Popular Flying Jan/Feb 1976

Popular Flying -4)1Ar

JournalofthePOPULARFLYING!ASSOCIATION

Volume20Number1

January-February1976

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Popular Flying

Ethiopia/Comnthlee. ALANDUNN MIKEGRIGSON

JOHN HA 1-I-ENDEN LAURIEMANSFIELD

EditorialAddress:

TerminalBuilding, ShorehamAirport.

Shoreham-by-Sea, Sussex.BN4 5FF

Telephone: Shoreham - by - Sea61616

PFAEXECUTIVE COMMITTEE

President:

A/Corm.G.FC PAUL. C.B..D.E.C., M.A.,C.Eng.,E.R.Ae.S.

Chairmon:

D_F.FAULKNERBRYANI

Treasurer: SHAw,D.Ae_,C.Eng.,M.R.,Ae.S.,

EngineeringOfficer: I_V_ WALKER,C LogF.R.Ae.S.

(UmunitieeMembers:

Douri.BIANCHI PIZ1FR(-HANNON EDWAItoDAVIS

ELS DRAY

JoHNDuNEORD ALANDUNN

MissPA-tRolEns ERNIE HoRSEALL LAURIEMANstn.1.0 ROBINOwcs fin-INPoi-Hi:CARY hA1REAGAN MINI:VMS()

1311.1 W1LK5 1111itotaimus PIA 7

171ISt4??PIYING P55

Founded1946

IndisidualMembership.£7.50p.a. Thefbundingandrepresentatiogbodyinthe !awedKingdomofamateurconsoarcaors andoperatorsof&Ira-lightandCroup (operatedaircraft.

CovIIECOMMENT—

GrahameJosephformatestheGriffon FlyingGroup'sTipsyNipperSpecialon hisbrotherscamera.overNottinghamshire.

JANUARY-FEBRUARY1976

2-3TIPSY NIPPERENGINECONVERSION

4 PROJECIS ANEWLOGKAlIIII:FLYINGBOA]

6-8ENJOYTHESKY-—PART7

9 &IMPNEWS

ID-1ITHE"COMPLFIIAIRMAN12AIKI-RAMESYMPOSIUM

13-16LU.IONMINORAIRTEST

17STRUTNEWS

18-19VINTAGENEWS

20THEHILLSONPRAGA

21-22 JYROJOTTINGS

23PA/MANYPL-4A

TheviewsexpressedinPOPULARFI.YINGarcthoseofthe contributorsandnotnecessarilythoseoftheP.F A. ThePubhshers retaintherighttorefioseorwithdraWadvertisementsattheirdiscretionanddonotacceptliabilityfordelayinpublicationorfor clericalorprimer'serrorsalthougheverycare is takentoalgid mistakes.

LetterfromtheChairman:

OurRighttoFlyintheSky

IintendedtostartbywishingallorOur membersandreadersaHappyNessYear andgoodflyingin1976andofcourseI stilldo.hutsomethingcroppedupin DecemberandIthinkweshouldhandle thebadnewsfirst.

The'hadnews'wasintheformofa 'discussion-paper.putoutbyN.A.T.S. (NationalAirTratlicService)whichseeks tointroducelegislation,makingtheability tocommunicateonVI-1ER.T.withthe appropriateAjl.S.unitamandatory requirementMrpoweredaircraft.Soif youdon'tbaseal'adioyoucan'tHy!

Thissomewhatshatteringnewswas received Lour DecemberCouncil Meeting,v ia ourCommitteememberto 0.A.S.C.O.(not,incidentally.through ourownletterbox)andaplanofcam paigntotighttheseproposalswasimmed iatelydiscussed. For, makenomistake.if theseproposalsbecomelaw,ourkMdof Hyingforrunwillbelostforeverunderthe suffocatingblanketoftotalcontrol.

Sonossforthegoodnews,thegood newsis,thatoncloseexamination.the N.A.T.S.paperwhichwereproduceinCull onthecentrepagesofthisissite IN weak andtotallylackinginlacktoUpholdits intentionsandconclusions,itoffersno statisticsandmakesnoeaseforwhatit seekstodo.Forilseekstoputmostofour movementoutofthesky,along with the formulaairracers,vimageliversandmany others,probablysome600ormoreair craftcouldbeinvolved.almosttheentire sportingsideofBritishlightaviation.

YourAssociationhasalreadymounteda sigorouscampaignintoudoppositionto 'thispaper',ilwillrelentlesslyattackits weaknessesandfightanymovetomake thecarriageofVHFR.L.inaiielaftman datory.Membersshouldhowevernote thattheP.F.A.isnotandneverhasbeen 'antiradio'anda'themandus'situiltion mustnotbeallowedtodevelop.forgood radioequipment,correctlyinstalledand, evenmoreimportant,properlyoperated. canbeavaluableaidanditsusefulnessis acknowledgedbymanyofourmembers_ Whilstweaccepttheusefulnessofradio wedonotagreethatitisanecessityforall typesofflyingactivity,orthattheahility

tocommunicateisl'undamentaltosafety (assuggestedhyNA.i,S,Ithisjustisnot so!

Whatweaviatorsdohndfundamental tosafetyhoweser.isgoodairmanship. theonlyreliablewaytolongevity.The abilitytoreadamapandcompass,understandtherulesortheairandkeepasharp lookout,isworthla I- moretothesporting flyerlhanawholemessoffallibleradio equipment_Goodairmanshiphasallowed manythousands or airmentoenjoythe sky.-theirsky-withahiehdeuceofsafetk oseragreatnumberofyearsandIsee nothinginthisN.A.T.S.discussionpaper toshowwhythisexcellentsafetyrecord shouldnotcontinueonintothefuture.I. asyourChairman,hacked1,Nmembersof yourExecutiveCommittee,willattendall oftheofficialandmanyunofficialmeehngs toputtheP.F.A.pinntorviewandhighi hardonyourbehalfiomaintaM'theright toflyintheskywithouttheuseofividio eqffipment.You,thememhers.must providethebackupandreeisteryour personalprotestby Wr gingindividual letterstoN_A.T.S..C.A.A.,andthe AviationPress(seeCentrepages).

Thisyear.thePopularFlyMgAssoc iationwillIsethirtyyearsold,ithasalong andhonourablehistoryandhas steadfastly workedinmaintainapresenceforlight aviationinthiscountry,osertheseyears ithasgainedmanyadvantagesforthe amateurconstructorandavtalorandhas frequentlyfacedthe'thinendofthe wedge'.Thistimeit'sdifferent.welace thethickendofthewedge.andwhilstthey sayyou'can'twinwiththemallthisisthe bigone,wecan'taffordtoloseandwe don'tintendto!N.A.T.S.werearpains topointoutthattheirdocumentisonly 'adiscussion'paper.butmuchofour presentleeislationstarredinthiswayand slippedthroughthe'process'almostun noticed,notsothistime.Thepaper suggeststhatnotonlyshouldyouseeand beseen,hutyoushouldhearandbeheard, thisIcandefinitelyguarantee,theywillbe hearingusloudandclear—overandout. Oh.andbythewayaFlappyNewYear.

DAVID IsAui_KNER-BRYANr

ENGINECONVERSION M.Joseph

BeforebuyingourBelgium-builtTipsyNipperMk_ ff.thenewlyformedGriffonFlyingGroupwere advisedbyseveralsourcesoftheunreliabilityofthe Stamo1400engine.Theirpredictionscametruesoon afterSywell'72whenthecompressionofthetwo rightcylindersbecamenegligible.Anenginestrip revealedthattwoofthechromeplatedalloybarrels weredistortedatthetopsealingsurface.Somenew barrelsandpistonswereboughtfromPieper-Stark, thesuppliersofStamosparesinGermany.andwere fittedafterthewarpedOkrassaheadhadbeenjig boredtrueagain.Thewarpinghadalsocausedwear ofthevalveguidesandsothesewerereplacedatthe sametime.Greatcarewastakentoshimandtorque tightentheenginecorrectlyonassemblybutafter anotherfiftyflyinghourswhen,onitswaybackto Flucknallfromthe1973P.F.A.SummerCampat Bodmin.theproblemrecurredonthenewbarrels.

Therewereseveralsolutions,oneof Which wasto replacetheexpensivealloybarrelsforasecondtime andattempttoimprovethecoolingoftheStamo. Alternatively,wecouldhaveliltedsomestandard I200ccironbarrelstoanotherVW1200crankcase andtransferredalltheStamocomponents.butthe increaseinweightanddecreaseinperformancewere prohibitive.Itwouldhavebeenasimplejobtobuild upaVWI600ccunittoDonPeacock'splansbut. unfortunately.thismeantalterinathefuselaaeengine mountingsasontheBritishbuiltNipperMk.III'.The groupchosetobuildahybridVWengineusingmany oftheexistingStamoenginecomponentsincluding thecastenginemounting_Thisstrongerarrangement waspreferablebecausetheNipperisclearedfor limitedaerobaticsandwasthemainreasonforus buyingX-RayNovember.

ThesearchforasuitableI600ccVolkswagenengine provedtobefruitlessbutaone-year-oldVW1300 waslocatedinLondon.Thisparticularenginewas post-1970withthetwininletports,strongercrankcase (identifiedbyAS41onthecasting),andisthesame asthelarger1600withtheexceptionofthesmaller

borebarrek.Theengine W ithallitsredundantcar componentswasboughtforjustoverOM.Itwas decidedthatsinceit Would benecessarytoupratethe capacitytomakeupfortheincreaseinweight,then theboremightaswellbetakenupto92mmwhich whenusingthesamecrankshaftgives1835cc.Machiningthe1300ironbarrelstothisdiameterwouldhave resultedinalargecollectionofwashersbutAutocavan ofAldershotandCartuneinAshfordimportsome speciallymadepotsfromAniericathatareusedfor BeachBuggyandaeroengineconversionsoverthere_ Theywillalsomachinethecrankcasehalvesand cylinderheadsasnecessary.Yearsofcompetitionuse inmotorcarshaveprovedthatthenewerenginecan withstandtheextrapowerandshouldthereforebe reliableandsaferumUngatthereducedr.p.nisofan aeroengineAsaprecautionweintendto100"„strip theengineafter200hoursforinspectionandtoremagnafluxtestthecrankshaft.Lonatitudinalloads onthecrankshaftonmostconversionstoday.are carriedwithouttheuseofanadditionalthrustbearing butsincetheStamousedoneandwewereincreasing thepowerbyabout50"„wedecidedtoincorporateit. SonicofthelargeAmericanconversionsuseathrust bearingmountedinaprophuhextension.

ftwassoonfoundthattheStamobackplate/engine mountfflywheebmagnetoshaftdriveassemblywas incompatablewiththenewengine.Toovercomethis aduralspacingadaptorof100mmdiameterwas machined,whichalsolocatesoneoftheoilseals betweenthecrankcaseandtheStamolightweight flywheelcasingTheStamothreadreducerplugwas fittedintotheendofthecrankshaft,fortheflywheel retainingbolt,andkeyedinpositionasbeforeby drillingtwo!,inchdiameterholesthroughthethreads andinsertingsomesilversteelrod.Modificationofthe flywheelwasnecessarytoaccepttheVW4dowel crankshaftascomparedwiththe8dowelStamowhich alsohasalargerpitchcirclediameter.Thiswas achievedbydrilling4oftheholesto11timestheir previousdepthandinsertingduralplugs.Theflywheel

ThenewengineshooingtheSunnomountingassemblr withtheduplexR.B.magnetos,hut.vansairfillerand carb,heatsystem.

StarkSwumusedthelightalloy.chromeplatedbarrel onthelefttoopratethe T.1,1/ 1200to1488cc,andthe GriffonF/(4theironbarrelontherighttouprateu F. W./300to1835cc.

wasthenredrilledfortheVWdowelsusingthesteel flywheelfromthecarasadrillandreamingjig.Atthe otherendofthecrankshaftthepropellorbosswas modifiedtoactasanoilthrowerasinthePeacock design.

Tosavemakinganewcarbhcat/airfiltersystem,the Zenithtwinchokedowndraughtcarburettorfromthe Stamowasusedandworkssatisfactorilywithno adjustmenttothejets,althoughitstillstandsproud ofthecowlinglineinanunsightlyway.TheVWcast aluminiuminletpipeshavebeenswoppedoversothat thecarbisfurtherback,andalightweight22gauge manifoldwasdesignedandmadeinstainlesssteel whichincorporatesahotairjacket.Thisisfedfroma pitotofftakefromthestarboardrearexhaustpipeand ventedintotheportpipe.Thewholemanifoldis laggedinasbestostapeandpaintedwithcylinder blacktokeepitintact.

AtfirsttheVWfuelpumpwasusedbutthishas sincebeenchangedforthemoresubstantialPeugeot pumpandflameproofflexiblestainlesssteelfuellines areusedthroughout.

ThestandardVWoilpumpisusedandtheStamo oilsumptankwasretainedbuttheP.C.D.ofthe mountingflangewasdifferent.ThenormalVWsump coverplatewasmodifiedandweldedontothetank whichalsoactsasanoilcoolerwhentheengine cowlingflapisopenedusingthecockpitoperated control.Becausethetankisused,theVWoilfilter gauzeandsuctionpipeweremodifiedtoworkason theStamo.Housedinthetankistheoiltemperature sensorandcapillarywhiletheoilpressurepickup pointonthecrankcasewasused.A.copperconstantan washerthermo-coupleisfittedtothehottestcylinder (rightrearlower)sparkingplug.givingacylinderhead temperaturerangeof0-350c.Theonlyotherengine instrumentisthetachometerdrivenviaaSmith's rightangledrivefromthedistributorbecausethe Stamooilpumpcoverdrivewouldnotfa.ThedistributorwasmachinedtoDonPeacock'splansas weretheextrasparkingplugholes,oilcoolerby-pass, andcoolingbaffles.

Thingsneverbeingstraightforward,itwasno surprisetofindthattheVW1300crankcasewastwo incheslongerthantheStamowhichmeantthatthe

originalcowlingsneededtoberefitted.Thelongerand heavierenginealsoupsettheloadingfiguresandwe nowhavetocarryanextra8.6lb.oftailballastto bringthecentreofgravitywithinlimits.Withafull fuelload,nobaggageandapilotof145lb.theaircraft iswithintheMTWAforaerobaticsof660lb.,buta heavierpilothastoreducethefuelorhimselfaccordinglytomeetthisrequirenlent.

AcertificatetotestwasissuedinOctober1974by JohnWalkeroftheP.F.A.'sengineeringexecutiveand thefirstflightcompletedwithoutincidentsoonafter. Duringtheflighttestinganddevelopmentprogramme afewchangesweremademainlytokeepthehead temperaturesdownbeforetheissueofaCofAin February1975.ftiscommonforanewVWengineto hetightinitiallybutoursremainedthatwayandsowe tooktheadvicegivenbyPeterLovegroveinanold issueofP.F.totakeafewthousandsofaninchoutof thebarrels.Takingout3thou.atatimewehave finallysettledfor0.006inchwhichseemstobeabout rightwithoutwideningtheringgapstoomuch.At firsttheRBmagnetosweretimedtotheStamomanual figuresbuttheseprovedtobetoofaradvanced.The enginenowrunsmuchsmootherandcoolerat27 beforeTDCasrecommendedbyRollasonsforthe Ardeni.Withouttheuseofadynamometerthepower isunknownbutwithanAirsportpropellorof51inch diameterand38inchpitchtheenginenowgivesthe Nipperaveryrespeetableperformance.Therateof climbhasincreasedtoabout1000ft/minatMTWA andtheindicatedcruisespeedisnow85ktsatonly 2750rev/minwhichgivesafuelconsumptionof2-2 gal/hr.Thenextmodificationsaretomakesomenew glassfibrecowlingsandsonietunedlengthstainless steelexhaustpipestoreplacetheStamoalluminium oneswhicharepronetocracking.

ThegroupwouldliketothankJohnWalkerforhis speedyactionwiththepaperworkandDonCashmore ourinspector,helper,andadvisorfromthebeginning. ThankstoofortheuseofDon'sworkshopwhichwas sharedwithhisContinentalGPUconversionasseen ontheEastMidlandsStrutstandatSywell.Anyone wishingtodoasimilarconversiontooursiswelcome tocopyasetofplansavailablefrommeat:Lorengau Cottage,ForestGreen,Dorking,Surrey,RH55RZ.

Oneoftheconversiondrawingsshowingthespacingadaptorthatmakes possibletheuseoftheStamobackendbits.

S.L.2LIc, raw+,0 Tu1CL.,.7ZEOLPCCZ Pu CS'Gay Ca.F Lo_js,,,ca«As-ECES (Lt.,CLP,I,ccknEarr)

•#* Projects

craft.thenwecouldeasilyseetwoWhitingTailwinds atSywell76!

Verylittleprojectnewsthismonth,nodoubta featureofthe'vacuum'thatalwaysoccursaltera successfulsummerseason.Ifyoudomanagetosteala momentinbetweensessionsofwoodworkingand labricingwewouldstillappreciatenewsofyour projectsthroughoutthewinter—lettersasalwaysto thePFAOfficeortomedirect.

IANBURNITI

PFA/586—Frank Parker'sTurbulentG-ASSY whichhasbeenwithJohnDunfordsinceFrank'sdeparturetotheStates,wasofficiallyregisteredtoJohn andStanBosleyon5.9.75.

828— LutonMinorprojectofficiallyregisteredas G-BDJGtoDavidGaskinofBexley.Kent.

837—Second Minortoreceivemarksrecentlywas M.AMusselwhitelsmachinewhichisG-BDIY. ConstructionisproceedinginPrincesRisborough.

910—John Derrick'sJodelD.IIisnowG-BDJD Johnhadinfactreservedthemarkssometimeago. buttheyonlybecame'officialrecentlywhentheU.K. registerreachedG-BDJD!

942—The writerwasoneofthemanythousand peoplewhoattendedtheBattleofBritaindisplayat St.Athan,andwasdelightedtonotethcexcellent PFAdisplaystandlocatedinpolepositioninthestatic park.AswellasthelocalJodelG-AYBPinmock Luftwaffescheme.alsoonshowwasBillAllen's partiallycornpletedJodelD.9whichhadarrivedby trailer.

OtherAircraft

PAL/1225—We wereverypleasedtoseeJohn Egerton'srebuilt LutonMajor G-A.SWHattheMiddle WallopRallyinSeptember,andweresorrytohearof itslittlecontretempslaterintheafternoon.Wegather thoughthatthedamageisnotserious,andthatit shouldbeseenalotmorein1976.

F-PINL—One or themorerecentimportsbythe Lister/Ramshawimportbusinesshasbeenaveryneat homebuilt Jodel0.92 12-PINT(c/n397andformerly ownedbyaMr.GauthieratMeaux)—attheend or theyearitwasawaitingU.K.registryatShoreham.

NipperNews

G-ARFV—Wc arehappytoreportthatRFVis currentlybeingrebuiltatBickmarsh,andhopefully shouldbereadybythesummer

G-ARDV— ResidentatJohnWhitingThstripatBagb). inOctoberwastheCoventry-basedNipperG-ARDY, onwhichJohnhadjustcompletedaCofA.fthasnow returnedtoBaginton.

G-ASXI—Also presentatBagbyonthesame occasionwasG-ASXIwhichJohnWhitinghas recentlyboughtfromCroslandMoorwhereithas livedforsometime.

Gyrocopters

G-AYRC—CampbellCricket G-A.YRCwasrecently registeredtoG.A.CoventryofWindsor.

G-AVXM—On thedebitside,the CricketG-AYXM wassoldto Italy inSeptemberlastyear.Whetherit willbeallowedtoflyinItalyornotremainstobe seen,astheItaliansaiestillveryantioursortofaeroplane.PriortothesaleG-AYXMisbelievedtohave beenstoredatMemburywithCampbellAircraft.

G-AZAZ—TheBensenB.8M G-AZAZwhichwas builtattheRoyalNavyEngineeringCollegeat Manadon,Plymouthwascancelledfromtheregister on199 75, andhassincebeendonatedtotheFleet AirArmMuseumatYeovilton.Wehavenoinformationastowhetheritactuallyflewornotpriortoits preservation.

I378—Wendy Mills'NipperG-AXZMwhich wIls recentlycancelledfroMtheregisterhasnowturnedup atUsworthwhereitisbeingcompletedbyS. J. Booth andD.AYoungWelookforwardtoseeingitnext summer.

I593—The BabyGreatLakesG-B1-3GLisattimeof writingstillsubstantiallycompleteatWalkeridge Farm, and shouldstillappearsometimein1976.

1800 —JohnWhitinghasrecentlysoldtheMinicab G-AVR\V toanewowneratFlucknall.Wehopcit willbeseenalotmoreinthenewseason

3507-- ThewriterwasveryfortunatetoinspectJohn Whiting'simmaculateWittmanTailwindG-BDAPat ThirskinOctoberlast.Constructionhadproceededat remarkablespeedsincethemachinewasexhibitedin basicstateatSywell75,andatthetimeofthevisithad beencompletelycoveredwithallinstrumentsinstalled andtheenginereadyforfitting.TheF/Fisanticipated byearly1976,andtheaircraftshouldbeseenaround theralliesinthenewseasonJohnalsotoldusthathis twinbrotherTonyhasjuststartedonaTailwind projectwhichisregisteredG-BDJC(withc/n387AW) —ifprogressonthisisasfastasonJohn'sownair-

G-BDJF AnewGyrorecentlyregisteredisG-BDJF BensenB.8MV ofR.P.WhiteofPetworth. Sussex.

G-APNT/RLZ!WPA— Theeffortsofwhatisthe U.K.'slatestformationteamreceivedwell-earned publicityrecentlyonBBCEs Nwioffirirfr. Seenhere indulgingintied-togetherformationattheHucknall Displayon11-5-75areCurrieWotG-APNTinlead andtwoyellowRollasonTurbsG-ARLZand G-AWPA.TheteamistheresultofeffortsbyLes RichardsonandDennisOrdoftheSunderlandStrut.

PopularFlying.January - Fehrrary,1967

AnewlookattheFlyingBoatbyMikeStapp

ftwasreallyoutofcuriousitythatFwentflyingin theTigerClub'sveteranTigerMothFloatplanetwo yearsagotolearnthebasicsofhandlingonwater. andaveryinterestingexperienceitwas.

WhenR.A.F.MedicalOfficerJohnEccolt,anold friend,boughtSchweitzerTealG-BAVK,Ithought thiswouldnotbeverydifferenttohandle.Howwrong fwas!Themodernamphibianwasquitedifferentin everyrespect,itwasfullyairwaysequippedandgave theopportunityforsomethingquitenew,handlinga machinebuiltforwater—onland.

Wedecidedonaprovingflight,fromDenham.near London,toStanninginJutland,todiscoverthe touringpossibilitiesandperhapsthelimitations.

Flyingtechniqueisgovernedverymuchbythe strangelayout,ofthrust-linehighontheairframe. withhighcentreofgravityandverylittleslipstream fromthepropellorovertherudder.Anyincreasein powergivespitchnose-downandanyreduction,quite asharppitch-up.quiteunconventional.

TheTealtakesoffwithquiteamarkedtendencyto swingandoneisremindedmoreofaglider,withits low,forward-seatingposition.Theenginenoise,in linepitch,isextremelyhighontake-offandaftersome bouncing,especiallyevidentongrass,theTealclimbs, butnotatagreatratewhenloaded.ftisalsoavery slowaeroplaiw,cruisingatonly90m.p.h.With65 gallonsoffuelinthislong-rangeversion,itcouldbe expectedtoremainairbornefor7hrs.andwas capableofaseacrossingdirectfromNorwichto Stauning.

Aglideapproachisimpossible,astheTealfallsout ofthesky—heavily!Whcnlanding,ithastobe loweredcarefullytothegroundwithpowerinexactly therightattitude.

ThiswedidviaHonington,John'susualplaceof duty,andwediscoveredthattheTealdoesnotreact welltocross-winds,especiallyonhardrunways,where directionalcontrolcanbecritical,especiallyifone's movementintotheflyingattitudecausessomeoverpitchingandbouncingontheun-dampedundercarriage.

Inflight,theundercarriageretractsforalandingon water,butgivesmuchdraginthisposition,soitremainsdownforthecruise.ffditching,duetoengine failure,oneofthenecessaryactionsistoraiseit,and althoughwehadmuchconfidenceinitsabilitytofloat. adinghyandlifejackets,withlocatorbeacon,were carried.

ThecrossingtoStainingwasuneventful,madein 4hrs.45minutes.Verylittleusewasmadeofradioor aidsuntilapproachingtheDanishcoast,andwewere pleasedtohearStauninglongbeforethecoastcame intosight.TheTealwassounusualavisitorthata localpaper,the JyllandsPasten, sentaphotographer torecordourarrival.

Whenflyingagreatdistance,theTealisverytiring, anditwasfoundbesttosharethetaskinI-hour intervals.Theco-ordinationbetweenthcratherheavy aileronsandtherudderwasdemandingandthe flying-boatlacksthedirectionalstabilityofthelandplane.ftiseasytoflyitoutofbalanceandcarewas neededtopreventtheflightbecominguncomfortable.

AtStauningweweremctandentertainedbytheKZ &VeteranflyKlubbenrepresentatives,LaegeMagnus PedersenandHr.JensToft,withwhomwestayed.

Ourmaindisappointmentwasinthetail-wheel failingtoretractfullyandfoulingtherudderandthis unfortunatelypreventedusfrommakingwater landingsonRinkjobingFjord,whichwastobeamajor objective.WejudgedtheTealunsuitableforlanding PopularFlying,January-February,1976

onthemanysmallgrassairstripswhichareusedby theKZClubandflewoneoftheirKZ7sforthe variousvisitswhichwemade.Howevcr,wedemonstratedtheTealtoJens.whothoughtitinterastiagto say theleast.SincetheTealisverytail-heavy,thetailspringflattensinuseandthetail-wheelretraction becomesimpossible.sowithoutanyspareparts available,wedecidedtoleavethiswellaloneandfly asalancl-plane.

Denmarkgaveusaverypleasantstayandwe plannedourreturntoEnglandviaGröningeninthe Netherlands.toSouthend.Weatherwasnotverygood andwesoonfoundourselvesinstrumentflyingafter Heligoland,whichIhavepassedovermanytimes,but neverseen.ApartfromD.R.Navigation,theVORand ADFwereexcellentandwelandedatGroningenin heavyrain,with(mitelowcloud,makinganILS approach.Thisisinterestinginitself,withaflying boat,whichfeelsquitedifferenttoanyothertypeI haveflownininstrumentweather.

Fortunately,inmid-summer,theeffectsofan occludedfrontwerenottoosevere,butitcontaineda strongheadwind.Weplannedtocontinuedirectto Southendafterlunch,butinflight,theheadwindincreasedanditbecameclearthatourgroundspeedhad decreasedtoabout40kts.Even7hours'endurance wasnotgoodenoughforourflight,and2hrs.45mins. laterwelandedatRotterdamtorefuelagain,fortunatelyontheclearsideofthecoldfrontandwith excellentvisibility.Itwasanother3hrs.flightto Southend,makingaveryfullday'sflying,from8a.m. to10p.m.,arrivingforanightlandingjustaftersunset.WestayedthenightatSouthendbeforereturning toDenham.

InextflewtheVolmerSportsman,awoodenamphibian,ratherliketheTeal,butbuiltbyaboatbuilder,usingAeroncawingsandAustertail-unit.it handledalmostlyexactlyliketheTeal,andwas poweredbyanancientPobjoyradialmotor,with4bladedpropellor.

Havingfinallygainedexperienceofworkbothon landandwater,Iwasabletoformconclusions, especiallywhenalmostlosingcontrolinacross-wind take-offintheTealatSouthend.Flyingboatsare greatfun,consideringtheweightandlayoutofthe design.

Anyproblemsaremostlikelytobemetonland, wherethemachineisanadaption,outofitstrue element,soonehastoobserveitsstrictlimitations.

Thenewwater-sportrevivalisveryencouraging andwehopetoseemoreactivity,but,fortouring,the flying-boatisquiteslowandthereforemoreexpensive thanaland-planeoveradistance.Seacrossings, however,aremadewithgreatpeaceofmind!Evena poorlyperformingenginecanbeusedtotaxitowards thenearestland,whileweeatoursandwiches.Happy sailing!

TealAmplublanG-AX7N,sinilkir tO thatflownbyMike Stapp

RobertLowe ENJOYTHESKY Part7

Theonequalityessentialtothebuilderoflittle aeroplanes,evenanaircraftsosimpleasaV.P.1,is patience.Ifitislackingintheconstructor'scharacter whenhestartshewillcertainlyhaveacquireditif heeverfinishes.

Ihadtowaitfivemonthsformysheetof5514steel, andthoughIwasabletogetonwithalotofother littlejobstheywerealloutofprogrammeandthis seemedconducivetoprocrastinationandgeneralindolence.

Fortunatelythedelayoccurredduringthewinter monthssothatIhadagoodexcusefornotgoingout intothecoldgarage,butitseemedthatforalmost halfayearthejobstoodstill.

OnedayIhadtogoovertothenextvillagetosee JohnDerrick,whoisbuildingaJodelD.I1.Avisitto John'sworkshopinvariablybringsonalitofdepression,sincehisworkmanshipissomuchbetter thananythingthatIcouldeveraspireto.

TheD.isreallyaverycomplexlittlestructure andthewingisallinonepiece,washedoutatthetips. Johnhadjiggedhiswingvertically—all27feetof taperingandtwistedplyboxsparontowhichhehad carefullythreadedthedelicatetraceryofribs.

WhenIarrivedgluingwascompleteandasmall boyscoutwasearninghisbob-a-jobextractingthe thousandsofstaplesunderJohn'sgenialeye.John himselfwasputtingahighpolishontheplaster mouldthatencasedhisengine,readyforcastingthe glassfibremouldfortheenginecowlings.Hestopped worktotalkmeroundtheworkthathadbeencompletedsincemylastvisit.

Itwasallsoorderlyandsystematic,unlikemyown erraticanddisjointedefforts,sothatJohncould actuallydemonstrateprogresswhenIcouldonly seestagnationandmuddle.

Aswewereabouttogouptohishouseforabeer Johnreachedacrossthebenchandhandedmea beautifulthrottleunit,heavilyplatedwithanivory knob."I'vebeensavingthisforyou;thoughtyou mightneedit",hesaid.

Therecouldnothavebeenabettercurefordepression. T couldnotwaittogetithomesothatwith stick,rudder and throttleinstalledIcouldpractise simulatedloops,slowrollsandstallturns adnausemn. Anotherlittlejobdoneoutofturn,butsogoodfor morale.

ThefollowingWednesdayIhadtodelivertwo grandsonstoLondonAirporttoflyouttospend theirholidayswiththeirparentsintheWestern Pacific.So I putmycylinderheadsinthebackofthe carandwentonfromtheAirporttodeliverthemto thegreatRoyWatling-Greenwoodwho,froma wonderfullyequippedlittleworkshopinasmall villagesomemilesnorthofLewes,boressecondplug holesinVolkswagenheadsandalsoproducesthose beautifulpropellersthatgracesomanyhome-built aircraft.

Fortheinexperiencedletmesayatoncethatifyou wanttovisitRoydon'tstartfromLondonAirport. Withashortstopforlunchittookmefourhoursto dothejourneythroughthenarrowbuilt-uplanesand windingstreetsofSouthLondon'ssurburbia—andit rainedalltheway.

WhileIwasatRoy'splaceIaskedifheknewofa sourceofsupplyforSR4magnetos,whereuponhe producedapairwhichdisposedofanothersupply problem.Thingswerebeginningtogel.

AnotherlittlejobIdidwhilewaitingforthesteel toarrivewastocovertherudder.Somemonths earlierIhadmadeenquiriesforDacronfabricwithout success,soorderedsufficientEgyptiancottontocover thecontrolsurfacesinthehopethatDacronmight beavailablefortheload-bearingsurfacesbythetime thewingswerereadyforcovering.Ifeltthatinthis way I couldgetsomeexperienceofthetraditional methodsbeforemovingontothemoremodern techniques.

Ireadandre-readthearticleonfabricworkinthe P.E.A.Handbookandalsomanagedtogetholdof theC.A.A.papersonfabricanddope.

Thusfortified I unrolledmyclothonthedining roomtable,laidtherudderontop,foldedthecloth over,markeditoutwithagoodmargin,tookadeep breathandmywife'spinkingshearsandstartedto cut.

Theshearsjustgatheredtheclothintoalineof wrinkles,likethesmockingonasmallgirl'sfrock, butcuttheywouldnot.Itookthemouttothegarage andtriedtosharpenthemwithasawfile.Thisseemed toeffectverylittleimprovement,butImanagedin theendtogetaratherraggedcutbyplayingaround withthenutontheboltthatheldthebladestogether. FeelingthatIneededexpertadviceIappealedtomy wife,butallshesaidwas"Thosedamnthingsnever didwork".

Anyway,Istruggledontillthemaincoverwascut tosizewiththeedgesapproximatelypinked.

Idoubledoneedgein,stapledittothesideofthe trailingedge,drewthebightoftheclothroundthe leadingedgeandstapledtheotheredgeofthecloth totheothersideofthetrailingedge,alsowiththe pinkededgeturnedunder.ThenIstartedtosewthe twoopenedgestogetheracrossthetrailingedgeusing therecommendedoverhandstitch,eightstitchesto theinch,removingthestaplesas r went.

Tomysurpriseitcametogetherremarkablywell toacomfortablytightfit.Evenmywifedeclared herselfimpressed.

NowonderRobert'swifewasimpressedwithhisfabric work.

NextIstapledtheupperandlowerextremesof theclothtotheedgesofthetopandbottomribs, eveningoutthetensioninthecloth,againwithabout aninchofpinkededgeturnedunder.Icutoutpieces offabrictofitthetopandbottomribs,stapledthem inplaceandsewedtheopenedgestogether.The bottompiecehadtohaveaholecutoutofittopass therudderpostandIhadstapledaroundthisasclose uptotherudderpostaspossiblebeforestartingtosew.

Thefinalresultdidnotlooktoobad,atleastto myuntutoredeye,butMikepointedoutthatIhad forgottenthelockstitchesatthree-inchintervals. Healsoaskedfortheribstobcstitchedthrough cottontape,afterwardstobecoveredinthefinal stagesofdopingwithlinentape,andalsoforthe holeattherudderposttobereinforcedwithaclosefittingpatchoffabricdopedinplace.Otherwisemy firstattemptatfabricworkpassedmuster.

ItwasaboutthistimethatIdecidedtoregister007 officially.Ithadoccurredtomethattowardstheend oftheprojectIcouldbemightybusyandwouldnot wanttobeheldupbyclericalworkthatcouldhave beenforeseenanddoneatleisure,soIwrotetothe C.A.A.fortheforms.

TheycamebyreturnsoIfilledthemin,attached mychequefor£5andsentthemback.Withinthe weekIhadmyregistration:G-BDAH.

Nowanythingsobureaucraticasaregistrationis boundtobecoveredbystatuteinsofarassizeand typeofletteringisconcerned,soIsearchedthrough allthebooksandpapersthatIhadacquired,but nowherecouldIfindtheslightestreferencetoit.In theendIranguptheC.A.A.who,verylong-sufferinglyfoundandreadouttheregulationoverthe phone,andforthebenefitofanyoneelsewhomay findhimselfinthesamequandaryhereisthegistof "PartB,Schedule1".

'LettersshallbeRomancapitalsandthereshall beahyphenbetweentheGandthesubsequent letters.Thelettersshallbepaintedontheunderside ofthelefthandwing,equidistantbetweentheleadingandtrailingedgeswiththelopsoftheletters towardstheleadingedge.'

'Thelettersshallalsobepaintedonbothsides ofeitherthefuselageaftthecockpit,orofthetail.'

'Letteringonthewingshallbenotlessthan 50cm(19.685ins.)highandonthefuselagenotless than30cm(11.811ins.)high,oronthetailnotless than15cm(5.906ins.)high."

Therewasalotmoretoitthanthat,ofcourse,but forthechapdoingtheworktheaboveshouldbe sufficient.

Theinchdimensionsshouldobviouslybe20,12 and6inchesrespectively,butthemetricdimensions enableonetomakethemjustthatlittlebitsmaller, andthatcanonlybegood.Therearesomanynice littleaeroplanesdisfiguredbyungainlyandill-proportionedregistrationlettering.

ButeventhoughIkeptthefuselageletterstothe veryleastdimensionstheystilllookdisproportionatelylarge.OnewonderswhethertheC.A.A.,who seemaprettyreasonablecrowd,couldnotbepersuaded,intheinterestsofaestheticism,toallow ultra-lightaircrafttoproportiontheletterstothe spaceavailable.

AllofasuddentheS5I4steelarrived.Muchmore thanIneeded,sofrompenuryIwastransported tounlooked-forwealth.Ialsohadtopaymuchmore thanIhadbudgetedforbecauseoftheexcess,but atleastIcouldgetbusyagaincuttingoutflyingstrut ends,wingrootplatesandaileronhorns.

Istartedontheflyingstrutendssothattheycould goawayforweldingwhileIgotonwiththewings.

ByexperimentTfoundthatanabrasivemetal cuttingdisc,usedinacircularsawattachmentfor PopularFlying,January - February,1976

anelectricdrill,cutsaslottheexactwidthrequired totakea12s.w.g.plate.Afurtheradvantageofusing thesawattachmentisthatonecanusethefenceto keeptheslotsrunningstraightandparalleltothe longitudinalaxisofthestrut.

Thesecuttingdiscsripthroughtheworkatafair speed—onespendsfarlongermarkingouttheslots thanactuallycuttingthem—butthediscsweardown ratherquicklyandproduceagreatdcalofgritdust. neededtwodiscstocompletethework,soat£1.40 for32slotstheywerequiteexpensiveslots.

Icuttheplatesoutofthe5514sheetusingthejigsawattachmentandIbrokealotofblades,butat leastonecanputabrokenbladebackinthecollet andcarryoncutting.

Mikehadkindlyofferedtogettheflyingstruts weldedunderhispersonalsupervisionsoIfittedthe endplatesintotheirslots,tapedtheminposition, andthankfullyhandedthemover.

OnMike'sadviceIhadnotpre-drilledtheend platesasitwouldbeimpossibletoguaranteethatthe holeswouldlineupafterwelding.

Assoonasthestrutswerereturnedwiththeplates weldedinplace,Mikeinsistedthattheybeprimed andpaintedexternallyandpulledthroughinternally withlanoline.

couldnotwaittotryawingonthefuselageeven thoughthewingwasonlypartlyfabricatedandonly roughlysquaredupwithbindingwire.ItwenttogetherwithoutmuchtroubleandIstoodbackto admireit.Thiswasprogress.

HalfanhourlatermywifecameouttofindInc sittinginthecockpitgrinninghappilyoverthestarboardside."Comeoffit",shesaid."Evenyoucan't flyononewing".

Itwasatthispointthatdisasternearlystruck.I hadtakenthematerialsforthetrimmingtabtoa well-knownlocalaircraftfirmwhohadpromised tofabricateitforme.Now,sixmonthslater,they ranguptosaythattheycouldnotdoit.Thishadme worried,sinceitwasbeyondmyunaidedcapability, thoughitwasobviouslynotimpossiblesinceIhad seenatleastthreeofthewretchedthingsflying.

ThenextdayIwastellingacolleagueofmylatest set-backwhenheremarkedthatwehadanex-aircraftsheetmetalworkerinourownorganisation. AtthefirstopportunityIhuntedhimdownand soughthisadvice.Helookedatthedrawingsand finallysaid"LeaveitwithmeandI'llseewhatI cando".Thenextdayherangupandsaid"Your tab'sready".

"Comeoffit,shesaid."Evenyoucan't,flyonone wing".

ItwasabeautifulbitofworkandwhenIasked himhowitwasdoneallhewouldsaywas"Youmark itout,drillitandfoldit.Thenyoutakethedimensions forthetaperedchannelsthatsupportthehornsfrom theworkandfoldanddrillthose,andthenyouwill findthatalltheholeswillcometogetherforrivet-

AllIcansayisitwouldneverhappenformein ahundredattempts,andIstilldon'tseehowyouget everythingtogetherwithoutfingerstwenty-twoinches long.Indeed,aknowledgeablechapItalkedtoat Sywelltoldmehehadmadefivetabsbeforehegot onenearenoughrighttoinstall.

WehavecometotheconclusionthatEvansknows everythingaboutmetalworkandhastheresources ofahugefactoryathisback,sothatinthisonecase hefailstoseetheproblemsthatconfronttheignorant amateur.Oncarpentry,however,heisprobablyas muchofanamateurastherestofus,sohehasdesignedallthewood-workinhisownaeroplaneto makeitassimpleaspossibleforhimselfand,by extension,forus.

Whichleadsmetothinkthatwoodenaircraftfor amateurconstructionshouldalwaysbedesignedby professionalengineerswhonormallypractiseonmetal aircraft.Theprofessionalcanveryseldomseeanythingdifficultinhisownspecialisation,forgetting thathehasspentalifetimelearningit.

TowardstheendofthelastcenturyJoshuaSlocum, aretiredsailingshipcaptain,gotfedupwithenforced idlenessashoresohefittedoutanoldsloopandsailed offhappily,single-handed,roundtheworldbyway ofCapeHorn.Tohimtherewerenoproblemsin seamanshipornavigation,theywerehisjob,andhe washappiestdoingit,exercisingawell-learnedskill.

Onhisreturnhewroteamarvellouslyentertaining accountofhisvoyagewithhilariousdescriptionsof howhediscouragedpiraticalIndiansinTierradel Fuegowithaboxofdrawingpins,ofagoatthatate hischarts,andofhismeetingwithPresidentKruger oftheTransvaalwhowasconvincedtheearthwas flat—Slocumdiplomaticallyagreedwithhim.

Butthatbook, SailingAloneAroundtheWorld, hasdrownedmoreamateursailorsthananyother, becauseSlocummadelightoftherealdifficultiesand

dangersofthevoyageandenlargedonlyonthemany domesticcriseswhichanylandlubbercoulddealwith justaswellasoldJoshua.

Thereforebewareoftheprofessionalwritingonhis ownsubject.Hisproblemsarenotyours.

AndwhatasensibleandmodestmanMr.Evans mustbetoputhimselfonourlevelbybuildinghis ownaeroplaneinwhatmusthavebeentohiman unfamiliarmaterial.

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GroupNews

Manyvisitorstoairdisplaysandotherflyingevents duringourmarvelloussummerlastyearwillhave raisedanadmiringeyebrowatthesightofabeautiful blueandwhiteJodeltrimmedwitheoldtaxyingtothe visitingaircraftpark.Theaeroplaneisactuallya Wassmer-builtJodelD.112,G-AZHC,operatedby theSywellPrivateFlyineGroupundertheChairmanshipofLionelSandets,ablyassistedbyChristopher ParkerasSecretary.TheGroupbecameaffiliated earlylastyearandinmanywaysexemplifiesthespirit thattheAssociationupholdsforthesport.Toquote ChrisParker:"ThereasonfortheGroupandthe aircraftistoprovide basic recreationalflyingatthe minimumofcostyetstillleavingthememberswith affordableoptionofhiringbetterequippedandmore sophisticatedaircraftfortouring,etc.".Whatbetter qualifications'?

TheGroupistypicalofmanyco-ownership syndicates.Sevenmembers(allPPLholders)havean equalshareintheassets(andliabilities!)oftheGroup andcostsaremetbyamonthlysubscriptiontocover recurringitemslikehangarage,insuranceandaproportionofthcmaintenancewhileanhourlyflyinerate paysfor'consumableslikefuelandoilaswellasa proportionforultimatereplacementoftheengine whenitbecomestime-expired,andtheremainderof themaintenancebill.Forthepurposeofthecosting exercisetheydonotconsidertheaeroplaneasdepreciating(infactthistypeofmachinecanbeavery soundinvestmentthesedaysprovidedthatengine hoursconsumedareallowedfor)andfeelthatifa replacementorsuperiorequipmentweretobeconsideredatsometimeinthefuture,extracapitalwould beinjectedaccordingtocircumstancesprevailingat thetime.

However,evenwithanaircraftliketheJodelcosts arestillnot that low.Bydextroususeoftheircrystal balltheyreckonthatflying150hoursperyearwill stillcostthemabout£9perhour'all-in'whichmay soundalotuntilyoucompareitwiththegoingrate ofperhaps£15perhourplusatyourfriendlyneighbourhoodclub.

OfcoursethedreadedValueAddedTaxisdoingits levelbesttostifleanysortofinitiativebytheladswho choosetoliftthemselvesoffthegroundbytheirown effortsratherthanindulgeinsomanyoftheother dubiouspursuitsoftwentieth-centurymankind.The Grouptriestoreduceitseffectasmuchaspossibleby doingasmuchoftheirmaintenanceworkthemselves asfarastheruleswillallowandtheyarefortunatein havingafriendlylicencedengineer.Neverthelessitis stillhardtocountenancehavingtopayaquarteron topofeverybilltoMr.Healey.

AnotherverysimilarorganisationistheAlphaOne FlyingGroup,anamederivedfromthevariousbases ithashadclosetotheAlroadintheBedforashire/ Hertfordshirearea.TheyalsooperateaJodel,GATLV,butthistimeaD.120,thedifferencebeingin thelargerContinentalC-90engineandafullelectrical system.FormedatOldWardeninOctober1973,the Groupwasatfirstplaguedbyproblemswiththeaircraft,partlymechanicalandpartlyduetothefact thatthemachinecouldonlybeparkedoutintheopen. Toanyonewhohasnotwitnessedatfirsthandthe deleteriouseffectsofparkingawoodandfabricaeroplaneoutinourfickleBritishclimatetheresultsare startling.TheGroupfoundthemselvesprogressively rebuildingtheiraircraftstartingwiththewingand endingupwiththeelevator.Duringthistimewhenthe PopularFlying,January-February,1976

byMikeVaisey

machinewasoccasionallyairworthyanotherelusive problemwiththeenginemanifesteditselfinrandom powerfailuresalloverBedfordshireresultingina numberofunpremeditatedarrivalsinvariousfields— fortunatelywithoutanydamage.Enitialthoughts weredirectedtowardscarb.icesincetheJodelatthat timewasfittedwithanot-very-efficientdevicefor collectinghotairsoasuperbarrangementofexhaust pipesandheatexchangersofChampionorieinwas fitted.Thisgaveallthehotairthatcouldpossiblybe neededandalsogaveanexcellentsilencingeffectbut alltonoavail—theenginekeptstopping!

AchanceremarktoanotherJodelownerrevealed thatthecarburettor(whichhadbeensuppliedpreviouslybyawellknownandreputablefirmfollowing slightcontretempsbetweenthenoseandtheground sometimeearlier)wasofthewrongtypeand"incompatablewiththeengine/airframecombination!".

InOctober1974afterayearoffrustration,disappointment,badluckandverylittleflying,theaeroplanewasfinallyairworthyagaincompletewithrebuiltstructure,newfabric,overhauledengine,new carburettorandanewbasewitharoofoveritshead. Havingsaiditsomanytimesbefore,thememberswere veryreluctanttoask"Surelynothingelsecango wrong?".

Well,sincethennothingelsehasgonewrongand 'TLV'hasrepaiditsownerswithmanyhoursofcheap andreliableflying.Ithasvisitedmanyplacesupand downthecountrynottomentiontwotripstoFrance andonetoSouthernIreland.Itnearlywentallthe waytoftalybuthadtoturnbackthroughbadweather. InthewordsofJohnNicholls,long-sufferingSecretary:—"TheBestJodelprizecertainlywouldnever gotousbutweallloveouraircraftandruderemarks arelikelytoattractblackeyes".Johngoesontosay thatalthoughthesocialsidehasbeencomparatively sparse,theAnnualDinnerhasbeenaverybigsuccess. OnthelasttwooccasionsithasbeenheldattheHare andHoundsinOldWardenVillaee(incidentallya highly-recommendedvenuetoanyonevisitingthe famousmuseum)andaprogrammeoffilmshowshas beenarrangedforthecurrentwinterseason.

"ThefinancialsideofourGroupissatisfactoryand atpresentourratesare£.5perhourand£5permonth. WeareregisteredforVATbutsincetheratewentup to25%thebenefitsofthishavebeenlost.Wehave afixednumberofmembers(eleven)topreventthings fromgettingoutofhand.Areasonablebalance betweenutilisationandcosthasbeenreachedwhich meansthatmemberscantaketheplaneawayfora fewdaysmid-weekwithoutinconveniencinganyone orhavingtoguaranteeaminimumnumberofhours".

FromformerPFAChairmanRoyMillscomesnews abouthisall-consuminginterestthesedays—the M.P.M.FlyingGroup.TheGrouphavealwaysbeen extraordinarilyactiveonthebuildingsideofthingsas wellasgettinginplentyofflyingandRoy'senthusiasm forthesportwillensurethatmemberswillhaveplenty tokeepthembusyinthemonthstocome.Theyhave aworkshopat(orratherunder)theHanwellCommunityCentreandtheprincipleprojectoflatehas beentherebuildingoftheoneandonlySpartanArrow G-ABWPwhenceitwasdespatchedtoWycombeAir ParkforriggingandfinaltouchinguplastAutumn. Thishasclearedthedecksforthenextproject—a 'productionline'ofpossiblyfourtosixexamplesofthe diminutiveRandKR2involvingtheGroupand severalotherPFAmembers.Thismachineisa re-

THE"COMPLETEAIRMAN"

Quiteoften,instructorsareaskedwhatitisliketo parachutefromanaircraftandwhatthetrainingis like.Thissubjectisverymuchby-passedintheFlying Clubs,buttosavemyselfalotofbreathinthefuture. hereisthemilitaryversion,whichsetsoutthebroad principles

IhadreallywantedtogetintotheArmyAirCorps. somypassageintoanairborneunitwasquiteaccidental.anArmyBoardrefusingmeacommission.but theycunninglyhintedthatbysigningHEREasanotherrank,anddoingwell,somethingmightbe arrangedatalaterdate.Anairborneunitseemedto ofTerjusttherightdegreeofseriousintent,andsoI wenttoone of thesedepressingplacesinSouthern England,whereoneclumpsaroundthesquareto loud-mouthedinstructionsfromthoseimmaculate. maturegentlemenwhohavedoneitallbefore.

Isoonlearntthatahighpricewasplacedonthose light-bluewingsandIwasn'tgoingtogetthemwithout firstprovingthatIreally wanted toearnthem.

TheAirbornesoldier,duetothefactthatheis droppedintothefieldofoperationsequippedonlywith whathecancarry,andsometimes,ifheislucky,with whatishurledoutafterhim,hastoUSEHISINITIATIVE,weweretoldatevery tUrn. Thismeantusing everyopportunitytothefulland,insomecases, creating a few.Theenenly'sequipmentwas,ofcourse. fairgameandsowasprettynearlyeverythingelse,if theoccasionwarrantedit.Theairbornesoldieris.of course,fitandatypicalwayoftestingthiswasthe carriageoftelegraphpolesacrossinsurmountable obstaclesbysweating,cursingbodies.Our3-dayevent involvedcartingheavyjerrycansacrosscountryfor tmheard-ofdistances,andwhichhadtobedefended atnight,sinceanotherCompanywasgiventhetask or capturingthem.Toensurethatwegotlittlesleep, aSgt.Majorkindlyprowledaboutduringthenight, tohurtthunderllashesatintervals.Receivinginside informationfromourpredecessors,wewereableto locatehisLand-Roverandimmobilseit,leavinghim unrivalledopportunitiesforUSINGHISINITIATIVEfortherestofthenight,whichweenjoyedin comparativepeace.

Wewerealsorequiredtobe'goodsports'.asthe teamspiritmustbeverymuchtotheforeandahealthy airofcompletioninvarioussportswasencouragedto thepointofnear-exhaustion.Thisprovedthatwhateveryouthoughtyoucoulddo.therewasalwaysso muchmoreyoucouldachievewiththerighttraining Airbornesoldierssoonlearntthcvalueofcomradeslnpandservingamonga'roodcrowd or blokes',all withthecommonbondofhavingovercomefearinthe

Successfullyovertheinitialhuidles,Icameto Abingdon,wheretheRAFnnpartedthejoysofparachutingtowhatithumorouslydescribedas"RockApes-,andtheArmy,speciallysensititeaboutits reputationasguestsonanRAFstationleftusinno doubtaboutthestandardsofappearanceandconduct expectedofus.

Wewerebilletedalongsideatoughcrowdoflittle Gurkhas,forivhorn we developedalastingrespect_ We\sereimmediateblaunchedintoapiogiamme or groundtraining, firstwithUlm toexplaintheprinciplesofparachutingand toinspire confidence.I n the corneroronescene,ora\sardineairbornedrop: couldjustbeseenamanplungingearthwardswithan undevelopedcanopy,butwewereassuredthatthis wasveryrareandweshouldplaceourfaithinthe reservecanopy,whicheveryonecarriednowadays.

Inavasthangar,weswungontrapezeslikefairies atapantomime,clumpedinandoutofmock-up aircraft.learningexitdrillsandtookfranticplunges fromhighplacesoncableswhichweprayedwould neverbreak.Amonsteraerialrunwaydevice.known as'TheNuterackenforreason.swhichbearnoenlargementhere,requiredustoleapoutofatower,to lurchuncontrollablyalongacabletogroundlevel,in astandardharness,thenearestthingtoanaircraft exit,theysaid..Ourinstructor.Sgt.Keene,wasa bundleofenergyandfullofbrightencouragement. BeingaP.T.instructorbytrade,hemadelightofevery fatiguingtask,allofwhichhecoulddoPERFECTU2 and-theeffortsof LIS shamblingcorpsesmusthave lookedshamefulbycomparison.Bythistime,we werementallyattunedtothemagicword'GO!'and leaptinstictivelyattheverysuggestionofit.our bodiesreadytoabsorbtheground,whateverdirection itmightcomefrom.

Thenextphasewasairbornetraining,startingwith AirExperienceintheHastings,whichprovedtobea largedeafeningaircraftwith4smoke-belching enginesandastarkinterior.Wesatonprimitiveseats, ratherasinatube-trainandtheHastingsroaredand vibrateditswaydowntheinfiniterunway,before lumberingintotheair.Doorswereconsideredunnecessary,sowehadabetterthanaverageviewofthe countryside.Wewenttostandbythedooroneata time,closetothehowlinggaleoftheslipstream,to getusedtotheideaofleavingtheaircraft.

Ourfirstdescent,fromatetheredballoonat800ft. wasdelayedduetotheAbingdonballoonbeing indisposed,havingbeenstruckbylightningtheweek before,theytolduslight-heartedlyWewerefurther delayedbysnow,andbythetimewchadallbeenback toourunits.toawaititsdispersal,thenreturnedin betterweather,ournerveswereinshredsThejump. tobemadeatWeston-on-the-Green,wasfirstON. thenitwasOFF,thenonadinfinitum.Wehimgabout thecampsmokinganddrinkingmore,intheevenings. thanwaswise.

byMikeStapp

Withoutwarning,around3a.m. one morningthe lightswenton,totheearnestinstruction:'DOUBLE OVERFIREARLYBREAKFAST'N'BEONP'RADE INFATIGUEDRESS0700SHARPANYQUEST!ON S???f.Therewerenone.Wecameatdawnhythe transporttoWeston,wherethesightoftheballoon. hoveringwithsilentmenacechilledthespiritEven somequiteinspiredjokesfellflataswedrewparachutesandsolemnlycheckedthem.Theballoonrose silentlytodisappearintocloud,sowewaited,drinking unwantedtcaandsmokingunwantedcigarettes,with drythroats,aroundtheNAAFIwagon.

'Firstlinready!'Sooffwentthefirst5men.The ballooncagetiltedtipunnervinglvandtheyreached 800ift.Alltoosoon,thefirstmanwasout.hisstatic linestreamingoutalovelygreen canopy:Ind he floatedgracefullydown.

Officers,whoeveryoneknowswillahead>have displayedthoseessentialqualitiesofleadership.hate theundisputedprisilege or goingFIRST.soassoon asourpale.nervousgentlemenwereontheground,us OR,climbed uneasily IMOthecage.findingthatthe smoothmetalfloorandourparticularbrandotissued bootscombinedtogivever•littleadhesion.Onthe way up,atasteep angle, our cl-iiefconcernwastostaj INtheballooncage.Thedespatcherwasaltogether toocheerfulas hecheckedour lineattaclunentsand

weedgedintointermittentcloud,stoppingwithajolt asthewinchbrakeddownbelow.

Allwassilent,exceptforafewsoundsfromthe ground,whichwereheardclearlyabovethelightwind throughthewires.No.Imanwasshufflingforward anddownhill,astrangeshadeofpale.Hestoodinthe doorwithoutenthusiasm.The'GO!'echoedformiles andhewasgone,thestaticlinewhippedandtugged andhewasfree,underthelargekhakimushroom. wasnextandgotmyfirstreallookoutofthedoor, perchedprecariouslyontheedge,neartoparalysis. Throughthewispsofcloudcouldbeseentheaerodromeandthecamp,itsbusinessgoingonwithout concernforusuphere.IbegantowonderwhatIwas doingupthere,itwassomuchlikeadreamwhich shouldnothavereallybeenhappening.Thefactthat Iwasabouttodiewasbetterthantheprospectof facingtheblokes,afterhavingNOTJUMPED,the ultimateinshame.

'GO!'Ijumpedinsurprise,alargeobjectcollided withmefromtherearandIwasaloneinthesky, hurtlingdownwardstothesoundofnylonties breakingsomewhereaboveandbehind,witheyes tightlyshut!Iwassuddenlygraspedfirmlybythe shouldersandhungunderaTHING,whichturned outtobethemostbeautifulcanopyintheworld.The viewwasimpressiveandthegroundwasstillacomfortingdistancebeneathmyfeet.'Dothis,dothat'a voicewasexhortingfrombelowinmilitarytones,as Idid'checkcanopy,allroundobservation.release seatstrap,lookfordriftandallthat'.

"Pullontheselift-webs,orpossiblythose",ithad reallyworkedandIwasalivetotellthetale.The groundwasbeginningtobeaworry,now,andlooked verysolid.Withthebestparachutingpositionand headwelldown,Islammedintoitandrolledoverand over,everyounceofbreathknockedoutofme.When thestarshaddispersed.Ipickedmywaythrougha mazeofrigginglinesandstoodup,consciousthat whereasIhadrecentlybeenapatheticnervouswreck onleavingtheballoon,twasnowaPARACHUTIST, witharenewedconfidenceinlife.

"GIDDATCANOPYROLLEDUPANDDOUBLE OFFTF1EFIELDWHAT'D'YERTHINKYOU'REIN ????",andIknewwhatIwasin.AsIgotsmartlyon thefield,1realisedtheeconomyoftrackingasfaras possibleupfieldafterdeployment,tosaveTHAT WALK,heavilyladenwithparachutes.

Ofcourse,therewasmoreballooning,somefrom thedoorandsomethroughaholeinthefloor.Dark rumourscirculatedaboutmenwhojumped,buthung beneaththecage,grippingtheedgeoftheaperture, whiledespatcherstrodontheirfingerstosavethem fromtheirshame!Someoftheinstructorswere reputedtoridebicyclesoutofballooncagesintheir wildermoments.

WccamebacktotheHastings,whichwasnowlike beingontheUndergroundintherushhour.Bodies shuffledforwardwithleadenfeettoTHEdoorand leaptintotheunknown,pastthegreenlight,wherea bighandslammedmeinthemiddleback,accompaniedbytheWORD.Asolidwallofaircarriedme pastalargeblacktailwheel,underaverybig.close, tailplane,theniwasswingingbeneaththecanopy, pullingontheliftwebs,steering,allfamiliarstuffby now.

Wegraduatedtotheslow,lumberingBeverley,with itsupstairsanddownstairs.Pairsofparchutistscould jumpsimultaneouslyfromleftandrightdoors,tomeet sidebysidebehindtheaircraftandshoutinsultsat eachotherallthewaydown.

TheupstairsofferedmetheonlyjumpIneverliked fromthebeginning,forasthetwolargefloorpanels wereliftedandweweremoving,1becameawarethat ifanyonehesitated,Iwouldnotreallywanttostart

PopularFlying,January -February,1976

movingagain.

No-onepausedandwewereout,intoaturbulent slipstream,myselfaslastman.Lookingup,Isawthat somethingwasverywrong,thecanopylookinglike twobrassieres,ineffectivelyheldinpartialdevelopmentbythrownrigginglines.Thereweremanytwists, whichfailedtorespondtotheusualkickingand swinging.Iwentforthereserve,supposedtobe deployeddownwind,butwhichway is downwind?It hadnoextractor'chutetoavoidfoulingthemain canopy,sowasopenedwithonehandandhurledaway andupwards.Canopyandlinesblewbackatmeand wrappedaroundalegasIfoughtfranticallytounwid itandspreadthethingoutintotheslipstreamanyway itcouldbepersuadedtogo.

Itisreallysurprisinghowreligiousbeliefis strengthenedatsuchtimes,butthecanopydeveloped andonlyshortlyafterwardsIpiledintotheground shakenbutinonepiece.Standingup,Inoticedmen comingdownaroundmeandthoughtitstrange,as therehadonlybeenoneBeverleyandIwaslastoutof it.

Thesameaircraftwasdroningintothedistanceand Ihadovertakenalltheotherparachutists,seeingnone ofthemduringmyownlittlecrisis.Ihadbeenquitea spectacle,studiedbyworriedofficersthroughbinoculars.

Later,wehadanightjump.madeatterheavyrain, anddelayedwhileabogged-downLand-Roverwas towedout,incaseofinjuriestomenlandingonit.

Eventually,Ileaptintoblacknothing,tofloatdown, peeringforthedimshadowofground,whichcouldnot beclearlyestimatedintermsofdistancetogo.

Wewerequiteadvanced,nowjumpingwith weaponscontainers,whichwereloweredunderus, containingsuchdelicaciesasjerry-cansfullofwater orblocksofconcrete,fortraining.Youreally were keentojumptogettheweightoffyourfeet.

'SPLASH',1wasdowninthewettrencheschurned upbytheLand-Rover,andintheskysurrounding darkness,onlyderisivelaughterwasheardfromother menunseen.Thelongdryoutduringthenightwas depressing,butIprovidedalotofamusementforthe otherswhowereluckier.

Thecoursecomplete,weallgotTHEwingsata proudlittleparadenearthebeddingstoresand,of course,morepay.Wehadjoinedthebestclubinthe world,bywayofthemostinterestingcourseIhave everbeenon.Sadly,aHastingslostitstailplaneonly ashortwhileafterwardsandallonboardwerekilled, thetypedisappearingsoonafterwards,aftervarious modifications.TheBeverleyfolloweditintoretirement also. graduatedontofree-fallparachuting,gettingmy ownequipmentandfinallyjumpingprivatelyfrom thatdearoldfriend,theTigerMoth,asuperb,slow andsteadyplatforminthesky.OnlyoncewasIblown offitbyanunexpectedburstofpower,tospinover andover,clawingforstability,butIlived,and nowadays,ifourspinningChipmunkorsomeother trainerdoesn'tunspin,it's"out.Brother,OUT!''If yousay-What?",you'llbetalkingtoyourself. Seriously,though,acrobaticpilotswoulddowellto takeaparachutecourseatoneofthemanygoodclubs intheU.K.

Thatworryingquestion,leftblankinsomany flyingclubs"Whathappens1F ?" isthen solvedonthegroundbeforeflight,withnew-found confidence.

Ifoundapairofseat-type'chutesaworth-while investmentandifyoustartsportparachuting,youwill probablyneverwanttostop.Ineverdidgetintothe ArmyAirCorpsasaircrew,butasacivilianinstructor nowadays,Ifeelnearertobeingacompleteairman:a worth-whileinvestmentafterall.

AIRFRAMESYMPOSIUM

TobeheldattheKronfieldClub,74EcclestonSquare,LondonSW1 onFEBRUARY28th,1976,at14.00hours.

Thepurposeofthismeetingistogive P.F.A. inselectingthetypeofaircrafttheywouldliketoseedesignedinthefuturedesigncompetition.membersanopportunitytovoicetheiropinionsandofferhelp

Memberswillbeaskedtoconsiderthefollowingpointswhenmakingtheirdecision: ExpandingthenumberofaircraftatpresentapprovedbytheP.F.A.

Theclosure,andrestrictiveattitudesofairfieldsandairfieldowners to ourkindofflying. Fuelanditspossiblelimitedavailabilityinthefuture.

Thecontinuousandexpandinghomebuilders'marketinFranceandtheU.S.A.whichcouldcauseunrest, ifsimilarprogressisnotseentobeforthcominginthiscountry.

Someofthepossibleareastoconsiderare:—

V.W.powered2seaterde-riggableandtowablebycar.

S.T.O.L.type(Footballfieldflyers).

Ultralighttype.

TheareabetweenHangGlidersandsingleenginesV.W.aircraftwhicharebeingexploredintheU.S.A. andFrancesuchasCRI-CRLBirdman,etc.,usinggokartenginesandareselflaunching.

Alltheseconsiderationscouldbedirectedtowardsefficiency,inflightandfueleconomy,notforgetting quietnessitwouldthereforeseemlogicaltodesigntheseaircraftforadefinitepurpose,an efficiencycompetition, similartothoseheldin1923atLympne.Therulesforthecompetitioncouldbeup-datedandmodifiedtorelate to1976.Competitorswouldthen,haveagoodreasontopressonwiththeirdesignsandapositivedateforthem tobecompleted.

Thegeneralstructureofthemeetingcouldbeasfollows:—

I.Openingremakrs.

Historicalevaluationoflightaircraftdesigntothepresentdaywiththeuseofslides,etc. Openingupthediscussiontothefloor.

Formingofworkinggroupstoprogresstheworkagreedon. Winding-upremarks

FLYINGFORFUNfromAtoZ

Altimeters,ASIs,AUXAdhesives,Alternators. Betas,Brakes.Bolts,BatNrIes.Rallies,Brackets,Bushes.

Condors,Carburettors,Cables,CylinderTempKits,Controls, Cranlsshafts.Canopies,Cowhngs.Cylinders,Compasses Dope,Drives,Ducting,DrainValses.

Engines(Continental,Gipsy,Lycoming.Ardem),Extinguishers,Exit:mittPipes: Filters,FuelCocks.FuelPumps,Fittings,IlyingWires,Fabric,Fork Ends.Fasteners.

Generators,GMeters,Gyros,Cilue.Grommets,Gaskets,Gauges. Harness,Hinges,HomabuildersService.

Instruments,InsertedSystems.InformationPackages,lospeetion Pnnnis: Judd.,JubileeClips.Jets.

hitslbrVWconversionsandCylinderTemperature. Leads,LogBooks,LandingLights.

NLIgnetos.Manuals.MasterCylinders,MixtureControls Nayigationl.ights,Nameplates,Notices.Nuts,Needles, OilPressure,OilTemperatureGauges,0Rings.

Plans,Propellers,Plugs,Plywood,Pins.PintIfends,Plesiglass Pulleys,Pistons, QuickReleaselbsteners.

RevCounters,Rateor('limbIndicators,RodEnds,Rings,Racing speeialisis, statupes,SmokeSystems,Starters,Shackles,Spruce,Spinners, Switches,Spats,Screws.

Tigers,Turbulents.Tyres,Tubes,Turnbuckles,Taitwheels,Tanks, Tape,'TowingHooks.

Undercarriages

VoltageRegulators,Ventilators,VacuumPumps,Valves. Wheels,Wires,Windscreens. XeroxCopyingService. Yourenquiriesarcalwayswelcome, Zerohourengineoverhauls.

You'rerightuptodatewhenyou're readingBritain'sgreatestairmagazine Ah Picrorial. Getitonthefirstofeachmonth.Colour,aircraftprofiles,photos.

AirPictorial,SeymourPressLid.,334BrixtonRoad,London5W9

Andwrize.mil to: visit ROLLASONAIRCRAFTANDENGINESLIMITED BRIGHTON,HOVE&WORTHINGJOINTMUNECAIRPORT, SHOREHAM-Ilk-SEA,SUSSEX,BN451,4

Telephone:Shoreham-by-Sea(Sussex)62680

THE'LUTONLA4aMINOR'

byAirCommodoreG.J.C.PAUL

IntheSeptember/October1975issueotPFthere appearedtheobituarynoticeofCecilLatimer-Needham,writtenbyhisformercolleagueinPhoenix aircraft,ArthurOrd-Flume.Inithementionsthe formationin1935oftheLutonAircraftCompany, andthedesignbyLatimer-NeedhamoftheBuzzard, theLutonMinor,andtheLutonMajor.Atatime whenwearebecomingincreasinglyawareofthecosts ofamateurflyingitisofperhapsofspecialinterest thathisLutonMinorisbeingbuiltbyenthusiasts today,andastheredesignedLA4a,theworkof ArthurOrdHume,canholditsownwithmanymore recentdesignswhichhavearrivedsincethefirst LatimerNeedharnLA2tooktheair39yearsago.

InthesameissueofPFMikeVaiseyinhisLuton SquadronnewsrecordsaformationbysixMinors andtheDuetatSywell,aseventhwaspreventedfrom takingpartbyafracturedtailwheel;andinthesame issueagain,thereisnewsofthenewest;G-BBEAby HewittandStocks.Thepurposeofthisarticleisto providesomegeneralinformationaboutthedesign, andinparticulartodescribethiswriter'simpression ofhowtheLutonMinorperformsintheair,with specialthoughtforthosewhomightliketoknow moreabouttheairhandlingoftheaircraftbeforethey decidewhetherornottobuild.

DESIGNANDCONSTRUCTION

ThecurrentpostwarLutonMinorLA4isthe redesignbyArthurOrd-Humeinconjunctionwith Latimer-NeedhamwhentheywerePhoenixAircraft Ltd.ftisintendedfortheAeronca-JAPJ.99flattwin aircooledenginedevelopingamaximumof37HP.ft ispossibletolitotherengines,fortheairframeis stressedforpowerunitsupto55HP,andexamples areflyingwithVWandContinentalengines.This articlei-elatestotheAeroncaenginedversion.11must alsobestressedthatitalsorelatestothetwoaircraft flownbothofwhichhavevariations,notonlyfrom eachother,butinminordetailsaswellfromthe originalplansforexample.thoughneitherhasit.the plansprovideforabaggagespacebehindthcpilot's seat.Possiblythecarriageofmuchbaggagewithonl), the37HPenginewouldhaveundesirableeffectson rateofclimb;butwiththemorepowerfulenginea reasonableamountofkitcaneasilybecarried.

Thedesignisintendedforeasiestpossibleconstructionbyamateurs,havinglimitedspaceand limitedworkshopfacilities.Thusthemainplaneisin twohalves,reducingthespacerequiredforconstruction.andmetalfittingsareallsimplepartsmade frommildsteelsheet.Thefuselageisofboxconstructionwithsprucelongeronsandbracing.and plywoodcovering,exceptforthetopdeckaftofthe cockpitwhichisfabric.Wingshavetwospars,each comprisingtopandbottomsprucebooms,withply web.Aileronshingedirectlyfromthei-earspar.The twohalvesofthemainplanearematedbyfittingson twosteeltubepylonsoverthecockpit,andbracedby apairofparallelstreamlinesteeltubestrutsfromeach sideofthefuselage.Thetailunitisofsimilarwooden construction.Allcoveringisbyfabric,exceptforthe leadingedgeofthemainplanewhichisplycovered.

Theundercarriageisofsteeltubeusingrubberin compressionshockab•orberstruts.TheLA4may haveeithertailskid,ortailwheel,andwheelbrakes maybcfittedtothemainwheels.

PopularFlying,January-February,1976

POWERPLANT

TheAeroncaJAPgivesthebuilderandownerof G-AYDYafuelconsumptionateconomicalcruising r.p.m.of2150(57KtsIAS)of2gallonsperhour.The tankonthisaircraftholdsfivegallons.sothatasafe enduranceof24hoursisavailable,givingastillair rangeof117nauticalmiles.Builder'snotes(fromthe PFA)statethatthestandardtankholds6;gallons. andthatacruisespeedof70/75m.p.h.(60/65Kts.)is obtainableatafuelconsumptionof2;-galls./hr.These figuresseemoptimisticfortheJAPenginedMinor.

Powerplantcontrolsarethesimplest,comprising fuelon/offcock;throttle;andmagnetoadvanceand retard.G-ASEAhastheadvanceandretardmechanismlinkedtothethrottlecontrol,sothatitshandling isofnoconcerntothepilotinflyingtheaircraft, whereasG-AYDYhasaseparateleverinthecockpit, takingtheplaceofthenormalmixturecontroland thisrequiresthepilot'sattention.fnnormalflight,the leveriskeptatfulladvance.Therearealsodifferences inprimingarrangements,forG-AYDYhasaKi-Gas dopingsystemfittedforexternaloperationbytheman swingingthepropeller,G-ASEAhasacarburettor chokeoperatedalsobyanexternallever.Thechoke issoarrangedthatwhenthethrottleisopenedbeyond thehalf-waypoint,thechokeisreturnedtonormal running.Fuelisgravityfedfrontthetankunderthe topofthefuselagedeckingimmediatelyaftofthe enginebay,andthecarburettorisfedpermanently in hotairfrontajacketsurroundingtheexhaustpipe. Thisarrangementshowsclearlyinthephotographs. Thereisnorecordofthisinstallationhavingsuffered fromcarburettor icintii.

Installationofthe14?engineinG-ASEA PROPELLERS

ThepropellerlinedtoG-AYDYis63inchesdiameterand32.4inchespitch,andgivesasatisfactory performance.Theinstructionmanualforbuilding issuedfromtheP.F.A.officesaysthatthepropeller shouldbe60inchesdiameter,and34-8inchespitch. ThepropellerfittedtoG-ASEAatthetimeofour checkflightwasoneintendedfortheAeroncamonoplanewhenfittedwiththeAeronca-JAPengine;this ismarkedDRGDA10RHTJAPD55P23-3. whereasthemarkingsonthehubofthepropeller mentionedintheinstructionbookshowsittobe TYPEZ.593I.Theresultingdifferencesinperformancearccondderable,andarementionedlater.

Accommodationisnotreallytherightword,forit suggestsalargeandcommodiousplace.IntheLuton Minoritisthepilot'scockpit:andone'sfirstapproach toit,crouchingunder the mainplane,andinserting oneselfbetweenthelowerendsoftheliftstrutcross bracingwiresgivestheimpressionofaverysmallcloset fromwhichtheoutlook,onceseated,islikelytobe severelyrestricted,especiallybythewingoverhead. Entrancehastobelearned.ftisaccomplishedfrom theportside,byplacingone'sleftfootonthetop horizontalstrutoftheundercarriage,grippingafront sectionstrutand,withone'sheadwellforward alongsidetheportsideoftheenginecowling,placing one'srightfootonthecentreofthepilot'sseat.Move twoistotransferheadandshouldersthroughthe cockpitopeningovertothestarboardsidewhich enablesyoutogettheleftfootintotheseat,andthen toinsertthelowerhalfofoneselfintothecockpit.The tophalffollows. At thispointoneisseated,anddiscoversastonishingly,thatnotonlyisitcomfortable, butthattheoutlookinalldirectionsexceptimmediatelyupwardisgood,andthefeelingofimpending claustrophobiavanishes.Thisisimportant,because, havingbeenmainlyaccustomedtolowwingmonoplanes,thispilothasalwaysbeenallergictoawing immediatelyoverhead,andbeenputoffbythis featureoftheLutonMinor.Ipersonallyhaveundergoneadistinctchangeofviewpointasaresultof experiencingtheLutonMinor,and,althoughone needstoflyone'sairfieldcircuitinamannersuchas toensurethatoneneverturnstowardsaspotinthe skythathasnotfirstbeenscrutinised,thiscanbedone, andtheoveralloutlookfromthecockpitis,inpractice, justasgood,ifnotbetter,forexample,thanfroma TipsyNipper.

Thecockpitcanbestbedescribedassnug.When comfortablyseatedthispilot'seyeswere16inches fromthenearestinstrument,considerablylessthan theidealof28inches,andlesseventhantheChipmunk whichat17inchesisoneoftheclosesteveraccepted intotheR.A.F.Legroomhoweverisample,andthe widthofthecockpitatseatlevelis234inches,allowing

plentyofroomforthewelldressedpilotstandingup tosixfeet,andweighingupto180/190lbs.inflying kit.Theviewoverthenosestraightaheadisgood,and thereisnoneedtoweavefromsidetosidewhen taxying.Onanotverycoldday(OATat1000ft.,7'C) thecockpitwasfoundwarmenoughtobecomfortable withoutgloves;andbyleaningslightlyforward towardsthewindshielditwaspossibletogetintoa positionwheretherewaslittleornodraft.Neither G-ASEAnorG-AYDYhavemappocketsorbaggage space,sothatanypersonalitems,aswellasmapsand soonhavetobestowedinone'spockets,orstrapped toone'sperson.G-ASEAhasacartypebucketseat fitted,whichis15incheswideandI7inchesfromfront torear.Oneithersideofthisaremetalfairingswhich protectthecontrolrunsbeneaththem.

HANDLING

G-AYDYisfittedwithanAeroncaJAPengine, whichonewasinterestedtohearwasoncetheproperty ofLatimer-Needhamhimself.Forstarting,the ignitionadvance/retardissethalfwayforward,and thethrottleleversettomatchit.Thestarboard magnetoonly"ON-forswinging.Assoonasthe enginefires,theportmag.isplaced"ON-andthe throttleslightlyclosed,andtheenginewarmedupat 1000rpm,takingsomethinglikeliveminutesforthe wellcooledoiltoreachatemperatureatwhichthe enginecanberunup.Infact,duringthewholeflight theoiltemperatureneverrosebeyond55C.,andthat afteraseriesofclimbsatfullthrottleandlowspeeds. Runuponthechocksgave2150rpm,withonlylittle mag.drop,althoughuntiltheenginewaswellwarmed themag.droponthestarboardsidetendedtobe higherthanwasexpected.

G-AYDYhasatailskidandnowheelbrakes. Neverthelesstaxyinginalightwind(about7Kts.) was withoutproblems,andanypilotwhocanhandle aTigerMothonthegroundisunlikelytoexperience anyproblemswithaLutonMinor.Theratherhard suspension was noticeablehowever,andahealthy remindernottotaxytoofast.G-ASEAontheother handhasaremarkablyeffectivepairofheeloperated brakesonthemainwheels,andatailwheel.Theheel pedalsarewellplaced,andthearrangementconfersa degreeofcontrolabilityonthegroundwhichis superiortoG-AYDY,especiallywhenproceeding acrossordownwind.

Takeoffisstraightforwardwithnosignificant tendencytoswingfromthestraightaheadcourse. Rudderandelevatorareeffectiveimmediately,and thelonglineofthenosemakesiteasytojudgecorrect attitude.Onedoesnotexpectahighwingaircraftto benefitfromgroundeffect;butthereisnodoubtthat thetakeoffrunisremarkablyshort,evenwiththelow poweredAeroncaJAP;groundrunintothe7knots wind was estimatedatsomethingoftheorderofone hundredyearsonsmoothgrass,thoughnoprecise measurementsweretaken.Theaircrafttakesafew momentstoattainitsrecommendedbestclimbing speedof42knots(IAS)butasitacceleratesitbecomes "alive"inthewaythatathoroughbreadwill,andone wouldbelittletroubledinflyingtheLutonMinor reasonablyaccuratelywithoutinstruments,andrelying onlyonfeel.Itisthatsortofaeroplane.

Inlevelflight,G-AYDYsettledcomfortablyat 2150rpmgiving47knotsIAS(interestinghowoften rpmonthechocksturnsouttobethenicestcruise speed),andthegeneralhandlingwasexplored.The firstsurprisewasthealmostentireabsenceofaileron drag.Theremarkablelackoffrictionintheaileron controlcircuitofG-AYDYwasespeciallynoted,and isnotonlyatributetotheexcellenceofBillGoldfinch'sconstruction,butalsocontributesmuchtothe pleasanthandlingandresponsivenessoftheaircraft.

Cockpitlayout of G-AYDY

Turnsineitherdirectionarepossiblewithout touchingtherudder,thoughitisbeneficialtousea touchofruddcrwhenenteringaturn,andinturnsof over30degrees,properco-ordinationofallthree controlsisessentialifasloppyturnistobeavoided. Theaircraftisdirectionallystable,andcanbeflown straightandlevelfeetoffindefinitely.Thehighwing alsoconfersagooddegreeoflateralstability.There is,however,noforeandafttrim,sothatitisnot possible.unlessweightsandloadingsaresoarranged beforehand,toflyhandsoff.Thisbringsmetoapoint ofpersonalpreferencewhichconsiderimportant. ThedesignofG-AYDYiscleanedupbyenclosingthe elevatorcableswithinthefinfairing:butasaresult, thereisonlyasingleelevatorcontrolcircuit,withno backupsystem.Onehasonlyoncetoexperiencethe failureofanelevatorcontrolcircuittofeelvery stronglyforevermorethateveryaircraft,however light,musthaveeitheraduplicateelevatorcontrol circuit;astheTigerMoth;orapilotcontrolled elevatortrimtabwhichisenoughtogetyouhomein anemergency.Inaddition,thelatterconfersthe benefitofmakingitpossibletoflyanotherwisenicely trimmedaircraftlikeG-AYDY,handsoffwhenever desired.Onecandowithoutrudderoraileronsif necessary,butnotelevatorcontrol.

Controlsarenicelyharmonised,andwhilstlight throughoutthespeedrange,asonewouldexpectin suchanaircraft.alwayshaveplentyoffeeltotellthe pilotjustwhattheaircraftisdoing.

PopularFlyingquotesthestallingspeedofthe LutonMinorwithLAPengineas25kts.Thestallwith thestickfullybackonthestopswasoffthe20knot clockonG-AYDY.Thereadinglookedlikeabout 17/18knots,which,ifthePFfiguresarecorrect. suggeststhenotunlikelypositionerrorof718knots atthisattitude.Fromenteringthestraightlevelengine offstalltofullrecoverytonormalflight,withoutany particularhaste,lostonlytwohundredfeet.Therewas aslighttendencyeachtimefortheportwingtodrop atthestall,butsoslightastosuggestthatitmighthave beenduetonomorethanthcpilotleaningthatwayin thecockpit.Thestalloneachoccasionwasgentleand

withoutvice,thoughtherewasnopriorbuffetor similarwarning.

Twotimedclimbsgavearateof260ft/mittand 300ft/min,anaveragerateof280feetperminuteat 42knotsIAS.Thisagreeswiththefiguresgivenbythe owner,thoughthctimesI-obtainedvariedslightly. sincetherewassomesortofthermalactivitypresent andtheairnotcompletelystill.Thisisquiteagood figureforthelowpoweredengine,andsincethe forwardspeedislow,representsquiteareasonable ANGLEofclimb,withconsequentobstacleclearance aftertakeoffmuchbetterthantherateofclimbmight atfirstleadonetosuspect.

Alloutlevelspeedat1900ft.ASLusing2340rpm gaveareadingof60ktsIASwhichcomputedinthe conditionsofthedaytoatruespeedof62kts, assumingthelikelyconditionofNilpositionerrorin thisattitude.AtallspeedstheAeroncaJapwas notablysmooth,especiallysoflatout,andtherewas lessvibrationthanonenormallyfindseventhanwith thebestofVWengines.

Thefiguresobtainedduringashorterflightin G-ASEAwerecertainlyaffectedbythefinepitchof thepropellorfitted,ifnotbyanythingelse.Runupon chocks,atsealevel,andOATsimilartothatobtaining duringtheflightsonG-AYDY(butbarometric pressureregrettablynotcompared)resultedin2250 rpm.Anumber or timedclimbsweredoneallin smoothairoffthesea,andgavethefollowingresults: at42ktsLAS-2500rpm,climbnegligible:at38kts LAS-2400.oftheorderof180ft/min,at34kts[AS-— 2350,200ft/min.Becauseofthehighrpmobtained evenat42ktswhilstclimbing,nohighspeedmeasurementswereattempted,inotherrespectsthehandling conformedtothetypeandwasnotsignificantly differentfromthatofG-AYDY.TheJAPenginewas delightfullysmoothandresponsiveatallspeeds,and suggeststhatwiththeproperpropellerfittedperformanceshouldnotdiffermarkedlyfromthesuperior figuresrecordedforG-AYDY.

Aswillbegatheredfromthefiguresjustquoted,the LutonMinorisarelativelyhighdragaircraft,andin consequencetheglidingangleengineorrisfairlysteep.

Recommendedapproachspeedis45ktsIASthroughout,thoughifthisisincreasedalittle,sayto50knots, noharmresults,andthereisstillnotiresomefloat.It itadvisableinthecircuittoarrangeone'sturnintoa pieceofskywhichonehaspreviouslysearched,forin aturnthehighwingconcealstheskyinthedirection oftheturn.Forthisreason,awellorganisedsquare circuitpatternhasadvantages.Ontheotherhand,the highwingwhenoneisnotturning,givesthepilot uninterruptedvisionofhisintendedpointoftouch down,andthisisverypleasant.Beinghighlymanoeuvrable,thecircuitcanbekeptsmall,andpointof touchdowngaugedwiththesortofaccuracyoneis accustomedtoinlightgliders.Finalapproachat45 knotsisrecommendedasthenormalspeed,butthis ofcoursecanbeadjustedasconditionsdemand,and instillairspeedoverthehedgecouldbeless.The angleofflarerequiredisnotgreat,andduringthe approachandroundoutthetouchdownpointremains clearlyvisibleatalltimesoverthenose.Theaeroplane seemstotellitspilotjustaboutthemomentforthat finalmovementofthestickfullybackintothe stomach,andwhendownremainsnicelyput,though thehardspringingmakesitfairlydifficulttoproduce thatabsolutegreaserlandingwhichisthedesireof every(rightthinking)pilot!Again,agoodpointfor theLutonMinor,foralthoughitiseasyandforgiving itislikelytomakeitsfansworkhardtoachieve absoluteperfection.

IwouldliketorecordmysincerethankstobothBill GoldfinchandLaurieMansfieldfortheirkindnessin permittingmetoflyandtowriteabouttheiraircraft, andIhopethattheresultwillbeusefultoanybody wonderingwhetherornottobuild.Icanassurethem thattheLutonMinorwillgivegreatpleasuretoits pilot,andiseasyandcharmingtofly.Imyselfwould preferalittlemorepower,perhapstheVWengine, andaplacetoputmapsandpapers.Iwouldalsolike toseesomeadditionalsafetyarrangementtoguard againstthepossibility,howeverremote,ofabreakage orfailureoftheelevatorcircuit;eitherbyduplication ofcontrols;oruseofapilotcontrolledtrimtab.The finalthoughtthatcomestomeisinrelationtothecost anddifficultyofhangaragewhichaffectsusall.The LutonMinor,evenwiththeJAPengine,hasagood shortfieldperformance;Iwouldwantminetohave foldingwings,sothatIcouldkeepitathome,andfly itfrommyfriends'fields.ArthurOrdeHumehasjust suchaLutonMinordesignavailable,whichshould makethelatestupdateofthisvintagedesignasgood orbetterfromourpointofviewthanmostofthe moderns.WhatatributetothegeniusofCecil Latimer-NeedhamhislittleLutonMinoris!

BRIEFSPECIFICATION

Span: 25feet

Length: 20ft9ins

WingArea: 125ft

Height: 7ft6ins

MaximumpermittedAllUpWeight:700lbs

Designemptyweight: 400lbs

Engine:AeroncaJAP 37hp

Performance G-AYDYG-ASEA

Rpmonchocks: 2150 2250

BestRateofClimb: 260ft/min200ft/min

Cruiseat2150rpm: 47ktsIAS

Stall(bookfigure): 25kts25kts

Stallastested: 18ktsIAS

Maximumlevelspeedat 1500ftASL:

Doncaster Sailplane Services for HOMEBUILDERSSUPPLIES

G.L.1aircraftbirchply0.8mmto5mm. Fabric-2weightsforsupportedandunsupported areas.

Dope—tauteningandcolouretc. Jointingcompound—forwood/metal. Spruce,DouglasFir,WhitePine,Ash,gradeA. A.S.I.V.5.1.compassesetc.etc.

5.5I4andS.510steelsheetandT45tubes. Controlcablemadeuptoorder.

V.P.I.Cavaliermaterials.

Cavalierplansandallrawmaterialtobuild. Fibreglassandresin,releaseagent,pigmentetc. Sends.a.e.forpricelist

YORKROAD,DONCASTER 0302-65381,-61713,4355

60ktsIAS at2350rpm

DETAILEDPLANSANDINSTRUCTIONSFOR BUILDINGOBTAINABLEFROMTHEP.F.A. OFFICE.£15.00+£1.20V.A.T.±75p.postand packing(Non-foldingwings).

Ourpersonalandcomprehensiveserviceisalso availabletomeetmostotherindividualorcommercialinsuranceneeds.

RobinOwen's STRUTNEWS

Thenewyearhasstartedandweturnourthoughts totheforthcomingPEAflyingseason.Iampleased toannouncethattwolargeralliesarealreadyplanned for1976apartfromSywell'76ofcourseDetails or thesearepublishedbelow.OurPresident.AirCommodorePaul.hassuggestedthatStrutsshould considerholdingareally-instrallies.Ihavedistributed copiesofthissuggestiontoallStrutstogetherwitha questionnairetobereturnedtoheadoffice.Perhaps thoseStrutsecretarieswhohavenotyetreturnedthese formswoulddo so assoonaspossible.

ThelettertotheStrutsreadsasfollows_

OurPresident.AirCommodorePaul.hasaskedme toinformyouonhisbehalfofhissuggestionthatwe shouldconsiderafewlargeP.F.A.areafly-in.rallies during1976.Hehadhopedtoexpresshisideasatthe lastPtACouncilMeetingbutunfortunatelywas LinabletodosoduetoratherpoorattendanceofStrut representatives_

Atthemoment,twolargeralliesareplannedin1976, TheHeston/IlanworthStrutRallyatBlackbusheon April18thandtheEastMidlandsStrutRallyat HueknallonMay30thand,of cotirse, Sywell.

Obviouslyalargerallyisbeyondtheresourcesof someStrutsandAirCommodorePaulhassuggested thattwoorthreeStrutsgettogetherineachareaand organisearallybetweenthem.Theco-ordinationto achievethiswillbecarriedoutbymyselfandHead Office.Iamenclosingaquestionnaireforyoutofillin andreturntoHeadOfficeIknowthat1975isnotyet overbutnextseason'sralliesmustbeplannedNOW!

REMEMBER,theleadtimefortheP.F.A.Popular FlyingmagazineisTWOMONTHS,Ifyouwant publicityinplentyoftimeforyourrally,youmust sendmedetailsbythefollowingdates,otherwiseitwill notbepublishedforanothertwomonths:-

DetailsreceivedbyJanuaryIst: publishedinMU-March.

DetailsreceivedbyMarch1st: publishedinMid-May.

DetailsreceivedbyMay1st: publishedinMid-July.

Thesedatesare demllines andassuchareveryimportant,somakeanoteatyournextStrutmeeting

ThefirstPEArallyoftheseasonwillheheldat BlackhusheonEasterSunday,April18th,andis organisedbyRexCoatesandJohnDunfordon behalfoftheHESTON/HA1NWORTHSTRUT. Therewillbenochargefortheuseoftheairfieldand alllandingsmadebyvisitingaircraftwillhefreeof charge.Fortheperiodoftherally,non-radioaircraft willbewelcomebutonPPO.Thereshouldbeagrass stripavailableforthosewhoneedone.Iunderstand thatoverseasvisitorsarebeinginvitedandalsothe Warbirdsaremeetingontheairfield.Thisishykind permissionoftheowner,Mr.DouglasArnold.

TheEASTMIDLANDSSTRUTwillholdits annualrallyatWhitsuntide.Theprovisionaldateis 29/30thMay,hutfulldetailswillbepublishedbefore therally.Thismeetingisnormallyatwo-dayevent andisheldatHucknall,Nottingham.

TheSOLENTSTRUTseemstobetheonlyStrut awareoftheprocessesinvolvedinbringingup questionsatCouncilmeetingsandthishasbeendetailedinrecentnewsletters.Perhapswecouldusetheir methodsasaguide.Questionnairesweresenttoall Strutmembersaskingforpointstobebrought forward.TheStrutcommitteethenheldameetingand decidedonthemostimportantitemswhichwerethen forwardedtoPFAheadofficeforMclusioninthe agenda.Headofficemustnormallyhavethedetails

PopularFlying,January-February, 1976

aboutamonthbeforethemeeting,otherwiseStrut questionscanonlybediscussedin"Anyother business-consequentlyreceivinghurriedtreatment.

Strutopinionseemsverysplitonthefutureform or theannualPFArallyatSywell.TheNORTHEASTERNSTRUTasks inits mostrecentnewsletter whetheritshouldbeagatheringoftheclans or a publicspectacle.Afterall,arallyisarally.hutifit mustbe II displayforthebenefitofthepuhlicthenit shouldbeproperkorganisedandnotthead-hoc selectionofIly-bysofthepast.ThesesentimentsI knowareechoedbyatleasttwootherStruts.

TheNORTHWESTERNSTRUTnewsletterran tosevenpagesinitslatestedition.Therallyheldlast Augustwasagreatsuccesswithover30aircraft visitingBarton.AcompletelistofPEA-approved inspectorsintheNorthWesternareaispublished whichwillbeofenormoushelptoallStrutmembers. Otheritemsofinterestareareportofthestaticteston thePilotSprite.5:tonsbeingloadedontothewing! AlsoanewstriphasbeenapprovedatBlackMoor.

May1makealinalpleatoallStrutsecretariespleasesendinyourrallydetailstomenow.Thismeans thattherewillhesufficienttimetopublishdetailsin themagazineandavoidyourrallyclashingwith anotherStrutrally.Willyoualsosendfulldetails. suchasrunwayavailability,hazards,precautions, circuitprocedure.radiofrequencies.telephonenunlhers,facilitiesattherally,especiallyrefuelling,

Finallyifanymembersareinterestedinforming Strutsinthefollowingareasfwouldbepleasedto hearfromthem:GloucestershireandYorkshire.

RallyCalendar1976

APRIL

8—Heston/HanworthStrutEasterRally,Blackbushe.

MAY

22/23-PFAmembersinvitedtoIly-inandbarbecue atSaffronWalden_Fulldetailslater.

29/30—EastMidlandsStrutrally/airdisplay.Hucknail.

ItisexpectedthatP.F.A.memberswillheinvited alongwiththeiraeroplanestosupportthefollowing airdisplays.Fulldetailspublishedwhenwehave completedetails_

M AY

14-17BigginHillAirFair

Jo NI.

4-6BlackpoolAirPageant.

26-27BardneyAirDisplay,NewarkShowground, R.A.F.Winthorpe.

untimwd frn,p,g, 9 markabletwo-seatlow-wingmonoplaneutilisingthe latesttechniquesinsyntheticfoamandglasscloth structuresandputsupaterrificperformanceonthe stockVWengine_Theprojectsoundsveryinteresting andmorenewswillcomeasthingsprogress.

On theflyingsidetheGroupwillperhapshebest knownforitsCurrieWotbiplaneG-APWT.Alas,in July,itwassoldtoanAmericanwhohaditshipped backtotheUSA:—"Hemadeusanofferwecouldn't refuse!-.Roywasveryimpressedbythespeedand assistancehereceivedfromtheCAAinprocessingthe paperworkheresothatthenewownercouldgetit homeintimeforOshkosh.Meanwhiletheycontinue tooperateoneofthefewAusterArcherstobeseen— G-AIPRandhopeitwillnothetoolongbeforeitis joinedbyoneoftheKR2's.

KnowingRoy—itwon'tbe!

JohnBeeswax's VINTAGE NEWS

ExclusiveExcellence

Normally,thepoleispulledbacktoraisethenose ofanaeroplane.ButnottheChrisleaAce,whose elevatorsareraisedbypushingthecontrolwheel downwardstowardsthecabinfloor.Conversely.to lowertheAce'snosethewheelmustbeliftedtowards theperspexroof.Allthis.explainedCarlButlerwitha twinkleinhiseye,wasthebrainchildofitsdesigners, Mr.ChristadophousandMr.Leak,whoalsodidnot believeinfittingrudderpedalsforpilots.Itistead,they linkedtheruddercontrolsoftheirMarkIChrislea Aceto[heall-purposewheel.However,itwasrealised [hepilotshoulddosomethingusefulwithhisfeetso theyinstalledafoot-operatedauxiliarythrottle.One canalmostimaginethestallrecoverydrill—pullup controlwheelandfoothardforwardforahootfolor power!

Carlwassittinginthecockpitofhispartly-rebuilt ChrisleaAceC1-13G-AKUWandpointedout[he superblycraftedcontrolrodsandbearings.Hetold oftheA.R.Ifsmountainofpaperworkconcerningthe machineastheywerelessthanenchantedwiththis creativeapproachtoaircraftcontrolevenifitdid leavethepilot'sleftfootfreetotapoutathvourite hymn.Theyinsistedonrudderpedalsattheveryleast. SoMr.C.andMrL.hadtocomply.Butnotforthem theconventionalpedalsorrudderbar.Oh n o,that wouldhavebeentoosimple,toounsoplUsticated.They builttheirrudderpedalsflushwiththefloor,fitted withDinkylittlestrapstoholdthepilot'sfeetinthe rightplace.Leftrudderrequiresthepilottopush downonhisrightheelandlefttoe,raisinghisleft heelandrighttoe.Quiteaperformanceforanvone exceptperhapsachurchorganist.

Alltheseeccentricitiesapart,thcChrisleaAceisa robustandhandsomemachinewithabeautifullydesignedcabinwithseatsforfour.

CarlButlerandhispartnersArthurandBob Quinneyaremakingasuperbjoboftherestorationof G-AKUW.Workingontheprincipalofmakingthe airframeabsolutelycorrosion-proof,allofthesteel tubeassemblieshavebeenaluminized,includingthe wholeofthefuselageframe,thesteelwingsparsand thetricycleundercarriagecomponents.TheChrislea Companysparednoeffortinproducingthesubassembliessuchasthethrottlequadrantandbraking system,bothofwhichareexquisitelyhand-builtas areallthewoodcomponentsthatfurnishaluxurious cockpit.InsimilarfashionCarlandhisfriendshave sparednoeffortinthismajorrestorationofaunique lightaeroplane,firstdesignedandbuiltin1938asa RollsRoyceamongitscontemporaries.Atthepresent.

ChrisleaAce0I3G-AKUWisreceivingitsceconite coveringandshouldbeflyingintimeforthesummer meetings,soifyouareluckyenoughtoenjoythe privilegeofapassengerflightwithCarl,pleasewatch whereyouputyourfeet—youjustmightputonfull rudderorsomething.Oops!Sorry,weforgot,Mr.C. andMr.L.thoughtofthateventualitytooandmade aspecialcarpetedplatformwhichrestsoverthefloor

ontheright-handsideofthecockpitfortheconvenienceofthepassengerwholikestoLaphisfeetin completesafety.

TheCaudrontuciole'(Dragonfly)

Firstimpressionswhenlookingataphotographof theCaudron'Luciole!biplaneareor1914-18world warlighterswithscalloped[railingedgesandsloping linandrudderoutlines.However,thisdelightful Frenchtwo-seaterisverymuchwithLIstodayasan excitingfutureadditiontothelistofoperational vintageaeroplanesgracingtheskiesoftheUnited Kingdomgivingprooftotheincreasinginterestinthe sportofowningandflyingveryoldaeroplanes.

RecentlyimportedfromFrancebyVintageAircraft ClubmemberMr.GriersonGower,this33ft.wingspanwoodframebiplanehasenjoyedacolourful CareersinceitwasbuiltbytheCaudronCompanyat thehistoricaerodromeofIssylesMolineauxinApril 1932.

RegisteredF-ALVO,shespentfouryearswiththe ToulouseAeroClubbeforereturningnorthasa privately-ownedmachineandbasedatOrlyA.erodromeuntiltheoutbreakofwarwhenshewas hurriedlyimpressedbytheFrenchAirForcetoface themightofGermany.Whatherdutieswerewedo notknow.butinlate1940shewasquietlysoldbythe VichyGovernmenttotheSocieteMidiAviation,and, itseems,sheremainedahangarqueenuntil1944when shewasonceagainimpressedintoservicewiththe FrenchAirForce.Attheendofthewarshewas retuInedtotheS.M.A.whohadtocarryoutsome repairsfollowingdamagesustainedwhileonactive service.By1946shewasbacktocivilflyingatChaumontre-registeredasF-BBPT,averagingmorethan fiftyhoursperyearuntil1950whenshewasonce againsoldprivately,andfinallyputintostoreasa rewardforlongyearsofservice.

Consideringthatthisgracefulbiplanewasbuiltin 1932,sheisinremarkablygoodconditionandisone hundredpercentcompleteDespitethelongyearsof storage.RegisteredG-BDFM,shenowawaitsamajor rebuildthatwillrestorehertoheryouthfulvitalityof thenineteen-thirties.Mr.Gowerhasembarkedonan imaginativeplantocarryoutthisworkandagroupof enthusiastshasbeenformedwithintheVintageAircraftClubtoundertaketheprojectbydividingthe workamongstthemselves.Iftheschemeisasuccessit willmeanthattheprocessofrebuildingvintageaeroplanesprivatelywillinvolvemuchlesstimethanthe threeyearaveragetakenbyahomebuilderworkingon

TheCaudronC.270-Enclitic'.EheshapeofWeempennageandscallopedmailmgedgesdiscloseitsancestr.r. The95hpSalomonradialettgine Pes ii (ICrid8ThgVet9101."49111.1.90ni-Ph-(Photo:Coartes.cofGriersonGower)

hisown.TheMuseedeL'airhavegenerouslyprovided Mr.Gowerwithphotographsandadetailedhistory ofhismachinealongwithriggingdiagramsandcopies ofservicingmanuals.Theownerhascarriedoutan extensiveandmethodicalphotographicrecordofthe aircraftduringthedismantlingphasethatwill,no doubt,be of greatassistancetotherebuildingteam whentheygettothere-assemblystage.

PoweredbyitssevencylinderSalmson7ac.Radial engine.theCaudronC270'Luciole'willbeasight worthlookingoutforatfutureVintageAircraftClub meetings.

VINTAGEAIRCRAFTCLUB1976CALENDAR

18thJan. Snowball Ralls—FinmereTerothowe

Thesteaminghotsoupisonthehouse.

15thFeb. U.S 1.F .Upperfle lord

Lunchwiththe77!F.A.C.FighterStitt'', 14thMar. R.A.P.MuseumWorkshops,Care/Mom

Achancetoseesomenationalrebuilding projectsbeingundertaken forthe NIuseum

17thApril

AnnualComralAlecting—Cranfield

OfficialNoticewillbetienttomembers, 18:19April

EasterEggRally—Crwtheld

Lotsofvintageflyingwithprizesforthose withasweettooth.

2ndMay GeminiPatrol—Finmere

Awholedaydevotedtoair-to-AirPhotography.

29:31May

BostonRally-BostonAerodrome

Acolourfulcampingmeetingwiththe possibilityofanaerial"SpringSea Count"amongtheNorthSeasandbars• ExcusedBoots

Despitetheupsanddownsoroureconomy,Beeswaxwouldliketowishallvintageaircraftenthusiasts amosthappyyearoftrouble-freeflying.Mayallyour Pobjoyproblemsbelittleones,etc.

Ourpasttwoseasonshaveseenabigincreasein passengerflyingbyournon-ownermembersandas

thereiseerysignthatthispopularfacet or theVintage Clubmeetingswillcontinuetogrow,Beeswaxoilers thefollowinghintsforthecomingseasonofgrass airfieldsandclothwings.

Hint1

GetyourselfaHyingSOIL.Surprisinghowthislends oneanairofauthorityataVintageAircraftClub meeting.Alsoverypracticalasitkeepslooseendsof clothesawa)frompinsandcablesthataboundon olderaircraft.

Dint2

Excusedboots!Don't\\eargreatbigwalkingboots astheytendtoclobberthefragilefabricofvintage aircraft,airframesandcockpits.Wearsomethingsoft andpliable_Plimsollsareidealindryweather.Big bootsmakepilotswince.

Ilint3

Propellorswillchopyouup_BeVerycarefulV.hen approachingtheaircraftinwhichvouaregoingto rideThepilotwillhavelefttheenginerunningduring thetimeonepassengerleavestheaircraftandthenext oneenters.liewillnotalwaysbeabletoseeroundthe noseoftheaeroplaneandinitynotbeawareofan , childreninthevicinity.Remembertogivepropellors uwideberthandkeepthekidssomewheresafe.

Bestofluck.andBeeswaxhopesyougetasmuch enjoymentrrolnyourpassengerrideasthepilotdoes givingittoyou.

TheIhilson['raga

Sonicmonths agoweprinted anarticleaboutaLuton Minorpoweredhi;aPragaengine.Thisprompted severalmemberstosendusareprintofanarticleina 1944AeroModeller.WeareindebtedtoAeroModeller forpermissiontoreprintthearticle below.

Duringthesummerof1936.aninterestinglittle machineknownasthePraga13.36arrivedinthis countryfromCzechoslokakia

Manufacturingrightswereacquiredbyafirmof woodworkerswithnopreviousaircraftexperience. Messrs.FHills & Sons,Ltd..ofTraffordPark, Manchester.whereproductioncommencedtowards theendor1936.Bythemiddleof1937thefactorywas turningoutthreemachinesperweek,someforty-six beingsuppliedtobuyersbothathomeandabroad.

TheHillsonPraganeverachievedthepopularityof othersmallcabinaircraft,possiblyowingtothefact thatthefullycantileverwingcouldnotbefolded— ratheradrawbackfortheprivateownerwithlimited hangarspaceathisdisposal.Troublewasalsoexperiencedwiththepowerplant,a39h.p.Pragatwincylinder.aircooled.horizontally-opposedengine. SincetheengineswerenotmadefromA.I.D.approvedmaterials,CertificatesofAirworthinesswere withheldandexperimentsweremadewithmotorsor differentdesign.

Thefuselagewasbuiltupfromfourlightspruce longeronstogetherwithsinglestringersrunningdown thetopandbottomsurface.givingitahexagonal crosssection.Thewingconsistedofthefamiliartwin spruceandplywoodboxsparsusedinconjunction withspruceandplywoodribs.Thefuselage,wing, rudderandfinwereplywoodcovered,whilstthetailplaneandelevatorsdepartedfromtheorthodoxin thattheyweremadefromvariousgaugesofsteel tubingandafterwardsfabriccovered.

Theenginewassupportedbyarubber-mouifled steeltubularmountingonthenoseanditwasfaired intothefuselagebymeansofasimplehemispherical cowling.The"Y-shapedexhaustmanifoldconducted thehotgasesthroughaheaterboxanddownwards underneaththemachine.Themostingeniouspartof thestructurewasthespringingorthestreamlinedsteel tubularundercarriage.Landingshockscausedthe axleextensionstoexertcompressionagainstrubber blocksinsidetheaxle.givingitaveryneatandsimple appearance.

Entrancewasthroughtheleadingedgeofthewing, aportionofwhichfoldedbackwards,whichtogether withhingedsidescreensenabledthecrewtoenterin thesantemannerastheywouldinopenmachine,the hingeportionbeingpulledbackandlockedinto positionafterwards

Side-by-sidedualcontrolwasfitted,employingthe usual"joystick--operatedaileronsandelevatorswith pedal-operatedruddercontrol.

Thepush-pullthrottleknobwassituatedinthe centreofthedashboardwithineasyreachofeither occupant,andtoopenthethrottle,theknobwas pulledoutwards.

Handlingqualitieswereexcellent.Themachine couldbeflownat35m.p.h.I.A.S.underperfect controlanditwouldclimbquitestronglywithtwoup at60m.p.h. Orl three-quarterthrottle.Turnscouldbe madeontheaileronsaloneandthestallwasvery gentle,andbyopeningthethrottleitwaspossibleto

"climboverthetop."andresumenormalflight without thedangerofwingdrop and subsequent dive.

Inflight.fromthepilot'spointofview.thenose appearedtobeabout14imbelowthehorizonand ii waspossibleliterallytoseethegroundimmediately belowthemachine.

Theappetitesofthe"Baby'Plane-fraternityofthe popularpresswerewhettedwhenH.L.Brookflewa ProgatoCapetownin135livinghoursduring the summerof1936.Italsohoodwinkedthehandicapping expertsbywinningtheIsleofManraceinthesame year.

ThePragawasusedbytheIpswichAeroClub, NorthStaffordshireAeroClubatMeir,ThanetAero ClubandtheNorthernAviationSchoolandClubat Barton-on-the-Moss.Manchester.Machinesbelongingtothelatterconcernareillustratedhere.The colourschemeisblueandsilver,andafleetofthese craftweiemaintainedforinstructionalwork. for whichtheywerechargingtheastonishinglowfeeof 20s.perhour.

BatchesofHinsonPragaswereregisteredG-AEPI toG-AEPM,G-AELKtoG-AELIUandG-AEYK toG-AEYllinclusive.Thirty-flutewereregisteredill thiscountry,manyofwhichmaybestillinflying condition.

Specification:—

Span:36rt.1in.Length:22ft.1in.Height:7ft. 2',in.Ceiling:14800ft.Climbto1,000ft.:3mins. Wingarea:164sq.ft.Weightempty:625lbs.Max. speed:92m.p.h.('ruisingspeed:81m.p.h.

FROMTHEPFAOFFICE:

ItisregrettedthattheP.F.A.cannolongerabsorbthe currencyDuctIDlions,increasedposta1chargesand generalinflation,andthefollowingchargeswillhave immediateeffect_

PazmanyPL4ADrawings

C.A.1.P.Leaflets(20) PracticalNotesNos1-4

packs,perset I -80 201) AllpricesincludeVAT(whereapplicable)andaresubject tochangewithoutnoticeduetoincreasesinpricesand currencyfluctuariolls.

JYROJOTTINGS fromPeteLovegrove

This,andnextmonth,wetalkaboutpre-spinmechanismsTorultra-lightgyroplanes.

Take-offDistances

Aquestionwhichisfrequentlyfiredatmeis:What take-offrundoesagyrorequire'?Myusualanswerto thatisasfollows:"Justaswithafixed-wingaircraft. agyroleavesthegroundwhenitsflyingsurfaces developenoughlifttosupportitsweightandprovide alittleextratocausethegyrotoclimb.Withafixedwing,thismeansgettingtheaircraftand,hence,the wing,uptothecorrectfiyinaspeed-.

Exactlythesamerequirementappliestogyros, exceptthattheHyingspeedinquestionisthevelocity oftherotatingblades.This,ofcourse,canhevery differentfromtheforwardvelocityofthemachine and,anyway,ifdefinedisalinearvelocity,itis differentateachpointoutalongthebladeradius. Typically,agyromightliftoffta1 erun-wayal30to35 mphbutthetips of therotorbladesaremovingat 200to250mphatthatjuncture.

So.whenaskinghowmuchdistanceisrequiredto getagyroairborne,wearereallyaskinghowmuch groundisconsumedingettingtherotoruptoflying rpm.Pausingtocomparewithhelicoptersfora moment,itisclearthattherequiredtake-offdistance foragyromightbezeroorverysmall.Onemight simplystandthemachineononespot.whilstapplying torsionalpowertothebladestovetthemrotatingat, ornear,flyingrpm.

Inpractice,thatissubstantiallytrue.Theonly realsnagisthatitisunwisetotrytowindtheblades uptoflyingrpmforseveralreasons.viz:

Afairlycomplicateddrivemechanismisrequired,fromenginetorotororfromaseparate driveunittotherotor.Thiscouldhcquite heavyandisonlydeadweightoncetheaircraft isupandHying.

Thetorsionalloadsappliedtotherotorduring spin-upareequallyappliedtotheairframe. Themaststructure,inparticular,iswelland trulyloadedintorsion.ftmustthereforebe designedtocarryloadswhichitwillnever encounterinuseduringallotheroperationof thegyro.

Iftherotorisspunuptoflyingrpm,ITWILL FLY!Theundercarriagewillbecarryingno loadandthemachineislikelyiotrytorotate inrelationtotheground,duetotorquereaction.(Thinkofahelicopterwithoutatail rotor).fnfact,theproblemisusuallyworse thanthatbecause,withourever-presentwinds, itispossibletogetenoughlife,momentarily, totiltorrollthemachinewithso-obvious results,justfromtheeffectofapassinggust, evenbelowflyingrpm.

Assuming,then,thatweshouldnotspintherotoi rightuptotake-offrevs.,howfastcanwespinit? ft is probablytruetosaythatabouthalfofHyingrevs,isa reasonablysafelevelforwhichtoaim.Ifthepilotis highlyskilledandthewindaboutzero,onemightsay thatitisOKtowinduptojustovertwo-thirdsof Hyingspeed,butthatisnotasafemaximforgeneral flyers.Sticktothehalf-max.figure.

Enginespeed,rotorspeed

SupposetheHyingrpmofourrotoris450This meanswecanpre-spinsafelytoaround225rpm.What reduction-gearratioshouldwehave,inourcoupling

PopularFlying,January-February,1976

betweentheengineandrotor,supposingWeusethe mainenginetoprovidetherequiredtorque?

Aratioofbetween9and12toIissensible(10to1 isthefigureIusuallygofor).Thismeanstheengine reachesjustoverhalfmaximumrpmduringspin-up. Withthatspeedontherotor,itisinordertorelease thespin-upandopenthethrottlesmoothlyandfully tostarttheshortrunandtake-off.Therotorwillvery rapidlygaintheaddedrevs,onceitisspinningclose toHyingspeed.

Disengagements

Incommonwithotherrotoreraft,itisnecessaryfor gyroplanestohavetwo,quiteseparate,disengagements inthespin-uptransmission.Thistotallyprecludesthe possibilityofaccidentalre-engagementofthedrive whilstairborne.Myownviewisthatonegoodmethod, whichismanuallyoperatedandrequiressafety-catch releasebeforeitcanre-engage,wouldbemorethan adequate.Itisapitythatweareburdenedwitha hang-upfromhelicoptertechnologybutonemaytake comfortfromthefactthatitisabracesandbelt hang-upandbringsextrasafety.However,itisan ARBrequirement,soyouarestuckwithit!

Thereisahostofdifferentwaysinwhichthese disengagementscanbeachieved,soIwillmerelylist someofthemandmaketheimportantcomments uponthem.

(a)Rollerdrivepick-up(Fie.1.)

Manyofyouwillhaveseenthemethodby whichtherotorspin-updriveistakenfromthe engineontheWallis,Campbell-Bensen,Campbellandothermachines.Adrum,witha smooth,cylindricalface,isattachedtothe crankshaftsoastorotatewiththeprop.Atthe endofthedriveuptotheheadisanother rollerbutthisoneisrubberfaced,When pressedagainstthedriverdrum,itisrotated andtransmitspowertotherotor.Obviously whenliftedoutofcontactwiththedriver,it disengagesthedrivecompletely.

lb)Beltpick-up.(Fig.2.)

OntheFinnishTervamakigyro,onMonny Curzon'sspecialCricketandonmorethanone productionhelicopter,thepoweristakenfrom theenginetotherotorviaabelt-drivensystem. Onthegyros,ofcourse,thebeltnormallyslips inHightandisonlyengagedduringspin-upon theground.Onthehelicopters,itisfreeduring enginesiart-upandthenengagedallthetime thecraftisairborne.

Anyway,forourpurposesweneedasingle belt,usuallyaVeebeltItcanbepulledinto tensioninavarietyofways.Forexample,one ofthepulleyscanbemovedawayfromthe other,anidlerrollercanbepushedagainstthe 'slack?'sideofthebeltoranidlerpulleycanbe pushedoutwardagainsttheslacksideofthe beltFigure3clarifieswhatismeantbythe "slack-sideofthebelt.WhenusMgaslipping beltsystematthepick-upendofyourtransmission.itisoftennecessarytoprovidemeans ofachieving maxbinen, slacknessinthedisengagedmodeand,also,toprovideabrakeon thedriveNpulley.Seefig.4.Thisworksas follows:Thestripalongtheslacksideofthe beltpreventsitbulgingintoacircularshape,in conjunctionwiththeactionoftheidleronthe

"tight-sideofthebelt.Thus,all ortheslacknessinthebeltoccursattheendhalf-loops,so givingmaximumclearancefromthepulleys andaneasyslippingaction.

ITabrakeonthedriveNpulleyisnecessary toholditwhendisengaged,asimplepadand extensionarmfromtheidlerpulleyusually suffices.(Fig.4).

ITyouhaveeverownedamotor-cycleor mopedandseentheneatlittleclutcheswhich theyuse,youwillassume,rightly,thatsucha devicecouldbeemployedonagyrospin-up. Theonlyslightproblemiswhereandhowto attachit,sothatitcanbebroughtintoplay onlywhenrequiredandnotrunariskof jammingorgrabbingwhenitissupposedtobe inactive.

Whatthisusuallycomesdowntoisthatthe normalmethodsofoperationcannotbeused andsomespecialset-uphastobecontrived. If youthinkaboutit,theclutchonamopedor motor-cycleisengagedunlessyouforceit, temporarily,tobeotherwise.Thegearstake careoflong-perioddisengagement.Wecannot toleratetheweightandcomplexityofgears andmustthereforeuseasystemwhichholds theclutch out ofengagementunlesswechoseto engageitmanually.

Theabovethreemethodsdealwiththesortofdisengagementdeviceswhichmightbeusedatthepoint wherethepowerisputintothespin-upmechanism fromthemainengine.Forthisreason,theyarealso smoothtake-updevices,sothatpowercanbefedto therotorgentlytopreventmechanicalshearingor someotherfailureofthedriveshafts,etc.

Wemusthavetwoseparatedisengagementsinthc drivemechanism,sothesecondone,oftenplacedat orneartherotorhead,canbeasimplertype,i.e.'go, no-go'.Typicalsystemsusedare,forexample. Torringtonroller-clutches(ontheCricket).Sprag unitssimilartothoseincorporatedinthree-speed bicyclehubs(ontheWallis)orlargerversions. speciallydesigned(ontheA&Sl8A),orgearswhich slideorswinginandoutofengagement(verycommon intheStates).TheearlierTervamakihadaspecial Spragunitfollowingachain-driveontherotorhead andtheBrooksMosquitohada'dog'clutchinthe verticalshaftuptothehead.

Asyoucansee,thereisaprettywide.choiceof systemsyoucanconsider.ffyouareusingaMcCulloch,youhavetolookonlyatthosearrangements whichcanbefittedtothebackofthepropflange,as farasthepowertake-offschemeisconcerned..Witha VW,youcantakethedrivefromthesamepositionor fromtheotherendoftheengine,sincebothendsare easilyaccessibletoyou.

concluded inthenextissue.

(c)Clutchpick-up

Backin1973 Popular flying publishedareviewof Pazmany'slatestdesign,thePL-4A.Muchofthe reviewwashasedonpress-releasedataandsecondhandinformation.Sincethattimewehavehadthe opportunityorstudyingtheplansindetail.

ThePL-4Ais an allmetalsingleseaterwithfolding wings,designedforthehomehuilderfromtheoutset. ftisnormallypoweredbyaV W conversionwith a reductiongearoraContinentalA.65engine.The plansareamongthemostdetailedwehaveseen: indeed,theverycompletenessofthedetailatfirst sight,givestheimpressionthattheaircraftislesssimple thanitreallyis.However,closerstudysoondispels thisfirstimpression.Someideaoftheextentofthe plansisgivenbythcweightofasetwhichissome 8lbs.Theplansalsogiveamaterialslisttosimplify orderingItisnotaltogethersurprisingthatPazmany hassold1000setstotheCanadianAirCadetsforuse intrainingthelocalunitstherudimentsofaircraft construction.

Notcontentwithallthis,Pazmanyhasproduced twomanuals,bothofwhichareexcellentpublications. the"PL-4AConstructionManual"has104pagesand 394photographsanddiagramstogiveastep-by-step

FROMTHER

RODERICKTURNERMEMORIAL•FROPHY

ThePOPULARFLYINGASSOCIATIONhavebeenmade TrusteesforthisTrophywhichispresentedbyhisMotherand FamilyandFriendstoheapermanentmemorialforRoderick Turner.fly.inginstructor.TheTrophyisasilverTigermoth standingonanonyxhaseinscribedwiththepointsofthe compass.Wingspannineinches.

1Thisisanannualawardwhichmaybeawardedtopersons orgroupswhoseachievementduringthepreviousyearhasbeen judgedtocontributemosttowardsFlyingforFun.

3.Thejudgesareparticularlyinterestedintheaspects

4EnthusiasmanddedicationtoP.F.A. rbing interests

Successfulachievementdespitelackoffinance

Helpingothers

iv_Achievementindesigning,building.organisingorflying, intheP.F.A.sphere.

4,IiisaconditionthattheTrophyshallhekeptwithinthe U.K.andreturnedtotheTrusteesafterIyear_

5Candidatesmaybeofanyage,nationalityorsex.

Recommendationsarcrequestedfromanybodywhowishes tomakeoneandmayrelatetoamember of theP.F.A.orany non-member.Theonlyrestrictionisthatnobodymayrecom mendhim/herself!Ifpossible.recommendationsshouldbe sponsoredbymorethanonepersonandshouldreachtheP.F.A. officeatShorehamnotlaterthan15thlune,1976,andhenrirked CONFIDENTIAL-FORTHEATTENTIONOFAIR COMMODOREG..1.C.PAUL.PRESIDENTOFTHE P.F.A.

TheAwardwillhepresentedatSywellonSaturday,3rd July

Previousholdersare:

1974F.I.V.Walker,Esq..P.F.A.

1975WarrantOfficerA.W.Gough,f3.E.M..R.A.E.

PopularFlying,January-February,1976

guidetobuildingthePL-4A.Thepagesarecrammed withtips on howtoaccomplishthevarioustasksin making a metalaircraft.Detailsoftoolsrequired, materialsrequiredandeventhespacerequiredto buildyouraircraftareallgivenintheearlypages_ Hislatestmanualisthe"PL-4AExplodedViews-. ThisbookisaseriesofdrawingshyA.Zurnoshowing everycomponentintheaircraftinthemannerofa sparepartsmanual.Anyonewhohasdifficultyin readingengineeringdrawingswillfindthisbookof value.Itcontains45-exploded-drawingseachrelatedtoaparticularsheetoftheengineeringdrawings. Someofthesearepull-outdoublepages.Theseviews areparticularlyusefulforshowingfuelandelectric systemsandwillhetheanswertomanyprayersof homebuilders

Allofthesebooks,andtheplans,maybeobtained fromtheP.F.A.office.TheplansarepriceE44.28(inc. VAT)fI25p.&p..theconstructionmanual£5-50 —30pp.&p.andthe"Exploded"Viewmanual £6-45-30pp.&p.

JusttoroundofT,Mr.Pazmanyhasnowproduced supplementaryplanstobuildaroadtrailerfor(he PL-4A,anA65engineinstallationandcowlingsand wheelfairings.

F.A.OFFICE

ANNUALGENERALMEETINGOF THEPOPUI.ARFLYINGASSOCIATION

Membersareadvisedthattheminutesofthemeeting heldduringtheSywellRallyin1975arenowavailable fromthePFAOffice.Allyouneedtodoistosenda stamped,addressedenvelope(8(x4J)witharequest andyouwillreceivetheseMemherswhohavea particularinterestinthesemeetingsareaskedto obtainacopyinorderthattheymaystudythemand perhapsenablethebusinessofthemeetingtoproceed withoutthedelaysthatotherwiseoccurwhenthey havecollectedthese on thespot

Inthisconnection,wehavetodrawyourattention tothedateofthe1976AGMwhichwillbeheldonthe Sundaymorningofthisyear'sPFAInternational Rally-atSywell,at10a.m.4thJulyisthedate.

WemustalsoremindourMembersthattherewill bevacanciesonthePEAExecutiveCommitteeand nominationsforpotentialnewCommitteeMembers maybemadeatanytimeupto21daysbeforethe AGM.Nominees,Nominatorsandsecondersmust allbepaidupmembersofthePFAandtheNominee mustheaMemberoftwoyears'standingandmust signifyhiswillingnesstoserve.

POPULARFLYINGispublishedin Januaryandthereafterinalternate months.Alladvertisementstobesent to:AdvertisementManager,Popular FlyingAssociation,TerminalBuilding. ShorehamAirport,Shorebam-by-Sea. Sussex.

Semi-displaypercolumninch£3-00. Lineage(minimumthreelines)perline 44p.Discounts:seriesofthree Seriesofsix1013.;,.Agencies I01%,

FREE 1Membersal.!,nowell•titledtohourFree Adverts.peryear,subjecttobeingofnon-businessnature andtospacebeingavailable. QuoteMembershipNo.

For£1.50wewillincludeaphoto ofAeroplanesforSale.

ThePFAdoesnotnecessarily guaranteeorendorseanyproduct offeredthroughouradvertising.

Members'attentionisparticularly drawntobuiltandpartly-builtAircraft.Theyshouldsatisfythemselves thatthemachinehasbeenclearedto P.F.A.standardsiftheysubsequently intendtooperateitthroughthe PF.A.Airworthinessfacilities.

FORSALE.AGS690/Bshackles251 eachplusp.&p.Ihavelageqty.Alsoon P8Compass-needstop-up,mint,boxed ER)plusp.&p.MikeTurner,48Chester Way,Kennington.London,S.E.1.

ENGINE--Cominental145HP0-300-0 TTSMOH59hrs."Estoril-,NewRoad. Shiplake,Henley-on-Thames,Oson.Wargrave3434_

CESSNA172PARTS-LandingGear complete,TailplaneandElevators.ControlColumns.Pulleys.Cables.oneMainplane,etc.-Estoril-.NewRoad,Shiplake,Henley-on-Thames.Wargrave3434.

RADIORadiostalVHFTx(RNwith Crystals,MikeandHeadset-[40.-Estoril-,NewRoad.Shiplake.Henley-onThames.Wargrave3434.

PFAAPPROVED PROPELLERS

VW1200 £77-00

VW1500 £84-00

\AV1600 £81-00

VW1400 £78-00

VW15003Bladed £145-00

VW1600 £89-00

VW16003Bladed £148-00

ContinentalC90 £132-00

ContinentalA65 £105-00

Mikron. £105-00

VWCylinderHeadMachiningService £18-50includinglOnunPlugs and LongSocket

R.WATLING-GREENWOOD Ridgewood,Ucktield,Sussex

Tel.:Uckfield 3242

FABULOUSFRED

STOLperformanceonVWorLowranceengines.De-rigsand rigsaseasilyasaglider.Roadabte.Plansincluderoadfittings. Easytofly.Cheaptobuild.Longestsinglecomponent12'9' long.Plansconsistof25highlydetailedsheets.

PerSet-E15.00

Informationsheet,3viewdrawing,photograph-75p. ERICCLUTTON,92NLWLANDSSTREET,SHELTON, STOKE-ON-TRENT,STAFFORDSHIRE,ENGLAND

RADIO-GECSkycraftersSKY505. 360ChannelVHF.Justoverhauled. completewithharnessforJodelandtest harness,spar'evalvesandmanual-h170. PhoneDonCashmoreatBlidworth2622.

AIRCRAFTWAINIED.Jude!117,119. 120.DRI00or1050.Cashwaitingfora goodone_D.Cultriss.Doncaster56125.

PROPELLER -Standardpitchl'orC.90 £70.Continentalenginebearers-130. Dualignitionmodstoyourheads.Helicoilsfor14mmor18mmfitted.V.W.Enginesconverted.Propellresmadeto order.BrianMillsCambridge022-026'951.

NIPPERPARTSWANTED. crashedaircraftconsidered.RingPeterThompson024876254(AngleseyI_

360CHANNELVHF wanted.Contact Ciale.PostOffice..F.Cowion.Northaller ott151-Yorks.Tel.N.Cowton214_

WANTED-- Minicab.flyableornearly completed.WouldconsiderJodelor similartwoseater.ComactGeorgeAnder sononBelford(Northumberland)324_

COMPER-SWIFT.Sellingmyhalfshare. £1250.J.Harper,10LowtherMansions. ChurchRoad.London.SWI3.01-567 6655x572day.01-7488890evenings.

TURBULENTIorsale.GAPUY,1200cc Ardemengine.fullymodifiedandinstru men ted,240hrs.TTonly.BrandnewrestrictedcatCofA_Beautifulcondition. basedSouthMidlands.£1200o.n.o.Ring IanJennison.0614371713or024830909.

CARBURETTORS.Zenith--forVWcon yersions.Horizontalandupdraughtavail able-f12new."Matile4tailwheeland springs£17-50.VSI£6.CompasPHTigerMothTypeneedssealing£5 Connectorhoses£2.25each.NewRPM IndicatorsEl4-50New2inifaciaCom passes£12.50ContactBrianMills.PFA 1331,0220262951 6

WANTED. Part-builtultralight,anythingconsidered.Cashwaiting.Box362.

Rst-YSIDrAVI-MONSOUI-TyLTD. 'BRITISHHOMEBUILT AIRCRAFISINCE1920'

ThisisIhelatestandmostcompre hensiveguidetotheseaircraftever published.Inover100pagesarelull detailsonhomehuildsfromFlying FleastoMicros,HeathParasolsto DykeDeltasmanpoweredtoder; tricpowered.Fullyindexedand cross-referenced.Over100illus !rations.AMUSTforanyonewith aninterestinBritishLightAviation. AtLI-40,postageincluded,itis availahiefrom: MerseysideAviationSociety el() 4 WillowGreen.Liverpool L254RR

NFORMATIONREQUIREDonhistory HidownershipofTigerMothYR-AAA esRAFT68251.ContactHughes.8Tile KilnCrescent.LeyerstockGreet,.Herk, HP38NT.

GROUPFLYING. if youareinterestedin sharingaplanebasedatAndrewsfield. Essex,contactPhilipLorentz,13.Nayling Road,Braintree.Essex_Tel.Braintree 24070.

('ONTINENTAL0-200-A inexcellent conditionwith391hrstorun.Inhibited forstoragesinceremovalfromJodcl1050. C4Wstarter,generato£earb.,etc.No history or damage.Willaccept£475ono. BrianNorth.21DouglasRoad.Aylesbury.Bucks.Ayleshury83045.

WANTED-Book-HaraldPenrose.The PioneeringYears,mustbeinmintcondition.GoodpriceoTered.AlanDunn, 130AhbeyRoad,Sompting,Lancing, Sussex011it'snotinmintcondition,I'll haveitLaurieMansfield!).

PIELEMERAUDE.G-AYTR,C901200 hrsleft.King90360ChannelVHFwith 50kcfsspacing,dualcontrols.brakes completelyrenewed.PermittoFly.Only needstoheseen-h1.750.RingMans field32680_

FROMTHEPFA.OFFICE.. JUSTINSTOCKFROMTHEU.S.A.

- TheLightPlaneSince1909byUnderwoodandCollinge Fullyilhwrated fit-00-30pp.&p.

- AerobaticsInTheSkybyJ.Underwood £2•5030pp.&p.

- The1-111aExplodedViewManualti6.4530pp&p.

AUSTERAUTOCRATwantedwithout CofA.Hardworkavailablebutmustbe reasonableprice.AlsoCirrusMinor enginerequired.MikeCuttell,Ullenwood Court,Ullenwood,NrCheltenham.Tel. Cheltenham36770.

RADIO.King95E360Con),newlyover hauledandcertified.£250.ChandlersFord (Hants.)042-154138.

UNDER-UTILISEDGroupAircraft? aminterestedinhiringgroupaircraftfrom anyGroupsufferingfromlowutilisation andoperatingfromDenham.Bookeror Leavesden.PhoneEgertonatRuislip 35109.

PROPELLERFORSALECirrusMajor HI.6.76ft.dia.x4.51pitch_Drg.Z6011/3. LookshitoflyNopaperwork.Offersto P.Chapman.5Sedgemoor.Grange Estate,Farnborough.Hants.

WISTDRILLS.I/16thinchHSSPack of10lot75pplusSAE.Getsomein! MikeVaisey,33ManorRoad,Wheal hampstead,Herts.

ENGINEWANTED.Lowhour.100to 130HPorgoodCPU.D.Haiker,29 EarndaleRoad,Nunthorpe.Middlesborough,Cleveland.

JANESA.W.A.4144.SwopforTwenties orThirtiesEdition.P.Chapman.5Sedge moor,GrangeEstate,Farnborough. Hants.Fatnboro511232.

LEARBENDIXADF.Model12E2completewithallwiringandmanuals.£100 G.FarratCrewe811332.

ENGINEFORSALE.ContinentalA65 completewithMcCaulleyalloypropellor. D.Harker,29EarndaleRoad.Nunthorpe. Middlesborough.Cleveland.

EVANSVPI.80"„fuselage,rudder. aileron,spruceandplytocompleteairframekit).£200.R.Mitchell.TheCaravan.GlenochillGameEarm.Lower Mains.Dollat.Scotland.

SILVERWINGSBADGE

TheCommitteearepleasedto informyouthatanalternativequalihcationhasbeenintroducedfor applicantsforthePEA'sSilver WingsBadge.

.4 personnfiahasbuilthistherown aeroplaneandhas.flownthataeroplanesafelyfin- 50 hoursandina nianner 111101IS acredittothe Associationshallbeconsideredfar auyidoftheSilverWings.

VOLKSWAGEN

AIRCRAFTENGINEPLANS forAmateurConstructors

WOODENAIRCRAFT PROPELLERS

Availabletosuitawiderange includingVW.Continental.Lycoming andDeHavillandengines a/30

Gyrocopter,Airboatand AirCushionVehiclePropellers

Availableinavarietyof LeadingEdgeSheathingsand finishes

Contact:

HAWKERDEHAVILLAND AUSTRALIAPTY.LTD.

P.O.Box30Bankstown,2200

Telephone:Mr.IanHart770111

RADIOIbrsaleCessnaiARC300.360 channelcomtransceiver.completewith servicingmanual.£200o.n.o.Box361.

WANTED.DamagedT31fuselage,tail planeorrudder.Anyconditionconsidered.ContactDickens,14Rockingham Court,Rushden,Northants.PhoneRushden.57959

POPULAR FLYING BINDERS

only£1.60plus7opp.&p.

FOURSR4ANTI-CLOCKMAGNETOS: Twoat1157eachwhicharenewandunused1975 Units,andtwoatE38eachwhicharefactoryreconditioned.Willsellanytwo.

I.. W.Shaw,WinktieldRow. (03447)2217or017595511,Ext.3966 (BusinessHours)

J.&M.WHITING

68LongSt. Thirsk N.Yorks. Tel. 0845-23235

30sq.ft. or drawingsandaI5,000-wordmanual providedesignsandinformationenablingonetoconvert anyV.W.engineupto1600cosFullyapprovedfor amateur-builtaircraft,theseplansareofferedwithlifetimefreeadviceforonly£950postpaid_

DonaldG.Peacock, MeadowCottage,.Ardle:ghHeath,Colchester,CO77QB

Tel.Colchester230446

WELDING

Weldedsubassembliesmadetoyourplans. Fuselagesreadywelded.

Example: Pitts.Stolps.AcroSportsEtc. Sendplansforquote.Alllettersanswered. Wecanofferyouagoodhonestservice.We alsoarehomebuildersandunderstandyour problems.

AgentsforASH360VHF.

PLANSAVAILABLE 6A APPROVEDSINGLE FOR 7,77 SEATERS

TyPa HighWingMonoplane. CONSERUCTlin\WoodandFabric. ENGINEJAP.VW or Lycoming. PERFORMANCEOAP)Stall-25kb..Cruise--55 SPAN-25'LENGH-20"9'

REMARKS:'EllisiS One oftheoldesthomebuiltthsigns, etmany arestillbeingbuilt.

PlumlearnFF.0fleet 06'20- 75pP&P.

CURRIE.WOT

TYPU AcrobaticBiplane

CoysgunoINWoodandFabric

EmilsrMikron.Polnoy.ContinentalA65.Lycoming PEnvonEivs.o.MikrowStall40m.p.h.Cruise-80m.p.h. SliNs—22'1Length-18'3'

ItikliRKS: Averspopularhome-builtdesignwill',eventlunder

PlainlimnP.17.I.0Rice £2775pP.& P.

EVANSVPI

TYPE LowWingMonoplane

CONSrat:CDONWoodandFabric ENGINEVW

PoEFoRMANCE Stall40milh.Cruise75m.p.h.

SPAN-24'Length--1

REMARKS AnewAmericandesign. imendedtobebuilt atlowcostandin aminimumofworkshoptime.

Plan.,fromP.F.A.0ffice £31-24 75pP.&P. Brochure El.80i20p P.&P.

TYPe AcrobaticBiplane. Ci)NSRucmosAllWoodandFabric. ENGINE65h.p.Mikron,ContinentalA65 PERIORM&GCE Stall—38kis_Crtjse—100kis.

SPAN- 21'Length-19'3"

Risi ARKS Thisail-Craft isa7:10scalecopyortheHawkerFurs Fighterofthe1930's.

PlansJenneJahn0. balICS, 42 Lam/guardRel..Swalumemem

I'AZNIANYP1.4

Lynn LowWingAcrobaticNMoplane CoysiRUE'IIONAllMetal ENGINE 600ceVW

Stiss-26'8

RIMARKS:Oneofthefewmetal home-hulk.Plansaigestremel> detailedForeas understanding.Foldingwings.

PIOAS fro"' Pi--I. Offing E43-28•E1.25p P.&P. OnSIIWCIal/7 £5,50:;Op p Exploded- I Yen-manual £6•.-15 30p P.&P.

TURBLLENT

TYPE I.cnvWingMonoplane

RE CONSICTIDNAllWoodandFabric ENtiiNF VW36to55 h.p.

PEREORMANCI.CELlihc—75to95m.p.h.

Sn,.6-21'7'

REMARKS:Prohablsthehome-builtthathasbeenproduced throughoutEuropeillthelargestnontbers,

NIOIE: Onepiecewingrequiringatleast2 5 'workshop.

PlumII 8 Inlaml,poslpaid.Rolle”on A ircraliShorelunnAirpoe

PublishedbyPopularFlyingAstoriaLion(PFACLAIRLTD.)onbehalfofthePopularFlying Association. TeEnlinui130thimg:ShorehamSirEou ShorelleaRby-Sea,Sussex.PrintedinGreatBritainbyCrownPrinters,Morriston.Swansea.