which | hope you'llfind usefulfor planningyour year ahead. Looking back, |think 2018 has had its ups and downs but at least the weather has been better than most for flying.
The Farnborough airspace issue was certainly one major kick inthe teeth, but it’s far from being over just yet, so maybe we'll see a compromise solution.Pleaseread the LAA’s response to the All-Party Parliamentary Group on General Aviation’s request for evidence for the Parliamentary Inquiryon the roleof the CAA in determining and administering the Airspace Change Proposal (ACP)process, on page 60. We must all hope thatthis Inquiry bears fruit in the form of a much fairerAirspace Change Proposal process whereall airspace usersare equally considered.
Brexit hangs over us like the sword of Damocles, the weak pound pushing up the price of what are mostly imported kits,but some manufacturers and UK agents still seem to be doing reasonable business. Having been around the shows, | have met more than the usual number of young PPLholders, all looking for affordable ways inwhich to further their flying,
which certainly offers hope for the future. The use of Permitto Flyaircraft for hire and reward, though still in itsearly days, is a positive step in introducing new pilots to the LAA world, and next year will hopefully see ab initiotraining added to its remit.
Whilston the subject of new pilots, ifyou know anybody under 30 learning to fly, please tell ther about our Armstrong-lsaacs Bursary scheme which isoffering five £1,500 bursaries to help post-solo students complete their training. Closing date for entrants is 31 December and they can read all about it and complete an application form via our website. There is a ‘Bursary’ tab on the left-hand side of the Home page (www.laa.uk.com).
This month's flight test is a Britishdesign, well worth celebrating as sadly there aren'ttoo many British light aircraft manufacturers about. The TLAC Scout is an improved version of the Reality Escapade and deserves to do well. It competes with a number of similar machines, all of them with a foot in the Avid Flyer/Kitfoxcamp, but the market seems to hold up well and Clive Davidson certainly enjoyed flying the Scout on a
Head Office Turweston Aerodrome, Nr Brackley, Northants NN13 5YD
Telephone 01280 846786
in the
By the time you read this we'll be little more than three weeks from Christmas. These days it does seem to start rather too early with TV advertising and the shops trying to get us to part with our money even before the end of October. You can’t help but get a bit jaded by itall, but | hope, like me, you enjoy the actual eventwhen it finally comes around. We lead busy lives these days and a few days with loved ones does wonders preparing for the start of what | am sure we all hope will be a GA friendly newyear.
In closing | would like to wish you all a very happy Christmas and a safe and healthy New Year. | must also thank everybody who has helped inthe production ofLightAviationover the past twelve monihs. There is quite a team behind the magazine, not least the many ’ > contributors, the guys at <=
Seager Publishing and Brian Hope the LAA staff. Thank EDITOR
youoneandall. bfjiodel@talktalk.net
LIGHTAVIATION
MAGAZINE
Editor Brian Hope, 60 Queenborough Road, Sheerness, Kent ME12 3BZ
Telephone 01795 662508
Email bfjjodel@talktalk.net
seen
photo above by Neil Wilson.
06 NEWS
Call for Europe-wide data on flying, Icom’s slimmed down handheld, EFLEVA days, LAA bursaries
|0 PROJECTNEWS
The 19-year Falco F8L, Tiger Moth DH82A restoration, new demo Bristell NG5, Slingsby T61FVenture
18 PUTZER-FOURNIER FLY-IN
Bob Grimstead flies to Bonn Hangelar for the centenary celebrations of Alfons Putzer
22 OUTOFTHEBOX
Flight equipment for flying in marginal VFR. By lan Fraser
26 ELECTRICAIRCRAFT
Francis Donaldson reports from the Light Aircraft Design Conference
28DESTINATIONVENICE
Martin Ferid brightens up a dark December with a quick visit to Venice the one in Florida, USA
33 AWINTER’STALE
Error after error from pilot Pete. But how should you approach winter flying. Peter Brand advises
36FLIGHTTEST
The Sherwood Scout is thrown about the skies of north Norfolk by an enthusiastic Clive Davidson
44 AIR COURTAGE
Need insurance for a round-theworld flight? Air Courtage can sort that out for you
46 SAFETY SPOT
Malcolm McBride with this month’s cautionary tales for pilots, builders and maintainers
52WHERETO GO
GASCo Safety Eveings dates plus others for you 2019 diary
54 STRUTS4U
What’s happening in the LAA Struts
56 MEETTHE MEMBERS
Simon Goozee talks about his life working with mostly military aircraft, building aircraft and being an LAA inspector
60 AIRSPACE
Steve Slater explains the LAA’s response to the Call for Evidence by the All Party Parliamentary Group on General Aviation
62 CLASSIFIED ADS
Check thoroughly there’s bound to be a Christmas bargain!
66LANDINGVOUCHERS
Your free landings, discounts and offers for January 2019
irst of all, I’ve got to start this month’s
three. Last month, while praising the achievements of our plethora of women LAA members, a slip of the pen gave the inadvertent impression that Patricia Mawuli-Porter was our irst female LAA Inspector. Now, without detracting from Patricia's achievement in the east (her transition from a rural Ghanian village 0 becoming a highly skilled aircraft engineer and pilot is one of the most inspirational aviation stories ever), we should also recognise he equally important contributions made by Carol Brightwell, Barbara Kingsley and Fiona Luckhurst. Ladies, my deepest apologies and thanks.
Fiona, in particular should have come to mind, given the recent activity around our Turweston HQ with our LAA classroom being used to support a number of activities for pilots with disabilities. It's an area where Fiona, in her role as a CFI at Old Sarum, has been a long-time leader, recognising early on that the Streak Shadow offered a perfect platform for such tuition.
Here at Turweston, LAA HQ briefly became base to a ‘three-ship’ formation of Piper PA-28 Cherokees, which constitutes the first-ever formation team flown exclusively by pilots with disabilities. The aircraft each carry the script ‘TheBaderBusCompany-Still InBusiness’,a slogan that fellow enthusiasts will recognise as words carried on some wartime aircraft of 242 Squadron, which was led by the legendary Douglas Bader. While it has to be said that the pugnaciousBaderwasa distinctly‘Marmite’ character, his achievements in overcoming the oss of both legs in a pre-war flying accident, hen returning to flying as one of the leading ighter pilots of WWII, was truly inspirational.
In late 2017 Charley Bickers, the grandson ofSirDouglasBader,begana projectto create he Bader Bus Company formation team. Working with the charity Aerobility and the Douglas Bader Foundation, he created a structure to identify appropriate pilots and to rain them in the specialist art of display ormation flying. Flying close formation in a basic training aircraft such as a Piper Cherokee is arguably harder than with more powerful, responsive aircraft, yet the Bader Bus Company ‘drivers’ have risen to their challenge with aplomb; as might be expected from three pilots who have already conquered adversity.
Keep an eye open at air shows next year for Mike Wildman, Alan Robinson and Barry
Hobkirk. Not only are they well worth looking out for, they’re also on the look-out for a suitable LAA type to expand their display flying in the future.
Of course, it’s not just pilots with disabilities who can benefit from a helping hand. For younger pilots in particular, finances can be a real issue. Anyone who has learned to fly will know that, financially, completing a PPL course is like climbing a mountain the closer you get to the summit the harder it gets. Based on a flying school aircraft costing a nominal £150 per hour, in the early stages of instruction you can expect to spend around that sum for an afternoon’s handling training, or an hour in the circuit.
Once you get later in the course though, a typical triangular cross-country with landing fees will mean your day’s visit to the flying school will leave you the best part of £500 out of pocket. It’s not too surprising therefore, that itis at this point some students have to give up.
That’s why the LAA has committed to providing some support. This year, five Armstrong-lsaacs bursaries of up to £1,500 are available, to be awarded to pilots under 30 years of age who are already in training and have completed a minimum of five hours solo.
The bursaries are funded from the Armstrong-lsaacs Fund, which is based on a major donation from David Armstrong, who was a founder member of the LAA’s predecessor, the PFA, and its chairman from 1960 to 1964. His legacy is co-named with that of aircraft designer and builder John Isaacs, the man behind the gorgeous Isaacs Fury and Spitfire replicas, and since 1998 the fund has enabled a number of young pilots to gain their PPL.
LAST CHANCE
In recent years, rather than just offer a single PPL as funds allowed, we altered the fund to instead allow bursaries to be offered to a number of young pilots each year who, importantly, had already shown their commitment to getting themselves up to the first solo stage. And to encourage them to keep involved with the LAA into the future, we even throw in a free LAA under-30s membership!
So, are you eligible? Or do you know someone at your local airfield who is? Well you've got to move fast, the final deadline for this year’s Bursaries is at the end of December. Download a form from the LAA website, you might just get a very special Happy New Year present!
Your help is sought to produce Europewide data on General Aviation for better informed EU Regulation.
There is agreement that Europe has no statistical data about the General Aviation (GA) fleet which would allow profound safety and economic analyses. So far, most analyses in GA depend on estimates and expert judgement, which is far from ideal and one of the main reasons for a high level of over-regulation in the GA industry.
In the USA such data exists, generated by the FAA and the GA user associations. Consequently, safety analyses and economic impact assessments can be
based on statistical facts.
A survey was Created in 2014 and about 1,500 operators and 3,500 pilots replied, but it is hoped that this new survey will provide a considerably wider response. It will take 10 15 minutes to fill out the survey, and if you don’t have the precise figures at hand, your estimates are sufficient.
Foroperatorswhooperateafleet of different aircraft types, we recommended running the survey for each aircraft type. If more than one aircraft of similar type is operated, the survey can be executed with average data for these aircraft to save time.
EXPERIMENTAL DAYS IS BACK
For the past two years, the EFLEVA Fly-in, an event to engage the recreational flying community with the European Federation for Light, Experimental and Vintage Aircraft, has been held at Leopoldsburg, in Belgium.
Organised by Wim van Malcot and his team from the Aero Club Sanicole, the event was based on their successful
Trighasopenedan officeinAmersfoortinthe Netherlands.CEOAndy Davissaid,“We are an internationalcompanyandthroughour dedicated dealer network this new office will provideexistingandfutureproductsto pilots andaircraftowners ensuringourongoing success.Overthecomingweeksthe new officewill develop itscapacityand serviceto Trigcustomers.”
Meanwhile,afterfiveyearsof display flying,pilotsRichardGraceand Dave Pulestonhavedecidedto endtheirTrig
Experimental Days formula to which they will be returning in 2019. The event will be held on 5, 6 and 7 July 2019 at EBLE (www.experimentaldays.be).
Meanwhile, the EFLEVA event will be held in conjunction with the RSA Euro fly-in, probably at Brienne le Chateau and possibly in early August, though the venue and date have yet to be confirmed.
AerobaticTeamdisplayact.
RichardGracesaid,“Weareverygrateful to the guys atTrigfor the opportunityto profiletheirproducts.Theirtranspondersand radioshaveperformedbrilliantly.We are lookingforwardtoworkingwithTrigasthey continue to grow in both domestic and international markets. Our new venture, UltimateWarbirdFlights,allowspilotsand membersofthe publictojoin us inthe air flying insomeofthe mosthistoricand famous vintage aircraftinthe skies.”
Your data will be protected and will only be shared with other GA associations, and European and national authorities. To use the data they will have to confirm to meet the requirements of the European General Data Protection Regulation (GDPR), as well as the fact that they will use the data solely for safety and economic analyses. Your data will not be given to other third parties.
Your support will help make General Aviation safer and more economical. If you have any questions you can contact IAOPAatinfo@aopa.de.
The link to the survey is: www.surveymonkey.de/r/FRSKRVS
The EFLEVA event is intended to move around Europe, becoming part of an already established national event and being organised in conjunction with and by its host, so each year it will inevitably have a different format. At some point in the future, no doubt our Association will have the pleasure of hosting it as part of our own Rally at Sywell.
ICOM’S NEW STRIPPED DOWN HANDHELD
Icom has introduced a basic version of their all singing and dancing IC-A25NE handheld transceiver. The IC-A25CE provides a basic 8.33kKHz/25kHz VHF Airband transceiver and dispenses with the NE’s Bluetooth, built-in GPS and nav functions, enabling a lower cost option to those who require a simple comms-only radio.
Like its sibling, the CE is available in two levels of pack. There’s the Sport pack with BP-289 AA battery case, CP-20 cigarette lighter cable with DC-DC converter, MB-133 belt clip, FA-BO2AR antenna and hand strap. Or the Pro pack with BP-288 Li-lon battery pack, OPC-2379 headset adapter cable, BC-224 rapid desktop charger, BC-06 AC adapter, CP-20 cigarette lighter cable with DC-DC converter, MB-133 belt clip, FA-BO2AR antenna and hand strap. Available through the usual channels (ho, ho, ho).
LAA EVENT DATES 2019
Most of the Association’s event dates have already been set for 2019 and appear on the wallplanner that comes with this magazine.
The Meet the LAA Days have proved popular with members and we have six events planned:
= The first is part of the Wessex Strut Fly-in at Henstridge on 28 April when they will be celebrating the opening of their new clubhouse.
=We then move up to Norfolk to Old Buckenham on 25-26 April in conjunction with their Aerojumble.
mOn 22-23 June we will be at Eshott for their Big North Fly-in.
wOn 28 July we will support West Midland Strut at Wolverhampton Airport (Halfpenny Green).
mWe then head up to Perth, in Scotland, for the Scottish Aero Club Fly-in on 16-18 August.
BURSARY CLOSURE IMMINENT
The opportunity for under 30 years old PPL trainees to apply for up to £1,500 to help fund their training is nearing its end. Five bursaries are up for grabs but applications must be made by New Year’s Eve, 31 December 2018. So, if you are under 30, training for a
mThe final MtLAAD event is at a new Kent Strut Fly-in at Headcorn on 28 September.
Interspersed with these events we will be in attendance at the Duxford Safety Day on 13April, Popham Microlight Fair on 4-5 May, Aero Expo on 13-15 June at Booker, and have our popular LAA Bonus Day at Duxford on 3 August.
Pick of the crop of course, will be the LAA Rally at Sywell on 30-31 August and 1 September.
We hope to meet many of you at these events, so please do drop in to say hello andhavea chat.
YES conferences:
Building on our Success
YES will again be organising two Education Conferences in 2019, at Brooklands for the twelfth year on
PPL and have gone solo, go to the LAA home page at www.laa.uk.com, click on the
‘LAA Bursaries’tab on the left hand side of the page and it will take you to the full details. You can download and complete the application form online and email it to HQ.
The selection process takes place early
Museum on Saturday 23 March.
YES Chairman Stewart Luck commented, “Over the last twenty years YES has brought together and coordinated youth education and aviation. We like to call it Working Together. |t has been possible to get the LAA and many other organisations linked up to explain and share the policies they each have to attract young talent.
“We also involve industry and STEM educationalists to explain where there is a skills shortage and what we can do to help resolve it.”
Both events open at 10am and go on until 4pm, leaving time for a quick museum visit. Programmes of activities and key speakers for both events will be published in due course.
Further details from Stewart Luck, 07974 188395. Email:
captainluck@hotmail.com
in the New Year and the winners will be informed during February, so you could
pick up £1,500 in time to fund those expensive cross-countries as soon as the weather is suitable!
It'll cost you nothing to enter so do it now! Good luck!
NEW 737 SIM AT BLACKPOOL Westair,aflighttrainingschoolatBlackpool
Airport, has installed a fully functional B737-800NG simulator which is being offered to pilots and the general public wishing to try their hand at flying an airliner.
A qualified pilot will be on hand throughout to guide customers through the full flight experience.
A variety of bespoke packages are available, from individual flight experiences of 30 minutes (£80) to full-day group bookings. The simulator’s passenger cabin can accommodate other members of your flight party and accompanying family and friends can be involved in the full experience with a clear view of what is going on in the flight deck.
Operations start on 2 January and gift vouchers are available via www.737Pro.com
ELECTRIC RACERS
You can read elsewhere in the magazine (p30) about a new design competition for electric race aircraft being organised by the Royal Aeronautical Society in conjunction with Air Race E and the LAA, but an innovative partnership has also been announced between the University of Nottingham and Air Race E.
Anew, integrated ‘plug and play’ electric motor, battery and power electronics system will be designed and retrofitted into an existing petrol-powered Air Race 1 plane in workshops at the University. The prototype race aircraft will help shape the model and rules for Air Race E, which is set to launch its inaugural race in 2020.
The project is part of the University’s £13m Beacons of Excellence programme, which is aimed at championing field-leading responses to global challenges, including sustainable travel.
GRYPMAT DISCOUNT
Airpart Supply, in partnership with Grypmat, is offering a 10% discount for LAA members on the Grypmat Trio Pack and individual Large, Medium and Small sizes. The Grypmat is a flexible tool mat providing increased efficiency, safety and productivity making every job that bit easier. Simply visit www.gryomat.co.uk and enter the code ‘LAA10’ at the checkout.
Richard Glassock (pictured above), Research Fellow in hybrid propulsion systems for aircraft, and project lead at Nottingham University, commented, “Air RaceE issetonmakingtheelectric aviation industry move faster and we are very excited to be working alongside them to make it happen.
“Future transport platforms will require electrical machines and power conversion and transmission solutions which can deliver a step-change in power density, efficiency and reliability.
“Through strategic investment in facilities, talent and research programmes, and collaboration with academic and industrial partners, the University of Nottingham is at the forefront of this exciting revolution in aerospace, marine and automotive transport.”
PLEASE HELP THE SCOUTS
For more information go to: www.AirRaceE.com
There are half a million scouts in the UK and if we can inspire them, some will undoubtedly reciprocate and show some interest in aviation and aerospace... possibly ending up as future members of the LAA!
The Scouts have a new Air Activities Badge and LAA members, individually or via their Struts, could help local groups attain the badge simply by arranging with the Scout Leader to attend a meeting, talk to the
youngsters about some of your flying experiences and answer any questions.
The picture shows Stewart Luck with a pack of Beavers, some of them displaying the homework they had to complete to comply with the laid-down requirements of the badge.
For more information on how you or your Strut can help, contact Stewart on 07974 188395. Email: captainluck@hotmail.com
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the privileges of his night rating and | expect thoughts will be turning toward the forthcoming festive season with its logistical overhead.
Relief then, I’m sure, for the fifteen project owners in the Cleared to Fly panel who have managed to meet the “finished before Christmas” goal. Remember, if tempted to predict such a completion date for your project, never specify the year!
When we first gain a licence and perhaps discover we are able to build our own aircraft, our knowledge of project timescales and aircraft type attributes may well not be that mature.
We don’t always fully appreciate the characteristics, benefits or limitations of a particular model, nor indeed if it's something we will covet and want to fly in five- or 10-years’ time, when it is eventually complete. So, this may be one reason why projects sometimes change hands perhaps a number of times before completion.
Fortunate then that Angus Buchanan made the right choice nearly a quarter of a century ago and stuck with it. It’s a fascinating report that starts with the puzzling statement that “Il bought a tree” and has
ended with a most gorgeous red Falco F8L, a real homebuilt Ferrari of the sky.
Featured in the May Project News, Bob Dawson was chuffed when his Europa Snow Goose secured the Best at Show award at our Rally back in September. Clearly motivated to build, he has picked up another part-built project and transported it to his compact but very tidy workshop. He tells a little of his acquisition below.
Convincing yourself you should restore a vintage aircraft that has not seen the light of day for nearly seventy years is not an insignificant step, but convincing the “uvwverarf” may be a project in its own right. Tom Kinnaird took on this significant challenge and has ended up with a very attractive Tiger Moth that I’m sure will give much pleasure for very many years to come. Born at the Morris Motors factory in Cowley, home to the modern day and classic Mini, ‘JL now finds herself just a short hop away at the old ATA headquarters of White Waltham.
To get in touch with Project News to tell your story, report a milestone or just to send a picture, email: projectnews@laa-archive.org.uk
Always a good opener to say that | bought 400 drawings from the US and a tree from Canada and both are, in fact, true. Sequoia Aircraft Inc., who provide the Falco drawings, also sell various kits of parts, which you can buy as and when you need them over the build of your aircraft. Or not... if you really want to punish yourself and make absolutely everything.
My tree was sawn to a recommended specification and | received a box of short, fat, long and thin sections of spruce. Just over twenty-four years and 5,000 hours later, | have a machine recognisable as an aircraft. Comfortingly, it looks very much like the
Bearing in mind that, when | started, there was no internet (or digital photography), it was a trickier process to keep in touch with other builders. However, Sequoia Aircraft were an early website adopter and the particularly international community has always shared progress, tips and provided mutual support.
Soon after gaining a PPL | learned that you could construct your ownaircraft.|wasastonishedanyonewouldletyoudosuch a thing, and it appealed to my inclination to make things. Like many, | started with Airfix models before progressing to my then position in a shipyard, making frigates.
On my list of aircraft to build was the Europa (a completely new
conceptatthattime),aPittsandtheFalco.Havinghada pilot’s licence for 10 minutes | clearly had no idea what | was after. | confess the choice was purely aesthetic, with my wife asking, “Don’t you want the red one?”
| found another Falco builder nearby who strangely “interviewed” me to establish my suitability to join the Falco community before he would show me his aircraft. Then, three days later, he rang to find out whether | had bought the drawings yet. All rather bewildering!
In August 1994 the drawings arrived, and | started in the spare room of a third-storey Glasgow flat. The workbench spanned the room, was 1in wider than the stabiliser, and regularly used to support a mattress for visiting friends complete with band-saw for a bedside table.
Little did | know what | had started. | imagined it would be a two- or three-year adventure! In spite of that miscalculation, the build has always been a pleasure. | have liked my time in the various workshops in which the aircraft has been built, | like the smell and feel of the timber, the continual problems to be overcome, and even the background research that never seemed to finish.
As an example, take a pair of avionics crimping pliers. Does one size solve all possibilities that | will encounter? Is a cheap one from a
local electrical store good enough? Who knows the answer? Where can you buy this kit? Oh no, there seems to be talk about testing the kitannually,andgo/no-gogauges-really, fora pairofpliers?
And then this multiplies —-woodwork, metalwork, painting, wiring, the engine, power, transducers, instruments etc. Of course, there is plenty of support within the LAA and (now) online. But inevitably you have planned a task for this weekend and need an answer right now! Add this sort of non-workshop thinking time to your build and the hours will double at least. If this is putting you off building an aircraft, don't panic, there are plenty of more sensible options on the market!
But it’s all about the process, and | regret none of it. Once in motion on a section of build | was pretty efficient. The hold-ups were often gathering sufficient momentum to start “the next bit”.
At one point I'd raise the lid of the huge box in which the canopy bubble had arrived each time | visited the shed. It was like introducing yourself to a new, and quite frightening, animal. Eventually | removed the bubble and approached it, with great respect, wielding a saw. Then | braved use of a drill (more research on how to shape drill bits for Perspex), at any moment expecting a huge crack to appear. And on with each new task in the same way.
In year 19, by which time all friends at the airfield were no doubt
(Above) The early days, the tailplane takes shape in a spare bedroom in the flat. (Photo:AngusBuchanan)
i Thewingina\well-advancedcondition, with the undercarriage trial fitted. Beautifulworkmanship. " (Photo:AngusByehanan)
(Above)Fewworkshops aretruly big enough! Herethe fuselage bulkheads arebeing set up. (Photo:AngusBuchanan)
fed up with the saga, a Falco appeared at Headcorn and | received several phone calls with the news. The pilot was heading from Yorkshire to Le Touquet for lunch! Impressive in itself. However, fog over the channel required a diversion and | took the opportunity to meet the pilot.
After lunch and a tour of my shed, | was invited to fly. “Dad, what if you don't like it?” asked my youngest daughter. That stopped me in my tracks, so many years in build and | might not enjoy the experience. Whoahh, this could be a bad day! Familiar with an open-cockpit biplane, it wasn’t flying as | understood it. Everything happened rather quickly but you could talk in the cockpit, it was warm, and miles were eaten at a new-found rate. This was probably going to be alright.
| was convinced | would paint my machine, | had learnt how to do everything else, how difficult could it be? But having made an only-just-acceptable job of the gear legs and engine mount, | decided | might pay a professional to teach me! And my brother reckoned that sponsoring this task would be a great 50th birthday present.
The professional’s workplace was a couple of miles from the house and he was particularly enthusiastic to meet my Falco, anda plan was hatched. You see, the big deal about painting is the preparation. “You can do that, Angus, and we'll pop in regularly to pass judgement on your progress and standard of finish. Then, we can do the fancy bit at the end and 90% of the cost will have been undertaken by you.” A 90% discount that sounded good!
The best bit was this: “When you paint a car, you can paint a wing up to the bonnet and stop. Same with the roof. But with your machine, because of the shape, | think we have to do the whole thing at once.”
So, | thought, there’s no opportunity for tea-breaks and all that nonsense in-between “working”. Surely someone can only wield a spray gun for, say, three hours, during which time the whole thing will be done. This will cost me the same as a night at the pub, and I'll get a professional job. So, a deal was struck.
The next bit was a bit dull so I'll skip forwards. | spent five months sanding. | learned about degrees of smoothness | didn’t know existed. Bravo to all the trophy winners at the LAA Rally and Oshkosh, and once more, my respect for Falco builders that had gone before me rose to new heights. They are dreamers, men and women of vision, of action, craftsmen, people of many new talents and now, dust-covered people of endless patience in the search of perfection. | tried to become like them, incredibly smooth. And yes, it cost more than a night in the pub!
Painting to flying can only be a few months, surely? But it seems much like everything else along the way, there is always more to do than first anticipated and that has proved to be the case. The aircraft has moved from shed to a hangar and I’ve had to commute to the airfield to continue work. But still, all pleasure. And it wasn’t all over yet, we still had to see whether the tree would fly.
By way of a postscript to Angus’s excellent report, he has confirmed that the tree does in fact fly and it took to the air at Lydd for the first time on 6 November in the capable hands of Dave Evans.
(Above) Earning his 90% discount, prepping the airframe for those oh-so glossy final coats of paint. (Photo:AngusBuchanan)
Saree SET ITNT
(Above) Always a big day when things start to “come alive” in the panel! (Photo:AngusBuchanan)
BACK IN THE SUMMER of 2015, by which time I'd already had a share in a Tiger Moth (G-ANFM) for five years or so, | found my thoughts increasingly turning towards the feasibility of owning my own Tiger. But where to start?
Of course, the most obvious (and simplest, and cheapest at least in the short term) solution, was to buy one in flying condition. However, nagging away at the back of my mind was a long-held dream about bringing a 1930s/40s era aircraft back to life.
While a restoration would undoubtedly be an expensive option, it would give me an airframe and engine which were known quantities, and also allow me to finish the aircraft to my own specification. After having spoken at length to several Moth owners who had gone down a similar route, | managed to convince myself (and my wife!) that | wasn’t totally mad. In October 2015, | acquired the project that was Tiger Moth G-ALJL from Mike Souch at Aero Antiques, and also commissioned Mike and the Aero Antiques team to complete the restoration.
Part of the fun of owning and flying vintage aircraft is that you becomeacustodianofalittle pieceofaviationhistory,andlikemost Tiger Moths, ‘JL had lived an interesting life. She was originally built for the RAF in May 1941 at Morris Motors in Cowley (serial number 84726, RAF number 16311) and started her service life in June 1941 with the Polish EFTS at Peterborough. This was her only training posting, as she SS spent the rest of her wartime years as a "Te squadron hack/communications flight aircraft, cycling through
various RAF bases including Wescott, Tarrant Rushton (she was based at Tarrant Rushton in September 1944, when gliders were launched in support of Operation Market Garden, the attempt to capture the bridges over the Rhine at Arnhem), Netheravon and finally Fairford in 1946.
With only 600 hours on the airframe, T6311 was placed into storage until 1949, when she was part of a small number of Tiger Moths declared surplus and sold to Air Training Services at Hamble in July 1949, where she was registered as G-ALJL. However, she didn’t last long at Hamble, as on 2 November 1949, ‘ULwas damaged in a forced landing accident, and shortly afterwards withdrawn from service.
For the next 38 years, she sat unwanted at the back of a Hamble hanger, slowly being stripped for spares, until the remains were acquired by Colin Clark, a Hamble engineer in 1983. Following some restoration work by Colin, ‘ULwas later purchased by Ron Souch/Aero Antiques in 1999, where further restoration work was done over the subsequent years.
As purchased by me, JL comprised a largely complete and fully restored (but uncovered) fuselage frame, various sub-assemblies and instruments, and a long list of parts which were a mix of original and new, all painstakingly listed by Mike but no engine. Not surprisingly, an early task was to put together a detailed project budget which, with some allowance for the inevitable things we'd either underestimated or forgotten, at least gave me some confidence in the likely final cost!
Next, was an important conversation with Mike about what kind of Tiger Moth | wanted to create, and how she was going to be used. My vision was to have a family Tiger Moth (definitely not military) which,
*JL taking off from Malshanger on her delivery flight to White Waltham, with Charlie Huke at the controls.
(Photo:KeithBarker)
PROJECT NEWS
while remaining true to the de Havilland biplane sporting/touring legacy of the 1930s, would be equipped for operating in the modern world.
| also wanted to incorporate all |’d learned from flying and operating our group Tiger Moth which might make life easier for the pilot (me!), such as having a radio and transponder mounted on the instrument panel for easy operation, making sure we had ample storage space for charts, reading glasses etc, having an easy method of recharging the battery without having to remove it, and specifying a long exhaust to cut the engine noise levels down. All small things, but which togethermake a bigdifferencetoeaseofoperatinginan open-cockpit environment.
In terms of the restoration, sourcing an engine was asignificant early milestone (from Vintage Engine Technology, a zero-timed Gipsy Major 1H), as was selecting a propeller from Hercules (a Lang LA 604, a reproduction of a 1930s design). Major pieces of fabrication work included a complete rebuild of the upper and lower wing panels, ailerons and empennage, new cowlings and fuel tank.
Much thought went into the radio/transponder/intercom fit, particularly where the heavier items would be mounted, and we built a box into the rear locker to house most of the electronics. Seeing 'JL really come to life during the covering and painting process was a delight, and of course we had the inevitable debates, and many changes of mind, around the colour scheme.
Mike Souch, his team at Aero Antiques and the various specialists brought in by Mike at various points, did an outstanding job of bringing italltogetherandthestandardofcraftsmanshipisajoytobehold. | can guarantee that no Tiger Moth looked this good coming off the production line at Cowley in the 1940s!
On Friday 27 July, 2018, ‘JL made her first flight in 69 years from
| BUILT G-NGAA as Bristell UK’s replacement demonstrator. My business partner, Farry Sayyah, constructed our original demonstrator, now sold, whilst | was fully employed some five years ago. Not only did it no longer represent the profile that our customers would typically order, but | had also missed out on all the fun of building it!
We had recently created a supercharged concept example, G-NGIl, but still needed a typical demo aircraft. Not only did a new build provide me with intimate knowledge of the type but it also gave us the opportunity to give the build manual a serious overhaul as | progressed.
Alpha Alpha was to be fitted with a standard Rotax 912 ULS, Kaspar propeller, Dynon HDX screen plus Trig radio and transponder. It was to be configured with all the normal options, i.e., wheel pants, wing lockers, dual brakes, adjustable pedals, dual aileron trim, leather interior and medium height instrument panel.
We are the UK agent for Kaspar propellers and this is the second one we have brought into the country, and the first to be fitted to a standard Rotax 912 ULS. We originally selected the type for our supercharged 912 ULS engine as it was pushing out about 140bhp (the same output as the Rotax 915 iS) and we could not find another in-flight adjustable propeller that would take that sort of power at a reasonable price.
The colour of the aircraft was going to be the latest Ford RS Ultimate green three-stage pearl, as my Avid Soeedwing G-BTRC which | rebuilt with a BMW R100 engine) was green and it tends to be my signature colour.
Having filled the top surface pop rivet heads, the airframe was aken to Farry for an absolutely top-notch spray job. Once painted, | was able to complete the firewall penetrations and hang the engine, useful as this cured the tail of its insistence of sitting on the floor. Over he next few months | waded through each task with help from Farry as required and wrote up each task with lots of pictures and made sure to include all the tricks of the trade in the instructions.
On 8 September 2018, Farry took ‘AA into the air for the first time and she certainly left the ground with enthusiasm have a look on YouTube: https.//youtu.be/afus6RfJTMw
Testingcompleted,thepaperworkwassentinalittle overaweek later with the Permit to Fly landing on my doormat on 6 October. Now you can't complain about service like that, but it does help to have the paperwork correct prior to sending it!
Whilst the sixth dawned with very poor weather, the following day
(Above)A photo of JL’s 1949 logbook from Air Service Training at Hamble, with the original AST aircraft identification plate.
(Photo:KeithBarker)
Aero Antiques’ Durley airstrip, in the capable hands of LAA test pilot, Charlie Huke. After a few minor tweaks, Charlie flew 'JL to Malshanger airstrip in Hampshire, to complete the test flying programme. On 15 August, | enjoyed the very special moment of joining Charlie as observer for the LAA flight test, and on 20 August, Charlie subsequently delivered ‘ULto her new home at White Waltham.
The past three years of the restoration have been enormous fun, and despite my personal contribution being little more than paying the bills, | am proud to have been part of the team who have brought a little piece of de Havilland history back to life, particularly in the
brought bright sunshine, so | shot the attached photographs and took ’AA for three trips around the block on my own. Many thanks to Farry for all the help, lan Charlton my inspector on ‘AA and of course my wife who has to put up with not only the Bristell build but an ongoing restoration of a 1934 British Klemm L25D (the only one) with Jim Copeman.
(Above)G-NGAA ready to go with her freshly granted Permit to Fly. (Photo:TonyPalmer)
(Below)The quality of interior trim available in the Bristell is really rather good. (Photo:TonyPalmer)
is a group of six owners operating ex-RAF Slingsby Venture T61F, G-BUIH. The group originally formed at Enstone more than thirty years ago with a Stamo powered Motor Falke, before moving the aircraft to Coventry Airport. From there the group relocated to its current home at Wellesbourne, the original Falke being replaced with our Venture T61FG-BUIH, purchased from the Yorkshire Gliding Club.
India Hotel is a Slingsby T61FVenture T2, which is a licence-built version of the Scheibe SF25 Motor Falke. Slingsby Sailplanes producedatotal ofseventy-sixVentures,althoughnotallenteredRAF service for air cadet training. The Ventures were retired from RAF service in 1990 and replaced by the Grob Vigilant, a Grob 109 built for the RAF. The T61F differs from the Motor Falke in having a Rollason Ardem RS1 engine and a composite main spar, it also has a number of other modifications which were requested by the RAF.
Unfortunately, when the Ventures moved on to the civil register they were not treated as ex-military aircraft, and for many years they have been classed as an EASA CoA aircraft administered by the British GlidingAssociation.Duringthistime,theaircrafthasbecome a bitofa square peg in a round hole and earlier this year EASA decided to orphan the aircraft as it was no longer manufacturer supported, and it became an Annex 2 aircraft.
This gives owners two options, stay with the BGA with a CAA NARC, or transfer to the LAA permit system. | think that most gliding club aircraft used for training will stay with the BGA, but private groups and individuals will probably transfer to the LAA.
At this point | would like to thank Francis Donaldson and his team at the LAA, and also Nicky Matthews and Duncan Mackillop at
Warwickshire Aviation Maintenance for their patience and help during the transfer process. Due to time pressures, the syndicate decided that his year’s annual would be carried out by Nicky with Duncan helping us to navigate the transfer paperwork.
The process has taken longer than anticipated as it required a ingertip (almost forensic) search of every AD and TNS for the Venture to ensure that all the historical information has been captured. Unfortunately, we also discovered a crack in the engine crankcase and this resulted in an engine change. Fortunately, the syndicate had a spare engine which has had a major overhaul, and this has been installed.
We also took advantage of the downtime to get on top of all the ittle jobs and the aircraft is now arguably one of the best, if not the best in the country.
We are the first T61F to transfer to the LAA and it was to be expected that it would take time, but hopefully the work we have put in will benefit other Venture owners if they decide to move on to the permit system. By the time this article is printed, we should have completed the permit flight test and received our Permit to Fly.
For those wondering why there are still so many Ventures out there, let me give you some numbers. Our syndicate has six members each paying £75 a month with an hourly rate of £25 wet. Engine-off time is free and the aircraft lives in its own hanger at Wellesbourne. It’s hard to think of another two-seat aircraft that is better value for money. Yes it’s slow and not the most comfortable aircraft after a couple of hours, but neither is a Cub.
| suspect there are many LAA members who have fond memories of the Venture, having flown in them as young Air Cadets.
the Slingsby’s cockpit it’s =. reasonably roomy (Photo:Me!Johnson)
(Below)India Hotel outside her own hangar at Wellesbourne. It is the first T61F Venture to transfer to a Permit to Fly. (Photo:MelJohnson) DECEMBER 2018 | LIGHT AVIATION 15
BY BOB DAWSON
, you may have seen the article about my previous project (Europa G-NHRu, the Snow Goose), in the May 2018 edition. The last paragraph of that article stated, “On my first visit to see the Snow Goose, Neil said that, in his experience, there were builders or flyers. | assured him that | fell into the latter category but am now on the lookout for my next project, so | think | may have been converted!” Little did | realise how prophetic and quickly that prediction would come to pass.
Even before | received the full Permit to Fly for my Europa, once | had moved it from my garage to the airfield, | had started to miss the convenience of nipping out to the garage to carry out some small task or other on the aircraft. Hence, | had started to idly look through the for sale columns of various flying magazines and websites. | had already decided that if | did take on another kit, it would be a metal aircraft, and having looked at various makes and models, one of the Van's models appealed. As | have no tailwheel experience, the one that stood out was the RV-12. This model also uses a Rotax engine, and | had gained some experience of this power plant through the Europa build,
Fortuitously, (and rather sooner than | had anticipated), | came across a part-built RV-12 kit that fitted the bill. After some negotiation, anda visittolookoverthekitwithmyinspectorNeilFrance,adeal was struck.
The first obstacle was how to get the kit from Lancashire back to my garage in Sheffield. The largest single piece was the tail cone, and after some searching, | found a suitable van that would just about accommodate the length required by a mere five centimetres, when oaded diagonally! Two trips over two days saw all the components, plus tools and ancillary items, safely ensconced in my garage.
| had not really wanted to source another kit until the wintertime, as hoped to spend the summer flying my Europa. However, reasoning hat a kit that so fully met my project profile may not become available again, | decided to take the plunge. | expected very little progress to ake place on it during the summer, and this proved to be the case.
The glorious summer we have seen this year meant that a lot of my ime was spent flying to gain experience in the Europa, including a light into Sywell for the 2018 LAA Rally in early September. On the few dull days we have seen, | have started sorting through the various parts of the kit and checking what modifications will be required, since he build of the kit was suspended back in 2014.
| also want to refresh my metalwork skills by attending the LAA “Working with Aluminium” course, before embarking on any serious work. Unfortunately, the first one available came up on 11 November and Murphy's Law dictated that | would be out of the country on that date. However, | have managed to secure a place on the next course in mid-February. Until then, | will satisfy myself with learning as much as | can about the aircraft and getting ready to start some serous building in 2019.
(Below)The project neatly installed in Bob’s very tidy garage workshop.
(Photo:Bob Dawson)
lf your aircraft has been featured in the New Projects list, please let Project News know of your progress at: projectnews@laa-archive.org.uk
mAeroprakt A32 Foxbat (LAA 41115580) 23/10/2018
Mr A Everitt, The Star, Glyn Ceyroid, Wrexham, LL20 7AB
Mr N W Parkinson, 49A Fernhill Road, Begbrooke, Oxfordshire, OX5 1RR m@Mission M108 (LAA 370-15578) 16/10/2018
Name & address held by LAA Engineering
lf your aircraft has featured recently in the magazine and has subsequently completed its maiden flight, Project News would love to hear from you at: projectnews@laa-archive.org. uk
lfons Putzer’s name may not be well known in Britain but he was a prolific German researcher, designer, builder and importer of aeroplanes in the second half of the 20th century. His company built and sold more than 600 aircraft.
Mid-summer 2018 was the centenary of his birth, so his son Hanns wanted to honour his father’s aviation achievements with a big get-together of Putzer-built aircraft at Bonn Hangelar airfield, from where the company now operates. | own two Sportavia-Putzer-built Fournier RF4Ds, so | was contacted with details of the fly-in, and naturally | was determined to attend.
There were only two real problems. Bonn is a long way in a Volkswagen-powered single seater, and RF4Ds do not have electrics, so it is impractical to fit the transponder that is nowadays effectively essential virtually throughout Europe.
The first issue could be addressed by breaking the flight into two two-hour legs, stopping for customs and lunch in Holland or Belgium, while | side-stepped the latter by planning to fly in formation with my good friend Mike Millar (UK vice-president of Club Fournier International) whose RF5 does have
(Above) Bob Grimstead’s Putzer-built Fournier RF4D G-AWGN, complete with smoke generators on the wingtips for air display purposes.
(Photo via: Bob Grimstead.)
both electrics and a transponder. We did try to persuade other Fournier owners to join us but were unsuccesstul.
Our planning (all done by Mike) went well until three weeks before departure, when another group member unfortunately ripped out the RF5’s tailwheel in a depression in Goodwood’s grass surface. The group pulled out all the stops, dismantling their aeroplane and retrieving it to Ringmer for repair, where Mike removed its transponder and antenna and re-fitted them into a single-seat RF3 he would take instead.
Thus prepared, on Friday 3 August we sallied forth in blazing CAVOK weather for our four hour 40-minute flight to Bonn, via a very pleasant ‘splash, nosh and dash’ stop in Mitten Zeeland.
During the weekend over fifty other Putzer-built aeroplanes flew into Bonn from all over Europe for the celebration. More than 200 pilots and enthusiasts arrived, several in his
eponymous aircraft, but the majority in the many Fournier types Alfons’ joint-venture company, Sportavia, built under licence.
Several events crammed this scorching weekend. First there was the usual socialising, re-kindling friendships with other Fournierowners,meetingnewonesand comparing technicalandoperationaltopics.-
On Saturday lunchtime there was a comprehensive presentation at the loca! Deutches Museum about Alfons’ life and designs, as well as those of ‘the master’ attendee René Fournier, who at 97 was as sprightly as ever. During the afternoon he initialled the tail of the immaculately restored RF5 D-KATO with a trademark cartoon.
NURBURGRING VIEW
Later in the day, after the temperature had eventually dropped below 30°C, nine participating Fourniers were led on a surprisingly scenic sightseeing flight along the deep and wide Rhine valley, over barges and past hillside castles 40km south to Lakersee volcanic caldera lake in the rolling, deep green forested Eifel Mountains.
Thence we turned right for a spectacular aerial view of the vast, sixteen-mile Nurburgring motorsports circuit.
(Right)97-year-old ReneFournier signs the tail of beautifully restored RF5 D-KATO with a trademark cartoon.
(Photo via: Bob Grimstead.)
(Below right) A nicely restored Putzer Elster, first flown in 1957and developed as a light aircraft and glider tug.
(Photo via: Bob Grimstead.)
Our next stop was 2,000-foot elevation Dahlemer-Binz airfield, where the former Sportavia-Putzer factory had been situated. There all nine of us flew in a gaggle at high speed and low level along the runway, waving to the bemused local glider pilots and hangar occupants while saluting our aeroplanes’ birthplace.
Our final turning point was a big radio telescope (I thought of it as a ‘Giant Wurtzburg’) and back along the Rhine valley past the big, modern Haribo factory to Bonn.
The day was rounded off with presentations, a gourmet buffet dinner with complimentary libations and a colourful disco hangar dance. And so it just remained for us to chug leisurely back home on the Sunday, returning along a route that was undoubtedly scenic but sadly cluttered with inviolable airspace.
Our weekend's flying totalled 9:55 hours, mostly in temperatures above 30°C. We flew 758 miles at an economical low power, giving us an average of 88mph and just over eight litres per hour consumption, for a frugal 49.4 miles per gallon - which proves that both Alfons Putzer and René Fournier were way ahead of their time in producing simple, fast
(Above) A gaggle of Fourniers on a scenic tour of the Rhine Valley and Eifel Mountains. (Photo via:Bob Grimstead.)
More than 600 aircraft owe their existence to Putzer. Bob Grimstead looks backat his life
PUTZER GMBH was originally a family wood-turning business. After a pre-war sightseeingJunkersF13seaplaneflight, and enthused with aviation, young Alfons joined Horten Bros,who were developing delta flying wing gliders. Despite their theoretical advantages, inpractice these proved difficult to perfect. Horten’sfirst tailless glider flew in 1933.
Alfons got his pilot's licence in 1936 and attended Aachen’s technical university but was only able to attend sporadically once war broke out in 1939, the same year that Horton developed their first powered aircraft, a 6O0hpsingle-seater. Alfons moved to Gottingen to develop the Horten 9 bomber, but in 1945 he was drafted to Berlin, where he was involved in close combat fighting as the Allies advanced. He was captured three times but escaped.
After the war Alfons returned to Bonn, where he finished his apprenticeship and quickly re-established the family workshop before passing that on to his brother. Post-war restrictions forbade German powered aircraft production, so they built windows and coors until 1955.
Meanwhile Alfons’ hobby became his passion and later his business. The company’s first foray into aviation was building gliders under licence, including the popular Grunau Baby.
In 1955 Alfons wrote a diploma thesis on energising the boundary layer with ducted pusher propellers and then, after being frustrated in traffic jams, he designed two types of convertible car-cum-plane with a pusher propeller, although they were never built.
From there he developed folding wooden pusher propellers because of their theoretical improved efficiency. Where possible, Alfons obtained government funding for research and profitable production.
RF5s,eightyRF5Bs,twelveSFS-31s,three
His first original design was the Moraa trainer a close-coupled tandem two-seat, steel tube glider with wooden wings and tail. This was followed by the Doppelraab, of which no fewer than 1,000 were built. Fritz Raab then developed this into the powered Motoraab using a Porsche engine. Its maiden flight was in May 1955 early on the actual day that the powered flying restriction on Germans was lifted. Twelve of these were built for National flying clubs.
The National flying clubs put out a tender for a German designed trainer with side-by-side seating, a German engine and good gliding characteristics. Alfons’ resulting all-wood Elster (Magpie) maiden flight was on 11 Nov 1957. Putzer won the contract and built 46, as his first successful powered design.
It soon became clear that the Porsche engine was not powerful enough, so Putzer got the contract to re-engine them all, with engines up to 150hp for glider towing. Subsequently Alfons was contracted to maintain all German Air Force gliders and Elsters, train pilots and write their manuals. Then the ‘Dohle’ (j{ackdaw) was further developed from a glider with twin tails and a pusher propeller.
This all brought in a steady income stream, but because of the huge development costs of Putzer’s models, Alfons searched for viable, low-cost, profitable projects to build under licence.
MEETING FOURNIER
Having met legendary French designer René Fournier at le Bourget in 1964, Alfons convinced him to transfer his motorglider production to Germany. So, with government assistance, Putzer re-located to Dahlemer-Binz airfield in the Eifel, where he and René jointly founded Sportavia-Putzer GmbH and eventually built no fewer than 156 RF4Ds, 135
RF6Cs, two RF7s, five S5/C1s, 126 SF-25s and twenty RS-180s.
The German army was later looking for training aircraft for future jet pilots, so Alfons spent eight years on research and development on a six-metre long shaft for a pusher prop to get rid of torsional vibrations. This was eventually successful and incorporated into the Bussard which proved pleasant to fly, but the army changed its mind and wanted a composite ‘ring’ tail unit with an enclosed propeller.
As his third research commission, Alfons established via wind tunnel research at Stuttgart that there was too little clearance between prop and duct, so the aircraft exhibited severe vibration. A cruciform tail was subsequently developed, but while stiffer it was draggier, so the project was dropped.
His last development was the attractivelooking LFU 205, a 200hp four-seater of fully glassfibre composite construction, commissioned by the government as a research vehicle. The single prototype flew for many years from 1969 until this year, when it was retired to the Deutche Museum.
Alfons eventually ran three companies with 150 staff, and unlike so many other light aircraft manufacturers he never became insolvent. He also imported any overseas types he thought efficient and useful, including the Partenavia P.68, which in its Observer development he tried to sell to the German government.
Eventually the German government insisted that all GA manufacturers join together, so at the end of 1976 Alfons sold Sportavia-Putzer to Rhein Flugzeugbau GmbH (RFB), retired and bought a Cherokee Arrow to fly with his wife, but sadly she died of a stroke in her fifties. Alfons died 25 years ago, just two days before his 75th birthday, leaving a legacy of more than 600 aeroplanes all around Europe, with many exported to other continents.
~~ (Left)Putzer’s first glider was the Moraa, which was developed into this Doppelraab, of which over 1,000 examples were built.
(Photo: Wikimedia)
(Below) Folding wooden propeller blades were another of Alfons’ projects.
(Photo via:Bob
Grimstead)
(Left)An early design study by Alfons Pitzerwas this flying car but unfortunately it was never built..(Photo via:Bob Grimstead)
hile there is quite a lot of attention being paid to permit IFR and the equipment fit required for that, the IFR flyers certainly don’t have a monopoly on poor visibility. Minimal visibility in VMC is actually quite low and challenging, and all our aircraft are approved to fly in it, or are they?
Below 3,000ft Visual Meteorological Conditions (VMC) require you to be in sight of the surface at all times but as long as you remain below 140kt and clear of cloud you may fly with a minimum visibility of only 1,500m (one mile). Otherwise, you require a minimum visibility of 5km and must stay at least 1,000ft vertically and 1500m horizontally clear of cloud.
Minimum equipment level requirements, e.g flight instruments and avionics, are discussed in the ANO Schedule 5: Aeroplanes operated under Visual Flight Rules by day must be equipped with a means of measuring and displaying thea Magnetic heading b Time in hours, minutes and seconds c Indicated airspeed.
Further than that, it’s up to the operator (you) to decide what additional equipment you need, not the CAA or the LAA. However, the LAA will not approve your permit aircraft unless it meets the ANO requirements.
(Above) The pile of gadget boxes that much of my portable equipment can go back into when | am not flying.
It is still up to you to decide if the aircraft you are about to fly has sufficient equipment to make your flight safely!
In this modern age of sophisticated kitplanes where 140kt is a speed limit, not a dream, what are the challenges in marginal VMC in terms of navigation and safety? Will the three basic instruments and a map really suffice?
Coming up against marginal conditions is alwaysa possibilitywhenembarkingonatrip over long distances. You can't always predict weather accurately over several days or several hundred miles, and in a four-hour flight orecasts change anyway.
The key points that you, as the operator, have to address are, if you want to fly in marginal conditions, can you maintain a heading and height accurately while fulfilling he rest of your tasks and, having lost some of he key visual references, can you navigate safely? Will you Knowwhere you are? Have you as the pilot got time to deal with the radio, ransponder and passengers? Could you see a conflicting aircraft in time to avoid it?
The minimum equipment for VMC flight conditions is what you need to help do this,
not just what EASA or the LAA mandate! | must add a caveat here and say that flying in minimum VFR is not something you should do if you are not comfortable doing it, and it is not something you should simply jump straight into. Like handling crosswinds or extending your cross-country flying, you need to build your experience gradually, understand your personal limits and turn back or divert if you are at all uncomfortable.
CHALLENGING VISIBILITY
In 1,500m visibility there is absolutely no horizon (unless it’s the hill you are about to hit). If you look down there will still be some surface features, Soyou are legal, but you will only be able to see the ground 1,000m or so around and in front of the aircraft. Even at 5,000m visibility, the only horizon you may see is a slight change of colour where the horizon could be (or is it another hill?).
Over the sea it is even worse. On a dull day the sea and the sky are the same colour so there is no horizon or features at any range, despite the fact that you can still see the surface quite clearly. You could always benefit from some kind of attitude indicator to help fly straight and level in these conditions.
At 140kt in 1,500m vis you only have about twenty seconds to spot a navigation feature before you pass it and very few seconds indeed to react to another aircraft converging
at a similar speed. At 5,000m you only have just over a minute. To navigate safely, you probably need some additional navigation aids. So, how do we deal with this challenge?
MOVED ON FROM ANALOGUE
| have a Van’s RV-6 which | have used extensively for touring. | would be uncomfortable flying in marginal conditions without the supporting instruments it has accumulated over its 1,000 hours.
When | built it, | equipped it with the normal six-pack of mechanical instruments and a simple satnav. But failure of the three gyro instruments resulted in me looking again at the options. | could have continued to follow Jurassic thinking and replace them, but technology has moved on.
As well as moving map satnavs, you can now buy a smartphone app with attitude instruments, portable Electronic Flight Bags with nav and flight instrument functionality, multifunction electronic horizon/HSI in a 31/8in instrument, or a glass cockpit that does everything except serve the in-flight coffee.
Most satnav devices also have a compass if you don’t like following the line on the map or need to fly a heading, and because it is a track rather than course you don’t need to wrestle mentally with magnetic variation, wind drift etc. | will look in more depth at some of these devices in a later article.
REPLACEMENT INSTRUMENTATION
Although glass cockpits look neat and could do everything | need, they are expensive and disruptive to retrofit so | stayed with my ‘federated multifunction’ approach, ie populating existing holes and panel spaces with modern devices as the need or opportunity arose.
Yes, the panel is quite full but using this approach | have a great deal of resilience to equipment failure and the ability to upgrade with whatever gadget | think may improve my hobby without too much disruption.
MyRV-6isnowfittedwitha 3'/,in combined electronic attitude indicator/ HSI, and two mounted portable satnav devices one of which, coupled to a remote AHRS, provides a second horizon and traffic.
| also have an autopilot which | regard as the most important piece of equipment to help in marginal visibility. It is there because of a challenging incident just before | built my RV when | had to divert while solo in IMC in an aircraft which wouldn't fly straight and level on its own. Trying to fly the aircraft while looking for plates, frequencies and alternates on a map was a major challenge, and | resolved to include a basic autopilot in my new aircraft. Now if | have a problem, | just press a button and the aircraft flies itself straight and level (or on a course) while | sort it out.
As the aircraft’s operator, this is my solution
to compliance with airspace regulations and the navigation requirement allowing me to confidently proceed in marginal conditions. Expensive you might think, but the total cost of my upgrades, including a basic wing leveler, was less than that for replacing the original three certified gyro instruments, and it weighs about two kg less.
THE SUPPOSED DOWNSIDES
Critics say, “You can’t rely on satnav,” but | say, “then don't fly on commercial airlines, they do”. The various satnav services are now resilient and guaranteed for this very reason.
They say, “the satnav must achieve certified accuracy”. | say, “look at your smartphone satnav app. Mostly it reports a three metres accuracy”. Test it by letting it steer you around various obstacles on foot it is astoundingly accurate. It achieves this by looking at more than the minimum four satellites necessary for a normal position fix. It looks at all the satellite constellations using twelve or more satellites for its solution.
The certified system (Satellite Based Augmentation System, eg WAAS) is generally only based on one constellation, only guarantees seven metres and to achieve it, it is dependent on receipt of an additional ‘augmentation service’ which itself can be marginal. | am personally satisfied that the multi-constellation service used by most
modern portable satnavs and smartphones is accurate, resilient and reliable for what | want. Let's face it, | am not planning to fly instrument approaches with this equipment. If | am within 300m, let alone three metres of where | plan to be on my cross-country, that is as good as | could do visually in perfect conditions.
They say, “you must have certified instrumentsforreliability”.Well,when| first built my RV | did, but now, after 1,000 hours all three original mechanical gyros have failed. Two of them were fully FAA-certified devices which achieved less than 500 hours. Since it
(Direct To)
(Above) The GPS screen shows the signal integrity available with today’s GPS systems. This DI was certified but after 1,000hours was certainly not —_~ reliable.
was built, the aircraft has also had a couple of uncertified portable satnavs, both of which still work after 1,000 hours.
Much of this new technology is enabled by solid state electronics with no moving parts, and most electronic failures occur during the first fifty hours of use, after which the probability of failure falls into insignificance. For mechanical (eg gyro) devices, the opposite applies the longer they are used the more worn out they get.
Modern instruments, satnav devices or electronicflight bagsare,ineffect,smallOLEPOFDy), fo O \’*% NG - ai ey)
computers with display screens like smartphones or tablets running aviation apps. They are very flexible and reliable. My solution for the RV allows for each critical function to be duplicated on a different device and, as some are portables, at least one set of essential instruments has internal battery backup. Even the autopilot is duplicated in that | personally can still fly the aircraft using the superior navigation and attitude instruments.
IS IT APPROVED OR CERTIFIED?
Not for IFR, but that isn’t my objective. ‘Approved, certified etc’ often means old technology, and lots of paper and expense (and technology moves faster than EASA, CAA, or even the LAA).
Modern instruments are based on sensors and displays from smartphones, tablets and drones, whose manufacturers and customers would not put up with the unreliability we see in many ‘certified’ instruments.
Provided the aircraft can comply with its original defined standard (TADS for permit aircraft), additional instruments don’t need to be ‘certified’. Both EASA (in CS-23) and the FAA (through its NORSEEpolicy) seem to recognise that this sort of equipment is useful and installed for a reason regardless of some of its ‘start-up’ caveats.
LAA Engineering policy is to accommodate, as far as possible, the exciting pace of technology by requiring that mandatory equipment is fitted but for day VFR aircraft, leaving it entirely up to the owner and inspector to choose the remainder. This allows new developments and new technology to be tried out without paperwork issues getting in the way. This pragmatic, risk-based approach reflects the fact that the potential benefits of fitting unspecified modern solid state equipment have been assessed as exceeding the potential risks due to an equipment malfunction.
As it doesn’t transmit and/or is portable, there should be no LAA avionics modification approval required (See LAA doc. TL3.03) except for autopilots. The LAA is only really interested in the electrical (fuses etc) and mechanical integrity, not what your gadgets do or what you use them for. Replacing your instruments or adding portable devices should not be a modification and their installation is normally a matter between you and your inspector.
In CAP 804 (Part-FCL) there is a requirement for differences training for EFIS systems, but what does that apply to? When does an electronic instrument, GPS or EFB become an EFIS? Answers on a postcard to the CAA, not me.
| don't have VORs, ADFs, or anything with fast-moving parts in my RVany more, but | do have a reliable, capable aircraft with cost effective state-of-the-art functionality and am happy that | will enhance safely in the marginal conditions | may be challenged with. And at the end of my flight much of my touring equipment just goes back in its box.
This article is an introduction to a series that | am preparing for publication in which | intendtoexpandonsomeofthedevices | have introduced. This will cover simple portable electronic instrumentation (as opposed to integrated glass cockpits), autopilots and an update on electronic conspicuity(trafficdetectionsystems).
(Above) The AERA 660showing attitude and traffic information.
UK Sales & Support Call: 03300 500 108
Email: UKsales@lambert-aircraft.com e PilotAware Rosetta
PilotAware can detect more EC transmission types than any other single product available.
PilotAware detects aircraft transmitting:-
(Above)Kissimmee airfield from where Martin hired a PA28.If you want to fly without an instructor, you will need to sort out licencing arrangements well in advance of your trip.
(Above)Saturday night in Kissimmee Old Town is custom car night with a large show of some superb cars and trucks.
hear that the membership of the LAA has an average age of almost 60. Well, if senility hasn’t set in most should recall last December’s touring feature was to far-off climes where thoughts of clear skies and good weather lifted the spirits. With that thought in mind, the theme is continued this year in a bid to brighten up at least the next twenty minutes or so, if not the rest of the day. At this time of year, it’s cold and quite miserable in the hangar. If you fly from a strip you may not be able to drive across the field, grass runways are often boggy, and days seem so short.
For those that fly locally, do aerobatic sorties or whose destination is merely the sky, the time of year makes little difference. But for the touring pilot, even lunch an hour or so away requires an early start to get there and back stress-free.
Arriving back into a low sun can make thelandingmorethanalittle ‘interesting’ and certainly gets the adrenaline flowing until a successful transition from air to ground has been achieved.
It gets dark so early and, despite all the safety evidence telling us otherwise, we still continue to change the clocks twice a year. Having heard of the legendary splendours of aviation in Florida, | really didn’t need much tempting. Generally, with good weather, Sun ‘n’ Fun in April, and many British pilots learning to fly there throughout the year, make it something of an aviation magnet. | have known English pilots book hour-building packages there, essentially going where the fancy took them for a week or two.
For me, a seaplane rating at Jack Brown's, a flight in a Harvard or some simulated dogfighting inSiaMarchettisareall onthe There are five FBOs at Kissimmee! One provided the perfectly usable PA28and instructor used by Martin.
bucket list, although topping the list would be to hire or buy a share in something for an extended tour of the Caribbean Islands. | guess we can all dream!
Unfortunately, with limited time available my aspirationshadtobealittle humbler,butatthis time of year any flying in good weather is to be welcomed. There followed an exchange of e-mails and a PA28 was booked at Kissimmee Airport (KISM) for the Monday after we arrived. As there were only about two weeks before departure, their CFI, Chuck said there wouldn't be time enough to get a US validation and solo hire wouldn't be possible on this occasion.
Our destination into the US was Orlando's Sanford International Airport which aroused interest. | know a pilot, who whilst learning to fly there in a C172, did a ‘go around’ not being comfortable with the approach. The response from an astonished ATC was “Are you serious?” in true John McEnroe style. Our 777 managed to get in ok.
BLOODY WARFARE
The original inhabitants of the Florida panhandle were the Apalachee Indians, until the explorer Juan Ponce de Leon claimed it for Spain in 1513 and gave it its name, meaning ‘Flower’ in Spanish. Itwas one of the founding members of the Confederate States of America seceding the Union in 1861, which led to four years of bloody warfare that not only divided the country but also saw members of the same family firmly resolute in their opposing beliefs.
At the time Europe, and Britain in particular, were more concerned with retaining their trading links than any moral issues.
Needless to say, we went to Disney though a day or two of twirling in a teacup is more than enough for me. | would much rather have gone
around the Everglades, Kennedy Space Centre or, given access to an aircraft long enough, donea touroftheCivilWarmuseumsor battlefields. There are also aviation museums which you can fly into, such as Valiant Air Command (Space Coast Regional Airport, 6600 Tico Road. Titusville, restoring historic aircraft since 1977).
One of their better-known aircraft, the C-47 Tico Belle, has been invited to Duxford next year for Daks over Normandy, a commemoration of the 75th anniversary of the D-Day landings. It is due to take place on 5 June, and no doubt she, and many others, will grace the skies over Normandy to a somewhat friendlier welcome than on their wartime visit.
Although frustrating at the time, it was almost refreshing that there was the same confusion at the FBO (Fixed Base Operator) that you find at many British clubs. Who was flying with whom, in what? Not enough aeroplanes, technical issues etc. | suppose | was expecting the reality to live up to the hype and some sort of American super-efficiency.
We were booked to fly with a lady instructor, who unfortunately didn’t feel well enough for a whole day out and required the CFIto think on his feet or lose revenue. They had just employed a young instructor that morning with a brand-new rating from New York, who he assigned to us at no extra charge, thus keeping us legal. My daughter seemed particularly pleased and described him as ‘fit’ but from my perspective, | think the correct use of vernacular was - ‘Result’!
There then followed a certain amount of re-arranging before we were allocated an aircraft, only to find on climbing aboard that it wouldn't start. Eventually, after a jump-start,
it burst into life with a warning from the CFI that we may have to ‘swing’ it to get back again.
After only two hours of confusion, we were finally airborne and headed for Venice, not the one with all the canals in Italy, but the one, by the sea on the Gulf of Mexico.
The airport seemed vast, with two 1,500-metre runways, built in the early 1940s as a training base for pilots before postings to the melee this side of the Atlantic. As we were just going for the day and looking for a nice place for lunch, local advice suggested Sharky’s-onthe-Pier a short taxi ride from the airport.
To say we were surprised when the taxi arrived was more than an understatement. The driver must have used the same car for banger racing in his spare time as the door panels were hanging off and the car looked as if it could do with a new application of duct tape, not the £1.00 shop stuff that must have been used, but 3M type for stability. As for the driver, he matched the car and could easily have been mistaken for one of the Hillbilly cast from the film ‘Deliverance’. I’m not sure what his name was, but we called him Elmer.
Somewhat sceptical and half-expecting to encounter the Addams Family, Sharky’s was
(Above)Sharky’s on the Pier proved to be a good choice for lunch in Venice.
(Middle)Valiant Air Command exhibit, C47 Tico Belle, could well be gracing European skies for the 75th anniversary of D-Day next year.
(Below)As one of the Confederate states, Florida has a number of museums, memorials and re-enactment groups dedicated to the Civil War.
surprisingly normal and turned out to be a lively, welcoming place, with nice sea views. Predictably, fresh seafood is their speciality, try the shrimps (big like Mediterranean prawns) for a starter and the grouper for a main, washed down with a non-alcoholic cocktail, unless you get to stay overnight. After lunch, at the boy’s insistence, we had to go for a swim, more than a touch refreshing in mid-December.
The same driver arrived for the return to the airport and his car somehow managed the journey back. | swear | could hear Duelling Banjos drifting on the breeze.
Luckily the plane started ok and we took the scenic route back, doing a touch and go at Lakeland, just for fun. If you've not yet flown in America, you should! Everything is vast, particularly the airports. Landing fees are almost non-existent, people are friendly, and the sound of their rapid-fire RTis probably as appealing to us as a lone Britishaccent is amusing to them.
SIMPLE CAVOK DAY
| had heard a lot about the turbulence encountered in this part of America, especially in the afternoons, but we had none of it, just a simple CAVOK day, with winds of about 10kt, which actually created problems of their own.
Before leaving, the CFI had suggested the hire of a GPS, but as the visibility was so good and we had map and compass | chose to decline the offer, and save a few dollars, safe in the knowledge that Kissimmee was adjacent to a lake and Venice was on the coast.
Now neither John or | had had to find the airport before and on our return, much as the huge lake was easily identifiable, there were hundreds of smaller ones littered below, making us somewhat ‘uncertain of our position’. The only answer was to get a definite fix, which
“The sound of their a lone British accent is
TOURING ADVENTURE
we did by going back to Winter Haven and making a second attempt, this time with time marks on the map the ‘old fashioned’ way.
On joining the ‘pattern’, we got it wrong again by not calling up overhead a particular tower, which wasn’t a major problem until John told ATC he was an instructor and it was his first sortie fromthe airport. Unbeknown to us the CFI was listening on the loudspeaker and gavehimatickingoff,notsomuchforthe missed call but for his public admission and | think that somehow John also ‘forgot’ to mention our little detour.
Allin all, we had a great day. It certainly made the holiday for me and I'd like to think eased an instructor into his new career before pounding thecircuit and heading for that right-hand seat. Given the chance next time you are looking for a holiday destination, it may be an idea in seeing if there is a GA airfield nearby and maybe escape the beach for a day or two. If a licence conversion appears costly or overly complicated, fly with an instructor, their minimal fee easily offsetting time and effort.
Theother family pre-requisite on most holidays is a ‘culture day’ insofar as discovering something unique about the place and its people. Unfortunately, on this occasion, the
nearest we got to one, was dinner at a ‘Longhorn steakhouse’, instead of the ‘Hardrock Café’. They do however serve some of the biggest and nicest steaks | had ever eaten. | do hope you have a good Christmas and can join us on some of the fly-outs next year, which are proving to be quite successful once the season gets underway. So long as we can still fly, I’m sure 2019 will be what we make it, despite the political ramblings of our leaders.
Next month's ‘Touring Adventures’ highlights Martin's best three fly-ins of 2018: Dunkeswell, Devon; Brioude, France; and Montagnana, Italy.
MARTIN FERID is a Class Rating Instructor and Revalidation Examiner and specialises in helping qualified pilots expand their horizons by introducing them to the splendours of flying in Europe, both as day trips and for a few days at a time. Ifyoulackalittle confidencein crossing the Channel, touring in general or indeed any aspects of flying, contact details are below.
Foranyonelookingforalittle inspiration or new destinations take a look at the website below, there should be enough there to quench most thirsts, all discovered cruising at a relatively sedate 90 knots.
Elightaircrafttraining@yahoo.com
T 07598 880178
W www.lightaircrattraining.co.uk
e Today - register your interest with conference@aerosociety.com
Air RaceE is a new competition (http://airracee.com) that will bring electric power to Formula 1 racing in 2020. This design competition will be run in association with the new event, to promote innovative design and encourage the move to electric power in aircraft.
e End 2018 - rules will be published e End September 2019 - entries must be submitted e November 2019 - announcement of winners and presentation of awards at RAeS Light Aircraft Design Conference.
Registernow....conference@aerosociety.com.Pleaseincludeyouraddress,thenameofyourteamandthenames ofyourteammembers,withtheemailsubjectline‘DesignCompetition2019’. The 2019 conference will take place on Monday, 18th November, at No4 Hamilton Place,W1J7BQ
high point of the one-day annual Light Aircraft Design Conference, which took place this year on 19 November at the Royal Aeronautical Society's London headquarters, was the announcement of the Society’s new design competition for 2018/19. The competition is intended to stimulate interest in light aircraft design and encourage designers young and old to get involved.
On behalf of the RAeS GA Group committee, which runs the conference, LAA’er Tony Bishop explained that the new competition is to design an electric powered racing aircraft, conforming with the nowdeveloping rules for e-racers intended to compete around the existing Formula One alr race courses.
The competition is to be a collaboration between the RAes, the LAA and Air Race E, the body set up by Formula One race enthusiast
Jeff Zaltman to make electric air racing a reality.
(Above)The Rolls-Royce supported Electro Flight P1 E racer, designed by Roger Targett (Photo:EdHicks)
E-racers are timetabled to compete for the first time in 2020, according to Jeff, which means that with the best will in the world, the first examples to fly are likely to be conversions of existing Formula One racers and use existing electric airborne propulsion packages the vanguard being a slab-wing Cassutt which is already at Nottingham University being prepared for this electro-conversion.
Given the likely lead time for any all-new design to take flight, we'll have to wait beyond 2020 to see e-racers fly that have been designed to make optimum use of the possibilities that this technology offers for entirely different configurations and sizing.
As Tony pointed out, with electric power there’s no need to be constrained to a single heavy powerplant mounted in the fuselage.
A number of smaller motors might be used, fitted to the wings, tail, or elsewhere, as tractors or pushers, which might provide more opportunity for preserving laminar flow over more of the fuselage and flying surfaces, reducing drag.
Soundadvice-Tonyknows a thingortwo about designing aircraft, having been co-founder of the E-go project, the winner of an LAA SSDR design competition held back in 2007.
Tony went on to explain that as the competition entries will of necessity be unbuilt and unflown at the stage when the design competition is judged in late 2019, to help the judges decide a winner, it is proposed that the entrants would submit ‘X-Plane’ model simulations of their designs which could be flown on X-Plane to prove the speed of the aircraft around a Formula One course. It was even hoped that it might be possible to carry out a race fly-off on-screen during the next year’s Design Conference!
THE X-PLANE FILES
For those unfamiliar with X-Plane, during the afternoon session Coventry University lecturer RashidAlipresentedalively explanationof light simulation programs in general, and X-Plane in particular, as an aid to light aircraft light handling and performance prediction. Rashid showed how he had demonstrated he trustworthiness of X-Plane as a design ool by ‘building’ a virtual Cessna 172 in X-Plane and then comparing the predicted performance and handling with that of he real thing.
lt works for bi-planes too. Quite independently, Flitzer designer Lynn Williams is already an ardent X-plane advocate, having used it to check characteristics of some of the later variants of his Flitzer biplane. X-Plane is available for free download off the web.
For further details of how to express an interest in entering, so that you will receive a copy of the rules as soon as they are finalised, see the poster.
www.aerosociety.com/events
ver the last few weeks LAA
Engineering has reviewed and updated a number of the Technical Leaflets (TLs) which are available online, giving guidance on every aspect of LAA aircraft design, build and ownership. If you’re not aware of this tremendous resource then do dip in, they’re easily reached via ‘Aircraft and Technical’ on the homepage, followed by ‘Data Library’.
TL 1.02 Building an Aircraft with the LAA has been updated to include a section stressing the importance of proper corrosion prevention measures when building an aeroplane, as a result of continuing problems in this area (many featuring in Safety Spot over the years). The advice includes a reminder of
the particular importance of corrosion prevention in parts of the structure that are ‘boxed off’ and aren’t going to be open for ready inspection in the decades to come, where serious corrosion might otherwise reach dangerous levels before being externally visible. The difficulty of properly treating corrosion once it takes hold is described, to encourage builders to go the extra mile and take the well-understood steps needed to prevent corrosion in the first place.
TL2.21 Rebuilding an Aircraft has more than doubled in size at the latest up-issue, adding a great deal of practical hands-on advice and guidancetowhatwaspreviously a leaflet largely about the procedural aspects of a rebuild. Particular technical points that
high point of the one-day annual Light Aircraft Design Conference, which took place this year on 19 November at the Royal Aeronautical Society’s London headquarters, was the announcement of the Society’s new design competition for 2018/19.
The competition is intended to stimulate interest in light aircraft design and encourage designers young and old to get involved.
On behalf of the RAeS GA Group committee, which runs the conference, LAA’er Tony Bishop explained that the new competition is to design an electric powered racing aircraft, conforming with the nowdeveloping rules for e-racers intended to compete around the existing Formula One air race courses.
The competition is to be a collaboration between the RAes, the LAA and Air Race E, the body set up by Formula One race enthusiast Jeff Zaltman to make electric air racing a reality.
(Above)The Rolls-Royce supported Electro Flight P1 E racer, designed by Roger Targett (Photo:EdHicks)
E-racers are timetabled to compete for the first time in 2020, according to Jeff, which means that with the best will in the world, the first examples to fly are likely to be conversions of existing Formula One racers and use existing electric airborne propulsion packages the vanguard being a slab-wing Cassutt which is already at Nottingham University being prepared for this electro-conversion.
Given the likely lead time for any all-new design to take flight, we'll have to wait beyond 2020 to see e-racers fly that have been designed to make optimum use of the possibilities that this technology offers for entirely different configurations and sizing.
As Tony pointed out, with electric power there’s no need to be constrained to a single heavy powerplant mounted in the fuselage.
A number of smaller motors might be used, fitted to the wings, tail, or elsewhere, as tractors or pushers, which might provide more opportunity for preserving laminar flow over more of the fuselage and flying surfaces, reducing drag.
Sound advice - Tony knows a thing or two about designing aircraft, having been co-founder of the E-go project, the winner of an LAA SSDR design competition held back in 2007.
Tony went on to explain that as the competition entries will of necessity be unbuilt and unflown at the stage when the design competition is judged in late 2019, to help the judges decide a winner, it is proposed that the entrants would submit ‘X-Plane’ model simulations of their designs which could be flown on X-Plane to prove the speed of the aircraft around a Formula One course. It was even hoped that it might be possible to carry out a race fly-off on-screen during the next year’s Design Conference!
THE X-PLANE FILES
For those unfamiliar with X-Plane, during the afternoon session Coventry University lecturer RashidAlipresentedalively explanation of light simulation programs in general, and X-Plane in particular, as an aid to light aircraft light handling and performance prediction. Rashid showed how he had demonstrated he trustworthiness of X-Plane as a design oo! by ‘building’ a virtual Cessna 172 in X-Plane and then comparing the predicted performance and handling with that of he real thing.
It works for bi-planes too. Quite independently, Flitzer designer Lynn Williams is already an ardent X-plane advocate, having used it to check characteristics of some of the later variants of his Flitzer biplane. X-Plane is available for free download off the web.
For further details of how to express an interest in entering, so that you will receive a copy of the rules as soon as they are finalised, see the poster.
Designanelectric-powered racer!
This competition is ajoint RAeS/Air Race E/LAA competition for the fastest air racer.
Air RaceEisanew competition(http://airracee.com)that will bring electric power to Formula 1 racing in 2020. This design competition will be run in association with the new event, to promote innovative design and encourage the move to electric power in aircraft.
Anyone can enter - from professional teams to individuals and students. The timetable is as follows:
e Today - register your interest with conference@aerosociety.com e End2018-ruleswillbepublished
e End September 2019 - entries must besubmitted e November 2019 - announcement of winners and presentation of awards at RAeS Light Aircraft Design Conference.
ver the last few weeks LAA
Engineering has reviewed and updated a number of the Technical Leaflets (TLs) which are available online, giving guidance on every aspect of LAA aircraft design, build and ownership. If you’re not aware of this tremendous resource then do dip in, they’re easily reached via ‘Aircraft and Technical’ on the homepage, followed by ‘Data Library’.
TL 1.02 Building an Aircraft with the LAA has been updated to include a section stressing the importance of proper corrosion prevention measures when building an aeroplane, as a result of continuing problems in this area (many featuring in Safety Spot over the years). The advice includes a reminder of
the particular importance of corrosion prevention in parts of the structure that are ‘boxed off’ and aren’t going to be open for ready inspection in the decades to come, where serious corrosion might otherwise reach dangerous levels before being externally visible. The difficulty of properly treating corrosion once it takes hold is described, to encourage builders to go the extra mile and take the well-understood steps needed to prevent corrosion in the first place.
TL 2.21 Rebuilding an Aircraft has more than doubled in size at the latest up-issue, adding a great deal of practical hands-on advice and guidance to what was previously a leaflet largely about the procedural aspects of a rebuild. Particular technical points that
ENGINEERING NEWS
have been added include advice about the risks of long-installed critical rivets suffering from invisible stress corrosion cracking over time and greatly reducing their strength, with the suggestion that restorers should consider replacing critical rivets as a matter of course at rebuild time in much the same way that they would critical nuts, bolts and other fasteners.
Another new section discusses the vital importance of compiling the rebuild worksheets during the rebuild, rather than trying to create he whole lot from memory at the end, and of incorporating enough detail into the worksheets o make clear exactly what has been done.
There’s also a section discussing how proper workshop and ‘housekeeping’ practices such as bagging and tagging parts as they are dissembled from the aircraft helos understand how it all goes back together later.Plus the benefits of electronic photography in allowing hundreds of photos to be taken to record the ‘as was’ condition, which may seem obvious at he time but probably won't be months or years ater when it comes to putting everything back ogether again.
TL 2.27 and 2.28, which between them deal with the special processes for members with aircraft eligible for night/IFR approval, have, thanks to volunteers Pete Pengilly and Nick Sibley, been updated and simplified as a result of the experience gained in clearing the first few aircraft into this more stringent regime. The updates include a new fast-track process for aircraft that have recently been transferred to a Permit from a Certificate of Airworthiness and held night/IFR approval in their previous life.
Also up-issued have been TL 2.01 A Guide to LAA Aircraft Ownership, 2.02 Paperwork
Checklist 2.04 Certification of Maintenance and TL 3.03 Avionics Installations, all of which have needed to be brought up to date to reflect the latest developments in such things as introductory flights and self-fly hire of Permit aircraft (dealt with in detail in an up-issued TL 2.09), the finalising of the permission for overflight of built up areas, 8.33 radios and suchlike. Slightly further back, TL 3.21 EFISin LAA Aircraft was updated to include some more models of electronic instruments that have been accepted as back-ups to an EFIS in lieu of traditional steam gauges, and
TL 3.26 Electrical Systems was updated to include LAA Engineering’s latest thinking on smart but uncertified auto-pilots offering additional features such as automatic pitch trim and automatic pitch trim speed control.
We've also updated the guidance on weight and balance in TL 3.16 to reflect a new philosophy for weighing microlights, in line with the CAA’s latest thinking, so that they can be weighed ‘fully equipped’ rather than, as sometimes happened before, stripped down to bare bones to meet a minimum weight requirement and then all the bells and whistles bolted back on again after the inspector had left the premises.
The technical leaflets are of course just one of the engineering resources available from the LAA website, there’s the continuously growing range of TADS (Type Acceptance Data Sheets) which give technical details of specific LAA aircraft types with potted descriptions of their various safety bulletins, flight test and inspection issues. Downloadable spreadsheets are provided to help with everything from weight and balance to flight testing to designing your own aircraft.
Aircraft owners can look up the details of their own aircraft direct from the LAA Engineering database and track the progress of a Permit to Fly application, Permit renewal, mod or repair application through the LAA process day by day. Plus of course, latest news of what’s happening in the LAA world is available from the homepage. Well worth a look, and for the LAA aircraft owner/builder, we
t had been a month or so since Pete had been able to fly, the usual problems of other commitments and poor weather, so he decided that provided the weather was ‘doable’ he’d go for a quick local the coming Saturday. As it turned out, the forecast wasn't great, with visibility of 4,000m anda 30% chance of rain and snow, but he planned to remain outside of controlled airspace and his classic Cessna taildragger wouldn't exceed 140kt even if he wanted it to, so he’d be legal. lt was freezing cold when Pete got to the airfield nice and early to ensure he’d not have to rush back in failing light, and his aircraft was covered in frost. Having spent half an hour doing the best he could to get the worst of it off, he got airborne, although the take-off took much longer than he had expected. She’s normally quite nippy in cold air, he thought.
Shortly into the flight it was obvious that the forecast was very optimistic, and he was soon in the clag at 3,000ft. No problem he had an IMCRating. A littlelaterhewasalarmedto notice ice building on the wings and, craning his neck, he could see it had also accumulated on the tailplane. This came as a bit of a surprise, but he decided if he dropped down into warmer air it would soon dissipate. He descended but if anything, the icing got worse, and adding to his problems, ice was starting to block the pitot tube and the AS! was obviously reading erroneously. He made the very sensible decision to divert to the nearest airfield and get onto the ground asap.
So, where did Pete go wrong? See if you can answer the following questions, the answers for which are overleaf.
g 1 What depth of frost in mm would you accept on your aircraft before flight?
@2 How should you go about removing frost before flight?
@3 Why should you be careful to ensure the control surface hinges are free from snow and frost?
@4 How could you attempt to control the aircraft in pitch and roll with frozen elevators or ailerons?
5 How does airframe ice affect the aircraft's flying qualities?
@6 Why did the ice worsen after Pete descended into warmer air?
@7 How would you plan to fly the approach with ice on the airframe? And how would selection of flap affect you?
@8 How should you plan to fly your approach with an erroneous ASI?
m 9 Should Pete have stayed in bed instead of going flying?
PETER BRAND has been flying for 52 years and has flown more than 80 different types of aircraft from a Druine Turbulent to the Boeing 737, and has accrued some 21,000 flying hours. In parallel with his professional airline career as a Training Captain, he has owned and flown light aircraft, including rebuilding his own Bucker Jungmann (which he displayed at air shows across Europe and later with Chris Beal in the Bucker Formation Aerobatic Team) with the then PFA under the watchful eye of engineer Fred Hanson.
Since retiring, Pete has worked with Classic Wings at Duxford and as an instructor on the B737 simulator. He is currently a flying instructor with
Andrewsfield Aviation, teaching ab initio PPL, night, IR/R and aerobatics. He has dabbled with hot air balloons and is currently enjoying gliding as well.
In his role as an instructor, Pete has written up a number of sets of questions, each based on an ‘I learned about flying from that’ type of incident, the idea being that you can test your knowledge in the comfort of your armchair and learn from others’ mistakes. He sells a ring bound set of incidents for £25 and can be contacted at petebrand52@icloud.com
Appropriately for the season, this first incident revolves about frost on the wings of an aircraft parked outside overnight, and an ensuing flight in sub-zero conditions.
easier. (Photo:AleksanarMarkin)
1 You should not accept any frost (or snow or ice for that matter) on your flying surfaces. The boundary layer is a very thin layer of air in immediate contact with the flying surfaces and it can be extremely thin, less than 1mm. Any roughness on the surface of the wing can cause it to become detached, creating turbulence and eddies which seriously degrade lift. Even a thin layer of frost the thickness of sandpaper can have disastrous consequences; hence Pete’s take-off roll was longer than expected. In extremis an aircraft may not be able to get airborne at all.
2 Commercial aircraft are sprayed with de-icing fluid, but it is very expensive and rarelyseeningeneralaviation.Thebestway to clean your wings is to tow your aircraft into a warm hangar for a while. If that’s not possible, then a pair of steps and a broom works quite nicely; turning the aircraft down suncanalsogivesurprisinglygood results, while you go and have a nice hot drink.
Be careful not to brush frost and snow into areas such as the static vent, pitot tube, fuel tank vent, fuel cap vent and control surface hinges etc. And ensure that the various intakes are clear and that your windscreen is Clean, your brakes aren't frozen on and, if you have a retractable undercarriage, that it is clear of snow and ice.
Some people like to park their propeller in a horizontal position to avoid water running down a vertical prop blade and freezing inside the spinner, which would put it well out of balance.
3Onceyougetairborneyousubjectyour aircraftto a freezing arctic gale, so anyfrost or snow in the control hinges could freeze, causing the control surfaces to jamb and lead to loss of control.
4 Why not get an LAA coach or a flying instructor to fly with you and hold the control column firmly to simulate frozen controls. Try to fly the aircraft using rudder to turn (remember the secondary effect of yaw is roll) but easy does it. Henri Mignet’s Flying Flea didn’thaveanyailerons,justagreatbig rudder to turn, and it worked very well.
For pitch control try using the trim tab, you will find that it works in the reverse sense as you are using it as a mini elevator instead of a tri tab. If the trim tab is also frozen, try increasing power to pitch the nose up and decreasing power to pitch the nose down.
5 Ice can increase the weight of the aircraft. It can also significantly increase drag, decrease lift,causebuffetandpossiblystalltheWings.
Ice can also decrease airspeed and decrease your climb performance.
Build-up on the fin and tailplane can diminish the effectiveness of the controls and, as discussed earlier, could cause them to freeze up. Asymmetric icing can also be dangerous, leading to one wing stalling and again, loss of control.
6 If we discount rain ice below a warm front, the worst icing is experienced at the warmer negative temperatures. We cannot be specific on this but for the sake of illustration let’s say that at -5°C degrees we are more likely to suffer from glazed ice than at -40°C, where you are likely to experience rime ice. Since inthe story itwas freezing on the ground, Pete was never going to be able to descend into a positive temperature and in fact descended to a temperature where icing was more dangerous. As his Threat and Error management had let him down on this occasionandhehadmissedtheopportunity of flying a 180-degree turn when he first encountered the icing conditions, he would have been better off climbing to try to get to the coldest air possible.
behind.Thuswecanfindwaterina liquid state down to -40°C in the form of supercooled water droplets (SCWD). Enterthe aeroplane, which does an admirable job of providing the nucleus, and at the very lowest temperatures the SCWD will freeze spontaneously, the largest droplets freezing first, leaving the smaller droplets in a liquid state. One eightieth of the SCWDwill freeze instantly on contact with the aeroplane’s wing for every degree below zero. This means thatat -1°C, one eightiethfreezesoncontact,theremaining seventy-nine eightieths flowing back over the wing, freezing as it goes (glaze ice). At -40°C, forty eightieths freeze on contact and the rest flows back. As the first portion freezes on contact and air is trapped in between, an opaque, brittle ice forms on the leading edge (rime ice). Therefore, the most dangerous icing (glaze ice) is found in the warmer negative temperatures. The moral of the story is that if you can’t descend to positive warmer temperatures, try climbing into colder air.
7 Most icing accidents occur during the approach and landing phases of flight. An aircraft carrying a load of ice will stall at a much higher indicated airspeed and, if you reducespeedonfinal,youreducethesafety margin and indeed you may actually stall. You should therefore carry extra power and extra speed on the approach. How much? Who knows, try an additional 2Okt. Alternatively, if you are cruising and it’s still flying OK, approach at you cruise speed, provided you have a long enough runway to stop!
And how could selection of flaps affect you? The centre of pressure on the wing sits furtheraftthanthecentreofgravity,resulting inatendencytopitchthenosedownwiththe application of flap. The tailplane creates downward lift to balance this tendency, think of it as an upside-down wing. And because the tail has a smaller leading edge than the wing, it can collect proportionately two or three times as much ice.
Keepthinkingofthattailplaneasanupside-down wing and visualise'the airflow curving downwards as the flap is selected, this is in effect increasing the angle of attack of the tailplane and could be sufficient for it to stall,causingthenosetopitchdownviolently. Therecoveryisexactlytheoppositeofawing Stall: raise the flaps, pull back on the controls, and reduce power. So, consider landing without flaps.
8 Why not get an instructor to fly with you again and cover up your ASI. You have in your subconscious a picture of the attitude you should be flying on the approach, just as you learn the attitude for straight and level. Fly your approach using the correct attitude and power setting and | think you will find making a satisfactory approach much easier than you imagine.
How much frost is acceptable for flight? Answer above.
Let me explain why. Contrary to what you may think, water does not freeze at zero degrees, it requires nuclei to freeze onto, and
9 It can be quite wonderful flying in deep winter but if you don’t want to try the above scenario for real, stay out of cloud when the temperature is below zero. You can find out the freezing level from the Met information, but a rule of thumb guesstimate can be made by deducting two degrees for every 1,000ft of altitude, ie if the surface temperature is 4°C, the freezing level is at 2,000ft.
Siaan Rig Binee aca is
1 You should not accept any frost (or snow or ice for that matter) on your flying surfaces. The boundary layer is a very thin layer of air in immediate contact with the flying surfaces and it can be extremely thin, less than 1mm. Any roughness on the surface of the wing can cause it to become detached, creating turbulence and eddies which seriously degrade lift. Even a thin layer of frost the thickness of sandpaper can have disastrous consequences; hence Pete's take-off roll was longer than expected. In extremis an aircraft may not be able to get airborne at all. How much frost is acceptable for flight? Answer above.
2 Commercial aircraft are sprayed with de-icing fluid, but it is very expensive and rarely seen in general aviation. The best way to clean your wings is to tow your aircraft into a warm hangar for a while. If that’s not possible, then a pair of steps and a broom works quite nicely; turning the aircraft down sun can also give surprisingly good results, while you go and have a nice hot drink.
Be careful not to brush frost and snow into areas such as the static vent, pitot tube, fuel tank vent, fuel cap vent and control surface hinges etc. And ensure that the various intakes are clear and that your windscreen is clean, your brakes aren't frozen on and, if you have a retractable undercarriage, that it is clear of snow and ice.
Some people like to park their propeller in a horizontal position to avoid water running downa verticalpropbladeandfreezing inside the spinner, which would put it well out of balance.
3 Once you get airborne you subject your aircraft to a freezing arctic gale, so any frost or snow in the control hinges could freeze, causing the control surfaces to jamb and lead to loss of control.
4WhynotgetanLAAcoachoraflying instructor to fly with you and hold the control column firmly to simulate frozen controls. Try to fly the aircraft using rudder to turn (remember the secondary effect of yaw is roll) but easy does it. Henri Mignet’s Flying Flea didn't have any ailerons, just a great big rudder to turn, and it worked very well.
For pitch control try using the trim tab, you will find that it works in the reverse sense as you are using it as a mini elevator instead of a tri tab. If the trim tab is also frozen, try increasing power to pitch the nose up and decreasing power to pitch the nose down.
5 Ice can increase the weight of the aircraft. It can also significantly increase drag, decrease lift, cause buffet and possibly stall the wings. Ice can also decrease airspeed and decrease your climb performance.
Build-up on the fin and tailplane can diminish the effectiveness of the controls and, as discussed earlier, could cause them to freeze up. Asymmetric icing can also be dangerous, leading to one wing stalling and again, loss of control.
6 If we discount rain ice below a warm front, the worst icing is experienced at the warmer negative temperatures. We cannot be specific on this but for the sake of illustration let’s say that at -5°C degrees we are more likely to suffer from glazed ice than at -40°C, where you are likely to experience rime ice.
Since in the story it was freezing on the ground, Pete was never going to be able to descend into a positive temperature and in fact descended to a temperature where icing was more dangerous. As his Threat and Error management had let him down on this occasion and he had missed the opportunity of flying a 180-degree turn when he first encountered the icing conditions, he would have been better off climbing to try to get to the coldest air possible.
Let me explain why. Contrary to what you may think, water does not freeze at zero degrees, it requires nuclei to freeze onto, and when it evaporates it leaves most impurities
FLYING TECHNIQUE
behind. Thus we can find water in a liquid state down to -40°C in the form of supercooled water droplets (SCWD). Enter the aeroplane, which does an admirable job of providing the nucleus, and at the very lowest temperatures the SCWDwill freeze spontaneously, the largest droplets freezing first, leaving the smaller droplets in a liquid state. One eightieth of the SCWD will freeze instantly on contact with the aeroplane’s wing for every degree below zero. This means that at -1°C, one eightieth freezes on contact, the remaining seventy-nine eightieths flowing back over the wing, freezing as it goes (glaze ice).
At -40°C, forty eightieths freeze on contact and the rest flows back. As the first portion freezes on contact and air is trapped in between, an opaque, brittle ice forms on the leading edge (rime ice). Therefore, the most dangerous icing (glaze ice) is found in the warmer negative temperatures. The moral of the story is that if you can’t descend to positive warmer temperatures, try climbing into colder air.
7 Most icing accidents occur during the approach and landing phases of flight. An aircraft carrying a load of ice will stall at a much higher indicated airspeed and, if you reduce speed on final, you reduce the safety margin and indeed you may actually stall. You should therefore carry extra power and extra speed on the approach. How much? Who knows, try an additional 2Okt. Alternatively, if you are cruising and it’s still flying OK, approach at you cruise speed, provided you have a long enough runway to stop!
And how could selection of flaps affect you? The centre of pressure on the wing sits further aft than the centre of gravity, resulting in a tendency to pitchthe nose down with the application of flap. The tailplane creates downward lift to balance this tendency, think of it as an upside-down wing. And because the tail has a smaller leading edge than the wing, it can collect proportionately two or three times as much ice.
Keep thinking of that tailplane as an upside-down wing and visualise the airflow curving downwards as the flap is selected, this is in effect increasing the angle of attack of the tailplane and could be sufficient for it to stall, causing the nose to pitch down violently. The recovery is exactly the opposite of a wing stall: raise the flaps, pull back on the controls, and reduce power. So, consider landing without flaps.
8 Why not get an instructor to fly with you again and cover up your ASI. You have in your subconscious a picture of the attitude you should be flying on the approach, just as you learn the attitude for straight and level. Fly your approach using the correct attitude and power setting and | think you will find making a satisfactory approach much easier than you imagine.
9 It can be quite wonderful flying in deep winter but if you don’t want to try the above scenario for real, stay out of cloud when the temperature is below zero. You can find out the freezing level from the Met information, but a rule of thumb guesstimate can be made by deducting two degrees for every 1,000ft of altitude, ie if the surface temperature is 4°C, the freezing level is at 2,000ft. =
FLIGHT TEST
lying lower than our briefed height, trying to pick out a dot above the skyline that might be our Cessna 150 camera ship, approaching the Norfolk shoreline it slowly dawned on me that | knew this stretch of coast. It had certainly been years, no, | hesitate to say decades, since | had spent time walking the sands in all sorts of weather in the bracing sea air. There was the northerly long straight creamy white sandy path to the sea, edged with trees. | used to park my old black 300,000-mile Polo there, just there by those logs and then walk...
“Alpha Kilo, where are you?” came through the headset.
James, beside me called back, “Just approaching Holkham”, and just before they replied with their position, James already with his head to one side, pointed, “There they are, two o'clock, beyond Wells.”
| banked and climbed to intercept them. They were in sunlight but we were in the shadow of the cloud that had extended all the way from Henstridge in Dorset, from whence we had travelled earlier in the day to The Light Aircraft Company’s (TLAC) very professional facility at Little Snoring. We | was accompanied by James Milne, TLAC’s test pilot were flying the company’s yellow and silver Sherwood Scout demonstrator, which now also sparkled in the sunshine as we formated on the C150.
The Scout’s Perspex roof and rear skylight 38 LIGHT AVIATION | DECEMBER 2018
meant | could plainly see the camera ship and the hand signals for our placing. And our clear see-through doors gave the cockpit a very light and airy feel, as well as adding yet farther to our field of view. And so, relaxed, we were able to set about positioning for the various shots. | rather enjoyed weaving from side to side, our ability heightened with an excess of power for the task of breaking away and rejoining in a minimum of time, using little space, manoeuvring briskly and appreciating the light, precise handling. Great fun, and on reflection it speaks volumes for an aircraft when you feel so confident in its handling so quickly into your acquaintance.
QUITE A PEDIGREE
Like many aircraft of this genre, the Scout's genes stem from the Avid Flyer. A single-seat FAR108 ultralight was developed from the Avid by a company called Flying K Enterprises, later to change its name to Sky Raider. As the Sky Raider 1 it could also be built as an experimental (homebuilt) and was developed into a tandem two-seater, the Sky Raider 11.
UK enthusiast, Terry Francis, imported a handful of single and two seat kits, but he soon realised that what the market really wanted was side-by-side seating.
By this time Sky Raider had closed its doors but was taken over by a new company, Just Aircraft,soTerryagreed a jointventurewith them to develop a two-seat side-by-side variant. That aircraft became the Just Aircraft
Escapade in the US, and Terry started the Reality Aircraft company in the UK to market it as the Reality Escapade.
Like its forebears it has a welded 4130 steel tube fuselage and empennage, with the wings of aluminium alloy tubular front and rear spars with plywood ribs bonded to them. With the entire airframe being fabric covered, unsurprisingly TLAC uses its no-paint, non-toxic Oratex, which is claimed to weigh eight kilos less than an equivalent conventional ceconite painted covering. Unlike the Avid and Kitfox, the Escapade had separate ailerons and flaps, rather than flaperons.
The aircraft sold in small numbers in the UK for a few years, perhaps a couple of dozen in all, and when Terry was concentrating his efforts on a single-seat SSDR (the Kid, later Reality 1 and now the Sherwood Kub) for the German market, he sold the Escapade design to Paul Hendry Smith, of TLAC.
Paul then set about a programme of improvements, the most important of which was to sharpen up the general handling.
TLAC flew the aircraft around for several months, using GoPro cameras and wool tufting toseewhattheairflowwasdoing.Asa result, the elevator was widened by adding aerodynamic balances that protruded outside of the tailplane, and likewise the rudder was modified and extended over the fin.
The rear fuselage was strengthened, gap seals were added to the flaps, and improvements were made to the wing root/ fuselage/flap area by incorporating fill-in panels. Also, with ethanol fuels now being used, the original composite fuel tanks were replaced with welded aluminium tanks.
In this guise it has been renamed the Sherwood Scout and it can be purchased as a kit-build Group A or microlight, or a ready-to- fly factory-built microlight. Engine choices are currently the 80hp and 100hp Rotax 912, the UL Power 260i, the Jabiru 2200 and the D-Motor, although the latter is not yet approved for the microlight.
Interestingly, the Just Aircraft SuperSTOL, which is sold in the UK by Avalanche Aircraft, is also a variation of the Escapade.
Anyway, back to the flight test and, photos done, we broke away from the Cessna and headed south. There had been no notam today covering our area, but we had seen a couple of heavy twin rotary Ospreys out to the west which must churn the air up a mite. | certainly wouldn't like to be anywhere downwind of them. The experience of crossing a mile behind a Sunderland which all but inverted us in a Cherokee has, without putting too fine a point onit,remainedwithme.Givenachance,|will also stay clear of downwind any aerial rotors and turbine farms - the mix doesn’t work well for a lightly-loaded fixed-wing aircraft.
In clear, unfettered air, trimmed out, our Scout sat there unabashed by any light turbulence today, remaining straight and level and able to be flown hands off.
LOADING
As a skinny beanpole of 75kg booted and spurred, and James, | guess to be around the 85kg mark, that placed the crew at approximately 160kg. If we had full twin tanks, each of 35 litres capacity (a total of 50.4kg), we could still take 26kg of the allowable 35kg within the voluminous (500-litre) baggage bay or reduce the fuel to a tad under 59 litres to use the full allowance.
three-o ervishighlightsthe | tall fin and rudder, modified from the -original Escapade.
A word of caution here. There is also an option of two 50-litre tanks and, if topped off, then we, the current crew, would be over the 499kg max take-off weight for the Group A version, even without any baggage. The microlight version, at 450kg, loses a further 49kg, making the smaller tanks the natural choice,althoughatypically sizedchap,say 80kg, could fly solo with full tanks and some baggage for getting on for 700 miles range.
Whichever capacity tanks are used, both systems also incorporate a four litre fuselage header tank.
The trimmer is sited conveniently between the seats with a tab mounted on the rear left elevator, which has the broad aerodynamic balance arms overlapping the tailplane as described above. They not only widen the horizontal empennage, they also lighten pitch loads. The tailplane is braced to the fin with wires above and with light gauge metal struts converging to the bottom of the fuselage below. The empennage span of 2.44m (8ft Oin) is slightly wider than the width of the aircraft with the wings folded back for trailing or storage. But more of that anon.
VERY WELL BEHAVED
Pitch, roll and yaw stick and pedal pressures and rates of reaction are pleasant and pretty wellharmonised.Fromcruisethere is little swing away from the turn when ailerons alone are used to roll on bank without rudder. The slip ball doesn't slide away much from the centre either, but it is possible to demonstrate adverse yaw (should you feel the need) by quickly rolling into the opposite direction. It's as if the nose has been caught unawares and goes the wrong way before realising it has to follow the direction of roll.
In essence, she is well mannered and behaves as the greater majority of many modern aircraft. Though vintage machines aren't initially so pilot-friendly as they demand a
and footwork the Scout should make friends very easily and quickly. It can also be guided by gentle rudder inputs, hands free, useful when thumbing through pages to check a possible change of frequency.
Whilst checking lateral stability and placing her into a trimmed stable slipping approach, in either direction and both with and without power, letting go of the stick sees the wing rise freely to its wings level stance. Very reassuring.
She shows her directional stability again from a similar trimmed side slip, but on this occasion the rudder countering the low held wing is released and, with that large fixed fin and rudder free to correct her path, she has no hesitation to swing her nose back into alignment and her direction of flight. All very natural with well-mannered and standard anticipated responses.
Nattering away with James, it transpires
FLIGHT TEST
he has a great deal of experience. He resisted giving a list but, after a while, his reticence abated and amongst others he extolled the virtues of a local Jungmeister he had been fortunate to get his hands on!
Straight and level the Scout may be flown from 65kt with a low 4,200rpm, and up to 87kt at 5,200rpm. Fly at the published economic figure of 80kt and you can be airborne for five hours and 400nm. Max continuous with our 100hp 912 ULS is 5,500rpm and the red line is at 5,800rpm.
UNCLUTTERED PANEL
Straight and level gives time for a closer scan around the cockpit. Upon getting in | had found the generally elusive headset jack points on the extreme lower left of the black metal panel
straight away, so off to a good start. My other nemesis, the fuel tap, was also immediately spotted. It’s an Andair selector mounted centrally, just below the flap lever and almost at floor level. The sticks are floor-mounted and haveanuninterruptedthrow,and| likethe four-point Willans harness, and the fact that the seat may be slid back and forth. | used the second closest of five settings to be near the panel and had the correct flexing of my ankles for rudder deflection. There is a simple red safety strap that, when tightened, ensures the seat will not slide rearward, a nice touch.
The instrument panel is uncluttered and has everything you need. The P1 position is dominated by a large MGL Discovery EFIS screen and to the right of it are the ASI with the altimeter beneath it. Then in vertical pairs
come the Trig transponder and 8.33 radio, and in front of the P2 the oil pressure and oil temp, and water temp and ammeter.
The throttle is centrally mounted below the lip of the panel, as is the cabin heat on the extreme left and the park brake on the extreme right. That just leaves the carb heat, which is electric, its switch, circuit breaker and warning light being mounted centrally along the bottom of the panel with the other switches and circuit breakers: the choke, which is under the EFIS alongside a useful slip ball, and the master switch which is up on the left side of the EFIS with the mag and start key switch. There’s room for a convenient cubby hold on the passenger side, and auxiliary power points at each side of the panel, useful for tablets, or perhaps a phone charger. Note the extended width of the elevator and the large trim tab.
The Scout looks nice as atrike and my guess it looks even better as a taildragger.
Spendingalittle bitoftimeheadsin,| appreciated the simple layout of the panel. The cockpit is not a noisy environment and the comms, intercom and radio were perfectly clear.
CLIMB AND STALL
Climbing at 55kt she probably exceeded 1,000 feet per minute but | have to be honest as we didn’t specifically attempt this exercise. The correct nose attitude at 55kt is higher than | am used to and | twice brought the nose lower and back to the attitude | subconsciously thought it should be, despite having found and used the trimmer. On your own with half-tanks it must be a joy to launch and climb, then sit into wind and try and remain level and stationary using the bottom end, i.e., slow speed, of this aircraft's envelope.
My figures, both ‘clean’ and with 40° of full flap, showed a stall speed split of six knots, 34kt and 28kt indicated airspeed. Impressive, but probably over optimistic due to some position error and not allowing for International Standard Atmosphere. However, | did approach the stall by decelerating slowly at one knot persecond, ratherthanjust hauling
off the powerand quickly losingspeed. and fuselage.
BACK IN THE CIRCUIT
Having played around one of my old stomping grounds long enough, we headed back to Little Snoring to try some landings. The Scout's information sheet quotes a ground roll of 100m (328ft) which is by no means excessive so let's see what we can do. Downwind checks are minimal and on base leg, with wings level, the flaps may be lowered under 60kt in three stages up to 40°. The flap lever is situated between the two seats so can be reached by both people on board. Like an old Austin 7 handbrake, the lever is operated with a thumb release and you then pull the lever back and up to deploy the higher lift to high drag settings. There is a slight upward nose pitch change but it is simply countered with a pinch forward on the stick and a deft forward retrim.
The approach is flown at SOktand if required, side-slipping works well, as seen earlier after investigating directional control. Side slips can be a very useful card up your sleeve during a forced landing when you're too high on an engine-out approach, so it’sworth practicing them.
With, or without a trickle of power, the stick’s rearward path for the flare and hold-off was both light and maintained effective sensitivity. Judged correctly, it was possible to touch down lightly on the main wheels and hold the nose wheel off, delaying its contact with the grass runway. When all three wheels were down, she had no inclination to dart or meander away from the runway heading, despite the eight knot 20° left crosswind. The Scout has a castering nose wheel and once rudder authority is lost, directional control is maintained with individual hydraulic brakes mounted high on the rudder pedals.
TRIKE OR TAILDRAGGER SIR?
An interesting and unusual feature on the Scout ares 3 istheabilitytoconfiguretheaircraftaseither
nosewheelortaildragger.Ifyoulookcarefully
youcanseethatdirectlyforwardofthemain
(Above)The removable skylight panel which also neatly closes the gap between flaps
(Below)Big see-through doors fold well clear to enable easy cabin access.
(Above)Paul Hendry Smith, proprietor of The Light Aircraft Company, a proud British manufacturer.
heai creecee meus Valmae
The neat, fast and very useful wing-fold system is a definite plus.
Thinking about this feature, | can see that it certainly has some merit in the training role. Having taught ab initio students to fly the aircraft as a tricycle, converting them onto a taildragger would be very straightforward, as they are already completely used to every other facet of handling the aircraft. As tested, it was a tricycle, but | am assured it is only a two-hour job to swap the configuration. The standard 15 x6.00x6 tyrescanalsobeupgradedfor rough field operation to 8.00 x 6 Tundras. | have yet to experience the delights of the ground handling as a tailwheel version of this machine but | look forward to a second visit to do so.
FAST AND SIMPLE WING FOLD
Another plus point is the ability to fold the wings alongthefuselageforstorageinatrailer, hangar or farm outbuilding. The span of 8.7m (28ft 6in) is reduced to fit into an elongated box of 2.44m (8ft) wide, 5.8m (19ft) long and2.31m (7ft 7in) high as a nosewheel. The tailwheel configuration requires less vertical extent at 1.75m (5ft Qin).
Before adopting the folded configuration, the upper rear fuselage skylight panel has to be removed, this also acts as the VHF grounding plane and aerial mount, so the snap-on cable joint is also disconnected. This needs to be placed in a safe position, far away from the wayward feetof those concentrating on swinging the wings back. Then at the wing root a 5/16 pin (bolt) is removed upwards and the wing can be pivoted back, walking it slowly from the wing tip. As the wings fold back, the ailerons rise so that when the fin is flanked by the wings the tailplane bracing wires are parallel, but not in contact, with the upward held ailerons. The fuel lines from the wing-
mounted tanks, the aileron connections, and the pitot line, all route close to the rear pivot point of the wing, so nothing needs to be disconnected. It is a very neat arrangement as there is little else to do, other than to secure the structure. This is a no fuss operation and only takes about five minutes to complete.
lf | was flying one of these machines for daily use | would change one very small thing, | would have to paint the edges of the oblong flat edged mouth of the front radiator beneath the nose of the spinner with an upward curve so that from the front the aircraft would look like it was smiling. The Scout is a truly responsive, capable and well-mannered aircraft and a grand smile on the front cowl would brighten her face, reflecting my mood when aviating with her! It really is a nicely put together little aeroplane that is a delight to fly.
COMPETITIVE PRICING
The Scout is competing in a competitive marketplace but it does have the advantage of being a British-built product with many of the components being manufactured by TLAC themselves. Kit prices start at £19,000 for a powder-coated airframekitthat includes everything firewall back except fabric and instrumentation. An additional £2,000 will have the wings built on the factory jig for you. A complete machine can be built for between £36k and £40k, depending on instruments and avionics. A factory-built ready-to-fly microlight starts at £52k. All prices subject to VAT.
All that remains is to thank all at the Light Aircraft Company for their time and generosity, as well as Mike Pinkfor flying Neil and myself up to Little Snoring in his well-cared for PA28, G-ASIL, the oldest one on the British register.
ost British registered light aircraft do not fly outside geographical Europe but a few truly adventurous pilots know no bounds - and literally fly around the world! One such adventurer is LAA member and RAF fast jet instructor Wing Commander Chris Pote, who is currently flying from Great Britain to New Zealand.
A team of fellow RAF personnel are taking it in turns to fly as crew en route. They are flying Eurofox G-GBNZ, which Chris built earlier this year, and which was featured in Project News in the September issue.
The flight celebrates the centenary of the RAF and aims to visit a large number of significant former RAF locations along the 17,000-mile route. Chris is promoting aviation and STEM subjects (Science, Technology, Engineering and Mathematics) at a number of schools along the way and is raising money for three charities: Save the Children the Royal Air Forces Association, and the Royal Air Force Benevolent Fund you can donate via httos://uk. virginmoneygiving.com/Team/ RAF100GBNZ
At time of writing, Paul had reached Perth Australia, and has returned to the UK for three-weeks before returning to continue across Australia (departing 25 November) and on to New Zealand.
GEOGRAPHICAL LIMITS
For a typical light aircraft insured in the UK, the scope of coverage is often Europe, but it can be more extensive or even worldwide.
To discover the geographical limit, check your policy schedule for a comment like “subject to LSW 617H Geographic Areas Exclusion Clause”.
LSW stands for Lloyd’s Standard Wording and LSW617 is one of the essential reference points in the aviation insurance market; almost every flying device in the world gets this clause in its insurance policy, from the smallest private light aircraft to the largest commercial wide-body. It states the countries which are considered to be risky due to political or social disruptions, and it excludes them from the granted coverage.
The letter after the three digits of the clause indicates the version the clause is periodically updated depending on the current geopolitical situation in the world. Does an excluded country mean that you absolutely need to avoid the area? Well, yes and no. Generally speaking, you might well want to avoid an excluded country due to its actual or alleged level of danger. However, let's qualify this. First, the exclusion is landing and staying in the named country, overflights are authorised.
As the aim is to minimise the risk, landing in an excluded country as a result of unforeseen circumstances is always covered. And excluded countries can be written back in, subject to formal agreement of the insurer and to an additional premium. The insurer's approval would depend on the specific context and their perception of risk.
Chris Pote and his team had to make a stopover in Pakistan, which is an excluded country. Achieving the write-back was not a big issue though, as some countries are excluded due to the hostile environment in specific regions.
In the case of Pakistan, the level of risk is greatly reduced if you are requesting an authorisation to land at Karachi International airport or Islamabad, for instance.
So, should your New Year’s resolution be that you are going to make that round the world flight, or some other epic adventure, please liaise with the Air Courtage Assurances team. We now cover LAA members’ aircraft worldwide (subject to standard exclusions).
It was this that gave us the opportunity to be part of the amazing G-GBNZ expedition, and we are very grateful to Chris Pote for carrying the Air Courtage logo all the way to New-Zealand! We wish Chris and his team the very best of good fortune on the final sectors of their trip and wish all our friends in the LAA a wonderful Christmas and a very happy New Year. Follow the G-GBNZ team’s progress at www.gb-nz.com (Above) The Eurofox on display at Cosford
Air Show prior to departure for New Zealand.
(Above) Christmas Island in the Indian Ocean, last stop before Australia.
Stay warm this winter with a Navy coloured LAA Fleece. Sizes ; Small to XXL.
eason’s Greetings and welcome to this yuletide edition of Safety Spot. | hope that you (and yours) remain in good form and that, whilst reflecting on 2018, the emotions generated remain essentially positive. We can’t, after all, moan about the weather this year can we? Months of warmth, just about enough rain to keep the farmers happy and not too much wind though in my case, the wind always seemed to be blowing the wrong way.
True,flying members of the LAA have had their fair share of misadventure but, even if the list might just be a tad longer this year, this more-likely reflects an increasing acceptance that reporting failures has to be a good idea so more of you are putting pen to paper. Even though putting one’s hand up to an error can be difficult, well done to those of you who have shared the details of their misadventure for the benefit of aviation community at large.
Another difficult thing to do, from a continuing airworthiness management perspective, is working out just what should happen after a report of a failure is received here at Engineering HQ. It’seasy to build automaticity into a response loop, but simple cause-effect programmes might look good from an often target-driven management perspective, but they may have littleoverall effect on fleet safety. Care is needed in deciding what an appropriate response might be a knee-jerk happens before a signal is received by the brain.
So, what’s on offer in this edition of Safety Spot? Well, if you've taken a quick flypast of the attached pictures before reading this, you'll see that we've had another Pioneer 300 exhaust system failure reported there’s a couple of fixes for this now offered by the manufacturer, so it might be worth a full read.
Amongst the more recent reports received we'vehadalittle clusterofpilotageproblems during take-off and landing. It’strue that this area in the LAA’s accident statistic is normally ‘well-populated’ but | noticed a bit of a trend which might be associated with winter operations so I'll describe two very recent incidents which may serve as a heads-up for us all.
One big subject we've recently tackled is the ongoing saga of Jabiru flywheels falling off. LAA Engineering has recently issued an Airworthiness Information Leaflet (AIL) mandating changes to both the method of fixing the flywheels to the crankshaft and the frequency of inspection on allJabiru engines. It has to be said that the manufacturers of the engine seem to have identified and solved this problem on their latest Gen.4 engine but as none of these engines have reached UK shores,
(Photo: Malcolm McBride)
we're more concerned about engines operating in the LAA’s fleet some of which are from the earliest times of this engine’s evolution. | have to say that the LAA’s engineering team were very pleased to see that the CAA have adopted a very careful approach to the AAIB’s Safety Recommendation (2017-021)to review the maintenance rules surrounding the continuing airworthiness requirements of seat-belts, issued as a result of a seat-belt failure during an accident with a Yak-52 in June 2016 (see above).
Both the CAA and the AAIB acknowledge that the whole subject of safety restraint systems
fitted to aircraft is a tricky one. Indeed, in the CAA’s own Safety Notice calling for the comments from the GA community at large, they say that prescribing any achievable fix, should a fix be deemed necessary, is likelyto be considerably challenging. That said of course, there’s no point in wearing a seat belt that would fail when called upon to do itswork, and noting, as we do on a daily basis, that many of the LAA’s aircraft are now quite old we do, as an engineering team, feel this review is both timely and sensible. Please feel free to let us know your thoughts about this so that we can feed your knowledge intothe system.
(Above) Earlier in the year two Pioneer 300flyers suffered problems when the exhaust tailpipe detached from the silencer canister in-flight. You may remember that one of the aircraft ended up having to make an emergency landing after his cockpit filled with smoke. Aircraft exhaust systems operate in one of the harshest environments imaginable, so a close eye needs to be applied to spot minor problems before they grow into troublesome, perhaps dangerous, ones. This story features again because we’ve had another failure reported. The story started when the owner, Alan Robinson, noticed a crack developing in the tailpipe (see the picture above). He had this crack welded up and there didn’t appear to be any other signs of distress in the connection between the tailpipe and the silencer’s body. A short time later, whilst on the downwind leg to his strip, the tailpipe departed the aircraft. This picture of the installation with the cowling removed shows the exhaust’s general fit. Notice two things from a design perspective: 1the silencer canister is cantilevered back from the main body of the engine quite some distance, and 2 the very long tailpipe. Alan remarked, “We had a good track record of the last flight on our GPS, so we set off to find the missing tailpipe we noticed straight away that the track followed a motorway we never found the missing tailpipe but, thinking about the increased riskto road users, we won’t be using the motorway as a ground feature to follow again.” (Photo: Alan Robinson)
(Above) The November issue of Safety Spotincluded a story where Pioneer pilot Simon Swift had to conduct an emergency landing after his cockpit filled with smoke. Simon also described the very heavy loads imposedontheairframeaftera ‘difficult’ take-off - essentially the aircraft hit a bump fairly early in the take-off roll, “which (Above) To avoid any further Pioneer 300 tailpipe losses, CKT Engineering has launched the half-flying aircraft into the air strengthened the connection of the pipe to the silencer canister by adding a bracket below stalling speed”. So, effectively, the (left), and has volunteered to add this bracket free of charge to all Pioneer 300/400 take-off became a heavy landing more systems. The picture on the right shows the two most commonly used exhaust to than one by all accounts! Naturally Simon, cylinder connections left the CKT ‘Olive’type of connection is shown, right is the along with his inspector, Gary Masters (of original Rotax ‘cylinder insert’type. Arguments continue about which attachment ‘Airmasters’), have been carrying out method is best certainly the earlier (Rotax) in-cylinder connection proved extensive heavy landing checks the troublesomeontheP.300systems.ChrisPiperofCKTEngineering,thinksthatitmight_pictureaboveshowsacrack inthemain be better (from a support point of view) to use the CKT flange system on the front undercarriage support frame (attached to cylinders and the Rotax system on the rear, this though is ‘work in progress’. the wooden main spar) without a For now, please take up the advice given in last month’s Safety Spot and regularly magnetic particle inspection (MPI)this check, preferably before the first flight of the day, your exhaust system. crack through the main weld may not have (Photo:Alan Robinson/Chris Piper been spotted. (Photo: Gary Masters)
SAFETY SPOT
WINTER OPERATIONS ONE WATCH OUT FOR THE SUN
This particular incident features a fairly common (in the LAA fleet) high-wing monoplane, though I'm not sure that knowing this would change the lesson to be learnt very much; except perhaps that the aircraft itself, being quite a small low-inertia machine, does need the pilot to be actively controlling the aircraft right through the landing and take-off phase. This is an incident involving visual perception.
Now, I’m guessing that you might think that you'realittle aheadofmehere weallknow about the dangers of landing ‘into sun’, and we're all aware that knowing where the sun will roughly be during a planned approach is a good idea after all, landing on an easterly runway early inthe morning can be tricky but what about landing with the sun behind you? Surelythis shouldn't be a problem?
Well, our pilot had flown off on a crosscountry early on a nice autumn morning, met a ew mates, had a look round the local sights and, happy with what the day had thus far bestowed, flown back to his home strip, all without incident or fuss.
The airfield was his regular base and he knew the topography very well indeed though he had noted, as he taxied out earlier in the day, hat the landowner had chopped down the huge oak tree that for years all pilots had earnt to avoid.
As he approached the airfield on his return he noted that the sun was getting very low on he western horizon though, as there was no wind, a landing on the easterly strio wouldn't, or at least shouldn't, present an issue, especially as the oak tree on the approach to this strip was gone.
Unfortunately, things didn’t quite turn out quite that well and, after extracting himself from the cockpit of an aircraft with a buckled nose undercarriage, he tried to work out what had gone wrong.
Luckily, the damage appeared to be limited to the nose undercarriage and, of course, the propeller.Hewas,feelingaroundabit, apparently in one piece. Thinking back, piecing together the events just prior to touchdown, it was Clear to him that the tail of the aircraft had, just as he was beginning his flare, hit a pile of wood (Quercus!) placed before the beginning of the runway this impact had thrown the tail up and, well, you know more of less what happened next.
How could this have happened? During our subsequent discussion, the pilot reckons that wo things had set about confusing his senses. Firstly,the low sun changed his perception of he aircraft completely, long shadows coupled with an unusually brightly lit far boundary hedge had made him think that the field was a lot shorter than it actually was so his landing approach was all wrong and he touched down ar too early. Secondly, he hadn’t realised just how good that oak tree was in helping to define he approach; with it gone he had rather lost his bearings.
| spoke with the pilot later to ask whether he minded me chatting about the story in Safety Spot. He didn’t of course, otherwise you wouldn't be reading the tale, but he also commented that he’d recently suffered a family tragedy which had been playing on his mind rather, so he was also out-of-sorts generally he thought it worth commenting that it’s unwise to go flying ifyou’re not 100% up to it, after all, flying an aircraft is rather a difficult thing to do.
WINTER OPERATIONS TWO SYSTEM WARM-UP
Placing time pressure on anything we do always seems to change the function somehow. | remember being in a job where | had to travel a lot. Generally | didn’t worry too much about ‘getting home time’ no real stress, | got there when | got there. That was the situation every day except Tuesday for this was band-practice evening. It seemed like everything | did during the Tuesday, wherever | was, whatever | was doing, took three times as long even, for some unaccountable reason, first thing inthe morning.
Such was the situation for our second winter ops incident victim. He’d promised to do a flypast of the local war memorial at exactly 11 o'clock, you'll understand why. Now, the plan was to fly-past in loose formation with another aircraft, something well-practiced and sensibly arranged but, at least initially, the weather didn’t look as if it would play ball both pilots thought they would have to cancel because of low cloudandabitofdrizzle.
Then, a hoped-for break in the weather crossed the take-off field and the pilots sprang into action, both thinking that they’d just be able to make the event as the bugler smartly lowered their instrument after reveille after all. They did, well done to them, but right from the start of the flight, our pilot noticed that the windscreen was misting up badly - especially as he returned for a rushed landing before the weather closed-in again.
Yes, no point in going on really, you'll have guessed the outcome. In short, he didn't make much of the flare and broke the aircraft on landing. Though the windscreen misting-up didn’t help the pilot, who, incidentally was just a few days short of his fortieth ‘without incident’ year flying sports aircraft, he explained that the reason for the mess-up was a combination of factors effectively stressed him out.
Firstly, the weather. Then, because of the cold/damp conditions, the battery was ‘a bit flat’ and the engine had trouble starting then, panic setting in, he didn’t have much time to thoroughly warm the engine so the de-mist didn’t work.
Both events described above have something in common other than the obvious season-related message headlined that’s multiple factors. It’s a rare event that only has one cause. A good tip for all pilots might be, “If you see the negatives piling up, stop. Take stock, wind down the volume, take a deep breath and sort out the negatives before attempting to fly an aircraft.”
JABIRU ENGINES
FLYWHEEL ATTACHMENT BOLTS
In early 1988 Rodney Stiff and PhilAinsworth formed Jabiru to develop a highly efficient, composite light aircraft. This original aircraft was designed around the KFM112M 60hp flat-four, but only one month after the initial Australian approval, the Italian engine manufacturer advised that it was ceasing aircraft engine production.
Thus Rod and Phil were forced either to redesign the aircraft to accept the much heavier (and more expensive) Rotax 912 engine, or take the almost unimaginably brave step of developing a flat-four engine themselves, comparable to the KFM.
Incredibly, the GOhpJ1600 was developed over a period of just 18 months. In March 1993, this new engine was approved by Australian CAA for installation in Jabiru aircraft,and the first
engines were released to the market in September 1995.
The LAA, then of course the PFA, came into the Jabiru picture more fully in April 1997, when we approved the first kit-lbuiltJabiru SK. This aircraft was fitted with the later 80hp 2200A engine and, again, this example is still operating under the LAA’s banner.
TheLAAnowhasalittle over600Jabiru engines in service (compared with about 1,600 Rotax912 (series) engines) and their failure rate, doesn't look to be any worse than any of the other comparable engines operating in LAA aircraft. Engineers amongst you will know that by far the biggest reason for engine failures is something going wrong with an ancillary component not, generally, the base-engine itself. Probably top of the list is fuel delivery issues of one kind or another.
One issue that has bedogged the Jabiru 2200 engine over the years has been the failure of the bolts attaching the flywheel to the back end of the crankshaft, and it’s a recent flywheel failure on a Jabiru 3300A powered SportCruiser that’s brought this engine failure mode back into sharp focus.
We've spoken about this issue before in SafetySpot, most recently in March 2015 when we Chatted about the introduction of the Nord-Lock washers by the manufacturers. Since that time, we’ve not had any significant failures reported and this recent failure is also our first report involving the six-cylinder variant.
Jabiru introduced the Nord-Lock washer as a standard method of locking the flywheel bolts after LAA Engineering approached them for a letter of no objection to their use on a Jabiru engine in the LAA fleet. This came about after we received a modification application from the Jabiru Owners Club, notably, Dino Licheri and Bob Panther, asking to approve their use.
Bob argued that the original method of locking the bolts, a high-strength Loctite (620), wasn't doing itsjob properly for various reasons and, worse, making it impossible to check the bolt torque correctly without removing them completely at each torque check.
Naturally, if all the flywheel attachment bolts fail then the flywheel will fall off and the engine will stop. But actually, because the rearmounted generator system (part of which supplies power to the ignition system) could be damaged by one single failed bolt head jamming between the generator’s rotating parts, even the loss of one of the six attachments could end up with an engine stoppage and considerable mechanical damage. In the most recent failure case, probably because the camshaft gear jumped a couple of teeth during the flywheel’s departure, the engine was completely wrecked.
lt cannot be said that the engine manufacturers have been blind to this issue, over the years there’s been a stepwise increase in the size of bolts from 1/4in to 3/8in and there have been a number of different flywheels tried. The latest is the ‘starfish’ type which removes the steel to aluminium attachment completely in the hope of removing joint settlage and subsequent reduction of clamping force more about this later.
In addition to this, dowels were fitted to share the shear load with the bolts, in theory reducing the issue of fatigue which, by looking at the fracture faces of the recovered failed bolts, was the primary cause of the bolt’s head breaking off.
For many years Jabiru themselves have
(Above) From the very earliest days of the engine, it seems that Jabiru 2200 owners have been plagued with occasional failures of theboltsthatsecuretheflywheel,sothis isanissuethathasa fairlyinteresting(fromanengineeringperspective)history.Thetwo big reasons why we see material failure in a component are overload and fatigue; identifying which of these two predominate in a failure case is sometimes quite difficult. Initially, though the evidence from fracture faces in failed flywheel connection bolts showed that the failure resulted from fatigue, the engine designers decided that the core reason for this was understrength bolts so, in a rather stepwise manner, bolt sizes have steadily increased. The pictures above show damage to a Jabiru 3300 engine caused as the flywheel became detached after all the flywheel bolts failed sequentially. The picture on the left shows damage to the end of the crankshaft, the picture on the right shows valve stem damage caused when the mechanical timing of the engine was disturbed when the camshaft gear slipped as the flywheel departed. Every valve and pushrod was damaged due to the valves being struck by the pistons. (Photo: Kevin Hyam)
(Above) After a close study of the flywheel to crankshaft connection both in terms of initial design and by reviewing post-failure evidence, it became clear that the primary reason for the failure of the bolts was that tension was being lost over time due to settlage in the joint. The bolts, having effectively lost their clamping force, were now subject to local cyclic loading the primary cause of fatigue. The graph on the left shows the loss of tension in various bolts against various levels of settlage. Interestingly, by upping the size of the bolts, less settlage is required to lose bolt tension, so instead of improving the attachments longevity, it actually makes matters worse. The picture on the right shows the fracture face of a failed bolt from the recent 3300 failure as you will recognise, a fairly typical cyclic fatigue failure.(Photo: Bob Panther/Malcolm McBride)
(Left) After chatting to engine overhaulers who specialise in keeping our fleet of Jabiru engines serviceable, another important point to note regarding re-assembly afteroverhaulcametothesurface.Thepictureaboveshowsafailed camshaftdrive cog which, in-service, fits over the end of the crankshaft (between the crank and the flywheel). Note there’s a tooth missing and, more importantly, the body of the gear is cracked. When the engineer checked the fit of this cog over the end of the crankshaft, he found that it was very tight indeed, even with the dimensionchanging crack. This cog is held in place by the flywheel attachment bolts, so it’s easy to imagine that if the cog wasn’t seated absolutely correctly during engine assembly then, as time progressed, it would eventually settle into the fully seated position. This settlage would completely release any tension in the flywheel bolts.
(Photo: Gary Cotterell)
flywheel bolts was the introduction (worldwide) of heavier propellers. Jabiru only recommend the use of their lightweight hoop pine propellers.
Certainly, when considering the cyclic forces in the crankshaft, the increased moment of inertia, a function of mass, felt by the crank by the use of heavier propellers will have an effect, though it’s difficult to connect this issue with the flywheel end of the engine.
The very latest engine, the Gen 4, has a very lightweight flywheel known as the X-Yflywheel though at the time of writing this new engine hasn't been evaluated by the design chaps here at LAA HQ.
Ifthe tensile load in a bolt repeatedly fluctuates above a certain percentage of its ultimate tensile load carrying ability, the bolt will be subject to fatigue and will eventuallyfail.
However, it was learnt back in the 1920s that if a bolt is torqued up so that it is permanently stressed in tension to a level above that created by the alternating force, the bolt doesn’t ‘feel’ an alternating stress,so fatigue doesn't happen. But ifthe bolt loses its torque-induced tension due to settlage inthe joint, it will experience the alternating stress and quickly start to accumulate fatigue damage.
We think that in the case of the Jabiru flywheel bolts, it is the loss of clamping effect and pre-tension in the bolts due to joint
a factor in the life of this bolt.
Added to this, whilst all six bolts together are up to the job of retaining the flywheel, if one or more becomes compromised (or fail altogether) then then the sum of the alternating load is transferred to the adjacent bolts leading to them failing in turn.
So, the issue really is that it is essential that the clamping forces in all the bolts are preserved, maintaining an equal pressure around the attachment ring. Ifyou can keep this state the individual bolts will all be loaded in a way such that fatigue won't be an issue.
Maintaining clamping force in high tensile steel bolts though is quite difficult though, mainly because the bolts themselves don't stretch much-it’sthestretchthatprovidesthetension in a bolt in service. The smallest amount of settlage in a bolted joint will reduce the tension, and therefore, inthis set-up, the clamping force.
Counter-intuitively, by increasing the diameter of the bolt, the problem of maintaining ‘stretch’ becomes worse. As a function of applied load, a bigger bolt will (in terms of measured change in length) stretch less, sothe tiniest amount of settlage removesthe clamping force. There are many examples like this in engineering, where the ‘if it breaks make it stronger’ ideology can lead to worse failures.
Better, by far, to identify the root cause of a
problem and fix the issue. Bob did some sums and created a graph where the pressure applied by a bolt is shown against a theoretical joint settlement amount. Essentially,there are two sets of values shown in this graph, the lower set (wherethe clamping force drops to zero) is with the conventional ‘Loctite’ fixing method the upper set relates to the residual force left even after some considerable settlage when Nord-Lock washers are used to lock the bolts.
Because of this most recent failure, the LAA has issued an Airworthiness Information Leaflet (AIL) reducing the inspection interval and the life in service of these bolts. In addition to this, we’re ceasing to endorse Jabiru’s Loctite approach to locking these bolts. In effect, we're mandating Jabiru’s alternative method of using Nord-Lock washers which we consider much more effective in maintaining the clamping force inthis joint and preventing the bolts fatiguing. Loctite isa great way of locking a bolted joint but, the only way to subsequently checking the torque on the bolt is to remove and replace the bolt so it’s not an appropriate way of locking this particular connection.
So, another year just about over and another bunch of SafetySpots written. May |,on behalf of all the engineering bods stationed at our Turweston HQ, wish you and all those you love, a very happy Christmas and naturally, for 2019, Fair Winds.
(Above) On the Jabiru engine, electrical energy, both for engine ignition and system power requirements, is created by a flywheelmounted rotor rotating around a stator containing a series of coils (you can just see a couple of them through the lightening holes). This stator is held in place by an aluminium structure known as the spider. It’s a system that’s simple and effective, but it can make it difficult to check-tighten (or replace) the flywheel attachment bolts but this picture shows a simple solution that we would encourage all owners to adopt an arch is cut into the spider between the stator attachment bolts which allows easy access for a socket and extension. (Photo: Kevin Hyam) LAA ENGINEERING CHARGES PLEASE NOTE, NEW FEES HAVE APPLIED SINCE I APRIL 2015
WHERE TO GO hereareahandfulofChristmasandNewYearfly-insnoted butdokeepaneartothegroundastherearelikelytobea
few late additions. GASCo Safety Evenings are now in full swing and all those noted to date are included here. Again, look at the GASCo website for content of the evenings, and for additional dates as they are regularly updated:
www.gasco.org.uk/events/safety-evenings
DECEMBER
I Compton Abbas Christmas Fly-in.
6 Yeovilton FAAM Cobham Hall Workshops Tours [pre-book]
Wednesday 16January Carterton Community Centre (Nr Brize Norton) 19:30.Contact: James Conolly, Email: cartertonsafetyevening@outlook.com
Wednesday 16 January Compton Abbas 19:30.Contact: PeterBeange, Tel: 01747 811767 Email:peter@abbasair.com
Thursday 17 January Sherburn in Elmet Aero Club 19:30.Contact: Flightdesk, Tel: 01977 682674 Email: oliver.orince@sherburnaeroclub.com
Monday 21 January Leicester Aero Club 19:30.Contact: Mickey Smith,Tel:07736 171935 Email:mickey.smith@leicesterairport.com
Thursday 24 January Buckminster Gliding Club Saltby Airfield 19:30.Contact: Michael Claxton Tel: 07790 914198. Email: mikeclaxton@hotmail.co.uk
Thursday 31 January Eshott Airfield 19:30. Contact: Richard Pike Tel: 07715 471797. Email: richard@northeastaviation.com
Thursday 7 February City of London St. Botolph Building 18:00.Contact: 0207 902 7800 Email:dtucker@haywaras.net
Pre-registrationis required by e-mail.
Tuesday 12 February Hull Aero Club Beverley (Linley Hill). Time and Contact TBA Thursday 14 February Westair Flying School Blackpool Airport 19:30.Contact: Louise Ball/ Peter Eckersley Tel: 01253 342660. Email: school@westair.uk.com
Monday 25 February Boscombe Down. Time and contact: TBA
Thursday 7 March Old Control Tower Café, Goodwood Aerodrome 19:30. Contact: KristinGjetnes, Goodwood FlyingSchool.Tel: 01243 755 159. Email: kristin.gjetnes@goodwood.com
Tuesday 12 March Cornwall Aviation Heritage Centre Cornwall Airport Newquay 19:00. Contact: Flynay PilotTraining. Places limited. Tel: 01637 861744. Email:fly@flyngy.co.uk
Monday 18 March Cambridge Aero Club 19:30.Contact: Megan Hollows,Tel: 01223 373717 Email: Reception@Cambridgeaeroclub.com
Wednesday 3 April Rattlesden Airfield. Time and contact: TBA
Tuesday 23 April Lydd Airport. Time and contact: TBA
Tuesday 30 April Southdown Gliding Club Parham Airfield 19:30.Contact: Geoff Stilgoe Tel: 01342 713846 or 07976 694436. Email:office@southdowngliding.co.uk
Thursday 9 May LAA Devon Strut. The Ley Arms, Kenn, Exeter. 19:30. Contact: David Millin Tel: 01803 663012. Email: Aavid.millin@sea-sea.com
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TRAFFIC AND WEATHER
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rif www.laa.uk.com rrivingfromnorth,south,east andwest,thirty LAAStrutandDEVONSTRUT , opportunity for many of us to put faces to the names in this monthly Struts4U column and to see the dedication and enthusiasm of those who organise the local groups and who are looking to a future of boosting this area of LAA activity.
Type Club representatives arrived at Turweston on 3 November for the Strut and Club Seminar.
We could talk about the hundreds of miles driven by some who set off before the crack of dawn, the copious amounts of teaandcoffee “ie oe consumed or the sight of Annie (the medical training ee dummy!) prostrate on the table in need of immediate resuscitation.
However, the real story of the day was the
(Main) Representatives from Struts and Type Clubs from all corners of the country gathered at the first Strut Seminar.
(Left)A new Strut and Club pull-up with their locations around the UK.
(Inset)Some 30-year-old pre-digital Strut Newsletters presented to the archive by RoyTargonski.
j David Millin of the Devon Strut was the key organiser of the day and, after a tour of the LAA ®ow HQ,SteveSlatergavea ees comprehensive presentation ft lookingatthejourneythe - LAA plans to make into the future. Many of the key initiatives in respect of LAA involvement in national aviation issues, such as airfields and airspace, workshops, training courses, the Rally and work done with young people were also addressed.
There was plenty of time during the consumption of sandwiches and cake at lunchtime for networking. It was good to drop in on the many conversations between representatives keen to share ideas of ways of promoting Strut activities to a wider audience, and encouraging new Struts to start in areas of the UK which were not represented.
Andrew Caldecott has a new role in the LAA, that of organising and developing member training courses across the country. As a trained
first aider, he had brought along Resuscitation Annie and demonstrated the use of a defibrillator as well as promoting FirstAid Certificate courses which could be organised for the Struts. This idea was well received, and Steveagreed that money could be made available to the Struts to help cover some of the costs.
During an open forum there was plenty of time to air concerns, ideas and suggestions to be shared by everyone in the room. An inter-Strut communication system is planned for the near future.
We also took the opportunity of encouraging Struts to include the Aviation Art Contest (see last month’s LA) at Strut fly-ins and open events next season. The contest is an opportunity to involve families with aviation and Strut summer events are an ideal venue.
The day ended with a surprise package delivered by Graham Wiley. The package included a collection of PFA Strut Newsletters and leaflets from the 1980s donated by Roy Targonski.
Produced long before the days of emails and even word processors, they provide a fascinating glimpse into Strut life over thirty yearsago.Meanwhile a listingshowsthere were 38 active Struts at the time. It would certainly be good to see the revival of those that have fallen by the wayside!
The enthusiasm was tangible as the representatives headed home to re-charge the batteries of their Struts and Clubs. One of the challenges for Struts is to link new LAA members to their local Strut and to encourage those who are no longer flying and building to continue to share their experiences and expertise.
We can look forward to a follow-up seminar in the Spring providing another opportunity for Struts and Clubs to share ideas with a wider audience. In the meantime, it just remains for me to wish you all a very happy Christmas and | hope you enjoy all the Strut and Club festivities listed in the calendar!
STRUT MEETINGS
DECEMBER & JANUARY
Andover Strut
Spitfire Club, Popham Airfield, SO21 3BD 1930
Contactkeith.picton@ntlworld.com
10 December Christmas Quiz and Festive Dinner
14 January ‘Owning and operating the only airworthy Westland Wasp’ by Terry and Gail
Bristol Strut
BAWA Club, Filton 1930
Contact tw@bristol-wing.co.uk
4 December Christmas Quiz
8 January Review of 2018's flying activities
Cornwall Strut
The Clubhouse, Bodmin Airfield
Contact Pete White pete@aeronca.co.uk 01752 406660
12 December ‘The Grace Spitfire’ by Graham Hurley(writerandtv producer)
Devon Strut
The Ley Arms, Kenn, Exeter 1930 (October —April)
Contact david.millin@sea-sea.com
7 December Christmas Meal
10 January ‘Counter Terrorism Awareness’ by Sorrel Lane. ‘Flying Bizjets’ by Paul Catanach
19 December Christmas annual drinks, nibbles and Chairman’s Quiz
16 January LAA Struts Seminar report and open forum
Sywell Strut
Aviator Hotel, Sywell Aerodrome 2000
Contact Alan Jackson alan@electricmail.me.uk 07899 954016
Vale of York Strut
Full Sutton Flying Club 2000
Contact Dave Allan 07973 765 552 daveallan324@gmail.com
12 December ‘Single Pilot Resource Management’ BreightonAirfield
30 January ‘Getting into and becoming an aerobatics ace!’ by Tom Cassells
Wessex Strut
Henstridge, 1900 (food), 2000 (meeting)
Contact neil.wilson@laa.uk.com
17 December ‘The Life of Eric ‘Winkle’ Brown’ by Paul Beaver 18 January Strut Awards
West Midlands Strut Navigator Café, Halfpenny Green Aerodrome
1930
Contact Graham Wiley westmidlandslaastrut@googlegroups.com or Stuart Darby stuartdarby134@hotmail.com www.wmstrut.co.uk
December No meeting
16 January ‘My Father was a WW1 Pilot’ by John Dimmock
West of Scotland Strut Bowfield Country Club, Howwood, PA9 1DZ Contactnkg@barnbeth.demon.co.uk 01505 612493
Youth & Education Support (YES)
ContactStewartLuckcaptainluck@hotmail.com
Note that some Struts make a small charge towards costs for non-members, but all are welcome to attend the gatherings. Please check with the Strut contacts above if you have any queries.
Let me know of any calendar changes or changes to contact details for your group as soonaspossible(struts@laa.uk.com).
Thank you to all Strut co-ordinators and newsletter editors for the continuous flow of information.
After three years at technical college studying mechanical engineering, |joined the RoyalAir Force at 19 and served nine years as an airframe technician, generallyknownasa rigger.
The first three years |was on 72 Squadron maintaining Westland Wessex helicopters at Odiham and Aldergrove. The remaining years were spent on Aircraft Repair Flight at Abingdon but detached as required, undertaking structural repairs on allfixed-wing service aircraft, including naval, so lots of bird strikes!
After leaving the RAFin 1987 | spent a couple of years enjoying some R&R,hang gliding and windsurfing, and then started work at Flight Refuelling Aviation.
Initially working on Canberra major overhauls, after two years a position was offered inthe target towing department. This role involvedflying duties aswinch/targetoperator on Baron, Conquest and eventually Falcon 20 aircraft and, as an already keen sport pilot, a job that involved flying was too good to pass up.
The work was primarily engineering-related, maintaining the towing equipment, building and installing tow cables incredibly, the longest were 30,000ft to give good safety margins.
(Above)Simon with his Kitfox G-FOXZ completed from an almost un-started kit and powered by a four-stroke Rotax 912UL.
The majority of our work was in support of the Royal Navy operating in the dangerous areas around our own coastline, but frequently we would be detached to overseas bases. Gibraltar and Crete were always enjoyable, but the Gulf andMalaysiawerea bitofaslog.
The ops in the prop fleet tended to use simple visual targets for gunnery training, the crew being a single pilot and engineer/operator. Handling duties tended to be shared as the flights could be quite long from the south coast to the Firth of Forth a task and return to base without landing was achievable.
At the time the work seemed quite routine but looking back perhaps not quite so. One of the aeroplanes utilised a hatch in the floor through which the target essentially a back to front windsock of about five metres length had to be manually recovered. This was best achieved at very low speed but we did have a safety harness just in case.
At the other end of the spectrum, some of the targets were quite sophisticated with a degree of autonomous control (height-keeping) or
having specific radar or IRsignatures.
Around this time, the early nineties, | decided to go for my Commercial licence having already gained my PPLfor microlights inthe early eighties, and my PPL(A)for light aircraft in 1991. A multi rating would enable me to log the flying time carried out at work.
Another significant aspect was to change my microlightfora lightaircrafttoassistinbuilding hours. The twin rating was completed on Senecas in around five hours, but | decided not to pursue the Commercial licence. It did mark the beginning of my involvementwith the LAA though as | built my Avid.
Growing up untilabout nine years old near Biggin Hill and being taken to all the air shows at Biggin and Farnborough, | believe must have sown the seed. Captain W.E.Johns’ Biggles booksalsohave a lottoanswerfor.Later,asan impressionable 12-year old, a picture of aman on a Rogallo wing in SHEmagazine made a major impact on me.
Aged about five | had a joyride at Clacton in a four-seater all | really remember is that | couldn’t see much!
(Above) The Avid Speedwing G-OZEE, Simon’s first LAAaircraft, built in 1992.
(Right)The Mark Brown-designed Starlite composite single-seater, the forerunner of the two-seat Pulsar, which was built by Martin Faro.
Wheredidyou doyourflighttraining?
| purchased my first hang-glider in 1978and transported it on the roof of a Fiat500 with a mattress, but | didn’t start training until 1980 with Birdman at Marlborough. In 1979 | had seen Gerry Breen fly a fantastic display at Halton with a keel line power unit, having taken off from the roof of a car, but! didn’t start ‘triking’, as itwas called then, until 1981.
By then | was flying hang-gliders and the training comprised of being told “that’s the throttle, don’t go too far”.
How did you hear about the PFA/LAA?
In the late 1980s | was an inspector for the BMAAandwasawareofthePFA.However, | didn’t join until 1992 to enable construction of my first aeroplane, an Avid Speedwing.
Howdidyou becomean LAAinspector?
Owning and operating permit aircraft forms the main part of my everyday life. There are alternative options but not for the types of aircraft that | find most interesting.
As |’'dalso been a BMAA inspector, and prior to that a BHGA Safety Officer, and having finished full-time employment in 2009, the inspector role provides me with some useful function and interest.
Isengineeringinthe family?
My father was a toolmaker, he would have marvelled at the way complex parts are made today. With most trades the real learning starts on the job, in my case on the squadron. | believe with aviation it’s not necessarily obtaining knowledge that’s most important, it’s more developing a mindset or approach
How many types have you flown?
| have flown around sixteen different types of aircraft including twins and a number of different microlights, both fixed-wing and flex-wing and one prone unit. I’ve recently dusted off and been flying a trike unit of my own design from the early nineties, as it comes under the sub-70kg ‘nanolight’ category.
| have over 2,400 SEPhours logged and around 500 on microlights, with perhaps 400 hang-gliding. The bulk of my SEPis on Avid, Kitfox and Starlite.
Doyou have a favourite or least favourite type?
| am probably most at home in my Kitfox, the type can be quite variable but mine has the four-stroke engine which provides relaxed simple and economic flying.
A contender for the worst would be my own
What aircraftdo you currently own?
| own Starlite G-FARO, built in 1990 by friend Martin Faro, sadly no longer with us. My Kitfox G-FOXZ which had been a pretty much un-started project that | finished in 2004, and my PulsarG-CISE, another partial project that |took over in 2009 and did not complete until 2016. Oh, and the ‘nano’... not sure that counts!
What’s your best aviation moment?
My first flight in Avid G-OZEE ranks high. | didn't carry out initial testing due to lack of experience, Eddie Clapham kindly did that. Hang-gliding has also provided some memorable flights, cross-country flying just below cloud base is impressive, or the dramatic mountain flying in the French Alps. Albeit a long time ago.
Haveyou flown abroad on touring holidays?
In the mid-nineties a group of us, mainly in Avids, used to make the trip to Montardoise for the fly-in organised by the French agent. They were great fun, though perhaps not the first one when, after engine failure, my return was courtesy of P&O.
(Inset) Avery young Simon Gooze pictured with his trike unit.
MEET THE MEMBERS
|almostfeelalittle ashamed,afterreading about other people’s fantastic trips, to admit to being quite content with my relatively local flying —myproverbial piece of string is not very long and is probably shrinking.
Sir Alan Cobham for his incredible achievements. Also, like most | am in awe of the ATA personnel and their important work as distinct from many years pursuing pleasure flying which is reallyof no consequence.
Understandably target towing provided a few, lightning strikes are not uncommon usually resulting inthe lossof the target and the cable but minimal damage to the aircraft or systems.
On one occasion as engineer/operator on the Conquest, we lostpitch control after taking off in slush but after reducing power and CeemiaPercael a SacSSaas
descending below icing level itfreed off after a few very long minutes.
In light aircraft I'vehad a few power-related issues but only two full engine failures, one in France as already mentioned, and another while flying anAvid Speedwingwhenthe engine seized abruptly just before the upwind end of the runway. Fortunately,always expecting a two-stroke engine failure meant |was able to get it down safely.
A more recent hairy moment involved a very close encounter with a helicopter in the circuit where luck, or the correct term, providence, saved the day.
I'veenjoyed metal detecting for the lastfew years. It’svery relaxing and occasionally rewarding (not in monetaryterms). It’s something to enjoy innon-flying weather but for some reason it’s rather oddly perceived.
FirstLight by GeoffreyWellum is compelling and very humbling. And |wish | could re-capture the thrill of those Biggles stories read as a boy!
With unlimited funds I'd probably end up with a fleet, but | am interested mainly in simple, elegant machines, much like the Pulsar and Starlite and they also de-rig.
Ifyou're building then keep it light, if you're maintaining take your time, and ifyou’re flying keep it safe.
(Below)Most recent addition to the fleet is G-CISE,a Pulsar Simon completed from an uncompleted kit in 2016.
promised last month that | would share with you the LAA response to the call for evidence in the Parliamentary Inquiry, initiated by the All-Party Parliamentary Group on General Aviation, on the role of the CAA in determining and administering the Airspace Change Proposal (ACP) process.
The Group is Parliament’s largest APPG with 174 MPs and Peers, and the enquiry headed by Lord Kirkhope is set to drive increased scrutiny of the CAA’s current role as both ‘poacher and gamekeeper’ when it comes to airspace decisions.
Unfortunately, the full LAA response runs to a couple of pages more than this magazine Can spare, and anyway, there are far more interesting things to read. So, I’ve cut this back to give you the key points. The document of course, wasn’t a solo effort, | owe thanks to Roger Hopkinson, John Brady and Tim Hardy among several others who made a significant input. Thanks are also due to Pete Stratten, who is the CEO of the British Gliding Association, as well as currrently co-chair of the APPG GA airspace group.
TO: AIRSPACE INQUIRY
All-Party Parliamentary Group on General Aviation
c/o The Rt Hon Grant Shapps MP House of Commons London. SW1A OAA
The UK Light Aircraft Association (LAA) welcomes this opportunity to respond to the call for evidence on behalf of our 7,700 members, who actively fly over 2,600 light aircraft on LAA-administered Permits to Fly, with another circa 1,400 projects in build or under restoration around the UK, meaning that we speak as the largest body representing powered sport flying in the UK.
We are also in full agreement with the submissions from fellow representative bodies such as the British Gliding Association and British Microlight Aircraft Association, with whom we work in partnership as a member of the General Aviation Alliance.
Access to uncontrolled lower-level airspace is vital for our members but has become increasingly difficult in recent years. The combination of an absence of a coherent lower air space policy and a lack of transparency in CAA Airspace Change Process decision-making has led to increasing disquiet across the whole of the GA sector. We therefore appreciate this timely review by the APPG GA and we would like to focus on lower airspace strategy and the oversight, efficiency and monitoring of the current Airspace Change Process.
LOWER AIRSPACE STRATEGY
Despite a clear recognition of the value of General Aviation in the UK (valued in the DfT York Aviation research at in excess of £3 billion and supporting an estimated 9,700 jobs) and a DfT commitment to full access to uncontrolled airspace (GA Strategy 2015), the strategic activities generated by initiatives such as the 2011 Future Airspace Strategy have, quite simply, not borne fruit.
As a result, an unnecessarily complex lower airspace infrastructure below 7,000 feet has evolved since the Second World War, without any strategic planning; frequently based on inappropriately large areas of controlled airspace to accommodate obsolete procedures, segregating air traffic instead of integrating it, and based on outdated technology and practices.
In addition, a piecemeal adoption of ACPs around the country has become the norm, with no view to their integration into an overall lower airspace development strategy. This results in airspace that is simply no longer fit for purpose either in terms of safety or accessibility.
While it is noted in the recent Airspace Modernisation Strategy (CAP 160 Section 3.14) that this is a key problem, it is disappointing to note that the European ATM modernisation programme signed up to by EU member states, including the UK, and which would have heralded much needed change
commercial air transport sector and the CAA.
It is also noteworthy that funding for organisations such as FASVIG/Airspace4All, which have offered both detailed research and strategic solutions for GA and visual flight rules airspace, appear heavily influenced by commercial air transport sponsors with little interest in the GA sector beyond protecting their own interests. Even when independent research has been produced, with valid proposals based on proven best practices, there has been little or no implementation by the CAA.
Despite the fact that overarching CAA and DfT Policies state a commitment to equality of access to VFR airspace there is, worryingly, an increasing impression that airspace is being considered as an asset which can be ‘owned’ by a particular control provider or airport. Indeed, it seems some recent ACP bids to generate disproportionate areas of controlled airspace seem to be as much about generating shareholder value for an individual operator, as about delivering a meaningful or proven safety case.
As a result of this and an apparent lack of positive management by both the CAA and DfT (at a recent CAA GA Partnership meeting neither organisation was able to identify who in their organisation was responsible for managing lower airspace), modernisation tasks which were set out in the Future Airspace Strategy including flexible use of airspace, continuous climbs and descents for commercial operations, and the development of a viable electronic conspicuity programme, have all failed to be adequately fulfilled.
While in other areas of the CAA’s activities, significant progress has been made in modernising internal practices and engagement with the GA community, this is significantly less so within Airspace management. There seems to be a fundamental difficulty in reconciling the role of regulator with enhancing engagement to partnership levels and there is a clear need, from a GA perspective, for a change of management philosophy and a genuine
commitment by the CAA to engage proactively with the GA community, in contrast to the current ‘take it or leave it’ philosophy currently espoused by senior airspace managers.
In conclusion, we strongly recommend that this review looks toward developing five main areas:
A recognition that the current scale of controlled lower level airspace is disproportionate. Review and where necessary, reduce areas of VFR controlled airspace in line with the stated DfT strategy that “VFR aircraft should not be excluded from any airspace that is not being fully utilised for its intended purpose”.
@A review of the oversight and engagement processes within the CAA Airspace management, utilising modern evidencebased and predictive risk assessment processes as well as an enhanced commitment to harnessing external engagement.
@ A more holistic evaluation of the effects of large areas of controlled airspace on other VFR users, in particular the effect of these areas in creating ‘pinch points’ further afield, increasing rather than decreasing the risk of Airprox or mid-air collisions. Currently there appears to be no CAA commitment to taking responsibility for planning lower airspace to ensure a viable architecture remains for GA and sport flying.
A better mechanism for the return of controlled airspace which is now redundant or not adequately utilised. The current ‘PostImplementation Review’ system has no legal provision for this, leading to known areas of airspace still remaining controlled, even though the runways that were served by them have now been closed.
H A more robust external review process to better monitor and provide independent oversight of the CAA’s effectiveness in properly implementing future airspace strategy. THE AIRSPACE CHANGE PROPOSAL PROCESS Perhaps the single most controversial area of the interface between the CAA and the GA population is the Airsoace Change Proposal (ACP) process. This has most recently been highlighted by the acceptance by the CAA,
“There seems little
CAA of unrealistic traffic
the sponsors and their
with only minor changes, of the bid by TAG Farnborough to annex a significant amount of low level airspace across the south of England as Class D controlled airspace.
The ACP process should ensure in the CAA’s own words that, “when the CAA decides whether or not to approve a proposal to change UK airspace, it does so in an impartial and evidence-based way that takes proper account of the needs and interests of all affected stakeholders”.
The Farnborough decision is felt by many to fly in the face of that and the CAA appears to have simply ignored advice from organisations, including the LAA, that for VFR pilots unable to access the controlled airspace, lengthy diversionary routes are required into more congested airspace with the risk of mid-air collision being increased, negating the CAA’s assertion that the decision has been made on safety grounds.
The decision has also been regarded as a clear demonstration of serious flaws in the CAA’s Airspace Change Proposal (ACP) process itself. The CAA has already effectively admitted that the process used at Farnborough was unsound, as the procedure used to assess it (CAP 725) was abandoned at the end of 2017, replaced by anew, more transparent process - CAP 1616.
However, there is already evidence that the new process is proving unduly onerous in terms of response requirements, further biasing the process in favour of the applicants who are utilising the services of specialist airspace consultants, who have developed this as a lucrative income stream.
There also seems little proper scrutiny by the CAA of unrealistic traffic predictions
Tn ee? i samee ey
CEO THOUGHTS
presented by the sponsors and their agents, or of the input from surrounding communities, airspace and airspace users.
One recent ACP consultation achieved in the region of 99% objections to the proposed airspace, yet the CAA ruled that the ACP still be granted. Another so-called consultation claimed dialogue with a number of local councils. Subsequent investigation indicated that the appropriate council officials had not been contacted and that correspondence had merely been posted to a ‘drop in centre’ address in a village High Street shop!
We strongly recommend that the CAA is required to be externally audited on its performance in handling ACPs, with a particular emphasis on the following areas:
@More stringent review of ACPs based on future undelivered/unrealistic traffic forecasts.
@Greater recognition of failed and poor engagement with stakeholders.
The lack of wider review of the airspace safety implications in the areas outside the controlled airspace which is being sought.
@Review of the balance of decision making and its transparency. Even under the new CAP1616itisimpossibletoseehowaspects are weighted and decisions made.
@ Review of the current poor consideration of consultee input with no indication of how it is balanced. This leads to a perception of a bias to commercial interests.
W Lack of internal or external audit of overall process including vitally, the final decisionmaking process.
@Lack of recourse (save Judicial Review) to challenge the decisions made.
i Review of the role of Airspace Change consultants (many formerly CAA staff) and their current relationship with CAA decision-makers.
While we have no wish to further extend or make the ACP process more onerous, it is clear that the current process and its management will benefit from a significant, independent review.
Airspace is a national asset. It is simply unacceptable that any party irrevocably ‘buys’ airspace, therefore the manner of its allocation needs both clarity and a process to ensure such an allocation is necessary and appropriate in the wider interests of theThenation.negative impact on recreational aviation with the CAA’s approval of the TAG-Farnborough ACP is one major triggers of calls for a fairer and more accountable ACP process.
Light Aircraft Association
For all display or commercial advertising enquiries please contact Neil Wilson: 07512 773532 neil.wilson@laa.uk.com
You can email your classified advertisement direct to the LAA at the following address: sheila.hadden@laa.uk.com
Deadline for booking and copy: 17 December 2018
If you would like to place an aircraft for sale advert please see details below:
MEMBERS’ ADVERTISEMENTS
Up to 30 words: £6; 31-50 words: £12
Up to 50 words with a coloured photo: £45
NON-MEMBERS’ ADVERTISEMENTS
Up to 30 words: £22; 31-50 words: £44 Upto50wordswithacolouredphoto:£60 www.laa.uk.com
LAAEngineeringadvicetobuyers:
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.
IMPORTED AIRCRAFT? Due to unfavourable experiences, the purchase and import of completed homebuilt aircraft from abroad is especially discouraged.
TIME TO BUILD? When evaluatingkits/designs, it should borne in mind that technical details, performancefigures and handlingcharacteristicsare 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.
Heidi Budd- 07975674623.
eye
Jodel DR1050 M1 Sicille Record G-BEYZ. O-200547Hours,AF2,611Hours.Oneowner since 1994. Permit to July 2019. Located Biggin Hill, £19,500, shares considered. Full detailscontactmbalding1050@yahoo.co.uk
Aea
Wanted Jodel D150 or 1050. LAA inspector with cash buyer looking for an excellent condition example. Willing to travel anywhere in UKtoview immediately.Call PhilChapman on 07736 017276
PROJECTS
Europa Motorglider Wings. A unique opportunity, now the 'gider' version is cleared to fly! These are the original factory demonstrator wings, which | bought in 2007 from Europa. They are as new, very well packed and dry stored. Best offer around £20,000. email vintage1555@btinternet. com, or 07976 613 304.
Part completed Cvjetkovic CA-65 Skyfly. Project No. PFA 1350.(Folding wing and retractable u/c version but could be simplified). Drawings, records, release notes, material certificates. Spars, ribs, ailerons, majority of metal fittings made and much aluminium, steel, plywood and spruce material available. Always stored indoors. Harrogate, N.Yorks. Tel01423 874 244.
Giving away Rand KR2 project G-KISS.3/4 complete. No engine or electronics. Kept in Garage. Plans available. Call Ted 01227 274 882.
Gloucester/Staverton based RV-4. 1/8 share in well-equipped and tidy aircraft, always hangared. Fixed costs: £56 per month; £75 per hour wet. Share price and full details from Bill on 07770-755177, billperrins@gmail.com
Jodel Ambassadeur DR1050 quarter share. Based at friendly grass strip near Horsham. Excellent availability. £54 per hour wet (Avgas). £85 per month. £5000 ono. Further details phone David01403 741 539 RV-4 one third share for sale. Hangared at Prestwick. £18,000 including hangar share. Fuel injected 180hp Lycoming with constant speed prop. Well-equipped panel, including 8.33 & Mode S. Great handling, fast, aerobatic tourer. Contact Chris at cshaycock@gmail.com
The Darley Taildraggers syndicate have shares available in their KolbTwinstar microlight. Please text your e-mail or phone for a complete information package to: Heidi Budd - 07975 674623.
The Darley Taildraggers syndicate have shares available in their Kitfox Mk 11 aircraft. Please text your e-mail or phone for a complete information package to:
ENGINES & PARTS
Avid project. Permit expired, easy wing fold. Help with delivery available. £2950. Tel: 07801 639489
Lycoming 0-360 A1A Narrow Deck for sale. Total 640 SMOH dismantled. Includes Slick Magnetos 145 hrs since overhaul. £2500 ono Contact Neil Andrews Superpower Engineering Tel:07776 186853 Email: n_andrews@btinternet.com.
Bendix PS5C Pressure Carb.Working and in good condition £400 ono. Contact Neil Andrews Super Power Engineering,Oxford. Mobile 07776 186853. Email n_andrews@ btinternet.com.
Mechanical fuel pump for Rotax 912ULS. Good working order run 388hrs. £30 (new pumps are £229). Part no 881.360, later type with vent. Email: johnhagley@greenbee.net Tel: 01753 86105.
JPM, Oil filter adapters. Made to order. Continental O-200-12 £290 and A65 -8 £390. Will help with Mod paperwork. These adapters replace the oil screen assembly. Julian Mills 07976 530563. Email:jpm.aviation@gmail.com AIRCRAFT SERVICES
Welding Services (Mobile). CAA approved for 4130 airframes manufacture and repair. Custom exhaust systems and aluminium fuel tanks undertaken. Manchester based. Contact Julian Mills on 07976 530563 or email:jom.aviation@gmail.com Pair Ce
Henstridge airfield is offering any _pilot/ aircraft owner a free outside area to park their aeroplane over the winter period if they suffer from a waterlogged airstrip or airfield. Come and use our hard runway. All you need to pay for is fuel and landings. Bring their own tie-downs. Please email Geoff on: contact@henstridgeairfield.com HOLIDAYS
Flying Holidays. France, Loire, Montrichard airfield. Hangarage for two aircraft. Four-person gite with "just fly in" logistics sorted. £700 p.w. www.lachaumine.co.uk, 07802 217855.
ForJanuarywehavefreelandingsatDunkeswellinDevon,Fishburnin thanyoumightimagineandcleanthosewindscreenssothesunat CountyDurham,ShipdhaminNorfolk(pleasenoteonlyopen at theend ofthe runwaydoesn’tcauseyou a problem. weekends), and Tatenhillin Staffordshire. Remember too that as the afternoontemperature decreases, mist Enjoyyourvisitto theseLAAfriendlyairfieldsbutdon’tforgetto orfog canformsurprisinglyquickly take noteofthatdewpoint.Have
