THE MAGAZINE OF THE LIGHT AIRCRAFT ASSOCIATION
Aviation LIGHT
December 2024 £4.25
BEAUTIFUL COUPE
Clive Davidson meets the lesserknown member of the Piper Cub family – the J4A Cub Coupe Light Aircraft Association WWW.LAA.UK.COM
FAMILY FRIENDLY HOMEBUILT TRIP
MUM, DAD AND TWO KIDS JUMP IN A SLING TSI AND HEAD TO FRANCE
RTW RECORD ATTEMPT
AN UPDATE ON THE FLIGHT OF THE NAVIGATOR PROJECT
Ed’s Desk
Ed’s Super Cub gets some wings…
Chairman ERYL SMITH CEO SIMON TILLING Chief Technical Officer JON VINER CEng MEng FRAeS 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.
Many hands…
W
hile the gears of progress are winding a little slower than planned, my project to return a Super Cub to flight took another big step towards completion recently, when the fuselage was reunited again with the wings. It’s not a difficult task, but rather more cumbersome and definitely one that benefits from lots of hands. Luckily, I had plenty of willing volunteers, including my LAA Inspector, Toby, who pitched up for a few hours one Friday afternoon to help hold things while bolts were refitted and wing struts attached. The assembled aeroplane helped answer one question that had been pending – would the aeroplane fit in the hangar? Daft I know, but it’s a few feet wider span than that of the door opening, and while I had planned it on a piece of graph paper, I wasn’t too sure how the whole assembly of aeroplane and stuff in the hangar would fit together. Luckily it did, and with some wheel skates purchased from eBay, we should be able to make things work – in terms of getting it in and out. So it’s been on with more reassembly tasks. Repiping the wing fuel tanks, including the tank sight gauges. I ‘only’ dropped one jubilee clip, which escaped capture before sliding off out of sight into the wing trailing edge. Friends, again, plus one strong magnet, helped save my sanity. Even luckier, while cutting my new ‘push to unlock’ mixture cable to length, I completely forgot that months earlier I had removed a shipping tag cautioning me that ‘small parts that may fall out when the inner cable is withdrawn…’ Just as I saw the tiny
ball bearing exposed, it fell out of its slot into the depths of the Cub cabin floor. There were 60 seconds where I was sure it was gone forever, but Murphy, for once, clearly wasn’t in a mean mood, as in rolling towards the tail, the tiny ball missed all the holes in the floor and came to rest against a piece of trim. I put a sheet down prior to putting it back together. It was just as well I did, as I dropped it again… On a different note, if you know someone under the age of 30 who has completed at least five hours solo training and who could benefit from some financial help with the costs of learning to fly, please encourage them to apply for the LAA’s 2025 ArmstrongIsaacs bursaries. The scheme aims to support up to seven students next year, by providing £1,500, and applications are now open, and close in very early January 2025. Oh, and Merry Christmas for when the festive season rolls around in a few weeks… it’s way too early yet!
ed.hicks@laa.uk.com
December 2024 | LIGHT AVIATION | 3
Contents December 2024
FEATURES 08 ARMSTRONG-ISAACS
An update from our 2024 scholarship winners, and news of applications opening for 2025.
12 PROJECT NEWS
An update on Gary Bailey’s build – his Europa Mono, plus new Projects and Cleared to Fly.
16 FLIGHT TEST
Clive Davidson flies a beautifully restored member of the Cub family, the Piper J-4A Cub Coupe.
26 TECHNICAL
Jabiru J400 pilot, Tim White expands his flying experience by exploring the world of aerobatics…
32 FLYING ADVENTURE
A family of four head to Vendée on France’s Atlantic coast, for a trip in their Sling 4 TSi.
36 COACHING CORNER
While it might seem unnatural, slipping brings precision, control, and confidence to every landing suggests PCS Head of Training, Christine Carlin…
16
Piper J-4A Cub Coupe
32
26
38 ENGINEERING MATTERS
Cable care, Eurostar trim tab cables, Fuel Filler hoses and Lycoming Connecting Rod AD.
45 FOTN UPDATE
Mark Manwaring has an update on his exciting homebuilt speed record project.
REGULARS 03 EDITORIAL 06 NEWS 09 LETTERS 10 STRAIGHT AND LEVEL 48 STRUTS4U 55 WHERE TO GO
45 December 2024 | LIGHT AVIATION | 5
LA News
News
Plenty more news is available on the LAA at www.laa.uk.com check it out every day! New Head of Continuing Airworthiness and Inspection The LAA is very pleased to announce that Lucy Wootton has been appointed as the new Head of Continuing Airworthiness and Inspection. LAA CEO Simon Tilling continues. “We have taken the opportunity to bring together the inspection and airworthiness teams under one leader. Currently Continuing Airworthiness and our nationwide team of Inspectors are interdependent functions, bringing them together allows for closer co-operation and the alignment of objectives and actions. This new, combined team has the overall objective of ensuring and maintaining the safety and airworthiness of the LAA fleet of more than 2,700 aircraft. It’s responsibilities will include: ● Airworthiness audits (ACAMs) ● Permit to Fly Revalidation Process & PFRCs ● Tracking, analysis, and management of airworthiness issues and identification of solutions ● Promulgation of continuing airworthiness Information (TADS, Alerts, TSBs, MTDs, Light Aviation Magazine, website) ● External Liaison (AAIB, CAA, BGA, BMAA) ● Inspector ● Induction ● Support
Armstrong-Isaacs bursaries for 2025 The LAA is proud to announce the opening of applications for its Armstrong-Isaacs bursaries for 2025. Seven bursaries of £1,500 are being offered to support young pilots already in PPL training, offering additional funding to help them complete their courses at a time when, all too often, money starts to run out. The funds will be lodged with the flying school of their choice and must be used exclusively for flying training or flight examinations. To qualify for a bursary a 6 | LIGHT AVIATION | December 2024
● Training, development, and record keeping ● Communication ● Performance management ● Authorisations ● Contribution to processes and procedures (EPM, Exposition, SPARS, TLs etc) Lucy joined the LAA in August 2022 as Chief Inspector. She has a first-class Masters degree in Aeronautical Engineering, with Honours, from Loughborough University, having spent five years there, including a year’s placement at Rolls-Royce in Failure Investigation, for which she achieved a Diploma in Industrial Studies. Lucy has also been a British Gliding Association Inspector for more than 10 years, as well as an ARC Signatory. Lucy holds a PPL(A) for both single-engine piston aircraft and touring motor gliders, with a night rating, instrument rating(restricted) and sailplane towing rating. Prior to joining the LAA, Lucy worked as an Aircraft Structural Repair Design Engineer for a major aeronautical engineering organisation. Since joining the LAA as Chief Inspector, Lucy has been instrumental in the continuing development of the LAA Inspectorate, who are recognised for their knowledge and skills and professionalism across the aviation industry.
pilot should be under 30 years of age, have completed a minimum of five hours solo training and have gained the necessary medical and ground qualifications to continue their training. The Armstrong-Isaacs fund is supported by legacies from former Association luminaries David Armstrong and John Isaacs. The bursaries offer support to young pilots who have reached the financially challenging latter stages of PPL training, with longer cross-country flights requiring greater outlay in aircraft rental costs. These bursaries have a demonstrated record of allowing students
Changes to Pilot Medical Declaration Big changes are on the way for the Pilot Medical Declaration (PMD) following the latest review by the CAA. This follows a second period of consultation that ended in January 2024. The changes, which affect 14,400 existing PMD holders, include: ● Remove the 5,700kg aircraft max weight and restrict the PMD to 2,000kg or less. ● A requirement for a pilot to confirm that they hold a UK driving licence. If a pilot does not hold a UK driving licence, they will be required to submit a declaration from a GP to confirm that they meet the DVLA Group 1 driving licence standard. ● Introduce five yearly renewals from the date of a pilot’s first PMD until the age of 60. ● Introduce two yearly renewals from the date a pilot turns 60. ● A charge for the PMD. Once the new process is in place, all PMD holders will have a period of 12 months to apply for the new PMD, when a charge for the issue of new PMDs will also be introduced. Read more about the changes in the PMD Consultation response document. www.caa.co.uk/publication/ download/23345
to complete their training, when perhaps they may otherwise have had to suspend or even forgo the completion of their course. Applicants should complete a form which can be downloaded from the LAA website at https://www. lightaircraftassociation.co.uk/ armstrong-isaacs-bursary-2025. The closing date for applications is 10 January 2025.
LA News Right Andy in the cockpit of his Silence Twister.
LAA'ers inflight Poppy tribute As the nation commemorated the fallen on 11 November, LAA member Andy McKee took to the skies in his Silence Twister homebuilt to make his own very personal tribute to two special family members. Andy picks up the story… “Both my grandfathers fought, one in WWI and the other in WWII. I thought it would be a nice tribute to take a flight and remember their service in a special way. I was lucky, as the weather played ball, and I was airborne at 11am on 11 November. The flight took just over two hours and
was mostly made at 5,500ft. Flying-wise it required constant concentration because of the need for a very subtle constant turn to make the curved shapes, rather than a series of straight lines. “To get the sharp corners and sudden change of direction, I was pulling to the vertical for either a wing over or stall turn depending on what was required. So I managed to incorporate a little aerobatics, which is always nice. “It was flown in a clockwise pattern with reversal turns to make the dividing lines in the middle. The inbound and outbound legs of those lines had to be the same otherwise it would appear as two lines. The circle making the button in the middle was the hardest part to fly I think.” A lovely idea Andy, and congratulations on some very smooth flying! https://www.flightaware.com/live/flight/ GFUUN
Christmas closing dates LAA HQ will be closed from midday on Friday 24 December until Thursday 2 January 2025. May we take this opportunity to wish all of our members a very Merry Christmas and safe flying in 2025!
Right Andy McKee's wonderful ADSB trail drawing a poppy in the sky.
2,024 in ‘24 looks to 2,025 in ‘25 The LAA Youth & Education Support Strut’s grand plan to get young people flying by targeting a total of 2,024 young folk in 2024 edges closer to its target –
Manchester Low Level Route to be replaced The Manchester Low Level Route will become the new North West Transit Corridor next year with some key changes. This follows an extensive Civil Aviation Authority (CAA) consultation What’s Changing? The MLLR will cease to exist and the airspace will be reclassified and replaced by a Class G airspace Restricted Area (RA) to be known as EGR323 North West Transit Corridor, designed to improve safety and efficiency for general aviation while maintaining essential access for airspace users. The NWTC will come into effect on 20 February 2025. The key amendments include: ● Reclassifying the current MLLR airspace from Class D to Class G uncontrolled airspace.
1,514 Young Aviators as of November 11, 2024. Encouraged by the scheme’s success YES have announced that 2025 will target, you’ve guessed it, 2,025
young people. To get involved or to see the latest numbers flown, check out www.yesflyers. org.uk
● A Restricted Area will be introduced to regulate aircraft speed and weight, as well as a visibility and QNH setting requirement, ensuring safer transit. ● The maximum altitude within the North West Transit Corridor will be raised to 1,500ft AMSL, an increase of 200ft from the previous limit. ● The Class G airspace will be widened by 0.65 nautical miles along its eastern boundary, enhancing access and safety for users. The CAA says these changes are designed to mitigate risks identified in its review, including the potential for mid-air collisions and challenges with safe emergency
landings. By simplifying airspace management and introducing these new measures, it aims to ensure safer, more efficient operations for general aviation traffic in the North West. Jon Round, CAA Head of Airspace, Air Traffic Management, and Aerodromes said, “This is a significant step in enhancing both safety and accessibility for airspace users in the North West. By simplifying the structure of this critical corridor and reducing the risk of mid-air collisions, we’re ensuring that pilots can continue to benefit from efficient transit between Manchester and Liverpool Airports without compromising on safety.”
Above New North West Transit Corridor.
Next steps In the months leading up to the implementation of the North West Transit Corridor, the CAA will undertake extensive education and outreach efforts to ensure airspace users are fully informed of the new procedures and requirements. https://tinyurl.com/CAANewNWTC December 2024 | LIGHT AVIATION | 7
2024 LAA Armstrong-Isaacs Bursaries
Armstrong-Isaacs update: 2024
With the application window for the 2025 ArmstrongIsaacs scholarships about to open, we caught up with this year’s winners to see how they are getting on with the flight training dreams… Angus Noakes
Jamie Myers
After receiving the award, I had only a few hours to go, including my qualifying cross-country, followed immediately by my mock test and final Skills Test, which I completed in May. It is thanks to the LAA and the Armstrong-Isaacs bursary that I was able to complete the final stages so quickly. Since passing, I have joined in with my group’s so-called ‘Lobster Run’, a cross-country tour from our base at Old Warden, aimed at getting to Barton, Manchester. We didn’t quite make it… but still flew up to Enfield, Shobdon, across to Derby and back over the course of a few days. As well as this I’ve started my aerobatics rating on the Tiger Moth and have visited several farm strips to expand my knowledge of the local area and, of course, for the challenge and fun of it. Overall, it’s been a fantastic start to my flying career – and I’m excited for what the future may hold.
The LAA bursary has helped me progress my training so far, as I can now book more lessons in a shorter timeframe. Because of this, since being awarded the bursary, I have completed my qualifying cross-country and I am now doing final revision towards my final test. I am hoping to be awarded a PPL in the next few months! Additionally, having the LAA bursary award on my CV has helped me progress my career in aviation. I know for sure that without the bursary award on my CV this would not have been possible, as it is such a competitive programme. Thank you LAA for the opportunities which this bursary award has given me.
Maisie-Rae Haynes I have currently been working on navigation, and working my way towards my qualifying cross-country. I’ve now flown to places such as Shoreham, Popham, Goodwood, Compton Abbas and Fairoaks with my instructor – who is now planning on sending me solo to Goodwood to build some more confidence before my Qualifying Cross-Country. Now it’s just down to the weather!
Applications are now open for 2025! Can LAA help you achieve your goal of becoming a pilot? Apply now for the 2025 round of scholarships. More information in News, pages six and seven. www.lightaircraftassociation.co.uk/armstrong-isaacs-bursary-2025 8 | LIGHT AVIATION | December 2024
Letters
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
Design competition progress?
Hello Simon, Prior to the LAA Rally, I and others had communicated within the mag about a design competition, for which there seemed to be a good appetite for it, with others putting in their two pence worth. The RAeS ‘Design,Build,Fly’ programme I’m sure will be a success, but the LAA has its own success stories and an in-house competition should be considered. I can name at least 30 types that have been designed through the LAAs Engineering department. It is clearly something that some of the membership would like to see and yet nothing has come of it. Can I ask for an update if this is on the agenda for an upcoming project? If so, on what timeline, and if it is not, may I ask why, considering that the Association’s members have asked for it? Regards, Mike Roberts. LAA CEO, Simon Tilling replies: Hi Mike. A design competition is being considered. The challenge is that we have a lot of ideas and limited resources, especially in Engineering, to implement them, so we have to consider the impact on ongoing work when we give thought to our new projects. If we decide to go ahead it will be some time later in 2025. I will keep everyone updated via the magazine.
Changes at HQ
I was disappointed to learn of Nick Stone’s departure from the role of Head of Airworthiness at the LAA after just one year in post (Light Aviation November 2024). Since I joined the GA community in 2017, Nick has been my BMAA and LAA Inspector, providing endless technical and engineering advice, plus a vital and prompt source of help in adverse situations. I have benefitted hugely from his knowledge, experience and willingness to guide this recent recruit. His skills are widely known and valued by others. Numerous GA aircraft owners near and far from his base in Northumberland choose to rely on his expertise. I once asked Nick why he was willing to spend so much time assisting both new and experienced aircraft owners. He thought for a while and replied: “Because I want to help people to fly their aircraft, enjoy their aviation pastime and to do it safely.” Perhaps his willingness to take on a role based at LAA HQ, which for him involved a commute of some 250 miles, indicated the same
commitment and dedication to the furtherance of GA in the UK more generally. Sometimes cynical, sometimes irascible, and well-known for living in his own unique time zone, I believe Nick’s resignation from the post of Head of Airworthiness is a significant loss for the LAA community in general and, I suspect, the LAA Engineering team in particular. Kind regards, Dr Chris Callicott.
A wider audience sought
Hi Ed, In response to the letter on Rotax fuel problems, ‘A wider audience sought’ (LA October 2024), I think the focus on Rotax may hide a much wider potential problem. It may be useful if an article in the magazine raised the question of fuel-related problems to the whole LAA community. A very significant number of us legitimately power our aircraft on mogas, or a mixture of mogas and 100LL. The motivation for use might be cost, availability, confidence in mogas under some ‘extreme’ conditions, or just opportunity. What we all know, but seem to ignore, is that mogas is produced for cars! It’s in the name! The refiners and producers of this fuel have sales of 16.3bn litres (2022 RAC Foundation) to road vehicles in mind, and legislators are driving (pun intended) biofuel use with environmental impact of road vehicles in mind. The use by GA is minuscule, well below a rounding error in 16.3bn litres. Use by GA does not, and never will, figure in the thinking of those who define the make-up or the manufacturing parameters of mogas. In my view, given the low proportion of GA costs that are represented by fuel price difference and the critical role fuel plays in GA safety, the focus needs to be on preserving an aviation-dedicated product. This will ensure that manufacturers, refiners and legislators continue to understand the crucial role quality control plays in safety. In the meantime, how big a problem does fuel quality represent for our fleet as a whole? Regards, Andy Stocks.
LAA Aircraft abroad update?
Sir / Madam, In clearing out my 30 years of Popular Flying magazine back issues recently, I came across an excellent article in the April 2000 edition of PF under Ken Craigie’s ‘Stamp of Approval’
Seeking a volunteer to update LAA TL 2.08, Travelling Abroad in a UK Permit Aircraft. See ‘LAA Aircraft abroad update’. section. The article in question was entitled ‘PFA Aircraft Abroad’, and reported on a fact-finding exercise to ascertain the current willingness of 30 different European countries to accept a range of Permit aircraft types on a hypothetical European tour. For each county, the article set out the relevant party to contact, the wait time for a response, and the ruling together with any specified conditions. Since Brexit, this has become a source of much discussion in our Cheshire Flyers club – nobody is really clear on what the current rules are for each country for different combinations of aircraft type (homebuilt versus factory built, Permit versus microlight/600kg, etc), as well as the different licence and medical combinations. It’s not even clear to whom we should address questions either in this country or in European countries that we wish to visit. I wondered, therefore, if the LAA has any plans to update that article, and if not, to see if it might be added to the list of potential future articles for the magazine. Keep up the good work! Kind regards, Dave. Ed Hicks replies: Thanks for the letter Dave. I asked the question internally about updating LAA TL 2.08 and unfortunately HQ doesn’t currently have the spare capacity to update it. An open invite was made though to any member who would like to take it on, if anyone is interested.
Useful links
Hi Ed Like other members, I pass on my copy of the magazine after I’ve read it, in my case to a local secondary school for its library. It might inspire pupils to look at aviation as a career! Here are some links that might be useful to members. For Chipmunk owners/operators these links give free access to e-format RAF Pilot’s Notes and Flight Reference Cards for the T Mk 10: ● www.steemrok.com/chippoh/chippohv9.html ● www.steemrok.com/chipfrc/chipfrcv7.html For members interested in the history of aviation this link gives free access to the e-book Fifty Years Fly Past by Geoffrey Dorman, published in 1951. ● www.steemrok.com/50years/FIFTYYEARS-v90.html Best wishes, Julien Evans. December 2024 | LIGHT AVIATION | 9
Straight and Level Updates from LAA HQ Straight, from Simon Simon Tilling CEO
T
he future of recreational aviation holds significant promise, driven by advancements in technology and a growing emphasis on sustainability. For the LAA this evolution presents both exciting opportunities and considerable challenges. Electric propulsion and lightweight composite materials are transforming aviation. Electric-powered aircraft offer reduced operating costs, lower noise levels, and a path toward meeting the UK’s net-zero emissions targets. This technological shift opens the door to a broader audience, making recreational flying more accessible and environmentally friendly. Additionally, modern avionics and autonomous systems could simplify piloting, attracting a new generation of aviation enthusiasts. However, these innovations come with challenges. The LAA must navigate the complexities of certifying and maintaining oversight of emerging technologies. Ensuring safety standards for electric propulsion systems, batteries, and advanced avionics requires new expertise. Balancing innovation with affordability is a big challenge, as cutting-edge technologies often carry high costs
Chairman’s chat Eryl Smith
A
s we approach the end of 2024 it’s worth reflecting on the events that continue to shape our world – and that of the LAA. Change seems to be all around us whether that’s political, economic, social or environmental. I won’t venture into the world of global politics or social events, I am sure we all have our own views. We may not be constantly talking about an economic crisis but no doubt each and everyone of us continues to manage the pennies, track fuel prices and how much disposable income we have for our hobbies and pastimes. The very choice to be an LAA member, to build, own, operate an aircraft on a Permit to Fly says a lot about our interests and approach to aircraft ownership and flying. We are passionate about what we do. We should be committed to ensuring our aircraft are built and maintained to high standards. Safety for ourselves and those who fly with us is paramount. We have expectations and views, and frequently are not slow to voice them. In an increasingly transactional world we can be demanding, but for the most part we are tolerant of those who work to service and support our needs. Our approach to aircraft ownership and flying seeks to make it as affordable as possible.
10 | LIGHT AVIATION | December 2024
that could deter recreational pilots. The increasing use of UK airspace for commercial drones and urban air mobility (UAM) vehicles also poses challenges. Managing airspace to accommodate these new entrants, while safeguarding traditional recreational flying, will require effective collaboration with the CAA DfT and other airspace users. Finally, the LAA faces the ongoing task of inspiring interest in aviation amid an aging pilot demographic. By supporting innovation, advocating for affordable aircraft, and engaging the next generation, the LAA can help ensure a thriving future for UK recreational aviation. Lots to do! ■
We are a community, we enjoy each other’s company and support each other where and when we can. The Rally provides a great example of where this all comes together, and the reestablishment of a full Rally at Leicester was clearly a highlight of the year… and we look forward to building on that for 2025. It’s not just the Rally. Locally organised fly-ins and social activities play an important role at the grassroots level and without the enthusiasm of a small number of members and the support of airfield management these would not happen. I hope you attended at least one such event in 2024. Following the AGM the new Board will have met for the first time at the end of November. An opportunity to review the activity and progress over the past year, identify priorities for 2025 and establish a budget for 2025. As always there will be no shortage of challenges, whether that be continuing to improve services to members with enhancements to the Permit Renewal application process, investment in communications and IT or addressing the increasingly pressing environmental challenges, most notably the impending withdrawal of TEL in fuels. I will report further on the Board’s deliberations in the next magazine. In closing, there are too many people to thank individually, but on behalf of the Board my thanks to everyone who has contributed to the activities and success of the LAA in 2024. I wish you all Season’s Greetings! ■
Project News
Inspiring members to take on their own aircraft build or restoration project Compiled by Mike Slaughter
Project News T here is no denying that for the majority of us who own, or part-own an aircraft, that the biggest single cost of our hobby has to be hangarage of course, with insurance hot on its heels. So I have always had a fascination with folding or trailerable aircraft that may eradicate, or greatly reduce, that cost. But as I’ve commented here before, one does need nerves of steel and the utmost in care to drag your pride and joy around country lanes avoiding damage from street furniture and overhanging trees. In reality, trailering for every flight only fits into the circumstance of a very small minority – but still, I remain captivated by the possibility. And so, my interest was immediately grasped when I received a project update from Gary Bailey on his recently completed Europa Mono, which included a nice picture of a far from complete fuse sitting upon its factory custom Mono trailer. Now logic, and some similar past experience, suggests that an aircraft that balances upon one wheel would be derigged once securely sitting upon its road transporter and, the more I looked at Gary’s picture I couldn’t see how this could be achieved with the trailer as designed. There’s a series of promotional videos depicting Europa aircraft
looping, rolling and generally frolicking in the sky that has a sequence showing the towing of a Mono behind a Ford XR3i – very 1980s. This answered my curiosity as to ‘how?’. Striking in this sequence of a hot little aeroplane being towed behind a hot hatch, was it pulling into a garage forecourt en route to the airfield to top up the aircraft’s tanks before simply fitting the wings… and flying into a perfectly blue sky. I was struck by the image of the unleaded nozzle going straight into the aircraft’s filler neck, just hang on a minute, isn’t that tank GRP! Hell, if that was today, would you be putting E10 in there? The shot pans to the fuel pumps display, am I dreaming? That petrol is only 57 pence per litre! Utopian dreams aside, Gary has built a lovely looking Europa Mono, and he does have a factory original road trailer for it. However he’s confirmed that the one trip from home to the airfield was stressful enough and his pride and joy will be staying there fully rigged. An excellent project update, do take a look below. 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-CMLJ (PFA 247-12895) Europa By Gary Bailey Right The build started in a single garage, extending out onto the driveway for more space. Far right One of the early ‘good’ milestones was fitting the cockpit module into the lower fuselage.
12 | LIGHT AVIATION | December 2024
G
-CMLJ started life as Kit No. 218 in the hands of Geoff Bulpitt circa 1995, but the build stalled and had been stored for some time before Geoff agreed to sell it to me in 2011. Being one of the early(ish) kits this was a ‘Classic’ monowheel variant, where the wings and control surfaces are constructed from blue foam cores covered with a fibreglass skin. These had been built, but not surface filled or finished, while the fuselage had not been started.
Project News
Above The build started in a single garage, often extending out onto the driveway when extra space was needed…
At this time Europa Aircraft was running introductory courses for builders, to help get them up to speed on the materials, glass fibre construction, and repair techniques. This provided an invaluable experience, with a packed two days of hands-on practical exercises. Fitting all the parts of the kit into a small single garage was a bit of a challenge, so timber frames and jigs were constructed to hold the wings and fuselage halves, allowing them to be moved or placed outside when needed. Eventually I moved the larger parts that weren’t being worked on to a hangar at Bossington Farm. My intention from the start was to try and keep the build as simple as possible, sticking to the basic design plus mandatory modifications. Optional mods would only be included if they offered clear benefits. Thankfully the Europa comes with a good set of build manuals, and there is a lot of knowledge and experience available from the Europa Owners Club. The first major problem was with the port wing – the original layups between the spar and root rib had delaminated (I knew about this when I acquired the kit), but the aileron was also proving difficult to fit. A repair scheme proposal was started with the LAA, but before this could be finalised I was offered a pair of wings from another Europa. This was too good an opportunity to miss and these became part of
Above left The Mono specific trailer supplied with the kit, these were available from Europa Aircraft. Above Final fit and power check of the instrument module.
Above Fitting both wings by fitting through the workshop doors. December 2024 | LIGHT AVIATION | 13
Project News
my project. Some good milestones were reached with the fitting of the cockpit module to the lower fuselage half, and the bonding of the top fuselage half to the lower – at this point it started to actually look like an aeroplane (at least to me). Moving from Hampshire to Derbyshire in 2018 led to a two year delay, while a new workshop was built that would meet the Peak District National Park planning rules. This gave me more space to work in, and allowed for one of the wings to be fitted to the fuselage, the second could be fitted when necessary – for example when doing the installation and alignment of the flaps – by careful positioning and extending out through the doors into the garden. Eventually I reached the point of needing to start on the firewall forward components. I purchased a used 912S engine and replaced all of the rubber components, and fitted a new Rotax ring mount. The Europa uses an intermediate engine mount that fits between the undercarriage mounting frame and the Rotax ring mount. This all went together fine, but I then realised that the engine mount I had was for the Europa XS model rather than the Classic. This moves the engine slightly forward – not a problem except the Classic engine cowls that I had would no longer fit. Actually, it was a bit more of a problem than that, as the XS has a different oil cooler, coolant radiator, and exhaust. The solution was to change to the XS firewall forward design, and so I ordered the complete package from
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Above Fuselage in the spray booth. Below The airframe finally makes it to the airfield by road.
Europa Aircraft – cowls, air intake plenum, oil cooler, coolant radiator, coolant duct, exhaust, and spinner. In line with the ‘keep it simple’ plan I wanted to use a ground adjustable prop, which with the 912S I hoped would provide good performance. I chose to go with a Woodcomp SR200/3, which was already on the list of approved prop, therefore making the approval straightforward. Having decided to do the painting myself, the intention was to use a paint system that was designed for aviation, but ideally an environmentally friendly one. The water-based Stewart Systems system seemed like the ideal choice. In practice the primer (EkoPoxy) went on OK, but the top coat (EkoPoly) proved to be extremely sensitive to environment and surface conditions – making it impossible for me to get an acceptable finish on larger surfaces. As a result I ended up sanding this back and starting again using EP420 primer and Randolph Mk2 for Metal as the top coat. Although the Mk2 uses volatile solvents it doesn’t use isocyanates making it a bit safer to use. Spraying was done inside the workshop in a 6m x 3m paint booth constructed from framing timber and heavy duty polythene sheet. The Europa uses an instrument module that is secured to the cockpit side of the firewall, and has separate removable panels to provide access. Using a plug and socket approach allowed me to make sure that each of the instrument panels would be quickly removable for maintenance etc. Again aiming for simplicity the main panel has analogue altimeter, airspeed and slip ball instruments. An MGL Xtreme EFIS provides a Primary Flight Display and is coupled to an MGL RDAC providing the Engine Monitoring System (EMU) display. To ensure visibility of oil and coolant parameters a separate MGL TP3 instrument is also connected to the RDAC via the CAN bus. For avionics a TRIG TY91 COM radio is fitted, along with a TQ Avionics KTX2-S v2 transponder. Close to the end of the build, I broke my own rule by deciding to replace most of the rubber fuel lines (aft of the firewall) with aluminium. My main reason being that the rubber lines are subject
Project News
to periodic replacement but access to some of these is difficult – so using aluminium would avoid this and simplify maintenance. Working through this and submitting a modification to the LAA added a two month delay. When it came to final assembly and testing everything was loaded onto the trailer and moved to the airfield. Following the Europa manuals and LAA final inspection schedules made everything straightforward. The only real issue arose when we realised that the aircraft was sitting too low on its main gear. This turned out to be due to the main gear rubber suspension block, which at some point had been upgraded by the factory but this hadn’t made it into my kit and I had installed the original block. Thankfully Europa Aircraft was able to get a new block to me within a few days. The thought of asking someone else to test fly my aircraft had been worrying me for a long time – anyone who has been in this situation will understand the feeling. But I was fortunate to meet Colin Hutson who agreed to
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 Taylor Titch (LAA 060-15911) 1/10/2024 Name & Address held by LAA Engineering
Above (top) Lima Juliet fully assembled in the hangar for final inspection checks. Above Test pilot Colin Hutson preparing for first flight.
carry out the test flying and took it all in his stride. We only had a couple of issues. The main wheel tyre was rubbing on the undercarriage arm, which was solved by fitting a size narrower tyre, and a slight tendency to roll to the left, which was fixed by an adjustment of an already installed aileron trim tab. After submitting the final reports to the LAA, G-CMLJ received its first Permit to Fly four weeks later! Two LAA Inspectors worked with me on the project – Chris Hannan and Neil France. I am grateful to both of them for the benefit of their experience and the help and support they gave to me. Thanks also to my wife Clare, who understood my obsession with completing this build, and provided encouragement when things got tricky. Constant companions in the workshop have been our dogs, who aim to always be slightly in the way and love to help when you are working under the aircraft… However, they are useless at holding a spanner. ■
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 n G-CMFZ Van’s RV-10 (LAA 339-15651) 10/10/2024 Name & Address held by LAA Engineering n G-CMPJ Marquart MA5 Charger (s/n59) 17/10/2024
Name & Address held by LAA Engineering n G-CMVC Zenair CH750 Cruzer (LAA 381A-15887) 31/10/2024 Name & Address held by LAA Engineering n G-COSA Sling 4 TSi (LAA 400A-15774) 17/10/2024 Name & Address held by LAA Engineering n G-KKRV Van’s RV-7 (LAA 323-15718) 7/10/2024 Name & Address held by LAA Engineering
December 2024 | LIGHT AVIATION | 15
Flight Test
Beautiful Coupe
Clive Davidson flies a beautifully restored example of a lesser known member of the Cub family, the Piper J-4A Cub Coupe
H
Photography Ed Hicks
ow would you pronounce ‘Coupe’? ‘Koop’ as a North American chicken farmer going by the name of Bud, or with a languorous two syllables ‘Cooopay’, as with Gauloises wheezer Jacques? Whatever your inclination of the two stereotypes, its name was Piper’s of Lock Haven with its first side by side aircraft, which was produced from 1938 to 1941. Production of its forerunner, the J-3 Cub,
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continued in parallel, as the J-4 used many identical parts underlining its engineering DNA (design natural attributes) – as well as some obvious family similarities. However, it was not a great, nor long, production run – but of 1,251 – and it was halted by a Senate stipulation. In fact, a precise date can be given for the run ending, as all civilian aircraft production ceased on precisely 7 December, 1941 – the attack on Pearl Harbor. Of that 1,200, just six Cub Coupes can be found in the UK, and G-AFZA, restored by Roger Benson, is a truly
stunning example. Originally built in 1939 and given the registration of N26198, it was imported into the UK by the late Ron Souch in the 1980s. Fastidiously revived, it’s a prime example of what may be achieved with dedication over time, a flexible attitude, and a keenness to learn new skills. In just a few months since returning to the air, ‘Zulu-Alpha has won five awards. At the LAA Rally, Roger received The John Randall Trophy for best vintage aircraft and the Jim Empson Trophy for the Best Fabric Piper, while a trip to Schaffen Diest resulted in trophies for best
aircraft and the oldest vintage aircraft. To complete the list, ‘ZA has also been awarded the Vintage Aircraft Club’s John Blake Rosebowl for best vintage aircraft restoration project. I certainly hope he has some structurally sound shelves for all of that silverware…
Phantoms and Harriers
Roger was born into a forces family, his father was a signaller on Shackletons, based at Malta. Later back in the UK he flew Chipmunks with the cadets and joined the RAF December 2024| LIGHT AVIATION | 17
Flight Test
18 | LIGHT AVIATION | December 2024
Flight Test
to become a Flight Systems Mechanic. He worked on both Phantoms and Harriers, and became a Flight Test Observer on Wessex and Gazelles, and it was here that the pilots would let him ‘have a go’ – and so did most of the flying. A posting to Hong Kong followed, before returning to the UK now as a senior NCO with Sergeant stripes. Childhood, and subsequent RAF life, had seen Roger living in 40 places, so after his 22 years in the Air Force it was time to settle in one spot. Entering the civilian world was a disconcerting position to be in, with which many ex-servicemen and women can easily agree, and to add to that, discovering that the CAA did not recognise Air Force credentials was a bit of a blow. Re-doing all the civilian modules for avionics, he swallowed hard and jumped through the hoops. He studied while working as an unlicensed design office engineer with Jersey European (now Flybe), which provided steady employment attending to Bombardier Q400s and Embraer 170/190s. Roger also became an LAA Inspector during 2010. Just after the turn of the millennium, a trial lesson with Tony Mew at Dunkeswell in a Cessna 152 led Roger to a decision to sell both his motorbike and VW camper to finance his flight training. He had also fallen in with a few of the good crowd at Eggesford, the 600 metre airstrip in mid Devon. So between official flights, friends, including Auster aficionado Richard Webber would let him pole around, having the odd go, hands on, for local flights. There is nothing quite like being in the air casually observing and learning by passive immersion. In time, he had his own workshop and built up hours on
“Far from its Devon base at a fly-in at Barra on the west coast of Scotland, the Cub Coupe was caught while taxying by a gust and tipped on its back…”
a Piel Emeraude, and became a member of the Cub Coupe group. But, before he had the chance to solo it, while it was away at a fly-in at Barra on the west coast of Scotland, it was caught while taxying by a gust and tipped on its back. The Coupe was conclusively broken, and so, so far, away from home. After considerable deliberations, Roger became the sole owner and then the short written phrase he ‘just’ trailered it back doesn’t quite do justice to the difficulties of retrieving a damaged aircraft so far from home. But it was now his and he had his work cut out. Swapping its hangar for Roger’s workshop, the stripping task commenced where every component, nut and bolt was inspected. When taking an aircraft apart the outer surface may well appear normal, with no inkling nor hints of possible long-standing peculiar degradations can be spotted, but delving beneath the fabric of a 60-year-old airframe may reveal conditions that, to say the least, might take the breath away. For example, Roger described the rudder as
Opposite and below With 50 hours logged since first post-restoration flight, 'ZA still looks pristine.
December 2024 | LIGHT AVIATION | 19
Flight Test
Above Stunning cockpit has so many beaufiful details and is testament to Roger's restoration efforts.
being more like the outlines of the inner structure imprinted on the fabric, held together by the stitching, dope and paint! Some of the fuselage tubes, from firewall to tail, instead were more of a rotted three-sided U section than complete tubes. The late John Skinner advised it would be simpler to remake one of the wing spars rather than repair it, where there was also some damp damage. During a telephone conversation with the wood supplier the dispatcher tried to confirm Roger wanted ‘21, one foot lengths’? “Argh, no!” He insisted he had ordered one single 21-foot long section! They then quoted a transport fee from the Luton depot of several hundred pounds sterling, equating to five palette lengths. Roger borrowed a Commer van and, with back door open and a red flag tied to the end of the length of timber, reduced that fee, somewhat. The Continental A-65 engine had been under power when it flipped and the metal blade tips were scuffed and bent, so the engine required a shock load inspection. It, along with parts from a second engine that Roger had acquired, provided parts that were all subjected to NDT,
“Fitting the windscreen and remaking the trim pieces took several weeks to get just right, while remaking two complete doors took two years”
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before reassembling a bottom end. New Millennium cylinders from Superior finished off the build, along with overhauled accessories. In listening to Roger tell of this 20 year eight-month series of sagas – timed by Roger’s wife, Jane, it seemed to be the unusual jobs that caused more attention than the more obvious major airframe aspects. Things such as perfecting the curved metal surrounds in the cockpit, fitting the windscreen and remaking the trim pieces took several weeks to get just right, while remaking two complete doors took two years. Once it was all complete, he covered the airframe with Ceconite and dope, then repainted it in the cream colours it would have had when it left the Piper factory.
Curvaceous fuselage
During the walk around, Roger told me the wings and struts were the same as the Cub, the greater span than a J3 was from the width of the side by side seating. Starting with a fully cowled engine, the curvaceous fuselage is larger than that of the Cub’s slim frame, ending in a rudder that looks as if it has been enlarged from the Cub, probably in response to the added girth of that side by side seating. The leaf spring tailwheel sits someway in from the sternpost, steered through long chains and springs from the rudder. I noticed a left elevator trim tab, and thought it odd. The tandem-seater Cubs have a simple variable incidence tailplane system whereby the leading edge may be adjusted up or down. Why had it been changed? My guide questioned the reason for making something so
Flight Test
complicated – then described how the Coupe trim tab, while looking simple, works from a winder handle in the cockpit ceiling. It uses a continuous wire loop that goes around a pulley at the tailplane, and when the winder is rotated this moves a Bowden cable into the gearbox, which turns the thread of a nut from rotary to linear – the nut has a link arm connected to the trim tab. Outside of the pulley is a capstan which has a wire wrapped around a bobbin that goes through two sets of pulleys up to a spring and a fixed point on the flight deck where an indicator is driven in the trim gauge. So many parts to do the same job as before and by Roger’s description, an awkward arrangement to set up correctly. The J4’s frise ailerons are differential and have sharp leading edges, to counter any potential flutter these probably have their weights internally forward of the aileron hinges. There are no flaps. The undercarriage no longer has the bungee shock cord of previous models but uses an oil-damped mechanism with internal springs. Lift the cowling to pre-flight the Continental A-65 and you’ll find a most immaculate firewall forward setup inside. The initial versions of the Coupe had a Franklin 50hp engine which made it slower in cruise and reduced climb performance of other side by side seating contemporaries. Upon reading the always interesting TADS on the LAA website these engines may also have only had single ignition. These were also open cowled, just as the J3 Cub. The prop is a wooden 72inch Sensenich unit, with a pitch of 42 inches and looking forward from the cockpit turns
Above The Coupe’s data plate – date of birth, 1939. Left Coupe curator and pilot, Roger Benson. Below A Cub, but maybe not as you normally know it… Bottom A pair of new cabin doors were fabricated by Roger over two years!
A beautifully presented firewall forward, with restored Continental A65.
December 2024 | LIGHT AVIATION | 21
Above Enjoying life at 75 mph straight and level at 2,100 rpm.
clockwise, so will predictably want to swing us to the left as we open up for take-off. Max static rpm is 2,150 and redline at 2,350rpm.
Beautiful cabin
As I mentioned earlier, ‘Zulu Alpha has won five major awards since it was finished, and glancing inside at the beautifully presented red and cream themed cockpit, you can understand why. Opening a door and glancing backwards, the interior has a box ‘cubby’ hole behind the one full bench seat for general storage of headsets and the accumulated paraphernalia of flying. The chromed metal control columns curve in a gentle ‘S’ towards the pilots. Each has a transmit button on its red top cap and a red leather gaiter at its base to prevent any small items falling under the cockpit floor. Under the instrument panel, ‘T’-shaped rudder pedals sprout from the floor and have
“An Andair fuel selector is one of
Roger’s few concessions to modern equipment, made to enhance the safety of the fuel system”
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lips at the end to hold feet in place. There is just the one set of brakes and, of course, they are on the left-hand side. They are black rubber heel brakes of quite small dimensions, so it would be worth practising how to find them when first having a go, but that is Roger’s job today being handling pilot. There is a shiny metal park lever and lock for the pilot’s left hand. In true Cub style, the heel brakes are moderately effective. An Andair fuel selector is one of Roger’s few concessions to modern equipment, made to both enhance the safety and efficiency of the system, and I can only agree. Its operation is both smooth and not awkward to rotate. The off position is down and off at the six o’clock position, the 31 litre auxiliary tank Is selected at the three o’clock position and a full half anti-clockwise twist to nine o’clock brings the main tank of 59 litres into play. The main tank is forward, just beyond and above the knees of the pilots. The auxiliary is behind the cockpit and when both are full are in balance for the weight and balance. The auxiliary tank is used first and so a constant gentle aft retrimming takes place removing the slight descending trait. To climb in through those remade doors, place a foot on the undercarriage bar step, sliding up and onto a seat. There are panels, left, with just four dials, nothing in the centre save a single slip ball indicator, and to the right a glove box. A centre console offers a black-knobbed throttle along with the primer, a red pull for carb heat selector and
Flight Test
a cabin heater is the rotary magneto switch. Cosseted within the top of the instrument panel’s shapely trim is a compass and beyond by the lower edge of the windscreen is the rotary dial, cork float fuel gauge, the type that wobbles in turbulence showing high and low values. There are four circular instruments on that left primary panel: a Piper dual oil temperature and pressure gauge which can also be seen in J3 and L4 Cubs, an ASI in MPH, an altimeter and an RPM dial. “Are we non-radio,” I ask, seeing no sign of electrics? In reply to this query Roger pulls the glove box handle and reveals the modern electrical heart of the aeroplane, with a Trig radio and transponder, angled so the pilot may easily read their small screens. There is a CAA Safety Sense Leaflet, No. 24, on pilot health and introduced the acronym ‘IM SAFE’. This gives pilots a basic checklist covering the broad areas to consider: Illness, Medication, Stress, Alcohol, Fatigue and Eating, with advice to make a decision whether to fly or not. Roger, as a diabetic, is very careful of his food intake and does his own finger prick test to ensure he is fit to fly and not hypoglycaemic. He tests within 30 minutes of take off to ensure all is well. This is recorded and submitted for his annual medical review. He has managed to log 50 hours since the Permit test flight in early October 2023, and at no time has his potential condition prevented him from flying. His knowledge is also aiding other pilot
Top and above Concealed Trig radio and transponder. Left The elevator trim handle and indicator. Below Gear legs are oil damped with internal springs. Typical Cub wheels.
December 2024 | LIGHT AVIATION | 23
Flight Test
“‘Contact’, mags are switched on,
and she fires on the first blade to a smooth, unruffled chatter as she warms at low rpm”
Below About to levitate at 45mph.
diabetics to overcome their condition. Roger’s thinking is that everything slows down for the start, no distractions are allowed to divert from the task. This would normally be a solo start with brakes on and chocks positioned correctly, the mag switch was definitely off, but I was happy to swing the prop. Start is by pulling the prop through its gentle compressions, found at the near nine o’clock position, having primed with two full forceful squirts, a further four blades suck fuel into the cylinders and all is set. The throttle is cracked open. Stick back, heels on the brakes. ‘Contact’, mags are switched on, and she fires on the first blade to a smooth, unruffled chatter as she warms at low rpm. I removed the chocks and settled in the right-hand seat. Taxying on the grass without brakes is unhurried and the turning circle is fine, satisfactory for the space and the view forward and to the sides. Power check is at 1,700rpm and the mag drops were acceptable at 125 and 100, between the pair, acceptable being under 50rpm difference. Carb heat is always worth applying to check with the small Continentals particularly when sitting on wet or damp grass. I have lost 400rpm from a fixed throttle setting taxying in a similar engined Cub over grass. Tick
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over is a lackadaisical, sonorous 650rpm and the oil pressure needle relaxes to one side, but stands bolt upright as 1,000 is reset. A full and free circular stick movement confirms that the confines of the cockpit and its occupants are not restricting any movement. The ailerons can be seen to rise as the stick points to each and fortunately the tail’s shadow confirms the rudder and elevators are still connected. The overhead trim handle was wound to the neutral middle setting and the Captain’s brief for engine failure was given. Lining up on the runway we are told that the wind was rising from five to nine knots from the south, which on R24 gave us a manageable condition. Allowing from my side glance of parallax static revs of 2,100rpm rising to 2,150 as we first raised the tail after the ASI was live and four seconds later ‘Zulu Alpha gently float away from the ground at 45, a short spell in ground effect and a climb at 65 mph with 2,150 revs. On a first Permit flight test, after a rebuild, a five minute climb is the order of the day, rather than the 1,000ft you would normally expect on an annual Permit test, and then Zulu Alpha managed to climb 1,900ft. Today in near standard ICAO pressure settings of 1015 mb and an ambient temperature of 16°C (15° is the standard) we managed 480ft per min, on the first thousand, but we were short of the all up weight. Still nothing to be ashamed of on 65hp. View in the climb just has the nose lipped over the horizon and a tad of right rudder still held from the take off offered continued balance. In the cruise we had 75mph indicated with power set at 2,100rpm set, certainly comparable with the J3 and L4
Flight Test
Cubs. After the top of the climb he had switched from the main tank to the auxiliary and noted the time. Roger said we were burning 15 litres an hour, but he ups that to 17 per hour when calculating a flight plan. When cruising around, Roger burns from the rear for up to 1.5 hours. As you might expect as this fuel is used the centre of gravity moves forward as so incremental aft trimming is continuous. In his own words the fuel gauge is a Heath Robinson affair and the rear contents cannot even be seen, but they are both dipped. The main tank has a capacity of 59 litres. The combined capacity with a burn of 17 litres an hour in still air (allowing 10 litres from start to top of climb and the arrival at destination would be within the region) gives 350 statute miles. As for trimming, yes, at the first attempt did end up turning the trim handle the wrong way. I wound it quickly whilst holding the stick still and could barely detect any trim change. Perhaps it has a very flat trim curve? Long and short, I had to look at the rear ruler type indicator to be sure it was moving! The harmony of the controls is fine with no detectable slackness within the control circuits. Direction stability is positive and so are the longitudinal responses, the lateral stability is a little ponderous in righting to wing’s level after a steady heading sideslip and it is helped by having a high-wing configuration. There is the 1930s trait of the nose swinging in slight opposition to the direction of roll, i.e. adverse aileron drag, but is easily overcome with some good rudder and footwork. Stalling is close to a non-event here. The Coupe slows down gracefully at the prescribed one knot lost per second (OK, we are in mph, but the entrance won’t be dynamic by hawking the nose high before lift is lost). Ailerons working down to the shudder and 10° left wing drop. Recovery is
instant with stick forward and adding power. Some countering right rudder has her swiftly obeying the wishes of her carer. Vne is not being investigated as we were in the lee of hills, but it is placarded at 135mph. All in all the J4 is a great pleasure to ride around in, like an armchair of the skies. I think she has a delightful character without any gotcha corners to look out for. The landing is made from a 65mph approach and all three points touch down together with the stick all the way back. Rolling out, she asks for a little foot and rudder work to keep straight, but she responds well and the brakes today were not needed. She did, however, float longer than I had anticipated but it was a gentle enough arrival, I am sure any J3 or L4 pilot would slip into one of her seats and be attuned within minutes. I thoroughly enjoyed my short acquaintance with both her and Roger and must take my hat off to him for his steadfast commitment to beautifully rejuvenating such a fine old girl. May they have many future happy landings together. ■
Above A gentle bank away showing her pristine lines.
PIPER J4A CUB COUPE SPECIFICATIONS General characteristics
Performance
Height 6ft 10ins Length 22ft 6ins Wingspan 36ft 2ins Wing area 178.5 sq ft Empty Weight 860lb Gross Weight 1,300lb Engine Continental Motors Corp A65-8A
Cruise 75mph Range 305nm Rate of climb 500fpm Vne 135mph.
December 2024 | LIGHT AVIATION | 25
Technical
Jabiru pilot tries some aerobatics While his Jabiru J400 is very much non-aerobatic, Tim White decided he needed to expand his flying experience envelope by exploring the world of aerobatics…
W
e are at 6,000ft over the North York Moors, in a glorious clear blue sky, and the view from the Slingsby RF6 Firefly is stunning. The high-wing of the Jabiru J400 that I usually fly gives restricted upward views, whereas the huge bubble canopy of the Firefly means you almost feel ‘part of the sky’. But there is no time to admire the view. I am being talked through one of my earliest stall turns, and I am concentrating fiercely on following the steady stream of instructions. “Pull up to the vertical… left aileron… forward stick… right rudder… more right rudder… full left rudder… full right rudder, centralise.” We should now be heading vertically down towards the ground, but instead, as a result of my incorrect control inputs, the RF6 whips into a rapid, unintended (and very alarming) steep left spin. Instead of taking immediate control as many instructors would, Tom laughs and calmly talks me through the
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Above left Tim and his exciting aerobatic mount, the Slingsby T67. Above right You can’t do aerobatics in one of these! Tim’s regular ride, a Jabiru J400.
recovery. Once we are back to level flight he says, “Worthy of an airshow, that!” Tom is Tom Cassells, four times British Unlimited Aerobatics Champion, and I was having my sixth aerobatics lesson. I had been considering getting the aerobatics rating for several years, but none of the flying schools in my part of northern England offered aerobatics training. I contacted the British Aerobatics Association and it pointed me in Tom’s direction. I sent him a very tentative email, as I found it hard to believe that someone with his track record would want to be bothered with a 73-year-old novice. However, I soon had a very encouraging reply and a few days later made my way to Wombleton Airfield, just south of the North York Moors. I am one of a four-member group owning a Jabiru J400 based at Fishburn. Since we upgraded from a Jabiru SP eight years ago I have flown it to the Scottish Highlands
Technical
and Islands, South Wales, the south coast of England, northern France, and all points between. I still enjoy flying the J400. It is easy to fly, and offers a very economical touring capability. A cruise speed of 107kt makes it perfectly possible to cover a lot of ground. It is also great for that spur of the moment summer’s evening cruise over the Yorkshire Dales. But I began to look for something more from my flying. I have been fortunate enough to fly with Spitfires.com at Goodwood in its two-seat Spitfires on four occasions, and have enjoyed doing a few simple aerobatic manoeuvres on each flight. However, I always found that
Above Tom Cassells’ T67 M200 Firefly operates out of Wombleton Airfield in Yorkshire. Below Tim found the Firefly panel ‘a bit daunting…’ at first after the Jabiru, but soon got used to it.
my stomach’s tolerance was strictly limited, and I wanted to see if I could extend that to get more out of the experience. An aerobatics course might offer that, and would also meet my need for a new flying challenge. The Light Aircraft magazine sometimes has articles exhorting people to try aeros, and I’d like to share my experience of taking it up. Wombleton is typical of the many former RAF bases dotting eastern England. It was a training base from 1943 onwards, converting RCAF pilots onto heavy bombers like the Halifax and the Lancaster. It has two well-surfaced tarmac runways although most of the original runways are
December 2024 | LIGHT AVIATION | 27
Technical
“After the simpler Jabiru panel,
Firefly’s array of analogue dials, rocker switches and levers looked daunting, but I realised it was designed to make for efficient cockpit ergonomics” now unusable. There is a large modern hangar on the south side of the airfield, accessed via the old, and now much-potholed, perimeter track. On the apron outside the hangar stood Tom’s sleek grey Extra NG, Steve Bakhtiari’s Extremair XA41 Sbach, (he was over from Manchester Barton for some coaching) and Tom’s immaculate white Slingsby T67, G-SKYO. As I got out of my car I was somewhat apprehensive, but Tom greeted me with a big open smile and a firm handshake. His friendly welcome immediately put me at my ease as he led me into the corner of the hangar where he has a small office. As we walked through, I spotted a Cap 10 and several other Fireflies – this is clearly a place inhabited by aerobatic pilots. On the desk was the Neil Williams Trophy, a silver Zlin 526 on knife edge, signifying Tom’s most recent Unlimited
28 | LIGHT AVIATION | December 2024
Below All smiles before the first lesson, Tim (left) with his instructor, Tom Cassells, in the T67.
success. He asked me what I was hoping to get out of the experience and I explained the background. I emphasised that I wasn’t sure that I would be able to tolerate more than a few manoeuvres, but he assured me that my tolerance would increase with exposure, and that we would do no more than I was comfortable with. This was followed by a briefing on threat and error management, and then it was time to pre-flight the Firefly before climbing into the cockpit. This is also immaculate, and looks as though it has just come out of the factory – which is just down the road at Kirbymoorside. After the much simpler Jabiru panel, the array of analogue dials, rocker switches and levers looked daunting, but I quickly came to realise that it has been carefully designed to make for efficient cockpit ergonomics, and very much reflects its pedigree as a military trainer. Once we were strapped into the five-point harnesses, Tom got me to perform the engine start procedure, which was very different from the Jabiru! The fact that he got me to run through all of the pre-flight procedures is very characteristic of the way he instructs. Unless he wishes to demonstrate a figure, he is completely hands-off from engine start to taxi stop. I taxied out to the 04 threshold where I carried out the engine checks, which were pretty familiar, except for the need to cycle the prop three times. Yankee Oscar has a three-blade Hoffmann constant speed prop which, together with the fuel injected Lycoming 360, makes it ideal for aerobatic training. Finally, I completed the vital actions, released the brakes, and opened the throttle. As we climbed away from Wombleton I realised that I
Technical
was incredibly tense, gripping the stick and pushing the pedals really hard. However, I began to relax a little as we climbed to 6,000ft. A quick call to Teesside Radar for a traffic service in the block was followed by a run through the HASELL checklist… and it was time to start. We began with a 45° down line, followed by 45° up, repeated a couple of times. Then a wingover, and a loop. Two more wingovers, another loop, a stall turn, then time to head back. Tom talked me through each figure with just enough input to complete each one safely but without overloading me. It was a very gentle introduction, but I was already starting to feel slightly queasy by the end. But what a buzz! I was hooked, and booked two more flights the following weekend. Thus began my aerobatics journey. That first lesson was in May 2023, and I have flown most weekends since then. I’m now familiar with all of the entry-level figures: loop, roll off the top, half Cuban, stall turn, humpty bump, aileron roll, barrel roll, split S, wingover, quarter clover. However, I am very conscious that my execution is far from perfect, and I’m currently working on trying to improve each figure. For example, it is perfectly possible to perform a loop with no rudder input and less than perfect stick position. But it won’t be a good loop. Similarly, if you don’t get those inputs right in a roll off the top you certainly won’t be on a reciprocal heading, flying level, at the end. “Anyone can be world aerobatics champion,” says Tom, “you just have to have the stick in the right place. But it’s a very small place.” A brief word about the Firefly. I can honestly say that it is by a long way the nicest aircraft I have ever flown. Experienced aerobatics pilots bemoan its slow roll rate, but it’s fast enough for me! Otherwise it is very crisp and precise in its responses to control inputs, and has a very nice ‘feel’. Its airframe is very robust, and flying it inspires confidence. One of the good things about training with Tom is what happens when you aren’t flying. Wombleton attracts
Above Climbing to 6,000ft to do some aeros… Below Checking wings level at the top of a loop!
aerobatic pilots from far and wide. Some are based there, others come for coaching. Some are competing at the highest levels, others just fly aeros for fun. Many of them have thousands of hours of experience in all kinds of aircraft, from all over the world. Just sitting listening to their stories is worth the trip in itself. It is a niche aviation community, and a fascinating one at that. Tom in particular has a fund of stories and a great sense of humour. And
December 2024 | LIGHT AVIATION | 29
Technical
“There is something addictive
about the sport… it really is deeply satisfying to string together a seamless flowing sequence of figures – it really feels like your’re dancing through the sky” despite my novice status, everyone is very friendly and welcoming. Although I now have my Aerobatic Rating signed off, that has become not exactly irrelevant, but very much a sideshow. There is something addictive about the sport, and there is so much to learn. It is very absorbing, challenging and at times frustrating, but above all it is such great fun. There is something deeply satisfying about stringing together a seamless flowing sequence of figures – it feels like dancing through the sky. Tom was right, my gut tolerance has increased significantly. Interestingly he has an almost uncanny sense of when you start to lose it. On several occasions after a series of linked figures I have started to feel slightly queasy but have been enjoying it so much that I wanted to
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Below ‘Yankee Oscar recovering to Wombleton.
continue, but he has said ‘we’ll recover to Wombleton now’. He knows when you’ve had enough before you do. Back to the stall turn, which I still find the most challenging figure. While not hard, it is nonetheless not regarded as the easiest of the basic manoeuvres. Tom was once asked why he introduced this figure so early in training. He explains that it is to start to accustom trainees to pointing straight down to the ground, so that when spin training starts, it will be less of a shock. After the first few lessons, every flight ends with at least one spin, generally of three full turns, sometimes more, sometimes less. The first one we did was indeed shocking. Almost all of the flying I had done up until then had been pretty much straight and level, apart from the obvious steady turns, climbs and descents. To suddenly depart from level flight into a rapidly spinning vortex while heading earthwards is not something most pilots are accustomed to. Tom has an almost religious belief in the value of spin training, and I have to say that I am now a convert. I have seen for myself that a spin is not synonymous with loss of control, it is just another aerobatic figure. I can confidently stop a spin after one turn or six, I have seen how varying aileron input changes a spin’s characteristics, and have entered spins in several different configurations. While I
Technical
still have a lot to learn about the finer points of spinning (I haven’t as yet spun inverted, or explored the flat spin for example), I am now really comfortable with this manoeuvre which is no more alarming than a wingover. I am also confident in my ability to recover from an inadvertent spin without freezing or panicking, and I am convinced that this makes me a better, and certainly a safer, pilot. The ab initio pilot training focus on recognising an approaching spin and taking steps to avoid getting into one is fine but, in my view not enough. I’m sure there are plenty who would disagree but I think every pilot should undertake spin training. And by this I don’t mean one flight where the instructor demonstrates one spin and then gets the trainee to enter and recover one too. I mean undertaking sufficient spin training that recovery becomes automatic, and feels routine.
Above Discussing the finer points of aerobatics with fellow pilots L-R Tom Cassells, Richard Jones, Richard Gee and Martin Burch. Below Ready for more aeros in future!
competition scene, with five levels of difficulty from the relatively basic Club through to the highly technical Unlimited. The sport is overseen and supported by the British Aerobatics Association which is keen to encourage new pilots into aerobatics. As well as competitions, it runs experience weekends and coaching sessions and is well worth checking out at www.aerobatics.org.uk ■
Inadvertent spin…
No pilot enters an inadvertent spin intentionally – the clue is in the title. However, every year, some pilots do, and for some of those the experience is so shocking that they freeze, and fail to recover. I am thoroughly enjoying flying aerobatics, and would recommend it to any pilots who haven’t yet tried it. It has undoubtedly made me a better, safer, and more confident pilot, and so is worth doing for that alone. However, it is massive fun too, and completely addictive. I intend to carry on until I have to hang up my headset. Finally, I’d like to pay tribute to Tom Cassells, who doesn’t have to do this. He could focus on perfecting his own aerobatics, or limit himself to coaching only Advanced and Unlimited standard pilots. However, he has a mission to introduce more pilots to this great sport, and to make flying safer for all. He is an outstanding instructor and if you are thinking about it, and live anywhere within reasonable distance of Wombleton, give him a call. While some aerobatic pilots do it just for fun, others like the challenge of competition. There is a thriving December 2024 | LIGHT AVIATION | 31
Flying Adventure
French family adventure… Ashok Aliseril, his wife, Abhilasha Dubey, and daughters Tara and Diya, head to Vendée on France’s Atlantic coast, for a family trip in their Sling 4… EGSX to LFRI via LFAT.
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his trip marked a truly unforgettable milestone for our family, as we embarked on a solo adventure across the Channel in our permit aircraft. High pressure meant stable conditions overall for the weekend, however, there were some low ceilings and poor visibility forecast en route over Rouen. The forecast at the departure – and destination – airports were promising. Our previous international trips in G-DIYA have been either as part of a group or with other pilot buddies. Having been part of many group flying trips to Europe, and with more than 100 hours of flight time under my belt in my homebuilt aircraft, I felt confident enough to embark on this family trip. Planning included route selection, alternate airports, weather forecasts, ATC hours, onward transportation, submitting sGAR and flight plans. On previous flying trips I was able to be flexible with the destination, however, for this trip the final stop was a given, as my wife had acquired park tickets for O’Gliss Park and accommodation for two nights at O’Tel Park in Vendée, France. So, the plan was to keep the travel dates flexible until the last minute – and we ended up moving the trip a few days ahead due to weather. Given the destination’s location in France, several private airfields were considered. After some careful evaluation (mostly pilot feedback on Facebook groups), La Roche-sur-Yon (LFRI) was selected as the most suitable, due to its proximity to the water park as well as its facilities, including overnight hangarage, customs if needed, fuel and reasonable ATC opening hours.
All set and ready to go!
“Planning included route selection,
alternate airports, weather forecasts, ATC hours and flight plans” 32 | LIGHT AVIATION | December 2024
On Thursday morning after topping off the tanks with mogas and getting everyone strapped up in life vests, we departed North Weald EGSX roughly on time and set course for Le Touquet (LFAT), our planned customs stop. We crossed the Channel at an altitude of 4,000ft, coasting out over Dover, with the family enjoying some breathtaking views, and me listening in on some interesting pilot exchanges with London Information. Arriving at Le Touquet, we were welcomed by friendly French customs officials who stamped us in. The airport
Flying Adventure
Above Meeting G-HYPE, another Sling TSi at LFAT heading to Austria. G-HYPE and G-DIYA were among the first UK built Sling TSis.
has all the facilities you need… and €36 landing fees for a walk-in customs stop is just fantastic value. After completing our customs formalities, we enjoyed our packed lunches in the pilot’s lounge and prepared for the second leg of our journey to La Roche-sur-Yon (LFRI). There was a patch of weather en route with poor visibility and cloud ceiling forecast down to around 1,600ft over Rouen. It was forecast to be moving further inland and the ceilings were much higher towards the coast, so that was our diversion option.
Cloud ceilings
Le Touquet (LFAT) to La Roche-sur-Yon (LFRI) was about 260nm, which took us just more than two hours to complete in the Sling. As we approached Rouen the cloud ceilings got lower, as forecast. We briefly considered turning back to Le Touquet, however we were able to pick our way around some low cloud and soon the ceiling rose, and we climbed to around 3,500ft for the rest of the journey. The ATC service was great from both Lille Information and Nantes who warned us about lots of traffic at Le Roche. I managed to make our final call into La Roche ATC just before it closed, so we could do our final approach calls in English. The circuit was busy with gliders, parachuting and jet aircraft doing aerobatics, so I thanked the controller for staying on for a few minutes past normal operating hours. Outside ATC operating hours it’s mandatory to make radio calls in French at many French airfields, which can be quite tricky if the circuit is busy. Finding a taxi can also be challenging at La Roche-sur-Yon, luckily, we had pre-arranged our pickup with our host at Vendée. We didn’t need fuel, so we just paid the landing and three days’ parking fees which was around €39 on the day of our return. O’Gliss Park proved to be a fantastic destination for the family. The water park offered a wide range of attractions suitable for all ages, from thrilling slides to relaxing pools. The children particularly enjoyed the wave pool and the lazy river. Our two-night stay at O’Tel Park in the Vendée was also an absolute blast! Upon arrival we were
“A busy circuit with
gliders, and jet aircraft doing aerobatics – so I thanked the controller for staying on a few minutes”
Above (top) My wife and co-pilot enjoying the calm morning air. Above The family enjoying the packed lunch at LFATs pilot lounge.
December 2024 | LIGHT AVIATION | 33
Flying Adventure
“The Aeroclub provided parking, refuelling, and helpful staff. Unleaded fuel was available but required Aeroclub assistance”
Above Not a cloud in sight at our camp for the two nights at O’Tel Park Vendée France. Below The kids happy in the rear seats, keeping themselves busy with some activities.
immediately captivated by the unique Wild West theme of our cabin. It was like stepping back in time, with authentic details that made our kids feel like real-life cowboys and cowgirls. The cabin was surprisingly comfortable and well-equipped, providing the perfect blend of adventure and modern convenience. The return flight was planned to include an overnight stop at Alencon Valframbert (LFOF) as adverse weather conditions preventing further travel. Having spent a full day in the water park, I didn’t fancy
34 | LIGHT AVIATION | December 2024
a flight longer than an hour or so. During my stay at Vendée, I practised my radio calls with the help of another French pilot with whom I share G-DIYA. I have saved his WhatsApp voice notes of all the important French radio calls for future references. The Aeroclub provided parking, refuelling, and helpful staff. Unleaded fuel was available but required assistance from the Aeroclub. Payment was by cash or check, and there were no landing fees. Getting a taxi into town and back can be challenging on a weekend. Luckily a friendly pilot from the Aeroclub dropped us to the hotel and I managed to find a cab for the return after ringing around five taxi companies on a Sunday morning. The airfield has a well-maintained tarmac runway and overnight hangarage is also possible, depending on other visiting traffic. It’s also a great place for a short stop over for lunch or shopping, as there is a big Carrefour across the road… if you fancy stocking up on some wine.
Flying Adventure
Above Beautiful Sunday morning for the return leg from LFOF to LFAT.
The next morning it was clear blue skies all the way to Le Touquet. Although there was some scattered cloud just over the airfield about circuit height, it didn’t really affect our join to land on Runway 13. It was a relatively short stop as we had a good breakfast before we left and the aeroplane was topped off with fuel at LFOF, all we needed was our passports stamped and strap on the life vests. For the return crossing, we climbed to about 5,300ft to stay within gliding range and arrived back at our base around lunchtime. Two Border force agents popped over and checked our passports just as we taxied the aircraft over to the hangar, I bet they were tracking us on Flight radar.
Enjoyable experience…
Overall, the family trip to O’Gliss Park was a resounding success. Flying by private aircraft offered a level of flexibility, comfort, and convenience that would have been difficult to achieve with commercial airlines. The experience was made even more enjoyable by the friendly and helpful people at both LFRI and LFOF. This trip was more than just a vacation. It was a testament to the joy and fulfilment that comes from building – and flying – your own aircraft. Sharing this experience with my family made it even more special. The memories we created will last a lifetime. The countless hours invested in building this aircraft were undeniably worth it. n l Follow our next flying adventure on Instagram @fly_home_or_away
Above Making the most of the 25kt tailwind on the return leg to LFOF.
Share your adventures! If you’ve made a really memorable flight either solo or with friends, or visited a great destination be it in the UK or abroad, then there’s a good chance that LAA members would enjoy reading about it. So why not share your travel tales by contributing to the Light Aviation Flying Adventure feature slot? A typical Adventure can range from 1,500 to 3,000 words. Include a selection of high-resolution photos of highlights, ideally 1mb or greater. Phone photos can be great for this, but pictures from a camera usually give the best results. Got an idea in mind? Drop me a line! Email: ed.hicks@laa.uk.com
December 2024 | LIGHT AVIATION | 35
Coaching Corner
Coaching The art Corner… of slipping While it might seem unnatural, slipping brings precision, control, and confidence to every landing suggests PCS Head of Training, Christine Carlin…
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lipping is a great tool for pilots, and can be especially useful during challenging crosswinds, steep approaches, or emergency situations. The manoeuvre, the slip, is an uncoordinated state of flight, using crossed controls, i.e. the ‘ball’ is not in the middle. At first this might seem counterintuitive – even unnatural – as it involves intentionally placing the aeroplane into a non-coordinated flight condition using opposite rudder to aileron. However, once mastered, slipping has the power to become one of the most powerful tools in a pilot’s skill set. When an aeroplane is banked and the opposite, ‘top’, rudder is used, the aircraft is presented somewhat sideways to the relative airflow. This sideways flow of air over the fuselage causes a large increase in drag. The lift to drag ratio is, therefore, significantly decreased, leading to an increased rate of descent. Airspeed in the slip is maintained with elevator. Caution here, because the pitot tube and static vents are now not aligned correctly to the relative airflow. This can lead to false airspeed indications and the possibility that the critical Angle of Attack (AOA) may be exceeded, leading to a stall. The use of flaps in a slip may be prohibited in your aircraft, so always consult the Pilots Operating Handbook first. If using a slip during an emergency – use flaps as necessary.
36 | LIGHT AVIATION | December 2024
There are two main types of slip: ● The sideslip is used on final approach to handle a crosswind. ● The forward slip is used to lose altitude. The sideslip and forward slip have a lot in common, they both: ● Are crossed controlled manoeuvres. ● Cause increased drag. ● Need to be executed with adequate airspeed so as not to exceed the Angle of Attack. ● The airspeed indicator (ASI) might not read accurately. ● Will cause an increased loss of altitude, unless power is added. ● Should first be practiced at high, safe altitudes.
What is sideslipping?
Below Forward slip is used to lose altitude, while a sideslip is used to handle a crosswind on approach.
The side slip is a controlled slide through the air that allows the pilot to align the nose of the aeroplane with the landing strip during crosswinds, as opposed to the crab method where drift is off-set by heading and the wings remain level. The advantage of the sideslip is that the undercarriage is aligned with the centreline, thus removing the need to ‘straighten’ the aeroplane with rudder just prior to touchdown, which, if not executed at exactly the right time can either cause you to drift off the centreline and possibly have a runway excursion or stress the undercarriage by not landing with the wheels straight. To enter a sideslip, slow to the required approach speed and flap setting (if allowed per your aircraft’s POH) lower the into wind wing and smoothly apply opposite rudder to prevent the aeroplane from turning and to keep the nose pointing towards the centreline. The stronger the crosswind, the more wing down and opposite rudder is required. Keep a close eye on your airspeed. If the nose of the aeroplane moves right or left of the centreline fix it by changing your rudder pressure, if the aeroplane starts to drift left or right of the centreline fix it by using more or less into wind aileron. This can often occur during gusty conditions when you might find that you will constantly be changing the aileron and rudder inputs. For example: if you have a crosswind from the left, use left wing down and right rudder. The nose of the
Coaching Corner
aeroplane should be pointing at the runway centreline. If you start to drift right of the centreline apply more left aileron, if you drift to the left of the centreline use less left aileron. If the nose moves right of the centreline use less right rudder pressure, if the nose of the aeroplane moves left of the centreline use more right rudder pressure. Hold the cross-controls throughout the round-out and touchdown, reducing the power and raising the nose, as normal. The wheel on the same side as the lower wing will touchdown first; maintain directional control with rudder and wings level with into wind aileron – the other main wheel will touchdown naturally on its own.
What is a forward slip?
Forward slipping is a flight manoeuvre that again involves intentionally using the opposite rudder to aileron; it’s basically an exaggerated sideslip. It can be used to lose a lot of height very quickly without changing airspeed. When done correctly, it fixes the aeroplane’s track with the runway centreline, even though the nose is pointed off to one side. The angle between the relative airflow and the longitudinal axis+ of the aeroplane is known as the sideslip angle. It is often indicated by the symbol β. A forward slip is especially useful when too high on approach to land. It is also a method often used by aircraft that don’t have flaps fitted. However, I have found it extremely helpful when practicing forced landings or glide approaches with students who find themselves too high for their chosen landing area or the runway, as it steepens the glide path whilst the student is able to maintain the correct airspeed. As with a sideslip, during a forward slip, the aeroplane’s yaw and roll axes are controlled separately. The pilot inputs aileron to bank the aeroplane while opposite rudder is applied to prevent the aircraft from turning. However, this time, the nose and the flight path don’t match. The greater the angle of bank, the steeper the flight path. Also, the greater the angle of bank, the more opposite rudder will be required to maintain your track. To enter a forward slip, close the throttle to idle and lower full flap (if your manufacture allows), select required
Above Sideslip angle versus relative wind.
“Forward slipping is a flight
manoeuvre which is especially useful when too high on approach to land. It is also a method often used by aircraft that don’t have flaps fitted”
airspeed with elevator, lower the into wind wing (if there is no crosswind, either wing may be lowered), apply opposite rudder. To steepen the glidepath and further increase your descent rate, create more drag by increasing the angle of bank. The greater the bank angle, the greater the drag, the greater the rate of descent, the steeper the flightpath and, therefore, a larger amount of rudder is needed to maintain the original track. Maintain airspeed with elevator. Monitoring your airspeed indicator is crucial. The high drag created by a forward slip can reduce airspeed faster than expected. Maintain sufficient speed to avoid any risk of a stall, especially near the ground. When increasing the angle of bank, at some point you will reach the stage where you need full opposite rudder to maintain your track. If the bank angle is increased further, the aeroplane will be unable to maintain its track. Increasing your airspeed by lowering the nose will increase the effectiveness of the rudder and allow you to maintain your required track, but be careful not to get too fast to be able to execute a smooth coordinated landing. A safe recovery height depends on your experience level, but never leave it too late, if you have, initiate a go-around. To recover from the forward slip, gently level the wings and simultaneously release rudder pressure while adjusting pitch attitude to maintain a regular glide path and airspeed. Use power as required. Roundout and touchdown as usual. The best way to develop confidence with sideslipping is practicing it in a safe and controlled environment with one of our very experienced coaches. Begin with gentle slips at a safe altitude (sufficient height to recover by 3,000ft is a good starting point) to understand the relationship between control inputs, descent rate, and drift. As your comfort grows, gradually incorporate the technique into your landing approach. Happy landings! ■ December 2024 | LIGHT AVIATION | 37
Engineering Matters
The latest LAA Engineering topics and investigations. Compiled by Jon Viner
Engineering Matters Including: Cable care, Eurostar trim tab cables, Fuel Filler hoses and Lycoming Connecting Rod AD
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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.
Cables
The nature of cables is that if you don’t use them in the way they’re intended, the strands eventually break and the cable fails. Stranded steel cables are used in all sorts of places in all sorts of types across the LAA fleet – it would be unusual for a type not to use them somewhere! In some designs, the structure is held rigid by cables pulling the structure tight: the Pietenpol Aircamper uses this arrangement, for example. These static, structural cables are generally very robust. However, regular checks need to be made to ensure that the tension remains correct, the cable isn’t corroding, there’s no fretting nor rubbing, the end-fittings are sound, and there are no broken strands in the cable that will
reduce its strength – where cables are exposed to the elements outside of the aircraft’s structure, corrosion and other damage is going to be more likely than where they’re concealed inside. The other main use of cables is in control systems: they’re a relatively light-weight means of connecting the forces applied to the control column to the control surfaces, and this method is frequently used for ailerons, elevators, rudders and trim tabs. Of course, it’s rarely a straight line between the control and the control surface, so the cable needs to change direction by use of various means, and pulleys are often used. When a cable passes over a pulley, it stresses the strands of the cable: the smaller the diameter of the pulley, the
savacable.com
wicksaircraft.com 38 | LIGHT AVIATION | December 2024
Engineering Matters
This shows the original Eurofox trim tab cable arrangement with the cable passing through the clevis.
greater the stresses induced in the cable – if the diameter is too small then the stresses are large enough to cause fatigue damage and, eventually, failure of the cable strands. Airworthiness code BCAR Section S (for microlights) advises that ‘the inside diameter of the pulley groove should be not less than 300 times the diameter of the largest elemental strand’. From this you can see that for a typical 1/8” (~3mm) 7x19 control cable (that is, a cable which consists of 19 bundles of 7 strands per bundle), which has 15 strands of cable sitting side-by-side across its diameter, the individual strands are going to be around 0.008inch in diameter and a pulley for this cable should therefore have a diameter of at least 2.5inch. The consequences of a control system failure depends very much on the design of the system and how the cable has failed. It is sometimes possible to continue flying an aircraft with one of the controls inoperable – turns can be made by the interaction of yaw and roll, and sometimes attitude can be controlled using power and/or pitch trim. On light aircraft, where control surfaces are often not aerodynamically balanced, one of the biggest risks of a disconnected control surface is that the control surface will start to flutter, i.e. the tendency of the surface to oscillate back and forth, excited by the aerodynamics loads on the surface, and without the restraints of the control system to keep it in check. These oscillations can get larger and larger until the control surface, or its supporting structure, fails in overload – in extreme cases, this can result in the failure of a wing or similarly essential bits of structure. It would be a poor maintenance schedule indeed that did not pay good attention to both structural and control cables. Given the criticality of these items, no damage to these should be tolerated once found. As with so many things, FAA’s AC 43.13-1B ‘Acceptable methods, techniques and practices – aircraft inspection and repair’, available to download from the FAA’s website, gives lots of good advice on the subject. See chapter seven ‘aircraft hardware, control cables and turnbuckles’, section eight ‘inspection and repair of control cables and turnbuckles’. By way of an illustration, we were recently made aware of an incident on a Eurofox glider tug aircraft which experienced ‘extreme elevator flutter’ just after taking off with a glider on tow. Fortunately, both aircraft safely landed – clearly this is a relatively high-risk phase of the operation. On inspecting the elevator, it was found that the cable
controlling the trim tab had failed, allowing the trim tab to flutter. Now this is a known issue with the type and a Service Bulletin (and associated LAA Airworthiness Information Leaflet) is listed on the TADS and has been in circulation for a number of years which calls up particular checks on this arrangement. You’ll see from the photo on the left that the control cable goes through fairly sharp 90° bends as it passes through the clevis. Normally, the clevis rotates around the clevis bolt to accommodate the changes in angle of the control cable as the trim tab operates through its range, but if the clevis bolt should become stiff the cable will tend to rub on the edge of the clevis and start to damage the cable strands, leading to failure. The manufacturer has introduced a new design of cable attachment that introduces a round bush in the clevis arrangement so that the cable is not forced to bend sharply around the edges of the clevis.
Eurostar elevator trim tab cables There have recently been three reported incidents of corrosion of the Bowden cable ‘inner’ on Eurostar elevator trim tab cables. In each case the damage occurred on the upper cables and the aircraft had been kept outdoors for parts of their lives. In one case the cable broke in flight shortly after take-off, leading to significant handling difficulties. Some owners, while the aircraft is parked, tie back the stick using the seat belt so that the elevator is fully raised. This, in conjunction with a low point in the upper cable’s run inside the fuselage, promotes water ingress and retention, leading to corrosion. Severe corrosion can cause jamming of the cable leading to difficulties in trim adjustment, or to the cable breaking and control of the trimmer being lost. Either can lead to large pitch loads on the stick and possible loss of control. In response to these incidents, Airmasters UK, the UK agent for the Eurostar range has recently issued Service Bulletin SB/ EUR/022 issue 2, which calls for a special check, before next flight, on the friction of the cable ‘inner’ when slid manually backwards and forwards in the ‘outer’. This requires the cable ‘inners’ to first be disconnected at the rear end, and the other end of the cables moved backwards and forwards by manipulating them manually within the control console in the cabin. Any undue friction or unevenness felt in its movement indicates that the cable has become corroded and must be replaced. Grease is also used to prevent further moisture entering the exposed end of the cable ‘outer’. After the rear ends of the cables are reconnected, a duplicate inspection of the disturbed control is required, including a sense and range of movement check.
A failed trim cable where the strands have rubbed on the edges of the clevis. The revised arrangement uses a round bush to avoid this.
Left 7x19 cables are generally used in aircraft control systems as they have high flexibility and good strength.
December 2024 | LIGHT AVIATION | 39
Engineering Matters
Fuel filler hoses When a Europa was delivered recently to one of our Inspectors for him to inspect it, it was duly unloaded off its trailer and put into the hangar awaiting his attention. Shortly after, it was noticed that fuel was dripping out of the filler hose in the fuselage and, on closer inspection, it was found that the spiral-wound hose, which connects the filling opening at the top of the fuselage to the tank located just aft of the seats, was leaking. Fuel filler hose is often specified as being ‘fuel resistant’ rather than ‘fuel proof’, since in general it is only immersed in fuel transiently as the aircraft is fuelled up. In some installations, though, depending on the attitude of the aircraft on the ground, it’s possible that some fuel may sit in the lower sections of fuel hose
for some time and potentially cause premature degradation of the hose and, ultimately, leakage. If this is a possibility on your aircraft, avoid leaving the tank in an ‘overfilled’ state such that the filler hose is immersed in fuel for more than an hour or two. It might be appropriate to use ‘fuel proof’ hose instead of ‘fuel resistant’ hose, particularly in lower sections of the installation. Below The leaking filler hose: evidence of staining can be seen. Note that the hose is not shown in its normal location but has been partially removed for closer inspection. It’s not clear whether the PVC tape was added for chafe protection or to try to cure the leak.
Lycoming connecting rod AD Operators of Lycoming engines need to be aware that the FAA has recently issued Airworthiness Directive (AD) 2024-21-02 that covers more than 150 variants of -235, -320, -360, -435, -540, -541 and -580 series engines (and the same issue would also affect the non-certified ‘Y’ series engines). It would also be worth owners of ‘clone’ Lycoming engines (e.g. Superior and other suppliers) reviewing the AD to check that their engine is not affected. The AD was prompted by several reports of connecting rod failures which resulted in uncontained engine failure and inflight shutdowns. The AD is the latest in a series of steps taken by Lycoming Engines and the FAA to address safety concerns created when a former Lycoming Engines supplier manufactured non-conforming connecting rod bushings. It requires repetitive oil inspections for bronze metal 40 | LIGHT AVIATION | December 2024
particulates at each oil change and, if found, additional inspections of the connecting rod bushings for damage, proper fit, movement and wear, and replacement if necessary. The first oil inspection must take place no later than four months after the AD becomes effective, i.e. 5 April 2025. As terminating action to the connecting rod bushing inspections, this AD requires replacement of the connecting rod bushings. On most aircraft on the LAA fleet, this AD is not mandatory unless the aircraft is of a type previously operated on a Certificate of Airworthiness. However, all affected owners must consider the implications of the Directive and if not following the instructions stipulated, make a record in the engine logbook justifying the basis for their decision. Should the engine subsequently fail due to non-compliance with the Directive, be prepared to answer awkward questions!
Engineering Matters
Lucy Wootton: Chief Inspector notes Updates from the LAA Chief Inspector. New Inspectors
Recently, four potential new Inspectors attended LAA HQ for Inspector Assessment days – Alan Caldecourt, Mark Bodger, Stuart Porter and Sam McMellon. I am pleased to report that all four were successful.
Alan Caldecourt Alan has experience of both wood and metal airframes, in full restoration and modifications (Rollason Condor & Luscombe Silvaire). In 2008, he completed a Van’s RV-7 build and recommissioned a Taylor Monoplane in 2020. His whole career has been in the Airline Maintenance Industry, starting as an Apprentice with BOAC in 1973, becoming a Licenced Aircraft Engineer. After 47 years service, he retired in 2020, at the same time as the British Airways 747 Fleet! Alan currently flies from Popham Airfield, but lives in West Sussex.
Mark Bodger Mark has considerable experience on metal and wooden aircraft. He has rebuilt a Turbulent, Nipper, Colibri, Pitts, Van’s RV-4 and completed new build projects, including an Isaacs Fury and plans Replica SE5a. He has experience in VW engines, having rebuilt several. In his 30 years of LAA membership, he has owned more than 20 LAA types, giving him a broad exposure to the maintenance of different aircraft. He also has the facilities to weigh aircraft.
Presenting to the Royal Aeronautical Society Sheffield Branch
On the evening of Tuesday 12 November, I delivered a presentation to the Sheffield Branch of the Royal Aeronautical Society on what the LAA is and how you can build your own aircraft in the UK. Miti Ghosh, LAA Design Engineer, was also present, and helped answer the many questions from attendees at the event. The talk was very well attended, with around 70 people there, the majority of these were very keen and enthusiastic students from either Sheffield Hallam University or the University of Sheffield. A big thank you to Graham Codner, Charles Hadju and Oliver Lewis from Sheffield Hallam University for hosting us and giving us a tour of the university’s Aeronautical Engineering Department, and to Craig Atkins, Secretary of the Branch, for hosting the evening talk. Miti and I were also delighted to meet some of the Aeronautical Engineering students from Sheffield Hallam University.
Stuart Porter Stuart spent considerable time as an aircraft panel beater fitter and has a love for all things aviation. Stuart is a multiple aircraft builder, painter and maintainer. He is open to requests for information, advice and Permit inspections. Stuart is currently manager at a sheet metal specialist workshop. He is based in north-west Northern Ireland, but is willing to travel.
Sam McMellon Sam joins the LAA Inspector team as an Inspector for Factory Built Gyroplanes. He has trained up over many years with fellow LAA Inspector Mike Cummings, and is a welcome addition for those owning LAA gyroplanes, as a relatively new and growing section of the LAA fleet.
Inspector Training Seminar: 14 November
On 14 November, I presented an LAA Inspector Training Seminar at the AAIB, with assistance from LAA Airworthiness Engineer, Cris Fernandez. The seminar was attended by 24 Inspectors and we were hosted by Senior Investigator of Air Accidents and LAA Inspector, Alan Thorne. In addition to the normal content of an Inspector Training Seminar, Alan provided a talk on the history of the AAIB and how it operates, as well as arranging a hangar tour for the group.
December 2024 | LIGHT AVIATION | 41
Engineering Matters
Permit system update As the flying season draws to a close, the development of a new Permit revalidation system is now underway. This is one of Lucy Wootton’s key tasks in her new role as Head of Inspection and Airworthiness (for more see Simon’s update on page 10): the oversight of the Permit revalidation system and continuing airworthiness in general are now also under her remit, along with the inspection system. Following an initial review of the current process, a mission statement has been established, aiming to cover the broad requirements that will guide the development process: “To provide a certificate of validity to safe and airworthy aircraft that is easy, efficient, consistent for customers and the LAA, and that complies with the requirements of CAA BCAR A8-26.” To ensure the new system meets the needs of all stakeholders, gathering feedback from those who interact with the process is crucial. We have already requested and received valuable input from aircraft owners, Inspectors and the Engineering team, which has highlighted key areas for improvement. Much of the feedback and development effort has focused on streamlining not only the way information is collected from owners and inspectors, but also on refining the
information being requested during a revalidation. The new system will aim to gather the necessary data for revalidation more efficiently and effectively, through an online submission portal that links the Permit application to the existing data in the Engineering database. Although we are still in the early stages of development, continued feedback from owners and Inspectors will be crucial to ensuring the system’s success ahead of next year’s flying season – if you’d like to submit feedback, please drop us a line at permit.project@laa.uk.com. LAA Engineering will soon be seeking to generate further engagement through consultations, system mock-ups, and feedback forms. The goal is to replace the current system with the new version by the end of March 2025. In the meantime, we encourage owners to start preparing for the new system’s roll-out. While more detailed information about the changes will be shared as development progresses, owners can begin preparing for their 2025 revalidation by ensuring all the aircraft’s documents are available, up to date and neatly ordered – this will help your Inspector enormously. The winter months offer an ideal opportunity to review your aircraft’s records, especially when the hangar is a bit colder!
LAA Engineering housekeeping If you buy or sell an aircraft, please drop us a line at engineering@laa. uk.com to let us know so that we can update our records.
Further information can be found in TL 2.18.
Recent Alerts, Technical Service Bulletins & Mandatory Technical Directives Alert A-01-2024 All Eurostar aircraft models administered by the LAA Pitch Trim Range Reduction Modification Service bulletin SB/EUR/021 Issue 2 has been issued by Airmasters (UK) Ltd under its CAA approval, in consultation with the CAA, LAA and BMAA. The bulletin and installation instructions are available from its website:
www.airmasters.co.uk The bulletin addresses concerns raised by the Air Accident Investigation Branch (AAIB) regarding the sensitivity of the trim system on the type and modifies the system to reduce the likelihood and consequences of inadvertent operation. As with all service information published by kit manufacturers/agents, LAA policy is that owners should comply with those
documents unless directed otherwise by LAA. It is advised that should an owner elect not to follow the manufacturer’s advice, then a written record of the reasons be kept in the aircraft’s logbook. Note that the CAA has advised that it intends to mandate compliance with this Service Bulletin by the issue of a Mandatory Permit Directive in the near future.
Factory-built gyroplanes* (all weights) £310 *Gyros note: if the last Renewal wasn’t administered by the LAA, an extra fee of £125 applies
Category change Group A to microlight £200 Microlight to Group A £200 Change of G-Registration fee Issue of Permit documents following G-Reg change £60
LAA Engineering charges LAA Project Registration Kit Built Aircraft Plans Built Aircraft
£350 £50
Initial Permit issue Up to 450kg 451-999kg 1,000kg and above
£700 £800 £900
Permit Revalidation (can now be paid online via LAA Shop) Up to 450kg £230 451-999kg £280 1,000kg and above £310 42 | LIGHT AVIATION | December 2024
Modification application Prototype modification minimum £100 Repeat modification minimum £50 Transfer (from C of A to Permit or CAA Permit to LAA Permit) Up to 450kg £280 451 to 999kg £320 1,000kg and above £360
Replacement Documents Lost, stolen etc (fee is per document
£25
PLEASE NOTE: When you’re submitting documents using an A4-sized envelope, a first-class stamp is insufficient postage.
ANDAIR FUEL SYSTEM COMPONENTS COMBINE MODULAR DESIGN, SUPERB QUALITY AND THE FLEXIBILITY TO SUIT ANY AIRCRAFT BUILD PROJECT.
Having built a reputation for excellence in the design and manufacture of light aircraft fuel system components within the amateur-build aircraft sector, Andair has now established a significant presence in the commercial aviation market as well.
www.andair.co.uk
Update
Around the world in 18 days Mark Manwaring offers an update on his exciting homebuilt speed record project…
I
t seemed like my Van’s RV-7 raised some eyebrows at this year’s LAA Rally at Leicester, not just because it was a new completion, but because of the reason it was built. The Light Aviation magazine has followed progress of the build over recent years with a particular focus on my project, the RAF Flight of the Navigator Project – an attempt to beat the long-standing world speed record for circumnavigation of the Earth. After 3,850 hours in the build process, the aircraft first flew in the capable hands of Steve Noujaim in May 2023. Some teething issues, particularly the cooling of the AC Aero IO-378-Exp engine, saw some cooling modifications incorporated and ultimately the completion of the test schedule in October, with Permit issue in December 2023. Receiving the Permit three days before Christmas was the best festive present ever! Unfortunately, one of the wettest winters on record meant that I was unable to fly it until mid-April 2024, and consequently ‘time currency’ had become a major issue. Luckily, Chris Thompson, of Finest
Below After 10 years of building and six years of driving to the Rally, camping with my aircraft was a dream come true.
Hour Experiences, helped me out with a dozen circuits in his CAP 10 which helped blow the cobwebs away one week before pushing ‘TN out of the hangar. My first flight in ‘TN was always going to be solo due to the lack of a second seat – in its place is a permanently
December 2024 | LIGHT AVIATION | 45
FOTN Update
“I failed to consider that
even at 75%+ power at 3,000ft un-leaned, the RV-7 is still very efficient” Above An RV-7 in unique single-seat configuration with the footwell tank (80 litres) visible.
Below Very ‘short-finals’ to land at RAF Halton.
overseas expedition. This year the destination was Corsica. Despite the engine being run at 75%+ power throughout the trip resulting in ~50 litres/hour fuel burn, the RV-7 actually used less fuel for this Mediterranean trip than the accompanying PA-28s. I approached the trip with an air of caution. Firstly, the aircraft is still new with the potential for unknown issues to occur down-route without support, however, it performed faultlessly. Secondly, while running the engine-in, I don’t mind paying for fuel at £2/litre, but €3.45/litre at some of the destinations was another matter! What I had not considered was the fact that even at 75%+ power at 3,000ft un-leaned, the RV-7 is still very efficient. It was cruising at 165kt, meaning that I completed the route in 12 hours, whereas the PA-28s took 23 hours. And 12 (hours) x 50 (litres) is significantly less than the PA-28s’ 23 (hours) x 30 (litres).
Deacon Brown
Bottom Refuelling at Jersey – the first non-grass runway landing for G-FOTN.
fitted custom fuel tank. With a previous 150 hours on a 150hp fixed-pitch RV-6, probably developing 80hp on takeoff, I was expecting my 200+hp constant speed RV-7 to be a step change in performance. This was an underassessment. The plan was to feed the power in slowly to avoid any swing. As the take-off roll started the aircraft accelerated rapidly and it was off the ground in less than 150 metres, it took 16° nose-up to maintain 85kt in the climb. Retrospectively, this was all the more impressive when, at 1,000ft, I realised that the throttle was not fully open, and my Garmin G3X was showing 80% power! Until I am at circumnavigation fuel weights, full power will simply not be needed. Since then, I’ve increased the hours on the Hobbs to 40, and will soon be swapping the break-in straight 100 oil for multigrade. This quick uplift in flying hours was assisted by taking the aircraft on the annual RAF Halton Aero Club
Above Cracking 200kts ground speed… Sorry about the camera shake, any amount of turbulence at this speed is amplified! 46 | LIGHT AVIATION | December 2024
Update
This high-speed efficiency is augmented by the figures experienced during the short periods of running the engine at <65% power (as recommended during the break-in process). This demonstrated 152kt for 36 litres/hour at 3,000ft while still un-leaned, and bodes exceptionally well for the marathon requirements of crossing the Pacific Ocean in just two hops. The ultimate expectation is 165kt TAS at 8,000-14,000ft (dependant on weight), on oxygen, with a fuel burn of 35 litres/hour at 50° Rich of Peak. Going forward, the world speed record preparations are broken down into three main parts: ● The engine break-in – to be completed by the end of autumn 2024. ● The (100-hour) long-range test schedule – scheduled for May-September 2025. ● Final preparations and circumnavigation – culminating in August 2026. While the figures are looking really promising, it is akin to asking someone to calculate the maximum range of their car, but with the restrictions of driving it in second gear and never below 50mph! Once ‘TN’s engine is at its stable condition and able to be continually flown at lower power settings in the 60% region, the 100-hour test schedule will
Top A 2,000 nautical mile round trip to Corsica proved invaluable in breaking-in the engine and exposed the high-speed cruise efficiency of G-FOTN. Above A stifling ISA +22c at Montpellier proved the effectiveness of previous improvements to engine cooling.
slowly expand the envelope of the aircraft, testing its long-range fuel system and determining best height / power / angle-of-attack / centre-of-gravity combinations to optimise its range. Operating it at just four knots below optimum will result in a 52nm shortfall of range (over a 13-hour sortie), which is 51.9 miles further than I can swim! In addition, the go-no/go decision must lead the departure to circumnavigate by three months. The reason for this is the requirement to ship avgas to remote airfields in the Indian and Pacific Oceans. If the event is subsequently postponed for technical issues, the likelihood of that fuel exceeding its shelf-life and being wasted are too much to risk. For that reason, the go/no-go decision cannot occur during the test schedule. The Class C-1-B (500-1,000kg mauw) world speed record for circumnavigation of the Earth has stood since 2001 – and for good reason. I hope this exciting British project has captured the imagination of aviation enthusiasts for the last decade and will gather momentum as the preparations gather pace. I’ll be providing another update in the future, but in the meantime, you can keep up to date on the latest news from the project at www.raffotn.org.uk and Facebook.com/raffotn n December 2024 | LIGHT AVIATION | 47
LAA Strut News
Lawrence Spiller in his gyro on approach to Cardiff for their fly-in
Struts 4U T
David Millin rounds up Struts news and views
he clocks went back and we are definitely into winter. Although the weather remains warm for the time of the year (at the time of writing…), there have been a lot of gloomy, grey, non-flying days. Having said that, I recently managed to carry out a couple of very pleasant local flights, one of which was my biennial flight revalidation with Rob Wotton. We had a great session going through all the usual practices, in particular managing stalls in steep turns which was a lot of fun. It is highly beneficial to fly with a coach from time to time to keep our skills up to date, and I certainly recommend doing so periodically, regardless of the biennial. When your biennial is due, it is best not to leave it until the last minute in case unexpected circumstances intervene. This is especially true in the winter months when it is less likely that we can fly. In my case, it was not due until the last day of February, but I wanted to get it done before the worst of the winter weather dictated its own terms. In this edition of Struts4U it is great to see a contribution sent in by Steve Paffett of the British Rotorcraft Association. I would be
48 | LIGHT AVIATION | December 2024
Below Many struts produce monthly newsletters.
grateful for any articles for Struts and Type Clubs for our January 2025 issue of Struts4U. Wishing you all the very best for the festive season.
Devon Strut
David Millin writes. Rob Hart of SkyDemon joined us at the Exeter Court on 2 November for a presentation of useful hints and tips. So popular are the SkyDemon updates that we had almost 50 people in attendance. Rob worked through the whole system, providing us with many insights as to how to get the best from the software. SkyDemon is an amazing bit of kit without which most of us would be thinking twice before negotiating through, and around, today’s complicated controlled airspace. Many thanks to Rob for breaking into his weekend to share his knowledge with us. On 14 November we had GASCo’s regional coach for the South West, Michael Benson, helping to keep us all safe. The next significant get together is the Strut Christmas Dinner, which is to be held at the Exeter Court Hotel on Friday 4 December. If previous Christmas Dinners are anything to go by, it should be a good event.
LAA Strut News
Lawrence Spiller writes. My attention was grabbed by a post in the Facebook ‘Flyins UK’ group promoting the Cardiff Airport Fly-in on the weekend 12 and 13 October. I suspect, like other gyroplane pilots, I am conscious that our flight profile doesn’t fit well with other GA types and I am afraid of being a nuisance. I did once fly into London Oxford when it was full ATC and, apart from proving I could do it, I also confirmed that I felt out of place. Emboldened by currently reading Norman Surplus’ excellent book First Gyro, I was ready to be more adventurous again. Here I had an advertised GA fly-in wanting all types. I reasoned that holiday charters would be quiet in October, so maybe they were a bit bored. The winds were not favourable for the Saturday, but the Sunday looked doable, so I PPR’d by email as instructed. A bounce back gave me a weblink to a PPR website, so I dutifully did so again. I got two replies to my email saying I had been accepted, but neither attaching the promised VFR Fly-in instructions. I chased, and the information was sent. Inbound, ATC suggested a listing squawk on Bristol, then at 40 miles out required me to listen to its ATIS, then switch to its radar that would make me hold at Cardiff Docks VRP, before switching me to Tower for a base leg join and final on R30. With just one orbit needed which was good for photographs, I landed with an air taxi to exit at ‘Golf’ where a ‘Follow-Me’ van guided me to air marshals who parked me up. I then purchased 20 litres of avgas from a bowser patrolling the line of parked GA aircraft and caught a free minibus to the GA Flying Club. The rules for departure were a surprise – and new to me. I explored my SkyDemon manual/apps and indeed
Below Devon Strut – Rob Hart talks tips on using SkyDemon.
found I could file a flight plan and thankfully my subscription included 20 such plans – and more could be purchased. My first attempt failed, as I needed to add the colour of my aircraft to the aircraft Information. I hoped the aircraft equipment was correct. I had forgotten my life-jacket so couldn’t tick that box, which excluded my planned departure via VFR Flat Holm lighthouse across to the south of Bristol, Cardiff Docks was for VFR inwards only, so my next option was VFR Wenvoe Outbound. Keeping the TV mast (1,297ft) to my left-hand side not above 1,500ft. So I filed my flight plan and it gave my departure in 2.5 hours. It had to be filed using GMT and I had incorrectly adjusted from BST. Using SkyDemon ‘Manage Flight Plans’, I cancelled it, corrected the time and filed it again. There was an option to delay a departure but not to bring it forward. Two of my 20 had been used up. The instructions said ATC had no control of the GA parking, as it was classified as a ‘maintenance area’. So I started my engine, listened to ATIS, and contacted Tower, there was no ground channel to request taxi. The wind had changed and we were now taking-off on R12. They asked if I wanted them to ‘copy my flight plan’. On reflection I assume this was because I was still taking-off 15 minutes before my planned time, but at the time I was confused and rather than saying ‘No, write your own!’ I simply said ‘Yes’. I also referred to a departure via ‘Wendover’, which they corrected to ‘Wenvoe’, but they still let me line-up. I had one GA flight queued behind me and a holiday jet waiting for both of us. I pre-rotated, and throttled away, turned crosswind early at the end of the runway and bolted for the VRP. SkyDemon wasn’t giving
Neil Pearse
● British Rotorcraft Association
December 2024 | LIGHT AVIATION | 49
LAA Strut News
me the circuit pattern, which I knew to be left-hand on 12. Leaving the control zone still below 1,500ft, I realised how high the South Wales hills were. Did I mention the cloud was low and vis was murky? Through the valleys the headwinds were stronger, but once passing Newport, it was a simple and enjoyable flight back home. Having landed at my farm strip and put the gyro to bed, then driven home to decompress with a cup of tea, I remembered that a flight plan needs to be closed. Sure enough, SkyDemon had a button for this, so I did it before
I received any phone call or Search-and-Rescue helicopter overhead. As this plan had been ‘copied’ I don’t know what its status was, but there was certainly nobody at my airfield who would be acting on it. Indeed, I subsequently learned that in the UK there is no requirement to close a flight plan, but it remains essential in Europe.
● Bristol Strut
Left Bristol Strut co-ordinator Neville Parton (left) congratulates Bristol Aero Club on another skittles win… Below Bristol Strut and Bristol Aero Club members gathered for their annual skittles match.
50 | LIGHT AVIATION | December 2024
Neville Parton writes. Following on from Light Aviation magazine Editor, Ed Hicks’, excellent presentation on ‘Air to Air Photography and EAA Oshkosh’ for our October meeting, we also held our annual skittles match against the Bristol Aero Club (BAC) in October – a great evening was had by all, even though BAC held onto its unbroken winning streak (albeit only with the help of some of our best players!). In November we were delighted to welcome Air Commodore, Dave Best, OBE Legion of Merit RAF (Ret’d) to talk about Test Piloting. His presentation was a master-class in what a test pilot does, and why they are still needed – even in this age of AI, super-computers and CFD modelling – all brought to life with great examples from his long and distinguished career. At the end of the evening the request was for him to come back and do another presentation – we’ll see what can be done in the New Year! Our next meeting is our Christmas Meal and Aeronautical Quiz, which will be held at the Willy Wicket Inn on Tuesday 3 December – details from the chairman or the website. The January meeting (Tuesday 7) will see our normal recap of the year, when all members are encouraged to come prepared to talk about their 2024 flying – and their 2025 plans! We will also be discussing possible outings for the year.
LAA Strut News
● Gloster Strut
Mike Waldron writes. One of the most popular events of the year for the Gloster Strut is always our December Christmas celebration. It seems that consuming red wine and mince pies gets us in the mood for the festivities, warming up for Christmas to come! Our winter base for Strut meetings is at The Victory Club in Cheltenham, and very comfortable it is too, with its excellent catering and bar facilities which add to the enjoyment of our evenings. The ballroom can be hired for film nights and a skittles alley gives us the opportunity to challenge the women for an evening. A buffet and drinks adds to the hilarity of the competition, but we have never managed to fathom out why the women always win…! Having the use of the club’s facilities allows us to offer an extended range of social events to include family and friends. Of course everybody is welcome .
● Linsy Trent Valley Strut
Barry Hunter writes. The Strut is currently looking for a new coordinator. The present coordinator (me) has run out of steam. I would be pleased to offer assistance to anyone prepared to take over and provide regular meetings for our bunch of enthusiastic aviators. Potentially we have access to the club house at Lincoln Aero Club, which has a bar and central heating. Or a venue of your choice. We would be delighted if someone would step up to the plate and help out, please.
● Oxford Strut
Geraldine O’Meara writes. The Strut had a very enjoyable trip to Bletchley Park on 6 November. The entry ticket gives unlimited access for one year, which is very good value, particularly as it takes about three visits to gain a full understanding of all the aspects of the code-breaking operation! Several of the huts have been restored to their original wartime appearance and effectively recreate the atmosphere of the period. Knowledgeable volunteers carry out excellent tours to give an overview of the operation and there is as much
Above left Members of the Oxford Strut visited Bletchley Park. This is part of one of the early decoding rooms, before the erection of purpose built units. Above right Bay windowed room was Commander Denniston’s office. Right Spotted in the office surroundings, the cover for Punch’s Spring Number, 1939, the year WWII broke out.
detail as you need in written and audio form. Hut 4, (for naval intelligence) has been converted into an excellent café for a welcome snack. All in all, a visit to Bletchley Park is a most enjoyable and informative.
● Wessex Strut
Neil Wilson writes. As always, the Wessex Strut is keeping busy. Our December meeting, presented by John Hunt on ‘Flying to the North Cape’ takes place on 13 December. The January get-together is on the 17th and is a presentation on ‘Testing Cold War Fast Jets – Aden to ADV (Tornado)’ with Ron Burrows. The Strut walking group (WALKs) is still active and continues to plan new and interesting places to visit. December 2024 | LIGHT AVIATION | 51
Lee Mullins
LAA Strut News
● Cornwall Strut
Pete White writes. Bodmin Airfield is as busy as always. On 20 November we had a talk on autogyros and gyroplanes. The history, development and operation of these wonderful flying machines and how to fly them, told by Arfur Bryant. The talk was backed with videos showing all aspects of aviation’s best kept secret fun machine and there is actually one available at Bodmin Airfield for training and trial lessons. On 4 December, it’s chocks away for the Ultimate Christmas Quiz, hosted by Jay Gates. On New Year’s Day, we have our first Fly-In/Drive In, which is the first chance of 2025 to catch up and talk about the gifts that Santa Claus has brought us all. Join us for a joyous social occasion, with cake!
● Vintage Aircraft Club
Anne Hughes writes. The Vintage Aircraft Club has been celebrating its 60th birthday this year with cake and fizz at various airfields including Breighton, Old Warden, Turweston and Bodmin. There was also time to remember those whose vision of a club for vintage aircraft, affiliated to the PFA/LAA, came to fruition with memories of the Finmere Fly-Ins and camps. A few of our members with memories of those days are among the current membership of nearly 400. Among the 70 aircraft on the flightline at Old Warden were aircraft whose age exceeded those of their owners by many years! It is always a joy to see the diversity of our aircraft, this year admirably demonstrated by seeing the, now vintage, Optica, flown into Old Warden by Francis Donaldson, with the Dragonfly also parked on the field. One of our founder members, Alan Chalkley, was never far from our thoughts with his J-3 Cub G-ASPS in the Collection’s hangar on the day. His many articles in Popular Flying, under the nom de plume of ‘Beeswax,’ are a great source of information about the significance of the LAA Permit system for the restoration and maintenance of our vintage aircraft and the early days of the club. Thank you to all who have joined us for our celebrations and those who have made us welcome at their airfields. We look forward to our 52 | LIGHT AVIATION | December 2024
Top Aircraft at Old Warden for one of the Vintage Aircraft Club 60th anniversary fly-ins. Above David Phillips cuts the VAC birthday cake at its Breighton fly-in.
Dinner and Awards Evening in November at Sywell and will raise a glass to all who have helped to make the VAC a unique and special club over the years.
● Youth & Education Support
Pete White writes. Our major theme for YES in 2024 was to fly 2,024 young folk (up to 25) and introduce them to the joys of flight, which would in turn, open up possibilities for their future in the world of aviation – either professionally or as a fulfilling and relaxing pastime. As the year draws to a close we are very near to our target of flying 2,024 young people, therefore establishing the concept as both workable and very well received by the LAA Struts, Flying Schools & Clubs, Groups, Airfields, Organisations and individual pilots. To see the latest numbers flown check out www.yesflyers.org.uk Looking at the diversity of the organisations and clubs involved and their geographical spread, it has definitely moved us to promote the continuation of this worthwhile venture and introduce: 2,025 in ’25. Let’s just keep going and continue flying ‘Tomorrow’s Adults’ To update on any youngsters flown in 2025 please download the spreadsheet from the YES web site and once filled in, send it to andre. faehndrich@gmail.com
LAA Strut News
Strut Calendar Please contact your local Strut to check the details before attending the calendar events. Andover Strut: Spitfire Club, Popham Airfield, SO21 3BD. Contact Bob Howarth email: bobhowarth99@ btinternet.com Phone 01980 611124. December 9 Annual Strut Christmas Quiz and Festive refreshments. 13 January 2025 Cessna O-1 Bird Dog, Rescue, Rebuild and Restoration. Bristol Strut: Contact: chairman@ bristolstrut.uk www.bristolstrut.uk. 3 December – Strut Christmas Dinner at the Willy Wicket Inn. Details from the Chairman or via the website. Cornwall Strut: The Clubhouse, Bodmin Airfield. Contact Pete White pete@aeronca.co.uk 01752 406660. 4 December, 19.00 – (Dining starts at 17.30) Jay Gates – Annual Quiz and Christmas Meal. Devon Strut: The Exeter Court Hotel, Kennford, Exeter. Contact: david. millin@sea-sea.com Evening Events at the Exeter Court Hotel, Kennford, Exeter, from 1930. 6 December, Strut Christmas Meal. East of Scotland Strut: Harrow Hotel, Dalkeith. 2000. 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. 20 December, Christmas Meal. Earlier time of 1300 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. 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. 1930. Second Thursday of the month. Contact: Keith Taylor bushebiggles@ sky.com Southern Strut: ‘Longshore’, Brighton Rd, Shoreham-by-Sea BN43 5LD. First Wednesday of the month 1930 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: From 1930, Earl Stonham Village Hall, IP14 5HJ. www.suffolkcoastalstrut.org.uk/flyin/ Contact: Martyn Steggalls events@
suffolkcoastalstrut.org.uk 07790 925142. 11 December. Chairman’s Quiz with Christmas Drinks & Nibbles. The Joystick Club: Activities throughout the year. Pedal planes and simulators at Old Warden Air Shows. 23 December, AGM and Quiz night. Bicester Scramble, Sunday 5 January. Contact: Mike Clews, mgclews@gmail. com. 07775 847914. www.joystickclub. co.uk Vale of York strut: Meetings are held at 1900 on the third Thursday of October-May in the Clubhouse at York Gliding Centre, Rufforth Airfield, YO23 3NA. Contact: Chris Holliday 07860 787801, valeofyorkstrutlaa@gmail.com, LAA Vale of York Strut on Facebook for meeting details. Wessex Strut: Monthly meetings at Henstridge Airfield Clubhouse. See www.wessexstrut.org.uk for details of upcoming events. December 13 – John Hunt Flying to the Arctic Circle. Local fortnightly walks are also organised. Contact Neil Wilson at chairman@wessexstrut.org.uk. 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: New Co-ordinator being sought. Youth & Education Support (YES) – YES also available for Strut talks/ presentations. For any information about YES or Young Aviators 2024, please contact 2024@gmail.com. ● Please contact your local Strut to check the details before attending the calendar events.
December 2024 | LIGHT AVIATION | 53
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Where to go
W
WHERE TO GO
e’re looking forwards to some of the great flying events and fly-ins in 2025, 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 its website, www.gasco. org.uk, for further updates.
Planning ahead Jan 1 Bodmin New Year fly-in (PPR) Jan 11/12 North Coates Brass Monkey fly-in (PPR) Mar 16 Ardmore, New Zealand NZ Warbirds Apr 1-6 Lakeland Florida, USA Sun n’ Fun Apr 9-12 Friedrichshafen, Germany AERO Apr 18-20 Blenheim Omaka NZ, Classic Fighters Airshow Apr 19 Easter Easter at Easter fly-in (PPR) Apr 26 Bodmin Kernow fly-in (PPR) Apr 26/27 Breighton Eurostar and friends fly-in (PPR) May 3 Bodmin TopNav (PPR) May 10/11 Compton Abbas Pooleys Air weekend (PPR) May 16/17 Wycombe Private Flyer Fest South (PPR) May 17 Bodmin Ladies Day and VAC fly-in (PPR) Jun 27/28 Leeds East Private Flyer Fest North (PPR)
Jul 12/13 Jul 21-27
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.
Breighton Vintage Aerobatic Competition and Summer BBQ (PPR) Oshkosh Wisconsin, USA EAA AirVenture
The Oldtimer fly-in at Hahnweide returns after a few years away, in September 2025.
Aug 3 Lundy Lundy Sunday 25th Anniversary fly-in (PPR) Aug 29/31 Leicester LAA Rally (Slots) Sep 12/14 Hahnweide, Germany 20th Oldtimer fly-in (PPR)
Classifieds
December
AIRCRAFT FOR SALE
You can email your classified advertisement direct to the LAA at the following address: office@laa.uk.com For all display or commercial advertising enquiries please contact Phil 07770 807035 advertising@laa.uk.com Deadline for booking and copy: 16 December 2024 If you would like to place an aircraft for sale advert please see details below:
1942 TIGER MOTH FOR SALE. Gipsy Major 1 - 606 Hours since complete overhaul of engine. 2019 All Wing & Tail Fabric Replaced in Ceconite 102. Airframe Hours 7650. Icom 8.33 Radio Fitted. C of A 27/3/25. Currently based at Derby. Viewings welcome by arrangement. Contact Paul Ford on 07703 649582 jastabinks@gmail.com £80,000
1936 TIGER MOTH FOR SALE. Gipsy Major 1.1050 Hours since complete overhaul of engine and airframe. New Hoffman Propellor 2022. Icom 8.33 Radio Fitted. C of A 3/4/25. Currently based at Derby. Viewings welcome by arrangement. Contact Paul Ford on 07703 649582 jastabinks@gmail.com £75,000
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
LAA Engineering advice to buyers: AIRCRAFT APPROVED? Members and readers should note that the inclusion of all advertisements in the commercial or classified sections of this magazine does not necessarily mean that the product or service is approved by the LAA. In particular, aircraft types, or examples of types advertised, may not, for a variety of reasons, be of a type or standard that is eligible for the issue of a LAA Permit to Fly. You should not assume that an aircraft type not currently on the LAA accepted type list will eventually be accepted.
Aeronca 7AC Champion. G-BTNO. First flew in 1946. Total airframe hours 3553, engine hours 1213 and 705 hours since last top overhaul. Permit until September 2025. A65 engine with Sensenich wooden prop. iCom radio and SkyEcho. I’ve owned the Champ for 12 years during which the same LAA inspector has checked it annually and the same ex RAF engineer has maintained it. Always hangared near Lossiemouth, Moray. I am retiring from flying after 61 years and I reluctantly offer my Champ for sale. Offers around £22k will be considered. Further information from John on 07990 535162
C42A VLA 100hp for sale £40.000. Rotax 912ULS, Total Time Airframe: 512, Total Time Engine: 530, ASI,ALT, AI and DI, Trig TY91 8.33khz radio, Microair T2000SFL Mode C Transponder, CAT Fuel computer, New Neuform 3 blade prop fitted 2023. Maintained by TLAC, Permit to July 2025. Contact Sales on 01328 8788809 sales@g-tlac.com www.g-tlac.com/aircraft-for-sale/c42-g-simm/ ABIRU UL450 + low hours spare engine J £15,000 ono.Recent hip injury & advancing years necessitate reluctant sale after 17 very happy years of ownership. For further details please contact dodger4350@hotmail.com
IMPORTED AIRCRAFT? Due to unfavourable experiences, the purchase and import of completed homebuilt aircraft from abroad is especially discouraged. TIME TO BUILD? When evaluating kits/designs, it should borne in mind that technical details, performance figures and handling characteristics are often quoted for a factory-produced aircraft flying under ideal conditions. It is wise, therefore, to seek the opinion of existing builders and owners of the type. You should also take your own skill and circumstances into consideration when calculating build times. The manufacturer’s build time should be taken as a guide only. AMATEUR BUILDING All LAA aircraft builders and potential builders are reminded that in order to qualify for a LAA Permit to Fly, homebuilt aircraft must be genuinely amateur built. For these purposes the CAA provide a definition of amateur built in their publication CAP 659, available from LAA. An extract from CAP 659 reads “The building and operation of the aircraft will be solely for the education and recreation of the amateur builder. This means that he would not be permitted to commission someone else to build his aircraft”. An aircraft built outside the CAA’s definition could result in an expensive garden ornament.
56 | LIGHT AVIATION | December 2024
SPITFIRE MK26 (G-RORB) TTAF 18 hrs Jabiru 5100 engine, fixed pitch prop. Delight to fly, same evocative shape as the iconic original, but at a more accessible cost. Predictable, docile handling characteristics allows any competent pilot to fly. £69,500 ono motivated seller. Contact Iain +44 (0)779259960 or iain@Hutchies.com
Sherwood Scout For Sale £71,500. 499Kg MTOW, flying on LAA permit. 100hp Rotax 912ULS with E Prop. Oratex covering custom paint, Trig Radio & Transponder, MGL Explorer, Dual toe brakes, Gull wing doors, Flight test hours only. Sold with new Permit Contact Sales on 01328 8788809 sales@g-tlac.com www.g-tlac.com/aircraft-for-sale/sherwood-scout/
FOR ALL DISPLAY AND COMPANY ADVERTISING CONTACT PHIL JOHNSTON
ADVERTISING@LAA.UK.COM
DREAM IT, FLY IT, VISIT OUR WEBSITE
FOR ALL MEMBERS CLASSIFIED ADVERTISING ENQUIRIES CONTACT SHEILA OFFICE@LAA.UK.COM
SHARES FOR SALE
RV-6 Share, Norfolk/Suffolk border. I am retiring from flying so what was previously a two-person group will become a three member group with each new share available at £33,000. Externally smart with leather interior, based in a modern hangar at Tibenham. Engine fund exists. Monthlies an equal split of £400. rob.pritchard@gmail.com
FUEL SERVICES
ETHANOL-FREE Mogas (E5 and E10) readily absorbs water. UL91 and 100LL fuels are ethanol-free, storage stable and have a low and consistent vapour pressure to stop vapour lock. Anglo American Oil Company supply aviation fuels in 55, 195 and 200 litre drums (product depending) for immediate despatch, throughout the UK, on a next day basis.
PROJECT FOR SALE Sling TSi kit. Sling Tsi Empennage and long range Wing kit for sale including all necessary tools. One can start building immediately. Contact for details. qa_330@yahoo.com
+44 (0) 1929 551557
ANGLO AMERICAN OIL COMPANY
aaoil.co.uk
COVERS
AIRSTRIP FOR SALE HOUSE, AIRSTRIP AND HANGARAGE, RYE , EAST SUSSEX. £895,000. See AFORS Property section, ad ref 62832. Andrew.pitcher123@btinternet.com, 07802 217855.
SERVICES ENGINE OVERHAUL. Zero time Major engine overhauls on all types, max 670 h.p., dyno run in and full power test. Bonner Engineering, Shoreham Airport. Contact Bill Bonner: 01 273 440250 aerobonner@aol.com.
AIRCRAFT WEIGHING Light Aircraft Weighing Service in Yorkshire, Lincolnshire and surrounding areas. For details contact Demraview Ltd. Email: Demraview@gmail.com Mob: 07984 810 761
TRANSPORTATION
SERVICES & MORE
Aircraft Transportation Specialists Specialist vehicles to move your aircraft safely
Telephone: 0121 327 8000 E-mail: info@ponsonby.co.uk Web: www.ponsonby.co.uk
Contact us now for a quotation December 2024 | LIGHT AVIATION | 57
Get ready for Winter!
A5 LAA Calendar (A4 when hanging) £5.00 inc p+p Staple with two stitches and hanging hole.
LAA Umbrella £30.00
LAA Fleece £30.00
Kids t-shirts £12.50
LAA Soft Shell Jacket £35.00 Sheet Metal Handbook
£25.00
LAA Hooded Sweatshirt
£25.00
Understanding Aircraft Structures 4th Edition
£32..00
Alternative Engines
£50.00
The Story of the Luton Minor LAA Bone China Mug £15.00
Remove before Flight £5.00
£20.00
Bob the Builder
£9.50
Top Trumps Cards
£12..00
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