January 2012

vAikilo[c-

Anewyearbeginsandwho knowswhatdelightsithasin store?Theeconomicsituation seemsintentonnotgetting anybetterandIwishallmemberswho arefeelingtheeffectsofthislong-running recessionsomerespitebeforetheyear isout

Wehavetobepositivethoughandthe earlyChristmaspresentofthenewsthat deHavillandSupportLtdisrelinquishingthe TypeCertificatesofitsaircraft,andowners willsoonhavetheopportunitytomove ontoPermits,isexcellentnewsforthemand theLAA.Iliketothinkitalsohighlightsthe confidencetheCMhasintheAssociationthat tcansatisfactorilyhandletheseadditional aircraftcompetently,andthattrustisbuilt upnotjustbyourever-vigilantEngineering Team,butbythehighstandardsandquality workourmembersputintotheiraircraft Welldoneoneandall.

Tocelebratethenewsthat amongothers,wewillsoon bewelcomingPHChipmunks intoourfleetwefeaturethe typeinourairtestthismonth. TheChippieisheldingreat affectionbymanypilots,itbeing atypemanyofthemwillhave experiencedasAirCadetsinthe distantpast

KeepingtheDHtheme,wealso featurethefascinatingstoryofthe buildingofDruineTurbi,G-AOTK byDHapprenticesinthemid-199os.

NeilHarrison,oneofthoseapprentices, waspromptedtodropmealinewhenhe sawapictureoftheaeroplanefeatured onourwehsite'shomepage(wechange theheadlinepictureeachdayi.Wemet attheFlyingShowandspentadelightful hourchaItingaboutthoselongagoearly daysofthethenRM.Howfarwehave comesince...buttheTurhicontinues togivegreatpleasuretoitscurrent ownersatOldWarden,andoccasionally featuresintheShuttleworthairshows.

TheFlyingShowroundedofftheyear andwashailedasagreatsuccess.We managedtosignup30newmembers andthestandwas alwaysbusy withagreatdealofinterestin ouroffering.Timenowtoplan forthe2012season,andthe calendarisalreadyfillingwith eventsfor thenewseason.A neweventisajointLANRSA69th• birthdaycelebration atDuxfordandStOmer on9-lolune.TheUK endwillseeafirstever LAA-themedDuxford BonusDayonthe9th. Initialdetailscanbe foundinthisissue,to befollowedlaterwith informationonhowyou cansignuptobepartof thisexcitingnewevent AhappyandsaleNew Yeartoone&Indall.

deHavillandp 24 07; 11;1i

BrianHope EDITOR lathodeMa Iktalk.nel

CHAIRMAN'SCHATBYROGERHOPKINSON

LAA'SFUGERPLANFOR2012

With anewyearuponus,Ithoughtit appropriatetolookatwhat 2012Will likelybring. Aswithmostflightplans, routediversionsmaybenecessaryforavarietyof reasons-butwithoutaplanwewillgonowhere, aridlet'sfaceitwedousuallymanagetogetwhere weareheaded!

Thenewshasjustbeenannounced'seearticleon page24)thatdeHavillandSupportLtdwill,inApril, movefromsupportingtheDHaircraftwithType CertificatestowhatisknownasaTypeResponsibility AgreementThisisintheinterestsclosetoourhearts ofpromptingsafe,low-costflyingandallowing ownersofmanyvintageaircraft,providedtheyare operatedprivately,tomoveontotheLAAPermit toFlysystem.This,togetherwithearliersimilar movesforAusters,Stampes,Jodels,etc,significantly enhancestheLAAfleetofex-factoryheritageaircraft, enablingtheseaircrafttocontinuetodowhatthey weredesignedfor-fly.Thisisasignificantstepin whatisanimportantandexpandingareaforour Association,atrendwewillcontinuetosupport

Asecondandinsomewaysrelateditemfor2012 concernsgeneraldevelopmentswithintheCAAand awelcomegrowingandmatunngapproachto workinginpartnership.TheRecreationalAviation ReviewIRA2forshort)focusesonreviewingcurrent safety-relatedregulationandlooldngatwherethe CAAmaycurrentlybeimposingundueoperating restrictionsand/orwheretheregulatoryoversight couldbechanged.Thisisallabout evidence-andrisk-basedproportionality, whichhasfeaturedmuchinrecent discussions,andofcourseisamajor partofthe EUParliamentResolution (2008/2134(LAMIkeepbangingonabout, Thereisnutenoughspaceheretogo throughtheRA2listwearecunently workingon-sufficetosayitisvery worthwhile.Thisisforusveryrelevantof course,asmostofusflyNationalAnnex li)Aircraft...WhatwasitCameronsaid aboutoptingoutofEurope?

EASAdoesthoughaffectusdirectlyin RogerH someareasandindirectlyinothers-the Chai

THETEAM

PATRON:HRHPrinceMichaelof Kent,KCVO,ERAeS

PRESIDENT:SirJohnAllison

VICEPRESIDENTS:LaurieShaw, DAE,CEng,MRAeS,StewartJackson

LAABOARDOfDIRECTORS

CHAIRMAN:RogerHopkinson

VICECHAIRMEN:JohnBrady, JamesTannock

DIRECTORS:MikeBarnard, GrahamNewby,HarryHopkins, StewartJackson,BarryPlumb,Lord Rotherwick,RichDunevein-Gordon

TREASURER:BobLittledale

ENGINEERING

CHIEFENGINEER:Francis Donaldson,B.TechC.EngFRAeS

CHIEFINSPECTOR:KenCraigie

DEPUTYCHIEFENGINEER: JonViner

DESIGNENGINEER:AndyDraper

interview withDavidRoberts(PresidentofEuropeAir Sports)onpage28givesapictureofthaLThecurrent bigissueislicensing,andIknowmanyofyouare seekinganswersonwhatishappening;therewillbe anarticleexplainingallinFebruary'sLightAviation. EvenatEASAthough,themessageofevidenceandrisk-basedproportionalityforGAmightjust perhapsbegettingthrough-betterlatethannever wesay.AtarecentmeetingwiththeChairmanof theEASAManagementBoard,DavidandInoteda commitmenttodiscussatthatleveltheregulatory burdenonGAaircraft-someissuesonPartMare alreadyininitialreview.

WithinLAA,followingonfrommychatlastmonth, workisprogressingwiththeNationalCouncilandthe Strutsandclubstocorrectthemuchoverduereview ofgovernancearrangements.Theobjectiveistoget thatresolvedandbehindusassoonaspossiblesowe cangetonwiththeeIIimportantactivityofenjoying ourpassionforflyingtogether.Iwouldwishtoseea muchlargerandvibrantnetworkofLAAStrutsand clubs;theoutstandingexamplesformesimplysay thattheopportunityistheretowidenthewholeLAA clubmovementThatmaywellbeanuphilltaskbut isfundamentallyaworthwhileoneandentirelyin thesphtofourAssociation.

Othertightplan'achviliesincludeexdtingproposals toexpandtheactivityofthePilotCoadlingScheme aswellasourrangeofcourses.Onanothertopicwe havedonewellinrecentyearsinseeingourmembers achieverecognitionthroughavariety 404 ofawards,particularlyfromtheFAIand theRoyalAeroClub.Workcontinuesto 4.01furtherencouragethatwhichIexpectto reportoninduecourse. jig Andwhatabouttheflyingitself?The calendarisalreadybeginning tonuup, Iwillparticularlylookforwardtothe RallyinSeptemberandthejointRSA/ LAA6sthanniversaryeventinJune,as wellastheroundofUKandEuropean events.Ihopetomeetmanyofyouat someofthese.

opkinson rman

AhappyNewYear,safeflyingand happylandings!

AIRWORTHINESSENGINEER: MalcolmMcBride

ENGINEERINGADMINISTRATORS: MaxineOades,FionaStorer

TEL: 01280 896786

FAX: 01280846780

COMMERCIAL

EMAIL: office@lcauk.com

CHIEFEXECUTIVE:RichDuneveinGordon

OFFICEMANAGER: PennySharpe

HEADOFFICE

TurwestonAerodrome,NrBrackley, NorthantsNN13SYD

TEL:01280896786

FAX:01280846780

EMAIL:office@laa.ult.com

ENGINEERING

EMAIL: engineering@laaftk.com

LIGHTAVIATIONMAGAZINE

EDITOR: BrianHope,

60QueenboroughRoad, Sheerness,KentME123B7

TEL:01795662508

EMAIL: BFIlodel@talktalknet

MEMBERS'CLASSIFIEDADS

EMAIL: sheila.hadden@laftuk.com

Whileeverycoreistakenwith contributors'manuscriptsandphotos, neitherTheLightAircraftAssociation northepublisherconacceptliability forlostordamagedmaterial.The viewsexpressedbycontributorsdo notnecessarilyreflectthoseoftheLAA

741A,c)'±',‘

cJ c7A':461_1.0!c"oo' ANO[p) 7,Az

Garmin'sGTN650andGTN750havereceivedEASAvalidationoftheUS SupplementalTypeCertificate(STC),makingtheproductscertifiedand approvedforinstallationinEuropean-registeredGAaircraft.

TheGTN650andGTN750seriesarethesuccessorstotheGEIS430W and530WseriesGPS/NAWCOMavionics.Theycombinemulti-function display(MFD)featureswithtouchscreendataentryandintegratedradio tuning,aswellasoptionalremotetranspondercontrol.TheGTN750 seriescanalsooptionallysupportremoteaudioprocessorcontrol.Other newcapabilitiesincludegraphicalflightplanningwithVictorairwaysand high-altitudejetroutesandthecapacitytodisplayEuropeanelectronic terminalprocedurechartswithoptionalGarminChartView(750series only).

Theunitsareavailableintwosizesandinavarietyofconfigurations. GTN650seriesproductsarecontainedina2.64intallpackagethat replicatesthein-stackformfactoroftheGUS430Wdesign,while providingadisplaythatisover50%larger.TheGTN750seriesis6intall withadisplaynearly100%largerthanthatoftheGNS530W. wwwgannin.com/uk

JET-POWEREDSSDR

DaveStephenswasthefirsttobuildandflyaRotaxpowered151intheUKandbyastrangequickoffate within48hoursoftheV6151makingitsfirstflight(see Mustangstory),hetookhistwinturbine-poweredSSDR SirocketaloftforitsmaidenflightfromDamynsHall. Thisderegulatedmicrolightisbasedontheupdated SiroccobeingpioneeredbyDutchmanEvertCornetand hisNetherlands-basedcompanyACLA,butthetwo-stroke pusherenginehasbeenremovedandtwinJetcatP200SX largescalemodelturbines,eachproducing52lbofthrust, fittedinitsplace.

Davehasalsoreducedthedihedraltoalmostzero (asithasaswept-backwing)andshortenedthe

wingspanby2.4mfromitsoriginal9m,shortenedthe fuselage,reducedtheangle-of-attackfrom14°to6°, plusothermodificationstoreduceweighttogetit intotheSSDRcategory.Withitsreducedwingarea, itcanhaveanemptyweightofupto105kg,whichit satisfactorilymeets.

Afteranumberoffasttaxirunsandhops,onSunday11 December,Daveflewaninitial15-minuteflight,followed laterbyaflightofaroundthesameduration.60%power gives55-60ktbutproblemswithflexingaileronslimited anyattemptatmaximumspeedrunstonomorethan 80mph.Foravideoofthatfirstflightgoto wwwyoutube.com/watch?v=mCstskMuyNps

DAVID CORBETT MEMORIAL

Manymemberswiltrecallthat followingthesaddeathofDavid Corbett,hismanyfriendsinthe aviationworlddonatedtoafundfor a memorialtobeerectedatShobdon, theairfieldDavid'sfamilyownedand fromwhenceheflewhisEuropa. Followingtheunveilingofaplaque andbustinJune(seeLAAugust), David'swifePennyverykindlyasked thatanyresidualfundsbedonated totheArmstrong-IsaacsScholarship Fund,whichprovidesanannual scholarshipforayoungpersonto gainanNPPL. Achequefor£747.45was presentedtoFundTrusteeJohn BradyattherecentFlyingShowheld attheNEC,Birmingham.Pictured lefttorightareLAACEORich Dunevein-Gordon,JohnBrady,and ShobdonStrutrepresentativesPeter Drake(treasurer),DavidJohnstone (co-ordinator)andRobinlames (chairman).

PLEASESENDYOURCONTRIBUTIONSFORINCLUSIONINLANEWSTO: BdanHope,60QueenboroughRoad,Sheerness,KentME123B7

EMAIL: BFJJodel@talktak. netTEL:07949650847

V6MUSTANGFLIES

TestpilotCliveDavidsonbeganthetestflightprocessof thefirstSuzuliV6-poweredTitanT51MustangonFriday 9DecemberwhenhetookBenChester-Master'sG-TSIM intotheairforthefirsttime,fromShobdon.

Benwasabletocapturetheactiononcamerafrom achaseaeroplanepilotedbyEddieClapham,and commented,"SeeingtheT51flyingwasatrulyawesome experience.The'MiniMerlin'enginesoundsremarkably authenticandcausedquiteacrowdatShobdon.Clive seemedathomeinstantlyandtheaircraftisevidently highlyresponsivewithoutbeingtoodauntingfora Storchpilotsuchasme.Weencounteredremarkablyfew

BOVINGDONCALLING

Thenewownersofthe08/26150ftx600mconcrete striponthewartimeairfieldofBovingdonuigentlyneed tohearfrompilotswhohaveoperatedfrom,orsimply flownintotheairfield,withorwithoutpermission,since theendofWWII.

PaulWebbandhisfatherareattemptingtogaina 'CertificateofLawfulness'fortheairstripasthelocal

POBEREZNYHONOURED

In1959,PaulPoberezny,founderoftheExperimental AircraftAssociationintheUS,wasawardedHonorary MembershipofthePopularFlyingAssociationin recognitionofhisachievementsforrecreational aviation.TheLMBoardhasrecentlyunanimously reaffirmedthatstatusinthenameoftheLightAircraft Association.LettersfromLAAChairmanRoger Hopkinson,fromourPresidentSirJohnAllison,anda uniquecertificatehavebeensenttoPaul,seenhere withRogerwhenhewasonarecentvisittotheEAA. Paulreplied,'Thankssomuchforyourletter.Icertainly appreciatehearingfromyouandthatyouenjoyed beingwithus.

'IhopetheLAAissuccessfulandthePopularFlying Associationhasbeensohelpfultousinformingour ownorganisation,EAAandmovingforward.Having beenpresidentofCIACAofFAIandthemanymeetings inParisofvariouscountriesthatattended,wewere abletoconvincetheirgovernmentsofthesuccesswe hadandPFAmovedthehomebuiltmovementforward throughouttheworld.I'llbelookingforwardtomy honorarymembershipinLAA.

'Sincerelyyourfriend,PaulH.Poberezny,Founder,EAA'

hitchesandIamwaitingwithbatedbreathtoseewhat theperformancefigurespanoutlike.SeeingtheMustang flyingalongsideushastobeoneofthebestexperiences oflifetodate,alongwithreceivingretrospectiveplanning permissiononmyhangarandrunwaythisweekaswell." TheT51wasoriginallydesignedaroundthe100hp Rotax912SbutaCanadianbuildercameupwithan automotiveSuzukiV6aero-conversionusingatooth-belt reductionunit.Titaneventuallytookoverproductionof theconversion,whichcomesin165hp2,51 and 183hp 2.71versions.

euroaviation@btinternet.com

councilisintentonstoppingflyingfromthesite.The councilclaimsthatthesitehasbeenabandonedasan airfield.IfyouhaveeverflowninoroutofBovingdon, pleaseemailastatementtothateffectandwithdetails oftheflighttoPaulWebbat berryforauk@gmail.com or postaresponsetoBerryFarm,WhelpleyHill,Chesham. BucksHP53RW.

NEWWEBSRE

Airsoc.com, theworld'sfirst aviation-classifiedsocialnetwork site,waslaunchedinNovember. "It'saimedateveryoneinvolvedin theaviationcommunity,especially pilots,aircraftownersandhome builders,"explainedAirsocCEO GrahamTolhurst."Itcarries thousandsofup-to-the-minute newsarticles,tonsofusefulitems forsaleandyoucanconnectto fellowenthusiastsandoldfriends andseewhatthey'reupto,share storiesandinfoandformspecial interestgroups."

http://thrsoc.corn

CLAIMYOURCHOCS!

AreyouworkingonPermitaircraft forotherpeople?Ifso,Adams Aviationwantstohearfromyou. AdamsAviationisEurope'slargest distributorofaircraftpartsfor businessandGAaircraft.Assuch,it hasabarrow-loadofproductlines thatgostraightintothePermit aircraftmarket,fromaccessories, toavionics,tospares.Thecompany iskeentounderstandhowyoudo whatyoudoandbetterunderstand theincreasingprofessionalelement ofthemaintenancemarketfor Permitaircraft.Ifyou'veamoment giveRobinWalsharingon01689 842999,oremail rwalsh@ adamsaviation.com There'llbea boxofMaftesersforeverythirdpartymaintainerofPermitaircraft thatAdamshearsfrom.

OLYMPICBOLT-HOLE

Headcornisofferingtemporary accommodationforaircraftbased atairfieldsaffectedbytheOlympic AirspaceRestrictions.Witha licensed799mgrassrunway, avgasandletAlfuel,EASA145 approvedmaintenance,café andlicensedbar,theairfieldis operational365daysayearfrom nineinthemorninguntilsunset. Withrecentexpansion,the aerodromenowhashangarspace andoutsideparkingavailable atcompetitiverates.Formore information,call01622890226or e-mail jumie@heodcornaerodrome. co.uk

PHOTOCMDITMOP

OurapologiestoStephenPowney forincorrectlycreditinghispicture ofFoxbatG-CEWRtoanother photographerintheAccident SummaryintheDecember2011 issue,page62.ThanksStephenfor pointingouttheerror. 114

>NEWS

2010AIRPROX

Whilethenumberofairproxincidents involvingcommercialpassenger aircraftandmilitaryaircraftremained staticin2010,thoseinvolvingGArose, theUKAirproxBoard(UKAB)says.

Anairproxisasituationwherea pilotorairtrafficcontrollerfeelsa lossofseparationorconflictingflight pathsbetweenaircraftmayhave compromisedsafety.Therewere 35incidentsinvolvingpassenger aircraftandmilitaryorGAaircraftin 2010,butforthefirsttimeinover10 yearsnoneoftheseincidentswere regardedas'risk-bearing'.

Overall,however,thetotalnumbers ofincidentsincreasedon2009,with 167incidentsin2010,compared to147thepreviousyear,largely asaresultofanupturninconflicts involvingmilitaryandGAaircraft.

Commentingonthefigures,the DirectorofUKAB,IanDugmore, said,"Theincreaseinthenumber ofoccurrencesinvolvingmilitary and/orGeneralAviationaircraftis offsetsomewhatbytheincreased percentageoftheseairproxinwhich therewasassessedtobenoriskof collision.Ifthisreflectsanincreased willingnesstoreportrelativelyminor incidents,itisaverywelcometrend sinceevenbenignoccurrencesmay containusefullessons."

ThebiannualUKABreportsare distributedinhardcopyandCD format.Thelatestreport,Book25,is downloadablefromtheUKABwebsite wwwcUrproxboard.org.uk

NOTANNKOSH

VerenaandMatthiasDoldererhave decidedtotakeayearoutfrom organisingthemagnificentTannkosh Fly-inatTannheim,Germany, announcingthattheeventwillnot takeplacein2012.

Inalettertothemanyvisitingpilots theysay,'Aftergivingitmuchthought, wehavemadethedecisiontotake 'timeout'for2012;thenextTannkosh willtakeplacein2013(August2325).Theteamneedsabreak,butwe havesomenewplansandideasand willusethebreakcreativelyinorder towelcomeyouback,infullforceand highspirits,in2013.'

LAAETCOURSE AVAILABILITY

JabiniEngines28January.E105incl. lunch.SoutheryairstripNorfolk. Avionics18February.£85incl. refreshments.MiltonAbbasDorset. Aluminium18and19ofFebruary.£115 inchrefreshments.TunNeston. Detailsofthecoursescanbefoundon theLAAwebsite wwindockuk.com Pleasecontacttheofficetobooka place—01280846786.

NEWSTING

ThepopularTL-2000CarbonLSA(53)hasanew stablematewithanupgradedversion,theSting54. Enhancementsincludeare-styledfinandelevator, providinganextratenknotsinthecruise,adjustable pedalsystem,revisedcanopy,newsplit-rimwheelsand improvedbrakingsystem.Thecabinfinishisalsomore upmarket.CzechmanufacturerTL-Ultralighthasalso developedanewvariable-pitchpropeller,thePowermax, whichwillbeanoptiononthe54.

LAAEngineeringiscurrentlyreviewingtheS4,many ofthechangesbeingmodificationsratherthanitbeinga newtype.

UKpricefortheS4hasyettobedeterminedbutislikely tobecirca£70k.Withthefrugal100hpRotasusingless than15litresat100ktandwith a 120ktmaxcruise,this aircraftisinaclassofitsown.

Detailsonbothcanheviewedat TL-Ultrolight.cz or TL-Sting.co.uk

MANSTONRNAVHOLD

Manstoninstrumentapproachprocedurespresently includeaholdoverheadtheairfieldwithoutboundand inboundtrackstotherunwaysbasedontheNOBand VOR.However,theairfieldplanstobringthisarchaic arrangementup-to-datebyintroducingRNAVprocedures withdirectapproaches.Thenewarrangementincludesa holdingpatternovertheseatothenorthinsteadofover theairfieldandbecauseitisachangeinprocedurethey havetorunapublicconsultation.

ForLMmembers,thisshouldbeanimprovement asdirectapproachesandaholdovertheseakeep commercialaircrafthigherandfurtheraway,therefore reducingtheriskofanencounter. Downloadthewholeconsultationfrom www. munstonoirport.com Ifyouhaveanycommentssendthem toManstonasindicatedintheconsultationdocument andletthemknowat consultonon@loo.uk.com Theconsultationcloseson13February.

LETTERS

PLEASESENDYOURCONTRIBUTIONSFOR INCLUSIONINLALETTERSTO:

BrianHope,60QueenboroughRoad, Sheerness,KentME123B7

EBEtacidel@tolktalk.nolTi07949650847

SPITFIRECAUSESASTIR-ASALWAYS!

INPRAISEOFTHESPITFIREKITBUILDERS,ANOTHERTAKEONDAMAGE STATISTICS,THERE'SADVICEONREPLACEMENTRADIOSANDMEMBERS AREHAPPYWITHLAACOURSES

SPITFIRE DISSATISFACTION

Yourarticleonpage32 ofDecember's LightAviation utilisestheword'Spitfire'for sensationalpurposes.Iagree thewordconjuresup,inalarge proportionofthepublic,a senseofprideandpatriotismin recognitionofvariedaspectsof theSpitfire,notleastofallthe designerF1,1Mitchellandwhat hisexceptionaldesignresulted inachievinginthehandsof manywhodiedforthefreedom wetakesocasuallytoday.To diminishthevalueoftheword 'Spitfire'byplacingitinthesame genreasthegenuineaircraftis highlyoffensive.

Thebuildingoftheaircraft(the scalemodelMark26Spitfire)to whichyoureferinthearticleis anachievementonitsownand shouldthereforestandalone withouttheimplicationthat ithasany,otherthanaclever marketednaine,connection

withatrueiconicaircraft

Thepeoplethatbuildthisscale modelMark26fromkitform shouldfeeltheyhaveachieved somethingintheirownriglThbut theyshouldnotbecompared tothelevelofachievementand dedicationofthosewhobuilt thegenuineSpitfiretype.Itisan insultandunnecessarytodoso. Equally,thepilotswhowillfly thescalemodelMark26should bepleasedandproudoftheir skillinflyingthisscalemodelbut shouldneverbecomparedtothe pilotswhoflewandindeedfly thegenuineSpitfire.

CarolynGrace

Theeditorreplies... Iamsorryifyoufoundthearticle offensive,itcertainlywasnot intendedtobeso,indeedthe buildingofreplicascaleaircraft wouldbeseenbymanyas honouringthosebraveyoung menwhoflewthegenuinearticle daringthewar.

Thearticlemakesconstant referencetothefactthatthese aircraftareamateur-builtscale replicasandinnowaysuggests thattheyarethegenuine article,thoughironicallythe manufacturerdoesownthe rightstotheSuperrnarine companyname.

Ihopeintimeyouwill cometoseethesereplicasas perpetuatingtheiconthatisthe Spitfire,andatributetothemen andwomenofthewartimeperiod whobuiltandflewthem.

SURVEYCONFUSION

Havingworkedfor19yearsat Lloyd'sAviationDepartment, Iwasinterestedinthelistof LAAaircraftaccidentsinthe Decemberissueof LightAviation However,Ifoundthecolumn headed'Damageassessment' confusingandin

Apartfromtwo(C-TOOTand GJAST),assessedas1000/0 becausetheaircraftwere

destroyed,theonlyaircraftto exceedisookidamagewasthe ZenairG-OMWE,assessedat 80%.CubG-BML1wasassessed at4o0/0althoughsoldtoBelgium forsparesorrebuild,clearly being'BeyondEconomicRepair'. Auster4G-ANHSassessedatinTo isdifficulttoassess,because thelowerbladeofthepropis hidden,however,lookingat howthegroundcutsoffthe firemen'sfeet,itisveryprobable thatbladeisbroken,requiring ashock-loadinspectionofthe engine,inadditiontorequiring twonewundercarriage legs,possiblyalsoneeding reptacementbottomlongerons. Furthermore,theaircraftisnow sittingonthebellytank,which willnothaveescapeddamage andcouldhavedamagedthe supportingstructure.

Ibelievethedamage assessmentshouldreflectthe differencebetweenthemarket valueofanaircraftpriortothe

accidentandthecommercial valueofthesalvage.Thiswould giveafigureof85%to95%for manyoftheseaccidents.The factthatmanyofthemmight subsequentlyberebuiltbyan LAAmemberwhodoesnot placeavalueonhistimeshould notbeconsideredasafactor whenquotingapercentage damagefigure.

Iwouldthereforebeinterestto seehowyourpercentagefigures werearrivedat BillFisher

KenCraigiereplies...

Thankyouforyoure-mail.As explainedinthepreambletothat article,thedamageassessment isentirelyourownandisbased onsometimesquitesketchyand Mcompleteinformation.Bear inmindthatourpercentage guesstimateisrelativetothe physicalityoftheaircraft,not itsvalue'.Inotherwords,Bill, a10%assessmentisbasedon io%ofthepartsbeingdamaged, notlo%ofthevalue.Soabent noselegandpropwinsalogb guess,eventhoughonsome oldaircraft,asyouknowthat wouldbeenoughtowriteoffthe aircraft,insurance-wise.Bythe way,asfarasIknow,theAuster propwasnotdamaged(engine wasstopped)soabrokenmain undercarriageonlywinsa guesstimate,thoughIaccept thatsubsequentinspectionmay wellshowthatthedamageis actuallymuchmoreextensive. Icompletelyagreewithyour85% toWMdamagebyvalueformany oftheaccidents,bytheway Perhaps,onreflection,G-BLATI couldhavescoredmorehighly, butwhoisreallycounting?

INTERCOMNIGGLE

MyBolkowwasfittedwith aNarcocommsradioanda SoftCommATC-2Pintercom. Whensolo,myheadsetplugged directlyintotheradiojacks andwhendual,myheadset pluggedinviatheintercom. Thisarrangementworked welluntiltheancientNarco failedandIreplaceditwitha newTKIVIMichelMXii,adirect replacementwhichusesthe samemountingtrayandallthe sameconnections.

Thenewradiowasexcellent whenflyingsolo,butIsoon foundoutthattheperformance whentransmittingthroughthe intercomwasabysmal-after afewoccasionsof,"Reading youstrengthtwo,"and"Aircraft calling.Sayagain,"Irealised thatsomethinghadtobedone. Subsequentinvestigation revealedthefollowing: theNarcoradio,whenin receivemode,doesnotpower

themicrophone-thereis novoltageontheMicAudio connection(theringonthe standardplug)-whentheradio isswitchedintotransmit,itthen providesavoltagetopowerthe microphone; theMichelradiopowersthe microphoneallthetime-there isalwaysavoltageontheMic Audioconnection,whetherthe radioisintransmitorreceive; theSoftCommintercomuses anincreaseintheMicAudio voltageasthesignaltoswitch totransmitmode-ifitseesa constantvoltage,oraconstant zerovoltage,itstaysinintercom modeanddoesnotrelaythe microphonesignaltotheradio properly-thisisthereason thatitdidnotbehavewellwith theMichelradiointheoriginal arrangement. Inowhaveapush-to-talk switchwithadualpoleswitching arrangement,whichusesthe secondpoletoconnecttheradio MicAudiototheintercomonly whentransmitting.Withthis,the intercomseesariseinvoltage assoonastheP11'ispressed. Everythingnowworksperfectly, afteralotofmessingabout,and Ihavenicecleartransmissions whethersoloordual.This mayhelpotherswithsimilar problems!

PeterThompson

COURSESATISFACTION

Iamluckytobeoneoffive pilotssharingtheresponsibility forkeepinga1941Luscombe Silvaireinfullflyingorder.

Apartfromthewingfabric,the aeroplaneisconstructedentirely inaluminium,soIthoughtit wouldbeusefultolearnhow toworkwiththematerial. OnSaturdayigNovember, IdroveupfromtheSouth CoasttoTurwestontoattend anLAAcourseonworkingin aluminium.Mostofmyfellow courseattendeeswerebuilding newaircraftsoalittlebitofme hadbeenunsurehowpertinent thecoursewouldbefora custodianofanoldaircraft.

Butitwasajoywithagood mixtureoflightclassroomand hands-onworkandIlearneda greatdealaboutworkingwith thematerial,eliminatingstress risers,rivetingandthebesttools forspecificjobs.NaturallyIam hopingthatIwillnotneedto usethenewlyacquiredskills toooftenbut,ifIdo,Icameaway withacomprehensivehandout thatwillbringitallback..,and analuminiumtoolboxImade thatisatestamenttohowtodo it-and,ifI'mhonest,abitof hownottoaswell(Itwaswell worththetime,energyandcost andIcanhighlyrecommendit AllthankstoJohn,Richardand Garyfortheirclarity,easy-going dispositionsandtheendless supplyofteaandbiscuits.

DuncanCampbell

COURSESATISFACTIONII

IattendedtheLAAJabiruengine courseatSouthelyyesterday andjustwanttosaythatIfound thecoursequiteexcellentand goodvalueformoney.Iam

anex-RAFvehicletechnician (nowretired)withsome35 yearsexperience,givingmea goodgroundingforthecourse. NotonlydidIcomeawaywith moreknowledge,butalsowith muchmoreconfidenceinthe jabimengineitself.Iwasnever really'unconfident'butam alwaystnindfulthatenginesdo havetheirownidiosyncrasies, particularlyinanaviation environmentandthatIreally knewlittleaboutwhatwas tumingmyprop.

DaveandRogerputusallatour easeonarrivalwithahotcup ofcoffeeandachat,thenonto thecourseitself.Itwasobvious fromtheonsetthatthesetwo gentsknewatremendous amountonthesubjectand werenotonlykeentoimpart thisknowledgebutalsothe peripheralgemsnippetsand anecdotesthatsometimesget missedontooformalacourse. Iimaginethebaseknowledge ofusstudentsattendingthe coursewouldbevariable, however,allquestionswere answeredclearlyandconcisely toenablealltounderstand anddigestAdditionally,onthe oddoccasionwhereperhaps thepennyhadnotdropped, theywereatpainstoenablean understandingoftheparticular subjectathand.

Iwouldthoroughlyrecommend thecourseandwouldliketotake thisopportunitytothankDave andRoger,andofcoursetheLAA, forarrangingit

RichardFitzpatrick

Aeronca'sluxuriousChief

Ouryewfunctionalbutelectronically dominatedmotorcarsoftodayonly giveusahintofthesumptuous luxulythatexistedintheAmerican automobilesofthepostWWIIperiod.Cuddly softbenchseats,semi-automaticgear-shifts andcushionedupholsterygavetheirowners unprecedentedcosseting.

Thisluxurywasmirroredbythere-emerging lightaircraftindusnyintheUSA.Luscombeand Aeronca(AeronauticalCorporationofAmerica( battlingitoutinthemarketforthediscerning privatepilotsandtheirfamilies.Aeronca'stwo-seat Chiefandfour-seatSedancreatedtoughopposition fortheotherUSlightaeroplanemanufacturers. TheAeroncanACChieftotallyexemplifiesthis trendandweareveryfortunatethatthereare2oof thesebeautifulaircraftintheUK.Oneoutstanding exampleisionathanTurner'sChief,G-BPRX.which heflewtotheMASywellRallylastSeptember. Its'asnew'conditioncreatedquiteastiramongst thevintage/classicaircraftenthusiaststhatwere

there.f3uiltatAeronca'sMiddletown,Ohio,factory inMayinandonathan'saironftwasassignedthe productionserialnumberimand,assuch,isthe oldestMCChiefinEurope.Whenonelearnsthata totalof4,000AeroncaChiefswerebuilt,niunber 94isanextremelyearlyairframe.Itwasimported intotheUKin1989andflownfortenyearsbefore beingstoredinMikeRumney'sbarn/workshop nearGoodwood.

Inearly2008,Jonathanwaslookingtoownand flyngoodstandardofvintageaircraft'.Hehad alreadymetwithexperiencedAeroncagACChamp ownerRichardValleratGoodwood.Richardput hgnintouchwiththestoredAeronca'sownerand vintageaircraftrestorerMikeRomney,andafter meetingMike,Jonathanwasabletopurchase G-BPRXandkinditsrestoration.Itwastherefore notlongbeforethe36ftwingspanChiefwasbeing strippeddowntoitsbasicairframecomponents foracompleteoverhaul.ThesteeltitheWarren tnissfuselageframewasPestled,asalsowere thewoodspar/metalribwings.Overseenby

AeroncaexpertandLMInspectorMarkMasters, everysingleairframefittingwasremovedfor detailedinspectionandrefurbishmentAllthe woodenstringerswerereplacedwithnewand theContinentalA75-8enginewasstrippeddown anditscrankshaftregroundbeforebeingrebuiltto zero-timeconditionwithnewparts.

Detailedworksuchasthistakesmuchdedication andtime;fromthestartin2008toitscompletion, thejobtookMikeRumneytwo-and-a-halfyears. RichardVallercantedouttheallimportantpostoverhaultestflightinlate2010."H eemergedwith abigsmileonhisface,"recallsionathan,"and declaredthatitwasagreatpleasuretoflyI"

Sincethen,Jonathanhasbuiltupmanyhours offlyingintheluxuriouscomfortofhisAeronca iiACChietItscompletelyre-upholsteredcod<pit, reminiscentofthosefar-offdaysofAmerican automobilecomfort,giveshimandhispassengers greatenjoyment"JustflyingG-BPRXaroundthe localareaati,Boorpmwiththewindowsopen duringtheearlymorningsorthequietofthe

eveningisamostenjoyableexperiencft" smilesionathan,"andImakeuseof thermalsandalsolakeadvantageof hillliftwheneverpossible.TheChiefis stableandeasytofly."

HekeepshisAeroncaatIleath CrossFarmairstripatThatcham,near Newbury,Berkshire.WithitsChrisLodge yxxinpropeller,theChiefissoonoffthe ground."But,"saysionathan,"thestripis afficoirwithaslopinggrassrunwayand industrialbuildingsatoneendandtall nftesattheother."

HeglidestheChiefat55-60mphonthe approach,withthetrimwoundallthe wayback,andmakesthree-pointlandings onthegrassrunway.Likemostofthe tailwheelaircraftdesignedandbuiltduring thatsarneera,thenoseobscuresforward visionduringtaxyingaridJonathanhasto weavetheAeroncainordertoseeahead.

Orcross-counnyflights,theaircraftcruises atacomfortable8omphwithexcellent visibilityfromthecockpitAwind-driven generatormountedontheundercarriage powerstheradio.Therebeingnoother electrics,theContinental 475-8 enginehasto bestartedbyhand-swingingthepropeller-a trulyvintage/classicaircraftoperation.

JonathanTurnerisaloyalmemberof theAeroncaClubofGreatBritain,which providessupport,informationandafull calendaroffly-outmeetingsthroughoutthe yearIcontactPeterWhiteon017524.0666ofor moreinformation).Wecongratulatelonathanfor enablingthispreciousoldaircrafttobecompletely restoredtoitsoriginalfactory-newconditionand maintainingitinitspresentconcoursnim.Itisa pleasureandaprivilegetoseeitlookingsogood.

ARURALCORNER

Incontrasttothehustleandbustleofactiveflight linesandthebusymamueesatLAA'sSywellRally, therewasasmallcomeroftranquilitywhere anyhintofamajorairiabonmeetingmighthave appearedtobemanymilesdistant...alocation seemingtohesoremotefromaveryactive aerodromethatthefewaeroplanes

parkedthereappearedalmostasinterlope's.And yetitwasallpartofSywell'smagic.1refertothat north-eastcomeradjacenttoasmallfarmandits outhouses-afarmwherematuretreesshelterthe buildingsandalsoformedadelightfulbackdropfor twoJodelsofthetimerAirForce.

Thewhere?timerAirfield,justafewnbleseastof Thame,Oxfordshire,hostsamodestcollectionof immaculatelymaintainedlightaircraftincluding thetwo_hidersshowninthisverdantscenewithits rusticbackground.Werethepilots soimbuedwithaninborn loveofpastoralscenery thattheychosetopark MeirJodelsthere?

"Absolutelynot,"said BrianLamb."Weanived .atSywellduringthatvery busyWidayafternoon.Butby thetimewehadeventually lardedandtaxiedclearof therunway,theflightlines weresobusywithparked andmanoeuvringaircraftthat hadlandedaheadofusthat wejudgeditsafertocontinue taxyingtofindadearspace. Intheeventweparkednext tothefarmer'sfenceonthe aerodrome'sboundary!"

TheJodelDnyAG-BIOUion theleft)wasflownbyitsowner MalcolmRouth.TheJodelDfty ontheright(withspatslwasflown byBrianLambandMikeHowlett BothBrianandMikeareretiredBA captainswhostillenjoyeveryminute intheairdespitetheirmanyyearsof flyingexperience.Theymetin1948 whentheywerebothrighterpilotsin theRAFandthenbecamecolleagues intheflightoperationsfleetsofBOAC andlaterBritishAirways.Theyarew•

>OVERTHEHEDGE

amongtheselectbandofthemostseniorand experiencedpilotsintheUKtoday.

"Bythetimewehadcompletedourpostflightchecksandwalkedpastthemanylinesof beauhfullymaintainedaircrafttobookinand payourlandingfee,therewasonlytimetochat tosomeoldfriendsandhaveaquicklookaround themarqueesandRadestands.Thenitwastime toreturntoourjodelsandjointhelongqueuetor take-off."

PROPELLERSCANCHOPYOU!

ArecentAAlBReport IGOTELEWG2oll/o4Io61 remindsusalltobewareofgettinganywhere neararotatingpropeller.Theseacddents, usuallyfatal,happenwhenthepersoninvolved isdistractedbysomeotheroccurrencenearthe aircraftItcanalsohappentoveryexperienced pilotsandpassengers,aswitnessedbyaveteran PiperCubpilotwhoisnowacutelyawareofthe problemandwouldliketosharethisstoryasa warningtousall.

Akeranenjoyableoutingtoafly-inwithhis passengerinthefrontseatoftheCub,hewas returningtothefarmairshipwherehekeptthe aircraft.TheweatherwasperfectandastheCub circledthelandingfieldthepilotgrittedhisteeth atwhathesaw.Thefarmerhad,withoutwarning, puthisherdofcowsonthepastureandthey weregazingcontentedlyunitsluscioussummer grass.Fortimately,thecattlewerewellclearofthe unmarkedmnwayanditwassafetoland.

Thelandingwasaperfectthree-pointer,the sortthatgivesapilotawarmglowontheinside. Butoutsideitwasadifferentmatter.Acontinuous sprayanddollopsofthefreshlydroppedbrown stuffsplatteredtheCub'slandinggm.Faecesfrom theherdofcowsgenerouslyadornedthewings andwheelsonbothsidesoftheaircraft

TheCub'shangarwaslocatedinasmallheld adjacenttothelandingmeadow,accessedby openingawidedoublefamigate.Itwasthe passenger'sjobtohopoutofthefrontseatand openthisgatetoallowtheaircrafttotaxithrough toitshangar.ItwasajobthaI.hehaddonedozens oftinlesbeforeandwasalwaysveryconsdousof thedangerinvolved.Onleavingthecockpithe wouldedgehiswayalongtheliftstrutstowards thewingtipbeforeturningtoopenthegate.On thisoccasionhehadbeenamazedatthelarge quantitiesofmud<depositedontheliftsiTuts, fuselage,wingsandtailplane.Forgettingall aboutthepropeller,

hemmedtothepilotand, pointingtoallthemuck,heshouted somethingashesteppedbackwardstowardsthe propellertogetabetterviewl

Thepilot,withcommendableswiftness,moved hishanduptotheignitionswitchandstoppedthe ContinentalCho-SF.Hewasjustintimetosavehis friendhomasenousorpossiblyFatalinjury.Butthat memoryhasneverlefthimandheurgesallofusto switchofftheenginebeforethereisanypassenger disembarkationorchangeoverplannednomatter howexperiencedthepassengersmaybe.•

theaffordable2-seattopqualitysportplane excellenthamIlinci.easytofly•wingfoldinginunder5rnii, hugee5biaM35,.tulyi5hrhle5e515•85le CRIISO en85HP verylargehageausarea •5+ h enduranceataeg14Ithhour ide51.ditraftfurelionlglosship,:•600kciMALAN,230kgebolutluud lull nmeuelflapt. veryrobusttube&idhr

Forallenquiriescontact: LambertAircraftEngineernny

LXAvionicsLtd

LAP,kitwiclallvilIfyexlen5pve1.5ctor dasistanholereduce55sernblylune

WecongratulareBrianMainonhissuperbPlansBuilt111hykw Monoplane.Brianchose POLY-FIBER forhiscoveringfor itseasyapplicationandunrivalleddurability.Wewishhim manyyearsofenjoyableflying.

Ifyouuse POLY-FIBER I :oryourprojectorrecoveryou‘.‘ II beawinnerumJ,becauseyouhavechosenthebest.

Furryyearsof IIt uble-live List' hasimale POLY-FIBER the clearch()iccorcommercialshi9aantihomebuildersalike. There'snobetterwaylitowen.allaircranthan POLY-FIBER - yotmincludedl www.aircraftcoverings.com tee.thehostservicemut.cloportcall thcEviloPLIN AIRCRAFTCOVERINGSLTD HENSTRIDGEAIRFIELD,SOM.BA8OTE Tel:01963363636 em.sales@aircraftcoverings.com www.aircraftcoverings.com

!Linimerki)

TheBMAAhasheldawinter exhibitionformoreyearsthan Icaretoremember.Itmustbe gettingonfor30yearssinceI queuedwiththeearlymicrolightenthusiasts outsidetheWolverhamptonAgricultural Hall,eagertoviewtheofferingsofwhat wasthenabravenewworldwherethe 'aeroplane'wasbeingreinventedtomakeit accessibletoeveryman. Theshowhasbeenheldatanumber ofvenuessince,andcarriedanumberof titles,SPLASHperhapsbeingthemost

TrikeshavecertainlymovedonintermsofcomplexitysincethosefarflungdaysinWolverhampton.MakingitsdebutattheshowwastheP&M PulsR,anenclosedcockpit,Rotax9125-poweredtwo-seaterwithanew 13m,wing.Pricedat£48K,therewillundoubtedlybethosethatcomplain thatethosoftheIlexwinghasbeenlostbutdevelopmentsurelyhastobea goodthing;youcanafterallchoosetogowithmoreaffordablesimplicity.

TheLAAstandintypicallybusymode.Itwasprobablyoneofthemost interestingstandsattheshow,duetothediversityoftheactivitiesthe Associationhastooffer.

incongruous-Ioftenwonderedifsomeof thepunterscomingthroughtheentrance weredisappointedwhennotconfronted withsurfboardsandbeachbabes.Butithas, Ithink,nowfounditstruetitleandhome, TheFlyingShow,attheNEC.Itisashame thatthereisnowvirtuallynoinvolvement fromthehang-glidingandparamotoring fraternity,thatallbutceasedwhentheBHPA relinquisheditsinvolvementwiththeshow andleftBMMtogoitalone,butexpansion intoLAAtypeshasreplacedthatlossandI amdelightedthatBMAAkeptthefaithand

continuedtoorganisetheeventdespite someconcernsoveritsviability. Theywererewardedthisyearwithavery goodturnoutofspectatorsonthefirstday, Saturday.Infact,Icannotrecallseeingit sobusy.Thewholearenawaspositively buzzingwithactivity,andmanytraders reportedthatpeoplewerenotsimply looking,theywereactuallyspendingmoney. Sundaywasquieter,asexpected,butoverall Ithinkitfairtosaytheshowwasasuccess andIcertainlylookforwardtoseeingitheld againatthesamevenuefor 2012.

TheLAAhadacomprehensive displayfeaturingtheshopand, thankstothemuchappreciated assistanceoftheEuropaClub, DaveJoyce'smuch-travelledEuropa. MarkCastle-Smithwastherewith'Doris', thedemonstrationavionicspanelheuses athisAvionicsandElectricalWiringtraining courses,andnewly-appointedheadcoach WillGreenwoodandJohnBradywereever happytodiscussPilotCoachingScheme trainingwiththethrongofpeoplethat visitedthestandthroughouttheweekend. TheRallyvideoprovedapopulardraw, andthemanyvolunteers,including ArmstrongIsaacsScholarshipwinner AmyBrekell,wereonhandtoanswer questionsabouttheAssociationand presentedaverywellco-ordinated'sales force'.Overtheweekend,wealsosigned up3onewmembers,anddistributed agreatdealofpublicitymaterial-a verycommendableeffort.Thankyouto everybodywhohelpedmakeourpresence attheshowsuchasuccess.

BrianHopevisitstheverysuccessfulannual shownowwell-establishedattheNational ExhibitionCentreinBirmingham

>THEFLYINGSHOW

YES,theYouthandEducationStrut,werelocatedonthestandnexttousandalsohada verygoodshow.DevonStrutmembersandScoutsfrom1stSidvalespentthe weekenddisplayingtheirpart-builtZenairCH701STOLaircraft-andpupilsand teachersfromErcallWoodTechnologyCollege,Telford,showedapartoftheir ilt Rans56,whichisbeingbuiltundertheauspicesoftheBoeing/RAeSSchoolsBuild aPlaneproject.

Nofewerthansixexhibitorsofferedtosupporttheundertakingswithdiscounted suppliesandservices.Inparticular,onSunday,theSidvaleScoutswerepresented withaflight-bagfromPooleyswithnavigationalgoodiesandguidesworthover

£200.AlsoFlightstoreMDAndrewHoldsworthcontributed£100totheLAAETfund.

GrahamSmith(secondfromtheleft)ofSpriteAviationholdscourtbyhisGroppo Trail.Whiledrivingtotheshow,hereceivedthenewsthatcustomerprojectscould beregisteredandbuildingcommenced.Hewasveryhappywiththelevelofinterest inwhatisaverycompetitivelypricedkit.

Thefully-enclosed,German-builtRotorSportCavaionhasbeendesignedforthose whowantaside-by-sidemachineratherthanthecompany'standemseatCalidos. Payloadisbetween225and235kg,dependingonengineoption-either912S or914,andthe100-litrefueltankgivesacruisingrangeofsixhoursat80mph. Thegenerousluggagespacebehindtheseatsgivesthemachineusefultouring capability. www.rotorsportorg

SAFETY INITIATIVE2012

JohnBradyonanewLAAonlinecourse,andaBFRofferfor newmembersoftheLAA

Whenyoureadthezoloaccident summaryinthelastmagazine, youmayhavenoticedthatalmost everyaccidentinvolvedsome kindofpilotelementasitscause.

Overhalfwereduetolossofcontrol-and eveninthosethatstartedwithatechnical failureoranexternalevent,theoutcorneofmost wasdependentontheactionsofthepilotThose actionsmighthavebeenaftertheexternalevent butquiteafewinvolveddecisionsoractions earlierorevenbeforetheflight.

Intheprofessionalaviationsector,annual trainingandsimulatorexercisesgivepilotsthe opportunitytorefreshtheirknowledge,flying skillsanddecision-maldnginastructured way.WehavetheBiennialFlightReview (BFR)-anhourflightwithaninstructorand

thebriefingthatgoeswithitButisthatreally enoughtokeepusfitforthedangersthatmay lieinwait?Theaccidentstatisticssuggestnot, sotheLAABoardhasproposedthatweshould dosomethingaboutitwiththeobjectiveof reducingaccidentsinvolvingpiloterrorby200/0 overtwoyears.Wewanttomakeusallsafer. ThePilotCoachingSchemewillshortly rolloutanonlinee-learningcourseforLAA members,whichwillcomplementtheflight trainingprovidedduringtheBFR.Thisonline courseaimstoraiseourawarenessofchanges inlegislationandtoimproveourpilotskills andthewaywemakedecisionsbothin-flight andbeforewego.Thisonlinecoursewillbe linkedwiththedualflightprovidedbythe PilotCoachingSchemetoprovideastructured safetyprogrammejustforyou.

ToencouragenewmemberstousethePilot CoachingScheme,weareofferingthemthe dualflightfortheBFRfreeofcharge.There areconditionsattached,oneofwhichis thatthestudentmustprovideasatisfactory aircraftinwhichtocarryouttheflight,and meetcostssuchasfuelandlandingfees.Full detailsandconditionswillbeavailableon theLAAwebsite www.laa.uk.com earlyinthe NewYear.Coupledwiththefreenewtraining coursetoprepareyoutogetthemostoutof yourdualflight,wehopethiswillgoalong waytomakingusallbetterpilotsandbetter decisionmakers.

Thisisoneofanumberofinitiativesand offersbeingplannedformembersnewand oldinthemonthsahead.We'llkeepyou informedofeachoftheminlaterissues.•

-HappyMewYearoneandall.Though 'clearlybeenaquiettimeovertheChristraki. .period,wesfillhavesevennewstartsand,-nineaircraftclearedtoflyfromtheendof• 2011,almostexactlythesamenumbersasthft 'limelastyear.Nomatterwhatstageofyour, buildyouareat-whetheryou'reoneofthis-A. month'snewstartsoyourprojectfeatured _ayearago-we'dlovetohearfromyouat; , Proiednews@ufrarchive.or*uk

.LookingatzotzonethingImanticipating. iswelcomingsomeTigerMoths,Chipmunks andBulldogsontoourlistsfollowing. cleHavillandSupportLtd'sdecisiontorescind - theTypeCertificatesforthoseaircraftfrom April2on.Thoughitsnowaquarterofa. centurysinceIflewinone,theChipmunkis, whereitallstartedforme,asitwasformerly others,andIstillregardtheaeroplanewitha idealofaffection.

Pea

Untilveryrecently,Bob'sTaylorcraftwasthe onlyoneofitstyperemainingontheCAA Register,buthehasnowmanagedtoconvince thepowersthatbeeithersideofthepondthat G-BWIMshouldjointheLAA.

Bobexplained,"I'veownedG-BWBIforfour yearsandwhenIfirstpurchasedhershewas

anEASAaircraft.Initially,Imanagedtoget herplacedonCAAAnnexIIandinNovember shewasgrantedanLAAPermit.Thelackof licensedsparesoranyactivitybytheType Certificateholderhadmadeownershipabitof anightmare."

G-BINBIisaTaylorcraftFs2Aandtheonly

,LastyearKeithBoardmanclaimedthefirst. 'first'flightof2onwiththetestflightofhis. thennewly-completedRV-12G-RMPS,on. JanuaryfromSconeAirport(seetheApril: 2onissueofLightAviationforaflighttestof theaircraft).Pleasegetintouchifyouthink thatyoumighthavethefast'first'flightoftliis year; emaiiprojecnews®1aa-arthive.org.uk orwritetomeat9TunstallGreen,Tunstall, SuffolldPn2JJ.

tri-gearTaylorcraftinEurope;evensimilar examplesintheUSAcouldbecountedonthe fingersofonehand.C-BWESI,togetherwith hertaildraggingsister,G-BVOX,werepossibly thelasttwoaircrafteverbuiltbyTaylorcraftat LockHaven.TheTaylorcraftcompany,which wasofasimilarvintagetoFrankSinatrabut

CLEAREDTOFLY

It'sgreattoseeWill'sGomhouriajoiningour moreusualofferingofRV,Fluster,Europaand Foxbatintheclearedto/7ylist:Whetheryou're buildingorimportingsomethingobscureor wellknown,pleasegetintouchbyemailal projectnews@laa-archive.org.uk toenlighten ineandtherestofourmembers.

>G-TIONNGOMHOURIA181Mk6183n/nizon WHGreenwood,Downlands,Swanborough Farm,Swanborough,LewesBA173PF

>G-CGZTAEROPRAICTA22-LFONEAT3r7A-43o84:Z;t 11/11/2011

RStalker,SwallowdrumFarm,Milesmark, Dunfermline1(11729HX

>G-AHZMISTERJIN218zn/nizon

MDAnstey,3GassonCottages,EwhurstRoad, Peaslake,GuildfordGUS9TA

>G-0/1IDRonONEDESIGN2644447811/11/2011

OneDesignGroup,lualo,MillLane,Eakring, NewarkNG22oDL

G-0JVLVANSRV-6181A-3.2441z3/n/zon SETomlinson,48WinstonRoad,Bournemouth BH93EQ

'131flewacrosstheAtlantictotheUK in1991,originaldestinationItaly hadmorecomebacks,madeseveralmoves andchangesofownershipthroughitslifetime Thispairofaeroplanes(thenNzzIUKand N222UK)arrivedintheUKin1991having flownfromtheTaylorcraftfactoryin PennsylvaniatoLyddAirportinKenLThey wereduetocontinueontoItalytoestablish

anewTaylorcraftfranchisethere,butthe companyceasedtrading(again!)whilethe aircraftwereintheUKandtheynevermade itanyfurther.

Theflightthattheymadetogetherfrom theUSAwascarriedoutatanaveragespeed of85ktandtook56hours.A6oUSGreserve

tankwasfittedintheright-handseatofeach aircraftgivingatotalofmogallonsofavailable fuel,includingthetwozo-galionwing-tanks. AfterallofhisdifficultieswiththeFAA,CAA andthe'TypeCertificateholder,you'llbeable torecognizeBobifyouseehimoutandabout in2012;he'llbetheonewho'ssmiling.

>PROJECTNEWS

WILLGREENWOOD'SGOMHOURLEIithMk 6 G-TPWX COALSTONEWCASTLE,ICETOESKIMOS,GOMHOURIASTOGERMANY

Inlastmonth's'ClearedtoFly'section, I questionedjusthowmanyofyouwere familiarwiththeErandliHX2Cherryorthe VM-3Esqual-C;itappearsthatmanyofyou were,buttheywerenewtypestoalotofus. Thismonth,asachallengetousall,wehead thelistwithaGomhouria181Mk6.

TheGomhouriaiSiistheEgyptianversionof theBuckerBet383Bestmannandwasbuiltby theHeliopolisAircraftWorksduringtheigsos andefibos.Thecompanybuiltthemundera Czechoslovaklicenceandoriginallypowered

themwithaioshpWalter-Minorengine. Theyendedupmanufacturingmorethan 300ComhouriasImeaning'republic')forthe EgyptianandotherArabairforces (withone appearinginthefilm TheGreatEscape- Ed).

ThisparticularContinental0-3oo-powered examplewasbuiltin1666andexportedto, ofallplaces,Germanyintheearlyiftgos whereitwasflownfromOldenburgAirfield byJOrgErnkenbeforebeingpurchasedby WillGreenwoodandbroughttotheUKinJuly lastyear.

>G-ASOIBEAGLEA.61TERRIERSERIES 2B.627 24/11/zon

GDBDelmege,23WillowCoppice,Bartley Green,Birmingham8323JA

>N- GMPYEUROPA247 - u80025/11/2on GDBMKLTD,5WayellCourt,BolbeckPark, MiltonKeynesMK158PZ

>G- GASTVAN'SRV- 8303- 1473225/1112011 GMRAbrey,IllingtonHouse,IllingtonRoad, Wretham,ThetfordIP241RW

G- OBROPIONEERzoo - M 334-1505925/1112011

Name&addressheldbyLAAEngineering

NEWPROJECTS

Whateveranyonemaysayaboutpeople startingouttobuildtheirownaeroplane,at leastno-onecan accuse themofpredictability. Fromtheall-metalSonextothefabric-coyered Ransandthesleekmodernityofthe121/stothe beautifulsimplicityoftheFlyBaby,they'reall differentandtheyareallherethismonth. It'snicetoseeanotherEurofoxappearinthe list,too;Iknowthatthefirstkitsweredelivered inDecemberandwelookforwardtoseeingthe firstcustomer-builtexampleflyingthisyear. BestoflucktoallofthebuildersandIhopethat you'llshareyourprogresswithus.

SincethenithasbeenwithCliveDenney ofVintageFabricsatAudreyEnd,being paintedinLuftwaffemarkingstodenoteits ancestry-theBestmannwasusedbythe LuftwaffeduringWWIIasabasictrainer andcommunicationsaircraft.Themarkings areofFlyingSchoolAB132,whichwasbased atOldenburg-Pardubitz.Theregistration, G-TDWX,echoestheGermanfuselagecodes appliedtoanAB/32Bestmann.Hopefullywe'll seeagooddealofitduring2o12asWillhas receivedmanyairshowrequests.

>BOWERSFLYBABYIA oi6 -15m29/11/2011

KPennell, 72 GermainStreet,Chesham,Bucks IIP5ILW

>RANS 56204 - 1511025/11/2011

PBuckley,BridgeLearningCampus,William JessupWay,Hartcliffe,BristolBSI3oRL =VAN'SRV- 7/7A323- 1310924/11/2011

CLunt,126FirsRoad,Firsdown,Salisbury,Wills 51351SP

>EUROFOX912(5)376 - 1510823/n/2mA

NMcLeod,TheCottarHouse,Chapleton, Auchenblae,AberdeenshireAB3oIUD

>SONEX357 -1510608/11/2011

CMiller,11AstonHouse,FreeholdStreet,

AsGrahamandhisteamtravelledupto BirminghamforTheFlyingShow,hereceived newsthattheLAAhadgrantedapprovalto registerandbuildtheTrail.Thisisnotlull approvalbutitdoesmeanthattheycan supplykitstocustomerswhichcanthenbe registeredasprojectsandbuildingcanbegin.

Shareham-By-Sea,WestSussexBI114357V >EVERTORSPORTSTARSW315C-15105 02/11/2011

NRBeale,Burnside,DeppersBridge, &Rabaul,WorksCV472SU >VAN'SRV-8/8A30345107u../n/2033. Name&addressheldbyLAIbiginee

siszpL;S:-.7-7- rre,:ks

TheprojectwasstartedinApril 2010,SO it lookslikebeinglessthantwoyearsfromstart tofullapproval,whichisexpectedshortly. TheTrailkitiscommon[orthelightaircraft andmicrolightversionsand,whileLAA Engineeringhasrequestedthatwhena customerregistersaprojecttheyshouldmake itclearwhichonetheyarebuilding,ifthereisa changeofminditcaneasilybeaccommodated. TherewasagreatdealofinterestintheTrail atTheFlyingShowandGraham'srecentopen dayswerewellattended.Ifyouwouldlike moreinfornmtionthenvisitGraham'swebsite at iitnoossordeaviation.cdok

GRAHAMSMITH'SGROPPOTRAIL:UPDATE APPROVALFORTHETRAIL

>deHavilland

TECHNICALBACK-UP

Asthenewsspread,Iwasabletogarnerthe viewsofsomeoftheleadingfiguresinvolved withtheDHsceneintheUK,andreassuringly thegeneralconsensusisthattheabilityfor privateovmerstomovetheiraircraftontoa Permitwillbeapositive.

RonSouchofAeroAntiquesinHampshire, oneofthecountry'sleadingvintageaircraft restorers,said,"Itisindeedgreatnewsthat thedeHavillandfleetoflightaircraftistobe freetomoveovertotheLAA-ifthat'swhat ownersdesire.Formanyyearswe'vewished forthistohappen,particularlyinthecaseof theDH6o.Butforsomuchtohappenso quickly,andforsomanytypes,can,Ifeel, onlybeagoodthingfortheoldaeroplane movementWhatisvitallyimportantisthat standardsdonotslip.Personally,Ithird< there'sgoodreasontobelievethattheywill infactimprove.It'saverygoodopportunity fortheLAAmembershiptobeabletoshow whatexcellentstandardsit'scapableof andhopefullymaketheseoldaeroplanes accessibletomorepeople."

HenryLabouchereoperatesaspecialist maintenanceoperationinNorfolk,andhis onlyconcernisthattheseoldaircraftdemand moremaintenanceastheyearspassandhe hopesthatownersrealisethatachangein maintenanceregimedoesn'tmeanachange inthelevelofrequiredmaintenance."I'm surethatthingswillsoonfindanappropriate balance,"heexplained,"andtheexisting experiencedvintageengineerswillIamsure beonlytoowillingtoofferadviceandhelp whenrequired."

BillTaylor,CEOofDHSLandamemberof theLAAfor40years,added,"Ithastakenalot ofbehind-the-scenesworktobringaboutthe possibilityofthecelebrateddeHavillandand BulldogaircrafttransferringtoLAAPermits toFly,whilestillallowingtheprincipaltypes tooperatecommercially.Thisisaone-off

FUTUREOPTIONS

AIRCRAFTTYPE

PERMITTOFLYONLY

DH60,60G,60M

01160111MOTHMAJOR

01-180APUSSMOTH

DH83FOXMOTH

DHSSLEOPARDMOTH

DH87/87AHORNETMOTH

DH94MOTHMINOR

THRUXTONJACKAROO

PERMITTOFLYORCOFA

DH82,82ATIGERMOTH DHC-1CHIPMUNK SALBULLDOG

PERMITTOFLYORCOFA,NOLAAINVOLVEMENT

DH89ADRAGONRAPIDE

CMPERMITONLY,NOLAAINVOLVEMENT

DH84DRAGON

DH90DRAGONFLY

DH104DOVE 011114HERON

EASARESTRICTEDCOFAONLY Bin PUP

opportunityforustoshowthattheLAAis sufficientlymaturetotakeontheseandperhaps otheradditionalresponsibilitiesinfuture."

Theabilityforownersoforphanaircraftto choosetheirpreferredmaintenanceregime isrelativelynew.Untilearlyzon,whena TypeCertificatewasrelinquished,theycould onlymovetoaPermitifnoindividualor organisationchosetosetupaTRAwiththe CAA.Youthereforehadasituationwheretwo orthreeownersmightsetupaTRAbecause theywantedtoretaintheabilitytodoaerial workwiththeiraircraft,butthemajoritywho flewtheiraircraftforrecreationwouldhave preferredtohavetransferredtoaPermit FortunatelytheCAA,realisingthatthissituation wasfundamentallyunfair,hadachangeof heartandwearenowinapositionwhere,ifa TRAisestablished,therecreationalownerscan choosewhichmaintenanceregimetheywish tooperateunder.

DHSLstressesthatithastakenthedecision torelinquishtheTypeCertificatesbecause itfeelsthattheCertificatedenvironmentis becomingevermoreincompatiblewiththe majorityneedsofprivateoperators.Ownersof theseessentiallysimpleaircraftshouldbeable tomaintainthemtoanequallyhighstandard withinthemoreflexiblePermitscheme,which willallowmorereadyavailabilityofspares, andthedwindlingnumberofreleaseditems canbesavedforthoseaircraftthatcontinueto operateonaCertificateofAirworthiness.DHSL, whichmaintainsacomprehensivearchiveof drawingsandmanualsatitsDuxfordHQ,and enjoysacloseworkingrelationshipwithboth theCAAandtheLAA,willcontinuetoprovide technicalback-upforallitsheritagetypes, whetheronCofAorPermit

LAARESPONSE

Theannouncementcameaftermuch negotiationbetweenDHSL,BAESystems

(whichcontractsDHSLtolookafterthede Havillandheritagetypes(andtheDKCM.

Inresponsetothenews,LAAEngineeringis writingtotheownersoftheaircraftwhichmay movetotheLAAsysteminfuture,andisbusily preparingforasubstantialinfluxofsomeofthis country'smosthighly-prizedvintageaircraft ontotheLAAfleet

InalettertoownersofChipmunkaircraft, FrancisDonaldsonwelcomesovmerswhomay wishtotransferbutstressesthatthoughthere areareaswherecostsavingsmaybemade,the PermittoFlysystemisdefinitelynotanoption forreducedmaintenance.

'Weareparticularlydelightedtowelcome DHownersintotheLAAsystemaswebelieve thatduetotheageoftheseaircraftandthe wayinwhichthemajorityareused,theLAA providesthebestwaytooperatethemand theywillcomplementallthevintageMoths, jungmanns,RyanPT22andothervintagetypes alreadyintheLAAfleet.

'OperatingyouraircraftonanLAAPermit toFlymeansthatyouhavemoreflexibility inmaintainingitthanifitwereonaCofA,in thatthePermittoFlysystemdoesnotrequire theuseoffullyreleasedspares.Thisisnot intendedtobeapassporttoreducedsafety standards,andallpartsusedmuststillbefitfor purpose.Modificationstotheaircraftmaynot bemadeunlessapprovedbyLAAEngineering's TurwestonOffice.

'IrrespectiveofwhetheritisonaPermitor aCofAtheaircraftwillneedtobeequally carefullymaintained.Theengine'sexhaust manifoldwillcorrodejustthesamewhether theaircrafthasaPermitoraCofA,soregular pressuretestsofthecabinheatmuffwillstill beneeded.Likewiseflightinstrumentsmust bekeptincalibration,enginecompressions checked,fabricstrengthtested,etc.Lifedparts needtobechangedattheappropriatetime irrespectiveofPermitorCofA.Airworthiness

Directivescontinuetoapply.TheCANsLAMS LightAircraftMaintenanceSchedule)remains awell-testedmeansofkeepingtheseaircraft airworthy,oryoucanusetheLANsGeneric MaintenanceSchedulespeciallycustomised tosuityouraircraftbyincludingsuchitems asthemandato!),replacementoflifedparts atspecifiedintervals.Thebottomlineis thatownersandinspectorsmustmaintain theaircrafttoanappropriatemaintenance scheduleandmaintaintheaircraftinan airworthycondition.

'WithPermitaircraft,compliancewith

Thebeautifullyrestored0H89ADragonRapideDH878HornetMothG-ADKKpreparestomove servicebulletinsisrecommendedwhereofMarkandDavidMillercanremainonaCofAoroff.Nowover75yearsold,partsavailabilityisa appropriate,butonlymandatorywhen transfertoaCAAPermit problem enforcedbyanAirworthinessDirectiveorMPD (MandatoryPermitDirective).Wearevery fortunatethatdeHavillandSupportmaintains anup-to-datesystemofTNSs(ineffect,de Havilland'snameforservicebulletins)aswell asafullsetofdrawings,ADsandsoon.This makestheavailabilityofserviceinformation muchbetterthanforothertypeslikethe Stampe,Jodelandsomelimitedproduction machineswheremanyoftheoldbulletinsare simplynolongeravailableandtheircontent butadistantmemory.

'Contrarytocommonmisconception,the extentof'pilot-maintenancethatcanbe carriedoutbytheaircraftownerwithout needinginspectorsign-offisalmostidentical whethertheaircraftisonaPermitora PrivateCatCofA.ThedifferenceisthattheLAA systemencouragesownerstogetinvolvedin aircraftmaintenanceand,onceheissatisfied withyourskills,yourLAAinspectormaywell bemorewillingthanhisLAEcounterpartto supervise-andeventuallycertify-yourowq workontheaircraft.Alternativelyofcourse youmayprefertohaveallyourmaintenance carriedoutbyprofessionalsonacommercial basis,andthisisequallycateredforbythe LAAscheme.'•

Thoughyouwillbereading thisinearly, January,Iwrite withthreeweekstorunbefore Christmas.Isuspectthatin January-despiteourNewYearcheerand, Ihope,ouroptimismforabetteryear ahead-thenewsoftheEurocurrencycrisis willstillbedominatingtheheadlines.

TheEuropeanUnionhasgeneratedstrong viewsinmostofusovertheyearsbutIthink itisfairtosaythatthemajorityofusrarely lookat,letaloneunderstandthe'bigpicture' beyondtheheadlines.Straightbananas,our favouritemilkchocolatenotreallybeingmilk chocolateandgettingcartedofftoprison forsellingtomatoesinpoundsinsteadof kilos-thelistofridiculousandoft-quoted expensivelyresearchedregulationsarethe levelatwhichmostofusbaseourprejudices. ButEuropeanRegulationisclearlyamuch deeperissuethanthearcprescribedbyour lunchtimesnack.

Likeitornot,'gettingout'isnotanoption beingcurriedbyotherthantheminority

politicalparties,soweareinforthelonghaul asFederalEuropeedgesevercloser.Canwe reallystillbelievethen,thatthrowingour teddiesoutofthepramisstillanoption evewtimewehearofsomenewregulation thatwillhaveanimpactonourlives?One manwhorealisedlongagothatworkingfrom within,bybuildingtrustandrelationships withtherulemakers,isDavidRoberts, PresidentofEuropeAirSports(EAS), oneofonlythreebodiesthroughwhich recreationalaviationisrepresentedatthe veryheartofEurope.Theothers,forthe record,areInternationalAOPAandthe EuropeanCouncilofGeneralAviationSupport (ECOGAS)representingmanufacturersand traders.Itis,hesays,theonlycommonsense approachtoinfluencingoutcomesand mitigatingtheadverseeffectsoftheEuropean standardisationofaviation.

Itwasrecentlymyprivilegetospenda morningwithDavidathisbeautifulzgo-yearoldCotswold-stonehousenearCirencester, todiscusstheworkingsoftheEuropean AviationSafetyAgency(EASA)andEASin layman'sterms.Thisis,itcannotbedenied, anincrediblycomplexsubjectandIknow thatthemerementionofEASAwillmake manymembers'eyesglazeoverbutIdourge youtoreadon.Themannerinwhichwewill operateouraircraftandthefreedomswewill orwillnotenjoy,verymuchdependonthe effectivenessofpeoplelikeDavidRobertsand themanyothervolunteersfromacrossthe sportingandrecreationalaviationworldwho dedicateagreatdealoftheirtimetorepresent us.Makenomistake,theydomakeavery realdifference.

BHEAShasbeenregisteringontheradar sinceEASAbecameafeatureofouraviation lives.Howlonghasitbeeninexistenceand howdiditcomeabout?

DRIsupposeithasmuchtodowiththe perceptionsyoumentioninyourintro,Brian. Inig88,FredMarsh,amanofgreatforesight, anaviationenthusiastandUKVicePresident oftheFALbecameembroiledindiscussions withintheEUabouthisday-to-daybusiness asasausagemaker.Herealisedthatifsucha seeminglysimpleitemasasausagewasgoing tobesubjectedtosuchdebateandscrutiny, thenitwasinevitablethatweweregoingto haveproblemswithsomethingascomplex asaviation.Heunderstoodthatindividual organisationsinindividualStatescouldnever getaplaceattheEuropeanUniontable, sohedecidedtoestablishapan-European organisationofassociationstoensurethat recreationalaviationhadavoice.

BHWhoaretheassociationsthatmakeup EASandhowisitfunded?

DRCurrentlytheyarethenational representativeaeroclubsofzooutof27EU memberStates,plustwo'AssociatedStates' (NorwayandSwitzerland)andTurkey.For theUK,itistheRoyalAeroClub.Wealsohave sevenpan-EUairsportunions-theEuropean GlidingUnion(EGU),EuropeanFederation ofLight,ExperimentalandVintageAircraft (EFLEVAI(ofwhichLAAisanactivemember) andtheEuropeanMicrolightFederation(EMF) beingexamplesyourreadersmayknowof. ThesememberorganisationsfundEASvia theirindividualmemberassociations,so

forexample,theRoyalAemClubreceives incomefromthelikesofLAA,BMAA,BBAC, BPAandBGAandpassesonapercentage ofthattoEAS.Thepan-EUunionslikewise donatefrommoniesreceivedfromtheir members.Thefundamentalprinciplefor thesizeofthepaymentisbasedonaper capitacharge,withminoradjustmentsfor theverylargeandverysmallgroupstokeepa reasonablebalance.

Ourcurrentincomebudgetisaround euroanditisfairtosaywenowhave sufficientmoneytofundalltheworkweare abletoundertake.Thatwasnotalwaysthe casethough.IntheearlydaysofEASAin 2002 untilaboutthreeyearsago,wehadtofund everyvolunteerexpertadvisorwesentto CologneorBrussels,andthetravelandhotel costswereenormous-about6cL000europer annum.Fortunatelywemanagedtoconvince EASAthatitwasunreasonablefortheNational AviationAuthorities-inourcasetheCAA-to beabletosendpaidemployeestorepresent themandreceivecostsfordoingsofromEASA, whilsttherecreationalsectorwastotallyselffunding,andwenowreceiveEASAfundingto coverthetravelandhotelcostsofsendingour expertstoEASAworkinggroups.

BHIsEAStotallyvolunteerbased?

DRNotquite.Whilealltheexpertswesend tositonworkinggroupsorrepresentusin regulatoryconsultationsarevolunteers,we doengagetheservicesoftwopeopleona part-timebasis.OneisourProgramme Manager,whokeepsuptospeedonallthe regulatoryproposalsandmakesusaware ofanythingweneedtotakealookat;there mightforinstancebeaworkinggroupbeing setuptolookatthefutureofaviationfuels, andwewouldcertainlywishtohaveexperts fromtheGAworldinvolvedinsuchagroup. Theotherisaprofessionaladvisororlobbyist inBrussels.Whyyoumayaskdowehavea lobbyist,andtheanswerhaseverythingto dowithhowtheEUregulatorysystemworks inpractice.

BHOK,anidealtimetoaskifyoucanyou explainhowEuropeanRegulationsdocome intoforce,insimpletermsifatallpossible please.

DRI'lltry!AtthetopoftheEUheapisthe CouncilofMinistersrepresentingthe27 memberStates,andtogethertheysetthe overallagenda.Inordertomeetthatagenda, thenextlevelistheCommission,madeupof officialsrecruitedfrommemberStates,andit proposesEuropeanlaw(13asicRegulations') andtheImplementingRules(IRs)-collectively knownas'hardlaw'or'statutelaw'inour terms-toenablethoseRegulationstobe appliedonaday-to-daybasis.Whenthe IRshavegonethroughdueprocess,which includestwoconsultationswithstakeholders -that'syouandme,whowitlbeaffected bythenewrules-theyareenactedbythe CommissionandtheEuropeanParliament iwhichismadeupfromtheMEPswevote intopower/. Inordertofulfilitsfunctionindraftingthe IRs,atthelevelbelowtheCommission,is EASAwhichworksforitandcarriesoutthe researchanddevelopmentanddraftsthe IRs.Thisprocessinvolves,whereapplicable, workinggroupswithexpertsfromthe

>EUROPEANREGULATIONS

manyfieldsofrecreationalaviation,anda significantnumberofLAAmembershavebeen directlyinvolvedinrecentyears.

OncetheIRsareintheirfinaldraft,they gototheCommissionasan'EASAOpinion', andafteravoteintheCommissionforum ofthememberStates(knownasthe comitologyprocess)eventuallytothe Parliament'sTransportCommittee.Itisinthis politicalagreementprocessthatourlobbyist maygetinvolvedbecausefromleavingthe workinggrouptogettingtoParliament, changescananddogetmade,andweneed tobeinapositiontoinfluenceCommission officials,memberStates'representatives andMEPstohyandensurewegetthebest possibleoutcome.

BHCanwenowturntosomespecificEASA issuesandtrytoseewhereEAShasaffected apositiveoutcomeforrecreationalaviation?

DROfcourse,butfirstcanIsaythatitis sometimesdifficulttoconvincepeoplethata seeminglynegativeresultinthefinalIRswas infacta'win'becausetheoriginalproposal wasverymuchmoredraconianthanthe endresultLet'stakecompulsoryaircraft thirdpartyinsurancein2005forexample. WhenfirstmootedbytheCommission,it not unnaturallyproposedanumberofweight bandsintowhichaircraftfellandhadtohave theminimuminsuranceforthatparticular band.Atfirstglancealogicalsolution,until yourealisethatthelowestweightbandwas 25,000kg,makingtheminimumpremiumwell beyondwhatmostrecreationalpilotscould reasonablyafford.EAS,andparticularlyitsUK contacts,workedveryhardtoensurethata lightaircraftrangeofweightswasintroduced sothatrealisticpremiumlevelswould result.Now,theaverageownercouldwellbe excusedforthinkingthattheEUhasimposed mandatorythirdpartyinsurancedespitethe effortsofEASandtheotherGAactivists,when infactthefinaloutcomewasavet)/reasonable compromiseandforsomethingthatcouldnot inprinciplebeobjectedto.

EASalsosuccessfullynegotiatedthe exclusionofairsportsaerodromesandstrips fromtheproposedAirfieldsRegulationwhich waslikelytoimposerigidinfrastructureand operationalrequirementsonalllanding grounds.Thosenowonlyapplytolarger commercialairports.Again,weworkedclosely withCommissionofficialsandMEPstoachieve asensibleoutcome.

FlightCrewLicensinghasalsobeenamajor successstory,forthemostpart,forus,which pilotswillstarttoseethebenefitofduring 2ouasthenewRegulationisrolledoutacross Europe.WewereverykeentoseeanEU-wide versionofourNPPL,andafterovercoming severalhurdlesandwiththeunstinting supportofmanypeoplefromtheUKCAA andtheDepartmentforTransport,thatis indeedwhatwehavegot.TheLightAircraft PilotsLicence(LAPL)willenablethosepilots currentlyflyingintheUKonanNPPLtofly throughoutEuropeandtheMedicalisavery sinUlarlybasedGPmedicaltothatwhichthey currentlyrequire.Infact,onthatpoint,we shouldthankDrSallyEvans,ChiefMedical OfficerattheCAA,forthehugeeffortsheand herteamhaveputintoachievethis.There aresomeminordifferencesbuttoallintents andpurposeswehavewhatwesetoutto achieve-apan-EuropeanNPPL,based

essentiallyontheUKNPPL.Thatisnomean achievementIthink.

BHIthinktheLAPLwillbeseenasan excellentachievementandnowthatthe TshavefinallybeencrossedandtheIs dotted,LightAviafionwillbegivingchapter andverseonthenewEUPPLlicencesinthe Februaryissue.Onthemaintenanceside though,PartMhasnotbeenwellreceived hereintheUK.Someblametherelatively loosewordingofRegulationandIRs,and weoftenheartheaccusafionthatCAA'gold plates'EUregulation,makingitmoreonerous thanintended.Doyouholdwiththatview?

DRFirstly,itisnotjusttheUKthathasan issuewithPartM,therehavebeenmany Stateswherestakeholdershavebeengreatly disadvantaged.Representativesfrom BelgiumandsomeoftheScandinavian countrieshavetoldusofsomeeye-watering problems.PartMwasestablishedfor commercialaviationin2003andtryingto makeitworkforGAwasalwaysgoingtobe aproblem,butEASAwasinsistentitwas notgoingtoconsideranalternative.EAS presentedEASAwithadetailedcritiqueof PartMataconferenceinNovember2005. Unfortunatelythesubsequentattempt throughWGM.m7(onwhichtheLAA'sBarry Plumbwasamember)toformulateaPartM 'Light'regimeonlypartlysucceededdueto legalandtechnicalissues,andtheresultant PartMforlightaviationwasimplementedtwo tothreeyearsago.

ItistruetosaythatthewordingofIRsis deliberatelynotrigid-bearinmindthough

thatEnglishisthecommonEUlanguageand everythinghastobetranslatedintoeach State'smothertongue.Clearlytoorigida textwouldmakethisdifficultandtheend resultisthatthereisameasureofvarying interpretation.'Goldplating'isperhaps overstatingthesituation,butclearlythere havebeenproblemsinsomecountries.

Thegoodnewsisthatbecauseofthe discontent,averywellattendedconference ica5oattendees)washeldinOctobercoll whereEASAreviewedPartMimplementation. FeelingsweresuchthatEASAhasagreedthat aworkinggroupwillbeestablishedinearly 2012 totakeafreshlookatthePartMIRsand hopefullyarriveal_abettersolution.Atbestit willbeiSmonthsdownthelinebeforewesee anychangeatthecoalface,sotospeak,but thereisreasontobehopefulthatwecouldsee somepositivechangesandrelaxations.

BHAsaPermittoFlyorganisafion,many ofourmembers'aircraftfallintoAnnexII.I understandthatwasasortof'holdingtank' foraircraftEASAconsideredtoodifficultto sortoutwithinitsdesign,productionand maintenanceregulation.Howdoyousee AnnexIIdeveloping?Doyou,forinstance, believethatEASAhasplanstocomebackto takeafreshlookattheaircraftwithinit?

DRAnnexIIaircraftremainunderthe regulationoftheNationalAviationAuthorities oftheirhomeStates,andIcertainlybelieve thatisthebestplaceforthem.Theyarea knownquantitywithexistingregulationthat isknowntoworkwell,atleastintheUK,and itismybeliefthatCASAwillalmostcertainly leavewellalone,iffornootherreasonthan italreadyhasahugeamountofworkonits handsandtheCommissionwillnotallow ittospendtimeonissuesitdoesnotseeas important.Fortheforeseeablefuture,fthink AnnexII,andthereforeourUKPermittoFly fleet,willremaininthesafehandsoftheLAA andtheBMAA,andofcourseforthewarbirds andlargertypes,theCM.

BHThankyou,David,foraclearandconcise insightintohowtheEUsystemoperatesand howEuropeAirSportsfitsintothatpicture. FredMarsh'sforesight,andthecommitment ofthemanyvolunteersthatmakeEAS suchaneffectiveforcehavecertainly paiddividends.Longmaytheirworkin helpingsafeguardtheinterestsofsportand recreationalaviationcontinue.

>AVIONICS

Youcanhavesomeofthebest communicationandnavigational equipmentavailable,butifits linktotheoutsideworldisfaulty thenitisnotgoingtogiveofitsbest Whetheryoucallthethingthattransmits andreceivestheradiosignalsanaerialoran antenna,reallymakesnodifference,thetheory isthesame-andit'squitecomplex,sowe'll onlycoverthebasics.Atitsmostsimple,an aerialisadevicethatconvertselectriccurrent (atradiofrequencies)intoelectromagnetic wavesthatareradiatedintotheair,andthey're criticaltothesuccessfuloperationofyourradio, transponder,VORorGPS.

Alloftheradiosystemswetoeare'lineof-sight',meaningthatthereceivingaeria musthavelineofsighttothetransmitterfor goodreception,althoughmaterialsthatare transparenttoradiowaves(suchaswood, glass-fibre,fabric)don'tcount-aluminium, steelandcarbonfibredo.Ifyouraircraft structureismetalorcarbonfibre,thenthe aerialsmustbeplacedontheoutsideofthe aircraft-orunderaglass-fibrecover.

Thereshouldbeametal'backplane' /seebelow),insulatedfromtheaerialand connectedtotheshieldofthecoax(moreon thislater).Theradiowavesmakeacircuit throughtheslcybetweentheaerialandthe backplane,sothebettertheconnections themorepower(betterrange)theradiowill transmitorlowerpowersignaltheradio willbeabletoreceiveclearly.Iftheaerialis notinsulatedfromthebackplane,therewill benotransmission.Ifthereisnotmuchofa backplane,theaerialwillnot'work'properly -onereasonwhy'rubberduck'aerialson handheldsproducepoorrange.

Theideallengthofanaerialisaroundhalf thewavelengthoftheradiowave,whichfor a127MHzradiosignal(thecentrefrequency ofourcommunicationband)is 1.12111- an aerialthislengthiscalledahalf-wavedipole. Tomakethisworkforacommunications radio,theaerialwouldideallybevertical, becausecommunicationradiowavesare verticallypolarizedItheelectricalpartofthe electromagneticwavewigglesupanddown), andthecoaxwouldhavetoconnectinthe centre-butthat'sjustnotverypracticalto attachtomostaeroplanes.Soweuseanaerial halfofthislength,aquarter-wavemonopole (56cmlong),withametalbackplane,whichis mucheasiertoinstall.Theaerialcanbebent backwardsabitwithoutlosingmuchefficiency.

Aswewouldlikeouraehaltoworkbetween n8and136MHz,athickrodhasbeenfound toprovidegoodcoverageovertherange.For awiderfrequencyspectrum-forexampleas

requiredbymilitaryaircraft-amuchwider andshorterplatecanbeused,fairedinwith streamlinedcover.Thisisgoodnewsformost peopleas,generally,smalleraerialswouldbe aestheticallybetter-hencethe'shark'sfin' typeaerialssometimesseen,buttheycanbe expensiveandheavy.

Itispossibletomakeyourowncommaerial; makesureit'slargelyvertical(atleastforsome ofitslength)andproperlymounted-see below.Mountingcommaerialshorizontally (suchasinawing-tipmountedonarib)usually resultsinpoorperformance,notleastbecause theresultingradiowavesarehorizontally polarisedsuchwavescannotbereceivedby averticallypolarisedreceiver(whicheveryone elsewillhave).

However,VORsignalsarehorizontally polarisedsodouseflataerials,whichare oftenhalf-wavedipoles.Makingthe'cars whiskers'typethatisseenonmanyproduction aeroplanesworkwellcanbecomplex-once againtheaircraftengineer'sbible, AC43.13-113 AcceptableMethods,Techniques,andPractices -AircraftInspectionandRepair,hassomegood advice.Recently,someinternally-mounted wing-tipVORaerialshavebecomeavailablefor metalaircraftwithfibreglasswing-tips,such asRVs.Byallaccountstheseproducegood performanceandarenotblankedbytherestof theaeroplane. Aerialscanbeburiedinthewingsand fuselageofwoodenandfibreglassaeroplanes andcanbemountedinsidethefuselageofsteel

"The h1staIIation of aerials is oneofthe criticalaspectsofgood radio performance'

tubeandfabricaeroplanes,butdotakecareto provideanappropriategroundplane. Theinstallationofaerialsisoneofthecritical aspectsofgoodradioperformance.Many avionicscomewithverygoodinstallation instructionsfortheirassociatedantennas,and theseshouldbefollowed,howeveringeneral forexternallymountedantennas: ensurethattheantennaissolidlymounted, mostbenefitfromasuitablebackingplate (commonlyo.o63in-16swg-aluminiumriveted totheinsideoftheskinforanaluminium aircraft); ensurethattheantennaisplacedina posidonwhichisnotinthe'shadow'oflarge (comparedtotheantennasize)metal orcarbonfibrecomponentssuchas p.

>AVIONICS

thelandinggear.Antennamanufacturers willgenerallyadviseyoutoplacetheradio antennaontopoftheaircraft-citingpossible performancelossofantennasontheunderside. However,inrealitywefindthatunderbelly antennasworkextremelywell,eventhe'bent whipaerialscommonlyusedontaildraggers forgroundclearance.Theunderneathisthe bestpositionforcommunicatingwithground stations-suchastheTower,particularlywhen youarecloseby:

iftwoaerialsarefittedtheyshouldbe placedatleastimapartIfyoucannotfindthat spaceontopoftheaircraftplaceoneontopand oneunderneath; donotpaintaerialsastheirperformance canbeseriouslyaffected;

GPSaerialsmustbemountedwithagood viewofthesky,butcanbeplacedunderthin glass-fibrecovers-suchascowlings,butsome peoplehavereportedpoorperformanceif metallicpaintisusedonthecoveringcowling; AC43.13 - 18hassomeverygoodadviceabout mountingaerials,

BACKPLANES&GROUNDPLANES

Wehavementionedbackplanesacouple oftimesalready,andtheyareatopicthat deservesalittlefurtherattention.

Aswellacompletingthecircuit,abackplane isjustapieceofmetalthatmakesthe monopolethinkit'sadipolebyreflecting someoftheradioenergy,andforgood performancemustbeanappropriatelength. Anyaircraftwithoutametalskinmustprovide anappropriatebackplaneforeachaerial.For acommunicationaerial,thebackplaneshould beatleastacircleofflocmdiameteralittlesmallerispossiblebutmuchsmaller willloseperformance.Higherfrequency, smaller,aerials-suchastranspondersworking on1030andiouoMHz-requiresmaller backplaneswitharadiusofabouttheheightof theaerial.

Forthevastmajorityofaerials,having aneffectivegroundplaneisabsolutelyvital totheireffectiveperformance.Ifweare askedaboutapoorlyperformingradio,etc, thefirstthingswealwayscheckarethecoax andconnectors,andthegroundplane.In verysimpletermsitprovides'half'ofyour antenna.

Thekeyelementstoagroundplaneare: itmustbeconductive.Itwouldnormally beasolidconductorsuchasaluminium,but itcouldalsobealuminiumfoil(heavygauge) whichisgluedtotheinsideofafibreglass aircraftforexample.Somefibreglassaircraft manufacturersbondinametalmeshwithin thefibreglasslay-upwhichalsoworkswell (forthemoretechnicalamongstyou,themesh sizeneedstobeasmallfractionoftheantenna wavelength); ifyouaremanufacturingagroundplane foraninternallymountedaerial,thenasolid aluminiumsheetaroundthesamediameter(it doesnotneedtoberound,itcouldequallybe squarewiththesameexternaldimensions)as theaerialislongisagoodruleofthumbastoa minimumsize; theoutsideconductoroftheaerialcable mustbeconnectedtothegroundplane. Checkyourinstallationinstructionsvery carefullyastohowtoachievethis.Itwill normallyeitherbethroughtheuseofastar washerundertheaerialconnectorwhich'bites' throughtotheunderlyingmetalorthough theaerialmountingscrewsandlockwashers.

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Ameshgroundplane forwoodand fibreglassaircraft frornLXAvionics

THECABLETYPEusediscoaxialcable,informally calledcoax.Thishasaninnercoresurroundedby whatisnormallyapolyethyleneorPTFEdielectric andouterbraidedsheath.Themostpopularcoax cablehastraditionallybeenthelong-standingRG-58 type,whichperformswell.However,thiscableis nolongerusedoncertificatedaircraft.RG400isan excellentreplacement,ismorerobustthanRG-58and hasadouble-braidedsheath.However,thenormal caveatappliesregardingfollowinginstructionsfrom themanufacturer!

Forsomereason,wehaveseenanumberofpeople treattheouterbraidonacoaxratherliketheshield onashieldedtwincorecableforexample.Whilstit doesprovidethiseffect,i.e.theelectromagneticfield remainswithintheconfinesofthecable,thatisnot

itsprimaryreasonforitsexistence;itisanintegral partofthewaythecableactsasatransmissionpath fortheradio'waves'.Thebraidmustbeconnected properlytothecoaxconnectorsateitherend-and isoneofthefirstthingstocheckiftheradioisnot workingproperly.Itisveryimportantnottocrush acoaxcable,orbendittootightly,asitsinternal dimensionsareimportanttothewayitworks.

Talkingofcoaxconnectors,likeeverythingelsein life,yougetwhatyoupayfor.Pleasedonotbuycheap coaxconnectorsfrom884don'tlaugh,wehave seenTVcoaxconnectorsandcableinaircraft!And coaxconnectorsaredesignedforaspecificcabletype, sothatRG-400requiresRG-400typeconnectors. Coaxconnectorsalsocomeinthreegeneralinternal cablefixingtypes:

screwconnectors-notrecommendedasthey haveatendencytocomeloose; solderterminals-that'sokifyouarehandy withasolderingiron,orhavenochoice-aswiththe connectorsprovidedwiththeGarminSt30/40; crimpterminals-thepreferredchoice.

The'standard'coaxconnectorforwhatevertype ofcableusedinthevastmajorityofPermitaircraft aerial/avionicsaretheBNCtype.Thesearehighly reliableanduseabayonet-typefixingtoconnectto theaerialoravionicsunit.

Someavionicsmanufacturersarenowusingalower losstypeofconnectorknownastheTNCconnector, mainlyforGPSaerials,butalsousedforsomeDME ortransponderequipment.Theseconnectorshavea threadedconnection.

Whichevermethodisused,itisimportantto

installationrequirementsareveryspecific,so followtheinstructionsprovidedtotheletter pleasefollowtheinstructionstotheletter: forbestperformance. •aFulldipoleaerial.Agoodexampleofthisis

Tocheckwhetherornottheconnectionto themoulded-inradiodipoleaerialinstalledby yourgroundplaneisuptostandard,agood anumberoffibreglassaircraftmanufacturers ruleofthumbistomeasuretheresistance suchasEuropa.Ifyouraircraftisoneofthese betweentheaerial-mountinghardwareand types,simplyconnectupyourcoaxtotheaerial theaircraftskin;thisshouldbelessthancboo3 connectorandthatisit. ohms.

Dopleasereadtheinstructionsthatcome

Asweindicatedearlier,most-butnot withyouravionicsequipmentandyour all-aerialsrequireagroundplane.The antennasandfollowtheinstructionstothe notableexceptionsare: letter.Interferenceand/orpoorperformance mostGPSaerialsdonotrequireoneas fromyourequipmentismorelikelytobedown such,butmayrequiregroundingtotheaircraft topoorantennainstallationthananythingelse structure; butalltoooftentheyarenotgiventheattention certainVOR/GSdipoleaerials; todetailtheynotonlydeserve,butmustbe veryspecificallydesignedaerialsforuse given. infibreglassfairings,insidewoodenand

Nextmonth,GlassPanelsintheirvarious fibreglassaircraft-suchasthosebyBobArcher guises...originallyplannedforthisissueof Antennas.Thesetypesofaerialscanprovide LightAviation, butpressureofworkprecluded reallyexcellentperformance,howevertheir itscompletion.•

RichardMolemakes

aninexpensivetoolto setthegrommetson

Dzusfasteners

ThehumbleDzusfastener (pronouncedzoose,asinmoose) hasbeentheacceptedaviation panelfastenerforthebestpartof 8oyears,oneofthose'simple'inventions thatfoundanicheandbecamethestandard foraparticularapplication.

DesignedintheUSbyUkrainianimmigrant WilliamDzus,productionstartedasaoneman-bandintheearly19305atWestIslip,New York,andexpandedrapidly,WWIIproducing aphenomenaldemand.Thoughthecompany haschangedhandsanumberoftimessince William,andthenhissonTheodore,wasatthe helm,theDzusfastenerremainsaspopularas ever.

Forthoseofuswantingtorepairorreplace oldcowlingsaidpanels,orusethefasteners

Wingstudnestledintocylinder.Itisofferedup tothecowlingoncetheDzuscollar-sometimes calledagrommet-hasbeenlooselypressed intothecowlingskinfromtheoutside.Iputa smearofbodyfillerpastewithhardenerbetween thetwosothatnogapremainsafterfitting.The secondpartofthetoolisjustacylinderwithan axialdrillingtomatchtheDzusstudandwith averysmallchamferattheendthatabutsthe collar(ontheinsideofthecowl).

onanew-build,theDzussystemunfortunately hasonemajordrawback-youneedaspecial tonttocrimpthesoftaluminium'bushing'into thealuminiumorhbreglassskin.Thisbushing notonlyprovidesthebearingsurfaceforthe fastener,italsoretainstheactualfastener, preventingitfromfallingoutandbecominglost whenthecowlorpanelisremoved.Thistool iscurrentlyaroundSato,ratheranexpensive outlayforsomethingthatmostofuswillonly useonceinabluemoon.

Iwasfacedwiththeproblemofcrimping theDzusfixingsontnyjodelDABcowlingand having,accesstoasmalllathe,wasableto comeupwithaneminentlyusablealternative atvirtuallynocost.UsingaG-crampandsome

Dzus wingedstudandthematchingcylinder. Thefirststeelcylinder,aboutthesamediameter asthewingsofthestud,hasacupandaslot machinedatoneend.Thisallowsthewinged Dzusfastenerstudtonestleinplacesothat pressurecanbebroughttobearfromthe oppositeflatend

easilyturnedmandrels,Iwasabletodispense withtheneedforthespecialtoolbutmake anequallyprofessionaljobofcrimpingthe fastenerinplace.Here'stheprocess-without exactmeasurements-butI'mconfidentany machinistofaveragecompetencewouldbe abletoachievesimilarresults.

fjistsi;,

PreparingtoinstalltheDzusstudwithitscollar(cowlnotshownforclarity).TheG-cramppressesthetwo softaluminiumsimplyfoldsbackagainsttheinnerfaceofthecowLAsttdoesso,itsinternaldiameteralsodotesop whichpreventsitfromfallingoutofthecollar.OnefinalgruntontheG•clampanditmaythenbeloosenedandremovedillittnitietkel heypresto,jobdone!WiththelargersizeofOrosfasteners,thisschememayneedaninitial operationtokick-startthecollardefonnatioit thethirdpartofthetoolisasimpleshoulderedstud,turnedsothatthecollarjustslipsfreelyoverthestemandwiththe shoulderanglettai jor I Cylinder2,Dzuscollarandshoulderedstud(tool3).InsertthecollarintothecowlwithitsdaboffillerpastebutbeforeyouinstalltheDzusstud,you insertthethirdpartofthetoolfromtheinsideofthecowlandputthesecondcylinderwiththeaxialdrillingontheoutside.Thetrusty G-clampthenpressestheshoulderagainsttheplainendoftheprotrudingcollartostartspreadingitout.Onlypressitlightly. Warning:ifthespreadingpressureistooextremethenthecollarmayjamonthe stemofthetoolandyouwillnotbeabletoremoveitwithoutscrapping thecollar.Thiswouldnotbedisastrousastheverysoftaluminium collarisprettyinexpensiveandalsoeasytocutorfileaway!Stop squeezingassoonasthecollarhasbeguntosplayoutuniformly.Then removethetoolandusetheproceduretosetthewingedfastener describedearlier.

IFYOUWANTTOFITHUNDREDS,thengetthemachined cylindershardened.Butadecenthitofmildsteelshould lastalifetimeifit'sjustforoccasionaluse.

Ordertwoorthreetimesasmanycollarsasyouhave studs,toprovidesparestolastthelifeoftheaircraft, becausecollarsaresoftaluminiumandtheydon'tlast forever.

Youshouldonlyneedtoremoveagrommet(whatI calledacollarinthecaptions)ifit'sdamagedandyouwill probablyfindthatyoucancutitawaywithaStanleyknife plussomebruteforce,startingatthewornarea.Failing that,acombinationofaneedlefileandashortlengthof juniorhacksawblade(withoutthespigots)willdothejob. Itlooksmuchtoughermaterialthanitactuallyis!

Buyaselectionofspringsbecausevaryingcowl thickness,maybereinforcingalloyplates,orwhatever, maycombinesothatyouwillneedoneortwodeeper orshallowerspringsthanthetypethatbestsuitsthe majorityofthefasteners.Theyareinexpensive.

Ifyoulineafibreglasscowlwithverythinsticky-backed silverfoiltapeyouwillprotectitfromoilseepage,lower thetemperatureofthecowlmaterialespeciallynearthe exhaustpipes,andfindthataquickwipewitharagisan easywaytokeeptheinsidesurfaceprettyspotless(andit weighsnothingworthmentioning).

'Ifitlooksright,it'llgenerally flyright'Nowhereisthismaxim betterdemonstratedthanwith theChipmunk,anaeroplane which,accordingtomostconnoisseurs oftheaeronauticalart,enjoystheperfect proportions,exceptionalaestheticsand immaculatehandlingqualities.

Designedastheultimateairmanshiptraining tool,itprovidedtheaerialbaptismfortensof thousandsofAirCadetsandotherwould-be pilotsovermorethanfiftyyears.Throughallthe uncertaintiesoflife,theoccasionalsightand

soundofaChipmunkwithitslow-revvingGipsy engineaerobattingagainstabluesummersky hasbeenanunchangingsourceofdelightforall whoseeyesaredrawnskywardsatthemerest suggestionofanaero-enginecomingwithin earshotCantherebeanyred-bloodedpiloton ourshoreswhodoesnotfeelstrongaffection forthe'Chippie'?

TheChipmunk,whichwasthefirsthomegrownproductoftheCanadianbranchofthe deHavillandCompany,wasdesignedin1945as areplacementforthelongobsoleteTigerMoth, andfirstflewin1946.Atthattime,DHwasknee

deepinturningouttheaggressiveHornetand Vampireandtheparentcompanywasfully engrossedwiththetransonic,taillessSwallow programmeandthedevelopmentoftheComet, theworld'sfirstjetairliner.TheCanadian designteamwasleadbyPolishimmigrant WsiewolodJakimiuk,whopre-warhadhelped foundthePZLcompany.Hehaddesigned advanced,all-metalaircraftatPZL,whichmight bebetterknowntodayiftheoneandonly prototypeofhismostpromisingfighterhadnot beenmistakenlyshotdownduringatestflight byanover-enthusiasticPolishAAbattery.

TheChipmunkhastheobviouslookofa deHavifiandaircraftaboutit,despite originatingattheDownsviewplantnear Toronto,ratherthanatHatfield.Thecowling neededtohousetheinverted-fourinline engineprettymuchdefinestheshapeofthe frontendofallGipsyMajorpoweredaircraft, albeitontheChipmunkmademoremuscularlookingthanonthepre-warMothsbythe additionofabigaluminiumspinnerhiding thehubofthetwistedaluminiumFaireyReedpropeller.Theshapeoftheslender, oval-sectionedrearfuselageandstaggered

tailsurfacesareclearlypatternedafterthe MosquitoandHornet,ratherthanthebacksweptLepidoptera-inspiredoutlineofthe pre-warMoths.Thecentrefuselagehousesthe twocrewinaclose-coupledtandemseating arrangement,enclosedwithinaslidingcanopy. LaterCanadian-builtexamplesusedashapely blowncanopybuttheearlymodels,andall thosebuiltintheUK,featuredamoreausterelookingstraight-toppedglasshousestyle,which wasneverthelessathoroughlyworkmanlike jobreminiscentofmanyofthewarplanesofthe recentconflict

Thewingsateofsemi-symmetricalsection, moderatelytapered,butofrelativelyhigh aspectratio,reminiscentofthepre-warMoth Minor,thoughtoalesserextent.Thewingsare blendedexquisitelyintotheellipticalcrosssectionofthefuselagebyaclassicalsetofroot fillets.LiketheMothMinor,theundercarriage isoftheuprightcantileverlegtype,butwith widerstanceandenjoyingthesophistication ofahydraulicratherthanmechanicalbraking system.LikeintheMosquitoandpre-war Moths,theChipmunk'ssuspensionuses rubberdiscsincompressionratherthanin

moreexpensiveoleos,relyingonthenatural dampingactionofthesquashedrubberto controlthereboundcharacteristics.Therubber discs,eachaboutthreeinchesindiameter andaninch-and-a-halfthick,areassembled intoastackaboutafoottall,whichsitsinside eachofthetubulartelescopiclegs,immersed ingrease.Eachrubberpuckisseparatedfrom itsneighbourbyathinmetaldiscdesignedto controlthewaythattherubberdistortsasthe legcompresses.Thisarrangementavoidsthe needforclose-tolerancefitsinthetelescopic legunits,inevitableinanoleo-pneumatictype, andwhileunderconstantpressuretherubbers cantakeonaslightpermanent'setovertime there'snoriskofalegdeflatingandneeding tobepumpedupagain,sotheChipmunk's suspensionisrelativelymaintenancefree.

TheChipmunkwasthefirstdeHavillandlight aircrafttobebuiltentirelyofmetal;there'sno woodinitThefuselageisasemi-monocoque, stressed-skinaffairwithlightgaugeskins supportedagainstbucklingbyelliptical bulkheadsandlengthwisestiffeners,though thetell-talelinesofcountersunkrivets,which attachthestiffenersalongthelengthofthe Chippie'sslendertailcone,arealmostinvisible comparedtothedome-headrivetsthatpepper therestoftheexternalsurfaces.

Thecantileverwings,whichare manufacturedintwopieces,attachatthe fuselagesidestoanarrow,canythroughspar, themountinglugsandattachmentboltsbeing hiddenundertheremovablerootfairings.The wingsuseaD-boxleading-edgesheathedin thinaluminium,extendingbacktothemain spar,andarefabriccoveredaftofthespar. UnusuaIly,thefabriccoveringdoesn'twrap rightroundthewingbutonlycoverstheopen rearsections,leavingtheleading-edgein

paintedaluminium.Theinto-windfrontedges ofthewingfabricarenotreliantonlyonthe adhesionofthedopetoholdtheminplacethefabricwrapsaroundaluminiumclamping strips,whicharemechanicallyattachedto thestructure.Therootendsofthewingare adornedwithsubstantial-sizedfoldedsheetmetalleading-edgestallstrips,gettingonfor threefeetlong.Accesstotheinsideofthewings isprovidedbytwodiagonalzipsintheundersurfacefabricofeachpanel.

Thetailsurfacesconsistofaluminiumcoveredfinandtailplane,whileallcontrol surfaces,includingtheFrise-typeaileronsand slottedflaps,arefabric-covered,open-frame, aluminium-alloystructures.Thetailplane hangsoutbehindtherearbulkheadofthe fuselage,supportedatitsrearbydiagonal struts,whicharehiddenbeneathalarge, removable,tailconefairing,whichalso enclosestherubber-in-compressionshockabsorberoftherobust-lookinghingedforkfor thecastoringtailwheel,thefinaliterationofa layoutwhichhadevolvedinfullyexposedform oncountlesstailskiddedMothssincethelate nineteen-twenties.

EarlydevelopmentswiththeChipmunk includedmovingthemainwheelsthree inchesfurtherforward,awider-chordrudder Ishownupbytheneedforasmalltriangular cut-outinthebottomrearcornertoclearthe raisedelevator}andtheadditionofanfi-spin strakes,whichwereintroducedafterspinning problemscroppedupintheearlydays.

SERVICELIFE

Followingasuccessfulevaluationofapairof Canadian-builtChipmunksatBoscombeDown, theaircraftwasselectedbytheRAFasabasic trainerin1946,replacingtheby-that-time

seeminglyprehistoricTigerMoth.Athousand ofthenewmonoplanetrainerswerebuilt inBritain,initiallyatdeHavilland'sHatfield factoryandlateratHawarden.Over700 wenttotheRAF,wheretheyservedinitially inUniversityAirSquadronsandVolunteer ReserveSquadrons.Amoremodest217were builtinCanada,thetypebeingacceptedby theRCAFastheirstandardtrainerin1948. OtherCanadian-builtexampleswentto Lebanon,EgyptandThailand.Later,between 1955and1961,afurther66aircraftwerelicencebuiltinPortugalforthePortugueseAirForce, someofthembeingconvertedtousethe morepowerfulLycoming0-360engineusinga modificationoriginallydevelopedintheUKfor glidertugging.

Chipmunksremainedinmilitaryserviceright uptothel99os,notablyatMiddleWallopin Hampshirewhereafleetofthemremainedin usewiththeArmyAirCorpsforinitialfixedwingtraining.TheRAF'sAirExperienceFlights upanddownthelengthofthecountryheldon totheirChippiesuntil1996,whentheywere replacedbytheBulldog.Chipmunksarestill usedtodayfortailwheelfamiliarisationbythe RAF'sBoBMemorialFlightandboththeNavy andArmy'shistoricflights,indeedtheflying shotsinthisarticlefeaturetheverynicely turned-outRNASmachine.

Whenthetypewasbuiltinthefortiesand fifties,itwasclearlyconfiguredasamilitary trainerandtherewereonlyahandfulof civilsales.Itswholeraisond'etrewastobea specialisedhigh-qualitytoolfortrainingnew pilotsinbasicflying,navigation,formation andaerobatics,withnoconcessiontocomfort Thecockpitenvironmentwasstyledlifsucha conceptthenexistecfiasapreparationfor thefunctional'office'ofamilitaryaircraft.

>FLIGHTTEST

Asacivilmachine,thetandemseatingwas unsociable,therewasnowheretoputany baggageandthenine-gallonwing-tankswere toosmalltobeofmuchusefortouring,the endurancebeingbarelytwohours.Inthose daysofausterity,anewChipmunkwould haveseemedexpensivetobuycomparedto surplusMagistersandTigerMothsthatwere thenavailableatgive-awayprices,andwith fuelthenaveryexpensivecommodity,an8gph fuelconsumptionwasabigdisincentiveforan aircraftthatcruisedataleisurely9okt Later,whenbatchesofChipmunkswere soldoffbythevariousairforcesfromthe 19608onwards,thetypebecameamore attractiveproposition,notleastbecauseof theopportunitytobuysomethingrelatively new,i.e.post-war,atsecond-handprices,even iftheyweregoingforthreeorfourtimesthe priceofanex-ServicesTigerMothorMagister. Thenewbreedofcarpetedimportedtypes liketheCherokeeand172werefaster,more comfortableandeconomicalonpaperin passengermilespergallon,butofferedlittlefor thosemoreinterestedinavalanchesandrollsoff-the-topthaninADFandDME.Theimported competitorswerestyledinternallylikecarsand givenheavycontrolcharacteristicsoptimised forIFRflying.Theirclichedswept-backfins, pin-stripedcolourschemesandmagnolia, vinyl-finishcockpitsgaveaverydifferentfeel totheobviouslyex-militaryChipmunkwithits bold,high-viscolourschemes,duck-egg-green andcrackle-blackinterior,andexternalpatina ofdomedrivetheadsandbold,stencilled instructions.Astimepassed,andwith increasingnostalgiaaboutWWIIeraartefacts, theChipmunkrightlycametobereveredas avintageclassic,withanenthusiastbaseof thousandsofpilotswhosefirstmemoriesof flightwereasteenageATCcadetsbuckledinto Chippies,tryingoutthecontrolsgingerlywhile tryingtoseeoverthecockpitrims,andofbeing turnedupsidedownandhopingthattheirseat beltsandstomachsweresecure.

WhensurplusRoyalAirForceChipmunks werefirstreleasedontothecivilmarketin1956, privateownersandflyingschoolssoonfound thattherewasmoretocivilcertificationthan paintingonaG-registrationandapplyingfor aCertificateofAirworthiness.Atthattime,the onlyvariantofChipmunkapprovedbytheARB (predecessortotheCAA)wastheMk21,from whichthemilitaryTMk10differedinanumber ofdetails.

Thesolutionwastodefineanewvariant, theMk22,againstwhichtheseex-RAF(and, later,allotherex-militaryChipmunks)couldbe certificated.Muchhasbeenmadeoftheearly difficultiesofmeetingtheMI<22standard.In truth,thebugswerestillbeingworkedoutof whatwasarelativelynewdesignandsome modificationanddemilitarisationwasonly tobeexpectedbeforeinitialissueofaCofA. Adesirablebutoptionalenhancementwasto adoptthebiggerngfueltanksoftheMk22A. Thepaltry9gstandardtanksineachwingare reducedfromtheoriginalCanadiancapacity tooffsetweightgrowthduringtheChipmunk's adaptationforUKmilitaryuse.

LaterdisposalsofMoDChipmunksin the197os,andfinallyinthemid199os, featuredexampleswhichlargelyreflected theevolutionandlifeextensionofthetype throughitsdecadesofsteadymilitaryservice. Civilianisationbecamecorrespondingly lessofamajorworkactivity-moreanaudit againstthemodificationslistedonthe

'conversion'drawing,No.Ci-G73,andthe requirementsstatedintherelevantCM AirworthinessApprovalNote.Thecartridge starter,whereremaining,wasnotideal,but itwasstraightforwardtoreplaceitwitha conventionalelectricstartermotor,whichwas abolt-onreplacementandwiringjob-oryou couldopttohandswing.MthoughtheGipsy Majorenginehadtobereclassifiedfroma militaryMk8toacivilMI<10-2,insomecasesit couldbenefitbyretentionofthesurprisingly highlatter-dayServiceTBO.

CIVILIANSERVICE

Inciviluse,theChipmunkhasareputation forbeingamaintenance-intensivetype saddledwithalistofmandatoryairworthiness directives(ADs)aslongasyourarm,numerous recurringinspectionsandexpensiveNDT checks."Fewlightaeroplanescaneverhave attractedsomuchill-informedcommentas thepoorChipmunk,"saysMarkMilleratde HavillandSupportLtd."Inthearchivepassed downfromdeHavilland,throughHawker SiddeleyandBritishAerospacethereis justificationforeverychangethattheyever made,aninsidestorytoeverything.Itmakesus somadwhenpeopledenigratethecaretaken overtheairworthinessoftheChipmunkfleet, whilerejoicinginthereliabilityandsafetythat itcontinuestogivethem!"

Inreality,thedesignisnowsomaturethat manyofthe26ADscoverissuesthatweredealt withlongago.True,there'sarequirement toX-raythealuminiumalloycastingswhich attachthemainundercarriagelegstothewing spars.Inoriginalformtheyarepronetostress corrosioncracking.Replacingthecastingsis nomeantaskasthewingleading-edgeskin hastobetakenofftogainaccessandalotof drillingoutofcriticalrivetsisneeded.Andyes, thereplacementcastingsarescarce,butde HavillandSupportLtdhasgatheredextensive evidencefromoperatorsinordertoanalysethe growthratesoftheknownformsofcracking. Basedontheresults,theyhavebeenableto treblethefrequencyofre-inspectiontoonce every12years,or6yearsifsmallsub-critical crackshavepreviouslybeendetected.Only rarelyarethecastingsfoundtobeinsuchabad statethattheyneedanNDTannually, Or final withdrawalfromuse.It'salldescribedindepth inarecentre-issueofTechnicalNewsSheetTNS 165-agoodexampleoftheworkdonebyDHSL onbehalfofownersofthedeHavillandtypes, andbringingaverywelcomecostsaving.

Anotherissuewiththeseaircraftisthe fatiguelifeofthemajorstructuralcomponents. Becausetheairframewasverycarefully designedforminimumweight,some componentscannotbeallowedaninfinite life.Thiswasconfirmedbyafull-scalefatigue testcarriedoutbyHawkerSiddeleyinthe 1970sonaspecimenTMkioairframe.While thefatiguelifeofmajorcomponentsisquite generous(10,000FatigueHoursfortheoriginal

aluminiumalloywingattachmentcarrythrough,forexample)manyaircrafthave passedthispointandhavehadtohavethe affectedtie-barreplaced.

TheFatigueHoursthatareaccumulated dependontheroleoftheaircraft,andin particularonwhatproportionofitsflights aerobaticsarecarriedout,asthisusecan accrueFatigueHoursattwo-and-a-halfor evenfourtimestherateofnon-aerobatic flight,dependingontheregularityofaerobatic sorties.Forcomponentsforwhichnorecords ofusagehavebeenkept,orhavebeenlost, pessimisticestimatesofFatigueHours consumedmustbecalculated.Replacement ofsomeofthelife-criticalpartsispossiblebut expensive,andthesituationiscomplicatedby variousdifferentdesigniterationsthathave beenintroducedovertheyears,forsomeof whichdifferentfatiguelivesarespecified. Thereiscurrentlynomeansofextendingthe Chipmunk'sbasicwingstructurepast3o,000 fatiguehours,whichmayexplainwhyit's notunusualtoseeapairofdusty-looking Chipmunkwingsstoredintheraftersofaircraft maintenanceoutfits,awaitingthedaywhen thesubjectmightberevisitedandafurther leaseoflifeapproved.Allthisisspelledoutin DHSL'sTNS138andmandatedbyCAAAD2804 PRE80.AnypotentialChipmunkpurchasers woulddowelltoabsorbthisTNS,aboveall others,beforepartingwiththeircash!

Asanaeroplanetoown,consideringthe Chipmunkisafixed-gearaeroplanewitha fixed-pitchprop,there'squitealottolook aftercomparedtoahomebuiltlikeanRV,or afactory-builtCub,CondororJodel.Theflap system,forexample,iscable-operatedwith eachflapcontrolledbyaseparatecableand nootherdirectmechanicalinterlinktokeep thetwoflapssynchronised,withatotalofnine pulleys,apairofsprings,pushrods,cranksand leversmakingupthesystem.

It'sgoingtotakealotlongertoinspectthe aeroplaneindepththanasimplertype,even beforeyoustartonthemandatoryworkcalled forbytheAirworthinessDirectivesandTNSs. ToseewhytheChipmunkattractssucha strongfollowing,despitetheseextraburdens ofownership,wemustexplorehowitflies.So overtoRich...

BEAUTIFULNOSTALGIA

WalkinguptotheChipmunkisanexercisein nostalgia.SuddenlyIwasa14again,acadet, cladinRAFserge,strappedintoaseat-type parachutebya'squipper'(safetyequipment fitter)andabouttoflyinaChipmunkfrom No5AirExperienceFlightatMarshallsof Cambridge.Inthosedays,clamberinginto thecockpit,engineturning,withaparachute strappedtoone'sbacksidewas,tobehonest,a bitofastruggle.Nosuchstruggletoday-suited andbooted,noparachute,andallquietupfrontI'mflyingwithaChipmunkaficionado, RogerMilburn:ex-RAFpilot,Hercinstructor, displaypilot,andHS125Dominiecaptain,and Rogerisabouttotakemethroughmyfirst type-testI'veflowntheChipmunkbeforeas atugpilot,sothisisalsoabitofarefresher. TheChipmunksitswiththepalewinter sunlightglintingoffitsimmaculateUniversity ofLondonAirSquadronpaintscheme,and shelooksbeautiful.

Entrytothecockpitisviathewing-root walkway.Aquickturnofthehandleonthe canopyandthebigglasshouseslides back.Althoughnotexactlyspacious,11.

there'splentyofroomforabonedome-and exceptionalall-roundvisibility.Unusually,ina tandem-seatlightaeroplane,theChipmunkis flownsolofromthefrontseat;thechangeinC ofGwhentherearseatisoccupiedisachieved throughclose-pitchedseats,andaninstrument panelonlyafootorsofromyourface.With eageranticipation,Iscanthecockpitand instruments-allthere,exceptthefuelgauges, whichareoutonthewing-roots.Aglanceover myIehshoulderlocatesLhecanopyescapepanelhandle.

Intypicalmilitaryfashion,thethrottleand mixtureleversareontheleft,andfallneatly tohand,sharingacommonpivotandfriction knob.Themixtureoperatesintheopposite sensetostandardandthere'satabonthe throttlethatwilldragthemixturetorichwhen youreducerpm.Belowthethrottlethere's thebrakelever,whichcanbesettoapply bothbrakessimultaneously,orprogressively toapplydifferentialbrakingwithrudder-a curioussystemthatworkswellnonetheless. Belowandbehindthethrottleisahalf-buried trimwheel.Thefuel-selectorleveronthefloor selectsfuelonoroff;there'snoleft/rightoption betweenthetwinwing-tanks;despitethe balancingventline,anunbalancedfuelload canbeexpected,especiallyifyoudon'tkeep theballinthemiddle!Rogerremindsmeto keepacloseeyeonthefuellevelsinflightto makesurebothtanksarefeedingevenly,asan emptytankcouldcauseanunwantedengine failure.

Theflapsareontheright,operatedbypulling backonthesignal-box-styleleveruntilaratchet dropsintothehalfposition.Pullbackagainto selectfullflap.Toreleasetheflap,youmustfirst squeezethehandleandRogertellsmetokeep holdoftheleversotheflapsdon'tslamback intoplaceintheslipstream.

Fromcold,thestartroutineinvolvesa manualprime,andtherearetwoconvenient aperturesintheportsideoftheChipmunk's cowlingtoallowtheprop-swingertoreachthe primingcontrols,sothere'snoneedtoopen thesidecowling.Thefamiliarcallofffirakes on,fuelon,throttleclosedandswitchesoff' precedesaquickswingofthepropelleras it'sturnedthroughfourbladestosuckinfuel andtocheckcompressionofeachcylinderin turn.Importantly,thisactionalsoreleasesany accumulatedoilfromthecylinders,andavoids anypossibilityofahydrauliclockonstart-up.

Likeallthebestaeroplanes,theChipmunk hasastarterbuttonandpropermagneto switches.RogermentionsthatifI'mflyingsolo andthepropspinsbutdoesn'tfire-up,thatI haveprobablynotswitchedtherearcockpit magson.Startingthesedaysissimplicityitself, courtesyofastartermotor.Inthe'olddays' theChippiewascartridgestarted-apullof thestarterring,ashambangandoffyouwent -fiveattemptsbeforeacartridgerefill.Weset itoorpmandwaitfortheTsandPstorise.Itis importanttolettheenginewarmuptoffiTto avoidcylinderheadjointproblems,butwith twogallonsofoilonboardthiscantakesome time.deHavillandalsorecommendsatleast fourminutesbefore'openingup'formostGipsy Majorengines.

'Rogernowcoachesmethroughthetaxying, whichisremarkablystraightforward,thanks Lotheslendercowlingandtheforwardseating position.Youstillhavetoweaveslightlyto seedirectlyahead,butthevisibilityispretty good.Itiswhenyoucometomanoeuvrethat theidiosyncraticbrakingarrangementconies

CHIPMUNKOWNERSwishingtooperatetheiraircraft commerciallywillhavenooptionbuttostaywitha CofA,asoperationonaPermittoFlyisrestrictedto privateuseonly.ThispreventsPermitaircraftbeing hiredoutorusedfortraining,exceptwhentheowner oramemberoftheowner'simmediatefamilyisthe personbeingtrained.

Ownerswishingtostayon a CofAwillneed tocoughupanannualfeeintheregionof£800 todeHavillandSupportforusingtheDHSLType ResponsibilityAgreement(TRA),whichsomeowners havefoundabitofarudeshockandanadditional burdenontheprofitabilityofanycommercialintent.

Forprivateflight,justabouttheonlydrawback ofaPermittoFlyascomparedtoaCofAisthatit confersnorightofflightoutsideUKairspace,but inpracticethishasneverpreventedlargenumbers ofLAAvintage'Permit'aircrafttouringabroadeach year.Glidertowingremainspossibleonacertificated aircraftthathastransferredtoaPermittoFly, providingitisusedonanon-commercialbasis.This doesnotexctutethetypicalBGAcluboperation wherethetugpilotdoesnotreceiveremuneration fortowingandchargesforthetowonlycoverthe runningcostofoperatingtheaircraft.

OneprovisoisthatLAApolicyisnottotakeon aircraftwhicharebasedoutsidetheUK.Evenifthe localNationalAviationAuthoritywascomfortable withtheideaofanLAAaircraftbeingbasedintheir country,duetotheadministrativedifficultiesin supervisinganaircraftbasedoverseastheLAApolicy isthattheseaircraftshouldeitherbetransferredto thelocalregisterorremainunderCAAcontrol. WithPermitaircraft,compliancewith servicebulletinsisrecommendedwhereappropriate, andmandatorywhenenforcedbyanAirworthiness DirectiveorMPD(MandatoryPermitDirective).In thecaseoftheChipmunk,therearemorethan380 modificationsand100TechnicalNewsSheetson record,manyofthemmandatedbytheADslisted inCAA'sCAP747MandatoryRequirementsfor Airworthiness.Facedwiththispaperworknightmare. ownersareveryfortunatethatdeHavillandSupport providesaverytidydistributionserviceforTNSs (ineffect,deHavilland'snameforservicebulletins) aswellasafullsetofdrawings,ADsandsoon.This makestheavailabilityofserviceinformationmuch betterthanforothertypesliketheStarnpeandlodel wheresomeoftheoldbulletinsaresimplynolonger availableandtheircontentbutadistantmemory.

ThoughlaterCanadianexampleshadblowncanopies,allBritishproductionaircraftfeaturedthe WWII-stylerearwardsliding'glasshouse'design

home.There'satemptationtoleavetheleft handonthethrottle,letgoofthestickand reachacrosstothebrakelever.Roger'sadviceis tousemylefthandforboththrottleandbrake (obviouslynottogether!,leavingtherighthand onthestick,especiallytocontroltheelevators inhighwinds.There'saratchetonthebrakeso youcanseta'fewclicks'tokeepthedifferential actionengagedand,withpractice,youcan avoidgettingintocornerswhereyouneed handsonthrottleandbrakeatthesametime toblowthetailround.Thenumberofclicks comeswithexperienceandbrakewear. Rogerremindsmeaboutthebrakesbefore takingoff,especiallyincrosswindswhenalittle differentialbrakewillhelpkeepherstraighL Notaproblemtodaythoughasthewindis straightdownOaksey'sstrip.Rogersuggests half-flapfortheshortesttake-offfromthestrip. Agoodscantomakesureallisclear,lineup, andprogressivelysetfullpower.Acheckof theTsandPsandwe'reaway.Assoonasthe throttle'sfullyopenandwe'rerollingforward,

therudderbecomeseffectiveandthenoseis heldeasilypinnedaheadoncethetail'sup.Vr is45kt,accelerateto65kt,thenflapsupandvokt (recommendedRAFclimbspeed),climbingto 3,500ftQNI-IwhereRogerwilltakeusthrough ourpaces.

AEROBATICGRACE

FlyingtheChipmunkisasheerdelightwith perfectcontrolharmonyandIalmostonlyneed tothinkwhereIwanttogoanditwillcomply. 2,3oorpmandsteepturnsareeasilynailed, straightthroughthebuffet,andthetandem seatinggivesthatsamegreatviewbothways. Stallingisunremarkable:nostall-warner,clean buffetat45kt,andnowing-drop.Fullflapstallis equallyunremarkableat38kt RogerbriefsmeonspinningtheChipmunk (nottodayaswereallyneed5,000ft)and remindsmethatit'sastandardspinrecovery: checkbrakesoff-otherwisewemaynotget fullrudder;heightsufficientforrecovery; throttleclosed;checkdirectionofturn;

>FLIGHTTEST

fulloppositerudder;stickcentrallyand progressivelyforwarduntilthespinstopsIthe stickmayneedtobepushedfirmlyalltheway ontotheforwardstop);centrahsethenidderand easeoutthedive.We'llhaveagoanotherday!

NowRogertalksmethroughsomeaeros.The Chipmunkisadelighttoacrobat-although powerislimitedfromthe145hpengineand rpmhastoberestrainedbecauseofthefixedpitchprop.Sheloops,rolls,andstall-turnswith graceaslongasyoupayattentiontoenergy managementwiththeoddgentlewingoverto gainheight

Rogerdemonstratesaloop:fullpower, nosedownahand-and-a-half,watchtherpm limitedto2,500asshehasawoodenprop), thenasteady3.5gpull..,pullalittlemoreatthe vertical,thenoverthetop-checkthehorizon forwings-level,andaswecomedownthe otherside,throttlebackandgentlypullout Myturn;Milpower,nosedownto13okt,check rpm,lookup,andeaseup...overthetop,check wingslevel,down,throttleback,andpullout Awesome!

HOMEWARDBOUND

Rogerthentakesherintoastallturn.Ibracefor aleftturn,andwegoright.Rogerchucklesand tellsmethepropgoestheotherway!Andto finish,anaileronroll:nosedownto120,pitchuptoputyourfeetonthehorizon,fullaileron, andaroundshegoes.

AtthispointRogerdecidestheweatheris lookingiffy,soweheadhome,descendingto t000fttokeepbelowthecloud.There'ssnow headingtowardsOaksey,butwe'llbeOK.As befitsabasictrainer,theChipmunkisequally happytobelandedasathree-pointerora wheeler,sobothtechniquescanbetaughtAnd asbefitsamilitarytrainer,ourarrivalbackat Oakseyisheraldedwitha11M-in-and-break, amanoeuvredesignedtoallowareturning fightertomaintaintacticalspeeduntilthelast momentToday's'break'hasnosuchtactical use,butisjustgoodplainfun,andalsogetsus onthegroundbeforethesnowstormarrives! Withtoday'smoderatewind,Rogeris tutoringmeinthegentleartofthe'wheeler', approachingat55-6okt,withfullflapandover thethresholdat5okt,employingthemilitary techniqueofpointandpower,i.e.aimatthe landingpointandusepowertopegthespeed. Werolloutandtaxibacktothehangarand lettheengineidleforafewmomentstocool gently,thenswitcheverythingoffIwasvery happytositthereforawhilewithabroad grin,enjoyingboththeexperience,andthe nostalgia.Aperfectdayattheoffice... ThisparticularChipmunksyndicateis currentlyonaPrivateCofAandisonethat couldtransfertotheLAAPermitsystem.They havereceivedtheinfopackfromtheLAA,and arehavingthediscussionwithinthegroup aboutwhethertheywishtojoinus.Costwill beafactorbutlikemany,theyarewaiting untillanuarywhentheywillhavebeentothe deHavillandSupportbriefingday.Ihopethey deddetojoinus,burwhatevertheydecide,my thankstothemforlettingRogerandmeuse theirfabulousaeroplane.

Thanksalsoto FLYER magazinefortheuseof theairtoairimagesoftheRNASHistoricFlight; toEdHicksforthedetailgroundshots;andto UltimateHighforallowingustophotographits aircraftUltimateHighisbasedatKembleand usetheChipmunk,BulldogandExtra3oofor advancedsafetytrainingandtunflying. wwwultimotehigh.co.uk•

PERFORMANCE

Maximumspeed:120kt

Cruise:108kt

Rateofclimb:900fpm

Cieling:17,200ft Range:450km

DIMENSIONS/WEIGHTS

YAngspan:10.46m

Wingama:15.9m7

Length:7.75m

Height2,13m

Emptyweight:526kg

Grossweight914kg

Engine:145hpdeHavillandGipsyMajorengine

>TALEOFATURBI

Intheautumnof1954,achap calledHaroldBest-Devereux, whowasthenasurveyorfor theAirRegistrationBoard andacommitteememberofthePopular FlyingAssociation,flewtheprototypeof RogerDruine'ssingle-seatTurbulentona demonstrationtourofBritaintopromote theideaofbuildingyourownaeroplane.

Areportofthevisitintheaviationmagazine Flight caughttheeyeofTimLangleyandme, bothsecond-yearstudentapprenticesatthe deHavillandAeronauticalTechnicalSchoolat Hatfield.AmeetingwithHB-DandtheTurbulent atElstreeAerodromeconvincedusthattheidea ofbuildinganaeroplaneonwhichtolearnto flywasarealpossibility.HB-Drecommended thetwo-seatTurbi,alargerversionofthe Turbulent,andtoldusthePFAhadaccessto twoWalterMikronII6ohpengines(E-15oeach) forthefirsttwogroupstogetstartedona Turbi.AndtheKemsleyTrust,administeredby thePFA,wasoffedngashort-term,interestfreeloanforthepurchaseoftheengine.

TimandIsetaboutrecruitingfromwithin thestudentcommunity-theaimwasfora groupoften.Thecost,weestimated,would bearoundE450,includingtheengine,and thebuildingwouldtakeabouttwoyears. Five-bob-a-weekeachintothekittywasthe cast-ironminimumcommitmentrequired. Astudentapprenticeatthatstagewasonly gettingEz15s.aweekanddigswere £2 aweek, solifewastightandstudentscertainlydidn't havemuchsparecashforanythingotherthan basicliving.

Inearly1955,theTKFlyingGroupwas formed;thenamederivedfromthepre-war seriesofaircraftforracingthatweredesigned andbuiltbystudentsoftheSchool.In1932, aDutchstudent'sdesignwasthefirsttobe selected;JvanHattum'sdrawingsborethe legend'TekneiseKollegenNo1'.TheAir Ministrygrantedtheschool'srequestthat TIC1begiventheregistrationG-ACTICInthe sameway,TKregistrationsweregiventoTK4 andTK5,lateroninthethirties.Andin1955, G-AOTKwasgrantedforourTurin.Thefounder membersoftheTKgroupwere:TimLangley, ChrisBatten,ManjitSinghRana,JimYoung, JohnMosta,andme.ChrisMarshjoinedthe groupin1956.

Wheretobuildwasthefirstproblem.Tim andIwenttoseeBobReeve,theprincipalof theSchool,toputhiminthepictureastowhat wasbeingplannedbythegroupandtoaskif hecouldusehisinfluencewiththecompany tofindaspace.Unfortunatelyitwasabad time.Cometproductionwasonholdandthe factorieswerebeingreorganisedtoabsorb productionofVampire,Venom,Doveand Herontokeeptheskilledworkforceoccupied andintactSoitwasHatfieldTechnicalCollege (latertobecomeHatfieldPolytechnicand, laterstill,TheUniversityofHertfordshire) whokindlyallowedthegroupsomespace intheaircraftmaintenancedemonstration classroom,andthebuildingofTurbiwasable tocommence.

Thekeel(actuallyoneofthelongerons)was ceremoniallylaidon26March1955byPeter (laterSirPeter)Masefield,chairmanofthePFA atthetime.Theearlytechnicalissuesfaced bythegrouparewelldescribedinanarticle writtenbyTimLongley,whichappearedin Flight on26June1956,andalinktothisarticle isonthemagazinepageoftheLAAwebsiteat www.laagiccom

TheGradeAaircraftqualityspruceand birchply,fromwhichtheairframestructure waslargelymade,wassoldtothegroup throughtheDHemployeecashsalefacility. DMstillusedalotofwoodinCometinternal bulkheadstructuresandinVenomand Vampirefuselages,andthewoodshop kindlymachinedthesprucetotherequired dimensions.

Theplans(inmetricandFrench)were boughtthroughthePFA.Theyleftalottothe imagination,andthiswascompoundedby thefactthatnoneofthegrouphadevenseen aTurbi.Afewmonthsafterworkhadstarted, TimandI,travellingonourmotorcyclesto visithisparentsinLisbon,calledat

Toussous-le-NobleaerodronlenearVersailles, Paris,whereRogerDruinekepttheprototype Turbi.Withnotebook,cameraandtape measuretohand,wewereabletocrawlall overtheprototypeandclarifyanumberofthe vagariesintheplans.

MODELWORKFORCE

Timledthegroupthroughtheprocessof decidingthebestwaytotacklethevarious assembliesand'managed'theworkforce. Nearlyallhadmadeflyingmodelaeroplanes

TheconfinedworkspaceintheGround MaintenancedemonstrationlabofHatfield TechnicalCollegewheretheairframewasbuilt

TALEOFATURBI<

andtheprinciplesweremuchthesamejustbiggerandheavier.Tim,alongwith Young,Batten,MarshandMustomadethe fuselagesidesandframesandthewingspar booms.Ranamademanyofthewingribsand Imadethetailplane,elevator,fin,rudderand aileronsonmykitchentableathome.Forbig assemblies,likebringingthefuselagesides togetherandskinningthewingleading-edges, therewasabigturnoutofallhands-usuallyat weekends.Butmostoftheworkwasdonein theevenings,afterdaysintheDHfactoryand betweeneveningclasses.

Themetalparts,rangingfromsmallbrackets tolargerassembliessuchastheundercarriage, joysticks,enginebearersandfueltank, weremadebyfirstyearapprenticesinthe DHTechnicalSchoolworkshopsatAstwick ManorandinHatfieldOldTownunderthe supewisionofHoraceWrightTimproduced theworkingdrawingsbywhichtheseparts weremade,sincetheoriginalFrenchplans werefartoovague.

Themainassemblieswerefirstputtogether intheclassroomwheretheyhadbeenmade andholesweredrilledforthewing/tuselage/ tailplaneattachmentbolts.Inthespringof 1957,theassembliesweretakenbyroadona DHflatloadertoLeavesdenAirport,Watford, andinto'KenBrown'shangar'whereDoves andHeronsfromallovertheworldwere overhauled.Duringthatyew-,ChrisBatten, RanaandJimYoung,withsomeprofessional assistanceandaccesstospecialistequipment, appliedthefabriccoveringandpaint

Thelastmove,againbyflatloader,wasfrom Leavesdentooneofthe'Robin'hangarson thesouth-eastcornerofHatfieldAerodrome. Thatwasinspring-1958.Finalassemblyofthe airframeandinstallationoftheundercarriage, engine,fuelsystem,flyingcontrolcircuits, instrumentsandenginecontrolstookplacein thesummerof'58.

TheWalterMikronIIenginewasbuiltin thethirtiesforFaireyCosseillesbutwas neverusedandhadlaininitswoodenbox throughoutthewarinoccupiedBelgium. ApprenticesoftheDHEngineCompanyatStag Lane,Edgware,undertutorialsupervision, stripped,cleaned,checkedandtestranthe engineasaclassroomproject.Thewooden propellerwasboughtready-madefromthe historicAirscrewCompanyLtdofWeybridge. Thereisnorecordofthepricepaidbutis believedtohavebeenaboutE20.AndIfound asuitablepairofwheelsfortheundercarriage forEmfromColey'sAviationScrapYardonthe edgeofHounslowHeath.

G-AOTKwaswheeledovertotheComet FlightHangarinJulyforfinalpre-flight it

8mnrmfliH

August91958,Hatfield,ontheoccasionofthefirstflight.Lefttoright:HaroldBest-Devereux,Neil Harrison,JimYoung,ChrisMarsh,PatFillingham,DavidBader (Photo:BohKirkby)

checks.ItwasatthistimethatDavid Wingate,agraduateoftheChelseaCollegeof AeronauticalandAutomobileEngineeringand acolleagueofmineintheDHAerodynamic FlightTestDepartmentjoinedthegroupto beginthelongestpersonaldirectinvolvement withtheaeroplane.DaveandIgotallthe systemsandcontrolssetupreadyforthefirst flightandwereoftenassistedbyBobPooley, freshfromnationalserviceintheRAF,who workednightsintheFlightHangarandlater wentontopublishthewell-known AirTouring Guides.Davewastotakealeadingroleinthe managementofTurbifrom1959until1994 whentheaerodromeatHatfieldclosed.

Theonlyproblemtoemergeduringthe pre-flightcheckswasanout-of-balance situation,thecentreofgravitybeingwayout oftheaftlimitinanyconfigurationoffueland payload.ThiscameaboutbecausetheMikron IIwaslighterthanthemodifiedCitroencar enginethatDruinehadused-andthebirch plycoveringtheaftfuselageandtailplane washeavierthantheGaboonplyusedby Druine.Thegrouphadalsodecidedtoadd bracingstrutsforthetailplane,whichhad seemedtoberatherflimsilymountedwithout them.Theproblemwaspardallysolvedby wrappingspeciallycastleadweightsaround themountingpegsattachedtotheengine.It wasn'tenough,buttherewasnoroomforany moreleadsoitwasdecidedthatTurbiwould beflownsolofromthefrontseatratherthan fromthebackasthedesignerhadintended.

FIRSTFLIGHT

ThefirstflightwasonSaturday9August1958 withPatFillingham,DH'stestpilotatthe controls.Ithadtakenthree-and-a-halfyears fromthestartofwork;thereisnorecordof thecostHowever,thankstothesupportin kindfromthedeHaviLlandAircraftCompany, thecosttothefounderswasnotmorethan thattowhichtheyhadbeencommitted butthevalueintermsofexperienceand satisfactionwasimmeasurable.

Bytheendof1998Rirbihadflown31hours andperformed77landings.Aweekafterthe firstflightIflewTurbionafive-dayround triptotallingizjhr50mMtotheRSAatSaintes nearBordeaux.Itwasmyfirstoverseasnip andIkeptincloseformationwithHB-Dinhis

Aboveandbelow:theairframeseesthelightofdayforthefirsttimeasitisloadedontoaDHflat loaderforthetriptoLeavesdenforcovering

Auster,accompaniedbyPFAsecretaryatthe time,MauriceImray,whonavigatedforus both.Iwasmapless-suchwasourhastetoget totheRassamblementandshowtheFrench whathadbeenachieved ill England.

In1959,theTKFlyingGroupmovedintofully operationalmodeandseveralDHstudents whohadwatchedthebuildingoftheaircraft fromthesidelinesjoinedthegrouptofly her.KenRouse(DHtestpilot),BarryRadley (Huntingtestpilot),DavidCampbell(Luton FlyingClub),ElizabethOverbury(Hunting testpilot),MaurineBorneandBertRussell gavegenerouslyoftheirtimeandexpertiseto provideabinitioinstructionandtypecheck flightstogroupmembersandfriends.

Thetotalflyingtimein1959wasgozhours andover250landingswithg00%reliability. Notableflightsincludedzhrtomindirect acrosstheChannelfromSouthamptonto JerseyImeandRonAshford);tworeturn flightstoParisfortheAirShow;participation intheKing'sCupairraceatCoventry (PatFillingham);DailyMailBleriot50th anniversaryracefromLondonMarbleArch toParisArcdeTriomphe-theTurbicarried contestantDerekMottfromSouthendto Beauvaisandbackthenextday;andthe firstabinitiosoloflight(AlanPageafter6hr 4omMdualontheTurbil.Theoriginalmission objectivehadbeenaccornplished,andthus begana53-yearstorywhichcontinuestoday.

However,notallofthefoundermembers ofthegroupderivedmuchdirectpersonal benefitfromtheirhardworkandinvestment TimLongleyrodeinTurbiasapassengera fewtimesbeforebeingcalledupforNational Service,thoughhisleadingroleinthebuilding ofTurbimayhavebeenafactorinhelpinghim bechosenfortheArmyAirCorpsleadingto deploymenttoSEAsiawherehelearnttofly.

JimYoungbeganlearningtoflyonTurbibut leftthegroupondiscoveringthathiseyesight wasnotgoodenoughforapilot'slicence.In 196o,heleftDHtojoinVickersArmstrong, Swindon,onhovercraftdesignandin1970 movedtoBritishRail,Derby,ontheill-fated APT(AdvancedPassengerTrain)project.Jim hassaidthatwiththebenefitofhindsight hewouldnothavejoinedthegroupbutis nowgladandproudtohavebeenapartofan historicproject.

JohnMustowroteadelightfullyamusing piecefor EsseAirWorld onthebuildingof Turbi.Healsorodeasapassengerafewtimes beforebeingcalledupforNationalService inthearmybutsadlylosthislifeinaboating accidentonserviceinGermany.

ManjitRanahaddepartedDHbeforethefirst flightandjoinedFollandAircraft,attractedby thesaleofalargefleetofGnatstotheIndian AirForce.Buthisbigcareerbreakcamewhen hewentforinterviewwithEssoIndia.The interviewerhappenedtohaveacopyof Esso AirWorld featuringJohnMusto'sarticleon Turbiandoncetheconnectionwasmade, ManjitjoinedthecompanyintheAviation Division.Heservedintheoilindustryfor3o years,finishingupasChairmanandManaging Directorofanoilcompanybeforemigratingto Australiain1989.Hismostrecentflightinthe TurbiwasinOctober2006.

ChrisBattenflewinTurbionceasa passengerbeforemovingtoworkforDouglas, SantaMonica,USA.Chrisdiedinthemid-199os.

ChrisMarshmovedontoCranfieldCollege ofAeronauticstodoadegreecourseinaircraft designsoonafterTurbifirstflew.Hewona flyingscholarshipandlearnedtoflyonAugers andbuiltuphoursonTurbiduringtheearly sixties,leadingtoacommerciallicence.He wentontoadistinguishedflyingcareerin commercialaviationultimatelyonBATristar. Inretirement,Chrishasonceagainbecomea builder,firstwithanRV-4ini994andthenan RV-9begunin2008andwhichmadeitsfirst flighton27May 2011.

RECONNECTINGWITHTURBI

IflewalmostBohronTurbiduring1958-59 beforeleavingDHtojointheShortBros& Harlandnewly-formedlightaircraftdivision inBelfastIreconnectedwithTurbiafewyears beforethe5othanniversarycelebrationsin ecto8andhavebeenflyingheroccasionally eversince,havingfollowedalifetimecareerin theaviationbusiness:eightyearswritingfor Flight; two-yearsdemonstratingandselling Islander/TrislanderallovertheworldforJohn BrittenandDesNormanlbothex-DHAe'FS);16 yearswithHaroldBambergtofEagleAirways fame)flyingandsellingBeechcraftintheUK andabroad,andfinallyeightyearswithBrian Calvert(ofConcordefame)sellingaircraftfor

hiscorporateaircraftmanagementbusiness operatedunderthewingofHuntingAviation atHeathrowFFieldsfi.

Bythatoftenincredibletwistoffate,one oftheselateremployersalsohadastrong connectionwiththePFAandtheTurbi. Britten-Norman,theninitsformativeyears, tookonacontractfromthePFAtobuildTurbi G-APFAasanAssociation-ownedaircraft,a storybeingfollowedbynationaltelevision. InitiallyfittedwithanexperimentalCoventry VictorFlyingNeptuneengine,itwaslater re-enginedwithaContinentalA65andwas givenaratherChipmunk-like'greenhouse' canopy.Sadlythataircrafthasnotflownfor someyearsnowbutIhopeonedayitwill returntotheairasanotherexampleofour Association'sveryearlyexploitsinpromoting amateuraircraftbuilding.

Afoundermemberofthegroupobserved recentlythattheaspirationthatmotivated themtothreeyearshardworkhadbeenthe prospectoflearningtofly.Giventhatnoneof thefoundersactuallydid So onTurbi,itcould besaidtheprojectwouldappeartohave beenatotalfailure!Butnotsoinpractice. Theexperiencecoupledwiththetrainingand uniqueethosoftheDHAeTSequippedusall verywellforvariedandsuccessfulcareersin manydirections.

TurbiremainedbasedatHatfielduntil theaerodromeclosedin1994,thanksto thesupportandbenevolenceofthe companiesfromHawkerSiddeley,through BritishAerospaceandBAESystems.Many employeesofthecompaniesjoinedtheTK FlyingGroupovertheyears,sometolearnto fly,otherstoexercisethelicencestheyalready held.DaveWingatewentontogainaPPLwith twinandinstrumentratingsandbecamea pilotonthe125communicationsfleetforthe Hatfieldcompany.

Turbipassedintoprivatehandsafter Hatfieldbuttherehavebeentworeunions attheprivateairfieMatRushGreennear Hitchintocelebratethe40thand5oth anniversariesofthefirstflightTherewere overgoattendeesonbothoccasionsincluding allfivesurvivingfounders.

TurbinowresidesmainlyatOldWarden thankstothebenevolentsupportofthe ShuttleworthTrust.•

SAFETYSPOT

WithMalcolmMcBride AirworthinessEngineer

STOPPINGTROUBLEONMESPOT

Goodinspecfionpractices,typicalschedulesand potentialproblemswellspotted

Welcometothefirst 'SafetySpot'ofzon. Ihopethatyouhada greatChristmasand arewellenoughrested tomeettheparticular challengesthattheNewYear willundoubtedlythrowatyou. Weliveininterestingtimesturbulenceinthe UKeconomywill,formost ofusIsuspect,requirea periodofbelttightening. Itisworthremembering thatitdoesn'tcostalotto dothoroughinspectionson youraircraftand,evenifyou arenotflyingyourmachine asmuchasyouwould like,regular,time-based inspectionsareessential ifyouwanttokeepyour machineintiptopcondition. Anormalinspectionschedule onasmalllightaircraftwouldbe basedupona50h00hourcycle. The50-hourcheckisbasically agoodgeneralinspectionand anengineoilandfilterchange; dependingonusageit'soften worthcheckingthebrakelinings. Themo-hourcheckisa'paneloff' inspeclionandthatincludesthe enginecowlings.Inthischeck,thewholeairframeisgiventhe onceoverwithallthebearings beingcleaned,inspectedand relubricated.Somethingoften

forgotten,forallsortsofreasons, isthemagnetocheckeachioo hours;becausethebackofthe magnetohastocomeofftocheck theconditionofthepointsand theinternaltiming,therewillbe aneedtocallontheservicesofan LAAInspector.Withthemagneto check,theconditionandfunction oftheignitionharnessischecked and,don'tforget,thesparking plugswillneedtocomeouttobe cleanedandgapped.Withalittle choreographytheinspectormay notneedtobearoundforlonger thananhour;asthepilot/owner youarepermittedtoremove andrefitthepanels,sohe/she willonlyneedtocheckthatthe complexoperationshavebeen completedcorrectly.

It'salwaysagoodideato haveasecondpersonchecking yourwork;twopairsofeyes arebetterthanone.Intermsof 'calendarinspections,personally Iwoulddoa50-hourinspection onamonthlybasis,whether theaircrafthadflownornot butwouldkeeptheengine oilchangeandservicetimes forspecificcomponents(for examplepropeller/magneto internalchecks)onanhourly basis.Ineffect,theannualcheck isjustabig1w-hourcheckwith someadditionrequirements, forexample,wheels-offbearing

checksandchecksofsuspension. Ifappropriate,undercaniage retractioncheckswillbecarried outduringtheloo-hourcheck. Youwillknowbynow,Ishould imagine,thatmanyofthede Havillandtypeswillsoonbe abletotransfertoaPermitto Flyshouldtheownerswant todoso.Knowingthatmore complextypeswereverylikely tobeallowedtotransferfrom aCertificateofAirworthinessregularreaderswillknowthatthe Stampetransferredearlylastyear -theLAAhasbeenconcentrating itseffortsinredefiningwhatwe meanbyscheduledmaintenance and,importantly,whatweexpect fromowners.Whatwewouldn't expectfromaircraftownersthat dodecidetotransferisthattheir maintenancestandardwilldrop. ToquoteMarkMiller,theChief EngineerofdeHavillandSupport, "Wewouldexpectthestandard ofcontinuingairworthinessto rise,notfall,asownerswillbefar morelikelytoputtheirhandup toproblems."

Ithinkthatitisdefinitelythe casethattheLAAismoreable tooffermaintenancesolutions thananauthorityhamstrungby havingtostaywithinanarrow Typedefinition.

Inlastmonth's'SafetySpot' Italkedaboutacoupleof

seriousincidentsthatbefellLAA memberswhichwere,Ihope thatyouwillagree,completely preventable.InthisissueIwill exploreafewproblemsthatwere spottedbeforeanyproblems arose.Inthefirstitem,good inspectionpracticesalmost certainlypreventedanengine failureaftertake-off.

RANS$I0 KIMPEXPRIMERBULB

I'mgettingabitofareputation hereatLAAEngineeringHQ, peoplearestartingtotalk."What arethosestrangepackagesthat keeparrivingforMalcolm?'Ihear thewhispers,"They'reneverfrom thesameplace,and"Thatlast onehadastrangefeeltoit,"and, "We'dbetterkeepaneye onhim..."

It'strue,Idolikereceiving presents,andIdogetafair numberofsmall,unmarked packages.Nothingsinister though,I'mnotacloset collectorof,welllet'sjustsay, 'unmentionabledevices', it'sjustthatmembersoften sendtheirbrokenbitstome tohavealookatand,asinthe caseofasquidgypacketthatjust arrivedonmydesk,spreadthe wordiftherelookslikethere mightbeaproblemwith acomponent.

Leftandabove:hereistheKimpex fuelprimerbulbthatcauseda restrictioninthefuelsupplyonthe Rens510.Theprimerconsistsof asqueezablerubberbulbandtwo non-returnvalves(NRV)tocontrol thedirectionofflow. (Photo: MakohnMcBride)

Openingthisparticularpackage Ifoundabrandnewrubberfuel primer.Icouldtellitwasbrand newbecause,unlikemanyofthe fuel-relatedpartsthatIreceive, Fionadidn'timmediatelyclose herofficedoorbecauseofthe smell.Withtheprimer,which incidentallylookedandfelt fantastic,wasacompliment slipfromSkycraftsoIgaveDave Almey,Skycraft'sboss,acall. Daveexplainedthathewas inspectingaRansSffiafterits annualmaintenancereviewand thathehaddecidedtoreplacethe fuelprimerbecausetheoldone waslookingpastitsbestDave fittedanewprimerfromstock andcheckedthatitwasworking correctlyandthoughtnomore aboutitLater,whentheweather improved,Davebeganhisengine groundruns;everythingseemed tobeworkingwellandhestarted tomakeplansforthetestflight Thentheenginestopped.After investigation,itwasfoundthat thenewprimerpumpwasn't allowingfuelthroughunder gravityfeed.Hechangedthe primerbulbwithonefroma differentmanufacturer,ranthe engineagain,andthistimethe engineranperfectly.

Davecheckedthesuspect primerbulbandrealisedthat thispumpwasatypenewtohim. Hecheckedhisstocklevelsand thiswasthefirstprimerpump fromthisbatchthathadbeen fittedtoanaircraftPhew!Dave hasnowwithdrawnthisKimpex pumpfromstockandsentan example,offtheshelf,tome. Gooddecisionsallroundasfaras I'mconcerned.

TheRansSKI,likemanyvery smallaircraft,hasarelatively simplefueldelivetysystem.Fuel iscontainedintwoshoulderlevel wingtankswhichareconnected

ThispictureshowsanendviewoftheoutletsideNRV.The valveitselfisnormallyheldclosedbylightspringpressure; notethattheareauponwhichthefuelpressureisreacting isverysmallandtheloadappliedwillbeproportionalto thisarea. (Photo:MalcolmMcBride)

byabalancepipefromwhich fuelissuppliedtotheenginevia aprimerbulbandanON/OFFfuel tap.Atbestwhich,incidentally, iswhentheaircraftisdescending withfulltanks,thereareonlya coupleofinchesoffuelpressure headavailabletotheenginefuel pumpinletIntheworstcase, whentheaircraftissittingonthe groundIorclimbingwithlowfuel) thefuelmayberequiredtoclimb quiteahill.

TheRotas532enginefitted tothisparticularaircraftusesa crankcasepressure-powered pneumaticfuelpumpand, providingthelinesarefreefrom air,thesepumpscanprovide asignificantsuction,certainly enoughtoraisefuelafewfeet Thistypeofpump,however, isveryintolerantofairleaksor restrictionsinthefuelline.

Thephotographsand capdonsexplainwhatI foundwhenItested theprimerbulb

Thispictureshowsthecomponent partsoftheTrioautopilotservo; notethatifthepinfallsoutfor anyreason,thedrivearmcould comeofftheshaftandthis,inturn, couldleadtoaprimarycontroljam. (Photo:MalcolmMcBride)

Byusingapressuregaugefromabloodpressure measuringcuff,thepressurerequiredtoovercome thespringpressureintheNRVswasmeasured. ThepressurerequiredtoopentheinletNRVwas onlyjustmeasurablebuttheoutletspringresisted about24mmHgbeforeitopened.Thisrelatesto aminimumacceptablelinepressureof0.46psi andthatrelatestoafuelheadofabout450mm (17.6in)—thisismuchmorethanthesystemonthe Rans510couldprovideandtheanswertowhythe enginefailed.Itmakessensetothoroughlytest afuelsystemifanychangesaremadetoit;this enginefailureonthegroundisagoodexample wheretestingprobablypreventedanenginefailure onclimbout.Whenyoutestthesystem,thinkabout theworstpossiblecaseasfarasthepressurehead isconcerned.Inagravity-fedsystem,youmust ensurethatthefuelflowisatleast150%ofthe enginedemand. (Photo:MalcolmMcBride)

and,becauseDaveusedavery carefulapproachtoflighttesting thisaircraftaftermaintenance work,theaircraftdidn'tendup inafield.

Itdoesjustshowwhatcan happenifyouassumethattwo externallysimilarcomponents areinterchangeable,andboth suppliersandpurchasersmustbe onthelookoutforgotchaslikethis. Enoughsaid

VAN'SRV-10

TRIOAUTOPILOT

SomewouldsaythatIspendmost ofmytimeonautopilot...no, nottheelectronickind,the braininneutralkind. Ioftenswitchon theneural autopilot

duringrepetitivetasks..,mowing thelawn,longdrivesupthe motorway,easysailing..,youknow thesortofthing,I'msure.Being abitofapuristIwouldhave,a fewyearsago,poohpoohedthe ideaoffittinganautopilottoan LAAtypeofmachine.Surelythe ideaisthatyouwanttodoabit ofhands-onflyingwhenyoufly anLAAaircraftNaturally,1have beenreprogrammed,andIsee theadvantagestosingle-pilot operation(especiallyduring difficultweather)thatanautopilot ofsomesortoranothercangiveto thepilot

I'vegotapersonalrulethat everylunchtimeIgofora walkaroundthe airfield

SAFETYSPOT

Note:onthisinstallationawasherhasbeenaddedto preventtheattachmentscrewsfromcomingloose. Thiswasherhastheadditionalbenefitofensuringtht thedrivearmwouldremaininplaceshouldthepinfail

TheTrioautopilotservo'sdriveshaft movesfreelyuntilelectricalpoweris appliedandtheautopilotengaged.In thispicturetheengineerisholdingthe driveshaft'sfixedgearandmeasuring theradialplayinthesystem.In normalservice,autopilotengagement energisesasolenoid,whichliftsan idlergearintoplacebetweenthe

motor'soutputgearandthedrive shaft'sfixedgear.

(Photo:MalcolmMcBride)

boundary.Idoitforonereason andthat'sexercise,gothesame wayeveryclayandpeoplehave saidtome,"Don'tyougetbored? Youmustknoweverystoneen route?"They'veallmissedthe point;Idon'tseeanyofitasI'mon autopilot!

ItwasasIreturnedtomyoffice Romoneoftheselunchtime walks,stillonautopilotIwas confrontedwithanofficefull ofengineertypes.Atthecentre ofthissmallcrowdsataTrio autopilotservo,andtheowner ofthisdevicehappenedtobe ouresteemedChairman,Roger Hopkinson,whoasI'msuremost ofyouwillknow,istheowner/ builderofoneoftheLAA'sfive flyingVan'sRV-roaircraft EvenwithmyLuddite tendencies,ifevertherewasan aircraftonwhichanautopilot shouldbeconsidered'standard kit',it'stheRV-imthisisaaoomph aeroplanewithaL000-milerange. Rogerfinishedbuildinghisfioin goo8andithascompletedabout thoflyinghoursinthelastthree years.

WhenthedustsettledandI haddisconnectedmypersonal autopilot,Rogerexplainedwhy theautopilotservosatonthe benchandwasn'tinhisairframe. Hehaddiscoveredthatthedrive pinthatsecuredtheoperating armtotheautopilot'sdriveshaft hadnearlyfallenoutandhewas veryworriedbythealarming amountofwearbetweenthis shaftandtheoperatingarm.In thefirstinstance,thefailureof thisconnectionwouldmean thatdrivewouldbelostfmm theautopilot-worrisomebut probablynotadesperateproblem asaflightcouldbehand-flownto destination.Therealdangeras

Thisisanatmosphericshot,more akintoacertaincarmanufacturer Iusedtoworkfor.Rogerexplained thattheautopilotfittedtohisRV-10 istheTrioEZsystem,whichincludes bothheadingandaltitude-hold functions.Thesafetyfeaturesinclude warningsforminimumandmaximum airspeedandagforcelimit.Each servohasaclutch,whichcanbe overcomebythepilotshouldall elsefail.Itisatestamenttomodern electronicsthatthisset-up,when coupledtoaGarminorBendix/King GPS,willflytheaircraftaccurately alongapre-determinedtrackata pre-setaltitude.Onethingthatthis unitwon'tdoisadjustthepower fromtheengine...yet.Soundslike armchairflyingtome! (Photo:Roger Hopkinson)

farasRogerwasconcernedwas thatthearmcouldwinditself offtheshaftand,becauseit's mechanicallyconnectedviaadrive rodtotheprimarycontroldrives, inthiscasetheelevatorpushrod, undersomecircumstancesthe elevatorcontrolcouldbecome jammedoratveryleastcausea controlrestriction.Notapleasant thought.

Roger,aprofessionalengineer himself,hadbeenworriedabout thepossibilityofthisarmcoming loosebecausetheattaching screwscouldunwind.Hecame upwithaverysimpleideawhen hebuilttheaircrafttopreventthis fromhappening,usingahometurnedaluminiumwasherheld inplaceontheshaftusingaspilt pin.Youwillseewhenyouview thephotographs,thatthiswould havetheadditionalbenefitof preventingtheoperatingarmfrom fallingofftheshaftifthepinshould fallout.

Theotherwonyingaspectofthis incidentistheweardiscovered betweentheshaftandthearm itself.Thisisnotsoeasytocheck, forasthearmandshaftarefree torotatewhentheautopilotis disengaged.Wewereabletocheck thisplaywiththeseivo'scover removedbyfixingthedrivecogs; itmightbepossibletocheckfor playbyengagingtheautopilotand gettinganassistanttomovethe primarycontrolwhileyoulookfor anymovementinthelinkages.

Atthetimeofwriting,we'restill waitingforthemanufacturer's recommendationsbut,inthe meantime,we'vewrittentoall theownerswhohavespecifically appliedforamodtofitthis autopilotsystemtotheiraircraft. Intheletterwe'vemadeowners awarethattheremaybeaproblem beginningtodevelopwiththis component.IfyouownaTrio autopilotonyouraircraftand youhaven'treceivedalettermay Iaskyoutoletuslmowhereat EngineeringHQthatyou'renoton ourlist.Thatway,whenwedohave specificinspectionadvice,wecan sendittoyou.

Don'tforget,hytheway,ifyou dodisturbanythinginaprimary controlsystemthenitisessential thatyougetanLAAInspectorto checkthesystembeforeyoufly theaircraft

PULSARXP

BLUESTYROFOAMRIBS

Regularreadersof'SafetySpot' willrecallthat,intheNovember edition,Ireportedaproblem wheretheblueStyrofoamrib infillsonaKitfoxaircrafthad disintegrated.Theconsensuswas

SAFETYSPOT

thattheproblemwascaused byfuelvapourreactingwiththe Styrofoam.Ithenreceivedacall fromLAAerPaulAverywhosaid, "Youknowthatyouweretalking aboutStyrofoamandthefactthat itdoesn'tlikepetrolmuch..."It mightbeworthlettingPaultell thestory...

'Theaircraftwasadvertisedon eBay,asrequiring'someTLC.I'd alsoseentheaircraftadvertised onAforsearlierthisyear.Onthe initialvisit,Imettheownerwho wasquitehappytoallowmeto doafullsurveyontheaircraft Initialimpressionswerequite good;allworkseemedtobe mainlyofacosmeticnaturewith nomajorworkrequiredbefore Permitrenewal.Theaircraft wascheckedasperTADS /Type AcceptanceDataSheets,available ontheIAAwebsite-MA/Pand all seemedinorder,however,there seemedtobesomeflexonthe undersideofthewingbetween ribsoneandtwo,whichwas presentonbothwings.Therewas alsoaslightflexonthewalkway, althoughconsiderablymore pressurehadtobeapplied.On removingtheseatsandcarpets, itwasfoundthatthewing-roots werecompletelysealedwitha thinlayeroffibreglasspainted black,andtherewasnowayI couldinspectfurther.

'Iarrangedtovisitagainthe followingdayandquestioned theowneraboutthisblack fibreglasscovering.Hestatedhe wasawareofitandthatithadgot noworseduringhisownership oftheaircraft

'Thewingswereinspectedthe followingday.Luckilytheaircraft wasbuiltwithtwoinspection panelsontheundersideofthe wings,onebeingjustoutboard ofribthree;asnap-onoptical borescopewasfedthrough theailerondriveapertureinrib three-ribsoneandtwoonboth wingswerefoundtobealmost totallydissolved.

'Theaircraftwaspurchased andtransportedtomyworkshop wherethefibreglasscoveringon thewing-rootswasremovedand itwasfoundthatthedamageto theribsofbothwingswasalmost identical.Thefibreglasscovering hadaverypoorbondtothewingribepoxyandIdon'tbelieveit waspartoftheoriginalbuild.In fact,onfurtherinvestigation,it seemstobeamixtureofglassand carbonfibre.Therewasalsosome evidenceofanothersubstance, perhapsbuildersfoam.

'Theonlyareaitdidhaveagood bondtowastheouterrib'glass bearing'fortheflaptorquetube,

hencetherewasnoexcessive playontheflaps.Thereasonfor therebeingmoremovementon thelowerskinisthatthewalkway isreinforcedwithaply/foam sandwichbetweenribsone andtwo.'

Paulobviouslylikesachallenge.

ThefirstthingIdidafter hearingfromPaulwastoseek adviceaboutwhetherthissort ofmaterialsfailurecouldbean issueonanyoftheotherLAA madlines.TheRutandesigns cametomindasStyrofoamwas thematerialofchoiceforthe VariEzeandLong-EZaircraftI emailedDonForeman,aLAA Inspectorwhospecialisesin thesemachines.Hesaidthathe hadneverseenaproblemwith anyofthemachinesthathehad inspected,butitwaswell-known thatfuelandStyrofoamdidn't mix.Perhapsitwouldbemore technicallycorrecttosaythatfuel andStyrofoammixratherwell, inanyeventmynextstopdidn't requiremetotravelfar,justtothe nextofficeinfact!

Thereasonforgettingoutfrom undermydeskwasthatIknew thattheEuropaaircraftusedblue Styrofoaminitsconstruction. WhobettertoaskaboutEuropas thantheLAA'sDesignEngineer, AndyDraper.Heusedtobea SeniorEngineerattheEuropa factorywhentheyweredesigning themachineandstillkeepsa verycloseeyeonthetype.Andy agreedwithDonthattherewas

norealcauseforconcernasfaras theEuropafleetwasconcerned becausethefueltankinthe Europaisinthefuselageandthe mainuseofStyrofoamisinthe tailsurfacesandthewingsofthe original'EuropaClassic'model. InthePulsarXP,ontheother hand,thefoamwingribsare justinchesawayfromthefuel tankswhichareof'integral'type, occupyingthewholelengthofthe inboardleading-edgesportionof thewings.

We'veseenthisproblem beforeonPulsarsand,inzoor, thePFAissuedanAirworthiness InformationLeaflet(AIL) requiringaone-offcheckofthe wingribs.ThisearlyAILwasin responsetoaflapfailurecaused bythecollapseofthewing ribsupportingtheflaptorque tube.Actually,thewingribhad completelydisappeared!

Thewingribs,albeitonlysoft foam,areanessentialpartofthe structureonthePulsaraircraft; failureoftheseribscouldleadto astructuraldeficitandapossible wingfailure.Clearly,regular inspectionsarerequiredand thesehavenowbeencalled-up bythereissueoftheLAA'sAIL. Thisisagoodexampleofthe needforathoroughinspectionof theaircraft'sstructureatregular intervalsandwenowrequire internalstructuralchecksonthe Pulsaraircraftateachannual inspection.Thisparticular machinewasfirstPermitted 20

yearsagoandhadaccumulated about3oohoursinthistime, alittleoveranhouramonth! ThanksPaulforlettingusknow abouttheproblemandgoodluck bringingthislovelyaircraftback tofullserviceability.

82ATIGERMOTH FUELHOSES

JustasIwascomingtotheendof mydraftfor'SafetySpot',Francis Donaldson,theLAA'sChief Engineer,askedmewhether IhadseenthelatestTechnical NewsSheet(TNSIfromde HavillandSupportLtdIDHSL).I hadn't,buthesaidthatIshould readitbecauseithighlighted tohimhowcarefulwemustall bewhendesigningorchanging maintenanceschedulestosuit LAAPermitoperation.TheTNS Francisgavemeconcerned flexiblefuelhoses,asubjectthat we'vespentsometimeonin 'SafetySpot'overtheyears. ThereasonDHSLissuedtheTNS isthatitwasbecomingmorethan alittleconcernedthatsomeofthe fuelhosesfittedtoMothaircraft coulddatebacktothemijos andshould,afterover7oyears operation,beconsideredsuspect andretiredfromservice.We belongtoanorganisationwhere agealonewouldn'tnormally beconsideredareasonable criterionforscrappingparts, butIagreewithMarkMiller, DITSL'sChiefEngineer,that natural,rubber-basedproducts

HereisapictureofaSuperflexitfuelhosethathasbeenremovedfromaDH82ATigerMoth.There'sagood chancethatthisfuelhosehasbeenperformingwellforsixtyorseventyyearsbutnaturedemandsthatthese naturalrubbercomponentswillhavealife.Rubbertendstohardenwithageandyouwillnoticethataflexible itemretainsits'fittedshapewhenremoved.Thereductioninflexibilityinafuelpipecanleadtocracking,which maynotbevisiblefromtheoutsideofthepipe;this,incidentally,couldresultinasuddenfailureatanytime.I alwaysthoughtthatthewirewoundaroundthissortofpipewastoincreasethepipe'spressuretoleranceand resistancetokinking,andwassurprisedtohearthatthewireistheretoprovideanelectricalconductor. (Photo:deHavillondSupportLtd)

willhaveaservicelifeandthata sensibleapproachtomanaging theirlifeshouldbetakeninto accountwhenyoudesignthe maintenanceprogrammefor yourmachine.

Strangely,therulesgoverning fuelhosesarequitesimpleand, unlessaparticularmanufacturer definesaservicelifeofapartland manydo!hosesarejudgedas an'OnCondition'item.Iwould besurprisedifa70-year-old rubberhosewouldstillmeet the'OnCondition'36-month pressuretestrequirementstated intheUKCAA'sLightAircraft MaintenanceProgramme(LAMS) andremember,themaintenance schedulethatyouusewillalmost certainlyuseLAMSasitsbasis.

ThehosesthatDHSLsuggests aresuspectareSuperflexit, AvioflexusandPertroflexus typesand,whiletheymaylook OKfromtheoutside,internal deteriorationandlossof flexibilityisalmostinevitable. DHSLrecommendsthatallthese oldertypesofpipeshouldbe replacedwithmodernequivalents andrecommendsthatfuelhoses shouldbereplacedwithnew itemsevery 15years. Interestingly,andthisshould remindusallthattakingthings forgrantedintheaviationworld isneverasensibleoperating strategy,theolddeHaviIlandsuppliedfuelpipeswere externallywire-braidedtypes whichalsoactedasanelectrical earthbetweenthecarburettor andthepetrolfilter.DHSL's TNSprovidesdetailsofasimple bondingstrapthatmustbeadded betweenengineandairframe whenswappingtoamodem Aeroquip-typehose,whichhas nosuchmetalbraiding.Good SpotDHSL!Fairwinds!•

Thispictureshowswhereyoucan findthemainfuelsupplypipeona TigerMoth;otherMoths,e.g.the LeopardMoth(DH85),MothMinor (DH94)orthePussMoth(OH80A) maybeconfigureddifferently. Installationsthatutiliseanenginedrivenfuelpumpwillbeequipped withmorethanoneflexiblefuelhose (Photo:deHovittandSupportLtd)

PETROLPIPE PARTNO.40744

Here'saclose-upofacarburettorflangefroma pictureIfeaturedinDecember's LightAviation. LAAInspectorRobinDispainwrotetome pointingoutthatgasketsealanthadbeenused duringtheassemblyandthatthisshouldn't havebeennecessary.Robinmadeagoodpoint, whichIpromisedtoshare.Ifthere'sexcess sealantontheoutsidethenthere'sagood chancethattherewillbeexcessontheinside. ;Foodforthought! (Photo:BarrySmith)

JANUARY

OldSarum,VintageSundayFly-in 01722322525 www.oldsarumairfield.co.uk

OldBuckenham,NewYearFly-in 0195386o8o6 www.oldbuck.com

1 Popham,NewYearFly-in m256397733 wwwpopham-airfield.cank ComptonAbbas,NewYearFly-in 01747811767www.abbasair.com

7-8 NorthCoates,BrassMonkeyFly-in 0147238885o www.northcoatesfiyingclub.co.uk

7-8 HalfpennyGreen,BMAA8LAA Iciclefly-in&Camp www.brnathorg/ events_item.php?wn1D=i4o5

8 CroydonAirport,CollectorsFair 01737822200 www.redhillairshow.co.uk

19-22Sebring,Fl(N),SportAviationExpo www.sport-aviation-expo.com

20-22 AlexandraPalace,London,Model EngineeringExhibition(incBMFA) www.londormwdelengineering.co.uk

21 Sywell,VACSnowballFly-in[PPR] 01604644917 www.vintageaircraftclub.org.uk

21 Alcester,BAeAAGM wwwaerobatics.org.uk

26-29Tauranga(ZKi,SAANZNationalFly-in wwwsamorg.nz/cms/sportavex-20

FEBRUARY

5Sturgate,LincsACBreakfastPatrol 01427838305 wwwlincolnaeroclub.co.uk

5 OldSarum,VintageSundayFly-in 01722322525 www.oldsorumairfield.co.uk

OldSarum,VACValentineFly-in

7 Henstridge,LAAWessexStrutFly-in [PPR]01722322525 [PreRegister]0776076116 www.vmraqeaircraftclub.org.uk www.vvessexstratorg.ukuk

MARCH

OldBuckenham,ValentineFly-in7 Fenland,Fly-inEtSpottersDay 01953860806 wwwoldbuck.con. o1406540330 www.fenlandairfield.co.uk

7-9 EastKirkby,LincsMuseumLarge

3 VauxhallRecClub,Luton,Luton ModelShow AircraftEnthusiastsFair01372725063 wwwlincsaviation.co.ak wuw,o ircroftenthosiostfoir.co.uk 8 Popham,JodelFly-in

4OldSarum,VintageSundayFly-in 01256397733 wwwoldsarumairfield.co.uk vvww.popham-airfield.co.uk 01722322525 Fenland,VACDaffodilFly-in[PPR]

4 Breighton,Frost-FreeFly-in 01406540330 01757289065 www.realaero.com www.vintageaircraftclub.org.uk

12 Newark,MuseumAerobootSale 14-19 NorthCoates,SpringMicrolight 01636707170 wisw.newarkairmuseum.org GyroFly-in 01472388850

25 Turweston,VACSpringFly-in[PPR] www.northcoatestlyingclub.co.uk 01280705400 www.vintageaircraftclub.org.uk 14-19

Breighton,BAeAAerobatic Competition

25 OldBuckenham,LAA&Homebuilt www.aerobatics.org.uk Fly-in0195386o8o www.oldbuck.com

28- 22 Friedrichshafen(D)GAExhibition 00497541708128

27-Api Lakeland,Fl(N),EAASun'n'Funtly-in www.aero-friedrichshafen.de www.sun-niun.org

21 0 IdSarum,AeroncaClubFly-in

31 ShorehamAirport,AeroJumble 01424753356 01722322525 www.aeronca.co.uk www.aerojumble.tumblr.com

22 K2Centre,Crawley,GatwickAir

31 Sandtoft,BAeAAerobatic Competition www.aerobatics.org.uk EnthusiastsFair www.gatwickaviationsociety.org.uk

27-29 Elvington,BAeAAerobatic

APRIL Competition

1 OldSarum,VintageSundayFly-in www.aerobancs.org.uk 01722322525 wwwoldsarumoirfleld.co.uk

28 Newark,MuseumV-ForceTribute Event01636707170

1 Breighton,AprilFoolFly-in www.newarkoirmuseum.org 017572139065www.realciero.com

29 OldBuckenham,Van'sRVFly-in

6-8 Wanaka(ZIG,WarbirdsAirShow 01953-860806 wryly, worbirdsoven/v0ncika.com www.oldbuck.com

AbeautifulwintertimephotoofLiverpooldock's entrancetotheMerseytakenbyNickMarciano fromEddieBayliss'KolbTwinstaronChristmas Day2010

MAY

5 Bodmin,LAADevonStrutFly-in 01752406660,07805805679 vvww.devonsnoccauk

5-6 Popham,MicrolightTradeFair 01256397733 wwwpophcomairlield.co.olc

5Antwerp-StampeMuseum(00), ASAAviationFair wwwnscebe.com/Photogallery_ASA_ antwerp_aviononjonhim

6 OldWarden,ShuttleworthSpringAir Show[PPR]01767627927 wwwshottlewonfrorg

6 Breighton,May-hemFly-in 01757289065 wwwreothero.com

6 Abingdon,AirEtCountryShow minvabingdoolayre.com

12-17

OldWarden,Shuttleworth AeromodelEvent[PPR]01767627927

12-13 Sleap,BAeAAerobaticCompetition wwvvnerobotics.org.uk

13 Hoogeveen[PH),Wings Fi WheelsShow www.vliegvekThooneveenni/ diversen/wings_and_wheels.pd

13 HenhamPark,Suffolk,WingsEt WheelsShow[PPR]07796878052 www.wingsandwheels-online-cauk

13 Popham,PiperAnniversaryFly-in 01256397753 www.pophamnirfield.conk

17-20 Challes(F),RSAFly-in wwwdoodle.comumn7wydxzh0004pl

19 Badminton,USClassicFly-in[PPR) 01752406660 wwwneroncnconk

19 OldWarden,ShuttleworthEvening AirShow[PPR]01767627927 www.shottleworth.org

15-20 OldBuckenham,VintageFly-in 0195386o8o6 www.oldbuck.com

19-20 HalfpennyGreen,HGAtWarMilitary Show01384221378 www.wolverhompronairponco.uk

25-27Glenforsa,IsleofMullFly-in[PPR] 8168o300402 vvww.glenforsaairfield.co.uk

25-27 SywellAeroExpoGATradeshow Ipre-registed02082554000 www.exponero

25-27ElvingtonMuseum,Wings6Wheels Show www.wheelsondwings.conk

26-27LaFerteAlais(F),Salis CollectionDisplay wvywnjbs.fr

26 OldWarden,Shuttleworth WingsEtWheelsShow[PPR] 01767627927 www.shunleworth.org

26-27 Southend,SeaFrontAirShow 01702215166 wwwsouthendoirshow.com

26-jn8IsleofMan,11'MotorCycleRaces www.ionoccom

27 DuxfordJubileeAirShow 01223835000 wwwnuxford.nwnorg.ok

32-Jn 3Sywell,BAeAAerobaticAdvBUnlim Nationals wwwaerobolics.org.uk

LAAEvents2012

EachyeartheAssociationattendsanumberofthemajorshowsandplansarealreadyinhand forour 2012 programme.Therearetheusualfavoritesofcourse-Popham,Expo,Shuttleworth, RallyandTheFlyingShow-butthisyearweaddtwonewevents.Goodwood'sFestivalof Speedhaslongbeenamajoreventinthemotorsportworldandthisyearitplanstoexpand itsaviationpresence,sotheLAAwillbetherehopingtoattractnewmembers.Andasboththe LAAandRSAareintheir65thyear,wehavejointlyorganisedaget-togetheratDuxfordand StOmerinJune.So,ourscheduleisalreadylookingveryfull.Dopleasevisitusatsomeorallof theseevents-we'dlovetoseeyou.

5-6May- PophamMicrolightTradeFair

Thiseventhasbeenonouraviationcalendar Mrmanyyearsandisseenbymanyasthe showseasonopener.Givengoodweatherit isnotunusualtoseeoverboomicrolightsand lightaircraftflyin,andthereisalwaysagood attendancebyroad.Theformatisofalightheartedexhibitionwiththeabilityforagents andmanufacturerstogivedemonstration flightsandgenerallyshowofftheirproducts. TheLAAattendsthiseventwithagreatdeal ofhelpfromthelocalAndoverStrut. www.pophom-oirnektco.olc

25-27May-SywellAerodrome,Northants, AeroExpo

TheAeroExpoisabigeventfortheLAAand weplantoonceagainhavealargemarquee andoutsideparkingareatoshowanumber ofLAA-typeaircraftTheExpomovedfrom WycombeAirPark(Booker)in2onso2012 willseeitssecondshowingatitsnewvenue, wheretheflying-inproceduresaremore relaxedandcampingfacilitiesareavailable. Thereisalsoamotel,restaurantandcafeon siteatSywell.TheExpoitselfiscurrentlythe largestaviationexhibitionintheUK,withall facetsofGeneralAviationrepresentedfrom thelightsportend,throughaero-clubtolight commercial. wwvv.exponero/uk

5-lo June-DuxfordandStOmer,France. LAA/RSA65thCelebration

2012 marksthe65thanniversaryoftheLAA anditsFrenchcounterpart,theReseaudu Sportdel'Air/RSA).9JunewillseeaDuxford BonusDaythemedontheLAA,andwehope manyfly-invisitorswilltakeadvantageofa low-costlandingfeeandmuseumadmission, plustheopportunitytoseewhatLAAisall aboutviaourdisplayandpresentation.Our friendsintheRSAareexpectingaround5oof itsaircrafttoflyinfromFrance,whileNATS hasbeenextremelyhelpfulinpromising toassistwithanylanguagedifficultiesby accommodatingsmallgroupsflyingtogether andbyhavingaFrenchspeakerondutyat LondonInformation.

LaterinthedayLAApilotsareinvitedtojoin ourFrenchfriendsastheyheadbackacross theChanneltoStOmer,inthePasdeCalais region,wheretherewillbeacelebration dinnerbeforeheadingbackhomeontheloth. www.lightnircraltossociation.co.uk

MJune-OldWarden,LAAPartyinthePark8 ShuttleworthEveningAirDisplay EachyeartheLAAhostsalunch,museum visitandlateafternoon/earlyeveningair displayforVIPguestsatOldWarden,home oftheworld-famousShuttleworthcollection ofvintageandveteranaircraftTheLAAand

Shuttleworthhaveaspecialrelationship,the Assodationhavingaround30oftheCollection's oldestandrarestaircraftonitsPermittoFly fleaTheVIPscomefromarangeofassociations andorganisationswithwhichtheLAAdoesits day-to-daybusinessandisanopportunityfor everybodytoenjoyadayimmersedinaviation inarelaxedandinformalmanner. wwwlightoircrofthssocioilon.caok

25June-ijuly-GoodwoodFestivalofSpeed 2012seestheLANsfirstvisittotherenowned GoodwoodFestivalofSpeed,astheAviation Exhibitionpresenceattheeventisbeing widelyexpandedthisyear.Wewillbe concentratingonlettingthemanycarand motorcycleenthusiastsknowwhatthrillsare opentotheminrecreationalflying,thethree sportsverymuchenjoyingasynergywith participantsineachoftencrossingover. www.goodwood.conk/festival-a(-speed/ welcomenspx

31August-2September-THE2012LAA SYWELLRALLY,Sywell,Northants TheRallyistheLAA'smajoreventoftheyear andtheprincipalaimisformemberstohavea weekendoffun.Givengoodweatheritwould notbeunexpectedforovert000aircraftto flyin,andseveralthousandpeopleattendby road.Thisyearwearehopingtoexpandthe exhibitionandwillbebringingbackanold favourite-theHomebuilderCentre,Witha properlyservicedcampsite,entertainment laidonfortheFridayandSaturdaynights, andSywell'slegendarymotel,restaurantand cafefacilities,theRallyoffersaveryconvivial opportunitytomeetupwitholdfriendsand makenewmles,andimmerseyourselfinLAAtypeaviationforafullthreedays.Asamember youwillbeabletogetupcloseandpersonal totheaircraftintheaircraftpark,andmeet andtalktoownersabouttheiraircraft-it'sa wonderfulopportunitytolearnaboutthetype available,theircostsandperfonnance.Make adate,31Augto2Sept-thebiggestfly-inevent intheUKandawarmwelcomeforoneandall, www.lightancroffossociationconkhon/ rollyzolzhnol

LateNovember-TheFlyingShowatNEC TheLAAhassupportedTheFlyingShowfor manyyearsandputsonacomprehensive displayofitsactivities.Weseeourpresence attheshowasanopportunitytotellthe worldofGAwhattheLAAhastooffer,towin newmembersandofcoursetomeetour existingmembers,manyofwhomattendthe show.Dateshaveyettobeannouncedforthe 2012eventbuttheprobabilityisthatitwill againbelateNovemberatBirmingham'sNEC. www.thellyingshow.conk

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