August 2012

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1A

Wellfolkswe'realmostthere -theLAASywellRally,that megafestofeverythinglight aviation,isjustthreeshort weeksaway.Ican'twait,Ialwaysenjoythe Rallybecauseit'stheperfectopportunity tomeetwitholdfriendsandmakenew ones,aswellassavourthemanysuperb aircraftthatflyinandtakeinthedelights oftheexhibition.Onethingisforsure, therearealwayssurprisesattheRally, somethingnewthatyouhavenever seenbefore,somakeadateandI'llsee youthere.Naturally,wehaveataster fortheRallyinthisissueanditincludes somedetailsfromtheMCaboutflyingin. Itreallyisn'tascomplicatedasyou mightthink

TheBristellisourtestfeaturethismonth, anewmachinethathasitsrootsinthe SportCruiser,whichhasbeenapopular aircrafthereintheUK.Ithinktheterm is'pricedtosell'becauseatundertrialIwithoutinstrumentsandavionics},plus VAT,thisaircraftrepresentsverygoodvalue inthecurrentmarketandIwouldexpectit todowell.

Spinningaccidentsarea recurringthemeinthestatistics butanangle-of-attackwarning devicemayjustbethepieceof moderntechnologythatcan makeanimprovementtothe accidentrates.SothinksDavid Joyceinoneofthemostthoughtprovokingarticlesonthissubject thatI'vereadinaverylongtime. Pleasereaditandthinkaboutit; weareallvulnerabletothiskind ofaccidentnomatterhowmany

hourswehaveor howgoodwethink wearel

Poundengines andvintage aeroplanes,what morecanamanwant?

'ProjectNews'this monthfeaturesDudley Pattison'sbeautiful ElitzerwithitssevencylinderRotec,and GerryCooper'slovely MmuneMS.315E,which hashadthelarge,ninecylinderRotecfitted.The hrstThatcherCX4iswell onthewaytoo,andyou canseethatattheRally.

Wefollowupon RichardMole'stheoretical tailplanepiecelastmonth withthestoryofhowthat theorywasputintopractice tocurethehandlingwoesofaMurphy Elite,andasever'SafetySpot'highlights anotherbatchoftechnical issuesthathavebefallen aircraftontheLAAfleet Aquickmondupofwhat wasanothervelygoodRSA FrenchHomebuildersRally concludeswhatIhopeyou willfindtobeaninteresting magazine.MuchasIwant youtoreaditthough,I'd alsoliketothinkyouwillbe spendingyourtunetatlast) gettingsomeflyingin!

EDITOR ikInikoel

Flysafely!

BrionHope

-F-

QUALITYANDIMAGINATION

Thegoodnewsisthatitdoesn'tseem tohaverainedtoday,StSwithin'sDay, somaybewemighthavesomebetter weathertocome!Wecertainlyneedsome sunshineafteranotherhorriblywetmonthseeing eventsbeingcancellednationwideacrossall mannerofsports,withairshowsandfly-insbeing hitparticularlyhard.

TheweatherwasrelativelykindforFairfordand thankfullyitwasalsoreasonablywellbehavedfor Farnborough.Oneofthehighlightsoftheshowwas amock-upofRichardBranson's SpaceshipTwo, themostambitiousandimpressivecreationfrom thehomebuiltgum,BurtRutan.Ifevertherewas ademonstrationthatourimaginationcanrealise amazingthings,thenthisisit;fromthefuturistic butsimpleVariEzetothefuturisticandfantastic SpaceShipTwo.

InJune,theLAAhadastandattheGoodwood FestivalofSpeed,thethirdtimethattherehas beenanaviationelementtotheshow,andon thisoccasiontheexhibitionwassitedatthemain entranceasopposedtobeingsomewhatremote ontheaerodrome.TheRedArrowsmadean appearance,asdidapairofTomados,andthe awesomeTyphoondelightedthecrowdswithits agility.Thereremainssomefine-tuningstilltobe donetomaketheGoodwoodAviationShowtruly successful,butIbelievethatiftheconditionsare rightthentheLAAwillbethereagainnextyear, andthatitwillbecomeaseriousvenue.There isashortreportabouttheshowinthisedition, includingaphotooftheLMstand,andsomeofthe delightfulshowhelperswhofreelygaveoftheir timetoassistus.

PLANSANDPLANES

Thismonth'sissuealsofeaturesaflighttestofthe Bristell,anewall-metalkitfromthesamestable thatspawnedtheSportCruiser,andthefirstkit-built typethatIhaveflown.Franciswilltellusmoreabout theaircraftinhisarticlebut,frommyperspective asarelativenewcomertothisgame,if youdidn'tknowitwasahomebuilt,you wouldneverguess.Thisseemstobe typicalofsomanyoftoday'skitplanes. LastmonthIalsohadtheprivilegeof beingshownaroundRobinRotherick's workshop,andsawatfirsthandthe RV-8heisbuilding.Whilethewingsare complete,thefuselageisinitsearlydays, withonlythestructureimmediatelyaft ofthefirewallinplace.However,thisis ampleenoughtoseethebuildquality oftheVan'skit,andalsothecareand EO

attentionbeinglavishedonit.Thereisatheme here-thevastmajorityofourhomebuiltsoutshine manyofthecertifiedtypessatonairfieldaprons, andthishastobeareallygoodreasonfortaking thePermittoFlyroute.Weneedtogetthismessage outtothecertifiedworldandletthemknowwhat they'remissing!

Onanothertopic,lastmonthBrianHope respondedtoamemberwhohadinquiredwhether ornottherewasanLAAstrategy.Brianconfirmed thattherewasindeedastrategyinplace,and wentontoanswersomeofthespecificpoints raised.DevelopmentoftheLAAstrategyisof courseanongoingconsiderationastheregulatory environmentandouraspirationsfortheAssociation change.Itisalong-termstrategy,constantlyfinetunedandlookingoverthenextfiveyears,andI willbewritinganarticlefornextmonth'smagazine outliningsomeofourplanslookingtothenearand longer-termfuture,aswellasinformingyouofsome oftheachievements to date.

OLYMPICSANDRALLY

Finally,asIwrite,theOlympicamAirspace restrictionshavefinallycomeintoforceandwill remainsountil15Augustthisyear.AtlasControlis inplace,andthesystemshavebeentested;theGA communityhasbeenbriefed,informedandwarned oftheconsequencesofgettingitwrong.Licences willbesuspendedand,inextremis,lethalforce willbeused.Beinnodoubtthatwhiletheremay besomeissuesabouttherobustnessofthesecunty aroundtheOlympicsites,therewillbenosuch shortfallwhenitcomestomaintainingsecurityin theskies.Thenationalnewspapershavebeenfull ofpicturesofhelicopter-bornesniperswhohave trainedhardforthismissionandtheywillnotfail. Thereisahugeatnountofinformationregardingthe restrictionsontheInternetincludinga'quickguide' tobefound atvnxwolympics.airspacesofew.corn or viatheSafety/Olympicstabonourwebsite www.lackok.com. Therereallyisnoexcusenotto getitrightandIurgeeveryoneofour readers-andindeedallintheGA community-totakeheed.

IhopeyouenjoytheOlympics whetheryouaregoing,orwatching fromhome-orcontinuingtooperate safelyandlegallyintherestricted airspaceassociatedwiththem.

Ialsolookforwardtoseeingyouat theLAARally.Let'skeepourfingers crossedthatthesunwillfinallymakean ein-Gordon appearanceandshineonusforagreat weekendofaviationandsocialising!

PATRON:HRHPrinceMichaelof Kent,KCVO,FRAeS

PRESIDENT:SirJohnAllison

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DAE,CEng,MRAeS,StewartJackson

CHAIRMAN: RogerHopkinson

CHIEFEXECUTIVE:RichDuneveinGordon

CHIEFENGINEER:Francis

Donaldson,IttechC.EngFRAeS

CHIEFINSPECTOR:KenCraigie

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TurwestonAerodrome,NrBrackley, NorthantsNN135YD

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ENGINEERING

EMAIL: engineering@laa.uk.com

LIGHTAVIATIONMAGAZINE

EDITOR: BrianHope

TEL: 01795662508

EMAIL: BFfiodel@talktalk.net

MEMBERS'CLASSIFIEDADS

EMAIL: sheila.hadden@laa.uk.corn

Whileeverycoreistakenwith contributors'manuscriptsandphotos, neitherTheLightAircraftAssociation northepublishercanacceptliability forlostordamagedmaterial.The viewsexpressedbycontributorsdonot necessarilyreflectthoseoftheLAA

RichDunev

LAANEWS

ItwasgoodfortunethattheSouth-EastofEnglandexperienced generallyunflyableweatheronJuly14,thefirstdayoftheOlympic restrictedairspace,becausetheflight-planfilingsystemwasrunning anythingbutsmoothly.

Pilotshavetofileaflightplanandhaveitaccepted,andreceivean approvalnumberbyAtlasControlbeforetheycanflyintheR112zone, andnotunreasonablymostpeoplewouldliketoknowthattheirout andbackflightplanshavebeenapprovedbeforetheyfly.Theapproval canbereceivedviaatextmessage,veryusefulifyouarebasedata stripwithoutabroadbandfacility,butitwastakinghourstoreceivean approval,andthenitwasusuallyonlytheoutboundflightandyouwere leftwonderingifyouwouldbeabletogetbackhome.

Inevitably,thebulletinboardswerebuzzingwithdisgruntledpilots, butfairplaytoHATSandAtlasControl,onMondaytheyacceptedthat theyhadhadproblemsandpromisedtheyweresortingitoutwithmore

LAPLMEDICAL

TheCMhaspublishednewinformationonobtainingaLightAircraftPilotsLicence (LAPL)MedicalfromyourGeneralPractitionerwhenthenewticencecomesinto forceon17September.TheMedicalwillalsobeavailablefromAMEs.

Thenewdocument,descriptivelyentitled Information forGPsabout the LAPL Medical Certificate andNPPLMedicalDeclaration, outlineswhattheGPhasto dotoregisterwiththeCMandcarryoutthemedical.Itcanbeviewedonthe LAAwebsite www.laa.uk.com ontheNewspages.

TheLAPLwillbethenearestthingwehavetoaEurope-wideNPPLandshould beattainablebythevastmajorityofpilotswhocurrentlyflyonanNPPLMedical

ETHANOL-FREEMOGAS

BarryPlumbreportsthathehadaninterestingchatwithagentleman fromtheBlackMountainsGlidingClubrecently.Theyhaveapproval (viaanSTC)tooperatetheirPawnee235tugonmogas,butwere findingdifficultyinobtainingfuelwithoutethanol.Aftersome research,theylearnedthatitisstillpossibletoobtainethanol-free fueldirectfromtheMurcorefineryatMilfordHaven.Theethanol-free EN228isavailableforloadingontotankersattherefineryloading rackandisalsotransportedbyrailtankerstotheMurcodistribution depotsatWesterleigh(betweenBristolandYate)andtoTheale (nearReading).

Thismeansthatanyairfieldwhichwishestostockethanol-free mogascanemployafueldistributiontankeroperatortocollectfuel fromMilfordHaven,Westerleigh,orTheale.Itisunderstoodthatthe fuelwillbeethanol-freeforatleastthenext12monthsandpossibly slightlylonger,butafterthatitisMurco'sintentiontoaddethanol. MurcocanbecontactedviaChrisBlakeatMurcoCommercialFuel Saleson01179576280.

DAPFCONSIDERSGA

Somegoodnewsforachangefromtheregulators.Thegovernment'sDraft AviationPolicyFrameworkrecognisesthecontributionmadebyGeneral Aviationandmakesanumberofpositivecomments.LAAViceChairman, JamesTannock,theGAAllianceleadonthisissue,comments,"Thecontrast withthe2009DffGreenPaperisnotable.Inthesenewpolicyproposals,GA isrecognisedandacceptedasasignificantandusefulsectorofaviation,to beprovidedwithsomepolicyprotection.ThisreflectsGAAlliancemembers' strongengagement,advocacyandstakeholdereffortsovertheEastfewyears, culminatingwithourresponsestotheDff'sdraftscopingdocumentandthe NPPFconsultation.Wemustalsorecognisetheinvaluablestakeholderworkof theGAAC,especiallyontheNPPFconsultation.Havingsaidthat,therearesome areaswherewewillneedengagementtoprotectourposition."

TheDAPFwaspublishedon12Julyandcanbedownloadedfromassets.dft. gov.uk/consultations/dfL2012-35/draft-aviation-polictframework.pdf ThereisalsolinkfromtheLAAwebsitenewspagesat wwwlaa.uk.com 8LIGHTAVIATIONALICHST111I?

staff,computertrminalsandphonelines.Aswegotopress,reports arethatinboundandoutboundplansarebeingconfirmedwithin15 minutesandtherissomeoptimismthatcomethesecondweekend oftherestrictionallwillbewelt.

TheCAAhasalsoreleasedanewQ&Aaboutflightplans,whichcovers thetypicalerrorsthatarebeingmade,andincludesusefulinformation aboutfilingaflightplantoadestinationoutsidetheUK;theFIR informationrequiresenteringinadifferentformattothe'normal' AFPExsystem.YoucanaccesstheQ&Aat www.tinyurl.comfr112qonclo1 orviatheLAAwebsite.

TheCAAsaidtherehadbeennoreportableincidentsinthefirst ninedays,sowelldonetoallthosepilotsflyinginthearea,keepup thegoodwork.IfyouwanttoflywithinR112youcancheckthe operatingproceduresviatheLAAwebsiteunderSafety/Olympicsat www loo.uk.com

Declaration.ItsadvantagesoveranNPPLaretwofold:firstly,itenablesyouto operateoutsideUK,ChannelIslandandEireairspace(whichiscurrentlyonly opentoNPPLMicrolightholders);andsecondly,from65yearsofage,aLAPL MedicallastsfortwoyearsinsteadoftheNPPLMedicalDeclaration'soneyear.

ForClassTwoMedicalholdersflyingonaPPL,theLAPLoffersanalternative licencewithasomewhatlessarduousmedical.Unlesstherestrictionsof aMTOWof2,000kg,threepassengerseats,Europeanairspaceonlyandno flightinIMC,areprohibitivetothekindofflyingyouundertake,thenitisa usefuloption.

GORGEOUSGOODWOOD

GoodwoodwasonceagainalivetothethrillsandspillsoftheFestivalofSpeed inlateJune/earlyJuly.Thisannualhomagetotheautomobileattractedmany tensofthousandsofvisitorsoverfourdays,andforthepastthreeyearsthe organisersaddedanaviationexhibitionasanaddedattraction.

Thisyear,theaviationexhibitionfeaturedawiderangeofaircrafttypes,from gyrocopterstotop-end,single-engineturbines.Flyingschoolswerealsoon handtoattractbuddingpilots.Thearmedforceswereevidenttoo,withstatic helicopterdisplaysplusairdisplayseachdayincludingtheRedArrowsanda Typhoon,theRAF'slatestandincrediblyagilefighter.TheLMwasalsopresent withadisplaystandinoneofthepavilions,andwemanagedtoscoopafewnew members,plusweaddedagoodfewnamestothenowpopulare-newsletterto spreadthewordmorewidely.Wewerealsovisitedbyatroopofperiod-style delightfulairhostesseswhohelpedhandoutmagazinesandandleaflets.

WilltheLAAbetherenextyear?Well,quitepossibly.Theorganisersseethe potentialoftheaviationlife-styletotheevent,andweareworkingwiththemto makeitmoresuccessful.OurCEO,RichDunevein-Gordon,extendshisthanksto GrahamNewbyfororganisingtheLAApresence,andtotheLAAvolunteerswho helpedout.

FLY-INNEWS

Thepoorweatherhascontinuedtoplayhavoc withfly-insupanddownthecountry.Derbywas planningacelebrationeventfor20yearsofthe airfield,25yearsfor DerbyAeroClub and30 yearsforAirspeedAviation,butthathashadto becanceltedduetotheairfieldbeingcompletely floodedinearlyJuly.Iamsureweallwishthem andanybodyelsesufferingsuchextremeweather problemsahastyresumptiontonormaloperations

The ScottishAeroClub eventatPerthhasbeen rescheduledfor12Augustandyouareinvitedto flyinontheSaturdayandmakeaweekendofit. BreakfastsandaBBQwillbeavailable (PPR01738551631).

BostonAeroClub isholdingaCropDusterFly-in on4August.

LoxleyFarm hasaneventon18-19August.The 500m30/12stripislocatedamile-and-a-half southeastofEastKirkbyinLincolnshire.ABBMF SpitfiredisplayispromisedfortheSunday,along withovernightcampingandfreefoodanddrinks. Tel:07855758085formoreinformation,and 01790763252forPPR.

YeatsallFarm, AbbotsBromleyhasacharity wingsandwheelseventonBankHolidayMonday, 27Augustwithmilitaryvehicles,fireengines,

DUDSNEEDSYOU!

DudleyPattisonwho,alongwithchumsfromtheWiltshire Flyers,isrunningtheHomehuilderCentreattheRally thisyear,isaskinganymemberwhohasafewphotos ofaprojectunderconstructiontomailthemtohimat dudleypattison@btinternet.com ortocolleagueMartinat msims@mibtree.com- theplanisforMartintoproduce aslideshowtoruninthemarqueeallday.Another requestisforanA4orA5sheetwithaphotoofyour completedprojectwithafewsalientdetailssuchas approximatebuitdtimeandcosts,possiblywhyyou choseyourparticularprojectandanyotherdetails thatyoufeelmayencourageotherstotravelthe sameroute.

ThewholeaimoftheHomebuilderCentreisto demonstratethatanybodycanbuildanaircraftif theywishtobecausethereisalotofhelpoutthere tocallupon.Socomeonchaps,it'syourRally, sogetthoseitemsintoDudsorMartin.Norush, anytimeinthenextcoupleofdayswillbefine!

BristolHerculesengineruns,steamengines, 1940s'entertainersandmore.ThereisalsoaBBQ. Phone07973940222ontheday.

The Anglo/IrishFly-in takesplaceatClonbullogue (EICL)on24-26August,alwaysagooddo.For informationandregistrationcontactHarry Bennisonon07961809807.

And WiltshireFlyers haveaFreeFly-InatLower Upham(theSwindonone)on23September.PPR essentialasnumbersarelimited.Call01793 791517(officehours)or07748105177.

Unfortunately,ithasbeendecidedthatdueto unavailabledates,the PartyinthePark eventat OldWardenwillnotbere-scheduledthisyear. Adateforthe2013eventwillbeannouncedas soonasitissettled.

Likewise,despiteearlyhopesthattheStOmer partofthe LAA/RSA65thAnniversary wouldbe re-scheduledformid-September,thatwillnotnow happen.However,attherecentRSARally,Roger HopkinsonmetwithRSAPresidentHediBelage andinitialideashaveformedforanannualevent involvingbothassociations.Adefinitiveformat hasyettobedecidedbutlookoutforanewevent in2013. www.lightaircraftossociation.co.uk/events.html

AIRVENTUREADVENTURE

FormerLAACEOandcurrentBoardmemberGraham Newby(pictured),andIanSeager,themanaging directorofSeagerPuhlishingthatpublishes FLYER magazineandworkswiththeLAAonLightAviation, areflyingIan'sCessna182acrosstheNorthAtlantic toEAAAirVentureat Oshkosh.Oneofthree aircraftmakingthe trip(theothersarea TB20andaBaron), IanandGrahamset outfromHenstridge onSunday15Julyand flewuptoWickinthe northofScotland. FromWickthey flewtoReykjavikin

Icelandthenextday,andonTuesday,havingsorted amagnetoproblemwereoffonthe740nmlegto KangerlussuaqinGreenlandandonwardon a 480nm legtoKuujjuaqinQuebec,Canada-alongday'sflying. FromCanadatheplanistoheaddowntoOshkoshfor AirVentureandreturn totheUKviaasimilar routetotheoutbound. Youcanfollow progress,andseesome fantasticpicturestaken onthetrip,onthe FLYERforumat hap:// forums.flyer.co.uk- see Tripreports/Flightto Oshkosh2012-andthe FLYERFacebookpage.

NEWSYWEU.STRUT

PlansareafoottoformanewStrut atSywell,homeoftheLAARally.It isratheroddthatinsuchahotbed ofLAAinvolvementwedonothave anLAAStrutintheNorthampton areasoNigelRamsayhasstepped forwardtoseeifthereissufficient interesttostartone.Airfield ownerMikeBletsoe-Brownhas kindlyagreedtotheuseofaroom formonthlymeetingssoNigelis keentohearfromLAAmembers withintravellingdistanceofthe airfieldwhowouldbeinterested inbecomingStrutmembersand possiblyevenhelpingtorunthe Strut.Inthefirstinstance,please contactNigelat nskywrite@aol. corn orphone07821718763.

CANCERWALK

LAAmemberSimonKynaston unfortunatelyrecentlylosthis wifeLizzietocancerandtoraise awareness,andfunds,forthe charityTargetOvarianCancer, Simonisabouttosetoutonawalk fromtheirhomeintheAustrian AlpsnearKufsteinairfieldto Lizzie'sformerhomeinScotland. HisroutewillbethroughtheRofan mountainsnearAchensee,Austria, Fussen,Konstanz,Basel,Dijon, Paris,Boulogne/Calais,Dover, Canterbury,London...thenup throughtheeastMidlands,Pennine WayandontoGlasgow.Hewillbe campingashegoes.

YoucandonatetoSimon'schosen charityat www.justgiving.com/ tizzieswalkandwewillbeletting youknowhowhegetsonviathe magazineande-newsletter.Good luckSimon.

PALACETHANKS

Thefollowingletterwasreceived byAssociationChairmanRoger HopkinsonfollowingtheLAA's congratulationstoHerMajestythe Queenonthecelebrationofher DiamondJubilee.

DearMr.Hopkinson, Ihavebeenaskedtothankyou andthemembersoftheLight AircraftAssociationforyourkind lettercontainingomessageof loyalgreetingstoTheQueen,sent ontheoccasionoftheSixtieth AnniversaryofHerMajesty's AccessiontotheThrone.

TheQueenmuchappreciatesyour thoughtfulnessandsendsherbest wishesforanenjoyableDiamond Jubileeyear.

Theletterissignedhy ChristopherSandamas,theChief ClerktoTheQueen.

DARTMOORCHANGES

TheCAAhasgivensupporttoaMinistryofDefenceplantoaltertheway theDartmoormilitaryDangerAreaismanaged.TheDangerAreaairspace willbesub-dividedintothreenew,smallerDangerAreas,eachwithitsown operatinghours.EachminiDangerAreawillbeclosedasandwhenrequired bythemilitary,possiblyleavingtheothertwoopentootherairspaceusers. Closureswiltbenotifiedbyelotam.Thechangesareduetocomeintoeffect on26July2012.Detailsofnotifiedupperaltitudes,timesofactivationand fullco-ordinateswillbepublishedintheUKAIR www.coaco.uk/docs/14/Dortmoor%200onger%20Areas.pdf

AGMINVITE

Areyoucomingtoour2012annuallectureandAGM?Areminderthatit wilttakeplaceatTurwestononSaturday29September.Ourlecturewit( befromSqnLdrStuartReidBScMCGIRAFwhofor11yearswasaBBMF LancasterandDakotapilot.Therewillalsobeanopportunitytotalktothe Engineeringteamandalunchwillbeavailableforaround£6.1fyouare intendingtocometotheevent,itwouldbehelpfulforplanningpurposesif youcandropPennyanemailat penny.sharpe@laa.uk.com

SUPERMARINEAGENCY

PaulFowler,theenthusiasticownerofEnstoneFlyingClub and thedrivingforcebehindtheprojecttoformasquadronof Mk268SpitfirereplicasattheOxfordshireairfield,hasbecome thenewUKagentforthetype.Paulisdelightedbythemove andhopestoencouragemoreinterestintheaircraftaswellas supportingexistingownersandbuilders.Contacts:01608678204, enstonetlying@btconnect.comand www.enstoneflyingclub.co.uk

BrianHope,60QueenboroughRoad, Sheerness,KentME123BZ E:BaHodeKgralktalk.netT:01795662508

JOLLYJACKAROOS

YOURECALLBARNFINDS,REMINDUSABOUTTHEHANDYEUROPEANHEALTH INSURANCECARDANDCOMMENTONANOLDSWINGER'SCHIRP

MOREJACKAROO

DennisNevilleisthe thirdpersontodoabarn findofJad<arooG-ANZT.After beingPWELl'd (permanently withdrawnfromuse,Ed.) inthe early'705,alongwithG-AOEX theprototype'Roo,itwas dismantledandstoredinabarn atThrapston.Theenginesand wingswereremovedandvarious partswereusedforotherthings. TwoofushadTigerMothsat thetime,in1974,sowebought thefuselagesandtheremaining partsasspares.E25oisthefigure inmind.Theseweretakenaway onalorryoneatatimeandtaken home.Thefirstbarntheywere storedinwaswellofftheroad inWestBerkshire.Apparently rumoursofaplanestoredina barninBerkshirefilteredoutinto theoldaeroplanecommunity andeventuallysomeoneIknew foundthemandtoldmehow disappointedhewasthatthey werenotmoreesoteric.That barnisstillknownasRooCity. Theywerethenmovedagain, intheearly198os,andItold theteamthatlookedaftermy TigerMothaboutthem.We soldG-AOEX,theprototype,for rebuildanditisstillbeingrebuilt ThenDennisNevilleturned upandinsistedonbuying'NZT, sowesoldhimwhatwasleftof thefuselage.Ithoughthelooked abloody-mindedsortofchap whenhecametocollectit,so saidIdidn'texpecttoseeitflying again.Iknewthatwouldannoy himenoughsohewoulddoit! Subsequentlyheflewovertosee usjusttoprovemewrong. Iwasthenabletogivehim photosofmyroadtransport collectionfromThrapstonand acopyoftheodginalThruxton Jackaroosalesbrochures.

Ihavefondmemoriesof'NZT. Itwastheaeroplaneinwhich Istartedandcompletedmy PPLcoursein1965. JoeMlle

CABLEBREAKAGES

Ihopethesystemisretained wherebyafailureofthethrottle linkageleadstomaximum

power.Suchafailurehappened tomeonceinaStampeand althoughmaxrevswasn'tdoing theRenaultmuchgood,Ididat leasthaveplentyoftimetofinda suitableforcedlandingsite.Once sureofglidingin,Icutthemags. Thepointis,Iusedtoflythat aircrafttwiceayearacrossthe Channel.Hadthelinkagefailed overthesea,I'dstillbewriting youthisletter,whereaswith asystemwherethethrottle closes,I'dalmostcertainlyhave drowned.

NickBloom

EUROPEANHEALTHCARD

IwasinHollandatthestart ofthisweekdoingacouple ofaircraftannualchecksand hadtopayavisittothelocal AEIEdepartment.Bygreatgood fortune,mywifenagsmeto canymyEHIC (EuropeanHealth InsuranceCardwhichreplaced theoldEm.Ed). Beforebeing allowedtopassfromreception totreatment,thisandmy passportwerecheckedand recordedinthehospitalfiles.It wouldperhapsbeagoodthingif periodicallyyouweretoremind LAAmembersplanningtrips abroadtomakesuretheycarrya cardwiththem.Mycompanion forthetrip,despitealifeflying commerciallyalloverEurope, hadneverheardofthiscard. Mucheasierthanpayingupand

thengettingaclaimlodgedwith one'stravelinsurer. HowardCox

Thanksforthattimelyreminder, Howard(minehadexpiredsoI havejustrenewedit).I'msure manypeopletravelaround Europewithoutthinkingabout travelinsurance,sotheEItis o verygoodbackup.TheEHICis validit?allEuropeanEconomic Area(EEA)countries,including Switzerland.Itallowsyoutoget statehealthcareatareduced costorsometimesforfree,and willcoveryoufortreatment thatisneededtoallowyouto continueyourstayuntilyour plannedreturn.Italsocovers youfortreatmentofpre-existing medicalconditions.Youcanapply foracardonline,freeofcharge atwww.nhs.uk/NITSEngland/ Healthcareabroad/EHIC/Pages/ about-the-ehic.aspx Thecardis validforfiveyears. Ed

PROPSWINGING

Manymemberswillhaveread 'TheOldestSwingerAround?'by WingCommanderKenWallisin CHIRPGAFeedback,IssueNo: 52 2/2012. Icannotclaimasmany yearsofexperience,butafter readingtheletterandagreeing wholeheartedlywithmostof whathewrote,Ifeltthatthere wereimportantpointsthat shouldbeaddedtohisreflections.

IhaveoperatedaColibriwitha convertedVWengineforaround 25yearswithan'Armstrong' starterandhand-swungthatand manyotheraircraftoveralonger periodandmysuggestions arebasedonthatoperating experienceandmaintaining ignitionsystemsofmanytypes. Inmyview,itisessential, beforeevenconsideringhandswinginganaircraft,thatyou areawareofthedetailsofhow the'mechanicalgubbins'or whateverelsethat'sdown thereunderthecowlingoperates andwhatitsrequirementsare duringstarting. Restrictingmycomments tomagnetosonly,themost importantpointtoascertainis whetherornoteithermagneto isanimpulsetypeastheir characteristicsaregrossly different.Giventhechoice, Iwouldonlyhand-swingan aircraftfittedwithanimpulse magnetoand,beforeswinging, wouldensurethatonlythe impulsemagnetowaslive.The impulsemagnetoretardsspark productionusingaspringand pawlmechanism(usuallyto TDC)and,aspointedoutbythe reviewer,doesnotrequirea sharpswingingactiontoproduce agoodspark.Asimplecheckto ascertainifanimpulsemagneto isfittedistoturntheengineover slowly,inthecorrectdirectionof rotation,andasthecrankshaft passesthroughTDCaloudclick willbeheardastheimpulse mechanismoperates.Youthen, ofcourse,needtoidentifywhich ofthetwoistheimpulsedevice (conventionallyitistheleftlbut itcouldbeboth.Anon-impulse magnetoproducesaspark usuallyabout25"beforeTDC, justintimetoproduceanice backfire.However,thequality ofthesparkdoesdependupon therotationalspeedofthe magnetoandthusthegreater alacritywithwhichthepropeller isswungimprovesthechancesof abackfire.Ontherareoccasion thatIhavehadtohand-swing anaircraftwithnon-impulse magnetos,Ihavegiven

>LETTERS

thepropelleranevengreater amountofrespectthannormal. Althoughanimpulsemagneto producesagoodsparkregardless ofspeedofswing,inmyexperience asharpswingdoesimprovethe chancesofafirstswingstart.

Andfinally,alwaysremember thatpropellers,liketheweather, shouldbetreatedwiththe greatestrespect!

DavidFrankland

ISLEOFMULL

Inoticedtherewerealotoffolk atGlenforsaairfieldontheIsleof Mullthisweekendwhocouldn't findanyaccommodationasthe GlenforsaHotelwasfullhavea 31-bedholidayaccommodation nearbyanddon'tmindpicking peopleupanddroppingthem oftMywebsiteis www.arlelodge. co.uk- telephoneoi68o300299. HannahMorris

ROUNDINGOFFCOMMENT ONBULLDOGSPIN

Havingreadthecon-espondence inLArespinningithoughtthat youwouldfindthisinteresting andyoumayevenknowafew Bulldogpilotswhowouldbe especiallyinterested.InRAF servicetheBulldogdeveloped abitofareputationforits occasionalreluctancetorecover fromhigh-rotationalspins, somethingthatinstructorswere requiredtoregularlypractice andsomething,ofcourse,that theaircraftwouldnaturally doifgrosslymishandled.The developedhigh-rotationalspin was/isveryfast,buttherecovery drillisexactlyasstandard,just asCharlieFlukedescribedin

RichfliestheScottish AviationBulldog

July's LightAviation. Bethatas itmay,intheearlydaysofRAF opsIrecalloneBulldogbeing abandonedoverSouthport beachwhenitrefusedtorecover fromahigh-rotationalspin, whileonanotheroccasiona Squadron'sbossanditsChief Instructorwerenotableto recovereventhoughthey hadlotsofheightand analyticallyreviewedtheir recoveryactions(oneofthem wasaqualifiedtestpilot).There wereothers,includingone whenthedualaircraftflew homesolo,theinstructor havingorderedabandonment duringaninadvertenthigh-rot spinthatwouldnotrecoverand, havingjettisonedthecanopy andthestudentunstrapping, theaircraftdidrecoverthereby ejectingthestudentwho parachutedtosafety.Following alloftheseeventsofficialRAF BoardsofEnquiryalways blamedthepilotsandthat wasthat.

However,followingthe civilianisationoftheBulldog therewasasimilareventwhen aformerBritishAerobatic ChampionandaformerWorld AerobaticChampion,Xavier deLapparent,wereflyingan intentionalhigh-rotspinand, guesswhat,itwouldn'trecover fromsustainedapplicationof fullanti-spincontrolapplication (throttleclosed,fullrudderto opposeturn-needleindications, control-columncentrally forwardtotheforwardstopand maintain).Oncethedrillfailed torecovertheaircraftXavier tookcontrolanddidnothing

exceptapplyfullpower whereupontheaircraft promptlyrecovered.Hmmml Withalittlelateralthinking Isupposethatwouldbean obviousmove;althoughpower canmakeaspinevenfasterthe additionalairovertherudder andelevatorcouldmakeallthe differencetorecovery. Anyway,althoughtheaircraft wasnolongerinRAFservice, thiseventwastoldtotheRAF's CentralFlyingSchoolandits commentsinvited,particularly regardingBulldogs'high-rot spinsthatwon'trecoverusing thenormaltechnique.Its response:itsawnoreasonto amendtheBulldog'sstandard spinrecoverytechnique. So,themoraloftheseevents formeatleastisthis:ifeverIfind myselfinaBulldoghigh-rotspin thatrefusestorecoverwiththe standardrecoverytechnique(as perthe ApprovedFlightManual), beforejumpingoutIwilltryan applicationoffullpower forsure!

RichardKeech

THEFINALWORD

AtdeHavillandSupportLtd (DHSL)wewereverypleased toseeCharlieHakesettingthe recordstraightonstandard spinrecoverytechnique (LightAviation, July).The AAIB'sfindingsafterarecent TigerMothaccidentmakehis pointsallthemoretopical. Charlie's cridecoeur contains thetime-honouredrecovery methodasadvisedformost situations.Indeed,formanyan uncertificatedlightaeroplane,

suchgeneralknowledge(inlieu oftype-specificguidance)maybe allthatisavailable.

ComingbacktotheBulldog article (LightAviation, June),itis theCEOwho,inhiscontrition, bestidentifiesthetruthforthis particulartypeandforcertain othersbecomingoperableonLAA PermitstoFlyTheRAFBulldog StudentStudyGuideisgood gen,noquestion,butRichD-G isspotonwhenhesays,'Read theaircraftmanual'.Foracivil Bulldogthismeansthe Approved FlightManualfAFM), issuedonly byDHSLoritspredecessorsand customisedtoeachindividual exampleofaparticularSeries andModel.Itisthiscontrolled documentalone,notInternet forumsoralocalAceoftheBase holdingcourtintheclubhouse, whichdefineshowdeliberate spinentryandoptimumrecovery shallbeconducted.

'Controlled'meansthatBulldog AFMamendmentsareonly issuedwithgoodreason,after dueinvestigation,andfollowing thegrantofCAAapproval.Our lastincentivetodoso,perhaps uniquely,wastocounteractsome potentiallyhazardousideas onspinrecoverythenbeing propoundedbyoneofthemassmarketaviationmagazines.We trulydidn'tthankthemforthat! MorethanthreeA4sizepages ofexplicitBulldogspinning informationcurrentlyfeature,all flowingfromdocumentedtest evidenceratherthansupposition andone-offexperiences.

AlsonowjoiningtheLAAfleetis theChipmunk,likewisewithits ownAFMcontainingasimilarly comprehensivespinning section.Thisemphasisesseveral nuanceswhichcouldmakeall thedifferencebetweensuccess andfailureatrecoverytime,one examplebeingtoensurethatthe wheelbrakesareOFFtoenable fullruddertravel.Againitis incumbentonpilotstogethold oftheiraeroplane'sownbespoke copyandtoabsorbit Myapologiesforperhaps slippingintothedefaultflightsafetytoneofNannyKnows BestHowever,ifa12-yearspell asa'TypeCertificateHolderhas taughtusanything,itisthat ourbetter'legacyaeroplanes weretheproductofanindustry withresourcesandskillswhich nowadayswecanonlydream of.Pleaseleamandrespect anypublishedoperating techniquesandlimitations establishedbytheoriginaltest pilotsandobservers,oftenat somepersonalrisk,andyouwill seldomgofarwrongtoday MarkMiller ChiefEngineer, deHavillandSupportLtd

R•IPCI)10 UMW

G-SAHI

V.--Weallhaveourpersonal aspirationsabouthowand wherewefly;somearehappy 17-toscootaroundthelocalpatch, otherscrosscontinents,andmostofusare somewhereinbetween.

Weeachdevelopourknowledgebaseto coverwhatwegenerallydo,whichisnotto saythatknowledgecannotbeextended,but everynowandagainwehavetheopportunity toextendourselves-alongercross-country thanusualortheoccasionalsortieinto mainlandEurope.Itisthenthatwerealise thatthereisawholeraftofinformationout there,ripeforthetaking-ifonlyweknew howtoaccessit...

What'stheprocedureforflyingmyPermit aircraftinGermany?WherecanIgetTAFsand MetarsforFrance?Isthereaneasierwayof gettingNotamthantheAISsite?

Itistoprovidetheroutestolocatinganswers totheseandmanyotheroperationaland planningqueriesthat'BriefingRoom',a newsectionontheLAAwebsite,isbeing developed.Itshouldbeupandrunningina basicformbythetimeyoureceivethisissueof themagazine,soIhopeyou'lltakealook. Theplanistodevelopitovertime,and thatiswhereyou,ouradventurousand knowledgeablemembership,comein. Manyrespondedtomyearlierrequestfor informationtogetBriefingRoomunderway, andIthankthemforthat;mayInowaskthat memberscontinuetosharetheirknowledge andsendmeinformationtoaddtothesite-a usefulwebsite,afriendlyairfield,evenjusta notetosaytheNumber16busrunspastsuch andsuchanairfieldandisaquickandeasy

rideintotown.Thesearethedetails,largeor small,thatcanaddtotheeaseofourplanning andthepleasurewecangainfromourflying. IhopeyoufindBriefingRoomhelpfuland interesting,albeitinitsnew-bornstate,and willhelptomakeita'mustuse'repositoryfor flightplanningandoperationalknowledge. Youcancontactmeat bgjodel@tolktalk.net

BrianHope

LAAETTRAININGCOURSES

It'salmostthatlimeoftheyearwhenwestart ourLAAEducationalTrusttrainingcourses, whichrunthroughthewintermonthsfrom OctobertoaboutApril.Thecourseswere

startedfouryearsagotoanswerademand frommemberswhowantedadviceandabit of'handson'experiencebeforelaunching intoabuildprojectortacklingsomeofthe maintenanceissueswiththeiraircraft.

TheTrustisnowatapointwherewe believethereisanongoingdemandfor courses,ratherthansimplymeetingafinite demand,andweareconsideringoptions toexpandandtakethecoursestoahigher level.Ultimately,wehopethismeanswewill haveaproperTrainingfacilityatTurweston, largeenoughforanairframeandmore technicalequipment,butthatiscurrentlyata preliminarystage.

Fornow,wewillberunningourregular courses-WorkinginAluminium,Avionics, AircraftElectrics,Rotax912Maintenance, JabiruMaintenance,andPropeller MaintenanceandinitiallyaddingComposite aspectsforRVBuilders,andSmallContinental Maintenance.

WearealsolookingatPilotMaintenance,a coursethatwillcoverallthosemaintenance jobsthataCofAorPermitownercando withouttheneedtoinvolveaLicensed EngineerorInspector.Thiscouldevolveinto amodularrangeofcourses,onsubjectsthat doneedInspectorinvolvementlikedoinga top-endoverhaul,ormagnetomaintenance andtiming.Again,weareintheearly stagesandtosomeextenttheprovisionof thesetypesofcoursesdoesdependonthe availabilityofworkshopspace.

Restassured,wearelookingtoexpandon ourexistingprogrammeanddetailsofinitial courseswillappearintheSeptemberissueof LightAviation.•

>RSABLOIS2012

Right:theiurcaTempetewastoFrancewhatthe TaylorMonoplanewastotheUK,althoughthe TempeteusuallyfeaturesaContinentalC90and wasapopularaerobatinitshomeland.There aretwoTempetesontheBritishregister.Twenty yearsorsoagotherewasagroupofTempete ownersinFrancewhoflewasadisplayteam,but itisquiteraretoseethetypenow.The'inside out'landing-gearisastrangefeatureofthis rathersimply-styled,woodandfabricaircraft, butithasacertaincharmallitsown.

ThereweretwoverynicelybuiltJodelD140Mousquetairesattheshow,as wellasmanyotherlodelsofcourse,Thetyperemainspopularnearly65years afterthefirstD9flewwaybackin1948.EvenRobinisbackinproduction withitswooden0R400seriessoIcilyandDelemontezmustsurelyhavegotit aboutright—butIwouldsaythat,wouldn'tI?

eltS.

Left:theColomban Lucioleisreallytaking offinFrancewithnew examplespoppingupat regularintervals.Oneof theveryfewissueswith theBriggs&Stratton engineconversionhas beenaslighthiccupin powerdeliverylowin therevrangewhenthe underslungcarburettoris used.ThetwoLuciolesat Bloisbothfeaturedtopmountedcarbs,as pertheoriginal industrialapplication.

Above:thischarmingWARreplicaFw190hails fromSwitzerlandandwasparkedwiththe MosquitoandaveryniceIsuzuV6-engined Mk26Spitfire.TheWRAaircraftareconstructed alongthesamelinesastheRANDKRseries, havingawoodensub-structureontowhichfoam isgluedtoformtheshape,andaglassfibreskin finishesitoff.Retractablegeartoo!

F.PHEB

FLYINGINA3GVACUUM

Itwasanidyllicsummerafternoon, somewhatofararitythisyear, andthecurvaceousstate-of-theartFlightDesignCTRWtouched downgentlyonthefreshlymowngrassand taxiedaLmostsilentlytotheairstrip'sinformal parkingarea.

DesignedinGenhanybyMatthiasBetsch,the CTslightweightcarbonfibreairframeillustratesthe latestimprovementsinaerodynamicdesign,and itsefficientRotax9f2ULSenginegivesaneconomic cruisingspeedofi3omph.Withatwo-seatcodkpit widthof49inandagenerousluggagecapadtyit is,believeitornot,amicro]ight-butitsrangeand flexibilityaremind-blowing.(And,litheRotaxever wentquietoverinhospitabletenain,theaircraft isfittedwithabuilt-inballisbcrecoverysystemto providearelativelygentlereturntoearth.)

Ofpanicularinterest,andnotsurprisingthese daysinthesehigh-specificationmachines, wasthehi-techflightdeacFittedwitha comprehensiveEFISglasscodmitandMode Stransponder,itladtednothing,buttaking prideofplaceonthepassenger'ssidewas mountedthelargesaeenofanowfamiliar AppleiRadThisrecentandinnovative touchscreenadditiontoapilot'sinventory isamostimpressfitepieceofkit,andwas demonstratedbyDavidMellor,proudand resourcefulovvneroftheCT

Dave'siPadisa3Gversion,whichcanuseboth VM-Fiandthemobilephonecommunications networkinordertoaccesstheInternetAtouchofa buttonbroughtittolifeanditsbrighthx6rhinscreen wasclearlyvisibledespitethesunnyconditions outsidethecockpit.Atouchofthatscreen

broughtanewdimensiontothecockpitandwewere looldngataremarkabfircleartopographicalaviation diart(CAAhalf-million)ofthelocalarea,atitscentre theaircraftslorabonaccuratelydepictedthanksto theAppleiPachsownbuilt-inGRSinputWithanother touchofthescreen,Davidintroducedthenavigation app.Abrightly-eolouredtracklinewasimmediately drawnfromtheairstriptohishomebasenear alargeurbancenfire.Thiswasmost impressivebecause thetradtcould bemodified instantaneously bythetouch ofafingertipto detourfromthe directroute-a vitalfeatureinany flight-planning taskwithlight aeroplanesinthese daysofpermanent andtemporary controlledairspace. Atanothertouch, theweatherapp was triggered,showingall theweatherforecasts andactualsforthe entireroute

andaltematelandingfields.Itwouldalsoshow thewindsaloftfortheflightplan,However,at thispointthePad'spoweiswerechallengedtoa significantdegreebecausetheyrelyona3Gsignal; atthisparticularlocabonnonewasavailable. Althoughthenearestmobiletelephonemastwas situatedontopofahillonlytwomilesdistantand clearlyvisible,ithighlightedthefactthatmany counnysidemasksarenot(yet)3Gequipped.They arefineforoureverydayloraImobiletelephone conversationsbutsmartphonesandother technologyarebeyondtheircapabilityatthis time.TheiPadremainedmute.Davidshrugged hisshouldersandconfinuedhisfascinating demonstrationtoshowhowthemostrecentapps benefitthepilotoftoday.

Heshowedthatalthoughtheweatherfeature currentlyhadnorelevantincomingdata,itwas wide-rangingand,atthetouchofafingertip,could showtheweatherforanyLIKlocation.Realm displayedtheflight-planningappthatintheblinkof aneye,calculatedtheroutetiacksanddistancesand includedthefuelrequirementsenmute-ataskthat haspreviouslytakenmostpilots3ominutestosort outusingpencilandpaper.

Asafinale,Davidintroduced anothervitalapp,andthere, completewitheverydetail,was theATCFlightPlanreadyforfiling withAFPExassoonasthethadwas baddncontactwitha 3Genvironment

ToanoldCubpersonlikeme,used onlyLoakneeboardROGandfolded chattthisnewtechnologywaslikea magicwand.TopmarkstoDavidand hischntemporaiieswhoaremaking killuseofthisavailableatechnology SoonitwastmeforDavidandhis youngsonNimlastoreturntotheir homebase.Afterathoroughpre-flight

check,theultra-quietRotaxwasfiredupandthe diminutivebutelegantCTRWtaxiedouttoR3zand subseguentlydepartedonitsreturnflightAsit climbedawayandheadednortheast,DavidMew thatitseverwatchfuliPadwouldsoonbeincontact withasuitable3Gsource-givingasomewhat differentmeaningtopulling3gthanairoaft.

THEVAN'SCURE

Therecyclingofhouseholdwastenowfomisalarge partdourlocalindustry.Inotasupennarket-ddven liveswedisposeofhugequantitiesofplasticand wrappings.Itsdisposalhasbecomeanindustry initsownnghtanditshaulagecontractorswork 2417tokeepthestuffmovingtothevariousdepots forprocessing.NotonlyisLheeverydaybusiness offulfillinglocalgovernmenttimetablesvery demandingbutalsothemaintenanceofheavytnicks andthewelbeingoftheircrewsandstaffarehighup inthehaulagecontractor'slistofprionties.Sowhat's allthisgottodowithaviation?

Well,suchisthelifeofLAAmemberPacingHuws ofBrynteg,AngleseyHeLsaverybusyrecyclingand haulagecontractorbut,likemanyoftheAssodation's busymembers,hehasanavenueofescapefromhis bustlingdailylife-anaircraft,inPathig'scase,a Van'sRV-9A.

Eightyearsagohejoinedwiththreelike-minded OvatepilotsatRAFMonatoformagrouptobuy aVan'sRV-gAquidehuildIdtItwasprobablythe bestaviationdedsionthatheevermade.Likemany PEA/[AAprojects,Olebuildingprocesstrail<them severalyearsofhardworkhuteventuallytheaircrafi, retasteredG-CCZY,emergedwithaglossyblackcolour schemecompletewithsparklingyellowtrim.Itisstill keptintheMonaFlyingCIub'slargehangaratRAF MonaanditisRidng'sgreatestpleasure[parfait'the nosewheeltow-hookandpullthesleekinachineout intothesunshineandfreshair.justthethoughtof flyinggiveshimabuzz.

OnthissunnySundayaftemoonhewastaking afellowmemberoftheMonaFlyingClubforatrip aroundthelocalarea.Afteroompletinga thoroughpre-flightcheck,hesettledinto theRV'scomfortablecodthit,startedthe iflolipLyconodpoandtaxiedoutfora rewardingaominutesofflyingaroundsome ofthemostbeautifulscenerywithintheUK tater,hetoldmethatithadbeenamost enjoyabletlightandacompleterespite fromhisdailyroutine.Hedoesn'tgeta lotofsparetimetoflytheVan'sbutover thepastfewyearshehasmanagedto visitmanypartsoftheUKincluding Cornwall,DevonandtheLondonarea, theRV'susefulcruisingspeedand transpondermakinglong-distance aossacountiesapleasure.Altogether theVan'shasprovedtobethe completeantakteforthepressures inthismember'sbusyworkinglife, somethingweallneedinthehelterskelterofthemodemworld.•

sok

Project

Projectstoinspireotherstobuildtheirownaeroplane

IboughtanewearlastNovemberandhaven't yetfoundtheoffswitchforthewindscreen wipers,notthatI'veneededitI'msurethan don'tneedtotellyoujustwhataghastlyyear it'sbeensofarforweather;Icertainlycan't rememberonelikeitOnapositivenote,ithas givenmetimetositdownandcompile'Project News'withoutlookingoutofthewindow wishingthatIwereelsewhere.Itseems,though, thattheweathermayhavedampenedyour enthusiasmtocontribute,eitherthatoryour

Thismonth'slistisfromtwogoldendecadesof aviation.TheMaroneSatfinierMS.,p5EG-BZIVE wasbuiltin1932fortheFrenchAirForce.The earliestofourTigerMoths,&ATOM,wasbuilt it)EggandspentafairpartofitslifeinEire, appearinginthefihn TheBlueMax whichwas filmedthere.Thefollowingyear,1940,saw GAMHEenterservicewiththeRoyalAirForce asR5144.Itwasjoinedtwoyearslaterby0E128, whichisnow&AGIT.Therewasagapofjustten yearsbeforeChipmunkG-BDRJstartedoutlife asshinynewWP857.

abilitytotestfly.Allofthismonth'sClearedTo flylistarevintageaircraftrettuningtotheairor joiningtheLAAregisterforthefirsttime. Whateverstageofthebuildyouareat:whether you'replanningaproject,havebuilt]ustthe rudderorarereadytofly-'ProjectNews'is hereforyouandforeverybuilder,prospective builderanddreamerintheLAA.Imaginehaving achancetoinspiresomeoneelsetobuildtheir ownaeroplanesimplybylettingthemsee howfaryou'veprogressedorhearaboutyour

upsanddowns.'ProjectNews'wasbringing buildersandenthusiaststogetheryearsbefore spottystudentsthoughtoftheterm'social networking',anditneedseveryonetocontribute inordertokeepprovidingthatresourcetoall LAAmembers.Ifyou'vegotanythingtoshare orifyouthinkinthisworldofblogsandtweets that'ProjectNews'needstogetall-electric, thenwritetomeat9TunstallGreen,Tunstall, Suffolk!Pizglioremailmeatprojectnews@ laa-archive.org.uk

MORANESAUNTERMS.315ED2

G-BZNK(Ty0GETSROTECENGINE

LAAinspectorGerryCooperhasbeenworkingonthisfascinating projectatWickenby.TheMS.315looksimilartothebetter ri knownparasol-wingMorane230,butthe315isasmalleraircraft t3j4j1withawoodenFuselageandwingwhereasthe230isallmetal. The315wasacivilianandmilitaryprimarytrainer,andthetype becamepopularasaglidertuginthe5osand6os.

G-BZNKhasbeenfittedwithaRotecradial(thenine-cylinder 15ohpR3600ratherthantheseven-cylindertrohpR2800)in placeoftileoriginalSalmson.Theaircrafthasbeencleared fortestflying.ItwillbeinterestingtoseehowtheRotec performsinthisinstallation,asasimilarnine-cylinderhas beenboughtbythegroupatEastFortune,inScotland, whichisbuildingaSopwith11/2Strutter.

Thenine-cylinderR3600fromRotecoffers150hpat 3,600rpmandweighsinat275113.Itlooksgreattoo...

NEWPROJECTS

=COLOMBANMC-3oLUCIOLE373-13136 29/06/2112

H Cook,68QueensHillCrescent,Newport, MonmouthshireNPao5HG >GROPPOTRAIL392-1919414106/2012 ABatters,BridgeCottage, 2 NorthStreet,Ilkley, WestYorkshireL529oQY >PIONEER300HAWK33oA-323329/062012 Name&addressheldbyLAAEngineering >VANSRV-8/8A303-191911/06/2012 NameEtaddressheldbyLAAEngineering

>PROJECTNEWS

PHILHALL'SVAN'SRV-7(323-13576) PROJECTGETSCONTEMPORARY 'CLASSICLOON'INSTRUMENT FIT

Philreports:IhavebeenbuildingmyRV-7for over10yearsnowonaverypart-timebasis. Whatwithworkandfamilycommitments, andmovinghouse,ithasnotprogressedas planned.Ofcourse,therewereothertimeconsumingmatters:inspecting;givingflight trainingandrevalidationsasaclassrating instructor(CRII;flyingawonderfularrayof aircraftinmylocalarea;andflyingmyicicle! wheneverpractical.

Strangelyenough,whenIputittomy (normallyverypatientandwonderful)wifethat Ihadbeenofferedthechanceofbuyingintoa one-thirdshareofaBuckerjungmannbythe twobrotherswhoownit,sherespondedthat ofcourseIcouldbuytheshare..,oncethatpile ofpartsinthegaragehasbeencompleted,is flyingandhasprobablybeensold.

Shehasavalidpoint,sosignificantprogress hasbeenmaderecently.Theundercarriageis on,theengineismountedandthewingshave beentrialfittedandtheangle-of-incidenceis justperfectHowever,thepanelhasalways beenapsychologicalblockforme.

flovevintageaircraftandtheir instrumentation,howeverIamalsoafinn believerinprogressandlikemodernglass panels.TheAmericanpanelsjustweren'tdoing itformebothinlayoutanddesign,plustheUS dollarhadrecentlygotmorethansookmore expensive,whichdidn'thelp.

Fortunately,atthesonAeroExpoIsawthe TLElektronicEFISandEMSunitsold byTransairintheUK.TheEFIShadthe conventionallylaidoutglasspanel,butthe EMSdesignwaslikeconventionalinstruments andwasconfigurableformostengines.It matchedexactlywhatIwaslookingforwith my0-320installation.

Overthecomingmonths,IburdenedLucas PrazanatTLElektronicwithaplethoraof questions.Iwasconcerned,particularlyasno onehadpurchasedboththesesystemsinthe UK,andIhadneverputaglasspaneltogether before.Withoutfailtheresponsescameback within24hoursandwereclearandconcise.So eventuallyIdugdeepandpurchasedtheunits, theiradaptorsandtheinterfacestotheengine.

Theunitsarrivedwellpackedandwith excellentinstructions.Ithastakenmemuch

toomuchtimetogetthepanellayout completedbutasyoucanseefromthe attachedphoto,theTLElektroniccomponents areworkingwelland,havingtakenitintothe garden,Icanseetilepanelverywellevenin brightsunlight.

Thepanelisnowbuiltandisfittedinto thefuselage,andcannowlookforwardto thewiringtotheenginecomponents,the communicationssystemsandlights.Myplan istogetthepanelanodisedblackonceallthe wiringhasbeencompleted.

Iwilleventuallywriteanotherarticleabout howIgetonwiththewiringandcompleting installation,thenhopefullyafinalarticleon howitperformsinflight-whichshouldplease mywife(shethinksthegarageisforcarscrazy).Ihopethe,'ungmannofferremains availableforthenextfewyears...

DUDLEYPATTISON'SSTUMMELFLITZERC - ZIRA (342 - 596) NEARINGCOMPLETION

Dudleyhaskeptusinformedofprogressonhis beautifulStummelflitzerZARAthroughoutthe seven-yearbuild,butthisisthefirsttimewe haveseenitpaintedandassembled-andwhat acrackeritlooks.ThiswillbethefirstFlitzer toflywithaRotecRadialengine,anengine thatsoeminentlysuitsthisinter-war-years representative'sportplane'andDudsreports thatthusfartheenginehasbeenrunthree timesandhasperformedsatisfactorily.

Dudscontinues:'There'sanawfullotof draughtfromthebig76in-diameterprop-big fornohorses,thatis.TheZiRissomewhat differentfromthe Z21 Flitzersthatarecurrently flyingintheUK.Themajorchangeistheengine, beingheavierandmorepowerfulthanthe typicalAeroVee(VW/installation,butbecause oftheextraweight,designerLynnWilliamshas increasedtheareaofthelowerwingtothatof theupperandreducedthestaggerbymoving itforward.TheZARAalsosportsrounded wingtipsandfouraileronsandisstressedfor +6/-3g(morethanthispilotisi;

Thepaperworkisnearlyreadytosubmit toEngineeringforthePermittoTestFly butunfortunatelyDudleywillnotbefinished andflight-testedintimetobringtheaircraft totheRallythisyear,somethingheisvery disappointedaboutRehasthoughpromised afullwrite-uponceflight-testinghasbeen completed.

AlsointhewingsisVicLong,whoisnearing completionofhisZiS,whichisavetysimilar, butmorelightlyloadedversionasitispowered bythefiohpULPowermotor.

TOAVOID

AL & SPINS

DavidJoyceconsiders avoidthem

stall/spinaccidentsandwhatwecandoto

Stall/spinaccidentsarewhat happentootherpeoplebutnot, ofcourse,topilotswithyour skillsormine!Thatisthewaymy mindandprobablyyoursnaturallyworks. Therearesomecautious,under-confident pilotsaroundbutmostofushaveahigh opinionofourskillsandabasicbeliefin ourowninvulnerabilityinanaircraft.So perhapsIcangiveyouapersonalview, whichmightchangeyourperspective. Ihavetoadmittobeingslightlyonthe bold(butalsoold)endofthespectrum ofpilotcharacteristics.Tomakeitworse, Iamaretiredconsultantsurgeonand, asrnywifewilltellyou,allsuchanimals (despiteevidencetothecontrary)havean extraordinarybeliefintheirownomniscience andomnipotence!SoIhopethatrelatingthe thingsthathavepersuadedruethat'Butfor thegraceofGod,therespinl',youmayalso beconvinced.Ihavesomethinglike30years' glidingexperienceand2.oyearsofpower flying.Veryearlyinmyglidingtraining,I didawinchlaunchuptoaboutLaooftand stalledandspunoffthetopofthelaunch.The instructorsaid,"Ihave..."andmanagedto correctthespinandpulloutjustfeetabove groundleveltodoanimmediatelandingin thereversedirection.Oneofmyninelives gone,butatthetimeIjustputitdownasabit ofexcitement,duetothefactthatweactually tookoffwithafollowingwind. IflyaEuropaandthereare400oddofthe typeflying.Idonotbelievetheyaremorethan usuallypronetostallorspin-infactIbelieve thattheflyingcharacteristicsoftheEuropa areprettymuchunsurpassed.However,four havecometotragicendsinstall/spinaccidents inthelastsixyears.Thefirstfeltparticularly

Whentakingoffyoumustknowwhereyouare goingiftheenginequits.Unlessyouknowthe heightatwhichyoucanturnbackandhavean amplemargin,DON'TDOIT!

Exaggeratedsteepclimboutsarenota goodidea.Anenginefailureatasteep climbattitudeandlawspeedrequires rapidresponsefromasurprisedpilotto avoidastall/spinsituationthatcould wellbeunrecoverable

personalandhorribleasithappenedatmy thenhomeairfieldofKernble.Afatherand daughter,bothqualifiedpilots,tookoffand fairlyshortlyafterwardshadsonicproblem (possiblyengineorpropeller),whichcaused themtobegintoturnbackatperhaps5ooft, fromwhichheighttheyspunin,withthe daughterheardovertheradiotobescreaming

allthewaydown.Theaircraftburntout.This aircraftwasanN-registeredone,whichwas notthereforerequiredtohavethestallstrips orstall-warnerthattheLAArequiresofUK aircraft,butthereisnoknowingwhetherthis wasrelevant

Notlongafterwards,twomuchlovedand respectedihusbandandwife)pillarsofthe Americanhomebuiltscenediedinanapproach acddent,spinningoffthefinalturn.(\yearlater anotherEuropawithtwoonboardexperienced difficultiesshortlyaftertake-offintheStatesand spuninandburntoutafterapparentlyturning backatabout20oftThenlastyearahighly experiencedAustralianpilothadasimilar occurrenceshortlyaftertake-off.Soseven deathsintheEuropafamilyinsixyears. IguesstheEuropaexperienceisnotoutof thewayofthings.Nodoubtthosekeeping aneyeontheirownaircrafttypehappenings couldrecountsimilarstatistics.Inthis countrytherewere216deathsfromstallspin accidentsinlightaircraftbetween-168oand 2008,averagingseventoeightperyear,and accountingfor360/6ofallfatalaccidents.Only twoofthesewereinaEuropa,Ihastentoadd. FiguresfromtheLISAandCanadashowavery similarpicture,andtheCanadianexperience isofinterestinasmuchasCanadahasretained spintraininginitsPPLsyllabus.

WHYTHESEACCIDENTS?

Whydostall/spinaccidentsoccur?Therehave beenanumberofexpertstudiesinrecentyears totrytoanswerthisquestion,(CanadianCAA 1669:AOPA(USA)2002;GASCo2010;Brunel University2oli,aridBGAxoniandthemain conclusionsareworthrepeating.

Measuredheightlossesforsmallaircraft tocorrectandrecoverfromaspinare

>STALLS&SPINS

generallyoverL000ffsoaspininthecircuitis goingtobefatal,regardlessofskillorpracticeat spinrecovery,apointsupportedbyCanadian mortalityratesbeingdirectlycomparableto othercountdes.

2Experienceisnoprotection.Studentpilots aremuchlesslikelytospinthanqualifiedpilots, andstudentswithaninstructormorelikely thansolopupils.Infact,in22/VoofUKstall/ spinaccidentsinthelast3oyearstherewasan instructoronboard.TherehasonlybeenoneUK fatalaccidenttoaUKsolopilotsince1987. Likestudents,airlinepilotsalsoarerelatively immunecomparedtoPPLsandnon-airline commercialpilotswhobothrunsimilarhigh risks.CPLsgenerallyhavethousandsofhours experienceandlotsmorehands-onflyinginany oneyearthananairlinepilotanditisinteresting tospeculateonwhytheyshouldbeatmuch greaterriskthanairlinepilots.Threepossible reasonsspringtomind.Firstly,theyflysimilar sortsofaircrafttoPPLs,lackingthesophisticated anti-stallsystemsfoundinairliners.Secondly, airlinepilotsacrossthespectrumspendtwo dayseverysixmonthsinthesimulatorworking theirwaythroughallsortsofnastysituations. Finally,theyaregenerallyworkingasatwomanteam,althoughthestudentv.student +instructorcomparisoncastsdoubtonthe relevanceofthisfactor.

3Aircrafttypematters.TheCessnaisohas astall/spinaccidentratearound17times higherthanthe152,andthetapered-wing PA-28hasasimilarlydramaticallybetter recordthantheearlierconstant-chordPA-28. BrunelUniversityresearchhasascribed thepoorrecordoftheCessnaisotothe muchlowerstickforcesneededtostallthe

aircraftcomparedwiththe152.Thisdoesnot applytothePA-28butthemoreabruptstall characteristicsoftheolderwingdesignmay accountforthedifference.

4Thecommontriggerforthestall/spin haschangedovertime.IntheUK,inthe 198oslow-levelaerobaticsandbeat-ups werepredominant,butengineorairframe problemshavetriggeredhalfofallsuch accidentsinthelastdecade.Ontheotherhand, theproportionofstall/spinaccidentsamongall fatalaccidentshasnotchangedsignificantly.

Historically,theturnontofinalhasbeen theaccidentblackspotbutnowtheclimbout hasreplacedthis.

6Stall/spinaccidentratesareconsiderably higherforplanesunder600kgauwcompared withheavieraircraft.

7Psychologicalstudieshavefoundthatin stresssituationsattentiontendstonarrow ontoasinglefactor(like'wherethehellcan Iland?')tothedetrimentofotherfactors

"Partialenginefailure witharough-running enginemaywell maskthebuffetand othersignsthatcould otherwisealertthepilot toanimpendingstall"

suchasspeedcontrol.Itisnotimprobable thattensionandthesubconsciousdesire toslowthingsdownwillalsoleadtosome backpressureonthecontrols,andifelevator controlforcesarelow,thatisaneasyroute todisaster.

8Ithasbeenrepeatedlyfoundthatthe mortalityrateforthosesufferinganEngine FailureAfterTakeOff(EFATO)whotrytoturn backismanytimesthatofthoselanding ahead,yetpeoplestilltryitl

9ItappearsthattheBritishglidingmovement hasbeenabletomakearealimpactonfatal accidentratesbyaconcertedsafetycampaign. Forthelastdecadeorso,everypilot(evena Worldglidingchampion)hasbeenrequired tohaveanannualsessionwithaninstructor, practisingstallsandspins.Inaddition,there havebeenmajortrainingprogrammesforall instructorsaimedatthemajorcausesoffatal accidents.Whereasineveryfour-yearperiod sincein8otherehadbeenaround15deaths,in zoo8-11therewereonlyfiveandnostall/spin deathsatallcomparedwithaboutthreein eachpreviousfour-yearperiod.

afoThereisacurrentCMSafetyPlanwww.coa.colik/safetyplan- butunfortunately itlargelyconcentratesoncommercialflying andtheGAsectionstrangelydoesnotconsider LossofControlissues.

Naturallyenough,welackfirsthandaccounts ofmoststall/spinaccidentsinthecircuit,but itappearsthatthecommonpatternissome problemsuchasenginefailurecausingamajor distraction,followedbyalossofspeed,often combinedwithanattempttoturnandthen PO wayback.Itisworthmentioningthatpartial enginefailurewitharough-runningenginemay

wellmaskthebuffetandothersignsthatcould otherwisealertthepilottoanimpendingstall.

WHATCANBEDONE?

Firstly,itneedseachoneofustotakethe problemseriouslyTheBritishGliding Associationandairlineexperiencesuggests thatthoughtandpracticecanlessentherisk, shouldthatdistractingfactorcatchupwithyou atacriticaltime.So...

Practisestalls,EFATOsandPFLsalotmorethan onceeverytwoyearsatyourbiennialrenewal.

2Ifyoudon'tknowtheansweralready,go andfindouthowmuchheightyouneedto doa38o°turnafterasimulatedenginefailure whilemaintainingasafespeed.Dothisafew times,thenadd300fttotheanswerandvow nevertocontemplateturningbackonan EFATOunlessyouhaveatleastthatheight Itisalmostworthplacardingit:'Neverturn backunlessoverXooft'.

Thismuchatleastgivesyouasomewhat betterchancewhenitgetstobeyourturnfor thatunpleasantexperience,butIstrongly suspectthattomakearealimpactonthe risksyouneedsomebitofkitthatwilltellyou unmistakeablythatyouneedtodosomething aboutthespeed,whileyoutrytoworkout whetheryouhaveanychanceofgettingthe aeroplanedowninthatsmallplayingfield. Thisofcourseiswhatstall-warnersarefor,but theyonlysoundwhenalreadyclosetothestall, andastheyusuallywailcontinuouslyduring landingandtake-off,andevenontaxyingfor taildraggers,itiseasytobecomeaccustomedto ignoringthem.

Nowthisisanareawheresloppythinking mayberelevantWewerealltaughtthatan aeroplanestallswhenthewingreachesa criticalangle-of-attack(AOALbutitisalltooeasy toneverthelessthinkintermsofastallspeedas paintedonyourASI.Afewexamplestoillustrate thismaypointoutthefollyofthinkinginthis wayMyEuropastallsataround4oktinlevel flightbutactuallyat381aoneupwithnotrnuch fuelandat4.2ktatmauw.IfatmauwIdoa45' turn,thestallspeedgoesupto5oktandatOo°to around6oktShouldIfalloutoftheskyanddo afrantic5gpulluptoavoidhittingtheground, thestallspeedis941d.Ineverycasethough,the wingstallsatthesameADAofaround36toIf.In acrisis,itismostunlikelythatanyoneisgoingto beabletocomputeactualstallspeedstoensure apropermargin,eveniftheyhaveremembered tokeepaneyeontheASI,butanAOAwarning couldbeadifferentmatter.

Airlinershavestick-shakersandnodoubtAOAbasedaudiblewarningsthatareimpossible toignore,andcomparablesystemsarenow availableforPermitaircraftintheformofAOA displayswithaudiblewarnings,andtalking airspeeddirectors.TheAOAsystemsIhaveseen installedinUKPermitaircraftaretheAOAPro andAOASportfromAdvancedFlightSystems, aUSfirm.Theycostaround£1,300andE800 respectivelyinthiscountry,withafewhundred morefortherathercomplexinstallationsystem. Forsomeaircraft,installationwouldneedto bedoneduringthebuildprocess,astwinair linesneedtoruntotheouterpartofthewing. Bothhaveattention-grabbingaudiblewarnings whenneartocriticalAOA.Thelessexpensive versionhaswhatformeistheclearerdisplay witheightlights,whichcomeonprogressively fromthebottomupwards,asAOAincreases. Onegreenislitforcruise,twogreenandtwo yellowonapproachandeverythingshining brightlyifyouareabouttofalloutofthesky.

ThelatestDynonSkyViewEFISwithAOAdisplay (markedbyredarrow).Inearlierversionsthe AOAwasmoreprominent

Thesystemthat1havemostexperienceof, andwhichseemsespeciallywellthoughtout,is theSmartASSfromSmartAvionics,designedby MarkBurton,alongtimeEuropapilot.Although itisessentiallyatalkingASIitalsocompensates forgforcesoactseffectivelyasanAOAsystem. TheSmartASShastwomodes,thespeed directormodeandthetalkingASImode.Inthe speeddirectormodeyoupressabuttonwhen youhavesettledonyourapproach(orclimb) speedandthenanicefemalevoice(Icallher Barbaratomywife'sannoyance)says,"Speed good,"atintervalsaslongasyouremainwithin 5%ofthatspeed(+/-threetofourknotsfor mostofus);"Speedslow,"(orfast)inaslightly loudervoiceatshorterintervalsifyoustray between5and10%offthetargetspeed;"Speed veryslow,"inamoreurgentfashionifyoustray tobetween10and15%offtarget;andfinallythe samemessageprecededbyachimeifyouhave beenremissenoughtoignorethingsbeyond thatpoint.

Inpractice,itisverydifficulttoignoreher, especiallywhenshelosesherinitialcalm approach.Whenoutofthecircuitandspeed risesabove125%oftargetspeed,pressing thebuttonengagessleepmodeandshesays, "Goodbye,"andkeepsquiet(anddoesn't snore!)untilyoureturntocircuitspeeds,when shewakesupautomatically.

Intalkingspeedometermodeshejustgives youyourspeedatintervals.Atcruisingspeeds touchingthebuttonwillputherintosleepmode.

Whatmakesthissuchacleverbitofkitisthat itincludessolidstateaccelerometersandmakes allowanceforanygyouarepulling,working outhowmuchthestallspeedwillincreaseand addingthattothetargetspeed—soyoumay bedoingpreciselyyourpre-setapproachspeed butifyouaredoinga45°turn,youarepulling 1.414gsoyourstallspeedwillhaveincreased by19%andBarbarawillhetellingyouvery forcefullythatyourspeedisveryslow.Whenyou nextgoflyingsheusesthesametargetapproach speedunlessyoupickanother(simplydoneby flyingatthatspeedandpressingthebutton). Thereareothernicefeaturestothesystemsuch asawireyoucanconnecttoanundercarriage microswitch,whichwillenablehertotellyou thatyouhaveforgottentoputthegeardown whenyouhitapproachspeed.

Thesystemconsistsofaboxmeasuring12x10 x35cmthatcanbemountedoutofsightinany orientation.Ithaswirestoconnecttoearthand power,withasinglewiretogointotheintercom andanotherfortheoptionalundercarriageswitch. Thereisaverysmallpaneltomountonany convenientlyaccessiblesurface,withabuttonand anon/off/volumecontrol.Thewholethingweighs just310gr.Italso,ofcourse,needsconnecting tothepitot/staticsystem,butit'sallcomfortably withinthescopeofanyonewhoeverowneda Meccanoset.Itcostsabitover£200,andwhenI comparethattothecostofaballisticparachute, adinghy,aP113orvariousbitsofavionicskit,I reckonthatitcomesoutwellaheadintermsof potentiallivessavedperpound.

IampassionateaboutflyingandI absolutelydonotwanttodiscourageanyone fromenjoyingthismarvellouspastime,but hopeIhavepersuadedyouthatnoneofus isinvulnerableandthatstall/spinaccidents areasignificantthreattoall,butthatyoucan dosomethingaboutitPractiseyourstalls andthelike,reallygetyourideasonEFATOs sortedoutandmakethatmodestinvestment intime,effortandcashsothatyouhave Barbaraoroneofherfriendslookingoutfor youshouldthingsgowrong.•

Oneofthemanydelightsofthe editor'sjobisthateverynow andagainIgetsentbooksfor considerationtoreviewin LightAviation magazine.

Ihaveageneralpolicythatunlessthebooks arerelevanttolightaviationingeneral,ifnot recreationalaviationinparticular,Ileave reviewstothosepublicationsthathavemore expertise in therelevantgenres.Thatisnot tosaythatIamparticularlyanexpertinour genresofcourse,butthesubjectmatterisat leasttargetedtoourgeneralmembership.

ArthurWIGOrd-Humeisalongstanding memberofthisAssociation,indeedhewasone ofourveryearlymembersinthelate'4oswhen theULAAwasfoundedandwasdefinitelya moverandshakerthroughoutourearlyhistory. Heisalsoaquiteprolificandknowledgeable authoronlightaviationandhasrecently publishedtwobooksthatIhavenodoubt willbeofinteresttothosememberswitha penchantforaviationhistoty.

THELYMPNETRIALS

Ihavealwayshadaninterestinminimalist aeroplanesthataredesignedtooperatewith maximumeconomy,andthefirstofArthur's booksisapaperbackof824pagesentitled TheLympneTrials.SearchingforanIdealLight Plane. ISBN9781850335736.PriceElymdpap fromtheLAAShop.

DetailingthehistoryofthethreeLympne Trials,whichtookplacenearAshford,Kent, in1923 motor-gliders),1924(two-seat aeroplanes),and1926lightaeroplanes), Arthurcoversawiderangeofaircraftfrom theperiod,somethattookpartandothers thatdidnotbecausetheyfelloutsidethe competitioncriteria,suchasGeoffreyde Havilland'sMoth,whichwentontobecome theseminallightaircraftoftheage.

Ofthetrialsaircraft,fewwentonto becomewellknowncornnierciaIsuccesses -theAvroAvianbeinganexception-most disappearedintoobscurity,thoughare nolessinterestingforthat.Aircraftlike theAustinKestrel,theBristolType30 BabeandtheGnosspeliusGullwithits two,rearward-facingpropellersdrivenbya 697ccV-tvvinmotorcycleenginehavelong fadedfrommemory,butallarehroughtback tolifeonthepagesofArthur'sbook. The LympneTrials alsostandsasaphotographic recordofthatmostinterestingperiodin aviationwhenmanufacturerswerestriving tointerestthegeneralpublicinflyingasa meansofsportandpersonaltravel,withover 18oillustrations,manynodoubtthathave rarelybeenpreviouslypublished.Ahandful ofLympneaircraftsurvivetoday,ofparticular interestperhapsbecausetheyarenowlooked afterundertheLAAPermittoFlyschemeatthe ShuttleworthCollection.

BRITISHPRIVATEAIRCRAFTVOL.1

Arthur'ssecondofferingisacomprehensive hardbackvolumeentitled BritishPrivateAircraft VolumeiTheRe-awakeningYears1946gyve. ISBN978-83-61421-46-7,price£6oindpap fromtheLAAshop.

Inasimilarveintohishighly-collectable earlierworkonBritishaircraftbetweenthe wars, BritishLightAeroplanesTheirEvolution, DevelopmentandPerfection1920-1940, this bookhighlightsthemanyandvariedtypes thathaveseenthelightofdayfromtheendof WWIItill1970.Aswithsomanyoftheaircraft

depictedintheLympneTrials book,mostfailedascommercial enterprises,butouraviation heritageisallthericherfortheir existence,anddespitetheoft quoteddemiseoftheUKasamajorplayerin theproductionoflightaircraft,itissurprising justhowmanydesignswereprototyped duringthathrst25-yearpostwarperiod.Some arehomebuilts,liketheMitchell-Procter Kittiwake,theGarland-BianchiLinnettandthe GowlandjennyWren,andsome,liketheboxikecanardLockspeiserMAwillheknownto

membersforitsregularvisitsto theLAARally.Sadly,thelatterwasdestroyedin ahangarfireatOldSarumin1987. Acomprehensivetomeof318pages,this isabookyouwilldelveintoregularlyto discoveranothergemfromthelong-forgotten aspirationsofouraviationentrepreneurs.•

THEREBYHANGS

PARTII:THE PRACTICE

Lastmonth,RichardMolelookedatthetheoryofthetailplaneand elevator.Thismonth,weputthetheorytothetestasMurphyElite ownerNigelSmithandpilotPaulJones,whohasbeentestingthe aircraffforitsLAAPermit,trytoresolvepoorelevatorfeelandresponse ByNigelSmthandPaulJones

ATAIL

TheelevatoroftheMurphyElite, asoriginallydesigned,hadtwo spadeslocatedattheoutboard ends,whichmeasuredabout16in (404mm)forwardofthehingelineandwere aboutSin(2nornm)wide.Thehornshadaflat leading-edge,whichmostbuildersreported gaveanunusualfeeltotheelevatorinflight (therudderusesasimilarflatleading-edge). Thetrimtabhadalsobeencommentedon asnotbeingveryeffective,andthiswas notedduringtheearlyflighttests.Many buildershaveexperiencedanimprovement inhandlingbyroundingofftheleading-edge toproduceamoreconventionalappearance. Thismodificationwascarriedoutpriortothe firstflight.

MurphyEliteG-ONIG,havingjustemerged fromthepaintshop.Thepaintschemeisloosely basedonthatofaCanadiancompanyNigelused toflyfor

Theangle-of-incidence(A0l)ofthestabcan onlybeadjusted(ifrequired)aftertheaircraft hasflown.And,inkeepingwithotherbuilders, itwasnotedonthefirstflightthattheelevator hornwasvisiblebelowthestabiliserfront wheninlevelflight,indicatinganadjustment wouldberequired.

Duringthefirstfewhoursofflighttesting, itwasnotedthattheelevatorsstillhadan unusualfeeltothem,despitetherounded leading-edges,inparticularthestickforceper gwasmuchlighterthanexpected,andthere wasadefinitetendencyforthesticktotravel aftofitsownaccordastheelevatorwasraised beyondacertainpointTheforceneededto returnthesticktoneutralwaslight'aboutalb) butwithoutpilotinputthestickwouldremain inthefullyaftpositionthroughoutthe resultantstall.

Tostartwith,therewasnoStickForce perg,theforcerequiredtomovethestickdid notincreasewithdeflection,andtherewas nonaturalcentring.Itwasfeltthehornsize wasthemostlikelycauseofthiseffect.Many builders,elsewhereintheworld,hadalready foundsimilarcharacteristicsandthecommon solutionistoreducethehornsizebytrimming about4in(ioornm)offtheelevatorandhornon eachside.Itwasfeltabettersolutionwouldbe toreducethehornsizewithoutreducingthe elevatorsizeaswell,thuspreservingthetotal tailplaneareaasdesigned.Themanufacturer agreedthepreferredmethodwouldavoid reducingthetailplaneareabutdidnotoffera suggestionastohowthisshouldbeachieved.

MODIFICATION

Stagei Thehornwidthwasreducedto maintainthemassbalancepropertiesas originallydesigned.Anaerodynamichornwas formedwithareducedsizestretchingforward Stage1:thebalancearmhornisreducedin widthandtheinnersectionreducedinlengthby asmallamount

>AERODYNAMICS

about3oommnzinifromthehingeline,and thespaceleftwasfilledwithaboxsection attachedtothestabouterrib.Aquickflighttest wascarriedout.Thisshowedlittlechangeto theelevatorcircuit;therewasstillnotendency fortheelevatortocentreitself

Stage2Theaerodynamicportionofthe hornwasremoved,andnewribsmadeand skinnedwithasmallersize(nowabout175mm (7ini)fromthehingeline.Theboxsection wasremadetofillthenewspacecreated.The entireelevatordrcuitwasinspectedindetail, andseveralpulleyswerefoundtobeadding frictiontothecablingand,afterslightspacing improvementsinthesupportingbrackets weremade,theelevatorfeelwasconsiderably smoother.Breakoutforcewasreducedfroman initial1.8lbtojustbelowilb.

Thenextflighttestshowedanimprovement intheoverallStickForcepergandtheremoval ofanapparent'dead'areaoftravelinthe centreoftherange.Itwasalsonotedthetrim tabnowneededtobesetmoreoftenaspitch andpowerchangesweremade.Thestick, however,stilldisplayedthetendencyto self-travelrearwardsbeyondacertainpoint, althoughthispointnowseemedtobefurther rearwardthanoriginallynoted.SlickForceper ghadnowincreasedbuttheoverallfeelwas stillnotacceptable.

Belowleft:stage 2 showstheinnerportionof thebalancearmreducedstillfurtherandinfill addedtotheelevator.Stage4(right)shows theinnerportionreducedyetfurther

Stage3Itwasfeltthelongmomentofthe massbalancepartofthehorncouldbelargely responsiblefortheissuesfoundnearthefullyupelevatorposition,andtoexplorethisfurther abalsawoodblockwasshapedandfittedto theundersideofeachstabtiptoactasashield infrontofthemassbalancepartofthehorn. Anotherquickflighttestshowedlittletono effectonthehandlingorsymptoms,sothese wereremoved.

Stage4Theaerodynamicportionofthespade wasagainremovedandnewribsandsldn fittedtoreducethesizeofthisportionofthe spadetoabout75mm(3mn)fromthehingeline. Theboxsectionwasagainremadetotakeup thespaceformed.

Thenextflighttestshowedadefinite improvementinthegeneralfeeloftheelevator, withmoretrimbeingrequired.Thefullyaft travel'stickiness'wasstillnoticeablebutover asmallersectionoftravel.StickForceperghad nowincreased,butitwasstillpossibletopitch theaircraftupslightlyandletgoofthestickand itwouldstaythererightuptothestall.

Stage5ftwasconsideredthatthestickiness feltatfulltravelcombinedwiththelethargic returntoaneutralpositioncouldpossiblybe addressedwithuseofspringsintheelevator circuitAfterexaminationofavarietyoftypes andtechniquesemployedinthem,itwas decidedasinglespringsimilartotheoneused intheBeaglePupcouldbeaddedtoassistin forwardsticktravel.Thiswasinitiallysetto producea5Ibforceonthestickinkeepingwith measurementstakenfromthePup.Inflight, thisgaveamuchnicerfeeltothecontrols,Stick Forcepergnowbeinggreater.

Stage6Thespringtensionwasincreased toastatic5.51bandanotherquickflighttest revealedadditionalspringtensionwouldbe requiredtocentrethestickwitharearward deflectionapplied.Havingincreasedthe extensionofthespringtoproduceagreater forcethroughouttheentirerangeofmovement, atendencyfortheaircraftto'bunt'was discoveredifthestickwasmovedforwardof neutralandletgo.

Stage7Ratherthanstretchthesinglespring anyfurther,itwasconsideredthatitwasbetter toreducetheextensionlengthandapplya secondspringinparallelwiththefirstTwo newspringswerethereforeusedandthe tensionsetto61b.

Theflighttestwiththiscombinationwasthe firsttoachievethedesiredresult.Therewas noticeabletrimrequirementacrosstherange ofspeedsusedduringflightthestickwas displayingaself-centringtendencyfromboth forwardandaftdisplacement,andtherewas notendencyevenatfullafttravelforthestickto remainwhereitwasleftThehornwasstillvery noticeablebelowthestabiliserinlevelflight however,andthisA01issuefurthermanifested itselfduringapproachwhen,withfull-flap selected,thenowtrimmedelevatorproduceda stickpositionfurtheraftthanpreviouslynoted. Withapairofstiffspringsfittedwithsufficient tensiontocentrethestick,itwasnotedthat full-uptrimwasnotsufficienttoovercomethe springforceatlowspeeds.Alsowithfull-back trimtheelevatorauthorityintheflarewas reducedsignificantlyrequiringlotsofpower intheholdofftoachieveagoodthree-point landing.Itwasfeltthispositioncouldoffer elevatorauthorityissueswithforwardCofG situations,anditwastimetocalibratetheA01 forlevelflight.

Stage5seestheadditionofasinglespring totheelevatorcircuit,laterdoubled•upto twosprings

Stage8Thebuildmanualgivesnoindication ofdirectionoramountofA01changelikelyto beneeded,butinkeepingwithotherbuilders itwasseenthattherearattachbracketwould needapackertoraiseittherequiredamount Mostbuildershadusedbetween3/16and1/4in dependingonCofG.

DryOperatingIndexisthebalancecondition atthestateofdryoperatingweight,which isthebasicweightoftheaircraftplus operationalitemssuchascrew,crewbaggage, flightequipment,etc.Inthiscase,sincethe engineinstallationwasslightlylighterthana LycomingcommonlyusedandtheDOIon theaircraftisslightlyaftofmostothers,it wasdecidedtotryaquarter-inchpackerfor initialevaluation.

Theflighttestagainshowedamajor improvement,withconsiderablymore elevatortravelavailablebeyondthefullytrimmedforwardandaftpositionspreviously witnessed.Itwasnotedhoweverthatinlevel flightthehornwasstilljustvisiblebelowthe stab,althoughtheinitialone-inchorsohad nowbeenreducedtobelowaquarter-inch. Itwasfeltafurthersmallchangewouldbe beneficial,inkeepingwiththeslightlyaft DOIposition.

Stage9Thepackerwasincreasedinsizeto 3/8inandanotherflighttestcompleted.This hadexactlythedesiredeffect,theelevator hornnowbeingcompletelyneutralbehind thestableading-edgeinlevelflightThestick showednotendencytostickinextreme displacementsandthetrimtabpositionstill leftplentyofelevatorauthorityacrossitsentire range.Theaircraftwasconsiderednowready tocompleteafullflighttestschedule,andthis wascompletedonthe22April, 2012.

Theinitialtendencyexperiencedforthe elevatorcircuittoremainwherepositioned isstillevidenttoalesserdegreeintheaileron

andruddercircuits.Whilstthesecharacteristics havereducedsomewhatwiththeremovalof asmuchfrictionaspossibleandfreeingin generaluse(theaircrafthavingbeenassembled andparkedwithcontrollocksinforseveral monthspriortofirstflight)thereisstilla reluctanceforittoreturntoafullyneutral,level flightattitudefollowinganinducedsideslip, andassuchthispartofthetestcouldnotbe completedsatisfactorily.

Theforcesneededonthesticktorestorelevel flightwereverylight,butaninputwasstill requirednonetheless(theeffectisverysimilar tocontrolwheelsteeringonBoeingaircraft and,Ibelieve,commononAirbustypes).Static LongitudinalStabilityshowedlittlechange duringthemanyshortflightsmade.Theaircraft wasflownwithCofGpositionsacrosstherange uptofullaftwithnomajorchangenoticeable. Therequirementtotrimgraduallyincreasedas theStickForcepergwasincreased. Inmyopinionnofurtherimprovementscan bemadetothemassbalancearmswithout redudngtheirlength.Thiswouldimprove thenaturalcentringofthestickwithoutthe requirementtohavespringsfitted,butwould needFurthertestingtocheckthatflutterisnot thenaprobleminhighspeedflight

AtthispointinlateJune/earlyJuly,theaircraft wastakentoTurwestonforassessmentby FrancisDonaldson,whosecommentsaregiven below.Attimeofwriting,thestripsherefersto havebeenaddedandbetterweatherisawaited sothattestflyingcancontinue.

RESULTSOFTEST

dinfortunatelythetestshowedthatthe aeroplanestillsufferedfrominadequate elevatorcentring-ifthestickwaspulledback orpushedforwardbyecoupleofinchesfroma trimmedcondition,andthenreleased,thestick wouldstayinthedeflectedpositionandthe aeroplanewouldrespondbyeitherclimbing upandstallingornosingoverintoanever increasingdive.Thiswasaclearnon-compliance withCS-VLAi(b),whichrequiresthespeed toreturntowithin=/-lo%oftheoriginaltrim speedonreleaseoftheslickfollowingapitch disturbance.

'Itwasnoticedinlookingattheaeroplane's elevatorsthattheaerofoilsectioninthe vicinityofthetrailing-edgeswasnotagood shape,inthatwhereasateachribposition thetopandbottomsurfaceswerealmostflat, inbetweentheribsthethinaluminiumsheet was'bellyingout'andpresentingaconvex outersurfacetotheairflow.Thiswasclearly becausetheone-piecesheetaluminiumalloy skinshadnotbeenpre-formedsharplyenough alongthetrailing-edgefoldbeforebeingriveted tothestructure.Aconvexprofileonacontrol surfaceiswellknowntoproducepoorcentring characteristicsbecausetheairflowseparation paintatthetrailing-edgetendstomigrate forwardaroundthiskindofshapeasthecontrol surfacedeflects,ratherthanstayingfixedatthe extremetrailing-edgepositionas itshouldwithanywell-behavedrudder/ elevator/aileron.

'Inanattempttocurethis,Nigelisgoing totrytore-profilethetrailing-edgesusinga carefulapplicationofG-clampsandwoodenslats, andalsotoaddso-called'heavying strips'tothetrailing-edgeswhichactabitlike spoilersonthebootsofcarsbyinfluencing thepressurefleldandprovidingadefined jumping-offpaintfortheairflowtoseparatefrom, cancellingouttheeffectoftheconvexsurface.'•

>FLIGHTTEST

typewouldnotbeontheLAAapprovedlist, butIwantedtoseeformyselfBeforestarting anytesting,themassandcofgpositionneed tobeknownastheywillaffecttheresultsand, iftheconditionsareknown,itwillmakethe testsrepeatable.

Itwasdecidedtokeepthemasschangesas smallaspossiblesoafuelloadwaschosenof betweenfullandhalftanks.Theonlyother variablewassoloflightorwithanobserver. Sotestingwithanobserver(bluetine)was nearmauwand3/4aftCofGwhereassolo testing(greenline)wasslightlylighterand withamidcofg

STATICSTABILITY

OneofthefirsttestsIwantedtocarryoutwas todeterminethelongitudinalstaticstability, or,inotherwords,therelationshipbetween speedandstickpositionorforce.Staticstability comesintwoflavours,stick-fixedandstickfree.Thisfirsttestwastodeterminestick,the fixedvadety,i.e.thephysicalpositionofthe sticktoachieveagivenspeed.

Ifanaircraftisstaticallystable,thestick willhavetobemovedprogressivelyforward overthefullrangeofincreasingspeeds. Beingstaticallystablemeansthatwhenthe aircraftencountersagustandchangesspeed slightly,itwilltendtoreturntotheoriginal speed.Or,putanotherway,iftheaircraftis pitchedupitwilltendtopitchdownandvice versa.Therequirementisprettyobvious really,youwouldn'twanttoflyanaircraft thattriedtoeitherstallorexceedVneevery timeithitabumpintheroadorthestickwas movedslightly.

Incidentally,Iwastoldbyanacquaintance, whoownsaJodelwithanall-flyingtail, whatinstabilityreallyfeelslike.Hehadthe misfortunetohavehiselevatoranti-balance tabdisconnectinflightThat'sthebitthat, whenupelevatorisapplied,putsatabatthe rearevenfurtheruptotrytoreturntheelevator toitspreviousposition,asmadefamousbythe PA-2ffHedescribeditasmoreexcitingthan youwouldliketoimagine;itrequiredserious concentrationandphysicaleffortjusttokeep thenoseanywherenearthehorizon,asthe elevatorwantedtosnatchthestickfromhis handsandgotoeitherfullynose-uporfully nose-down,anditwascompletelyunstable any-whereelse.This,inthewordsof ia66and AllThat, isaverybadthing.

Therequirementforanaircrafttoqualifyfor aPermittoFlyisthatthecontroldisplacement shouldhavetoincreasethroughoutitsspeed range,sotheessenceofthetestistomeasure stickpositionagainstspeed.

Themethodistostartatsomenominal speed,moktinthiscase,andreducebacktoa muchslowerspeed,say7okt,thenaccelerate forwardstoutoktTakingreadingsatten-knot intervalsshouldprovidematerialforagraph. Thefirsttaskwastotrimtheaircraftas accuratelyaspossibleandsetpowerforlevel fight(PELF),theso-called'TrimShot'.Thena clothdressmaker'smeasuringtape(NBnot asteelone)wastemporarilyattachedtothe aircraftinstrumentpanelandtothetopofthe right-handsidecontrolcolumnsoitwouldgive adirectreadingofstickposition,withoutin anywayinterferingwiththestickmovement Severalrimswerecarriedouttomakesureof sensibledata(butonlyonegraphisshown).On severaloccasionsthetapebecamedetached fromthestickandthenthewholerunhadto

CofGmmAftofDatum

Above:CofGgraphforPioneer300,G-CEIX.Below:StickFixedStaticStabilitygraph showsalinearrelationshipbetweenstickpositionandspeed

berepeated.Thistestwasconductedwithan observer,sonearmauwandIAaftCofG. Thegraphwasdrawnusingcommercial graphdrawingsoftwareandthelineisthe computer's'bestfit',notmyattempttofudge theresults.Sowhatdoesitshow?Firstly,that thestickhastobemovedprogressivelyinone directionthroughoutthespeedrangetested, 'Agoodthing'.Secondly,thatthereisapretty linearrelationshipbetweenstickpositionand speed,also'Agoodthing'.Anotherdeduction wecanmakefromtheslopeofthegraphisthat theAlpi'sspeedwillchangebyabout2.5ktper mmofstickmovement

Butonethingitshows,thatslightlysurprised me,wasthepositionoftheiooktpointOn eachsetofdataIcollecteditisouttotheright; actuallyitiswellouttotheright,andthatis notlikelytobecoincidence.Ifyouimagine thelooktpointdroppingdowntotheline,it appearstointersectitat95ktTherearetwo possibleexplanations:eitherIwasactually trimmedforthatspeedandnotlookt(a2mm en-orinstickposition);orthatthereissome othereffectduetothecharacteristicsofthe flightcontrols.RecallthatIstartedby trimmingforiooktandthenreducingspeed. Duringthistrimmingfromtheclimb,Iwas

almostcertainlyacceleratingandtrimming forward,sowhenreducingspeed,Iwas pullingagainstanyfrictionand/orfreeplay inthecircuit.

Ithenincreasedspeedbypushingandall thoseeffectswerereversedso,forexample,a bitofslackofoneortwommplaywouldshow asasmallstepinthegraphatlooktanyway. Thisrepresentstheso-calledTrimSpeedBand, whichistherangeofspeedstheaircraftwill flyat,handsoff,withoutanychangeoftrim. (Ididtrytotestforthetrimspeedbandbut thedaywasquitethermicandtheaircraftis vetysensitiveinpitchsowasinconclusive, ifnotimpossible.)

IAS

Theotherflavour,stick-free,wasnow explored.Asimplegaugewasusedtomeasure stickforceasitwasmovedawayfromthe trimmedposition.Actuallythisforcegauge wasanelectronicbalancenormallyusedto ensureIdon'texceedmybaggageallowance oncheapoholidayflights!Thistestwascarried outonanotherthermicdayandis,ifanything, evenmoresensitivethanthestick-fixedtest. Thesameprocedurewasusedasforstickfixed;measurementsofforce,ratherthan displacement,weretaken.AgainIgotthe computertodrawabest-fitlineandinclude tworunsonthegraph,andevenwiththerather scatteredpoints,theslopesareverysimilar.

Mychoiceofouncesasaunitof pull force mayseemeccentricbutitistherangethatwas easiesttouseandgavethebestaccuracyrather thanadesiretohaltthewayweareinching towardsmetrication!Hereweseethattheforce isconstantindirectionsotheaircraftisstable, stick-free.Itisinterestingtonotethatthere isaforceofabout8oz(half-a-pound)or2oog requiredtochangethespeedbyloktwhereas thereisonlyamovementofabout4rnmto achievethesameeffectIsuggestthisiswhyit ismucheasiertoflytheaircraftbyfeelthanby visuallyorphysicallyjudgingthestickposition.

So,famdelightedtoreport,myAlpiis staticallystableatthetestedCofGposition.It is,however,afactoflifethatstabilitydecreases astheCofGmovesaftsoyoumustmakesure thatthecofgdoesn'tmoveoutsidetheaftlimit oryoumightjustbeabouttobecomeatest pilotandprobablyinanareatherealtestpilot decidednottoexplore!

DYNAMICSTABILITY

TheAlpiisstaticallystablebutwhatabout dynamically?Dynamicstabilityreferstowhat happensafterthestaticstabilityhasIdcked in.Theaircrafttriestoreturntoitstrimmed speedanditmaydothat,butitmayovershoot andthenkeeponovershootinginalternating directions.Asmallupsetreducingthespeed, bysay2kt,wouldleadtoapitchdownand maybeanincreaseinspeedofsayatthena pitchupagain,etc.

Whatmattershereiswhetherthemotion isgettingbetterorworse,andifitisgetting worse,whatisthetimescale?Forexample, dynamicstabilityisusuallydesirablebut slightinstability,withalongperiod,maybe acceptableinsomeaircraft.Across-country aircraft,suchastheAlpi,wouldbealotless tiringtoflyifitwasdynatnicallystablebutan aerobaticaircraftthatwastoostablewouldbe anightmare.

So,onwiththetestAgainatrimshot,this timeatBoldandagainPFLF.Thenthespeed wasbroughtbackbyaboutmkt,fairlyswiftly, thestickreturnedtothetrimmedpositionand thenreleasedtoseewhathappened.

Thisiswhathappened...

Theblackgraphwasdrawnbythesoftware ontheactualdatapoints.Nottooimpressive, youmightthink.However,weknowweare expectingasinusoidalcurveastherestoring forceisgoingtobeproportionaltothespeed excursion,soagraphwiththeshapeofthe blackoneishighlyimprobable.

Letusassumethereforethattheremighthave beenasmallerrorinthereadingsat15and5o seconds;saybothoneknotlow,afterall,aone knoterrorinreadingtheASIiswellwithinthe experimentalerror.Whatwegetnow,when weredrawthegraph,istheredline,analmost perfectsinewave.(Theredgraphhasbeen drawnoffsethalf-a-secondtotheright forclarity.)

So,thegraphshowsthat,dynamically,the aircraftisalsostable,asthespeedexcursions aregettingprogressivelysmallerwitheach cycle.Wecanalsodeducethattheperiodis 35secondsasthisisthetimedifference betweenanytwocorrespondingpointsonthe curve.SotheAlpiisdynamicallystablewitha periodof35seconds.

Anotherskillweweretaughtonthecourse wasreportwritingintheapprovedCAA manner,howeverunlikelythatwouldappear frotntheaboveramblings!

Now,whatabouttheotheraxes?•

approvalofboththesepopulartypes.After theSportCruiserdesignwascompleted, BristellasplitwithCZAWandwentontowork withroofingcompanyRokotodesignand manufactureanewaircraft,theRokoAeroNG4. TheNG4soldinsmallnumbers(includingone intotheUK,G-ROXO,withanEASAPermitto Fly)butdisagreementsbetweenthedirectorsof thecompanyledMilantobailoutandstarthis owncompany,BRMAero,tosupplyaslightly tweakedvariantastheNG5'Bristell'.

Earlierthisyear,theBristellattractedthe attentionofFarrySayyahandTonyRilmer, staunchLMtypesfromSussexwhowereboth familiarwiththeSportCruiser.Theywerekeento findouthowthislaterdesigncompared.Having beensuitablyimpressedbythedemonstrator, theydecidedtoseektAAacceptanceofthe Bristellwithaviewtobuildingoneforthemselves and,i[successful,settingupaUKagencyto marketandsupportthetypeintheUK. Ademonstratorwasbroughtoverfor AeroExpoinMay2012.Thisallowedmetocarry outaninitialflightevaluationofthestandard 'LSA'versionwithnine-metrewingspan, andtalkoverthecertificationpossibilities withdesignerMilan.Withatickinthe'initial impression'boxsecured,IvisitedtheCzech factoryforacoupleofdaysinJuly,alongwith FarryandTony,toexaminethedesignindetail, seetheproductionfacilityandgothroughthe designdocumentationwiththedesigner.Iwas alsoabletoflytheHDversionofeight-metres span,thehigherwing-loadingbeingintendedto provide a highercruisespeedandabetterride qualityinturbulence,attheexpenseofslightly longertake-offandlandingruns.

Bristella'sfactoryisonafriendlylittle industrialunitintheoutskirtsofKunovice,a

fewminutesdriveh-omtheairfield.Ithinkit wouldbefairtosaythatMilanconcentrateson hisproductratherthanaprestigious-looking productionfacility,astheaccommodationis adequateratherthanimpressive.Remarkably though,withjusttenemployeesMilan'sstaff canapparentlyturnoutfinishedmachinesand kitsatarateofaboutfourpermonthfromthis unitDespitethis,intouringhisshopIfoundno signsofanycornersbeingcutintennsofquality ofworkorintheirrecord-keeping.Indeed, workmanshipcouldnotbefaultedinanyofthe partsinstoreortheassembliestakingshapein thejigs.

Fromdiscussions,itsoonbecameclearthat alargepartofthesecretofMilan'ssuccess hasbeenhisbusinessrelationshipwitha brightyoungCAD/CAMspecialistwhorunsa nearbyoutfit.TheentiredesignoftheBristell hasbeencarriedoutusingawell-knownand sophisticatedaero-industryCAD/CAMsystem -thisinterfaceswithanin-house-builtCNC machine,whichcutsoutandMillsthesheet metalparts.Flangedcomponentsarerubber pressedonaself-maderubberpress.

LikeVan's,Milanhassucceededinfine-tuning theCNCprogramstothepointwherethepredrilledpartsaresupplieddrilledfinal-sizeso thattheycansimplybeskin-pinnedtogether andthenriveted,ratherthanneedingtobe openedupfrompilotsize'onthejob-and

thendismantledandde-burred.Theaccuracy ofthedrillingalsomeansthattheamountof jiggingneededisgreatlyreduced,withmany smallerassembliesbeingputtogetheronthe benchrelyingonlyonthere-drilledholes foralignment.Thatworld-leadingkitplane manufacturerVan'sachievedthisgoalis impressive,ofcourse,butforarelativelytiny companylikethisonetohavemanagedit aftersuchashorttimeinoperationistruly remarkable.

Anotherbenefitofpre-drilling'finalsize"isthat thepaintfilmonthepre-paintedcomponents extendsrightintoeachrivetholeratherthan beingscoopedoffeachholeasitisopenedup onassembly.Whileonthesubjectofcorrosion protection,Milanalsopointsoutthatall componentsareeitherpaintedoverallbefore assemblyorforthosethatarepaintedafter assembly{suchasthefuselageskins)thenthe jointareasarepaintedlocallyfirsttomakesure thatoverallcoverageisprovidedwithineach overlap,preventingcorrosiontakinghold.

METALMADEBEAUTIFUL

Despiteitscurvaceousappearance,thel3ristelYs structureisalmostentirelyofrivetedaluminium constructionwithcompositesbeingusedinthe airframeforthenon-structuraltipsofthewing andtail-tips,thewing-andtail-rootfairings,the enginecowlingsandthelargecabintopand canopyframeassembly.

WhereastheSportCruiserwinghasastrong familyresemblancetothatoftheZenair XL,theBristell'sthree-piecewingisentirely new.Askedwhyhewentforathree-piece wingontheBristell,Milanrepliesthathaving ashortcentresectionpennanentlybuiltinto thefuselagemeansthatthewing-walkcanxi.

>FLIGHTTEST

fittedwithaninternalmoulding,whichdoubles asasunshadeandprovidesamountingpoint fortheinternalcanopyhandle.Apairof'press toengage'car-doortypecanopylatchesare fitted,onetoeachsideofthecanopyframe, bothconnectedbycablestoasingleflush-type release-leveronthecentreconsole.Thecockpit mouldingincludesadrainchannelaround thecanopyrecesstomakesurethatrainwater doesn'tpouroveryourinstrumentpanelwhen youopenthecanopy.Astronghandgripin betweentheseatbacksprovidesaverywelcome steadywhenclimbingaboard-aneattouch.

ThetailsurfacesoftheBristellareconfigured similarlytotheSportCruiserinthatasingle tailplaneunitslotsintothefuselagefrom therear,whilethesweptfinispermanently mountedtothefuselageslightlyforwardof thetailplane,itsrudderoverhangingthetail cone.Thetailplanerootisrecessedbackto thetailplanemainsparsothatthesparcan restdirectlyagainsttherearbulkheadofthe fuselage.Theruddercontrolsystemisdesigned touseaseparaterudderhorn,connectedvia ashorttorquetubetothebaseoftherudder, sothattheruddercanberemovedwithout disturbingtheruddercables.Theone-piece elevatorisfittedwithawide-spantrimtab, drivenbyashortpushrodfromthefamiliarRay Allenelectricservomountedneartheelevator leading-edge.

Thetricycleundercaniageusesamoulded compositemainlegarrangementsimilar(and maybeidenticalto)tothatoftheSportCruiser, whiletheforward-projectingnoselegishinged atthefirewallandcleverlyadoptsashort suspensionstrutfromahi-techmountainbike toprovidespringinganddampingaction-a muchmoresophisticatedconfigurationthan theusualundamped,cantileverspringset-up. Thenosewheelismountedtoauniquedesign offork,weldedfromsteeltuberatherthanthe usualbentpieceofaluminium,andonfirst sightthedesignincludeshardlyanytrailangle, i.e.thecontactpointbetweenthetyreand thegroundseemsalmostexactlyunderthe steeringpivotratherthanset-backtogivea castoringaction.

Unusuallyforthislayoutofnoseleg,the nosewheelissteerableviaapairofTeleflex-type push-pullcablesratherthanfree-castoring. Usuallythebugbearofsteerablenosewheelson rss..sr

littleaeroplanesisthefrictiontheyintroduce intotheruddercircuitwhichimpedesrudder self-centring.Inthiscasehowever,pressing downonthetailtoraisethenosewheeloffthe groundandwagglingtherudderfromsideto side,thefrictioninthesystemseemedalmost negligible-Milanandhisteamhavedonevery welltoachievethis,especiallywiththeinherent frictioninanypush-pullcablesystem.

Theenginefittedtothedemonstratorsis theubiquitousRotaxnuULSofmobhp,witha three-bladedFitipropeller,althoughnjabim 3300installationisalsoplanned.There's seeminglyahugeemptyspacebetweentherear oftheengineandthefirewall,sowithcowlings removed,all-roundaccessformaintenanceis secondtonone.

Unusually,theweldedsteeltubeengine mountisfittedwithvibration-absorbingmbbers wherethemountboltstothefirewall,rather thanwheretheengineboltstothemount-an arrangementsharedwithEvektor'sEurostar. Whiletheforwardfuselageandcowlingsare sizedprimarilytoacceptthecompactRotax andJabiruengines,Milanhasdevelopedan alternativefrontendforanotherenginemodel, whichhasnowbeendropped-butthedesign isthereiftheneedshouldarise.AsIpointedout tohim,Continental'smoretraditional0-2000, developedforCessna'sSkycatcherwouldfit verynicelyunderthatcowling,albeitwitha weightpenalty.

Awelcomefindfromthecertification standpointisthataswiththeSportCruiser, theBristellisdesignedtouseAmericanAN hardwareandfamiliar6o61-T6aluminiumalloy andaL3oNchrome-molysteelratherthanthe metricnutsandboltsandunfamiliarformer Sovietblocmaterialsfoundinsomeofthe competingdesignsfromthisregion.

TheconstructionoftheBristelltakesplaceona singleproductionline.Thetailconeisbuiltasa separateunitinaverysimplejig,andtherewere severalstackedupinacorner,readytogo,when Ivisited.Thefuselageforwardfloorisassembled asthenextstage,whereuponthecentresection spar,fuselagesides,firewall,crossbeamsand centreconsoleareintroducedasseparatesubassemblies.Thetailconeandfinaregraftedinto place,thecentre-sectionstubwingsassembled insitu,thecontrolsystemintroducedandthen finallythecabintopinstalledtocompletethe

mainfuselagestructure.Thewingsparsare assembledonthebenchandthentransferred tothewingjigswhereribs,rearsparandskins converge.Theintegralfueltanksareformed bysealed-offsectionsofthewing-root leading-edge.

Atthisstage,individualouterwingspars aredrilledandreamedtomatchindividual centresectionspars,sothewingsmustbebuilt alongsidethefuselagesasrequired.Milanis workingonmoreadvancedjigging,whichwill allowfullinterchangeabilitybetweenwingsand fuselagesproducedinfuture.Thiswillmakeit mucheasiertodealwithintheeventthatanew wingorfuselagehastobefittedtoreplaceone damagedinservice.

FLIGHTFINDINGS

SowhatdoestheBristellflylike?Myinitial impressionoftheLSAversionwasthatitwas awell-thought-outmachinewithverylittleto criticiseaboutthegroundorflighthandling,a reallygoodall-roundview,excellent ergonomicsandcomfortableaccommodation. Withconventionaltoe-brakesontherudder pedals,acentralthrottleontheconsole,preselectableelectricflapsandadecentsetof gauges(includingfuelgauges)thereisverylittle todislike.

Myonlyconcernaboutthehandlingofthe LSAwasthataswithmanyofthetorquey Rotax-poweredLSAs,afairbitofrightrudderis neededtokeepstraightinthefullpowerclimb, andthismeantthattherightmdderauthority becameincreasinglylimitedwithfullpowerif theairspeedwasallowedtobleedbacktowards thestallingspeed.Tohelpdealwithcrosswinds fromtheleftside,Iwouldhavelikedtohave seenabitmorerightrudderauthorityavailable, eitherperhapsfromabiggerrudderormaybe alittlemoreenginesidethrustcouldbeused soastocounteracttheleftturningtendency underfullpower.Ofcourse,oneshouldn't normallyexploreverylowairspeedswhileat fullpower,ascommonsensewouldkeepyouat leastthirtypercentabovethestallspeedwhile climbingoutorduringago-around.However, whentakingoffonbumpygrasswiththese lightweightmachinesyoudosometimesfind yourselfthrownupintotheairbeforeyou intend,andthiscanputyouinadvertently intothispotentiallyhazardouspartofthe

flightenvelope,somyviewisthatyouneeda reasonabledegreeofcontrolauthoHtyevenin thisnormally-avoidedspeedregime.

IfoundtheHDversionoftheBristellvery similartotheISAinnormalflying,asone wouldexpeciinthatitwasathoroughly comfortable,quietefficientandnice-handling aeroplane.Hardertounderstandwasthat inthisversion,withitsslightlyhigherwingloading,therudderauthorityatkillpower seemedperfectlyadequate,despitetherudder beingofthesamesizeandangulardeflectionas intheothermodel.

Conversely,withthisversiontherewas initiallyanissuewithlongitudinalstability beingabit'neutral'orslightlynegativewith fullflapandfullpower,butondaytwoofour visitthiswascuredbyfittingtheslightlylarger tailplanefromtheUSAversion,whichisan optionontheHD.WiththisHD-wing,LSAtailcombinationgivingalargertailvolume coefficient,amoregenerousaftCofClirnitis applicable,allowingmorebaggagetobecarried intherearbay.

Inthisconfiguration,myonlysignificant criticismwasthatbecausethebiggertailalso sportedalongerspantrimtab,theelectric elevatortrimwasmuchtoopowerful,making itvery'touchy'totrimoutandcreating unacceptablyhighstickforcesinasimulated trimrunaway.Thiscanbeeasilydealtwithby reducingtherangeoftravelontheelevator trimtab-achangewhichisalreadyinhand,as Milanprovedbyshowingmethenewlonger trimtaboperatinghornsthathadjustarrived fromtheCNCshop.Inaddition,itwasagreed thattheelectrictrimratereducerunitshould befittedtoreducetheoperatingrateofthe servoitself.

Minornigglesnotedwerethatafuelpressure gaugeshouldbefittedandIfelttheBristell wouldbenefitfromawarninglighttotellyouif thecanopywasn'tproperlylatched,becauseit wasn'tabsolutelyclearjustbylookingatit-and whencarryingapassenger,thepassenger-side latchishiddentothepilotsotheonlywayto ensurepropersecurityisbypressinguponthe canopyandseeingifitflexesopen.Apparently testshaveshownthatit'snobigdealifyou dotakeoffwiththecanopypartiallyoreven fullyunlatched,butexperienceshowsthat evenwhentheaeroplaneisfullycontrollable withapartiallyopencanopy,pilotsfindthe distraction/alarmfactorisenoughtocausea hazardinitself.

Beingverypicky,Inotedthatthenosewheel steeringseemedslightlyover-sensitivearound neutral,makingittendtoweaveslightlyfrom sidetosidewhensteeringdownanarrow taxiway.Apparentlythedemonstratorwas fittedwithwheelbarrowtypetyreswithavery narrowtreadandflexiblesidewalls,andthe standardaircrafttyresnormallyfittedtothe aircraftprovidedbettersteeringfeelandgentler responsearoundneutral.

Thesecriticismsthoughareveryminor.Allin all,IfoundtheBristellaverypr'omisingaircr'aft inthesefirstfewmonthsoftheassessment process.Unusuallythedesignerhasalready compiledaverycomprehensivedesigndossier thataddressesmostofthedesignrequirements, whichweneedtocheck,andisworkingsteadily throughthelistofadditionalpapeiworkthatwe needtocompletethepackage.

WithafairwindbehindiLandifthepriceofthe kitcanbekeptdowntotheverycompebtivelevel presentlymooted,itlookstobecomeastrong contenderinthepopularLSAkitmarket•

PERFORMANCE

Stallwithflaps:58kph/78kph

Manoeuvringspeed.165kph

Maximumflapspeed:139kph

Cruise:250kph

Yne:290kph

DIMENSIONS/WEIGHTS

Wingspan:9.13m/8.13m

Wingarea:11.75sqm/10.5sqm

Wingloading:51.06kg/57.1kg(persqm)

Length:6.45m

Height:2.28m

Cabinwidth: 1.3m

WEIGHTS

Emptyweight:330kg/310kg

nrtow:600kg/600kg

Usefulload:270kg/290kg

Fuel:130litre

Fuselageluggage:15kg

Wingluggage:2x20kg

Engine:Rotax912ULS,100hp

Price:88,500ex-VAT,instrumentsand avionicsbutinclengineandfirewallforward

CONTACTBristellUKLtd.Tel:07801068210

bristelluk@yahoaco.uk

TheLAASywellRallywillbe uponusinamatterofweeks31Augustand 1,2 Septemberanditpromisestobethebiggest andbestsincetheeventwasreinstated. Inthisour65thAmnversaryyearwe wantallourmemberstocomealong andenjoythepartyatmosphere;leave yourwoesbehindandmeetupwithold friendsandmakenewones.TheRallyis ourannualexcusetobeindulgentinour hobbysoinmterseyourselfinaweekend ofaviationfun,beinspiredorinspire otherswithyouraircraftorprojectJust bethere!

Thisyearwearebringingbackthe HomebuilderCentre,afavouritefrom ralliespastandanopportunitytolearn aboutthepossibilitiesofbuildingyourown aircraft.TheCentrewillcontainexamples ofaircraftprojectsinallthepopular media-wood,metalandcompositeandEngineeringstaffandLAAInspectors willbeonhandtoofferadviceandanswer yourqueries.

RepresentativesfromtheLAAETTraining courseswillalsobeavailabletoshow thelevelofexpertisethatisavailablefor youtodrawfrom;comeonin,youwillbe surprisedatjusthowmuchhelpthereis availabletoleadyouthroughthebuild

processandturnyouraviationdreams intoreality.

AnotherfeatureintheCentrewillbe asmallnumberoftalks-timestobe confirmedsocheckthewhiteboardatthe entrance.AlreadyforSaturdaywehave GilbertBeringer,MDofBeringerBrakes, whowilldiscusstheirstate-of-the-art anti-lockbrakingsystems.MilanBristella, designeroftheBristellwhichwillbe makingitsfirstappearanceattheRally, willalsobegivingatalk.

FinallytheCentrewillhostthepopular fleamarketagreatchancetoselloffallthose unwantedbitsandpiecesleftoverfromyour project,orbuythathardtofindpart

BIGNAMESONSHOW

OutintheExhibitionParkandinthethree largeexhibitormarqueesyouwillfinda verywiderangeofaircraftkit,partsand avionicstraders.Allthebignamesarethere, andmanywillnodoubtbeofferingshow specials,sobringthosecreditcardsand stockuponconsumables,ormaybeeven orderthatnewkit!

Withawellservicedcampsite,acafe,food stallsintheexhibitionareaandtheAviator Motelrestaurant,plusplentyoflocalhotels, personalrequirementsarewellcateredfor, soyouwon'tbeleftwanting.

Ontheentertainmentfront,HangarOne's barwillasusualbeopenandfoodwillbe servedtherefromearlyeveningwithFriday givenovertobackgroundmusicsothat thereisanopportunityforadrinkandchat. Saturdaynightthoughispartynightand witharepeatoflastyear'smuchvaunted beerfestival.Followingthepresentation ofawardsandthecuttingofthe65th anniversarycake,TheBavarianStompers willbeentertaininguswiththeirspecial brandofhumourandmusic.

AlltheaboveandIhaven'teven mentionedoneofthekeybenefitsofthe event-thefactthatasamemberyoucan freelygoairsideamongthehundredsof aircraftthatflyintotheevent.Everyyear wegetanynumberofintriguingaircraft attending;remembertheflyingwing VerheesDeltafromFranceortheincredible PercivalMewGullinwhichAlexHenshaw settheLondon-CapeTown-Londonrecord backin1939fromlastyear?Howgreatisitto beabletoseethoseandhundredsofother aircraftupcloseandpersonal,andchatto theirpilots.Whatgreaterinspirationdoyou needthantobeabletotalktobuildersand restorersabouttheaircraftyoumightlike onedaytobuildorown?

Wecannotknowwhatwillshowupthis year,that'spartoftheintriguebutrest

assuredyouwon'tbedisappointed,and pilots,don'tforgettoenteryouraircraft intothecompetitions.DetailsattheAirside Passestent

GETHNGTOTHERALLY

ByRoad Sywellisnotdifficulttoreachby roadasitiswithineasystrikingdistance oftheA45betweenNorthamptonand Wellingborough.Itiswellsignpostedas 'SywellAerodrome'andthepostcode NN6OBNwilltakeyouthereviayoursatnav. Therearealsoplentyofdirectionsonthe SywellAerodromewebsiteat www.sywellaemdrome.co.uk

ByAir Duetothelargenumbersof aircraftflyingin,itisnecessarytopublish comprehensiveinstructionsfortheevent andputaslotbookingsystemintoplaceto tryandevenouttrafficflows, TobookaslotgototheSywellwebsite andfollowtheAviation/Fly-inBookings/ LAARally(appropriateday)andtheslotsare availableeveryminute.Ifyouaredelayed oraheadofschedulewithinreasondonot worry.Ringthetoweron01604644917ifyou arewayoutsideyourslot Onfirstsightthe27page General Information&joininginstructions (downloadablefromtheSywellorLAA

websites)canlookratherdauntingbut onlythefirsttenpagesarethegeneral instructionsanddependingonrunway inuse,youareonlylikelytousetwopages oftheremainingappendices.Theactual flyingsiderequiresthatyoujoinatPitsford Reservoir4nmWNWofSywellandthen flythedesignatedprocedureforeither03 or21dependingonwhichisinuse.That ofcourseisbeingverysimplistic,andyou doneedtoreadthedocumentcarefully andunderstandthevariousmonitoring frequencies,routesandcalls.AllI'mreally tryingtosayisdon'tbeoverwhelmedbythe event,atquietertimesofthedayyouare likelytoarriveandnotseeanotheraircraft Plantoarriveearlyandmissthemidmorningtoearlyafternoonrush.

JeffBell,Sywellairfieldmanager,offerssix simplepointerstowatchfor:

Ensureyouhavereadandunderstood theInformationdocumentandprintthe appendicesforreferenceintheair.

2 OnlycallwhenNoionfinal-donotcall inboundoronleavingtheassemblyarea.

3Onceyouhavelefttheassemblyarea, donotovertakeaircraftaheadofyou. Inotherwordsplanyourspacingand speedcontrolcarefully.Sloweraircraft arerequestedtokeeptheirspeedupuntil finalapproach.

4 Donotchangeyourrunwayselection (grass/hard)onceonapproach,ifitis occupied,goaroundbyclimbingon runwayheadingto2,000ftQFEand returningtoPitsford.

5 Vacatetherunwayassoonaspossible. Oneither03or21grassaircraftcanvacate totheEastassoonasitissafetodoso.As soonasspeediscontrolled,vacateata450 angletowardstheconedtaxiway.For03 hard,aircraftmustvacateattaxiwayBravo andnowhereelse(unlessadvicedbythe FISO).On21hardallaircraftmustvacateat theupwindendontotaxiwayAlpha(again, unlessadvicedbyFISO).

6 Ondepartureyoudonotneedtocallfor taxi,followproceduresandonlycallwhen numberoneatthehold.

So,allweneednowisagoodweather windowstartingaweekorsobeforethe eventandrunninguntilacoupleofdays afteritEvertheoptimist,I'mconfidentthat we'llgetthatandtheRallyTeam,andallthe volunteersandstaffwhopullitalltogether, willbejustlyrewardedfortheirefforts. Finally,wecanalwaysuseafewextra volunteers,soifyoucanspareanhouror two,orlonger,betweenThursday30August andendofplay2September,pleasedrop NigelRamsayalineon nskywrite@aol.com orcallhimon07821718763.•

ForAliceandSenice toll:JohnDelallold078:5:910349oremail:johnthielxavionics.co.ul www.IxavioniCS.co.uk

NOSPINNERHELPED'MISSPOT

ANEXCELLENTSPOTDURINGAWALKROUNDPREVENTSANIN-FUGHTDISASTER -ANDALACKOFBASICFITTINGSKILLSISBEHINDOTHERPROBLEMS

I'veneverreally givenmuchthought tothejobtitle 'Fitter'-I'mnot surewhy,butIsupposeIjust assumedthetitlebelongedto somebodywho,well,fitted things to,presumably,other things.Aswillbecomeclear (Ihope)laterinthismonth's 'SafetySpot',Ihaveafter thinkingaboutacoupleof eventsfeaturingLAAaircraft, realisedthere'smoretothis jobthanfirstmeetstheeye.I punchedinthetitleintothe searchengineamltwooptions jumpedoutofthescreen... ThefirstwasNATO'sname fortheSukhoiSue17...the secondheadingsaid,'Fitter loccupationy.'Ah,thatlooks liketheone../Click.Iwas immediatelydispatchedto 'Machinist'withawarningthat ifyouwerelookingforthefilm TheMachinisryouneededto

put'The'intothetitle-yetI hadn'tput'Machinist'intothe thinginthefirstplace!Thebest descriptionIgotwas'aperson whousesmachinetoolstomake ormodifyparts'.Iquitelikethe 'makingormodifying'butwasn't convincedaboutthe'machine tools'partofthedescription. Perhaps,inthiscomputerised age,someoftheengineering skillsrequiredbyafitter havebeenlost,atleastinjob descriptions.Take,justfor example,thefittingofanewsetof bigendshellstocurean'orrible knockfromunderthebonnet Icanhearyouthinking,'Don't bestupid,nobodydoesthatany more,it'scheapertofitanew engine.'Well,itwasn'tintheold days;I'mnotthatoldbutIcan stillrememberhelpingoutthe oldmanscrapingoffengineers' bluefrombigendbearingsto ensureagoodfittogetajust aboutaffordablebangerbackon

ThisisapictureofthecrackasspottedbytheowneronthepropellerbackplateonhisRAF2000autogyro.Aspotlikethisremindsusallwhygooddaily inspectionsareavitalcomponentforsafeflying.Metallurgicalexamination showedthat,inactualfact,thisplatehadbeencrackedforsometimeas corrosionproductshadformedjustaftertheinitiationpoint.Itlookslikethe platecrackedduringanengine run,wasn'tspottedandthenfailedcompletely duringthenextengineruncycle.Notethatthecrackpassesclosetothetop bolt/washer (Photo.DavidNorth)

theroad.Thesedaysofcourse, tolerancesaresotightthatmostof thepartsthatyouneedtofitwill requireno,oratleastverylittle, tweaking.That'strueofaircraft partsisn'tit?Hereareacoupleof exampleswheretheapplication ofbasicfittingskillsmayhave preventedafailure.

ThefirstisaboutaWarpDrive propellerfailureonaRAFmoo autogyro.Regularreaderswill knowoftheproblemssome membershaveencountered withpropellersusingWarp Driveblades.Thesestiffand lightcompositebladesare

undoubtedlygoodperformers, butnothingcomeswithouta priceand,inthiscase,theenergy absorptionspectrumofthe bladesappearstobecausing problemsattherootendofthe bladeorattheattachmenttothe engine.Variousmanufacturers usetheWarpDrivepropeller bladesintheirpropellers,for exampleAirmasterinitsAP332 andNSIinitsCAPi4o,whileWarp Ddveoffersitsowncompleteunit WarpDriveprovidesanumber ofdifferenthubdesignoptions andavarietyofbladedesigns/ sizes.Theunitasfittedtothe

WithMalcolmMcBride AirworthinessEngineer

RAFwoocomprisesthree blades,supportedbetween twoaluminiumplates,andthe rootofthebladeisheldinplace betweencompositeblocks,the clampingforcebeingsupplied byfourboltsperblade.The innertwoboltsactasengine attachmentbolts;youwill alreadyhaveworkedoutthat thismakes12boltsinall.Asthis isaself-assemblypropellerthe unitthereforecomprises(without washersandnuts)23separate components.Puttingthislot togetheraccuratelyrequiresa highleveloffittingskill.

AcoupleofyearsagotheLAA decidedthat,duetoreportsof crackingoftheattachmentcollar intheAP332unit,theWarpDrive bladescouldn'tbeapproved indirectdriveapplications wheretherewasnoprovision fordampingwithinthepower train.Thecurrentlyavailable gearboxesallhavesomekindof dampingdevicesbuiltin,some rubber,somemechanical,but onmanyenginesthepropeller hubisdirectlylinkedtothe crankshaftwhereeachpower pulseistransferreddirectlytothe propeller.InthiscasetheSubaru enginepowersthepropellerviaa reductiondrivebelt.

IreceivedanemailfromLAAer DavidNorthwhowashopingto enjoyhisRAF2000autogyroone afternoonawhilebackwhen, afteragoodpre-flight,hefound aratherlargeproblemwiththe propellerhub,whichkepthim onterrafirma.Here'shisemail.

DearMalcolm RonnieLeggesuggestedIdrop youanoteregardingaproblem IdiscoveredwithmyRAF2000 registrationG-CDJIV.

Uponlandingawayfromhome onSaturday,Inoticedarather largecrackinthepropellerhub (seephotoattached)andhad toarrangeatrailertobringmy aircrafthome.I'mnotreally surewhatwouldhavecaused thismalfunction,howeverfrom speakingtoRonnieandother RATh000pilots,thisappearstobe anunusualoccurrence.

I'mfullyawareofthepotential consequencesthisfailurecould havecausedandfeelvery fortunatetohavediscoveredthe problemwhilstontheground!

Theaircraftwaspurchasednew in2005andhasnowcompleted 204hoursflyingtime.Althoughnot allmylandingsareperfectithas neversufferedanydamageorbeen subjecttoaparticularlyheavy landing.

Pleaseletmeknowifyou requireanyfurtherinformation.so

HereisacloserlookatwhatwethinkistheinitiationsiteforthiscrackfoundonthebackplateofaWarpDrive propeller.Whatitlookslikeisthattheplatehasbeensubjectedtobendingloadsandthewasherhasbeenactingas afulcrumaroundwhichtheloadshavebeenoscillating.Thegougeatthebottomoftheplatematchesthepositionof thewasher.

(Photo:MalcolmMcBride)

HereisanotherpictureofthefailedWarpDriveback plate,thistimeshowingwhereitlookslikethecrack started-,oppositetheedgeofthiswasher.I'veuseda bittoomuchlighthere(onpurpose)tohelphighlight themicro-fracturesintheanodisedsurface;theyarenot visibletothenakedeye.Youcanseethatthegeneral radiusofthesemicro.cracksistheattachmenthole;this patternisrepeatedaroundtheotherouterattachment holes,whichsuggeststhatthisplateisbeingstretchedto thepointwherethethinanodicfilmisfailing.

(Photo:MalcolmMcBride)

Anothercauseofcrackingin highly-loadedcomponentsis stressconcentrators;thisisa close-uppictureoftheWarp Drive'sfrontplate.Thisplate didn'tfailbutyoucanseethe damagecausedtotheplate.This waseitherduringtheassembly ofthepropeller(theboltwasn't correctlyaligned)orduring service(theplainshankofthe boltwasinsufficientlylongand thethreadswereimpinginginto thematerial).Notethatallthe outerboltholeswerelikethis.

(Photo:MalcolmMcBride)

Whilstlookingatthemicro-structureofthefractureface onthebackplateoftheWarpDrivepropellerfeaturedin thetext,Icameacrossthissmallferrousinclusionand thoughtthatyouwouldliketoseeit.Eveninthebest qualitymaterialstherecanbehiddendefects.Whocan guesswherethistinypieceofironoriginated?

(Photo:MalcolmMcBride)

SAFETYSPOT

"Itcanbethat poorfitting/assembly practiceswillthwart eventhebest designintentions!"

Davidkindlysentthepropeller hubtoushereatengineering HQforexaminationand,asyou cansee,Itookafewpicturesthat mayberelevanttothisfailure.I dothinkthatRonnieandDavid arecorrectthatthisappearsto beanunusualoccurrence;thisis thefirsttimewe'veseenthistype ofproblemwiththeWarpDrive unitasfittedtotheRAFz000 autogyro.Certainlyagoodthing aboutthisdesignisthatitiseasily 'inspectable'andDavid'sdiligent pre-flightmayhaveprevented anin-flightdisaster.Perhapsthis isespeciallytruewherethereis asignificantriskofapropeller bladedetachingandimpactinga rotorblade.

Itmightbeworthpoinringout thatcoveringupapropellerhub withaspinnerwillundoubtedly improvethelooksandmayeven improvetheperformanceofthe propelleralittle,butitdoescome withacost,asitwillreducethe inspectabilityofthisassembly. Inthelightofthisfailure,albeit onthedrivesideofthepropeller hub,youmightconsiderlooking atyourmaintenanceschedule toseehowfrequentlyyour propellerhubisremoved. Bearinginmindthefactthatthis failureappearedtobeunusual,I feltsurethatIhadseenasimilar thingbeforeand,afterabitof digging,Ifoundasimilarreport concerningthefailureofthehub onamicrolightaircraftpowered byaRotax582backin1995.This failureledtotheissuanceofa MandatoryPermitDirectiveby theCAA,MPD1995,103requiring checksandmodifications.

Thereasonforthe1995failure wasthatthefailedhubcame fromanearlierdesignofhuband, aftersomeinitialfailures,the designwasimprovedbyupping thematerialspec(andthickness) and,onsomeinstallations, incorporatingasteelloadspreaderplateontheengineside ofthehub.Thisactionappeared

tosolvetheproblemofhub crackingintheearlyunitsand sincethenthedesignhasevolved stillfurther.

Youwillseeinthephotographs thatthereisahighprobability thatthiscrackemanatedin theoppositefacetotheedge ofanouterattachmentbolt's washer;I'vediscussedthecrack morphologyinthetextbelow thephotographs.Inmyview thereareanumberofpossible reasonsforthisfatiguefailure anditisworthexploringthese possibilities,ingeneralterms, here.1say'ingeneralterms' becausethissortoffailurecan (anddoes)happenanywhere ontheairframe/engine; designerstrytoreducethe stressconcentrationpointsthat canleadtofailuresand,where possible,eliminatethecyclical loadingofacomponentsothat theaveragestressinanypart ofthecomponentislowwhen relatedtotheultimatematerials strength.However,itcanbe thatpoorfitting/assembly practiceswillthwarteventhe bestdesignintentions!

Ofcourse,thisfailuremayhave occurredforotherreasons,while aircraftmaterialsaremadetothe highestpossiblestandardsthere maystillbeproblems;notethe pictureoftheferrousinclusionin theplate...perhapsaparticleof steelfromafailingbearinginthe rollingmachine,maybeaspark fromaweldingmachinenearby carriedonalong-passedgustof wind,we'llneverknow,butitmay havebeenoneofthemanyfactors involvedinanaircraftacddent perhapsmanyyearslater.

Anotherfactormaybethatthe dampingofferedbythebeltdrive isonlyminimalandthis200-hour examplemaybethefatiguelimit inthisparticularplate.Itooka lookthroughourfleetrecords oftheRAF2000 and,forthe24 autogyroscounted,theaverage flighthoursforthetypewasjust

5-0461

TheveryphotogenicSprintand,personally,Ithinkthatthisisasmashing lookingaircraft.ThedesignoriginatedastheTrago-MillsSAHIandthere arefourexamplesstillflyingintheUK.ThisistheonlyLAAexample,the FLSSprint160. (Photo:ChrisBurleigh)

Andhere'swhythecasefailed!Whenthenewfilterwasofferedupit wasalmostacompleteholeout(3/16ofaninch);that'senoughtension inapieceofmaterialtocauseaprematurefailure,whichisexactly whathashappened...This'overstretched'casefailedatabout100 hoursflighttime. (Photo.JohnWebb)

Thefailedcasingoftheoutputfilterthatcausedthealternatorfailureon theELSSprint (Photo.JohnWebb)

(Above)Goodfittingpracticeis notjustaboutmakingsurethat holesarelinedup.The undercarriageonthisRans56was damagedduringaforcedlanding causedbecausetheenginefailed shortlyaftertake-off.Thecauseof theenginefailureisthoughttohave beenafuelrestrictioncausedbya kinkedpipethis,inturn,wascaused bythepipebeingfittedthroughtoo tightaturnradius (Photo.SteveClarehugh)

over300hours.Inactualfact, looldngatthesenumbersmore closely,Inoticedthatoneairframe hadcompletednearlyLsoohours (probablyanold[millingmachine! so,removingthisonefromthe list,theaveragedropstoabout 250flighthours,worryinglyclose tothefailurecase.We'lldiscuss thisfailureeventduringthenext Airworthinessgroupmeeting anditmightbethatwe'llissuea bulletinrequiringchecks. Welldonetothepilot,David North,forspottingthiscrack duringthepre-flightwalk-round;

Hereisapictureofwhathappenstoaflexiblepipethatisforcedaroundtootightabend..,itmorphsintoquitean effectiveOFFvalve. (Photo:MalcolmMcBride)

this'spotverylikelypreventeda nastyincident.

FLSSPRINT106: ALTERNATORFAILURE

IreceivedanemailfromLAAer JohnWebbremindingmewe'd, sometimeinthepas(hadadog conversationwhilehewasdoing anengineeringinspectiononone oftheCofAtypesinthehangar hereatTurwestou.He'dgotan oldGermanpointerwhowas quitedeterminedtomakefriends withme.NaturallymyoldCollie, Jed,knewimmediatelyonmy

returnhomethatI'dbeenflirting; there'snotmuchyoucankeep fromadog!Anyway,Wmworks atStocktonAirstripandFound aninterestingspotontheSprint aircrafthewasdoingtheannual inspectionworkon.Here'shis email.

DearMalcolni, C-OACIistheprototypeLoveaux SprintandwasferriedintoColson AeroatStocktonbyitsownerfor aPermitrenewalinspection.He didnotreportanyfaultswiththe aircraftDuringthegroundrun

priortocompressiontestandon changethelowvoltswarninglight cameonandalternatorfieldcircuit breakerpopped. Oneresetproducedan immediatere-trip.Subsequent electricalfaultfindingrevealed nothingandthecircuitbreakerdid nottrip.Alternatorfieldcurrent wasnormal.Duringthegeneral inspectionoftheenginebayI noticedthatthealternatoroutput filterwasslightlylooseatoneend. Uponremovalitbecameclearthat thecaseofthefilter,complete withonemountinglug,had

SAFETYSPOT

fracturedandtherewasevidence ofburningwherethecasehad beenshortingthealternatoroutput lugtoground.

WhenIwenttofitareplacement filteritbecameclearwhythe originalhadfailed.Thespacing ofthemountingholesinthetwo bracketsfittedtothealternator attachmentswereincorrectbeing morethanhalf-a-holeoath-was possibletofitthetwoAN3bolts atanangleso,whentheywere tightened,alotofstresswas impartedtothefiltercasewhich failedafteralittleoverloohoursin service.AtrawloftheN7SBdata baserevealedthelossofaCessna P270wherethesametypeoffilter hadshortedcausinganin-flight electricalfire.

Later,duringtheairframe inspection,Ifoundaloppiece lodgedinthetailplaneadjacentto theelevator.Theaircraftiscleared foraerobatics! Threespotsalltogether?

WellJohn,Ionlycountedtwo spots...butIdon'tblameyoufor tryingtosqueezeanotherone! Takealookatthephotosand youcanseetheproblem;initially theboxdidn'tquitefitsoitwas, well,graunchedisareasonable wordforthiskindoffitting practice.Inthiscase,thematerial inthefilterboxitselfwaspreloaded,probablyfairlyclosetothe materialfailurepointbecausethe mountingholesdidn'tquiteline upduringassembly.

Thismightseemlikeasmall thing.OK,what'sthebigdeal? Soyoulooseanalternator?Well, there'salotofenergyintheoutput fromagenerator,especiallyif thefieldcurrentforsomereason switchestomaximum,perhaps becauseofaspuriousfeedback fromaleakyalternatoroutput filter.Remember,andIquote John,'Thisisa24voltsystem.' Incidentally,anoutputfilter, sometimescalledasmoothing filter,inthealternatoroutputline actsinasimilarwaytotherubber ormechanicaldampersinthe engine/propellerdrivepath,an inductancecoilandacapacitor takestheplaceoftherubber. ThanksJohnfortakingthetimeto letusknowaboutthesespots.

RANSS6-ESCOYOTEII: EFATO

Ishallstartthisstorywiththe synopsisfromtheAirAccidents InvestigationBranch'sreport:The aircraftenginestoppedatlow heightshortlyaftertake-oftThe pilotturnedbacktotheairfieldand attemptedalandingonasecondary runway,buttheaircraftlanded

"Previousexperiencehas shownthatanumber ofturn-backshave resultedinlossof control...withsometimes fataloutcomes."

heavily,causingdamagetothe landinggearandforwardfuselage. Neitheroccupantwasinjured.'

Atthetimethereportwas published,theactualcauseofthe incidenthadnotbeenestablished; anenginefailureinitselfisnot normallyareportableincident undertherulesoftheANObutin thisinstance,therewasdamage totheairframeonlanding,sothe inddenthadtobereportedtothe authoritiesbythepilotCauseaside, justforthemomenttheAAIBreport stressedthedangersofturningbad< whenanenginequitsondimbout Here'swhattheyhadtosayThe enginefailureoccurredatacritical stageofflightThesuccessofthe manoeuvrewasprobablyduetothe pilotsexperienceandfamiliarity withtheaircraftandairfield, togetherwithrelativelybenign weathercondifionsandfavourable airfieldlayout'

Ithinkthatwhentheauthor usedthetermsuccess'hewas alludingtothefactthatthepilot survivedtheexperience;dearly, asyoucanseeyourselffromthe pictureofthedamagedmachine, thelandingwasn'ttextbook! Anyway,machinescanbe repaired/replaced,peoplecan't. Thebestadvicetofollowwith regardtoenginefailuresafter take-offistheoldestadviceinthe book.'Neverturnback.'Inthis instance,eventhougheverything wasonthepilot'sside,theaircraft wasstillbadlydamaged.TheAAIB reportcontinued'..theaircraft sustainedsignificantdamageand wasprobablydosetothestall whenthepilotattemptedtoflare. Previousexperiencehasshown thatanumberofattempted turn-backshaveresultedinlossof control,normallyduetodecayed airspeed,withsometimesfatal outcomes.'

Actually,Iknewaboutthis incidentalittlebeforetheMIS... eventhoughIdidn'tknowit.Let meexplain.Ireceivedinthepost onernomingwhatMaxineOades, ourEngineeringAdministrator, calls"Anotherstrangepackage".

Asyouwillimagine,Igetquitea fewinterestingItomeanyway) brokencomponentssentby owners.Thisonewasjustabitof fuelpipewhich,unusually,looked ingoodorder.

Iopenedtheaccompanying letterwhichInotedcarnefrom LAAInspectorSteveClarehugh, thebossofNorthurnbrian Microlights.Here'swhatitsaid.

DearMalcolm, Thoughtyoumightlikethispiece offuelhosetakenfromaRans56 whichhadanenginefailureon take-offIfyoubendtheendofthe tubedownthelinealtheletter Eyouwillfeelthepipekinkvery easilyThiswas,webelieve,the causeofthepowerlosslasitwas fittedtothefuelselectorvalveata verysharpangle/. Thefuellineshavebeenreplaced usingconventionaltube.

Ihadabitofaplaywiththe fuelpipeandcouldseeexactly whatStevewastalkingabout.You canseefromtheaccompanying photographsthatitisvery importanttoensurethatfuelpipes areroutedcarefullytoavoidkinks likethis.Iexpectthatthispipe wouldhavelookedfinewhenitwas firstfittedbut,perhapsthrough ageing,orevenachangein ambientconditions,theproperties ofthepipe'ssidewallchangedand akinkappeared,shuttingoffthe fuelsupplytotheengine.

Incidentally,it'sdefinitelyworth pointingoutthatasmallkinkina fuelpipecanbeadangerousthing, andnotjustbecauseoftheobvious reductioninfuelflow.Akinkcan initiateatinychangeinpressure andthismaybeenoughtocause abubbletoforminthefuel.This isespeciallytrueinunpressurised fuelsystemswherethevapour pressureofthefuelisclosetothe ambientlocalpressure. Thanksforyourreport,Steve.

GLASAIRIISRG: FUELPIPEFAILURE

LAAInspectorandGlasairowner KenBawensentmeapackage

with,whatIlaterlearnttobe,the remainsofafueltransferpipe normallyburieddeepwithinthe wingtipofhisaircraftWiththe pipewasaletterexplainingall.

DearMalcolm, Pleasefindenclosedtheremains ofthefueltransferpipefromthe extendedwingtiptanksofmy GlasairEachyearIreligiously checktheplaneoutforits Permitaswellasanyongoing maintenance;however,thewingtanksareheldinplacebysome3o orsocountersunkscrewsloctited' inplace.Earlyattemptstocheck insidethewingtiptowingjoint resultedindestroyingthescrews. Readingthebuildmanualgave theimpressionthatitwas a 'for fe'assembly.SoDeftwellalone. Afuelleakappeared,sooffcame thewingtankIyooddscrews scrapped),inside,thehorror beforeyou.

Ibelievethatthereareseveral Glasairsontheregisterwithtiptanks.Pleaselettheownersknow ofthispotentialfire/accident hazard.Thetanksdocomeoff withouttoomuchhassle;new screwswillberequiredaswellas someproperfuelpipe.

Itookalookatthehistoryof Ken'saircraftandnotedthat thebuildwasfirstregistered withusin1551.Afterabitmore diggingIfoundthebuildrecords whichdatedthefitmentofthe wingtiptanksto1995;notlong afterthistheaircraftflewforthe firsttime.That's17yearsago and,inthistime,theaircrafthas accumulated692flyinghours.

IshallbewritingtotheGlasair ownersdirectlylettingthem knowaboutthisincidentof course,butthisstoryhaswider implications,whichiswhyI shareitwithyouhere.

Thereasonfortheflexiblefuel pipeinthisapplicationisthat thewingtiptanksonthisdesign wereabitofanafterthought. Theflexiblepipeinquestion joinedthetip-tanktothemain wingsfuelsystemand,because therearenoaccesspanels,the connectionneededtohemade beforethewingtipwasactually attached.Toachievethis,aloop offuelpipewasconnectedat eachendandthetipputinplace; topreventthepipefromkinking a'U'tube,madefromaluminium fuelpipe,wasinsertedintothe flexiblepipe.

Regardlessofthevariousrules aboutthelifeofflexiblepipes, hereisacasewhereanaircraft hasn'tbeencompletelyinspected forsomeconsiderabletime,ifit

WithMalcolmMcBride

Thissad-lookingsectionofflexiblefuelhoseshouldn'treallyhavebeenanywherenearanaircraftasit'sabout17yearsold.Thereasonitwasoverlooked (andthereforenotreplaced)isthatnobodywasawarethatthepipewasintheaircraft.Itwasfittedbetweena(whatwasthoughttobe)permanently installedtip-tankandthewingofaGlasairIBRG.Luckily,apartfromloosingallthefueloverthehangarfloor,noharmwasdone. (Photo:MalcolmMcBride)

hadbeenthewingfipswould havecomeoftTotrytoavoidthis happeningwithaircraftoperating onanLAAPermittoFly,where specificmajorinspectionsare rarelyactuallyspecified,welike toseeacompleteinspectioneach threeyears.Bycomplete,we meaneverypartoftheairframe.

Wherelifeditemsare involved,sayaninspection orreplacementeveryfive years,theseshouldbelisted in(andbuiltintoitheaircraft's maintenancescheduleso thattheyarenotoverlooked. Normally,aircraft-qualityflexible pipeisrequiredtobeinspected

andpressuretestedeverysix yearsbutitshouldbenotedthat CAAMPD1998-019RIrequires alllightaircraft(below2,73okg) operatingonaPermittoFlyto havetheirfuelpipesinspected 'priortotheissueorrenewalof thePermittoFly';thateffectively meansthataircraftoperatingon

aPermitmusthavealltheirfuel pipesinspectedannually.

OICthat'sitforAugust,I'vegot towritetotheRAF2000owners and,asyouhavejustlearnt,LAA membersluckyenoughtobe abletoflyaClasair;Ihadbetter getonwithit Fairwinds!•

I'mnotgoingtomentiontheWwordthismonth,let's ignoreitandseeifthathelps.Abumperlistagainthis timesoyoucanplantheremainderofyoursummerand autumnflying,andofcoursetheLAARallyisattheend ofthemonthsoIhopetoseemanyofyouthere. I have includedmanyeventswheretheRedArrowswillbeperformingas anadditionalwarningtopilotsthattherewillbeRestrictedAirspace Temporary(RATs)atthoselocations,whichtheywillneedtokeep clearoLTheeasiestwaytoknowwhereaRATislocatedistoplan yourroutewithSkDemonLight,arelevantNOTAMwillthenbe flaggedupandyoucanplantoavoidthatpieceofsky.Itwillalso helpyoustayclearofpermanentControlledandRestricted

AUGUST

3 Offenburg(D),OUVGermanFly-in

4 Treborough,LAADevonStrut Fly-in(PPR),01984641179

4 Sleap,BAeAAerobaticLoop BeginnersEvent

4 Penland,LAAFly-in

4-5 DamynsHall,UpminsterMilitary& FlyingMachineShow

4-5 StokeGolding,StakeoutPly-in8 Party(PPR),07771701498

4-5 Beverley,HullACParamotorFly-in, 01964544994

4-9 Milson,SummerFly-in(PPR), 01584890486

4-5 Boston,Crop-sprayerFly-in, allwelcome

4-5 Birr(El),OrmandFCFly-in

4-5 Challes (F),ColombanFly-in

5 Lundy,LAADevonStrutFly-in (PPR),0175240666o/07805805679

Airspacebywarningyouifyourrouteinfringesit.Pleasedo prepareyourroutecarefullyandletusalldoourbittoreducethe infringementproblem.

TheOlympicsAirspaceisinforceuntilisAugust.RimintheSouthEastbeingthelargestsegmentbyfar.Detailsofhowtoflyinorclose toInn,plusinfonnationonotherOlympicairspacelocationscan befoundontheLAAwebsite www.laa.uk.com undertheSafety/ Olympicstab.

ThankstotheRoyalAeroClub(RAeC)andDavidWisefortheuse ofthiseventinformation.Furtherdetailsandweblinksformany oftheeventslistedherecanbefoundat www.royalaeroclub.org/ events.htm

5 OldWarden,ShuttleworthMilitary PageantAirShow(PPR), 01767627927

5 Breighton,SummerMadness Fly-in,01757289065

5 ComptonAbbas,Pooley'sDay Fly-in(re-scheduled)

5 Weston-super-Mare,Helicopter MuseumOpenCockpitDays

5 MiddleWallop,AnnyFlying Association75thAnnivFly-in (PPR)(re-scheduled)

7-18Marugan(EC),FAIMicrolight WorldChampionships

9-22Rostock(D),FloatplanesatSailing ShipFestival

9-12Eastbourne,AirbourneSeaFront Display(MelRedArrows), 01323zdnidoo

9-13 Bouveret(HB),SeaplaneMeeting

io - i2 Krems(OE),IACAustrianFly-in

jo - n schaffen-Diestpo),OldTimerFly-in

11 OldWarden,ShuttleworthEvening AirShow(PPR),01767627927

11-12 Headcom,IMPSCombinedOps MilitaryShow&VintageFly-in (PPR),07889338620

11-12 Fenland,MicrolightFly-in, 01406540330

n-12NewtonFann,Sudbury, BPPAPrecisionFlyingCompetition Ursel(00),Wings&WheelsShow 11-13Hibaldslow,Sky-DivingNational Competition

n-18Cowes,CowesWeekYachtRaces 11-18Marugan(EC),FAIWorldMicrolight Championships Perth,ScottishAeroClub Fly-in&BBQ(PPR), 01738551631(re-scheduled)

22Popham,CessnaFly-in 01256397733

12 Blackpool,SeaFrontAirShow

t.b.a.Dunkeswell,deHavi[land Fly-in,01404891643

15 Weymouth,CarnivalSeafront Airshow

15 Cromer,CarnivalSeaFrontAir Show(indRedArrows)

15-19Zoersel(00),VintageFly-in&Photo FlyingDaysEvent

16Popham,StarlightChildrensDay (closedtootheraircraft), 01256397733

17-19Raron(HB),EASSwissfly-in OldWarden,ShuttleworthFlying PromsConcert(PPR),01767627927 LittleGransden,BAeAAerobatic LoopBeginnersEvent Hucknall,MerlinFCRobinHood Fly-in,01159755153

18-19Loxley,Fly-in,models,BBMF Spitfiredisplay,07855758085

18-19Sywell,SywellJubileeFly-in(Sat)8 AirShow(indRedArrowsonSun)

18-19Shobdon,RRRAAirRaces

18-19Upottery,SWAHTWings &WheelsPPR)

18-19BelvoirCastle,DHMothClub InternationalRally(PPR), 01442862077

18-19Coonagh(El),LimerickFCFly-in 19Popham,MotorcycleMega-Meet &Fly-in,01256397733

19 OldBuckenham,LAA&Hornebuilt Fly-inEtBusRally,0195386o8o6

19 Panshanger,NLFCRevivalDay, 01707391791

19 Fleadcom,TigerClubAerobatic Competition,01622891017

19 KenyonHallFarm,Lancashire ACMid-SummerFly-in (PPR),07985441676

19 Whitby,RegattaSeaFrontAir Show(indRedArrows)

19-26Pocklington,BGAGlidingNational Two-SeaterCompetition

23 Fowey,RegattaSeaFrontAirShow (MclRedArrows)

23-24Clacton,SeafrontAirShow (inclRedArrows24)

24-27 Clonbullogue(Ell,(LASAnglo-Irish Fly-in(UK),07961809807

25 Teuge(PH),NVAVLocalFly-in

25 Beverley,HullACAutumnFly-in, 01964544994

25 OldBuckenham,Bader FoundationChildren'sDay, 0195386o8o6

25-27Detling,MilitaryOdysseyShow

26 LittleGransden,CharityAirEtCar Show(PPR)

26-27Kemble,BestofBritishEventEt AirShow(indRedArrows26), m285771177

26-27Dunsfold,Wing&WheelsShow (MclRedArrows)

26-27Uffington,WhiteHorseCountry Show(MdRedArrows27)

27 YeatsallFarm,AbbotsBromley, CharityWingsEtWheelsEvent Fly-in(ontheday),07973940222

27 Hoylake,LifeboatOpenDay (indRedArrows)

29 Torbay,RegattaSeaFrontAirShow (indRedArrows)

o-SeiDartmouth,RoyalRegattaSea FrontAirShow(indRedArrows31)

30-Se2Bournemouth,SeaFrontAirShow findRedArrows)

31-Se 2 Sywell,LAANationalRally EtExhibition(PPR)01280846786

p-Se 2 Vevey(HB),SeaplaneMeeting

31-Se8Ebnat-Kappel/Toggenburg(HB), GordonBennettGasBalloonRace Start

SEPTEMBER

Trieben(OE),OldtimerFly-in Gees(PH),MicrolightWings 8Wheels Hornlanda(SE),Swedish GyroFly-in

1-2 SpanishPoint(Ell,Fly-in

1-2 Blois(F),ULMSalon

1-2 Shoreham,RAFAAirShow 1-2 Kidlington,FlyToThePast AirShow

1-2 Leicester,BAeAAcrobatic Competition

1-2 Sandown,RRRAAirRaces

1-2 Chatsworth,CountryFair(inclRed Arrows)

1-9 DubnicaNadVahom(OM), FAIEuropeanAerobatic Championships

2 Pons(F),ClassicAirShow

2OldWarden,ShuttleworthPageant AirShow(PPR),01767627927

2 Breighton,HelicopterFly-in, 01757289065

2 Sturgate,LincsACAutumnFly-in, 01427838305

6Pangboume,CharityClayShoot (indRedArrows)

7-9 Texel(PH),NVAVDutchFly-in

7-9 Morcote(HB),SeaplaneMeeting 8Chatellerault(F),RSA TailwheelFly-in

8-9SaintJunien(F),RSA Old-timerFly-in

8-9Camentras(F),RSARegionalFly-in

8-9Southport,SeafrontDisplay (inclRedArrows)

8-9OldWarden,ShuttleworthAero modelEvent(PPR),01767627927

8-9NorthCoates,AutumnFly-ill, 01472388850

8-9Duxford,DuxfordAirShow 01223835000

8-9Portrush,NorthernIrelandSea FrontAirShow(inclRedArrows8)

8-9FoxlandsFarm,Cosby,Leics VictoryShow

9 Popham,AusterFly-in,01256397733

9 WatchfordFarm,LAADevon StrutFly-in(PPR), 07779143439/01823601268

9 Seething,CharityAirDay

9 Panshanger,NLFCAcrobaticDay, 01707391791

9 Headcorn,TigerClubAerobatic Competition,01622891017

9Weston-super-Mare,Helicopter MuseumOpenCockpitDays

12-16Reno,Nv(N),NationalAirRaces

13 Jersey,StAubyn'sBay,Battleof BritainSeaFrontAirShow

13 Guernsey,StPeterPort,Battleof BritainSeaFrontAirShow

4-16Goodwood,RevivalMeeting

15 Leuchars,RAFBoBAirShow

15 EastKirkby,LinclsMuseumRAFBF AirShow(Pre-book)

15 ScillyIsles,LAADevonStrut Fly-in(PPR)

15 Sherbum-in-Elmet,BAeAAerobatic Competition

15-16MortagneAuPerche(F),RSA ColombanFly-in

StFoylaGrande(F),RSAFly-in BelleVue,LAADevonStrutFly-in (PPR),01805623113

Popham,SolentAviationSociety Fly-in,01256397733

Shoreham,VintageFly-in(PPR), 01273467374

OldBuckenham,FrenchAircraft Fly-in,0195386o8o6

HalfpennyGreen,Wings&Wheels CharityFly-in,01384221378

KenyonHallFarm,LancashireAC AutumnFly-in(PPR),07985441676 Newcastle-O-T,GreatNorthRun (MclRedArrowsFlyPast)

20-23Wickenby,ChipFest

22 OldWarden,ShuttleworthAir Show(PPR),01767627927 22-23 Alderney,ARRAAirRaces 22-23TBA,BAeAAerobatic GlidervPowerMatch 22-23 Upwood,BPPAPrecision FlyingCompetition

22-23 Weston-super-Mare,Helicopter MuseumSpotters'Weekend 22-23 OverFarm,Gloucs,BMAA MicrolightCompetition&Tour toCornwall

23 Duxford,AOPABonusDay(PPR), 01223833376

23 LowerUpham,LAAWiltshire FlyersFly-in,07748105177/ 07788687591

26Menorca(EC),AirShow (IndRedArrows)

29 Turweston,LAAAGMand BBMFLecture

OCTOBER

6-7PlaistowsFarm,StAlbans,BMAA MicrolightCompetition

7 OldWarden,ShuttleworthAutumn AirShow(PPR),01767627927

7 Breighton,HibernationFly-in, 01757289065

14 Pophanl,EndofSeasonFly-in, 01256397733

24 Duxford,AutumnAirShow, 0122383500o

14Weston-super-Mare,Helicopter MuseumOpenCockpitDays

27 Leicester,VACAllHallowsFly-in (PPR),01162592360

27 Veovilton,FAAMuseumModel Show,01935840565

28 KenyonHallFarm,Lancashire ACHalloweenFly-in(PPR), 07985441676

3o-NvlOrlando,Ft(N),NBAABusiness AircraftExhibition

NOVEMBER

1Yeovilton,FAAMuseumCobham HallReserveOpenDay

4 Weston-super-Mare,Helicopter MuseumOpenCockpitDays

5 MiddleWallop,MuseumofArmy FlyingEnthusiastsFair,0264334779

25 KenyonHallFarm,LancashireAC IcicleFly-in(PPR),079854416762

DECEMBER

9

Weston-super-Mare,Helicopter MuseumOpenCockpitDays

1-2 NEC,Birmingham,TheFlyingShow EtBMAA/BHPAAGMs,01162611322

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STING2000CARBONG-LCMW. 112 hoursTTAFE.VerySTOL.115Knotsat 16.5Lts/Hr.FirstFlightOct2010,Permit untilNov2012.Rotax912ULS100hp, Woodcomp563000C/Spropeller.Whole AircraftParachute.GRTEISandEFISwith GPSMapping,SL30Nav/Com,GTX330 TXPDR,GPS496,TrutrakAD1Pilot11twoaxisAuto-Pilot,Flightcomintercom.LightingisLanding,NayandFuselagestrobes. Contact:LenChadwick01829740648, Email:TLSting@TalkTalk.netPrivatesale £69,950NoVAT.

PIPERCUBL4H1943. Sawwarservice inEurope.Cubyellow.LAApermitAugust 2012.A65FContinental840hrssinceTBO. Airframe3674hrs.RadioKing97A.wind generator,sealedstruts.Alwayshangard AbbotsleySt-Neots.Mustbeseen222,000. Wouldconsiderhalfshare.PhoneTony 01920424158or07702983400.

RUTANLONG-EZ. TTAF300hours.0235-L2C10hourssinceprofessionalrebuild.PermittoJune2012.Electricstark Wilhelmsonnoselift,covers,Narco120 nav/com,transponder,wingleveller, strobes/naylights.Offersinvited.Based Prestwick.Phone01563540510.

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EUROPACLASSICG-BVVH. 80hpRotaxengineTT388hours.Carefullyused byonepilotowner/builder.Allrubbercomponentsrecentlyrenewed.Medicalforces sale.PermittoOctober2012.Cambrai cover£29,500.Phone01262470503

PIPERTRI-PACERPA-22.Perth,Scotland.Immaculatecondition.RecentAnnual.Recentoverhaul.includingzerotimed engineandpropeller.Newfabric.Well runandexperiencedgroup.Hangaredat Perth(Scone),Scotland.One1/10share offeredat£1000.£60permonthandapprox£80-85perhourwet.Andy07770 236006

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JOINTHEGYROSET.MTOSport3GCFRNinRoyalNavyBlue.PermittoApril 2013.135hrssincenew2009.Onepilot/ owner.Alwayshangared.Factorycovers. Dualcontrols.Topspec.Neverusedfor training.Lovinglymaintained.Bestinvestmentinflyingfunat£47.500.Fordemo contactAnthony:07815074067orPeter: 01394411099.

RV10PARTBUILT.Empennage90%finished.Onewingfullyskinned,othertop only.Tailcone95%finishedandfuselagewellunderway.Alsohavestripped 0-540-F1B5engine.40hoursandLAA approvedforuseinthisaircraft.Sensible offersinvited.CallMartin07985151185.

OVERHAULEDLYCOMINGT10-540-AE2A completewithallaccessories,fullhistory. logs,EASAForm1,£19,000ovno.RV10 empennagekit,started,toclearwithgood registration-offersconsidered.AlanCaldecourt01483-472566.Mob07531333763.

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ZENAIRCH701HIGHWING.Allmetal construction.Aluminiumzincchromate protected.Interwheelassemblyfitted.Fuselage,wingsandrearendassembly.Enginefitted—2.2litre.Flight/electrical+enginegroupinstruments.Toviewtelephone: MrEBrown01582702588(Luton). sutviv.cambraicovers.coni

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