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you and yours a happy and safe New Year. Spring will bewith us sooner than we think, so if you are letting the cold weather deter you from getting on with your Permit preparation, or making headway on your project, grit your teeth and harden your resolve there’s nothing worse than missing a pleasantly warm April and May because you didn’t get your aircraft ready in time.
This month we see the return of an old favourite, Joe Derrick Junior, who a few years back wrote an annual My Best ThreeFly-ins feature. | hope he inspires more of you to do a bit of touring this year; even if you don’t head out into mainland Europe, there’s plenty to see around the UK. Too many pilots never push the boundaries, and | really do understand that it requires a deal of willpower to take that first step. | remember when | bought my Jodel 30 years ago, | planned my first cross country
THETEAM
Patron: HRH Prince Michael of Kent, KCVO, FRAeS
President: Roger Hopkinson MBE
Vice President: Stewart Jackson
Chairman: Brian Davies
CEO: Stephen Slater
Chief Engineer: Francis Donaldson, B.TechC.Eng FRAeS
fromRochestertoafly-in atBarton,andall
day Thursday and Friday | prayed that the weather would be bad so | wouldn't have to go.
It didn’t rain or blow, and | went, and that was the precursor to countless trips around Europe. Who knows what would have happened if it had been raining on that Saturday morning! Isn’t it great that we start the year with the news that Night/IFR has finally come to fruition for some of our Permit to Fly aircraft. Speaking to members at FLYER Live, it is fair to say that many have little interest in flying in IMC, some even question why we have spent time and energy pursuing the goal. | think we have to consider a wider perspective than our personal ambitions, and although | have never had the remotest interest in flying IFR,the ability to do so is an aspiration shared by a sizeable minority of our membership.
| believe the ability to approve PIF aircraft for Night/IFR speaks volumes for the fleet as
a whole. It reflects a level of professionalism in the way that our aircraft are managed that once and for all quashes the naysayers who would have you believe that a PtF aircraft is somehow a second-rate machine. Let them eat their words.
The Tailored Maintenance Schedule is something Engineering have been talking about for a couple of years. In Part 1 of an article from Francis Donaldson, he explains the thinking behind this new continuing airworthiness maintenance regime. Next month, in Part 2, he will explain how you can put together a TMS specifically designed Brian Hope around your aircraft EDITOR andhowyouoperateit. bfijodel@talktalk.net
Chief Inspector: Ken Craigie
Engineering email: engineering@laa.uk.com
COMMERCIAL
Email: office@laa.uk.com
Office Manager: Penny Sharpe
Head Office: Turweston Aerodrome, Nr Brackley, Northants NN13 5YD
Tel: 01280 846786
LIGHT AVIATION
Editor:BrianHope, LighAvotAsastiation 60 Queenborough Road, Sheerness, Kent ME12 3BZ
Tel: 01795 662508
Email: BFJJodel@talktalk.net
6 NEWS
Aerobatics Ratingclarified,more airfieldproblems,and Night IFR SUCCESS
10PROJECTNEWS
Rebuildingalovelyold Jodel DR1050, Van'sRV-8importedfromthe USand a GroppoTrailarefeatured
|8 FAVOURITE FLY-INS
Threeofthe best Europeanfly-ins, enjoyedbyJoDerrickJnr in2016
24 ENGINEERING
Tailored Maintenance Schedules
Francis Donaldson with Part 1 of anew approach tomaintenance
28 BUILDING MY Rv-10
A ProjectNewsSpecialFeatureby CarlMeek onbuildingand fittingout hiswell-equippedVan'sRV-10
32 STRUTS4U
Anne Hughes with the latest from the Struts around the UK, including a talk by the daughter of a WWII aviatrix
34FLIGHTTEST
Stunning performancefrom the 180hp Carbon Cub SS amphibian Light Sport Aircraft
44 NIGHT & IFR FLIGHT
At last!Afternineyearsof negotiation, some LAA Permit aircraft will be allowedto flyatNightand under InstrumentFlightRules.SteveSlater explains
48 SAFETY SPOT
Malcolm McBride on the latestsafety issues to cross the LAA’s desk
54MEETTHEMEMBERS
AlanCrutcherlovesflying hisAeronca, and isequallyenthusiasticabout being amember of the LAA...
58 WHERETO GO
Fly-insand eventsduring 2017to help planfor the yearahead
60LANDINGVOUCHERS
Threefree landingsand a handy two-for-one museum offer
Stockup for the2017flying season with items fromthe LAA Shop
| am sure you will know by now that we (the LAA) got one of my top wish list items - CAA agreement for Night/IFR for selected LAA Permit aircraft.Stevewillbedealingwiththisindetailso| won't tread on his toes except to say thank you to the small number of member volunteers who stuck with it for nine years in order to make this happen in time for Christmas 2016.
| am not sure what we will get during 2017 but there are a number of interesting things in the pipeline that should be delivered somewhat quicker than Night/IFR. More of this later in the year.
Talking of Christmas, | attended the FLYER Live show in Telford a few weeks ago, and spent my entire budget on two 8.33 KHz radios in the first 15 minutes of the show opening. Of course the inevitable has happened, after suffering from ‘planning blight’ for most of the year, waiting for news on the 20% EU subsidy, the rush is now on and stocks of the most popular radios are already limited. | think | got the last units available in 2016.
Although we still don’t know exactly how the 20% subsidy will be paid, we do have an undertaking from the CAA that it will be backdated to purchases made from February 2016 and will apply to purchases up the December 2017. Remember it is first come first served and once the EU money has been spent the arrangement will stop.
Taking a short break from stand duties at the show | attended a presentation of further development of the Pilot Aware device. Wow, these guys have really progressed from the initial lash-up of DIY devices with cables all over the place to a ready-built device that can be hidden behind the panel. The level of interoperability with
the various electronic conspicuity systems is also very encouraging. Time to add one to my next wish list? Now when is my birthday?
It is astonishing how quickly the avionics scene has changed, with even the most basic nonelectric LAA machine sprouting GPS/iPad, flight planning/moving map equipment inthe cockpit. So far we have been able to avoid too much regulation in this area but now it is becoming commonplace to see GPS-fed transponders transmitting ADSB-out, GPS-coupled autopilots taking control of our aircraft, and pilots observing flight progress through flat screens providing everything from engine monitoring to airspace, terrain and aircraft proximity warnings.
Some pilots are now doing all of their flight planning at home on heir PDA, uploading his into the aircraft light systems by Wi-Fi, taking off, engaging the autopilot and watching he automatic selection of routes and nav/coms requencies etc. Look mum, no hands! Just like he big boys!
| am not knocking it, in fact | find it quite exciting, but it does make the initial approval of new aircraft and the modification approval of existing panels a more complex task for our engineers. Bottom line though is despite all this fancy hardware, there is no substitute for the Mark 1 eyeball so please don't get transfixed on that glass screen, it won't tell you about conflicting traffic if that traffic isn’t suitably equipped!
| am just at the point of finalising the systems formyin-buildAlpiPioneerbut,as|saidearlier, | have already spent my budget on new 8.33 KHz radios. Boy, is this stuff expensive!
Safe winter flying and avoid the frost bite.
Brian Davies
Andrew Rapson, head of the CAA GA Unit, presented Brian Davies, LAA chairman, with the official Letter of Agreement that certain LAA Permit aircraft could be cleared for Night/IFR. Andrew, on right in the photo, said, “This new policy is the result of a lot of hard work between us and the LAA, and it is fantastic to now see the fruit of that labour. This will be good for pilots and owners of Permit aircraft and also good for GA in general. We are determined to keep improving the regulatory landscape for recreational flying in the UK.”
Peter Pengilly, who led the volunteer team that carried out a large part of the required work on this project later said, “The presentation at FLYER Live represents over nine years, and several thousand hours of hard work by a team of members. | would like to express my thanks to those who have been part of the Permit IFR team, Steve Noujaim, Mike Barnard, Mike Jackson and Nick Sibley. This project is a great example of the strength oftheLAAandasignificant requestshouldbesubmitted to significantstudiesintohow therulespublishedachieve step forward in flight safety. the CAA. The board supported approval could be given while the required standards. This “In the summer of 2007 we the proposal, provided the team maintaining the required the end of the first phase of the identified that appropriately carried out the work required standards of safety. Members project, we must now focus on equipped LAA Permit aircraft to support the request and with appropriate skills have the ‘real world’ challenges of should be permitted to made minimal demands on the been recruited to carry out the assessment of aircraft and the fly in IMC or at night, and professional staff. work and collect the data that issuing of clearances”. (See proposed to the board that a “The CAA has required has demonstrated to the CAA detailed report on page 44 - Ed)
TURWESTON OPENS IMPRESSIVE NEWTOWERBUILDING
The home of the LAA, Turweston Aerodrome in Northants, celebrated the opening of its new Control Tower building in early December. The impressive new building houses Turweston Flying Club on the ground floor, a first-floor café with glass-balustrade terrace, second floor office accommodation, and third floor control tower. Glass walls on every level overlook the tarmac runway and lake.
The building on the left is LAA HQ, and the Association will be taking over additional first floor office accommodation vacated as a result of the opening of the new Tower. The array of Portacabins on the apron, including the LAA training workshop, are already being removed,presentingacleaner,modern,looktotheaerodrome.
CHINESE BUY MAJORITY DIAMOND US SHARE
Chinese company, Wanfeng Auto Holding Group, has recently acquired a 60% share of Diamond America Industries Inc, the Austrian parent company’s Ontario, Canada based North American sales and support arm and the location for developing the single-engine D-Jet.
However, a Diamond spokesman said, “Diamond Aircraft Industries GmbH Austria with more than 600 employees, as well as its sister
company Austro Engine GmbH, remains 100% in the ownership of Austrian citizens.”
Wanfeng has already acquired three aircraft manufacturing projects in the Czech Republic and an aviation training school in Canada, as well as built its own aviation town in Zhejiang.
The company has announced that its first own brand aircraft will make its maiden flight in summer 2017.
VIRGIN GALACTIC FLIESAGAIN
Virgin Galactic’s SpaceShipTwo has made its first free flight since the 2014 fatal accident. The new and improved VSS Unitywas detached from its mothership, WhiteKnightTwo, at an altitude of 50,000 feet and made an unpowered flight of 10 minutes over the Mojave Desert before a text book landing. it reached a maximum speed of about Mach 0.6.
“We have not yet reached the rocket-powered phase of the test flight programme,” said Virgin Galactic. “First we needto gather test flight data to confirm our analyses and calculations about how VSS Unity will perform in a wide variety of real-world flight conditions.”
LAA COURSES
A Department for Transport report into the viability of Plymouth Airport suggests the airport would not be profitable due to its relatively short runway (1,199m). RaoulWitherall, CEO of FlyPlymouth, the company behind plans to reopen the airfield, said the report was something of a red herring, “The report does not look at the airport’s viability as a General and Business Aviation airport, which is the reason Plymouth City Council is seeking to safeguard it.”
Plymouth City Council’s decision to safeguard the site as an airport will come under scrutiny in 2017 during a public examination lead by a planning inspector. Sutton Harbour Holdings, who own the Airport lease, wants to develop the site for housing.
Meanwhile Wellesbourne Airfield’s fate has swung hither and thither as Stratford District Council stopped a threatened move to demolish buildings on the airfield in the New Year. The council said it will remove permitted development rights on the airfield immediately and will enter into negotiations to buy the airfield, by compulsory purchase if necessary.
In the meantime, the airfield will continue operating untilfurther notice, although there is an ongoing legal case over the leases of the airfield’s business tenants, which expired in December 2016.
Fairoaks Airport, in Surrey, is also under threat as the owners seek to gain approval of a proposal to build ‘high quality’ housing which, in a note to businesses on the site, they say could start as early as 2018.
Itwas inevitable that without specific protections
There is an EASA Part-NCO requirement applicable to aerobatics in NCO.SPEC which will apply to EASAaircraft from April 21 2017, and a licensing requirement for an Aerobatics Rating from April 8 2018, given the existing derogation periods.
However, for non-EASA aircraft such as LAA Permit to Fly, the ANO still applies and therefore
for airfields, the Government’s plans to ease planning requirements for brownfield sites to free up land for its homes building targets, would result in airfield operations coming under threat as the potential land value of such sites rocketed. Government planning guidance, albeit that it supports GA infrastructure, is of little use without statutory protection.
On that note, a chap called Robin Washington has started a government petition to reassess General Aviation airfields as green belt not brownfield sites. His petition reads, “Airfields around the country are categorised as brownfield sites making them attractive for development of housing estates. However, these airfields are 90% grass land. Reassessing them as green belt will protect our green countryside, protect local employment and protect general aviation”. You can access the petition at: httos://petition.parliament.uk/petitions/174826
the Part-NCO/Part-FCL requirements do not (and will not) apply both in terms of licensing and operational requirements. There is no need for an aerobatics rating to fly aerobatics, nor for an aerobatics instructor privileges to teach aerobatics, in anon-EASA aircraft; nor are there any additional operational requirements other than those in the ANO which already apply.
The next available places for the Aircraft Metalwork course are on Sunday, February 26. Please call the office to reserve one of the three remaining places. The price is £140, which includes the Van's toolbox kit which participants assemble, plus tea, coffee and light refreshments. The course will be held in the LAA HQ building. Next available places for the Aircraft Woodwork course, held near Swindon, Wilts, are on March 15. The price of £110 includes lunch. Again, call the office on 01280 846786 Ext 2 to reserve a place. TATENHILL FLY-IN
East Staffordshire Flying Club has extended an invitation to LAA members to attend its May 13fly-in at Tatenhill, (EGBM), which is in support of Aerobility. Tatenhill is an Aerobility operations site and has a PA28especially adapted for disabled pilots. Sky Demon and PilotAware will be attending the event.
SHUTTLEWORTHTALK
In a joint initiative between Youth and Education Support (YES) and the Shuttleworth Collection, Chief Pilot, Dodge Bailey, will give his perspective on the challenges and pleasures of flying Collection aircraft as diverse as the 1912 Blackburn Monoplane (the oldest British aircraft still flying) to the race winning twin engine 1934 DH88 Comet.
The talk takes place on Saturday, February 25 commencing 11.00 and there will be a guided tour of the Collection at 14:30.
Full details are on the Shuttleworth Collection website, including required online booking at £25 per elslé0)0
www.shuttleworth.org/events
CESSNA SCRAPS SKYCATCHERS
Cessna has finally drawn the line under itstroubled LSA venture by scrapping its inventory of C162 Skycatcher airframes. Launchedin2007,theSkycatcherprogrammewasa bold attempt to establish the company in the LSA category and the Continental O-200 engined aircraft showed great promise. Delays and production problems at the Chinese factory, caused the projected price to rise beyond what the company believed to be a viable level, with sleeker, more modern looking European rivals being available at a more competitive price.
Delivery started in 2011 but ended in 2013 with less than 200 aircraft sold. Around 80 assembled but unfinished airframes were held in stock, and these have recently been stripped of useful parts and crushed though pictures suggest some still had their engines attached.
NEW UK ALPI AGENT
Steve Allen, managing director of CAA aircraft maintenance and restoration company, Cavendish Aviation, is in the throes of establishing a new company, AlpiAviation UK, to act as the sole dealership of Alpi aircraft in the UK.
The new company plans to build a Pioneer 300 Kite demonstrator, the fixed gear P3800variant, as well as a standard retractable version. It is also planning to open a Builder Assist Centre at its Earls Colne, Essex facility.
Cavendish has gained a reputation for its Socata TB series rebuilds, with high grade interiors and glass panels, no doubt similarly equipped Pioneers are planned for the future. www.cavendishaviation.net
ICOM 220APPROVED
Icom has recently launched a TSO/ETSO approved version of its IC-A220 8.33kKHzpanel mount radio, the IC-A220T. Featuring a large bright organic light emitting diode (OLED) display, enhanced squelch control and easy installation for pilots, the radio should prove popular to UK buyers, particularly those with experience of the company’s previous IC-A200.
The IC-A220T has the same dimensions as the popular IC-A200, can be installed into a standard panel radio slot and features a standard D-SUB 25 connector on the rear panel. An MBAS adaptor is available to convert to the radio card edge connector, allowing for further flexibility and ease of installation. Recommended retail is £1794.00 inc.VAT.
Patricia Mawuli Porter of Metal Seagulls Ltd, has announced the build of a Zenair CH750 STOL aircraft and is planning to involve principally women and young people with little or no prior exposure to engineering or aviation in the build process!
The aircraft will be built in Patricia’s home workshop just outside Rugby, in the Midlands.
“| want this aircraft to be the first step on a mind opening journey for at least 200 women and young people,” Patricia explained, adding, “IlKnow what it means to be given the opportunity to just participate for an hour or two in such a project, and want to make sure that my passion is shared with those who might not normally consider helping build an airplane!” Patricia hopes that her project will bring about a new wave of STEM (science, technology, engineering and maths) interest throughout the country.
The WXYZ web page, www.wxyzplane.co.uk, will carry photographs and progress reports on the project, as will the Facebook page www.facebook.com/wxyzplane
TRIG CERTIFIED GPS RECEIVER
TrigAvionicslaunched a certifiedGPSreceiver,theTN72,at FLYER Live which can provide accurate position data for an ADS-B Out equipped transponder. This enables the aircraft to be visible to other aircraft equipped with an ADS-B In traffic awareness system.
TheTN72GPSreceiverhasa listpriceof£299+VAT.Trigalso offers the TA70 antenna at £280+VAT (other GPS antennas can also be used). Both will be available in the first quarter of 2017.
ELECTRIC EXTRA CLIMB RECORD
The Fédération Aéronautique Internationale (FAI) has confirmed that Walter Extra,flying one of his own Extra 330LE aircraft equipped with an electric motor, has set an official world record of 4 minutes 22 seconds to climb to 3,000 metres in the Electric-powered planes less than 1,000 kilograms category.
The flight, over Dinslaken Schwarze Heide airfield in Germany, was 1 minute 10 seconds faster than the previous world record set by US pilot William Yates in 2013.
The Extra330LE is fitted with a powertrain developed by Siemens, weighing just 50kg and delivering an output of around 260 kilowatts, or five times as much as comparable drives.
Following an agreement inApril 2016, Siemens and Airbus are cooperating to apply this technology to electric-powered flight. Electric drives are scalable, and Siemens and Airbus intend to develop hybrid electric regional aircraft based on the record-breaking motor.
ORATEX COURSES
Due to the increasing demand for Oratex aircraft covering, The Light Aircraft Company Ltd (TLAC) has decided to formalise its training courses as a quarterly event at its Little Snoring Airfield facility.
Each comprehensive one-day workshop course covers both the theory and practice of covering airframes with Oratex and includes all of the standard procedures, tips and tricks and the tools and processes.
Each workshop will have no more than five people on the course, this ensures a good person to person learning ratio in a productive environment. The course is comprehensive and the day is very full, running from 9.15am to 4.45 pm with a 30-minute lunch break. Attendees will cover test surfaces that encompass most of the eventualities that they will find when covering their aircraft.
The course cost is £125 per person including lunch, refundable on Oratex orders over £2,000.
For those travelling any distance and wanting to overnight, there is a wide variety of local accommodation at varying prices, why not make a break of it and stop over for a couple of nights and tour around North Norfolk, some great places to visit and some outstanding restaurants. Training courses will be run during February, May, August and November, please call early on 01328 878809 to reserve a space or email sales@g-tlac.com
Airfield to attend a highly technical and informative inspector-seminar, led by Keith Vinning of PilotAware, to gain a knowledge and understanding of their increasingly popular aircraft conspicuity system. Further PilotAware inspectorbased seminars are anticipated elsewhere around the country, focusing on the operation and best-practise installation of this potentially life-saving equipment.
annual visit, and | Know | shall be spending the next couple of months shifting a considerable number of mince pies from my waistline. This, the coldest time of the year, is not the best for building unless you have a nice cosy workshop or can do it indoors... maybe a wing rib every few evenings in front of the fire? Anyway, | hope you all had an enjoyable festive season and have used the break to formulate those flying or building plans for the coming year.
Thankfully submissions do not seem to be slowing up in the Project News inbox and | have a bumper edition and a very varied selection of news this month. Brothers Andy and Steve Williams tracked down an entombed Jodel and have returned it to use after a long period of inactivity; an excellent restoration and a lesson in how to find the aircraft you are looking for.
Not fazed at all by ECUs and high pressure fuel injection, Andy Sellars has installed the state-of-the-art Rotax 912iS into the Pioneer 400 project he adopted from the original builder. And despite the added complexity,
he managed to complete the build remarkably quickly. Tim Williams found the aircraft of his dreams, a Van's RV-8,andimporteditfromCanada.Hefoundthisa fairly = straightforward process as not only had he imported an 2 aircraft before, but also because he dismantled and packed a the aircraft into a container himself.
* Perhaps a record for oldest unfinished project is Cavalier LS G-BAUJV,giftedtoLeicesterCollegeforaeronauticalstudents - to complete as part of their course. An interesting and rare homebuilt an update of the Gardan Minicab it was started 35 years ago and still has a way to go.
Now, if the cold weather or snow drifts are preventing you from reaching the hanger or workshop, why not stay warm indoors and take a little time to tell Project News of your progress? I’m sure there is many a cunning constructional trick or achievement out there that fellow members would be very interested in.
To get in touch with Project News, send an email to: projectnews@laa-archive.org.uk.Pleaseshareyourstory!
were looking for a Jodel DR1050 and Dave Silsbury suggested we look on the CAA civil aircraft database, G-INFO. Searching through the registrations, we noticed an aircraft that hadn't had aC of A for a number of years, so we wrote aletter to the owner and, about three months later, we received an encouraging response. So, off to Bagby we went and stepped into a time warp. The aircraft had been pushed into a hangar (over-generous, it was more of a tin
Dismantling the Jodel for transport. It had been in the shed untouched for CAFles
(Photos: Andy Williams) 10 LIGHT AVIATION | JANUARY 2017
shed) in July 1997 and had remained undisturbed, complete with old style headsets, until we dug the soil away from the doors in Spring 2011. A deal was reached and plans made to pick her up. We hired a scaffold lorry for the airframe and made two additional trios by car and trailer for the engine and smaller items.
Over the next four years, under Dave Silsbury’s supervision, we stripped her back to a wooden skeleton and repaired or replaced
Plasterboard, an unusual aviation material perhaps but easily cut to shape for simple holding jigs.
PROJECT NEWS
wooden structure that was tired or broken although, in general, the airframe was in very good condition. We replaced a section of the turtledeck and made a plasterboard jig to assist shaping it.We learnt a lot about working with wood, including steaming plywood sections to form wing leading edges using a wallpaper stripping steamer. She was then recovered and painted in the original factory scheme.
One task that was very time consuming was the fitting of all new Perspex. It meant fitting and removing countless times but we got there in the end without any expensive damage.
Major engine work was carried out, including new cylinders, overhauled mags, new lightweight starter and alternator, and a new engine driven vacuum pump. The interior had a retrim and the instrument panel was refreshed.
The whole experience was very satisfying, although sometimes stressful.
Wehada breakfromtheprojectforawhileasotherthingsweregoing on in our lives, and eventually in June 2016 we trailered all the parts to a hangar at Exeter Airport and set about assembling them. She was completed there, weighed by Dave and permission was granted to fly her. On 23rd of November, almost 20 years since she had last flown, ’'GZ flew to Dunkeswell, where a hangar slot was waiting, with Dave Silsbury at the controls. Steve and | are chuffed to bits with the aircraft, which Dave said flew flawlessly.
All that remained in early December before the final flight test is a fewhoursofflyingtorunintheenginealittle more,andsomegeneral handling. We hope to get the permit for the New Year.
A very neat engine installation.
A very sympathetic restoration of the interior brings the aircraft back to as new condition.
| asked myself was do | want to build or fly? Many people have built and | have the greatest respect them, especially having helped dismantle and reassemble 'RS, which alone presented enough problems! Ifyou want to build, then build but if, like me, your overwhelming desire is to fly, then buy a completed aircraft.
So, having made that decision back in 2007, | began to search the ads for aircraft for sale in the UK, USA and Canada. No surprises, the website to use is barnstormers.com for those in North America, and the exchange rate at the time made importing a much cheaper option.
| bought and imported an RV-6, G-OORV, from Zepherhills, Florida.
| have thoroughly enjoyed flying the RV-6, especially formation flying with the RV formation group based at North Weald. Each month various RV models appear at North Weald for some very professional formation training (by serving and ex-military instructors) and it was there that the RV-8s started to draw my attention.
A nice neat panel, no need for any improvements.
BY TIM WILLIAMS
A friend was interested in my RV-6 and | started to look again at barnstormers, this time for an RV-8. Soon a nice looking example, based at an airfield called Stanley, Nova Scotia, appeared in the ads.
The Canadian builder/owner was sceptical at first this mad Welshman wants to buy my plane, take it apart and take it to the UK! He did wonder how on earth this was going to happen, however he went along with the plan and was extremely helpful, sending numerous photos, video and documentation for my inspector and | to carefully peruse.
As both the LAA and my inspector reminded me, importing an aircraft can be fraught with difficulty. You have to ensure it is a standardbuilt aircraft with no mods and with as much build history as possible to support that.
PACKING THE AIRCRAFT
| almost lost the aircraft to an American buyer, quite understandable from the seller’s point of view, the buyer turns up with dollars and flies the aircraft away easy! To cut a long story
short, the purchase went ahead and off my son and | went to Stanley, Nova Scotia for two weeks to dismantle and pack the aircraft into a container.|havetosay|hadalotofhelpfrom an American friend who met us there with the knowledge of how to do it.
Stanley Airport turned out to be a British Commonwealth airfield where many pilots trained during WW2. We had a great two weeks, including some sightseeing, and at the end of our stay the container went off to Halifax on the start of its journey to Shoreham Airport.
Arriving only two weeks later, via Southampton, reassembly began and when completed the paperwork was submitted to the LAA. The LAA were helpful throughout the process and identified a couple of minor points requiring some further Mod paperwork which, following submission, resulted in the Permit to Test Fly duly arriving.
Interestingly, ittook only three months from our arrival in Canada to the first test flight. As | sit writing this, | await the Permit to Fly - it may even arriveas a nice Christmaspresent!
and safely tucked into her new
into the shipping container.
(Above)Looking resplendent
home. (Photos: Tim Williams) (Left)G-IDRS securely strapped
his way through a number of aircraft, having owned CTSW and Jabiru microlights, and a Pioneer 300 on which he accumulated 500 hours over five years. Looking for a little more space, his focus settled upon the Pioneer 400, but with only three examples flying in the UK, the chances of acquiring one were slim. He placed a wanted ad and along came a part-built project.
The Pioneer 400 is a very attractive, neat and compact wooden retractable four-seater, with many of the parts common between the 300 and 400, although the 400 is 3ft longer and has 4ft wider wingspan. The cockpit width is up by 100mm from the 300 to 1.1m, and provides bettershoulderroomforoccupantsofa fuller figure. The aircraft performs well on just 100hp, although the factory preference is for the Rotax 914 with 115hp.
Thesellerwasdisposingofa fullkit, including a Rotax 912ULS, but Andy’s preference was for the latest 912iS, so he purchased the project minus engine. The kit as supplied comes with the fuselage assembled but without doors and glazing. The seller had built and painted the wings, and glazed and painted the fuselage, leaving Andy with a
BUILT BYANDY SELLARS
reasonable amount of work still to do, including purchasing a new 912iS and sorting out the first-of-type installation.
As an MOT tester and motor trade professional, Andy felt completely at home with the high pressure fuel injection and the computerised engine management of the 912iS. He said that the engine is just like a modern car, with plenty of sensors and even an engine management light. If a problem strikes then the light comes on, and on landing you plug in a laptop, read the fault codes and repair accordingly. Although as flyers we are used to twin spark, | doubt many people have come across fully redundant dual fuel injection as fitted to the 912iS. The engine operator’s manualhasalittle extracomplexitytodigest but on the upside, there is no choke or carb heat to worry about.
MGL DISPLAY
There seemed little compatibility out there for the Rotax 912iS, but MGL’s newer panels work with CAN bus, just like the engine, so the primary instrument is an MGL 10-inch display. Pulling the 400 along, Andy has selected a hydraulically adjustable Avtek VP propeller.
With an automotive workshop and his son now largely running the business, Andy had plenty of space and time for the build. He putinprettymucha fullworkingweekand sometimes Saturdays and Sundays as well, so progress was good. He picked up the project in January 2016, had three weeks at Sun ‘n Fun, and still submitted the paperwork for his Permit to Test in May. By his calculation and records he believes he put in about 500 hours work to get to the flight test stage.
Following the first flight, the port aileron neededaslight trimadjustmentbut thereafter all has run well. Performance is very satisfactory with a 350m take-off roll on grass and, loaded with sandbags to MAUW of 800kg, the climb rate was still 470ft/min. It’s early days but the target economy is 110kt at 5,000 rom with a consumption of 15 litres/hr (the 300 was consuming 18).
Andy enjoys a mix of flying, including local and UK camping trips and also expects to travel further afield to Spain and Italy. He has access to a property in France near La Rochelle with a strip 1 mile away and expects to complete the trip, as he has done in the 300, in around 4¥%2hours from North Coates.
i- | theLAARallyin September 2012. |’d bought a SportCruiser from Sprite Aviation’s Graham Smith and was keen to look at his new project, the Groppo Trail. I'd never heard of ‘Groppo’ and was a bit confused by the fact that they seemed themselves to be undecided about ‘Trial’ or ‘Trail’ (apparently they mean the same in Italian and ‘Trail’ is now the official version!).
In fact, Nando Groppo is one of the most respected figures in Italian light aviation and pretty much the founder of the Ultralight movement. The aeroplane looked functional, | wanted a retirement project and, most importantly, I'd grown to trust Graham and his support given during the SportCruiser project.
Six weeks later an enormous crate arrived in Dover. | collected it in a long wheelbase Sprinter and it only just fitted. When loading the van, screwing some big castors to the box made life easy, it made a wonderful working surface and is now doing duty as my neighbour's garage flooring.
There was an obvious difference between the two kits. The SportCruiser was largely supplied as sub-assemblies requiring minimal work and was put together in six months, whereas the Trailcomesasalot ofindividualcomponents and a large box of pulled rivets! At first sight, the crate is a bit daunting, but |found parts well identified with very few items missing. Construction is completely conventionalall aluminium, apart from composite wing and tailplane tips and the engine cowling. Pulled rivets are used throughout with a few exceptions of solid rivets, such as the trailing edge of the flaps and ailerons, for cosmetic reasons, and tailplane fixing brackets, for strength. Neither proved to be difficult.
BY PETER GRANT
The main spars are completed at the factory and form the basis for constructing the selfjiggingwings.It’samazinghow a collectionof tinny little ribs and a sheet covering suddenly become a strong assembly when held together by clecos, of which | needed rather a lot. My wife couldn’t get her head around the fact that | continuously seemed to be putting the bits together and taking them apart again!
PAINTING
| went traditional with the corrosion-proofing, using LAS chromate paint and full wet assembly with Duralac paste. Painting is a subject of its own; most Trail builders having used the roller method with a semi-gloss or eggshell finish. | didn’t particularly like either finish but to be fair it seems to depend upon the chosen colour pigment. Graham and | spent weeks experimenting with applying the gloss version of the paint with rollers. Take it from me, you can’t! | decided to spray paint for a gloss finish.
The wings are so simple |think each could be completed in a week, working full time. The hardest job is the leading edges that have to be fixed along the bottom and then bent around the ribs; plenty of luggage straps and patience were required. The fuel tanks, 30 litres each side in my case but now upgraded to 45 litres, are enclosed within the first few bays using squashy self-adhesive tape. A lot of bending and even more effort was required here. You did remember to check the tanks had no leaks, didn’t you?
| decided to build the wings first and got them out of the way, stored outside wrapped in plastic sheeting. There, they waited for another couple of years. The fuselage consists
of a front steel cage with a rear monocoque assembly attached. Once again, nothing unusual, the most difficult piece being the bending the turtledeck behind the cockpit. Whilst the act of lining up the cabin frame and monocoque looks critical (and is), it isn’t difficult given a laser measure and a length of fishing line.
The most difficult task was fitting the flat Lexan windscreen. Those luggage straps came into play again, along with a careful bit of heating. But, to be fair, if you destroy the first effort, a new sheet of Lexan is about fifty quid so it won't break the bank. How do you think | know that?
The airframe was originally designed for the Jabiru engine but the current choice is between Rotax and Sauer. | know the Rotax well, from 450 hours in the SportCruiser, and believe it’s a fine engine. The majority of European Trail builders have gone for this choice but it is a relatively complex installation and expensive when compared with the Sauer, whichwasjusta littleoverhalfthepricewhen| bought mine.
In case you haven’t heard of Sauer, it is a well-established manufacturer of a VW-based four-cylinder, horizontally opposed air-cooled flat four, well known in Europe for motor glider and ULM power plants. Of the 25 Trails sold in the UK, 14 already have a Sauer engine, which shows we are either more practical or meaner than our European cousins! Several other buildershaveyettomakeafinal decision.
Sauer does offer a propeller but I’ve gone for a Hercules prop, which is certainly not the cheapest option but it is a work of art.
I've nearly finished the test flying process, with just the final flight test schedule to
(Farleft)Flap Clecoed up ready for riveting. Trailing edge is buck riveted and the remainder pull riveted.
(Photos: Peter Grant) (Top left)Fuselage with Sauer engine in situ. Note also the steel cabin area ‘cage’ and handy wheel trollies to aid manoeuvrability. (Bottom left) The interior of the Trail’s fin. Note zinc chromate protection and Duralac assembly paste.
(Bottom right) The simple structure and excellent kit components enable the wings to be built very quickly. Main spars are factory built
PROJECT NEWS
complete. The engine always starts first blade and sounds very sweet. There’s little trace of any strong swing on take-off, which is certainly the case with the Rotax.
The aircraft first flew on October 28 2016, with Graham doing the first two flights and it being in my hands thereafter. It has been almost four full years from delivery of the kit, whichisa littlemisleadingasitcouldhave easily been completed in half that time. But ‘events’ got in the way and mine was a very leisurely build until the end. Then, of course, the final 5% of the work took another 95% of the time and effort!
She flies beautifully and is very docile, with stalls at 39kt full flap that are both gentle and straightforward. The big flaps will make getting
in and out of short strips easy and | have fitted tundra tyres, which give a bit of extra ground stability.
One really nice feature about Groppo is that it has a resident flying club with an excellent, English speaking CFI, Michele. Before being accepted for test flying, | opted for a couple of weekends enjoying intensive flying (63 circuits in 4.5 hours of flying), great company and wonderful food.
Finally, some obligatory thanks. To Nando Groppo for producing a very nice aircraft and kit, to Graham Smith for unstinting support, and to my wife for allowing me to leave her car on the drive for another four years. And a special mention to postie Nigel who delivered many,
registered with the CAA in 1972, this Cavalier project was donated to Leicester College by Dave Ritchie. Dave had originally acquired the Cavalier as an unfinished project, after it had been through a number of owners over the years. The aircraft will be now be progressed by students studying BTEC Level 2 Aeronautical Engineering and Dave is delighted to pass this project on to budding engineers.
There are only four of this type registered in the UK. It’s a Canadian design derived from the Gardan Minicab, a more numerous type in the UK. Interestingly the Cavalier can be configured with the third wheel at either end, and has even been built with a retractable undercarriage, although this example is fixed.
The project will take over four years to complete giving students the opportunity to work on the aircraft and gain valuable aeronautical experience. The lecturer running the course is David Cope, who is an LAA member and has his own Europa project under construction. He feels the project has enabled
students to get exposure to real aircraft engineering and to work under the rigour of airworthiness standards. He would especially like to thank Dave Ritchie for donating the project to education.
It is fully intended that the aircraft will fly and that it is not simply a curiosity object. It seems they have over 80% of the components to finish, including a used engine with full history and a mountain of paperwork for the airframe. Work will progress under the watchful eye of LAA inspector Rob Millinship.
Leicester College is one of the few colleges within the region that offers Aeronautical Engineering at BTEC level. Student Ndumiso Malatji travels from Northampton to Leicester College to attend the course as he had always wanted to study aeronautics. He said: “It is great to be able to use a real aircraft to learn on. | am hoping to secure a place at university at the end of the course.”
Let’s hope that projects like this continue to bring new blood into recreational and indeed professional aviation.
Leicesier Coiiege
BTEC Aeronautical Engineering students with lecturer David Cope and the Cavalier.
(Photo: Wajeeda Yusuf)
\f your aircraft has been featured in the New Projects list, please let Project News know of your progress at: projectnews@laa-archive. org.uk
Name & address held by LAA Engineering @ VANS RV-10 (LAA 339-15435) 17/11/2016
Name & address held by LAA Engineering
lf your aircraft has featured recently in the magazine and has subsequently completed its maiden flight, Project News would like to hear from you at: projectnews@laa-archive.org.uk
@ G-AVGZ JODEL DR1050 (s/n 341) 29/11/2016
Mr Andrew Williams, 1 The Drive, Farringdon, Exeter, EX52JD
Mr Stephen Williams, 34 Sullivan Road, Exeter, EX2 SRD
’mknowntodoa fairbitoftouringandmy favourite three fly-ins were a regular feature in this publication until a few of years ago. The reason they haven't appeared recently is not because the touring stopped, but more because building had taken over. Those who have built an aircraft can attest to the fact that it does become a bit of an obsession.
Not exactly being a natural engineer, | chose to build a SportCruiser, something that | thought would be relatively simple.
My trusty Jodel does about 9Okt on 21 litres an hour (lph) and | was looking for something that would go faster, thus further, in the same amount of time. | was sold the idea that a Jabiru six-cylinder powered SportCruiser would fit the bill and also be more economical than the standard Rotax (110kt on 18lph). That claim proved to be untrue, as well as making it a much more complex build, firewall forward.
For those of you who remember my previous renditions, and before continuing any further, | have two confessions to make. The first is that Joseph Derrick Jnr is not exactly my real name but a nom de plume. It simply hints at Little Jo-del after the aircraft that | toured most of Europe in. The second is that it is the same
‘little Jodel’ that made that ‘Plymouth landing’ in poor weather and was unceremoniously detained! Now suitably absolved, if you're sitting comfortably, we can begin...
1 LAGENTHAL (LSPL) SWITZERLAND HOMEBUILDER FLY-IN
The ‘blonde’ (we've been together nearly four years now, she loves flying and even came with her own toolkit) had to work in the morning, so an early getaway wasn’t possible.
With the plane loaded, we crossed the Channel at around 2,600ft, above a scattered layer, routed down the eastern side of Paris and cleared customs at Troyes. After a quick turnaround, and making full use of the tailwind, we headed direct for Lagenthal. Now Lagenthal is not a customs airfield and Switzerland is not part of the EU. However, it does have special arrangements with the EU whereby with submission of all the normal details and on receipt of clearance, you can route direct. As usual, the system doesn’t always work as it should, but if you persevere, eventually the necessary response will materialise.
The late departure meant crossing the Jura Mountains with the sun lowering in the sky
and on our descent towards the airfield, we overtook a balloon gently floating along the Swiss valley, seemingly without a care in the world. The fading light did make for quite a surreal experience, as well as making it somewhat difficult to spot the runway. Good old GPS!
After finding our group, who were in the middle of a BBQ dinner, we were given a warm welcome as they made room for us at a huge table. The fly-in was organised by Experimental Aircraft of Switzerland (EAS) and, as we were in a homebuilt, the Jabiru 3300 powered SportCruiser, there was no shortage of conversation.
We had reserved our hotel room in the town, but for those who prefer camping this is the place toilets, a shower block, a restaurant at the field and surrounded by mountains. With a decent tent and a comfy sleeping bag, it has to be the stuff of dreams.
The next morning was stunning. Clear clean air, with the Jura on one side and the Alps on the other, making all those hours of building truly worthwhile. Before lunch we spent our time admiring some of the Swiss contributions to aviation, most of which had their national flag
a SeaT
(Above and opposite page) The Swiss Experimental Aircraft organisation stages a super fly-in each year. Last year it was at Lagenthal.
(Right) With the Swiss Alps on one side and the Jura Mountains on the other, Lagenthal is beautifully situated.
emblazoned on the tail.
In the afternoon we were given a choice of activities, either to visit a monastery where local monks made cheese, or to discover the nearby town of Solothurn. Apart from us, only two Germans from Karlsruhe were interested and after a short discussion we unanimously agreed on the town, which would also include a guided walking tour.
Solothurn was first settled by Celts and then in 17-87 AD, by the Romans who renamed it Salodurum. In the Middle Ages, the area was run by the Dukes of Zahringen for nearly 100 years, followed by the Habsburgs for a while. From the early 16th century until the late 18th century, it was the seat of the French ambassador to Switzerland and remained Catholic throughout the Reformation. The French influence can still clearly be seen in its Baroque style. Solothurn is a real find and has a fairytale feel about it; it is well worth taking time out to visit.
That evening we had the usual prizegiving and hangar meal, but unfortunately the Swiss have inherited their culinary skills, along with their main language, from the Germans, making the food somewhat bland.
Another couple had arrived from Bidford during the afternoon in a shared RV-9and won the prize for the longest flight. Being the only English there we naturally gravitated together and spent a pleasant night discussing trips, places to visit and all things aeronautical. It is no secret that | was still envious of the 140kt that RVs can do, but after an evening with us, Graham and his wife sat in the SportCruiser and, on returning to the UK, bought one three weeks later, choosing comfort over speed.
After a leisurely breakfast, a couple of hours’ looking around the aeroplanes and chatting to the pilots about their builds, it was time to make tracks. On reaching 5,000ft we were met by a dozen or so paragliders, which was quite a sight at that height with the mountains all around.
We retraced our steps back to Troyes and then onto Amiens for a pleasant evening before heading home the next day. With good weather both ways, we made a mental note to arrive a bit earlier, or stay longer, next time to try some Alpine flying.
This year’s event is being held at Aéroport de Neuchatel (LSGN), 18-20 August.
2 BORDEAUX, LEOGNAN/SAUCATS (LFCS) FRANCE INTERNATIONAL FLY-IN
lt was August Bank Holiday weekend and in truth | was torn between heading to Scotland with the LAA Round Britain Tour, going to the Jodel Fly-in at St Omer, where | know almost everyone, or heading down to Bordeaux, where | hadn’t been before.
| had met the organiser of the latter, James Emery, a friendly easy going Englishman, a
(Above) Saucats Airfield on the nose as we headed to Bordeaux for the International year before when we co-hosted #FreeTheJodel
we missed the
fly-in and a Franco/Englisheventat Lee-onSolent. Bordeaux won the day and managing to get away late on Thursday evening and clearing customs at Abbeville, we headed to Chartres for the night the blonde particularly likes the night time light show projected onto the Cathedral.There are lots of hotels around the airfield, fuel available from the aeroclub and the town itself is charming and close to the airport.
For those of you that don’t know or haven't heard, Jabiru engines are known to have problems with excessive heat, especially when put into a non-Jabiru airframe. To those of you who have fully mastered the installation, ‘I tip my hat to you’.The SportCruiser is nearly there but with an ambient temperature of over 30°C, the engine has to be managed.
The lower rom and the resultant low airspeed tested both the engine and the bladder to arrive in Leognan/Saucats in one hop, and actually before anyone else. We had reserved a hire car, but for those who hadn't James had laid on a minibus, so everybody could
(Below) Bordeaux is another French city well worth a visit but you really need a
weekend to do it justice (and enjoy
the vino).
Fly-in last August Bank Holiday. Sorry
LAA Round Britain Tour!
(Above)The spectacular light show that is Chartres Cathedral at night. This beautiful city long
has its own airfield within easy walking distance.
get around easily. Within an hour or so the ramp began filling with G-registered aircraft, particularly the ubiquitous RVs.The first evening was planned to be easy-going with a BBQ at the field, or as we and many others did, doing our own thing.
The next morning we visited Bordeaux, but a place this size needs at least a long weekend to explore properly. | didn’t know that Gordon Ramsey had one of his eponymous restaurants in the town. We didn’t eat there but took pictures outside before finding a quaint restaurantina littlesidestreetinstead,sitting outside in the 38°C heat.
James had arranged a vineyard tour and wine tasting at the Chateau Haut-Bacalan at 5pm that afternoon, where maybe 30 of us met to sample some of the produce Bordeaux is best known for.
The meal that evening was at a restaurant owned by one of the local aeroclub members, and considering the numbers they were catering for, both the food and wine were as goodascouldbeexpected.Wehada great night dissecting every aspect of flying, as you do at most of these events, with more daring tales as each bottle was emptied. Luckily we had a Fiat 500 which meant the blonde wanted to do all the driving; it’s a girl thing | think.
Normally the highlight of these events is the aforementioned evening meal, but this one had atwisttoit.Jameshadreserved a tablefor 18 of us who were staying the next day at the airport restaurant at Auch.
me in order to do his biennial, which was due Oexpire in a few days. Leaving well before he others, we arranged to do this on the way 0 Auch in his aircraft. With the blonde in the back, we completed all the necessaries for revalidation, a real eye-opener for her as we ransitioned from slow flight to steep turns.
Auch is not far from the foothills of the Pyrenees, and only 25nm north of CastelnauMagnoac, an airfield introduced to me by our editor. There used to be a yearly Jodel fly-in here, until one year when uncooperative weather caused everyone to take the best part of a week to get home. | understand Caroline andAlain,theorganisers,nowholdafly-in at Hedlanda in Sweden, which | plan to go to, along with all the other places | haven’t been to yet.
Anyway, back to the restaurant at Auch where | can only assume the restaurateur must have watched every episode of Fawlty Towers and totally hero worshipped John Cleese. He is extremely rude, off-hand and dismissive, although | didn’t see him actually hit anyone.
The food though, BBQ’d on the open hearth over a wood fire, was excellent. There is no menu, you get a self-service buffet starter, and then very good soup. For the main course, you get whatever meat you’re given. It could be veal, pork, steak or anything else. Those that didn’t want what they got, swapped, but only when the chef wasn’t looking. The cost was about 25 euros with wine (once again, no choice about the wine, you just got it). Not to be missed!
boys,whichformewasafirst. Did|forgetto say that the checkout was in a Mooney cruising at 160kt?
After completing the paperwork, the blonde and | made way for Saumur for a taste of what the Loire had to offer, with a much happier engine in about 26°C ambient.
On a previous visit, | had been to the Fontevraud Abbey, where Richard the Lionheart and his mother, Helen of Aquitaine, are buried, and have the nearby tank museum on my ‘to do’ list. A bus runs from the centre of town.
It may be true that you can’t do it all but we can give it a good try! A pilot | know quite well often says, "You’re a long time deaa". | knew a front was coming through on our way back the next day, but as has happened before, | took off an hour or so before | should and ended up having to divert. After an hour watchingweatherradaranda littleshower dodging past the western side of Paris, we had a straightforward crossing of La Manche and home.
Everyone of us has their favourite fly-in, for many it’s the LAA Rally, for others it may be a simple BBQ at a farm strip, and for me it is Hanhweide.
Prior to leaving the UK another Englishman, living in Switzerland, had been in contact with
We got back to Saucats well before all the RV
(Above) The French real-life version of Fawlty Towers, complete with a boss basing himself on Basil Fawlty. Food at the Auch airfield restaurant was superb though, and made up for the rudeness of the chef,
Why this event in particular? Well, because it is all about vintage planes, lots and lots of vintage planes. Planes with heart and soul, that look and smell pleasing, a bit like a freshly waxed piece of antique furniture.There’s
TOURING
an airshow for two of the three days, many of which are German warbirds, rarely seen elsewhere.
The organisers only accept older aircraft like the Jodel to the fly-in and that’s only to add to the overall ambience and make up part of the crowd scene. Those wishing to fly-in in a more modern plane, are directed to nearby Nabern/ Teck and bussed in without charge.
The registration process the first time is quite off-putting and final details are sent in the post, but on subsequent occasions you are welcomed as a long-lost friend and issued a fly-in number.
The event is held once every two years and located at the glider site of Kircheim-Teck, just past Stuttgart, not too far from Tannheim in Germany. On my recommendation, a friend and his wife from Bolt Head in Devon and another from Enstone in Oxfordshire also planned to go, both with Jodels. Apart from the aircraft that were sponsored to go, I’m pretty sure that our three Jodels were the only ones that made the trip from the UK.
The forecast for Friday was awful until a front went through, so it meant going before or after the front. After would mean not getting there in time, so before, it was. This time it was just man and machine.
Leaving work about midday on Thursday, getting out of the strip concentrated the mind, with the wind gusting 20kt. As fewer customs airfields are becoming available in France, or they require greater notice, | had chosen Calais. With 28kt gusting down the runway, the flying was abit turbulent and taxying on Calais’ snaking taxiways was certainly a handful.
Fortunately, by the time I’d landed at Sedan the wind had eased, the sun was shining and life was good.
For reference if you’re passing this way, there’s a campsite across the road from the airfield with a good restaurant, and there's a hotel in Douzy about half a mile away.
As | knew | wouldn't make it all the way, | planned to stop for the night at Haguenau in the Alsace region, not too far from the German border. There’s a hotel and restaurant at the airfield where |’ve stayed before, but on this occasion |’d booked a room at La Crémaillére, in Kaltenhouse, about a mile away where | had dinner, bed and breakfast for just 60 euros.
The hotel has been run by the Martz-Kraemer family for generations and their family tree is on display dating back to the early 1800s. They kindlygavemealift backtotheairfieldthe next morning, which is not that uncommon in my experience.
The last hop took about an hour, crossing the edge of the Vosges Mountains while talking to Langen Info and routing around Stuttgart’s zone. On calling Hanhweide for landing, | was asked to extend downwind to give a Junkers Ju-52 a bit more time on short final. How often do we get to share the circuit which such venerable aircraft?
Courtesy buses run all day to ferry pilots
backwards and forwards to their aircraft, and they have an adjacent field for the campers. You get a free pass for all three days of the event and there is a pilots' enclosure, where all daytime food and non-alcoholic drinks are complimentary.
Inlastmonth’sissueofLightAviation,Nigel Hitchman gave a superb commentary on some of the wonderful aircraft that were present this year. Unfortunately my knowledge is somewhat more limited, and |just wander around in wonderment wanting to have a go! Have a look at Atto.//www.oldtimer-hahnweide.de/ teiinehmer.ohp which gives details of this year’s attendees.
| wouldn't bother with the evening meal at he airfield. | have eaten there before and been disappointed. This time | was booked into a nice hotel in the centre of town and ook advantage of the courtesy buses that run about every 15 minutes. There are plenty of restaurants in the town to suit every budget. Most of the next day was spent walking up and down the line taking pictures or sitting in the pilots' enclosure under a sunshade watching he displays and talking aeroplanes with the other Jodel pilots.
On my last visit here, | was kept so long at the hold on departure that | suffered vaporisation on take-off, which | aborted. | then had to et the engine cool for a while before having another go. | was aware that | may have a similar problem again in the scorching heat, but could do nothing to avert the issue as we were again kept at the hold for an eternity and then given a multiple take-off, maybe 30 aircraft taking-off one after the other, in two rows.
Unfortunately my engine started to miss on the take-off run and the controllers went quiet, having one aircraft next to me and another close behind. Now I’ve known as many accidents with pilots aborting take-offs when to persevere may well have been the better option, anyway | stuck with it and everything seemed to go into slow motion and with about a third of the runway left, good cool fuel started to flow through, the engine ran normally and | set course for Charleville-Mezieres, a couple of hours away.
That evening | spent the night in Arras, which isanicetownandhasa lotofWWIhistory. You'll need a taxi to get into town. I’ve tried the bus but there are only two a day and you'll still have to walk.
Registration for the next Hahnweide starts about this time next year. Those of you with older aeroplanes should consider the trip. I’m sure a few G registered Austers, Pietenpols, Luscombes, Aeroncas etc would arouse a lot of interest. Alternatively, it would also work for four people going by car. You won't be disappointed!
PUSH THE BOUNDARIES
Well | hope you have enjoyed my three favourite fly-ins of last year and maybe feel a bitinspiredtopushtheboundariesalittle. For me the season started with the Amiens Fly-in on the first May Bank Holiday, a great place to visit at any time, with fuel available and very friendly people at the aeroclub.
It finished in October, with a fly-in to Fenland and Cromer on the same day. The café at Fenland serves excellent food and nothing
like the normal greasy spoon fare that we are inflicted with at many airfields. It’s always a pleasure to visit Cromer whether going into town, which is a must, or simply for the warm welcome from the indefatigable Chris Gurney. Our editor has asked me to write more regular touring articles for the magazine because we agree that we need to encourage more members to tour. | was once told that aeroplanes are travelling machines, a sentiment with which | totally concur.
Why not make 2017 the year you spread your wingsalittle farther?
MARTIN FERID is a Class Rating Instructor and Revalidation Examiner, has more than 2,000 hours, with roughly an even split between tail- and nose-wheel time and a similarsplitof touringand farm strip flying. But it wasn’t always so!
He specialises in getting qualified pilots to expand their horizons. Many summer weekends are spent introducing pilots to the splendours offlying in Europe,using theirown or hired aircraft.
If he can be of help with any aspects of touring or flying ingeneral, or indeed ifyou’ve got any advice of your own, please drop hima line at stoneacreaviation@yahoo.co.uk
Once you get used to them, GAR forms, flightplans and allthat’s involvedinflying abroad are very straightforward.
The more information you can find about maintaining and operating your aircraft, the better equipped you will be to tailoring a maintenance schedule to your and your aircraft’s requirements.
or quite a while now, we’ve been promoting the idea of each LAA aircraft having a Tailored Maintenance Schedule, unique to the aircraft and its owner’s individual requirements; you’ve probably seen references to this in MalcolmMcBride’sSafetySpotcolumn.But what exactly does ‘aircraft maintenance’ consist of, and how exactly should an owner go about tailoring his maintenance schedule if indeed he has one in the first place to tailor?
For most certified aircraft, the maintenance schedule has had to be specified as part of the certification process. In contrast, for most LAA aircraft the Permit to Fly simply requires that the owner keep the aircraft in an ‘airworthy' state.
|rememberwhen|first boughtahalf-sharein a homebuilt VP-1, back in the late 1980s, being surprised to find that although the aircraft had been flying for more than a decade, there was nothing written down to tell us how it should be maintained just that it had to pass an annual permit renewal inspection.
| had to cast around to find out that changing the oil in its VW engine was recommended at 25 flying hour intervals, and that it was worth checking the tappet clearances at the same time. Beyond that, it seemed, we were on our own! In those days, the Permit renewal form didn’teveninclude a listofcheckitems,soit was entirely at the inspector’s discretion what was looked at during each year’s ‘annual’.
As with most owners, | expect, we quickly fixed on the CAA’s LAMS (Light Aircraft Maintenance Schedule) as the most readily available source of inspiration for looking after the VP-1 and, having crossed out all the items that didn’t apply to this very simple fixedgear single seater, it boiled down to a quite straightforward schedule of 50-hour and annual inspections, with an interim oil change halfway between each ‘50’.
The 50-hour check included lubricating everything that moved, and we would touch up the varnish on the prop from time to time, keep a wary eye on the tension in the single chain that drove both mags, and weld up or replace the exhaust stubs when they cracked.
We never flew more than 150 hours a year so the need for LAMS’s 150-hour check never came up, the 150-hour check items were simply combined with those for each year’s annual, and as this was a Permit aircraft we never gave a thought to the LAMS threeyearly star annual which, for a CofA aircraft, we'd heard meant its ‘ritual slaughter’ by the dreaded M3 company.
Our aeroplane was in quite a neglected state when we got it, so over the next few years, in addition to the 50-hour and annual, we also had it apart, portion by portion, for refurbishment wings off one year, tail the next, and so on. After a few years, the whole airframe had benefitted from an in-depth look over and all those ‘must do, one day’ items had been made good. Eventually, of course, it would need recovering the expense didn’t bear thinking about - but for now it was a thoroughly presentable, reliable and, we felt, airworthy machine.
Nowadays we have a great many more sophisticated and expensive amateur built aircraft on the LAA fleet and it’s appropriate that LAA gives more guidance on how to look after them. Recognising this, a few years ago we put a generic maintenance schedule (GMS), up on the LAA website; the easiest way to find it is to write Generic Maintenance Schedule in the search box at the top of the home page.
“The LAA’s hands-off
This generic schedule is itself a derivative of the old LAMS schedule which the LAA staff have already tailored slightly for typical LAA use, taking out references to Stormscopes, combustion heaters and other things not (yet?) featuring in our fleet. We also subtly eliminated some of the high-cost items which are of marginal value to a day VFRaircraft, such as battery capacity checks and regular re-calibrations of the flight instruments.
By now more enlightened, we included in the LAA GMS the LAMS concept of a more in-depth review of the aeroplane at three-yearly intervals. Not to try to impose higher standards on the Permit fleet but rather to encourage the idea that there should be a long-term maintenance plan rather than each year just looking to keep the aircraft going through the next annual check. We had ideas (still do) that a schedule based on a three-year cycle might one day allow a lesser HQ involvement at the first and second year of the Permit renewal, and allow the owner and the inspector to take on a greater role at the local level, freeing up some HQ time for other matters, including a more detailed review at each third year. We put this generic schedule on the web as a
Word document so it could be easily tailored to suit the requirements of the owner but, as we always try to do, we presented this as a suggestion rather than a requirement.
The LAA’s hands-off approach, where the owner and his inspector are free to develop their own means of achieving airworthiness, reflects the bespoke nature of LAA aircraft generally, the less regulated Permit environment encouraging greater owner-involvement in the decision-making. Interestingly, of course, with the development of the MIP (Minimum Inspection Programme) we are now seeing EASA adopt much of the same philosophy for small certificated aircraft... maybe a case of imitation being the sincerest form of flattery?
Naturally, exactly what is meant by keeping an aeroplane airworthy can be differently interpreted. Some choose to maintain their aircraft in a tip-top condition by attending to every blemish immediately it’s noticed, and find part of the pleasure in ownership in constant tinkering and titivating. Others do the minimum and allow their craft to deteriorate to the point where it is only just airworthy and then, pennypinching, try to keep it just on the acceptable side of borderline for as long as possible, at minimum cost. The risk of this approach is that the aeroplane eventually reaches the stage where not only will no LAA inspector renew its permit, there’s also so much that would need doing that it’s effectively beyond economic repair.
Fortunately, this doesn’t usually mean the end of the road for the aeroplane, as such worn out and neglected craft are usually snapped up for a song by an amateur enthusiast-restorer who relishes the chance to breathe new life into the old bones. The aircraft is then returned to a thing of beauty in his spare time over a long period, the drip-feed of cash probably being written off as justified in pursuit of his artistry, or perhaps as the only means of owning an aircraft that he otherwise couldn't afford.
Between these extremes, most owners and their inspectors find some middle-
ground approach to keeping their aircraft airworthy, dealing with potentially dangerous snags as they arise and taking a very good look at each annual, keeping the aeroplane in as good a state as possible within the scope of an often limited budget.
The LAA is all about promoting aviation at an affordable cost and fortunately, in many cases,theactionsneededtokeepatidy aircraft from deteriorating are often not in themselves expensive. They are more to do with good husbandry and exercising all the normal measures required to look after things mechanical.
You often find that serious and very expensive damage can be avoided by regularly doing a few minutes’ work - the timely intervention of a grease gun, an anti-corrosive spray, or a wipe over with an oily rag for example. Adjusting the tappets may only take a few minutes but may save thousands of pounds on anew pair of cylinder heads. Keeping those engine compartment baffles and hoses in good nick may just save you a fried magneto. Changing the brake pads in good time might save damaging the much more expensive discs or worse, save you from groundlooping the aeroplane into that ditch alongside the runway.
Provided you keep it airworthy, it’s your choice how you manage your aeroplane but from our rather unique vantage point at LAA HQ, our bread and butter, steady flow of incident reports, repairs, and refurbishments, time and time again illustrate how scrimping on routine maintenance has cost a great deal more in the long term. Moreover, keeping your aircraft spick and span will enhance your pleasure of ownership and the aircraft's serviceability.
Inspectors inevitably vary in where they draw the line between airworthy and un-airworthy, so the sale of an aircraft that’s rough around the edges often leads to accusations and recriminations. The previous inspector will probably have had the benefit of seeing the aircraft aging gracefully in the preceding years, and knew that the many things he’s been keeping an eye on, year by year, are in fact fairly static in their decline and unlikely to give up the ghost anytime soon. Seen through the eyes of the new inspector, the same features may represent a host of unacceptable defects, rendering the aircraft grossly unairworthy and the previous inspector’s judgement ‘beyond the pale’.
SO, WHAT’S THE TMS ALL ABOUT?
In anutshell, the aim of a maintenance schedule is to specify a programme of work which will keep the aircraft in the state you want it to be in, preserve its value and avoid any nasty surprises both in terms of safety issues and unforeseen costs.
All mechanical devices deteriorate if they are not looked after moving parts wear, highly stressed components crack. If the various protection systems break down, then metallic components corrode and wooden parts rot, glues come unstuck. Rubber hoses harden and crack, Perspex crazes, cowlings fret and scorch oil gets contaminated in engines, and oil that leaks out soaks into wooden structures, destroying the integrity of the wood.
Composites delaminate if abused. The strength of fabric degrades with time and exposure to UV and airborne pollution. Given half a chance, rodents nesting in flying surfaces
will eat through rib stitching, and their urine triggers disastrous corrosion in aluminium. Standing water inside your structure can cause havoc, whatever material it’s built from. Mould, once started, can be very difficult to treat.
Given this depressing picture, it seems to me that the aim of the maintenance schedule is four-fold:
1 Carrying out inspections to check for new signs of problems emerging, to make sure that cracks are not developing, that there are no unwanted residents, leaking pipes, areas of corrosion, failed rivets, bent undercarriages, loose bolts etc. And, of course, rectify as necessary. Some of these inspections will need to be verified by your inspector as part of the Permit upkeep process, others are entirely up to the owner.
2 Where some deterioration or change is inevitable, to monitor, check, and where appropriate, adjust or rectify for example engine compression checks, breakout force checks on castering nosewheels, control surface cable tensions, brake shoe wear.
3 To replace at regular intervals those items that are inevitably going to degrade and there's no easy means of checking their ongoing serviceability engine oil and brake fluids, spark plugs and spin-on oil filters, for example.
4 To take whatever steps you can to keep things working properly and prevent or slow any deterioration in condition greasing those wheel bearings, bellcranks and pushrod ends, keeping those drain holes clear, treating that area where the paint’s started to bubble. Setting a few mousetraps and fixing that hole in the hanger roof.
INSPECT OR MAINTAIN
Owner "| paid my inspector to do the annual this year and would you believe he didn’t even grease the aileron hinges..." Inspector "Theowner brought me the aeroplane to me for its annual inspection and d’you know he hadn’t even greased the aileron hinges." As a bit of an aside, another thing that sometimes causes grief between owners This corrosion was found because the inspector made a concerted effort to thoroughly inspect the internals of the wing. Is such an inspection on your Maintenance Schedule?
“Quite a lot of useful evidence can be lost
cleaned up... stains from and also tell-tale streaks of
and their inspectors is failing to distinguish the difference between maintenance and inspection, leading to disagreements over what was expected of the inspector at renewal time. Strictly, like the MOT man with your car, the job of the LAA inspector is only to do the first bullet point above, ie the inspection element, plus, where appropriate, provide the certification signature. If he does the other three actions, which in effect, are the ‘servicing’ elements of maintenance, then he effectively puts on another hat and works for the owner independently of his approval by the LAA. Making clear exactly what you expect of your inspector, and the inspector what he expects of you, the owner, could avoid a lot of criticisms and disappointment. Inspectors sometimes gripe about being presented with aeroplanes for the annual check in a dirty state, and with the inspection panels still in place. | have some sympathy with this, but actually inspection-wise (sorry about that) quite a lot of useful evidence can be lost when an aeroplane gets cleaned up. Not only stains from leaking fuel, oil, brake fluid and exhaust, but also those tell-tale streaks from ‘smoking’ (loose) rivets, fretting cables and ‘high water marks’ left by standing water even the malodorous signature of animal life.
There’s much to be said for looking at the aeroplane first in its unwashed state, and then again once it’s been thoroughly cleaned and opened up.
The inspection elements of the maintenance schedule can only be effective if there’s adequate access. This means at the very least, removing all the inspection panels, wing root fairings, wing tips, belly panels and so on.
Maintenance schedules such as the LAMS, written with large fleets of almost identical Cherokees, AA5s and 172s in mind, tend to imply that this is as far you have to go as far as gaining access is concerned. In the more specialised, unproven, uncertified world of amateur built and vintage aircraft, the degree of access obtained this way is often not really adequate. The only way to really find out whether all’s well is to do a certain amount of dismantling removing fuel tanks, tail surfaces, wings, undercarriage legs etc. This is done both to look at the attachments of the removed components, but also to gain better access to the structure underneath, via the newlyexposed lightening holes in end ribs and so on.
Of course, unless you're into intensive low level aerobatics like the Red Bull folk, you’d not want to do all this sort of thing annually, but at longer intervals appropriate to the aircraft's design, usage pattern, storage and, frankly, decrepitude.
Some schedules (such as that for the Chipmunk in its RAF life) combined all of these ‘deep inspections’ into one total overhaul at every 1,500 hours or so of flying, but inthe LAA world it can be more effective to schedule different zones for stripping down at each annual so that it takes a few years to work through the whole aircraft, but the amount of strip-down and ‘deep inspection’ in any one year is not too off-putting. This way the aircraft never needs to be off-line for too long, or run the risk of falling defunct through the amount of work and expense needed to get it all together again and back in the air.
Next month: how to prepare your Tailored Maintenance Schedule.
eciding to have our first child was a big
The solution was simple a four seater aircraft. However, in practice this was not going to be simple. |wanted to operate from Deanland’s 450m grass runway, and this rules out most four-seaters. | ruled out the Jabiru due to some past experiences, so it came down to Cessna versus RV-10. | wanted to stick with a homebuilt, so | backed myself into a corner. There were only six RV-10s flying in the UK at the time, and | didn’t have a snowball’s chance in hell of buying one, so | decided to investigate building.
Firstjobwasatest flight,andColinLawgave me and Dave Ridley a flight in his fantastic G-RVTN. | was totally blown away. We were four-up, used hardly any runway for the take-off and flew from Strubby to Wickenby and back. Dave was a fantastic host and wouldn’t even take money for fuel.
The big day came, and | placed an order with the Van’s factory for the empennage kit. | then started discussions with my LAA Inspector Phil Trangmar, and he told me that there had been an advert in the LAA magazine for a partiallybuilt RV-10 kit. Not sure why | didn’t spot that myself but a quick phone call later, and lots of photos, and I'd rented a 7.5 tonne truck and was headed up to York to collect it.
The previous owner, Martin Hutton, had made some great progress ihe empennage and wing kits were complete and the fuselage was well underway. The quality of his workmanship was fantastic but he had totally run out of space, with it all crammed into a single garage. It was clear the first job for me was to actually assemble many of the parts he had built.
A year earlier, we’d moved into a new house in the country, a mile from the airfield, and it had a barn. OK, the wind blew through it and rats were living there, so it would need some
work. A new liquid screed floor gave me a perfectly level platform, and the inside was insulatedandboarded. | installedanairconditioning/heat pump with enough power to keep it at 21 degrees year-round, and the perfect workshop was born.
Avionics fit was the motivational driver for the whole project. My business is computer software, and I’ve been wiring things up since | was a kid. | wanted a clean panel with consistent user interface and maximum screen inches. This meant trying to get three screens in, from either Dynon or Garmin.
| had a play with both, and decided on Dynon. Whole arguments can be had on this topic and these following words are very much my own opinion. | decided to back Dynon due to their customer service and the fact that this is their flagship product rather than, for Garmin, a cheap version of their flagship product.
Dynon and Van’s both told me that three 10in
Dynon SkyViews would NOT fit on the panel; funny, because it looked like they would to me. | did a deal with Harry Mendelssohn to sell me three and let me return them if they didn’t fit. | then bought a Chinese CNC machine from eBay and used it to cut out the panel first in plastic then in the final aluminium sheet. I’m pleased to Say it all fits beautifully.
So, my avionics setup is three 10in Dynon SkyView Touches, dual Dynon COM, Dynon transponder, EMS and WiFi. Working alongside all this Dynon gear is a VP-X Pro, PMA450 Audio Panel and a Funke TM250 Traffic Detector.
The panel has the mandatory backup equipment of a small ASI, altimeter and compass as well as a “Kanardia Horiz” acting as a backup A/H but also displaying airspeed, altitude, etc. | also have a digital talking carbon monoxide detector and the ubiquitous USB power sockets.
CNC machine from eBay and used it to cut out then in the final piece. fits beautifully”
(Left)LateAugust 2015,the kit arrives and is laid out in the yet to be finished workshop.
(Opposite) Carldemonstrates just how big the RV-10is,seen herelooking resplendent on the apron atShoreham.
(Below)Earlyfire-up of the panelwhich consists of thethree 10in Dynon Skyview displays that the experts were surewould not fit.
The feature I’m impressed with the most is the ability for the iPad to connect to the panel using WiFi, and to then transfer a route at a single click. I’ve always had to do the route twice, and this eliminates it, brilliant!
The controversial decision, which goes against most opinions | received, was the decisionnottoincludeacertifiedGPS. | did this to fit in with my clean panel and consistent user interface. On the face of it, this appears to mean no glideslope and no GPS approaches. However, Dynon have now added vertical navigation right into the unit, so these downsides should now disappear once version 15 software is released.
So, with all of this planned and underway, the build started in October 2015. Our first child had been born a couple of months earlier, so the hours | was able to put into the build had to fit around a new and turbulent family life, as well as a full-time job.
(Right)Behind the scenes,fortunately Carl is very adeptatwiring. (Farright, top) Big aircraft, big engine a Lycoming 10-540fitted with athree-bladeconstantspeedMTMTV-12-Bpropeller. (Farright,bottom)Theverylabourintensivetopsection.CarlisnotaloneinwishingVan’s wouldimprovethequalityoftheirfibreglasscomponents. (Below)Paintingbegins.ProfessionalhelpwassoughtafterCarlrealiseditwastootime consumingtodoitallhimself.
For the first few months | found myself in a pattern of working at night my wife would often go to bed at 9pm expecting to be woken through the night, and I’d head to the workshop every day until midnight or tam. Then each weekend would be joined by my hangar partner Keith Mitchell, and we'd tackle the two-man jobs that had built up during the week.
ACCURATE DESIGN
We developed our very own riveting code language that when all was going well resulted ina “ON! ON! Lovely!” rhythm. We both found the metalwork part of the build satisfying, and often amazing when the top skin wrapped around over the instrument panel and all the holes lined up perfectly, we were in awe to the accuracy of the Van’s design and CNC manufacturing process.
Then phase two began, the fibreglass. It
seems to be a well-known fact amongst Van's builders that the fibreglass parts are not in he same league as the metalwork, and can attest to how true this is. The RV-10 has more ibreglass parts than most, with a giant cabin op, two doors and a whole lot of windows. The quality was really poor not structurally, that’s ine, but cosmetically.
In my opinion, Van's should gelcoat all of he moulded pieces, this would eliminate he pinhole problem on those parts at least.
The cabin roof was a nightmare because the outside of it was moulded and the inside is just he dirty hand layup which | had to sand and fill or a week before it had any chance of looking decent on the inside.
Then the doors were a whole different nightmare of their own you create them by joining two moulded parts together, and affixing the assembly to the outside of the aircraft so it assumes the same shape.
However, because it’s affixed to the outside of the cabin rather than inside the door recess, it’s inevitable it’s not actually going to fit, which means weeks of filling, sanding, moulding... until you get a decent fit. Then, to finish the doors, you have a nightmare of pinholes in a complex moulded pattern which are nigh on impossible to sand and sort out. chose textured paint for the inside to hide all the nasties, and thankfully it turned out | ooking great.
The aircraft felt very close to finished in June 2016, and the painting started. | had decided to paint it myself, partly for the challenge and partly because I’m a control freak and wanted it perfect. I’ve got a fair bit of painting experience, but after I’d sprayed the first coat of primer and flatted it, | realised it was going to take too long. | turned to Gumtree, where | advertised for a professional body shop guy to come and help. The chap | enlisted turned out
to be a true professional and worked with me to get a totally amazing paintjob, | could not be more delighted with it.
In August 2016 the aircraft finally moved up to the airfield for final assembly, weighing and final inspection before the paperwork was bundled up and sent off to the LAA. Final rigging and checks all went well, and the wait began.
Andy and Jon, in LAA Engineering, have helped me sort out quite a few Modifications needed to get all of this working. These were for the Dynon autopilot and auto-trim, twin pitot/ AOA probes, the ADAHRS mounting shelf in the tail cone, and the Andair fuel selector and tunnel access panel.
The Permit to Test Fly was granted in midOctober, and test pilot Tony Berryman took to the stage. The first flight went perfectly without a single snag, the only thing that needed adjusting was the propeller governor fine
“All
the holes lined up
awe to the accuracy of
process”
stop. A couple of days later, with the spats now on, we set off on the endurance flight, and the workload on this flight was immensetuning the autopilot, and checking and double checking everything. Plenty of small changes to the configuration, but again, no physical problems at all.
Finally, we filled up eight 20-litre bottles of water for ballast and did the maximum weight test from Goodwood, followed by the full test flight schedule. After that we landed, ditched the ballast and did a few more circuits to chalk up more landings. We’d clocked up six hours’ flight time (nearly nine hours on the engine) with 15 landings. Again, no problems whatsoever; it really could not have gone better.
My full Permit arrived in late November so we are now into winter and it will be next spring before she can really stretch her legs around Europe, but so far so good. | can’t wait!
speed MTMTV-12-Bpropeller. (Far right, bottom) The very labour intensive top section. Carl is not alone in wishing Van’s would improve the quality of their fibreglass components. (Below)Painting begins. Professional help was sought after Carl realised itwas too time
consuming to do it all himself.
For the first few months | found myself in a pattern of working at night my wife would often go to bed at 9pm expecting to be woken through the night, and |’d head to the workshop every day until midnight or 1am. Then each weekend | would be joined by my hangar partner Keith Mitchell, and we’d tackle the two-man jobs that had built up during the week.
ACCURATE DESIGN
We developed our very own riveting code language that when all was going well resulted ina “ON! ON! Lovely!” rhythm. We both found the metalwork part of the build satisfying, and often amazing when the top skin wrapped around over the instrument panel and all the holes lined up perfectly, we were in awe to the accuracy of the Van’s design and CNC manufacturing process. Then phase two began, the fibreglass. It
seems to be a well-known fact amongst Van’s builders that the fibreglass parts are not in the same league as the metalwork, and | can attest to how true this is. The RV-10 has more fibreglass parts than most, with a giant cabin top, two doors and a whole lot of windows. The quality was really poor not structurally, that’s fine, but cosmetically.
In my opinion, Van’s should gelcoat all of the moulded pieces, this would eliminate the pinhole problem on those parts at least. The cabin roof was a nightmare because the outside of it was moulded and the inside is just the dirty hand layup which | had to sand and fill for a week before it had any chance of looking decent on the inside.
Then the doors were a whole different nightmare of their own you create them by joining two moulded parts together, and affixing the assembly to the outside of the aircraft so it assumes the same shape.
However, because it’s affixed to the outside of the cabin rather than inside the door recess, it’s inevitable it’s not actually going to fit, which means weeks of filling, sanding, moulding... until you get a decent fit. Then, to finish the doors, you have a nightmare of pinholes in a complex moulded pattern which are nigh on impossible to sand and sort out. | chose textured paint for the inside to hide all the nasties, and thankfully it turned out | ooking great.
The aircraft felt very close to finished in June 2016, and the painting started. | had decided to paint it myself, partly for the challenge and partly because I’m a control freak and wanted it perfect. I’ve got a fair bit of painting experience, but after I’d sprayed the first coat of primer and flatted it, | realised it was going to take too long. | turned to Gumtree, where | advertised for a professional body shop guy to come and help. The chap | enlisted turned out
to be a true professional and worked with me to get a totally amazing paintjob, | could not be more delighted with it.
In August 2016 the aircraft finally moved up to the airfield for final assembly, weighing and final inspection before the paperwork was bundled up and sent off to the LAA. Final rigging and checks all went well, and the wait began.
Andy and Jon, in LAA Engineering, have helped me sort out quite a few Modifications needed to get all of this working. These were for the Dynon autopilot and auto-trim, twin pitot/ AOA probes, the ADAHRS mounting shelf in the tail cone, and the Andair fuel selector and tunnel access panel.
The Permitto Test Flywas granted in midOctober, and test pilot Tony Berryman took to the stage. The first flight went perfectly without a single snag, the only thing that needed adjusting was the propeller governor fine
“All the holes lined up
awe to the accuracy of
stop. A couple of days later, with the spats now on, we set off on the endurance flight, and the workload on this flight was immensetuning the autopilot, and checking and double checking everything. Plenty of small changes to the configuration, but again, no physical problems at all.
Finally, we filled up eight 20-litre bottles of water for ballast and did the maximum weight test from Goodwood, followed by the full test flight schedule. After that we landed, ditched the ballast and did a few more circuits to chalk up more landings. We'd clocked up six hours’ flight time (nearly nine hours on the engine) with 15 landings. Again, no problems whatsoever; it really could not have gone better.
My full Permit arrived in late November so we are now into winter and it will be next spring before she can really stretch her legs around Europe, but so far so good. | can't wait!
here have been so many changes in aviation over the last year that it is good to know we have the opportunity within our Strut programmes to keep up to date. It is a real pleasure to read of all the activities going on around the UK, why not meet new friends and enjoy the inspirational stories shared in monthlymeetings.So,a littlelateperhaps, make a resolution to visit your local Strut or group if you haven't already done so.
Among these stories are remarkable tales from times past, such as that of Jackie
Moggridge, one of the heroic pilots of the Air Transport Auxiliary who delivered every type of military aircraft flown in WWII. They often made do with little more instruction than a page of notes, and flights were usually solo, even in the multi-engined bombers.
Devon Strut was very fortunate to spend an evening in the company of Candy Atkins, daughter of Jackie Moggridge, to hear about her mother’s fascinating life. Thank you to Mike Mold for this taster of that story.
Born in Pretoria, South Africa, Dolores (Jackie) Sorour grew up with a determination
to succeed in a household with two elder brothers. She qualified in her teens for an aeronautical engineering diploma by correspondence from America, gained her ‘A’ flying licence and soloed at 16. Then, at age 17, she was the first woman to do a parachute jump in South Africa.
With her mother’s blessing, Jackie used her father’s inheritance to go to the Oxford College of Aeronautics in 1938 and, on the outbreak of war, she joined the WAAF and was set to work in a radar station at Rye for the duration of the Battle of Britain. When the chance came
(Left) Candy Adkins with Devon Strut chairman Dave Millin.
(Below) Jackie Moggridge ina Spitfire during her time with the ATA.
to transfer to the civilian Air Transport Auxiliary (ATA) at the end of July 1940, she joined the Hatfield Ferry Pool and was the youngest of the ATA female pilots, which included Amy Johnson and Lettice Curtis.
During the war she delivered more than 1,500 aircraft of all types, from Spitfires to Wellingtons, aided by the now famous ferry pilots’ notes.
The ATA women met with much gender discrimination but that didn’t diminish her love of flying.
After the war, Jackie joined the Exeter RAFVR and was one of only five women to get heir RAF wings. She subsequently got her commercial licence in the early 1950s and was hired to ferry surplus Spitfires from Cypus to he Indian Air Force operating in Rangoon, at a ime when tensions in the Middle East between srael and Iraq were high.
DRAGON RAPIDES
n 1957 Jackie joined LEC Refrigeration Ltd to fly their Avro Anson, which was used as an executive airborne sales room with fridges kept on board and flown overseas as far as South Africa for potential customers to view. Jackie then became the first female commercial Captain, joining Channel Airways at Southend to fly Dragon Rapides to Sandown, Jersey & Guernsey.
Amongst the honours bestowed on her was a Coronation Medal awarded by the Queen for her work during the war, and a War Commendation for Valuable Services in the Air, awarded by post-war Prime Minister Clement Atlee.
Jackie died in 2004 at the age of 81. Her ashes were scattered by Carolyn Grace over Dunkeswell airfield from a Spitfire (ML407), an aircraft Jackie had delivered from the factory at Castle Bromwich in early 1944.
Jackie married British Army Captain Reg Moggridge in Taunton, Somerset and raised two daughters, Jill and Candy, who have helped to keep their mother’s memory alive. Candy said that Jackie was like two women in one: artistic, romantic, forgetful and disorganised, but when she climbed into an aeroplane she became focused, calm and very capable! She loved many things: singing, dancing, sewing and painting, but her main passion in life was flying.
Strut members are indebted to Candy for sharing her thoughts about her inspirational mother. We were privileged to see her newspaper cuttings chronicling Jackie's life, inspect at first hand the volumes of her WWII logbooks (copies of which are kept in the ATA Museum at Maidenhead), and her book, Woman Pilot (1957) which was reprinted as Spitfire Girl: My Life in the Sky (2014) and which is recommended reading!
STRUT MEETINGS
Andover Strut
Spitfire Club, Popham Airfield, 19.30
Contactkeith.picton@ntlworld.com
9 January Han’s Adventures with the Great War Display Team by Richie Piper 13 February tba.
Bristol Strut
Room 1, BAWA Club, Filton, 19.30
Contact tw@bristol-wing.co.uk
10 January Highlights (or low points!) of your flying in 2016
7 February GASCo Safety Evening.
Devon Strut
The Ley Arms, Kenn, Exeter, 19.30
Contact david.millin@sea-sea.com
12 January Fiying the A10 Warthog by Steve Ladd
9 February AGM followed by Steve Slater CEO of LAA.
East of Scotland Strut
Harrow Hotel, Dalkeith, 20.00
Contact inrgibson001@btinternet.com
5 January no meeting planned.
East Midlands Strut
The Plough, Normanton-on-Soar, Leics 19.30 for 20.00
Contact tony@uraniborg.freeserve.co.uk
13 February TheWebsterWhirlwindby Ron Webster.
Gloster Strut
The Victory Club, Lypiatt Road, Cheltenham Contactharry.hopkins@talktalk.net
10 January AGM and 24th birthday celebration. From Paragliding to Power Flying by Fiona Macaskill.
Highlands & Islands
Highland Aviation, Inverness Airport, 19.30
Contact b.w.spence@btinternet.com 01381 620535
27 January tba.
Kent Strut
Cobtree Manor Golf Club, Maidstone, Kent. 20.00
Contact gary.james.smith@btinternet.com
26 January AGM and Glider Launching Thesis by Karl Martin.
LiNSY Trent Valley
For information see http.//linsystrut. wixsite.com/website 18 January visit to Humberside ATC No meeting February.
16 January speaker Brian Davies, LAA Chairman 20 February Yeovilton Air Traffic Control.
West of Scotland Strut
Bowfield Country Club, Howwood, PAY 1DZ 19.30
Contact nkg@barnbeth.demon.co.uk 01505 612493
4 January, and 1 February.
Note that some Struts make a small charge towards costs for non-strut members but all are welcome to attend the gatherings. Please e-mail any Strut newsletters to me at struts@ laa.uk.com and let me know if you have a feature story from your group.
picturesbyJustynHope
The Carbon Cub SS is a fine-looking aeroplane, with or without floats.
A touch of the Charles Blondin's is required to traverse the wire 'walkway' between the floats when the aircraft is on the water.
or your first take-off, don’t use more than half-throttle,” was the somewhat surprising briefing | receivedjust before departure at OxfordHenderson (KHNZ) airport in North Carolina. We were 525ft amsl, with the temperature outside registeringover 90°F.Sittingbehind me, and providing guidance, was EliteAircraft Services’ Chief Pilot Matt Walsh. | was just about to sample my first take-off from the hard runway in CubCrafters Carbon Cub SS amphibian N496CC, only the second of the type to be fitted with all-composite Aerocet amphibious 1500 floats.
The Carbon Cub EX-2 is already approved as a kit-build in the UK although, as yet, nobody is looking to build a float-equipped variant. However,floatflyingseemstobemakingabit of a resurgence and there are now a handful of UK training schools where you can earn a floatplane rating; so maybe it won't be too long before we see one of these superbly finished machines gracing UK skies.
CUBCRAFTERS BACKGROUND
The company was started in 1980 by Jim Richmond, initially to rebuild bent and broken Piper Cubs. It quickly grew into a successful refurbishment and modification shop, a side of the business that continues to this day. When old Cubs became harder to source, Richmond set to work designing a ‘new’ Cub, known as the Top Cub, which was built on a regular FAR Part 23 Type Certificate. Basically, the Top Cub is a slightly improved PA-18 Super Cub lighter, stronger and more refined but not cheap; base price is more than $200,000.
Cognisantof the potentialof the newLight R44 pilot James Wiltz positions well to capture the Cub getting up onto the step
Sport Aircraft (LSA) category, Richmond set about designing a lightweight Cub, and the Sport Cub with a 100hp Continental was born, alongside its sibling 180hp Carbon Cub, sold in kit form as the EX-2.
The EX-2 weighs in at 960lb empty, too heavy to make best use of the LSA category which has amaximum gross weight permitted of 1,320lb on wheels, or 1,430Ib on floats (as a US Experimental or UK homebuilt of course, the EX-2 is perfectly acceptable here as its full 1,865lb all-up weight can be utilised).
So, to provide a Light Sport machine that was able to use the more powerful 180hp engine and have a reasonable payload, the CubCrafters team set about bringing the empty weight down to under 900Ib, no mean feat with an airframe this large with a high power ‘traditional’ aero engine. To meet the numbers, CubCrafters’ elimination of excess weight has been relentless, although the key to their success is in the name ‘carbon’, as in carbon fibre, and there is lots of it!
Many major components, on both variants, originally manufactured in steel or aluminium, have been replaced by the lighter, stronger and more malleable carbon fibre, the largest of which is the fuselage tub, which fits from firewall to behind the rear seat. Richmond and his engineers took an extremely critical look at the EX-2 wing structure and managed to remove 22lb per wing by utilising lightweight extruded aluminium spars, as well as special two-piece stamped-aluminium ribs. The search for weight savings ensured that every unnecessary ‘extra’ accessory has been omitted, and every fitting has been scrutinised to remove anything unnecessary and the Carbon Cub SS comes in at a credible very
creditable 892lb empty.
According to the manufacturer, “the Carbon Cub SS is a modern, high performance aircraft that has taken the fundamentally superior design of the Piper Super Cub and reinvented it using 21st Century materials including carbon fibre and computer-aided design technology”. Personally, | think that describes the aircraft particularly well.
2014 MODEL LIGHT SPORT SS
The aircraft | am about to fly is a 2014 model Carbon Cub SS,which rolled out of the factory at the turn of 2015. Since completion it has accumulated only 60 hours on the airframe.
N496CCispoweredbya lightweight,highperformance, 180hp Titan 340CC engine, built by Engine Components International (ECi)of San Antonio, Texas. The engine features dual electronic ignition and an innovative cooling plenum that efficiently directs airflow to the cylinders and oil cooler. It also features a 4-into1 exhaust design weighing just 6.2lb around half that of a comparable systems. Aside from the obvious weight saving, it provides the engine with a unique ‘crackle’. The engine weighs less than 250lb, and is rated at 180hp for take-off and climb (for up to a maximum of five minutes), and 80hp for continuous power settings. At cruise power, fuel consumption is as low as five US gallons per hour. Currently, the engine has a TBO of 2,400 hours. It drives a two-blade Catto Composite Propeller of 80 inches.
This engine/prop combination provides a remarkable horsepower-to-weight ratio of 7.89lb/hp, which in turn provides a sea level climb of 2,100fpm. By comparison, the Cessna 172R is in the region of 15.33lb/hp and 650fom; >»
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while the Extra300L is 6.98lb/hp which puts things into perspective.
The aircraft has massive ramp appeal, its attractive silver and blue colour scheme emphasising its clean lines as it sits very high on a pair of Aerocet 1500 amphibious floats.
The floats have two 2.80x4 nose wheels and a pair of slightly larger - but still not really big 5.00x5 - main wheels; all the wheels appear relatively small in comparison with the size of the dominating floats.
The owner started using the Elite Aircraft’s corporate services back in 2007 when he acquired his first Cirrus. He owns multiple car dealerships and regularly travels to auctions to acquire used inventory for them.
He immediately started flight training with Elite because its scenario-based training fitted well with his busy lifestyle allowing him to train to and from business meetings, thereby not taking time out of his otherwise busy day. This style of training is particularly useful because not only are students learning to fly in their own aircraft, they are also flying the actual trios they purchased an aircraft for. His love of aviation has since taken him into helicopters, while Elite was also able to expose him to one of the finer adventures in aviation... what Matt Walsh calls ‘Carbon Cub therapy’. C)
N496CC is his second Carbon Cub and he is currently looking at a buying a third. Clearly, he is hooked on the type and maintains he will always own one. This is his first floatolane and he purchased it to gain experience, as well as enabling him to fly to and from his lake house. | must remember to buy that lottery ticket!
THE WALK-AROUND
The first task is a thorough walk-around. Matt explained how he likes to split the task into distinct sections, thereby preventing the chance of omitting a small but important item when jumping from one section to the other. He completes the aeroplane first and then the seaplane afterwards.
The first item on the checklist is to open both doors on the starboard side of the aircraft.
These split horizontally; the upper clips onto the wing while the lower folds down and is retained on the side of the fuselage. “The first test,” said Matt, “is climbing up the float without falling off.”
manage to avoid embarrassing myself and reach up behind the front seat and retrieve the fuel strainer, neatly secured to the fuselage side with Velcro. Next, | move along the float and up to the engine cowling to check the oil. The line is at four quarts and the level was
perfect. “Anything less that four quarts, we add some; anything more than that and it will usually burn down to it,” said Matt. “At present it is bang on the line and itwill stay there for the next 50 hours or until the next oil change.”
While up on the floats, | check that both fuel cap vents are pointed forward and then look into the cockpit to check the clear sight gauges. The port side tank shows threequarters, plenty for our trip today. After checking the cowling fixings, prop and spinner it is time to complete the fuel drain. Perhaps somewhat unusually, the new Carbon Cub features three fuel drains - two under the cowlinganda thirdattherearofthefuselage. The second, additional drain under the cowling was incorporated after the three-inch gear extension was added, which brought the nose of the aircraft up so high that it changed the effectiveness of the drain.
Moving around to the other side, the fuel quantity in the left wing tank is checked. Again, the sight gauge is indicating three-quarters. Next, look along the leading edge of the wing and check the jury strut attachment points, pitot tube and large LED landing light the Carbon Cub is cleared for night VFR in the US. The aileron cables run externally so all attachment points and the pulley are checked.
Continuingalongthe wing to thetip, the lights are checked. Moving to the rear of the wing, the aileronfixings and hardware are checked, along with the actuating cable which disappears into the wing.
Moving rearward to the tail, some differences with conventional aircraft are observed. First, | check the tail bracing wires are tight and secure. With off-airport landings the tailplane cantake a lotofabusefromdebrisso|pay specialattentiontoitsexaminationsomething necessary after every flight too. As with the PA-18,there is no trim tab to check although the jacking mechanism can be examined.
Walking past the tailplane and back towards the entrance, there is a third fuel drain to examine under the rearof the fuselage - for the three-pointattitudeofaconventionallygeared example. Then it is the turn of the starboard wing.
With the pre-flight inspection completed, | climb up the float - once again without embarrassment stow the fuel strainer in the rear pocket of the front seat before commencing the pre-flight inspection of the floats. The first place to check is inside the float, making sure there is no water from previous water landings. To gain access, |turn the large knob on the inspection panel and
“The stick appears to have two PTT buttons. even has a three-axis
lift the cover. It is bone dry! If there was any water in there, | would lift one of the rubber plugs nearest the compartment and attach the drain pump, before pumping it dry. I close the inspection cover and ensure the retaining knob is pointing towards the front of the aircraft. With the inspection panel hinging from the front of the aircraft, the airflow will keep it closed if it was to come open in flight. Then | press down on all of the rubber plug covers to ensure they are closed and secure.
At the front of each float is the nosewheel. Thisisinspectedforinflationpressure,general condition and ensuring there is no hydraulic fluid leaking from the extension/retraction mechanism. There is only one door on the aircraft so a cable runs between the floats at the front of the aircraft providing a rather precarious walk-way, allowing you to traverse from one float to the other, while you are on water. The starboard float is similarly inspected and when reach the rear of the float it is time toinspectthemainwheels.Thesearenoteasy to see but inspection of the disc brakes and pads, along with a lack of hydraulic fluid, can beachievedbycrouchingdownontoyour kneesand inspecting fromthe inside of each mechanism.
Before climbing aboard, Matt shows me how
a Wheels retracted ready for a water landing.
Note raised rudders at rear of floats, they will be lowered for taxying once the aircraft is settled on the water.
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while the Extra 300L is 6.98lb/hp which puts things into perspective.
The aircraft has massive ramp appeal, its attractive silver and blue colour scheme emphasising its clean lines as it sits very high on a pair of Aerocet 1500 amphibious floats. The floats have two 2.80x4 nose wheels and a pair of slightly larger - but still not really big 5.00x5 - main wheels; all the wheels appear relatively small in comparison with the size of the dominating floats.
The owner started using the Elite Aircraft’s corporate services back in 2007 when he acquired his first Cirrus. He owns multiple car dealerships and regularly travels to auctions to acquire used inventory for them. He immediately started flight training with Elite because its scenario-based training fitted well with his busy lifestyle allowing him to train to and from business meetings, thereby not taking time out of his otherwise busy day. This style of training is particularly useful because not only are students learning to fly in their own aircraft, they are also flying the actual trips they purchased an aircraft for. His love of aviation has since taken him into helicopters, while Elite was also able to expose him to one of the finer adventures in aviation... what Matt Walsh calls ‘Carbon Cub therapy’.
N496CC is his second Carbon Cub and he is currently looking at a buying athird. Clearly, he is hooked on the type and maintains he will always own one. This is his first floatolane and he purchased it to gain experience, as well as enabling him to fly to and from his lake house. | must remember to buy that lottery ticket!
THE WALK-AROUND
The first task is a thorough walk-around. Matt explained how he likes to split the task into distinct sections, thereby preventing the chance of omitting a small but important item when jumping from one section to the other. He completes the aeroplane first and then the seaplane afterwards.
The first item on the checklist is to open both doors on the starboard side of the aircraft. These split horizontally; the upper clips onto the wing while the lower folds down and is retained on the side of the fuselage. “The first test,” said Matt, “is climbing up the float without falling off.”
perfect. “Anything less that four quarts, we add some; anything more than that and it will usually burn down to it,” said Matt. “At present it is bang on the line and it will stay there for the next 50 hours or until the next oil change.”
While up on the floats, | check that both fuel cap vents are pointed forward and then look into the cockpit to check the clear sight gauges. The port side tank shows threequarters, plenty for our trip today. After checking the cowling fixings, prop and spinner it is time to complete the fuel drain. Perhaps somewhat unusually, the new Carbon Cub features three fuel drains - two under the cowlingandathird attherearofthefuselage. The second, additional drain under the cowling was incorporated after the three-inch gear extension was added, which brought the nose of the aircraft up so high that it changed the effectiveness of the drain.
Moving around to the other side, the fuel quantity in the left wing tank is checked. Again, the sight gauge is indicating three-quarters. Next, look along the leading edge of the wing and check the jury strut attachment points, pitot tube and large LED landing light the Carbon Cub is cleared for night VFR in the US. The aileron cables run externally so all attachment points and the pulley are checked. Wheels retracted ready for a water landing. Note raised rudders at rear of floats, they will be lowered for taxying once the aircraft is settled on the water.
| manage to avoid embarrassing myself and reach up behind the front seat and retrieve the fuel strainer, neatly secured to the fuselage side with Velcro. Next, | move along the float and up to the engine cowling to check the oil. The line is at four quarts and the level was
Continuing along the wing to the tip, the lights are checked. Moving to the rear of the wing, the aileron fixings and hardware are checked, along with the actuating cable which disappears into the wing.
Moving rearward to the tail, some differences with conventional aircraft are observed. First, | check the tail bracing wires are tight and secure. With off-airport landings the tailplane can take a lot of abuse from debris so | pay special attention to its examination something necessary after every flight too. As with the PA-18, there is no trim tab to check although the jacking mechanism can be examined. Walking past the tailplane and back towards the entrance, there is a third fuel drain to examine under the rear of the fuselage - for the three-point attitude of a conventionally geared example. Then it is the turn of the starboard wing.
With the pre-flight inspection completed, | climb up the float - once again without embarrassment stow the fuel strainer in the rear pocket of the front seat before commencing the pre-flight inspection of the floats. The first place to check is inside the float, making sure there is no water from previous water landings. To gain access, | turn the large knob on the inspection panel and
“The stick appears to have two PTT buttons. The upper button is a even has a three-axis
lift the cover. It is bone dry! If there was any water in there, | would lift one of the rubber plugs nearest the compartment and attach the drain pump, before pumping it dry. | close the inspection cover and ensure the retaining knob is pointing towards the front of the aircraft. With the inspection panel hinging from the front of the aircraft, the airflow will keep it closed if it was to come open in flight. Then | press down on all of the rubber plug covers to ensure they are closed and secure.
At the front of each float is the nosewheel. This is inspected for inflation pressure, general condition and ensuring there is no hydraulic fluid leaking from the extension/retraction mechanism. There is only one door on the aircraft so a cable runs between the floats at the front of the aircraft providing a rather precarious walk-way, allowing you to traverse from one float to the other, while you are on water. The starboard float is similarly inspected and when | reach the rear of the float it is time to inspect the main wheels. These are not easy to see but inspection of the disc brakes and pads, along with a lack of hydraulic fluid, can be achieved by crouching down onto your knees and inspecting from the inside of each mechanism.
Before climbing aboard, Matt shows me how
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the rear seat folds up and away, exposing a large baggage space that extends a good way down the fuselage; another very neat bush-style addition and typical of the attention to detail paid by CubCrafters.
Mattoffersthefrontseatand| willingly accept. Once aboard, he explains the panel, instrumentation and the operations of the hydraulic landing gear pump. The aircraft features the latest touch-screen Garmin G3X and within a few minutes, | am happy with its basic operations. Thankfully, it is a very intuitive system.
| ask Matt why the stick appears to have two PTT buttons. He explains the upper button is a PTT,while the lower is actually the autopilot disconnect. Yes, this beautifully-equipped LSA even has a three-axis autopilot installed.
It is time to start; the engine fires on the first urn of the key and | allow it to warm-up. “It axies like an old shopping trolley,” explains Matt, “and is easiest if you maintain a bit of momentum." As | gently increase power, it starts o move. Steering is provided by differential toe brakes and after just a few yards | appear to have mastered it, although | do have to maintain a high level of concentration to keep it on the centreline. Matt’s shopping trolley analogy for axying the Carbon Cub is a perfect description! | conduct the relatively simple power checks attheholdingpoint-thereis littlediscernible power drop - close the port window for take-off and enter the runway, ensuring she is lined-up straight down the runway. With Matt’s hand preventinguseofanymorethanhalf-throttle, | slowly add the power while gently increasing back pressure on the stick. Afterwards, Matt
said, “| made you do a half-throttle take off so you would have time to feel the plane out before it was airborne. Otherwise it happens so fast you miss out on the finer points, like keeping the plane straight!”
LEVITATION
The Carbon Cub doesn’t so much fly herself off; it is more a case of levitating away from the runway! The climb angle is steep and it is easy to maintain the best rate of climb speed 62kt (71mph) - while trimming accordingly. The climb to 1,000ft is rapid, taking less than a minute even with the relatively low-power setting. Here | level off and set course for Kerr Lake before reducing power to 1,900rem and trimming for an initial cruise of around 75kt. There is no hurry to get the undercarriage up.Afterall,thisisaleisurelyaircraft.|lift the T-handle and move it back to ‘up’, before moving my left hand onto the handle and pumping it forwards and backwards until the undercarriage is up. One yellow light goes out very quickly on the undercarriage display, and after five pumps all four ‘yellows’ have been extinguished and the first of the ‘blue’ (water landing lights) have illuminated. More pumping and eventually all four blue lights are shining brightly. | keep pumping until the process stiffens. The trim change during the process is minimal and easily adjusted once the gear is up - amirror is fitted on each wing so a visual check that the undercarriage is in the correct configuration is possible, and advisable. With the aircraft now clean (a relative term with a floatplane), it adds about five knots to the cruise speed, while the aircraft consumes
180hp that's a lot of power for a Light Sport Aircraft. Cowling is a work of art in carbon fibre.
Undercarriage indicator lights warn of wheels up or down.
around just 3.5 gallons per hour at this setting. If you want to go quicker, 2,300rpm will give you around 90kt at 6gph, while 2,500rom provides close to 100kt at 8.5gph. However, this aircraft operates as a LSA and the horsepower has to be controlled by the pilot to operate within that catergory’s limitations although | feel sure the aircraft and engine are not necessarily aware of them! Inside the aircraft is a placard detailing the Maximum Continuous RPM settings, which at sea level is 2,050rpm and at 2,000ft is just 2,100rpom.At 2,000ft, 1,900rem produces just 58hp (32% of the available power) and provides a TAS of 75mph while burning just 3.3gph. For 2,000 rom the numbers are 67hp, (387%of the power) at 78mph burning 3.7gph. At the top end of the 2,000ft scale, the maximum rpm is 2,150 using 80hp (44% of the available power) with a TAS of 89mph at 4.4gph (all figures US gallons).
We had departed Oxford-Henderson with the right doors open, a configuration that has a limiting speed of 80kt, and | have to admit that it was initially difficult to keep to this speed, as the aircraft just wants to get on. | also opened the left-hand window which added another stream of cooling air, while providing an excellent armrest for my throttle hand.
My first reaction to the aircraft is ‘do not forget your feet’ but the aircraft is light and very easy to fly. It can be trimmed to fly hands and feet off although at first it tended to appear to roll a little to the right. Matt quickly noticed | was flying very slightly out of trim and once the ball was centred, it flew hands and feet off beautifully.
ordinated turns, left and right are straightforward, although ifyou forget the rudder it quickly reminds you to re-engage your feet. Like the original Piper Super Cub, there is a tendency for adverse yaw Soit is always best to lead into the turns with rudder. In pitch, the controls were similarly light but positive and the aircraft soon returned to straight and level once the stick was released.
The electric trimmer switch on top of the stick is easily operated with the right thumb. As expected, at different power settings and speeds, the aircraft does need re-trimming but the position of the switch and its smooth actuation makes it all very comfortable.
This is strictly a fun aircraft with a capital ‘P’. Operating in the North Carolina sunshine with the outside temperature at around 94°F, and cruising around with both door flaps on the right and the window on the left wide open, it provides a most pleasant and comfortable environment. The view from the aircraft is excellent, aside from directly above, although there is a large, clear-view panel in the roof to improve that. The UK summer would provide an equally pleasurable experience, although for the remaining seasons the aircraft has a great cabin heater for both the front and rear occupants.
SLOW SPEED HANDLING
Next was the examination of slow speed flying and here the Carbon Cub produces something of a surprise. Either clean at an indicated 40mph or with flap at just 32mph, it simply mushes down with a slight airframe buffet, clearly letting you know it is stalling.
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Howeverhard|tried,|wasunabletogetafull break on the stall, or any wing drop. It really is that docile. Clearly, the leading-edge vortex generators are very effective.
After exploring the slow-speed handling, we continued in the direction of Kerr Lake. To say Kerr Lake is big is something of an understatement. It has over 850 miles of shoreline which stretches across Vance County and the North Carolina/Virginia state line, making it one of the largest lakes in the southeastern US. It is also one of the most beautiful with wooded shores, secluded coves and tranquil picnic areas.
As we approach the water, it seems that most of the local population is enjoying the freedom of the lake. There are numerous pleasure craft including large numbers of jet skiers making their patterns across the water. Looking for a suitable landing site entails a trip across the lake at 500ft amsl.
FEET WET
The patterns on the water indicate that the wind haspicked-up a littlefromthecalmconditions at Oxford-Henderson. Eventually, Matt points out a clear space and | position the aircraft into a right-hand downwind approach while checking out the site. “Approach between the ‘V’ in the trees,” is the instruction from the back, “and the first stage of flap will help”. | reduce power with my left hand and then move it up to the flap handle. Releasing the lock, | pull the first stage of flap on briskly. That was a mistake! The trim change is immediate and needs to be dealt with. “Pull the flap down slowly and it gives you time to trim while the
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flap is coming on,” is the excellent advice from the back. As we descend below 500ft above the surface, the Bitchin Betty announces - in a beautiful female voice - that the undercarriage configuration is set for a water landing. Despite trustingherguidance, | stillcheckboththe four blue indicators on the panel, as well as both wing mirrors for confirmation before acknowledging the message and disarming the alarm. Landing on the water with the wheels down can end badly! settle the aircraft back to 60kt and re-trim before positioning on a curving right base, keeping the gap inthe trees in sight. | apply the second stage of flap slowly, re-trimming with my right thumb as | do so. With the power all the way back, | aim at the gap in the trees at around 50kt. Getting slightly low and rather close to the tops of the trees, a quick application of power rectifies the situation and once again it is back to idle as we pass the trees and aim at the water.
As approach the water surface, clearly visible from the ripples, | level out around 3ft above the surface and gently ease back on the stick until the floats touch the water. The aircraft decelerates quickly and when release the back pressure the aircraft settles onto the surfaceandstopsinwhat|estimateasalittle over 500ft. The Carbon Cub flatters to deceive as it made my rather clumsy landing look smooth - or is it really that easy an aircraft to land on water?
| lift the water rudders off the hook and lower them into the water; now we are just another boat! At least we have some control as gently manoeuvre the aircraft around the surface. It gets easier with practice. Clearly, the wind has increased somewhat and the crosswind is having an impact on our slightly less-thanstraight transition across the water. While boating can be fun, flying can be a lot more fun so let’s get this lovely aircraft back into the air where she belongs. start to taxy back to the corner of the lake where had landed, ensuring the longest possible run. “No need for that,” is the response from the back seat. “You can take off and land more than once in the distance available." Perhaps | was thinking like a J3C85 Cub floatplane pilot at Jack Brown's in Winterhaven, Florida rather than a Carbon Cub pilot. | turned the aircraft into wind, raised and secured the water rudders, took a good, hard look around the busy lake and, once satisfied it was clear, slowly opened the throttle to half power while easing back on the stick. She quickly rose onto the rear portion of the float before | reduced the back pressure on the stick to get her onto the step, and she continued to accelerate all the while using the rudder to keep here straight.
One problem with the ultra-smooth Aerocet carbon floats is that the surfaces are almost friction-freeandprovide a levelofsuctionwith the surface of the water unlike metal floats
where the lines of rivets produce a ‘broken’ contact. Consequently, with glassy water, you may have to physically break the contact of floats on the surface of the water with positive back pressure; not much but just enough, otherwise the aircraft may not fly itself off the surface.
The run over the surface is very short and with gentle back pressure she lifts quickly and climbs away, after an estimated run of around a
800ft under my somewhat clumsy control. | push the nose down to improve the view and she continues to climb at an excellent ratearound 1,400fom before | quickly level off at 500ft above the water. The Carbon Cub amphibian possesses amazing performance on and off the water.
Weflew around the lake for a good five minutes trying to seek out an area for another water landing, but were foiled by the sheer number of weekend visitors. “The lake is much quieter during the week but an extremely popular recreational location at the weekend,” was Matt's explanation. “Don’t forget to wave at the boats as you pass over them, they love to see you." As we passed over the next boat, we both waved at the occupants through the open window and they were quick to respond.
FEET DRY
With space on the lake somewhat limited, we setcourseforhomeand|climbedjustalittle as we were flying over endless trees. While the
view at 500ft was spectacular, there is nothing likealittle heighttoprovidevaluabietimeif something does go wrong. Up at the dizzy height of 1,000ft soon pick out the airport and positioned for a straight-in approach. “Aim to cross the numbers at 50 knots,” is the advice from the back. But first must deal with the undercarriage.
With my left hand on the ‘T’-bar, | lift it and move it forward to the ‘down’ position and start pumping. Quickly, two blue lights extinguish, followedshortlybyallfour.Withfurther pumping the yellow lights start to illuminate and finally all four are lit. keep pumping until the handle gets stiff and prevents any further movement. A quick check in the mirrors confirms the gear is down.
At around one mile out, reduce power and pitch up very slightly, bleeding the speed off to around 60kt despite the fact that the flap limiting speed is a healthy 85mph. Next, | slowly lower the first stage of flap (15°) and adjust the trim as the flaps travel down. The aircraft slowly pitches nose down, providing an excellent view of Henderson’s runway.
As we slow-up, Bitchin Betty warns us of the impending need for the undercarriage.
With the wheels already down, the warning voice is now maie (Bitchin Berty perhaps). | acknowledge the message and cancel the illuminatedwarningintheprocess,although | do check both mirrors again, just to be sure.
As|getontoshortfinal |pullonthesecond
stage of flap (30°) and re-trim. There is a further third stage of flap at 50° but there is no need to employ itwith more than 500ft of runway ahead and we do not need to stop on a sixpence. The view throughout the approach is excellent. With the numbers coming up, reduce thespeedto55ktandcrossthenumbersat
SOkt,holding the aircraft a few feet above the runway. With a very gentle increase in back pressure, while slowly reducing the last remaining trickle of power, she sets down gently on all the main wheels before gently loweringontoall four.Steeringis immediately available through the rudder. We roll gently to a halt without heavy braking. The shopping trolley has landed.
| then ask Matt to demonstrate a full-power, shortfieldtake-offfollowedbythefull-flap shortfieldlanding.Heappliesthefirststage offlapandholdsthebrakesfirmlyon.Nexthe appliesfullthrottlewhilecheckingthegauges and releases the brakes. The aircraft rotates at just 40mph and quickly accelerates to Vx of 50mpnh.It is all over and done with in just 100ft of runway, even with the floats. He tells me that with experienced pilot technique you can ‘pop the flaps’ temporarily pull full flaps, which pops the plane into ground effect then accelerate out. This will result in an even further reduction in the take-off run.
It all happens in a flash and therein lies the potential problem. The Carbon Cub can be airborne and climbing away before you realise
what has just occurred, hence the earlier encouragement from Matt to use only halfthrottle. “Slow the process down and Jearn exactly how it handles before going flat out." After a short, tight circuit Matt sets the aircraft up for a short-field landing, which he completes impressively in less than 150ft. Matt returns control to me and | taxy back to the ramp before shutting down.
If you are not yet convinced of the amazing short field performance of the Carbon Cub, take a look at some of the YouTube videos of the Valdez STOL competition in Alaska, along with the International Seaplane fly-ins. The Carbon Cub has won the short take-off and landing competition for many years, upsetting lots of the remaining competitors. Consequently, the organisers of some competitions have changed the rules, introducing a special class just for Carbon Cubs, thereby giving everyone else an opportunity to win. That fact pretty much sums up the Carbon Cub. It is a very special aircraft, clearly in a class of its own, with a very high level of attention to detail and extraordinary performance.
If you want a fun, highly capable aircraft that can shoot an autopilot ILS approach to a major airportandthenlandona verysmallpiece of grass or on water, the Carbon Cub is the aircraft for you. It’s not just a dream; the new Carbon Cub Light Sport SS amphibian, or a similarly equipped EX-2, ts reality.
Landing on the small wheels takes care. Taxying is bit
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lap is coming on,” is the excellent advice from he back. As we descend below 5S00ft above he surface, the Bitchin Betty announces - ina beautiful female voice - that the undercarriage configuration is set for a water landing. Despite rustingherguidance, | stillcheckboththe our blue indicators on the panel, as well as both wing mirrors for confirmation before acknowledging the message and disarming he alarm. Landing on the water with the wheels down can end badly!
| settle the aircraft back to 60kt and re-trim before positioning on a curving right base, keeping the gap in the trees in sight. | apply the second stage of flap slowly, re-trimming with my right thumb as | do so. With the power all the way back, | aim at the gap in the trees at around 50kt. Getting slightly low and rather close to the tops of the trees, a quick application of power rectifies the situation and once again it is back to idle as we pass the trees and aim at the water.
As | approach the water surface, clearly visible from the ripples, | level out around 3ft above the surface and gently ease back on the stick until the floats touch the water. The aircraft decelerates quickly and when | release the back pressure the aircraft settles onto the surfaceandstopsinwhat|estimateasa little over 500ft. The Carbon Cub flatters to deceive as it made my rather clumsy landing look smooth - or is it really that easy an aircraft to land on water?
| lift the water rudders off the hook and lower them into the water; now we are just another boat! At least we have some control as | gently manoeuvre the aircraft around the surface. It gets easier with practice. Clearly, the wind has increased somewhat and the crosswind is having an impact on our slightly less-thanstraight transition across the water. While boating can be fun, flying can be a lot more fun so let’s get this lovely aircraft back into the air where she belongs.
| start to taxy back to the corner of the lake where | had landed, ensuring the longest possible run. “No need for that,” is the response from the back seat. “You can take off and land more than once in the distance available." Perhaps | was thinking like a J3C85 Cub floatplane pilot at Jack Brown’s in Winterhaven, Florida rather than a Carbon Cub pilot. | turned the aircraft into wind, raised and secured the water rudders, took a good, hard look around the busy lake and, once satisfied it was Clear, slowly opened the throttle to half power while easing back on the stick. She quickly rose onto the rear portion of the float before | reduced the back pressure on the stick to get her onto the step, and she continued to accelerate all the while using the rudder to keep here straight.
One problem with the ultra-smooth Aerocet carbon floats is that the surfaces are almost friction-freeandprovidea levelofsuctionwith the surface of the water unlike metal floats
where the lines of rivets produce a ‘broken’ contact. Consequently, with glassy water, you may have to physically break the contact of floats on the surface of the water with positive back pressure; not much but just enough, otherwise the aircraft may not fly itself off the surface.
The run over the surface is very short and with gentle back pressure she lifts quickly and climbs away, after an estimated run of around 800ft under my somewhat clumsy control. | push the nose down to improve the view and she continues to climb at an excellent ratearound 1,400fpm before | quickly level off at 500ft above the water. The Carbon Cub amphibian possesses amazing performance on and off the water.
We flew around the lake for a good five minutes trying to seek out an area for another water landing, but were foiled by the sheer number of weekend visitors. “The lake is much quieter during the week but an extremely popular recreational location at the weekend,” was Matt’s explanation. “Don’t forget to wave at the boats as you pass over them, they love to see you." As we passed over the next boat, we both waved at the occupants through the open window and they were quick to respond.
FEET DRY
With space on the lake somewhat limited, we setcourseforhomeand|climbedjustalittle as we were flying over endless trees. While the
view at 500ft was spectacular, there is nothing likea littleheighttoprovidevaluabletimeif something does go wrong. Up at the dizzy height of 1,000ft | soon pick out the airport and positioned for a straight-in approach.
“Aim to cross the numbers at 50 knots,” is the advice from the back. But first | must deal with the undercarriage.
With my left hand on the ‘T’-bar, | lift it and move it forward to the ‘down’ position and start pumping. Quickly, two blue lights extinguish, followed shortly by all four. With further pumping the yellow lights start to illuminate and finally all four are lit. | Keep pumping until the handle gets stiff and prevents any further movement. A quick check in the mirrors confirms the gear is down.
At around one mile out, | reduce power and pitch up very slightly, bleeding the speed off to around 60kt despite the fact that the flap limiting speed is a healthy 85mph. Next, | slowly lower the first stage of flap (15°) and adjust the trim as the flaps travel down. The aircraft slowly pitches nose down, providing an excellent view of Henderson's runway.
As we slow-up, Bitchin Bettywarns us of the impending need for the undercarriage. With the wheels already down, the warning voice is now male (Bitchin Berty perhaps). | acknowledge the message and cancel the illuminated warning in the process, although | do check both mirrors again, just to be sure. As | get onto short final | pull on the second
stage of flap (30°)and re-trim. There is a further third stage of flap at 50° but there is no need to employ it with more than 500ft of runway ahead and we do not need to stop on a sixpence. The view throughout the approach is excellent. With the numbers coming up, | reduce the speed to 55kt and cross the numbers at 50kt, holding the aircraft a few feet above the runway. With a very gentle increase in back pressure, while slowly reducing the last remaining trickle of power, she sets down gently on all the main wheels before gently lowering onto all four. Steering is immediately available through the rudder. We roll gently to a halt without heavy braking. The shopping trolley has landed.
|thenaskMatttodemonstrate a full-power, short field take-off followed by the full-flap short field landing. He applies the first stage of flap and holds the brakes firmly on. Next he applies full throttle while checking the gauges and releases the brakes. The aircraft rotates at just 4Omph and quickly accelerates to Vx of 50mph. It is all over and done with in just 100ft of runway, even with the floats. He tells me that with experienced pilot technique you can ‘pop the flaps’ temporarily pull full flaps, which pops the plane into ground effect then accelerate out. This will result in an even further reduction in the take-off run.
It all happens in a flash and therein lies the potential problem. The Carbon Cub can be airborne and climbing away before you realise
what has just occurred, hence the earlier encouragement from Matt to use only halfthrottle. “Slow the process down and learn exactly how it handles before going flat out."
After a short, tight circuit Matt sets the aircraft up for a short-field landing, which he completes impressively in less than 150ft. Matt returns control to me and | taxy back to the ramp before shutting down.
If you are not yet convinced of the amazing short field performance of the Carbon Cub, take a look at some of the YouTube videos of the Valdez STOL competition in Alaska, along with the International Seaplane fly-ins. The Carbon Cub has won the short take-off and landing competition for many years, upsetting lots of the remaining competitors. Consequently, the organisers of some competitions have changed the rules, introducing a special class just for Carbon Cubs, thereby giving everyone else an opportunity to win. That fact pretty much sums up the Carbon Cub. It is a very special aircraft, clearly in a class of its own, with a very high level of attention to detail and extraordinary performance.
If you want a fun, highly capable aircraft that can shoot an autopilot ILS approach to a major airport and then land on a very small piece of grass or on water, the Carbon Cub is the aircraft for you. It’s not just a dream; the new Carbon Cub Light Sport SS amphibian, or a similarly equipped EX-2, is reality.
Wingspan 10.41m
6.90m
2.97m
AND LOADINGS
PERFORMANCE
AAaT=aexel a StallStall(noflaps)35kt(flapsnopower)28kt Take-offto 50ft(water)168m,(land)223m Landingfrom50ft(water)374m,(land)440m Maxrange391nm
ENGINE AND PROPELLOR
180/80hp ECI CC340 driving a two-blade, fixed-pitch Catto propeller
MANUFACTURER
CubCrafters, 1918 South 16th Avenue, Yakima, Washington 98903, USA W: www.cubcrafters.com http://cubcrafterseurope.com
PRICE AS TESTED
$286,500 (factory built) The EX-2 kit starts at $78,750 ex-factory
he granting of an agreement from the Civil Aviation Authority to allow certain Permit to Fly aircraft to fly at night and/or under Instrument Flight Rules is a breakthrough in many ways for the LAA. Not only does it represent the culmination of more than nine years of work by LAA volunteers and the Association’s Engineering staff, it is another very significant example of the new atmosphere of increased delegationfrom the CAA underthe terms of our A8-26 engineering approval arrangements. It is also a classic example of what we can when Mike Barnard, at thetime ar Director and Chairman EnvironmentCommi oe lay
individual agreement of the CAA (which | think was only ever extended to the mighty Vulcan!). The CAA has now agreed that under LAA’s BCAR A8-26 Approval, that “subject to additional design and assessment Criteria and continuing airworthiness provisions”, they will allow the LAA to clear individual Permit to Fly aeroplanes for flight at night and/or under IFR in UK airspace.
Interms of risk assessment, flying singleengined aircraft in IMC or at night is a higher risk activity than flying those same aircraft during the day in VMC, as the consequences of any failure, especially engine failure, are more difficult to deal with. Each individual owner seeking night or IMC/IFRclearance should understand the risks and ensure the aircraft is equipped to as far as possible
demonstrate and be maintained to meet an agreed set of criteria. The CAA has naturally been cautious about extending these clearances to such a diverse fleet as the LAA’s, and a great deal of work has been involved in the complexities of developing appropriate criteria and processes, and demonstrating that they are fit for purpose. The acceptance of the Night IFRcriteria by the CAA follows a detailed review of the LAA’s risk-based safety case and a successful trial period on four representative aircraft which have been evaluated using the LAA’s newly-developed procedures.
SO,
WHAT DO! DO NEXT?
Around 50 members have so far indicated a wish to have their aircraft reviewed for potential Night IFRuse, and an initial batch of ten aircraft are currently under assessment. For anyone thinking about applying for their aircraft tobeassess i thefirststepshouldbeto
LAA aircraft operation at night and/or in IMC conditions, how to apply for the day-VFR limitation to be removed from your aircraft's Operating Limitations document and the rules ’ developed to ensure that such an aircraft has the appropriate handling qualities and is suitably equipped. Technical Leaflet TL 2.28 details what equipment is required to be installed and the rules ensuring the robustness and reliability of the installation. It also includes guidance and advice on how the documentation should be completed.
In general, owners of previously type certificated aeroplanes, that is aeroplanes that have previously held a Certificate of Airworthiness and were previously cleared for night IFRuse, are likely to find this process straight forward, as long as their aeroplanes have not been modified too far from the original certified configuration. Owners of amateurbuiltaircraftmayfindcompliancealittle more challenging, but work on the four trial aircraft which demonstrated the process to the CAA, clearly showed both home-built and former certificated aircraft can equally comply, with the trials being carried out on a Van's RV-6A,
AIRCRAFT TYPES examples of which are expected to be able to be cleared for IMC and/or night operation, subject to assessment of individual examples:
@All ex CofA types that have been previouslycertifiedfor IMC or nightoperation
e Vans RV-6, -6A, -7, -7A. With a restricted aft cg limit
e Vans RV-9, -9A
e Vans RV-10
@Glasair |. With a restricted aft cg limit and modification to enhance lateral stability.
Aircraft types that are likely to be suitable fornight/IMCclearancesubject tofurther investigationof the type and assessment of individual examples:
e Vans RV-4,-8/-8A Likely to require restricted aft cg limit
REGULATIONS
and RV-7, a Glasair 1 and a SAL Bulldog. All passed the tests although some required modifications or restrictions on their centre of gravity ranges, perhaps demonstrating that safe Night-IFR capability is about much more han the instrument fit.
Acceptance of an aircraft tyoe depends on it having been assessed as having suitable flight handling qualities, adequate panel space for an IFRfit, and a defined minimum wing loading of 60kg/sq m. Any ‘new’ first example of a ype being assessed for Night IFRoperation will require a detailed flight test by one of LAA’s qualified test pilots to re-examine its lying qualities. Former certified types that have previously been approved for night and/ or IFRoperation might not need a handling qualities evaluation, depending on whether any modifications have been made since moving to a permit.
APPLYING FOR AN IFR PERMIT TO FLY
This is a four stage process:
1 Assessment of the suitability of the aircraft type
2 Application for approval
11S MYAIRCRAFT ELIGIBLE FOR NIGHT IFR FLYING?
Not automatically. First, we need to find out if your aircraft type is suitable, then look at your aeroplane in particular. Ifthe aircraft type has already been found suitable for Night IFR flying by the LAA,then the assessment of your individual aircraft consists of first reviewing its compliance with the type design standard, to make sure that its modification state has not impacted on itsgeneric ‘type’ acceptance, and then to check the level of equipment fitted and supplies, and finally a special inspection of its systems for function and quality of installation. The aircraft will also need to have accumulated prove its reliability.
2 WHAT ARE THE CRITERIA FORA TYPE TO QUALIFY?
Acceptance of an aircraft type depends on it having been assessed as having suitable flight
IFRfit, and a defined minimum wing loading notto be inordinatelyaffected by gusts (the being assessed for Night IFRuse will require a detailed flight test by one of LAA’s qualified
certified types that have previously been approved for night or IFRoperation might not need a handling qualities evaluation, depending on the modifications fitted since moving to a permit.
More information can be found in LAA Technical Leaflet TL 2.27 which can be downloaded from the LAA website.
3 HOW DO! FIND OUT IF MY AIRCRAFT IS LIKELY TO QUALIFY?
Information on the required levels of equipment and approved types can be found in LAA
3 Assessment of the data provided and the aircraft
4 Final approval and potential re-issue of the Operating Limitations document.
Stage 1 Assess type suitability
Taking into account a number of factors such as design strength, stability, performance, wing-loading and powerplant type, LAA considers the types in the adjacent list (sidebar 1) to be potentially suitable for Night-IFR, subject to individual application and assessment. This list will be reviewed and updated from time to time, but it is unlikely that LAA would support a recommendation for approval of a type which has a wing loading less than 60kg/sq m due to concerns regarding pilot workload in conditions of turbulence. Clearly any aircraft not on this list will take significantly longer to approve than a previously-approved type. It is recognised that many LAA types have a lighter wing loading than 60kg/sq m, including some previously Type Certificated aircraft, so this limit may be reviewed as more experience is gained in assessing aircraft.
Stage 2 Owner applies for approval
The process starts with the aircraft owner completing an application form (downloadable from the LAA website) and returning it to LAA Engineering. This will describe the build and modification history of the aircraft and should initially include information that is easily available to the owner. LAA Engineering will appoint a technical assessor to review the aircraft and agree with the owner where further detail is required. Owners should not go to any great expense before this initial assessment is carried out. Payment for this assessment will be agreed between the assessor and the applicant on a similar basis to the arrangements you make with your regular LAA inspector. If your aircraft type is one the LAA has not yet assessed, your aircraft will be required to undergo a flightevaluationtoassesswhether the type’s flying qualities make it suitable for IMC/IFR/Night approval. If your aircraft is a type not already equipped for IFR, don’t undertake the costly business of equipping it for IFRoperation until the tyoe has successfully completed the First of Type evaluation process. Some LAA aircraft types might not satisfy the
procedures. As many appropriate aircraft are by their nature more complex types, this will include areas such as engine and propeller overhaul schedules, instrumentand electrical systems inspections.
Technical Leaflet TL 2.28. It’s important to remember that the equipment is only as good as the installation, so the architecture of the systems design will also need to be assessed for the electrical system the starting point is the aircraft's wiring diagram.
41AM CURRENTLY BUILDING AN AIRCRAFT. WHAT EQUIPMENT SHOULD | FIT?
Detailsof specific requirements and equipment for Night/IFRclearance can be found in LAA Technical Leaflet TL 2.28.
5 WILL MYAIRCRAFT NEED A SPECIALIST FLIGHT TEST?
Ifthe type is one that LAA has already cleared for Night/IFR,and your aircraft isa fairly standard example all home- or kit-built aircraft are inevitably different to a degree - then it will only need a simple check flight by a suitably qualified pilot to make sure the installed systems work properly when airborne.
6 MY AIRCRAFT WAS ORIGINALLY CERTIFIED FOR NIGHT/IFR. WHY CAN'T | FLY SIMILARLY ON A PERMIT RIGHT NOW?
The LAA needs to ensure that the aircraft, now being operated outside a certified maintenance regime, stillhasthe appropriate equipment and that it is in a suitable condition for safe operation. Most former certified aircraft are heritage types which (unless they have been upgraded), may have aging equipment and electrical systems which will need particularly careful checks to see if they remain fit for purpose under Night/IFRoperation.
7 WILL THERE BE SPECIAL MAINTENANCE OR CONTINUED AIRWORTHINESS REQUIREMENTS?
Yes. These will need to be included in your Tailored Maintenance Schedules and Inspection
8 lM NOT INTERESTED IN IFR, BUT I'D STILL LIKE TO BE ABLE TO FLY AT NIGHT. IS THAT POSSIBLE?
Yes. The procedures include provisions for Night VFR-only.
9 HOW MUCH IS IT GOING TO COST?
We want to keep administrative costs as low as possible for the process, which we believe will significantly enhance flight safety.Therefore the initial cost will be the assessment fee, which will be agreed between the applicant and the volunteer assessor, based on the likely complexity of the review process, in a similar manner to the agreement you reach with your Inspector. Once the assessment is processed, the LAA will charge an administrative fee of £250 at the time the revised Operating Limitations is issued. This covers both HQ admin and review time, plus a contribution to the costs incurred over the years as this project was brought to fruition.
10 WHY HAS ITTAKEN THE LAA SO LONG TO OFFER THESE APPROVALS?
The CAA has naturally been cautious about extending these clearances to such a potentially diverse fleet, and a great deal of work has been involved inthe complexities of developing appropriate criteria and processes, and justifying to the CAA (and ourselves) that these are valid and fit for purpose. In addition, most of the work in developing this has been carried out by LAA volunteers, to minimise the impact on LAA staff resources. Credit should be given both to these volunteers and to the CAA’s GA Unit, who have worked with the LAA at a very detailed level to create a successful final outcome.
requirements of the assessment because of their handling qualities or other features.
Stage 3 Assessment of Data and Aircraft
Once the required data has been provided, the assessor will evaluate the aircraft and is likely to need to visit to the aircraft. Main areas of study will be the equipment fitted, the design of the electrical system and the standard of its installation. A flight test may be required: this should be within the current Permit operating envelope so will not require a specific flight test authorisation. The assessor will make a report to LAA Engineering on the suitability of the aircraft.
Where approval for night operation is requested, a night lighting evaluation will be required, which may include an evaluation flight. Any evaluation flight will be outside the current permit operating limitations and will require a specific flight test authorisation, issued by LAA Engineering.
Where an aircraft is found to be unsuitable for IFRapproval, the LAA assessor will report that to LAA Engineering and the owner. The assessor may be able to work with the owner and LAA Engineering to modify the aircraft's equipment or behaviour, but also may report the deficiencies that require correction and leave those activities to the owner using the normal LAA modification processes.
Stage 4 Documentation and Final Approval
Once all of the required data is provided, it will be forwarded to LAA Engineering in the form of an ‘IFR Checklist’ and supporting documents, including a systems wiring diagram, and an electrical load analysis. The aim is to collect all the data required to enable the final approval to take place.
In addition to the technical data, we would also expect to see an approved Flight Manual or Pilot's Operating Handbook (POH) for former certificated aircraft. Owners of amateur-builts will be required to present a POH including data on systems operations and emergency procedures, for the immediate reference of the pilot. For those types that aren’t already provided with a POH by the manufacturers, a generic LAA template is available.
On receipt of the IFRChecklist and supporting material, LAA Engineering will determine if the aircraft can be cleared for IMC/IFR/Night operation. An administrative charge will be made at the end of the approval process.
Continued Airworthiness
Scheduled maintenance and Permit revalidation requirements for IFR-approved Permit aircraft are somewhat more involved than for day-VFR and will involve suitably qualified LAA inspectors, reflecting the greater operational risk and inspection requirements. Unless a specific schedule is otherwise mandated, aircraft cleared for IMC/IFR/Night will have to be maintained to the LAA Generic Maintenance Schedule. This schedule will have to be tailored to the needs of the individual aircraft in discussion with the aircraft's inspector. A copy of the Tailored Maintenance Schedule will be required to be submitted with the IFR Checklist.
If at any time equipment issues or modifications to the aircraft mean that it no longer meets the Night-IFR criteria, the aircraft would automatically revert to Day VFR
elcome to this first Safety holidays, always difficult during the Christmas done one quick low pass over the numbers Spotof 2017.Seven’sanodd break,I’mactuallywritingthisJanuary2017 andthere’sstillacoupleofweekstogo! number(andaprime)so| feel SafetySpotjust beforewepopofftotheLAA IfyoucastyourmindbacktotheDecember sure that this is going to be a Christmas party, with a week to go before the 2016 Safety Spot for a moment, you will recall good year not that last year big day. By the time you’re reading this it will that, amongst other things, | let you know about was too bad for me and | hope the same can be anew year and, unless something weird two worrisome ongoing issues and | think that besaidforyou.Yes,2016haditsproblems happens,|shallbeburiedintheLAA’s2016 it'sworthstartingthisSafetySpotwithabit but hey, we’re still here enjoying the trials and accident statistics, calculator steaming away of an update. The first issue related to a the tribulations brought to us via our shared love merrily. Not wishing to tempt disaster, and failure of a flap drive pin on a Europa aircraft, of all things aeronautical. You’re reading this judiciously tapping a piece of wood, the 2016 the second was the issuance of an LAA magazine after all! stats of aircraft incidents involving LAA aircraft Airworthiness Information Leaflet (AIL) asking Naturally, because of print scheduling and are encouragingly ‘not bad’. Mind you, I’ve only owners of LAA administered EV-97 Eurostar
(Left) We discussed the issuance of an Airworthiness Information Leaflet asking owners of Eurostars to visually inspect the lower main spar caps on their aircraft in the December Safety Spot. Because it’s very difficult to see the spar caps themselves directly, we asked owners to take a picture using a mobile phone (or miniature camera) through one of the end rib’s lightening holes.
At the time of writing, we’ve nearly had all the results back. Some will have to await the springtime as their owners are away over the winter. Overall, the spar caps we’ve seen have generally been in excellent condition and the owners have been able to sign-out their aircraft themselves as fit for flight. As you can see from the selection of photographs, some aircraft did exhibit issues that, though not compromising structural integrity now, could cause problems in the future.
Picture 1 shows corrosion surrounding the bolt head in the steel wing spar attachment plate. You will be aware that we were very concerned about corrosion we had seen in the interface between the steel plate and the aluminium spar cap itself, primarily because of the possibility of introducing a ‘notch’ stress concentrator in this already highly stressed area of the airframe. This corrosion in the bolt head is less worrisome but unacceptable on an aircraft structure nonetheless. A simple solution would be to carefully clean off the loose and flaky paint, wipe off the area with a proprietary de-greasing fluid then reprotect the area with a wax based rust blocker; members have suggested ACF-50 or XCP ‘Professional’ - both work well by keeping the water off but still allow for regular inspections.
Picture 2 is another example of something that’s just not quite right. Notice that the general area insidethe wing is in tip-top condition but look at the bolt head second from the right.
| don’t know what’s going on here but if it were an aircraft | was inspecting for its annual Permit to Fly, | would definitely want to find out.
Picture3 tells its own story really. You can see that perhaps this aircraft is stored in a very damp area as fungus is starting to take hold. | don’t think that fungus itself is a life form that feeds on aluminium so, unlike with wooden structures, it won’t attack any underlying structure. The problem with fungus like this is that it acts as a reservoir for water and, as you will know, water containing salts can lead to electrolytic corrosion, especially at joint edges and an excess of H+ ions, often found in today’s polluted air, creates its own issues. Looking at this picture, | think the solution would be some exposure to soapy water... my mum used to think | was allergic to that!
aircraft to check the lower spar caps on their aircraft for condition.
With regards to the Eurostar AIL, the primary reason for this check was to see if the paint adhesion and corrosion issues, seen on one or two machines at this critical point in the airframe’s structure, was widespread throughout the fleet. We’re nearly at the 100% response point, and thanks are due to all Eurostar owners for taking the time to respond to this fleet check. It looks like just over 6% of the fleet are showing signs of corrosion that we feel needs to be dealt with, though we’ve seen nothing that would make the aircraft unairworthy.
We've now received the test reports from QinetiQ (via theUK AAIB) which have confirmed that the spar that failed on the BMAA EV-97 Eurostar that crashed near Builth Wells in September 2016, was up to spec in terms of material strength. The problems associated with what looked like strain-induced cracking in the spar’s protective paint surface, turned out to be problems with the paint itself and not, thank goodness, a result of excess movement of the underlying material. | have attached a picture showing the less worrisome corrosion exhibited on a few EV-97s. From an engineering point of view we're less worried about the corrosion around the bolt head than we were corrosion along the edge of the steel lug plate (or much worse, between the steel lug plate and the aluminium spar cap itself).
With regard to the flap pin issue on the Europa, | have to be honest here when | say hat | wasn't expecting any Europa owner to ind a problem with his or her pin, thinking, wrongly as it turned out, that the problem with he pin in the incident not having been bonded in would probably be a one-off.
As it turned out, we had a few people who et us know that, though their pins were still in place, the bonding process either hadn’t been carried out at all or, if it had, it hadn’t secured he pin very well.
One owner explained, “| thought that you would like to know that we found one pin loose enough to be unscrewed with the fingers alone. It had already backed out by one or two turns; the other pin could be unscrewed but it required the use of pliers to do it.”
It's always good to get a ‘no problem’ response from one of our AIL’s of course, because it demonstrates that we're all flying around in 100% serviceable aircraft, as it should be. But it’s also heartening to know that when somebody finds a worrying issue, that the effort we put into creating the safety blurb turns out to be worth it in that it may have saved somebodyelsegettingintoa trickysituation. Remember the battery powered de-humidifier tale in the December issue? One or two members let me know that they thought | was beinga littletoo‘elf&safety’mindedwhen | pointed out that it isn’t a good idea to use crocodile clips on batteries as a means of connection. The reason for this, as we all know, is that as you attach or detach the clip to/from the battery, sparks may fly. This is especially true if there are any coils in the electrical circuit (for example a transformer or, as in this case, a rotary or solenoid pump). |’ll whisper, without getting into the foibles of volts and amps, “back emf”. The dangers are exaggerated in an enclosed hangar, where explosive fumes can linger, just waiting for that tiny spark to trigger a conflagration.
As a response to this good-hearted ticking-
(Photo: Anon)
off I'll simply ask you to cast your eyes over he picture, rather grainy I’m afraid, taken by a security camera in a hangar during the ast moments of a (previously) rather nice microlight. Then, if you have a mind, take a ook at the picture of my portable electric drill, again rather grainy as | took it with the lights off in my back bedroom. Curb those thoughts! It was in aid of science.
Well, carrying on the electrical themefor a ittle while longer, take a look at the picture sent in of a Lithium-ion battery, or at least, its remains. Everybody connected is resisting the urge to radiate the affair, but under the current climate where these powerful new batteries are increasingly becoming an option.
LIFEP04 BATTERY
THERMAL RUNAWAY
Lithium iron phosphate (LiFePO4) batteries have a much greater energy density than traditional lead-acid batteries, and this means that it is possible to carry the same quantity of stored electrical energy in a smaller space and, important for the aviator, with less weight. Though this new technology does seem to offer great possibilities, especially if you completely believe the various manufacturers’ hype, there may also be downsides. Certainly they tend to offer greater cranking ability for their capacity, and for this reason it may be tempting to choose a smaller capacity battery than the one the aircraft might usually be fitted with. This should be done with caution as
(Left)When | heard about the loss of the microlight above due to fire, | wondered if | could capture a photograph of a spark emanating from a portable electric drill. Many hours in my back-bedroom later, | got this shot. Again, I’m sorry that the photo is a bit grainy but for straightforward photographic reasons it had to be nearly dark. I’ve not retouched the photo except to remove the makers label. All DC devices have the potential to create ignition sources especially DC devices containing coils that’s why compressed air driven tools are the norm in aircraft hangars.
(Photo: Malcolm McBride)
should the alternator/charging system fail, the smaller capacity battery will provide a shorter electrical endurance necessary for radios, flap motors, etc.
Nowadays, the name ‘Lithium batteries’ is used for all kinds of different Lithium technologies and although the name is the same, the batteries most definitely are not. Within the group of Lithium batteries there is a huge variety of chemistries, each with their own unique properties.
For example, batteries produced with Lithium cobalt cathodes (LiCoO2), often the Lithium technology used in the small model batteries (and probably your ‘button’ watch battery) while providing good capacity, are more reactive and have poorer thermal stability than batteries produced with other cathode chemistries. This makes LiCoO2 batteries more susceptible to thermal runaway in cases of abuse, such as high temperature operation (>130°C) or overcharging. That’s why they’re not currently acceptable as LAA approved alternatives to the more normal lead-acid type battery.
One problem with these more advanced high capacity batteries is that, at elevated temperatures, LiCoO2 decomposition generates oxygen, which then reacts exothermically with the organic materials in the cell. Especially in the aviation environment, this may pose a safety concern due to the exceptional speed and magnitude of the highly-exothermic reaction, which can induce
SAFETY SPOT
thermal runaway in adjacent cells or ignite nearby combustible materials.
Because of the various safety fears surrounding Lithium technology, the LAA has introduced an approval process for Lithium batteries. In other words, you’re not allowed just to swap your lead-acid for a Lithium equivalent, even one that essentially looks the same as your old lead-acid one, without first jumping through a few hoops.
LAA Engineering have approved a number of different Lithium-lon batteries and these approved types, along with fitting requirements, can be found in the Standard Modification document (SM 14337) which can be downloaded from the LAA website. Batteries that have been assessed and subsequently approved by the LAA, have been grouped in two ways. At this point in time, only Lithium/Iron technology is considered safe enough for use on aircraft.
Now, what’s gone wrong with the battery in the picture? Truth is, we’re not completely sure and, worryingly, neither are the manufacturers of the battery. Lithium/lron batteries simply shouldn't do this. | have to say the battery manufacturer's UK agent was extremely helpful in every way during our investigation into this allure.
First thing to say is that this ‘Super B’ battery hasn't yet been approved for use on LAA aircraft. That, incidentally, is only because he design team here are waiting for further information, the application is ‘in’ and these batteries have a good track record. Second hing to say is that I’m not sure what kind of aircraft this battery was fitted to. Rumour has it hat it was a microlight but actually, it doesn't really matter; the lessons are still there to learn.
down somebody with a hangar key and the doors were opened.
By this time, whatever had gone wrong with the battery had done its worst and, apart from a few puffs of smoke, the party was over. Once everything cooled down the battery was removed and a couple of pictures, which you've seen, were taken.
Clearly there’s been some kind of chemical reaction within the battery which has produced a massive amount of heat. This ‘thermal runaway’ has been of a sufficient intensity to melt the case though. Probably because the battery was mounted externally in the microlight aircraft's frame, nothing else caught fire | don’t think that this would have been the case if the battery was fitted tightly inside a fuselage, so the consequences could have been far more serious.
The manufacturers think that the initiator for the thermal runaway may have been that the battery was internally damaged by connecting it to the jump pack, though the only way this could have happened was if the voltage of the jump pack was over about 14.5 volts.
Why, | hear you think? Well, one unusual feature of this Super B battery is that it needs a voltage over about 14.2 volts before it will accept a charge. That’s probably the reason why the battery went flat in the first place, most regulators fitted as a part of microlight-like electrical systems ‘regulate’ the voltage to just over 13 volts, not enough to affect the battery in any way, let alone charge it.
| always perform. They are so ingrained into my brain that | actually use the phrases as a metaphor, perhaps better a guide, to many of my day-to-day actions. The first one is well-known and goes something like this: “undercarriage down and locked brakes off’. The second, appertaining to the following event, “fuel on” and “controls - full and free”. This last action is so important that many pilots do it twice. Once, as required by the check-list during the pre-take-off checks and then, as the wheels of the aircraft start rolling down the runway.
Here’s the official NTSB report concerning a recent take-off where the pilot involved completely forgot to check that his controls were operating freely and in the correct sense. Though forgetting to do something isn’t that unusual, | think that this brief report highlights quite a few human-factors, see if you can spot all of them:
Thepilot/owner and three non-pilot acquaintances decided to use the airplane to fly to another airport for lunch. Thepilot had owned and operated the airplane for about 10years, and reported a total time of about §50 hours in that make and model. His normal procedures included hangaring the airplane, and using a yoke-mounted iPad mini for inflight information.
As | understand it, when the pilot tried to start he machine for the first flight of the day, the battery was flat and it wouldn't turn the engine over,soheconnected a setofjumpleads o aportable 12v jump pack. With the new power source, the aircraft was started and the pilot went off for his flight. There was nothing unusual to record about the flight and, once he'd finished with his machine for the day, the aircraft was put away in the hangar and the doors closed. Sometime afterwards, though we're not sure how long, a passer-by noticed that there was smoke emanating through the gaps in the hangar doors; alarmed, he tracked
So, even though |’m a bit vague about the actual circumstances of this event, | hope that you agree that showing the pictures of the fried battery and relating the tale as | understand it, should remind all of us that before you make any change to your aircraft, however apparently minor, you must check-out what the consequences of the change might be. Your LAA Inspector should be your first port of call for this type of question.
Just because a component looks the same as the one it replaces, history shows that it may not be and our modification procedure is there to protect against just this sort of problem.
CESSNA SKYHAWK - LOSS OF CONTROL DURING TAKE-OFF
Despite learning by heart quite a few checklists overthe years,there aretwo ‘mustdo’ actions (Above) An LAA Inspector sent us in these pictures of a failed battery, and | show them to reinforce the importance of only fitting an LAAapproved Lithium-ion battery as a replacement for the heavier lead-acid type, and only operating them in an approved manner. As it happens, this Super B battery type is going through an approval process here at LAA Engineering right now, though it hasn’t been added to the approved list as yet. However, as itturns out, no amount of approval would have prevented this battery’s chemical meltdown. Read why in the accompanying text above.
The outbound flight was uneventful. After landing, the pilot installed the flight control lock in the pilot-side yoke shaft. After lunch, the four persons returned to the airplane for the return trip. Thepilot reported that the pre-flight inspection and taxi out to the run-up area were normal, but during the before-take-off check process, he noticed that the two fuel tank gauges indicated different quantities from one another, which was unusual for the high wing airplane. Thepilot decided to interrupt the before-take-off check process, shut down the engine, and physically ‘stick’ the tanks to accurately determine the total fue! quantity.
After the pilot measured the fuel quantities, which he determined were satisfactory, he re-boarded the airplane, re-started the engine, and taxied from the run-up area onto the runway for departure. Theairplane lifted off about halfway down the 3,600ft runway, but when it was at an altitude of about 20ft above the ground, it stopped climbing.
The pilot “immediately recognized something was wrong”, aborted the departure, and the airplane landed on the remaining runway. The pilot was unable to stop the airplane on the runway, and it sustained substantial damage to the fuselage as a result. None of the occupants were injured.
After the accident, the pilot determined that he had left the control lock ‘in’ for the take-off.
The pilot reported that he normally used the airplane manufacturer's checklists on all his flights, including this one, but the evidence in this event contradicts that account. The manufacturer's checklists explicitly specified that the flight controls be checked for freedom of travel during two separate pre-departure phases; the walk-around pre-flight inspection, and the before-take-off operational checks. For undetermined reasons, the pilot omitted those items from both of those phases, and deprived himself of two opportunities to detect the presence of the control lock. Investigation also revealed that the manufacturer-issued control lock had been installed backwards by the pilot, which prevented it from accomplishing one of its primary design
(Above) Yes | knowthis isn’t a picture of an LAA type; it’s a Cessna Skyhawk. And yes | know it’s not a British registered aircraft; it’s American. And yes | know we don’t get sand and sun likethat shown in the picture do we ...it’s California after all. | include this story, sent to me by a US cousin, because | think that it’s very relevant after the story in last month’s magazine about the loss of flap control on a LAA Europa. In this recent case the pilot reports, “The aircraft lifted off the 3,600ft runway, but when it reached about 20ft above the ground it stopped climbing.” The pilot “immediately recognised something was wrong,” and aborted the landing. Why? Read on. (Photo NTSB)
functions, that of inhibiting pilotaccess to the ignition switch.
Further investigation revealed that the pilot rarely used the control lock due to the fact that he hangared his airplane, and that he was unaware that he had installed it backwards. Theyoke-mounted iPad limited the pilot’s view of the installed control lock, which reduced the potential for visual detection. The pilotreported that the winds were “light,” which reduced the likelihood of the need for flight control inputs on the ground during taxi, and thus deprived the pilot of another opportunity for detection of the locked controls.
Finally, after his impromptu physical check of the fuel quantity, the pilot did not re-commence the interrupted before-take-off checklist from the beginning, and thus missed another opportunity to detect the locked flight controls. Despite his obvious and no doubt highly embarrassing gaffe with the control lock, the pilot involved in this event deserves credit for his diligence in checking the fuel situation - he wasn’t sure about this so he checked it out. Of course, here’s one of the HF gotchas - distraction during a critical function. We'll explore this factor in a little more depth in the next discussion about an event featuring a Cavalon Gyroplane. Another gotcha was using a safety device incorrectly, inserting the control lock backwards meant that the aircraft could be started using the ignition key, the key won’t go in if the lock is in the right way round because a plate covers the slot in the key switch.
The third gotcha was that the iPad obscured his view of anything below it - not a good idea because it doesn’t allow for an easy full scan of the second level instruments and safety devices.
One of the factors involved, though not mentioned in the report, was the increased danger of making simple errors when carrying passengers. This was a full aircraft, though the pilot didn’t know the occupants, unusual in anon-commercial operation. | bet there was quite a bit of ‘getting to know you time’ involved in their meeting. This type of in-
(Above) When investigators looked at the damaged aircraft to establish why it failed to climb away after take-off, they noted that the control lock was still in place and, unusually, the control lockwas fitted upside down. Noticethat the plate connected to the lock pin itself (bottom right) would normally cover the magneto switch (bottom left). (Photo NTSB)
aircraft introductory banter can not only be a distraction but can lead to a pilot feeling like he or she is giving a performance when, in actual fact, they need to be becoming at one with the aircraft and getting on with the job.
Anyway, thanks to a U.S. friend for sending me this report, there’s lots to learn from it.
CAVALON GYROPLANE LOSS OF THE ENGINE COWL DURING TAKE-OFF
Since the LAA has been able to bring the factory-built gyroplanes onto its fleet, well over 100 aircraft have joined our ranks and, despite some hand-wringing about this type of aircraft's safety record, our joint experience has been generally good. Certainly, | am a fan, having donea bitofrotorcraftflyinginmypastand| plan to do a lot more flying in gyros over the next few years.
Though the means of providing lift is very different, many of the problems we’ve seen on the gyros are the same as we see on the other types of aircraft in our fleet. This recent event, where the pilot lost part of his engine cowl after taking-off from Halfpenny Green airfield, is a good example of where the actual aircraft type is irrelevant, this type of failure could happen to the pilot of any machine.
I've been speaking recently with a safety
(Below) Here’s the other reason why. The pilot didn’t notice that the control lock was still in place as he started his take-off run. The very neat looking iPad mount obscured his view. What happened to ‘controls full and free’ check | wonder. Well, none of us are perfect, at least not all the time. (Photo NTSB)
colleague from the British Gliding Association. He explained that they've just introduced a new idea, called it the ‘rigging hat’. The basic idea is that the inspecting person wears a dayglo hat during the inspection which shouts loudly, ‘I’m inspecting do not disturb’. The idea has been introduced because of a couple of recent accidents, one really horrible, where gliders weren't rigged correctly and the errors weren’t spotted by the inspecting pilot during the preflight checks. A common factor was that the inspector was distracted during the check.
Well, what happened to our unhappy Cavalon pilot? Yes, you've guessed it. He took off the engine cowl, quite rightly, to inspect inside the engine bay as part of his first flight of the day (Check A) routine. But, after half buttoning it up, somebody came over for a chat and, well, the rest is history as they say.
Luckily the departing unsecured half didn’t cause any serious damage to either the propeller or the rotor but, as it flapped up into the airflow, the pilot noticed that the aircraft slowed rapidly and felt, using his words, sluggish.
| have a rule, learnt long ago, that if I’m distracted | go back to what | describe as a node. Simply, that’s a point in the operation that | know I’ve fully completed the required tasks.
(Left) LAA Cavalon flyer, John Firth, called to let us know that he’d goofed a bit and hadn’t fully fastened the engine coversaftercompletinghisCheck A ‘first flight of the day’. During the climb-out the unattached right hand half of the engine cowl snapped off, slightly damaging the propeller and the rotor during its escape. John explained that, during the pre-flight inspection, he was distracted by a passing ‘interested’person and that the 16 or so Dzus fastenings holding the cowl down lookthe same whether they’re done up or opened. (Photo John Firth)
SAFETY SPOT
Sometimes that’s the beginning of the job, which can be a pain but sometimes, as in this case, a half-done job can be worse than not doing the job at all.
VANS RV-7 RUDDER PRIMARY STOP FAILURE
LAA Inspector, Peter Montgomery, was presented with a problem the other day where the rudder skin on an RV type had been quite badly damaged by contact with the inboard end of one elevator. I’ve spoken to the very experienced and able pilot, who first noticed the torn skin and he had no idea how or when the damage actually occurred.
From the pilot’s point of view, he flew his aircraft to the Isle of Man and parked the aircraft into wind. It was very well tied down, which was important because there were some quite strong winds forecast - around 30 knots, for the period of his visit.
He did his usual pre-flight inspection and made the aircraft ready for flight for the return journey and he’s pretty sure that the damage to the rudder, seen after he landed back on the mainland, wasn’t there before he left. After talking this through with the owner, who’s a very experienced and able pilot, I’m sure that’s correct - it would be daft after all to fly an aircraft with rips in the skin like this.
What he was less sure about was whether he actually checked the rudder’s primary stop,
(Above) Thanks to all of you who sent us pictures of condensation following the discussions over the last couple of months about how we should protect our engines during this wet (and unusually warm) winter. LAA’er Rob Hatwell is in the brilliant position of owning two Van’s RV aircraft, an RV-8and (one of my personal favourites) an RV-3.Thanks Rob for sending in the picture which, | guess we’d all agree, tells the tale all by itself. I’m told it'll get colder by Christmas and the New Year, if you’re sat shivering you’ll know if the weather forecasters were right.
(Photo Rob Hatwell)
and this could have been failed, or nearly failed, for some time. Peter was very worried about this because this aircraft is cleared for aerobatics and there are times during some aerobatic manoeuvres where the rudder and the elevator could come together under full control deflection.
Peter explains in his letter on the matter: The starboard side rudder stop is secured with 4 rivets, 2 solid rivets and 2 blind rivets. The two blind rivets and one of the solid rivets have sheared, allowing the stop block to rotate around the remaining solid rivet. This has then allowed the rudder to over-travel, punching the inboard end of the starboard elevator through the skin. Thepilot was notaware of this happening as he taxied.
The rudder leading edge has also come into contact with the aft empennage edge just above the stop location, and when it contacted the rudder horn has ‘rolled’ the empennage skin in. Youcan see that this clamped it against the rudder leading edge as it has fretted the leading edge skin pulling out again. This is of real concern to me. Had this happened in a stall turn for example, with sufficient force, the rolled skin could in effect have swaged the rudder at full travel (over-travel in fact) locking the rudder at full deflection and locking the elevator in whatever position it was in at this point. This would have without doubt led to a fatality.
(Above) Here’s another picture showing further rudder damage caused by the failure of the primary control stop on a Van’s RV-7. What worried the LAA Inspector charged with the responsibility of repairing the damage was that, had the aircraft been flying stop-to-stop aerobatics, the elevator could have conjoined with the rudder and jammed... and that would have most definitely spoilt somebody’s day.
(Photo Peter Montgomery)
(Left)These pictures show what a ‘barebones’ C42 looks like in the area where the earlier cracks were found. To orientate yourself, the big bracket at the front (LHS) is the engine mounting, the rudder pedals are obvious and the two rings circle the front strut attachment, the bigger ring circles the area where previous cracking was found. If you read the August feature on this, you’ll note that we were less worried about cracking in the main boom than potential cracking in the front strut. This is because if this strut failed then the only thing holding the wing leading edge in place would be the strut to fibreglass floor attachment. (Photo: /karus/Malcolm Stewart)
before setting off. (Photo Peter Montgomery)
When we spoke about the matter, Peter explained that there was some discussion amongst the group about whether they should apply for a mod to increase the size of the rivets holding this stop in place, perhaps even replacing a couple of the blind rivets with small bolts. The consensus was that this wasn’t necessarily a good idea because you could move any damage to the fuselage structure which would be far more difficult to repair.
After chatting this through with the owner, | think that we both came to the conclusion that we'll probably never understand exactly when this damage was caused to the rudder or why this rudder stop has failed. | think that the most likely explanation, at least one that fits the story, is that the weakened stop finally gave way whilst taxying in the fairly brisk crosswind at Ronaldsway and that, as rudder was applied to counteract weather-cocking, the elevator contacted the rudder, piercing the skin. You can see that it’s done this both with up and down elevator positions.
| suppose, this is another story about conducting really good first flight of the day inspections on your aircraft. Peter concluded his letter explaining:
| hold an instructor rating and, when | teach, ! always teach to pre-flight before every flight. Thisis largely because that is how | was taught.
| did a zero to CPL course in Canada and my instructor hadjust come back from 24 years of mission flying in Indonesia. He told me of one experience he had when he flew into an airstrip in a Cessna 206. He dropped off his cargo and did his pre-flight to go again after only 5 mins on the ground.
Of course, he wasn’t expecting to find anything wrong but he always checked the aircraft carefully before he flew. During his check he found that a local kidhadpokeda stick into the hollow fairing on the elevator horn while his back had been turned. It was poked in far enough that the elevator could still move buthad it then migrated back out in flight it would have jammed his elevators. Nasty. Anyway, |'ve finally run out of space for this first Safety Spot of 2017 so all that’s left is for me, on behalf of all the staff here at LAA HQ, to wish you a very happy new year. Don’t forget, aviation safety is every aviator’s business. What goes around, comes around, so if you come across something on an aircraft that worries you, don’t keep it to yourself. Fair winds. LAAProject Registration
Non-LAA approved
(Above) In the August 2016 issue we were worried about this crack on a C42 main fuselage boom because the area isvery difficult to inspect. The C42 UK agent, Red Aviation, released a Service Bulletin (OSB 29 issue 1) requiring checks on all high hour (+1,000 hours) C42s; the CAA also issued an Emergency MPD mandating
(Above) When the new boom was fitted to the aircraft that exhibited the cracking, all was going well until the engineer reassembling the airframe noticed a clunk in the front strut as he was pushing it into place. When he drilled out the nonstructural sleeve locating rivet, to see what was going on behind the over-sleeve, this is what he found: the structural tube was broken into two. Scary! The LAA is working up an inspection regime alongside Red Aviation and the CAA, to make sure no LAA machines are on the edge of disaster. Permit examples of this type are much lower on average than those operated under the BMAA banner, with very few of our aircraft having total times over 1,000 hours in service. Nonetheless, owners did check their aircraft and some minor cracking has been found. (Photo Malcolm McBride)
(Above right) LAAgyroplane inspector (and CAA gyroplane instructor), Kevin Robinson, who runs the Algarve Gyrocopter Experience in, naturally, the sunnier climes of Portugal, was naturally concerned when he returned to the hangar to find the windscreen of one of his student’s MT-03Gyroplane had nearly fallen off. A windscreen coming off a gyro in flight would be an unwelcome event, as you would imagine. The weather at the time was particularly warm and Kevin wondered whether the higher than normal temperatures could have contributed to the failure of the rubber attaching screws/grommets. Thinking about this from a scientific standpoint he realised that, whilst rubber normally softens as temperature increases, it also increases in size making it less likely for the grommet to pull out, not more so.
He then thought that the pull force may have increased as the screen warmed up, but concluded that Perspex, from which the screen is made, becomes more ductile as temperature rises so the straightening force would be less, not more. When | spoke with Kevin on the telephone he’d worked out what had happened. For some reason, which we’re still looking into, the owner had been supplied a new screen which was made from 3mm Perspex rather than the original 2mm thickness material. “That would do it,” he thought. I’m sure that by the next Safety Spot, between us, we’ll have figured out what’s gone wrong here but, as an immediate lesson, it’s essential that before you fit any item to your aircraft you make sure it’s the right part for the job, regardless of its source.
(Photo Kevin Robinson) Transfer
elcome Alan. Can you tell us somethingaboutyour career?
| have owned and managed a small software company for the past 25 years. We started by undertaking projects for the European Space Agency but nowadays most of our work is for civil aircraft as a second-tier supplier to Boeing and Gulfstream. | just raise the invoices and generally get in the way, leaving the clever stuff to my colleagues a bunch of Oxbridge graduates and PhDs.
I'm now in my 60th year and doubt I'll ever retire, I'm still too poor. I'll just fade away and I've made a good start at that! I've previously worked at the European Space Agency in the NetherlandsandCERNinGeneva,where|still
have friends. | never went to university but did my studies while working in the Royal Mint as a scientific officer.
What started your interest in aviation?
l've been obsessed with aeroplanes ever since | can remember. | can still recall the fascination | had with DC-3s and Viscounts outside the old terminal on the south side of Cardiff airport in the early 1960s. | also found a line of gleaming white Vulcans at RAF St Athan rather scary, and had dreams about fighter aircraft with spears at the front (pitot tubes?) diving down and killing people.
| remember an RAF officer barking at my uncles, Len and Arthur, who were sitting in something like a Spitfire in an aircraft
graveyard at St Athan. | must have only been about five or six.
| was never into modelling or collecting registrations, or joining the air cadets. My passion was for me and | didn't much share it with friends, perhaps fearing they'd spoil it. lt was my ‘getaway’. I'd hide myself in books and knew the general characteristics of lots of aircraft.Tothisday| stillrecallthatConcorde was203ft8.75inlong!(And|haven'tjust looked that up!) | don't like to keep on about it but to me the sight of a BAC 1-11 or a light aircraft flying overhead would make my day. The fascination was immense.
Inwhat, where and when was your first flight? I'm from a typically old working class family.
(Main)Alan Crutcher with his beloved Aeronca Chief, G- BRWR.
(Above) Alan has flown Geoff Graham’s Tiger Moth but does not relish the responsibility of flying it solo.
(Right)Alan’s project Aeronca, G-BUTF. A busy life means he has yet to get going on its repair and restoration.
(Below)An enthusiastic member of the Aeronca Club, Alan thinks one of the LAA’s greatest attributes is the fellowship of its
I'm one of six kids. My dad spent 28 years as a coal miner. We rarely had any holidays, let alone 'flyaway' holidays.
| guess | was about 13 when one day | talked my two elder brothers into paying for a trial flight. That day |was aware of two light aircraft incidents, one in West Wales and the other near Swindon. | kept silent about them for fear it would put my brothers off. An airline captain at the flying club suggested we really ought to come back another day as it was too windy but | was having none of it. | ended up sat in the back seat of a Piper Cherokee and can recall the 30-minute flight as if it was yesterday. On final | had a great view of what | now know to be Cardiff's runway 30 through the port side window, such was the crosswind!
| married young and soon had three kids, so learning to fly was completely out of reach. My next flight was when | was about 25 and |travelled on a 'Dandare' flight to Schiphol, stoppingatBristol.Thereafter,once|left South Wales, flying became more routine, but was always special. Nowadays | hate flying in airliners.
| learned to fly in 1998 at Three Counties Flying Club at Blackbushe. Laurie Adlington was the CFI. He apparently had something of a reputation as an RAF pilot, and he ran the club like an RAF squadron.
Aviation has always been my main passion, in some respects I'm pleased never to have
been a career pilot as it is my escape. My wife Lynda deals with the personal finances so | don't know or much care what my flying costs. Business is business and fun is fun!
When | was 17 | had a Triumph 250cc motorcycleand,asa57-year-old,|literally started dreaming of riding it again. | eventually found an identical bike but was not licensed to ride it; when | was 17 | could ride it on 'L' plates. I've recently had to go through the full direct access course to obtain a licence. | had to pass 'Mod 1' and ‘Mod 2' riding tests, and sit theory and hazard perception tests. When you've been driving for 40 years, everything appears as a hazard! I've since bought a Kawasaki 650 but it's not for me, I'm no boy racer, I’m really into classic bikes.
MEET THE MEMBERS
Last year Lynda was delighted at my proposal to have a romantic holiday in Florence and Tuscany. | think she enjoyed the MotoGP experience at Mugello! I've followed motorbike racing for many years.
Over the years I've also done some casual running, and | beat Ken Craigie by a minute intheGreatNorthRunaboutfouryearsago.| also go skiing occasionally with my two sons, which | very much enjoy probably more for the time with them than the skiing though. | have a lot of banter with my kids, who are now aged from 34 to 40.
We have a yellow 1972 Fiat 500, we used itas my daughter's wedding car recently. Everybody loves that car and we take it to classic car shows but don't drive it very much.
I've always had an interest in photography but digital photography has dampened that abit. As a child, | had good artistic skills but I've never since developed them. This year | started dabbling with painting in acrylics but | need some lessons. | did an appalling portrait of a friend recently, and it went down like a lead balloon. | pretended | had commissioned someone else to paint it!
Howlong haveyoubeenintheLAAand how hasit helpedyou?
|think | joined the PFA, as it then was, in 1989 and have been a member ever since.
Obviously the LAA has kept me in the air and as an engineering organisation it is indispensable. But for me the LAA is all about the people. | just enjoy the whole LAA scene and most of all the Rally.
In the past, father and son Geoff and Simon Martlew have looked after me well as LAA inspectors. Nowadays Ken Bowen does likewise. Inspectors like Ken give up a great deal of their time and expertise to keep us flying, and do it so generously. The inspectors are the backbone of the LAA.
What aircraftdo you currently own?
I've had G-BRWR, my 65hp 1946 Aeronca Chief, for over 16 years and don't feel any desire to own any other aircraft type. | love it. 'WR was imported to the UK in 1990 by Patrick Peal in Norfolk. It had just been rebuilt in Texas, where it had spent most of its life. Patrick bought it as it was the cheapest aircraft he could find in the US, and the old bloke he bought it off would only accept payment in Silver Eagles!
Patrick has since passed on to me various information he had about the aircraft, for which | am most grateful. Henry Labouchere saw me flying into a Moth Rally at RAF Halton a few years ago and chased me down. He assembled it for Patrick and did the initial flight or the Permit to Fly. Since then it had a couple of other owners, who obviously didn't relish it as do, before | acquired it in 2000.
A couple of years ago Charlie Cassens of Lake Havasu City in Arizona, contacted me to say that 'WR was owned by his father-in-law in Texas in the 1970s, and he had flown in it. That allied with information Patrick sent me. Charlie very kindly posted me a manual for the aircraft hat contains the drawings for the modified wingtips. Should | ever be out that way, he has offered to fly me over the Grand Canyon in his Beech Bonanza. Lake Havasu is well-known for having the old London Bridge, and it holds a London Bridge Half Marathon event that perhaps | will run one year.
I'm drawn to low-powered simple flying
machines and you're more likely to find me admiring a Luton Minor or a Fred than you are more powerful, capable aircraft. The Aeronca is a simple aircraft and | do most of the maintenance myself, under the watchful eye of Ken. Nevertheless, it is still time-consuming and | sometimes envy those in aircraft groups whonotonlysharetheload,buthavea lotof fun in doing so. Being stuck in a damp, cold hangar all alone for hours on end, day after day, trying to do jobs that could be done five times quicker with a spare pair of hands, is not much fun.
I've also got another Chief, G-BUTF, which | bought accident damaged and which, one day,
| hope to restore to flying condition. Having a business to run, a couple of lovely grandkids, ‘WR to maintain and various other interests, hasn't allowed me to get properly started on that project yet. But | will.
What are your total hours and number of types flown?
| haven't flown many aircraft types and all but about 150 of my hours have been on my current aircraft. The rest was on the usual club aircraft such as Cessnas and Pipers.
Before having my current aircraft | flew about 10 hours P1 in a 150hp Super Cub. I've also flown with friends in Jodels and other aircraft. My hangar-mate, Geoff Graham, has invited me to fly his Tiger Moth but it's too valuable for me and | don't want the responsibility. | fly it from the front cockpit occasionally but don't feel the urge that most seem to feel to want to fly it solo.
I've got about 1,400 hours in my logbook.
Do you have a favourite and worst type flown? If it flies then it can't be bad! My favourite is my own aeroplane.
| guess the best aircraft | have flown in is Phil Lewis' Stolp Starduster Too, if he still has it. | recall it was like a Ferrari of the skies. Years ago, Phil did offer to check me out on it but again | didn't want that responsibility. A ong time ago, | used to fly Grumman AA-5s rom Popham and they were superb handling aircraft. | trained on Cessnas but didn't realise how bad their ailerons were until landing a 172 at Popham having flown the AA-5s from there or a while.
What are your best aviation moments?
t's rare that | don't find any flight a bit special. When | first qualified, in 1989, | took my dad or a flight from Blackbushe over Portsmouth harbour in a Cessna 150; he was an ordinary seaman in the Royal Navy in the war and always maintained something of an interest in ships. He was my first passenger, and it was magical for both of us.
Lynda doesn't like flying but she did brave it for a weekend in the Scilly Isles a couple of years ago, and | wish we could repeat that experience. We stayed in the Star Castle hotel, and it was a special trip.
My first channel crossing, soon after acquiring 'WR was memorable. My friend Reg McComish and |, both in our Aeroncas, set off from Headcorn one summer's evening for Abbeville. | almost had tears in my eyes crossing the channel at about 1,500ft as it brought home to me what it must have been like to have been a bomber pilot in the war doing that trip. | met no flak, and had a wonderful weekend with Reg. That | thought we were going to be eaten by lions in the town
centre is another story!
Mylastflightbeforewritingthiswasa trip down to Auster-flying friend Andy Aish's strip near Taunton. How can | ever forget racing with him in his classic Ferguson tractors down his strip! The LAA has provided the framework for many special moments.
Haveyou toured in Europe?
We've had a huge amount of fun in the Aeronca Club in past years with many trips to France and Ireland. We've been joined by nonAeronca aircraft too, such as Martin Ryan in his Stinson and Geoff Dalton in his Jabiru.
I've got a special buzz from non-stop flying from Cardiff to Calais, Le Touquet to Cardiff, Birr in the centre of Ireland to Cardiff, Cardiff to Andreas in the Isle Man etc. These trips may be routine in RVs etc., but they are special to me because they were undertaken in my old, slow, low-powered Aeronca. They always leave me with a great sense of achievement and an overwhelming appreciation of 'WR. GPS is a great aid that is appreciated by most, but | hate technology and never fly with it. | guess I've worked with technology all my life and if on a weekend | had to stare at a magenta line on a computer screen I'd have to stop flying. | did once depend on a GPS in ‘WR and ended up being coaxed into rotten weather on the way back from Maastricht. The cloud and the ground almost joined but the magenta line tempted me on towards home.
"Just get through this bit and I'll see Salisbury cathedral," | thought. | didn't see it, then had no way out and had to land in a field. |justified to myself the use of GPS as it was a business trip, nota jolly!
Do you have any aviation heroes?
John Holden for saying in his Meet the Members article what I've always thought but didn't dare to say, "I don't do heroes". But | do admire the characteristics of lots of people in aviation in many ways; Reg McComish and Richard Webber, for example. Despite being well into their 70s they are still flying and rebuilding aircraft, and generally pushing at the boundaries.
Any favourite aviation books?
Not quite aviation but | recently read Carrying the Fire, written in 1974 by Apollo 11 astronaut (and test pilot) Michael Collins. It is quite simply the best book I've ever read. All astronauts are special but what these Apollo guys achieved is so almost unbelievable | sometimes think | can't blame the conspiracy theorists for claiming it only happened in a Hollywood studio. | often stare at the moon and contemplate that no one will go there again in my lifetime. They went in 1969.
On one French trip, when stopping at Abbeville, a lovely gentleman by the name of Jacques Noetinger introduced himself and his book French Skies. It gives a wonderful account of the remarkable history of aviation in France and is well worth a read.
Any ‘hairy’momentsandlessonsleamed?
Landing at Andy Aish's strip last weekend a strong crosswind and landing downhill got my heart racing! The Aeronca Chief is a fantastic aircraft in crosswinds and the landing was ultimately uneventful. | wouldn't like to have flown it in some other aircraft though.
Flying towards the peak of Penyfan in the Brecon Beacons, into wind, was slow but
shot
fine until | got too close. The sudden violence scared the living daylights out of me, and it went on and on, and the aircraft seemed somewhat out of control. | then found myself involuntarily in an updraft of greater than 1,500fpm (in an Aeronca!) and shot up to near controlled airspace in very little time. | now have more respect for mountains. Apparently experienced glider peoples use this effect to climb high, but it's not for me, and | wouldn't recommend it to anyone!
Whataircraftorvehiclesareonyourwish list?
Indulging in his other passion, motorcycle racing. The Aeronca at Andreas on the Isle
something simple like a Luton Minor. I'd also like to sample something beefier like an Antonov AN2 or a Stearman.
Any advice for fellow flyers?
Stick within your budget and fly cheaply, not constantly wishing to do the flying you can't realistically afford. Any flying is expensive but you can have a lot of fun stretching a low budget on lower-cost machinery, particularly if part of a group sharing the aircraft and the costs.
| think that is fundamentally what the LAA has alwaysbeenabout.- Visicover is a unique service that lets you buy and manage your aeroplane or helicopter insurance online whenever it suits you.
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LAA Engineering advice to buyers: AIRCRAFT APPROVED? Members and readers should note that the inclusion of all advertisements in the commercial or classified sections of this magazine does not necessarily mean that the product or service is approved by the LAA. In particular, aircraft types, or examples of types advertised, may not, for a variety of reasons, be of a type or standard that is eligible for the issue of a LAA Permit to Fly. You should not assume that an aircraft type not currently on the LAA accepted type list will eventually be accepted.
IMPORTED AIRCRAFT? Due to unfavourable experiences, the purchase and import of completed homebuilt aircraft from abroad is especially discouraged.
TIME TO BUILD? When evaluating kits/designs, it should borne in mind that technical details, performance figures and handling characteristics are often quoted for a factory-produced aircraft flying under ideal conditions. It is wise, therefore, to seek the opinion of existing builders and owners of the type. You should also take your own skill and circumstances into consideration when calculating build times. The manufacturer’s build time should be taken as a guide only.
AMATEUR BUILDING All LAA aircraft builders and potential builders are reminded that in order to qualify for a LAA Permit to Fly, homebuilt aircraft must be genuinely amateur built. For these purposes the CAA provide a definition of amateur built in their publication CAP 659, available from LAA. An extract from CAP 659 reads “The building and operation of the aircraft will be solely for the education and recreation of the amateur builder. This means that he would not be permitted to commission someone else to build his aircraft”. An aircraft built outside the CAA's definition could result in an expensive garden ornament.
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s you'll read elsewhere inthis editionofLightAviationmagazine, the presentation at the FLYER Live Show of a letter of agreement between the CAA and the LAA marked a breakthrough moment. The letter opened the way for the approval of selected LAA Permit aircraft to fly at night and/or in IMC conditions for the first time in our 70-year history.
While we can all assume there has been some (ahem) unintentional night or instrument flight in the intervening years, the offering of this enhanced capability for those that wish to use it is a clear demonstration of how the LAA aircraft fleet, and its capability, has developed over the years.
When the ULAA and PFA were first formed, he aircraft we oversaw were, at best, basic. Over the intervening decades, the level of performance and sophistication of our fleet has grown beyond the wildest imaginings of our predecessors. We’ve moved to support hat and the Night IFRproject takes advantage of the huge advances in instrument and navigation technology available today. That will ead to existing well-equipped aircraft seeking o be IFR-approved, and other candidate aircraft becoming better equipped, further enhancing their potential safety.
So saying, this extension of capability is not intended to apply to everyone. Of the dozen or so LAA Permit aircraft based in my home hangar, just three are potentially Night-IFR capable and | suspect just one owner will take up the option in the near future.
That’s about in line with our expectations, as 48 owners responded to the member survey earlier this year with information on their aircraft and instrument fit, and we expect the owners of around 100 aircraft from our flying fleet of around 2,600 aircraft to seek the new dispensation. An initial batch of ten aircraft are currently under assessment.
We've got to be honest in our expectations of processing these applications too. We can't allow our enthusiasm for developing Night IFRto distract from our prime role of serving the majority of members, by ensuring our predominantly Day-VFRfleet receives first class support in areas such as permit applications, inspection and mod approval
“We can't allow our enthusiasm for to distract from our
fleet receives first class
CAA's confidence and to gain the Night IFR approval. The words ‘thank you’ hardly seem sufficient.
BUILD-A-PLANE
Also at Telford, we were delighted to share some of the LAA stand space with the students and volunteers from Wolverhampton New Academy, giving them the opportunity to show off their Rans S-6 Build-A-Plane project, which looked superb. Over the years, the Schools Build-A-Plane programmes, run and supported by the Royal Aeronautical Society, Boeing, BMAA, YES and the LAA, have been a huge SUCCESS.
Around half a dozen such aircraft have taken to the skies around the UK and a similar number are in the final stages of completion. We've recently received requests for support from other projects as far afield as Scotland and South Wales, so it’s clear that the demand continues. It was great to see, also at FLYER Live, the launching of another new Build-aPlane initiative.
processes. We've agreed with the CAA that the Night IFR process will therefore be led by a small team of specially-skilled volunteers, who will carry out the initial assessment of the aircraft, creating a ‘Night IFRPack’ ina similar way to a ‘Build Pack’ or ‘Mods package’ that then will be given a final approval by our Engineering team before the revised Certificate of Validity is issued.
By doing it in this way, while we won't perhaps be able to handle the initial volume of applications quite as rapidly as some members might wish, we will be able to keep our costs at reasonable levels and, here we go back to one of the core strengths of the LAA, we are taking full advantage of the skills and knowledge of our members.
In that respect we all owe a big thank you to Peter Pengilly and Nick Sibley, our two initial assessors who, along with Mike Barnard, Mike Jackson and Steve Noujaim, have worked for some nine years (yes, NINE years!) to gain the
Patricia Mawuli Porter aims to take the B-A-P concept in a novel new direction. Her plans are to involve principally women and young people with little or no prior exposure to engineering or aviation in the building of a Zenair CH750 STOL aircraft from a kit provided by Metal Seagulls, the company she runs with husband Jonathan. The project name ‘WXYZ’ stands for “Women and Youth built Zenair”. | am sure we'll be hearing a great deal more about that exciting initiative in the coming year.
Meanwhile, it was a delight to open the pages of several national newspapers just before Christmas and see a series of features on Alan James and the building of his Isaacs Spittire. “The man who built a Spitfire in his garage” certainly seems to have struck a chord with the public and better still, it then triggered an interview with Chris Evans on his BBC Radio 2 Breakfast Show. With nine million listeners, it is the most heard show on UK radio and not only did Alan tell the world about his aircraft, he skillfully wove the LAA’s role into the chat as well. Thank you Alan!
What a great way to end the year! Here's to more such excitement and interest in 2017. A Happy New Year to all and happy landings for 2017!
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