THE MAGAZINE OF THE LIGHT AIRCRAFT ASSOCIATION
Aviation LIGHT
December 2023 £4.25
DUTY BOUND TO OBSERVE A light aircraft with a big history of active duty. Clive Davidson gets to grips with Auster Mk1 LB352… ELECTRONIC CONSPICUITY
IAN FRASER ASKS IF EC CAN MEET THE DEMANDS OF THE FUTURE?
Light Aircraft Association WWW.LAA.UK.COM
TRADING £’S FOR POUNDS
TURNING PLANS INTO ACTION INVOLVES A FEW CHALLENGES
GSB™ 15 USB Charging Hub
GMA™ 345 Audio Panel
GNC 355 Nav/Comm Radio
G5 Attitude Indicator
GNC® 255 Nav/Comm Radio
G5 HSI
GTX™ 335 ADS-B “Out” Transponder
GET A PANEL UPGRADE THAT’S RIGHT ON THE MONEY. ADD THESE MODERN, RELIABLE AVIONICS TO YOUR AIRPLANE FOR LESS THAN YOU THINK. JUST ASK THE QUALIFIED INSTALLER OF YOUR CHOICE. GARMIN.COM/GENERALAVIATION © 2023 Garmin Ltd. or its subsidiaries.
Ed’s Desk
The LAA has so much to offer it’s definitely worth sharing!
Chairman ERYL SMITH CEO SIMON TILLING Chief Technical Officer JON VINER CEng MEng MRAeS Chief Inspector LUCY WOOTTON MEng(Hons) DIS DipHE MRAeS
President ROGER HOPKINSON MBE Vice President BRIAN DAVIES Engineering email engineering@laa.uk.com Email office@laa.uk.com Office Manager Penny Sharpe Head Office Turweston Aerodrome, Nr Brackley, Northants NN13 5YD Telephone for engineering and commercial 01280 846786
LIGHT AVIATION MAGAZINE Editor ED HICKS Email ed.hicks@laa.uk.com
Design and Print SEAGER PUBLISHING Production Editor LIZI BROWN Art Editor LISA DAVIES Opinions expressed by the authors and correspondents are not necessarily those of the Editor or the LAA. No part of this publication may be reproduced in any form without permission.
Next generation
W
hen I joined what was then the Popular Flying Association back in 1992, one of the first issues of Popular Flying I received carried news in the Strutting Around section, written by Alan Lovejoy, that the Bristol Strut was having a fly-out to Truro Airfield. So, encouraged by Alan’s sign-off to get in touch with my local strut, I made a phone call… Thinking back to it, joining LAA, and in particular getting involved with my local Strut, was a key event in influencing my involvement with light aircraft. Not only would my personal flying benefit from the people I would subsequently meet, but it also helped steer the beginnings of my work in aviation. Today, the LAA provides access to some of the best light aircraft flying and ownership opportunities available to UK sport-flying pilots, and as members we can play our part in educating others about the joy of our hobby. In particular, the younger generation is key for us. This is something that Simon Tilling, our CEO, touches on in his column on page 10, remarking that “if we can do one thing to ‘sell’ our flying hobby, it is to promote the joy of flying to a whole new generation – the 20-40 year olds.” Our aging membership, a trend being experienced by many other clubs and associations, is not long-term sustainable, but we can make a positive contribution to change if as many members as possible do what they can to entice new members in from that age bracket. In my early years of flying, a handful of association members, who were local to me, were incredibly generous with their own LAA Permit aircraft, insuring me on them, and
allowing me to keep current, all saying “the aeroplane is underutilised, so you’re helping me out.” Talking of generosity, you’ll see in the News pages that an anonymous LAA member donor has very kindly funded an additional two bursaries for 2024 of £1,500, alongside the five existing Armstrong-Isaacs bursaries for the new year. These bursaries are intended to support young pilots already in PPL training, so if you know someone under 30 years of age, that has completed at least five hours solo training who could benefit from some financial help, please do encourage them to apply. Merry Christmas, for when the festive season rolls around in a few weeks… it’s far too early yet!
ed.hicks@laa.uk.com
December 2023 | LIGHT AVIATION | 3
Contents December 2023
FEATURES 12 PROJECT NEWS
Update on Tony Roddam’s Zenair CH 750, plus New Projects and Cleared to Fly
16 FLIGHT TEST
A light aircraft with a big history of active duty, and a famous owner. Clive Davidson gets to grips with Auster Mk.1 LB352
24 TECHNICAL
In the second part of his article on weight saving, Pete Pengilly turns his plans into action…
32 ELECTRONIC CONSPICUITY
Ian Fraser asks if our Electronic Conspicuity is up to task which is about to be demanded of it…
38 COACHING CORNER
When it comes to controlled airspace, PCS Head of Training David Cockburn asks, have you got a plan if you become temporarily unsure of your position?
16
Auster LB352
40 ENGINEERING MATTERS
Including Dynon autopilot TSB, corroding cables, engine cylinder work and caring for tyres
49 MEET THE MEMBERS
Airfix models, fast cars, drag racing, ambitions, determination and a love of aviation has been part and parcel of Melanie Moxon’s life, as Ed Hicks discovers…
49
32 REGULARS 03 EDITORIAL 06 NEWS 09 LETTERS 10 STRAIGHT AND LEVEL 46 STRUTS4U 54 LANDING VOUCHERS 58 WHERE TO GO
12 December 2023 | LIGHT AVIATION | 5
LA News
News
Updates available on the LAA website at www.laa.uk.com – check it out every day!
New Head of Airworthiness The LAA is pleased to announce the appointment of Nick Stone as the LAA’s Head of Airworthiness. Nick brings a vast wealth of aircraft knowledge as well as a real-world understanding of the need for good process and procedure. Having started his career in the RAF, Nick went on to work in the aerospace industry, working in the UK, before a period working in the nuclear industry in
Fabric first aid kit While a first aid kit for people might have bandages and plasters, what might you need for your aeroplane? Well, James Masters who runs Authentic Aircraft Coverings, has answered that question for fabric-covered aircraft owners. The kit includes: 30ml super seam glue; brush; 240 grit sanding paper; two drain eyelets with 1.5in patches; two 2in round patches; one 2.5in oval patch, one 4in long patch; one 8in long patch; and instructions. The Ceconite 102 patches in the kit are pre-doped, for fabric protection and to prevent frayed edges. The kit starts at £19.99 with free UK postage. Contact: james. masters96@hotmail.com
both reprocessing and power generation. Throughout Nick’s working life the one constant has been a passion for aviation. Having started as a volunteer at a local aircraft museum at 14, Nick started flying at the age of 16 in gliders and has a private pilot’s licence PPL(A). Prior to becoming an LAA Inspector, Nick spent many years building, rebuilding, and restoring vintage aircraft,
News in brief ● LAA HQ Christmas and New Year opening LAA HQ at Turweston will be closed from midday on Friday 22 December until Tuesday 2 January 2024. ● Award for Steve Slater Former CEO of the Light Aircraft Association (LAA), Steve Slater, has won an award for his painstaking restoration of ‘Airymouse’, a 1930 Currie Wot single-seat biplane. The Restoration Award was presented at the National Transport Trust’s (NTT) annual awards. It was received by Anne Hughes on behalf of Steve from the NTT’s Royal Patron, Anne, HRH The Princess Royal. ● Van’s Aircraft admits cash flow issues The world’s biggest kitplane manufacturer Van’s Aircraft is facing ‘serious cash flow issues’, according to company founder Dick VanGrunsven,
Goodbye Neil After what he describes as ‘11 enjoyable years’ working with the LAA, we’re sad to say goodbye to Neil Wilson (pictured, right). While you might more readily know Neil for his photos that often grace LA magazine, he has also been responsible for selling the magazine advertising, doing interviews for Meet the Members, organising the monthly landing offers and helping with LAA marketing. We wish Neil all the best in his future endeavours. 6 | LIGHT AVIATION | December 2023
the more unusual the better. “As an LAA Inspector I understand the need to move forward and change and adapt to an ever-changing but exciting world. Having run my own aircraft restoration company for the last seven years I always felt it is important to understand your customers.” LAA CEO Simon Tilling said, “I and the rest of the LAA team are looking forward to working with Nick in the future.”
‘which must be addressed quickly to ensure ongoing operations’. “We are confident we can work through this situation, but some changes are required,” continued VanGrunsven. A statement from Van’s explained, “A combination of significant events over a relatively short period of time has increased costs, doubled normal inventory levels, slowed deliveries, and strained our cash flow to the breaking point.” A further update was posted by the company on 21 November. ● Join LAA members for Osh 24 Following on from the successful trip to Oshkosh the past two years, and in response to a number of requests already received at HQ, LAA members, Neil Murgatroyd and George Pick have put together plans and initiated pre-booking for the 2024 event. Please note this is not an organised package tour, but takes advantage of Neil and George’s expertise to arrange the best deal on flights, accommodation, and ground transportation to enable LAA members to visit the world’s biggest fly-in. If you are interested, you can contact Neil or George via oshkosh@laa.uk.com.
LA News
Magnificent seven ArmstrongIsaacs bursaries for 2024! Thanks to the generosity of an anonymous LAA member donor, LAA is pleased to announce that in addition to the five existing bursaries, an additional two bursaries for 2024 of £1,500 are being offered to support young pilots already in PPL training, bringing the total available to seven. The funds will be lodged with the flying school of their choice and must be used exclusively for flying training or flight examinations. To qualify for a bursary a pilot should be under 30 years of age, have completed a minimum of five hours solo training and have gained the necessary medical and ground qualifications to continue their training. Applicants should complete a form which can be downloaded from the LAA website at www.lightaircraftassociation.co.uk/ armstrong-isaacs-bursary-2023. The closing date for applications has been extended to 31 January 2024.
Lead in avgas – the beginning of the end? A note from LAA Technical writer Ian Fraser: Last month the USA Environmental Protection Agency finalised and issued an ‘endangerment finding’ for lead in aviation gasoline. This will trigger a mandatory legislative process obliging its lawmakers and the FAA to define and implement a legal maximum for lead emissions from aircraft. This in turn will result in the end of 100LL avgas. While its legal process may take several years, the locals have seen it coming and last year started an initiative called EAGLE (Eliminate Aviation Gasoline Lead Emissions). This involves the FAA, aviation operators and the oil industries. It has a mandate (and funding) to ensure a ‘drop in’ unleaded replacement for 100LL be available throughout the USA by 2030. And, also one to ensure that meanwhile 100LL remains available to those who need it. In Europe EASA has banned the transport of TetraEthyl lead from 2025, so we are going the same way, maybe sooner. Should we have a similar initiative in the UK?
CAA Consultations
A reminder from LAA Head of PCS, David Cockburn. From time to time the CAA places public consultations online. They are sometimes easy to miss, especially if we are not expecting them, or their title seems not to affect us personally. However, they are a means by which we the pilots might be able to influence the decisions. Right now a phase two review is running for the Pilot Medical Declaration (PMD), which ends 4 January 2024. We are expecting a CAA consultation document to appear in the near future on the subject of future private pilot licensing. Although the effect on current licences is unlikely to be immediate, future would-be pilots will have to train for whatever emerges as the new system. In addition, any proposed changes, such as those to current revalidation requirements, will affect us all. The aviation industry, including the LAA, has made suggestions to the CAA on the subject, but we are aware that the results of the public consultation will have more influence on the CAA’s final proposal to the Government. It is in all our interests to keep an eye out for the consultation document, read it, and express our own views. consultations.caa. co.uk
WANTED!
Advertising Sales, Marketing and Social Media Manager The Light Aircraft Association is looking for someone to take control of our advertising sales, marketing and social media. This is a fantastic opportunity for the right person to help define, implement, then deliver a strategy to transform the way the LAA communicates with its members. The successful candidate will: Work with our advertising partners to ensure they get the best ROI for their advertising spend in our magazine – Light Aviation. Work with the Editor to ensure all advertising space is filled. Work with the CEO and HQ team to develop and implement a multichannel communications strategy. Grow and manage the LAA’s social media presence. Liaise with airfields and suppliers to create member benefits. In return for joining our small team that are all passionate about aviation, we’ll give you lots of opportunities to develop your skills and the chance to get flying. This role would ideally suit someone with a degree in Business / Business Management with an interest in Sales and Marketing. This is a full-time post, with hybrid working between LAA HQ, remote, and travel to site. Salary dependent on experience. Send your CV to office@laa.uk.com, and fly high with LAA.
RAeC 2023 Awards nominations sought Each year, the Royal Aero Club invites nominations to be considered for its awards, for sport flying endeavour, innovation and service. The LAA, along with many other associations, takes the lead in offering these nominees. So, who would you nominate? Among the awards are highly prestigious trophies such as the Britannia Trophy, for the British aviator or aviators accomplishing the most meritorious performance in aviation during the preceding year. The Prince Of Wales Cup, for a performance, feat or event by either a team or a group during the preceding year. The Gold, Silver and Bronze Medals of the Club and Certificates of Merit are awarded for achievements in aviation principally, but not necessarily, as a pilot, but also to those who have spent many years serving sporting aviation, or aviation in general by their endeavours. There are special awards, too. The Norton-Griffiths Challenge Trophy recognises adventurous endeavours by aviators, outstanding feats of courage, tenacity and imagination. The Salomons Trophy is awarded for a special performance by a British aviator in a flying apparatus or device, which is designed and built in the UK, while the Breitling Trophy is awarded annually to a young person, or group of young people, between the ages of 14 and 21. At the opposite end of the scale, the Old and Bold Trophy is for a person aged 65 or over who flies, or only ceased flying, during the previous calendar year, who has been conspicuously involved in aviation in general and sporting aviation in particular, for their work, initiative, devotion or in other ways. So, who would you nominate? Any thoughts, along with a brief citation, should be sent to the CEO via office@laa.uk.com, before Monday 11 December. December 2023 | LIGHT AVIATION | 7
Letters
Letters We are always pleased to receive your letters, photos of your flying, and your feedback. Please email the editor at ed.hicks@laa.uk.com
Electronic conspicuity… an alternative view
Dear Ed, A magazine is nothing without differing views so here goes… I read with frustration Steve Paffett’s letter in the November issue. I’m sure Sky Echo is great (I have one, as yet unused), but maybe it works best with the kind of cockpit instrumentation that was shown in the accompanying photograph – a collection of glass screens. I find that, try as I might, I cannot get a single image to show up in my Auster, possibly due to the total absence of glass and volts. What I do have is a pair of good eyes and common sense. My Rans S7 is also unimpressed with electronic devices – it struggles to charge most things, and there is zero space for an added beacon which, while perhaps shining nicely on someone else’s devices, would not do much for me. I cannot be alone in choosing to fly aeroplanes which are not adorned as airliners nor intended to be flown as such. Having spent a lifetime flying actual airliners I am well aware of the value of electronic devices, but have never changed my opinion, despite much training and thought that LAA aircraft are not airliners, nor are most
Alan Bennett-Turner 1939 – 2023 Alan passed away peacefully in his sleep on 1 October, after a short fight with cancer. A fully licensed engineer, and LAA Inspector, Alan was based in Kent near Leeds Castle. He mostly worked on Permit aircraft, but was known to be working occasionally at Biggin Hill on Spitfires. Alan was a very proud man, ex-RAF and very British. He always had time for you, and was a fountain of knowledge, not only in engineering terms but also in his second love of music. He was one of the cofounders of Radio Caroline in 1964, based off the Isle of Man and later Kent. He was
LAA pilots ATPLs. Our environments are different. Since 1994 there seems to have been a 10% increase in PPLs held, but about the same percentage reduction in actual light aeroplanes registered. The number of midair collisions each year is minuscule (one or two at worst) and while significant for those involved, given the nature of the events, it is unlikely that electronic screens would have helped much. Mr Paffett makes the point several times that acquiring an aeroplane visually can be quite difficult, which indeed it can, so why reduce lookout further by encouraging people to rely on, which they will, the mandated electronic conspicuity device rather than the good lookout they were once taught? One of the hardest things we have to teach as instructors is the lookout… people instinctively want to watch the clocks and dials inside the cockpit rather than the beautiful and busy world outside – and computer screens just make it worse! For those pilots who wish to operate their aeroplanes as airborne computers, feel free… but please don’t try to force the hi-tech computer hobby on those of us who really do want to fly simple, vintage, small machines with a minimum of fuss and a maximum of
still acting as a DJ by radio to the Far East during his illness. Elaine, his wife, died a few years ago and they did not have any children, so his friends became his family. Thanks in particular to Tim Serle for organising the funeral and Elaine Boxhall for cooking his lunch every day while he was ill. His funeral was attended by some 90 of his friends, and his eulogy was read by none other than display pilot, Brendan O’Brien. We were blessed with a lovely sunny day and one of the Biggin Hill-based Spitfires gave him not one, but four victory rolls. A great send off, but Alan would much rather have been in the Spitfire! Alan, what a sterling job you did. You never raised your voice, except on the radio! We always knew you were around when we caught sight of your yellow van. You could be found either pouring over one of your aircraft or in the cafe having a cuppa, reminiscing over the good old days. Rest in peace, Alan. You will be missed by us all. Steve Hayman
lookout. Being passionate about a piece of kit doesn’t automatically make it a ‘one size fit for all’, nor a panacea. Regards, David Perry, G AIBX / G KATI.
Thanks to the Homebuilders tent
Dear Ed, Having just read the excellent letter from Dudley Pattison re: the Homebuilders tent I am moved to tap out a few words in response, because once again I am reading the spirit and soul of the PFA. Like many others of my generation it was a long held ambition to build and fly our own aeroplanes, and it was membership of the PFA and meetings in the Homebuilders tent that enabled my wife and I to eventually build a Fred after many discussions and chats with Eric Clutton and other Fred builders and flyers. Sadly following the death of my dear wife after a long illness and also the death of my Inspector Brian Fox of Doncaster Sailplanes my project did not get to fly. However, Mr Mike Smith, curator of the Newark Air Museum offered the unfinished project a good home, and through the combined efforts of the great NAM team, it was completed and put on display. It all started in the Homebuilders tent. Thanks for the memories. Regards, Cliff Allison, PFA/LAA 686. Ed replies: Thanks Cliff – good to hear that the Homebuilder tent inspired you with building, and I’m pleased to hear your machine found a good home at Newark.
Saja Madi 1963 – 2023 Saja Madi, a passionate aviator, took his final flight on September 3, 2023. From childhood days flying kites, to the meticulous restoration of an RV aircraft, his heart was always in the clouds. Saja’s passion for aviation extended beyond personal endeavours. He shared and respected the aviation world across continents and communities. His family, including his beloved wife, children, and grandchildren, became frequent companions at the airfield, inspired by his deep-seated enthusiasm and knowledge for the skies. Muj Deen December 2023 | LIGHT AVIATION | 9
Straight and Level Updates from LAA HQ Growing the community Simon Tilling CEO
A
s I have been travelling round meeting and talking to members at Strut meetings, I have been struck by the passion and enthusiasm everyone has for aviation, and in particular the LAA. As a member association, Struts play a vital part in bringing people together into local communities where like-minded people can get together, share their passion, learn from other experiences and give support guidance to those who need it. As many of you will know – some, like me, from experience – none of us are getting any younger and our membership reflects this. We now have an average age of 63. Each year the average age goes up by 11 months. We have more members over 80 than under 40. This presents us with a challenge, and if we do not reverse this trend there will come a time in the not too distant future when we will not have any flying members left. This is a challenge that many leisure-based associations face and it is becoming a problem for society in general. In order to attract new, younger members we have to overcome a number of challenges, not least of them being the myth that aviation is the domain of the super rich. While it is not a cheap pastime it is not only for super yacht-owning oligarchs. We need to ‘sell’ the joy of flying to a whole new generation, and by that I mean the 20-40 year olds. This is where you can all help. If you are not a Strut member, seek out your local Strut, get involved in the social activities and help with creating a community at your local airfield. If you are already a Strut member, think about inviting new people to join. Not just LAA members, but anyone with an interest in aviation – there are a lot of pilots flying CoA aircraft that we could welcome into the LAA community and show them the delights and benefits of the many varied types of aircraft on the LAA fleet. Reach out to other communities at your local field, such as model flyers, and perhaps hold joint social events, especially in the summer where people could get airborne together. LAA HQ is here to help where possible, and I personally would love to be invited to more events where I can bang on for hours about aeroplanes in all their forms, to anyone who wants to listen, and share a burger or two, while enjoying what the LAA is all about – the camaraderie and community of people with a common passion. ■
Above Permit renewals.
Above The increasing age of our membership.
● Eryl Smith will return in the next issue.
“We need to ‘sell’ the joy
of flying to a whole new generation, and by that I mean the 20 - 40 year olds” 10 | LIGHT AVIATION | December 2023
Above LAA membership numbers over the last 11 years.
Project News
Inspiring members to take on their own aircraft build or restoration project Compiled by Mike Slaughter
Project News H ere we are with the last of the project reports for 2023. Where does the time go? If you’ve a current project underway, then keep grafting for as long as you can – you know that it gets MUCH colder in the workshop after Christmas! There you are, I’ve used the ‘C’ word. The last progress update we had from Tony Roddam was in June 2021, when Zenair CH 750 had advanced to the point where it resembled an aircraft, with the fuselage, tail, and wings all assembled. Tony’s used an unconventional approach to painting the aircraft, and roller painted the airframe. I have seen a number of airframes using this approach and it does work. In his latest update Tony provides insight into the products and processes he’s used. Early this year, Tony took delivery of his project’s engine, a UL Power UL350i – a relatively uncommon motor of compact dimensions, which intriguingly mounts some way ahead of the aircraft’s firewall in his CH 750. Have a look at the picture of the engine in Tony’s report and it looks quite petite, looking to me smaller than a Rotax 912 ULS. It is in fact just about the same length, even though there’s no gearbox, and it’s a couple of inches wider either side than the core of a 912, but that’s where the visual comparison ends. An installed Rotax gains extra bulk from a couple of carbs, filters and inlet manifolds, the UL Power simply has a very slim induction manifold hugging the top of the motor – it’s a fuel injected engine. The Rotax has a plethora of water pipes – even though its cylinders are air cooled – there are eight coolant hoses for the heads and two header tanks even before we include the plumbing to the radiator with its extra hoses, the UL Power is all air cooled, no coolant pipes. A Rotax has a couple of electronics boxes atop the engine as well adding to the clutter with the coolant hoses, here I think the UL Power
is quite interesting, obviously it’s generating spark but it also needs an ECU to monitor sensors and metre fuel into the engine like any electronic fuel injected combustion engine. None of these ancillaries are mounted on the engine, the ECU and a coil pack, one each for the two sets of plugs, are mounted remotely leaving it very uncluttered. All of the electrical connections from motor to the ECU are premade at the factory into a single wire bundle that runs to a beefy multi-pin connector. This single loom is passed through the firewall and plugs into the ECU that mounts on the cabin side. The ECU, itself a very compact sealed aluminium housing, featuring just two multipin connectors, the second of two ULPower premade cables then connects the ECU to the rest of the aircraft systems. This is elegantly simple and saves lots of wiring, which can help some builders. I’ve no reason to big up the UL Power offering and indeed, installed base, hours run and support for the Rotax 900 series counts for a huge amount of reassurance and security of investment. But if starting a project, it might just be wise to consider the Belgium alternative, watch a few videos, consult the specs, and lurk in the relevant forums to make an informed judgement perhaps? I can’t help feeling some irony here though, engines that were once considered with some derision and dismissively referred to as the Austrian hand grenade, are now being used as the gold standard reference for what is considered to be a modern, reliable, economical and often extremely long-lived aero engine. People’s opinions… plentiful but often inaccurate – don’t get me started on electric cars, heat pumps and smart metres. To get in touch with Project News, and tell your story, report a milestone, or to send a picture, e: projectnews@laa.uk.com. Please share your story!
G-CMKK (LAA 381-15297) Zenair CH 750 By Tony Roddam
P
roject ‘Wing and a Prayer’ took a major step forward earlier this year when the ULPower 350i was delivered in the bleak midwinter in a surprisingly modest crate packed beautifully with all sorts of exciting nuts, bolts and accessories, plus a very swish DUC propeller with carbon fibre spinner. I’d decided to bite the bullet and get a proper engine hoist to finagle the lump into place – this was a very good move and made the hanging of the engine surprisingly
12 | LIGHT AVIATION | December 2023
Right The engine as it arrived in its crate.
Project News
Above The bargain engine hoist playing its vital role.
simple for a one-man operation. I even managed to sell the engine hoist – for just a fiver less than I paid for it – to a local chap, hugely grateful I had already assembled it. It has to be said, it was a bit of a pig to put together. The Belgian ULPower engine, on the other hand, proved remarkably straightforward and the instructions were clear, apart from one Delphic bit that the ever-helpful Jonathan Porter at Metal Seagulls cleared up for me. Other than having to build the spark plug cables most of the electrics were pre-wired so it was really a case of finding the best routes from the engine back to the engine control unit on the cockpit side of the firewall, and wiring up the switches on the instrument panel. The plumbing for the fuel system firewall forward was also fairly straightforward and I think confirmed the engine as a good option for an amateur aeroplane builder, helped by the acres of space between the lump and firewall. Inside the cockpit the plumbing from the wing tanks to the Metal Seagulls header tank, which sits just behind the pilot’s seat, required some careful planning and a mix of aluminium and Aeroquip StartLite fuel lines. I added left and right tank cut off valves from LMA and created space for a header tank fuel temperature gauge on the centre console – a good use for the spare port on the header tank, given that the ULPower engine likes to drink mogas. How else to know the fuel is less than 20°C as per the placard? Once the engine was in, and the various cables fed through the firewall, the fun really started, wiring the instrument panel connectors and checking connections. Of the many lessons I’ve learned with electrics, the most useful ones were to label every wire clearly and to check continuity as you go along. I fitted two MGL Avionics Vega EMS 1 units into two 57mm holes in the panel. One is connected via RS232 directly to the engine control unit, which magically generates a dedicated ULPower engine monitoring display, and also shows EGTs. The second is hooked up to the fuel tank senders and the CHT sensors. Many thanks to Paul Sistern at Parts4Aircraft for his excellent support on this. This was all painstaking work but I eventually got to the scary moment where I connected the lightweight EarthX battery with one hand, and ensured a fire extinguisher was in the other. My visions of sparks, bangs and smoke failed to materialise and the aeroplane just sat there quietly with various lights going on and off, the fuel pumps whirring, and the engine monitoring gauge and fuel gauge
Above A engine of modest size and weight, well forward of the firewall. For those familiar with Jabiru motors, does the mounting method look familiar? Also, look how uncluttered the engine appears.
Above Here the firewall forward is a work in progress.
Above First power up, no bangs, sparks or fire extinguisher needed. Right The 3D printed flap switch and protective cage from B&Q’s aviation counter.
reassuringly on. Even the flap and trim indicators worked – a small miracle in my view, given the criminally thin gauge wires on the Ray Allen units and my clumsy fingers. So far so excitingly good-ish… until on closer inspection I realised I’d fitted the engine switches upside down. Which also explained why the fuel pumps were whirring when I thought the switch was off. Oops. Easily fixed. I’d also failed to understand the engine check lights were activated by being grounded and needed a separate power feed – again, easily remedied and a good reminder to really pore over the instructions. Finally, I inadvertently proved the effectiveness of the Carax glow blade fuses by December 2023 | LIGHT AVIATION | 13
Project News
Above Eastwood Optiflow, roll on paint system, epoxy primer, with its special paint stirrer lid.
Above The painting station with all of the paraphernalia for roller application. Easier than spraying.
connecting one wire to the wrong wire. Good to know they work well. Otherwise it was all surprisingly happy and I confess to spending many minutes flicking switches on and off and marvelling at the MGL gauges, while keeping a wary eye on the battery monitor. I also gave the panel a bit of an upgrade, putting a vertical hinge on the left section housing the flight instruments and switches for convenience, respraying it in satin black, courtesy of Toolstation’s surprisingly good Pro-Cote spray paint, and fitting a bright yellow flap toggle switch cover. I was keen to have a ‘flap’ shaped switch on the panel but baulked at the price of the metal ones on offer from
Above left Fuselage roller primed with Optiflow.
Right The wings on their rolling clothes racks before the application of the primer. Right The wings on their rolling clothes racks following the roller application of melon yellow gloss.
14 | LIGHT AVIATION | December 2023
Above right Fuselage rollered gloss white.
our favourite leading aviation suppliers. Digging around online I discovered there is a whole community of flight-sim enthusiasts who build their own replica panels to remarkable levels of realism. They have really embraced 3D printing and I discovered, free, the 3D printing data for a typical Cessna-like flap toggle cover, which I duly had printed in nice tough yellow nylon at a local supplier for a princely 12 quid. That fitted nicely on the toggle switch, which is located inside a finger guard housing that I created from C-shaped aluminium angle from B&Q’s aviation department. It stands out nicely on the panel, within a hand’s stretch of the throttle and can’t be mistaken for any other switch. I am weirdly proud of that.
Left The wings on their rolling clothes racks, having been roller primed, the castors make managing the rather tight space easier. Left The elevator on one of the wing’s rolling clothes racks having been rollered with melon yellow gloss.
Project News
The other panel tweak came after I got the seat cushions fitted, strapped myself in tight and found I could reach all the switches and controls easily. Apart from the Andair master fuel selector, which was located near the floor to create as level a run as I could manage from the rear-mounted fuel pump to the firewall. It was technically within reach but not particularly easy to operate at a stretch so I created a simple tower and will fit an Andair extension kit to raise the selector to a more comfortable arm’s length. Away from the workshop, the other big step was registering the aircraft with the Civil Aviation Authority, which charges a very unpleasant £400-plus if you want an out of sequence personalised registration, or a slightly more fragrant £75 for the next one off the top of the pile. I opted for the latter – you can take the boy out of Yorkshire... And so G-CMKK was born! This was a curiously emotional moment and really brought the aeroplane to life. What next? I’ll be turning my attention back to improving the paint finish. I found out the hard way over the course of the build that I do not have the skills nor space to spray an entire aeroplane, nor do I have the money to pay someone to do it. The Interweb came to the rescue, pointing the way to roller painting, common in the boat industry, with people getting surprisingly decent finishes. First step was to find a primer that could cope with the colourful cocktail of etch primer, zinc chromate and Duralac I’d used so far to guard against corrosion, in what I knew would be a slow build in stages. I stumbled upon Eastwood Optiflow – roll on paint system – Epoxy Primer, beloved of American amateur car restorers. This proved effective and astonishingly easy to apply with a roller, drying in a nice light, matt grey finish. I found it to be an amazing product – it is peculiarly thin to apply, but covers beautifully and sticks like the proverbial stuff to a blanket. I then got a bit over-excited, read somewhere I could forego a white undercoat with such a light grey basecoat, and applied white marine polyurethane paint (from TAPaints) direct to the fuselage with gloss four inch rollers, thinned 10% and with Epifanes flow enhancer added for good measure. The coverage and initial finish
Above The ECU with the two simple looms connected.
with the white were surprisingly decent and I gleefully set about doing the same with the melon yellow polyurethane for the flying surfaces. The paint stuck well enough and is incredibly tough, but white undercoat would have been smarter in both instances, particularly for the yellow, which did not cover quite as well as the white. I still don’t know why I did that. You live and learn. Let’s be honest here, the finish is good-ish, but not pristine… and this process left me with a fair amount of ‘texture’ to sort out. But again, car enthusiast restorers on t’Interweb came to the rescue, singing the praises of Griot’s Complete Compound (available, like the Eastwood primer, from Frost Auto Restoration in the UK). I first tackled the worst of the ‘orange peel’ with wet and dry and a rotary detail sander, starting with 400/600 grit for the worst patches and working my way up to 2,500 grit in stages, protecting rivet lines with thin masking tape. Then the Griot’s Complete Compound was applied in stages with three different grades of Auto Finesse Revitalise pad. It was weirdly rewarding and surprisingly enjoyable to see a half decent paint finish emerge from this process. The results are definitely good enough, it will keep the rain off, and will look fine for this quirky ‘Landrover of the Air’ at 10 paces on a foggy day in Dorset. But I will be careful not to put my three-figure paint job next to any gleaming five-figure paint job at the LAA Rally. Marshalls, please note. The roller painting meant I could hang both wings off trestles on castors and shift them around like big clothes racks in the garage. This worked very well, although painting vertically has its challenges, and I suspect I’ll be flattening the finish and putting a final gloss on come next summer with the wings laid flat. The paint is remarkably tolerant to flattening and the application of another coat, which is helpful. When will it fly? I had hoped 2023 would see the maiden flight but (and I suspect this is the case for many builders) real life again got in the way this year with an unexpected financial clobbering and some health issues, so 2024 is the goal. This is no great hardship – I get enormous pleasure plodding away at the build. ‘Wing and a Prayer’ will fly when she flies. ■
New Projects If your aircraft has been featured in the New Projects list, please let Project News know of your progress at: projectnews@laa.uk.com
n Van's RV-14 (LAA 393-15888) 9/10/2023 Barlborough, Chesterfield, Derbyshire, S43 4XL n Van's RV-7 (LAA 323-15890) 24/10/2023 Name & Address held by LAA Engineering
n Bristell NG5 Speed Wing (LAA 38515891) 27/10/2023 Name & Address held by LAA Engineering
n G-CMIW Stinson L5 (s/n 1931) 19/10/2023 Name & Address held by LAA Engineering n G-CMSM Bristell NG5 Speed Wing (LAA 385-15873) 25/10/2023
Name & Address held by LAA Engineering n G-CMTV Bristell NG5 Speed Wing (LAA 385-15815) 6/10/2023 Name & Address held by LAA Engineering
Cleared To Fly If your aircraft has featured recently in the magazine and has subsequently completed its maiden flight, Project News would like to hear from you at: projectnews@laa.uk.com
December 2023 | LIGHT AVIATION | 15
Flight Test
Duty bound to observe…
A light aircraft with a big history of active duty. Clive Davidson gets to grips with Auster Mk1 LB352… Photos Neil Wilson 16 | LIGHT AVIATION | December 2023
Flight Test
I
magine you are aware of a spotter plane. Its dull drone of engine and prop is slowly becoming louder, making its way across the tractless sky towards your camouflaged position. You and the entire unit are hiding, and hoping beyond hope, that the keenly observant eyes of the crew, scanning methodically for you – the enemy on the ground – are not detected. It approaches with growing tension as you also realise everybody around you is still, motionless and, even though it’s not totally necessary, are quiet. Aware that somebody, an inexperienced youngster perhaps, or a tightly strung nervous and exhausted type who can take no more, perhaps give the game away by firing at the slow moving target. It orbits a little way off, and changes course looking for any activity elsewhere. The relaxation in tension is marked, somebody laughs nearby… and you exhale, relieving the pent up stressful pressure. Feeling safe – for the time being, at least. Such aircraft were operated by both Axis and Allied forces, their task similar and frequently deadly. Should they spot ground positions they may be able to call in an artillery barrage, an airstrike or relay the information. Reconnaissance is never wasted. Even should the observer not find anything, then that information implies ‘they’ are elsewhere. The down side for the observer plane is that if it is directing artillery from close to the targeted area, then it too is certainly in the firing line. It was not terribly uncommon for such a fate of ‘friendly fire’ – to be taken out by your own side while directing the fall of shells. Those Allied fellows undertaking a necessary operational task with great determination were army pilots, artillery officers trained by the RAF and supported by RAF ground crews. From their position the observers would occasionally see what was thought to be impossible, the shell in flight. Initially other colleagues would laugh and belittle them, mercilessly jibing them. But, consider the fact that if a ball is thrown vertically into the air, it rises and decelerates to a momentary ‘hanging stop’ before gravity has its way and pulls it downwards – for that split second it is stationary. Should the observer be positioned in line with the trajectory, either directly approaching or scooting away from you, the top of a shell’s arc may be seen briefly. There is an astounding example of an artillery round December 2023 | LIGHT AVIATION | 17
Flight Test
Above left A young Louis Strange of the RFC. Above right Peter Hearn’s book telling the story of Louis Strange.
displayed in a cabinet in the Army Air Corp Flying Museum at Middle Wallop that was actually, literally, caught by a rear seat observer in a WWI RFC biplane, as it arced over their biplane at the energy-sapped, slowing zenith of its trajectory. He must surely have played in the slips for his cricket team to have had such lightning reactions catching and holding the hot piece of metal. Sadly enough though, just an arm’s length lower and that fellow would not have survived. Some crews met their fate by flak or their own guns in both the WWI and WWII conflicts.
“LB352 survived active duty from
1942 with the formation of No 654 at Old Sarum, Salisbury within the army until the end of hostilities” 18 | LIGHT AVIATION | December 2023
Quite a character
Auster LB352 wears a green and brown camouflage that, when seen from above, blends into the background of the countryside. It could also defy the attempts of a fighter to be shot down by outturning the potential aggressor attempting to blast them with multiple machine guns or cannon. The Taylorcraft, L4 Cub or Fieseler Storch radius of turn being much, much less than a darting fighter at speed provided with a much higher wing loading, and I would guess that all of their Vne’s were way below that of the aggressor’s stall speed. This particular aircraft, LB352 was allocated to 654 sqn RAF in 1942, comprising Army pilots (ex Artillery officers, both commissioned officers and NCOs) and RAF ground crew. Active duty started in 1943 in North Africa and then Italy, as a RAF Air Observation Post squadron working directly with the Army. During that time she served in both North Africa, Libya, along with the Eighth Army and then northwards into Italy. She was demobbed and returned to the Taylorcraft company, which had now been renamed The Auster Aircraft Company, and was placed on the civil register as
Flight Test
G-AHCR on 8 March, 1946. Two years later a new owner acquired her, a Mr Louis Strange, previously a Wing Commander, now retired, having flown in both the RFC and initially as a Pilot Officer in the RAF from 1939. He was, to put it mildly, ‘quite a character’. He gained his Royal Aero Club Aviators Certificate in August 1913 and later appeared in Flight magazine as a pilot who had joined the Upside Down Club – he had looped. His tale is full of incidents, while both in the RFC and during WWII with the RAF. He was extremely fortunate that when hanging onto an empty machine gun magazine that he had been attempting to change, his Martinsyde inverted while dogfighting and the magazine didn’t budge. He clung on. He managed to swing a leg back onto the stick and was able to roll and fall back into the cockpit. His CO castigated him for kicking and smashing the glass faces of a few instruments. He bombed a German airfield from low level on Christmas Day 1914… with a football. Exploits continued throughout that war and he returned to active duty in the next. Although not a serving pilot, he brought a cannibalised Hurricane back from France, a type he had not flown before, evading attacking Me 109s as he crossed the Channel. He helped with CAM ships that had rocketlaunched Hurricanes (nicknamed Hurricats) to intercept FW Condors, Ju88's and He111's. These foes were operating with near impunity as they were out of range of any of our standard aircraft over the Atlantic. Their crew’s task was guiding U-boats to convoy positions, with track and distance for interception – Eight enemy aircraft were shot down, a further one was damaged and three chased away, which helped to create an increased sense of
security, morale and elan among merchantmen in the task of feeding our nation with all manner of lifeline supplies from the US. I would recommend his autobiography, Flying Rebel, which has plenty of other tales from his flying life.
Above A period functional cockpit with leather hand straps and the stick’s connections under the panel.
Plane personality
It is a marvel that such aircraft of such a type, age and history are still very much alive and being flown for enjoyment and satisfaction, any of them could so easily have come to grief in its travels. However, LB352, now G-AHCR, is still gallivanting around our skies with just 2,400 hours under her belt. She was repainted in her wartime livery. The syndicate have affectionately named this Auster ‘Louis’, after the previous owner. The Immediate future of ‘Louis’ is near enough guaranteed under the careful operation of the five fellows in the syndicate, the Auster hangared at Middlezoy Aerodrome, which occupies a part of the old RAF station of Westonzoyland in Somerset. This is rather a fitting site as its history had connections with army aviation. Now it is the thriving home of many LAA aircraft and their enthusiastic owner pilots. I was doubly fortunate to be introduced to Michael Laundy, as I was to fly with him, ‘Louis’ being a type very similar to the Auster I cut my teeth on. I pondered what I may recall about her handling? I certainly knew it was more awkward to control and land compared with a 150 or Cherokee with obvious nosewheel ease, as it took me eight hours of sorting my coordination out so that I could solo. Several things stood out. Boy, it was noisy with no headset nor radio (I think that’s how I probably got a slight ringing of tinnitus). I had December 2023 | LIGHT AVIATION | 19
Flight Test
Above Climbing out after take-off at 55kt.
to learn to swing the metal prop of the 100hp Blackburn Cirrus, to use my feet to balance those adverse drag inducing ailerons, learn not to raise the tail too soon during the take-off roll, keeping straight full stop, both on the ground and in the air, and letting her fly off rather than rotating at a set speed. Honestly, I was then a happy fellow and loved her, mostly anticipating the sometimes cantankerous behaviour.
side. I recall one of our syndicate members, a meticulous engineer, having an exclusively allocated Queen Victoria ‘bun’ halfpenny to unscrew our Auster’s cowlings. The 50 litre main fuel tank is behind the firewall, mounted above the pilot’s knees in the cockpit. The auxiliary tank, 50 litres worth, is flat behind the seats. A great piece of wartime design!
Casting an eye
Duck down under the wing, open the triangular door with the car type handle, and step inside. The lattice of internal tube framework can clearly be seen all around the cockpit, particularly the central inverted ‘V’ in the front screen area, which is handy to grab while entering. Once seated, it’s comfortable enough and there is just enough elbow room. The windows may be latched open a couple of inches for ventilation. The occupants are surrounded by perspex, perfect for an observation platform. I still had to nod my chin and head down to peer under the wing root. Of course the post-war generations of pilots, like their countrymen, are statistically taller now, so this dimension was not a factor when designed. Your hand falls naturally to the stick. Interestingly, looking under the instrument panel, the dual stick bases are attached to a bar that pivots back and forth connected by internal wires to the elevators. While under there, the dual rudder pedals are interconnected but there is only a set of heel brakes for the P1 left-hand seat. Still with eyes lowered, the rotary fuel selector is mounted centrally on the floor, convenient enough for both seated crew members. It has three positions, with each one positively selected by a small
Essential for a spotter type, the high-wing is strut braced, while the fuselage is standard metal tube with wooden formers. There are zips, within the fabric, allowing you access to inspect and service internal workings of the airframe. One unique feature I have not seen before, is a flat plate trimmer for pitch on both fuselage sides beneath the tailplane. They work as a mini elevator and are actuated by a lever mounted between the two seats. The engine is a Continental Motors Corp C90-14F and that turns a Chris Lodge CJL 110 72x46 wooden propeller. The cowlings can be opened rather easily by Dzus fasteners to check the oil tank indication on the starboard
“One unique feature I have not seen
before, is a flat plate trimmer for pitch on both fuselage sides, beneath the tailplane” 20 | LIGHT AVIATION | December 2023
Step inside
Flight Test
spring loaded pin that settles in a locking slot. Lift your hand from there to between the seats, and you’ll find the small vertical yellow lever for those external trim tabs. The lever works conventionally in the standard way.
Instrument panel
The black metal, central panel has the ASI in knots, a DI and Alt’ and lower, a VSI, a smaller and more modern turn and slip (I was expecting the dominant standard fitment of the era, a Reed and Sigrist indicator) beside this, an engine temperature gauge. Grouped on the left is a timepiece and three further engine condition gauges: rpm, oil temp and a yellow coded oil pressure gauge. The Kohler engine primer is nearby and so too the mag switches, currently both down and off. The right-hand section has two gauges, a Lucas amps and a French voltmeter. The radio sits beneath these and is powered by a rear battery, switched by a rather large ‘Ground / Flight’ switch. It has a heavy spring switch action to clunk on and off, and feels large enough that it wouldn’t be out of place in an electricity substation. There’s a cluster of levers, the black topped throttle is of the vernier type, a red mixture lever to its left, and two black knurled knobs for carb heat and cabin heater. Don’t mix those last two up. Looking forward, mounted on top of the panel is a compass. The final cockpit item is a brake lever on the pilot’s left, looking for all the world as if it was taken from a Morris car
Above Duck your head and step up. Left Generous fabric covered tail section with bracing wires, rudder mass balance and steerable, leaf spring tailwheel. Below The 74in x 42in prop and a nice flat cowling top, useful for maintaining an attitude in flight.
December 2023 | LIGHT AVIATION | 21
Flight Test
“No complaints directionally and
laterally – other than the ailerons, which need rudder attentiveness” of the same era – pull to apply the parking brake and engage the lock with the thumb trigger.
Going flying
Below Cruising along at spotting height.
A cold start sees five primes sucked in by pulling the prop through, checking the compressions as you go. There is a starter, but the prop is at a convenient height for it to be swung should the battery have become run down. Engine oil pressure rises within the standard 30 seconds, but we will have to wait for the oil temperature to rise to 38, the gauge starts at 40°C, before moving off. The power and magneto check at 1,500rpm shows a slight drop, and with the minimum of items for the departure checks we brief for emergencies and line up. The tail is kept on the ground as we increase power smoothly and right rudder is brought into play to keep us away from the runway edge. We accelerate and a smooth and steady easing forward of the stick raises the tail. There is little noticeable gyroscopic swing. We sit in ground effect to accelerate, then climb away from our shadow at 55kts at 450ft per minute to view the Blackmore Vale. Economy cruise is just above 60kt, but I gather this is the choice, view the scenic world rather than travelling. In today’s parlance it would be termed an ‘observation platform’. We can manage a tad over 75kt with wide open
22 | LIGHT AVIATION | December 2023
throttle, some way off Vne which is 125kt. The origins that gave rise to the Auster was the Taylorcraft Cub, designed by C Gilbert Taylor. Powered by a Brownback Tiger Kitten engine of 20hp, it barely managed to fly in ground effect. The company accountant named the aircraft a ‘Cub’, based on a derivative of the engine’s possible young offspring. More power ensued and after a disastrous fire the company was moved to Pennsylvania where a factory and a great financial incentive was offered. One of the characters involved was an oil man, a certain Mr Piper, who invested substantially in the company, but later on when the two split, his firm developed the Piper Cub we know today, while Taylor went on to form Taylorcraft Aviation. From 1938 a subsidiary, Taylorcraft Aircraft at Rearsby, in Leicestershire, developed the Taylorcraft Model ‘D’ and the Auster Mk. I, through Mk. V. It was the RAF that named the aircraft Auster, after the Roman god of the south wind. It fitted the bill. Held aloft by the high-wing, ‘Louis’ is stable, seeking the trimmed speed and attitude if upset. Directionally and laterally there are no complaints other than the ailerons, which need rudder attentiveness, as the nose wishes to yaw away in the opposite direction of roll. Rudder and footwork coordination is definitely an acquired art, the correct technique at the right moment producing a direct tactile connection with the airframe, allowing it to pass cleanly through the air. Loitering with slow flight which had been this aircraft’s particular brief, it shows it can carry the task out very well. Slow flight handling asks for coordination, and the ASI’s needle indicated the stall is low on the ASI, placarded at
Flight Test
31kt. It’s a gentle affair with plenty of warning and it feels as if we had slowed to a near standstill into the wind before the nose teeters downhill. There was a slight wing drop, countered by going any lower, primarily with stick forward (neutral aileron) and with opposite rudder to prevent any further increase of the wing dipping further. This is a vintage aircraft which has not had its handling blunted aerodynamically, so the aileron alone will not save the day when a wing drops at the stall. The old techniques are certainly needed for those experiencing older aircraft. Heading back to the airfield, Mike and I chat about his flying career. He started with the ATC in 1962, flying on the weekends in open cockpit T-31 Mk3 gliders. He then soloed a non-radio Auster from Luton, mixing in the circuit with traffic including Lockheed Constellations, before heading to Cranwell to fly the Jet Provost, Folland Gnat (lucky fellow), and Victor bomber. A tour in West Germany followed, engaged in covert reconnaissance of the Russian and East German military. Further engagement, but this time with the staff side of cadets and onto CFS JP3s and 5s.Then an association with the Jetstream flying with the Royal Navy. Retirement brought a route to being dual rated on the Boeing 757 and 767 via the 737. Now in Mike’s own words, he ‘plays with little aircraft’. His last memorable trip was to CFS, Anglesey for a static display at the annual families day. Back into the circuit and finals, the approach speed of light aircraft is generally 1.3 of the stall speed, this theoretically works out at around 40kt for us. Apart from being a bit slow for following traffic, the nose is slightly inclined masking some of the airfield. Fifty knots is used, reducing to 40kt over the hedge and a three point sink with the stick all the way back to land, while keeping straight. It’s a joy to land and I didn't need brakes, not that there were any on my side! Slow flight, a good field of view and with the ability to operate from unprepared fields, the first Austers, their qualities and capabilities, set their manufacturer off through many variations. Depending on your counting method, it approaches 60 different variations progressing from two, to three and four seaters, increasing engine power and tankage. The Series ran from A to J with Roman numerals, and were given names all beginning with A: Alpha, Autocrat, Arrow, Atom, Adventurer, Aiglet, a return to the army with the AOP6 and the exception that proves the rule, the Tugmaster. In 1961 Beagle took up the gauntlet and furthered the line with the Terrier and Husky, but the final iteration holding a nosewheel, the Airedale, could not compete with the products by then coming from the States. In the words of the Travelling Wilburys, this was truly, ‘the end of the line’. That was the end of the production line, but they continue of course with the help of the LAA and the dedicated supportive Auster Club. I have to thank Mike for his generosity allowing me to play in his syndicate’s aircraft, and hope they all have many happy landings and hours operating her safely. ■
Above On the formation break showing Louis’s long supporting wings. Left Mike Laundy in fitting flying garb, caught in mid smile.
AUSTER MK I SPECIFICATIONS General characteristics
Performance
Length 6.8 m/22ft 3in Wingspan 10.4 m/34ft 1in Empty weight 462 kg/1,016.4 l MTOW 762 kg/1,676.4lb Useful load 300 kg/660 lb Fuel capacity Main 50 litres Auxiliary 50 litres Fuel wt 72 kg/158.4 lb
Vne 125 kt Stall 31kt Engine Continental Corp C 90-14F. Propeller 72inx 46in Max RPM 2,625 Max Continuous 2,475. Range 375 st miles. Service Ceiling 14,500ft
December 2023 | LIGHT AVIATION | 23
Technical
RV-6 diet results…
While aeroplanes always benefit from being kept light weight, often they pile on the pounds over time. In the second part of his article, Pete Pengilly turns his plans into action…
P
art one of this story described the initial planning of the project to shave up to 80lb from the empty weight of my recently purchased RV-6. Now it was time to start making the changes. I should point out, this is in no way intended to be a criticism of the original build choices. The options were just not the available at the time of construction, in the late 1990s.
24 | LIGHT AVIATION | December 2023
Above The first stage was to get the new Whirlwind propeller approved, it really does look the business!
Propeller
The aircraft had a paddle-blade counterweighted Hartzell of the same type that is fitted to Bulldogs. I had my eye on a composite Hartzell ‘Claw’ prop but considered that too expensive, settling instead on a Whirlwind 74HRT carbon-fibre bladed prop. I had to change the governor to get the prop to work correctly. The prop was LAA cleared
Technical
Above The most significant problem was that the new prop hub was significantly longer than the previous Hartzell prop. Below A new cowl was the only sensible way ahead, with the fuel injector servo removed for overhaul the new bottom cowl fitted reasonable well. Below (left) The spinner was also a slightly smaller diameter. Bottom With the servo refitted I had to cut off the intake snout and cut a couple of small holes in the top cowl, but looks promising, although the replacement sump and intake were yet to arrive.
before the rest of the changes and is much smoother than the metal Hartzell. The Bulldog spinner had been 14in diameter, whereas the Whirlwind spinner (and the standard Van’s cowl) is 13in, although the difference looks larger. So 24lb saved, and once I have sold the Hartzell I will know the final cost, but it’s likely to be $300 per lb. The governor saved another 1lb, but cost more than £1,000 for an overhaul, with several parts replaced. The overall cost was more than I was hoping, but it was the only way to save so much weight in one hit. So far, after 30 hours flying, I am very pleased with the Whirlwind prop. At the time of writing the prop spinner and governor are still for sale! December 2023 | LIGHT AVIATION | 25
Technical
2004 and was keen to use them on this engine, especially as I had a pair sitting on the shelf. In my view they are just better than standard magnetos. There is a small weight saving of 3.5lb but that would be at a cost of around £3,000, not really worthwhile from a weight-saving perspective, but as my magnetos are working well and I already had the P-mags, I hope to recoup some of the cost of the project in this area. I was considering changing the oil cooler but decided to stick with what I had for the time being. All in all, around 22lb was shaved from the engine, but the parts to do this were definitely expensive.
Cowling
Engine
With a combination of parts I have been able to save quite a lot of weight from the engine. Many years ago SkyDynamics developed a magnesium sump for the angle valve Lycoming engine, which replaced the flat-bottomed sump with slightly trombone-shaped steel inlet tubes, with a deeper sump made from magnesium alloy, featuring a better shaped inlet plenum and straighter inlet tubes. It saves more than 9lb but now costs nearly $6,000 with a two year delivery time (due to lockdown-induced production delays). I also fitted a lightweight starter ring that has no alternator pulley, saving another 3.5lb. Overall 12.5lb saved at a cost of $5,600, including shipping, a whopping $448 per lb. It was possible to use the starter ring without a pulley as I fitted a vacuum pad-mounted generator, which also meant I could remove the standard front-mounted alternator. When I started looking at this project the B&C vacuum pad-mounted generators were the only sensible lightweight solution. The eight amp SD-8 was a possibility, but that doesn’t leave much power to spare. About the time I was going to order a 20amp B&C BC410H, a company called Monkworkz had introduced a 30A vacuum pad generator that weighed only 2.75lb, but cost $1,000. If its press release was accurate then it would be ideal, so I bought one. Initially it looked like it was a few hundred dollars more expensive than the B&C option, but because of what is included (everything to install) the costs are comparable. At the time I thought this would give around a 3lb saving, but it turned out to be a 6lb saving once all the alternator components were removed and weighed. Including shipping, this came in at $183 per lb. A bargain compared to the SkyDynamics components! I can’t comment on the long-term reliability, but my initial impressions have been favourable. The experience of others on the internet forums who have run one in an RV for a year or so have been positive, too. I had been running a P-mag on my old RV-6A since 26 | LIGHT AVIATION | December 2023
Above This is the final standard of the engine a lightened starter ring, magnesium alloy ‘Maxi-Sump’ and cold air intake system. Right The original intention was to use the standard Van’s ‘snorkel’ inlet trunking, but there wasn’t sufficient volume in the front cowl to give any clearance between the engine and the cowl. The cowl was bumped using foam and parcel tape. Far right (top) That gave a basic shape, along with the aft sections moulded from a standard ‘flat front’ RV-7 cowl. Far right (bottom) The top cowl required some bumps to clear the plenum, these were moulded from a plastic cola bottle.
The original cowl was of the older, single skin variety, before Van’s moved to the lighter honeycomb core version. It had started to crack in various places. And although I am reasonable at fixing composite parts it became frustrating to be always patching cracks. With the Whirlwind prop fitted, the front opening in the old cowl was significantly larger than the Whirlwind spinner and looked rather ugly. The old cowl also took quite a while to remove and install. I reasoned there was some weight to be saved in a new cowl and I should be able to significantly improve the ease of removal and installation as well as making the shape at the front match the new spinner much more
Technical
closely. In true homebuilding fashion, while it’s simple to describe, it has taken an awful lot of work (and many months of elapsed time) to make the standard Van’s mouldings work with this engine. The aircraft had a cooling plenum, but it was the wrong shape for the new cowl. That meant more time to make the plenum fit, although it did save a little weight. If I was to do this again I would probably consider using the RV-7 cowl that is designed specifically to accommodate a 200hp Lycoming and the standard baffle strips up to the top cowl. In the end there was only a few pounds of weight saving, although the fit of the cowl to spinner is much better. The cowl from Van’s cost about $1,500 but a large amount of time and effort to make it fit. The photos show some of the steps required to make the cowling fit. I was fortunate to have an RV-7 cowl available that I could mould some of the shaped parts from, but the Airflow Performance fuel injection system is not the same shape as the Bendix system the cowl was designed for. The major problem was that the SkyDynamics sump moves the injector servo further forward. Because the sump took two years to arrive the cowl had been mocked up using the standard sump, some additional bulges were required to achieve sufficient clearance between the throttle and mixture levers and the cowl. I had hoped to use the Van’s standard ‘snorkel’ air inlet but once again the components
December 2023 | LIGHT AVIATION | 27
Technical
on this engine made that difficult. In the end I stayed with the ram air inlet. At the same time the rocker boxes did not fit in the top cowl – a well-known problem for angle valve engines in RV-6 cowls. A friend at work made a 3D printed bump so I could mould some blisters. That turned out to be too small, so we used a 1½ litre cola bottle as a mould for a larger bump. The new cowl is certainly much easier to remove and re-fit. Previously the hinge wires holding the two cowl halves were inserted from inside the cabin, keeping the front of the cowl very clean, but that made getting everything lined up a real hassle. The hinge wires around the rear edge were always difficult to insert (and remove). Using quarter turn fasteners (another RV-6 standard option) make the rear edge more straight forward. Ten screws at the front, pull the hinge wires, release the ¼ turn fasteners… and the top is off. Four screws on each gear leg fairing, as before, ¼ turns underneath, pull the vertical hinge wires… and the lower cowl drops off. Straight forward and possible with one person, and it can all be done in a few minutes. The only disappointing aspect of the cowling was the lack of weight reduction. I have access to a raw RV-7 cowling that was made around 15 years ago. Using that as a basis I estimated 8lb-10lb of weight saving was possible with the cowling, but the result was the new RV-6 cowlings with their modifications were only 3lb lighter. Clearly the changes to the lower cowl that were necessary to fit the engine inside have added something to the basic weight, but moulding for the injector snout was quite heavy. The old RV-7 cowls are really quite light
Above The first cowl bump was not quite large enough to clear the injector servo -the new sump pushed it very slightly further forward. 28 | LIGHT AVIATION | December 2023
Technical
and are constructed differently from the current production Van’s cowl. I have now found out that the current production cowls, as received from Van’s, are around 17lb before any fasteners or paint. Judging by the RV-7 cowl from 15 years ago I had hoped that the cowls complete, would weigh less than that. There is clearly an increase in robustness with the current design so let’s hope there isn’t as much cracking as I saw with the old cowl.
Electrical system
Like many RVs, the aeroplane used a Odyssey PC680 lead acid battery. These are excellent batteries and are light for their power, at around 18lb with the mounting tray. However, Lithium batteries are much lighter! Around an 11lb weight saving for £700 (now significantly reduced in price), also allowed the battery to be repositioned to the standard Van’s position on the firewall, which means a few feet of thick electrical cable could be removed. Most Lithium batteries can be installed using a standard mod, see SM14337. In 2000, the only real option for nav lights and strobes was Whelen with a central power supply and thick cables to the extremities. LED lights are lighter, usually require no central power supply and draw much less current – a win all round. The Whelen Microburst lights bolted into the same mounts as the old incandescent units and are an RV-6 standard option. Probably 8lb saved overall for around £500 cost, including LED lights which I had on the shelf for some while. I was going to change the landing lights,
Above (far left) This is the second bump to clear the injector servo moulded from cardboard underneath body filler. Above After skinning in carbon and digging out the filler from the inside this is the result. Above (right) With the ram air inlet added, and some paint, this is the final result.
which are automotive spotlights for Flyleds single spot lights. When I removed the automotive lights they were not that heavy and the Flyleds lights would need a mounting bracket. As time was short I left the original lights in place. The biggest saving here would be the much lower current required (1 amp against 5+ amps), bringing the ability to use lighter wire.
Instrument panel
Over the years, developments in avionics always sees the greatest opportunity for easy weight savings. As an example a Garmin GTX 320 transponder was fitted, which I replaced with a Trig TT21 Mode S unit for operational reasons, delivering a 3lb weight saving once the encoder and tray were removed. There were some changes that were forced on me, the VM1000 engine monitor would not easily work with a P-mags, and the tacho function had become unreliable, so I fitted a standalone tacho. The manifold pressure indication had also become very unreliable so another standalone gauge was required. While fitting the new gauge the original problem was traced to a cracking up MP hose – probably original and another reason to periodically replace flexible pipes. Although the standalone gauges are only a few inches to the right of the VM1000 I am surprised how much easier it is to glance at them to find out what the engine is doing. As part of this upgrade I have also fitted an autopilot, it gives away some of the weight I have saved, but I’m very happy with the trade-off. December 2023 | LIGHT AVIATION | 29
Technical
Outcome
So what was the overall result? Was I able to meet the predictions? Would I do the same again? I was very pleased that the scales reported a weight reduction of 81lb, empty weight is now 1,046lb, which is reasonably typical RV-6 territory. C of G has shifted back slightly to 70.54in, close to the estimate and is acceptable, but any further aft shift would limit the amount of baggage that can be loaded with two people. The main bonus is the aircraft feels much lighter on the stick and can carry 94 litres of fuel at the aerobatic weight limit so makes aeros a realistic option, once the aerobatic test schedule has been completed and clearance given. My wife is much happier as we can carry an additional 50 litres of fuel when going places. The question of whether I would do a similar thing again is more difficult to answer. I am very happy with the outcome but it has taken a lot of effort. Particularly to make the cowling, baffling and plenum fit. Those items did not save much weight, but the originals did not really work with the new components which were required to reduce the weight.. Those items did not save much weight, but the originals did not really work with the new items which did save much of the weight. An injected, horizontal induction, RV-7 cowl would have probably been a much better starting point as it would have fitted with far fewer changes. Most of the components I chose have worked
30 | LIGHT AVIATION | December 2023
Above With everything fitted the intakes line up well. Below Keeping the inlet bump in raw carbon doesn’t emphasize the size of the bump quite so much and makes the front look slightly more streamlined.
out well, so far. The Whirlwind prop was expensive but there was no other way to save so much, and it makes the aeroplane feel much smoother, particularly with electronic ignition and an overhauled fuel servo. The only question in my mind is over the SkyDynamics components. The components are very well made but the company is very busy at present and has long delivery times. I would probably go with a Superior sump and intake, and an SDS lightened starter ring. Both of these are slightly heavier than the SD components but at least they are available within a reasonable timeframe. Would I do it again? Probably, yes, but not exactly the same… ■
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Electronic Conspicuity
Electronic Conspicuity update Is our Electronic Conspicuity up to the task about to be demanded of it, asks Ian Fraser…
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or some time now the CAA has promised that, under its airspace modernisation programme, the sky will become more open to all users (or at least no more restricted) through its slogan ‘share the air’. A key enabler of this will be Electronic Conspicuity (EC), which involves us carrying an electronic beacon, transmitting our GPS measured position to anyone who needs to know. Some of us speculated that the seemingly never ending Class D airspace expansion by airports may be resolved by EC, but it turns out that this may not be what it is all about. Quietly, as far as GA is concerned,
32 | LIGHT AVIATION | December 2023
another elephant has entered the room. Drones (Unmanned Aerial Vehicles), and in particular the larger commercial variety operating ‘Beyond Visual Line of Sight’ (BVLOS). These drones are not the small 250g toys sold on eBay to play with in the park, they are much bigger, faster and go a lot further. For example, Amazon has recently announced its new parcel delivery drone, which could be starting operation in the UK’s sky next year! (pic 1). It is a similar size to a small
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Left (pic1) Amazon’s latest drone. It can travel at 50mph, then hover and lower its parcel onto a delivery pad in your garden.
Electronic Conspicuity
“While nominally drones
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operate below 500ft, I can’t imagine that the population or terrain will allow these large, and fast remotely piloted aircraft to operate that low” 3
undertake tasks such as medical deliveries, geological or power line surveying. Today, from an airspace perspective, this is happening under the protection of various ‘Temporary’ Danger, Reserved, Restricted or Segregated areas (Pic 4), i.e. GA is excluded from the active drone zone. If, for example, this happens for the proposed ‘Super Highway’, large hunks of restricted airspace could be carved out of current Class G airspace.
Drone test zones
While nominally Drones operate below 500’ AGL and shouldn’t worry us, I can’t imagine that the population, obstacles or terrain will allow these large and fast remotely piloted aircraft to operate that low. Indeed, some of the segregated Drone test zones have been creeping higher to as much as 1,500’ AGL in some places. In the case of the Oxford / Cambridge route (pic 3), if it became segregated airspace it would neatly bisect the country between North and South with a “no-fly fence” as far as Above top (pic 2) Windracer-Ultra drone – 100kg payload, 80mph, 10m wingspan. One of the type likely to be conducting longer journeys on the ‘Super Highways’. Above bottom (pic 3) Drone ‘Super Highway’. A sketch of the plan showing the route Oxford to Cambridge. Very similar to the one GA might fly.
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Right (pic 4) A drone Temporary Danger Area in the North East. If the programme goes to plan, the TDA will vanish and drones will fly this popular route at the same time as we do.
microlight and does 50mph over a range of up to 12km. Another example is a proposal by Altitude Angel, a technology company leading a team of potential drone operators aspiring to operate long distance drones in the UK. Altitude Angel has announced a UK nationwide ‘BVLOS drone Super Highway’, called Project Skyway. This links various conurbations with some legs appearing to be more than 100km. Its publicity material pictures winged drones (Pic 2) the size of a light aircraft, whizzing up and down this Class G ‘highway.’ One of its proposed routes is a direct line between Oxford and Cambridge (Pic 3). It says it has government approval to start operation next year (2024). If you look on the internet you will find several other aspirant drone operations vying for airspace access to December 2023 | LIGHT AVIATION | 33
Electronic Conspicuity
GA is concerned.That would be very worrying in marginal cloud base conditions. The CAA, however, assure us that future segregated (etc) drone zones will only be temporary, could have RT crossing services and have a maximum non-extendable duration of 90 days. Their purpose, says the CAA, is to enable drone procedures and infrastructure to be developed. So maybe drone development zones will only be a temporary inconvenience backed by an RT crossing service. Let’s hope so. Once their navigation, safety and control tools have been developed, tested and approved, then the segregated zones will be no more. Drones and GA will freely operate together in Class E and G airspace. That is what ‘share the air’ is about.
‘Detect and Avoid’
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Above (pic 5) The Safe-Sky Mobile phone traffic app detecting our own ADS-B transmission as we fly. ADS-B out definitely working OK, something not even NATS can tell you.
34 | LIGHT AVIATION | December 2023
The safety of sharing the air with drones will depend on a concept of ‘Detect and Avoid’, another of those recent catchy CAA slogans. The CAA’s plan is that the drones operating BVLOS in open airspace, or their controlling masters, will detect the presence and position of obstacles, hazards and, importantly, GA traffic. They will predict the course of, and steer away from, traffic long before there is any conflict. This concept is currently being developed and demonstrated by various drone companies under the temporary shelter of TDAs etc. For example, according to Altitude Angel’s publicity material it is working with the CAA to produce a commandand-control system through which it maps and monitors its drone highways, including any potential conflicting GA traffic. It detects traffic and controls the drones electronically from its base. The infrastructure of its command-and-control system comprises a network of transmitter / receiver systems presumably interconnected via GSM, the web or satellite. However, I am not going into more detail about that right now, I am just setting the scene. This article is about Electronic Conspicuity and its role in this. The important issue is that the drone commanders and controllers will have to know exactly where and how high our GA aircraft and their drones are (and going to be) to avoid us. What options have they to do this? They could tap into the ATC lower airspace radar systems to see our position, but l suspect that its coverage is not reliable enough at the lower altitudes where drones and GA might coincide. Drones could be equipped with the kind of short-range car radar devices used to keep the people of California so safe from driverless cars. However, the low range and coverage of these radar devices would give the drone only seconds to avoid higher speed light aircraft. They would be much too close before avoiding action was taken. Not safe or reliable enough for our application. All the published dialogue from the various drone champions and agencies indicate that the preferred traffic detection solution will be a ‘co-operative’ EC system. That means that both parties need to actively do something to report their position to a mutually agreed standard. In this case, the protagonists will tell one another, and the controllers, exactly where and how high they are by using GPS, electronic beacons and receivers. We all know this
Electronic Conspicuity
“Which EC standard
will be adopted? Mode S, extended squitter (ADS-B), FLARM or PilotAware are all capable of providing the service” GA or EC aspect of it. How can the drone’s system be designed – or target dates be met – if it doesn’t have our EC performance data… or am I missing something?
Drone community
6 system as Electronic Conspicuity (EC). If this approach is to be adopted for drone operation the safety of all of us will depend on our EC being switched on and working reliably. To be safe, all traffic will have to transmit its current position, height and speed accurately all the time when operating in Class G and E airspace. Do we know yet which EC standard will be adopted? No. Mode S, extended squitter (ADS-B), FLARM or PilotAware are all capable of providing the service. The CAA could also decide to use a new EASA standard ADSL, or the American hybrid LARS / co-operative ADS-B system UAT. It could be any of them, some of them, or all of them. The CAA has yet to inform us. The CAA has seemed to have laid the responsibility of GA traffic avoidance squarely at the door of the drone community, but that does not let us off the hook. The accuracy and integrity of the traffic position information we give it becomes one of the most important safety features of the whole system. The drone community must be able to determine how accurate and reliable the GA part of the EC system will be. It must be assured that the GA aircraft beacons will be transmitting at all times that they are in the vicinity of drone operations. After all, we can’t expect a drone to see and avoid a beacon that is switched off or defective. They must be made aware of effective and reliable coverage of the beacons from the aircraft. The drone community will need all this information to design a safe command and control system that can meet the ‘detect and avoid’ mandate. There are lots of new airspace regulatory publications associated with drone operation, but I can find no technical nor operational standards associated with the
Above (pic 6) How good is your beacon coverage? Vector, PilotAware’s excellent tool shows you. This is my Garmin GTX 335 250w ADS-B out. Theoretically 80 miles+ range, but at low altitude much reduced. Even with that amount of power flying at 1,000ft, ranges are significantly reduced.
Most of the material I have acquired suggests that both the CAA and the drone community expect some form of open airspace drone operation to start variously between next year and sometime in 2026. That could be as early as a few weeks’ time or at the latest in three years. Are they sure we (GA) will be ready to meet the EC standard the drone community needs to be safe? If what is publicised is to happen, a compliant EC installation must be made a basic requirement of operating in Class G airspace. Reliability and integrity checks must be possible to ensure that it is working. Examples are, Duplex transmission checks could be introduced to inform the pilot while flying that they are really transmitting position data, something that none of us currently know for sure. That could be relatively simple to do using a lower cost ‘EC in’ receiver (Pic 5). Range (Pic 6) can be made more certain if correctly installed antenna
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Above (pic 7) EC antenna. Must be correctly fitted to get the range you need. This one, a FLARM dipole antenna, mounted directly to a metal surface or tube, will never work as intended. Such misunderstood installations are regularly found in some of our aircraft. This type is for wooden and composite aircraft only. December 2023 | LIGHT AVIATION | 35
Electronic Conspicuity
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are mandated, therefore ensuring that they are at sensible orientations (pic 7) and away from screening or interfering parts of the aircraft. GPS position integrity data should be monitored and displayed to the pilot so that we are confident we are sending the drones good data. The height standard and accuracy must be defined. Right now it could be pressure altitude in line with ADS-B (Pic 8), referenced in line with the new EASA ADSL standard to the geoid (a theoretical sphere approximating to the Earth’s surface used by GPS systems) or normalised height (AGL / ASL). It doesn’t matter which, as long as it is the same for everyone, including the drones. And so on. Our devices need to reliably send what the drones expect to receive. None of what I have mentioned is hard to do but will require some change to many EC installations to achieve, and may require some revised equipment standards, flight regulations and training. That takes time.
Above (pic 8) Pressure altitude is used as both reference and output data by most GA EC Beacons. Many drones seem to use GPS. They can be several hundred feet apart. Which is it to be?
Safe drone operation
We, and the CAA, need to give the GA side of safe drone operation more serious attention than it seems to be
“We must be informed and prepare
before it’s too late, and we’re surrounded by ‘temporary’, but closed, airspace. Time and direction are needed for sharing the skies” 36 | LIGHT AVIATION | December 2023
getting. If it doesn’t happen, the drone world will have a great excuse to extend its use of segregated airspace, the country may be carved up by a series of low-level No-Cross fences and it will be GAs own fault. I leave you with a thought based on the approach the Americans FAA Aviation Rulemaking Committee (ARC) has recommended. It simply says: “Aircraft transmitting ADS-B will have right of way over drones. If you fly anywhere where a drone could be and encounter one then, if you are transmitting ADS-B, it is the drone’s fault and responsibility, if you are not transmitting ADS-B, then it is yours.” That is how it interprets ‘See and be Seen’, and may be the only legislation or guidance US pilots get from the FAA.
Informed and prepare
Is that ‘Wild West’ approach the way we are going in the UK? It may be the best way, or do we follow EASA with designated U space for drones and yet another EC standard (another story) – or do our own thing as implied by the drones community’s publicity? We must be informed and prepare before it is too late, and we are surrounded by ‘temporary’, but forever closed, airspace. It’s not too difficult, but we too need time and direction to prepare for sharing the skies. Meanwhile, PilotAware announced a new version of its popular EC device. It’s called PA FX, and Ruth Kelly is in the process of installing and testing one in her RV-8. PA is already a good EC receiver, this update promises to make it even better and its flexibility should make it simple to add some of the enhancements we need to play in the drone world. Once installed we’ll be putting it through its paces and hope to report on it here in the next couple of months. ■
Coaching Corner
Coaching Contingency planning and Corner… controlled airspace When it comes to controlled airspace, PCS Head of Training David Cockburn asks, have you got a plan if you become temporarily unsure of your position?
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sure we have passed the airspace, or perhaps even retrace our steps, even flying a reciprocal heading (with drift applied into wind) to our previously noted waypoint on the Plog. If ground features look different to those which we expected to see on track, we should not continue in the direction of that hazard, but adopt a pre-planned turn away. Not only should that prevent embarrassing communications with the regulator, but if a controller has seen an unidentified aircraft approaching their airspace, a clearly defined turn away will probably also reduce their blood pressure! Pre-planning such a turn away may require a bit more pre-flight planning than normal, but the UK’s congested airspace means we really ought to do it. Nevertheless, despite the need to plan for it, making such a turn should not be automatic. If we have actually already entered controlled airspace without clearance, a change in our heading or altitude will make the controller’s job to keep his IFR traffic away from us a lot more difficult. Therefore we need to think before we make any turns, and only turn if we know we are still outside controlled airspace. For that reason it would help if our contingency planning includes easily identified features (ideally unique line features) which we can consider as the boundaries of ‘buffers’ to keep us outside controlled airspace. Most Control Zones are found around aerodromes on low ground, so high ground might provide a buffer if weather allows, although in the case of Leeds Bradford the opposite might be more appropriate.
very pilot knows the value of contingency planning. Most will have in their mind a pre-take-off brief; what happens if the engine stops at 100ft, 500ft etc. We are also taught to have a contingency plan in case of en route engine problems, communications failures and diversions as part of our fundamental flight training. It is, after all, part of Threat and Error Management (TEM), about which I have written often. But what about contingency planning when it comes to airspace, particularly if one becomes ‘temporarily unsure of position?’ An early CAA Skywise communication told the sad story of a pilot who had done everything right in terms of his pre-flight navigational planning, but then infringed controlled airspace after mis-recognising a navigational feature and changing heading too early. I am sure we have all been in similar predicaments, likely with less embarrassing outcomes. What would you have done in similar circumstances? Here are some things to consider.
Turn away
It sounds logical, but hard to do in the heat of the moment. If one is unsure of one’s position it doesn’t make great sense to turn towards a known area of controlled airspace, but if the original plan was to make such a turn it may be hard not to do it. We should always be aware of where the hazard is in relation to ourselves. For example if a Control Zone or Restricted Airspace lies to one side of our track, we should be absolutely certain we have passed it (or not yet reached it) before turning in that direction. If not, it might be better to hold our existing heading until we are
Below Do you use the ‘Take Two’ rule of thumb?
Take two
When routing near controlled airspace the risk of unintentional infringement is demonstrably reduced when pilots plan to remain clear of the horizontal and vertical boundaries of the airspace by a suitable distance that’s appropriate for them, their aircraft and the prevailing conditions. As a general rule of thumb ‘Take Two’ (i.e. two nautical miles horizontally and 200ft vertically) would seem to be sound practical advice, but in many cases it would be prudent to allow even more, especially in the vertical. After all, it only takes a small distraction, a moment’s inattention or a bit of convective activity in the atmosphere to gain a couple of hundred feet, so it may be wise to allow 500ft if we can.
Make yourself obvious
It should go without saying that, especially when close to 38 | LIGHT AVIATION | December 2023
Coaching Corner
your details if required. However, if unsure of position, a safe contingency plan, which I suggest should be our fallback option, would be to call D&D on 121.500 MHz. CAA advice is: “Any pilot who believes they are lost or temporarily uncertain of position should immediately seek navigational assistance from the appropriate radar unit. Alternatively, they should select code 0030 (FIR Lost) and contact D&D (callsign ‘London Centre’) on 121.500 MHz for assistance.” The VHF fixer service is provided for exactly that reason, and you have an urgent message to transmit concerning the safety of aircraft (the ones in the controlled airspace!) make sure to prefix your call with ‘Pan-Pan’.
controlled airspace, we should all be operating our SSR transponders, with Mode ‘C’ (ALT) selected. Unfortunately, rumours, incomplete occurrence reports and hearsay may have convinced some pilots that the regulator is ‘out to get them’. Such fear may encourage them to do exactly the opposite and switch off their transponder when they think they may be about to infringe. However, consider the risk to our future flying if one of us were to cause an airliner to make a violent avoidance manoeuvre and risk injuring paying passengers, let alone the consequences of an actual collision. Even if the CAA really was going to call you for an interview (in the overwhelming majority of cases the most severe consequence of an infringement), you should treat that as a training exercise. In addition to maintain a transponder ‘squawk’, if you need to fly close to the boundaries of CAS then it is strongly recommended that you contact the ATC unit that is controlling the airspace and announce your intentions. In doing so, your aircraft becomes ‘known’ traffic, removing uncertainty about its subsequent flight path from the controller’s mind. However, controllers can be very busy, so if you can’t get a word in edgewise, at least listen on the frequency, and select the appropriate ‘listening squawk’ with ALT selected. That way if an aircraft is seen getting too close, the controller can broadcast that an unidentified (unless you are transmitting Mode S) aircraft is about to enter the airspace without clearance, in which case I suggest you turn away even if you are sure you are not the potential infringer. Make a short call, because that will appear on the controller’s direction finder. The potential infringer can be identified and helped away from the airspace, while others can resume their own navigation.
It’s good to talk
Clearly making contact with the air traffic unit is always a good idea. However, in the case mentioned earlier the pilot seems to have been monitoring the nearby controlled airspace frequency and displaying the correct ‘listening squawk’ conspicuity code on their transponder, but apparently could not contact the air traffic service provider due to frequency congestion. What would you have done? As an alternative, a nearby LARS radar unit might be able to offer a service, and its transponder code will indicate to the airspace controller to whom you are talking. Even London Information can help. It has no radar but its transponder code gives the controller a contact to obtain
Above Do you keep a Plog handy, just in case your tablet device fails?
Electronic aids
Of course, a potentially obvious answer to an inadvertent airspace infringement, is ‘use a moving map’. Even if you do not have a specific mapping device in the cockpit, these days some positional awareness can be gained on a mobile phone, even if only using its basic ‘maps’ application. Much more can be gained if our ‘smart’ device contains an application which includes aviation detail, especially if that includes updated airspace information. Such ‘apps’ are not expensive and, in some cases, cost nothing.
Have a reference to the plan and past actions
Of course, using electronic equipment comes with the risk that these wonderful devices may ‘die’ at the most inopportune moment, and even sunlight can affect our ability to read a screen correctly. Although it may seem like overkill when everything is going well, keeping an up-to-date manual Plog record of headings, waypoints and timings may prove invaluable if things go wrong. It helps considerably if we have a backup on paper which can be used to confirm where and when we should be turning. Such a Plog is usually thought of as a form on a kneepad, but as you will have seen from my articles on navigation, I tend to write the important information on my chart, so that I can also remind myself what my features look like. However one does it, the Plog provides a contingency backup and should also provide additional situational awareness that might help you avoid trouble in the first place.
Admit mistakes
Human factors suggest that pilots are generally reluctant to admit that they may be wrong. While that is understandable, that reluctance must be overcome if we are in the vicinity of controlled airspace. We must first admit to ourselves that we are unsure of our position because, until we do, we’re not going to admit it to others, or take any positive action to prevent things getting worse. The longer we stumble on uncertainty, the more likely we are to find ourselves in the airspace we wish to avoid, so we have to be ready to admit we may be wrong. Adding an extra few miles to the flight by turning away unnecessarily, or giving D&D some non-essential fixing practice, are much better than causing airliners to be delayed while avoiding us, even if the worst possibilities are unlikely in VMC. ■ December 2023 | LIGHT AVIATION | 39
Engineering Matters
The latest LAA Engineering topics and investigations. Compiled by Jon Viner
Engineering Matters Including: Dynon autopilot TSB, corroding cables, engine cylinder work and caring for tyres
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elcome to Engineering Matters – the section of Light Aviation that is dedicated to discussing all manner of topics concerning both technical and operational aspects of the LAA fleet. We all learn by sharing information, so if you have anything to
say that you think would benefit others, or have experienced an interesting technical issue or component failure, then please contact us with a description of what you encountered and include accompanying pictures. Send your submissions to LAA Engineering at engineering@laa.uk.com.
Corroding cables Cables are a great way to operate control surfaces: they’re simple and lightweight. Secondary controls such as trim tabs are often controlled by ‘Bowden’ cables (similar to the arrangement used in bicycle brakes), particularly on microlight-type aircraft. These use a fixed outer sleeve with a stranded cable moving within to operate the control (occasionally the inner is fixed and the outer moves). One of our members reported that he recently suffered a pitch trim system issue where he went to operate the trim lever only to find that the trim was stuck in the neutral position. There had been no previous signs of problems with
it, but when the cable was examined, the inner cable was found to have corroded over a length of around 450mm causing strands of the cable to break and jam in the sleeve. The corrosion was located at a low point in the cable run – clearly water had got in and pooled at the bottom of the sleeve. The required annual greasing of the ends of these cables should have helped prevent water ingress, but we know of some installations where owners have added small rubber gaiters. Above Corroded part of cable compared to a good portion of the same cable.
Engine cylinder work One of our Inspectors has brought an issue to our attention that was identified when he was asked to take a look at some cylinders on a Continental C90. The owner had brought him two sets of cylinders to examine and, having taken some measurements, it turned out that all the cylinders were within dimensional limits for being 0.015in oversize (rather than the standard size). This wasn’t a problem in itself, but what was worrying was that neither the airframe nor engine logbook recorded these oversize cylinders having been fitted. Even more worrying was the fact that the corresponding pistons were standard size (i.e. not also 0.015in oversize). With a lack of logbook entries for any of these changes, there was no record of who had done the work – and presumably it hadn’t been appropriately checked or the discrepancy between the cylinder and piston sizes would have been spotted. 40 | LIGHT AVIATION | December 2023
The important points here are: ● All work on the engine needs to be recorded in the engine logbook. ● The checking of the work needs to be signed for by an appropriate person: generally an LAA Inspector. If the work involves splitting the crankcase of a certified type engine (Lycomings, Continental, clones of these engines, etc) then the work needs to be overseen by a CAA-approved engine facility or an inspector who has obtained special permission from the Chief Inspector. ● Presumably the engine was removed from the airframe to do the work, in which case there should be a corresponding airframe logbook entry to record the removal and, more importantly, the reinstallation/recommissioning of the engine. ● If you fit oversize cylinders, the pistons need to be changed to match, too!
How important are your tyres? The LAA fleet has a vast range of tyres in use both in the nosewheel configuration and in the tailwheel configuration (and a few anomalies!). The tyres currently being used are both certified types and industrial tyres of various sizes, from 2 ply up to 10 ply, all fit for purpose but all with their own performance differences. In service there are many factors that determine how long tyres last, but how you fly is the most important factor. Touching down in a crosswind crab can cause flat spots as the leading tyre scuffs on the runway at an angle as the upwind tyre swings around. So much better to use your rudder rather than the friction of your tyres to straighten out, with a different technique you’ll add a lot more landings to the life of your tyres. Using more of the available runway, and less braking, also potentially helps extend the life of your tyres and, of course, the brake pads. When it comes to the runways we use, although most LAA types tend not to use large international airports, it’s best to try and avoid grooved runways (used to prevent pooling of water) whenever possible. The sharp cuts in grooved runways can tear chips out of your tyres, dramatically shortening their life. Hangarage or outside tie down of your aircraft is also a factor: ultraviolet light from the sun can accelerate tyre degradation. High-wing aircraft are more susceptible than low-wing aircraft as the tyres will be less shielded from the sunlight, so consider where your aircraft is being stored and the conditions it’s exposed to. Tyre covers may be beneficial to the life of your tyre, particularly if it is parked outside. It does seem strange, but there is a fair amount that you can actively do to maintain your tyres and ultimately prevent their premature replacement. If you’ve replaced some recently you might have been surprised how much they’ve risen in price. Keeping your tyres correctly inflated is important and should be checked on a regular basis. In the event you find that you have a slow puncture during an inspection it is important that it is rectified as quickly as possible or it may catch you out at a later date. Under or overinflated tyres will wear unevenly between the centre and edges of the tread. Many aircraft specify a tyre pressure range rather than a single pressure. In these cases, you can monitor the wear pattern and vary the pressure to maintain even wear across the tread. Higher pressures increase wear at the centre of the tread and lower pressures focus wear on the edges. It is important to use the pressures specified by the aircraft manufacturer for safety. Of course, this becomes more of an issue on homebuilt aircraft and the use of industrial tyres, although the designer / kit manufacturer may well specify the types and pressures of tyres to use. The manufacture of the tyre will give some guidance on pressure, but this is all so related to the load they intend to carry. The key message is to continue to monitor your tyres and pressures. If you notice more wear on one side of the tread than the other, look for alignment issues with the landing gear. If you are not quite sure, ask your LAA Inspector or licenced engineer for advice. It will become quite noticeable very quickly, depending on the degree of misalignment. It is important to take action to look into the reason why the gear has become misaligned as it might point to larger issues with the landing gear. If nothing needs to be corrected with the gear itself, you can remove the tyre from the wheel and reverse it to balance out the wear. Be sure to deflate the tyre first and follow proper procedures for tyre replacement, again if not sure on the procedure consult an LAA Inspector. It is important to note that if you are going to reverse tyres over, that you inspect the tyre and are happy that the tyre is still serviceable before you refit it.
Above (top) An old Palmer Aero tyre Above (middle) Extensive sidewall cracking. Above (bottom) Tail wheel tyre with very deep cracking! During the process of replacing a defective tyre it is important to make an attempt to balance your tyres. Aircraft tyres can and should be balanced to reduce vibration, landing gear component wear, and overall tyre wear. This starts with installing the tyre with the red dot (lightest point in the tyre) aligned with valve stem (heaviest point in the tube). Any tyre showing the inner fabric plies is deemed unairworthy Continued overleaf... December 2023 | LIGHT AVIATION | 41
Engineering Matters
Continued from overleaf... and should be replaced before further flight. However, that’s not the only indicator of when you should replace a tyre. Once tyre wear progresses beyond the bottom of the grooves in the tread, the tyre loses its ability to resist hydroplaning on a wet runway. This can lead to unpredictable behaviour during critical touchdowns in bad weather or on grass strips. You may be surprised at the price of a new tyres, but be assured that the repair costs for skidding off the side of a runway are much higher. So, if your tyres are worn beyond the tread depth, but not yet showing fabric, the time is now for replacement. Another issue is cracking. Any sign of cracks in the sidewall of the tyre is cause for replacement. It is also important to keep in mind the ply of the tyre in relation to sidewall cracking. An aircraft that has been left in the hanger or on the ramp with a flat tyre will have sidewall damage and should be replaced. However, cracks in the tread are acceptable until they progress beyond the tread into the rubber ‘buff line cushion’ just above the fabric plies. Finally, there is the issue of contamination damage. Hydraulic fluid, oil and other chemicals can damage the rubber in the tyres, soften it, and make it unsafe for flight. In particular nosewheel aircraft, with the nosewheel tyre directly below the engine catching drips and in some cases a lot more during oil and filter changes. If you do have a spill, good practice is to remove as much of the residue oil as possible. In extreme cases, you can see visible bulges where the fluid has soaked in and allowed the tire pressure to deform the tyre. If you see signs of this, replace the tyre before further flight. So far, we have looked at nosewheel aircraft, but what about tailwheel aircraft? Basically the tyres are the same, they just work a little differently due to load distribution and configuration. Many tailwheel aircraft, both modern and vintage, have solid tail wheels which over time will need replacing due to wear or damage. Aircraft like the Tiger Moth and other similar vintage types have a tail skid in place of a wheel and again they will wear out eventually and need to be replaced or repaired. Larger LAA aircraft will have standard inflatable tailwheels which can often be neglected. Tailwheels can take a lot of punishment over the years and can be overlooked, so don’t forget to include a good check of all your tyres in your Tailored Maintenance Schedule! Right (top) Tyre showing creep mark and tyre balance red dot. Right (middle) New Tiger Moth tyre showing good wear pattern. Right (bottom) This tyre is definitely past its best…
Furry visitors Don’t forget that at this time of year, plenty of small creatures are looking for somewhere cosy to hole-up for the winter. Inspector Phil Snowden sent us this picture of a mouse nest in the wing of an aircraft made largely of the rib stitching cord! If you can keep them from getting in, it’s certainly worth the effort; otherwise, don’t forget to have a good check for stowaways (and missing cord / fabric) before you next fly the aircraft. 42 | LIGHT AVIATION | December 2023
Engineering Matters
Lucy Wootton: Chief Inspector notes Updates from the LAA Chief Inspector. New Inspectors
I am delighted to welcome two new Inspectors to the LAA Inspectorship – Luke McMillan and Gareth Rutt. They attended an Inspector assessment day at LAA HQ, Turweston, in September. Luke is a CAA Part 66 licensed engineer. He runs ATS Aero Ltd, which is a CAA Part 145 & CAO organisation based at Wycombe Air Park. While working at ATS, he has gained a wealth of experience on a wide variety of aircraft, from Pitts S1’s to DHC-1 Chipmunks. Other than LAA aircraft, he regularly maintains Pitts S2As, Bs and Cs, Extra 330s, Game Composites GB1 and of course the less aerobatic general aviation aircraft C182s, Twin Comms, Cessna 425s, Tecnam 2006s and much more. Previous to his current role, he was the certifiying engineer for numerous types of helicopter which he still does. Luke flies an Ikarus C42c. Gareth is part of the Engineering team at the Shuttleworth Collection and has worked as an aircraft engineer since 2008 on a wide variety of vintage aircraft types, ranging from the formative years of aviation up to WWII fighters. He is also a CAA licensed engineer and will certainly be inspecting some of the more unusual types on the LAA fleet! He has experience in both airframe and engine rebuilds and the continued maintenance and operation of LAA Permit, CAA Permit and CAA CofA aircraft. It is great to have two young aircraft engineers joining the wider LAA Inspector team. Two more Inspector assessment days are planned for 2023, so watch this space for more good news about new Inspectors!
Inspector training seminars
Four Inspector training seminars are planned for autumn 2023 to spring 2024. The planned venues are as follows: Yorkshire Air Museum, Elvington; Aerospace Bristol; Imperial War
Above left Luke McMillan Above right Gareth Rutt
Museum, Duxford and the National Space Centre, Leicester. The first event happened on 6 November, with 28 Inspectors attending the Yorkshire Air Museum. Andy Draper and I presented to the group and the LAA’s new Head of Airworthiness, Nick Stone, was also in attendance. The day focused on reminding Inspectors of their role and responsibilities, lessons learned from incidents and accidents, understanding modifications, human factors, health and safety and a current affairs update, as well as plenty of time for informal discussion between all the attendees. All Inspectors are required to attend an Inspector training seminar every four years, in order to meet the recurrent training requirements of our CAA approval. One Inspector reported it was the best seminar he’d been to!
Getting out and about
This month, I have presented to both the Andover Strut and Suffolk Coastal Strut, as a guest speaker at their Strut evenings. It was great to get out and meet more LAA members and Inspectors. Later this month, Aircraft Coverings Ltd is putting on a course for LAA Inspectors on working with Polyfiber – it was quickly fully booked. Further Inspector training courses are being planned at the moment. There is lots planned for the remainder of 2023, including further consultation with Inspectors on the subject of repairs, as I formed an Inspector repairs working group earlier this year to work with me and other members of LAA Engineering, in developing and improving how repairs are overseen and signed off in the field.
Above Inspector seminar.
December 2023 | LIGHT AVIATION | 43
Engineering Matters
Hidden challenges Despite the best efforts of our gallant team of Inspectors, sometimes a builder will assemble parts during the build and conceal less-thansatisfactory workmanship. The build process relies heavily on a good relationship between the builder and their LAA Inspector, and the Inspector needs to be able to trust that the builder will flag up issues with them and not hide them away. The photo (left) shows just such a concealed gotcha in an RV pitch control system bellcrank – only discovered when the system was disassembled to check for cracks in another part of the system as part of a service bulletin. Clearly the hole is meant to be round and will not be as strong as intended. The part was replaced before the next flight.
Left Incorrectly drilled hole in elevator control horn concealed by bolt installation.
Dynon Autopilot TSB
LAA Engineering housekeeping
Dynon autopilot Technical Service Bulletin 104808-000. Dynon has recently issued this service bulletin to alert owners of SV-AP-PANEL autopilot control units of a potential issue where the trim system may become non-functional or run the trim motor uncommanded. This affects a range of units manufactured prior to mid-2017. Owners of these devices are advised to review the bulletin and contact Dynon as necessary.
Please do let us know if your email address changes – this is so we can readily contact you should any urgent issues arise on your aircraft and also helps to keep the Permit revalidation process running smoothly.
Recent Alerts & Bulletins Recently issued instructions for continued airworthiness. LAA Mandatory Technical Directive TD-01-2023 for TL 2000UK Sting Carbon
S4 – LAA has issued a mandatory requirement for all Sting Carbon S4 aircraft to implement TL-STING UK service bulletins UK 0003 issue 1 (reduction in elevator up
deflection angle) and UK 0002 issue 2 (installation of wing leading edge buffet strips), which must be actioned before further fight.”
LAA Engineering charges LAA Project Registration Kit Built Aircraft Plans Built Aircraft Initial Permit issue Up to 450kg 451-999kg 1,000kg and above Permit Revalidation
*Gyros note: if the last Renewal wasn’t Project registration royalty £50 £300 administered by the LAA, an extra fee of Category change £50 £125 applies Group A to microlight £150 Modification application Microlight to Group A £150 £500 Prototype modification minimum £60 Change of G-Registration fee £600 Repeat modification minimum £30 Issue of Permit documents following £700 Transfer (from C of A to Permit or CAA G-Reg change £55
Up to 450kg 451-999kg 1,000kg and above Factory-built gyroplanes*
£190 £240 £275
(can now be paid online via LAA Shop)
(all weights)
44 | LIGHT AVIATION | December 2023
Permit to LAA Permit)
£275
Up to 450kg 451 to 999kg 1,000kg and above Four-seat aircraft Manufacturer’s/agent’s type acceptance fee
£150 Replacement Documents £250 Lost, stolen etc (fee is per document) £20 £350 PLEASE NOTE: When you’re submitting documents using an A4-sized envelope, £2,000 a first-class stamp is insufficient postage.
LAA Partner Content
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LAA Strut News
Struts 4U
Andrew Caldecott rounds up Struts news and views
A
s we close 2023 and look forward to ’24, Struts are focused on both winter meetings and their calendars for next season. The continuing question for programme organisers appeared to be ‘new ideas’, but the variety of presentations and events keeps growing, based on calendar submissions I have been sent. From the Bodmin New Years Day Fly-In (Monday January 1) through July, designated as YES Young Aviators Month, to our own LAA Rally – we have plenty to look forward to in the coming months. ‘2024 in ’24’: This YES initiative is looking for involvement of all Struts, LAA members, Clubs and Type Groups to allow 2,024 youngsters to experience a flight any time during ’24, but specifically earmarking July as the main focus month. Historically YES has always been encouraging youngsters to fly – the young people of today might be the young aviators of the future. In the Popular Flying magazine of Nov-Dec 1997, former editor, Brian Hope, wrote of the formation of an Education Group to develop a ‘single national education programme… to cover the full spectrum from playschool to adult’.
46 | LIGHT AVIATION | December 2023
Above (main) Sharing aviation with pedal planespart of the Joystick Club’s activities. Above (left) Young aeroplane builders on the Slingshot project.
Sowing seeds with ‘paper planes’ and pedal planes, FOG (Feet of the Ground) and Young Aviator Days, presentations to schools, scouts and air cadets have all provided those initial ‘seeds’. The challenge YES is now undertaking is to bring aviation to youngsters over the next 12 months. As Simon Tilling, our CEO reminds us (page 10), our age demographics definitely shows that we need new blood. YES is requesting that we all become involved in this, in whatever way possible, during the year (and beyond). Promoting all the elements of aviation (not just the flying and being a pilot) could lead a youngster into a very productive career – engineering, airfield management, cabin crew and much more. Don’t forget that ‘hobbies lead to careers, careers lead to hobbies’. Remembering that the LAA / PFA was established to support the
Left Young Aviator Tour of this season, with Spratton Cub Scouts, meaning in total we have taken more than 18,000 young folk around the airfield in the past two decades.
LAA Strut News
Strut Calendar engineering element, as well as pilots who had embarked on a homebuild project, YES is still promoting this. The ultimate goal being to enjoy aviation and becoming LAA and Strut members. So the question is, in what areas can YOU help? Further details of the project will follow next month, and YES looks forward to many of you getting involved. Among the youth initiatives, Dave Scott sent me the following information about the Joystick Club. “The club was formed by Mike Clews and other flying enthusiasts with the primary aim of encouraging youngsters to take an interest in aviation. Mike, a former BA Captain and builder of Europa, had noted when at the West London Aero Club at White Waltham, that there were very few youngsters, and felt the need to remedy this. The Joystick Club aims to find ways to encourage the younger generation to take an interest in aviation, and is an entirely voluntary organisation, meeting on a regular basis to build pedal planes and flight simulators. The pedal planes are suitable for the younger children, with the flight simulators being for the older ones. “The pedal planes are all based on real aeroplanes and within the format are excellent and sympathetic miniatures, finished and decorated in the style of their full-size counterparts. “The club has generously built and donated a number of pedal planes to the Shuttleworth Collection and the Army Air Corps Museum at Middle Wallop. “The club has two simulators, both trailer mounted, based on a Tomahawk (rescued from a real aircraft) and a Seneca (rescued from a well-used FRASCA Sim, modified with digital instruments) with cockpits fitted with instrumentation and screens enabling short realistic flights to be completed. “Recently added are simple quick build flyable models made from environmentally friendly materials. These can be hand launched or propelled from a launching beam. Each model can be trimmed to adjust the flight characteristics. Mark Adams from Time and Space Learning introduced us to them and makes the laser cut Hurricane models (as Hawker Hurricanes fly from White Waltham). The Gravity Launcher was made from digital printed parts. “The Joystick Club attend events including Shuttleworth Air Displays, RAF Families Days, Junior Schools, Guides Cubs and Scouts and Air Cadet Squadrons. The club is proud to be sponsoring three teenagers (two girls and a boy) to learn to glide at RAF Halton Gliding and Soaring Association. “The club is very generously supported by West London Aero Club in providing free use of premises and allowing free access to club aeroplanes for visiting children. The club has already received significant financial support from The Honourable Company of Air Pilots and is always pleased to hear from anyone who might like to support us by helping with activities and / or making a donation. For more information, visit www. joystickclub.co.uk or email m.clews@sky.com” There are other youth focused groups that will be highlighted in S4U in the coming months. Please support them as they focus on 2024 in ’24 – youngsters are our future. If you have anything you wish to include in Struts4U, please contact me at acss@gmx.com ■
Please contact your local Strut to check the details before attending the calendar events. Andover Strut: Spitfire Club, Popham Airfield, SO21 3BD. Christmas Quiz Night, December 11 from 8pm, tea / coffee available from 7pm. Contact Bob Howarth email: bobhowarth99@ btinternet.com Phone nos: 01980 611124 Bristol Strut: Contact: chairman@ bristolstrut.uk www.bristolstrut.uk Cornwall Strut: The Clubhouse, Bodmin Airfield. January 1 New Year Day’s Fly-in. Contact Pete White pete@ aeronca.co.uk 01752 406660 Devon Strut: The Exeter Court Hotel, Kennford, Exeter. 12 October Michael Benson of GASCo – How Can We Fly More Safely. Contact: david.millin@sea-sea.com East of Scotland Strut: Harrow Hotel, Dalkeith. 2000. Contact: Tim Raynor hipe@btinternet.com East Midlands Strut: Meeting on the first Tuesday of the month on Zoom until further notice due to venue availability. Contact: tonyrazzell2@ gmail.com We also have a Facebook group and upload recordings of some meetings where we have speakers. Gloster Strut: Contact: Harry Hopkins phone 07902 650619 harry.hopkins@ talktalk.net Highlands & Islands: Contact: b.w.spence@btinternet.com 01381 620535. Kent Strut: Strut Christmas dinner, 9 December – Saturday evening – 1930 for 2000 The Black Pig, Barnsole Rd, Canterbury CT3 1LE Costs: £28 to £32 each. Only 30 places. laakentstrut@ gmail.com Contact: Steve Hoskins hoskinsltd@ outlook.com 07768 984507. LiNSY Trent Valley Strut: Trent Valley Gliding Club, Kirton Lindsey. pilotbarry1951@gmail. com http:// linsystrut.wixsite.com/website North East Strut: There are no meetings at present, but if you would like to help to get the NES operational again please get in touch with the Strut Coordinator, David Millin. david.millin@ sea-sea.com North Western Strut: The Clubhouse, Boysnope. 1400. Third Thursday each month. Contact: cliffmort@btinternet. com 07813 497427. North Wales Strut: Caernarfon Airport, Dinas Dinlle. First Sunday of the month – HEMS Bistro Café. 1300. Contact: Gareth Roberts gtrwales@gmail.com 07876 483414. Oxford Group: Sturdy’s Castle Country Inn, Banbury Road, Kidlington, OX5 3EP. Second Wednesday each month. Dec 13: Christmas Meal, Jan 10: AGM. Contact LAAOxford@gmail. com www.oxfordlaa.co.uk
Redhill Strut: The Castle, Millers Lane, Outwood, Redhill, Surrey, RH1 5QB. Pub contact- 01342 844491. Third Tuesday of each month, meet at 1900-1930. Contact: david@milstead. me.uk Shobdon Strut: Hotspur Café, Shobdon Airfield, Hereford HR6 9NR. 1930. Second Thursday of the month. Contact: Keith Taylor bushebiggles@ sky.com Southern Strut: ‘Longshore’, Brighton Rd, Shoreham-by-Sea BN43 5LD. First Wednesday of the month 1930 for 2000. Contact palmersfarm@sky.com Strathtay Strut: Scottish Aero Club, Perth Airport, Scone. Scone Clubhouse. Contact: keith.boardman@ peopleserve.co.uk 07785 244146. Suffolk Coastal Strut: 13 December 2023: note a week earlier than normal third Wednesday, Annual Chairman’s Quiz and Christmas nibbles. Earl Stonham Village Hall, IP14 5HJ. www. suffolkcoastalstrut.org.uk/flyin/ Contact: Martyn Steggalls events@ suffolkcoastalstrut.org.uk 07790 925142 The Joystick Club: Activities throughout the year. Pedal planes and simulators at Old Warden Air Shows. Contact: Mike Clews, m.clews@sky. com. 07775 847914. www.joystickclub. co.uk Vale of York Strut: Chocks Away Café, Rufforth East Airfield. 1900. Contact: Chris Holliday 07860 787801 valeofyorkstrutlaa@gmail.com www. valeofyorkstrutlaa.wordpress.com Wessex Strut: Henstridge Airfield Clubhouse. See www.wessexstrut.org. uk for updates. Local fortnightly Strut walks organised by Wessex Aviators Leisure Klub. Contact: neil.wilson@laa. uk.com West Midlands Strut: There are no meetings at present but if you would like to help to get the WMS operational again please get in touch with the Strut Coordinator, David Millin. david.millin@ sea-sea.com West of Scotland Strut: Various locations in the Greater Glasgow area. Contact: Graeme Park graemepark01@gmail.com Youth & Education Support (YES) – YES also available for Strut talks / presentations. Contact: Stewart Luck captainluck@hotmail.com (Contact 07974188395 to volunteer.)
• A copy of the Struts Handbook,
issued in pdf format to celebrate the LAA 75th birthday, can be found on the LAA website. Please contact your local Strut to check the details before attending the calendar events.
•
December 2023 | LIGHT AVIATION | 47
STREAM
The remarkable Stream tandem BMAA Light Sport Microlight
W NO
VED O R APP TL-3000
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LAA Permit or BMAA Light Sport Microlight
TL-2000
STING S4
VED O PPR A W NO
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SPARKER
...we are working on it!
Light Sport Microlights are factory-built For details and to see the STREAM in action, go to www.stingaircraft.co.uk Contact Peter 07905 709759 (Blackpool) or Paul 07581 471146 (Midlands) TL-Sting (UK) Ltd
Meet the Members
Dreams fuelled by aviation! Airfix models, fast cars, drag racing, ambitions, determination, love of aviation – and a whole lot of fun and skill – has been part and parcel of Melanie Moxon’s life… as Ed Hicks discovers
W
hy aviation, what started your interest?
I had always loved aviation and space flight from an early age. Building various aircraft and spacecraft out of LEGO as well as building Airfix models ranging from the classic 1:72 Spitfire up to a 1:48 C130 Hercules. In my teens I was an avid RC modeller, but after a few crashes I stopped, as I couldn’t afford to immediately fix or replace the models – paper round money doesn’t go far. My desire to actually be a pilot started when I went to my first airshow. I think I was about eight when I went to a family day at British
Above In this picture I’m stopping for fuel at Turweston on my way to the Isle of Wight for my first overnight stop.
Aerospace Brough (now BAE Systems) as my uncle worked there. The Harrier was the aircraft that really captivated me – a jet that could hover! There was very little else that was as cool from my point of view, and from then on I was going to join the RAF and be a Harrier pilot.
Your very first flight – what aircraft, where and when?
My first ever flight was from RAF Church Fenton, No.9 Air Experience Flight, in a Scottish Aviation Bulldog T.1, XX174, on 11 October 1997. It was 27 minutes of sheer magic, which stayed with me ever since. December 2023 | LIGHT AVIATION | 49
Meet the Members
Tell us about your personal learning to fly journey?
My journey of learning to fly started in 2015, but I’d begun planning for it back in 2001. Sadly, it started with the death of my dream of becoming an RAF Harrier pilot. I was told not to bother applying as my eyesight was out of limits, I did find out in later life I could have joined the Army Air Corps and flown helicopters, though looking back I probably made the right life choices. By my teenage years I had turned my attention to wanting to be an airline pilot and I was in sixth form working on those all important A-Levels when 9/11 happened. One of the fall outs from that tragic event was the airline slump, resulting in airlines which no longer needed new pilots, cancelling their cadet schemes. Those schemes were, for me, a youngster from a working-class background, where nobody had the (then) £85,000 to pay for it, the only way I had a hope in hell of getting my commercial ticket straight out of college. With that dream dead and in a serious funk, I lost my way. I had no backup plans for life. I couldn’t think of anything else I wanted to do. Ashamedly I flunked my A-Levels. I was lucky enough to get through the selection process on my aptitude and GCSE’s for an engineering apprenticeship at BAE Systems Brough. The same place I had watched my first Airshow more than 10 years before. I had always planned on getting my PPL when I finished the college studies side of my apprenticeship – four years for an ONC and HNC in electrical and 50 | LIGHT AVIATION | December 2023
Above (top) My first flight in a pure glider, an ASK-21, in 2014. Above The Cessna 150 I did my initial PPL training in at Peterborough Conington on QXC day. Below The Cessna 172 on which I got my night rating at Nottingham Airport.
electronic engineering. However, I had discovered a quick dopamine fix in cars and motoring. I spent my money on a parade of ever faster cars, culminating with a 2006 Mustang GT in 2009, while studying for an engineering degree. I used it not as a toy but as an everyday car, and kept it for nine years. It was a brilliant machine, but somebody that I met along the way described it as ‘delightfully thuggish’. Though I could easily have started learning earlier if I had stuck with my first car, a 1.6 Ford Focus, I don’t regret my foray into fast cars or motorsport, I met some truly fantastic people and had some brilliant experiences along the way, and many are still close friends. In 2014 the desire to fly was reignited by a glider taster evening organised by a chap at work who was a member of the Wolds Gliding Club, where I enjoyed a couple of winch launches in an ASK-21. In 2015 I was having a conversation at work about what people really wanted to be and thinking back to the desire to become an airline pilot I checked the BA website to see if it still did cadet schemes, and as it turns out it was running one. I thought about applying so I started researching it and one of the tips shared on the various forums was, if you have the means, take a few flying lessons as it looks good in the interview. With that in mind I headed over to Humberside Airport and the Humber Flying Club for a trial flight in their Cessna 150. I picked Humberside because I figured that if I was getting some experience prior to going commercial, operating from a larger airport rather than a grass field would be beneficial. Ultimately I decided to stay in engineering, but I did decide I was going to do my PPL. I went back to the HFC in April to start my PPL training proper. I soloed after 13.5hr in June 2015 and by April 2016,
Meet the Members
with 52 hours under my belt I had my PPL in hand. I did a few more hours post-test in the C150 before transitioning onto the club’s Cessna 172. Through February and March in 2017 I did my night rating in the 172. I left aircraft rental behind in 2017 and bought a share in a T67M, and as part of the conversion to that type I got my constant speed prop sign off. I had the share in the T67M until 2020 when the majority shareholder sold her. I loved that aircraft and still miss it. I was then given the use of a 1948 Cessna 120 from a nice chap with too many aircraft – and not enough time to fly them all. At this point I joined the LAA and with the help of an LAA CRI I did my tailwheel conversion. I have been flying LAA aircraft since then and I guess I am still learning, though my tailwheel was the last formal type training I did.
Above (top) Slingsby Firefly T67M that I had a share in at North Coates. Above (bottom) The C120 that introduced me to LAA flying and tailwheel aircraft.
How long have you been an LAA member, and how does the Association help you fly?
I have been an LAA member for three years. The LAA not only gives me access to affordable flying, but a network of people containing a wealth of knowledge. And while at the moment, I don’t think I will be building my own aircraft, I know the support is there should I ever decide to start a project. That same support is also available to help me run my own aircraft, if I ever tackle ownership solo. I have also made a number of new friends along the way, too.
Total number of types of aircraft and (rough) hours you have flown?
At the time of writing my total hours sit at approximately December 2023 | LIGHT AVIATION | 51
Meet the Members Left The Jodel D112 that took me on my first overnight stop parked at Breighton. Below A snap of the needles I took on my way home.
when I taxied up the parking area at Breighton, after taking my dad for a ride in the Firefly, and seeing the smile of pride on my mum’s face. My favourite flight has to be my first trip to Sandown in 2022, because it was my first proper trip away in an aeroplane, and my first overnight stop in one. It made me feel quite adventurous, even if I stayed in a hotel rather than camped under the wing, and really cemented the purpose of flying. I may at some point get a small tent and do some more fly / camp trips.
Any aviation heroes – if so who and why?
Sounds clichéd, but Amy Johnson. She, like me, is a Hull lass, and she alongside many others pushed the boundaries in aviation, at a time when it was a very much male dominated arena. Though that’s not the sole reason, like many others at the time in those early pioneering days of aviation, her flights from the UK to Australia with a chart and compass, whether solo or as a pilot and navigator duo, are impressive. I also admire those early test pilots, the likes of Eric ‘Winkle’ Brown and Chuck Yeager. Pushing boundaries, flying so many different types. 299, of which 234 is solo time, spread over nine types, ranging from 20 minutes in a PA-12 to nearly 100 hours in the T67M. My current aeroplane is a 1970 Rollason Condor. Previous machines have included a Jodel D112, Cessna 120 (non equity share) and the Slingsby T67M Firefly. I was going to buy a share in a Tipsy Nipper, but my lofty 186cm frame meant that even with a long-leg conversion, the slimmest of shoes and no seat cushion, it was still just too tight.
Above Flying over to Beverley in early 2022 for lunch, thanks for the snap Andy!
Any favourite or less liked types that you’ve flown? If so, why?
Any favourite aviation books?
Too many to list, I really enjoy reading about aviation and have enjoyed so many books over the years, I have several that I inherited from my great-grandad that date back to the 1930s which I am yet to read. He was a fitter, then mechanic in WWII attached to 75 Sqn RNZAF; or that’s what I can gather from all of his information that I have. I have just finished John Trotti’s book Phantom over Vietnam which was a great read. I can heartily recommend Sally Smith’s book Magnificent Women and Flying Machines. It’s rather good and starts way back with the first balloon flights.
Honestly I can’t think of an aircraft type that I have flown, or flown in, that I have disliked. I think my favourite aircraft is whatever I am flying at the time, because it’s something that allows me to fly. Everything has upsides and downsides. The Jodel D112 for example was a very low cost way of going flying, the handling was docile and it was simple to maintain. But it was very cramped inside for my height and quite slow if you wanted to travel any distance. The T67M was a much comfier place to be, it was relatively fast and aerobatic, but as it required a CofA rather than a Permit, it was much more expensive and complex to maintain by comparison.
Any lessons that you’ve learned from certain moments / flights?
What are your best aviation moment and flight – and why?
Do you have any ‘fantasy hangar’ aircraft or vehicles that you’d love to own / try?
That’s a tough one, as there have been more than one and for different reasons. Most people will say their first solo or qualifying cross-country, and both of those are memorable to me. I think the first post-PPL moments, 52 | LIGHT AVIATION | December 2023
Nothing major, but the one that sticks out happened to me recently. It was caused by a procedure change with the addition to the aeroplane of a battery conditioner. The connector for the conditioner is just inside the oil flap. I disconnected it as the last thing I did after the walk around, but as my hands were full I didn’t secure the flap properly. It popped open during the take-off roll causing an immediate aborted take-off. The lesson here is, if you change your procedure make sure you check everything in the affected area thoroughly.
Above Two of Melanie’s favourite aviation books.
I think if you had asked me this 10 years ago I would have made a very long list. I would love to solo a jet of some description, but as far as ownership goes, maybe a T-6 Harvard, as I do love a radial engine. I plan to do a course
Meet the Members Right My Rollason Condor in distinguished company at Duxford.
and solo one at some point but that’s a while off yet. As well as the T-6 would be something similar to the Condor as it has a bit more practicality. I’d love to fly rotary, but like big piston warbirds, it is expensive, so for the moment a PPL(H) is a distant dream. With that thought in mind I’d quite like a UH-1 Huey in my fantasy hangar. Being a petrol head at heart the other vehicles I’d love to own include a black 1969 Dodge Charger, similar to Dom Torretto’s car in the first Fast and Furious film, though rather than a supercharged big block I’d have a small block V8 with twin turbos, much more street-able. I also have a hankering for a late 1960s Porsche 911, the mechanical purity of which appeals to me.
Do you have other non-aviation hobbies / interests?
I love drag racing, I got into it in 2010 as a spectator not long after getting my Mustang, when my friends suggested I join them for the weekend. It is a motor sport that features a wide variety of cars, from basic hatchbacks to top fuel drag racing cars. The bigger cars are a visceral experience – you feel them as much as you see and hear them. My favourite class is Pro Modified. I made my first pass on a drag strip at York raceway in my Mustang in 2011. In the years that followed I graduated from a class called Run What Ya Brung to competing in American Super Stock at York Raceway and Sportsman ET at Santa Pod. I have a few event wins under my belt but the championship always eluded me. I also crewed on a Super Pro dragster while he competed for a few seasons. It was amazing to be part of a championship winning team. I’m an avid gamer too, enjoying science fiction games (I enjoy sci-fi TV and films) and of course flight simulators, both Digital Combat Simulator and Microsoft Flight Simulator.
Landing at Breighton in early 2023, thanks for the snap Sam.
Advice for other aircraft owners and pilots? Other than what I said about lessons learned, something that my time with cars has taught me, is to be proactive in investigating something. An issue might not be what you think it is. ■
Above A selfie of me on one of my many jaunts of 2023 in the Condor.
Above Light ‘em up! Pre-run burnout in my 2006 Mustang GT at York Raceway.
December 2023 | LIGHT AVIATION | 53
Landing vouchers
LANDING VOUCHERS January - the start of a new year, and if we’re really lucky the potential for some cold, crisp winter days so that you can enjoy these three great landing offers at Dunkeswell, Fishburn and Tatenhill Airfield.
✁ Aviation LIGHT
JANUARY 2024
Our thanks to these airfields for supporting our LAA members landing voucher scheme. Please be sure to thank them for their participation by buying fuel for your aircraft, or if there’s a cafe, fuel for you and your passengers!
Reduced Landing £8 January 2024 Dunkeswell: 01404 891643
An ideal airfield to visit in the winter, as it offers two hard runways, East/West 22/05 and North/South 17/35. Offer is valid from 6 January. The restaurant offers a good choice of food with views over the airfield to watch the world go by. Offer open to LAA members with a LAA Permit aeroplane. The very active Devon Strut is based here. Free fall parachuting can take place, so keep a good look out and listen for movements. No overhead joins. Avgas and Jet A1 available. Radio is 123.480 www.dunkeswell.co.uk
✁ Aviation LIGHT
Free Landing January 2024 Fishburn: 07877 118 280
This is a friendly airfield that is ideal for touring or a short visit. Self-service avgas available with credit card facility. Please avoid local villages and farms. Circuit joins from the north only. A great new clubhouse has been built. Please make blind calls if unmanned. While visiting, why not go to the local Hardwick Hall Country Park, which is only two miles away? Radio 118.280 www.fishburnairfield.co.uk
✁ Aviation LIGHT
Free Landing January 2024 Tatenhill Airfield: 01283 575283
Located in a rural area of Staffordshire four miles west of historic Burton-on-Trent. Sudbury Hall (National Trust) is situated nearby. Tatenhill is open between: 0900-1700. Tea, coffee and sandwiches are available midweek, with full catering at weekends. Avgas and Jet A1 by arrangement. PPR with an overhead join. Radio 124.080 air/ ground service only. Grass runways are now only used for taxying. Park on tarmac. Please note: Closed New Year’s day. www.tatenhill.com
For all display advertising enquiries contact the LAA 01280 846786 office@laa.uk.com
www.laa.uk.com 54 | LIGHT AVIATION | December 2023
Learning to Fly? Under 30?
THE A RMSTRONG -I SAACS B URSARY
Have you reached your first solo? Need support?
Armstrong/Isaacs Bursaries offer Closing date 31st Jan 2024 additional funding to allow young pilots See website for more to complete their courses at a time information when so often money starts to run out. Seven bursaries of up to £1,500 are available this year instead of 5 thanks Light Aircraft Association to the generous donation and support of one of our members. www.laa.uk.com
Free landing vouchers, informative webinars, great written content and lots more will help YOU improve your flying this year.
Join us on our #fly2023 challenge. Visit 23 new airfields and log 2,023 minutes throughout the year! Sponsored by Bose and uAvionix.
Email your classified advertisement direct to the LAA: office@laa.uk.com
Classifieds
December
AIRCRAFT FOR SALE
For all display or commercial advertising enquiries please contact 01280 846786 office@laa.uk.com You can email your classified advertisement direct to the LAA at the following address: office@laa.uk.com Deadline for booking and copy: 15 December 2023 If you would like to place an aircraft for sale advert please see details below:
Groppo Trail Mk2. Just completed, AF/E test hours only from new. Flies beautifully. Rotax 912S and Kiev Propeller. Glass panel (MGL). New PtF expires 5/9/24. View at Sywell after contact. I have moved overseas and the bureaucracy has defeated me. Contact me on +351915565563 via WhatsApp. Looking for £40000.
SHARES FOR SALE
MEMBERS’ ADVERTISEMENTS Up to 30 words: £6; 31-50 words: £12 Up to 50 words with a coloured photo: £45
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 evaluating kits/designs, it should borne in mind that technical details, performance figures and handling characteristics are often quoted for a factory-produced aircraft flying under ideal conditions. It is wise, therefore, to seek the opinion of existing builders and owners of the type. You should also take your own skill and circumstances into consideration when calculating build times. The manufacturer’s build time should be taken as a guide only. AMATEUR BUILDING All LAA aircraft builders and potential builders are reminded that in order to qualify for a LAA Permit to Fly, homebuilt aircraft must be genuinely amateur built. For these purposes the CAA provide a definition of amateur built in their publication CAP 659, available from LAA. An extract from CAP 659 reads “The building and operation of the aircraft will be solely for the education and recreation of the amateur builder. This means that he would not be permitted to commission someone else to build his aircraft”. An aircraft built outside the CAA’s definition could result in an expensive garden ornament.
56 | LIGHT AVIATION | December 2023
Warner Super Scarab 165 engine. Completely refurbished by Vintech - certified to zero run hours. Log book and supporting documents available. For full details contact: ecoyle@sthelrnscollege.com or Stuart Saxby 07886 861533
PARTS FOR SALE ARV Super 2 – a few spares. Aerosport Scamp. Jig, plans and rib formers. Owner retired from flying/building due to advancing years and retreating body parts. Call Ray, Leicester, 0116 2875799
NON-MEMBERS’ADVERTISEMENTS Up to 30 words: £22; 31-50 words: £44 Up to 50 words with a coloured photo: £60 www.laa.uk.com
LAA Engineering advice to buyers:
ENGINES FOR SALE
SERVICES Mk.26 Spitfire. One share available for this immaculately finished, 80% replica kit, with Isuzu V6 engine. Due to be completed Summer 2024. MOD dispensation to carry military markings and camouflage paint scheme. Hangared on private airstrip near Winchester. Sensible offers. Please contact Martyn on 07563 207985
PROJECTS FOR SALE Zenair CH601HDS Not flown since 2016 due to medical. Rotax 912UL with new Woodcomp SR3000/3N Prop. Long range tanks. Approximately 900 hours in Somerset. £12,000 ONO. Contact 07973 633 007
Light Aircraft Weighing Service in East Yorkshire and surrounding area. For details contact Demraview Ltd. Email: Demraview@gmail.com Mob: 07984 810 761
FOR ALL MEMBERS CLASSIFIED ADVERTISING ENQUIRIES CONTACT SHEILA OFFICE@LAA.UK.COM
Falco F8L G-RJAM Crash damaged, complete aircraft, 78 hours TT, 0-320 injection, wide angle cylinders, c/s prop. Needs shock load. Cowling, FWF cockpit, instruments, leather interior, rear section tail all good. Needs new main spar/wing, nose and port u/c. Repair or almost all parts for new build. All drawings and build books Inc. £10,000. David Drew 07890 524 652. Nottingham
WWW.LAA.UK.COM
Clutton Fred project for sale. Wings, rudder, tailplane, elevator and fin completed. Fuselage circa 50/60% completed. Most metal fittings completed. VW engine included – needs complete overhaul. Propellor and some flight instruments included. Contact David at trophy88@ hotmail.co.uk or 07817 336 673 for further details
LEGAL SERVICES
Denny Kitfox MkII project for sale. Wings are covered, fuselage covered and Rotax 582 engine installed. Call Trevor 07949 040033 or email trevor@tnl-design.co.uk
DREAM IT, FLY IT, VISIT OUR WEBSITE
FUEL SERVICES
SERVICES & MORE
Safe flying No Ethanol Don’t risk it with water absorbing E5 and E10 fuels (mogas). WARTER UL91 and 100LL aviation fuels are ethanol free, storage stable and have a vapour pressure suitable for flying. Please call for more information. Available in 55 and 195 litre drums for immediate despatch, UK-wide, on a next day basis.
Anglo American Oil Company +44 (0) 1929 551557
www.aaoil.co.uk
COVERS
Lima Zulu Services Ltd.
limazuluservicesltd@gmail.com / 07713 864247 Christmas quiz. Does anyone know what this is?
TRANSPORTATION
Aircraft Transportation Specialists Specialist vehicles to move your aircraft safely
First correct email will receive absolutely nothing other than a “Well done”.
Merry Christmas and Happy New Year to customers old and new. For all display and company advertising contact: 01280 846786
Telephone: 0121 327 8000 E-mail: info@ponsonby.co.uk Web: www.ponsonby.co.uk
Contact us now for a quotation
December 2023 | LIGHT AVIATION | 57
Where to go
WHERE TO GO
A
selection of flying events for the months ahead, and some you definitely want to add to the calendar for later in the year – and into 2024. Don’t forget, GASCo is always running Safety Evenings up and down the country. We’ll list them here, plus it’s worth keeping an eye on its website, www.gasco. org.uk, for further updates.
December 2 9-10 16
Planning ahead
Compton Abbas Christmas fly-in (PPR) Old Warden Christmas market (PPR) Sherburn Christmas market (PPR)
January 1
As always, check the Royal Aero Club Events website for the latest information and web links for many of the events: http://events.royalaeroclub.org/events.htm. Our thanks to the RAeC and to Dave Wise for the use of their data. If you have an event you want to advertise on the list, please email the details to Dave at: dave.wise@btinternet.com.
Bodmin Cornwall Strut New Year fly-in
Apr 9-14 Lakeland Florida Sun n’ Fun Apr 17-20 Friedrichshafen Germany AERO Apr 27 Turweston VAC fly-in (PPR) May 12 Kenyon Hall North West Strut Spring fly-in May 18-19 Bodmin VAC fly-in (PPR) May 26 Henstridge Wessex Strut fly-in Jun 8-9 Breighton VAC 60th Anniversary
fly-in (PPR) Jun 15 Bodmin Ladies day fly-in (PPR) Jun 21-23 Draycot Draycot Aerodrome fly-in Jul 12-14 Sleap Sleapkosh fly-in Jul 22-28 Oshkosh, WI USA EAA AirVenture Jul 27 Kenyon Hall North West Strut Summer fly-in Aug 4 Lundy Lundy Sunday (PPR) Aug 24 Breighton G-George event
Get ready for Winter!
LAA Fleece £30.00
LAA Rugby Shirts £30.00
(sizes: XS,M,L,XL & XXL available)
(sizes: M, L & XL available)
LAA Hooded Sweatshirt £25.00 (sizes: M,L & XL available)
100 Paper Planes to fold and fly £10.00
Bob the Builder Haynes Owners’ Workshop Manual £9.50
Airplanes Coloring Book For Kids £5.00
Pilot’s Weather The commonsense approach to meteorology £20.00 58 | LIGHT AVIATION | December 2023
Understanding Aircraft Structures 4th Edition £32.00
Aircraft Welding £25.00
HANGARAGE-ARE YOU COVERED? Designed and manufactured in the UK
In house installation service Free phone 0800 669 6546 Email mark@metis-structures.com
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