LA June 2023 issue

Aviation THE MAGAZINE OF THE LIGHT AIRCRAFT ASSOCIATION

LIGHT

June 2023 £4.25

WATERBIRD – WONDER OF WINDERMERE

Anne Hughes details the spectacular project to recreate – and fly – a piece of British aviation history…

Light Aircraft Association WWW.LAA.UK.COM

AERO 2023 REPORT

HIGHLIGHTS FROM THE INCREDIBLE GERMAN LIGHT AVIATION SHOW

PROJECT NEWS

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Ed’s Desk

LAA’s new CEO Simon Tilling chats to members during the LAA open day.

Chairman ERYL SMITH CEO SIMON TILLING Chief Technical Officer JON VINER CEng MEng MRAeS Chief Inspector LUCY WOOTTON MEng(Hons) DIS DipHE MRAeS

President ROGER HOPKINSON MBE Vice President BRIAN DAVIES Engineering email engineering@laa.uk.com Email office@laa.uk.com Office Manager Penny Sharpe Head Office Turweston Aerodrome, Nr Brackley, Northants NN13 5YD Telephone for engineering and commercial 01280 846786

LIGHT AVIATION MAGAZINE Editor ED HICKS Email ed.hicks@laa.uk.com

Design and Print SEAGER PUBLISHING Production Editor LIZI BROWN Art Editor LISA DAVIES Opinions expressed by the authors and correspondents are not necessarily those of the Editor or the LAA. No part of this publication may be reproduced in any form without permission.

Summer’s here…

F

irst of all, it was great to see lots of LAA members at the Turweston open day in mid-May, and at the Popham Microlight Trade Fair a couple of weeks before that.

A big thanks to Anne Hughes for the feature about the wonderful Waterbird project that’s on our this issue’s cover. The project is a tremendous celebration of some excellent British aviation history and has been driven forwards by an entire team of enthusiastic volunteers, including many LAA members.

With the last of their most recent demonstration flights thwarted by an engine problem, I hope that it’s sorted before too long, so that the aircraft can continue to fly and inspire others. While a recreation of an old aircraft, the Waterbird project has modern day credentials too, to teach young people through a future programme of STEM activities. The first of these, a local art competition generated 100 entries from local children. www.waterbird.org.uk Back at home in the hangar, Permit time rolled around for my RV-3. Between my own efforts and those of my Inspector, Toby Willcox (ably assisted by Stef Meester), we’ve been pretty proactive through the last quarter of the Permit year renewing a small list of service items as well as attending to a few cosmetic jobs that had been deferred.

With all those tasks complete, and in an effort to make all the aircraft’s information as up-to-date as possible, we decided to reweigh the aircraft.

Now, looking at the paperwork there seemed to be good solid numbers for the aircraft empty weight that’s declared. That number – 737lb – was based on an original

weight and balance report done in 2004 when the aircraft was first finished, with some subsequent recalculations made after the aircraft had a new light-weight starter motor fitted five years later. I was pretty confident that number was accurate but, for whatever reasons, aeroplanes do pick up weight here and there over time. When it was reweighed, the real number was 750lb.

So, if it’s been a while since your aeroplane was last weighed, I’d say it’s definitely worth the effort to organise a reweigh.

Aside from that, once I’d read up on what needed to be done with the new Permit paperwork, and keeping in mind recent advice to not leave things until the last few days of Permit validity, I put my renewal in early and my renewal was turned around in three days.

Now, it’s time to enjoy this lovely weather that seems to have arrived…

ed.hicks@laa.uk.com

June 2023 | LIGHT AVIATION | 3

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Contents June 2023

FEATURES 12 PROJECT NEWS

Van’s RV-7, Varga 2150A Kachina, New Projects and Cleared to Fly

16 SPECIAL FEATURE

A spectacular project to recreate a piece of British aviation history. Anne Hughes gives us an up-to-date progress report on the Waterbird project…

24 COACHING CORNER

In the second of a two-part discussion on forced landings, Head of PCS David Cockburn takes a look at the RAF approach to forced landings

26 ENGINEERING MATTERS

Advice regarding the use of external engine heaters during the winter months, a serious Edge Performance engine issue, and anti-chafe protection on flying wires

32 SHOW REPORT

All you need to know about the superb AERO Friedrichschafen, the General Aviation gem of Europe!

16

Waterbird over Windermere…

46 UAVIONIX AV30E

In part two of his review, Ian Fraser puts the uAvionix AV30E through a substantial round of aerial tests…

50 MEET THE MEMBERS

We chat with Kyle Millett about his eclectic life (so far!), including plumbing, renewable energy, a surprise marriage proposal, fly-outs near and far, to forming Wilco Aviation with friends…

46

42 REGULARS 03 EDITORIAL 06 NEWS 09 LETTERS 10 STRAIGHT AND LEVEL 45 STRUTS4U 54 LANDING VOUCHERS 58 WHERE TO GO

32 June 2023 | LIGHT AVIATION | 5

LA News

News

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

LAA at Aero Expo Sywell: 8-10 June Aero Expo is back for 2023 returning to Sywell Aerodrome. The event will be showcasing the best in General Aviation over three days from 8-10 June, with the opportunity to see the latest aircraft on the market and browse a wide range of related aviation products and services from the top suppliers.

LAA will have a large marquee to promote the benefits of affordable, Permit to fly aircraft ownership, a range of LAA merchandise and the opportunity to speak with LAA Engineering staff, plus learn

more about LAA skills training courses and hands-on experience. The marquee will also host a number of key LAA suppliers which have joined with us for the event. These include, Air Courtage, Andair, Cambrai, LX Avionics, Pilot Aware, SEHT and Smart Skies, Sling Aircraft UK and Transair.

For details of the event and a full listing of exhibitors go to www.aeroexpo. co.uk .There are reduced entry prices for

LAA members, so come along and enjoy the show. Visit www.aeroexpo.co.uk/ tickets and use the code LAA2023. When you arrive at the gate simply show your LAA membership card with your ticket for entry to the show.

LAA HQ members lounge For all LAA members visiting Turweston, the LAA members lounge has recently been updated to include a full range of LAA merchandise, plus there’s now a computer with internet access to help with any flight planning pilots need to do.

Put the date in your diary for this year’s FoxFest. Here’s Kitfoxes at last year’s event.

FoxFest ‘23 Following on from last year’s inaugural meet at Pitsford, a two-day meet is planned for 1-2 July. Kitfox owners are invited to join FoxFest for an informal gathering at Wharf Farm Airfield, home of every disabled person the chance to fly.

Aviators Ball Attendees of the ball can expect an evening celebrating a great year for celebrates disabled aviation, presentation of the Aviator Sword, plus a Silent Aerobility’s Pooleys Auction and Quickfire Live Auction with and desirable items to raise 30th birthday incredible money for the charity. There will be many

Tickets are now on sale for The Aviators Ball 2023, a fundraiser evening hosted

by UK-based disabled aviation charity Aerobility to celebrate 30 years of operations.

All proceeds from the event on Saturday 18 November 2023, at Hilton Hotel T5, London Heathrow Airport will go towards the charity’s mission to give 6 | LIGHT AVIATION | June 2023

aviation-themed fun surprises during the evening.

Tickets include a drinks reception, a three-course meal and complimentary wine during dinner. There will also be entertainment throughout the evening as well as dancing.

For more information and to purchase tickets visit www.aerobility.com/aviatorsball

homebuilder Les James, who many will already know. Under wing camping is welcome, and an evening meal is booked at one of the local restaurants. Any Kitfoxers interested can get further details via email foxfestuk@gmail.com or through the Kitfox UK facebook group.

EFLEVA fly-in LAA members are invited to attend the NVAV Fly-in & EFLEVA Meet-up 2023 on 24 June 2023. This event will take place at Breda International Airport EHSE (Seppe).

For more information visit: nvav.nl/ activiteiten/nvav-fly-efleva-meet-2023

LA News

CAA Extends EC device rebate scheme The CAA has extended its Electronic Conspicuity device rebate scheme, until 31 March 2024. Those meeting the requirements can claim a 50% rebate of the purchase cost of an EC device to a maximum of £250 (including VAT), per applicant.

To qualify, you must hold a UK-issued pilot licence, and the rebate can be used towards the purchase of equipment including, ADS-B Out capable transponder inclusive of GNSS position source (Mode S ES Enabled), ADS-B Out capable transponder without GNSS position source (Mode S ES), Certified GNSS source for Mode S ES transponders (Including a GNSS position sources in line with the recently published AIC2019Y141, example being Trig TN72), FLARM, Power FLARM, Pilot Aware Rosetta and the uAvionix Sky Echo 2.

For more information, visit tinyurl.com/CAAECrebate

GAR Consultation On 24 April, the Home Office launched a consultation on ‘General Aviation: Advance information requirements for international flights’. The consultation can be found online tinyurl.com/GARconsultation The Home Office is seeking views from the General Aviation sector on a proposal to introduce new regulations requiring persons responsible for international GA flights to submit information online and in advance about flights to and from the UK, and about persons on board for immigration and policing purposes. These regulations would be underpinned by a civil penalty regime.

The consultation closes on 16 June.

Join online sGAR familiarisation sessions Launched in March 2019 the s-GAR ‘submit a general aviation report’ web service enables the submission of information online and in advance about international GA flights and persons on board. During the consultation period, the Home Office will be hosting online sessions demonstrating the sGAR portal. If you would be interested in joining, please email: GeneralAviationConsultation@homeoffice.gov.uk Online sGAR familiarisation sessions are taking place via Microsoft Teams. These have been set up to give an overview of the sGAR web service, session dates include Friday 2 June 10001045, and Monday 5 June 1100-1145.

Latest updated Safety Sense leaflet An updated Safety Sense leaflet has been released by the CAA, providing pilots with the right strategies to help avoid distraction and interruption, and to help pilots reduce the risk to their flying. tinyurl.com/safetysensedistraction

Diest Aero Club – EBDT Fly-in, 11-13 August 2023 Guy Valvekens extends an invite to LAA members to attend the 38th Schaffen-Diest Fly-in. Celebrated types will include Falco, Picchio, Nibbio and SF260 from the designer and engineer Stelio Frati.

The invite to members adds, “We hope to welcome, as in the previous years, umpteen planes from France, Austria, Switzerland, Italy, the Netherlands, Denmark, Great Britain, Germany. During the weekend, visiting aircraft crews will enjoy the following benefits: a lunch offered to each member of crew, the possibility to stay overnight at the airfield (camping), shuttle transport to and from different hotels around, and a barbecue on Saturday evening including a live band.

“During the three days of the fly-in, demonstrations will include appearances from Old Timers and Ultralight aircraft.

Also, several clubs of Old-timer Cars have agreed to visit and exhibit – we had more than 1,500 vehicles in 2022!

"Civil Aviation Conference (ECAC) member states no longer require a Permit to over fly Belgian territory for 30 days in a calendar year."

For more information, contact: guyvalvekens@gmail.com www.dac.be

June 2023 | LIGHT AVIATION | 7

Letters

Letters We are always pleased to receive your letters, photos of your flying, and your feedback. Please email the editor at ed.hicks@laa.uk.com I enjoyed my brief sojourn with her.

James’ father was the ‘P’ in the MPM group run by the famous Roy Mills, an early stalwart of the organisation. No relation whatsoever.

Tentative links to the early days, but I think vaguely interesting.

Regards, Roger Mills.

Carbon monoxide

Above Patrick’s first solo certificate, 1971.

Meet the Members – Roger Breckell

Dear Ed Great to read Roger Breckell’s story (LA, April 2023). I too enjoyed training at Doncaster, achieving my first solo in April 1971, also in G-AYFF. The story of the student landing after dark by headlights was already folklore! The day’s duty student pilot would wake up the other students in the bunkhouse by a low pass soon after sunrise, which also encouraged the travellers’ horses to vacate the strip too. Happy days....

Kind regards, Patrick Peal.

Luton Minor G-AFIR

Dear Ed, In 1970 I was a member of the Brooklands Flying Group based at Fairoaks. We operated the J2 Cub G-AEXZ and I occasionally flew Zaunkoenig G-ALUA, which had been restored by the group secretary Mick Loyal. G-ALUA was originally operated by the ULAA precursor of the PFA and LAA. During that year I met James Phillips who was restoring Luton Minor G-AFIR. Towards the end of August he offered me the chance to fly her. I seem to remember it was a warm day and the performance wasn’t too Cub G-AEXZ staggering. Nevertheless

Dear Ed, The Coaching Corner article on carbon monoxide poisoning by David Cockburn in the March issue contained lots of excellent sense but, for me, missed one essential element.

From my experience it seems to be critical to have a CO monitor to give a read out of the CO concentration and to understand the relevance. Alarms will sound at levels as low as 30ppm if sustained long enough, yet these are harmless in the short run. Studies have shown that outside levels in London streets in rush hour can be 100+, and in car levels up to 60ppm. Smokers subject themselves to levels over 100ppm while smoking. Doing an emergency landing because a monitor without a value read out is sounding an alarm, risks doing way more harm than good.

Modern, lightweight, inexpensive and highly reliable CO monitors come with their own instructions allowing you to make sensible decisions about the seriousness and urgency of the read out if the alarm going off, but in broad terms: • Levels below 100 are not a serious threat and one can continue to the destination while keeping a close eye on the monitor.

• Levels in the 100s are serious, and one should look for the nearest airfield while

Above CO detectors are more useful if they provide a readout of CO level, suggests David Joyce.

doing the other things David mentions.

• Levels in the 1000s are life threatening. You should stop the engine, ensure maximum ventilation and do an emergency landing.

As a further point I would strongly recommend having the monitor attached to the panel somewhere in front of you where the bright red flashing light makes it very difficult to ignore. I have known a monitor mounted behind the pilot being misinterpreted by the owner as an aberrant stall-warner when it went off.

Best Regards, David Joyce.

Props and photos

I was astounded to see, on page 12 of the April magazine, a photograph of a young woman who had just won an ArmstrongIsaacs award towards her training.

I do hope her training will ensure that she has greater respect for a propeller, and that the gentleman leaning on it (holding what appears to be a map and a tin of beer) could take some lessons from Nigel Reid.

I am not an aviator, but I do know that propellers can bite, often when you least expect them to.

Helen Towers.

Ed replies: You’re right Helen, propellers do deserve our respect and absolute caution. I normally watch for images like this where the message about props and safety might be diluted, but missed this one.

June 2023 | LIGHT AVIATION | 9

Straight and Level Updates from LAA HQ Here comes summer…

Eryl Smith Chairman

A

t long last we are enjoying a period of settled and warmer weather and the flying season feels well and truly underway. I hope you are taking full advantage of the longer days, whether that be for some extended flights or just for the pleasure of getting back in the air with your pride and joy!

I write this piece while at the Private Flyer event at Booker. It’s an interesting mix of aircraft and suppliers and, while focused on the higher end of general and business aviation, it’s good to see what else is new. We are all aviators at heart and LAA’s presence provides an opportunity to promote sport and recreational flying.

As mentioned in the News (page 6) we will have a larger presence at Aero Expo at Sywell later this month where we will showcase the LAA and host a number of LAA suppliers in our marquee village. I hope you will take advantage of the discounted entry price and join us.

It was good to meet many members at the Microlight Trade Fair at Popham and encouraging to see the flight line full of exhibitors, including the latest 600kg types and gyros. Popham and the HQ Open House last month provided an early opportunity for members to meet our new CEO, Simon Tilling. The HQ event provided the platform for a lively Q&A with Simon. As he acknowledges (see below), he is rapidly getting to grips with his role and the priorities for the coming months.

Last month saw the presentation of the Royal Aero Club Annual Awards, which this year was a lunchtime format. Once again a large number of LAA members received awards ranging from lifetime service and contribution, to meritorious endeavours.

Congratulations to all, as well as those nominated but who were unsuccessful… I also have had the opportunity to attend, virtually, the Annual General Meeting of FAI’s Amateur Built and Experimental Aircraft Commission (CIACA). It provided an interesting opportunity to hear from other international organisations together with updates on developments in the future of electric flight. While many looked very futuristic it remains a clear direction of travel and one that FAI is keen to promote at both international and national level. During the course of the meeting the annual awards were made and a number of LAA members’ projects were recognised with awards of diplomas, which will be reported when the formal announcements are made shortly.

In closing, a reminder, particularly, for those who fly in the home counties and particularly Essex, that the consultation on the proposed introduction of a RMZ around Stapleford Aerodrome closes on 12 July. If you have comments on the proposals please be sure to register them via its online consultation page.

Enjoy the summer and safe flying. ■

First four weeks…

Simon Tilling CEO

F

irst off, a big hello to everyone who is a part of the LAA family – it’s great to be on board and a real honour to be leading such an historic and important part of GA in the UK. It’s been an interesting first four weeks – I think the phrase ‘drinking from a fire hose’ best describes the steep learning curve I have been on since I arrived.

So, what have I learned? First of all, the clear passion of everyone that’s involved – pilots, owners, members, Inspectors and staff has for aviation is clearly evident.

Secondly, maintaining the airworthiness oversight of a fleet of nearly 3,000 aircraft plus supporting a large number of projects under construction requires a lot of hard work. The HQ staff are working flat out at this time of year with more than 300 Permit renewals per month, plus the increase in Modifications that comes every spring. They are a dedicated team who share our passion for flying, and are working as fast as they can.

Thirdly, we need to improve communication, especially if we are not meeting our normal levels of service. We are exploring ways to improve, including a revamp of the website and other

10 | LIGHT AVIATION | June 2023

possibilities for getting the right information to the right audience in a timely and efficient manner.

Finally, longer term we need to be defining what the future of the LAA needs to be, and how to attract a more diverse membership with whom we can then share our joint passion.

As part of the improvement in communications I have already started meeting and talking to as many members as possible via shows, open days and Strut meetings. The Microlight Trade Fair was my first event and it was a good start. Following on from that we had our LAA HQ Open day which, despite the less than perfect flying conditions, was well attended. It was great to see HQ staff and members together. Each of these events gives me the opportunity to gather welcome feedback, especially ideas on how to improve various aspects of the LAA, and with offers of help.

Throughout the summer I will be attending numerous events in my LAA capacity, or at fly-ins and displays.

Please feel free to come and say hello! I look forward to meeting many more of you in the coming months and working with you to keep the LAA the best light aircraft association in the world. ■

Inspiring members to take on their own aircraft build or restoration project Compiled by Mike Slaughter

Project News E ver heard of Varga Aircraft? Apparently there are just three flying in the UK, and Alan Weir has been in touch with an interesting tale, having migrated the second of type on to an LAA Permit to Fly. Alan says that to most people she sounds as if she is of Eastern European origin, but was in fact built in 1980 in Chandler, Arizona, USA, where there is a thriving owners group.

Then I noticed the other Permit to Fly example up for sale on that

well-known aircraft for sale internet site – talk about buses all at once!

Mark Manwaring provides a lovely project update on his Van’s RV-7 – it’s a very comprehensively equipped machine that’s been created for a very specific mission.

What does he have in mind? Read on to find out…

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

Please share your story!

G-FOTN (LAA 323-15244) Van’s RV-7

By Mark Manwaring

T

he Buckinghamshire ‘Skunk Works’ was built in the back garden during the summer of 2007 and very quickly this 30ft x 10ft wooden shed became a storage unit for furniture and other associated junk.

Attention returned for its intended purpose – the build of a Van’s RV-something – six years later, when it was lined, insulated, given 240 volts, lit and turned into a workshop that an anticipated 2,000 hours were due to be spent. In January 2014 the quick-build RV-7 kit arrived and on 12 February, construction began.

Attendance at the LAA Metalworking Course provided the top-up on skills that had lain dormant since O-Level Metalwork, Technical Drawing and Design & Technology from too many decades before, and the empennage (including composite work) was finished in 500 hours.

12 | LIGHT AVIATION | June 2023

Above G-FOTN with Steve Noujaim's -7 G-IIXF, the inspiration for Mark's own RV project.

Interestingly, I built another empennage for a friend during covid lockdown and that only took 230 hours…

The decision to build an RV-7, as opposed to an RV-8 or ‘re-purposed’ RV-6 has its roots in the intended mission for this aircraft – to attempt to beat the Class C1-B World Speed Record for Circumnavigation of the Earth. A bonkers idea that I dreamed up during a 12-month operational tour in Afghanistan in 2012-13. During that tour I had read Manuel Quiroz’s Chasing the Morning Sun, Jon Johansen’s Aiming High and Hans Schmidt’s account of how he set the current record. The initial thought was to replicate Manuel and buy a ready-built RV-6 to modify for the purpose. All of that changed after I flew with Steve Noujaim in his RV-7 and realised the innate performance of that variant. Any further ideas of a ‘-6’ were quashed

Above Fitting the empennage to the fuselage really starts to make the project look like an aeroplane. when he offered the loan of his long-range tanks (from his record-breaking Cape Challenge event), and he stated that ‘they cost a lot, took a year to build and will only fit an RV-7!’

So, what was hoped to be a 2,000 hours’, five-year build has turned into 3,672 carefully recorded workshop / hangar hours over nine years and three months. And for good reason. With support from Garmin, Superformance, Hartzell, Beringer, Serco and RGV this finished RV-7 is transatlantic, Night/IFR capable, has an endurance of more 24 hours and for the record attempt will have oxygen, WiFi and its own phone number!

For anyone considering a build, the first piece of advice I would offer is to ensure your build premises are fit for purpose and you have relative stability in life. The RV-7 is not my first attempt at building. I started a Tri-R KIS in 1993 and following five military moves in seven years, that project was doomed. Secondly, choose an LAA Inspector who is knowledgeable on that type – and with whom you get on. I have been very lucky with Will Butler, not only was he Steve Noujaim’s Inspector and built his own RV-8, but is also a top bloke. And thirdly, build it one rivet at a time and with attention to detail. Anything that is ‘good enough’ absolutely is not. One story that I often recount is when I sprayed some zinc-chromate primer on a rear fuselage bulkhead that was already fitted with the quick-build construction. With limited access, it was hard to get the spray perfect and the paint ran. Despite this dark area of the aircraft never being visible, it irritated me so much that the next day I stripped that coat off and reapplied until it was perfect!

Other areas worth putting detail into are those parts of the aircraft that you will look at regularly. The instrument panel is one such area, and with dozens of companies providing expert services in water-jet cutting, powder coating and screen printing, try to outsource these jobs for that professional finish. Also, remember that 90% of what you see when you look at an aircraft is paint. In building an aircraft you learn many skills, but I would strongly suggest that spray painting is not one of them and should be left to the experts.

So, after two years of the aircraft seemingly not looking any different – not to mention six months prep of more than 300 pages of build / modifications paperwork – this stunning aircraft was ready to fly.

Q. How do you know when the aircraft is ready for its maiden flight? A. When everything has been triplechecked and you look at each other and say, “There really is nothing left to do.” (Plus, the weather being absolutely perfect always helps…).

For the hours leading up to that point, knowing it was imminent, I felt physically sick. However, at RAF Halton Airfield on Monday 1 May 2023, G-FOTN slipped the surly bonds of Earth for the first time in the very capable hands of Steve Noujaim. Nouj and I flew the Phantom together on 74 (Fighter) Squadron in the 1980s and 1990s, which

Above After mounting the engine and Hartzell composite propellor,the next job was to fit the cowlings.

Left Helpful friends are a Godsend during the build process.

Below Ticking off the jobs…

Left A full Garmin G3X glass cockpit with autopilot and G5 backup will be essential during the circumnavigation. In the footwell is the ‘small’ long-range fuel tank.

Above About to start the beautiful ACE-IO-378-EXP engine. The engine was assembled by the late and very talented engine builder, Neil Andrews.

made it even more special. All of those tens of thousands of individual components came together to produce a beautiful machine that flew – and to put that feeling into words is simply impossible.

Once the LAA test schedule is complete and the Permit to Fly issued, the 100-hour Circumnavigation Test Schedule will commence, with the record attempt scheduled for August 2025. Please watch out for RAF Flight of the Navigator project updates in Light Aviation magazine.

For further details go to www.raffotn.org.uk and www. facebook.com/raffotn

Above Pre-maiden flight nerves - A nervous Mark watches test pilot Steve.

June 2023 | LIGHT AVIATION | 13

Project News

G-VARG (s/n VAC 157-80) Varga 2150A Kachina

By Alan Weir

T

he Varga Kachina 2150A was developed from the Morrison Nifty in the years following WWII. In 1958, Morrison Aviation Inc began production of the aircraft and produced a total of nine units. The design was later acquired by Shinn Engineering, which increased the engine power to 150hp and built another 35 aircraft. The rights to the design were then sold to the Varga Aircraft Corporation, located in Chandler, Arizona. Under Varga’s ownership, a further 121 aircraft were produced before production ceased in 1982.

Built in 1980, G-VARG was exported to Belgium shortly thereafter, but its stay there was brief before being imported into the UK and registered with the CAA. Over the years, the aircraft has had several owners before landing in the hands of Richard Denton, a skilled fast jet pilot, who now owns and regularly flies G-VARG from her base in East Midlands.

Currently, G-VARG is one of only three Vargas in the UK that are still flying. Recently, she became the second of type to migrate to the LAA from a CofA. Identified as an orphan type, due to Varga Aircraft ending construction in the early 1980s and no longer

14 | LIGHT AVIATION | June 2023

Above 'Romeo Golf looking good in the spring sunshine.

Below left A pleasing panel layout with a hint of wood trim.

Below right The rather unusual head splitter canopy, can be flown open up to 80mph.

supported by a Type Certificate Holder, she now sits properly within the LAA Permit to Fly system where her quirks can be better supported.

Over the years it had been a challenge at times to maintain the aircraft due to the lack of manufacturer support and because of its relative uniqueness. With the aircraft CofA looming last year, the LAA and CAA were approached to see if a migration to a Permit to Fly could be arranged. Richard tried to do this many years ago when the aircraft was an EASA asset, but was rebuffed.

Fortunately, this time we were given the nod that it was possible, and then it was just a case of working our way through the LAA Transfer process, including a full airtest, re-weighing and Annual Service.

The aircraft draws attention wherever it goes – some think it’s a Chipmunk with a nosewheel (why would you…?) because of its tandem canopy and upright tail, but really it’s very straight-forward to fly, although requires a boot full of right rudder at times when the throttle is wide open. There are some unusual ergonomic features, such as the position of the carb heat knob under the left elbow, plus the individual parking brake knobs on the brake

Project News

Right Kachina cockpit is not lacking in space!

cylinders attached to the rear occupants rudder pedals.

There is no adjustment in the rudder pedals nor the seats, which means it is not suitable for a fair percentage of the population. The canopy, as you can see from the photos, is peculiar. Open, it is craftily placed to give you a nice groove along your skull if you happen to forget it’s there as you get in or out. Closed, it takes some contortions to open from the front seat when solo as the handle is about one foot behind your left shoulder! It is worth noting – with some credulity – that the aircraft can be flown with the canopy open up to 80mph – there are photos online showing this being done! But, I can assure you, you’ll not see any photos of me doing it!

While the aircraft may not be classified as a STOL machine, it is capable of handling most grass strips that are at least 500 metres in length. Additionally, it is capable of cruising at a speed of approximately 120mph with ease and in a fairly economical manner.

The rear seat occupant is slightly elevated over the front seat pilot, which provides a great view for them as they sit in a large armchair armed with a stick, throttle and rudder pedals.

The one big surprise, especially when you see how sturdily the Varga is built, is that it is not aerobatic. Steep turns and chandelles are your limit once the appropriate all-up-weight is reached. Now that ‘RG is a Permit aircraft, we are looking forward to getting to grips with the maintenance of an ageing aircraft and trying not to be too daunted by the lack of off-the-shelf spares.

Many thanks to Francis Donaldson and Jon Viner at the LAA and Ewan Weston at the CAA for their help with the migration. The last word of praise goes to our Inspector, Rick Hand, who had encouraged us to apply for a Permit, then kept the process on course with advice and engineering support. ■

New Projects If your aircraft has been featured in the New Projects list, please let Project News know of your progress at: projectnews@laa.uk.com

n Sling 4 TSi (LAA 400A-15865) 14/4/2023 Mr M Manley, Copthorne, West Sussex. n Kitfox Series 7 STi (LAA 172F-15866) 26/4/2023

Mr A Southwell, London. n Van’s RV-14 (LAA 393-15867) 27/4/2023 Mr J McFadzean, Calne, Wiltshire.

Pulborough, RH20 3QF n G-SJPC Van’s RV-8 (LAA 303-15507) 19/4/2023 Mr John Garrett, 10 Avro Road, Upper Rissington, Cheltenham, GL54 2NU n G-ADJJ DH82A Tiger Moth (s/n 3386) 25/4/2023 Name & Address held by LAA Engineering

n G-ARRK Taylorcraft Plus D (s/n 157) 17/4/2023 Name & Address held by LAA Engineering n G-FOTN Van’s RV-7 (LAA 323-15244) 19/4/2023 Name & Address held by LAA Engineering

Cleared To Fly If your aircraft has featured recently in the magazine and has subsequently completed its maiden flight, Project News would like to hear from you at: projectnews@laa.uk.com n G-KEVF Bristell NG5 Speed Wing (LAA 385-15814) 5/4/2023 Mr Kevin Faint, 7 Posthorses, Ashington,

June 2023 | LIGHT AVIATION | 15

Special Feature

Waterbird – Wonder of Windermere!

M

y personal involvement with the Waterbird project began when the Chairman of the National Transport Trust offered his invitation to attend the first public flight of the replica on Windermere in return for an article for the NTT magazine. Two days later, in late September last year, with a personal invitation in my hand from Ian Gee, Chairman of the Lakes Flying Company Ltd,

16 | LIGHT AVIATION | June 2023

I arrived in a slightly soggy Lake District. Following directions, I made my way down a steep, rocky track to the shore to see the 1911 replica in a temporary hangar surrounded by the LFC team, media and photographers.

Despite having read Francis Donaldson’s report for Project News in Light Aviation, as he had inspected and signed off Waterbird for her first flight in June, seeing the aircraft in person for the first time is an unforgettable experience. With a wingspan of 41ft and 36ft in length, you realise this is definitely not a small aircraft. Imagining

Special Feature

Anne Hughes details the spectacular project to recreate – and fly – a piece of British aviation history

the first float unable to support the floatplane on the water.

The second had various adjustments made to stop the porpoising of the first trial on Windermere. As well as perfect weather conditions, the success of the day depended on this float fulfilling all expectations.

Waterbird’s story began in 1911. Captain Edward Wakefield, who commissioned Waterbird, was born in Kendal in 1862 and, having joined the army’s Border Regiment during the Boer War, was a born adventurer and innovator. He had realised, while on active service, that

Martin Dodgson

this frail looking aircraft on a low loader on the M6 as she made her way from Liverpool Airport to Windermere is scary enough. Then to think that the product of 13 years’ work will be released onto the lake is certainly a preoccupation as you walk around looking at the bamboo, wires and spruce supporting the fabric wings.

It didn’t take long before one of the trustees introduced me to the stepped float. This masterpiece of engineering, which gave Waterbird her place in British history in 1911, had caused design problems during the replica build with

June 2023 | LIGHT AVIATION | 17

Special Feature

Above Waterbird at rest on the lake.

Far right Original drawings of Waterbird from the AV Roe and Company factory.

the higher up the scouts were, the more of the enemy manoeuvres were visible. The new invention of powered aircraft would be better suited for this role than the horse.

Having watched an aircraft display at Blackpool Air Show in 1909, Wakefield also realised that a forced landing on water, instead of the unforgiving ground, could reduce the injuries, or worse, suffered by the pilots of the day. In early 1911 he set about commissioning AV Roe and Company (Avro) of Manchester to build an amended design for a Curtiss Biplane, to which he planned to attach a float.

Wakefield cleared an area of woodland at Hill of Oaks, Windermere, and following successful trials as a landplane in May at Brooklands Airfield, his aircraft was brought up to Windermere by train and delivered by barge to his recently erected hangar and workshop on the shore.

With wheels removed and a stepped float installed, the

“The first successful flight of any

hydro-aeroplane in Britain – and the Empire – took place on Windermere on 25 November 1911” 18 | LIGHT AVIATION | June 2023

first successful flight of any hydro-aeroplane in Britain – and the Empire – took place on Windermere on 25 November 1911. Herbert Stanley Adams was at the controls in the single-seat machine and during the next few months would fly more than 60 trial and demonstration flights over the lake. The news spread, and Winston Churchill supported the project, realising the implications of the use of the hydro-aeroplane for the Navy.

During this time the construction of a two-seater float plane, Waterhen, began as it became apparent that money could be made by giving tourists an opportunity to fly over the lake. A flying school to train pilots would also be set up. The Lakes Flying Company was born in December 1911 and plans for the business to provide pleasure flights and training began. However, a storm in March 1912 had disastrous consequences for Waterbird, as the new hangar in which she was installed at Cockshot partially collapsed and caused irreparable damage. The float, rudder and engine survived, but this was the end of the road for Wakefield’s invention. In the following months Waterhen was completed, a Seaplane School started and another floatplane, Seabird, was acquired. However in 1914, with the outbreak of war, Edward Wakefield sold his enterprise, and an RNAS facility took over Hill of Oaks in 1916, as a seaplane school was set up to train pilots.

In 2008 archive material was discovered by the late Richard Raynsford, a descendent of Wakefield, including

Special Feature

Ray Troll June 2023 | LIGHT AVIATION | 19

Special Feature

Mark Wright

Above Waterbird makes her first flight - the steps in the float, so key to successful hydrodynamics.

original drawings of Waterbird from the AV Roe and Company works. An article was published in the local press which caught the eye of Ian Gee, himself a floatplane pilot, and with further interest The Lakes Flying Company Ltd was set up to put together a plan to build a replica of this remarkable aircraft. A certain amount of local publicity brought the story to life for the residents of Windermere, as it was almost 100 years since that original first flight. The TV company Primetime Media was also involved and decided to film the build of this unique aircraft for Channel 4’s Warbird Workshop series.

The team made contact with Gerry Cooper at Wickenby Airfield and, over the next few years, using the discovered drawings, materials were sourced, a cabinet maker employed, and Waterbird the replica took shape. It was decided that the replica would be first flown as a landplane so an undercarriage and wheels were fitted. A Rotec R2800 7-cylinder 110hp radial engine replaced the original 50hp Gnome rotary engine. Extensive inspections and calculations were made and safety features installed, with thanks to John Tempest, as the LAA oversaw the project.

In 2018, as the cameras rolled, Gerry climbed up to the pilot’s seat and made a straight-line flight across the airfield. Following the successful flight, the undercarriage was removed and a float fitted, using similar measurements to the original with the two steps that Wakefield had designed and patented more than 100

“We know from the reports of the

1911 Waterbird flights that she flew to a height of at least 800ft, making 360° turns” 20 | LIGHT AVIATION | June 2023

years earlier. Waterbird left Wickenby for the National Watersports Centre, Nottingham. Disappointingly it very soon became apparent that there was a major problem with the float. At this point Waterbird was taken by road to Liverpool Airport and Hamish Patterson, a boat builder, was employed to design and build a new float.

In 2021, the project having been delayed, as were many, by the covid pandemic, Waterbird was transported up to the western shore of Windermere for her second encounter with water. The time had come to contact a pilot who would be prepared to make the trial flights. Pete Kynsey was approached and agreed to fly the replica.

What's it like to fly Waterbird?

At our Waterbird book launch in April we asked Pete the obvious question! Pete Kynsey is well known as a display pilot at Duxford flying all types of aircraft, from Spitfires to the beautiful Cosmic Wind Ballerina. He also owns an Aviat Husky, which he operates in south-east England, providing floatplane training. He accepted the invitation to come up to Windermere to do the test flying of the Waterbird replica.

Pete replied that was the question he wanted to ask in 2021. There was no one to ask and it was impossible to know! In preparation he spent time at the Shuttleworth Collection with Stu Goldspink as some of the Collection’s Edwardian aircraft were replicas used for the film Those Magnificent Men in their Flying Machines. They had been adapted for the film, so they were of limited use in preparing to fly Waterbird.

In 1911 the original test flights, made by Stanley Adams, were very much trial and error and the stability of the aircraft had to be tested in the air and on the water.

There were reports written of the original flights, but the replica’s weight and centre of gravity were different, so there were always going to be some surprises. Following further consultation with Francis Donaldson, Pete realised

Special Feature

Roger Lane

it was going to be a case of ‘wait and see’.

The first test ‘flight’ in 2021 proved one thing. Waterbird would not leave the water! Experience was gained in water handling and it became apparent that when facing downwind the slipstream didn’t reach the rudder except at high power. Combined with it not having any weathercocking tendency this makes downwind taxiing difficult.

Before take-off speed could be reached she was porpoising and because the float was long it couldn’t be pushed down into the wake. It was time to go back and make adjustments. With the expertise of Jack Gifford and Paul Wrobel, the underside of the float was altered and the angle of attack between the aeroplane and the float was increased.

In June 2022 an unpublicised return to Windermere for a test flight proved a success. The adjustments had worked and at 35mph Waterbird lifted off the water. Pete tested the control in pitch to discover it was unstable and tail heavy, so a redistribution of weight was made with the help of Bill Brooks putting a lead weight at the front, and this improved the handling.

Pete then checked the ailerons with gentle 10° turns and, as with the Shuttleworth Edwardians, small straightline hops were made which proved satisfactory. Pete achieved four ‘hops’ of about half a mile each, reaching 40mph and at a height of 40ft above the water. We know from the reports of the 1911 Waterbird flights that she flew to a height of at least 800ft, making 360° turns. At that time they were prepared to take more risks and provide entertainment for the crowds – not something that is permitted now. Pete was also concerned that Waterbird could be overpowered by turbulence from the hills as the southern part of the lake is narrow. However, the trial flight had gone well and Waterbird was ready for a public flight.

Above Waterbird team members visit the Jetty Museum to see the original Waterbird 1911 float.

Left Waterbird at the Hill of Oaks.

Adams seated, Wakefield standing.

Below Waterbird returning to base after a morning flight - Pete Kynsey at the helm.

Ready for her public…

Roger Lane

On 23 September 2022, on the western shore of Windermere, the weather was perfect for the advertised flight. Invited guests, some of whom were relatives of Edward Wakefield and others from the beginning of Waterbird’s story, were present – and TV and news reporters were poised for action further up the lake.

The well-rehearsed routine, under the direction of Breighton Airfield’s Charles Sunter, who was acting as the Flying Display Director, began with a briefing. The launching and flying of a floatplane on to Windermere could only take place with the CAA and the Lake District National Park Authority permissions. Several small boats were also needed to escort Waterbird to the designated flying area for the occasion.

With the pilot now on board, fully equipped for any eventuality, the trailer on which Waterbird was attached was slowly backed into the water with manual support on either side. The replica was then released and turned ready for the engine start-up. As the guests who had stayed at the launch site witnessed the beginning of Pete’s taxi to the centre of the lake there was applause in anticipation of witnessing a totally unique event, and a tribute paid to those early aviators of more than 100 years earlier who had made this same journey. More applause could be heard from further up the lake as Waterbird took to the air and, on Pete’s return, total admiration for another aviator who had made history on Windermere in

June 2023 | LIGHT AVIATION | 21

Special Feature Launching Waterbird requires lots of equipment and helpers!

Anne Hughes

WATERBIRD TECHNICAL RECAP BILL BROOKS The development of Waterbird has progressed in stages: Initial landplane testing by builder Gerry Cooper, revealed the • CofG position was too far aft, but it did fly.

Taxi testing • buoyancy. on the original 1911 float replica revealed insufficient Increased length float with the same double steps and +1° wing • incidence on the water, which led to divergent porpoising below

• • • •

The aim of this year’s flying was to gain experience operating the aircraft and to provide demonstrations to the public. Each time the aircraft is flown, it has to be transported 80 miles from its storage location on an open low loader lorry and another covered one for the wings. Great care must be taken as it’s possible to exceed Vne on the motorway! The upper and lower wings are transported fully assembled in protective frames. With the fuselage supported on its 22 | LIGHT AVIATION | June 2023

Primetime Media: Ian Cundall

flying speed. This testing was under RAeS/CAA ‘E’ conditions supported by a comprehensive technical dossier including finite element analysis and flight test schedule.

Analysis of the porpoising problem by Professor Paul Wrobel and naval architect Jack Gifford, revealed papers by Savitsky about planing hull and step parameters.

A decision was made to reduce the height of the steps and set the on-water wing incidence to approximately +5°.

The aircraft then lifted off the water cleanly but pitch control was too sensitive, so nose ballast was added. This testing was under an LAA Permit to test.

Hydrodynamic and aerodynamic qualities are now acceptable, though lateral control is not good enough for anything but very calm conditions. An afternoon demonstration flight showed lateral control limitations. LAA Permit to fly issued, with restrictions.

launching trolley, the wings are lifted onto an H frame supported by a jack and raised into position.

The wings are connected, then the bracing wires adjusted to give about 3in of dihedral and 1° washout. Then innumerable wires have to be connected, turnbuckles adjusted and locked. Following a Permit Maintenance release (PMR) sign-off, Waterbird is ready to go. A test flight early on Wednesday morning went very smoothly. However we relaxed too soon because on the second public demonstration flight in the evening, power dropped and on landing, ominous blue smoke appeared. Pete Kynsey had to shut the engine down and be rescued by a boat.

Recovered back at the launch site, it was decided to remove all the rear spark plugs and probe with a borescope. It soon became apparent that No.3 piston was not moving. We removed the cylinder and found a broken connecting rod just below the little end. The usual cause on a radial engine is because of a hydraulic lock caused by oil draining into the bottom cylinder combustion chambers which will bend the connecting rod if a start is attempted; subsequent running causes rapid fatigue failure.

However, it did not fail on the bottom cylinders and we had always followed the anti-locking procedure in the manufacturer’s operations manual, before starting. The engine red line is at 3,700rpm, we only achieve 3,400rpm at full throttle. The engine had run for less than five hours. The failure appears to be caused by a fatigue crack, but what initiated it we don’t yet know. NDT inspection and a metallurgical analysis should reveal why it failed.

Anne Hughes Above Bill Brooks at work diagnosing the fault with the Rotec radial engine.

Left Pete Kynsey (centre) and Ian Gee (right) receive the RAeC Salomons Trophy certificate from Admiral of the Fleet Sir Benjamin Bathurst.

Milton Haworth

Below Waterbird Team 2023 with Angus Whyte and Pete Kynsey (display pilots)

Milton Haworth

2022. The replica, the only one its kind in the world, had made its first public flight, marking the culmination of a 13-year project to create a copy of the iconic Waterbird and take it into the air above Windermere, the original’s home.

Returned to Liverpool Airport for storage, the replica was visited by the Midland group of the Guild of Aviation Artists who provided us with sketches for the project’s book, Waterbird – Wings over Windermere. Awards were also received by Ian Gee on behalf of The Lakes Flying Company Ltd. Plans have been drawn up for what is to be a continuing future for the replica as an important part of Windermere’s history and local schools are now involved in project work to give a higher profile to the story to a new generation.

In May 2023 Waterbird made a return visit from Liverpool to Windermere, along with two invited Aviat Husky floatplanes. The CAA and the Lake District National Park Authority's permission was obtained for two early evening flights on consecutive days, this time on the northern part of the lake. A return visit from Liverpool Airport with yet another journey up the M6, followed by the re-assembly of Waterbird in a temporary hangar on private grounds on the shoreline, meant that the replica was ready to make the headlines again.

A practice run early in the morning on Thursday 11 May proved to Pete Kynsey that all was well and a crowd of more than 1,000 visitors was expected a couple of miles further north at Brockhole to watch the evening flight.

Further preparations took place throughout the day and Pete and Ian were presented with the RAeC’s Salomons Trophy by Admiral of the Fleet Sir Benjamin Bathurst, The President of LFC, alongside Waterbird, coinciding with the RAeC’s presentations at the Royal Aero Club in London.

Briefings complete with Charles Sunter again keeping a wtatchful eye as the Flying Display Director, the team prepared at the launch site and display area. As Waterbird appeared over the lake at Brockhole, loud cheers from the crowd demonstrated their enthusiasm… followed by a little confusion as there was no reappearance of the replica.

Unknown to us Pete had suffered a catastrophic engine failure as he landed on the water when a conrod fracture resulted in a ‘smoke on’ photo opportunity for the support boat crews and an immediate rescue as Waterbird was towed back to base. With Bill Brooks on hand the problem was diagnosed, but the engine problem meant we could not fulfil the expectations of a flight the following day. Plan B was put in place and Waterbird was moored at Brockhole the following evening as more than 1,000 visitors arrived to see her. The following day Waterbird was towed to Jetty Museum as part of the Science Festival event for local school children.

It is hard to understate the importance of Waterbird to Windermere’s local community, bringing to life the history of aviation invention and operation and the significance of the development of seaplane flying during WWI. We have started an education programme with the local schools with an art competition, and the enthusiasm has been encouraging as we develop local relationships with the project and our long-term plans for a Seaplane Centre and home for Waterbird. ■

June 2023 | LIGHT AVIATION | 23

Coaching Corner

Making forced Coaching landings – the Corner… ‘simple’ way…

In the second of a two-part discussion on forced landings, Head of PCS David Cockburn takes a look at the RAF approach to forced landings…

W

hile there are many ways of making a forced landing into a field, the RAF’s Central Flying School produced a relatively simple method of assisting the pilot in producing a safe forced landing pattern. Let’s face it, we all know the mantra that when the engine starts the pilot’s brain loses 90% of its capacity, and when it stops in flight 90% of what’s left is lost as well, so anything which makes life simple in an emergency must be worth considering.

The CFS suggested pattern is of course an ideal, and requires a couple of thousand feet of height to complete.

However, if we have insufficient height for the whole pattern, we can join it at whatever point seems appropriate for the height we expect to join it.

The pattern starts with the aircraft gliding into wind along the right boundary of the chosen field at a height which allows a complete circuit of it. The ideal for most light aeroplanes with a windmilling propeller should be between 2,500 and 3,000ft. The pattern will usually work from a height as low as 1,500ft, but excessive height makes judgement more difficult, so the RAF practise steep descending turns over the start point.

If the start position is correct the pilot should be able to look directly down along the left side of the fuselage onto the field, where they should identify an ‘aiming point’ which

24 | LIGHT AVIATION | June 2023

Below CFS landing pattern.

should be about a third of the field length upwind of the threshold boundary. The wing or other parts of the aircraft may obstruct the pilot’s view, in which case they need to position the aircraft well before losing sight of the aiming point. The aircraft should then fly into wind, at best, glide speed, unless a higher speed is needed to make headway into a strong wind, in which case increase gliding speed by a third to a half of the wind speed. Before the aiming point appears in about the pilot’s 7 o’clock, the pilot should identify a point in the distance at 90° to their current heading. Once the aiming point has reached 7 o’clock, they should turn the aircraft onto a heading which will track the aircraft towards that distant point. It is important to allow for the drift from the wind on this leg. Pre-landing checks should now be completed if they have not been carried out already.

The aircraft should track at 90° to the wind until the aiming point appears between the wingtip and the tailplane, when the pilot should turn onto an approximate downwind heading. From this point on, the pilot should manoeuvre the aircraft to keep the vertical ‘sight line’ angle between themselves and the ground at the aiming point as constant as possible. This will involve the aircraft descending in a curve, usually slightly outwards initially, around the aiming point. If the angle steepens, the ground path should be extended by relaxing the angle of bank. If it flattens, increase the bank angle or, if necessary, turn directly towards the aiming point. It is important to concentrate on the aiming point, and not the threshold, until on final approach.

Purists would argue that the curved approach would, if continued, spiral round the aiming point and end up hitting the aiming point with the inside wingtip, possibly in the wrong direction. However, long before that point the aircraft will be positioned downwind of the aiming point on a rough base leg, and able to turn onto a final approach. If the pilot considers that approach would be too steep, they can continue to adjust the spiral and turn in later from a lower height. If they are concerned that the approach is too flat they can turn in directly.

Once on the final approach, the pilot should not steepen the approach until the aircraft is guaranteed to cross the boundary. If the aiming point is moving down in the windscreen, selecting half flap to steepen the approach is unlikely to cause the aircraft to land short of the boundary. The use of full flap or sideslip should be delayed until the pilot is sure the aircraft will cross the boundary in that configuration – it is less dangerous to hit

Coaching Corner

the far hedge at 20kt than the boundary at 45! Aim to land as nearly into wind as practicable with the engine secured against an unwanted restart. Touch down at normal landing speeds to minimise the energy to be absorbed if the aircraft contacts an obstacle on the ground.

However, most fatal accidents following engine failure occur when the pilot loses control while manoeuvring, so it is vital to concentrate on keeping full control. “Maintain a safe airspeed lest the ground reach up and smite thee!”

Although practice should ensure that the risks to occupants during an emergency landing are low, damage may well occur to the aircraft on the ground. However, remember the cabin is designed to absorb a lot of that damage, so the occupants should escape with little or no injury. Even a controlled crash is much safer than stalling in from height.

The precautionary landing with power

Even if the engine continues working normally, we may be forced to make a landing away from an aerodrome.

Although bad weather is the most likely reason, fuel shortage, or just approaching darkness when an aerodrome is out of range, may force you to land in the most suitable available field. Take time to select a field which is long enough to land into wind, with the same parameters as a field for a forced landing without power.

You do not want to enter any low cloud, which is probably the reason for choosing to make a precautionary landing, so ideally make sure you stay at least a couple of hundred feet below any which you are likely to encounter. However, if the cloudbase is really low (anything below 700ft in height), you may have to fly closer to cloudbase to give yourself safe clearance from the ground. In any case, try to fly your aircraft level while you prepare for an approach.

Again, reassure any passengers, and try to pass a message to an Air Traffic Service Unit that you are making a precautionary landing. To give yourself time to inspect the field, set the aircraft into the ‘bad visibility’ configuration, trimmed to the speed you would turn onto the final approach, with half flap selected to provide a good view forwards. Even if cloudbase permits a higher pattern, I suggest flying it at just above 500ft with the pre-landing checks completed. You may not know your exact height, but the chart gives ground elevations which you can compare with your altitude (you do fly with QNH set all the time, don’t you?). I was taught that if you can see the legs of cows you are below about 700ft, and if you can see the legs of sheep you are lower than 300ft!

Above left On approach to a chosen field.

Above right Precautionary landing pattern.

In a similar fashion to the CFS PFL pattern, start by heading into wind just outside the right side of the chosen field to inspect the field. During that into wind leg, if you can note the time taken between the threshold of your field and the upwind boundary, you can decide whether the field is long enough for a safe landing. If more than 40 seconds elapses, that should give time for most aeroplanes to land and stop, but allow more for wet grass on a firm surface. Don’t worry if you forget to note the first time, though, you should expect to make several into-wind passes before landing.

Especially in poor weather, you do not want to get too far from your chosen field. Once upwind of the field, turn directly, but not too tightly, onto the downwind leg. Take the opportunity to inspect the field from an angle, which may allow you to spot obstacles which were not visible from the other side of the field. Carry out pre-landing checks, but don’t expect to land from your first approach.

When the threshold hedge appears in about your 7.30 position (taking account of the wind), start a level continuous turn onto the final approach, noting your position over the ground. The aircraft should already be at the final turn speed and configuration. When you judge that you are correctly set up for a descent from your current height (probably just after half-way round the turn), change the power (you may want to leave full flap selection till wings are level) to set up the final approach. If you are not correctly set up, do not descend but goaround at circuit height and set up again, aiming to turn final at a recalculated position.

If you have started to descend on a final approach, inspect the field from this angle. If you go-around from about 200ft (power cable height) you should be able to spot posts holding wire fences, which may require you to choose another field, and any furrows (a landing along furrows is likely to be smoother than across them).

Carry out a further circuit pattern, and unless you really need to land immediately, go-around this time from just above the surface to identify any obstacles which you could not see from above. Aim to land from the third approach if possible, and try to switch off fuel and ignition as soon as possible after committing to that landing. It’s still a field and unseen obstacles can cause serious damage.

Pilots in the first few decades of flight, like glider pilots today, considered landing in fields to be a normal occurrence. We need to be capable of making a safe forced landing, but we hope never to have to do so. ■ June 2023 | LIGHT AVIATION | 25

Engineering Matters

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

Engineering Matters Including: An Inspector’s advice regarding the use of external engine heaters during the winter months, a serious Edge Performance engine issue, and anti-chafe protection on flying wires…

W

elcome to Engineering Matters – the section of Light Aviation that is dedicated to discussing all manner of topics concerning both technical and operational aspects of the LAA fleet. We all learn by sharing information, so if you have anything to

say that you think would benefit others, or have experienced an interesting technical issue or component failure, then please contact us with a description of what you encountered and include accompanying pictures. Send your submissions to LAA Engineering at engineering@laa.uk.com.

Left Esso have announced that from September 2023 all Synergy Supreme+ 99 fuel locations will be 5% Ethanol.

Below Excellent Mogas in aviation video, highlights the hazards of vapour locking with this fuel.

Esso Synergy Supreme ‘99 mogas ethanol content Esso has announced that from September 2023, its Synergy Supreme ’99 mogas will transition to contain a maximum of 5% ethanol at all Esso pumps, irrespective of which part of the country they are located in. Up until now, Esso supplied some parts of the UK with ethanol-free Synergy Supreme ’99.

On a similar topic, Ron Singh, a Van’s RV-12iS owner in 26 | LIGHT AVIATION | June 2023

Oregon, USA, has produced a YouTube video about the use of mogas, following a loss of engine power. Towards the end of the YouTube video, Rian Johnson, President of Van’s Aircraft, makes a presentation on vapour lock studies carried out by Van’s Aircraft.

The link is tinyurl.com/mogasinaviation or search: ‘Mogas in Aviation, Knowledge to Live By’, by Ron Singh, 14 April 2023.

Engineering Matters

Aluminium debris found in the bottom of the oil tank.

The base of the piston was also damaged.

Scoring apparent in the cylinder wall.

The damage to the barrel as found on removal.

EuroFox Edge Performance engine issue As has been mentioned many times before, many of the LAAadministered EuroFox fleet are operated by gliding clubs on glider towing duties. A number of them have been fitted with Edge Performance modified Rotax engines giving an increased power output. Working hard in their chosen environment, the engines will be under more strain and for longer periods than many privately operated aircraft.

With the aircraft in question, it was reported by the Inspector who oversees the maintenance, that a number of pilots had reported an oil smell while flying. The aircraft was flying well with no loss of power reported. The oil issue was investigated and initially put down to a spill, following an oil top up. After cleaning the engine down, the aircraft was returned to service as there had been no marked loss of oil. The smell persisted, however, and when smoke was reported in the cockpit while taxying, the aircraft was grounded until further investigation was carried out, and this was combined with a scheduled 50-hour check which was due imminently.

After cutting the oil filter open, there were a few small aluminium flecks, but nothing that (on its own) would have rung alarm bells.

The magnetic plug was also found clean, and a cylinder compression check indicated no obvious problems.

As part of its standard maintenance regime, the gliding club removed and cleaned the oil tank as part of each 50-hour check (oil change), and this was done as normal with the old oil decanted into a bucket. On checking the bottom of the tank on this occasion, aluminium debris was found, as well as some in the bottom of the oil bucket.

Under the guidance of an LAA Inspector, the head and barrel of cylinder #4 was removed, which was found to be fine. When the #2 cylinder head and barrel were removed, it was a different matter, as can be seen in the accompanying pictures. When the oil return pipe from the engine to the oil tank was removed, a large piece of aluminium was found in the engine-end banjo fitting.

The operator does not know if the initial oil leak was a symptom of the issue or coincidence, however, thanks to that, they brought forward the scheduled 50-hour check (albeit, by only a couple of hours). Had they not done this, it is possible that the engine could have failed in the air, perhaps while under its greatest load, towing a glider.

June 2023 | LIGHT AVIATION | 27

Engineering Matters

Winter engine external heaters – Chipmunk fuel pumps This is a cautionary note, from LAA Inspector, Ray Kelly, on the use of external engine heaters during the winter months.

After completing the annual inspection on a Chipmunk, and prior to starting the engine, Ray noticed the engine was difficult to prime using the manual lever on the rear mechanical fuel pump. Following a thorough inspection of the entire fuel system, and after finding no issues, he removed the inlet fuel pipe to the pumps.

There seemed very little suction on the pump inlet when operating the primer lever, so Ray filled the fuel hose with a sample of fuel and there seemed some slow pumping, but nothing of any use.

After a few minutes checking the system again, he placed the fuel hose in a small container of fuel – and it seemed to be working correctly. Then, after refitting the fuel hose, everything was working as it should and the engine ground runs were carried out with no issues.

As there was obviously some underlying cause, Ray remained concerned and investigated further.

When Ray had initially checked the two small fuel filters on the twin pumps, they were dry and had no trace of fuel, but he was not sure what could have dried out all the fuel in the pumps.

Above The CASA 131 flying wires as found.

CASA 131 Jungmann flying wires LAA Inspector, Ben Hinsley, specialises in vintage aircraft, and has alerted us to an issue with a CASA 131 Jungmann that was new to him as an Inspector.

The flying wires cross over at the front centre section of the upper wing and with the absence of any clip, Tufnol disk or binding, 28 | LIGHT AVIATION | June 2023

Ray then recalled that an external engine heater was used during the winter months, positioned inside the engine cooling scoop on the port side of the engine, about six inches under the fuel pumps.

The heat had dried out the fuel in both pumps and also dried the pump diaphragms, causing a shrinkage and leakage of fuel into the pump drains. This made both pumps inoperative until some fuel was filled into the fuel pipe, which had a swelling effect of the diaphragms, making both working again. A new set of diaphragms were fitted and all found serviceable.

Ray advises all owners of aircraft using external engine heaters to be careful of the heater’s positioning, especially where there are perishable neoprene / rubber fuel components, such as fuel pumps / hoses etc.

Ray goes on to say that it has been known for fuel to enter the engine oil system via faulty mechanical fuel pumps (not just on Gipsy engines, any mechanical engine-driven pump could suffer from this).

A simple check is the smell of fuel in the engine oil and sometimes an increase in oil level. If this went unnoticed it could potentially cause engine damage due to the oil dilution.

Above The damage to the flying wires can be clearly seen, when they are pulled slightly apart.

the flying wires can chafe against each other. Presumably the anti-chafe protection was there at some stage and had fallen out / fell out at some point, without trace.

Obviously, the flying wires were replaced (with anti-chafe protection) before the aircraft was released back into service.

Engineering Matters

Lucy Wootton: Chief Inspector notes

Updates from the LAA Chief Inspector, including the renewal of LAA Inspectorships…

The last month has been an exceptionally busy one, not least due to it being the time of year that all LAA Inspectors have their approvals renewed. I thought a bit of an insight into currency training and renewal of Inspector authorisations might be useful.

Inspector renewal

Inspectors’ approvals are initially issued valid to the end of the following March. Thereafter, renewal of all Inspector approvals takes place ‘on block’ at the end of March each year.

Renewal is subject to an appropriate response to a renewal notice, including a declaration that the Inspector signs, sent out by the Chief Inspector. Renewal is at the discretion of the Chief Inspector, who takes into account any possible reasons for non-renewal, such as a failure to maintain Inspector currency or ill health.

Quality Management findings or any technical complaints involving the Inspector in question may require that the individual undergoes further training prior to renewal being granted. Once granted, the Inspector’s scope of approval may be altered to reflect the retraining that was required.

Inspector currency

Currency requirements may be satisfied in a number of ways.

Most LAA Inspectors are practicing aircraft engineers who participate in the maintenance of LAA, BGA, BMAA or certificated GA types, are employed by an airline or are aircraft engineers in the armed forces. In conjunction with maintaining an active interest in LAA engineering affairs, this is normally enough to be accepted as ‘current’.

Other inspectors who are not professionally employed in aviation, or who may be retired, are expected to maintain currency by actively participating in maintenance and inspection activity and by keeping a listening watch on contemporary published material, and by attendance at occasional aircraft engineering related courses or seminars. In all cases, an Inspector’s level of activity will be assessed by the Chief Inspector at the time of the Inspector’s audit or review. Such assessments will be combined with a review of the Inspector’s inspection record, as held on the Inspector’s personal file at Turweston.

In cases where the Chief Inspector determines that there is a risk of adequate currency not being maintained, then a programme to recover the situation will be recommended, such as ramping up an Inspector’s inspection activity, or attendance at a suitable course or seminar, or a combination of both.

Recurrent training

The Chief Inspector assures the competence of all LAA Inspectors engaged in inspection or maintenance by arranging continuation training. In most cases this will be accomplished by the Inspector attending a dedicated LAA Inspector Training Seminar arranged by the Chief Inspector. An Inspector will normally be unable to renew their LAA Inspector approval if at the time of annual renewal of their approval (31 March every year), they have not attended a dedicated training seminar or undergone an alternative qualifying activity within the previous four years. Seminars are arranged and provided in sufficient number and frequency, to enable all Inspectors to satisfy this schedule.

LAA Inspector Training Seminars cover such topics as

Above Jerry Parr, Lucy Wootton, Ben Syson and Zoe Mallam attended a seminar held by AAIB at Farnborough, about wooden aircraft structures. product and type familiarisation, current airworthiness and certification matters, any changes to LAA procedures that affect Inspectors, and aim to include advances in technology relevant to the LAA fleet.

The seminar follows a set lecture programme to ensure a balanced presentation to the attending Inspectors. This set programme is reviewed on an annual basis. A record of Inspector attendance is maintained by the Chief Inspector.

An Inspector may attend a training seminar at any time, and attendance or participation in any of the qualifying activities will reset the Inspector’s recurrent training clock. There are some alternative means to provide the necessary recurrency training requirements, but the primary method is by attending an Inspector Training Seminar.

Failure to attend at least one Inspector Training Seminar (or other qualifying activity) during the four years prior to 31 March will mean that the Inspector will not be eligible to apply for renewal of their Inspector approval. In these circumstances, the Chief Inspector will advise the Inspector and work out a plan going forwards for appropriate training, in order for the Inspector to be reinstated.

AAIB wooden aircraft seminar

In April, four members of the LAA Engineering team (Ben Syson, Jerry Parr, Zoe Mallam - our newest Airworthiness Engineer, and I) attended a wooden aircraft structures seminar held by the AAIB at Farnborough, concerning the ageing of such structures and causes of failures.

The seminar was attended by a number of European Accident Investigators, various industry professionals from the UK, and the CAA, BGA and 1710 Naval Air Squadron (NAS), who deliver scientific and engineering support to military aviation, including the Battle of Britain Memorial Flight.

Fascinating lectures were given by many of the attendees and the LAA staff briefed the audience on the LAA and its responsibilities. Much of the current knowledge on wooden aircraft comes from the gliding world. Gordon MacDonald, Chief Technical Officer of the BGA and members of the Lasham-based Gliding Heritage Centre, gave excellent insights into existing and potential issues.

On the second day, the seminar decamped to Lasham for a tour of the Gliding Heritage Centre and their workshops, with a hands-on demonstration of wooden glider structures and fabric coverings.

By the end of the two-day seminar, all the attendees came away with a much better understanding of wooden aircraft structures and their potential problems.

June 2023 | LIGHT AVIATION | 29

Engineering Matters

LAA Engineering housekeeping New Permit to Fly Revalidation process updates Procedures: The new Permit to Fly revalidation procedures are now in force. Please refer to LAA Technical Leaflet TL 2.00: Revalidating Your Aircraft’s Permit to Fly for more information. The relevant forms can be downloaded from the LAA website ‘Forms, Checklists and Worksheets’ section.

An LAA Alert A-003-2023 has also been issued, promulgating the new procedures. The previous LAA/FWR-1 forms are no longer accepted, as from after 31 March 2023.

Please double check the forms to ensure that every box has an answer. Incomplete forms will require further information and leads to delays in revalidating the Permit to Fly. Emails: Please ensure that the aircraft registration and what documents are attached is stated in the email subject heading, i.e.

‘G-ABCD: ARR-1, CFS-1, Reval’.

Each individual document should be a single, complete multi-page PDF document attached to as few emails as possible, i.e. if possible send all the revalidation forms in one email.

Multiple emails sent with a page of a form in each cannot be accepted, as it takes too long to merge the documents into the aircraft’s history. If they cannot be sent as a single complete multipage document then please print the forms off, sign them and post them to LAA Engineering.

If Inspectors (or owners) have multiple aircraft revalidations to submit, please send only one aircraft’s documents per email, i.e. two aircraft – two separate emails.

The correct email address for the documents to be sent to is stated on the forms, this is permits@laa.uk.com.

Common errors • Propeller Designation: Please ensure the propeller designation is correctly recorded.

This should be after a physical check to identify the installed propeller in comparison to that stated on the Operating Limitations document.

• Aircraft Maintenance Programme Reference: On the LAA/ARR-1 Airworthiness Review Report, please ensure that the maintenance programme reference is stated in Section 3a, along with any scheduled maintenance checks completed since the previous Permit to Fly revalidation.

• Date of last Weighing: Please ensure the date of last weighing is recorded and when the aircraft is reweighed, a copy of the weight and balance record is submitted to LAA Engineering.

Incidentally, when reweighing an aircraft, the centre of gravity datum and limits should be exactly the same as stated on the aircraft’s Operating Limitations document. The Operating Limitations document overrules all other sources of information.

• Permit to Fly Revalidation – Form Issue Number: The various forms are being amended as required from time to time.

Please ensure you have downloaded the latest version of the form, which may require you to refresh your browser.

The forms are also linked from LAA Technical Leaflet TL 2.00.

• Permit to Fly Revalidation – Permit Flight Release Certificate: If an LAA/PRFC Permit Flight Release Certificate has been issued by an Inspector authorising a check flight to be flown when the Permit to Fly Certificate of Validity has expired, please submit a copy of the PFRC with the LAA/CFS-1 Check Flight Schedule.

Recent Alerts & AILs Recently issued instructions for continued airworthiness. (Please check the LAA website for further details).

Van’s Aircraft Service Bulletin SB-00036 Rev 3 Van’s Aircraft have issued SB-00036 Rev 3 calling for an inspection of the outboard elevator hinge on the horizontal stabiliser rear spar of various models of RV and the actions to be taken if cracks are found.

LAA Engineering has reviewed the Service

Bulletin and can confirm that it should be complied with as detailed in the current revision of the SB. Refer also to LAA Alert-002-2023.

Sling Aircraft Service Bulletin #0021 Sling Aircraft have issued Service Bulletin #0021 concerning missing elevator torque tube locking bushes, affecting Sling 4 TSi kits and quick-build.

Potentially affected airframes are listed by serial number in the Service Bulletin

although it might be considered prudent for all examples of the type to be checked.

Continental Aerospace Technologies Service Bulletin SB23-02 Continental Aerospace Technologies have issued Service Bulletin SB23-02 on the subject of cylinder deck stud replacement for Rolls-Royce RR O-240-A models. The issue was highlighted by the AAIB in an incident bulletin and reported in the May 2023 edition of Light Aviation ‘Engineering Matters’.

LAA Engineering charges LAA Project Registration Kit Built Aircraft Plans Built Aircraft Initial Permit issue Up to 450kg 451-999kg 1,000kg and above Permit Revalidation

*Gyros note: if the last Renewal wasn’t Project registration royalty £50 £300 administered by the LAA, an extra fee of Category change £50 £125 applies Group A to microlight £150 Modification application Microlight to Group A £150 £500 Prototype modification minimum £60 Change of G-Registration fee £600 Repeat modification minimum £30 Issue of Permit documents following £700 Transfer (from C of A to Permit or CAA G-Reg change £55

Up to 450kg 451-999kg 1,000kg and above Factory-built gyroplanes*

£190 £240 £275

(can now be paid online via LAA Shop)

(all weights)

30 | LIGHT AVIATION | June 2023

Permit to LAA Permit)

£275

Up to 450kg 451 to 999kg 1,000kg and above Four-seat aircraft Manufacturer’s/agent’s type acceptance fee

£150 Replacement Documents £250 Lost, stolen etc (fee is per document) £20 £350 PLEASE NOTE: When you’re submitting documents using an A4-sized envelope, £2,000 a first-class stamp is insufficient postage.

Restoration

Servicing

Repairs

VINTAGE AND CLASSIC AIRCRAFT SPECIALISTS

The Midland Aeroplane Company Limited Hangar 8, Oxford Airport

Telephone: 01865 601970 contact@midlandaeroplane.co.uk

AERO 2023

With 670 exhibitors from 35 countries, and 27,000 visitors attending over four days, AERO 2023 once again demonstrated why it is one of the world’s premier aviation shows. Words & Photos Ed Hicks.

01 As the photo in the background reminds visitors, the British ACCEL NXTe project pioneered by Electroflight (which involved a number of LAA members – see Light Aviation April 2022), has now become part of Evolito, a British company that is one of the leaders in providing advanced direct and in-direct drive electric motor solutions for fixed-wing and eVTOL applications. evolito.aero 02 Having unveiled its A50 tandem 600kg microlight at AERO 2022, Junkers Aircraft also teased its A60 side-by-side two-seater 600kg concept aircraft, which was displayed hanging from the ceiling. This year we got to look at the production A60, which has not yet made its first flight. Power is from a 100hp Rotax 912iS, and the nosewheel undercarriage is retractable. Customers can choose from an open cockpit ‘targa’-style canopy as seen here, of a fully enclosed canopy as a swappable option. Price looks to be around £200,000. The looks of that cowling air scoop certainly divided viewers opinions though! junkersaircraft.com/en/ 03 However, inside the cockpit, the Junkers A60 cabin is full of lots of retro-styled touches – including Garmin avionics.

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Show Report

03 04 AERO was the official European launch for the 160hp Rotax 916iS engine, the latter having been initially revealed at the Sun ‘n Fun show in early April. Offering 160hp for a maximum of five minutes, then 137hp max continuous power up to an altitude of 23,000ft, the engine weighs 85.8 kilograms, which Rotax claim is an ‘unprecedented power-to-weight ratio in the light aircraft segment’. At the time of launch, Rotax was offering the engine with a 2,000hr TBO. The engine is aimed at new four-seaters, but is also being fitted to some high-performance two-seaters. Marc Becker, Head of Aircraft Business or Rotax said that the 916iS can be a direct swap for any aircraft already fitted with the 915iS, as both engines have the same dimensions and general arrangement. Becker also confirmed that that Flight Design will use the engine to power its four-seat F4. www.flyrotax.com 05 JMB Aircraft was one of the first manufacturers to exhibit an airframe at AERO powered by the new Rotax 916iS, the new engine was fitted in its high-performance VL3 600kg ultralight, which JMB claim can cruise at 200kt using the new engine. www.jmbaircraft.com 06 French company TurboTech launched its newest engine, the TP-R90-160, which promises to deliver 160hp and a fuel burn of around 30l/h. The company is aiming for German approval for its small turboprop engine, which achieves its remarkably low fuel consumption thanks to regenerative technology – it recycles unburned fuel from the exhaust to be reused in the combustion process.

TurboTech is working with Robin Aircraft and Elixir Aircraft towards eventual EASA certification. The turbine can burn almost any fuel including Jet-A1, diesel, UL91, avgas, bio-fuel, and Turbotech is also developing it to burn hydrogen.

The hydrogen technology is being adopted by French manufacturer Elixir aircraft to power a future version of its training aircraft.

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01 01 Robin Aircraft revealed its DR401, powered by a 155hp TurboTech TP-R90-160 turbine. Robin CEO Casimir Pellissier said he prefers the idea of using sustainable future fuels rather than committing to using electric power, so the TP-R90-160 powered aircraft is its vision for future GA. 02 The Norden from Zlin Aviation is an advanced backcountry 600kg ultralight with a sophisticated set of leading edge slats and slotted flaps, tundra tyres and heavy duty shock absorbers. This example was powered by an Edge EP917Ti engine – a tuned version of the Rotax 915iS, which Edge say its has ‘tested to 202hp’, but the TBO is reduced to 1,200 hours www.zlinaero.com/norden 03 The Integral R is a new aerobatic two-seater from French company Aura Aero. With a wood and carbon composite airframe, power is from a 210hp Lycoming AEIO-390 engine.

It is currently being certified through EASA and the FAA. Side-by-side seating means it will be useful for flight training, and a tricylce undercarriage version will be offered as an option. www.aura-aero.com/en

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AERO 2023 01

01 Project Taifun17H2 matches a hydrogen fuel cell to an Emrax 268 motor in a Valentin Taifun motor glider. You can spot the composite hydrogen tank in the rear of the motor gliders’ cockpit.

02 FK Aircraft is focusing on production of the FK-9 in tricycle and taildragger form for the 600kg microlight category. fk-aircraft.com 03 The PAL-V ‘flying car’ is an aircraft that unfolds roof-mounted rotors to become an autogyro and fly, but is also road-legal for driving. Work continues towards certification from EASA. 04 Project eSling is an electric-powered Sling 4 created by Mechanical and Electrical engineering students of ETH Zurich. The four-seater is capable of 100kt cruise for 100nm. The aircraft is fitted with specially shaped 44kWh battery packs in the wing leading edges where the aircraft’s fuel tanks would have previously been.

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June 2023 | LIGHT AVIATION | 35

AERO 2023 01

01 Outstanding workmanship in this Van’s RV-4 built to meet the German 600kg UL requirements, with a custom-designed installation of a Rotax 915iS. Named the RV-4/600R, this aircraft has been created by Robert Haag, who runs PlaneWorx.de. Cruise is 160kt (85% @9,000ft) with a 1,800fpm climb rate. The aircraft has a firewall-mounted balistic recovery parachute too.

02 The Turbo Shark 600 is the latest aircraft from Shark Aero, and is powered by a 126hp Edge Performance 914Ti engine. The Edge engine has a service ceiling of 14,000ft and a max cruise speed of 189kt. The Turbo version will be available in Germany by the end of this year, at a cost of €310,000 (including 19% tax).

03 The UR-1 is an electric racer that’s been designed by Pie Aeronefs SA. The carbon, V-tailed machine is targeting a maximum speed of 270kt, powered by a 200hp electric motor. pieaeronefs.ch/en 04 The JH Aircraft Corsair e-Motion has seen the SSDR design swap its three-cylinder Verner radial for an HPD-2 electric motor. The aircraft is capable of two hours endurance. www.jh-aircraft.de/english/corsair/

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Show Report

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02

01 Umberto Izzo, the new UK Groppo Aviazione agent, has plans to approve the side-by side two-seat G70-600 in the UK as a 600kg microlight, along with a 600kg RTF version of the Trail. www.groppoaviazione.com 02 The Helix H60A Automatic propeller is a self-contained unit that offers three operation modes, AUTO, Constant Speed and Constant Pitch. It generates its own power and has pitot and static sensing.

03 The Elektra Trainer 600kg electric training aircraft is capable of 2.5 hours flight, and can be used for 50 minutes flight training with 35 minutes charging cycles. www. elektra-solar.com/products/elektra-trainer-solar 04 Having made it’s debut at AERO last year, the pretty Bristell B8 high-wing is coming to the UK. Bristell UK hope to gain approval for the aircraft as a 700kg MTOW kit, with Rotax engine options from 100hp upwards. www.bristell.com

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June 2023 | LIGHT AVIATION | 37

AERO 2023

01 01 A lovely find in one of the B-Halls was this extraordinary project to build a recreation of a Messerschmitt M35, originally from in 1933-34. The aircraft is powered by a 160hp Siemens & Halske SH14 7-cylinder radial engine. Fifteen examples of this two-seater (the front cockpit has a removable cover) sport aircraft were originally built, but none survive. www.fliegerwerft.de 02 The Konner K1 is an all carbon helicopter developed by Italian manufacturer Konner Helicopters. The 600kg compliant model is powered by a turbine engine, also made by the company. www.konnerhelicopters.com/en 03 Hiding away in one of the B-Halls, was this amazing project, which combines a mini turbine hybrid power unit that operates as a generator to power a Geiger HPD50 electric motor for a Silence Twister. The HybridAir project is a collaboration between Geiger Engineering, Silence Aircraft, Ingenieurburo CAT turbines and Ostfalia University. Performance calculations suggest the aircraft should be able to cruise at 115-125kt and have a purely electric range of 80nm, extendable to over 400nm by using the gas turbine generator.

04 Aerospool displayed this very smart looking WT9.15 Dynamic GTI, a 600kg type powered by the Rotax 915iS and fitted with a glider tow-hook. I spoke to Allan Melmore from UK agent LX Aviation and they hope to offer this model in the UK, later in 2023. www.aerospool.sk 05 German manufacturer AutoGyro unveiled a new high-top canopy option for the tandem two-seat Calidus model that increases headroom for both pilot and passenger. auto-gyro.com

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AERO 2023 01

02

01 Literally an ENORMOUS project – a German team plan to recreate the giant 12-engined Dornier Do.X flying boat.

Check out the size of that fuselage frame – 6 m high, 4.8 m wide and approximately 90kg! www.do-x-vision.de 02 Wonderful little Avio-Gyro Sniper is unusual in being a tractor-configuration autogyro. A structural carbon skin wraps a steel tube frame that mounts the engine and undercarriage.

Power is from MWFly engines between 80-160hp, with a projected MTOW of 600kg. The aircraft is still in development, and a fully electric version is also being considered. www.avio-gyro.com 03 The all-carbon fibre Orlican M8 Eagle is available as both 472 and 600kg MTOW versions, with power options from 80-115hp Rotax 912/914. Max cruise is quoted as 119kt. www.orlican.cz 04 The HC-02 from Hungarian manufacturer Hungarocopter is powered by a Rotax 915iS engine and is another helicopter designed to meet the 600kg ultralight category rules. hungarocopter.hu 05 A bit like a modern-day Edgeley Optica, the AirConcept Explorer combines helicopter style cabin with a carbon composite airframe, powered by a D-Motor. It will have a 600kg MTOW. www.airconcept-enterprises.com Save the date – AERO will celebrate its 30th anniversary, April 17-20 2024, in Friedrichshafen.

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04

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Contents Show Report

01

Popham Microlight Trade Fair

02

Highlights from the show! Words & Photos Ed Hicks

01 Good weather encouraged plenty of aircraft to fly-in on the Saturday, with a new parking area on the west side of the airfield.

02 & 03 The Skyleader 400 and 600 made their UK debut at the show. UK agent Ashok Aliseril hopes the 400 shown here will be type approved for sale as a ready to fly aircraft in the UK by September 2023. The basic price for the 400 is £90,000 + VAT, the 600 around £100,000 + VAT. www.flyskyleader.co.uk 04 Umberto Izzo is the new agent for Groppo Aviazone aircraft in the UK. Umberto plans to continue to support Trail kit aircraft sales in the UK, and is looking to gain approval for 600kg ready-to-fly versions of both the Trail and the side-by-side two-seater G70-600. www.iseaviation.com 05 Paul Kirkham in collaboration with Metal Seagulls showed an installation of a UL Power UL350i (118hp) in a Sling 2. Paul offers a cowl and engine mount to Sling 2 builders interested in using a UL engine.

06 Exodus Delta Jet 500 StingRay flexwing is available with either Rotax 912 or BMW1200 engines. exodusairsports.co.uk

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07

07 The Aeroprakt Vixxen is approved to build as an LAA kit aircraft in the 600kg category. Dragon Aviation are currently working with the CAA for company and design approval. www.foxbataircraft.com 08 The Pipistrel VSW127 LSM is the latest factory built 600kg type approved by the British Microlight Aircraft Association.

09 Spotted in the aircraft parking, the first KFA Safari completed by long-time LAA homebuilder, Dudley Pattison.

10 This 26 year-old Pulsar also caught the eye in the visiting aircraft parking, and despite its age, looked like it was barely a few years old. The Rotax 582-powered aircraft was popular in the 1990s.

11 Proof that there’s some great low-cost fun aeroplanes out there, this lovely Kitfox MK.2 powered by a Rotax 582 could be yours for £11k according to the advert…

12 Albion Aero Services are UK agents for the IFD-Net range of electronic flight instruments.www.albionaero.co.uk 13 The AutoGyro MTOSport 2017 is a great-looking open cockpit gyro. Price for the Rotax 912-powered model starts at €59.500.

14 Magni M24+ Orion is powered by a Rotax 915iS and is currently being approved for operation at night. www.magnigyro.co.uk

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June 2023 | LIGHT AVIATION | 43

Contents Show Report

01

Sun’n Fun 2023!

02

Words: Rod Simpson Photos: Malcolm Fillmore and Steve Petter 01 Star débutante was the new Junkers Junior – the 1929 German sports plane which has been resurrected and substantially updated so that it fits neatly into the Light Sport category and European Ultralight sectors. Priced at $193,500 (approximately €179,000), the Junior has already received 27 orders in Europe, according to Junkers staff, and two were at Lakeland on show, one of which was used for demonstration rides at Lakeland South Airport. The all-aluminium Junior, which is powered by a 100hp Rotax 912iS engine (in place of the 80hp Armstrong-Siddeley Genet of the original) has a Garmin G3X glass cockpit and is flown from the back seat.

02 Kit aircraft manufacturer CompAir, which is based near Lakeland at Titusville and has created many different composite aircraft, showed its brand new CompAir 6.2 at Lakeland. Designed by Ron Leuck, it is a high wing aerial SUV with up to eight seats and an aluminium fixed tricycle undercarriage which is powered by a 350hp twin turbo Lycoming TIO-540 engine with a three-bladed composite Hartzell propeller.

03 There were many admirers of the Czech designed NISUS Jokertrike.

This all-composite machine has twin booms and a forward-folding canopy to give easy access to the side-by-side, two-seat interior.

It is sold as a kit and this one had been freshly completed by Sonja Latshaw of nearby Vero Beach.

04 The intricate pattern on Liam Hawkins’ Mooney M20F, N3205F is surely a good candidate for ‘wildest colour scheme’. Designed by artist Matt Kress, who specialises in large-scale murals and canvas artwork, the entire painting project from start to finish took around eight weeks, which included surface preparation, and three weeks of painting by Kress. It is based locally at St Petersburg – Albert Whitted Airport.

05 Where did all the old Tucanos go? Well, there seems to be a vibrant market for ex-RAF Embraer Tucanos and this is one of 26 on the US Civil Register. It appeared in original black colours, appropriately registered N411ZF. 06 New original homebuilts were few and far between, but there were one or two golden oldies. Notable was this Sindlinger HH-1 Hurricane. It is a 63% scale plans-built copy of the Hawker Hurricane and the first one flew way back in January, 1972 powered by a 150hp Lycoming O-320. At least a dozen have flown including examples in Australia and South Africa.

07 If this neat four-seater looks a bit familiar, then take a look at the tail.

In the 1950s Fuji Heavy Industries in Japan built the Beech T-34 Mentor trainer under licence. However, it had the clever idea of widening the fuselage and making it into the LM-1 four-seat liaison aircraft for the Japanese military. Many of these found their way to private owners in America, including this one which retains its original camouflage.

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LAA Strut News

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

Above Anne receives the David Faulkner-Bryant Shield from DF-B (left) in 2017 and our former CEO, Steve Slater.

Struts 4U After more than six years, Anne Hughes compiles her final news and views from around the Struts…

I

t was during the LAA Rally in 2016 that I found myself in conversation with Brian Hope and suggested that the resurrection of a monthly Struts column in the magazine could result in raising the profile of the Struts, as well as providing up-to-date news of strut activities.

We agreed on a trial of several issues to see how it went. No one is more surprised than I that this is now my 80th column… The journey through those 80 months has been both a little challenging in finding a variety of copy, but also most enjoyable.

Huge thanks must go to all the Strut leaders and newsletter editors who supported my efforts with words and photos and also to Brian, and latterly Ed, for their encouragement.

It will be sometime before I get used to not having a deadline for copy, but I feel the time has come for someone else to take on the role as I move on to new projects and take on new commitments.

On arrival at the Henstridge celebrations in 2017, I was greeted by a PA announcement that David FaulknerBryant would like to meet Anne Hughes. Meeting up with the ‘father of the Struts’ was a real privilege and later to receive the LAA’s David Faulkner-Bryant Shield from DF-B himself a very special moment.

I would like to take this opportunity to say how much I have enjoyed getting to know the Struts on a personal basis over the years and I hope we will meet up at various locations in the future.

Thanks to everyone, too, who have found their way to the Strut pages in the magazine – and have hopefully found it useful in finding out about local Strut activities. ■

Andover Strut: Spitfire Club, Popham Airfield, SO21 3BD. Contact Bob Howarth email: bobhowarth99@ btinternet.com 01980 611124 Bristol Strut: BAWA Club, Filton, 1930.

6 June – Strut Social Evening. Contact: chairman@bristolstrut.uk www. bristolstrut.uk Cornwall Strut: The Clubhouse, Bodmin Airfield. Sat. 3 June – Ladies Day Fly-In; 15-16 July – Grasshopper Gathering. Contact Pete White pete@ aeronca.c.ok 01752 406660 Devon Strut: The Exeter Court Hotel, Kennford, Exeter. 17 June – Strut Fly-Out to Farway; 27 July – Strut Fly-Out to Branscombe; 5/6 August – Fly-Out to Dunkeswell. Contact: david.millin@sea-sea.com East of Scotland Strut: Harrow Hotel, Dalkeith. 2000hr. 8 July – Balado Fly-In. Contact: Tim Raynor- hipe@ btinternet.com East Midlands Strut: Meeting on the first Tuesday of the month on Zoom until further notice due to venue availability. Contact: tonyrazzell2@ gmail.com We also have a Facebook group and upload recordings of some meetings where we have speakers.

Gloster Strut:. The Victory Club, Lypiatt Road, Cheltenham, GL50 2SY at 1930.

13 June at Croft Farm – Phil Hall flying in with the Brussard (TBC); 8 July – Strut Kids Air Day at Croft Farm.

Contact: Harry Hopkins phone 07902 650619 harry.hopkins@talktalk.net Highlands & Islands: Highland Aviation, Inverness Airport. 24 June Easter Airfield Fly-In; 24-25 June Sollas Beach Landing Fly-In. Contact: b.w.spence@btinternet.com 01381 620535.

Kent Strut: Contact: Steve Hoskins hoskinsltd@outlook.com 07768 984507.

LiNSY Trent Valley Strut: Trent Valley Gliding Club, Kirton Lindsey. pilotbarry1951@gmail. com http:// linsystrut.wixsite.com/website North East Strut: Fishburn Airfield.

Brunch on the third Sunday of each month. 1130-1330 at Fishburn Aviator Cafe. Contact: alannixon297@ btinternet.com North Western Strut: The Clubhouse, Boysnope. 1400. Third Thursday each month. Contact: cliffmort@btinternet. com 07813 497427.

North Wales Strut: Caernarfon Airport, Dinas Dinlle. First Sunday of the month – HEMS Bistro Café. 1300. Contact: Gareth Roberts gtrwales@gmail.com 07876 483414.

Oxford Group: Sturdy’s Castle Country Inn, Banbury Road, Kidlington, OX5 3EP. Second Wednesday each month.

14 June: Jeremy Liber: ‘From PPL to Flying the Hurricane!’; July 12: BBQ; 9 August – Flying the 747 – extraordinary tales by Geoffrey New. Contact LAAOxford@gmail.com www.oxfordlaa. co.uk

Redhill Strut: The Castle, Millers Lane, Outwood, Redhill, Surrey, RH1 5QB. Pub contact 01342 844491. Third Tuesday of each month, meet at 1900-1930. Contact: david@milstead. me.uk Shobdon Strut: Hotspur Café, Shobdon Airfield, Hereford HR6 9NR. 1930. Second Thursday of the month.

Contact: Keith Taylor bushebiggles@ sky.com Southern Strut: ‘Longshore’ Brighton Rd, Shoreham-by-Sea BN43 5LD. First Wednesday of the month 1930 for 2000. Contact palmersfarm@sky.com Strathtay Strut: Scottish Aero Club, Perth Airport, Scone. Scone Clubhouse.

Contact: keith.boardman@peopleserve. co.uk 07785 244146.

Suffolk Coastal Strut: Earl Stonham Village Hall, IP14 5HJ. 1930, 21 June, Evening Fly-out or BBQ at Monewden 8 July – Annual Fly-in at Monewden; 16 August – BBQ Monewden Airfield start 5pm. All welcome, details at www. suffolkcoastalstrut.org.uk/flyin/ Contact: Martyn Steggalls events@ suffolkcoastalstrut.org.uk / 07790 925142 The Joystick Club: Activities throughout the year. Pedal planes and simulators at Old Warden Air Shows.

Contact: Mike Clews, m.clews@sky. com. 07775 847914. www.joystickclub. co.uk Vale of York Strut: Chocks Away Café, Rufforth East Airfield.1900. Contact: Chris Holliday 07860 787801 valeofyorkstrutlaa@gmail.com www. valeofyorkstrutlaa.wordpress.com Wessex Strut: Henstridge Airfield Clubhouse. 17 June – BBQ at Middlezoy; July + August; Monthly Summer BBQs and activities. See www. wessexstrut.org.uk for updates. Local fortnightly Strut walks organised by Wessex Aviators Leisure Klub. Contact: neil.wilson@laa.uk.com West Midlands Strut. There are no meetings at present but if you would like to help to get the WMS operational again please get in touch with the Strut Coordinator, David Millin. david.millin@ sea-sea.com West of Scotland Strut: Various locations in the Greater Glasgow area.

Contact: Graeme Park graemepark01@ gmail.com Youth & Education Support (YES) – YES also available for Strut talks/ presentations. 4 June / 2 July – YES at Shuttleworth Air Show. Contact: Stewart Luck captainluck@hotmail.com (Contact 07974188395 to volunteer.)

NB: A copy of the Struts Handbook, issued in pdf format to celebrate the LAA 75 birthday, can be found on the LAA website.

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

June 2023 | LIGHT AVIATION | 45

Technical

TESTED

The latest aviation kit put to the test…

01

uAvionix AV30E

In the second part of his review, Ian Fraser puts the uAvionix AV30E to the test with a substantial round of aerial tests…

FROM £1,740 www.uavionix.com/products/av-30 01 AV30 in Attitude indicator mode configured to meet the LAA standby instrument requirement. That means at least ASI, Altimeter and compass data is displayed – but this set up adds AI, VSI and AoA.

I

n the April edition of Light Aviation, I looked at the functions of AV30, an 80mm instrument-sized EFIS, and discussed its capability and installation. I have been test-flying it in my RV-6 since then, and this report is my experience, so far, of using the unit.

AV30 (pic 1), a recently launched product from uAvionix, is a fully functional, free-standing electronic flight instrument that can be used alone, as part of – or even the core of – an EFIS panel. It has an internal battery back-up to power it in the event of aircraft power failure, and is currently pending approval by the LAA for use as a standby instrument under TL 3-20.

In addition to its flight instrument functions it has a

46 | LIGHT AVIATION | June 2023

traffic display page. My testing has focused on three themes. To check it as a primary flight instrument, to see how well its navigation functions (mainly DI) work, and to look at it as a traffic display.

For LAA standby instrument approval it must be capable of providing the essential flight instrument functions for safe VFR flight i.e., a magnetic compass, ASI and altimeter which meet the standards and precision defined in CAA document CS-VLA. They are Magnetic heading +/- 10 deg, Airspeed +/- 5 mph or 5% at msl and altitude +/- about 60ft. In AV30 this group of functions can be displayed together on the Attitude Indicator (AI) page which of course adds the attitude indicator and some other

Technical

functions (pic 1). As well as flying with it myself, I involved several members of the Wessex Strut to get a broader opinion of the instrument. Of those who sat in my aircraft and played with it they all went away saying ‘want one’.

Flight instrument accuracy For the last couple of months, I have been routinely checking that the instrument reflects reality on the ground and in the air against various references. After initial calibration, it has proven consistent and accurate through all my flights with no need for further tweaking, an impressive instrument.

To assess its capability as a flight instrument in anger, I harnessed the skills and experience of Clive Davidson, a familiar contributor to Light Aviation, and LAA test pilot.

We set off in my RV to get clear of busy airspace then Clive hurled my RV about for a while checking that AV30 gave sensible readings during and after the manoeuvres.

Indication damping was fine, readings stable without noticeable delay and, even after manoeuvres, the compass and horizon were still good relative to our chosen references. Having failed to upset the instrument, Clive flew us back to Henstridge through sometimes marginal visibility with sole reference to the AV30, but from the wrong seat and with me calling headings and height (simulating an SRA). Notable was that the AI and its windows were clearly readable even from Clive’s 45° view angle, and because it is really a flat screen (no mechanical layers), there were no parallax issues. I had set up the AI display page 1 ‘windows’ to provide a basic air data information set simulating coping with a GPS failure or aircraft electrical failure (pic 1). Bearing in mind he had not seen one before, Clive was very complimentary about it.

Direction and heading Most of our Permit to fly VFR aircraft have a basic ‘whiskey’ compass (pic 2) but, in reality, most of us navigate with a GPS, rendering us vulnerable to either aircraft power failure or GPS jamming.

In my aircraft the existing magnetic instrument needs significant compensation due to the plethora of interfering magnetic sources in the busy panel and cockpit. Even though it is not electric, consider what may happen if I lose power. All the compensation I set up in the compass with aircraft power on will be incorrect, which may mean I no longer have a reliable magnetic compass either. Add the challenge of remembering the vagaries of magnetic compass navigation (lags and leads in a turn etc) flying accurately on the whiskey compass is not something I look forward to. AV30 includes a magnetic-aided gyro compass which is independent of GPS and, with its built-in battery, of aircraft electricity. The version I installed also included the AvMag remote magnetometer, making it independent of electrical or magnetic interference from the cockpit and panel (something anyone with a magnetic compass close to a busy modern electrical panel should consider).

The AV30-aided compass (pic 3) is intended to fully replace its steam antecedent in IFR panels, the fluxgate slaved DI. It should provide the best of both worlds, accurate gyro headings in a turn, while being automatically corrected for magnetic heading while flying straight.

Sounds impressive – but how could I test it? The biggest compass flying challenge I have experienced recently was participating in Amy Whitewick’s sky art exercise, drawing pictures in the sky using SkyDemon

02

03 flight logs. Any of you who are thinking of joining in with Amy’s 2023 Britannia challenge (contact camelotmedialtd@gmail.com for details), which is full of turns that require precise execution, will quickly discover that GPS derived headings or tracks can also lag significantly… even in a gentle rate two turn. AV30’s magnetic-aided electronic gyro compass should address these challenges, be accurate throughout manoeuvres and not drift. So Ruth Kelly (with whom I have conducted several sky art flights) and I set off to try a leg of sky art planned in a SkyDemon navigator app to test it.

Although it is adjustable just like any gyro DI, quick calibration checks on runway heading showed AV30 (as

02 Whiskey compass. So called because early versions were filled with alcohol. This practice stopped when many fitted to bush planes seemed to develop leaks on long journeys…

03 AV30 in DI display mode as used for the Sky art flight.

June 2023 | LIGHT AVIATION | 47

Technical 04

Pic 4 shows the results of our test flight. As you can see, the result was precise, roll out occurred on exactly the heading required and at no time did we need to correct nor wait for the DI to catch up. The precision was much better than the +/- 10° required by the VFR standard. I am impressed with it, as good as any fluxgate slaved compass I have flown with for a fraction of the weight and price.

04 AV30 DI test flight.

A section of a SkyDemon route (purple) with actual track log superimposed (blue).

The flight started from the bottom following just the headings on the SD log, not the map. This part of the exercise was testing accuracy of acute compass turns. Says a lot for both SDs wind aloft calculations and AV30s DI.

always) needed no adjustment since the last flight. We set off to intercept the ‘art’ route. Normally once there, the navigator will call and count down each new track from the SkyDemon map and the pilot flies them. Simple? Wait until you’ve tried it. Up to 60° is quite easy. Pick a new heading reference on the ground and fly there, maybe requiring a minor correction after the electronic sky art map stabilises.

Above this angle, and in particular for acute turns, much more visual reference planning is required or a reliable gyro compass and wind corrected heading is needed.

We planned a series of tight manoeuvres on SkyDemon, had it calculate the wind drift for our chosen time and altitude, then flew the course with sole reference to SkyDemons pilot log magnetic headings, and the AV30 compass.

Traffic display (pic 5 & 6) Many people I’ve talked to are attracted to AV30 because it presents a neat traffic display capability as well as its instrument function. Having been involved with reviewing electronic conspicuity concepts and devices for four years, I have some firm views of what makes a good usable display. Effective traffic awareness using electronic conspicuity is not about heads down in the cockpit trying to pick out traffic from a nav map, nor looking at a zoomed-out plan of everything for 30 miles radius or more. Its purpose is to help identify, locate and avoid potential hazards. AV30 is certainly going in the right direction with its clean Plan Position Indicator (PPI) display, adjustable scale, and altitude filters, although I would prefer it if the range circles were clearer.

The offset traffic (ARC) display (pic 6) biased toward hazards to the front is also an interesting feature intended to make better use of the otherwise small display area.

But for me, AV30 is missing two features which I believe to be important. Audio threat warning and threat highlighting in colour.

06 05 AV30’s traffic display. A simple but clear map with height and vector information on closer traffic. While it colours ground traffic brown, it does not calculate or colour highlight conflicting traffic.

05 48 | LIGHT AVIATION | June 2023

06 Target highlight feature. The highlight on the PPI identifies an aircraft at 4 o’clock 1,700ft below on the PPI, but on the data window, as 125ft. Where is it really?

Potentially confusing.

Technical

07 Ruth and I found an interesting traffic scenario while visiting Kemble recently. Several aircraft were converging for an overhead join. While joining from the dead side AV30 showed us to be very close to another aircraft. As it would not be visible from where it was reported to be by AV30, careful examination of the display was necessary.

This showed that it was not a threat, however, it required quite a lot of crew attention to read and interpret the small, sometimes cluttered, display at a time when we were busy. Meanwhile, our reference system, which does have colour threat highlighting, flagged up the same traffic but not as a threat saving much heads-in time.

As well as the audio alerts and colour highlighting, I think perhaps the ARC forward-biased display may not be such a good idea… There are times when all-round situational awareness is really important.

Moving on, the unique traffic highlight tool is a handy facility (pic 6). You can choose one aircraft on your display and highlight it. It then retains that highlight until you stop it or it goes off scale.

If you are flying with another aircraft, you only need to identify your mate once, then they can be picked out thereafter. However, its use of mixed absolute altitude (top of display) and relative altitudes of traffic icons in the same display could be confusing.

I discussed my critical comments with uAvionix which said it is early days for the instrument and we could expect more features to be incorporated as part of the product evolution. Which brings me neatly to my final point.

Software update Like any digital device there will be a constant stream of design changes and improvements which will require a software update. There are two ways to do this with AV30.

Either by using an RS232 / PC adapter to connect to and update the SW from a laptop, or by using the AVLink to connect via Wi-Fi to a smartphone or tablet. In this day and age, the former belongs in the Dark Ages, and most of us are just not equipped to do it.

The latter process means you must have an AVLink device whether or not you have traffic, but of the two methods it is the one most of us are better equipped for – and capable of doing.

07 Another feature of AV30 is its GPS interface. While it does not itself have GPS it will display next waypoint and route data from an external GPS. This it does as either a CDI on the DI, or in this case using its ARC (PPI) to emulate my pseudo ADF ‘always point to home’ arrow on the other panel EFIS instrument.

Conclusion

As a flight instrument I was very impressed with AV30 and really happy to have let it have panel space. While I have been critical of its capability as a traffic display, please remember that is just my opinion.

The complete lack of an EC display standard, operational guidance, training syllabus etc, from the governing authorities for what is, according to their own information to become an essential piece of in-flight safety equipment, leaves the manufacturers such as uAvionix on a hiding to nothing. As a traffic display it has all the required components – but they are not all connected yet.

AV30 has the potential to be a powerful and important traffic display instrument… if uAvionix and the CAA set their minds to it. ■ June 2023 | LIGHT AVIATION | 49

Meet the Members

Where there’s a way, there’s a Wilco!

Plumbing, engineering, renewable energy, a surprise marriage proposal, fly-outs near and far, to forming Wilco Aviation with friends, Kyle Millett talks to Neil Wilson about his eclectic life… so far!

W

here did your interest in aviation begin?

I have always been interested in aviation. A close family friend, who was also my godfather, was a Captain in the Royal Marines, and served with my father. He flew rotary wing – Gazelle, Sea King and Lynx were a few of the aircraft types he flew while in the armed forces. From a young age he would tell us stories of flying, and sometimes we got to see him in action at village fetes and town fairs. He then went on to fly the Henstridge Airfield-based Somerset and Dorset Air Ambulance… before retirement crept up and he ceased flying commercially.

Radio-controlled models then became the next thing for me. I started out on a high wing trainer with a .46 OS glow engine and in the years that have followed since, I’ve moved onwards and upwards with gas turbine jets and

50 | LIGHT AVIATION | June 2023

Above Kyle during his taildragger conversion in a Citabria.

100cc two-stroke petrol engine aircraft. I am a member of the Blackdown Radio Controlled Flying Club, based at Upottery Airfield just to the north-east of Dunkeswell in Devon, as well as Woodspring Wings Model Flying Club near Yatton, North Somerset, where the annual Woodspring Wings Model Aircraft Show takes place. This year it will be held on 8-9 July.

When was your first flight?

I was on a school trip to a display at a live firing range – I’m unsure where it was – and every spectator was entered into a competition, which involved naming various armed forces weapons on display at the event. At the time I was in the Army Cadets, so it seemed easy. A friend rushed around with five minutes to spare before the time was up and handed the forms to an army officer to submit our answers. Thinking nothing more of it, later, when we were watching the display in all its fireball glory, someone

Meet the Members

on the tannoy blasted out: ‘Kyle Millett you have won the Merlin Helicopter experience’.

Not hearing it, my form tutor at the time shouted, “Millett – that’s you!” Shocked and stunned, I was whisked off to a nearby air base, where all the display aircraft were holding, I was dressed up in camouflage gear – stark contrast to my gleaming white trainers – and bundled into the back of a Merlin helicopter. Little did I know that I was becoming part of the air display and we flew right into the centre of the mock firefight.

The aircraft landed and we went into an all round defence while the helicopter took off again. We then ran for cover under a smoke screen! Not your ‘normal’ first flight, but it was certainly an experience! It later transpired that I won the flight out of 8,000 people who had entered at the show – jammy blighter!

Left A very young Kyle takes to the cockpit.

Below Having gained his TMG, Kyle flies this SF-25C. Below (middle) Getting some time in a Cherokee.

Bottom Model flying with jets…

What keeps you busy for work?

When I left school I did a full plumbing and heating apprenticeship and worked for a company as an engineer for eight years. After several redundancies from the plumbing world I dipped into renewable energy and have since been involved in delivering renewable energy training courses – Solar Thermal, Photovoltaic, Biomass, Heat Pumps and Micro CHP (Combined Heat and Power).

I now work for a certification and inspection company that ensures all engineers installing either electrical, plumbing, heating or renewable works, are complying with government building and planning regulations, as well as health and safety regulations and the Renewable Energy Consumer Code. It means I travel a lot and audit the installation companies quality management systems / document procedure manuals and the technology installation itself.

Perhaps some readers may already have solar panels on their roofs? Well, I’m the guy that certifies the installation company which installed them, and enables you to get your Feed in Tariff payments under the Microgeneration Certification Scheme (MCS) Along with a couple of good friends, I’ve also formed Wilco Aviation, a UK-based aircraft brokerage and acquisitions company buying, selling, and sourcing aircraft for the GA community across the UK and Europe.

How long have you been an LAA member?

I joined the LAA in 2020 and have enjoyed getting my LAA Bronze and Silver Wings awards since that time.

How did you learn to fly?

A few years ago, while at a model show at Cosford I had a flight in a ASW17 glider, and then I eventually started learning to fly at Westonzoyland Airfield in a AX2000 microlight, before transferring to light aircraft, firstly on a LAPL and subsequently converting to a PPL (A) Since then, I have gained my Touring Motor Glider (TMG) rating and sometimes fly a Scheibe SF-25C based at North Hill, Devon. I’m also 90% of the way through my AOPA Aerobatic course.

June 2023 | LIGHT AVIATION | 51

Meet the Members

What’s been your favourite moment in flight?

My first solo or my first solo cross-country – both moments that I will never forget. The fact that the airfield owner and a few others had written score numbers on the yellow paddles and held them up for my first solo landing as I rolled out was quite amusing.

I hear you proposed to your (now) wife in an unusual setting?

How many types of aircraft have you flown?

I have 25 individual types with a total of 39, including variants of types with a current total time of 468hr, 40 of which have been flown so far in 2023.

I did a tailwheel conversion at Devon and Somerset Flight Training at Dunkeswell Aerodrome with Rob Wotton, who is an experienced flight instructor on all things with wings. I did the training in Citabria G-BLHS in around five hours, which was great fun. Taildragger aircraft shouldn’t be taken for granted though, and the adage, ‘don’t stop flying them until the aircraft is in the hangar and the hangar door is closed’ most definitely felt true! Some are easier to handle than others, but the principle is the same.

Interestingly, ‘HS now resides at Henstridge, my homebase airfield, with its new owner.

Has your work with Wilco Aviation put you in the cockpit of any interesting types?

I think the one that stands out the most as being the nicest (if there is such a thing) is the de Havilland Chipmunk.

Having not flown this type before I did 15-20min of ground handling getting used to its unusual type of braking arrangement, as well as to ensure I was comfortable with it before lining up on the runway and flying her back to Henstridge. I found the controls very harmonised and the aircraft overall a delight to fly.

What about aircraft of your own?

I have a tailwheel RANS S6. It’s a very underrated aeroplane – and the most fun you can have with your clothes on! Maybe one day when I have a bit more time and space I might build or restore something.

What sort of flying do you enjoy?

One thing I said to myself when I finally received my licence was that I wanted to visit as many different airfields and airstrips as I could, so I’m always looking for new places to which I can fly. Local flying on a summer evening after work is fantastic, and fly-outs with friends are also great.

I’ve had the opportunity to fly to some great places that are a little bit further from home. In 2017 a good friend and I made a trip to Megara, Greece, in his recently purchased Mooney. In 2019 Wilco sold and delivered a little Cessna 150 to Czechia. We flew her there in a day – I think from memory it was around eight hours flight time.

52 | LIGHT AVIATION | June 2023

Ah yes, this happened when my unsuspecting girlfriend (at the time) came to the airfield with me one weekend.

Unbeknown to her, with the help of some great friends, we Above Flying is good had arranged a local chap and his Gazelle helicopter to for Kyle’s grin factor… land right outside the clubhouse and pick us up. Stacey

Meet the Members

thought it was just a ‘birthday surprise’ before we whizzed off to the Cerne Abbas giant. Just when I popped the question, I hadn’t realised our pilot Martin had pushed the PTT and the whole airfield community at Henstridge had heard. There was a short pause on the frequency before we heard Mr Jarvis, the airfield owner, came onto the radio to ask, “Well, what did she say?” To which Martin replied, “That’s an AFFIRM.”

Do you have any other hobbies or interests?

I have lots of hobbies and interests, but have cut back due to family life and young kids. You can’t do it all! Some past, and present, include riding motorbikes, diving, clay pigeon, game and target rifle shooting, paintballing and model aircraft flying.

Do you have any aviation heroes?

Bob Hoover! What that guy could do with an Aero Commander Shrike is unbelievable.

Above left A helicopter flight was the moment Kyle picked to propose to his girlfriend Stacey.

Above right When he not flying full size aircraft or models, then Kyle enjoys riding motorbikes.

was flying was light and, with the residual thrust at idle, continued to fly, although it had an impressive sink rate. I always treat each take-off as if the engine is going to quit just when you don’t want it too!

Have a plan on where you will put the aircraft down and stick with that plan.

More recently, engine failure in a Mooney while joining in the overhead. This could have been avoided. The electronic fuel gauge was giving a false reading – so always check what is in the tank and swap tanks!

What’s on your aircraft wishlist?

Like many people, a Spitfire!

Opposite left and below Kyle loves flying his RANS S6 Coyote.

Any advice for other pilots?

Don’t make false radio calls saying you are crosswind, downwind, base or final when you are clearly somewhere else in the circuit! ■

Any favourite aviation books?

I don’t read a huge amount but one that sticks in my mind most is Fate is the Hunter by Ernest Gann

Any lessons learned from your flying?

During my training with my instructor, we had electrical failure. We squawked 7600 and Yeovilton Radar, whom we were on a service with, kindly called our destination and made them aware we were coming in without comms.

I’ve had an engine failure on take-off with the only option being a 180º turn back – yes, I made the runway, and the aircraft was usable again. Although not a complete stop of the engine (it went to idle). The aircraft I

June 2023 | LIGHT AVIATION | 53

Landing vouchers

LANDING VOUCHERS For July, we’ve got three great landing voucher offers from around the UK for you to enjoy at Bagby, Henstridge and Longside. Here’s hoping the summer weather is well and truly established after 2023 spring’s variable start!

✁ Aviation LIGHT

Our thanks to these airfields for supporting our LAA members landing voucher scheme. Please be sure to thank them for their participation by buying fuel for your aircraft, or if there’s a cafe, fuel for you and your passengers!

Free landing July 2023 Bagby Airfield, North Yorkshire: 01845 597385

A grass airfield with a great welcome, situated in the Vale of York, three miles south of Thirsk, North Yorkshire. Bagby provides a base for visiting aeroplanes for refuelling, lunch and overnight stays. It is in an excellent location for Thirsk, Harrogate, York and the Yorksire moors – for a holiday or short visit. Clubhouse offers food and drink 0900 to 1700 daily. No overhead or dead side joins. Avoid flying over Bagby and Thirkleby villages. The 8.33 radio is 123.255, but is not always manned, please make calls as normal. www.bagbyairfield.com

✁ Aviation LIGHT

Free landing Monday to Friday July 2023 Henstridge, Somerset: 01963 364231

A new modern clubhouse at the airfield offers a warm and comfortable stop or destination. Tea, coffee and snacks available during the week. Be aware of a NEW displaced threshold on Runway 06. Please PPR the day before via email and check the morning before you leave for a return email, or phone on the day for an update, as Royal Navy helicopters often practice here. contact@henstridgeairfield.com.

Avoid flying over nearby villages. Overhead joins preferred, please. Avgas, Jet A1 and UL91 available – take a ticket with payment details and pay after. Non-radio aircraft PPR. Radio 130.255 www.henstridgeairfield.com

✁ Aviation LIGHT

Free landing July 2023 Longside Airfield, Peterhead: 07825 811111

This airfield adds a great place for touring in a lovely area, and is very welcoming.

PPR essential please, as there is intense helicopter activity nearby. Do not overfly Torterston or other nearby residential buildings. Mogas by arrangement – text the day before. Circuits at 1,000ft to South on Aberdeen QNH. A/G Radio is 118.280. If there is no answer, make blind calls. Aberdeen radio is 119.050 www.buchanaeroclub.co.uk

54 36| LIGHT | LIGHTAVIATION AVIATION| June | July 2023 2021

JULY 2023

Get ready for Spring!

UK VFR Charts – S.Eng/Wales 1:250,000/1:500,00 (Folded) £15.99

Waterbird Wings over Windermere

£12.00

Embroidered Wings £2.50

Engine Log Book - £14.00

LAA Navy Baseball Cap

£12.50

Propellor Log Book - £16.00

Log Book Binder - £15.95

Prices exclude P+P.

Aircraft Log Book - £14.00

Free landing vouchers, informative webinars, great written content and lots more will help YOU improve your flying this year.

Join us on our #fly2023 challenge. Visit 23 new airfields and log 2,023 minutes throughout the year!

Sponsored by Bose and uAvionix.

Email your classified advertisement direct to the LAA: office@laa.uk.com

Classifieds For all display or commercial advertising enquiries please contact Neil Wilson: 07512 773532 neil.wilson@laa.uk.com You can email your classified advertisement direct to the LAA at the following address: office@laa.uk.com Deadline for booking and copy: 20 June 2023 If you would like to place an aircraft for sale advert please see details below:

June

AIRCRAFT FOR SALE

PROJECTS FOR SALE

1978 Great Lakes 2T-1A-2 bi-plane Series 2 factory built aircraft, operated on LAA Permit to fly. TT 2600. ENG 548. PROP 93. Lycoming AEIO-360 with constant speed prop, Christen inverted oil system and inverted fuel system.

4 ailerons. A beautiful and unique fully aerobatic aircraft, the only series 2 operating on a LAA permit. £96,000. 07771 511 510

3/4 scale Fokker E111 Eindecker SSDR for sale. Airframe superbly well built and needs covering. Fabric provided. Kit is complete including build manual but will need engine, propeller and instruments. Kit retailed by Grass Strips Aviation Ltd in U.K. based upon Airdrome Aeroplanes design in USA. Suitable for electric propulsion or any number of lightweight two stroke engines. For full details contact LAA Inspector Peter Kember on 07801 721 128.

Transport can be provided.

MEMBERS’ ADVERTISEMENTS Up to 30 words: £6; 31-50 words: £12 Up to 50 words with a coloured photo: £45 NON-MEMBERS’ADVERTISEMENTS Up to 30 words: £22; 31-50 words: £44 Up to 50 words with a coloured photo: £60 www.laa.uk.com

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

IMPORTED AIRCRAFT? Due to unfavourable experiences, the purchase and import of completed homebuilt aircraft from abroad is especially discouraged.

TIME TO BUILD? When evaluating kits/designs, it should borne in mind that technical details, performance figures and handling characteristics are often quoted for a factory-produced aircraft flying under ideal conditions. It is wise, therefore, to seek the opinion of existing builders and owners of the type. You should also take your own skill and circumstances into consideration when calculating build times. The manufacturer’s build time should be taken as a guide only.

AMATEUR BUILDING All LAA aircraft builders and potential builders are reminded that in order to qualify for a LAA Permit to Fly, homebuilt aircraft must be genuinely amateur built. For these purposes the CAA provide a definition of amateur built in their publication CAP 659, available from LAA. An extract from CAP 659 reads “The building and operation of the aircraft will be solely for the education and recreation of the amateur builder. This means that he would not be permitted to commission someone else to build his aircraft”. An aircraft built outside the CAA’s definition could result in an expensive garden ornament.

56 | LIGHT AVIATION | June 2023

Four seat Jodel D14 G-BWAB. Airframe and engine hours totalling under 330. Engine Lycoming O-360-A4M solid crank, new 1999.

Gross weight 1200kgs, Basic Weight 679kgs.

Funkwerk ATR883 COM and Funkwerk TRT800A Transponder. Based Redhill. Offers around £87k. Contact Bob Fairall, 07973 408 329 or email bob@rgfairall.co.uk for details.

Chilton DW1A Monoplane. This a wonderful opportunity to take ownership of a Chilton DW1A Monoplane project. The project is well-documented, with an extensive list of components already sourced. The project includes a used (c.200hr) Mikron111a engine with the original Hobson carburettor.

Please call 07887 572 557 for further details.

AIRCRAFT PARTS SKY-TEC STARTER. Type 149-12LS. 100 hours use. Suitable for any Lycoming engine with a 149 tooth ring and left mounting. £350 inc UK delivery.

07786-956744 (Text is best) J5 Cub 1941. Airframe 3580hrs, Lycoming 290 2790hrs. Mode A TXPDR, Garmin 8.33 Radio Permit to 17/11/23. The slightly wider cockpit of this rare model, offers a great environment to enjoy the touring capabilities of this lovely vintage aircraft. £68,000 ono. davideardley@mac.com 07543 643 208

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

Aircraft Weighing. Light Aircraft Weighing Service in East Yorkshire and surrounding area.

For details contact Demraview Ltd. Email: Demraview@gmail.com Mob: 07984 810 761

Aluminium circular engine cowl. Never used. O/A Diam 41 1/4ins. Intake Diam 29 ins. Depth 24 ins.

Circumference groove for tightening cable + lower section cut out. £1,850-00 Email: gmn2008@hotmail.com Taylor Titch parts for sale Grove u/c, wheels and brakes, Mills aviation fuel tank and basic flight instruments. Contact Tony 07936 814 170

FOR ALL MEMBERS CLASSIFIED ADVERTISING ENQUIRIES CONTACT SHEILA OFFICE@LAA.UK.COM

DREAM IT, FLY IT

WWW.LAA.UK.COM

SERVICES & MORE

FUEL SERVICES

Safe flying No Ethanol TRANSPORTATION

Don’t risk it with water absorbing E5 and E10 fuels (mogas). WARTER UL91 and 100LL aviation fuels are ethanol free, storage stable and have a vapour pressure suitable for flying.

Aircraft Transportation Specialists Specialist vehicles to move your aircraft safely

Please call for more information.

Available in 55 and 195 litre drums for immediate despatch, UK-wide, on a next day basis.

Anglo American Oil Company +44 (0) 1929 551557

www.aaoil.co.uk

COVERS

Telephone: 0121 327 8000 E-mail: info@ponsonby.co.uk Web: www.ponsonby.co.uk

Contact us now for a quotation

For all display and company advertising contact Neil Wilson NEIL.WILSON@LAA.UK.COM WWW.LAA.UK.COM June 2023 | LIGHT AVIATION | 57

Where to go

A

WHERE TO GO

selection of flying events for the months ahead, and some you definitely want to add to the calendar for later in the year. Don’t forget, GASCo is always running Safety Evenings up and down the country. We’ve got them listed here, plus it’s worth keeping an eye on their website, www.gasco.org. uk, for further updates.

June 3 3 3-4 3-4 8-10 8-10 9-11 11 16-18 17 17 17-18 17-18 20 21

Bodmin Ladies’ Day Fly-in Blackbushe Open Day and Fly-in (PPR) Barton Friends of Barton Aerodrome fly-in (PPR) Sleap BAeA Get into Aeros event Sywell Aero Expo – Meet the LAA in a dedicated display area Compton Abbas Spitfire weekend (PPR) Guernsey Air Rally (PPR) Priory Farm Fly-in (PPR) St Michaels Wings and Wheels (PPR) Wickenby VPAC Northern Fly-in Kilkeel Fly-in and BBQ (PPR) Bicester Flywheel (PPR) White Waltham Air-Britain 75th Anniversary Fly-In Rochester GASCo Safety Evening Shobdon Longest Day Fly-in (PPR)

58 | LIGHT AVIATION | June 2023

As always, check the Royal Aero Club Events website for the latest information and web links for many of the events: http://events.royalaeroclub.org/events.htm.

Our thanks to the RAeC and to Dave Wise for the use of their data.

If you have an event you want to advertise on the list, please email the details to Dave at: dave.wise@btinternet.com.

21-23 23-25

Enstone deHavilland Moth Club Tour Draycott Farm Great Draycott Fly-in (PPR) 23-2/07 Various Fly-UK 24 Easter Summer Fly-in (PPR) 24/25 Breighton VAC Fly/Drive-in (PPR) 24/25 Duxford Summer Airshow (PPR)

July 1 2 1-2 7-8 7-9 8 8 8-9

Middle Wallop Wheels and Wings (PPR) Seething Summer Fly-in (PPR) New Farm SSDR & Sub-70 Rally (PPR) Leeds East Private Flyer Fest North Sleap Sleapkosh Fly-In (PPR) Monewden Suffolk Coastal Strut ‘Spirit of Boxted’ Fly-in (PPR) Enstone North (Grass) Cream tea Flyin (PPR) Rufforth East Fly-In and Meet the LAA

Planning ahead July 15 Old Warden Shuttleworth summer picnic and evening airshow (PPR) July 15 Cromer VPAC Eastern Fly-in July 15/16 New Farm Shadowfest 40th Anniversary of CFM Shadow fly-in July 15/16 Bodmin Grasshopper Gathering L-Birds event July 21/23 Oaksey Park European Luscombe and Friends Rally (PPR) July 24/30 Oshkosh, Wi EAA AirVenture National Fly-in & Display July 30 Lundy Lundy Sunday (Strictly PPR) August 12 Schaffen-Diest 38th Old Timers Fly-in (PPR) August 12 Shobdon VPAC Western Fly-in August 12 Bodmin Cornish Pasty Fly-in Aug 18/20 Popham LAA Grass Roots Rally Sept 9 Sleap VPAC End of season Fly-in Sept 9 Bodmin Cornwall Strut Fly-in

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