Light Aviation January 2023

Hone your

with an

Chairman

ERYL SMITH

CEO STEPHEN SLATER

Engineering Director

JOHN RATCLIFFE CEng FRAeS CMgr FCMI

Chief Technical Officer

JON VINER CEng MEng MRAeS

Chief Inspector

LUCY WOOTTON MEng(Hons) DIS DipHE

ARAeS

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.

Building skills…

Back in 2000, just before I was due to start building my first Van’s RV – a -6, which I built with my dad and Nigel Hitchman, I realised it would be a good idea to learn how to rivet from someone who knew what they were doing, rather than just set to work on real aircraft parts using tools I’d not wielded before being fuelled by lots of optimism. I can’t recall if there was any kind of specific metalwork course available to PFA builders back then, but I’m pretty sure there wasn’t. Luckily I was able to get some one-to-one time with a chap called Scott McDaniels, who worked in the Prototype workshop at Van’s Aircraft. I’d been out at the factory doing some photography for one of the Van’s Homecoming fly-ins, and knowing I’d be returning home to a workshop containing the recently arrived kit, figured it was a good opportunity to take some skills back home.

Scott’s work is first rate – if you’ve ever taken a ride in one of the Van’s factory aircraft fleet you’ll have seen the results of his workmanship first hand. But what you really notice when learning from someone who is familiar with specific materials and the associated tools, is all the little tips and tricks they can pass on to you, which they have learned through years of experience. I’ve mentioned to a few people in the past that building, second time around, is definitely easier because you know what to expect. Plus, you have tricks up your sleeve from your first build to make the second one even better, which can be a bit of a curse, as you may find yourself working harder to ‘just make it that little bit better’… don’t ask me how I know!

Being taught by experienced builders is one of the tremendous benefits when taking one of the LAA’s Educational Courses. You’ll feel more confident when you tackle the first parts of your own project, and it might even help reduce or even prevent the inevitable slip-ups that often creep in and ding-up a part just when you’re not expecting it.

As Brian Hope mentions in the News, as leader of the LAA Courses, he is looking for suggestions to expand the range of courses on offer to members. So do drop him a line if there’s something you feel would be worth the LAA providing. And if you have skills that you’d like to share, then Brian would like to hear from you, too. Our courses, especially the metalwork ones, always need assistants. I’m going to join in at sometime, so maybe I’ll see you there…

ed.hicks@laa.uk.com

skills

LAA Educational course, and you’ll be building with the experience of others…

FEATURES

12 MEMBERSHIP FEES

Steve Slater talks us through the challenges of balancing the budget for 2023 and beyond…

14 PROJECT NEWS

Taylorcraft Plus D, Auster J4, Zenair and New Projects

18 FLIGHT TEST

Clive Davidson samples the simple, effortless joy of the Cadet III Motor Glider

26 TECHNICAL

Dudley Pattison has more tips, techniques and helpful hints for working with wood

30 COACHING CORNER

Head of PCS David Cockburn, considers pilots visual scan as part of lookout when flying

32 ENGINEERING MATTERS

A number of safety related items including tracing intermittent ignition faults,and duplicate inspections, plus updates from the Chief Technical Officer and the Chief Inspector

36 FLYING ADVENTURE

With a display to fly in deepest France, the Turbulent Team packed their tiny machines and headed off on an epic 1,000nm trip…

48 MEET THE MEMBERS

We talk to Stu Blanchard about his love for vintage aircraft, especially Miles Aircraft types…

Help wanted with LAA courses

As members will be aware, the Association is trying to expand the range of courses we offer our members, and I would like to appeal to you all to consider how you may be able to assist us. If you have skills relevant to light aircraft building and maintenance, why not get in touch to discuss the possibility of passing on that knowledge to fellow members? In doing so you will be working positively to expand their knowledge, a real benefit to improving maintenance and operation of their aircraft. It’s a lot of fun too! We remunerate our tutors and assistants, so please call me for a chat if you can help.

We are currently short of assistants for our metalwork course, where participants learn the basics of building in aluminium, and each assembles a Van’s Aircraft toolbox kit. Gary Smith has headed up this

Fafali Aircraft a new British aircraft kit

Metal Seagulls, UK agent for Zenith Aircraft and ULPower engines, is launching Fafali Aircraft, to sell a new type of kit aircraft. In a statement, the Haverfordwest Airport-based company said, “Fafali Aircraft is designed to meet the needs of the changing marketplace in light aviation, particularly in surveillance, training, humanitarian and recreational flying, and is designed around potential for modernisation / decarbonisation of the light aircraft fleet in years to come. “The name Fafali means peace, serenity, reliability, and strength – all key aspects of the design concepts of the Fafali aircraft range. It is also the name of the youngest shareholder in Fafali Aircraft, who will be seven years old in January 2023.”

Two models are on the drawing boards. First is a 600kg, two-seater able to operate

RAeS Teach-ins

course for over 10 years and around 600 members have attended in that time, many as the primer for going on to build an RV or other metal aircraft. To continue this good work, we need a few more experienced builders to help Gary oversee the actual toolbox construction aspects of the course. Do get in touch if you are interested in helping out with this or any other course related issues. Thanks. Brian Hope: 07949 650847, 01795 662508, bfjjodel@tallktalk.net

Aside from promoting courses in the magazine, we also email members when course places become available – don’t worry, we do not bombard you tirelessly, usually only once or twice a month! If you haven’t received such emails then it is because we do not have your email address. You can remedy this by dropping an email to the office at office@laa.uk.com and asking for your email address to be added to your membership data.

on propulsion solutions from 100 to 140hp, with a choice of fuel/energy solutions. It will be offered as a factory-built LSM (600kg microlight or LSA) aircraft. Cruise speed is expected to be in the 100-110kt range, with a stall speed of around 35kt.

Launch pricing of the LSM models is expected to start from £99,000 (+VAT), ready to fly. The second model is a 750kg VLA version to be launched with a range of 130hp-200hp propulsion solutions, including a hybrid model with the ability to recharge in flight. The VLA models are expected to have an extended range capability with around six hours airborne autonomy and will be offered in the UK as quick build aircraft under ‘build assist programmes’. There’s even talk of four-seat CS23 hybrid and full electric models in the future. Metal

For aspiring Light and Ultralight Aircraft Designers, the Royal Aeronautical Society in conjunction with Coventry University is running a four-part course on aircraft design. It will tie in key aspects of design with developing an aircraft model using X-Plane 11, with a possible opportunity to ‘fly’ the result on Coventry’s flight simulator. The course, free and open to all, will run as four monthly evening sessions, starting on Wed 18 January 2023 at 6.30pm. Coventry University has generously agreed to running the sessions both ‘Hands-On’ –for 22 users at its labs, and ‘Online’ via Microsoft Teams.

Session 1: Intro to X-plane and Data Analysis including Static and Dynamic Stability (Jan 18, 2023)

Session 2: Modelling with PlaneMaker (Feb 15, 2023)

Session 3: Airfoil maker and Other Tools such as XFLR5 (Mar 15, 2023)

Session 4: Test Fly User Models in Coventry University simulators. (May 17, 2023)

For details visit the RAeS website events calendar for January 18 2023, or email general.aviation@aerosociety.com for more information (with the title ‘Teach-ins’).

Seagulls is working with the University of Wales Trinity Saint David on a range of components, including smart sensing, energy storage and powerplant integration. The public debut of Fafali Aircraft is likely to be at the Popham Microlight Fair on 29-30 April 2023 where ‘teaser components’ will be on show. The first demonstration airframe will be unveiled at Aero Expo at Sywell Aerodrome 8-10 June 2023. First flights of the prototype aircraft are planned for Q4 2023 with production aircraft from Q1 2025. To find out more, register your interest in, or reserve a production slot for Fafali, email info@metalseagulls.co.uk or call +44 7502 593671

Note: New types are subject to assessment by LAA Engineering for eventual approval.

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

Wanted: Help to re-establish

West Midlands strut

The Association is seeking to re-establish the West Midlands Strut in order to serve this catchment area from where many members live and fly. The West Midlands Strut has been in existence for a good number of years however, more recently, it has become necessary for enthusiastic key members to take a step back due to both workload and personal circumstances. A very suitable meeting venue has been identified in the Shenstone area and we are asking for expressions of general support and of interest in assisting a new Chairman to put the Strut ‘back on the map.’ If you wish to join/rejoin the Strut as an ordinary member or wish to take a more active part in its running, please contact LAA Director and Strut Co-ordinator David Millin on 07 985 984 144 / 01803 663012 or david.millin@sea-sea.com

New Jodel Club website

A new website for the Jodel Club UK has been launched! Fellow Jodellers and enthusiasts, make your way over to www.jodelclub. co.uk

Over the coming weeks the old blog-spot site will be retired and the existing domain www.jodel.org.uk will be redirected to the new page shortly; this domain will not be renewed after it expires.

The Jodel Club UK is a not-for-profit community group based in the UK and run by volunteers for fun! Our aim is to bring like-minded owners, builders and enthusiasts together and provide a central place to access support.

You will find lots of useful links for builders and owners including build tips, links to Jodel parts and service suppliers, Jodel history links such as the former Jodel.com website and, with thanks to Stu MacConnacher and the LAA, we have the UK Jodel Club Newsletter archive. If you have one that’s missing let us know!

Jan Atherton

Chief Executive Officer

COULD YOU LEAD THE LAA INTO THE FUTURE?

The Light Aircraft Association is seeking a Chief Executive to lead it through an exciting period of development and change in general aviation. This is a high-profile position and a unique opportunity to play a major role in the future of sport flying and recreational aviation.

Based at Turweston, in Northamptonshire, the LAA is the UK’s leading powered sports flying organisation; with more than 7,700 members, encompassing light aircraft owners, builders, restorers, pilots and enthusiasts. It represents the interests of, and has delegate authority from, the CAA to oversee the airworthiness of more than 4,000 light aircraft.

Reporting directly to the Chairman, the CEO is a member of the Board, providing leadership to a small and highly skilled staff, offering strategic direction, management and coordination of all the LAA’s activities. The successful candidate will have proven people, business management and financial track record, combined with proven communication and implementation skills. They will be able to operate at a strategic level, delivering results to both members and the wider aviation community.

Applicants should have an enthusiasm and passion for light aviation and be able to demonstrate an understanding of aviation engineering and airworthiness issues applicable to the sector. Experience of successfully working within a membership organisation, delivering through committees and harnessing volunteers to achieve outcomes would be beneficial.

Apply with CV in strict confidence to: The Chairman, Light Aircraft Association, Turweston Aerodrome, Brackley, Northants, NN13 5YD ceo@laa.uk.com

Airworthiness Engineer

COULD YOU HELP KEEP OUR MEMBERS FLYING?

We are looking for an engineer to join the team at our Turweston HQ. The role centres around helping keep members and their aircraft flying safely; assisting with the annual Permit to Fly revalidation process, responding to technical queries and investigating when things have gone wrong.

You’d be working with an experienced team across a large fleet of almost 3,000 active aircraft. Types range from original Edwardians to the latest composite hot-ships, electric powerplants and electronics.

Save the date: Sat 4 March ’23

The YES Education Conference and Young Aviators Big day out. If you know of any youngsters who would be interested in aviation then take them along to the YES Education Conference and Young Aviators Big day out, taking place at RAF Museum Cosford. It’s a great opportunity to meet some inspirational people and have a fun day out, plus it’s free!

YES would also like to hear from sponsors and organisations that need to “sell” themselves. To register to attend or further details contact Stewart Luck captainluck@hotmail.com

Candidates should have an engineering or technical background, ideally with experience in the light aircraft industry and share our enthusiasm for general aviation.

You’ll need some IT competence, particularly with Microsoft Office, have a friendly personality and the ability to work within a small team and also independently. Excellent communication skills and attention to detail is essential. This is a full-time post, Monday to Friday, 9 am to 5 pm. It is principally based at LAA HQ, but some travel will also be required. Salary in line with experience.

Please send your CV to office@laa.uk.com

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

End of an era Hi Ed,

Just recently I did my last woodwork class for the LAA. The idea of classes originally came from John Theron, a Flitzer group member who thought I could help fellow Flitzer builders by giving them a little instruction. So, in 2008 Flitzer fans, 11 in total, arrived at my home workshop for a day’s course. I think that scoundrel Brian Hope heard about this and suggested I do classes for LAA members, so on the 14 of January 2009 nine members attended class number one.

Yesterday’s event was class number 72, and adding in the original 11, a total of 415 members have visited my workshop for instruction. I think that is not a bad percentage of the 8,000 members, as how many of those want to build an aeroplane, and how many of those that do, want to build a wooden aeroplane?

The original class of nine was soon reduced to classes of eight, and then further reduced to five per class, partly due to space available, but also because of quality of instruction.

In the early days, the attendees were sent a questionnaire about the course and as far as I remember there was only one negative comment. That came from a member from Birmingham who thought the day course should be more central in the country. Yet, I have had members from John O Groats, Scandinavia, and Ireland… that I know of.

Almost without exception they were very nice people and included a sprinkling of women, who were all a pleasure to meet.

While I have your attention, it is interesting

to note how many visitors to my house, tradesmen, delivery drivers etc are amazed that someone can actually build an aircraft at home. I always tell them that it isn’t that unusual, and hundreds are being built all over the country. It would be nice to have a more definitive number than that and it crossed my mind that could be an interesting fact that could be in the magazine from time to time. It should be easy for someone in Engineering to produce a figure, surely.

Kind regards, Duds.

PS: I read with interest the letter from Howard Apps in the December issue of the magazine. I had a very similar idea, thinking that if each of the 8,000 members paid £8 the ‘hole’ would just about be filled, and I doubt there are few members where this small amount would change their lifestyle. I have already sent the LAA my £8 annotated ‘Scam fund’.

Ed says: Duds, I think I can say a massive ‘thank-you’ on behalf of everyone, for sharing your skills with those interested in developing their woodworking skills. Plus the fact that your prolific homebuilding of so many beautiful aircraft will have been an inspiration to many members

Sorry seems to be the hardest word…

Dear Editor,

In his letter (LA, December 2022), Howard Apps makes the comment that LAA staff are ‘obviously upset’ about the loss of £64,000+ of members’ money, but I for one have seen no evidence of that. ‘Upset’ they should be, but nowhere have I seen any real apology from the Chairman or CEO. The closest they have come, and not very close in my opinion, is the phrase “Any loss of members’ funds is deeply regrettable.” in the Chairman’s original letter to all Members. It sounds like a phrase describing someone falling in the street: ‘the injury is regrettable but it’s nobody’s fault’.

I have concerns about the ‘independence’ of a panel chaired by the Company Secretary – an LAA Board Member & Director – but at least they recognised serious deficiencies in Governance: ‘the loss would not have occurred with better management by both the CEO and the Board itself’. The Panel recognised that the Board has a duty to ensure that Governance of the LAA is sound, yet quite plainly the Panel found that was far from the case.

According to the LAA “Most of us are quite happy to put our hands up to a mistake made” (Safety Spot: Malcolm McBride, Light Aviation magazine April 2019) but perhaps not our Board? While the LAA also advises undertaking frequent TEM (Threat & Error Management) for pilots (LAA document CSD 2.01), but not apparently for itself, as the Panel found:

“the Risk & Audit Committee had “not met on a regular basis, either in person or via Zoom or equivalent, in the last two or three years” and “the probability of risk accorded to fraud in the risk register was way too low”.

So when is the Board and its Directors going to accept responsibility? Where is the apology to us ‘mere’ Members for losing our money? Why haven’t all Members had a letter (included with LA magazine, perhaps?) from the Chairman and/or CEO using the word ‘sorry’?

I don’t think I’ll hold my breath waiting for it. Harry Cook.

LAA Chairman Eryl Smith replies: Harry,

In presenting the Independent Fraud Report to members immediately following the AGM on 23 October I began by stating that: “On behalf of the Board I apologise to members for the loss.” If the words “sorry” were missing from this or indeed any other communications to members it was not intentional. Both I, the CEO and the Board are sorry that this fraud and financial loss occurred.

The Board has accepted the findings and recommendations of the Panel and taken action to ensure their implementation and continues to press the bank and financial ombudsman in efforts to recover the funds. The Board has taken note of the concerns raised by members and will set out further measures to increase the transparency of its activity and accountability to members in the New Year.

Microlights at Prestwick

Dear Ed

Last week Prestwick Airport changed its rules regarding microlight aircraft being allowed to visit. Previously, all microlights were barred from the airport, but they are now allowing fixed-wing microlight aircraft to visit. PPR is mandatory and should be obtained from Prestwick Flight Centre at least 24 hours in advance. Please note that flexwing aircraft are

still not allowed access. On Monday 28 November I took advantage of the new rule and was the first microlight to land there for many years.

In the photo, above, I am taxying into Papa Apron in G-IDOL our group Eurostar recently. Regards, Tam Carr.

Aircraft winter protection in the hangar

Hi Ed,

Just been up at my hangar recently replacing the covering I have on my Jodel, and I thought I should share the idea. I operate from a farm strip and have a homemade hangar of tubular frame construction, with a wooden floor and metal roof. It has good ventilation but still suffers from condensation after a hard frost, followed by the sun warming it up a bit. This can then produce ‘rain’, which I am sure many others have to deal with while grounded in winter weather.

To guard against this and other undesirable stuff that drops, I cover the aircraft with old bed sheets and then go over it with five-metre-wide masking film. (I used to paint cars). A few loops of masking tape on the wing tips and tail and I have it covered. Takes just a few minutes and a 120-metre roll is less than £40.

Once set up, it can easily come off and go back on again should you need to. ‘Elf ’n safety’ may well have a comment, so I will say it is not used over a just-run engine! There may be other concerns, but I have been flying and looking after this same aircraft since 1985, so it must be OK. It works and is only about £30 a roll. tinyurl.com/maskingfilmonline

Kind regards, Steve Farr.

Ed says: Thanks Steve, anyone else like to share their methods for protecting their aircraft while they are hangared?

December: From the Archives

Dear Sir,

I noted with interest the photograph of the John Edwards Trophy that featured the lovely model of the Comper Swift.

As an aside, I enclose photos of Roy Fox’s two Comper Swifts. VH-UVC ex G-ACAG, and VH-ACG still marked as G-ABWH.

These have recently been beautifully restored by Mat Webber at Luskintyre, NSW. Kindest regards, Steve Ludman.

The font change test

Hi Ed,

Like Steve Pemberton, I am now a bit optically challenged, I must say that I do find the bolder font you used on pages 14-15 noticeably easier to read.

Best wishes, David.

Good morning Ed, I totally agree with Steve Pemberton (Letters, December, Light Aviation). The content of LA is splendid and continues to get better, but increasingly I find myself only being able to read each issue in certain light conditions. The AGM pages on pages 14-15 were so easy to read by comparison.

Please add my name to the supporters of change. :-) All the best, Colin Marsh (Member for 30+ years).

Ed,

I am just starting to read this, you invite

comments about the font size following Steve Pemberton’s letter. I am the wrong side of 70 and I prefer your page 14-15 bolder font. Keep up the good work. Regards, David Taylor.

Hi Ed,

I agree with Steve Pemberton about the bolder font – significantly more readable to my eyes! Best wishes, Trevor.

Dear Ed,

Reading the point raised by another LAA member, like myself of advancing age, I agree wholeheartedly with his request and find the font used on pages 14-15 in the current issue of Light Aviation much easier to read.

I do hope you might consider using it for the remainder of the magazine in future. Keep up the good work. Regards, Rod Etherington.

Just to add my ageing pennorth to Steve Pemberton’s comments (Letters, December, Light Aviation). Yes, pages 14 & 15 are easier to read than the Letters page. Barry G.

Good evening Ed, I agree with Steve Pemberton, I too find the 14-15 font weight much easier to read, especially under artificial light. Regards, Bryce Irons.

Dear Ed,

I agree with Steve Pemberton, I could almost have written his letter myself. Father Time catches up with us all eventually. Hope this helps you decide what to do. Keep up your good work. Mick Petty.

Evening Ed, just a quickie to say the font on pages 14/15 is much, much better. Keep well, Malcolm Lister.

Ed replies: Thanks to everyone who wrote in on this popular subject in response to Steve Pemberton’s initial letter. I am pleased to say the change has taken place throughout this issue, hopefully adding to all members’ reading enjoyment.

Above and right Swifts, VH-UVC ex G-ACAG, and VH-ACG still marked as G-ABWH

Roy Fox’s two Comper

Above and left Steve Farr’s Jodel is well protected in the hangar using old bed sheets and masking film. What do you use?

Bob Logan: Prestwick Flying Club

Tam taxying in at Prestwick!

Straight and Level Updates from LAA HQ

Trust & accountability

Eryl Smith Chairman

Reflecting on the events of 2022 it has given the CEO, the Board and myself no pleasure to have presided over the fraud and loss of member funds. Understandably the circumstances surrounding the loss has led to criticism of the Board and called into question the trust that members have of Directors to represent and safeguard their interests.

At the November Board meeting Directors reflected on the concerns raised by members. Beyond the immediate actions that have been taken in response to the Review Panel’s report, the Board acknowledged that more needs to be done to demonstrate greater transparency of action and accountability to regain the trust of the membership.

In the New Year we will provide a forum to enable members to engage directly with the Board to discuss the Associations aims and aspirations for 2023, how we can better serve members and increase the transparency of Board meetings, governance and the Association’s service performance. I hope that you will take the opportunity to share your views.

As always there are no shortage of issues and challenges to address. As we commence 2023 there is perhaps none more important than finding a successor for Steve as CEO and to lead the management team. That process is underway and it will be a

Looking back

Steve Slater CEO

First of all, many, many thanks to everyone who got in touch after I announced my future retirement plans in last month’s magazine. The comments and thank yous were most unexpected and I feel rather humbled at your response. Thank you so much.

Writing this, just before the Christmas break, prompted me to look back at some of the great flying events and memories that some of us enjoyed during 2022. I am sure we all have our own special moments, but I thought I’d highlight three different events, made all the more special because they were shared with fellow LAA members.

The first of these was the LAA Meet the Members event hosted by Ian Corse and friends at the Scottish Aero Club at Perth. It was scheduled for the end of May (it’ll be in August 2023) to coincide with the LAA Scottish Tour, which thanks to the efforts of Neil Wilson also lived up to all expectations. The Perth fly in saw both the ‘tourists’ from around Britain and aviators from around Scotland merge for two days of great fun and aircraft – and highland dancing, at which our chairman among others, proved surprisingly adept!

Then in July, came the EAA Convention at Oshkosh. Yes, I know its not strictly an LAA event, but thanks to the efforts of Neil

special person who can combine the skills and experience to lead a technically focused, member organisation, which is required to operate in a regulated environment and is financially sound.

On the engineering front we continue to implement change in the various elements of our activities, simplifying, streamlining, digitising and delegating responsibility wherever possible and appropriate, with the aim of improving service to members. There is, however, more to do, not least in making the requirements more visible and easily understood and improving communications with members. Recruitment of engineering staff in the current labour market is challenging but we will strengthen our team in 2023.

Looking outwards we continue to engage with our regulator, the CAA, to progress discussions on the review of the LAA’s derogation under which we operate, A8-26. We’re committed to useful dialogue and the review will form the operating regime for years to come.

We continue to receive notification of Airspace Change Proposals, particularly as commercial aviation interests continue their post-covid business recovery and RPAS activity increases. The beginning of 2023 will see the publication of the Airspace Modernisation Strategy which will set out the framework to modernise the UK’s airspace in the years to come. All of which we must be alert to, and fully engaged with to ensure the GA community’s interests are fully represented.

Above all, we need to remember what the Association is about; our members, and ensuring that we can all enjoy our flying and remain true to our core values of safe, affordable and fun flying. I hope that you will share your views with the Board and myself on how we can further these aims in 2023. ■

Murgatroyd, Brian Mellor and the tireless George Pick, an ‘LAA Tour’ grew from comments at an LAA Virtual Pub Night and culminated in around 80 LAA members and friends combining forces to take advantage of British Airways block booking rates, sharing the cost of a coach transfer and using the University of Wisconsin’s low cost accommodation. We were a mix of experienced past visitors and Oshkosh rookies; it wasn’t a package tour, more a self-help trip shared among friends. Isn’t that what the LAA is all about?

Finally, of course, we had the LAA Grass Roots Fly In at Popham in September. It wasn’t a full-blown LAA Rally, but the event combined the Hampshire airfield’s legendary ambience with a closer, more tight-knit event. While Popham’s more southerly location and its rolling geography inevitably posed some challenges, it was more than made up for by the ‘can do’ attitude of Mike Pearson and his team and, with more than 3,000 visitors on site and around 350 visiting the aircraft, everybody involved can feel proud of our achievement.

So, looking ahead, what next? Well, from late spring onwards I’ll be looking forward to having more time to actually fly in to some of the events shown on the 2023 calendar, something denied me in past years by the limited carrying capacity of the Piper Cub or Currie Wot in terms of carrying LAA kit. So, if you see a yellow Cub or a small red biplane in the circuit at an event in the New Year, you might guess who it might be.

In the meantime, compliments of the season and a very happy 2023. ■

Balancing the books

Just what should we pay for the services that LAA offers us?

Steve Slater talks us through the challenges of balancing the budget for 2023 and beyond…

It’s always a challenge in the final months of each old year, looking ahead to the challenges – and opportunities – for the new one. Nowhere is that more so than in preparing our operating budget for the year ahead and, I’ll cut to the chase, we will unfortunately have to face an increase in fees for both membership and engineering services in 2023. However, these are being kept at the minimum necessary for us to ensure a financially stable position for 2023 and into 2024.

I also must make it clear that these increases have absolutely nothing to do with the financial scam that the LAA suffered back in July. The loss is, of course, a big blow to the Association, but we are continuing to pursue recompense from the banks involved and the Association is still in a strong long-term financial position. Our reserves have allowed us to manage the planned budget deficit in recent years to invest in new staff and engineering resources to improve member services and to absorb the worst impacts of Covid on activity and income levels. However, we cannot sustain ongoing deficits. As you’ll see at the end of this article, we are on target to return to a zero deficit in 2024, with reserves back to our 2015 levels of around £880,000, which is what our long-term planning has been focused on.

The process for defining the new year’s budget actually begins in the summer, when as CEO I work with the chairman and treasurer as members of the finance committee to present budget outlines and alternatives for discussion at the September board meeting. Those discussions then lead into a final budget proposal, presented for approval at the November board meeting, which took place on 25 November. As always, there are some robust discussions, not least on expenditure savings and member’s fees!

Inflation

So saying, we have, in the past few months, moved into a new world for recent times, which is that of inflation. For the last decade we have had minimal inflationary pressures, and in particular staff costs, which make up 51% of our expenditure, have risen at relatively low levels too. Currently we have a situation where our staff, like everyone else has had to cope with the rising cost of living and a salary increment in 2023 is necessary for us to be able to retain our existing, highly skilled staff and to recruit the new staff members we need to provide the services to us, the members.

In 2022, our bill for salaries, including tax, NI, pensions contributions etc., is set to be around £722,000. With the future staff recruitment already underway and an increment for existing staff, we expect this salary bill to rise to £766,000 in the new year. Other costs such as magazine, print, postage and utilities have risen too, and

our planned expenditure for 2023 will go up from around £1.50 million to £1.63 million, although further savings and efficiencies with our engineering reorganisation will see this potentially drop back in real terms in 2024.

If we were to do nothing, assuming membership and engineering income were to remain static, these increased expenses would drive our annual deficit in the region of £200,000. This is clearly not sustainable.

While we are looking at other cost savings and getting better use from our office facilities, much of this activity has already been done during 2020 to 2022, so we have no option but to increase fees.

Our commitment though, has been to keep these to a minimum.

Membership fees

As you’ll see from the pie charts, opposite, membership fees, which are this year predicted to generate around £550,000, are the second largest source of LAA revenue after Engineering income. The Board has agreed that we will increase these in the following way, from 1 January 2023:

• Remove discount for Direct Debit payments.

• Increase full member fees from £65 to £70.

• Increase in Full Plus membership fees from £90 to £100.

• Maintain current £10 surcharge for joint members.

This will generate a predicted income of around £640,000 with the minimal added burden on members. Other membership categories including overseas membership where postal costs have risen dramatically, are under further review and will be incremented accordingly.

What does it mean for me?

For a typical full plus member flying a sub 999kg aircraft this will add up to a £30 per year increase in LAA costs. We think that this is reasonable in the current circumstances, and as you’ll see, it puts us on the path to a secure financial future.

Income vs Expenditure

Engineering fees

While it is acknowledged that there was a £20 increase in Permit Renewal Fees in 2022, given that the operators of LAA aircraft are the prime users of the Engineering resources that make up more than half our expenditure, it is appropriate that the Permit fees, which also crosssubsidise other areas of Engineering such as liability insurances and CAA regulatory fees, should reflect the increase in costs we are facing. The Board has therefore agreed that fees will be increased by:

• £20-25 per annum increase in Permit Renewal Fees. (Typically, £220 to £240).

• Permit First Issue fees increased by £50. (Typically, £550 to £600, the first increase in six years).

• Other Eng. Fees to be reviewed later. Aiming for minimum 10% increment in revenues in 2023.

Alternatives

As part of the review, we looked at alternative ways of generating the revenues we need and other economies which we might consider.

This included asking, what happens if we were to raise the Permit Renewal fees to cover all engineering costs? This set permit fee would cover all of the LAA’s engineering expenses and include a mod or repair scheme each year, with mod complex mods being charged at a commercial rate. It was calculated that this would entail an increase in average permit fees to around £275 per annum, which seems a little unfair since only 10% of owners apply for mods or repairs. In addition, Engineering services are often used by aircraft builders and restorers for which Permit fees are not yet charged.

Another route reviewed was to keep the current Engineering fees, but increase the Mod / Repair fees to cover increased Engineering expenditures.

However, this would considerably increase the current Mod / Repair fees to about £145 for an initial mod, and there was a serious safety risk in discouraging owners from making applications and driving this work underground.

One area we have looked at too in terms of the economy, is the LAA magazine.

This currently costs us around £244,000 a year in staff, design, print and distribution costs, offset by around £100,000 in advertising revenues.

In response to a number of requests we looked into switching to a digital magazine, which would reduce these costs by half, but against that there would be a likely fall in readership, and significant fall in advertising revenue.

Given that our membership surveys have always shown a majority of members value the print magazine we also looked at a scenario of a split between 5,000 print and 3,000 electronic issues each month.

This would only generate about £3,000 in savings and would require a more complicated and harder to administer membership fee structure. At the moment at least, those ideas are on hold, and you’ll keep enjoying Light Aviation in the months to come! ■

Compiled by Mike Slaughter

Project News

Mince pies eaten, that last portion of ‘turkey surprise’ consumed and the sunset is already ever so slightly heading in the correct direction – a Happy New Year to all. Made any good flying resolutions?

We are properly into that cold couple of months now and I’m envious of those with compact heated workshops who can continue their builds in comfort at this time of year – and I commiserate with those who are trying to press on in dark unheated hangars. So if it is too cold to build, what about sitting down in the warm and updating Project News on the progress of your aircraft?

The Auster isn’t a frequent entry in this column, but a bit like buses, you wait for one – and then two come along.

We’ve a brief report from Mike Maddams regarding his Auster that’s all of 80 years young and has spent more than three-quarters of its life hiding in barns.

Nigel Huxtable has owned his example for decades and I suppose that it is inevitable for such elderly objects that there will always be interesting adventures in their past.

The Chris Heintz aircraft have been built in numbers all over the world for decades now. Gary Addison has recently completed a 601 HDS after many years of moving it from country to country.

To get in touch with Project News, and tell your story, report a milestone or just to send a picture, email: projectnews@laa.uk.com. Please share your story!

Friday 18 November saw the first flight – in 64 years – of newly, cleared to test Auster MK1 LB369 (G-AHHY). Manufactured in 1942, LB369 was in several active AOP squadrons, featured in a nationwide Army exhibition, and even used as the hack for No 1 Squadron during the later war years before being operated by various flying clubs post-war. In the early 1950s a Mr David Johnson bought the aircraft and flew

the length of Africa to set up a new life on a farmstead in modern day Zimbabwe. Eventually after suffering a minor ground loop in late 1958, LB369 was put in a barn for further attention only to be rediscovered by Gerald Maddams in 2000. A dramatic recovery and a 22-year restoration has led to the glorious sight and sound of this iconic British development of an American classic taking to the skies once more.

Mike Maddams

Above Hotel Yankee outside on a nice day at Enstone.

Inspiring members to take on their own aircraft build or restoration project

Restoration by Nigel Huxtable

The Auster J4 was built in small numbers post-WWII, I believe there were just 27. It was an attempt by Auster to break into the civilian market with a smaller, simpler aircraft and so it had only two seats, no flaps and a 90hp Blackburn Cirrus Minor 1 engine.

This example was purchased new from Auster Aircraft by Mr R Hubber Thorne in 1947, who kept her for only a relatively short while and disposed of her later that same year. Then some 35 years later, he reacquired the aircraft in 1982, and had her painted black and orange and named Priscilla, possibly the name of his mother. In Auster circles the aircraft simply became known as Priscilla. It seems that she then became a bit of a hangar queen as Nigel had become aware of her, sitting in the back of a hangar at Wycombe for some years. Purchased, he had a good few years of enjoyable use from her until, in the late 1990s she deposited him in a field following a broken valve. Both Nigel and the airframe were unruffled but the consumption of loose bits of metal meant that the engine was toast.

It would appear that the Cirrus 1 is rather a rare beast, having been built in small numbers before being replaced by the Minor 2, a somewhat different motor. As a professional aero engineer, Nigel was wise to this and had been collecting spares for the Cirrus as and when they became available over the years and was in a position to rebuild a new engine for the aircraft.

Life inevitably gets in the way of all our flying plans and the J4 was dismantled and took it easy for a few years until around 2018 when Nigel had some time and began a full restoration of the airframe. The aircraft was completely stripped and components replaced or repaired as required, the spar and most of the ribs are original, but the ailerons and wings all gained new leading and trailing edges. Having been operated by a flying school at some time, the aircraft has flown more than 3,000 hours and the trailing edges were all rather wibbly wobbly!

B&W photo Flight Magazine. With Priscilla and the Triumph(ant) TR 3 in shot, Lords Essendon (left) and Selsdon seen here flanking Mr Harold Best-Devereux for the payment of the £50 wager –September 1956.

Top left Ailerons refurbished and with new trailing and leading edges.

Top right A newly restored and relatively rare 90hp Blackburn Cirrus Minor 1 engine is fitted to the airframe.

Above left Nigel, model in background with a newly restored wing.

Above right Priscilla, possibly better than the day she left the factory, out for an early engine test run.

In 1954 ‘Juliet-Mike was purchased by Mr Harold Best-Devereux, and in 1956 the aircraft was modified with the installation of a seven gallon fuel tank behind the seats, which turns out to have been an oil tank from an Avro Anson. The aircraft was then used in a wager between the Royal Aeronautical Society and the Royal Automobile Club using a Triumph TR 3 to see which vehicle was more efficient over a journey from Lands End to John O’Groats and back to Elstree.

The Triumph left St Just Airfield on schedule, just a minute after midnight on Saturday 15 September 1956, and reached Elstree Aerodrome – the destination for both competitors – in the early hours of the following Tuesday morning after a 1,600 mile journey. But the Auster was fogbound and could not depart for Rearsby, its first stop, until 0952 on that same Tuesday.

The TR 3, driven by Lord Selsdon and Lord Essendon covered 1,573.1 miles using 36.6 gallons giving a consumption 43 mpg., while the Auster used 61 gallons flying 1,362 miles, an average 22.3 mpg. Clearly the Royal Automobile Club team expected a race, but by any measurement were the clear winners. An RAeC statement afterwards said, “Although the wager was lost by a clear margin, the Royal Aero Club is particularly pleased to be able to demonstrate that in very bad weather conditions a private aeroplane can fly at an average petrol consumption of 22.3 mpg against headwinds.”

Priscilla is a unique example of a J4 and, as they say, this is probably the only J4 in the world flying with a Cirrus Minor 1 engine as originally built. All other remaining examples have had their engines replaced with either C90s or Cirrus 2s.

When I spoke with Nigel, the aircraft had flown for two hours and he plans to check the filters and then run through the air test so as to make the final permit application and bring another Auster into the LAA family.

G-CHZS Zenair (LAA 162-15011) CH 601 HDS

Gary describes the kit that he’s built as definitely not one for a first-time builder, it is more suited to the fourth, fifth or sixth project for an experienced serial builder. As he outlines below, this 1980s vintage kit is from a completely different world to today’s kits with their CAD drawings, step-by-step instructions and high levels of prefabrication with online support groups and how-to videos.

While this aircraft kit was supplied in 1995, the project is effectively a 1984 plans built aircraft. The style of predominantly American aircraft kits from the 1980s was really to provide a set of plans and a bundle of raw materials sufficient to build the aircraft depicted in those plans. This was a common approach at the time and Gary’s project would have started life in this way as a set of 1984 hand-drawn and copied plans plus all of the materials to complete. Parts that needed welding or complex forming were pre-made, but the rest of the kit was simply sheet and strip aluminium stock that needed cutting out and forming into components.

With the exception of the leading edge ribs, ahead of the front spar, which had some very tight radiuses, there were no ribs supplied with the kit. The plans included

outlines to make wooden rib blanks and then the ribs themselves would be hand-formed around these using a soft mallet. Now, this might sound like a lot of work, but to enhance the building enjoyment the outer wing panels of the HDS variant of the 601 are tapered, so each wooden blank is only used twice! Successive ribs toward the wing tip are smaller and so unique. All of the sheet for the ribs and wing skins was supplied rolled into drums and would have been 8ft x 4ft or 8ft x 2ft in one of three thicknesses.

These sheets were labelled to denote which components should be cut from each and there was only just sufficient. Aluminium has a grain and some parts defined the grain direction as part of the fabrication process, so the task was similar to that of a tailor cutting cloth for a suit where he had only just enough material –the pattern pieces had to fit and any fabric pattern had to all be going in the correct direction. Gary said he spent months before he started cutting shapes to make sure each piece was cut from the correct sheet.

All surfaces are in aluminium sheet with simple curves, but Gary said he had particular trouble with the leading edge skins and this was one area where he needed an extra pair of hands. These skins need pre-forming by the builder before installation, the flat skin being bent around a four-inch pipe with wood sheet and ratchet straps. As hard as he tried, these would slip out of place while being bent and four hands were much better than two.

Not uncommon with complicated projects, the instigator is often not the person who finishes the aircraft, in fact Gary is the third custodian of this Zenith 601 HDS.

Originally started in Ireland in 1995, modest but mediocre progress was made until it eventually went into storage in 2007. She was up for sale for a long time and finally sold to an experienced builder in the South West in 2011, who set about dismantling much of the structure and rebuilding it to a high standard. Unfortunately, shortly after acquiring the project they received a terminal diagnosis and put the project up for sale.

This is Gary’s first build project, although he has spent time maintaining group aircraft before. When he purchased the aircraft he lived in France and so arrangements were made to move the project there, just prior to doing so he broke his wrist and had to supervise friends in the actual move – all before getting to grips with it as outlined above. Well, life moves forward, and after

Above left Hard to believe, but the whole workshop and project all managed to fit into a long wheelbase Mercedes van.

Above right The project is on the move again, this time to Wickenby.

Built by Gary Addison

Above Packing up the workshop in France.

Above The project in its French workshop, all of this needs to be packed up and moved to the UK.

some time a move back to the UK was on the cards and so the project was once again packed up for the journey.

Meticulously packed into a white Mercedes, long wheelbase van the project reached the French port ready for embarkation onto the ferry to England. Gary was ushered to the ‘white van man’ parking area to be subject to extra scrutiny and managed to prevent any heavyhanded inspection from damaging his precious cargo, but not before a search dog found and ate his sandwiches in the van’s cab…

In a little over a decade Gary has transformed this much-travelled kit into an aircraft that is currently awaiting its initial test flight. Much of the original construction has

Below

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

Cleared To Fly

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

n G-AHHY Taylorcraft Plus D (s/n 216) 3/11/2022

Mr Mike Maddams, Chalford Paddocks, Oxford Road, Old Chalford, Chipping Norton, OX7 5QR

n G-CMFC DHC-1 Chipmunk 22 (C1/0529) 1/11/2022

Mr Samuel Woodgate, Bockenfield Aerodrome, Felton, Morpeth, NE65 9QJ

n G-HTSI Sling 4 TSi (LAA 400A-15682) 1/11/2022

Mr Graham Holford, 15 The Hydons, Salt Lane, Hydestile, Godalming, GU8 4DD

Zenith and a zero timed, second life engine acquired and fitted. The aircraft was painted in 2021, but Covid, modification paperwork and a few teething problems have delayed that first flight. Fingers crossed, she’ll be in the air very soon.

A friend at the CAA told Gary how registrations are allocated and when the perfect time to apply for a G-CH registration for Chris and Heinz would be. Z and S for Zodiac Speedwing were just a bonus.

And finally! Gary’s niece is a reporter at BBC Look North, a casual conversation in the production office led to them becoming very interested in this crazy man who has spent 11 years building his own aeroplane. They want to tell the

n G-ALND DH-82A Tiger Moth (s/n 82308) 1/11/2022

Name & Address held by LAA Engineering

n G-AYDR Stampe SV4C (s/n 307) 21/11/2022

Name & Address held by LAA Engineering

n G-BKSK QAC Quickie Q2 (PFA 094A-10765) 7/11/2022

Name & Address held by LAA Engineering

n G-CMFG Van’s RV-12iS (s/n 121048) 17/11/2022

Name & Address held by LAA Engineering

n G-WAFI Van’s RV-12iS (LAA 363A-15450) 7/11/2022

Name & Address held by LAA Engineering

There were no New Project registered in November 2022.

Cheap, simple pleasure

Clive Davidson samples the effortless joy of the Cadet III Motor Glider…

Photos Neil Wilson

Flight Test

Way back in the ‘previous century’ when I got my first flying licence, it was rather like a brown paper tram ticket. It was a bit disappointing to have such a paltry thing, which really didn’t appear in any way to reflect the effort – and very hard-earned cash – to have my assumed birthright of being airborne. To my exasperated chagrin the training didn’t even consider aerobatics. What little spinning I did do, I thoroughly enjoyed, and remember at the conclusion of seeing my training record, complete with Instructor’s remarks, accompanied with a bold exclamation mark, that I wanted to do some more! Apparently the licence also granted the privilege of flying self-launching motor gliders. A detail shelved for more than a few decades until I flew with Ivan Shaw, designer of the Europa, to assist with testing the glider wing version. One aspect of the test flying I thoroughly enjoyed was, yes, of course spinning, completing a matrix of one hundred (100) spins with forward CofG, the easiest to exit, a mid range, and the one that counted on the limits of an aft CofG. All with standard exits and ‘back to front’ non-standard control inputs for recoveries. It flew like a charm. Here was a practical machine developed from the fuel efficient monowheel that had transmogrified with engineering ingenuity into a higher aspect ratio motor glider, sporting a slightly larger rudder to compensate as a ‘get out of jail free’ card. My first self-launching motor glider was recorded in my log book with an unusually neat hand. Now the other end of the stick. Glider into a selflaunching motor glider, by sheer timing and serendipitous circumstances, I bumped into Richard Moyse at Henstridge. He was standing in front of one of the pumps refuelling his aircraft while en route to the Middlezoy fly-in. My first impression was of slight disbelief as to its unusual configuration, and my best uneducated guess as to what it might be, was an adaptation probably, loosely from a 1950s single-seat glider with a form altering undercarriage and a VW engine upfront. The cockpit certainly looked cosy (for that read ‘tight’) and up on a pylon behind the seat the high aspect ratio wing stretched a generous span with a slightly wiggly trailing edge, balanced at the rear

Above The Cadet has a long, flat-sided fuselage, a tiny fin and a large rudder with a small tailwheel at the end of a long wheelbase.

Right A 1600cc VW engine drives a Hercules propeller sits where the student would have once sat in the original glider.

Far right Getting into the cockpit means stepping over struts and wires first.

with a large triangular tailplane. I was intrigued, and nattered with Richard as he refuelled.

He informed me the type was built by Slingsbys as a Cadet III and modified 10 years ago after the RAF Cadet Force had dispensed with them.

Potted history

In 1935 the Kirby Kadet (note the spelling of cadet with a ‘K’) was produced by Slingsby of Kirkbymoorside in North Yorkshire under the company designation, T7. The company itself was established by a WWI pilot, Frederick Nicholas Slingsby, initially based in Scarborough, but relocated in the early 1930s when the firm was called

Slingsby, Russell & Brown, but it wasn’t until 1939 that the company became known as Slingsby Sailplanes Ltd.

The 1935 Kirby Kadet became known as the Cadet TX.1 when issued into service. It was developed with a new tapered, higher aspect ratio wing into the T8 Kirby Tutor, becoming officially the Cadet TX.2 and had a noticeable increase in performance. Surprisingly, both versions had been single-seaters. (Surprising to me as it seems this might be normal in the gliding world where students progress rapidly into/onto solo seaters.).

The next version was a dual-controlled version, soloed from the front seat. This configuration makes sense so that the centre of gravity isn’t greatly altered when the instructor gets out to send the fortunate student off on their own. This glider progression adopted the designation of a Cadet TX3, its civil paperwork referred to it as a T.31B Tandem Tutor. A rather fitting name ‘The Tutor’, it was also given to both the Avro ab initio biplane trainers of the 1930s, but also today with the Grob G 115E T1, that’s still being flown by University Air Squadrons.

G-AYAN may be described as a Cadet III Motor Glider, and its VW 1600cc engine occupies the space previously reserved for the front seat student. So my initial guess that

“In 1935 the Kirby Kadet (note the spelling of cadet with a ‘K’) was produced by Slingsby of Kirkbymoorside ”

it was originally a single-seater had been totally off the mark. Effectively, what was the backrest frame of the front cockpit forward has been rebuilt with the same spruce and ply’ with a reinforced A frame strut. A new box of ash supports, quite like the Luton Minor undercarriage, carries the gear loads.

The rear tailskid assembly has been strengthened also with Ash, as the original skid required regular inspection, as these were prone to being damaged. There is a long lever arm of the fuselage to the steerable tailwheel and this must absorb a bit of punishment flexing up and down should the surface be rough.

The wings have two spars with diagonal bracing between and a ply leading edge, but not a ‘D’ box (which would have added further strength.) The wing and the widely spaced, differential, wooden framed ailerons are also fabric covered. The tailplane is triangular and there is no elevator trimmer. The fin is of the smallest dimensions, being just a short vertical upright extension proud of the fuselage end to attach the generously proportioned rudder. The long flat fuselage side should make up for, in some respect, the lack of a practical fin with directional stability… but, then again might antagonise any crosswind.

The single pilot sits in the seat previously occupied by the instructor, with his back against the front of the pylon that supports the wing. A wing area of 170.1 square feet and a max take-off weight of 376kg, (829lb) gives a low wing loading of 4.87lb per square foot. Compare this to LAA types such as a Druine Turbulent, D 31 at 8.77lb per sq/ft, or a Europa XS at 13.4. This low figure for ’Alpha November indicates that its turning circle, designed to orbit circling gaining the all important lift, is nearly half that of its nearest rival, the Turbulent. Of course that is not really the full picture as far as looking for circling in thermals when taking advantage of convective lifting energy, this is best done at the most efficient speed, which in the original gliding configuration is 35kt and having left the thermal reverting to fly at 38kt. The figures may seem low to us powered pilots, but this observation of efficiency pays dividends in maintaining energy and the ability to remain airborne.

Open the throttle on the Turbulent when leaving its greater diameter turning circle with the same engine as our subject ’Alpha November – also with a similar prop’ –and the Turbulent will disappear ahead. Wetted area and drag are both further factors. The motor glider was originally built to catch energy, often by circling in a thermal and the Turbulent, to fly through the sky. Horses for courses. Come to a landing, and perhaps the motor gliders ground roll might be better.

Power loading

Both the Turbulent and our Cadet may have the same 1600 cc VW engine producing around 55hp. The power loading of the Turbulent, its weight divided by its same 55hp gives a reasonable value of 11.27ls/hp, whereas ’Alpha November is a third greater at 16.8lb per

horsepower. It’s not an expression we hear much of these days, but it is still very pertinent, fly the wing and the Cadet III uses an early Gottingen 426, a wing section specifically selected for the desired qualities of loading, glide ratio (14:1), speed range and gentle stall behaviour. This low speed, relatively* the high lift wing has a max thickness of 13.6% at 30% chord with max camber at 40% chord. On the upper wing surface at the 30% chord point there are spoilers.

That can be deployed by a cockpit lever to provide aerodynamic braking and increase the rate of descent on approach to land.

Recent history

’Alpha November was converted by Mr J Wilkinson and registered to both himself and Peter Martin who operated from a farm strip in County Durham. Ten years ago Richard drove up with an extended horse trailer, to bring it back to its new home of Lasham. Here, Richard has only just retired as Chief Engineer from the Lasham Gliding Society and has been very active with the Gliding Heritage Centre, which has a collection of both historic and iconic

Above A simple and tight cockpit – spot the blue-topped spoiler lever on the left of the cockpit.

always got to his cross-country destination and she has never, ever let him down.

Cruising though, it has to be said, is not fast and Vne is just 69kt, or 70kt or 72… it depends which document that is checked, but gives a measure of the performance envelope. Stalling wings level and in balance occurs with the ASI flickering just under 30kt. Cruise with the VW turning at 2,600 rpm you would expect to see 60kt burning 9 to 10 litres an hour. It has a 20 litre tank, so a predictable range is certainly dependent on wind conditions of the day. Of course, with such a large wing area, lift can be utilised and generally be helpful while throttled back. I was doubtful I would be able to know how to remain in a thermal anyhow, but Richard warned

should the revs drop off and the engine stops. To ‘land out’ as my first landing in a remote field, wasn’t my idea of a good day’s variety. To add to the game you have to remember that below 2,000 revs the carb heat must be fully on.

You might think that the engine will restart in a dive. Well, yes, truth be told, it might, but, it’s unlikely to want to. My second forced landing was in a VW powered Tipsy Nipper, it was my own silly fault and boisterous inexperience by trying to maintain an inverted 45° down line from a Cuban. Half way along the inverted 45° line a slow roll takes you to the erect, to make an equally symmetric 45° down line before exiting the manoeuvre. As in the same manner as early Merlin engined Hurricanes and Spitfires (that might be the first time a Nipper has been compared with Battle of Britain fighters), the Nipper also had no way of coping with negative G. Adding to the hard fact that the VW with a relatively high compression and a small prop’ that did, sort of, nearly consider starting as it turned over a few times intermittently but not too enthusiastically. The aerobatic insurance height was squandered in an atrociously steep dive that blurred the altimeter needles. Its obstinacy not to carry me away from a very muddy field has left me with great respect.

Above Aloft in the cruise showing the high aspect ratio wing and long ailerons. The retracted spoilers may just be made out.

“Cruising though, it has to be said, is not fast and Vne is just 69kt, or 70kt or 72… it depends which document that is checked”

The cockpit

There are stressed crossed wires between the forward and aft wing struts, so avoid these by standing behind the rear strut, beside the pylon. Richard had demonstrated how he ducked down and placed his right foot over both struts while holding a rear strut, then reaching for support from the forward metal ‘A’ frame wing attachment point. I followed suit, eventually sliding into the space between the wing and fuselage. It’s worth noting that you sit with your head lower than when you’re standing beside the aeroplane – handy knowledge for the future landing flare.

Breaking the panel down, it is a mix of the normal, of the slightly unusual and the unexpected. On the left, the throttle is a small lever complete with a left mounted friction device, straight from a high quality lawnmower. Immediately to its right is the hot air for the carburettor and a choke lever. There’s a military fit altimeter, the ASI in knots and a compass. Further right are two indications we have a powered glider: the first is a ‘vario’ with a red bobble within a vertical tube indicating the rate of descent in feet per second (ft/sec) and its counter partner in another tube to display lift with a green bobble. There’s just a single magneto switch, so on a run-up there is no mag’ check, just a carb’ heat check. The oil temperature and pressure are on the right along with rpm. All three have quick reference red maximum line indications, great for a quick regular scan, along with a CHT gauge. Tucked below the panel lip is a Trig radio, and there’s a FLARM traffic awareness unit sitting on the panel top – it’s a handy thing to have given the wing masks much of your surroundings, and you may find yourself spiralling in a thermal with other gliders.

The fuel selector took some finding, craning down with a flat-palmed hand gingerly tapping away along the under panel found the tap, just where Richard told me where it was. Logically, also the small on/off switch is on when aligned with the fuel tube itself. Fuel level is measured by a simple vertical rod and sealed cork float, just like an original Piper Cub.

I note that there is no cockpit elevator trim to wind forward or back allowing the pilot to adjust stick pressures and this probably indicates that pitch trim forces are light. Perhaps?

The final cockpit item that I have never met before is a floor mounted, blue painted, metal lever, to deploy the spoilers. Although only about 3in tall and 18in long, they are extremely effective and they have the characteristic of inducing a pitch forward – that’s something on the approach to land that may not be what anybody wants. In Richard’s briefing, he mentioned that with the spoilers left deployed, you will not have enough elevator authority to flare and land. Fortunately, when you release the spoiler handle, a spring retracts them back within the wing. I had been warned!

A hot VW engine is not worth even trying to start. However, fuel, spark and start, are pretty similar on all types, but it is the devil in the detail that separates them. Without brakes we use chocks. The fuel is turned on and

Above The 1600cc VW engine has horizontal exhaust diffusers, while that big lump on the top of the cowling hides the single magneto.

Left ’AN’s tail feathers are devoid of any tabs or trimmer.

Below The long wing rigging pins may be seen top left and the vertical spoiler cables to the rear of the cockpit.

the single mag is confirmed off. A cold engine provides the best and easiest set of circumstances for a quick and effective sequence. Fuel on, the prop is pulled through six blades until petrol can be smelt (that evocative aftershave, Eau d’Octane) at the exhaust stubs. ‘Contact’, the single mag switched on and she fires on the first blade.

To the sky…

After the statutory engine warming wait as the revs may be brought up to 2,000 and the carb’ heat lever pulled out fully to the audible sigh in reduced revs being mirrored on the needle drop on its gauge and then restored with the normal cold air intake. Now convinced all is working the revs may be brought back to idle, and as we intend to fly a short RT call to local traffic and the chocks may be waved away.

The view taxying is fine, with only the lump in the top of the cowl covering to provide an obstruction. Conventional tailwheel taxying is ingrained and a weaving progress over the grass is maintained. The S turning is pronounced nearing the threshold to check both finals and both base legs as the view above and behind when lined up to

depart are broaching the absolute minimum, best check all is clear. There is no fuel pump to turn on, no trim to set, no mixture to ensure it is set at rich and only one mag to check ‘on’, but… the devil of carb icing must be contained. Carb heat on, pause, no rough running and no ice. Let’s go.

Full power gives a static rpm of 2,700 rpm, and watching a phone video from a friend later, I estimate the take-off ground roll takes seven seconds, using all of 100 metres.

’Alpha November’s best rate of climb is at 45kt and returns a 500fpm. Levelling off and allowing the speed to rise gives a cruise of 60kt before throttling back to 2,600rpm. There is of course no trim, but the forward stick force needed to hold the height steady is slight, and the expected fuel consumption is between nine and ten litres of UL 91 an hour. I had been told that as the fuel emptied, the trim would improve to a hands off condition, and then the stick would have to be held back as the fuel burn further reduced the weight up front.

She is stable in pitch and directionally too. Laterally, she tended not to roll wings level with any great enthusiasm, the right wing would rise slowly from a steady heading sideslip when the countering rudder was

Above The Slingsby Sailplanes logo marks this Cadet’s heritage.

Below Making use of the large wing area sitting happily on the inside of a formation turn.

with such long span wings, and the rudder did its balancing job well. Rate of roll isn’t sparkling but certainly useable to catch a thermal to start circling around and around.

Stalls are innocuous causing little heart stopping, but don’t forget, carb heat on! The ailerons work right up to the point when the wings have had too much irritation at a high angle of attack, the wavering ASI needle suggesting 28 to 30kt. There is a slight resonance with the rear wing struts, which causes me to raise an eyebrow. Stick central and eased forward, add power, balancing rudder, and, all back to normality.

Time to experiment at altitude with the spoilers. There is no placarded limit, but I only need to play as if on finals for a good heads up for when I return to land. Carb heat on and with reduced power I started a glide into wind.

Stabilised I slowly pulled the lever back and the pitch forward was noteable and the new nose down attitude did not give us any increase in speed. I could release and reintroduce the spoiler drag with ease. This was going to be a great tool on final.

Wide open throttle, she sits just below the Vne of 72kt, but if you were manoeuvring, it may be easy to slip past this limit.

Richard mentioned a couple of details that have improved her. A new propeller by Hercules being the first, the others were fairing over the wing joins when rigged, which gives her a few extra knots and finally, the fluted join of the tailplane to the rear fuselage, which has improved the effectiveness of the elevators in the flare.

On my way back to Henstridge I flew over the Bullbarrow aerials, the highest local obstacles and along the ridge to Bell Hill where, with a northerly wind, brightly coloured parascenders play. Here there was slight updraught and on the panel I could see the right hand green ball rise a smidgen in the vario’. I pulled the carb heat lever, and throttled back, banking to the right looking for some current to hold me as I further reduced my speed. No luck. The red ball lowered in its tube. I was losing height and I couldn’t really outstay my welcome with Richard on the ground while I played amateurishly pretending to be a glider pilot after Neil had shot some photos from the Tiger Moth camera aircraft. Richard had to get back to Lasham and I should go home.

The approach went well, those spoilers really do suck height and energy away. I remembered to have carb heat on, and the warning not to leave the spoilers out for the landing flare I did remember. The proof of the pudding is in the eating and my ‘get out of jail free’ card was that I still had an engine. All went well.

I have to thank Richard for his generosity in allowing such a novice a go in his fascinating machine, it was an eye-opener into another world. He is currently rebuilding an American TG3 of wartime vintage at the GHC, its difference being in size, weight and construction. He inferred its bulk with a throw away line that it will need a Harvard to aerotow it. Now that sounds like fun, and in a flash, I volunteered for the future… ■

CADET III MOTOR GLIDER SPECIFICATIONS

General characteristics

Length 23ft 5in

Wingspan 43ft 3.5in

Wing Area 170.1 sq. ft.

Aspect Ratio 11.1

Aerofoil section

Gottingen 426

Empty Weight 388lb

MTOW 829lb

Useful load 431lb

Serial no. PFA 1385

Converted by J P Martin and D R Wilkinson.

Performance

Vne 72kt

Cruise Speed 60kt.

Stall Speed 29kt

Rate of climb 500fpm

Range Around 100nm with reserve Engine Volkswagen 1600.

Above On the formation break from the photos… time for the pilot to find out more about this intriguing and delightful glider conversion.

Left Cadet III pilot Richard Moyse.

Below left Get a nice big disk sander –300m works great

Below right A large block of timber sanded square all round can help hold smaller parts against the disk for accurate sanding.

Sanding. The secret of sanding something flat, rather than just cleaning up a surface, is to have the sandpaper firmly held against an unyielding surface. This is what makes the disc sander such an important tool in the workshop. I cannot imagine building an aeroplane without one. Nigh on perfect joints can be achieved by cutting pieces just outside of the marked lines and then sanding down to the line on a disc sander.

Of course, you must always check that the table is presented exactly at 90° to the disc. Many tool manufacturers add in a tiltable table – but it’s a feature

Sanding and Securing

which I have never used. It is important to check that the table is square to the sanding disc.

Don’t bother with any sander less than 300mm in diameter. With that size you have about 125mm of usable disc. I use 80 grit discs supplied with a self-adhesive backing. The use of a heat gun makes the job of replacing a disc very much quicker. Many people ask why the disc isn’t Velcro mounted? I refer you to the first sentence of this item and the term ‘unyielding’. Velcro’s soft backing means the disc can be pushed in by the item being sanded and end up producing a slight ‘rounding’ of the surface. I used to have a small disc sander for

Dudley Pattison has more tips, techniques and helpful hints for working with wood

aeromodelling that had a Velcro mount disc, which was fine for balsa wood, but it would not stand up to spruce or fir. You are also usually supplied with a sliding ‘square’ that can be set to any angle. This item may have some use to someone wishing to manufacture many components angled in the same way, but for the varied use for which a homebuilder will use the disc, I don’t believe it has any use. I have not used mine in nearly 40 years of homebuilding.

One item that can be added, which has some merit, is a large block of timber (I have a balsa one) sanded square all round so that a narrow member, like an 8mm thick tailplane rib for instance, can be held against it to put an angle on the end to say, suit a swept back leading edge.

It is very easy to sand an accurate end to the line on your components. As you look down and touch the sanding face with the component it is readily apparent if the line is not parallel to the sand face. A slight movement of the hand soon makes it parallel. If you are taking off a little more than a smidge it is not a bad idea to slide the component along the table one way and then the other.

This will help clear the dust away. And talking of clearing dust away. It is just about essential to hook up your sanding disc with a dust extractor. By luck the end of the suction tube on my Henry vacuum cleaner is a perfect fit in the waste tube coming off my disc sander. At Flair we had a sander that you plugged your vacuum into so that when you turned the sander on the vacuum started as well.

Ian Richardson, an expert aeromodeller, fully understood the principles involved in sanding when he developed his popular Perma-Grit line of products. A good grit bonded to an unyielding surface is the secret that Ian realised many years ago.

That is why his sanding blocks and specialist tools are so good. Initially, the price seems excessive, but ask any modeller, or homebuilder, who uses Perma-Grit products

what he/she thinks of them, and you will be hard pushed to get a negative comment. I hasten to add, after that glowing report, I am not on a commission, but I am a big fan of the tools, which I do sell at my home-based woodwork classes.

You will also need sandpapers to use by hand. I generally have available to me 60, 80 and 100 grit aluminium oxide papers and 12, 180 and 240 grit 3M Tri Mite papers.

Clamping, stapling, pins and screws

G clamps I guess everyone knows what a G clamp is and they come in many sizes. Generally, except for very small ones, they are heavy. Real pressure can be brought to bear by even the smallest G clamp and it is easy to

Above An assortment of clamps, including G-Clamps, quick clamps (trigger grip), spring clamps and small and large sash clamps.

Below Perma-Grit tools are excellent and available in a number of different shapes, grits and sizes.

Above left Berna Assembly Clamps can be used to apply pressure sensitivity similar to the human hand to specific points. They can also be reversed to apply a spreading force.

Above right Spring clamps come in a range of sizes.

overdo it. An aircraft structure, before completion, is a fragile beast and has to be treated as such, so be careful not to overload it with heavy clamps. Sometimes the weight can be used to advantage. On the Safari I am now just completing a few of the large plywood ribs that were warped. This is not unusual and not something to complain to the manufacturer over. The ribs, like so many modern aircraft, are placed over two large aluminium spars. Having tack glued the ribs accurately across one of the spars it is an easy task to pull the other end into position on the second spar. Then, to eradicate the warp, 3in G clamps are clamped to the top edge and all from the same side meaning that the rib is eccentrically loaded.

With a bit of experimentation, the rib can be positioned correctly, without a warp, and the second spar tack glued. Larger G clamps are only useful when clamping something like spars to the building table, or maybe the plywood skin on a fuselage using a load spreading batten.

Speed clamps have many uses, but again not generally on light components. These vary tremendously in price, and I have found that cheap ones have a tendency to come off if you so much as breathe on them. I also do have some small, very light speed clamps that I find useful.

Clothes peg (spring) clamps come in all sizes and have many uses as they are quick to fit.

Below (right) Use caution removing staples one the glue has set.

Cleco clamps are ingenious little things and more suited to a metal aircraft structure but I still find uses for them in construction of a timber aircraft.

Sash Clamps really come into their own when framing up a wooden fuselage. I have two that will clamp up to 24in and two that will clamp up to 30in. I also have some small, very light ones that can be used on a fragile structure without distressing it.

Below (left) Stapling – protect the material being glued with a sacrificial strip.

Stapling Another form of clamping is to use staples. Let’s imagine you are skinning a fuselage side with plywood. It may well be that you can get to use G clamps around the perimeter if you have thought about the size of the workbench on which you are going to build. But what about the central areas of the ply area that is probably around 600mm wide? Staples will be the answer here, but a little thought has to go into it first.

Start by laying your sheet on the fuselage side structure. The ply is usually best to be a little oversize so that it can be trimmed accurately to the timber structure after fixing. Fit some datum blocks to the bench so that when you put the ply on after applying the adhesive you know it will go back in exactly the same place. Remove the ply and mark extended centre lines down onto the bench for all the uprights and diagonals in the side. Replace the ply and, in pencil, mark on the ply those centre lines.

Remove the ply, add adhesive and place the ply back on to the datums. If you are able to do so, clamp the outer perimeter with a spreader batten and G clamps. Lay some soft, thin, say 12mm wide strips of sacrificial plywood or similar (modellers 2mm lite ply is perfect) centred over the centrelines and staple through at about 50mm c/c. This sacrificial ply has three benefits. It tends to spread the load between staples, it avoids a bar mark between staple holes on the fuselage ply (believe it or not, these could actually telegraph their presence through the covering), and most importantly it allows you to get under the staples to remove them. My dad’s old letter opener (if you remember those you must be as old as me) has been modified to effortlessly achieve this task.

Pins Of course, there are situations that cannot be clamped or stapled. Then ideally, you will use a brass panel pin. I always thought that the ones I used on my Issacs Fury and the Z1RA were called ‘gimp pins’. But not so, they are called panel pins, which I thought was the pin with a diamond shaped head so that when knocked into timber only a tiny tip of the head was flush with the surface. So, we live and learn… The problem is that they don’t appear to be easy to find. I found some at 25mm long, but what is really needed is around 12-15mm. I found some plated ones, but I don’t think you can trust plating, and I would only use brass, and on occasion stainless steel, in timber.

The situation where I used pins on the Z1RA and the Fury was the same one. The forward bulkhead ply of the locker behind the pilot’s head overlaps the plywood former behind the seat so it is not possible to clamp. As I was going to have a varnished natural plywood finish in the cockpit of both aircraft I couldn’t use staples.

So, a pencil line was drawn on the overlapping ply on the centreline of the top cross member of the former behind the seat, then 1mm holes were drilled at about 40mm c/c along the line. The pencil line was then rubbed out. When the time came, the overlapping ply was clamped to its laminated hoop former, and the pins knocked in flush with a pein hammer initially using forceps to hold the pins with their points in the 1mm holes. Later, when it comes to varnishing, the plywood is sanded, which also brightens up the pinheads.

Screws I used screws to clamp the wingtip bows to the ends of the main and rear spars. I know it is not ideal to screw into end grain, but in this instance the screws are only acting as clamps until the glue has cured. Later, of

course, biscuits will be added to lock the wingtip into place. First check that your screws are brass all through, and not just plated, with a magnet or even cutting one.

When you are happy with the positioning of the wingtip, drill pilot holes of about 2.5mm through the tip and on into the ends of the spars. Remove the tip and open out the holes in it to a clearance size for the plain shank of the screw. I am talking proper screws here, not the modern screws with a parallel thread all the way up to the head.

Finally countersink the tip a little deeply so that the screw head will be nigh on buried. A file will take off the two edges if required. Now add the

Above Using panel pins.

Below Using screws to hold a wingtip bow

Coaching Corner…

In the first of two parts on the subject of lookout, Head of PCS David Cockburn, considers factors and techniques to get the best from a pilot’s visual scan…

There we were, in the middle of a navigation exercise, watching an aircraft which was supposed to give way to us getting bigger and bigger in the same place in the left half of the windscreen. My student was getting quite concerned, but I used the opportunity to reinforce the Rules of the Air –‘notwithstanding the Rules pertaining to right of way, nothing absolves the pilot-in-command of his responsibility for avoiding collisions’. Eventually the other aircraft had approached as close as I dared allow, so we descended to keep him in sight and passed underneath him.

Was it an airprox? No, because we had him in sight all the time and there was no risk of collision. But what was going on in the other cockpit? Where was that vital accident prevention system – the lookout?

‘See and avoid’ is behind all the freedoms we have to operate in UK airspace. Mid-air collisions are fortunately relatively rare, but when they occur they tend to hit the headlines. For that reason, and because, if it ever did happen, no pilot could believe their skill can do anything to prevent a fatality, we would expect lookout to be extremely high on our list of priorities. However, it would seem that it isn’t!

Not that just ‘looking out’ is any guarantee that we shall see something which might hurt us. The Human Factors section of the PPL syllabus describes many reasons why a pilot may not see an object. We learn about the ‘blind spot’, ‘empty field myopia’, the restricted field of effective vision, obstructions in the field of view, lack of contrast between objects and their background, and time spent readjusting focus and light saturation. Searching the sky is tiring, and we’ve got to check the instruments – so many things combine to prevent us spotting an aircraft in time to do anything about it.

Should we worry, though? The sky is huge, and there aren’t that many aircraft around. Divide the available sky by all our aircraft and the chances of being in the exact same place as someone else seem pretty slim. Could we not just rely on statistics and fate to avoid collisions?

Sadly, no. Simplistic calculations may convince us that we are pretty safe, but we are never in the happy situation of having all that huge sky to move about in. We are

funnelled into narrow lanes by airspace reservations, traffic patterns, and cloud… and to save fuel we all tend to fly directly from one of these funnels to another. To simplify navigation, we travel between major easily identifiable features or radio navigation beacons. The chances of us hitting each other are far too great for comfort, so we need to do something about it.

First of all, where should we be looking (where is the ‘threat’ going to come from)? Unlike military pilots who are taught to look for an enemy trying to get on their tail, our greatest threat is likely to be another aircraft like our own, or at least something travelling at a similar speed. Our main ‘threat’ is likely to be in front of us (yes, military jets can come from any direction, especially at low level, but most of them are deployed elsewhere these days, and they try to avoid our cruising altitudes).

If the collision threat is in front of us, that’s where we should be concentrating our lookout. Come to think of it, there’s quite a lot ahead of us that we ought to be looking out for. Apart from birds, which also present a collision threat, we need to find our next navigation feature. If we wait until we’re right on top of that feature before we concentrate on it, we look down, and any collision threat will be outside our field of effective vision. We should look for our navigation features early, while they’re still close to the horizon. The weather ahead will also be in that field of vision. Concentrating on distant objects will also prevent that ‘empty field myopia’. And when looking for features, we’ll need to manoeuvre the aircraft to see past our airframe, and collision threats are less likely to remain in a steady position in our field of view.

And the horizon ahead allows us to spot early changes in our aircraft attitude. If we return the aircraft to its intended attitude as soon as it alters, the heading or altitude won’t have time to change, reducing the number of times we have to look inside at the instruments.

OK, so what do we need to look at inside the cockpit, and for how long? The altimeter of course, and the DI (or equivalent) are probably the ones we need to look at most often, especially if in, or near, controlled airspace. We probably also want to check the slip ball, ASI and engine power gauge fairly frequently, and carry out routine checks. In addition we’re going to have to look at the map and/or flight log, plus our electronic navigation devices.

But looking inside shouldn’t take a lot of time. One good thing about how our eyes and brain work to create vision, is that we all have an ‘iconic memory’; whatever our eyes see is ‘remembered’ by the brain for almost a

“

But looking inside the cockpit shouldn’t take a lot of time”

second after we have stopped looking at it. So after a glance at the altimeter for example, the position of the pointers is effectively ‘printed’ on our eyes for about a second. We can use this to reduce the length of time we look at a particular instrument.

Military pilots are taught to think about what instrument indications they expect, BEFORE they glance inside. After that glance, while looking out again, they consider where the pointers were in relation to where they were expected. The difference gives an indication of how much to change the aircraft attitude to correct. What a great idea if we could train ourselves to do the same! It’s not difficult, but like many things it does take a bit of self-discipline.

Another way to increase the time available to look out is to bring anything we need to read, such as a chart, checklist, portable device or flight log, up into our field of vision, on or perhaps just below, the coaming. That’s a lot better than looking down at our knees, which involves unnecessary time moving our eyes, and then readjusting them to a different light level. If our pre-flight preparation has included learning what the navigation features we are going to use will look like, and when and where they will appear, that considerably reduces the time spent looking at a map or screen.

Let’s be practical. Two aircraft flying head on towards each other at 120kt in conditions of three kilometres flight visibility will in theory be visible to each other for 24 seconds before they hit. However, trials have indicated that even in good visibility pilots are unlikely to see each other at that range – more likely to have about 15 seconds to spot and avoid. Five seconds should be the absolute maximum time we allow our eyes to stay away from the danger zone!

Keeping eyes still…

How should we make the best use of the time available fort lookout? Different instructors teach different methods, and if your scan works for you, then don’t change it! However, whatever method we use, wherever we’re looking, we need to keep our eyes still for about a second at a time (longer if we are of more mature years) to allow them to readjust and ‘see’ a threat; these ‘jerks’ are called ‘saccades’ in many books.

The most likely threat will come from within

Above

Below right (figure 1) A basic lookout scan

(figure 2) … and how that scan might be modified.

Bottom Search online for CAA SafetySense leaflet 13.

about 40-50° of our direction of travel. When straight and level, it’s logical to start from the horizon directly in front (confirming the aircraft’s attitude) then move one’s eyes to one side by about 10° at a time (our effective field of view for a static object is about 6-7° around where we’re looking). We can then return our attention to the view in front of us before scanning along the horizon in the other direction. Three or maybe four ‘saccades’ each way should be enough, so unless we see something which requires action, each basic left-right scan should last less than 10 seconds. If looking for a navigation feature, we can start from the direction we expect to see that.

If we are climbing, it’s logical to scan just above the horizon; if descending, just below. If we have been thinking about an instrument during the scan, we can glance inside while we are returning our eyes to the front. If a pillar obstructs the view, we need to move our head to include the area behind it.

wing the prevent

However, the danger may come from anywhere, so we do need to check the whole sky. When not checking instruments or maps, we can follow every basic left-right scan by searching a less critical area. For example, we could return our eyes to the front in a ‘saccading’ scan 10° above the horizon, and on the next return below the horizon. Every now and again, the right scan could be extended all the way round to the right wingtip, and on a later scan to the left. A check behind is also required occasionally, especially when climbing, and we need to regularly move the wing and any other part of the structure that might prevent us seeing a threat. We also need to remember that we have a natural tendency, when we do spot something, to concentrate on it. If it’s not a threat, note it but go back to the scan!

• For more detail I suggest the CAA’s SafetySense leaflet 13 Collision Avoidance ■

Elements of a lookout scan –outside for 1 to 6, quick panel check 7 and 8, then back out 9 to 13, before a quick sweep both ways on 14.

Figure 1

Figure 2

2 3 4

The latest LAA Engineering topics and investigations. Compiled by Jerry Parr

Engineering Matters

Including: Don’t deviate when replacing parts, tracing intermittent ignition faults, duplicate inspections, and withdrawal of LAA PO Box number

Welcome 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

Propeller attachment bolts

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

On inspecting some replacement propeller attachment bolts for a Woodcomp propeller to be fitted to a Rotax 503, LAA Inspector, Dave Whitelaw, was surprised to see that the new parts (supplied by the UK importer for the propeller) were fully threaded. This meant that the portion of the bolt that sat inside the crankshaft propeller

attachment flange was threaded. The original propeller bolts had an unthreaded portion of the shank.

While the use of fully threaded bolts is certainly not in accordance with good engineering (or aviation) practice, if the component manufacturer states that these are the correct, then they can be used.

It is always worth contacting the supplier or manufacturer when finding a change between a newly supplied component, there is always the possibility that an incorrect part has been dispatched.

The UK importer was contacted in this instance and assured that the bolts, as supplied, were the correct ones.

Above The new fully threaded bolt can be seen on the right-hand side, the original bolt with an unthreaded portion of the shank is on the left.

Duplicate inspection

When carrying out a duplicate inspection, remember that it is not just an inspection to ensure an item has been correctly installed. The duplicate inspection is also to ensure freedom of movement of the component, correct range of movement and movement in the correct sense.

From time to time, we receive copies of worksheets following an engine removal and refit, for instance, where it is stated that a duplicate inspection was not required because the throttle had not been disconnected.

LAA PO BOX/G-INFO facility

Royal Mail currently charges more than £400 per year in order to hold a PO Box number. The benefit of the LAA having a PO Box address was two-fold: firstly, it enabled the post to be collected directly from the local delivery office first thing in the morning (which aided the rapid turn round of Permit to Fly revalidations). Secondly, it made it possible to offer a PO Box address alternative for aircraft owners to use as their aircraft’s registered address.

With the planned updates to the Permit to Fly revalidation application process, which will allow scanned PDF documents to be emailed to LAA Engineering, there will no longer be a need for an early morning post collection.

Additionally, although the LAA-administered fleet totals more than 4,000 aircraft, there are currently only 15 owners using the LAA PO Box/G-INFO facility.

Due to the cost of maintaining the PO Box number, it has been decided that the LAA can no longer justify the expense and has therefore withdrawn the PO Box/G-INFO facility.

Owners of aircraft currently using the LAA as their registered address, are requested to contact the CAA and change the registered address accordingly.

The LAA PO Box number will be withdrawn in January 2023.

Permit process revamp

LAA Engineering Chief Technical Officer

Jon Viner previews some changes to the Permit system for 2023

Every aircraft flying on a Permit to Fly in the UK needs a regular check to help ensure that the aircraft remains airworthy and in a fit state for further flights. Just like a car and its annual MOT test, it’s the responsibility of the owner to keep the aircraft airworthy throughout the year, with an LAA Inspector checking the aircraft annually to review the owner’s good care of the aircraft and, if necessary, advising the owner where remedial action is needed.

The current Permit revalidation process (often referred to as the ‘Permit renewal’ process) has been largely unaltered for decades, and while it generally works well and applications are usually turned around the same day, there’s room for improvement and modernisation. As well as updating the process to avoid having to post paper documents back and forward, we’ve looked at how we can better align with what the CAA expects of the process and at how other organisations run similar processes.

In addition to performing the basic function of verifying the airworthiness of an aircraft, we want the process to add value in terms of safety, education and transparency for our members. For instance, we intend that more of the details which we hold on our database for an aircraft will be visible to owners, and that Inspectors will also be able to access this information.

We’ll be describing the process in more detail in the February edition of Light Aviation, currently with a view to going live in February. However, we’d like to outline our plans here.

The first thing to say is that the work involved in checking an aircraft at its ‘annual’ will be largely unchanged from what should be done at the moment.

The second is that the biggest change will be decoupling the check flight from the annual inspection / airworthiness review. The check flight is not a ‘post-maintenance’ activity, it’s an objective check that the aircraft is handling and performing as expected for the type. Consequently, we’ll be allowing this to be done at any time in the 12 months preceding the revalidation application. We’re expecting that this will enable more wintertime maintenance / inspection activity as the weather will be much less of a factor, hopefully enabling more summer flying – and spreading the workload in Engineering more evenly through the year.

The process will be a little different. The three elements of the application – the owner’s declaration, the Inspector’s airworthiness review and the check flight – will be split into three separate forms, all available on the LAA’s website. This is to facilitate the electronic submission of the forms, if desired.

The idea is that each form can either be printed, signed and posted in a traditional way, or completed electronically and emailed to Engineering as PDF files (or a combination of both methods). The inspection side of things is slightly re-aligned to better mirror the CAA’s requirements in BCAR Section A, and to better record things like checks on ADs and MPDs.

In the meantime, we’re busy finalising the forms, putting together comprehensive guidance material, making IT changes and preparing to give the Inspectors appropriate training. Until we ‘go live’ with the new system, the current system will continue to operate in the normal way.

Above Duplicate inspections involve a number of checks, not just the physical attachment points.

Chief Inspector update

LAA Chief Inspector

Lucy Wootton brings us up to date on her first three months in the job

It has been a very busy first three months in post for me and I would like to take this opportunity to thank so many members and Inspectors for being so welcoming. I have certainly learned a great deal.

Since the beginning of September, I have been on many airfield visits, but my longest trip was a week-and-a-half spent visiting Inspectors and carrying out aircraft audits in Scotland. I was fortunate to visit Portmoak, Leuchars, Easter, Perth and Aboyne airfields and meet several Inspectors – Paul Jenkins, Alister Sutherland, Mark Recht, Hamish Eagleton and Peter Murray – all putting in a great deal of effort to keep LAA members flying in Scotland. Thank you.

As part of LAA’s Aircraft Continued Airworthiness Monitoring (ACAM) system, I had opportunities to audit four aircraft and their paperwork. This is part of LAA Engineering’s Quality Management System and helps us monitor the condition of the fleet. I will be doing many more ACAMs in the future, so I may ask to come and view your aircraft, or one that you inspect as an Inspector.

I am also pleased to welcome four new Inspectors to the LAA inspection system – Chris Rose, Callum Hall, Tom Watson and David Manifold. I interviewed Chris while I was on my travels in Scotland. I arrived at Perth Airport to not only be met by Chris, but also his referees, Hamish and Peter (see photo), for some moral support! He passed with flying colours – well done Chris and thanks to Hamish and Peter for your excellent tuition.

Callum, Tom and David came to my first Inspector ‘Induction and Interview’ day at Turweston at the start of December. This is a new initiative for potential Inspectors that reach the interview and examination stage. Going forward, I will invite three potential Inspectors at a time to come to one of these days, where the morning is spent going through a formal induction to the role of an LAA Inspector, with lots of discussion, followed by the examination and interview. They all reported to have really enjoyed the day. Callum becomes the LAA’s youngest Inspector. He also enjoys flying LAA aircraft, in particular a Rollason Condor. Congratulations Callum!

I have also been busy keeping current Inspectors up-todate, including running an Inspector Training Seminar at the Shuttleworth Collection at the end of November, which had 26 Inspectors in attendance. I’d like to thank my predecessor Ken Craigie, plus Andy Draper and Jerry Parr from the Engineering office for their support with running the day.

Back at HQ, I have started sending out monthly Inspector updates and updating the Inspector application and aircraft audit processes. There are some exciting plans for LAA aircraft inspection in 2023, including additional online training via Zoom for Inspectors in areas that some Inspectors find more challenging. I will also be updating ‘SPARS Procedures,’ the document which outlines the procedures that LAA Inspectors must follow.

Much of the work I have been doing on processes and procedures will be published on the LAA website in due course for ease of access.

Watch this space…

Equipment software updates

Many manufacturers of avionics and electronic flight information systems (EFIS) provide a means of updating the software of their products ‘locally’ by the owner or maintenance engineer.

Updates vary in content from increasing and updating features available on an EFIS screen, to fixing bugs or even, as has been the case with some 8.33 kHz VHF comms, coming up with a fix for specific issues discovered in operation such as reducing background ‘interference’.

With the numbers of units sold, the best way that manufacturers can inform owners and operators of their equipment about updates, is via their website or by an email subscription service. Most manufacturers these days offer such a service and obviously it is up to the owner or operator to set up the subscription.

One example of this, is the recent Garmin ‘Mandatory’ Service Bulletin No 22112: ‘Automatic Trim/GDU 4xx Reset’, which concerns Garmin G3X, G3X TOUCH and G5 equipment with GSA 28 autopilot servos connected to trim actuators.

In G3X, G3X Touch, and G5 systems with GSA 28 autopilot servos connected to trim actuators, an uncommanded automatic trim runaway may occur when the autopilot is first engaged.

The associated warning from Garmin is that ‘engagement of the autopilot with this condition may result in an uncommanded deviation from the intended or desired flight path’. Additionally, the G3X Touch display may intermittently reset during flight.

The Service Bulletin contains instructions to load G5, G3X, and G3X Touch (updated) software and Garmin recommend that installations must incorporate the software update as soon as practical.

Above Tom Watson is also a new Inspector.

Left New Scottish Inspector Chris Rose, with his two referees, Peter and Hamish.

Below left David Manifold.

Below Presentation at Shuttleworth.

Above left Our youngest Inspector, Callum Hall.

Wiring loom chafing

Intermittent ignition faults can be hard work to trace, and recently LAA Inspector, Steve Cooper, was pleased to finally discover the cause of an occasional misfire of a Rotax 914.

The eventual cause was found to be

Recent Alerts & AILs

Please refer to the Engineering section of the LAA website for the most current information.

Andair fuel pumps and ethanol-based fuels Service Alert Issued 06 Oct 2022: Fuel Pumps

This service alert applies to all Andair fuel pump models e.g., PX375-TC, PX500-TC, PX375D-PR, PX375-S, etc.

It has come to our attention that the use of ethanol-based fuel (E10, E15, etc) over time can cause detriment and weakness to the epoxy adhesive/potting compound used in our pump models.

Eventually this will inhibit conforming / working functionality of pump components.

LAA Engineering charges

LAA Project Registration

Kit Built Aircraft £300

Plans Built Aircraft £50

Initial Permit issue

Up to 450kg £500

451-999kg £600

1,000kg and above £700

Permit Revalidation

(can now be paid online via LAA Shop)

Up to 450kg £190

451-999kg £240

1,000kg and above £275

Factory-built gyroplanes* (all weights) £285

*Gyros note: if the last Renewal wasn’t

where the ignition wiring loom sat next to a stainless steel fuel line and, not only was the insulation worn through, there was a substantial wear mark on the fuel line.

No matter how smooth running an engine might appear to be, neighbouring

components will move about at different relative rates.

Adequate P-clamps, cushion clamps and (decent quality, properly installed) cable ties should prevent chafing occurring.

We encourage all customers using ethanolbased fuels with Andair pump models to discontinue immediately and contact Andair for guidance, or to return their units for inspection, repair/replacement.

We are currently working on a solution to resolve this matter, so all fuel types are sufficient without risk or harm to your Andair pump model. In the meantime, we strongly urge you to suspend the use of ethanol-based fuel until further notice.

The use of UL91, avgas 100LL, UL94 & Swift 100R is safe and satisfactory in all Andair products.

GARMIN G3X, G3X TOUCH and G5 with GSA 28 autopilot servos connected to trim

administered by the LAA, an extra fee of £125 applies

Modification application

Prototype modification minimum £60

Repeat modification minimum £30 Transfer

(from C of A to Permit or CAA Permit to LAA Permit)

Up to 450kg £150

451 to 999kg £250

1,000kg and above £350

Four-seat aircraft

Manufacturer’s/agent’s type acceptance fee £2,000

Project registration royalty £50

actuators. ‘Mandatory’ Service Bulletin No 22112: Automatic Trim/GDU 4xx Reset In G3X, G3X Touch, and G5 systems with GSA 28 autopilot servos connected to trim actuators, an uncommanded automatic trim runaway may occur when the autopilot is first engaged.

WARNING: Engagement of the autopilot with this condition may result in an uncommanded deviation from the intended or desired flight path.

The G3X Touch display may intermittently reset during flight.

Description: This Service Bulletin contains instructions to load G5, G3X, and G3X Touch (updated) software. All installations must incorporate this update as soon as practical.

Category change

Group A to microlight £150

Microlight to Group A £150

Change of G-Registration fee

Issue of Permit documents following G-Reg change £55

Replacement Documents

Lost, stolen etc (fee is per document) £20

PLEASE NOTE: When you’re submitting documents using an A4-sized envelope, a first-class stamp is insufficient postage.

The chafed wiring loom and fuel pipe on a Rotax 914.

Patrouille Turbulent

Grass airstrips are often pretty. Laddingford is no exception… with long grass it looks more like a meadow in a village. On one side is a former pub, Georgian and painted white with black windows. A tiny wooden bridge crosses a stream onto the airfield. A red-brick, former oast borders the other side. One August morning, in the middle of this idyllic rural scene, stood five Turbulents. Two were red, two yellow, and the fifth sported a yellow underside and white top separated by a blue speed stripe: the colours of British Caledonian in the 1960s. The Turbulent is already a pretty aircraft, but five of them lined up against the intense blue of an August morning sky looked like a picture postcard.

Five rather less pretty looking pilots were arriving to fly

them to France. Alex, with designer stubble and black floppy hair hanging over a pair of aviator sunglasses, was to lead us. He would fly BZ, a yellow Turbulent with red stripes on the wings. His fluent French would come in useful. Bro, fluent in Franglais, was to fly SY, the British Caledonian aircraft. His engineering skills would (unfortunately) come in equally handy.

Andrew, a tall, clean-cut British Airways first officer, was looking forward to swapping his A320 for something rather smaller. A little too small, in fact: getting his six-plus feet frame into a Turbulent is something that can’t be achieved without more than the usual degree of discomfort. Only VZ, one of the red Turbs, would fit his knees under the instrument panel, and even that was a squeeze requiring the thinnest of cushions.

Richard, the Turbulent Team’s ‘Gandalf’ and formation

Above (l-r) Alex Reynier, Richard “Apricot” Meredith, David “Bro” Brothers, Andy “Bananaman” Monk and the author, Richard Vary.

With a display to fly in deepest France, the Turbulent Team packed their tiny machines and headed off on an epic 1,000nm trip…

instructor was to fly IZ, which was one of the first Turbulents made by Rollasons. Originally white, it has been rebuilt in red, with a longer cockpit. Showing the wisdom that comes with age, Richard has utilised this additional space by fitting a luxuriously thick padded seat.

I was to fly MZ, the other yellow aircraft which distinguishes itself by being the slowest of the fleet.

Despite waking too early, I managed to arrive late. I needn’t have hurried. A cold front lingered over the French coast. Cloud base at Le Touquet was 700ft.

“Our display authorisation clears us down to three feet, so we have 697ft of headroom,” suggested Andy, quick to throw off the constraints of his day job. Our alternate was Calais, which had clear weather. As we were intending to head south-west, Calais was a few miles in the wrong direction and when you average 65kt, a few miles matters.

And so we waited, periodically demanding tea from aspiring team member Steve, who had kindly come over to help us get under way and deserved rather more thanks than we were giving him.

Eventually the weather radar showed the cloud moving. We departed, forming up to a broad Vic formation. With Alex’s yellow aircraft in the lead, we put the two reds in two and three, then two more yellows, evenly spaced out

Above (left) Bananaman in position two, over Kent.

Above (right) Apricot follows Alex over the Channel

Below Bro, Bananaman and the author move to left echelon, approaching Bernay.

to look pretty against the intense blue sky. In these days of camera phones and Instagram, formations can’t ever afford to relax.

“Two aircraft have already turned back from Le Touquet this morning,” London Information told us over the radio. “Thanks, we think it’s clearing,” Alex replied. The parched yellows and browns of the Kent countryside beneath us gave way to the blue of the channel. To our left the white cliffs of Dover shone in the sun. Ahead the outline of Cap Gris Nez was already visible. I looked for yachts, gleaming white and heeling as they beat into the north easterly breeze blowing down the Channel. The advice was to ditch near one because they are better able to stop and pick you up than some of the larger ships. And they carry gin.

It was a beautiful, calm and serene crossing. The deep blue of the sea, the intense blue of the sky and the pretty reds and yellows of the aircraft were breathtaking. All too

“Calais was a few miles in the wrong direction – and when you average 65kt, a few miles really does matter ”

quickly Le Touquet was in sight. Others were complaining of Turb Bum: the pain one experiences when sitting in a Turbulent for any length of time. Richard, in the flying armchair that is IZ, had no such problems. And nor did I – although MZ was a standard club aeroplane, my secret weapon was a pillowcase stuffed with polystyrene beads. I could wiggle my backside into it to make a perfectly shaped nest that cocooned the tender areas from discomfort. I could happily fly all day, quietly enjoying the agony of my companions.

I’ve never been one of those pilots who ‘pops over to Le Touquet for lunch’, but I may become one. The airport restaurant was superb. Reluctantly we climbed back into our machines for the next leg. “Patrouille Turbulent,” Alex began the call. Oh, that sounded good. Patrouille is merely the French word for a formation of aircraft, but it sounds so much more impressive. “Patrouille Turbulent, authorisé décollage piste trente-et-un,” the controller replied. Chests puffed out and heads high, imagining that we were a flight of Nieuports or Mirages, we taxied out in perfect order. Then, disaster. IZ wasn’t charging. We limped ignominiously back to the apron.

The problem was worse than we feared. A pulley on the back of the engine had disintegrated. It is a design flaw of the Turbulent that most of the interesting bits of the engine are on the back of it, but as a result if there is one thing that the Turbulent team has become good at, it’s removing engines. A kind local flight maintenance organisation lent us an engine crane and some spanners, and before we knew it Alan, Adam and Bro had the engine off, and stripped the remaining bits of the pulley off the back of the crank. Ever helpful, Andrew had lined up the spanners in length order and was playing them as if they were a xylophone. Bro sent photographs and measurements to Steve in the UK, and a replacement was in train. But, for IZ, Le Touquet was as far into France as she would go. We covered her up and left her in the corner of a hangar.

Thirty minutes later, four pretty yellow and red aircraft in a diamond formation were following the French coast, over the broad sandy beaches of the Baie de Somme. The air was calm, and I was taking advantage of the still smooth conditions to tuck in tight to Alex, wingtips effortlessly overlapping. On the sand below were black shapes, flopping into – and out of – the green water. “What are those?” “Seals!”. We watched fascinated until they disappeared under our tailplanes.

Reluctantly we left the white and blue of the coast and headed inland towards Rouen. With the delay at

“

'IZ was not charging. The problem was worse than we feared. A pulley on the back of the engine had disintegrated”

Above Fuel on, switches off, getting ready to start.

Above (right) Right downwind for Le Mans, the starting straight and stands below us.

Right “Don’t look back in Angers. Passing through Angers-Loire airport”.

Below Visor our tails as we set off from Rouen.

Le Touquet this was as far as we could go that day. Ahead lay thunder clouds, another reason not to continue. Alex called up Rouen on the radio “Rouen, Patrouille Turbulent…” A female voice came on the radio and they chatted in French for quite a while. I wasn’t initially concerned: I have flown with Alex before when we’ve had a female controller. He is so naturally charming that somehow all RT protocol goes out of the window. Needless to say, he always gets exactly the clearance he asks for, and everyone listening to the encounter goes away refreshed and smiling at the joy of life. It’s sickening. But this time, all was not going quite so well. There was a lot of discussion, negotiation, bargaining and repetition. The controller was laughing nervously, which is never a good sign. The problem, it seems, is that Rouen is Class D airspace, and to enter it we needed a transponder, which we did not have. This had all been arranged in advance by email and we had the necessary permissions, but that had not reached the controller on duty. However, with thunderclouds now gradually surrounding Rouen, she was not going to make us divert. “What’s the briefing?” asked Bro. “Twenty-two left, follow me,” replied Alex. Then he pointed at me, and over his shoulder, to move aircraft three and four from a diamond formation into a right echelon (where each aircraft is alongside and slightly behind the other). I made eye contact with four and we descended 10ft and slid across under the tails of the others, before climbing into position. We sat in echelon for another minute, the runway passing alongside us before Alex waved goodbye and disappeared onto an impossibly short final. Bro followed. I gave it three more seconds then broke, leaving the fourth aircraft to follow me in. We landed in stream on the enormous tarmac runway, taxied to the pumps and shut down as the first raindrops started to fall. Running towards us bearing an armful of chocks was Emilie, the controller. She could not do enough for us. Did we have somewhere to stay? She would drive us into Rouen, and help find a hotel.

Boys will be boys…

The next morning, we returned to the airport. Rouen is a proper airport, with a terminal, check-in desks and a baggage system. But it was deserted. I put my flying helmet on a baggage trolley and wheeled it around for giggles. Andy sat behind the check-in desk demanding to see passports: “Window or aisle, sir?” I climbed up the baggage conveyor. Then we remembered that there was CCTV and felt ashamed. Leaving Alex to apologise, we untied the Turbulents and got ready to go.

Our next leg was to Le Mans. For this leg Bro swapped out to let Adam fly. Jovial, round and bearded, Adam has rebuilt a Turbulent in the UK and knows them inside out. He also has a dark flying helmet, with a black tinted visor, which makes him look like he should be flying a Tie Fighter rather than a Turb. He was to fly SY in position four: a bandit on my tail…

This was our first leg flying across France proper. The clear blue sky was broken by some substantial cumulus clouds ahead, well above the level at which we would fly. The curling loops of the Seine slipped behind us. Tree-covered valleys gradually gave way to a flatter

landscape, with paddocks, gallops and stables. We left the clouds behind. The aircraft droned on, oscillating gently up and down relative to each other, but otherwise suspended. The deep blue above remained unmoving. Landscape slid past underneath, to reveal more of the same. To our right and left the horizon stretched away endlessly.

“Big, innit,” came a voice on formation frequency. “What is?” Alex asked. “France,” replied the voice. “Yes. It is,” Alex replied. We droned on.

“Alouette, gentille Alouette”. Andy was singing on frequency. “Alouette, je te plumerai,” I joined in. Neither of us knew any more words, so it died there.

Andy’s red Turb was now surging ahead, out of

“We landed in stream on the enormous tarmac runway, taxied to the pumps and shut down as the first raindrops started to fall”

Below The burning blue skies of France.

formation position. I looked across at him: what on Earth was he doing? Silhouetted against the blue, stick between his knees, throttle locked, he was peeling and eating a banana in an open cockpit. “I’ve got some biscuits too,” he slurred, mouth full of banana. “Give us one then.” Adam’s Turb surged forward to catch up.

But Alex was waggling his wings, the signal for us to close up and look pretty. There was an airfield ahead: a grass strip in front of a chateau. We could see the outline of a flexwing microlight laid out on the grass, with figures around it. We tucked in tight into box formation as we passed by, and could see the figures pointing up. There was a flash, perhaps sunlight on a camera lens. Once past, we opened up to a more comfortable spread.

As Le Mans approached, we reverted to a tighter formation. We would join downwind for a right hand circuit. Alex pointed at Bananaman, who by now had finished the fruit course and was most of the way through his biscuits, and then pointed behind his head, the signal to move to echelon. Andy made what eye contact he could with the

black menacing visor that was Adam, and together they slid across. Below us were laid out the legendary stands of the Le Mans track, and the starting grid. Alex waved and disappeared onto final, I followed and the others came in behind. We taxied over to the terminal. This was only a brief stop for fuel and to take on a lot of water as the day was starting to get hot. The ground crew had sailed straight past, Alan later telling us that he had taken the legendary Mulsanne straight at nearly 70km/hr in his Mondeo. Our next stop was Cholet, for lunch, where we would all meet up.

Cholet is Mecca for Turbulents, as this is where Roger Druine built the first D3 Turbulent. On landing the airfield appeared deserted except for two huge Dassault Flamants (Flamingos) parked nose to tail. But on taxying in we were quickly met by interested locals, and a small shy child who wanted to look at the aircraft. We gave him a Turbulent Team sticker, and set off on the two mile walk into town. The sun was beating down and the tarmac was getting sticky. We passed fields of corn, and a signpost which seemed to have a group of holes near the centre. Then another signpost, warning of pedestrians, with quite a distinct group of shots through the head of the leading figure. They have rednecks in the Loire valley, too.

Alan, Richard and Bro were waiting for us at a long café table under the shade of parasols. The owners spoke no English, so Alex translated at one end of the table, Bro’s fluent franglais carried the middle, and I did my best at the other end. For dessert, the café boasted a range of

“Cholet is Mecca for Turbulents, it is where Roger Druine built the first D3 Turbulent – and we saw two huge Dassault Flamants parked up”

Above MZ joining up into box 4.

ice creams and sorbets, tempting in the heat. Despite our efforts to drink enough we were all thirsty. I described the flavours to the others. “Vanilla, strawberry, chocolate,” were among the usual ones. Pistachio was harder to identify and translate. “And there’s apricot. But no one likes apricot”.

“I’ll have apricot,” said Richard. I looked up in surprise. “You can have two scoops,” offered the waitress, which I translated as “you can have a scoop of something nicer.” “I’ll have two scoops of apricot,” Richard replied, compounding his error. We finished our ice cream, paid and gave the waitress another Turbulent team sticker.

Our afternoon leg was to fly to Jonzac, where we would base our aircraft. Bananaman and Visor would ride out this leg in the comfort of Alan’s Mondeo. Ensconced in my beanbag, I was happy to fly again. So Apricot and Bro would join me and Alex flying the next leg.

Perhaps it was the heat, perhaps it was the boredom, but the formation quickly broke down. Apricot, supposed to be at the back of the formation, was somewhere to our right. Then he swooped in closer and joined me in line abreast. I looked over at him. He pushed his throttle forward: challenging me to a race. I did likewise and we surged ahead of the formation. But poor, slow MZ would never win this… I pitched up, closed the throttle and dropped the nose, tucking in behind him. “Too close for missiles, switching to guns,” I called on the radio. Apricot, realising he’d been tricked, broke right and down, and I followed. “What’s going on?” asked Alex over the radio. “I’m sorry, I have to shoot him,” I replied, swooping behind Apricot so that my imaginary guns swept across his fuselage, then turning back to rake him again. But I’d made a rookie error: carrying too much speed I’d overshot and now the red menace was hard on my tail. “I’m dead,” I admitted, and slowly climbed back into my formation spot. “You deserved that,” replied Alex.

The fields below were now vineyards, green lines against a pale Earth beneath the relentless sun. Alex’s yellow turb shone against the blue sky, the yellow disc of the propeller tips catching the sunlight and creating a halo. On the left, Bro’s yellow and white Turb held position. Behind me two red wings lurked either side of my tailplane: Apricot had sneaked into a killing position once again.

Immaculate airstrip

We arrived at Jonzac, an immaculate airstrip with a perfectly maintained smooth tarmac runway bisecting the parched, cracked land around it. Our host, Jean Claude was waiting for us with open arms, and led us into the beautiful new two storey clubhouse, where he offered us drinks. A club Robin was being thrown out of its usual hangar to make way for our Turbulents.

Waiting on the Tarmac was a modern Hotrod aerobatic machine. “Uh oh” said one of the team. “Why?” I asked? “You’ll find out,” he replied darkly.

Jean-Claude had laid on a hire car for us, a brand new Peugeot. I adopted it as mine: others could travel in the comfort of the Mondeo but I was going to enjoy throwing this little car around the beautiful scenery and winding roads of new Aquitaine. We loaded our bags and headed for the hotel.

There was a problem. The hotel only had two rooms. There were seven of us. We asked about nearby hotels: there were no others. Adam summoned an emergency team meeting.

“Sod this, we’re going to Bordeaux,” was the universal consensus and we jumped back in the cars. Andy and Alan drove, I navigated, and Alex looked up hotels on booking.com, phoning to see which had seven rooms in August and, more importantly, air conditioning. We found one right in the centre. A late dinner in a restaurant in the old quarter, one too many beers and we gratefully fell into our respective beds.

Above (left) Formation pair taking off under the scorching sun.

Above Rouen is well worth a visit.

Challenge on the cobbles…

The next morning I woke early. Determined to see some of Bordeaux, I went for a walk. A little way from the hotel was a park with statues and fountains, and parked beside it was an electric scooter. I have never tried one of these, but I downloaded the app and hired it. What a revelation! What torque! With increasing confidence I hurtled along the river bank. I shot past Andy, who had had a similar idea and set out for a walk. I dived into the old town: with deserted beautiful cobbled streets, mediaeval buildings, stone archways, it was more like Florence. The cobbles were a challenge on the small hard wheels: I had to ride with knees bent, and even so my teeth were rattling together. Eventually I was back close to the hotel. Early morning street cleaners were washing the smooth paved pedestrianised area. I had, by this stage, become a little overconfident on my scooter and took a corner on the wet paving too fast. The scooter slid away from me and I fell on my hip, rolling along the paving. Bruised, a little stiff, I was grateful that none of the team had witnessed my fall. I gingerly rode back to the hotel, dropped off the scooter and tried not to limp as I went into breakfast,

I was greeted with hoots of laughter. I had not realised that the wet paving had left a muddy imprint on the backside of my pale chinos, or up the back of my fresh pale blue shirt. I was not going to get away with it. “Your callsign is now Skidmark” I was duly informed.

We returned to Jonzac to fuel and prepare the aircraft. Turbulents are quite light, and you can pick them up by the tail and wheel them around like a wheelbarrow. As I was walking MZ to the pump, I was accosted by a British voice. “I flew that back in the 1980s, when it was owned by So-and-So,” the owner of the voice announced. “It was immaculate then. Looks like no one’s done anything to it since.” Ouch! Then I realised. This must be the Hotrod pilot.

“Have you crashed it yet?,” he continued. No, this one had not been crashed. He peered at the tank. “3.4 gallons?” he sneered. “I burn that in a single display. How long did it take you to get here then?” I outlined our trip, five flights over two days. “Just a short hop for me”, he laughed, and walked away. It probably was a short hop for him, I thought. His carbon fibre Hotrod was undoubtedly a beautiful machine, and his 350hp engine had nearly ten times the power of the Turbulent’s VW. But, I thought, I’d rather have had the fun, the adventure, the camaraderie of the last two days, however slow and ancient our little aeroplanes were.

“Turbulents are quite light, you can pick them up by the tail and wheel them around like a wheelbarrow”

Above Apricot going through the other way.

Alex bursts a balloon in front of the crowd.

Bananaman waves to the crowd.

Bro gets his balloon in GASSY.

Luca Ocretti

Above Bananaman flies the limbo in the display.

Today was display practice day. The organisers of the airshow, and most importantly General Yvon Goutx of the Armee de l’Air, were to watch a full run through of each display item. They were located at the display site, Mainfonds-Aubeville, which was about 20 minutes away by Turbulent, or 45 minutes by car. We went via a supermarket, picking up water, bread, cheese, and a bag of apricots for Apricot.

It was a good thing we went to look at the site: it was in a valley. On a hilltop to the left of crowd centre, and about 200ft above the runway was a house, looking down on the site. This worried us: part of our display is a limbo where the aircraft descend and fly under a tape in front of the crowd. In the hot thin air they would not climb well afterwards, and we would end up quite low over the house. This may annoy the residents. We rejigged the display routine to minimise the risk, and make sure we had as much height as possible. Then, we watched as two French air force Mirage 2000s flew a low level display, breaking over the house at about 100ft, on full reheat. Maybe we should not have worried.

We watched a graceful practice display by an Italian team in four Pioneers, accompanied by operatic music. We saw a spectacular pairing of a Pitts with a Cap 232, a replica Nieuport and SE5a, and highly polished Fouga Magister jet gleaming in the sunlight. But, interestingly, there was no Hotrod. It turned out that there had been a misunderstanding: our Hotrod pilot had flown his entire practice display overhead Jonzac Airfield – no doubt delighting anyone present but completely invisible to the General, who was watching at Mainfonds-Aubeville.

A highlight of the day for me was to meet Laurent Thomas, a former Armee de l’Air pilot and the constructor of the Nieuport 17. He built it from Graham Lee plans and it was identical in many ways to my Nieuport 11. He spent a long time patiently telling me about it and allowing me to look at it in detail.

Sunday was display day. It started with a briefing at Jonzac, delivered almost entirely in French. Alex could translate for those of us who were not following, and J-C also did so. Outbursts from the back row suggested the Hotrod pilot was not happy: this should be in English, he complained. One part was in English: “I am the boss,” explained the Flight Display Director. “You do what I say.” That bit we understood. He went on to address the Hotrod pilot, who had missed yesterday’s practice: “I want a full run through at Mainfonds before 1030. You do not practise, you do not display. You do not display, we do not pay.” We bit our lips and tried not to smile.

The display itself went off well. We handed out stickers to all the children in the crowd, Bro handing them to the more attractive mums also. I chatted to the Mirage pilot. I mentioned the house and how he’d reassured our worries. He looked embarrassed: “Yes, I pulled round and there it was. Oops. I hope they liked it.”

A strong wind blew directly across the runway towards the crowd, which would make things tricky. Part of the display involves bursting helium balloons in front of the crowd: we inflate them, put them in a duvet cover and Alan releases them one by one. Turbs dive on them and try to hit them with the propeller. The crowd gets quite

Below Apricot taking off in 'MZ.

Bottom The Montgolfiers beginning their race.

excited, cheering the different colours to see who can get the most. Unfortunately the wind was blowing from the direction of a field of six foot sunflowers, so Alan had to pick his way through this. Soon he was completely invisible to those watching, except for the duvet cover full of helium balloons held high above his head. We giggled as we watched his laborious progress from the comfort of our chairs on the other side of the valley.

Returning to Jonzac after the display, the wind was now blowing at 15kt across the glassy-smooth tarmac runway.

“

We saw a spectacular pairing of a Pitts with a Cap 232, a replica Nieuport and SE5a, and Fouga Magister jet gleaming in the sunlight

Luca Ocretti

Turbulents, with a non-steerable tailskid, don’t work well on tarmac, or in crosswinds. Holding tails high on the run out, three made it down without problems, but a fourth weathercocked into wind as it slowed, and headed for a runway light. Killing the engine, the sweating pilot stopped just short, to our and his relief. Unfortunately at that point the radio came to life. “Get those XXXXX Turbs off my XXXXX runway”. Ah, the Hotrod was back, how lovely. It took a while for us to clear the scattered aircraft, and we were not his favourite people.

We returned to Mainfonds for the evening celebrations after the show, to trade stickers, and to watch the main event: the hot air balloons. Our airshow was merely a warm up for the 22nd Coupe de Europe des Montgolfieres, and soon the evening sky was filled with brightly coloured balloons, floating silently above the vineyards and disappearing over the horizon on the first leg of their race.

Venerable aircraft

With the display over we planned our return trip. Bro and Underappreciated Steve had come up trumps, finding a blank pulley, and having it machined to fit IZ. Steve was intending to charter a Piper Arrow from Southend to meet us at Le Touquet, but discovered that it was already reserved by another pilot, also to fly to Le Touquet. They would kindly bring the pulley out for us. This meant that if we made good enough progress on Monday we could reach Le Touquet in time to repair IZ. We were keen to do this because we’d heard that the Challock gliding club had a sweepstake running on how many of our Turbs would return. They had a point: this was a long and hazardous trip for these venerable aeroplanes.

Monday dawned bright and clear. But, we had a headwind all the way back. We dragged out the Turbs and prepared them. I was to fly MZ again but disaster had struck. I had lost my beanbag. Possibly I could have left it in a hotel somewhere: made of a pillow case it could easily have been mistaken for a hotel pillow. But I suspect the reality is that one of the others, jealous of my comfort, had stolen it. They all denied this strenuously.

Before departing, we went to the clubroom to give our thanks to J-C. There, in the corner of the room, was the Hotrod pilot’s flying suit and headset. We covered it head to toe in Turbulent Display Team stickers, and headed out before he could arrive.

In four hops we made Bernay, our overnight stop. At each point we met the now usual hospitality and interest

in our machines: cold drinks (including apricot juice at Alençon), posing for photographs, and invitations to take off in formation and overfly the airfield in our box four. These we indulged: the wide grass runways allowing a four-ship echelon departure. Transit combat continued: wingmen climbing high above the formation and diving out of the sun on the unsuspecting tail man. There are two rules of transit combat: 1) the leader can’t join in: he has to keep the rest of the formation together as a point of reference and 2) only two players can take part or it is too easy to lose sight of someone. Otherwise it passes the time and sharpens the skills. I lost count of how many times I died.

Approaching Bernay, Alex called on the radio. “Cabin crew 10 minutes to landing.” Visor and I broke off our tailchase and returned to formation positions. Bananaman picked up the radio seamlessly. “Please place your baggage in the overhead lockers and return your seatbacks the upright position.”

Tightening up, we wheeled overhead in a box four, moving seamlessly to echelon downwind, then breaking individually to alight on the grass in order.

“Doors to manual,” called Alex. Four propellers twitched to a stop and silence settled on the still evening air, cut only by groans of relief as pilots took the weight off their rear ends.

At a final dinner in Bernay we reminisced and enjoyed steaks and sorbets. No one admitted to stealing my cushion. Apricot confessed that he doesn’t like apricots: no one does. Alan shared out cigarettes and bought Champagne. Bananaman was sporting yet another crisply ironed shirt. Alex’s stubble was still mysteriously the same length as when we’d departed. Adam and Bro planned tomorrow’s operation to repair IZ, which the next morning they did.

Five aircraft crossed the Channel, formed up into a tight Vic, and overflew our friends at Challock gliding club to prove we’d all made it back. I don’t know if anyone had bet on that outcome, but if so I hope they made a killing.

Some final statistics: We flew 961 nautical miles, the furthest these aircraft have ever been from home in their 60 years of life. We spent 14 hours and 42 minutes airborne. We averaged 65kt over the ground. We landed at 11 different airfields. The five aircraft between them made 58 flights. And none of us will be able to sit down again for at least a week. ■

Share your adventures!

If you’ve made a really memorable flight either solo or with friends, or visited a great destination be it in the UK or abroad, then there’s a good chance that LAA members would enjoy reading about it. So why not share your travel tales by contributing to the Light Aviation Flying Adventure feature slot?

A typical Adventure can range from 1,500 to 3,000 words. Include a selection of high-resolution photos of highlights, ideally 1mb or greater. Phone photos can be great for this, but pictures from a camera usually give the best results.

Got an idea in mind? Drop me a line!

Email: ed.hicks@laa.uk.com

Above Time to celebrate. (l-r)Andrew Monk, Alan Fuller, Richard Meredith, David Brothers, Alex Reynier and me. Adam Parnell behind the camera.

Follow the Sling Highwings on our Expedition page - visit www.slingaircraft.com

ANDAIR FUEL SYSTEM COMPONENTS COMBINE MODULAR DESIGN, SUPERB QUALITY AND THE FLEXIBILITY TO SUIT ANY AIRCRAFT BUILD PROJECT.

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Struts 4U

Anne Hughes rounds up Strut news & views

It is always good to read the regular newsletters from many of the Struts across the country, and to see reports of meetings and fly-ins from the previous month, as well as hear about plans for the future. The Bristol Strut has welcomed Neville Parton as the new chair and, in the newsletter, now compiled by Trevor Wilcock, Neville says he is looking forward to the challenges of the New Year. He writes, “I think we all recognise the challenges that the Strut faces going forward, and over the next few weeks I’ll be gathering my thoughts about what we might consider in terms of changes – and I’d be particularly grateful for any ideas that you have about growing the Strut, and in particular trying to attract newer and younger members!”

I think his words will be echoed by many others, and we welcome news of new ideas and ways to move the Struts forward in the coming months.

The Gloster Strut is planning to hold an event for young people in the summer, using some of the activities we held at Turweston several years ago for our young people’s Airfield Adventure days. There are many activities that can be organised on a small budget both for fun and with educational outcomes. The LAA’s YES Strut is happy to share its experience. As always, volunteers are required!

Pedal planes are much in demand at air shows and Strut events, and are a great attraction for very young pilots. The Joystick Club design, build and deliver these from Spitfires to Cubs from its base at White Waltham. Recently the Joystick Club boarded a former London Transport Red Routemaster Bus, owned and driven by

David Paskell, from White Waltham to Bristol Aerospace Museum, to deliver a Bristol Scout pedal plane to three-year-old Hector George White. Hector is the latest descendant of Sir George White who founded the Bristol company in 1910, later known as Bristol Aircraft.

Sir George, the founder’s grandson, and Lady White, had commissioned the Bristol Scout pedal plane after a visit to Shuttleworth. Mike Clews set to work, with his helpers, to build the aeroplane, which features a replica – built by Terry Kent – of the Le Rhone Rotary Engine, which rotates in the pedal plane. The group dined under Concorde’s wing. Now, that sounds like a fun day out for the Strut!

Congratulations to Pete White who was awarded the David Faulkner-Bryant Shield by the LAA for the part he has played in setting up and running the Cornwall Strut. In 2018 Pete and a group of LAA members re-set the Cornwall Strut at Bodmin after many years without a local Strut in rural west Cornwall. Despite the turbulent times of the last two years the Strut continues with a varied programme of fly-ins, fly-outs and talks, and recently enjoyed the company of Polly Vacher in the clubhouse. Having finished her book, Wings around the World (and realising I don’t get out much), it wasn’t surprising to hear how inspiring the talk was for the group.

Pat Malone writes, “Where’s your get-up-and-go? There’s only one Polly Vacher. She may be small, but she has a heart of oak, willpower of steel, exceptional organisational talents and a magical charm which makes

Above Three-yearold Hector George White is presented with his Scout pedal plane at Aerospace Bristol.

Top Scout pedal plane with it’s big brother.

Above A meal took place after the pedal plane presentation, under Concorde.

hard-headed captains of industry desperate to give her large amounts of sponsorship money – her flights have raised more than half a million pounds for charity. The clubhouse was full to hear her speak about her two circumnavigations in a Piper PA-28 Dakota, and we got full value from the evening.

“In 1997 she flew to America via Iceland, Greenland and Canada in the PA28 G-FRGN, while her husband Peter followed in a 747, and after flying all over America she again tackled the North Atlantic alone. In 2001 she went substantially better, flying eastward around the world to raise money for Flying Scholarships for the Disabled, a charity founded in memory of Sir Douglas Bader, the famous legless fighter pilot. En route she coped with long flights over uninviting seas and uncongenial deserts, dodged a Pacific cyclone and faced down the endless human obstacles, the bureaucrats and authoritarians, who were put on this Earth to stop people doing stuff.

“That was too easy. Polly decided that what she really wanted to do was to fly around the world via both Poles. Her son Julian, a Captain with Virgin Atlantic, pointed out that the reason this had never been done was because it was very, very hard to do. This whetted his mother’s appetite. Planning and preparation took years. Polly took courses in desert and jungle survival (worm and bulrush stew is very tasty if you’re hungry enough, she reports) and ditching, but clearly the most troubling areas were over the ice, where landing would be a challenge, weather would be unhelpful and poorly forecast, but not least in the Arctic where there were things that would eat you. Polly took a shooting course at Bisley and carried a polar bear rifle in the aircraft. Knowing that she had to offer full value for her sponsors, she also took a media course on how to make the most of TV and radio.

“Sadly Polly lost her sight in one eye following an operation that went wrong, but decided that this was the time to face a new challenge. She determined to drive her donkeys, Wizard and Muffin, from her home in Oxfordshire to St Melangell’s to raise money for charity. And she realised there’s always something beyond, something new for the future. Postponed for a year by Covid, her ‘donkathon’ raised more than £50,000 for Multiple Sclerosis research.”

This is a truly inspirational story, much abbreviated here, to take us into 2023. We look forward to hearing more from the Struts in forthcoming editions of Light Aviation ■

Strut Calendar

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

Andover Strut: Spitfire Club, Popham Airfield, SO21 3BD. 9 January The Work of the AAIB with Pete Wivell; 13 February – AGM, followed by A Night at the Flicks – Lancaster. Contact Bob Howarth email: bobhowarth99@ btinternet.com Phone no. 01980 611124

Bristol Strut: BAWA Club, Filton, 1930. 11 January – Strut Renewal Discussion at BAWA Club; 7 February Guinness World Record flight by Fiona Macaskill. Contact: chairman@bristolstrut.uk www. bristolstrut.uk

Cornwall Strut: The Clubhouse, Bodmin Airfield. New Year’s Day Fly-In. Contact: Pete White pete@aeronca.c.ok 01752

406660

Devon Strut: The Exeter Court Hotel, Kennford, Exeter. Contact: david.millin@ sea-sea.com

East of Scotland Strut: Harrow Hotel, Dalkeith. 2000. Contact: inrgibson001@ btinternet.com 0131 339 2351.

East Midlands Strut: The Plough, Normanton-on-Soar. Contact: tonyrazzell2@gmail.com We also have a Facebook group and upload recordings of some meetings where we have speakers.

Gloster Strut: The Victory Club, Lypiatt Road, Cheltenham, GL50 2SY at 19.30. Parking available. Contact: Harry Hopkins phone 07902 650619 harry. hopkins@talktalk.net

Highlands & Islands: Highland Aviation, Inverness Airport. Contact: b.w.spence@btinternet.com 01381 620535.

Kent Strut: Cobtree Manor Golf Club, Maidstone, Kent. 2000. 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: Fishburn Airfield. Brunch Third Sunday of each month. 1130-13.30 at Fishburn Aviator Cafe. Contact: alannixon297@btinternet.com

North Western Strut: Veterans Lounge, Barton, Manchester, 1930 for 2000. Contact: cliffmort@btinternet.com 07813 497427.

North Wales Strut: Caernarfon Airport, Dinas Dinlle. First Sunday of the month – HEMS Bistro Café. 13.00. Contact: Gareth Roberts gtrwales@gmail.com 07876 483414.

Oxford Group: Sturdy’s Castle Country Inn, Banbury Road, Kidlington, OX5 3EP. Second Wednesday each month. All welcome. 11 January – AGM; 8 February A look back at my career by Ken Craigie. Contact: LAAOxford@ gmail.com www.oxfordlaa.co.uk

Redhill Strut: The Castle, Millers Lane, Outwood, Redhill, Surrey, RH1 5QB. Pub contact 01342 844491. Third Tuesday of each month meet at 1900-1930. Contact: david@milstead. me.uk

Shobdon Strut: Hotspur Café, Shobdon Airfield, Hereford HR6 9NR. 19.30. Second Thursday of the month. 12

January Cold War by Mike Brooke; 9 February Robert Arley of Slash TV.

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: Earl Stonham Village Hall, IP14 5HJ. 1930. 18

January Bizjet operations by Paul Catanach; 15 February – Talk by Southend Air Traffic Controllers. Contact: Martyn Steggalls events@ suffolkcoastalstrut.org.uk / 07790

925142

The Joystick Club: 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. 1930. Check Wessex Strut website. 13 January The DH Mosquito talk by Peter Whyte. 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: Bowfield Country Club, Howwood, PA9 1DZ. 1900. Contact: Neil Geddes barnbethnkg@gmail.com 01505 612493.

Youth & Education Support (YES)

– YES stand at Shuttleworth Air Shows. (Contact 07974188395 to volunteer.)

YES also available for Strut talks/ presentations. Contact: Stewart Luck –captainluck@hotmail.com

NB: Thank you to all Struts and clubs for getting in touch. If you have any stories, items you wish to share or updates for the calendar, please contact me at struts@laa.uk.com

Top and above The Cornwall Strut had Polly Vacher as a visitor, to talk about her fund-raising Poles flight.

Miles man

Stu Blanchard talks to Ed Hicks about his love for vintage aircraft, especially Miles types…

What started your interest in flying?

Model aeroplanes I guess, from my dad who was a prolific modeller of all types, not just aircraft. I remember he had a love of the Druine Turbulent, and the excitement I felt getting up in the morning when he had been working on a balsa model overnight, and I would see the progress he had made. This is a strong memory which still makes me smile today. My own model making stretched from the age of nine until 29, and is a subject in itself – competition radio-controlled gliders (Calypso and Cobra range), UK Team member at multiple World Championships, six years in the model business and going bust!

My first full-size aeroplane flight was during this period, at the Wolds Gliding Club, based at Pocklington. I had wanted to see what relation there was between this and model flying, which resulted in a weeks’ course and going solo. I did fly a bit for the following year, but at that time I didn’t have much money and it all fizzled out. I do believe that gliding is the purest form of flying, and possibly formed

the basis of my current flying style, which is naturally smooth and coordinated, with plenty of leg use!

Above Selfie for Stu with the unique Miles Mercury before ferrying it home from Denmark.

Stu being ‘flown’ by his F3B modelling team mates during a competition in Romania.

When did you learn to fly?

I didn’t do anything aeroplane-related after the model business ended, when I was 29, until I was 50 when my wife Sue bought me a trial flight in a gyrocopter. It was one of a few defining moments in my life when everything seemed right, and I had obviously missed the sensation of flight so much. At the time my business was going well and I decided to jump in with both feet and get my pilot’s licence, which I did the following winter of 2014 at Hull Aero Club, over four months, spending two days a week doing groundschool or air time as weather allowed.

How long have you been an LAA member?

When I decided to get my PPL, I obviously (?!) needed an aeroplane of my own to fly afterwards. I had heard of the LAA from a chance meeting at a local farm strip, and went to the Rally to see what was available. As I’ve spent most of my life building things, it seemed logical to build my own aircraft, so I chose the Lambert M108, which was available as a factory assist build, and which suited my love of travel (built in Belgium), and the need to escape from work! This build took a bit longer than anticipated and it was not until 2016 that I eventually flew it back to the UK. It was an enjoyable experience, but by that time I had flown quite a few different types of aircraft and I actually didn’t like what I’d built.

How many types have you flown?

To date I’ve flown 19 different types of aircraft with a total of 470 hours; 320 on single, 150 on twins. I fly as much as I can as I want to become a better pilot, and I like the challenges of learning new skills.

Any favourite or less liked types that you’ve flown?

Favourites, the Miles Gemini. I know this aircraft so well now it’s part of me. The CAP 10, which I did my tailwheel training on is a beautifully balanced aeroplane, and even with the limited time I’ve had, the Fournier RF4D. The Tiger Moth has a special place because it needs to be flown well, and correctly, which I appreciate.

Less liked are the ones that don’t have balanced controls or are just plain boring (Cessna types).

You’ve amassed a nice little collection of vintage light aircraft. Tell us a bit about them

The Miles Gemini M65 is the first vintage aeroplane I’ve owned, and started the journey which still continues today. Like the decision to get my PPL, the purchase of the Gemini just seemed like fate, after reading one of Alex Henshaw’s books on holiday, to the chance meeting with the owner, Mark Hales. A lack of any real knowledge of the aeroplane, engines or an MEP didn’t stop me! Subsequent purchases of the Messenger and the very rare Mercury have embedded the Miles into my soul.

Currently I’m keeping the Gemini flying as long as possible (because it is my only display aircraft) by doing four months of restoration work during each winter lay-off. This works well for me as my workshop is next door to my

lovely Miles Gemini G-AKHP.

(middle) Miles Mercury out in the Danish sun ready for test flight.

(bottom) The Miles Mercury returns to UK, where (right to left) pilots Stu and Mark Hales met Miles Aircraft guru Peter Amos, and none other than Jeremy Miles, son of FG, after landing at Shoreham.

business, which means I can get a lot done when it is not flying weather. Initially I had a lot of maintenance-related work to do so that the aeroplane was a bit more reliable, but now it is mainly working through the wooden structure and removable panels. It is very interesting and rewarding renovating this aeroplane as it has largely been untouched, structure wise, since it was built. When I remove some covering or skin I can see the original pencil marks from the craftsmen.

This winter it is nacelle panels and root fairings, and moving the batteries back to their original position under the passenger seat. Eventually I will need to take it out of service for a year or so to work on the wings and fuselage, but that will have to be when I have another aircraft that I can display.

The Miles Mercury M28 is completely stripped now, and engine has been rebuilt (and a spare one originally from Rollasons that was from the Messenger). The airframe rebuild is progressing well, but it is not as enjoyable as the Gemini, as I’m largely correcting or replacing old repairs

that were done in Germany and Denmark during its lifetime. I have completed all of the tail surfaces and these are covered ready for paint preparation. Next to be worked on is the structure of the wing, and this needs a lot of time spent on it, but it is enjoyable as it is all wood work.

The Messenger M48 that I bought is just a pile of bits that needs a total rebuild. It is a unique example of the Messenger marque, as it has retractable flaps (similar to the Mercury, but electric). It has been useful to have the structure in the workshop as reference when I’m working on the other Miles (all three aircraft share the same or similar components – one of the reasons why I thought it would be a good idea to have them). I don’t know when I’m going to start work on this aeroplane!

The Tiger Moth doesn’t need anything other than regular maintenance and a few normal ‘I’d like this a bit better’ jobs!

Matthew Boddington did a good job when he rebuilt it in the

late 90s, and I’m grateful for this. I bought a Fournier RF4D with the intention to recover/refurbish and paint in new colours, as well as get the engine installation updated and reliable. I intend to do this work in 2023 as I’d like to use the aeroplane for training and touring.

As I’m working full-time too, all of my projects are taking a bit longer than Iexpected. I guess there is no rush, and I keep adding to my workload by buyingother aircraft!

You’ve been steadily honing your display flying. What’s that been like?

I don’t really remember why I started display flying. Sometimes I just start thinking of an idea and then an unstoppable process starts and I end up doing it! I guess having the Gemini gave me an aeroplane that had not been seen recently, so I was very keen that it should be on display. It has turned out to be a very good display aeroplane, and with the dynamic display routine that I do (maintaining energy in case of engine failure), very popular with the public.

I was lucky in that I had Dodge Bailey from Shuttleworth as my first DAE, and this has led to some wonderful experiences there. I continue to learn from the fabulous pilots they have.

Display flying has given me everything I want from the hobby. I really love preparing for, and participating in, air displays. Being in the display pilots circle I still feel hugely privileged to be part of. I would at some point like to display aircraft other than my own.

In March 2022 you took MAF pioneer pilot, Jack Hemmings AFC, for his first Gemini flight since 1948. What was that like?

This project started in 2021 with a short phone call from Jo Lamb at MAF ‘can you help…’ and an equally quick answer ‘yes!’. This has led to a very rewarding co-operation between us. It is fortuitous that I own a silver Gemini, which is the likeness of their very first aircraft they used in 1948 to survey their communities in Africa. Jack Hemmings and Stuart King bravely flew the Continent in very difficult conditions, culminating in wrecking the Gemini after encountering severe downdraught in a valley (and the two underpowered Cirrus Minors aren’t going to help you in that situation!).

The event we did in March was held at Shuttleworth with a lot of help from Jean Munn and the team. I had to burn the midnight oil that winter as I’d already taken a lot of parts of the Gemini for rebuild/refurbishment, and I only just got her ready in time.

It was humbling to meet and talk with Jack, and get to fly him in my aeroplane. At times, owning a vintage aeroplane can give you opportunities you have never dreamed of.

Above left Miles Mercury G-AHAA in 1946.

Above right The Mercury in 1951, being fettled for some air racing.

Above Restoration work on the Miles Mercury.

Right Miles Mercury is unusual for its retractable landing gear.

I’ve subsequently had the opportunity to do more events with MAF, and will continue to provide my time and aeroplane for them when they have a need.

Currently we are working on ‘Plane Talk’ meet and greet MAF events for 2023, with opportunities to see what they do – and maybe even have a flight in the Gemini!

Your best aviation moment and flight – and why?

I’ve had two moments when I felt totally at one with aeroplanes. The first was doing my initial DA with Dodge at Shuttleworth, a cumulation of a lot of work and spread over a few days of perfect weather.

During the assessed display flight I just could not believe I was actually doing it, was smiling so much, and when I landed my left leg was shaking – a tell sign of mine that says I’d maxed out (the other one is going mute!).

The second was at Ultimate High doing my formal formation course, as part of the DA upgrade process. I had not done any formation at all other than a short introduction a couple of years before.

The course was intense and being given the opportunity to fly so close to another aeroplane in complete control was totally exhilarating. It was something that I’d never experienced before.

Ever since then I’ve really pushed myself to be the best pilot I can. Formation flying being the most enjoyable and demanding of skills I’ve learned.

Any aviation heroes – if so who and why?

Alex Henshaw, Eric Brown, Chuck Yeager. Every pilot who has had to fight in an aeroplane (my admiration is limitless). The pioneering women aviators, Beryl Markham, Jean Batten, Amy Johnson to name a few.

Any favourite aviation books?

I’m a real bookworm. The most memorable is Alex

Henshaw’s Flight of the Mew Gull, which led me to buy the Gemini. I’ve also enjoyed the accounts of the WWII pilots – just can’t believe what they did when so young. Geoffrey Wellum’s experiences in First Light is particularly poignant.

Any lessons that you’ve learned from flying?

Always plan your flight, think about what you are going to do, and take your time.

Do you have any ‘fantasy hangar’ aircraft or vehicles that you’d love to own/try?

I’m kind of achieving this! I’m not a collector at all, just like different flying experiences and aeroplanes seem to come along just at the right time. There are aeroplanes I would love to fly, but I’m not saying what in case they get offered for sale!

Do you have other non-aviation hobbies/ interests?

Love travel, fine food, and books.

Any advice for other aircraft owners and pilots?

Don’t assume the other pilot is better than you just because they have more hours. ■

Above Miles Gemini, Fournier and Tiger Moth make up the flyable aircraft of Stu’s collection.

Far left Miles Messenger G-AGOY. Left Stu has been slowly restoring parts of his Gemini during recent years using months of winter downtime.

WHERE TO GO

Aselection of events for the beginning of the year, and some you might want to plan for in the summer months. While they’ve yet to publish a list of events, don’t forget GASCo are running some Safety Evenings up and down the country. Keep an eye on their website, www.gasco.org.uk, for further updates.

Planning ahead

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

2023, around the world…

Apr 8 Perth ACS Aviation Festival

Apr 22 Henstridge Airfield 80th birthday and LAA Wessex Strut/Meet the LAA day

Apr 29/30 Popham Microlight Trade Fair

May 19/20Wycombe Private Flyer Fest

May 20/21Compton Abbas Pooleys Air Day

Jun 8-10 Sywell Aero Expo

Jun 9-11 Guernsey Air Rally

May 19/20Wycombe Private Flyer Fest

Jul 7-9 Sleap Sleapkosh Fly-In

Jul 8/9 Rufforth East Fly-In

Jul 15/16 New Farm Shadowfest 40th Anniversary of CFM Shadow fly-in

Jul 20-27 Nympsfield VGC Vintage Glider Rendezvous

Aug 19/20Perth Scottish Aero Club fly-in and Meet the LAA day

Sept 16/17Rougham Suffolk Coast Strut, Meet the LAA day

Jan 1 Foxpine (ZK) New Year Fly-In

Feb 18-19 Mandeville (ZK) Fly-In

Feb 24-26 Masterton (ZK) Wings over Wairarapa Air Show

Apr 7-9 Blenheim-Omaka (ZK) Classic Fighters Air Show

May 28-29 Oostwold (PH) Air Show

Jul 24-30 Oshkosh, Wi EAA AirVenture National Fly-in & Display

Jul 31-Au14 Leszno (SP) FAI Gliding European Championships

Aug 12 Texel (PH ) Texel Air Show

Aug 18 Roskilde (OY ) Air Show

Dec 2-16 Narromine FAI World Gliding Championships

ready for the New Year!

LANDING FEBRUARY 2023 VOUCHERS

February - will it be any less cold than it is now? Here’s hoping, though it might be crisp and clear as a trade-off, so that you can enjoy these three great landing offers at Blackpool Airport, Elstree and Eshott.

LIGHT

Aviation

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!

Discounted landing – Feb 2023 – Multiple offers

Blackpool Airport 01253 472527

Blackpool has a lot of offer. The airport offers a 40% discount on landing if 50 litres of fuel is taken, or a FREE landing if more than 50 litres is uploaded. GA rest room with tea/coffee facilities, plus avgas and JET A1. If you need fuel, let them know on arrival and read details about flying to the airport before departing, as there are procedures to follow. PPR needed. No landing or taxying on the grass. Keep a look out for traffic from BAE Warton. Give Warton a call if coming in from the South on 129.530. Blackpool tower approach is 119.955. ATIS is 127.205. www.blackpoolairport.com

Aviation

Reduced landing £12 (inc VAT) – Feb 2023 –Monday to Friday – Elstree 0208 9537480

A well-known airfield location, ideally suited for visiting London (taxis can be arranged to a train or underground station) or visit the nearby family friendly Aldenham Country Park. The airfield is strictly PPR by telephone. Radio is 122.405. No flexwing or gyros. Jet A1 and avgas available. A restaurant and café are on site, as well as the Pooleys Flight Equipment shop and offices. www.londonelstree.com

LIGHT

Aviation

FREE landing – February 2023

Eshott Airfield 01670 787881

A very friendly airfield, which has a nice collection of classic aeroplanes. There is a well-maintained runway set among the rural scenery of Northumberland, which makes Eshott a good destination. A new café has tea and coffee and light meals on offer. Equipped with both hard and grass runways, its location is near the breathtaking coastline, and close to the National Park, so great views should be enjoyed. Avgas and Jet A1 on site. Radio is 122.855. PPR before leaving home, or visit website www.eshottairfield.com

For all display or commercial advertising enquiries please contact Neil Wilson: 07512 773532 neil.wilson@laa.uk.com

You can email your classified advertisement direct to the LAA at the following address: office@laa.uk.com

Deadline for booking and copy: 17 January 2023

If you would like to place an aircraft for sale advert please see details below:

MEMBERS’ ADVERTISEMENTS

Up to 30 words: £6; 31-50 words: £12

Up to 50 words with a coloured photo: £45

NON-MEMBERS’ADVERTISEMENTS

Up to 30 words: £22; 31-50 words: £44

Up to 50 words with a coloured photo: £60 www.laa.uk.com

LAA Engineering advice to buyers:

AIRCRAFT APPROVED? Members and readers should note that the inclusion of all advertisements in the commercial or classified sections of this magazine does not necessarily mean that the product or service is approved by the LAA. In particular, aircraft types, or examples of types advertised, may not, for a variety of reasons, be of a type or standard that is eligible for the issue of a LAA Permit to Fly. You should not assume that an aircraft type not currently on the LAA accepted type list will eventually be accepted.

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.

AIRCRAFT FOR SALE

PROJECTS FOR SALE

Pietenpol project. G-CLOB.Steel fuselage.All big bits done. On undercarriage. Bereavement forces sale. Located East Yorkshire. 07973 765 552

Telephone: John on 07966 414 464

Due to health issues, plans-build aircraft project, IBIS RJ03 is up for sale, which is 97% complete. Fitted with 8.33 radio, Trigg transponder, instrument panel, dual Lebourg ignition, LED NAV lights, 12v A/H, Hercules propeller, 12 v starter, aircraft covers, documentation & hangered. Photos on request. If interested, please contact rudijjoubert@gnmail.com for more details & viewing.

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

SERVICES Design & Stress Analysis Service. Type submissions, modifications, engine frames and general advice. We cover everything from SSDR to A380:- structures, powerplant (IC and electric) and avionic installations.

Contact John Wighton enquires@acroflight.co.uk or call 07770399315.

PARTS WANTED

Pair aircraft wheels with drum brakes (ex Cub or similar).C85 crankshaft – in limits or grindable.

MOB: 07787 123941

HANGAR SPACE

Hangar space available on private airfield in north Suffolk. Available now until May ‘23. Suitable for high or low wing. POA Contact Rod 07780 676 251

Rutan Varieze, 422 Hours, Permit to 20/11/23. 8.33KHz radio, Avmap Ultra EFIS. Based at Earls Colne. £17k. Contact 07778 60 606

Van’s RV-9A 2011 Lycoming 160HP Dual Dynon glass cockpit with Garmin G5 Zero timed VP prop Dual axis auto-pilot Anti-splat. £105,000.

FROM THE ARCHIVES The stories behind items in the LAA’s collection

THE FIRST PFA BULLETIN

This 1955 bulletin was the first true member communication published by the Popular Flying Association, the beginning of the line which culminates in today’s Light Aviation magazine.

The ‘Bulletin’ comprised 17 sheets printed on a Gestetner duplicating machine at the Royal Aero Club’s then London headquarters at Londonderry House on Park Lane. The selection of aircraft on the front cover gives an interesting insight into the aircraft operated by members.

Listed inside were the requirements for the issue of a Permit to Fly, which included not making any unauthorised

modifications, having third party insurance of £10,000, sticking to VFR flight only – and not doing aerobatics.

Among pre-war types are the Aeronca C3 and Comper Swift of 1930s vintage, a marginally more contemporary Taylorcraft and two ‘new’ designs, which it was hoped that PFA members might be interested in building; the Dart Kitten and the Tipsy Junior. A better bet was outlined in the text on the next page which described for the first time the Druine Turbulent and its Volkswagen car engine which ‘we understand can be purchased in this country at a price of approximately £166’!

Steve Slater