LAA August 2023 issue

THE MAGAZINE OF THE LIGHT AIRCRAFT ASSOCIATION

Aviation LIGHT

August 2023 £4.25

KITFOX FUN!

Light Aircraft Association WWW.LAA.UK.COM

Three-time Kitfox owner Graeme Park looks at the history of the type and offers advice for potential buyers…

ROLL YOUR OWN – PART 5

UNDERSTANDING THE DIFFERENCE BETWEEN LOADS AND STRESSES

ZLIN FUN AT TABOR

NIGEL HITCHMAN REPORTS FROM A BRILLIANT FLY-IN IN CZECHIA

SIMPLIFY ENGINE MANAGEMENT. MONITOR AND PROTECT YOUR INVESTMENT. With GI 275 EIS, you’ll add a single, primary solution that can replace the analog engine, fuel and electrical gauges in your light piston aircraft — with easy installation by the qualified installer of your choice. GARMIN.COM/GI275EIS

© 2023 Garmin Ltd. or its subsidiaries.

Ed’s Desk

Chairman ERYL SMITH CEO SIMON TILLING Chief Technical Officer JON VINER CEng MEng MRAeS Chief Inspector LUCY WOOTTON MEng(Hons) DIS DipHE MRAeS

President ROGER HOPKINSON MBE Vice President BRIAN DAVIES Engineering email engineering@laa.uk.com Email office@laa.uk.com Office Manager Penny Sharpe Head Office Turweston Aerodrome, Nr Brackley, Northants NN13 5YD Telephone for engineering and commercial 01280 846786

LIGHT AVIATION MAGAZINE Editor ED HICKS Email ed.hicks@laa.uk.com

Design and Print SEAGER PUBLISHING Production Editor LIZI BROWN Art Editor LISA DAVIES Opinions expressed by the authors and correspondents are not necessarily those of the Editor or the LAA. No part of this publication may be reproduced in any form without permission.

Nigel Paine

Graeme Park, author of our Kitfox feature has, owned three examples of the type – this Model 5 is his latest.

Early kit dreams…

L

ike many people, I was one of those for whom the Kitfox offered a tantalising glimpse of modern kitbuilding. I first saw one at the LAA Rally at Wroughton in 1992, and remember buying the brochure and the video from the then Kitfox agent. That radial engine cowling look, the tempting photos of a huge crate with everything in it, and on the video, footage of Kitfoxes being unfolded, then flown on fun adventures.

To an aspiring teenage homebuilder it definitely opened my eyes to what was ‘state of the art’. Yes, the Christen Eagle had been there years before, but that was expensive, and far beyond my radar as achievable. As builder of model Cubs, the Kitfox was something that really stuck in my mind. Alas, despite my best efforts, my dad wasn’t convinced we needed a Kitfox in our garage!

The Kitfox would go on to be a popular UK kit, but it wasn’t too long before the type got a bit of a reputation following a few handing accidents, which probably weren’t really the aeroplane’s fault. So after a period in the doldrums, its been great to see a resurgence of interest in the faithful ’Fox, a lot of which is due to the videos of Trent Palmer, a highly enthusiastic pilot and film maker whose content is avidly consumed on YouTube. As a few people I spoke to, while we’ve been working on this feature, said, “Lots of people want to be like Trent.” That, and also a vibrant and enthusiastic internet-based support community has seen more Kitfoxes coming out of storage and getting back in the air.

My thanks to Graeme Park, a very experienced Kitfox owner, for writing the feature that starts on page 18, and also to a

number of aircraft enthusiast photographers from the internet who helped with an array of photos for the feature, especially Mike Illian who supplied the lovely cover image of a rare Model 4 Kitfox Speedster.

If you or your type group have got some expert knowledge on your particular type of aircraft that you’d like to share, then please get in touch. When you’re ‘in the know’ about something in particular, it’s easy to forget that there are people out there who will really find your knowledge useful and inspiring!

I’m just about to pack a bag and head to EAA AirVenture, Oshkosh, but I am certainly looking forward to our own LAA Grass Roots Fly-in at Popham in August. It’s always great to see the latest projects from LAA members fly when they fly in for the first time. So often it’s the perfect inspiration to aspiring builders.

ed.hicks@laa.uk.com

August 2023 | LIGHT AVIATION | 3

Quiet the noise.

Amplify the experience.

NEW

B O S E A 3 0 AV I AT I O N H E A D S E T Flight the way it was intended. boseaviation-EMEA.aero/A30. © 2023 Bose Corporation. All rights reserved.

Contents August 2023

FEATURES 13 FINAL FOR GRASS ROOTS

LAA Chairman Eryl Smith has the latest updates on the 2023 Grass Roots fly-in…

14 PROJECT NEWS

Zenair CH-650B with a modified fuel system, New Projects and Cleared to Fly.

18 KITFOX BUYING TIPS

Three-time Kitfox owner Graeme Park looks at the types history and offers advice for potential buyers…

26 ROLL YOUR OWN

Mike Roberts explains why loads are different to stresses, and how to calculate them in part five of his design articles series.

31 FINANCIAL REVIEW

A summary of the Associations financial performance for 2022

32 COACHING CORNER

Master heading, waypoints, wind and timing, and you’ll find your destination with no stress, says David Cockburn

18

Kitfox buying tips

34 ENGINEERING MATTERS

Semperit fuel hose material, and correct components in Rotax 912 fuel systems

40 ZLIN FLY-IN

Nigel Hitchman heads to Tabor airfield for a fabulous Zlin gathering.

49 TAMING IPAD TEMPS

Avoid an iPad meltdown, with these tip-top cooling ideas…

26

14 REGULARS 03 EDITORIAL 06 NEWS 09 LETTERS 10 STRAIGHT AND LEVEL 46 STRUTS4U 54 LANDING VOUCHERS 58 WHERE TO GO

40 August 2023 | LIGHT AVIATION | 5

LA News

News

Plenty more news is available on the LAA website at www.laa.uk.com check it out every day!

Learn to fly tailwheel for free!

Aspiring young taildragger pilots are invited to apply for the 2023 Vintage Aircraft Club Liz Inwood ‘Taildragger' Scholarship. Named in memory of the late Tiger Moth pilot and flying instructor Liz Inwood, the scholarship provides £1,000 worth of flight training on a tailwheel aircraft to a licence holder under the age of 35.

Royal Aero Club 3r’s ​​FlyBall ‘23

The FlyBall Navex competition is a scatter event with no fixed route, requiring competitors to navigate between any number of participating airfields in any order (provided the airfields visited are suitable for the performance and types of aircraft flown), to collect ‘FlyBalls’ with different values. The aircraft with the highest value of ‘FlyBalls’ on arrival to Popham EGHP (before 1600) will be the winner. There will be first, second and third place prizes for all aviation categories.

There will be awards for different classes of aircraft, including: Fixed-wing (solo and multi-crew), Microlight (solo and multi-crew), LAA (solo and multi-crew) and Rotorcraft (solo and multi-crew).

Procedures: This is a fun event. The random nature of routing and the unpredictable values (reducing) of

6 | LIGHT AVIATION | August 2023

The applicant must be the holder of a current PPL, NPPL or LAPL, with 100 hours total flying time, of which at least 50 hours are as a pilot in command completed at the time of application. The winner will also be invited to the VAC Annual Dinner and Awards Evening in November, where the winner will be formally announced.

Transair fly-in Transair Pilot Shop are hosting a Fly In at Solent Airport on the 5-6 of August.

There will be free food, free landing fees and (hopefully) some nice weather!

‘FlyBalls’ provides an element of luck essential to the outcome. The first visitors to each airfield will pick up the highest scoring ‘FlyBalls’, but as the day progresses only lower scoring ‘FlyBalls’ will be available. Some pre-flight planning will be necessary to optimise your flight path and accurate navigation considering prevailing weather (winds), which may assist or hamper your progress. Some skill will be required to make the optimum flight plan.

Participating airfields currently include: Popham, Denham, Shobdon, Blackbushe, Rochester and Brimpton. More are confirming each day, with the final list of participating airfields released one week before the event. At the finish, there will be a BBQ and prize giving.

Whether you are a Pilot or Airfield who wish to participate, please contact flyball@ RoyalAeroClubRRR. co.uk for registration and further information.

For further details, and to apply, please check out the VAC website where there are profiles of earlier winners. All applications must be made online and former applicants who were not successful in previous years are invited to re-apply and update their applications.

The closing date is 31 August 2023. www.vintageaircraftclub.org.uk

New Stansted airspace hot-spot – Hunsdon Microlight Site According to the Airspace & Safety Initiative, infringement statistics analysis has identified a trend in infringements of Stansted airspace. To help, it has published the first in a series of hot-spot narratives covering satellite airfields around Stansted controlled airspace.

The guides are intended to help pilots visiting Hunsdon prevent airspace infringements. https://airspacesafety.com/ hot-spot-narratives

Infringement avoidance resources for pilots in the Solent area For pilots planning to fly in the Solent area, the Airspace & Safety Initiative has published new resources, including a new hot-spot narrative and local Frequency Monitoring Code guide. For more information, visit: https://airspacesafety.com/solent/

LA News

Airworthiness Engineers wanted!

Cubcrafters blown lift experiment In the quest for even shorter take-off and landing performance, US kitplane manufacturer Cubcrafters is experimenting with a system called Electric Lift Augmenting Slats (ELAS).

ELAS, already patented by CubCrafters, combines electric ducted fans with leading edge lifting slats to accelerate airflow over the wing of an aircraft. By increasing the velocity of the airflow over the top surface of a wing, ELAS lowers the air pressure above the wing, thereby increasing the lift it can generate. The system also allows the wing to achieve better aerodynamic performance at slower speeds and higher angles of attack, reducing the stall speed of the aircraft and improving its slow speed handling characteristics.

CubCrafters said, “By adding leading edge slats with multiple integrated electric ducted fans, ELAS creates high energy airflow through and around the slats – airflow that ultimately boosts lift by a factor of 1.5 to 4.0 depending on the airfoil geometry and flight conditions.”

The technology can be added to an existing airframe or built into the wings as original equipment, and can be designed as retractable when not in use.

NASA has awarded CubCrafters two research grants (https:// sbir.nasa.gov/) to part fund the project.

You can watch a video here: tinyurl.com/CubcraftersELAS

TAG Aviation supports Supermarine Seaplane charity TAG Aviation has announced its support of the project to recreate an airworthy Supermarine S5 Seaplane replica. The project is being led by one of TAG Aviation’s own pilots, Will Hosie, and is being overseen by the LAA. With more than 22,000 flying hours, Will has a wealth of experience in aircraft such as Airbus, Boeing, McDonnell Douglas, Beechcraft, Bombardier, de Havilland and various seaplanes, plus aerobatics and charity flights.

Tem Smith, TAG Aviation marketer told LAA, “TAG’s initial involvement is to work with the charity on promotion of the project and introduce new relationships and potential partnerships throughout the aviation industry, particularly on a global scale.

Looking forward we have an ongoing marketing strategy, one of the main points of which is to encourage school and university involvement in the project as the charity is very keen to inspire the next generation of aviators and engineers. We also hope to build a team of staff volunteers plus develop plans for fundraising opportunities.”

The whole inspiring story can be found on the charity’s website www. supermarineseaplane. co.uk and more info on opportunities to invest in and support the project are on its Crowdfunder site www.crowdfunder. co.uk/p/ supermarineseaplane

Calling all aviation engineers! Want to help keep the UK’s largest vintage and light sport aircraft fleet in the air? Then take your career forward by becoming an Airworthiness Engineer for the Light Aircraft Association here at Turweston!

Responsible for spotting opportunities to improve the airworthiness of our 3,000-strong fleet of aircraft, you’ll work with manufacturers, the AAIB and the LAA team, and assist with Permit to Fly revalidations. You’ll also be on hand to help LAA members with technical problems, as well as sharing your expertise in technical articles for our own Light Aviation magazine.

If you can demonstrate experience in all aspects of general aviation airworthiness, including knowledge of airframes, engines and aircraft systems, we’d love to hear from you! If you’re a vintage aircraft geek, or you’re clued up on newer LAA types and modern avionics, that’s a bonus.

We’re looking for friendly folk who’ll fit into our small team, but who can also work independently. This is aviation we’re talking about, so you’ll need to be hot on communication and attention to detail, but a Microsoft Office type rating will be needed, too.

In return, we’ll give you lots of opportunity for career development, training, accreditation and certification to help you take your aviation engineering career in the direction you want.

This is a full-time post, with hybrid working between LAA HQ, remote and travel to site. Salary dependent on experience. Send your CV to office@laa.uk.com, and fly high with LAA.

Safety Sense Aerobatics

As part of the popular CAA Safety Sense series, the CAA has published an updated Safety Sense leaflet providing guidance to pilots on Aerobatics, covering an introduction to the subject and associated best practices. tinyurl.com/SSAerobatics

New date for FoxFest If you’re inspired by our Kitfox cover feature, then why not head to FoxFest on 2 September at Wharf Farm Airstrip? The event has been rescheduled after poor weather caused its cancellation in July. The informal gathering includes the option for under-wing camping, and an evening meal is booked at one of the local restaurants. Any Kitfoxers interested in joining can get further details via email foxfestuk@gmail.com or through the Kitfox UK facebook group.

August 2023 | LIGHT AVIATION | 7

LA News

Letters We are always pleased to receive your letters, photos of your flying, and your feedback. Please email the editor at ed.hicks@laa.uk.com Left Getting stuck into an oil change - just part of the work done as part of a Permit revalidation - see Permit lead times letter.

Van’s Aircraft laser cut parts

Permit lead times

With the recent recommendation by the LAA on Permit lead times that members should get their application to the LAA at least a couple of weeks before their current permit expires, is it not about time that the LAA extended the time period within which the Permit inspection can be done from the current month to two months as allowed by the BMAA? Currently members have two weeks only in which to arrange their – and their busy Inspector’s – availability to coincide, in order to get a Permit issued before the existing one runs out. In many cases this just isn’t possible.

I can see no safety case ‘not’ to increase the Permit window to two months. There is obviously no regulatory impediment that can’t be overcome… it’s already in place for microlights on the BMAA register. It seems like a win-win for everyone and I’d ask that the LAA introduce it as a matter of priority.

Regards, Russ Pinder.

LAA CEO Simon Tilling replies: Russ, we require the ARR-1 to be submitted within a month of the inspection. When we come to issue the revalidation certificate, if the submission date is within a month of the 8 | LIGHT AVIATION | August 2023

expiry date, the anniversary of the expiry date will be preserved. This allows the inspection to be done up to two months before expiry of the Permit.

I think this allows enough time to schedule an inspection, complete and submit the forms and for HQ to issue a revalidation.

In praise of Permit revalidations G-LGEZ: Permit revalidation.

Many thanks for the quick review and issue of the new CofV, all well received.

With best wishes, Patrick Elliott.

G-AGYU: Permit revalidation Excellent service! Thank you!

David Firth.

Very many thanks for the quick issue of the Permit Renewal for G-AXRP. As ever very good service from you all at Engineering at Turweston. Please pass on our thanks.

Kip and Charlie Manning.

That was quicker than I thought it would be, considering we’re grappling with the new system!

Bob H.

Can I ask whether the LAA intends to issue any statement of position, or rules to be followed regarding (Van’s Aircraft’s current investigation of dimpled hole cracking on) laser cut parts?

Fatigue testing is ongoing for parts and we cannot second guess the results, but the final Van’s position is likely to be something in the nature of X, Y and Z must be replaced but A, B and C are OK, although the builder can replace them if they wish with new parts supplied FoC. It would be good to know the view of the LAA sooner rather than later, since it may help to inform the discussions that individual builders will need to have with Van’s about their affected parts. If the LAA were to adopt a more restrictive position than the Van’s recommendations then it really would put builders in a tight spot.

Graham Fewster.

LAA Engineering CTO Jon Viner replies: Graham, obviously the situation is still developing at the moment, but given our experience with Van’s I would expect that our approach would be to endorse what Van’s Engineering team come up with. Once it has come up with a final position (presumably it’ll issue a Service Bulletin in due course), we’ll be able to review it and advise UK builders accordingly.

WAR FW190

Hello Ed, I read the article on the FW190… Nobody told me it wasn’t cleared for aerobatics when I displayed G WULF in the mid-1980s!

I do understand why it might be now. For airshows I did rolls, barrel rolls (sometimes selecting the gear down during the inverted portion), and half cubans. In pitch you could feel it snatch a little, warning… ‘if you pull a little more I will flick on you!’. So I never looped it, the most I would do is finger for 5/8s and the roll wings level. At the season-end I took it high over West Malling and spun it. It recovered normally, I’m still alive… I think.

Landing back at Elstree was always interesting, especially down hill. I would try to

Letters

Obituary

Tony Young 1933 – 2023

touch down on the upwards portion where there is now a displaced threshold. My habit was to three point it, and sometimes on the down slope I would open the throttle and go-around if there was too much float time.

Best regards, Michael Peare.

Don’t Mention the WAR

Sir, With regard to the front cover of the July edition of Light Aviation featuring a WAR FW-190, and the flight test article, a prominent swastika can be seen painted on the tail fin of the featured aircraft. It should come as no surprise that this symbol is seen as deeply offensive to many people throughout the world. Indeed, in Germany, you can be faced with a €20,000 fine or three years in jail for displaying any such Nazi symbology in public.

It puzzles me as to why anyone would think it’s OK to do so here in the UK. Surely the Luftwaffe cross is sufficient to achieve an acceptable level of authenticity on its own?

Sincerely, Ross MacLochness.

Editor Ed replies: Thanks for the letter, Ross.

In a 2017 interview with the Smithsonian magazine, Steven Heller author of The Swastika: Symbol Beyond Redemption? said, “I think you can’t win. Either you try to extinguish it, and if that’s the case you’ve got to brainwash an awful lot of people, or you let it continue, and it will brainwash a lot of people.”

Trig support reminder

Having suffered a an issue with my TY91, I contacted the Trig technical department for advice. Their response highlighted something I thought worth sharing.

Your radio suffered an issue which affected a small number of radios. Trig published a Service Bulletin in November 2019, with software version 1.12 that fixed this issue. We suggest that customers review the software bulletin pages of the Trig website if they want to learn if a software update will be of benefit. www.tinyurl.com/trigsupport Approved Trig Dealers can upgrade software locally, for a fee. Alternatively, your Trig product software can be upgraded free of charge (excluding shipping costs) by sending to Trig. support@trig-avionics.com Frank Pilkington.

Tony Young, the founder of The Wessex Strut, and Honorary President, died in early July.

Tony was both an engineer and pilot.

Very skilled at all things mechanical, he often took part in The London to Brighton Veteran Car Run in his Argyle (circa 1906 vintage), as well as being a very successful competitor in trial cars. In fact, Tony became British Champion one year.

He also designed and ran his own car.

But it is aviation and Henstridge Airfield (which at one time he also owned) that we know Tony best for. A chat with a local agricultural rep soon had Tony hiring a helicopter, with pilot, for some crop spraying. Seeing an opportunity he learned (mostly self-taught) to fly a helicopter. He became the pilot for the owner of locally based car transport company, Abbey Hill, taking the owner all over the country. This included doing joy rides at shows and country fairs, as well as one year making 129 landings in a day taking Formula One visitors to and from Silverstone for the Grand Prix.

With friend Bob Curtiss, they won The British Helicopter Championships, something Tony was very proud of.

Tony also ran an aerial photographic company, ALY Aviation, based at Henstridge. Looking for a suitable aeroplane, he had heard that a Beagle Husky (in Tehran, Iran) was looking for a home, so went out with a good friend, and they ferried the aeroplane home in five days. Tony owned it for 35 years, taking it going all over the country. Only last year we got the current owner Stephen Holwill (to whom Tony sold it) to bring the Husky back to Henstridge for an LAA airtest in

the magazine. We put Tony back in the cockpit as co-pilot and he enjoyed a lovely 25-minute flight again.

Way back in 1976, Tony was talking to the then editor of the PFA magazine and suggested someone start a Strut in the West Country.

In the next issue it said, “Tony Young wishes to start a strut in the West Country, please contact him.” That’s how he got the job and how the Wessex Strut was formed!

Tony was quite old school, usually dressed in overalls, but with a smart collar and tie, and many will have also known Tony as ‘Mr Poly Fiber’, as he became the UK and European agent for the brand many years ago.

The product is made at Flabob in California, where Tony visited the factory on quite a few occasions, building up the brand and helping hundreds of restorers and fabricators with their aeroplanes.

He ran a demonstration booth at the PFA/LAA rallies for many years, showing – and encouraging – people to have a go at fabric repair and building. The business is now run by Chris and Alex Allen, the latter who first met Tony more than 30 years ago when he owned his own Luscombe.

Tony still visited Henstridge Airfield after moving to nearby Sherborne and kept active in our Strut right to the end. In April he presented our strut ‘Best in Fleet’ Trophy to Tom Leaver for his lovely 1929 Travelair 4000D. Thank you Tony for all you did for the PFA/LAA, Henstridge Airfield and all at the Wessex Strut.

Neil Wilson, Wessex Strut Chairman.

LAA is also sad to report the passing of David Ogilvy OBE FRAeS 1929-2023.

A full obituary will be published in the September issue.

August 2023 | LIGHT AVIATION | 9

Straight and Level Updates from LAA HQ Simpler where possible Simon Tilling CEO

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he LAA is very fortunate in that it has a large pool of skills, experience and knowledge across a very broad range of aircraft and engine types. It covers construction, repair and maintenance techniques, the use of many materials both individually and in combination, and also it covers aircraft from almost the dawn of aviation right up to the latest kit aircraft with state-of-the-art avionics installations. I can’t think of any other member organisation in the world that has such a valuable repository of knowledge. And it’s not just the knowledge of how to do things, but also the ability to actually apply them.

If you hadn’t already guessed, I am talking about our LAA Inspector team. I have met and talked with a fair number of Inspectors now and I am struck, not only by their encyclopaedic knowledge, their real world experience and ability to get things done, but also with their passion for, and dedication to, the LAA and all the owners and pilots whose flying machines they look

Shaping our future Eryl Smith Chairman

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ith Simon now firmly at the helm as CEO we have the opportunity to look forward and develop a clear vision for the future of the LAA. As an association we have a rich past and an enviable track record of evolving to meet the aspirations of members, from the earliest and simplest of Permit aircraft to some of the complex and sophisticated types of today.

Along the way we have garnered into the LAA fleet orphans whose original type certificate holder no longer exists, and expanded the skills and knowledge base required to build, maintain and operate the fleet. As I have written before, we have become a broad church, both in terms of the range and capability of the fleet, how we regard the affordability of our recreational flying, and the aspirations of members.

At our heart we share common ground. We are all passionate about our flying and our aircraft, whether that be owner members or the many enthusiasts who are drawn to the LAA through their interest in sport and recreational flying. At our core we must focus on delivering excellence in the technical services provided to members, ensuring that they can be delivered in the most efficient way and with good and easy communications. Something which we have not always got right and which Simon has begun to address with the HQ team, and which will remain the priority for the coming months.

But what beyond that? Looking ahead, Who do we want to be?

10 | LIGHT AVIATION | August 2023

after. We all need to realise what a valuable resource our team of around 300 Inspectors is.

When times are hard and money is short, it is sometimes difficult to accept the cost of having to replace or repair something straight away rather than defer it to a later date, especially if it means our beloved aircraft remains grounded until it’s sorted. The Inspectors often have the unenviable task of breaking this news to us owners, and it’s never an easy conversation, so let’s not make it any harder for them.

I am working with Lucy, our Chief Inspector and Jon, our Chief Technical Officer, and a group of inspectors to investigate ways we can devolve more responsibility to Inspectors and remove the need for HQ to be in the approvals process for Permit Revalidations, as well as some repairs. It’s early days yet and there’s lot of work to do, plus we will have to work closely with the CAA to gain such an approval, but it’s my belief that we should not miss the opportunity to make things simpler wherever possible.

As part of the process of forming the future of the LAA I have challenged the Board to answer two questions. Who do we want to be? What do we want to do? The Board exists to represent the membership within the leadership of the LAA. It is vital they hear your views, so I will be attending a number of events over the next six to eight weeks and will ensure there is time for me to hear what you have to say. This includes a number of sessions at the Grass Roots Fly-In – see you there! ■

What do we want to be? Big questions, indeed! Together as a Board, with Simon, we began that discussion at our July meeting.

Like many associations whose activity is centred around disposable income and time, the current conditions are challenging for many. Our demographic is aging and not representative of the community at large. Our fleet is largely capped unless we are able to secure the transfer of more types from CofA to PtF or expand through the introduction and approval of new types. Where and how do we inspire and encourage the next and future generations of membership? Externally we need to raise our voice, not only to explain that our recreational activity can be environmentally responsible but also ensure that we are heard to protect our hard won freedoms are taken into account when national policy affecting our activity is being formulated, be that the modernising of airspace or the many aspects of regulation shaping aviation activity, including our own CAA derogation.

As a Board we will develop the strategy over the coming months. As members I hope you will contribute your views and thoughts. Please share them directly with Simon and myself. The Grass Roots Fly-In, the Scottish Aero Club event at Perth in September at which we will both be present, plus the AGM in October, will provide opportunities for direct conversations – otherwise let us know your thoughts via email.

As you read this, the final stages of planning for our Grass Roots Fly-in at Popham on 18-20 August are nearly complete. We have had an excellent response from exhibitors and will have a full range of activities, as you can read in the magazine update. All the information you need is on the LAA website. Let’s hope the weather is kind and we can enjoy a great weekend together. I look forward to seeing you there! ■

LAA GRASS ROOTS FLY-IN: 2023 airshow season is not over. 2 major events are yet to come, one of them being the highly anticipated LAA Grass roots fly-in, which is just round the corner, and we are thrilled to invite you to visit our stand.

So, are you ready to be in the loop?

The good news is that you are automatically covered to fly and display your aircraft at airshows all over Europe under our dedicated insurance programme up to your policy limit!

Should you need a “top-up”, please do not hesitate to contact us.

Airshows are for us a great opportunity to meet all of you, as we love to receive your positive feedback. We also see it as an opportunity to consider any comment and suggestion which would enable us to continuously improve our service and support to light aviation in the UK. We would be delighted to meet you at our stand in Popham later this month and at the Mondial de l’ULM in Blois during the 1st weekend of September.

Looking forward to meeting you!

CONTACT US +44 (0) 3306 845 108 LAA@AIR-ASSURANCES.COM

LAA Grass Roots Fly-In

Final for Grass Roots LAA Chairman Eryl Smith has the latest updates on the 2023 Grass Roots fly-in…

T

his year’s LAA Grass Roots Fly-In is now less than three weeks away and final preparations for the event at Popham over the three days Friday 18 to Sunday 20 August are taking shape.

Fly-In slot bookings opened at the beginning of July and take up has been strong. Slots are still available on all three days and these, together with public gate admission, can be booked online via the LAA website. For those flying in, the single landing charge of £15 includes admission to the event for all on board. Access to the airside aircraft parks is free to members and for non-members is included in a single gate entry price (full details of admission charges are available on the website).

Once again we will have a great selection of exhibitors, with all the indoor marquee stands taken, featuring many regular attendees including LAS, Andair, Cambrai Covers, Skydemon, SEHT and Transair to name but a few. Outside exhibitors confirmed include CAA, Pooleys, Vision Aviation, Sling, and CFS Aero. A full listing of exhibitors will appear on the LAA website during the week before the event.

The Garmin sponsored Speakers’ Corner programme will feature a range of topical presentations with briefings from CAA representatives and LAA CEO Simon Tilling, who will host a Q&A and exhibitor product briefings including Garmin, SkyDemon and Pilot Aware. GASCo will provide a safety briefing and host its popular aircraft safety inspection competition elsewhere on the field.

The LAA Marquee will host our Engineering team who will be available all weekend to meet with members, providing advice and answering queries. The Struts and Clubs stand with information about our national network of

member groups and type clubs and the LAA merchandise stand will provide a range of books and clothing. The Flea market provides the opportunity to offload those unwanted items and spares as well as bargain hunt for those much-needed, but hard-to-find parts, so don’t forget to search through your workshop and bring those unwanted items for sale! There will also be a general ‘sales and wants board’ available for members to post information.

The event also provides the opportunity to practice some hands-on skills, whether it’s under the expert eye of the team at the Aircraft Coverings stand where you can practice fabric and rib stitching or back in the LAA Marquee where there will be information on the range of LAA courses and demonstrations of woodwork and metalwork techniques.

No annual fly-in event would be without the opportunity to see a wide range of Permit aircraft types and particularly those aircraft which have been lovingly built, restored or refurbished. For those wishing to enter aircraft for Awards and Trophies there will be a registration point adjacent to the booking in control point. Details of the Awards and registration are available on the LAA website.

For those staying onsite, either camping under the wing or on the campsite, there will be a range of facilities including hot showers with breakfast available in the Popham Club house, as well as the event caterers. Friday and Saturday evenings will include a bar and food available at the Club house.

So all is set for a successful event. Full details for the Grass Roots Fly-In are available on the LAA website. Let’s hope for fair weather – and to a great weekend. ■

August 2023 | LIGHT AVIATION | 13

Inspiring members to take on their own aircraft build or restoration project Compiled by Mike Slaughter

Project News A s is normal for this time of year there is more activity in the Cleared to Fly list than the New Projects detailed at the end of Project News this month, as builders go all out to complete their aircraft to test flight stage, while the days are longer and the weather generally more favourable. Among those Cleared to Fly, are a couple of more unusual non-kit projects, hopefully we’ll be able to include more detail of both in a future article.

There’s a very interesting project for you this month, a Zenair CH-650, with an alternate engine choice requiring carefully assessed modifications to the usual fuel system installation.

We’ve seen a Zenair CH-650 before in Project News, although there's only a couple of other examples finished in the UK so far.

Normally powered by a Rotax 9-series engine, this one is fitted with a

ULPower motor. For those not familiar with the Belgian engine, they are available in four or six cylinder arrangements covering quite a wide power range, and start at a point similar to the Rotax 912iS, they are all fully electronic ignition and multi-point fuel injection (fadec) configured as standard. Fuel injection systems add their own nuances to an aircraft’s fuel arrangements, and Nick Brownlow found himself having to develop an additional header tank. And his report centres around that modification. There is even a Barnes Wallis connection within the build…

Do you have a project where you’ve had to stray from the standard path of construction and seek approval for a novel modification? If so, Project News would love to hear from you. To get in touch with Project News, and tell your story, report a milestone or just to send a picture, email projectnews@laa.uk.com. Please share your story!

G-INES (LAA 375-15490) Zenair CH-650B

By Nick Brownlow

L

et me start by introducing myself and offering some background information. I'm Nick Brownlow, and together with my cousin Paul Day, we ventured into the exciting endeavour of constructing our own aircraft.

Our journey in aviation began with flexwing microlights in the mid-noughties, where we both flew Quantum 582s. As we progressed, we transitioned to three-axis aircraft and bought a Rotax 582 2-stroke Skyranger Classic. With the kind assistance of Paul Dewhurst at Flylight, we upgraded the engine to a Rotax 912. Subsequently, we gained our SSEA rating on our NPPL licences and started looking for a light aircraft.

We looked at many group A aircraft and it was not an easy task finding a type that suited our airfield at Caunton with its 400m and 460m runways. We finally decided we’d look for a Zenair 601 XL, one that had already had the upgrade kit installed. The upgrade kit provided extra strengthening to the fuselage carry-through spar, both wings, and both ailerons following some problems with the type about 15 years ago. Not having much luck with our search, we decided we would build one, which was when we found Jonathan and Patricia Porter of Metal Seagulls, the UK agent for Zenair. We arranged a meeting at their home in Rugby, and after an evening with them, we went

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home and placed the order for the CH-650B low-wing aircraft. The CH-650B is the latest iteration of the 601 line and the ‘B’ denotes the inclusion of the upgrade strengthening kit.

Luckily, we have a fantastic group of friends at our home airfield in Caunton, and have received a great deal of help from many members, too many to list fully, but we thank you all. However, I must single out a few for a special mention. Dave Morton, ‘mad Dave’ to us, has been at the airfield helping us out virtually every day that we have been there, he was that extra pair of hands that you needed on some difficult bits and he loved clecos, he can change a cleco for a rivet, faster than you could pull the rivet. We owe him so much, there isn’t enough we can say or do to thank him for all his help, top bloke. Richard Welch previously built his own RV-6A and gave us so much valuable advice on many, many subjects, really helping us along on our journey. He had every tool you may need, and if he didn’t, he knew a man who did. The Germany family, an unusual surname, who let us build the aircraft in the wonderful hangar, and gave us the use of their land for the airstrip. Sadly, the owner of the airfield, Bob Germany, passed away before we completed the build. He had also built a number of aircraft and again, we

Project News

learned a lot from him, you may see in one of the photos a small bear just behind the P2 seat, this is Bob, he’s been on all test flights with us and attends all of our fly-outs.

Simon Ring, our Inspector, whose knowledge of aircraft is far beyond what we will ever know, and what he doesn’t know isn't worth knowing. Finally, our test pilot Richard Flanagan, who believed in and trusted our build quality enough to jump into the left-hand seat and take our creation for its first flight, and indeed the rest of its test programme.

Jonathan, Patricia, and Gwen delivered the kit to us in November, 2017. After conducting a comprehensive inventory check, we eagerly got stuck into the adventure of building our own aeroplane. We were working through the build and the time came to decide on the engine type.

Paul had been doing some reading on the UL Power range, which we discussed with Jonathan, who was in the process of becoming the UK UL Power dealer – it was handy having the same person as the aircraft and engine supplier! Because of those short runways, we decided to go for the highest power output in the range available to us and chose the 350iS engine with 130hp. This is a full fadec fuel-injected engine, similar to the Rotax 912iS, and requires a constant electrical power and fuel supply to allow it to continue to run.

One day I started pondering the fuel supply for the engine… suppose we were flying on the left tank for example and were to enter a sideslip with the left wing low, it would be possible in a lower fuel state for the wing tanks fuel outlet to become uncovered or, in other words, suffer from unporting. I called Paul and he said he’d been considering exactly the same scenario.

We read through the UL Power installation guide and there was a section that stated, ‘if there is any risk of unporting, then a header tank must be fitted’. We discussed this with Jonathan Porter, who was in the process of designing one for the CH-750, and he advised that we build a mock up and see how things go, which is exactly what we did.

We tried to design something that would work without having to pump the fuel from the wing tanks to the header tank, but this pretty much proved impossible. There was just not enough fall from the wink tanks to the fuel selector and header tank, plus there was also the issue of cross feeding from one wing tank to the other.

Bob Germany had been telling us all along to pump from the wing tanks to the header tank. He had previously built a 601UL that had a fuel tank between the firewall and the instrument panel, which is where the feed to the engine came from, but he topped up this tank from the wing tanks via a fuel pump. So, after 12 different mockups, we built version 13 using pumps – and it worked flawlessly.

Our final design for the fuel flow and the physical layout of the system are shown in the diagrams (opposite). For ease of fitting, the header tank was designed to be low, slender and sit transversely on the cockpit floor just in front of the main spar carry through, passing under and slightly up into the centre console. After the header tank

The Zenair 650 finished and ready to test.

Left Fuel flow design chart.

Below Schematic layout and physical routing of the fuel system.

Right The mock-up rig we built of the header tank arrangement to develop and prove the design.

August 2023 | LIGHT AVIATION | 15

Project News

was manufactured we had to modify it a little to allow for a sloped section on the passenger side to prevent the possibility of the P2s legs resting upon it, Lexan kick guards were installed to prevent any risk of kicking the tank and fuel lines. The header holds 7.5 litres of which six litres are usable, so in an emergency you would have around 20 minutes of flying.

Into the system we inserted a fuel presence sensor upstream of the header tank, which means that if there is an issue with the fuel being drawn from the wing tanks to the header, the fuel will drop below this level and illuminate a warning LED on the instrument panel. Finally, we’ve connected a panel lever via a link rod to a valve downstream of the header as an emergency cut off valve, cutting the fuel from the header tank to the engine.

Eventually, the build was complete and the test flights commenced on Friday 9 June where, as we expected, the aircraft and the fuel system worked flawlessly. Test flying concluded on Saturday 17 June, the paperwork has been sent to the LAA and we are now just waiting for Andy Draper, from Engineering, to come and carry out a flight test on ‘Echo Sierra, and hopefully the full Permit to Fly will not be too far behind.

Our initial intention for the build was to be as economical as possible, but as life is too short and we do not get another go at it, we adapted our philosophy and decided to install the best and most comprehensive

Above left The final fuel tank design and installation prior to the installation of the centre consol sides and protective kick panels.

Above right The modern, no expense spared, panel.

Right A nice interior, nestling behind the P2 seatback is Bob, the Zenair mascot, who was present on all test flights and goes on all fly-outs with Nick and Paul.

equipment we could.

Consequently, as we are not planning on doing this again, we have gone for a nice Dynon Skyview system with autopilot and a Magnum BPRS ballistic recovery system. The whole project has been very enjoyable but, at times, somewhat stressful. Our advice would be, if you decide to build an aircraft make sure you have the right support around you and don’t try to go it alone.

And finally. Our aircraft has a little bit of history built into it, the attachments that secure the BRS suspension lines to the aircraft, some tooling and drill guides we had machined up, were made for us by a chap called Humphrey Wallis. He is the grandson of Sir Barnes Wallis, and I’m sure you all know what he was famous for…? ■

New Projects If your aircraft has been featured in the New Projects list, please let Project News know of your progress at: projectnews@laa.uk.com

n Bristell NG5 Speed Wing (LAA 385-15873) 15/6/2023 Mr G E Collard, Farnham, Surrey, GU10 3JB

n Van’s RV-14A (LAA 393-15872) 12/6/2023 Name & Address held by LAA Engineering

Cleared To Fly If your aircraft has featured recently in the magazine and has subsequently completed its maiden flight, Project News would like to hear from you at: projectnews@laa.uk.com

Right A lovely scratch built fourseater, hopefully we’ll have more on this aircraft in a future article.

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n G-YRUS Jodel D140E (PFA 251-14090) 3/3/2023¹ Mr Wesley Massam, Noble Masts, Harbour Way, Bristol, BS1 5AW *¹ Omitted from an earlier edition. n G-FORB Bristell NG5 Speed Wing (LAA 385-15843) 1/6/2023 Mr Allan Forbes, 105 Oak Tree Road, Tilehurst, Reading, RG31 6LA

n G-CFXT N3N-3 (s/n 4445) 9/6/2023 Name & Address held by LAA Engineering n G-RASP Aeroprakt A32 Vixxen (LAA 411-15841) 5/6/2023 Name & Address held by LAA Engineering n G-VXGC Aeroprakt A32-M Vixxen (LAA 411A-15861) 7/6/2023 Name & Address held by LAA Engineering

Ownership

Kitfox fun!

A revelation in the kitplane world when it was introduced, the Kitfox had growing pains as pilots got used to its handling, today the type is known for ‘low cost flying fun’.

Three-time Kitfox owner Graeme Park looks at the history and offers advice for potential buyers…

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Ownership Aidan Clinch

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The author, Graeme Park gets airborne in his Model 5 Kitfox.

icture the scenario… A classic looking taildragger clears some big trees, side-slips a couple of hundred feet off, kicks straight then lands and stops quickly on some rough grass. The pilot taxies in, folds the wings in a few minutes, and tows the aircraft on its own main wheels behind his car to store it at home in the garage! The voice over begins…

‘Welcome to the world of the Kitfox’.

I vividly remember seeing this promotional video about the Denney Kitfox in the mid-1990s at a PFA (now LAA) Strut meeting. I was transfixed – and I wasn’t the only one.

By then, more than 100 kits had been imported from the USA, mainly through the Kitfox agents – Junipa Sales and then Borders Aviation – and about 50 had already flown in the UK. In an April 1990 FLYER magazine flight test, Geoffrey Boot had stated that the Kitfox Model 1 was ‘the easiest taildragger to land that I have ever flown’, and plenty of other magazine reviews were similarly full of praise. They were correct, but there was already a problem, the Kitfox was much lighter than more traditional types, and its handling could catch pilots out. Many early examples were damaged in flying accidents and for a time they became difficult to insure.

Of course, the Kitfox could do everything promoted in the video, and a lot more. However, if you tried operating a Kitfox from a short grass strip with only, or mainly, experience of flying a PA-28 or Cessna 150/152 from big tarmac runways, you were almost bound to come to grief!

After all, the early Kitfoxes were light taildraggers with low inertia, a fair amount of adverse yaw, and roll control was greatly reduced if the flaperons were used as flaps.

And nearly all had two-stroke engines, which most light aircraft pilots were not familiar with, and were more likely to stop without warning. The lack of experience and insurance problems were quickly sorted out by only using the flaperons as ailerons and the setting up of a UK network of experienced Kitfox pilots to check-out/coach newbies. However, by then the Kitfox had a ‘tricky’ reputation and the number of kits being imported plummeted, and before too long there was no longer a UK-only agent. A UK type club with more than 100 members in 1995, which distributed a newsletter (Fox News), did not last much longer either.

Nevertheless, I was still smitten and, with two partners, decided to buy a Kitfox. We collected G-BUPW in 1998. It came complete with a road trailer and a four-stroke Rotax 912, and it was a Model 3 – a significant improvement on the Models 1 and 2. There was no longer a Kitfox coach in August 2023 | LIGHT AVIATION | 19

Ownership

Origin of the Kitfox With more than 7,000 Kitfox kits sold worldwide, it would be easy to assume that Kitfox founder Dan Denney first produced the lightweight STOL kit aircraft with folding wings, which are still so popular today. However, the genius behind the design in my opinion was actually Dean Wilson, whose Avid Flyer first flew in 1983. Denney was initially involved with Wilson at Light Aero Inc which produced the Avid Flyer, but Wilson soon bought him out.

“He said he wouldn’t compete with me after he left, and we shook hands on it,” Wilson told Kitplanes magazine in an interview in 2006. However, the Kitfox soon appeared and, according to Wilson, “It had nearly 100% interchangeable parts with the Avid Flyer.” Avid sued, of course, but “…the judge said, ‘It is a copy, there’s no doubt about it; but it’s not illegal to copy’.”

Soon, several more ‘copies’ appeared and Wilson sold the company in 1988, having sold more than 400 Avid kits. Today there are more than 20 designs that have aspects inspired by Wilson’s brilliant original design, like the KFA Safari, Escapade/ Sherwood Scout and the Eurofox. Indeed, despite its name, the EuroFox, one of the best-selling light aircraft in the UK over the last few years, probably owes more to the Avid Flyer than the Kitfox.

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Above Two Kitfox Model 2s. G-FOXS is standard, while David Rudd's G-BTDN has the modified Optima wing.

Scotland, but luckily I had some experience in the Thruster microlight (after gaining my PPL(A) in Cessnas and Pipers). The Thruster TST/T300 was a popular three-axis microlight taildragger at the time, with similar handling characteristics to the early Kitfoxes. Models 1 and 2 only had a mauw of 950lb (431kg) or less, around the 390kg microlight weight limit at the time. Indeed, some Models 1 and 2 were later converted to microlights when the limit was increased to 450kg.

Our new Kitfox was kept at home, folded in my garage and trailered to fly from local farm fields. This way of operating it is illustrated in the video a friend helped me make when I was selling my Model 3, as sole owner, in 2009: https://youtu.be/rfPJGJeWk50 By then I had done almost 1,000 hours in it, including trips from Scotland to France, Belgium, Germany and Switzerland. Eventually I fitted the wider spring aluminium gear from landing gear manufacturer Grove AIrcraft. This improved handling and was more robust. The only time that I did any serious damage to a Kitfox was when a faulty bungee on my Model 3 broke on landing and the limit wire failed too, resulting in a leg collapsing. The Grove gear also meant an end to the difficult job of changing the bungees almost every year!

I replaced it with a Model 4 Speedwing (G-RAYA, bought from Roger Cornwell, who now sells the EuroFox.). This also had a Rotax 912, Grove gear and the much better wing profile of all Model 4s. It also had a higher Vne, allowing a higher cruise speed, particularly useful with the 912. However, it still had the 1,050lb

Ownership

(476kg) mauw of the Model 3 which limited its abilities as a two-seater. This limitation was overcome in the later Model 4 Classic 1,200lb (544kg) machines. In many ways these are the ideal Kitfoxes, but they are as rare as hen’s teeth in the UK. Nevertheless, my Model 4 was a lovely machine, and I would probably still have it today, had it not been destroyed a couple of years later in a hangar fire.

My current Kitfox is a Skystar Series 5 taildragger (G-LESZ), with Grove gear, a Rotax 912 ULS engine under a more streamlined cowl, rather than the radial-style cowl of the earlier models, and a useful load of over 600lb.

It can carry two people, with some baggage over 500nm, and handles much more like a better performing version of the 1940s taildraggers on which the original Kitfox was modelled, like the Piper Vagabond, than like a Thruster.

Sadly only one Model 5 kit was imported into the UK, although a Series 5 Vixen (tricycle-gear model) was later imported from France.

Buying advice

The Kitfox has enjoyed a rise in popularity in recent years, thanks in part to YouTube video maker and Kitfox owner, Trent Palmer. As in the USA, prices in the UK have been rising steadily and many sell by word of mouth, but you can still find a good second-hand example. There are currently 77 Kitfoxes registered in the UK, so there is a fair choice. Seventy of these were completed between 1989 and 2005, but only seven since then so far. Naturally, the majority still have Rotax 582 two-stroke engines and are Models 1-3. You can still buy a nice Model 1 or 2 with a Rotax 582/532 for £13-16,000. These are great value as long as you have, or can get, some experience in a light taildragger and / or three-axis microlight. A few have also been fitted with KFM and Jabiru four-strokes. A couple of Model 2s have even been fitted with a Rotax 912, but this means that they are effectively single-seaters. The four-strokes can add a bit more to resale value.

Below Wings are easy to fold to save on hangar space.

Remove the nose fairings and you’ve got tremendous access to the areas at the front and rear of the firewall.

Bottom A Kitfox Model 4, modernised with a Rotax 912 and the installation of Grove aluminium landing gear.

Rich Davies Tom Jordan August 2023 | LIGHT AVIATION | 21

John Beirne

Ownership One thing to watch with all Kitfoxes is the size of the fuel tanks. Apart from the very early ones, which had a small tank in front of the panel, most Kitfoxes have at least two wing tanks containing six US gallons, plus a header tank of one US gallon (total 49 litres). However, many have two wing tanks containing 13 US gallons each (102 litres in total), and some even have one of each wing tank!

There have been some cases recently of the fibreglass wing tanks being affected by mogas, probably due to the increasing ethanol content in mogas. If you cannot get ethanol-free petrol, it is worth considering using UL91.

The Model 3, with its wider cabin, improved handling and structural changes that allow a higher gross weight, sells for around £20,000 with a 582, and up to £25,000 Left John Beirne has owned his Rotax 582-powered Kitfox since 1996.

Right Lovely early model Kitfox re-engined with Rotax 912 and fitted with custom cowlings.

Mike Illien

Kitfox variants Model 1

Original 1984 model with radial engine cowl and 64hp Rotax 532 as the standard engine. A total of 257 kits were produced. Some early models had a mauw of only 850lb (386 kg). However, all now registered in the UK have a mauw of 950lb (431kg).

Model 2

Grahame Bann

01

The larger, wider Kitfox Model 2 was introduced in 1989 and available with the 64hp Rotax 582 engine. The gross weight was 950lb (431kg). There were 490 produced.

Model 3

The Kitfox Model 3 was introduced in 1990. It featured structural changes that were designed to improve flight characteristics and provide a better platform for more powerful engines, including the 80hp Rotax 912. Indeed, the April 1991 PFA magazine indicated the first Rotax 912 to fly in the UK was in a Kitfox. The gross weight was increased to 1,050lb (476kg). 466 were produced.

Model 4-1050

Martin Uzell

02

03 22 | LIGHT AVIATION | August 2023

The Kitfox Model 4 was a new design introduced in 1991.

It incorporated a new wing profile, new flaperon design, metal flaperon attach brackets and a new 2:1 differential

Ownership Rich Davies

aileron control system. The gross weight of the Kitfox Model 4-1050 was the same as the Model 3. The Model 4 standard engines include the Rotax 582, Rotax 912 and the 100hp Rotax 912S. 322 were built.

1995 to 1,550lb (703kg). However, neither the Series 5 nor 7 has been approved yet at this weight in the UK. In 1998, the marketing name of the Safari was changed to Outback and the Vixen to Voyager.

Model 4-1200 (Classic IV)

Series 7

The Kitfox Model 4-1200, also later known as the Classic 4, was the final version of the original 1984 Denney Kitfox.

Introduced in 1991, the Classic 4 had stronger lift struts, gear legs, and fuselage carry-through tubes, which allowed a gross weight of 1,200lb (544kg). The vertical stabiliser and rudder height was increased by 10 inches, and the rudder width was increased by two inches.

Model 4 Speedster

A variant of the Model 4 with a shorter wing for a higher cruise speed and roll rate.

Series 5 (Safari, Vixen, Outback, Voyager)

Intended to use Continental and Lycoming certified engines in addition to the Rotax 912 engines, the Series 5 was introduced in 1994. The tailwheel version was named the Safari and the tricycle gear version was named the Vixen. The Vixen incorporated a swept tail, which was a cosmetic change that did not affect performance. Gross weight was initially 1,400lb (635kg), although increased in

The Series 7 introduced a number of refinements, including a cruise speed of over 120 mph and a 700 miles range. When equipped with the Rotax 914 turbo-charged engine, the aircraft has a service ceiling of 25,000 feet.

Other engines available include Continental, Lycoming, Rotax 912S, Rotec R2800, Jabiru 3300 and the Rotax 915is engine. In the US Light Sport Aircraft category it is marketed as the Super Sport. The construction time from the factory-supplied kit is estimated at 1,000 hours.

1 & 2 Kitfox Model 1.

3 Kitfox Model 4 Speedster.

4 Kitfox Model 5.

5 Kitfox Model 7.

Series 7 STI (Not currently LAA approved)

A version of the Series 7 with a larger aerofoil to increase STOL performance.

Series 7 Speedster (Not currently LAA approved)

A version of the Series 7 with shorter wings to increase speed much like the Model 4 Speedster.

A more comprehensive guide to most of Kitfox history is at: www.kitfox.lazair.com/skystar/Aircraft_History.htm

Paul Kiddell

Kitfox

04

05 August 2023 | LIGHT AVIATION | 23

Geoff Leedham x 3

Ownership

Above Geoff Leedham built a Model 2 Kitfox in 1991. In 2017 he bought a secondhand kit for a Kitfox Model 7 – this is the airframe being rigged in his garden.

Left Panel and interior of Geoff Leedham’s Model 7 Kitfox.

Below Geoff’s completed Model 7 Kitfox – this superb machine won the award for best kit-built aircraft at the 2012 LAA Rally.

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with a 912, particularly if it has spring aluminium Grove gear.

The Model 4, which is a lot easier to land because of its redesigned wing and other changes, now goes for £27-£30,000. For the first time, you can really use the extra power of the 912 in the cruise because of the higher Vne (125mph). The later 1,200lb Model 4s are also realistic two-seaters with lots of fuel and baggage. They are probably now worth well over £30,000 with a 912 and Grove gear, but almost never come up for sale because there are only six registered in the UK. There are only two Series 5s (both with 100hp 912S engines) in the UK and no Series 6s at all.

However, there are four Series 7s registered (all with 912S) and, with the resurgence in the popularity of this type of aircraft, these must be worth around £60,000.

If you enjoy building, you can buy a brand new Series 7 Super Sport kit from the USA from $41,995 for the firewall back kit. And then of course there is the crating, shipping, firewall forward kit, engine, propeller etc. and VAT! However, you will not be alone. At least four Series 7

Mike Powney

Ownership

Above The Model 7 represents the latest evolution of the Kitfox line. If you thinking of building one though, keep in mind the STI and Speedster versions are not yet LAA approved.

Right (top) The LAA TADS is full of vital information for any aspiring Kitfox owner.

Right (bottom) Find other Kitfox enthusiasts on the type’s UK Facebook page.

Below Kitfoxes gathered for the 2022 FoxFest fly-in.

Rob Holmes

Super Sport and one STi projects have been registered with the LAA in 2021 to 2023.

If your budget does not stretch to this, good value Kitfox projects still appear for sale in the UK. There are, however, 58 deregistered Kitfoxes in the UK and probably several kits that have never been registered.

Some of these have gone abroad, been re-registered and a few completely destroyed.

However, rebuild or out-of-permit projects still pop up from time to time on AFORS or the Kitfox UK Facebook site created by Kevin Smith in 2020. These hangar or garage-queen projects are often the perfect opportunity to breath life into a dormant aircraft while keeping within a low-cost budget.

Expert advice is also available from LAA Inspectors Neil France and the undisputed UK Kitfox guru, Les James. Les has probably repaired, built or rebuilt almost half of the Kitfoxes in the UK, including two of mine.

The US TeamKitfox forum is also a mine of information, as is the essential reference for all UK Kitfoxes, the LAA Kitfox TADS. https://tinyurl.com/KitfoxTADS ■

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Technical

Evaluating your loads…

In part 5 of his design articles, Mike Roberts looks at loads, explains why they’re different to stresses, and how to calculate them

A

s we all know, life and work ‘stuff’ often gets in the way of aeroplane ‘stuff’. So my apologies for the delay since my previous part of Roll Your Own. In that article we discussed how someone would go about estimating the performance of a design using the LAA performance estimate spreadsheet.

This spreadsheet simplifies the calculations that can be found in Hiscocks’ excellent homebuilding design reference book.

So, let’s assume you have arrived with an airframe shape that you are pleased with, considered all the factors such as where your wing spar will go, made sure there is room underneath the seat for control systems (if it was a low-wing with a centre stick, typically). By now you will have decided what materials with which you would build the airframe and, following the last article, you have arrived at a realistic performance estimate on what your aircraft may be able to achieve on a given horsepower.

Once you have done all this, you will now need to

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Above A reminder of Mike’s simple single seater…

consider the loads being imparted on the aircraft. To determine the loads being imparted on a normal aircraft configuration we must first derive a flight envelope, which is done using a few simple formulae found in the design code you’re designing the aircraft in accordance with – CS-VLA in this case. Every pilot knows what a flight envelope is, but I would imagine unless you’re interested in the engineering behind it, only a few people know how one is created.

A flight envelope defines the speeds and loading that an aircraft is allowed to operate within. It also tells us the danger areas, such as the never exceed speed (Vne), maximum ‘g’ limits and below what speed and ‘g’s you won’t actually be able to fly because the aircraft will stall first. It shows up to what speed you can fly without any risk of overloading the structure, whatever is done with the flight controls, known as Va, and up to what speeds it’s safe to encounter severe gusts, known as Vc. The flight envelope helps the designer to determine the loads that a

Technical

structure may be subjected to under each flight condition..

Our aircraft is never going to fly down the runway at Mach 0.8 followed by an aggressive pull up, but at what speed do we assume that we could do one? We could carry out experiments to determine the flight envelope (as in military machines) or we can follow the design code which stipulates the V speeds based on wing loading and the chosen limit load (minimum values for the ‘g’ loads are also specified in design codes). See figure 1.

Above Fig. 2 CS VLA flight envelope.

Left Fig. 1 CS VLA design airspeeds.

This removes the guesswork. It is also why two aircraft types of similar wing loadings will share similar flight envelopes irrespective of size or installed power, such as a Michel Colomban’s Cri Cri and Ivan Shaws’ Europa, although don’t take this as gospel, as the designer may choose to increase or decrease V speeds where the design code allows.

In figure 2 you can see an extract from CS-VLA where it outlines the criteria for the flight envelope.

It starts to look a little complex when looking at the gust limit where the formula essentially determines the

additional load (or g) being imparted on an aircraft when hitting an up / down gust, which usually have to be calculated for gusts of either moderate or severe intensity.

The maths here isn’t all that complicated, but you will need to be confident rearranging formulae. Failing that, and to avoid this becoming a maths lesson, the LAA has a spreadsheet that determines the loads on your aircraft for you, by deriving the flight envelope using the simplified method in Appendix A of CS-VLA, and then going even further be determining the loads being imparted on the wing, fin, tailplane, rudder, elevators, flaps and ailerons, which makes life somewhat easier.

These spreadsheets remove all the boring and repetitive tasks required when designing an aeroplane, so please do use them as they can shave an awful lot of time off at the design stage of an aircraft. As you go on, you may (as I have) develop your own spreadsheets. I have made one for longeron load and stress, spar cap and shear web sizing, and so on.

Before looking into the loads, I want to take a moment to discuss the understanding of stress in an airframe as chatting with some pilots, it appears many believe load and stress to be the same thing, or use the wording incorrectly. If you know the difference, skip this paragraph.

A load is force being imparted on something, be it a tyre, fish tank or aircraft structure. In imperial units, a load is measured in pounds, and in metric, Kilogram force or Newtons (Newton = Kgf * 9.81). A stress on the other hand is the load being applied divided by the area that it’s applied over. Psi in imperial or Pascals in metric (a pascal is a Newton/mm2), is where the sizing of an aircraft structure is determined. Once you know the load being applied, referring to the chosen material’s physical properties you can then determine the cross-sectional area needed for the part to survive the given load, plus some additional ‘meat’ to ensure no plastic deformation takes place, and/or for the aircraft to meet the ultimate load without breaking, and then hold that load for at least three seconds. I will cover this in more detail in the next two articles.

As before, we use the LAA spreadsheet to determine the flight envelope. Using the geometry data gathered in previous articles, I can simply plug these values into the necessary data entry cells and the flight envelope will be completed for us. A note of caution though, this August 2023 | LIGHT AVIATION | 27

Technical

spreadsheet only works for normally configured aircraft, so flying wings, canards, tandem and delta wings can’t be analysed the same way.

Now that that spreadsheet has come up with some numbers for us, it is for the designer to choose some criteria, as V speeds are often a bit vague. For example, the formulae in the flight envelope may give a Va speed of 89.4kt, but CS-VLA states it ‘cannot be less than’ the calculated value, so then I may instead choose Va to be 90kt to keep things a little simpler, but still conforming to the design code. Luckily, the spreadsheet will tell you if the values you choose are acceptable or whether your chosen V-speeds don’t conform to the design code. It’s also worth noting that the LAA spreadsheet is compliant only with CS-VLA Appendix A. BCAR SECTION S or CS-23, for example, will require you to create your own using the formula in those design codes.

So we now have a flight envelope, and from that we can see the maximum gust load we could expect (figure 3). Sometimes, depending on the wing loading, if you

Top Fig. 4 LAA spreadsheet V speeds.

Above Fig. 5 Flight envelope surface loadings.

Left Fig. 3 Gust load case formulas.

anticipate that you will be designing the aircraft for a limit load of 3.8g for example, the gust load could show that you will experience slightly more. If this is the case then this is the ‘new’ limit load you should be carrying out the load and stress calculations with, not 3.8g!

In this case, the maximum gust load is below the VLA compliant 3.8g, so we needn’t worry.

The LAA spreadsheet also gives us useful information with regards to the loads being imparted on the tail and control surfaces, which will be very helpful later on. Now that the spreadsheet has determined the flight envelope and the loads on the wings, tail and control surfaces, we now need to determine the highest loads being imparted on the airframe – the fuselage loads and how the wing loads are distributed over their surface.

Wing load

To determine the internal loads within a wing, we need to determine the wing’s lift distribution, and several methods exist for doing so, each being more accurate than the last.

The accuracy doesn’t make the design stronger, but simply means you can make the structure lighter with more accurate load data to hand. The simplest method would be to take the design mtow, multiply it by the maximum ‘g’ limit and then divide it by the span to get the span loading. This would be acceptable only to rectangular planform wings, as it doesn’t account for the reducing planform area outboard on a tapered wing. It is also massively conservative as it assumes the wing tip contributes the same amount of load as the wing root which, of course, it doesn’t. The result being an overly strong wing, which would be considerably heavier than it needs to be. I wouldn’t ever use this method for a final design, but it can be useful in giving you an idea of bending moments at a wing root during the preliminary design.

28 | LIGHT AVIATION | August 2023

Technical

about 0.5mm in diameter. I’m unsure of any homebuilt types which have gone to this extreme… but It would be interesting to see the results, although very costly!

Fuselage

BCAR SECTION S stipulates the method above though at a distance from the wing tip equal to the chord, the lift distribution will taper to 0 at the tip. Still very conservative and can only be regarded as ‘more accurate’ – not meaning it is accurate. Unlike the first method, I would use this in a very simple aircraft design, where I knew (for simple construction) I would use a constant cross-section wing spar.

Most designers, and what I would imagine which most of the LAA fleet was designed with, is the Schrenk Approximation. This method is possibly the most accurate approximation that doesn’t make use of wind tunnel data, and while tedious, only requires a lot of basic maths. The Schrenk Approximation takes the first method (rectangular lift distribution) and an elliptical lift distribution and then takes the average between these two points as shown in figure 6. This is what I will be using and for which I made my own spreadsheet…

Other methods include the Lifting Line theory which was first applied to the Fokker D7 and is one of the contributing factors of it being widely regarded as the best fighter of WWI. I don’t favour this method myself, was only exposed to it at university and have not used it since. After that you would really be looking at obtaining aerodynamic data from wind tunnel and radio control models where both spanwise and chordwise pressure probes are mounted to obtain very accurate pressure distributions. If you see a milled aluminium wind tunnel model, you’ll notice hundreds of tiny plastic tubes leaving the model at a point (usually the tail), and each of these is attached to what can best be described to be a normal static port but

Above Fig. 6 LAA Schrenk approximation.

Below Image A

The fuselage loads are generally quite easy to work out.

Briefly, they are the sum of the loads applied by the flying surfaces, the engine and the so called ‘dead weight’ items, such as the full fuel tank, the crew, baggage, and of course, the weight of the airframe components themselves. The dead weight of each dead weight item should be multiplied by 3.8 for the limit load, then again by 1.5 for the ultimate load. So what we end up with is something like that shown in image A (at the bottom of this column below).

What we end up with is the heavy object, its arm from a reference point, and then compute the moment. We would take the sum of these moments forward and rearward of our reference point to give us the Limit moment being imparted on the fuselage in the vertical case. For the sideward case, we would do the same, but now using the fin and rudder load taken from the flight envelope by its arm to the reference point. Determining the loads in a longeron can be done by simply dividing the moment by the longeron spacing. We would do this for both the vertical and sideward case. If, for example, we pulled back on the stick (putting the bottom fuselage longerons in compression) and applied rudder pedal input (either way) simultaneously, then the left and right bottom longerons would experience different amounts of compression load. Care is needed because when I was looking into the sizing of the longerons on the design covered in these articles, both vertical and sideward loads and longeron stresses were acceptable under the individual loadings, but when accounting for the combined load, put the stresses in the longerons above the proportional limit stress of the spruce longerons on the compression side… So always look into combined loading.

In the next article, we will sum up all the loads that we have calculated for the aircraft and then look at the stressing of the airframe. ■

August 2023 | LIGHT AVIATION | 29

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Money Matters

Financial

Simon Tilling provides a summary of the Association’s financial performance for 2022

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on 2021, which had an operating loss of £178,370. Clearly 2022 was a challenging year for the Association’s finances, but we still exited the year in a reasonable position with a reducing deficit.

As I and the team work on the 2023 budget in the coming months, our objective will be to ensure we exit 2023 as close to ‘break-even’ as possible. ■

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ach year, ahead of the formal presentation of our annual accounts at the Annual General Meeting, we share the financial information with all members in the Light Aviation.

This year’s summary from the auditor’s financial statements shows our income and expenditure for 2022.

Our chartered accountants, Henson Rees Russell LLP, produced our annual report and financial statements for 2022.

It advised 'the financial statements to give a true and fair view of the state of the company’s financial affairs as at 31 December 2022’.

The accounts have been properly prepared in accordance with Generally Accepted Accounting Practice in the UK (UK GAAP), and in accordance with the requirements of the Companies Act 2006.

Having emerged from the challenges of covid, the Association, like everyone else, was further impacted by the Russian invasion of Ukraine, which has driven up various costs for both domestic and business consumers.

Unfortunately, the Association was also victim to a financial fraud, which saw £64k misappropriated from LAA funds. Police recorded fraud offences increased by 25% to 1.1 million offences in the year ending December 2022, compared with the year ending December 2021 (912,203 offences). The £64k loss has been recorded in the financial statements as an ‘extraordinary loss due to fraud’. A case for recovery has been put into the hands of the Financial Ombudsman. We are working hard to get compensation, and if any funds are recovered they will be recorded into the financial statements for 2023.

With the pandemic, the ongoing war in Ukraine, and interest rates tracking below 0.5% for the past 10 years, the growth on our investments has been limited.

We have a portfolio of investments and one of them delivered a loss of £25,270. However, overall, the investment portfolio is still valued higher than the original investment made in 2019 for £150k with the portfolio valuation summary dated December 31, 2022 showing the portfolio valued at £154,069.

The Association’s turnover for 2022 has seen an increase from £1,306,006 in 2021 to £1,373,828 for 2022 (5%), the major proportion of the revenue we generate comes from membership and permit renewal fees (88%).

However, the cost of sales has increased from £278,800 in 2021 to £311,817 in 2022 (4%), predominantly due to a rise in the production of the magazine, advertising, and promotional event costs.

The overheads expenditure showed the overall staff costs including contract and consultancy at £745,629, down by 3% from 2021, this was due in part to staff vacancies during the year.

Our run rate costs for 2022 were £1,455,000 compared to £1,484,376 in 2021, a reduction of 2%. With the ‘exceptional item’ included it resulted in an operating loss of £145,677 for the year, which was still an improvement

Income Analysis for 2022 August 2023 | LIGHT AVIATION | 31

Coaching Corner

Coaching Navigation Corner… worries…

Master heading, waypoints, wind and timing, and you’ll find your destination with no stress, says PCS Head of Training David Cockburn

I

am supposed to be a bit of an expert on aircraft visual navigation. When I was in the RAF I became a specialised instructor for both pilots and navigators on the subject, and I have been a Fellow of the Royal Institute of Navigation (RIN) for many years, serving as an officer of that Institute for eight of those. Through the RIN – and independently – I have published various leaflets and books on the subject.

Those qualifications probably make it sound as if the subject was complex and a bit of a ‘black art’.

Unfortunately – and from what I have seen – that impression has been reinforced by many flying instructors who have been trying to make sense of the various training syllabi published by the CAA, JAA and EASA without, perhaps, really understanding how to navigate themselves. The end result is often a pilot who worries about their navigation.

But we shouldn’t be worried. Let’s be honest, all we want is to arrive at our destination safely. Admittedly UK airspace is cramped and we need to avoid inconveniencing others, but the basic principle of aircraft navigation is really very simple. The ‘planned track’ we want to follow towards our destination can be measured from a chart. Unfortunately just pointing (‘heading’) our aircraft along that planned track is unlikely to take us along it, because our compass and / or direction indicator have errors, and our aircraft will be blown by the wind.

However, if we set off in a straight line (a constant ‘heading’), we shall fly over a variety of features on the ground. If we look well ahead of the aircraft we shall see these features before they disappear under the nose. If we

32 | LIGHT AVIATION | August 2023

Below Select and aim for a point in the far distance.

can recognise one of these features as a point over which we wanted to fly (‘on track’), we can either confirm we are already going the correct way or adjust our heading to fly over the feature. In the latter case, if we can estimate how far we have drifted from our planned track we can make an adjustment to our original heading to make sure we travel along the track we originally wanted after passing over the feature.

Features further along our planned track can be used to refine our heading even more, and ensure that we fly over our destination, but that first phase of the flight is by far the most important. To make it work we need to (a) start from over a known point and (b) fly an accurate steady, known heading for long enough to be able to judge how far off our planned track we are (the angular difference is our ‘track error’), and therefore what heading change is needed after we get back on our planned track.

We also need to be able to identify not only the feature (‘waypoint’) we intend to use but the exact point on that feature over which our planned track lies. This involves the pilot studying and understanding what features on the map will look like in reality.

There is no point in drawing our planned track from the middle of our departure airfield. Wind, runway direction and air traffic will put us off track to start with and invalidate our track error calculations.

For a start point we should select an obvious feature on the ground over which we can guarantee flying after we have taken off, and ideally levelled off after our initial climb. To save fuel the start point should ideally also lie in the general direction of our route. We should aim to be already on our intended heading before we reach the start point to avoid drifting off track during turns, and noting the time we arrive there. The same technique should be used at every turning point.

Light aircraft instruments are not accurate, and it’s dangerous to look inside the cockpit for too long. The best way to fly a steady heading is to look as far in the distance ahead as possible and note a particular cloud, or an obvious feature such as a large building, hill, valley or distinctively coloured field directly in front of us (or slightly to one side if we know the wind is drifting us). While continuing to aim for that point we can note the heading indicated on the DI, compass or whatever we are using for reference. If the indicated heading is not the one we wanted, we can select a new aiming point and check the instrument again.

Once steady on our intended heading we should check

Coaching Corner

first that we seem to be going in roughly the correct direction (a ‘gross error check’). Is the sun in the right place, and / or is that big town where we expected it?

Then we should positively check that the heading on our reference instrument is the one we decided we should be flying, and it is also worth checking that the altitude we are flying is safe to continue. If we then concentrate on keeping a steady heading and looking out for other aircraft, the waypoint we have planned to fly over should be visible ahead of us, somewhere above the nose and between 11 o’clock and 1 o’clock. Confirm it’s what we expected by checking on the chart, working big to small (e.g. a large town – a dual carriageway to the right of it – that junction by the canal is where I want to be).

While the waypoint is still in front of us, decide how many degrees of track error we have experienced. Many pilots draw an ‘error’ line at 10° from the start point to one side of the planned track, as shown on the map extract.

Others who can estimate distances can use a simple modification of the ‘One in 60 rule’ (no, don’t run away!) to make a simple calculation. If we have selected a feature 10 miles from the start point, every mile to one side is six degrees of track error (distance estimation is not easy, so let’s call it five).

As with the Grantham waypoint, 12 miles along track each mile ‘off’ is exactly five degrees. Add or subtract the track error from our original heading to decide the heading to fly after our waypoint, and fly over the waypoint on that new heading. If we can maintain that new heading we shall be flying along the rest of our track a lot more accurately than the DI or compass can indicate, although wind variations, and flying and instrument errors, will require us to continue to refine the heading every so often.

I haven’t mentioned timing. It’s much less important than the heading, although if we have measured the distances along track to each waypoint and divided those by our ground speed in miles per minute, we should have a good idea when we ought to be flying over each waypoint, and so reduce the likelihood of misidentifying them. Waypoints at relatively equal spacing along track allow simple ETA calculations, but perhaps, more importantly, I remember a day when the wind increased

Above Lambley to Fenland – start at obvious road junction.

unexpectedly and the ETA calculation after two waypoints indicated that we should run out of fuel before we reached our destination.

Hopefully you didn’t stop reading when I started ‘talking’ about headings. You’ve probably got a Satnav device which you connect carefully every flight. Good on you – I do the same! However, batteries and displays fail, and the military jam satellite signals, so we need to remember Threat and Error Management (TEM) and be ready to revert to visual navigation. In any case, please, please, please, always load the route you plan to fly into the device before take-off, and check it. That way your navigation is easy. For a start you have a simple gross error check when your indicated track on the display is close to the magenta line. Many devices can display your track error, but even if yours doesn’t, you can see how far you are off track and make an informed guess at the error and what new heading you should fly once you get back on track. However, looking at an instrument, no matter how accurate, will neither avoid other aircraft nor maintain an accurate heading. We still need to select features well ahead and fly towards them.

Next month, we’ll look at how we might prepare the map and devices before flight to minimise in-flight workload in the next issue.

Low Level Frequency

NATS recently published AIC P047/2023 (https://tinyurl. com/27chav5d) introducing a ‘low level common frequency’ of 130.490 MHz for use below 2,000ft agl in Class G airspace in the UK (or to be precise the area of the UK military low flying system). The idea is for pilots, both civilian and military, to transmit position reports at significant points during their flight to advise others of their presence and warn of possible conflicts.

Pilots should not use the frequency when under any form of Air Traffic Service, including where a frequency monitoring code would be appropriate, but there are many areas where hills can blank Air Traffic Services and aircraft are funnelled down valleys, so a call when, e.g., ‘entering Derwent Valley at Chatsworth’, might provide situational awareness, as well as traffic info to others in the area. ■ August 2023 | LIGHT AVIATION | 33

Engineering Matters

The latest LAA Engineering topics and investigations. Compiled by Jon Viner

Engineering Matters Including: Semperit fuel hose material, using correct components in Rotax 912 fuel systems, correctly carrying out repairs, and cracking issue with dimpled laser-cut parts in Van’s Aircraft kits.

W

elcome to Engineering Matters – the section of Light Aviation that is dedicated to discussing all manner of topics concerning both technical and operational aspects of the LAA fleet. We all learn by sharing information, so if you have anything to

say that you think would benefit others, or have experienced an interesting technical issue or component failure, then please contact us with a description of what you encountered and include accompanying pictures. Send your submissions to LAA Engineering at engineering@laa.uk.com.

Fuel hoses

Following on from last month’s Engineering Matters piece on engine hoses, our colleagues at the BMAA tell us that they’ve had a number of reports of cracking fuel hoses manufactured by Semperit. Rubber hoses are always prone to ageing and should be monitored on a regular basis, but these seem to be failing in fairly short periods of time.

Modern fuels, particularly automotive fuels (mogas), contain lots of nasty chemicals to help give the characteristics the fuel manufacturers are after, with mogas containing increasing quantities of ethanol. Earlier specifications of fuel hose such as SAE J30R6 or R7 didn’t have to contend with these chemical nasties, but as the various additives have been incorporated, the

compatibility of the rubber compound is no longer a given. More modern specifications, such as SAE J30R9 are designed for modern engines (and fuels) and can cope with these chemicals.

It’s quite possible that a change in the manufacturing process of these Semerit FUB 386 hoses has meant that they are more prone to attack from modern fuels, or it may be something else causing the issue. We have recently issued Alert A-004-2023 advising all aircraft owners to check Semperit fuel hoses for any cracking, and replace them as required. Owners of factory-built gyroplanes and microlights should contact the manufacturer for advice if cracking is found.

Above and left Semperit fuel hose.

34 | LIGHT AVIATION | August 2023

Engineering Matters

Repairs We deal with many repair applications here at LAA HQ. Many of them are relatively straightforward, but in some cases the repair needs to be carefully designed so that critical characteristics of strength and stiffness are maintained in structurally critical parts.

We’ve had a couple recently where the design has been carefully thought out by an experienced stress engineer, only for the people carrying out the repair to decide to do something different. This can cause significant problems! Either the revised design needs to be shown to be satisfactory or the repair reworked to match the designed solution. In fact, either can cause grief and increase the time of the aircraft on the ground.

Similarly, we’ve had a bit of a rash of repair applications where some welding has been done before the application has come to us. This raises two issues: 1. If the welding has been done before we’ve approved the design of the repair, this runs the risk that we disagree with how the repair has been done, and may need the arrangement changed.

2. Where the welding is to parts of the airframe with significance to airworthiness (e.g. primary structure, control systems, etc), the welding needs to be carried out by a CAA-approved welder or someone qualified to an equivalent level agreed by LAA Engineering. If an unapproved welder has done a repair then we may need to ask for the work to be redone by someone who is qualified.

Above Drawing of repair as agreed. Right Repair as carried out.

August 2023 | LIGHT AVIATION | 35

Engineering Matters

Remunerated use As the use of LAA aircraft for flight instruction and self-fly hire has had time to mature, following the change in CAA ruling that introduced this option, the LAA has decided to withdraw the service of endorsing remunerated use of LAA aircraft by the issue of any kind of certificate, charging a fee or assessing an application.

The CAA permission that allows remunerated use of Permit aircraft does not require any such vetting process, and the continuation of the LAA’s evaluation process is no longer considered necessary. Instead, the onus will be on owners and operators to check that they satisfy the CAA’s requirements.

This being the case, an LAA Permit to Fly aircraft can be used for remunerated use providing you ensure that all the provisions of the Air Navigation Order and associated CAA ORS 4 No 1510 are complied with (http://publicapps.caa.co.uk/docs/33/ORS4%20 No.1510.pdf) LAA TL 2.09 will be amended shortly to reflect this change.

Meanwhile, it does contain useful general advice which remains relevant.

We’ll also be contacting members who have open applications and current permissions.

Left Laser cut part as received Above Extract from Van’s affected parts identification document

Problems with Van’s Aircraft laser cut kit parts Van’s Aircraft has recently alerted its builders to a possible problem with sheet metal parts manufactured in early 2022. At that time it moved to a new process of cutting out parts using a laser. It has had reports that cracks have been found where laser-cut holes have been dimpled or where laser-cut and dimpled holes have then been riveted.

Crack after dimpling

36 | LIGHT AVIATION | August 2023

As you can imagine, Van’s is busy identifying the extent of the problem and has undertaken to replace all affected parts. In the meantime, it encourages builders to pause their construction.

Van’s has contacted customers to advise them on the extent of the issue – builders who haven’t been contacted should check its website or contact Van’s directly for further information.

Engineering Matters

Lucy Wootton: Chief Inspector notes Updates from the LAA Chief Inspector.

The past month has continued to be incredibly busy, with many LAA members trying to make the best of the summer weather and, consequently, it means that the LAA Engineering work load remains high.

Inspector categories

In recent weeks, I have been reviewing the current Inspector categories, their definitions, looking at the requirements to add each category to an Inspector’s Approval, as well as what new categories may be needed as technology progresses.

One of the main areas I am looking at is a new Inspector category for ‘avionics’, as there are many talented avionics engineers out there, whose skills would be incredibly soughtafter by LAA members… if I could fit them into the LAA Inspector system.

The skills required in the past to inspect avionics for a simple homebuilt aircraft are now vastly different to many

aircraft on the LAA fleet today, such as those types which make use of EFIS glass cockpit equipment.

Repairs

A group of eight Inspectors have formed the Inspector Repairs Working Group, which initially met at LAA HQ, Turweston last month. The group will assist me in looking at how repairs are managed and approved at the moment, and what improvements can be made to this system going forward.

Sharing ‘Best Practice’

Our CEO, CTO and I met with our counterparts at the British Gliding Association (BGA) recently at a liaison meeting to discuss how our two organisations manage the airworthiness of the aircraft in our respective fleets. It was great to learn from the BGA, as I look at improvements that can be made to the Inspector system in the future to improve the service to LAA members.

Rotax 912-UL and -ULS fuel systems Fuel systems in aircraft fitted with the Rotax 912-UL and -ULS engines are generally required to have a fuel return system, with a 6mm hose running from close to the second carburettor back to the fuel tank – this arrangement helps to reduce the likelihood of vapour lock.

To ensure that sufficient pressure is maintained within the fuel system to operate the carburettors properly, a restrictor is necessary within the return line.

Skydrive Ltd, the Rotax agents for many years, and latterly Flylight Airsports, sell a metal 6x6x6mm T-piece that has been fitted with a precision 0.035in idle jet in the central leg, which acts as the necessary restrictor. However, also available is another restricted T-piece, which has been fitted with a self-tapping screw, the head of which is then cut off, leaving the thread to act as a very fine restrictor.

These T-pieces are solely for use with ‘wet’ fuel pressure gauges, enabling the fuel pressure to be transmitted up to the gauge, but allowing only a dribble of fuel to pass through, should the fuel hose to the gauge become disconnected, ruptured or the gauge itself spring a leak. It is vitally important not to mix up the two similar-looking T-pieces to ensure safe operation.

Left Fuel flow restrictor.

Right Rotax fuel system from manual.

August 2023 | LIGHT AVIATION | 37

Engineering Matters

AAIB observations

Here at LAA HQ, we regularly read the ‘red top’ AAIB reports for any useful or interesting nuggets of information (you can subscribe to regular emails from the Branch on its website). Here are a few that recently caught our eye:

significant damage. In this case, it was subsequently discovered that the oleo shock absorber had lost pressure, causing the gear to hang up in the wheel bay. As part of your daily checks, it’s important to verify that the landing gear and its shock absorption devices are fully serviceable – a quick double-check that the aircraft looks ‘wings level’ from the front helps to show up any issues affecting just one side.

• A Europa suffered a loss of power just after take-off but managed to

successfully land ahead. It was discovered that an O-ring seal in the induction system had been displaced, allowing air to be drawn in, adversely affecting the fuel-air ratio and causing a significant loss of power. When assembling systems, it’s all too easy to misalign washers, seals and suchlike – pay extra attention to these areas and, if possible, get an extra pair of eyes to look over critical joints as you go.

• An aircraft fitted with wing baggage lockers had a lucky escape and

was able to land successfully after the door of one of the lockers came open shortly after take-off, the pilot having forgotten to check its security due to a rather rushed departure. This is a good lesson in human factors (time pressures affecting normal safety routines) and also an illustration of how a relatively small surface being drawn into the airflow over the wing can cause significant handling problems.

• A Lancair had to land with only one gear extended, causing LAA Engineering housekeeping Permit to Fly revalidation process To reiterate our plea from last month: if you send us forms electronically, please send them as attachments to an email and ‘flatten’ them to non-editable pdfs before

attaching them (e.g. by printing to a pdf file or by electronically signing them). Don’t forget to quote the aircraft’s registration in the subject heading!

Recent Alerts & AILs Recently issued instructions for continued airworthiness. (Please check the LAA website for further details).

Van’s Aircraft Service Bulletin SB-00080.

Inspection of EA-00002 oil cooler for possible leaks. This oil cooler is supplied by Airflow Systems and owners are directed to check for possible leaks on a list of specific serial numbers. The unit is commonly installed on RV-14 series aircraft but may be on other models.

Sling Aircraft Service Bulletin #0021 Sling Aircraft have issued Service Bulletin

#0021 concerning missing elevator torque tube locking bushes, affecting Sling 4 TSi kits and quick-build.

Potentially affected airframes are listed by serial number in the Service Bulletin although it might be considered prudent for all examples of the type to be checked.

Van’s Aircraft Service Bulletin SB-00036 Rev 3 Van’s Aircraft have issued SB-00036 Rev 3 calling for an inspection of the outboard elevator hinge on the horizontal stabiliser rear spar of various models of RV and the actions to be taken if cracks are found.

LAA Engineering has reviewed the Service Bulletin and can confirm that it should be complied with as detailed in the current revision of the SB. Refer also to LAA Alert-002-2023.

Continental Aerospace Technologies Service Bulletin SB23-02 Continental Aerospace Technologies have issued Service Bulletin SB23-02 on the subject of cylinder deck stud replacement for Rolls-Royce RR O-240-A models. The issue was highlighted by the AAIB in an incident bulletin and reported in the May 2023 edition of Light Aviation ‘Engineering Matters’.

LAA Engineering charges LAA Project Registration Kit Built Aircraft Plans Built Aircraft Initial Permit issue Up to 450kg 451-999kg 1,000kg and above Permit Revalidation

*Gyros note: if the last Renewal wasn’t Project registration royalty £50 £300 administered by the LAA, an extra fee of Category change £50 £125 applies Group A to microlight £150 Modification application Microlight to Group A £150 £500 Prototype modification minimum £60 Change of G-Registration fee £600 Repeat modification minimum £30 Issue of Permit documents following £700 Transfer (from C of A to Permit or CAA G-Reg change £55

Up to 450kg 451-999kg 1,000kg and above Factory-built gyroplanes*

£190 £240 £275

(can now be paid online via LAA Shop)

(all weights)

38 | LIGHT AVIATION | August 2023

Permit to LAA Permit)

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Event report

Slet československých letadel …or Czechoslovak aircraft rally. Nigel Hitchman heads to Tabor airfield for a fabulous Zlin gathering…

I

t was 10 years ago that 18-year-old Michal Masar had the idea of a fly-in of Czech aircraft. It started small, but has been a great success, moving to a different airfield every year, mostly in the Czech Republic, with 2018 in Trencin, Slovakia. This year it was held in Tabor about 50 miles south of Prague, and was expertly run by Michal and his team of volunteers with great help from the Tabor Aeroclub.

It’s a private fly-in for pilots and enthusiasts, with the public able to watch from an enclosure, but there is no airshow, just some informal demonstrations and fly-bys, together with the traditional mass flypast on the Saturday afternoon. It’s an event for vintage designs by

Above A nice lineup of six Meta-sokols and an Aero45 outside the Tabor Aeroclub main hangar and club/ restaurant area.

manufacturers like Aero, Let, and Zlin, not the many modern microlights, although some of them were also present as visitors.

One hundred and thirty Czech-built aircraft were registered for this year, but a number of storms on the Friday put some people off – and there are always those who register, but don’t come – so there was 86 Czechbuilt aircraft attending in total, which was the third highest total over the 10 years of the event, but still only a few behind the record years, so still a great success.

It was a ‘flying’ fly-in, with many aircraft that arrived then taking to the sky again on local flights, practice formations, as well as to give some rides. The emphasis D-ELUD Zlin 126M.

OK-OGB Let L200 Morava one of three present.

OK-CXB Zlin Z-526AFS Akrobat Special.

XOK-XRK Zlin 50M with a 180hp LOM engine, rather than more usual 300hp Lycoming.

40 | LIGHT AVIATION | August 2023

Event report OK-KIT Antonov An-2 wrapped up for the night as two more give us a flypast, on their way from working somewhere, going back to home base.

OK-KNI Zlin 226MS comes in for a wheel landing.

Some of the lineup of Zlin 42 and 43 variants.

OK-AFS Zlin 526AFS-V Akrobat special.

OK-OTA/0604 Zlin 326M Trener Master recently restored into the colours it wore in the Czechoslovak AF as 0604 with designation C-305.

was very much on ‘fun flying’ and this went on until dusk on Friday and Saturday evening, which was great to see. Food was available in the clubhouse and the bar was open too, so most people stayed on the airfield until late. No going home or back to the hotel at 5pm, which seems to happen at most UK fly-ins nowadays (along with their slots and landing fees imposed).

Most of the aircraft were from Czechia with perhaps 15 from Slovakia, plus a handful from Germany, Switzerland and Austria. The taildragger Zlin aerobatic trainers were the most popular, with more than 30 of those present, from the early model 126 to the single-seat competition 526AFS. The original Zlin Z-26 was designed in the mid-1940s as a replacement for the licence-built Bucker Jungmann, and Bestmann and was

13

OK-DVG/ UC-38 Zlin 126 Trener 2 one of the oldest airworthy Zlins built in 1950 restored its original military colours.

developed over the years to be the top competition aerobatic aircraft in the 1960s. With the most famous in England being flown by Neil Williams in many competitions, as well as for his miraculous recovery, inverted circuit with a roll-to-land upright, following the wing failure he suffered during the 1970 World Aerobatic competition at Hullavington.

Equally popular was the Zlin 42 series and its derivatives. The original all-metal, side-by-side nosewheel Zlin 42 first flew in 1967 with a 180hp Walter six-cylinder inline engine, which was later developed into the 142 with a 210hp engine – and the 242L with a Lycoming IO-360, which is still in production. The Zlin 43 was a four-seat derivative, of which only 80 were built, being replaced by the Lycoming O-540 engined Zlin 143, which remains in low production.

Only one Zlin 50 was present, a rare Zlin 50M with Insets One of the informal displays with HB-TRQ Zlin 526AFS-V and D-EWJX Zlin 526, this is the former G-AWJX imported by Peter Clifford in 1968, and for many years operated by ‘Aerobatics International’. It was used by the British team at the 1970 World Aerobatic Championships at Hullavington.

Part of the mass flypast on the Saturday afternoon, the Morava and Aero 45 leading an assortment of Zlin 42 and 43 variants.

August 2023 | LIGHT AVIATION | 41

Event report Four friends in their Zlins giving a superb demonstration of formation flying each evening, lead by Michal Masar, the organiser of the event.

a 180hp LOM engine, rather than the more usual Morava, which first flew in 1957 powered by two 210hp 300hp Lycoming. It’s amazing to think that the Avia M337 engines, this again saw export success with Zlin 50 design is now almost 50 years old with almost 400 built. Three beautiful examples were present the first flight in 1975 – then going on to make at Tabor, which was great to see. its debut in the 1976 World Aerobatic One of the ‘oddest’ Czech designs, but a great Championships. performing aircraft, is the Orlican L40 Meta Sokol. I say Only one Aero 45 attended the fly-in this ‘odd’ mostly due to its tailwheel being halfway up OK-PHJ L200 Morava of BemoAir a flying school at nearby Benesov leads year, from the Nitra Aeroclub in Slovakia. This the fuselage. We used to see G-APUE regularly OM-NHS Aero 45 from Nitra, Slovakia. was a very successful design for Aero, with at UK fly-ins, but that was sold back to Czechia production starting in 1948, with less than 600 of a few years ago. I saw it in restoration at all models produced. The initial Aero 45 was powered Letnany, but it was great to see six examples by two Walter Minor engines and exported worldwide, with of the Meta Sokol at Tabor, with two coming several in the UK. We haven’t had one flying in the UK for from Slovakia, together with the Aero 45. a few years, but I understand Aero 145 G-ATBH is nearing As well as aerobatic aircraft, Zlin built many the end of a long restoration. of the Z37 Cmelak crop sprayers, so it was good Replacing the Aero 45 series was the Let L200 to see two of the vintage Avia M462 radial-engine The big formation of Czech built aircraft, 19 aircraft this year, it has been quite a lot bigger in other years.

OM-NHS Aero 45 starting the journey home, it carries four people in comfort.

OK-HYA Zlin Z37 Cmelak, this one being a three-seat trainer version of this popular agricultural aircraft.

42 | LIGHT AVIATION | August 2023

Rolls-Royce and Bentley Heritage Dealers “Attention to Detail”

For Sale Sopwith Dove Aircraft

A light, sporting 2-seater of the 1920s, based on the famous Sopwith pup fighter. This example was built in 1989/90 and low time since, has a newly overhauled, to the highest standard, original 80 horsepower Le Rhone rotary engine.

The plane is in perfect flying condition, and is flown regularly by the Shuttleworth Trust in their flying displays.

Must be seen to be appreciated.

Offered at the very reduced price of £200,000 ono for a prompt sale.

Great Easton, Dunmow, Essex CM6 2HD, England Telephone: 01371 870848 Fax: 01371 870810 E-mail: enquiries@pa-wood.co.uk www.pa-wood.co.uk

QP_Sopwith_7/17.indd 1

18/07/2023 11:19

Event report

OK-GUU-25 a 1920 Avia BH.1 exp replica, fitted with a Walter Mikron engine. versions (licence-built version of the Ivchencko AI-14), including a three-seat trainer version.

There have been quite a few replicas built of vintage Czech aircraft, mostly in the microlight category, and it was wonderful to see OK-GUU-25, which is a 1920 Avia BH.1 exp replica, fitted with a Walter Mikron engine. The original was first fitted with a Daimler engine, which was not powerful enough and was replaced with a Gnome Omega rotary, which enabled it to carry two people and win the 1921 Czechoslovak Air Rally at an average speed of 78mph over a 536-mile course.

There were also five Aerotechnik L-13 Vivat motor gliders which are new build aircraft based on the original Blanik design using the rear fuselage, empenage and

wings, modified with a different forward fuselage and fitted with a Walter Mikron engine.

OM-CRO Zlin 526F One very interesting visitor was the beautifully being enjoyed one restored Nord N1205S Norecrin F-PHPK, with the evening. more usual Regnier engine replaced by a Walter minor 6-III. Overall, it was an excellent event with a lot of flying, as well as a lot of interesting aircraft, so it’s definitely worth a visit.

It’s always held around mid-June and the next location will be announced some months before the event.

The official website is www.scsl.cz and announcements are made on www.facebook.com/ sletceskoslovenskychletadel. The facebook page is always the most up to date. ■

F-PHPK Nord 1205S Norecrin converted to be powered by a Walter Mikon 6-III.

OK-7703 Let L13A Blanik owned by the Tabor Aeroclub.

44 | LIGHT AVIATION | August 2023

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LAA Strut News

Struts 4U

Andrew Caldecott rounds up Struts news and views

A

s we approach this year’s major gettogether at Popham for the Grass Roots Fly-in, I hope you will take the opportunity to visit the Strut area in the main marquee.

This is a central meeting point for LAA members where they can learn about Strut opportunities available in their area. Please do come and say hello – there will be tea and coffee available while we chat. If you have your banners or any information for display please let us have them as early as possible (Thursday or early Friday morning). Struts are an essential part of our GA family. Dave Millin and I very much hope that we can meet you during the three days of the event.

Suffolk Coastal Strut held its annual fly-in at Monewden Airfield in July. The committee, members and volunteers welcomed 39 visiting aircraft for the Spirit of

46 | LIGHT AVIATION | August 2023

Top and above Two views from the Suffolk Coastal Strut fly-in at Monewden.

Below left and right Strut information boards - look out for these at the Grass Roots fly-in.

Boxted event. A huge thank you to our hosts for again letting us use this great airfield. This is a perfect location for our fly-in, making it much easier and safer to run than at our previous location at Boxted.

The raffle on the day was held on behalf of the host’s chosen charity, the Childhood Eye Cancer Trust, and £200 was raised. The day would not be a success without all the people who help with the organisation and running of everything on the day. The radio duo, together with the marshalling team, kept on top of the arrivals – despite the very hot day. Booking-in and issuing the food vouchers ran very smoothly, as did the BBQ cooking (apparently this was a bit challenging with an ambient temperature of 29°!).

Our friendly fly-in is always dependent on all the Strut members who come along and make our visitors welcome, so thank you to everyone who was involved.

In May, Suffolk Coastal also held a very well attended visit to Hawker

LAA Strut News

Strut Calendar Please contact your local Strut to check the details before attending the calendar events.

Above Members of the Suffolk Coastal Strut

Above Meet the LAA team at Grass Roots.

Restorations at Elmsett Airfield. Seeing two Hawker Hurricanes being restored, and being able to inspect every spar, rivet and pipe was amazing. Thank you for allowing us to get up close and personal to these magnificent aircraft.

Among our busy Strut activity calendar this year there are a number of anniversaries. The Devon Strut is combining with Dunkeswell Airfield for its 80th celebration.

This great milestone will be celebrated on the weekend, 5-6 August. Dunkeswell was a US Navy WWII airfield (operational from 1943) operating Liberators and Catalinas in anti-submarine roles. Visitors are very welcome over the weekend, PPR is required for those planning to fly-in.

I look forward to receiving all information about Strut activities – anything which we can pass on to develop, build and support each other is always helpful.

Sadly, Rougham Airfield (RAF Bury St Edmunds, Suffolk) has been closed – ‘returned to the plough’.

Although every attempt was made to save it from the developer’s plans, relocation of the occupying tenant’s (Skyward Flight Training) has been a problem. Further updates on operational developments will be available as soon as possible.

On occasions we have to acknowledge that health issues may ‘interrupt’ our lives. Many will have heard that our former CEO, Steve Slater has had one of these ‘interruptions’. Steve, we wish you a very speedy recovery and look forward to having you back with us. We know that you will be receiving excellent care and support.

Finally, a safety tip – 85% of emergency services are now using WHAT3WORDS. This App on your mobile device identifies your location to a three metre square with three random words. All the UK, Europe and the world has been designated with words that identify that exact location. Once received, the responders will be directed speedily to provide the appropriate assistance.

Given the wide open spaces we operate in, this is a valuable App to have on hand. It may just save your life… or someone else’s. ■

Andover Strut: Spitfire Club, Popham Airfield, SO21 3BD. August 10 Popham BBQ evening. Starting 1700, ‘fly and drive’ visitors are welcome.

August 27, Return of our annual Barton Ashes fly-in, from 1230. Contact Bob Howarth email: bobhowarth99@ btinternet.com Phone no. 01980 611124 Bristol Strut: Contact: chairman@ bristolstrut.uk www.bristolstrut.uk Cornwall Strut: The Clubhouse, Bodmin Airfield. Contact Pete White pete@aeronca.co.uk 01752 406660 Devon Strut: The Exeter Court Hotel, Kennford, Exeter. 5-6 August – Fly-Out to Dunkeswell. Contact: david.millin@ sea-sea.com East of Scotland Strut: Harrow Hotel, Dalkeith.20.00hrs. Contact: Tim Raynor hipe@btinternet.com East Midlands Strut: Meeting on the first Tuesday of the month on Zoom until further notice due to venue availability. Contact: tonyrazzell2@ gmail.com We also have a Facebook group and upload recordings of some meetings where we have speakers.

Gloster Strut: Contact: Harry Hopkins phone 07902 650619 harry.hopkins@ talktalk.net Highlands & Islands: Contact: b.w.spence@btinternet.com 01381 620535.

Kent Strut: Contact: Steve Hoskins hoskinsltd@outlook.com 07768 984507.

LiNSY Trent Valley Strut: Trent Valley Gliding Club, Kirton Lindsey. pilotbarry1951@gmail. com http:// linsystrut.wixsite.com/website North East Strut: There are no meetings at present, but if you would like to help to get the NES operational again, please get in touch with the Strut Coordinator, David Millin. david.millin@ sea-sea.com North Western Strut: The Clubhouse, Boysnope. 1400. Third Thursday each month. Contact: cliffmort@btinternet. com 07813 497427.

North Wales Strut: Caernarfon Airport, Dinas Dinlle. First Sunday of the month – HEMS Bistro Café. 1300. Contact: Gareth Roberts gtrwales@gmail.com 07876 483414.

Oxford Group: Sturdy’s Castle Country Inn, Banbury Road, Kidlington, OX5 3EP. Second Wednesday each month. 9 August – Flying the 747 – extraordinary tales by Geoffrey New. Contact LAAOxford@gmail.com www. oxfordlaa.co.uk Redhill Strut: The Castle, Millers Lane, Outwood, Redhill, Surrey, RH1 5QB. Pub contact- 01342 844491. Third Tuesday of each month, meet at

1900-1930. Contact: david@milstead. me.uk Shobdon Strut: Hotspur Café, Shobdon Airfield, Hereford HR6 9NR. 19.30. Second Thursday of the month.

Contact: Keith Taylor bushebiggles@ sky.com Southern Strut: ‘Longshore’, Brighton Road, Shoreham-by-Sea BN43 5LD. First Wednesday of the month 1930pm for 2000. Contact palmersfarm@sky. com Strathtay Strut: Scottish Aero Club, Perth Airport, Scone. Scone Clubhouse. Contact: keith.boardman@ peopleserve.co.uk 07785 244146.

Suffolk Coastal Strut: Earl Stonham Village Hall, IP14 5HJ. 1930. BBQ at Monewden, 16 August – BBQ Monewden Airfield starts 1700. All welcome, details at www. suffolkcoastalstrut.org.uk/flyin/ Contact: Martyn Steggalls events@ suffolkcoastalstrut.org.uk 07790 925142 The Joystick Club: Activities throughout the year. Pedal planes and simulators at Old Warden Air Shows.

Contact: Mike Clews, m.clews@sky. com. 07775 847914. www.joystickclub. co.uk Vale of York Strut: Chocks Away Café, Rufforth East Airfield. 1900.

Contact: Chris Holliday 07860 787801 valeofyorkstrutlaa@gmail.com www. valeofyorkstrutlaa.wordpress.com Wessex Strut: Henstridge Airfield Clubhouse. August; monthly summer BBQ’s and activities. See www. wessexstrut.org.uk for updates. Local fortnightly Strut walks organised by Wessex Aviators Leisure Klub. Contact: neil.wilson@laa.uk.com West Midlands Strut: There are no meetings at present but if you would like to help to get the WMS operational again please get in touch with the Strut Coordinator, David Millin. david.millin@ sea-sea.com West of Scotland Strut: Various locations in the Greater Glasgow area.

Contact: Graeme Park graemepark01@gmail.com Youth & Education Support (YES) – YES also available for Strut talks/ presentations. Contact: Stewart Luck captainluck@hotmail.com (Contact 07974188395 to volunteer.)

• A copy of the Struts Handbook,

issued in pdf format to celebrate the LAA 75th birthday, can be found on the LAA website.

• Please contact your local Strut to

check the details before attending the calendar events.

August 2023 | LIGHT AVIATION | 47

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Technical

Taming iPad temperatures Avoid an iPad meltdown, with these tip-top cooling ideas from Dave James

F

or most of us (unless you operate with an open cockpit), keeping our portable electronics kit from overheating in the cabin is sometimes a problem. I have had my iPad shut down on a very hot, sunny day because I had stupidly left it inside the cockpit while fine dining in The Aviator at Dunkeswell. We have all read or heard stories of in-flight over-heating on mobile phones and tablets.

We all know the basic things we should do to minimise excessive temperature rise in such devices, including, get some cabin air duct or window aperture airflow over the unit, shut down unnecessary background applications, try to avoid the need to recharge in flight, cover with light colour shade of some sort when leaving inside the cockpit, or better still, take it with you when leaving your aeroplane for a while.

2

Fig. 2 RAM EZ-Roll’r holders, 10.2in and 10.5in.

1 Fig. 1 X-Naut 10.2in cradle.

iPad exponents claim that overheating should never occur with minimal precautions in use, but I am not so sure. In any case, it is better for the longevity of battery, CPU etc that temperature excursions be curtailed.

My experience documented in this article might perhaps encourage others to try to make some modest effort to take this a little further, to get some degree of extra cooling at minimal cost and without the cabin looking like – to use a phrase inflicted on earlier PilotAware designs – ‘an explosion in a Maplins store’. And, yes, yes, I know… Maplins has long gone now.

The default solution to this problem for tablets is to use one of the fairly well-engineered but bulky X-Naut cooling case/RAM-compatible cradles (Fig. 1).

This has four small computer fans, provision for batteries and has suitable control circuitry. If you change tablet size, as I did from 10.2in to 10.5in, you may need a new unit and each costs approximately £250! Apart from the cost, this approach adds considerably to the depth of the whole assembly and is relatively heavy when equipped with its batteries (although you can run it from an USB port).

I wanted an approach that cut down on the mechanical moment and bulk on my panel-mounted RAM base – and which was far less costly. My RAM tablet holder is a standard one, EZ-Roll’r type (Fig 2).

August 2023 | LIGHT AVIATION | 49

Technical

3 ‘Magnetic radiators’ – what’s in a name?

In my opinion this is perhaps one of the most stupid names for a very neat item of technology, aimed firmly at the enormous global gaming market, in particular to young people, for whom it is essential to operate the most sophisticated gaming applications for hours on end without their phone or tablet overheating.

These units are sold under a variety of names and pseudo-technical descriptions, but the technology and volume manufacture are, to me, most impressive. Each comprise an ABS puck containing a Peltier cooling stack, with the cold side arranged to be magnetically attached to a stick-on magnetic disc at the back of the phone or tablet, and the hot side shedding the heat via a computer-grade, quiet fan, clever heat sink finning, together with appropriate control circuitry.

Peltier? Back to your school physics. The Peltier effect is the opposite of the Seebeck effect, and uses a narrow band-gap semiconductor such as bismuth telluride. When voltage is applied to it, the material magically extracts heat from the cold side and transports it to the hot side. This

Fig. 3 Peltier cooling pucks, 60mm and 100mm dia.

Fig. 4 Patch cut into RAM holder.

thermoelectric (Peltier) cooling technology should not be confused with the heat pipes used in, for example, powerful high-end computers to wick away the heat from power hungry central and graphic processor devices.

These Peltier cooling pucks are readily available under outlandish names like magnetic radiator or semiconductor radiator – even superconductor cooler via eBay, Amazon and computer gaming sites, but my favourite is AliExpress (part of Alibaba). Prices are all over the place, with the smaller one I have used around £12 or so.

I tried to do some thermal modelling, but it is quite difficult without the right CAD tools, so after a few simple estimations I took a very straightforward approach and cut out a suitable square patch in my RAM holder (Fig. 4). To do this I tried a Draper multi-tool (oscillating head) but as this neophyte found the ABS difficult to work with, I changed to a Dremel-like rotary tool (TackLife). I might have done better with a drill and fine fretsaw, perhaps…

For several reasons, it is slightly advantageous on current iPads to have the cooling puck on the left side (as viewed facing the tablet front screen).

Results

4 50 | LIGHT AVIATION | August 2023

Overall, I am quite pleased with this arrangement as is, but if I were more prone to flying in Death Valley rather than the Lorna Doone or Ogwen valleys, I would definitely choose a higher power rated puck e.g. the X42 (Plextone) of 100mm dia. rather than the 60mm dia. X1 model.

If it is a mobile phone you wish to cool, the X1 puck will be adequate for Arizona-type climates, I estimate, and that’s even assuming one is using the phone to simultaneously run SkyDemon for navigation, interface with SkyEcho2 for traffic, run SafeSky for enhanced EC and make cellular mobile calls in flight (I’m not recommending this!). Each of these pucks has its own small two-digit temperature display, which from IR and thermocouple measurements I have done, seems accurate to the nearest ºC. Surprisingly, there seems no handy iOS application that permits easy real-time monitoring of battery or cpu temperatures. On recent hot days I have seen a consistent cooling of most of the iPad back by some 10-13ºC. This is with typical in-flight iPad

Technical Fig. 5 Magnetic disc affixed to iPad back.

loading, which is nowhere near as much as that demanded of hard-stressed tablets by obsessive gamers.

If you want to experiment, there are also intermediatesized pucks, but all larger than the X1 which I am now using, which require a higher input power than the standard 5V at 2A max. The latter supply is readily available these days from essentially any aircraft cigar-lighter adaptor, using an USB-A cable to USB-C at the puck end, or from a small power bank, aka rechargeable battery. So, for the larger pucks one needs a QC or PD type (‘fast charge’) USB supply. The X42, for example, is rated at 3A at 9V, and mass increases from ~60g for the X1 to ~120g.

The removed ABS material for the aperture in my iPad holder, by the way, equated to ~30g reduction. In addition to the temperature display, each puck features a small push button switch for selection of either of two ‘speeds’ or off / on. And, of course, it features a mesmerising, slowly changing multi-coloured LED display visible through the internal rotating fan blades – a seemingly essential feature for gamers, but not for us, especially as it’s visible only behind the phone or tablet (Fig. 6). Isolated, running 100% thermally unloaded, each of these pucks can achieve a back surface temperature below 0ºC within a minute or so.

If you use a phone that features wireless (inductive) charging, you can even get a similar cooling puck which additionally includes wireless charging, but note that, for obvious reasons, this feature will work only if the back of the phone, and your holder, is not metallic (i.e. nonconductive).

6

5

Fig. 6 X1 puck on 10.5in iPad holder.

August 2023 | LIGHT AVIATION | 51

Technical

7 Fig. 7 Thin spreader magnetic plate.

To achieve a little performance gain, the cooling puck can be used with a separately purchased, larger ‘d-shaped’ magnetic sheet (heat spreader) affixed to the back of the phone or tablet instead of the supplied circular disc (Fig. 7). If you do this for an iPad with one of the standard EZ-Roll’r cradles (like mine), you will find that it is necessary to make a suitably matching larger aperture in the cradle back, as otherwise the already tight roller fit at the top gets even tighter due to the extra spreader thickness.

My iPad now has an anti-glare, separate protective film applied to its screen, and this had already forced me to use the rotary tool to carefully remove ABS material from the bottom corners and top roller – which despite the name, never afforded an EZ fit from the outset (a good basic design, but poor manufacturing implementation by RAM).

Another product I have found useful here, and not just in the cockpit, is the USB cable-type featuring a ‘magnetic connection’ at one end (Fig. 8). This provides a form of frangible arrangement, especially in a cramped aircraft cabin where it is easy to accidentally side swipe a cable connecting portable devices to, say, a panel charging source.

The arrangement also serves to help preserve the life of the device’s connector e.g. Lightning on an iPad. But I’d advise against using the charging only (no data) types that feature a circular interface at the break point. I recommend the non-rotating types such as that shown in Fig. 8, since the rotating types (which although provide faster charging) are most often incompatible with the

52 | LIGHT AVIATION | August 2023

8 Fig. 8 ‘Magnetic’ USB cable connection.

Effective and usable up to ~ 3A.

9 Fig. 9 Lanyard mounted fans. foldable protective cases, used by many for our phones and tablets. The little insert stays firmly in the device, acting as connector-saver.

A further product, which is sort of related, is the pocket-sized portable fan which can be used in the cockpit, especially on a hot day before or at engine start on the ground. These fans have an internal rechargeable Li battery and three speeds – on the fastest speed it lasts more than two hours. One such type is shown in Fig.9. I have found this more useful to keep the human occupants cool as opposed to the iPad. A neat, easily de-coupled lanyard makes this very easy to hang around your neck and remove for storage after a short while.

Again, AliExpress and others sell these for about £5. ■

Executive summary OK, ignore the techno-babble…

1 Cut a hole in your EZ-Roll’r RAM £30 cradle. (But don’t forget to allow space for the USB-C cable end to be easily inserted into, and removed, from the cooling puck and also for the push button switch to be accessible by finger once the puck is installed).

2 Stick the magnetic disc to the bottom of your iPad. 3 Magnetically attach the cooling puck.

4 Connect the cable.

5 Switch on for a reassuring 10-13ºC local cooling at the tablet’s back, even under high loading.

The approach seems as effective as an X-Naut £250 cooling case, and a lot less bulky, with similarly tolerable power consumption via USB.

Get ready for Summer!

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Waterbird Wings over Windermere

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Engine Log Book - £14.00

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Propellor Log Book - £16.00

Log Book Binder - £15.95

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Free landing vouchers, informative webinars, great written content and lots more will help YOU improve your flying this year.

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Landing vouchers

LANDING VOUCHERS Here’s hoping that September will see us still enjoying some lovely sunny days, but maybe some cooler temperatures after the recent highs! We’ve got these three great landing offers for you to enjoy at Andrewsfield, Crosland Moor and East Kirkby.

✁ Aviation LIGHT

Our thanks to these airfields for supporting our LAA members landing voucher scheme. Please be sure to thank them for their participation by buying fuel for your aircraft, or if there’s a cafe, fuel for you and your passengers!

50% off landing for September 2023 Andrewsfield: 01371 856744

Located on the eastern edge of Stansted CTR and TMZ, this is a nice grass airfield to visit. PPR by email please. A/G radio is 130.555 and the listening squawk is 7013. Right-hand circuit at 700ft QFE. The airfield won an award for being an outstanding place to visit, offering the visitor value for money and helpful service.

Opened in 1943 and named after the original leader of the American 8th Air Force.

Avgas available. Hot and cold food in the café. Radio 130.555 www.andrewsfield.com

✁ Aviation LIGHT

Free landing for September 2023 Crosland Moor: 01484 645784

As the weather was poor in March, the owner has offered LAA members the chance to try again! Please PPR. Look out for turbulence on approach to Runway 25. Quarry to the north, land beyond the threshold on 25 if possible. Circuits are left-hand at 1,000ft QFE. A friendly airfield, with light refreshments available. The Sands House pub is ½ mile walk from the airfield. Limited fuel, please ask before leaving your base. Please avoid flying over houses and the hospital ½ mile from runway end. Look out for various TV masts in the local area. Radio is 128.375 www.croslandmoor-airfield.co.uk

✁ Aviation LIGHT

Free landing for September 2023 East Kirkby: 01790 763207

Fly into this historic airfield and make the most of a wonderful opportunity to visit the museum on site. Home of the Panton families Avro Lancaster Just Jane and the DH Mosquito. Taxy rides take place on Tuesdays and Thursdays, check availability if you wish to take a ride. The runway is both grass and concrete. Please PPR and read the instructions on the website for joining and air traffic information, as they are close to RAF Coningsby. No fuel available. There is a great restaurant, book and gift shop. Avoid East Kirkby village. Safety Com 135.480. Airfield and museum is closed on Sunday and Monday. www.lincsaviation.co.uk

54 | LIGHT AVIATION | August 2023

SEPTEMBER 2023

Email your classified advertisement direct to the LAA: office@laa.uk.com

Classifieds

August

AIRCRAFT FOR SALE

GROUP FLYING

Auster. Lovely ​​ vintage aeroplane with Gipsy Major 1 engine, Ceconite fabric, Trig 8.33 radio & mode S transponder. Two + two seating, long range fuel tank. Not immaculate but in sound condition. Airframe 4920 hrs, engine 1710 hrs. £17,500. New LAA Permit. Call or email for more information. 07779 151888 or mail@colinladd.com

Share available Grumman AA5B Tiger Based at Shobdon EGBS and operated by a friendly Group of 6 pilots who will welcome a new member with help and encouragement.

Excellent availability, £71 pm and £95 per hour Interested pilots contact Bushebiggles@sky.com for more information

For all display or commercial advertising enquiries please contact Neil Wilson: 07512 773532 neil.wilson@laa.uk.com You can email your classified advertisement direct to the LAA at the following address: office@laa.uk.com Deadline for booking and copy: 15 August 2023 If you would like to place an aircraft for sale advert please see details below: MEMBERS’ ADVERTISEMENTS Up to 30 words: £6; 31-50 words: £12 Up to 50 words with a coloured photo: £45 NON-MEMBERS’ADVERTISEMENTS Up to 30 words: £22; 31-50 words: £44 Up to 50 words with a coloured photo: £60 www.laa.uk.com

AIRCRAFT FOR SALE

AERONCA K For sale my delightful Aeronca K registration G ONKA which I bought 28 years ago.

Originally built in 1938 its the only Aeronca K outside USA. Engine Lycoming 0-145-B2, beautifully laminated Flottorp propeller. Airframe 1691 hours, engine 639 hours, permit valid till 20th June 2024. View at private strip in Surrey. Offers – please contact Nigel Minchin. 07867 977 168

Europa XS Tri-Gear G-CHOX. Available from the end of September 2023 with a 12 month permit to fly. Offers in Excess of £45,000. To request full details email goff_moore@yahoo.com Tail-wheel Rans S6-116 LAA aircraft. Rotax 80 h.p. four-stroke, WD propeller. Two Seat G-BXRZ 500 kg. AvMap EFIS. 8.33 radio. Skins fabric replaced. Engine excellent, 100 mph cruise. £16,000. Call Mike 079423 88082.

PROJECTS FOR SALE

Magni M24 hangared Stoke Medway. Seeking gyro pilot to share all year-round flying at this well-drained strip. Contact John 077105 05320 for further info.

1/3rd share for sale in Perth based MTO3.

Upgraded to 500kgs MTOW with RSll rotor head.

Always hangered and professionally maintained.

Great opportunity to be part of a small, friendly, well run syndicate offering fun flying. £7,500 share, £20/hr dry and share monthly costs.

Contact GyroSyndicate@gmail.com

AIRCRAFT PARTS Rans S6 parts, undercarriage, all 3 legs plus wheels, £500. 40 litre fuel tank £150.

Exhaust system for Rotax 503 £150.

Telephone K Southam 0191 2362 659

MISCELLANEOUS Tecnam Sierra EA. Total time 470 hrs, always hangared. Icom 8.33 radio, TrigTT21 transponder, Skymap GPS, SkyDemon tablet.

Heated carbs, ignition modules replaced 2021.

Recent new Odyssey 12v battery. New Permit till 15/06/2024. £73,000 ono ray278wells@msn.com

Van’s RV-8 Built 2014. 320 hrs TT. Superior IO-360, Hartzell composite prop, Dynon Skyview, ADS-B in/out. For sale after next Permit renewal. £138,000.

Email jcp.herbert@ntlworld.com FOR ALL MEMBERS CLASSIFIED ADVERTISING ENQUIRIES CONTACT SHEILA

OFFICE@LAA.UK.COM 56 | LIGHT AVIATION | August 2023

Chilton DW1A Monoplane Project.

This a wonderful opportunity to take ownership of a Chilton DW1A Monoplane project. The project is well-documented, with an extensive list of components already sourced. The project includes a used (c.200hr) Mikron111a engine with the original Hobson carburettor. Please call 07887 572 557 for further details.

Help - LAA Members in north East England “borrowed” A65 ENG converted to A80 mains Mag drill and Stewart bungee fitting tool for Piper Pacer - please return to Ike Stow – Tel: 0191 414 2025. Also I have hangar space on grass strip available in at NE21 area

SERVICES Engine Overhaul. Zero time Major engine overhauls carried out on all types, since 1976, c/w dynamometer run-in and test. Bonner Engineering, Shoreham Airport. Contact Bill Bonner: 01 273 440250. aerobonner@aol.com.

Design & Stress Analysis Service. Type submissions, modifications, engine frames and general advice. We cover everything from SSDR to A380:- structures, powerplant (IC and electric) and avionic installations. Contact John Wighton enquires@acroflight.co.uk or call 07770399315.

Jodel Macaret. 75% completed wooden construction project of a Jodel Mascaret airplane, with the main fuel tank already finished. Price: €9,000. Contact: blankittavm@hotmail.com +34 649 517376.

AIRCRAFT WEIGHING Light Aircraft Weighing Service in East Yorkshire and surrounding area. For details contact Demraview Ltd. Email: Demraview@gmail.com Mob: 07984 810 761

SERVICES & MORE

FUEL SERVICES

Safe flying No Ethanol

TRANSPORTATION

Don’t risk it with water absorbing E5 and E10 fuels (mogas). WARTER UL91 and 100LL aviation fuels are ethanol free, storage stable and have a vapour pressure suitable for flying.

Aircraft Transportation Specialists Specialist vehicles to move your aircraft safely

Please call for more information.

Available in 55 and 195 litre drums for immediate despatch, UK-wide, on a next day basis.

Anglo American Oil Company +44 (0) 1929 551557

www.aaoil.co.uk

COVERS

Telephone: 0121 327 8000 E-mail: info@ponsonby.co.uk Web: www.ponsonby.co.uk

Contact us now for a quotation

For all display and company advertising contact Neil Wilson NEIL.WILSON@LAA.UK.COM WWW.LAA.UK.COM August 2023 | LIGHT AVIATION | 57

Where to go

A

WHERE TO GO

selection of flying events for the months ahead, and some you definitely want to add to the calendar for later in the year. Don’t forget, GASCo is always running Safety Evenings up and down the country. We’ve got them listed here, plus it’s worth keeping an eye on their website, www.gasco.org. uk, for further updates.

August 4-5 4-5 5 5/6 5/6 5/6 5/6 6 10-13 12-13 12 12 12

Glenforsa RV fly-in (PPR) Compton Abbas British Aerobatics Association competition (PPR) Leicester STOLfest 2023 (PPR) Dunkeswell Devon Strut fly-in and Airfield 80th Anniversary (PPR) Rufforth East Fly-in and Meet the LAA (PPR) New Farm The BIG fly-in-Air/Skyranger/ Shadow Fly-in (PPR) Stow Maries Call to Arms 1914 re-enactment (PPR) Old Warden Carnival Airshow (PPR) Ashton Court Bristol Balloon Fiesta Sandown Isle of Wight Strut fly-in Duxford IWM Flying Day (PPR) Schaffen-Diest 38th Old Timers Fly-in (PPR) Shobdon VPAC Western Fly-in

58 | LIGHT AVIATION | August 2023

12 13 13 13 18/20 19 19 24-26 25-26 26 26 26 26 26 26-27

As always, check the Royal Aero Club Events website for the latest information and web links for many of the events: http://events.royalaeroclub.org/events.htm.

Our thanks to the RAeC and to Dave Wise for the use of their data.

If you have an event you want to advertise on the list, please email the details to Dave at: dave.wise@btinternet.com.

Bodmin Cornish Pasty Fly-in Bicester Vintage Aircraft Club Picnic flyin (PPR) Popham Mega motorcycle meet Old Warden NSRA Hot Rod Car event (PPR) Popham LAA Grass Roots Rally Old Warden Flying Proms (PPR) Compton Abba Vintage fly-in (PPR) Connington BAeA Sport Nationals Hildesheim (EDVM) AutoGyro Fly-out to Fly-in Factory visit (PPR) Duxford IWM flying evening (PPR) Breighton Summer BBQ fly-in (PPR) Henstridge Wings and Wheels (PPR) Old Warden VAC and Shuttleworth fly-in (PPR) Popham 3R’s Flyball Navex competition flyball@RoyalAeroClubRRR.co.uk Headcorn IWM flying evening (PPR)

Planning ahead Aug 27 Little Gransden Air and Car Show (PPR) Aug 26/27 Montrose SAC Fly-in Aug 27 Fenland Wings and Wheels Aug 27 Stoke Golding STIFI fly-in (PPR) Sept 1-3 Alderney Flying Club Fly-in (PPR) Sept 2-3 Foxlands Farm The Victory Show (PPR) Sept 9-10 Bern (LSZB) Electrifly-in (PPR) Sept 9 Sleap VPAC End of season Fly-in Sept 9 Bodmin Cornwall Strut Fly-in Sept 10 Popham Auster fly-in (PPR) Sept 16 Sutton Meadows Cambridgeshire Microlight Club (PPR) Sept 16-17 New Farm BMAA Open Series (PPR) Sept 16 Deanland Breakfast fly-in (PPR) Sept 20 London RAeS President’s Summit 2023 – Future of Flight

See our website for full range

www.lxavionics.co.uk Supply, design, build and install service We specialise in Avionics supply, design and build assistance for homebuilders.

uAvionixSky Echo II Please call us to order.

GTN650/750 Xi waas GPS/NAV/COMM

GFC500 Autopilot

RV7 panel under build

G5 AI/HSI

RV9 panel under build

G3X Touch PFD

custom made loom for RV9

GNS to GTN adapter

We can help with panel and wiring design through to complete installation.

Contact us to discuss your Avionics build requirements and to go through ideas.

Call us on 01280 700020, or visit us at Turweston (next to the LAA) to discuss your requirements.

Talk to us for LAA member discounts

info@lxavionics.co.uk

www.lxavionics.co.uk

Our Address: LX Avionics Ltd, Hangar 10, Turweston Aerodrome, BRACKLEY, NN13 5YD

VAT: GB 793 1777 86 Company number 4417407 E & OE

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