughes 300. Another three-place piston machine was the Hiller12 series, a surefire contender for the ugly award! Roy Spooner’s first lift-off instantly changed my perception of all things rotary! The Enstrom was quiet, the controls didn’t seem to be that quirky and I liked the idea of becoming airborne without having to charge down a mile of tarmac at 70mph. As my LOOP readers will know, I’ve been hooked ever since. But the Enstrom wasn’t all sweet and light, so this month I plan to relate a few stories of the long and sometimes frustrating experience of getting a new helicopter to market in the UK and the things I needed to do before displaying the type. First it became necessary to learn to fly the beastie. That doubtful distinction fell to my good friend Bill (Norman) Bailey DFM. As we older pilots will know, the charismatic Bill was awarded his medal for distinguished flying when he skillfully flew a Westland Scout back to base minus the tail rotor... shot off during the Aden troubles. In the 1970s, the CAA-approved PPL(H) course required xed wing pilots. I was fascinated by just 30 hours for fixed-wing this new form of flying and couldn’t

get enough. I even persuaded Bill Bailey to let me complete my qualifying solo cross-country by a trip to Sunderland Airport! Having qualified, I promptly embarked on a programme of sales demonstrations and soon acquired the qualifying hours for converting my fixed-wing CPL to the rotary variety. It seemed obvious that volume sales could only be achieved by getting the type into the flying schools, something that required public transport certification. The Civil Aviation Authority was helpful, and it chief test pilot Ken Reid frequently visited our Shoreham base to guide my efforts and oversee the flying required to see the Enstrom F28A become eligible for UK certification. The UK’s British Civil Airworthiness Requirements (BCARs) was the bible, of course, and it seemed a good s. idea to have a sound grasp of the general requirements. I got to know the type by reading the print off the maintenance manual. In 1973 alone, I flew over 300 o hours on sales demonstrations. I also flew a dozen or so ‘polar diagram’ flights to obtain approval for the VHF aerial positions in 1973 alone! By 1975, the Enstrom 280 ‘Shark’ was announced, and I was to experience the first hurdle in what is often a long drawn out process obtaining certification of a modified type. However, rules aren’t always sensible and I want to relate a personal instance where certification dogma took over from common sense and safety. My example concerns the first production Enstrom F28A, which was fitted with a one-piece hoop that offered good protection against the danger of the tail rotor (T/R) blades. On one occasion, I had very good reasons to be grateful for the all-enveloping guard n when, having landed at Bovingdon, an excited Alsatian tried to take a bite out of my T/R blade as the main rotors ran down. The sleeker 280 Shark sported a snazzy but less d effective tail rotor stinger. This useless guard consisted of a metal strip that projected from tthe underside of the he tail cone, but which act actually offered zero pro protection in the T/R bla blade area. A case where co cosmetics designed into th the airframe actually co compromised safety. F Fast forward a year or tw two to when I purchased a 1983 Shark, and ha had it shipped to the U UK to add to my sales st stock. Opening the se sea container, I was in intrigued to see that the A American operator had rretro-fitted the earlier alleenveloping hoop. Good ggoing, I said to myself. W Why on earth hadn’t tthe manufacturer made tthe earlier T/R hoop a sstandard fit? (They did o on the 1990s FX series.)

HAPPY AT WORK Who says testing has to be done wearing corporate overalls and dour expressions? Sweaters and cool shades were the order of the day... though we’re not convinced about the socks! Test was to show hover stability even with loads (very!) unevenly distributed.

ENSTROM NOW IN ENGLAND The heading says it all! In 1969, Earl Mountbatten of Burma steps out from an Enstrom to dedicate the first major helipad in England constructed for public use.

‘It was necessary to learn to fly the beastie’

When it came to putting the Enstrom on the British register, I hadn’t reckoned with the intransigence of the British CAA. The area surveyor duly arrived. “This machine isn’t eligible for UK certification with that T/R guard,” the man announced with obvious pride in his detailed type knowledge. Pointing out that the earlier fit was a safer system fell on deaf ears. Being an awkward so-and-so when appropriate, my parting shot to him was something like, “That’s all fine, but I promise you if this particular machine is ever involved in a personal injury T/R accident, it won’t be too long before your name comes into the picture.” Yes, I appreciate certification rules are rules, but where safety is compromised, I’d personally tear them up! But enough of the certification process of the Enstrom. I want to raise a stability problem that required more than a few air tests to discover the cause. Once again, I took the view that the manufacturer was the root of this particular problem. The Shark cosmetic modification to the F28A was made when the industrial designer, Greg Focella, was approached by the factory owner, the well-known defence attorney F Lee Bailey. Focella was asked to ‘sex up’ the snub-nosed F28A, which he did by designing a pointier nose section. The C model also boasted a 205bhp turbocharged Lycoming engine. More power and a sleek nose job would rack up the sales, Lee Bailey decided. Incidentally, it was the same Greg Focella who did a similar nose-job for the Hughes 500 when it turned its ageing D model to the sexier E version. The original F28A used a ventral fin to provide directional stability, albeit that the type already possessed a large keel area due to its slab-sided semi-monocoque tail cone. For the 1975 SBAC Farnborough Show, I was required to demonstrate my display routine to the Flying Control Committee, but the moment I went for a practice fast run in the newer Shark, I experienced a handling problem. The revised nose design brought with it a pronounced

May 2009 LOOP 23

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‘fishtail’ above 80kt. In practice, I noticed the yawing reduced as the flight progressed, so less fuel improved the situation either because of the reduced weight or due to the centre of gravity shift. Now, I need to say that your writer is not a test pilot or an engineer, but I did hold CAA authority to carry out Certificate of Airworthiness air tests on both helicopters and fixed-wing aircraft up to 12,500lb and had some paper experience as a graduate of the British Institute of Engineering Technology. I felt confident to investigate the problem by drawing up a schedule of airspeeds starting from 60kt up to the type’s Vne of 112, starting with a low take-off weight up to the max permitted gross. I grabbed a convenient chinagraph and ruled in a range of yaw angles on the windscreen at two-degree intervals. The idea was to fly at progressively higher speeds and record airframe deflections. The results were intriguing. At 60kt, the fish-tailing didn’t occur, but, as the speed increased, so did the yaw – and by 80kt was reaching 5° either side of the normal axis. Back at the airfield, I discussed the problem with the one-time Boulton Paul Delta test pilot Ben Gunn. The genial Gunn said the airframe was over-directionally stable and the increased area presented by the extra fin could be the problem. The new dorsal had been added as part of the Greg Focella cosmetic makeover to make the helicopter resemble a big fish! The next step was obvious – remove the fin! My test flight was an eye-opener. The fish-tailing disappeared at speeds up to 80kt, but above that speed the airframe began Dutch rolling. Since the only airframe change had been the dorsal fin, I concluded the existing ventral fin was now initiating the lateral roll about the longitudinal axis due to its lower position. A further flight at higher weight, and the Dutch rolling increased. I discussed my findings with Herb Moseley, who asked me to pass my flight test results to the factory, but interestingly no modifications were made at the time. However, an

Enstrom Shark replacement was in the offing. When the Enstrom 280FX appeared, the dorsal and ventral fins were gone and the horizontal stabiliser now sported just two smaller end plates, similar to the very first Enstrom F28A. Problem gone (unless you own an original model)! I’m often asked how I was able to embark on a programme of flying displays and, as all rotary pilots will know, one doesn’t just go into a display manoeuvre to find out later what is liable to happen afterwards! Once again, I visited the Menominee factory in Michigan, this time to meet the chief test pilot. It was decided to investigate the display handling and, in particular, how the M/R rotor hub would be affected by the aerodynamic loads. A second concern was the flapping travel of the M/R blades, since I didn’t want to repeat the problem experienced by Pee Wee Judge when the Wallis Gyroplane broke up at an earlier Farnborough Show. Once again, I embarked on a series of flight tests. An 8in (20cm) balsa wood extension was gaffer-taped to the existing fibreglass dorsal fin situated directly below the M/R blade tips where maximum flapping travel occurs. This extension provided a 14in (36cm) clearance from the tail rotor drive shaft with the blades stationary on the lower droop stops. Additionally, tell-tale markings were added to the M/R damper rod ends to reveal maximum lead-lag and flapping travel under display loadings. Also included for my personal cockpit interpretation was a portable g meter. A series of progressive display manoeuvres was flown and, at the completion of each sortie, we were gratified to find that even at the highest wing-over angle of roll and the lowest g figure, maximum blade flap had not disturbed the tell-tale balsa wood extension or scored the damper lead-lag pen markings. Based on these findings, I felt confident to work up my own display sequence. My logbook records my first public display at Shoreham Airport in 1975. However, my subsequent display programme wasn’t without a particularly nasty T/R control

GET THAT PHOTO! Well, that’s one way to get close to the action! Enstrom flies close to racing cars – not the sort of thing that would be allow to happen in today’s safety conscious world!

‘ My first test flight was an eye-opener’

cable failure, which I will detail next, but with the T/R problem resolved, there hasn’t been a further problem in a total of 1226 public and practice displays over a 35-year period. In the early 1970s, the Enstrom factory moved the T/R assembly on the F28A model to the left side. Thus, the forward leading edge of the blade was now rising in the induced ‘down flow’ of the M/R disc, a modification that was later combined with a wider chord, significantly improving T/R authority. The F28A employed a metal to metal stop in the gearbox spindle to limit maximum flapping. With the introduction of the 280 Shark, the metal flapping stops became rubber inserts. T/R control consisted of two cables routed via suitable pulleys to the pilot’s yaw pedals. The control cables emerged from a nylon-cushioned hole in the rear bulkhead passing 2in (5cm) from the T/R blade leading edge. I was scheduled to take part in my first world freestyle championship event at Cranfield Aerodrome. I had planned a standard routine that required several maximum power torque turns with the airframe at a 90° angle of bank rolling into a 60° descent for a 100kt fly past. During the final manoeuvre, as I rolled the airframe and applied corrective left pedal, I lost directional control as the nose continued to yaw right with full left pedal applied! At the time, I didn’t know that the leading edge of the up-going T/R blade had severed the left-hand control cable. The flailing loose end wrapped itself around the blade root and seized the T/R transmission. Happily for me, I had previously experienced a T/R failure when the drive shaft sheared due to a sharp flint getting sucked up to lodge between the shaft and the tail cone. The flint induced a radial cut on the drive shaft, which subsequently failed. On that occasion, I was lucky in simply dumping the collective lever into autorotation, which stopped the right yaw but, being close to the surface, my subsequent raising of the lever to cushion the landing coincided with the ➤

24 LOOP May 2009

Kenyon’s logbook reversed left yaw as the airframe turned with M/R blade rotation, so the resulting right yaw as I raised the collective actually saved the day. Having been lucky to ore avoid a nasty accident, I took it upon myself to learn more about the T/R failure principle, which I now teach. The Shoreham incident stood me in good stead at Cranfield as I safely completed a 60kt run-on landing with no further damage. On a happy note, the judges n were sufficiently impressed to award me a fifth place in the championships. The helicopter owner wasn’t so pleased, however, since had I crashed, the insurance would have paid up. As it was, he was simply left with the cost of a T/R repair! Subsequent examination revealed the failure d occurred at high power when the up-going blade could flap sufficiently to make contact with the left-hand control cable. The position was exacerbated by an oil soft rubber flapping stop and a slack T/R control cable. ys Knowing the problem, I carried out subsequent displays with new stops fitted and cable turnbuckles tensioned to the maximum maintenance manual figure. Let’s take another fast forward to the 1999 Biggin Hilll Air Fayre, when I was tasked to display the later FX te Shark by the UK distributor. I requested the appropriate adjustments be made for my display, but in the event I actually asked “or the T/R to be checked” believing the engineer in question understood the requirement. The engineer did as I asked, but his interpretation was to simply check the cables complied with the MM tension requirement. A classic case of a poor communication! Once again, as I confidently ran through my standard display routine for the air show crowd, the T/R control cable snapped! I won’t say I was getting used to the idea, but certainly my extensive practicing allowed me to land the machine safely for a third time. The CAA was kind enough to reward my efforts with the CAA Safety Award for that year. The problem was reported to the Enstrom factory, which had a record of similar failures with aircraft involved on crop spraying operations. The modification was all too simple. The cable exit point from the rear bulkhead was moved inboard to increase the clearance by 1in (2.54cm). The fix promptly became known as The Kenyon Hole – about which I’m supposed to laugh! I certainly don’t display the Enstrom now unless I personally observe the necessary cable adjustment and fitment of a new flapping stop.

I have a final story you might like to hear. As flying instructor I’m intrigued by the air fl flow afl ying instructor, ow patterns around the M/R hub when the infamous Vortex Ring configuration is practiced. This can occur when a helicopter adopts a rate of descent some 50% of the induced airflow speed and is accompanied by zero or low airspeed with power applied. As the helicopter descends, the induced air flow is opposed by the up-flow and, in the extreme condition, will actually punch through the inboard sections of the M/R disc. If the condition is allowed to continue, the up-flow can spread from the M/R hub out along the disc area and ‘join hands’ with the ever-present tip vortices. A fully developed Vortex Ring is the nearest a helicopter will get to a fixed-wing deep stall, and the consequences can be equally dangerous: anything up to an 8000fpm rate of descent, significant airframe buffet, random yaw and in the fully developed stage, a loss of control. The pilot fix isn’t difficult. A simple forward push of the cyclic usually allows the rotor disc to move clear of the vortex tube and produces an immediate recovery. I was intrigued, and decided I’d like to see this air flow

ALL PRESENT This is the original two-blade Enstrom design. It never went into production, but was hovered. Here, it is accompanied by the original company group.

reversal In investigative mode, mode reversal. I Superglued a dozen wool tufts a couple of inches long to the non-moving section of the M/R mast. For this air test, I used the Hughes 300C model (later Schweizer, now Sikorsky). The type has particularly good overhead vision through the large area of cabin glass above the pilot. I mounted a small cockpit camera to record the happenings! The 300C has a small disc diameter (26.7ft), and when the Vortex Ring configuration is well set up, the condition can be demonstrated especially well. The exercise is a requirement for the EU (CAA) approved Private Pilot’s Licence syllabus. I am happy to report my amateur sleuthing was successful, and from a sensible safety height, I looked up to observe my ‘two pennorth’ of wool tufts, all flapping obligingly in an upward direction! I’d found the airflow reversal, but not a condition where one wants to spend too long! As such, I would like this article to be of general interest for my everyday readers out there, but please don’t try any of the above at home!

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26 LOOP May 2009

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Electronic co-pilot, anyone? I have been reading lots of articles on electronic instrument panels with interest, even though I am a bit of a Luddite and quite like the old-style grouped, single instruments panels (which I personally think are as easy to read and comprehend as the electronic panels). After all these new-fangled electronic gizmos still display a facsimile of the old-style instruments on their screens. The one thing that seems to be missing from all these electronic gizmos is a simple talking guide, as in the car navigation systems that can now be bought for less than a £100; yee gads there are even ones that accept voice input commands! We all know that having another qualified person sitting next to you on long trips can ease the work load especially when the weather gets a bit iffy! What is required is an electronic co-pilot, ie a box of tricks that not only gives headings etc on a screen, but also gives voice instructions such as, “You are approaching the East Midlands control Zone, contact Approach 134.175 or divert left 90 degrees.” You get the idea. I guess, of course, if it could be given a sexy female voice that would be the icing on the cake! The female pilots among us could opt for something that sounds like George Cloony or Richard Burton!

ACROSS The direction in which a compass needle points. (8,5) No aeros on the DH82 without these strakes attached. (4,4) Flight deck instrument display system in which the display technology used is electronic. (Acronym) (4) 10 Elevators and rudders may be mass-balanced to prevent this potentially catastrophic phenomenon. (7) 12 Airframe structure which takes compression stress along the direction of its length. (5) 14 Operational role of the E-767 & E-3 Sentry. (Acronym) (5) 16 Distinctive wing planform where the outer section features a very marked dihedral angle. Seen on some Jodel’s for example. (7) 19 Prefix that denotes cloud type as medium level. (4) 20 Makes perfect-forced landings for example. (8) 22 Extreme version of the DHC1. Art Scholl’s N13A and N13Y for example. (5,8) 7 8 9

Why stop at electronic ‘gismos’? Let’s have electronic voice instructions. I have contacted all the major Nav kit suppliers about this, but only Garmin bothered to reply and it stated that it had no intention of bringing such a piece of kit into production, even though they make such things for car use. I guess that eventually they will bring in more functionality, but only in dribs and drabs and at greater cost each time. I had the same problem

when I was installing electronic telephone systems back in the days of yore, another costly software upgrade every year! Regards, Jim Cripps PPL PS The term ‘The whole Nine Yards’ refers, I am led to believe, to the load of a Ready Mixed concrete truck. Eg “I’ll take the whole nine (cubic) yards.”

DOWN 1 2 3 4 5 6

When the wind blows, try another way! I write just to remind pilots not be frightened to ask ATC for a different runway if they’re not happy. A couple of recent interactions with ATC in windy conditions saw me guided to one runway, but when I asked if another was available they told me very helpfully one was.

Neither incident was life threatening to experienced pilots, but this particular field has several training clubs and a large number of flights are low-hours PPL pupils, who may have difficulty with a small tailwind on the RW and lack the confidence to ask for a more into-wind RW.

I also know of experienced pilots who don’t like asking for something different at a busy airfield from what ATC/ATIS is giving. Just because ATC have set the RW direction does not always mean that pilots have to struggle with it if another RW into wind is

available – and with some fields charging for go-arounds, asking before could save you money. Coastal airfields can be interesting, when a sea breeze kicks and sees both socks at either end point in opposite directions! As always: if in doubt, ask. Richard Pearce, Brighton

Give them a ring – it’s a gem for information Davy Locker has a point about PNR, but as one who usually answers the phone/ radio there are some advantages to be gained from a short phone call. At my own club, the

frequency was changed a few months ago. Quite a few people arrived and called on the old (wrong) frequency, but if they had called beforehand they could have been told the new frequency.

In fact, we had to have an Icom on the old frequency for several weeks. Quite a few people who do phone up ask what runway we are using. This enables them to plan their

approach and not waste time/money plodding round the circuit. Also, if there is only one runway an enquiry about the crosswind may affect their decision to come. Mike Usherwood, Hunt’don

Just the fax... or not With all the talk about the move to lodge all flightplans online, Swanwick say there is still the facility to send by fax. Am I the only one for whom the number of queries, and rejections of faxed flightplans is rising? They used to be accepted without question, but now I get bombarded with “This isn’t filled in correctly” Is it is a concerted plan to dissuade fax use? Name and address supplied ED: Has anyone else encountered this?

11 13 15 17 18 21

Water that falls as precipitation from clouds. (4) Take a firm stand captain – if the situation demands it. (6) Traditional instrument approach profile increasingly being replaced by the continuous descent. (CDA) (7) May be a problem when flying in cloud. (5) CTA that sits atop the Bournemouth and Southampton CTRs. (6) Position of an aircraft relative to a frame of reference, normally the horizon or direction of motion. (8) Reports of this may make it prudent to plan for a diversion. (3,5) You spot an aircraft marked 9A-CTL. What’s its country of registration? (7) Northrepps International. (6) They contain information concerning the establishment, condition or change in any aeronautical facility, service, procedure or hazard of interest to pilots. (Acronym) (5) Needing these shouldn’t normally be a barrier to learning to fly, but you may need to buy a spare pair. (Abbr) (5) System to collect information on low-level civil aerial activities for distribution to military operators. (Abbr) (4)

For the answers, make sure you’re right here next month. Crossword can also be found any time at LAST MONTH’S SOLUTION Across: 7 Avro Lancaster, 8 Envelope, 9 Alps, 10 Toastie, 12 Plain, 14 Essex, 16 Gadgets, 19 ARAC, 20 Receiver, 22 Cessna Skylane. Down: 1 Avon, 2 Homers, 3 Calorie, 4 Screw, 5 Israel, 6 Dew Point, 11 Observer, 13 Pancake, 15 Excuse, 17 Grille, 18 Array, 21 EGNW.


28 LOOP May 2009

Jeppesen Advertorial

Lees Avionics introduces the Garmin entrust Lees to complete the initial install STCs for UK aircraft


OT an old aeroplane ? Like to update it, rather than replace it? Lees Avionics may have the answer to your prayers, in the form of one of Garmin's newest bits of kit. Introducing the Garmin G600, a Primary Flight Display (PFD) and Multi-Function Display (MFD) glass cockpit upgrade for light aircraft. This system is applicable to all light piston aircraft and smaller light turbine singles and twins: so any aircraft from a Cherokee to a King Air 200. The G600 replaces the six primary flight instruments (Attitude, Airspeed, Altitude, Directional Gyro, Vertical Speed and Turn & Slip) on the pilot’s panel, with two 6.5-inch sunlight readable LCD displays. The left display is the PFD and the right hand display is a large, colour, moving map/MFD. Although the G600 system has to be driven by a Garmin 430W, 530W or GNS480, standard Garmin 430 or 530s can be easily upgraded to the WAAS versions under a Garmin programme. A Garmin SL30 Nav receiver can be connected to the PFD as Nav 2 if only one GNS unit is fitted. Although WAAS isn’t operational in Europe at the moment, the European version of WAAS, called EGNOS, is expected to be certified in 2010, so why wait? With a second set

of instruments improving safety and the map giving much greater situational awareness, it’s never too soon for safety. The Garmin 600 will interface to most light aircraft autopilots but it doesn’t provide the pitch and roll data to the autopilot. Therefore the autopilot Artificial Horizon or Turn Co-ordinator must be retained. The G600 provides normal course and heading bug outputs to the autopilot so whatever you are looking at on EHSI will be coupled. You can display two Nav and two GPS sources. A significant advantage of the G600 is its built-in GPS Roll Steer capability. A simple external illuminated switch on the instrument panel will allow the pilot to change the G600 heading signal into a roll steer output to the autopilot; once engaged the autopilot will automatically follow the GPS route. Consequently, there’s no need to modify the autopilot or add external roll steer converters. This great feature allows the auto-pilot to fly the route and leave the pilot the time to think, check a map and look out of the window for traffic. The G600 installation requires a Supplementary Type Certificate (STC), which is a certification hurdle for any glass cockpit upgrade. Lees Avionics, an EASA Part 21J design approved organisation, is generating an initial STC for the G600 in Europe and in parallel fitting a system in their Piper PA28 Archer demonstration aircraft. Certification of the G600 in the PA32, PA34 and PA44 will follow shortly afterwards. Lees Avionics have undertaken protracted negotiations with the European Aviation Safety Agency (EASA) on exactly

‘Harry Lees is sure the Garmin G600 will be a huge success in the glass cockpit update market, and the reasons for his optimism are not difficult to see.’

The new install of the G600 into a PA28 has transformed the aircraft. As Lees have completed the STC work, it has spent time making lots of nice touches which will now be available to other installers too.

how they will produce these STCs. Hopefully by the time this is published the first aeroplane will be flying in the UK and fully certified. Harry Lees, the company MD, is sure the Garmin G600 will be a huge success in the glass cockpit update market and the reasons for his optimism are not difficult to see. The benefits to the pilot are manifest as the aircraft gains all the electronic instrumentation, providing superb situational awareness and also includes the duplication of Attitude, Air Speed and Altitude information, with all the existing instruments retained as stand-by items. The G600’s electronic displays are driven by proven sensors from the current G1000 system found in all new Cessna and Cirrus aircraft. The G600 uses the same air data computer (ADC), Attitude and Heading Reference System (AHRS) and Magnetometer; tried and tested technology that doesn’t have high-risk component failure issues, with the reassurance of millions of flight hours behind them. The main innovation in the G600 is the GDU 620 which is the integrated cockpit display on the pilot’s panel. The large full-colour Moving-Map display with built in terrain elevation and mapping databases provide a clear, concise picture of where you are and where you are heading. On the ground, Garmin ‘SafeTaxi’ airport diagrams help pilots identify runways, taxiways and hangars, as well as your aircraft location on the field. In the air, an aviation database featuring ‘Jeppesen NavData’ is used to depict airways, navaids, airspace and more. Pilots can also select optional Jeppesen Chartview for instrument approach plates and airport surface charts with aircraft position overlaid. Alternatively you

May 2009 LOOP 29

new Garmin G600 upgrade can display ‘Garmin FliteCharts’, but you don’t get ‘Own Aircraft Position’ overlaid. The G600 can display information from almost all of the current traffic alerting devices such as Avidyne TAS 610/620, Honeywell KTA series and L3 Skywatch equipment. Displaying real-time aircraft traffic positions on the moving map makes for exceptional situational awareness, informing the pilot of where other transponding aircraft are around them. For high-performance aircraft fitted with Garmin’s GWX68 digital weather radar, the G600 allows full integration and control of the radar. Displaying the weather information on the multi-function Moving Map of the G600 means you don’t have to lose valuable panel space for a dedicated radar indicator. The G600 will display bearings to GPS, VOR and also ADF just as on a mechanical RMI. Displaying the ADF on the G600 PFD allows removal of the standard ADF indicator, again saving valuable panel space. Lees Avionics have chosen to completely redesign the instrument panel on the earlier PA28s to avoid difficulties with the plastic overlays and instrument panel lighting. The new panel designed by Lees will work in exactly the same way for the older PA32 Saratoga, PA 34 Seneca and PA44 Seminole. The redesign has allowed all the essential instruments, including stand-bys to be placed on the pilot’s primary panel where clearly visible. Part of Lees’ STC project has been to produce a standard instrument panel, so any Garmin installer who wants to use their STC can buy the pre-cut panel from them. Using the pre-cut panel will save at least two days of metalwork spent making a new instrument panel and in turn it means that the G600 installation in a typical PA28can be accomplished in as little as ten working days. Cutting back on downtime has been a priority for Lees, so for any pilot dreading the loss of their aircraft for a big chunk of the summer, this innovation, will prove a godsend. Lees are leaving no stone unturned in the development of a standard modification package for the G600 to cover all the aircraft in the PA28 range and hope to adopt a similar approach for other Garmin G600 projects in future. In terms of future G600 developments, it is believed Garmin will be releasing a software upgrade to introduce Synthetic Vision. This will mean that instead of the mechanical-style compass and attitude displays, you will get the terrain-based ‘Highway in the Sky’, as if you see yourself flying through the profile of the terrain. This is already available on the G1000, and on some aircraft it has just been rolled out as an amendment to existing STCs. Once the software has been approved by the FAA and EASA Lees will upgrade its STC approvals so that existing and new installations can have the synthetic vision capability. Lees Avionics believes that Flight Schools could significantly benefit from the installation of the G600 system, particularly those training commercial pilots. At the moment many schools are using old piston-powered twins, typically Duchesses, Seminoles and Senecas, for students undertaking their instrument and multi-engine ratings. Harry Lees thinks the optimum way to teach

The powerful G600 is an ideal first introduction for CPL pilots in training to the kind of equipment they will use at (and for) work.

‘Garmin provide an interactive training system that guides pilots through’

those students would be to do their IR and MERs in glass cockpit equipped aircraft with the modern electronic displays that are representative of what they’ll experience in their first commercial job. He says, “It should cut down considerably on the conversion time in the simulator and in line training for those commercial pilots who need to become familiar with electronic flight displays when they first occupy the right-hand seat of an airliner.” The Primary Flight Display on the G600 is exactly representative of the type of display trainee pilots will encounter in the airlines. Although the G600 MFD offers a great deal to the VFR pilot, it can be decluttered and configured into a more commercial airline style of Nav display without the contoured terrain and just showing the flight plan and airspace. Harry Lees believes that to install the G600 upgrade in a commercial training aircraft would provide an incentive to airline customers placing students with the schools. In a competitive market, this must surely provide a significant marketing edge. Fully aware of the need for conversion training for this new technology, Lees Avionics are eager to stress that for the pilot who has been used to the old

instruments or the new ab-initio pilot, pilot mechanical instruments, Garmin provide an interactive training system that guides pilots through the changes that come with the new electronic instrumentation. Anyone wishing to see an installed G600 system can do so at Aero-Expo, Wycombe Air Park, 12-14th June, the home airfield of Lees Avionics, where it intends having its first customer aircraft, a Piper Dakota, on display as well as its own Piper Archer. Lees Avionics will also be arranging visits to clubs and schools with the opportunity for demonstration flights in the Archer. In addition, Lees have a table-top demonstration system available at Wycombe, or for visits to customers.

CONTACT Lees Avionics Ltd Hangar 1 Wycombe Air Park Marlow, Bucks, England SL7 3DP W: T: +44 (0)1494 513661

30 LOOP May 2009

It’s never been so easy to get the big picture from a portable. Introducing GPSMAP® 695, Garmin’s visionary new portable with 7-inch, bright, sunlight-readable 800 x 480-pixel WVGA display, UK Airway boundaries, low and high airways and searchable VRP database. The package includes movingmap GPS “view from space” graphics, rotary joystick cursor, softkey interface, fast 5Hz screen updating and database-driven terrain and obstacle alerting. See the bigger picture with GPSMAP 695, the ultimate portable MFD.

Terrain Page with new profile view

IFR Map with Low Airways

Follow the leader.

May 2009 LOOP 31


DAVY’S LOCKER Sponsored by

A skills test looms... sleepless nights take over

Some of the people who made LOOP as good as it is this month

Tense, can’t sleep? You need pals B

limey, have I been up against it recently? Final skills test (line check) looming, recession (for Airbus pilots that usually means moving to China), father very ill. Oh, and I got dumped by my girlfriend, in a very 21st century way, by text. At least it wasn’t a post-it. It’s one thing writing about how to combat stress and how to cope when faced with adversity, and quite another when you actually have to do it yourself – cope, that is. The nation’s favourite poem is ‘If’ by Rudyard Kipling, the lines immortalised. If you can keep your head when all around you are losing theirs etc. But not even Rudyard coped when his son was killed in WW1 – he went to pieces (having a son of my own I completely understand why). The closer my line check got, the worse was the stress. Notwithstanding the train crash of my personal life, it felt like everything depended on a successful outcome. In the days leading up to it, there were the tell-tale signs of worry eating into my psyche: leaving the tap on after I’d cleaned my teeth; leaving the iron on after doing my uniform shirts and only remembering when I was driving away from the house (and I live in a wooden house); losing my car keys. It continued down route. I got through three toothbrushes in a week, having left them in various hotels that I’d checked out of. By my third toothbrush I was getting paranoid about it, so I left the toothbrush balanced on the handle of the bathroom door after I’d used it and before my shower, so that it would fall to the floor as I opened the door and I’d pick it up and stick it in my wash bag. I don’t remember the exact outcome, except that when I got to the next hotel

No way!  No Chance!

Not for us thanks Not on your nellie!!!

We don’t do that...

 NO... Never have Never will  Sorry,too  risky

Won’t happen, sorry

there was no toothbrush. Funnily enough, I was usually all right when I actually climbed into the aircraft. But at night, between flights, I was quivering. The sleeplessness was the worst manifestation of it, especially when I was on earlies. Laying in bed at 2am knowing that I’d got to get up at 5am, counting down the ETA in the dark, on the luminous hands of my wristwatch. For a while, I spent most of my time between trips never leaving the hotel, mostly either on (or in) my bed. Then I learned that if, at night, I hadn’t fallen to sleep in 15 minutes, to get up, make a decaff tea or coffee, and put the radio on quietly before turning the light out again. This rescued several potentially sleepless nights. On one particular day, I happened across a coping strategy for stress that I’d forgotten about – exercise (I hadn’t done any since I mullered myself on a sledge in the Swiss Alps). Through no fault of my own, I ended up late for a connecting flight and had to run between two of Paris CDG’s terminals to catch it, complete with flight case and suitcase. I got to the gate in time, and, after I’d stopped wheezing, almost immediately realised how much better I felt. To quote Goldmember, that was a keeper. Every day afterwards I went for either a walk or a short run.

What else worked? In the past, reciting the ‘If’ poem did, but not this time – I was in the stress Premier League. Then I started running up humungus phone bills calling my airline pilot mates. It might have been expensive, but this turned out to be the cure. Each of them had a different technique on how to handle me, and it all worked, but three things stand out. Nige and Kathy told me to ‘own the job’. To have unrelenting belief in myself, in my ability. Mark told me to rehearse, to ‘walk through’ every task that I would perform on each flight the night before. Literally, every single task – move thrust levers up to 50%, push TOGA button, call ‘set thrust’ to the F/O, airspeed live, 80kt, cross-check, V1, rotate. Now, when I couldn’t sleep I would rehearse the flight instead. Ironically, after half an hour or so it would send me to sleep too. And Gazzer told me to treat the check flight like every other flight I would ever fly. After all, long after the check captain left the building, the company would still be watching my every move, through the data recorders. This was my eureka moment. Every flight is a skills test, today the same as tomorrow. It worked! I started saying it to myself as a mantra. On the early morning of the check, the sun still below the horizon, we rounded the corner of the pier in the crew bus and the aircraft I was about to fly appeared, illuminated menacingly in the floodlights. I thought about climbing backwards over the seats in the bus, to get away from this, the work of the devil. Then I did the mantra, “Every flight’s a skills test. Today the same as tomorrow.” I passed the check. I hope it helps you one day.

I’d lay in bed knowing I’d got to get up at 5am, counting down the ETA on my wristwatch



The girls worked miracles at Aero Expo, manning the stand and running the studio – and finding time for a cool beer at the end!

Alas, poor Yorick...! Dave spoke to so many people in the LOOPTV studio, he needed this to prevent withdrawal symptoms.



DC got stuck into all the new metal at Aero Expo, and got a crash course into how to pronounce Hydropteron, the Hungarian amphib, after a long day.

Showing dedication to her work, Hels jumped in the back of the glider to make sure she got cracking footage of the flight test this month. She really is always this happy!

THE TEAM EDITOR Richard Fairbairn E: CREATIVE DIRECTOR Bill Spurdens E: ART EDITOR Dan Payne E: NEW MEDIA EDITOR Helen Rowlands-Beers E: PHOTOGRAPHER Dave Spurdens E: STAFF REPORTER Dave Rawlings E: SALES MANAGER Victoria Griffiths T: 01223 497068 E: KEY ACCOUNTS Stuart Harrison T: 01223 497063 E: Tamara Smart T: 01223 497067 E: SALES EXECUTIVE Emma Favager T: 01223 499791 E: MARKETING AND PR Eleanor Ralph T: 01223 499799 E:

DIRECTOR Sam Spurdens E: DIRECTOR Dave Foster E: EDITORIAL DIRECTOR Dave Calderwood E: LOOP is published by LOOP Publishing (UK) Ltd. No part of this publication may be reproduced without written prior permission of the publisher.

CONTACT US LOOP, 9 - 11 Copley Hill Business Park Cambridge CB22 3GN UK T: 01223 497060 F: 01223 830880 W: ISSN 1749-7337

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32 LOOP May 2009

Flight test

Solo on a wing and a prayer in two days Can a PPL get to glide solo standard in just two days? Thatâ&#x20AC;&#x2122;s the offer from Lasham Gliding Society. LOOP sent Dave Calderwood to find out

PHOTOS Dave Spurdens

May 2009 LOOP 33

for great movies go to


34 LOOP May 2009

Flight test

WO days to solo... that’s the offer being made by the Lasham Gliding Society to powered pilots. Yes, that’s right, two days to learn everything you need to know for the instructor to feel confident about letting you go off on your own. Standing outside the cafe at Lasham Airfield, near Alton in Hampshire, watching various gliders being readied for a day’s sport, I’m not sure whether to think two days is too long or too short. After all, I’ve been flying powered aircraft for a fair number of years now – how difficult can it be? Then again, there’s the take-off. There are two choices: a winch launch (being towed up by a wire being wound in quickly at the other end of the airfield) or an aero-tow behind a powered aircraft. How difficult are they? On a monowheel, too. We’ve all heard the stories of how difficult the original monowheel Europa was to land in a crosswind. And what happens if you get too low while in the circuit with no engine to add a bit of height? No, two days sounds like it’ll be busy... Anyway, into the cafe and I meet John Simmonds who is to be my instructor for the next two days. John is a full-time instructor at Lasham, and also has an NPPL to allow him to fly the aero-tow aircraft. John quickly explains the rationale behind the two-day course, “We’ll go through all the pre-solo exercises we would with anyone. It’s just that we expect a higher level of proficiency from a PPL and therefore the ability to learn more quickly.” Sounds about right, but then John goes on to say that we’ll also cover spinning and recovery, which is not part of the PPL course anymore, but is part of the British Gliding Association’s training syllabus. Last time I went on a spinning course, I ended up feeling very green... First job of the day, though, is to attend the 9.30am briefing held for all instructors and pilots flying that day. It’s in one of the many meeting rooms at Lasham, with a projector showing various websites. CFI Colin Watt starts with a weather briefing and the emphasis is on the soaring possibilities – not great today, apparently, though it looks sunny enough. But there’s a temperature inversion which will take time to warm up and the visibility is not great, either. However, by about 1pm, it could all come together. Next, we cover NOTAM and the screen shows a graphical display of NOTAM for a large chunk of southern England. Of particular note are various active parachute sites, and there’s a Royal Navy airborne surveillance exercise going on in the west. Finally, Colin talks about the day’s ‘tasks’. Today’s task is a 100km flight around a triangular course, set to stay away from NOTAM areas and controlled airspace, and also to take account of the weather. There’s a handful of glider pilots who’ll be attempting the tasks. You’ll have realised by now that gliding is a very different experience from regular powered flying. Us PPLs decide our own flights, plan them alone, usually, and rarely do any kind of organised flying with other pilots. Gliding is a sport, and one that takes all day quite often, and when you’re not flying, you’re helping others into the air. For John and I, the first day of the two-day course is going to be in a motor-glider, a Rotax-Falke side-by-side two-seater, rather than a pure glider – that comes tomorrow. That’s because the motor-glider allows us to practice repeatedly the key skills and procedures without having to return for a re-launch. The first of the procedures is the circuit, which bears only a passing resemblance to circuits for powered aircraft. For a start, you are descending throughout rather than maintaining a set circuit height. Second, you’re not necessarily aiming to land on the runway as such. John explains that Lasham is set up so that grass areas on both sides of the main hard runway can be used for landing. So, there are no runway marker boards, no lights, and the grass is kept mown everywhere. If you arrive back low and need to land immediately, you can. LONG WINGS At least the cockpit of the Falke is reasonably familiar, with the usual random selection of instruments, but at least it has a fairly standard six-pack of primary instruments. As we taxi out in the Falke, which has ‘normal’ undercarriage, I’m very aware of the length of the wings, but otherwise it’s a conventional tailwheel aircraft.


Logging takeoffs at Lasham's launch control. John handles the first take-off and once we’re clear of the circuit and at a fair height, he pulls the power to idle, so we’re now gliding – and hands the controls over to me. First job is to get used to the aircraft handling and I’m picked up immediately on my lack of use of the rudder pedals. “Typical powered pilot,” mutters John. Actually, I thought I was using the rudder pedals well, but far too gently apparently and this will be a recurring theme throughout the two days. “Rudder... more... less...” John patiently keeps on prompting. The reason for needing so much rudder is the length of the wings, which creates lots of adverse yaw when using aileron alone to bank into a turn. It’s hugely noticeable – bank the aircraft without leading with rudder and the nose starts going in the wrong direction. But my problems are deeper – I’m not reversing the rudder when levelling out. After some time doing turns, including steep turns – always a good way to fine-tune handling skills – and getting used to the feel of the aircraft at various speeds, we head back to the airfield for circuit practice.

View from the instructor's seat in the back of the K13. The usual procedure for gliders is to think of arriving at the start of the downwind leg at a ‘High Key’ position of around 800ft. No radio call required, just some simple pre-landing checks, and you are aiming to arrive at the end of downwind at a ‘Low Key’ position of around 500ft, and travelling at the correct approach speed – 60kt for the Falke. Then, you turn on to base leg, but only 45 ˚ of the turn, on a diagonal leg. This is to help you assess the height, distance to your intended landing point and that the area is still clear. Another glider coming in behind you (but lower) may have turned in earlier to take that spot. Then, you go fully onto base to bring the aircraft over the airfield and make the 90 ˚ turn onto final at 300ft. The idea is to be on final, at 300ft, over the threshold of the airfield, at the correct 60kt approach speed, ready to apply between half and two-thirds of the airbrake for the descent to land. Airbrake – now that’s a term not often used in powered flight. It’s a handle inside the cockpit which operates the brake rising out of the wing. Gliders being good at gliding,

May 2009 LOOP 35

for great movies go to

‘I've been a powered pilot for some years. How difficult can it be?’

4 BED PERIOD PROPERTY WITH AIRSTRIP Stunning 4 bed house with country kitchen and 4 oven AGA in a rural location.

Lasham operates winch and aero-tow launches. the airbrake is essential for reducing the lift once you’re committed to landing. It feels like you’re controlling a big spring-loaded lever. You set half to two-thirds airbrake so that a) you’ve got a bit left if you need it, and b) you can remove the brake if you balloon during the hold-off, re-establish yourself and re-apply for landing. This is already a lot different from powered flying and after making an OK touch and go, then a full-stop landing, we take a lunch break to let my brain have a rest. LONG WINGS That first flight in the Falke is just under an hour, and the rest of the afternoon is taken up with two more flights, making a total of 3hr 18m altogether, quite a lot of flight tuition in one day. A lot of the time is taken up practising ‘landaways’ or off-airfield landings. We don’t actually land, of course, except for a practice back at a quiet bit of Lasham airfield, but this is a crucial skill for glider pilots to learn. Of course, pilots of powered aircraft also do PFLs – Practice Forced Landings – but there’s a big difference. It’s obvious

Rotax-Falke motor-glider used for first day's training. really, but I’m finding it hard to get right – gliders glide, that’s what they do. Powered aircraft also glide but nowhere near as far, so when the engine goes quiet at, say, 2,000ft, and the decision is made to land, you’ve got about three minutes to select your field so it’s going to be one within easy reach. With a glider, even a motor-glider like the Falke, you’ve got over 10 minutes – more with some gliders. Consistently, I find myself too close to the chosen field and time my arrival badly. Choosing the field is pretty straightforward and not a lot different than for a PFL. John uses the mnemomic WSSSO, which he pronounces “whizzo”. Funny how stuff like that sticks in your head. Anyway, W is Wind Direction and Strength (obviously, land into wind), S is Size (doesn’t need to be so big as for a powered aircraft), S Slope (do NOT land downhill, you won’t stop!), S Surface (brown ok, green pasture ok, but not tall crops – and yellow rape you definitely avoid), O Obstacles (wires, livestock, trees – landing over a 50ft tree adds 700ft to the landing distance). So, the decision to make a landaway is usually ➤

Character lounge with wood burner ● Dining room and sun room. Oak framed double garage + workshop. ● 2 stables + tack room. ● Hot tub and pergola. ● 9 acres of post and rail paddock including a 520m airstrip. ● Hangar 36' x 24' ● 10 mls south of Duxford. ●

£950K OVNO.

01763 287692

36 LOOP May 2009

Flight test

Eerily quiet compared to a powered aircraft, and with a view that is hard to match outside a Eurofighter, gliding is a superb way to keep in the air for less.

taken at around 2,000ft when there appears to be no chance of serious amounts of lift. You’ve plenty of time, so select the field carefully, preferably a second or third choice if possible in case you spot wires or livestock at the last minute. The process is the same as landing back at the airfield with the usual arrival at High Key (800ft-ish), descending to Low Key (400-500ft) at the right approach speed (faster than the usual gliding speed), then turning base and then final at 300ft. If you’ve got it right, the field will be right in front of you and you just pull on half airbrake and land. Landing a glider is a full stall in the hold off position so the touchdown speed is very low... if it all goes right. Finally, I make a half-decent PFL in the Falke. I can almost hear the sigh of relief from John. At last we can go and do something else! So far, we’d covered circuits and landings, upper air work including stalls and steep turns, and landaways. What’s left ‘s spinning, but John wants to save that til the next day. Instead, to finish off the day, and me, we find some lift – thermals – and practise staying in the thermal. John directs me towards various clouds to find the lift and then we bank around, me being clumsy with the rudder as usual and getting an earful (“Rudder, rudder...”) You can see the lift on the ‘vario’ or vertical speed indicator, and feel it too. A couple of times we join another glider spiralling upwards in the thermal and the trick is to fly opposite one another so you can see each other. This needs constant attention and tweaking to tighten or widen the circle, and is really hard work! One final circuit and we are down for the day, and I am totally mentally exhausted. That evening, I spark out at 9.30pm. THE REAL THING Second day! Now we are into the real thing, a proper glider. The two-seat training glider used by Lasham is a K13, a robust little number with a steel tube frame, composite mouldings over the nose and wing leading edge, and fabric elsewhere. It has three wheels – all in a line, so one small one on the nose, bigger one underneath and a small one at the rear. The metal seats looked painful, but aren’t too bad with a high density foam cushion under your bottom and an indent to take the parachute strapped on your back. Yes, you have to wear one in a glider. The Lasham gliders are nearly all fitted with something called FLARM, which is a sort of traffic awareness system – useful because gliders can be very difficult to see because of their low drag profile. They also have an ➤ electric vario (a type of sensitive vertical speed

Lasham Airfield is run on a very friendly basis, but despite the informality there is clear organisation in the way it works. Main runway is used for launches, and so are the grass areas either side. The Gliding Society owns the airfield and maintains it just the way it wants so that gliders can land anywhere.

May 2009 LOOP 37

Experience the purest most natural way to fly

Discover Gliding

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Fly Cross Country




Just Having Fun

Get Started Offers Intro+ Course EU URO O LIC CEN NCE COMIN NG ALL CHANGE FOR GLIDING BADGES Gliding in the UK operates under a ‘badge‘ system, rather than a licence. The ‘A‘, ‘B‘ and Bronze Badges (and also the Cross-Country Endorsement and UK 100km Diploma) are UK-recognised qualifications, whereas the Silver, Gold and Diamond Badges are internationallyrecognised qualifications. Different and escalating privileges apply as you climb the badge ladder, which is done by numbers of flights and times flown, and other exercises. You need a Bronze badge and Cross-country Endorsement to be allowed to fly cross-country. The Silver is the minimum to be allowed into a competition. There is a Glider Pilot‘s Licence, which was introduced mainly to aid UK pilots to fly in France. Europe, of course, in the form of EASA, is making itself felt and there is a consultation underway right now regarding future European licensing. The British Gliding Association is handling the consultation with EASA and full details can be found on its website. W:

Up to 4 lessons with a total aerotow height of 8000ft and 3 months club membership, only £260.

Aerobatics Designed with power pilots in mind: 3 aerobatic flights in an aerobatic glider, full briefings, 3 months club membership for further flying, only £295.

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38 LOOP May 2009

Flight test

indicator) with a high pitched scream that varies in intensity according to the lift being experienced. Or is that just me? After a thorough A-check of the aircraft and briefing on the controls, we line up on the grass for our first aero-tow of the day. The tug is a Robin Regent DR400. The aero-tows are controlled by radio calls, and we wait for a winch-launch being carried out on the other side of the runway to finish and watch the cable to fall to the ground. Don’t want to take off and get tangled up with that. On a busy Sunday, Lasham operates like a well-oiled machine getting gliders in the air using both aero-tows and winch – up to 100 aero-tows and 90 winch launches. Those winches launch up to 3,000ft at Lasham, by the way, so keep clear if you’re passing by. BALANCING ON THE MONOWHEEL We’re good to go, and the tug takes up the slack in the line and then accelerates. In the K13, we have to keep the wings level, ease the stick back to lift the nosewheel off the ground but not so far as to have the rear one touch. In effect, we’re balancing on the monowheel in all axes and it’s by far the most difficult bit of flying a glider I’ve found so far! We lift off before the Robin, but we have to stay just off the ground, rather than climb. Then, as the Robin lifts off, he too stays level gaining speed for a few seconds then pulls up quite sharply. The trick for us is to stay directly behind him -– if we can see his roof, we’re too high; too low and we fly through his propwash; too far sideways and we’re all skidding. It is not easy, this aero-tow business,but I’m getting plenty of practice as we’re towed up to 3,500ft before pulling the white ball-shaped knob and releasing. I pull left and slightly up, while the Robin goes right and down for separation and we’re gliding! The K13 is much nicer to fly than the Falke as a glider. It handles really very nicely, with tons of adverse yaw that needs plenty of rudder to overcome. John, again very patiently, attempts to fine-tune my hamfisted handling with a series of turning exercises. We make another three aero-tows during the day, and John keeps giving me exercises to improve my control behind the tug. One is particularly demanding – easing ➤

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‘W Whether I go solo or not is down to how I handle the aero-ttows’

Launch control bus shows runway direction in use! Robin DR400 tug about to tow up a K13 dual training glider.

LAS SHA AM AIRF FIEL LD A VERY SPECIAL PLACE DEVOTED TO GLIDING Lasham Airfield is a very special place. It’s a former RAF WWII air base with a long hard runway running east-west, with two other unmaintained hard runways. Grass areas either side of the runway – north side and south side – are used for gliding and gliders can land anywhere. Just don't cross the centreline

unless it's an emergency. The Airfield is owned by the Lasham Gliding Society, and it operates gliding here every day of the week, all year, apart from Christmas. The Society is just that – various gliding clubs also make use of the facilities including IBM and Imperial College London. Some powered aircraft are based there, but only those

belonging to members and they are often put to use as an aero-tow tug. One tenant of the airfield is a jet maintenance facility in one corner of the airfield. The rent it pays effectively subsidises the gliding operations and that more than justifies the occasional clearing of the runway for an inbound or outgoing jet.

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your oshkosh Clearance tower: You are now cleared to Oshkosh as ďŹ led. Climb to seventh heaven. Expect Cloud 9. Maintain an ecstatic attitude. Contact all your friends on arrival to brag. Squawk loudly.

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EAA AirVenture Oshkosh | July 27-August 2, 2009 Buy your tickets online now to save time and money! For more information visit

May 2009 LOOP 39

40 LOOP May 2009

DOVER 2009 BLERIOT – A CELEBRATION FINAL CALL FOR HISTORIC AND VINTAGE AEROPLANES Among the many attractions on show over the weekend of 25-26 July will be: A series of static and air displays of historic and vintage aeroplanes, hosted at the Duke of York’s Royal Military School in Dover. An Air Pageant, with full supporting programme, and highlights including: A historic re-enactment by Blériot XI aeroplanes. An Air Race being organised by the Royal Aero Club. A flypast by the RAF Aerobatic Team, the Red Arrows. The transformation of Dover’s historic seafront with British, Anglo-French and Anglo-Italian themed events running throughout the weekend, with entertainments and artistes reflecting in particular the period of La Belle Epoch and Edwardian England. For further information, especially about your involvement in helping re-enact the pioneering days of aviation, please contact Dover 2009 by post at Dover 2009, Cresting Ltd, 52 Hurdis Road, Bishopstone, Seaford, East Sussex, BN25 2SS, alternatively, email


Flight test

May 2009 LOOP 41

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the aircraft out to the right, descend down to below the tug, slide sideways and feel the propwash and out the other side, ascend back up and then ease back in behind the tug. It seems pointless, but it’s all to prove I’m getting the hang of the aero-tow. It would be all too easy to over-power the elevator control of the Robin ahead. I get the feeling that the decision over whether or not I get to go solo is down to how I handle the tows. One tow is to 4,500ft, the highest we could go under the London TMA, from where we practised spinning. The recovery technique is full opposite rudder immediately once you’re into the spin, then ease the stick forward to recover flying speed and then level off. We do several of these, with the last one starting at around 1,800ft so there’s some urgency about recovering and having enough height to get back to the airfield. We do more circuits, this time I’m very aware that there’s no engine up front to save the day if it all goes wrong. The decision about when to turn onto base depends on the height/distance aspect, which is something John is drumming into me. And because you can land anywhere at Lasham, people do. We just happen to be using the area of grass in front of the clubhouse. Landings are the bit I was getting right. Because you’re so close to the ground, judging the hold off is easy and it is just a case of stalling it without ballooning and then keeping the wings level. A LONG FULL DAY Finally, at the end of the fourth flight, John announces that I am ready to go solo. It was just past 6pm and it had been a long, full day. So, with some metal ballast added inside the cockpit to compensate for the lack of a second person, I lined up behind the tug again. The line was attached, slack taken up (“All out” called on the radio) and we are off. I knew that the take-off was the hard part and it would be OK if this went to plan. The K13 came up on the monowheel OK; keeping the wings level was the next task. If a wing dips and strikes the ground, you have to instantly release the line and your left hand is on the knob for just that purpose. Lift off! Got to keep straight behind the tug and just off the ground – 5ft or so. Tug lifts off! Keep my left hand on the release until we’re clear of the airfield, right hand working the control stick constantly but with small movements, each led with a touch of rudder. We hit some turbulence between 500ft and 1,000ft, which has been happening all day, and that’s got to be dealt with. The tug starts a gentle turn which I follow accurately, correcting any deviation promptly. This time we end the tow at 2,500ft and I have a gentle play around with some turns. I can still hear “Rudder, ➤

Winch launch can take glider up to 3,000ft, the maximum height Lasham is certified to use. Dark clouds can identify thermals which offer a 'free' lift.

42 LOOP May 2009

Flight test

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IN DET TAIL L SCHLEICHER ASK-13 Performance Max speed 125mph Max glide ratio 28:1 Rate of sink 160ft/min Specifications Wingspan 16m Wing area 17.5m2 Length 8.18m Gross weight 480kg Empty weight 290kg Manufacturer Alexander Schleicher GmbH PO Box 60 Alexander-Schleicher Strasse 1 Poppenhausen Germany W:

Simple controls and panel. Yellow knob is line release.

Beanie hat wearers of the world unite at gliding airfields.

Success! DC clocks his first solo in a glider!

rudder” in my ears, even though John is down on the ground! As my height deteriorates, I head back towards the airfield, and make sure I’m at the High Key position at exactly 800ft. I’m a little close to the airfield so I steer away for a few seconds then back on course. Low Key and I’m spot on the 60kt approach speed and at 500ft. Turn the base diagonal and the intention is to land at the eastern end of the airfield. Turn from base to final and it’s all looking good, height right, speed nailed, and I add in half airbrake... except that I overdo this a bit and I’m going to land about 150 yards earlier than intended. I’m tempted to release the airbrake a bit and ‘work’ it like some kind of reverse throttle, but I’ve already been told off by John for doing that. No matter, I’m well within the airfield area and down, rolling out and stop. Yes!

A LONG FULL DAY If you’re a PPL holder and fancy trying gliding, this course might work well for you. It costs around £720 (check with Lasham, as the price is still being worked out) for the twoday course, which can include overnight accommodation. Other courses are available as well, and a popular one is a five-day course, which will take you further than the solo and get you on the way to the Bronze badge. As well as offering training and being home to around 220 gliders, Lasham stages gliding competitions. It’s the UK heart of gliding, thanks to the excellent facilities and infrastructure. It has an excellent cafe, meeting rooms and a set of bunkrooms – some regulars have even based caravans on the edge of the airfield for weekends here! W:

K13 dual trainer is a robust and safe aircraft.


• • • • • • •

Airfield Safety briefing. Flight briefing glider / power. Familiarisation flights - motor glider. Flying will be split into sessions with good pre-flight and post-flight briefing to ensure that the correct level of understanding is achieved. Adverse yaw / Coordination General handling and thermalling / steep turns. Use of Airbrakes and approach control. Circuit planning. Field landings (engine failure in an aircraft is an emergency). Aerotow launch failures (some times you can turn back). Ballooned landings without power

TRAINING DAY 2 • • • •

• • • •

Aerotow briefing. Stall / spin briefing. Introduction to the K13 glider. Familiarisation flights - K13 glider. Flying will be split into sessions with good pre-flight and post-flight briefing to ensure that the correct level of understanding is achieved. Aerotow training and exercises including divergent oscillation. Aerotow signals and a wave off. Stall / spin syllabus including further stalling / further spinning. Assessment of the student’s ability will be made during all flights to test aptitude and judgment. Final assessment.


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44 LOOP May 2009

Aeros with Alan: World title contenders No.3

World’s best ride Why is the CAP-232 so good in competitions? Quite simply, it’s both very predictable and responsive and its seating design supports you superbly through high g and high roll rates



IN the summer of 1917, in a small village now better known for its proximity to some really good skiing, Auguste Mudry was born. He trained initially as an Air Force mechanic and then as a pilot, but left the French Air Force in 1939 and during WWII worked in the Vichy administration. In the 1950s, he reorganised French gliding and laid the foundations of the French national gliding association of which he became the first president in 1966. In 1958, he founded the Coopérative des Ateliers Aéronautiques de la Région Parisienne (CAARP, later shortened to CAP) and initiated construction of the Emeraude design of Claude Piel. 1968 saw the Emeraude morph into the CAP-10, rapidly followed in 1969 by the single-place CAP-20. Boosted by orders for the CAP-10 from the Air Force, CAARP became Mudry Aviation, the CAP-10 became the -10B and eventually the -10C, while the single-seat aircraft were subject to sporadic, non-linear inflation becoming the -21, -230, -231, -231Ex and eventually the -232. Aviation being aviation, however, this success was followed by bad times. In 1996, the ageing CAP-10B lost favour with the Armée de l’Air, money became tight and Mudry Aviation became insolvent. Mudry himself lived until 2006, but his

Alan Cassidy Britain’s best-known and most experienced aerobatics instructor

company became Akrotech Europe, then CAP Aviation and finally part of Apex Aircraft managed from the Robin factory at Dijon. Now, at the beginning of 2009, the recession has hit the French aircraft industry again, and the future support of these fine aircraft is in doubt. However, Mudry saw in his lifetime immense change and he saw post-war aviation develop in France to an amazing degree. His aircraft brought the World Championship to France first in 1990 via the -231, again in 1994. The -232 was the mount of World Champions in 1998 and 2000. Mudry’s contribution to French aerobatics was the most significant of the late 20th Century.

Jefferies, then flying an Extra 300S persuded Tom Cassells to let him fly Tom’s 232. Mark asked me what he should do during the flight to find out about the French aeroplane. My answer was simple and very short. “A two-roll circle,” I said, referring to a 360° rolling turn with just two rolls in it. To make a good two-roll circle, it is necessary to turn the aeroplane flat for much of the figure, and the Extra 300 fuselage shape is poor for this. The 232 is excellent, because of its square sides and deeper front cross-section; almost as good as a Pitts, in fact. Mark, naturally, flew lots of other things instead, so maybe never actually found out what he was missing.

TIMBERRRRRR!! From the diminutive Piel Emeraude to the classic CAP-232, all Mudry’s aircraft have been made primarily from wood. Only in the 231Ex and the 232 has timber given way to carbon composite for the wing structure. The CAP-232 fuselage, then, is a wooden structure, square and ‘boxey’ compared to the more slender steel trusses of the Extras, Edges and the Su-26 described last month. Although this might seem anachronistic to some, the shape of the CAP fuselage has stood the test of time and clearly gives the aircraft some very beneficial handling characteristics. After a British National Championships some years ago, Mark

CARBON WINGS The addition of carbon wings to the CAPs increased their roll rate from around 300° a second to more like 420. This makes a huge difference in an Unlimited sequence, especially when there are multiple rolls on vertical down lines. The wings of the CAP are also very strong, able to sustain high g loads, more than the fuselage or the engine mounts, which are actually the limiting components. High g and high roll rates demand a very supportive seating arrangement, incorporating lateral restraint and good lumbar posture. This is another strong design feature of the CAP. Although the fuselage internally resembles an oversized wooden

May 2009 LOOP 45

There’s a very good chance that a CAP-232 will be the aircraft that takes a pilot to the world championship this August in Silverstone.

crate, the flat-sided (and flat bottomed) seating area allows for the special creation of a high-density foam seat liner, which is made to fit the individual pilot and his parachute. When I bought my new 232 in 2000, I made a visit to the factory in Bernay shortly before the aircraft was completed. I donned the chute, and sat on/in a selection of plastic bags into which the skilled operatives pumped large quantities of expanding two-pack foam compound. I was then required to sit still for about 40 minutes while the foam ‘went off’, and I slowly cooked. This is an exothermic process! However, two weeks later when I collected the newly minted aircraft, it fit me better than the proverbial glove. No bad back, good lateral support and thus more relaxed handling of the controls. PARALLEL ACTION The rudder on the 232 is large with only a mass balance at the top. It ought to be very heavy to operate, but it is not. The primary reason for its apparent lightness is the use of parallel action, sliding rudder pedals. Imagine the way a trombone action slides in and out and attach one to each foot. This means that the active part of the pedals moves a greater distance than on a conventional, bottom-pivoted pedal. Thus the

The wings of the CAP are very strong, able to sustain high g loads

CAP pilot can make use of the muscles of the whole leg and has a much better mechanical advantage over the pilot of a Pitts or Extra. With its excellent fuselage shape and large powerful rudder, it is no wonder that the CAP-232 is capable of such extraordinary freestyle tumbling figures, with much more precise control than anything else. CAP PERFORMANCE Officially a 232 weighs in at 590kg (1300lb), which with a stock engine works out at just over 500hp per tonne. A Bugatti Veyron, for the Clarksons among you, has 525hp per tonne. Add a few mods to the engine, like 10:1 pistons and a tuned air inlet to add a couple of inches of boost, and the scales tip slightly in favour of the aeroplane. For further comparison, a Sukhoi Su-26 has an empty weight around 740kg and can now mount an extra-supercharged M14PF making perhaps 420hp. This ups the ante to over 550hp per tonne, but at this stage the numbers become largely academic. These aircraft have enough performance for their task; more than enough, unless perhaps you are at 3000ft above sea level in Spain in the summer, when the density altitude can be over 6000ft.

Rate of climb is well in excess of 3000ft per minute off the deck. Maximum level speed in excess of 180kt. The numbers are very impressive. But a competition box is still only one kilometre square, just the same as it was in the 1970s, when the aeroplanes travelled at half the speed and had less than half the rate of climb. Performance can work against you by increasing the g loads and creating additional work in continually changing power settings to suit the planned sequence of manoeuvres. CAP HANDLING The most apt description of the handling of the CAP 232 is that it is completely free of quirks. It does everything I expect it to do, in a very predictable manner at the first attempt. This is not to say that the aeroplane is docile or unresponsive, quite the reverse. But it simply behaves just as it is meant to, even when you try new tricks. Naturally, the control forces are light. They have to be because anything else would make it very tiring to fly aggressively. But they are not unexpectedly light, as I recently discovered during an outside loop in the MX2, or as I first found in a Sukhoi 26 about 15 years ago. The feel of the ailerons, as with all carbon winged

46 LOOP May 2009

Aeros with Alan: World title contenders No.3 aeroplanes, can be very finely tuned by small adjustments to the aerodynamic balances (spades in other words) and in some cases by adding vortex-generating strips here and there. The ideal is a trim where it takes some effort to get the stick out of the centre, after which it can be moved very rapidly to full deflection. It should be possible, from rolling at full deflection, to simply let go of the stick to stop the roll. The control column should snap straight back to the centre and stop dead beat, without any sort of “wobble-inducing” overshoot. Most 232 owners have succeeded in getting very close to this ideal. My own 232, which I flew from 2000 to 2005 was very much like this, although it was never quite as good as my French-built Giles G202 (CAP 222), which stopped rolling like it had hit a brick wall. But its wing was smaller and lighter than that of the 232 and had more aileron area. Of all the Unlimited aircraft I have flown, the 232 has the best rudder response. I alluded to this earlier, when describing the squarish wooden fuselage. There is an apocryphal story that the factory at Bernay sub-contracted fuselage construction to the local coffin-makers – but you did not hear that from me! Rudder response is not dependent on the size of the rudder, but on the shape of the fuselage. In the 232, the rear fuselage is relatively short and the forward fuselage relatively deep and flat-sided. This puts the ‘centre of pressure’ of the fuselage almost as far forward as that of the wing, reducing the yaw stability when compared with longer, sleeker-shaped craft. At 120kt in the 232 it is possible to apply full rudder and get

My Frenchbuilt Giles G202 (CAP 222) stopped rolling like it had hit a brick wall

The 232 is renowned for giving its pilots an extraordinary level of control and feel.

Rudder is arguably the most effective on any aircraft.

The stock engine yields 500bhp/tonne power-to-weight.

about 80° of yaw. You are going sideways for quite a while. Long enough to add full forward stick and start a tumble. While the aircraft is pitching nose down, which feels a bit like stepping off a cliff over and over again, the gyroscopic force from the propeller works with the fully deflected rudder to keep the aeroplane flying sideways. After one rotation in pitch, completely base over apex, right rudder and back stick will return you to the original level flight path facing the front again. A quick aileron roll and the speed is back to 120 knots and you can tumble again. All this while flying straight and level, albeit for part of the time sideways. So far, I have not found another aircraft that can do this. A Sukhoi will come close, but it won’t yaw quite as far at that speed. To tumble the Russian masterpiece it has to be going slower. In the Extra 300, too, you can’t do this if you are faster than about 90kt. I hope soon to be able to fly the Edge 540 and the Extreme Sbach 342 from Germany. It will be interesting to see how they fare in this test.

Delapparent in his four-minute Freestyle book. This translates as ‘fa, in the Japanese lady-cooling-implement sense (not the football or pop-group sense). Being inside this figure and stopping it precisely on heading is just the most amazing thing. It beats posing around in a Spitfire any day. Sorry, Bob!

SPINNING Spinning the CAP 232 is completely predictable. The horizontal stabilizer is set well forward with respect to the rudder and so well clear of it. The rudder, consequently, maintains complete authority in all sorts of modified spins. With a fighting fuel state and some smoke oil still in the tank behind the seat, the C of G of the CAP 232 is well aft and the aircraft accordingly very lively. Inverted flat spinning is like hanging in the straps on the bottom of a frisbee. Fantastic ride. What is more, you can effectively initiate an inverted flat spin while climbing inverted at 45 degrees at 120kt. With practice, this spin can de held for two turns while still climbing towards your audience, who thus have a perfect view of the top of the aeroplane as it does two turns in yaw, pivoting about its centre point. This figure was given the French name Eventail by Xavier

INSTRUMENTATION Just a last anecdote. The 232, of course, has very little instrumentation other than the bare minimum. Weight saving, don’t you know. However, it does have three fuel tanks and three fuel gauges. It is worth mentioning that in my own 232, which I flew all over Europe for five years, these gauges were stunningly accurate at all times, throughout their range. They read ‘F’ when the tanks were full and the engines stopped the moment that the needle got to the bottom of the red arc. Don’t find this out at low level or without another tank that is not empty! CAP 232 AT THE WORLD CHAMPIONSHIPS The CAP 232 last won the WAC in 2000, flown by Eric Vazeille who is now the British Team trainer. Since then, Sukhois have ruled the roost, with two Russian pilots, Mikhail Mamistov and Sergei Rakhmanin, sharing the honours. Does this mean that Sukhois are better than CAPs? Or that CAPs have had their day? I don’t think so. Sukhois will outnumber CAPs by a factor of two to one, and Mamistov will be very hard to beat. But the CAPs will be there or thereabouts, and two of Team GBR will be pushing the case for a new CAP World Champion very hard. Good luck, Tom and Gerry. THE WORLDS COME HOME Hosted at Silverstone on 20-29 August, WAC’09 is your chance to see the world’s best up close! W:

The factory’s decision to use carbon-fibre for the wings, instead of its usual wood, increased roll-rate from 300˚ to 420˚ per second

May 2009 LOOP 47

48 LOOP May 2009

Our mission

Create ultra-reliable airplane setting the industry standards

May 2009 LOOP 49


Super Cub


Maximum cruise (mph)




Take-off and landing roll (feet)

200 to 360

200 to 350

1050 to 1595

Stall speed

27 knots

37 knots

46 knots

Rate of climb (fpm)




Range (nautical miles)




Glide ratio




Gross take-off weight

1300 lbs

1750 lbs

2700 lbs

Useful load

600 lbs

750 lbs

700 lbs

Fuel capacity

30 gallons

36 gallons

50 gallons

Power plant

100 hp

150 hp

160 hp

Service ceiling

18.000 ft

17.500 ft

16.100 ft

Ballistic Recovery System




Cost for 700 miles trip




Time to travel 700 miles (max cruise less than 10%)

5.5 hr

6.5 hr

6.5 hr

Miles per gallon

30 mpg

16 mpg

16 mpg

Monthly payments through LetsFly with $2900 down




50 LOOP May 2009


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ROCKWELL COMMANDER 112, G-BDKW 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.

2002 TB20 GT (2140)

S/N: 7518C Reg: G-MOUL June 1990 T/T: 750hrs Textron Lycoming 0-540-J1A5D Factory O/H Jun'01 Engine TSOH: 218 hrs always hangared annual and prop overhaul Jun'08 Equipment: KY197A Com, KX155 Nav/Com, KNS80 Area Nav, KR87 ADF, KT76A Transponder, KMA 24 Audio panel, Trimble 2000 GPS, Skyforce Locator, Sigtronic Intercom, 2 Altimeters, 2 CDI's w/GS, 1 RMI, EGT gauge, Fire extinguisher. £54,000 VAT paid e-mail: Tel. 07831 612233

200 Hours Total Time. Garmin GPS/COM/ TXPNDR. Fully Aerobatic +6/-5G. 180hp Fuel Injected. MT Composite Prop. 17kt X-Wind limit. Tailwheel Conversion Included if Needed. Loaded with Options. Featured in Dec 2003 Todays Pilot (copies available). Asking £76,995 + vat. For more details contact European Dealer, Blue Yonder Aviation Ltd. Tel: +44 (0) 1787 224290 or





1984 TB20

Full radio, Gipsy Queen 30-2, CofA 19.09.10, 4/6 seats, long range tanks. View North Weald. Offers: Tel: 077101 24614

Year 1980. Retractable gear, S/n 172RG0757, Airframe TT 6881 Hrs; Engine Lycoming O-360-F1A6, TT. 2000 Hrs since Lycoming Rebuilt, Propeller McCauley D-5078/C220 TT 2000 Hrs since new. IFR night, Com Nav #1 KX165, Com Nav #2 KX155, ADF KR87, TXP KT76A, DME KN62A, Audio Pnl KMA24, ELT. Always hangared, good interior and paint. Located: North of Italy. Firm price Euro 38.500,00 no VAT. NOTE: Subject to prior sale and/or removal from the market. For more spec. and photographs contact: Aero Club di Varese Mr. S. Briatico e-mail Phone +39-0331- 864128 - Fax +39-0331-827442

1940. Continental C85-12, TTE 1300, TTA/F 1150, solo from front seat, super Cub fuel system with 4 1⁄2 hours endurance. Cleveland brakes with 800 tyres on 600 wheels, KY67 Comm, P & S 2000 intercom. £25,300 Contact or phone 01620 850448.

G-ARIM. A/F and engine zero hours. Dismantled and in dry storage in North Berwick. Estate sale. £5,300. Contact or Phone 01620 850448.

150 Knots cruise, 6 Hours endurance Very well equipped, 2000 hours TT AF & E. Garmin 255 GPS com + King digital. Motivated seller, call on +44 7801 526265 or +44 7831 872994


CESSNA 150 1968




150hp Lycoming, Ideal powerful farm-strip aeroplane in lovely condition, £25k, more details, or 01332 862251

Based at Redhill. EASA CofA Sep 2009. Airframe 7600 hours, engine 120 hours, King Nav/Com, & transponder (mode C). The aircraft is in very good condition, having undergone extensive refurbishment in 2004 including zero timed engine, new propeller, new interior, re-spray etc. I have owned this aircraft since early 2005 and maintained it to the highest of standards. For more information please call David on 07939 200 747 or email

First flown 2005 with 215H TT Lycoming O-320 coupled to MT 2 blade, electric constant speed prop, avionics include Dynon D10, Garmin 295, Grand Rapids EIS and Filser TRT800 mode S. The aircraft is built to a very high standard, hangared Oaksey Park. £55,000 07976 754601

240hrs / New Prop / New Panel / Re-Wired / Leather Interior / Electric Artificial Horizon / DI / Transponder with Mode C / Wheel Spats (not shown) / Oil Cooler / Quick release wings / Strobe / Cover / Hangared / Good Condition /14litres/hr fuel burn/priced to sell £19,995 ono Contact Giles Abrey 07967665470

Lycoming 0320 150 HP '0' Time engine. Airframe manufactured @1960 and 1800hrs. 'N' Registration easy ownership option. Narco MK12D NAV / COM, ILS/OBS. Narco TXPNDR. 4 place intercom. STOL Kit with droop wing tips and vortex generators on wings and horizontal stab. New annual. Based at Compton Abbas, 1/2 or 1/4 share available, £24,500. Mark Leonard 01258 840645,


800 TTAF/E. King IFR Equipped + UK Premium Edition Avionics. TAS600 TCAS + Much more. Probably the cleanest TB20 in Europe. Sold VAT Paid with Tax Efficient Company. Euro 160,000. Please email for full spec

TEL. 01473 620677 +447831 121612


FLIGHT DESIGN CTSW 2007 Superb performance UK Spec Aircraft. 100hp Rotax 912S. Cruise 115k -150kts @ 13Ltrs/hr. Stall 34kts 1000nm range. Low running cost. Permit to fly. NPPL(m) license only req. MTOW 450kg. Always hangared & carefully looked after with full service info. 250hrs. Permit to Feb 2010. Mod’s and upgrades. Glass panel, RT, Mode C, Garmin GPS, Analogue backup. Leather seats, carpeted, sun visors, storage etc. Other items to offer. Immaculate aircraft. First to see will buy. Priced to sell as owners have new AC on order after being let down by other failing to complete. Based in Oxfordshire. View locally or will fly to demo. Offers £47,500. Tel: Kelston 07870 570774 or Geoff 0771 1239567. Email:


All mods completed. Built by Europa as their prototype XS for development and demo. Performance and economy is amazing. Rare opportunity to own a famous and exceptional touring aircraft. Rotax 914 turbo engine, VP propeller, full panel with modeC. Many exras including factory trailer, long range tank, headsets, cockpit cover, tie-downs, new GPS etc. Great personal or group aircraft. £29,900 Call Peter: 01287 660696 or 07961 452309

May 2009 LOOP 51

King Air 200 / B200

Coming soon – offered exclusively by PremiAir Global – a number of affordable and excellently maintained King Airs; fully documented history; Raisbeck modifications to include Ram Air Recovery System, Short Field Enhancement, Dual Aft Body Strakes, Hartzell/ Raisbeck Quiet Turbofan Propellor Kit with Auto Feather; Lifeport EMS interior (VIP interiors available); Brake De-Ice System; High Flotation Landing Gear. Happy to discuss details. Please contact PremiAir Global on 01252 555900 or email




Built Jan 2004. TTAF 220hrs TTE 220hrs with 180hp Lycoming Engine fitted with MT3 blade c/s prop 180hrs. It has a full analog instrument panel with a Skymap IIIc GPS. It comes with an uprated tailwheel and a new permit. This aircraft is in good order, it will cruise at 200mph with a R of C over 2000ft pm. AS MOST RV OWNERS WILL AFFIRM OWNING THIS AIRCRAFT WILL PUT A BIG SMILE ON YOUR FACE. £65,000 ono. Tel: 01787 476 831 -

Beat the credit crunch with affordable flying. Cruise at 120kts or 10L(2.7USG)/hr at 95-100kts Useful load 578lbs 2 adults, full fuel, 80lbs baggage from short strips. Delight to fly, crisp responsive handling. Well equipped. Built by LAA Inspector. Sold with new permit and cockpit cover. First flew April 08, only 15 hrs from new. Well below cost at £39,950 Alan 07795 496135 See for more details of type.

Only 3 hours flown since first permitted in April 08. Permit until April 09. Standard Jabiru instrumentation, Microair radio, 4 place intercom, cabin heat, fully upholstered, carpeted, Murray Flint finished. £45,000 ONO Phone Jim 01363 773767




1973 Cessna 182P Skylane

YAK 52

TTAF 762 Lycoming 0-290-G SMOH 75. Cruise 130 Kts IAS @ 22 lph. Comfortable, docile and delightful to fly. Permit to May 09. Wings Leveller, GPS, Autopilot, King Radio and Transponder. New Hertzler prop, covers & undercarriage components. A great going places aeroplane. Move from airfield forces sale. If interested, ask for Information Brief. Further details on £26,500 ono. 01799 522381 / 07889 240159 tony.oliver_cul@btinternetcom

Built in 1977. Very well maintained with Airworthiness Review Certificate until November 09, Fairoaks based. TTAF 13390 hrs, Lycoming 0-320 TTE 1490 hrs. 2 x Narco MK-12D+ NAV/COM both with G/S, King KN62A DME, ADF, King KT76A Mode C transponder, Dual Altimeters, Garmin 340 Four Place Intercom, ACF-50 Treated in 2005, Interior Refurbished in 2004. CAMBRAI Cover. A pleasure to fly! Enquiries to - Peter Bray 07808 123733 or email

Serial number 3255, built 1935. Registered RAF livery, serial: K-4259. 3,900 airframe and 535 engine hours. CoA Aug 09 £49,500. Please contact Jon Stafford 07527 053 576 or Ian Castle 07976 522 646 to arrange a viewing.

2500 TT. 1600 TTE. Full King IFR. Garmin GNS 430. 4 Place Intercom. 4 Man raft and jackets. £39950 NO VAT. Please email for full spec. +447831 121612

Long range fuel, new pipes at last annual, transponder, GPS, Engine 315 SMOH, current permit to fly. Priced to sell. Please enquire. YAK UK Ltd, 01767 651156.





1964 Beautiful example. 150hp Lycoming AF 4190. Engine 2070 (148 since top overhaul). Private Cat. CofA. Exterior & Interior 8/10. Avionics: standard 6. Dual NAV/COM including new KX125. KT-75 Transponder with Mode C. KN-62 DME linked to KX125. Bendix ADF. JP Instruments Fuel Scan 450 fuel with Transducer for accurate fuel measurement. CHT. No expense spared on maintenance, probably the best kept in the UK. Comes with own cover; hangarage at Biggin if required. Price £20,000 OVNO. Tel. 07786 936 950 or e-mail

1984 with zero timings. One owner since 1998, always hangared and looked after. Annual August 2008 @ 366 A/F hrs. Zero timed 360 engine and twoblade propeller fitted. New flexible pipes and U/C ram seals, air bottle test done plus NDT life check. Fitted smoke system, 760 ch radio, leather cushions and side panels, ferry tank, sealed batteries, cockpit and prop covers, engine manual, air bottle with YAK adapters. Some spares including a new U/C ram. View anytime, Hampshire. 01730 829469

Reg. I-CSNA, S/N 0141, 6 seater, airframe only 1301 hrs from new. Engines 2 _ 260 HP Continental 6 cyl. fuel inj. IO-470-V-O, both 136h TBO. Propellers McCauley 3 bladed de-iced, 136 hrs. Frame completely overhauled with anticorrosion. Full IFR, 2 VOR, slaved HSI. Cessna Auto Pilot. New flight control cables. New electrical wiring. Cargo door. Gear overhauled. Full maintenance history. C of A new. Always hangared. No wing de-icing system. Canopy cover. New painting white mother of pearl. New leather Interiors, new side and top panels, new carpet. (€120000). Contact Manuel +44-777-269-33-86"

Quick build project for sale. Elevators/ailerons/ flaps/rudder installed. Wings completed. Factory build cockpit module/finger-brakes installed. Nav-lights/Garmin-196-GPS/fuel-gauge/landinggear/speedkit/spats included. See to compare new kit prices. More pictures of my kit on Offers invited. James 0790 503 9194 email:





Smooth 6-cylinder Continental 0-300d engine. A/C rebuilt 2002 including pfa mod to widen fuselage at shoulders and top overhaul of engine. Very good long range stable sporting aircraft. Fast top speed or economical cruise 110 kts.@ 5 gph for 5 hrs! Well sorted easy to maintain loss of medical reason for sale. Low hours as new £20,000 Tel 01733 810286 or 07941 381042

Airframe: 11750 hours, Engine: 1036 hours - 550 hours since top overhaul. C of A until June 2011. New annual. A/Ds up to date. Large box of various manuals. Price: £32K Contact: Paul Aukland email - phone - 01502 678125


G-BPOT. PA28 181 Archer II


100 hours TT. 118hp Lycoming. Very Economical. Aerobatic +5/-2G. Full Gyro Panel. KMD150/SL30 NAVCOM/GTX328 MODE S TXPNDR. JPI Fuel Computer. Aileron Spades. Baggage Bay Door. CFP-2 Corrosion Protection Package. High Spec. Perfect Condition. Asking £94,995.00 (No Vat). For more details and a full specification contact European Dealer, Blue Yonder Aviation Ltd. Tel: +44 (0) 1787 224290 or


100 hours TT. 160hp Lycoming. Aerobatic +5/-2G. Full Gyro Panel. KMD150/KY97A/GTX327. Towhook. JPI Fuel Computer. Aileron Spades. Baggage Bay Door and much more. High Spec. Beautiful Condition. Asking £79,995.00 (No Vat). For more details and a full specification contact European Dealer, Blue Yonder Aviation Ltd. Tel: +44 (0) 1787 224290 or

YAK 52

Built 1991, a considerable maintenance programme has brought this Yak to a very good mechanical condition. In need of a new coat of paint, but a great flying example of the Yak 52. Annual - next June. All logs and hours available, airframe 920 hrs aprx, engine 120 hrs aprx and prop 6 hrs aprx since major overhaul. Comes with a considerable amount of spare parts worth £8.000+, price for everything £38,000 – no offers. Call Colin on 01543 250505 / 07831 845 405

FUJI FA200 160


2 place tandem seating. Low airframe and engine hours. Garmin 430 GPS coupled to Garmin 106A indicator, VOR/ILS/GS, King ADF, DME and Mode "C" transponder. New leather interior. Owned and hangared last 19 years EGMC. LAA permit to December 2009. £24,750.00. 100kt cruise, crisp handling with great short field performance! Please call Howard Hall on 07774 450956

Built 2008 with new permit. Economical 150 hp Lycoming 1125 since 0 timed. New metal Sensenich prop. Extensive panel with mode S and Dynon D100 EFIS. Beautiful finish and to fly. £52,000. Tel: Gordon 07825 235 268 \01440 821 951

5500TTAF, 450hrs engine, 100hrs prop. IFR/airways equipped inc Mode S (GNS430 for DME). Autopilot. 10/10 leather interior, 8/10exterior, hangared Rochester. 4 adults/500nm range/low running costs/ fixed wheels and prop. Offers £50k+. 07711 454781.

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

4 seats and aerobatic. Well maintained, new propeller fitted June 08. Low houred Lycoming engine, there are no lifed airframe parts on a Fuji, so it is relatively cheap to maintain. Very reluctant sale due to increased work commitments reducing the time I have to fly it. Please call for more information Tel: 07841 889112 mobile or home 01395 578999 £27000.

DYN AERO Sportster




1979 CESSNA 182RG

Aircraft TT 205hrs. PV50 C/S prop. FLYDAT engine log. King Radio. Skyforce 111C. Turn co-ordinator 130kt cruise on 19 l.p.h. Exceptional condition. Hangared since new at Leeds/Bradford. Professionally finished and serviced. Available April with new Permit and service. £39,000. no VAT. E mail : for full spec

Total time A/F 6,155, ENG hrs 0hrs since complete O/H, Prop 0hrs since new, Full IFR equipped, CAA approved for CPL test (Doc7). Full strip & respray 2006, leather interior. New ARC on delivery. An extremely well presented example of one of the most sought after aircraft that offers an unrivalled platform for touring & commercial training. Offered for sale £69,000 + VAT. Please contact: Shari Peyami at Wycombe Air Centre Ltd. on tel: 01494 443737 or email:

First flight in 2003, 190 hours of flight: • Electrical horizon • Electrical turn coordinator • Autopilot Wing leveller, track, altitude • Moving Map GPS • Fuelcomputer • Radio Filser ATR500 • Transponder Mode-S Filser TRT800 • Rotax 912 • BRS-parachute • Mühlbauer electric constant speed propeller • €58000 Bill Johns 01769 581668

Economical flying, TTAF 1361 Eng 778. Built & maintained by licenced engineer/ LAA inspector. All mandatory mods & service bulletins incorporated. Permit 'til March '10. Rotax 912S (100hp), 16L/hr @ 125kts. Terra radio & transponder, stereo intercom, Garmin gps. White Waltham based - always hangared. Superb handling & performance, £29,500 to include road trailer. Tel: (01628) 784684/635851

650 Total hours Airframe. '0' Timed 180hp Lycoming Engine. Brand New Hartzell C/S Prop. Fresh Annual. EASA CofA. Garmin GPS/COM/TXPNDR. Fully Aerobatic +6/-5G. Fantastic aircraft ready to go, and great value at this price. Asking £70,000.00 (No Vat). For more details and a full specification contact European Dealer, Blue Yonder Aviation Ltd. Tel: +44 (0) 1787 224290 or

52 LOOP May 2009





Economical go places AEROPLANE. Retractable. Zero hours constant speed prop. Lycoming 180hp O360 1160 hours. Very good condition. King Nav com, auto pilot slaved to DI or VOR. Transponder with mode Charlie. Reduced from £30K + need to consider all serious offers. Graham Kay 01254 705215. Mobile: 07940953160 Email:

Engine 120hrs since 0 timed. Prop overhauled at engine replacement. Avionics HSI, 2nd VOR, RNAV, RMI. 2 x narco 810 COMMS. King ADF. Garmin 320 transponder. Garmin 150 GPS. Skymap 3 (moving map). 2 altimeters. Auto Pilot with radio coupler. Stand by vacuum system. 2 x David Clark headsets. 2 x life jackets. Cambrai Cover. Nav and radios all FM immune. Factory corrosion proofed. Based at Leeds Bradford. Always hangared. £34,000 NO VAT ono Contact Colin 0113 257 4448

Pa28r-180 1969. Retractable undercarriage, VP prop, 2 axis autopilot. Ideal touring aircraft in very good condition, always hangared and based at Eshott, Northumberland. This is a reluctant sale but this aircraft must be sold. There are 4000 hours on the airframe and engine which is reflected in the price of £30,000 ono. All compressions are fine and a new non-expiring EASA certificate was issued on 22.9.2008. Contact Graham Blair for further information on 01670 731701 or 07598 489749.



LEYLAND JET A-1 BOWSER ■ ■ ■ ■ ■ ■

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


Contact: Mr N. Bailey

07703 441998

1968 Rhiems built corrosion proofed, TT 7665 from new, engine 1900 SMO8, good strong engine on extension, new CofA just issued, inc all new hoses, all tyres, tubes, break discs and pads. Very pleasant cheap to run tourer, good radio and panel mounted GPS privately owned for 20 years. A/C hangared Sleap UK. Call Glenn James 01630 658850 / 07974 232116.

£10,000 plus VAT FIRM 1974 PA28/140 CHEROKEE Upgraded to 160HP 1999. Full new EASA Cert issued October 2008. Good condition in and out. Too many new parts fitted to list. Over £7,500 recently spent. Job sheet can be seen. TTAF 12400. TTE 1290. Work commitments forces reluctant sale. Any trial – first to see will buy. Based at Barton. Tel: 07980 572 083 Email:



Aerobatic Trainer, 1989, 160hp, TTAF 4870. Only 120 hours used on new engine. All King Equipment: Com, Kns 80 DME, ILS Markers, 5 point harness, EASA C of A. Will consider all reasonable offers or possible part exchange for interesting modern LAA type Aircraft. A/C based South of England Tel. 02088928832 Mob. 07885283228 email

Exceptionally equipped, amazing range and performance, fully instrumented inc. G530, 2 x ILS, coupled A/P with Alt. Hold. GAMIS, GEM610, HSI, dual vacuum pumps, stereo music. Tip tanks, flap and gap seals, speed brakes, good paint and interior. Too much to list here.. €130K no VAT Contact +44 7836 226291

G-BPOT – PA28 181 Archer II

1977 PA32-300 LANCE

180hp, VP prop, 120kt cruise IFR, GPS. TTSN 1740, TTE 458. Always hangared. £39.000 no VAT. 01689 857833 See:

See ‘for sale’ ad. in this mag. Two potential group members seek four others to buy this plane and operate from Sywell. £9,000/£85pcm/£90 per hour. Finance maybe available. Hurry, G-BPOT is a peach and will sell soon. Contact via 07711 454781.

TT4596, TTE 706, PROP 0Hrs new hub, 145k cruise 6hrs endurance, 2 x nav com, ILS, ADF, DME, transponder mode C, 2 x altimeters, 2 x A/H, Bendix/King Skymap 111 panel mount, A/P 2 axis, 6 place intercom, electric trim. Bare metal respray & leather upholstery by Colton Jan 2008. Certificate of maintenance review to 20/2/2010. £78,995 Tel 07887612270


Rockwell Commander 114 G-Tech



Absolute Bargain £17,950 ovno


(1951) Engine 984hrs, top O/H & Ring Mod 2003. New mags all mods complied with. Full history, New C of A June 2008. £29,000. Tel: 07911 741099.


Two excellent 18Ts: YAZ is one of the best in the world having been totally overhauled and is extremely high-specification; YAP is a good plane, excellent mechanically with low-time engine & prop & currently having a full cosmetic refurbishment (new leather etc). Both have new EASA C of As .

Richard Goode Aerobatics Tel: +44(0)1544 340120 Fax: +44(0)1544 340129 Email: Prices: Euro 100K (today £89K) and Euro 62K (today £55k) both including VAT


New Husky A-1B180hp. Delivery hours only. IFR equipped. Loaded with options including Garmin 430, Garmin 330 Mode “S” Transponder, Leather Seats, Aft Stowage Access, Rear Seat Heater & Defroster, Inertia Reel Rear Cockpit Shoulder Harness, Oversize Tyres and much more. Contact us for full specification. Additional photos are on our website. This aircraft is available immediately. Contact us for Special Price. Contact: AVIAT AIRCRAFT (UK) LTD Tel: +44 (0)1952 770428 E-Mail: Website

Built 2000, Always hangered, Full height rudder, Cockpit roof window, Electric carb heat. One owner, 1130 Hrs, new heads at 800 hrs, Murray Flint painted. Permit to Sept 09 (will re-permit for sale) £21,000 Contact: Clint Judd 07836 285767

Based Elstree. 1976, serial no. 14074. 1 owner since 1985. Fully equipped, go anywhere anytime, fast and comfortable, 6 hours endurance. Recent medical forcing reluctant sale. Full service history with cabair. New annual. New prop. New cover. Winner Malta Air Rally. Needs new loving owner. £45,000 Phone Stuart Rae on +44 7770915237


CZAW Sportcruiser fast build kit - Still in the box with most factory options!!

TT 10800 Eng 790 smoh. New Cof A Aug 08. Cessna Audio, Intercom. Cessna RT385 nav/com/g/s. Cessna 546 ADF, Mkrs. New Garmin Mode S Txpdr Will consider lease. £27,500.00 ono Telephone: 07977 428899


Built 1987, TTA 400, TTE 2500, Lycoming 0.320/150hp, Dittel radio, Fabulous fun to fly and good condition in all respects. Hawker Nimrod colour scheme, 5 gph, 1300fpm climb, 90K cruise, aerobatic, elect. start, disc brakes. £12,500. New permit on sale. Can e-mail photos. I'm looking for old British motorcycles and will buy for cash or take in exchange against the Fury. Anything considered. Please call Mark (M)07799.088513 or (T)01603.814970. e.mail

Undoubtedly the best kit aircraft available today – here’s a chance to own one today. Rotax 912uls, Factory built instrument panel with all avionics, two tone trim. Detailed manual & CD. Full support available. Superb short take off & landing. Economical 17ltrs an hr. Ring for options, amazing price (beat the EURO!). Contact: 07710002119 eve 07710112259




Excellent condition. Factory corrosion proofed. Privately owned for 11 years by seller. Always hangared. TTAF 1380hrs. Engine TSOH 50hrs. Cream leather interior. New ARC just completed. Avionics full airways and Garmin GPS. Hangared at City of Derry. £52k + VAT. For details contact: Ivor Boyd on 02870353153 days/02870831001 Evening or email

CESSNA F150G 1966

TTAF 14131. TTE 2154. King KY792 radio. Narco 50A Transponder. Bendix RN242A VOR. ARC until & July 2009. New paint. Cheap Aircraft for hour building. £10,000 ono no VAT. Email: Tel: 01832 280021. Mobile: 07778459505.


1972 GBP54,000. TTAF 3316. Zero timed engine & prop in Nov 2007, TTE&P 126. Garmin 340, 430 w/Terrain, 106, 330 Mode S. King KY197a, KNS80 RNAV, KR85 ADF. Autopilot with 2 nav input, fuel computer. Rosen Visors, Vertical card compass, New Part M annual. Ph 07781451789




Touring aircraft on LAA Permit. As new, it's a 2 seat aircraft with wing tanks and luggage area. Lycoming 0-320 160hp, full panel, radio, FX mode C, 650lbs payload, good range, STOL capabilities. A strong Aircraft capable of handling most strips and all for just £28500. First to fly will buy. Tel: 01785 602194

PIPER ARROW 200HP 3 BLADE C/S PROP. Twin Nav/Comm fit including NS800 FM immune RNAV,New Michel MX 170C Nav/comm Box 2, Garmin 340 Comms Box,TXPDR GTX 327 Mode C (GTX330 Mode S pending). Autopilot; 2 x Altimeter; 2x CDI/GS; Slaved DI, ADF, 4 place intercom; Two-tone leather interior, excellent condition. 4-man liferaft; two lifejackets, McMurdo Fastfind GPS ELB; 2 x spare headsets; Cambrai cover. Featured in the Buyer's Guide series in Pilot magazine September 2005. Internet booking system and excellent availability. All year round well drained 815m grass airstrip (08/26). The aeroplane has always been hangared: There are no hangarage or landing charges. Onesixth Share available OIRO £6,000.00. Hourly rate £90.00 wet : Monthly charge (includes engine fund/contingency contribution) £97.00 (Mar 09). For details: Peter Tel +441284706222. email


One of four left. Total restoration 2008. Swop, PX, either way for vintage/classic aircraft project. Contact Tony for full History / further details on 07968723299.

Kits or ready built available. Runs on unleaded Mogas. Fuel injectED engine. Fully approved in UK. Basic insurance around 1K. Type ratings. Servicing and spares always available. Rotorway 162F. Brand new. Radio fitted. £42,000 no VAT. Others available. Southern Helicopters Ltd Tel: 01279 870211 Email: Website:

May 2009 LOOP 53

Groups and Shares CESSNA 172


Spaces available in a Cessna 172 Group based at North Weald. We are a small well established group and have been operating for over twelve years. The aircraft is well maintained inside and out, with leather upholstery and full IMC kit , plus Garmin Skyforce moving map GPS. We can offer low rates and high availability. Costs; £53per month, £95per hour inc VAT. For full details contact Jon at

A fifth share at £10k is available in this superb 1984 PA28, based and hangared at Humberside Airport. New engine & prop in August 2007, this immaculate aircraft is rated at 9/10 inside and out, and is fully equipped with good avionics. There are only three other shareholders and operational costs are very low. Please call or e-mail Chris Dale to find out more! Tel: 07711-438999. E-mail:


No Equity Tiger Shares.

Blackbushe based 1993 Grumman Tiger. Max 7 WANTED . . . thrill seeker that will be smitten on first ride! A rare opportunity for a half share in Pitts S1E £14,995. Based at Sherburn in Elmet, always hangared, fantastic fun aeroplane… incredibly short take off roll. 200 HP IO-360 S Lycoming engine in excellent condition, Fuel injected, Fantastic climb rate 3,000 FT/min, flies hands-off, fully inverted oil / fuel, TTE 680, TT Airframe 195 hrs, Sensenich prop, Becker Radio, 12v socket, 5 point aerobatic harness – FIRST TO SEE WILL BUY. HOW WOULD YOU FEEL IF YOU CAME SECOND?

Contact Costas 07788 54 72 74


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

Got five minutes to spare check out


Built 1978 TT 2,400 Good component times, price reduction to make room for new aircraft £29,950 NO VAT Barry 01257 260366/ 07740 413313 Paul 01352 714755


Three seat turbo charged model in excellent all round condition. Many recent new parts including MRBs and TRBs. Reluctant sale at £39,000. Hangared Kent. For details call Robert Billson 01372 451441 or (M) 07826 450440 (e)

• Maintenance • Recruitment • Dealers

• Avionic Installation • Business Opportunities

builders please. Tel: Ian on 07941 578182 or email

1/3 share joining an easy going group, internet booking. Based at Biggin Hill, always hangered, well equipped and maintained, 4 seater. 160 knot cruise. 6 hours endurance. Garmin GNS 430. Vortex generators. Storm Scope. Autopilot. Mode S. Interior completely refurbished Dec 2006. Last annual completed Dec 2008. Contact details Ray Jones 07770 917245


• Clubs and Schools

• Aircraft For Sale

change depending on fuel prices). No hour



• Airports

per month plus £70 per hr wet (subject to


Groups and Shares

• Insurance

people in syndicate so good availability. £155

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.


Last share in friendly group with stunning silver and red SR22-GTSG3. 185 Kt cruise, full glass cockpit with traffic alert, anti-ice and Oxygen. Excellent availability. Contact Adrian 07836 263 279

1/5th share £55,200, Monthly costs £180, Hourly costs £110.

GROUP FLYING Rare opportunity to join a well run friendly group who enjoy 21st century technology flying the DA40 TDi. A pilot's delight to fly, the Stapleford based aircraft is ideally placed for European or UK trips with full IFR equipment including auto pilot and a cruise of 130 knots. G-ZANY has excellent availability and our non-equity scheme with no capital outlay is ideal for those flying 2+ hours a month, whether long distance touring, local flying or perhaps IMC training. We run a discounted rate for required conversion training (typically 2-3 hours) for those unfamiliar with this type. Call Paul Ponting for a chat on 07803 174804 or email See for further details


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Forming a group at Biggin Hill with PA28 Archer II/III . Targeting to spend £50-£100K with 2-4 additional members. Share in capital purchase. Ideally kept in hangar. Open to discussion on Nav/Com/Additions i.e Twin 430’s++ & Auto Pilot. All monthly costs & management to be discussed and agreed. Archer II/III WANTED similar to above OR if you have a share in a group at Biggin! Tel: Jeremy 07736364429 or email

Find partners for new groups 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 Bristol Filton. 07595 373539 (Treasurer Gatti Flying Group)

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54 LOOP May 2009

Groups and Shares PIPER CHEROKEE 140


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ROBIN 340 SHARE IN EAST SUSSEX Full ME/IR course (ME/VFR courses available) FAA/ICAO IR/ME conversion courses

Looked after and always hangared with a well run and easy going group. 1/4 Share. Based at Tatenhill near Burton-on-Trent. Total Time Air Frame: 8393, Total Time Engine: 8 (yes , new engine) Propeller:54 all A/Ds up to date. 1 x ADF, 2 X VOR, 1 x DME. £7000 TEL John 01543 483184 or 0771 466 7775 EMAIL

A one sixth share, well equipped with very low engine hours and good availability. Private strip and hangar in East Sussex £90pm £51ph wet. £4200, Non-equity share considered. Contact Bryan 01444 892841 BJ@F2S.COM



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NEW HORIZONS WITH JAA approved commercial modular flight training 1/7th Share in this fantastic 6/7 Seater Aircraft, the only one based at Manchester City Airport. It is equipped with the following: KN62A DME, KX165 Nav Comm, KX175B Nav Comm, KT76 Transponder, KR85 ADF, 2 VOR’s, 1 ILS, Skymap IIIC Colour Moving Map GPS, 2 Altimeters. 6 Place Intercom, 6 Life Jackets, 1 Dinghy, 6 Headsets, Full set of Instrument Approach plates (AERADS), and Airways Charts, which are updated monthly. 1/7th Share at £7000.00, £100.00 per month and £110.00 per hour Wet. Tel: 07973-601140 John Cheetham for more details or test flight. Email:


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1/6th shares available in a friendly group operating a first class condition Robin Regent out of Spilsted Farm Strip near Hastings, E Sussex. G-MIFF built in 1991; 1568 TTAF; 828 TTE; always hangared; no outstanding ADs; full IMC kit; Skymap. £90/mth fixed; £80/hr. Call for further details: John on 01424 845400 or Roger on 01424 838403

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Ab-Initio ATPL £37950 Low 260 hours PFA Award winning aircraft. Hangared at Hinton in the Hedges. 140 knot cruise and approved for aerobatics. Lycoming 0320 and Felix bicambered prop. Dynon EFIS, Mode S transponder, Garmin GPS. £12,000 for 1/4 share. £75 month, £50 hour wet. 01295 768116 Email:


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

8 Day MCC £2409 MCC Multi CPL IR FIC PPL PPL(H) TRTO(H) Based at Leeds Bradford Airport + 44(0)8458732572 White Waltham Airfield, Maidenhead, M4 Junction 8/9, M40 Junction 4

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American Instrument Rating in England Save £300k off Factory New Price ! Own & Fly G-WOCO the dream iconic open cockpit 3 seat radial engine biplane, £ 75k 1/3rd Share + fuel 14 gph. Free Hangarage, Free Insurance & Free Maintenance via income from commercial utilisation. Or return to private use. Only 125 hrs TT, Twin Garmin Moving Maps, Full IFR, New EASA C of A. Cotswold based / can relocate. Private Hire / Block Time / Aerobatic & Flight Inst. Available. Tel:- 0844 873 3118 Email:-


A one sixth share available in a PA28-161 Warrior based at Duxford. EASA C of A February 2009 to 2010. TTAF 5500, New Millenium Jade engine in 2007. TTE apprx 300 hours since. Kx 77Comm/Nav - VOR, ADF KR 87 TSO, Garmin GTX 328 Mode S transponder. Good availability within group. Option of half share. Monthly subs include one hour flying (wet) per month. Subs for whole share £210 per month. Share for sale at £5,850. Mobile 07714 217414.


FAA and JAR Flight training – PPL, IMC, CPL, IR FAA/TSA Approved – Biennial Flight Reviews FAA EXAMINER NOW AVAILABLE IN THE UK At your base airfield or Humberside One-to-One Ground School courses, One day or 5 days, as required to suit you For more information: Tel: 01652 688 833 Email: At Humberside International Airport Since 1977

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May 2009 LOOP 55

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PPL Ground Exams Are you trying to pass by watching television (er, sorry CD ROMs) Clare and I could teach you more in one day, by talking to you, than you could learn by watching TV ‘er’ (sorry, CD ROMs), until your eyes fall out. Five day, full-time Ground School at our home, all 7 exams, and I promise you will enjoy it. Come down and do any or all the exams you need. Go back to your wife and school and get on with your life, you know what I mean! 3 decades a teacher/examiner Telephone Derek Davidson

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VHF RT LICENCE Every 2nd and 4th Saturday in each month, all the training you need, 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, Henstridge, Somerset

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56 LOOP May 2009


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Due to rapid expansion and in readiness for Part M Sub Part G approval, Aeros Engineering based at Gloucester airport now requires an additional Licensed Engineer. Candidates must have as a minimum Part 66 B1.2 with ratings Piper Singles and Twins, Lycoming and Continental Engines and Cessna Singles. You will be working in a modern well equipped workshop with an excellent bunch of people. Remuneration and Terms and Conditions are as you would expect from a leading brand. In the first instance please call Tom for an informal chat on

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Summer of Success for LOOP Flying Schools WOW!! What a summer. This Year LOOP teamed up with more regional and national newspapers than ever before, bringing the joy of aviation to millions of new people. Don't take my word for it, take a look at the response from our customers. If you'd like to be part of the largest & most successful marketing campaign to grow aviation, please call 01223 497069, or send an email to

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Chiltern Airsports Competition Winner Dear Nathan I couldn't believe it when I heard that I had won the prize – I had my first flight in the middle of May and I've been hooked ever since! I've now flown solo and am hoping to keep going over the next few months to get my licence so thanks again for starting me off on such an interesting and satisfying hobby. Regards Peter Erl Reading Post Competition Winner


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May 2009 LOOP 57


YOU’VE GOT IT COVERED! Let skybookGA™, the most integrated on-line pre-flight briefing service for the GA pilot, take the pressure off planning your next flight


oing flying this weekend? Will you be off to the south coast, working your way down through the busy air corridors that are Luton, Stansted, Heathrow and Gatwick plus a host of other active airfields? Or perhaps you’re off to play golf in Le Touquet, France. Before you go, you need to know what are the sensible things to do. The last thing you want is an in-flight problem. Smooth is good. Stay sane. Stay safe. Stay legal, as they say. So, who do you turn to? It has to be the experts, the people who have been developing flight briefing systems for over 25 years, a company that conducts a relentless research programme to provide the data so you get that game of golf on time and get home without any snags. Turn to skybookGATM, the most integrated briefing service available, which ensures the relevant information for your flight is at your disposal wherever you are, whenever you want to go, before you set out. Bytron Ltd has spent many years perfecting its commercial flight briefing service for major airlines, NATS and airport authorities. skybookGATM is a spin-off from this focused commercial programme. At the invitation of Thomas Cook Airlines, which uses Bytron’s eFlight Briefing package for its operational aircraft, Bytron has been working with Rolls-Royce subsidiary DS&S to create its first fully integrated and connected Electronic Flight Bag (eFB), allowing maintenance data and engine monitoring on a global scale.

This dependable background gives the GA pilot confidence in the skybookGATM package; you get the same accurate data that underpins much of the commercial aviation sector. When Bytron was formed 1984, its objective was to provide electronic briefing systems to dispense with the uncertainty of paper trails and fax messages that often reduced data provision to an unacceptable level of uncertainty. It left captains or their crew trying to track down essential data for flight plans and, in many cases, footslogging round far-flung airport locations before the full flight briefing plan could be assembled. It was Byron’s mission to abolish these unwieldy processes and provide systems that allowed pilots to plan and plot their flights in a short space of time. These days, the internet makes this practical in the comfort of your own home or hotel. It has been a long, hard slog that has brought in its wake great benefits, not only for pilots, but also the environment. The move away from paper to electronic data provision delivers a massive saving in the paper used by the private and commercial sector – with ensuing reductions in weight carried on the aircraft and fuel economies that, in turn, reduce emissions. SkybookGATM benefits from the development processes Bytron has relentlessly pursued. Rightfully known as ‘the one-stop shop for pre-flight briefing,’ skybookGATM offers a comprehensive range of planning aids that will allow you to customise routes, visualise them,

and view them in 3D with Google Earth and Virtual Earth. Detailed and accurate planning also helps with fuel economies. Once you have the route to your satisfaction, a click of a button provides a full report on the relevant weather and NOTAM. It’s bang up-to-date and an approved CAA source. FANTASTIC FEATURES Features include Personal Location Point information, which allows you to create waypoints and store them for future use in your Personal Route Brief. If you make a flight regularly, just call up that route, click the button and get fresh Met and NOTAM data. Airfield Brief is another useful feature, which allows you to search for airfields by name, or ICAO and IATA codes. Information includes full airfield and runway details, plus NOTAM/ METAR/TAFS/LTAFS/SNOWTAM affecting that airfield, and a list of neighbouring airfields. The Great Circle Route Briefing will, on entering departure/destination airfields, route width and upper flight level, and create a route using the shortest course between the departure/destination airfields. The brief calculates all FIR and airfields within the route’s width and upper limit and provides NOTAM and MET briefs for these airfields. SIGMET provides advice on potential weather hazards other than convective activity over 3,0002 miles and produces data on icing, turbulence, dust and volcanic ash.

AIRMET provides regional weather forecasts, covering regions within the UK and is updated regularly throughout the day. GAMET provides area forecasts by European FIR for flights operating at low-level four times a day. Two of skybookGATM’s integrated features many praise are the Quick Weather Maps and Danger Area Briefs. Quick Weather Maps allow you to view prevailing weather conditions and trends at a glance. They provide information on windspeed and direction, temperature, dew points, cloud cover, pressure, and any significant weather changes. Danger Area Brief allows searches for international and domestic NOTAM affecting Danger Areas by FIR, an area name or number during specific time periods. It includes easy-to-view charts of UK Danger Areas. International NOTAM has details about the establishment, condition or change in any aeronautical facility, service, procedure or hazard. International SNOWTAM notifies you of the presence of (or removal of) snow, ice, slush or standing water associated with the movement area. This is displayed by the issuing airfield. The most recent development provides for the creation of a Pilot Log (Plog) based on departure, destination, flight level and flight corridor, and even has the ability to calculate fuel burn. Can be exported to a GPS device. It is small wonder that GA pilots increasingly cherish and have confidence in the comprehensive briefing data that skybookGATM offers.

NEW AND IMPROVED! skybook GA has loads of new features including: GPS ROUTE EXPORTER Simple to use, now you can convert and download the route plot created on skybookGATM into one of 50 GPS file formats.

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

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

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

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

METAR FEED A new feature to be added soon, this loads airfield METAR details onto Google Earth, updated every five minutes. Also see live weather along your intended route.


58 LOOP May 2009



Get help and advice from the UK’s finest aviation minds

ALAN CASSIDY Aerobatics icon Alan is multi UK champion and respected author. He can get the best from virtually any plane in the sky.




What’s meant by a ‘deep stall’ Q

I overheard a conversion in the clubhouse the other day. The two gentlemen were talking about an aircraft that got itself into something called a ‘Deep Stall’ and then crashed. I was wondering if you could explain what a deep stall is? Is it a condition where an a/c gets itself into a situation where no recovery is possible? I’ve looked on the internet for a description of it, but cannot find any decent information on what the condition is – though it

seems to happen at a high angle of attack. Apparently parachutes can deep stall too. I hope that LOOP readers all know by now that stalling is not caused by low speed, but by the wing having a high angle of attack. Most wings stall once the AOA gets around the 15° mark. In some aircraft, rather inappropriately designed to be “stall proof” it is barely possible to reach this AOA because the elevator travel is limited. In others, the C of G is well forward so that


the nose drops noticeably at the stall and the AOA remains close to the stalling angle. If an aircraft has a powerful elevator, however, and an aft C of G condition, it is possible to keep increasing the AOA beyond the initial stalling angle. This is especially so with power added to increase elevator authority further. I imagine that this higher AOA condition is what is being referred to as a deep stall. It is quite possible to fly an aerobatic aircraft into this unusually high AOA;

we do this in the Pitts Model 12 display for example, in a Cobra manoeuvre. Despite the very high alpha, perhaps up to 80°, skilful use of the rudder prevents wing-drop and any consequent spin. Recovery is very quick as soon as down elevator is applied as the elevator works very well with 100% slipstream. In some jet aircraft, I seem to remember, it is possible to get into a high-alpha state, but then the turbulent flow from the wing impinges on the

elevator and stops it functioning properly for the recovery. This could especially be an issue as few jets put any significant slipstream over the tail surfaces. So probably a case for punching out for a Martin-Baker let down. Traditional round parachutes are, of course, never flying, only producing drag. So they could be said to be fully stalled all the time. Square chutes do ‘fly’, but I have no experience with them so will venture no further in explanation. – Alan Cassidy Pitts Model 12 can fly into an unusually high AOA.

He’s not had his ginger!

I keep getting sick! Q

I am almost embarrassed to say, but after four years of piloting, a total now of 93 hours (just seven to go!), I still get airsick regularly. Most times I can cover it up and am not actually sick, but now and then it’s pretty obvious! Is there a way of getting over this? It’s unusual for the pilot to get airsick, as concentrating on the job in hand is usually enough to get over sickness. Setting aside the idea that you may be medically predisposed to sickness, make sure you spend enough time looking out of the cockpit and not around the interior as it’s the difference between what your eyes tell you and what your body tells you that usually causes the problem. Also, make sure there is a fresh air vent open for you. Eating food with ginger is known to work for many.


DENNIS KENYON A true living legend, former world helicopter freestyle champion Dennis’ rotary knowledge is unsurpassed.

NICK HEARD An ex-RAF Tornado pilot, instructor and long-haul pilot, Nick is one of LOOP’s test pilots and writers on rules and regs. NOTAM SNAPSHOT FOR THE UPCOMING MONTHS

BOB DAVY One of aviation’s best-known faces, star writer and test pilot Bob has flown more types than most have ever heard of.



From 26 March, a new system has been in place for the numbering of NOTAM. The use of colour coding is retained, however the use of the colour continuity number is discontinued. Now, the AIC serial number is prefixed by the first letter of the appropriate colour, see below.

Trial and demo flights of Unmanned Aerial Vehicles will continue for at least another year, to 26 March 2010. Restrictions over the area mean no daytime flying, Mon-Fri, below 5,000ft. AIC Mauve 287



Flight restrictions are in place for the summer solstice high jinks at Stonehenge. Do not fly below 3,000ft within 3nm from 1700 on 20 June to 1100 21 June. AIC M 021/2009


PHIL O’DONOGHUE Flying instructor and aerobatic pilot, testing guru Phil is our resident Brains when it comes to kit and gear testing.

Flight restrictions are in place for the Glastonbury Festival, staged 24-29 June, near Shepton Mallet, Somerset. Do not fly below 3,100ft amsl with 2.5nm. AIC M 022/2009


A new 1:500K chart for Southern England & Wales was issued on 12 March. The Northern England and Northern Ireland 1:500K will be replaced on 4 June, followed by Scotland on 2 July. The price of VFR charts went up by £1 on 1 May to £15.99. Dates for 1:250K chart updates can be found on the CAA website. W: under Airspace.

STONEHENGE: Flight restrictions are in place for the summer solstice high jinks at Stonehenge. Do not fly below 3,000ft within 3nm from 1700 on 20 June to 1100 21 June. AIC M 021/2009



May 2009 LOOP 59

Got a question? Email to:


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Stay cool when it’s hot

Umm... warm summer flying. Don’t be complacent though, as it comes with its own set of pitfalls. Le Touquet is the first estuary you will reach if crossing to Calais or Boulogne. CHECKLIST TRAVELLING ABROAD

Planning a trip overseas Q

I am about to start planning my first trip over the water to Ostende/Le Touquet – not sure which yet, in a PA 28. What should I put on my checklist and do you have any advice about what I should take? First off, Le Touquet is a good option as it is easy to find. It’s the first estuary you come to when flying down the French coast after taking a short sea crossing to Calais or Boulogne. They are very used to English GA pilots and it’s a cheap taxi ride or 20-minute walk to the town centre to make the most of your day trip (see page 61). It’s also close enough to the UK that if you need to divert you can be on the ground on the English side of the Channel quickly. It’s also on the Southern England CAA ICAO chart and included in Pooleys.



But you should also take a French guide as well. You’ll need with you several documents. The most obvious is your passport. Keep it close to hand with your pilot’s and radio licences, your medical certificate and your logbook. For the aircraft, you’re going to need a bigger file. The French authorities don’t normally demand to see aircraft documentation but it can happen, so make sure you have the following: Certificate of Registration, C of A or Permit to Fly with its matching Certificate of Validity, Insurance Certificate, the licence for the aircraft’s radio installation, a copy of the interception procedures – see the CAA web site. You also need to file a flight plan. Flight Briefing Unit at Heathrow has recently shut down and its

functions moved to Swanwick. You can fax your flight plan on 01489 612793 and it has a 24-hour help desk on 0845 601 0483 or 01489 612792. You may have trouble calling 0845s from outside the UK. You must also notify UK customs before you return (870 785 3600, fax: 0870 240 3738). You don’t always have someone check on you, but you let them know at least four hours before you return. You should aim to do that at least 60 minutes before you depart. If you need to make changes or significantly delay your departure time, give the tower or Swanwick a call. Other things you should take are life jackets, a PLB or ELT, cold hard cash – Stirling and Euro, credit cards mobile phone and a toothbrush – should you get stuck!


Which aircraft? Q


Wolverhampton to Perranporth, Cornwall. The flight distance is around 200nm, allowing for a dogleg route to stay over land rather than cross the Bristol Channel. That’s well within the range of most light aircraft so refuelling won’t be needed provided the payload allows a fair amount to be carried. Payload is nearly always the big issue with aircraft. A Cessna 152, for instance, which you may have learnt to fly in, has a max range of around 375nm @ 65% power which should give a cruise speed of 99kt. That’s plenty of spare range for the trip you have in mind, but when you come to do the Weight & Balance check, you may not be able to have full tanks. The payload of a 152 is around 244kg – the actual figure depends on the aircraft equipment. Take away your total weight of 180kg, leaves 64kg for fuel – 23.4

US gallons, which is actually slightly less than full fuel. OK, that’s the 152 but you see what we’re doing here – working out what aircraft will work for you. If you can afford something newer, have a look at modern aircraft such as the Aquila A210 (LOOP, Jan 09) which has a similar payload to the 152 at 250kg, but cruises much faster for a similar fuel burn. At 75% power, the A210 cruises at 121kt and burns 21.5 litres/hr. For the 200nm flight, it will burn just over 35 litres which weighs just over 25kg – well within the payload available. It’s also a very nice and docile aircraft to fly – perfect for the stage you’re at in your flying career. The A210 is not the only modern aircraft to will fit this bill but these calculations give you a basis for the right choice.


ow here’s an article to put the kiss of death on flying summer flying, by which I mean flying on pleasant sunny days in warm temperatures and light winds. Summer can produce its own set of hazards for pilots, so here are a few thoughts on what you might consider. What really interests most of us in summer is warm temperatures. However, high ambient temperatures have significant effects on aircraft operation. We should all be aware that warm air reduces both engine power and lift by its reduced density. Your Pilots’ Operating Handbook (POH) may have in its performance section a weight/altitude/ temperature (WAT) graph in addition to the normal field length charts. Take-off performance is not just about how much runway you need, but how you climb away as well, which is the function of the WAT graph. So have a check of that, and include a ‘wife and kids’ factor for the fact that the engine is probably not what it was. Otherwise, just after lift-off, you could find yourself in a full power/low speed/high drag/going nowhere situation where the only option to gain more speed is to descend – using height you haven’t got!

Carb icing can be found at temperatures in the 20˚C and is accentuated by humidity En-route, don’t assume that carb icing is not an issue – carb icing can be found at temperatures in the 20˚C and is accentuated by humidity: warm, sticky days. You might also consider other factors on a warm day, such as higher cylinder head and oil temperatures. When planning a trip, don’t assume the weather is the same as the nice weather at your departure airfield! Get the same forecasts as you would do in winter, and anticipate that weather over higher ground can always be considerable worse than lower ground – not just the Pennines or Welsh mountains, but lower ranges of hills such as the South Downs and the Chilterns. And if you are heading abroad, remember that the sea temperature lags behind summer air temperatures by months. That water would be VERY cold if you came down in it! Now, the major seasonal weather phenomenon is the thunderstorm. Although not usually a factor directly for VFR pilots, there are one or two indirect considerations to think about. First, have an idea about

when thunderstorms are likely. They will occur at the end of a long, hot spell. Standard TV or radio weather forecasts probably give the simplest alerts that they are on the way! More technically, look for the clues in TAFs. The obvious signs are for the thunderstorm itself (TS or TSRA), but other indications are for cumulo nimbus (CB) or towering cumulus (TCU), perhaps with heavy rain or rain showers (+RA or +RASH). Thunderstorms are not generally a problem for the day VFR pilot because they are often easily seen and avoided. However, pilots flying IMC without weather radar face the possibility of bumping into a storm embedded in other cloud. Again, closely check forecasts for such warnings. As well as localised strong winds, severe turbulence, heavy rain or hail, and lightning, the effects of a thunderstorm can be felt quite a few miles away – such as a dramatic change in surface wind at your airfield, such that a 10kt headwind may become a 20kt tailwind!

If you do arrive at an airfield that is experiencing a thunderstorm, a number of options are available to you. Clearly, go no closer to the storm! Hold off in a sensible position, upwind of the airfield, and assess the situation, which will be determined by your fuel state. You may be able to hold until the storm clears. If that is not viable, divert – but make sure that your diversion airfield won’t be affected by the storm! If you do continue to an airfield that has recently been hit by a storm, remember to be careful about the surface wind. Additionally, the runway might be very wet, perhaps even flooded, so think about landing distances required and hold off for longer – especially if landing on grass! Fog can be a factor early in the morning with clear skies and light or calm winds overnight. Fog will usually clear fairly quickly once the sun is up, but can leave hazy conditions, especially when flying into sun. At coastal airfields, watch out for sea breezes developing through the day, which again might affect surface winds markedly. As I said, this will probably end any chance of a reasonable summer of flying – but let’s all hope for the best!

Do you… I I I I

have an airbag in your car? have a smoke alarm in your home? carry life jackets when flying over water? have a McMurdo Personal Location Beacon?

No? So how would the authorities find you if you urgently needed their assistance?

EMERGENCY LOCATION BEACONS The new FASTFIND Max Personal Location Beacon (or PLB) gives you peace of mind, knowing that in the event of an emergency, the authorities will be able to quickly locate your position. Tel: +44 (0)23 9262 3900 McMurdo, Silver Point, Airport Service Road, Portsmouth, PO3 5PB UK


I’ve just qualified and I’m feeling brave enough to buy my own aircraft. The only problem is where to start? If it was a car I’d be happy enough to go and kick the tyres and haggle a bit, but I wouldn’t dare take this approach with an aeroplane. I’d like something that will lift me, my wife and overnight bags with enough fuel to make it from Birmingham to Cornwall without re-fuelling. First, you’ve just qualified and need to consolidate your skills so we’re looking at something straightforward. Second, you don’t say how heavy you and your wife are but we’ll assume a standard weight of 80kg each. Add an overnight bag of 20kg for a total of 180kg. Next, let’s examine the flight you want to make. Let’s plan it from Halfpenny Green, near

Summer flying

60 LOOP May 2009

Airtime people RALLY


Right the second time A Valentine disappointment forced the rearrangement of this spectacular rally


HEN thick snow fell, forcing the Vintage Aircraft Club to rearrange its Valentine Rally, the organisers chose a day they hoped that the sun would shine. Luckily, they weren’t disappointed and neither were the visitors: the whole of the grass parking area was filled three aircraft deep from one end to the other. Around 120 aircraft of all types flew into Turweston – from the diminutive Evans VP1 and Barry Plumb PB1 biplane to a magnificent pair of Navions. In the café, Sheila could hardly keep up with the requests for food and mugs of tea from the visitors.


Rare machines such as the Jurca Linnet appeared from a long hibernation in its hangar. A pair of Tipsy Nippers buzzed in like a couple of bumble bees, the lovely rumble of the radial engines on the two Yaks added to the classic sound of the Tiger Moths. The VAC trophy-winning Miles Whitney Straight did a couple of very smooth flypasts just to prove what a superb machine it is. Everyone enjoyed the good company of fellow pilots and enthusiasts and, as a result, lots of new memberships and renewals came in. The VAC really is the club to be with to enjoy vintage and classic aircraft. W: www.vintage

Jurca MJ.2E was one of 120 aircraft to arrive at the rally.

Van's RV-9A joins the crowd.

Auster J15 Alpha looks for a parking space!



Award-winning Miles Whitney Straight.


New training course at Cambridge CAMBRIDGE Aero Club is offering a new course: a Farm Strip Experience. It is a four- or five-hour course designed to expand your knowledge and teach the skills required to safely use some of the many farm strips in the UK. The first lesson is at Cambridge. A ‘farm strip briefing’ is followed by short field technique revision and


practice. The second lesson comprises a full afternoon, landing at up to three different strips that are progressively more challenging. The third and final lesson is a single lesson slot but to an even more challenging strip. Bookings can be made with Anthony, Ben or Luke. Call 01223 373 717 for details and bookings.

One of the most beautiful lakes in the world could be your training ground. Confidence on farm strips will open your horizons.


What's on LOOP TV this month? LOOP TV is always at the forefront of breaking news from the aviation world. Each month, we aim to bring you exclusive interviews (we were one of the first to interview ICON Aircraft Boss Kirk Hawkins

about his recent flight in his aircraft), brilliant footage of air-to-air flying and keep you updated on products and events. This month, we’ve been busy at Aero Friedrichshafen in Germany. Editing down

Get your Sea Plane rating in style AERO Club Como is a seaplane flight school and International SPB laying on the shores of the marvellous Lake Como in Northern Italy and, for the coming 2009 season, the school is offering accommodation in its own guesthouse to all pilots interested in obtaining the SEP-SEA rating. All the rooms are fitted

with TV, internet and is close to the hangar. After full-immersion in the flight course, studying and relaxing in the club house, there is the chance to visit the quaint villages nestling round the lake – or make a trip to the opera at Verona. The flight school of Aero Club Como, certified according to JAR standards, is unique in Europe. It is also

the only school in the world offering training on both fundamental types of seaplanes: floatplanes (C172-C206) and flying boats (LA-250, L-19, Pa18). Prices start at €155 per flying hour (it’s usually an eight hour course) and the room prices start at €20 per night. W: www.aeroclubcomo. com


LOOP's studio at Friedrichshafen.

Missed a show? You can be there with LOOP TV.

hours of footage, LOOP’s New Media Manager Helen Rowland-Beers has sorted the wheat from the chaff to produce a two-part special on the event for anyone who didn't manage to get there – or who anyone just wants

to relive it. There is also an interview with Red Bull Rookie Matthias Dolderer, your questions answered, the latest from leading manufacturers, and more. W:

Help needed at Kemble Air Show Following the success of the 2008 Kemble Air Show, its organisers have decided to extend the show this year to the whole weekend of June 21-22, and they need help. As with any big show, volunteers are an invaluable part of the work force.

If you are would like to help, are prepared to get stuck in and work as part of a great team then, they would love to hear from you! All you have to do is go to the website and download the application form. W:

Help others to have fun.

May 2009 LOOP 61


French flyaway Take a trip over the Channel to the 'Paris by the sea'


e Touquet is probably the most famous airport for GA pilots on the other side of the Channel. Louis Blériot was the first to cross the Channel and it seems thousands have followed in his footsteps to see the mile-after-mile of sandy beaches, the lovely restaurants, nearby golf courses and, of course, return with top quality – just remember to sort the weight and balances.

The Map It’s a local guide and not for planning flights or routes in substitute or preference to official flight guides. Info correct at time of printing but as always, reconfirm details and NOTAM, and phone ahead.

KEY Area of interest Airfields Towns

Tailor your tour to suit you... With family .1 Aqualud Set on the beach, this water park has a variety of chutes and slides galore, plus a restaurant that serves alcohol – yep that’s right alcohol. Prices start at €15.50 W:

.2 Chocolates de Beussent Factory Shop Set in the charming Vallée de la Course near Le Touquet, the chocolate factory open for guided tours. Bruno Derick, the chief chocolateer, says that more than 50,000 visitors each year turn up to his 'cottage' where the chocolates are made to look round and sample from a wide range of flavours and textures. He also offer a choice of novelty chocolate ideas that make great gifts for Easter, Christmas, Valentine’s Day or just a souvenir of your stay. T: 00333 21 861762 W: Chocolat2.html

With friends

Advisor ( The restaurant specialises in seafood and offer local delicacies from the surrounding areas of Savoy, Burgundy and Raclette. The biggest mistake would be not to taste the homemade desserts, a pleasure that will delight all the sugar lovers. W:

On your own .5 Hotel Westminster and Spa This hotel offers luxury rooms, a treatment spa and package breaks for a weekend of golfing. It was built in 1925-28 by the architect Auguste Bluysen and was named after the Duchess of Westminster. Just 500m

.3 La Mer Golf Course


Designed by Brit Harry Colt this classic Links course overlooking the e 06 coast features has both natural dunes and rough grasses. La Mer has been classed as the best Links course in France and has hosted six French Opens. It is a demanding course, made all the more challenging when the wind blows. T: +33 (0)3 2106 2800

.6 Sand Yachting Jump on a schooner on wheels and reach speeds of up to 30mph in just a gentle breeze! A two-hour introductory lesson at world record holder Bertrand Lambert’s sand-yachting school costs £29. T: 0033 321 05 33 51 W:

The Somme



from the beach it's styled in 1930s art-deco and room prices start at €160 per night. W:








e 05





P A S - D E C A L A I S


.4 Bleu, Blanc Mer Le Touquet is renouned for its fish restaurants and the Bleu Blanc Mer has the highest recommended on Trip

03 07

Other stuff to do .7 La Forêt Golf Course The other course at the Le Touquet Golf Club is 18-holes, set out in the heart of the pine forests of Le Touquet. It's tranquil, peaceful and, unlike its sister course, sheltered from the strong winds. It offers players of all standards moments of pleasure and relaxation. W:

.8 Rue St Jean shopping Set five streets back from the sea front, this is the street for all your designer shopping needs. Rue St Jean is the main street in the town, with boutique after boutique interspersed with quaint pastisseries. As you walk along, you can also smell the enticing aroma of garlic from all the restaurants – and browse over menus for a meal later.

.9 Les Djuke’s restaurant Les Djukes is a chic restaurant serving modern French cuisine. The

dining room – with chocolate brown walls, plush red banquettes and fresh flowers – is always filled with a fashionable crowd, and the kitchen has earned an enviable reputation for its innovative menu. Locals love the pan-fried duck liver served with apples, honey and calvados sauce, the roasted cod with paella rice and red pepper sauce, and the sautéed asparagus served with cashew nut dressing. Along with the fabulous French wine list, of course! W:

friendly welcome. Prices start at €70. T: 0033 321 05 49 95 W:

.11 Endurance Bike Race Every February, this stylish seaside town turns into Mecca for bike fanatics. The annual Enduropale sees more than 400 dirt bikes and quads

turn up to race over the beach in a weekend long tournament. Racers from all over the world battle it out to be crowned the king of the dunes. It is a spectacular event which pulls in thousands to watch it – so there is always a great party atmosphere in town at this time! W:

Airfields LE TOUQUET, FRANCE (LFAT) . The airport at Le Touquet is well managed and well maintained. As it’s

.10 The Bristol hotel This hotel is ideally situated in the town centre and 100m from the beach. Having been restored to its original style, it offers you the charm of its past combined with three-star comfort. This family-run hotel has always made it a point of offering high standards in service and a warm and

close to the town you can even hire bicycles for €13 a day. It has an extensive shop for pilots, and there are many duty free shops selling local produce at reasonable prices. . T: 00 33 321 05 0066 (ATC) 00 33 321 05 0399 (AD) . W: . Runways: 2 x asphalt . Landing fees: On application . Fuel: Avgas, JetA1, 100LL . Local Travel: Taxis are available at the terminal.

High quality aviation fuel storage equipment Fully bunded and pressure tested tanks Compliant with current regulations Tough all-steel construction Stainless steel inner tank Static, highway and airfield specification Available with a wide range of high quality fuel dispensing equipment including pumps, nozzles, filters, flow meters, hose and reels

Available in static, highway tow and airfield tow specification, our range of aviation fuel storage equipment is ideal for a wide range of applications. The tanks are fully bunded and are designed and built in accordance with the latest regulations. The inner tanks are made from stainless steel and are fitted with closed loop water sampling points. With capacities ranging from 1000 to 30,000 litres and available with a wide range of quality dispensing equipment, we have the solution to your fuel storage requirements.

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62 LOOP May 2009

Airtime events PICTURE Berry Vissers


RAF Hawks will be part of the eight hours of display for you to enjoy at the tattoo.

One of the best T

his summer’s Royal International Air Tattoo at RAF Fairford will not only have a very rare appearance by the legendary Vulcan bomber, but also one of the largest aerial displays of Royal Navy airpower.


Highlights include the UK debut of a French Air Force’s delta-winged, highly agile Rafale fighter; the hugely popular RAF Red Arrows, the colourful Italian team Frecce Tricolori and a rare appearance by the Swiss Air Force’s PC-7

aerobatics display team. You will be able to enjoy everything from historic warbirds, such as the Lancaster and Spitfire, to the latest fast jets, helicopters and heavyweight aircraft. This record-breaking eight-hour flying display

RAF Fairford’s event is not one to miss, with a staggering eight hours of air displays promises to have something for everyone. There will be the opportunity to see an aircraft from the newest nation to join the Air Tattoo family, when a C-130 Hercules from the Algerian Air Force touches down


in the Cotswolds for the first time – making the African country the 51st nation to have taken part in the Air Tattoo since it began in 1971. You will also be able to see many aircraft up close and meet crews from

countries including Denmark, Spain, Holland, Italy, Germany, Slovenia, Portugal and the US. Other attractions include the youth-focused interactive Tri@RIAT Zone plus two free concerts: popular Abba tribute band Fabbagirls and

the legendary Royal Air Force Squadronaires. Tickets will not be available on the gate so make sure you get there by booking your tickets now. Priced £34.95-£39.95 W: T: 0800 107 1940


PICTURE Berry Vissers

Airshow for the northerly climes Perth’s Heart of Scotland Airshow is an event celebrating all things aviation in Scotland. However, one of the major aims of the event is to encourage all members of the general public into the wonderful world of aviation and show them that flying can be a very enjoyable and increasingly affordable sport – or even a career. Head to this year’s air show and you will be wowed by over four hours of high-octane aerial displays, ranging from historic warbirds to contemporary military jets. Prefer to keep your feet on the ground? There will be plenty to see and do all day long. Take part in children’s activity workshops, see the

new exhibitions, have a go on the fairground rides, enjoy the displays and demonstrations and more! From the humble Airfix Model to the fun of flying a Microlight, from the historic Tiger Moth to the mighty new Typhoon fighter jet, the event is designed to tempt the whole family. The Royal Air Force Aerobatic Team – better known as The Red Arrows – are aways a big crowd-puller and will carry out a full flying display (weather dependant) at the show. Ticket prices start at £8 in advance (£10 on the gate) and can be bought from the show’s website. W:

Wise heads: tomorrow’s young flyers try out safety restraints for size in the LAA tent.

Red Arrows will perform at Perth.

MAKE YOUR FLYING EASY! EASY If you are travelling to an event this summer, make your flying easy with Skybook GA. To experience all the benefits visit For a FREE TRIAL MONTH just visit the website, click the LOOP logo and enter the promotional code ‘LOOP’

Thinking of buying? Don’t miss all the latest here It’s that time of year again and, as always Aero Expo will to be held at Wycombe Air Park. It’s the place to go to see all aspects of the aviation market, including the latest aircraft available – from light aircraft, through pistons and turboprops from all the major manufacturers, to gliders and power gliders. The big companies like C Cirrus, Diamond and Piper w will show alongside some of th the smaller European m manufacturers such as Corvus an and Czech Sport Aircraft, to na name but a few. There will also be the latest in aircraft engines, propellers, av avionics, accessories, spare pa parts, maintenance, safety,

fuel, oils, tyres, flight training schools, simulators, pilot supplies, insurance and everything else you need. This year, the show is also incorporating everything rotor-based – Heli Expo.

Ticket prices are £15, which gives you access for all three days of the show. If you can’t wait til June, the Aero Expo is also being held in Prague on May 22-24. W:

Get up close to a variety of machines at Aero Expo.

May 2009 LOOP 63

For more events, visit FLY OLD AIRCRAFT


Write in if you know the collective name for a parade of Moths!


Your chance to fly rare aircraft This is a great opportunity to get up in a very rare aircraft and feel good about it because you’ll be helping raise money for charity. A Tiger Moth, Hornet Moth, Leopard Moth, Chipmunk, Dragon, Messenger and Auster will be at the event, which is organised by the de Havilland Moth Club, and a flight will cost £70 per passenger. Flying starts at 11am on Saturday and 10.30am on Sunday (until about 6pm). This year, the charities supported are Great Ormond Street Hospital for Sick Children, Help for Heroes

and the de Havilland Educational Trust. For those who prefer to watch from the ground, there will be the added attraction of the Queen’s Birthday Flypast on Saturday and Captain Neville’s Flying Circus on both days, plus a rally by the Jaguar Drivers Club SS Register 1930s re-enactment group. During the course of the weekend it’s hoped that 60 young people, each sponsored by a member of the de Havilland Moth Club, will have the opportunity to fly. Due to the intensity of charity traffic and the closure


of airspace on Saturday for the passage of the QBF, organisers can only accept aircraft taking a planned part in the operation and whose owners have received

a full written briefing. However, there is free parking and entry throughout the weekend. T: 01442 862077 E:

Fancy a ride in a de Havilland DH82A Tiger Moth?



Land, sea and lots of air Organisers of the Kemble Air Show have joined forces with Fly Navy 100, which will form the theme for this year. What will be there is being kept secret, but last year saw Messerschmitt

Me109s, Spitfires, Apache Attack Helicopters, Hawks and Typhoon F2s. Plenty of entertainment on terra firma is also promised, so you don’t have to strain your neck all day. W:

L-R: Medaline George, Kester Hodgson, Harry Denford, Susannah Moody and Tim Macavo star.

Could a freefall parachute display be on the cards?


A weekend away Beverly Airfield has taken the plunge and decided to host its first ever weekend event, and would like your help to make it the success it deserves to be. While everyone is invited, it is hoped the event will tempt lots of microlighters, as a new microlight school has opened on the airfield.

There will be a barbecue on both days and camping is available. Pilots are asked to radio in from 10 miles out on 123.05, as RAF Leconfield is close by and host to the Air Rescue for the area. Landing fees will be waived for the weekend. T: 01964 544994

Take off for the theatre... It’s not often the theatre and aviation go hand-inhand, but for one night at the Chequer Mead Theatre in East Grinsted the show ‘Club Class’ will be in town. Join a cast of five playing pilots, passengers, baggage handlers and bits of the Airbus A320 in a fun-packed charter flight to Portugal. Written by ‘Jongleurs’ comedian Harry Denford, himself a former airline pilot, this hilarious comedy has been voted in the top five new plays by The

Times and it’s now in its fourth year of touring, having played to audiences bigger than the average jumbo jet. Harry, a full time stand-up comedian and a very successful TV and radio writer/performer will make a cameo appearance as a passenger in the show. Guests that go in fancy dress as either passengers, crew or pilots get in for only £10, people in normal attire will be charged £12. W: clubclass_theatre


To discuss a customised marketing campaign call Victoria Griffiths on 01223 497060

May 2009 LOOP 64



Flyaway to France A perfect weekend getaway by the coast PAGE 60-61


Seeking out the sun Eric Raymond, the man behind the legendary Sunseeker, talks exclusively to LOOP about his love of gliders and his inspiration for solar-powered flight Eric Raymond’s career in flying began with hang gliding. In addition to numerous contest wins, he earned the title of World Aerobatic Champion in 1983 and 1984 consecutively. He designed and constructed harness systems that were widely copied and much of his original equipment is still in use today. He was invited to fly Gunther Rochelt’s humanpowered Musculair 2, and with Rochelt’s help he formulated the concept for the Sunseeker. The Sunseeker went on to break all previous records for solar-powered aircraft. Raymond studied aeronautical engineering at University of California San Diego and also photography at the Rochester Institute of Technology. He has dozens of magazine covers to his credit. From 2003-2007, he worked with AeroVironment on

classified projects building unmanned aircraft with advanced composite materials for the US military. Eric holds both a commercial and instructor rating in gliders. Eric founded Solar Flight and began construction of his design in 1986. Progress was slow until 1988, when support was found in Japan. With the help of Sanyo and several other corporations, the Sunseeker was test flown at the end of 1989 as a glider. In early 1990, batterypowered flights were made with two brush motors driving a variable pitch prop, which could be feathered for gliding. The motor and prop mechanism were not satisfactory, so an AC brushless motor and a folding prop were installed.

F15 and astronauts and I just wanted to get into the air. I got into it through hang gliding and I was bitten by the bug straight away. I enjoyed it more than flying as I could afford more flying time. It felt more of an adventure. I then moved to the Alps in 1983 as it was the best place to fly.

Q What first attracted you to aviation? A I think it was seeing the

Q Do you still fly piston aircraft as well? A I used to fly a powered

Not available yet, but Eric hopes to go into production.

Sunseeker flying over Southern California’s high desert. glider commercially, but generally not any more. I just prefer the glider, the way it flies, the maintenance. I also love the sound and the smell and just being in the hangar. Q How did it all start? A I was invited to fly the fastest human-powered aeroplane (and that sounded fun and exciting to me, not at all like gasolinepowered aircraft). Then, when I flew the

Sunseeker is the only one of its kind.

Musculair II, built by Günter Rochelt, it occurred to me that even a fraction of sunlight falling on the wings through solar panels would be able to last much longer than I could. I first had the idea for solar-powered flight in 1979 but it wasn’t until 1986 that I had my final plan and finished the design – well I say finish, it’s never finished. It first flew in 1989 and I flew it across the country, mostly as a powered glider, in 1990. I then built new wings that took quite a while to develop. They hold much more power so it’s more like a powered craft as it’s faster and heavier. And it’s just been developing from there with more power, more weight, better batteries. Q Did you choose solar power to try to save money or the environment? A Well, I’ve certainly not saved any money so it’s not an economical reason. It was

to find a new way to fly. It’s a glider that runs on solar power, so it’s completely different to how a piston engine feels. Q What’s the longest continuous flight you’ve had in Sunseeker? A It was about eight-and-ahalf hours and covered 264 kilometres. But in 1990, after many long test flights, a series of flights were initiated to cross the Untied States, and during August the Sunseeker crossed the country in 21 flights, with 121 hours in the air. Q Where is the project based? A Zurich, where I live. It’s not because of the amount of sunlight or anything like that, it’s just because I’ve always loved flying round the Alps. Q What are your next plans for the project? A A two-seater. There is

still some extensive engineering to be done: we’re researching materials, battery cells and a lot more. We always planned to go into production (you can’t buy a Sunseeker at the moment, this is the only one), but it hasn’t materialised yet. Hopefully one day it will. Q Doesn’t it hold several world records? A I definitely hold the record for distance, and I think I hold the world record for duration of flight. It’s a bit difficult really as the FAI only recently established categories, and all the record flights are older than the categories – so they are planning to see what I can do this year and establish some ‘official’ records. Q Where’s the next trip? A Next week we are going to fly down to Italy, head onto Sicily and then back for a bit of sun. W:

Danish VAT law valid until 31st December 2009


LOOP is all about flying – and it’s driven by the passion we all feel for something we love, and the love you have for it as a pilot, studen...


LOOP is all about flying – and it’s driven by the passion we all feel for something we love, and the love you have for it as a pilot, studen...