Chairman
CEO
Welcome to the August issue of LA , and I hope it finds you well and happy.
Life in the aviation world is starting to take on a more ‘normal’ hue, we have even seen a few relatively low key fly-ins taking place and, by the time you read this, the Shuttleworth Collection should have run what I hope will have been a successful ‘Drive-in’ style airshow at Old Warden.
Visitors will have remained socially distanced by watching the show from their allotted parking area, I hope the musical backdrop included the Ronettes belting out Be my Baby and commentator Steve Slater wore his clip-on DA.
I know many of us are still very reticent about moving too quickly towards what now passes for the currently proposed ‘normal’, and with the latest membership survey (P18) reporting that the average age of respondents was 64.1 years, that’s perfectly understandable. It is important though that we do make a positive effort to support our industry if at all possible.
Airfields and equipment suppliers need all the help they can get, so if you can, don’t put off buying those parts for that project or upgrade, and if you fly, really make up for lost time and get out and about, visiting airfields, buying fuel and food and therefore helping the guys who provide the services we depend on retain their loyal staff so they are still available when a much more normal ‘normal’ finally arrives. We only succeed when we pull together.
Pulling together is something we can be proud of in the LAA, we have a deserved
reputation for helping each other with information and practical assistance. As editor I witness this every day, indeed I benefit from it because I have seen a positive effort by so many people to ensure that I have a regular flow of material for a packed issue every month. LA received a vote of confidence from the survey, which I hope the many people who contribute to it and help put it together every month will take justified pride in. Thank you one and all, for both supporting the magazine and for taking the time to comment on it. As ever we will endeavour to improve on its shortcomings.
Cover story this month is the Glasair G-IIRG, based at Yeovilton and owned by a group of highly capable pilots. Popular in the early days of the kit revolution from the 1980s on, this was, and still is, a mightly impressive aircraft. Read Clive Davidson’s report on P40.
Enjoy the magazine, take pride in this wonderful pastime of recreational aviation, but above all be happy, be safe and try to make a stranger smile every day. And no, I’m not wearing hippie pink flares and a flower shirt – the trousers are pale blue and the shirt has butterflies on it.
Take care. Brian.
By Brian Hope
A potential new DIY aircraft security device is in the proof of concept stage. See P16.
Well, clearly not, but I was wondering what the resumption back to what passes for normality might mean for our community.
Over the past few months, a lot of us have now experienced the ‘working from home’ situation. Once only the preserve of technologically enabled staff, anyone with a modest laptop, broadband subscription and Zoom can now be based at home and work effectively. In many cases this practice is set to continue for the foreseeable future for those who were previously office based, although it’s clearly not practical where your presence is needed.
Naturally the LAA has not been immune to the requirement to change the manner in which it operates in order to adapt to this new normal and, although there is a drift back into office life, none of us can expect things just to go back to where they were for some time to come – if at all in some instances. For example, the LAA Board has been meeting remotely since lockdown and, in all probability, Board members are likely to continue to want that facility, especially when weather makes flying into Turweston difficult. This is bound to hold true for a number of other gatherings. It has to be said that it works effectively and also saves costs.
But what might this remote and flexible working arrangement mean for LAA members? In my experience, committing to a working from home life needs discipline. However, with that discipline comes opportunity. Discipline is obviously required when it comes to getting the work done but flexibility in the exact shape and of the working day is also needed, as the normal working day tends to fray around the edges, allowing some scope into how you spend your time.
Need that crucial part, what about the insurance quote you’ve been after, need to research the latest avionics gizmos –
no problem! Even dare I say it, some mid-week flying, fettling or building; all now becomes possible because working from home has to be a quid pro quo, and to make it work you are now in charge of the office, the politics and chatting around the water cooler. Coupled with your reduced travelling to work they go a long way into making you more productive with your time. Suddenly, the new normal becomes a bit more appealing, doesn’t it?
I did read recently that an IT company has developed software that monitors the activity of a computer by remotely using the camera function, checking the time a user is present at the keyboard – no doubt LAA’ers will find a way around that!
You may recall that last month I raised the subject of airspace infringements after the lockdown. I was after a breakdown of the recorded infringements by aircraft type so that I could make the information more relevant to members, and I’m pleased to say that the CAA has responded to my enquiry. From mid-May, when solo flight was approved, until the end of June there were 107 airspace infringements nationally, although I think that means mainly England as the devolved administrations chose not to allow private flying.
Of these, the majority were certificated aircraft with a handful of LAA types. A pot of 39 miscellaneous GA aircraft needs further investigation however. The CAA cited these examples of reasons for the infringements 1) Skill fade 2) Pilot overload 3) Complacency including lack of planning 4) Over confidence. More details to follow…
In the meantime, I hope you and yours are safe and well, I’m sorry we won’t see you on what would have been the LAA Rally weekend but look forward to next year’s extra special 75th Anniversary celebrations.
06 NEWS
LAA art awards, Parts for Aircraft discounts, ADS-B Out systems
08 SUPERMARINE S.5
Project to build a full-scale replica of the Supermarine S.5 racer…
10 PROJECT NEWS
Taylor Titch, Pietenpol Air Camper, Just Superstol, Cleared to Fly and New Projects
16 GET ALARMED
LAA member Clifford Agius outlines the idea behind a new aircraft security system
18 MEMBER SURVEY
Steve Slater reports on a positive result, but services will continue to improve
22 VIDEO COMPETITION
LAA and Pooleys Flight Equipment launch video competition, with £1,000 in PRIZES!
24 SLING AFRICA: PART 2
Rod Wheeler and his fellow Sling aviators complete their African adventures
30 SPIRIT OF AYRE
Squadron Leader Chris Hives tells the moving, yet uplifting, story of Sgt Anthony Ayre’s Pitts S2A-E…
34 GIPSY LOM REPLACEMENT
Looking for a solution to the growing scarcity and cost of Gipsy Major spares…
38 GLASAIR IIS RG
Clive Davidson flies fast glass, which burst onto the kit building scene in 1980…
46 COACHING CORNER
Advice on flying with a Coach in these COVID-19 times
50 SAFETY SPOT
Malcolm looks at how to deal with an emergency ‘shortly after take-off’…
56 STRUTS4U
Anne Hughes profiles the activities of the Struts, making good use of social media
58 MEET THE MEMBERS
Meet Steve Daniels, ETPS helicopter test pilot instructor and VP-1 and Jodel owner
62 CEO THOUGHTS
‘Flying lightly’ and membership diversity
63 LANDING VOUCHERS
Your free landings, discounts and offers for September 2020
A spectacular painting entitled Griffin Ornithopter was the stand-out winner of the LAA’s ‘Kids at Home’ aviation art competition, organised for five to 15-year-olds in conjunction with the Shuttleworth Collection and the Guild of Aviation Artists. Produced by 15-year-old Nick Harder, the Griffin would be lifted to altitude by a helium balloon, with solar-rechargeable electric power providing lift and thrust via the flapping wings.
“The picture’s presentation and creativity made it stand apart,” said LAA CEO Steve Slater. “We were so impressed that in addition to the main prize of a family ticket for an Old Warden Air Show in 2021, we’ve made him an LAA member and invited him to join us for a day at LAA HQ, too. He’s got just the sort of inspiration we need for the future!”
First prize in the 5-8 aged category went to Bessie Revell, and first prize in the 9-12 age group went to Sebastian Wright. All showed real talent and imagination in their designs, as did many of the runners up.
Congratulations to all who entered and the LAA hopes that the diversion of an art competition during lockdown has helped to give some added interest to long days at home.
FAI Art – International Friendship: The Association also continues to work with the Royal Aero Club to facilitate UK entries for the FAI International Aviation Art Contest, with the 2021 theme recently being announced as A Friendlier World with Air
Due to the impact of COVID-19, the operating hours of the Solent CTA (Control Areas) and Southampton CTR (Control Zone) have varied considerably from published information, which has caused some confusion among General Aviation pilots using aerodromes in the vicinity, such as Lee-on-Solent, Popham, Blackbushe, Goodwood, Shoreham, Bembridge, Sandown, Old Sarum, Compton Abbas, White Waltham and Fairoaks.
However, until at least 30 August, a more consistent programme is planned with the
controlled airspace around Southampton Airport active from (local) 0700-1900 daily (except Saturday 0700-1500). Any change to these times will be subject to Notam as per normal procedure so pilots should always check and also maintain a listening watch on 120.230 MHz when flying in the vicinity.
This is a timely reminder that other airfields are similarly amending their operating hours in line with different demand profiles, so if your flight takes you through airspace that would normally be closed, do not assume it will be – check Notams.
Sports to encourage participants to create a picture to illustrate how friendships are made via aviation across the world. The UK competition will close on 31 January 2021. For details, please contact: office@laa.uk.com
The latest infringement update from Southend Airport Air Traffic Control sets out tips for avoiding infringements of their Controlled Airspace. In 2019 there were 33 reported infringements into the Southend CTR/CTA, and it has been identified that a large percentage of these occurred because pilots made a late request for a transit while close to, or already having crossed, the CAS boundary. Read the advice available in https://airspacesafety.com/updates and avoid becoming an infringement statistic.
MGL Avionics’ UK dealer, Parts For Aircraft Ltd., has been busy during lockdown producing a new website for its customers. Owner Paul Sistern said, “We needed a fresh look, one that better reflects the product range and is easy for our customers to
Although the UK’s Financial Conduct Authority has postponed the enforcement of PSD2, which requires online merchants to comply with new SCA (Strong Customer Authentication) requirements, the LAA will be compliant from August.
We are changing our provider to PayPal, but the only change you will see is that when making online payments via the Shop or Members Area the new merchant will be PayPal, and you will be redirected to the PayPal site when confirming payment. Please note you DO NOT have to create a PayPal account. You will also still have the option of paying by Credit/Debit card.
Direct Debit changes: The LAA is also moving its direct debit transactions to a third party, GoCardless, which is a BACS approved bureau. This ensures the LAA continues to be GDPR compliant and also means our members, current and new, can set up their own direct debit, thus removing the need for paper mandates. We will be writing to all our members currently on a direct debit with more information, but you will not need to take any action.
The CAA has launched a six month Stay in Control safety campaign designed to combat the significant impact that Loss of Control accidents have on GA – in the last five years, 20% of accidents, 44% of fatalities and 55% of all serious injuries have been because of LoC incidents.
Specific aspects of loss of control will be explored over the coming months and material will be posted on the dedicated Stay in Control website: www.caa.co.uk/ stay-in-control
The first advice on ‘Loss of Control in the Circuit’ is available now and other topics due to be covered include angle of attack and weight and balance.
navigate. We’re MGL’s largest dealer in Europe and I’m keen to hold onto that position as we exit the EU. Making the buying process as easy as possible should help us achieve that goal.”
To celebrate the new website, Parts For
LAA Engineering has updated TL 3.03 to introduce an approval path for higher performance ADS-B Out systems, so that owners of LAA aircraft can benefit from this more sophisticated equipment and the improved conspicuity that it allows, knowing that their flight data isn’t going to be summarily filtered out by other airspace users as ‘uncertified’ or ‘unreliable’.
Aircraft Ltd. is offering LAA members a 10% discount until the end of September. Visit www.parts4aircraft.com and use code laa10 at the checkout. The discount is available across the product range and can be used in combination with other online special offers.
Since these systems use the transponder frequency which is used by air traffic control, commercial air transport and military identification systems, and are claiming a high degree of accuracy/integrity, it’s important that they are installed and operated against appropriate requirements.
Following successful trials coordinated by NATS back in 2015 and supported by LAA, we’ve been able to approve installations of uncertified GPS units with certified transponders to provide ADS-B Out transmissions for a number of years.
In these installations, the ‘SIL’ (Source Integrity Level) and ‘SDA’ (System Design Assurance level) settings in the transponder have had to be set to ‘zero’. This transmits to other airspace users the fact that the system claims no certificated level of accuracy and some receivers automatically discount these transmissions.
Certified ADS-B Out systems transmit higher SIL and SDA values, which correspond with specific probabilities that the data being transmitted is accurate. It’s worth noting that these values aren’t associated with the transponder alone – the SIL value is related to the performance of the GPS source and the SDA value is related to the performance of the system as a whole, including antenna performance.
The updated LAA Technical Leaflet includes a table of acceptable combinations of equipment, and in order to get an installation approved, the system must be one of the listed configurations.
As with regular avionics fit, applying for
approval is done using a special LAA form, in this case LAA/MOD 17, which can be downloaded from the website. The installation must then be checked by an LAA Inspector to ensure that the equipment configuration is one of those listed in the table in the Technical Leaflet and that the physical installation is satisfactory.
Once signed off on the form by the LAA inspector, the aircraft may be flown to a licensed avionics engineer with the appropriate ground test equipment to check that the system is correctly configured and transmitting the right information.
The application form is then sent to LAA Engineering for review and approval – thanks to the guidance provided on the form, the degree of technical appraisal is minimised and this has allowed us to keep the cost of the approval process down so that the charge made by LAA has been able to be kept to just £30.
One question that has been asked is, “Why can’t an LAA Inspector sign off this installation as with a transponder fit?”
With SIL/SDA>1 you’re transmitting the fact that the installation is operating to fully certified levels – not just that the boxes are appropriately installed, but the installation is meeting the stated performance, information transmission and power requirements. We therefore have to demonstrate a comparable level of oversight to the certificated world. At this stage the most logical route is to require that they are signed off by appropriate avionics facilities who have the specialist equipment and knowledge.
The British nation owes a great deal to the dedication, aeronautical skill and foresight of R J Mitchell CBE, for his masterpiece fighter, the Spitfire. He worked as a designer at Supermarine Aviation, becoming Chief Designer at the age of 25, and Technical Director aged 32. However, many people do not realise that during his short career he designed 24 aircraft, including the Supermarine S.4, S.5 and S.6 racing seaplanes. His life was tragically cut short when he succumbed to cancer in June 1937, aged only 42.
The S.5 was designed as a ‘nocompromises racer’ specifically to win the 1927 Schneider Trophy, which was to be held in Venice. It evolved from the earlier S.4, itself a world air speed record breaker, retaining the wooden wings and empennage of the earlier aircraft, but adopting duralumin monocoque fuselage and floats. Powered by the Napier Lion engine of 875-900hp, of the
Above R J Mitchell, centre in light trousers, Supermarine S.5 N219, and the victorious team at Venice in 1927.
Photovia
John WightonBelow S.5 CAD model development based on the original three-view and detail drawings. Credit: John Wighton
three aircraft that were built, two reigned supreme in Venice, gaining first and second places, with Flight Lieutenant S N Webster winning at an average speed of 281.66mph (453.28km/h). The third aircraft was unfortunately lost while attempting a new air speed record in 1928.
The passion for the S.5 was rekindled in the 1970s when Ray Hilborne was commissioned to design and oversee the construction of a replica S.5, based on serial No N220, the
winning machine in Venice in 1927. His design, drafted between 1973 and 1975, was built with an all-wood primary structure and powered by a 210hp Continental six-cylinder engine. It was registered G-BDFF and was operated by a leisure company at Thorpe Park as a key feature of the Schneider Trophy exhibit. The airworthiness compliance checks were conducted by Eric Smith at the CAA, who’s office issued the Permit to Fly.
The aircraft flew for less than 40 hours before being damaged and rebuilt in the mid1980s. In 1987, while being operated in Cornwall, the rebuilt replica S.5 suffered a total loss and fatality following a flutter-induced structural failure.
Winding the clock forward to today, Capt. William Hosie (the son of the pilot who
perished in the 1987 accident) has launched a project to celebrate the centenary of the S.5 Trophy win. The S.5 build follows closely the design created by Ray Hilborne, albeit with modifications designed to improve safety and to comply with modern design regulations, and with LAA Engineering overseeing the construction.
As Technical Director of the Supermarine S.5 ‘A British Legend Reborn’ project, I am tasked with ensuring that sufficient design data, drawings and technical resources are made available, and ensuring compliance during construction. Fortunately, whether due to extraordinary foresight or just plain luck, many of the Hilborne drawings (designated HD8) have been found and our first task has been to evaluate the many paper copies into a set from which a component based bill-of-materials (BOM) could be derived.
The project is currently only partially funded, hence we are focused on the wings and floats, and Bill Penaluna and Rod Bellamy have agreed to manage the build of these components, their expertise being gained from a vast back-catalogue of projects.
Although steeped in history, and with a largely complete technical library of data, we are utilising modern design methodologies,
Above The S.5 General Arrangement drawings: Plan and side views.
Credit: John Wighton
and some sympathetic modifications, to minimise weight. Clearly there is a need to mitigate any risk of flutter, although there is increasing evidence that the empennage and/or aft fuselage structure (post-1980 rebuild) was compromised. We have created an external CAD model and will utilise finite element methods (FEM) where appropriate to incorporate any modifications that are deemed necessary.
We have received tremendous interest in the project so far, and with the LAA membership encompassing such a wide range of skills, commercial as well as technical, we are hopeful we will receive additional support in the form of time, materials and funding.
We hope to be able to provide periodic build reports, perhaps via the Project News pages of this magazine, or more in-depth articles (warts and all), showing progress as we approach the completion of the project, which is scheduled for 2023.
For more details of the project go to www. supermarineseaplane.co.uk, where branded items can be purchased and the current funding status can be viewed. All contributions will be gratefully received! ■
It cannot be denied that the Van’s aircraft are popular with LAA members, and by way of confirmation, four of the five designs on the New Projects list are from Van’s. By contrast, the Cleared to Fly list is very varied with half-a-dozen different types reaching that major milestone and being granted their test Permit.
An approved type for only a couple of years and with just five on the register, there were two of the unusual Just Superstol aircraft in the Cleared to Fly listing last month. Eric Marsh’s G-CLDI was one of them and the first customer-built example that we’ve seen here in Project News
There was a very comprehensive article on the type in the January 2018 edition of Light Aviation – it is definitely worth excavating your pile of back issues to have a read again. Eric is a compulsive builder, with several Van’s passing through his workshop, so the tube and fabric approach of the Superstol was a
new constructional method to him. Clearly not daunted by the change in building technique, he has produced a very exciting looking aircraft.
I’m always a sucker for an Air Camper, and John Comfort’s is a lovely example with some real insights into the ingenuity neede d to scratch build any type. As with many such projects, the member completing it was not the one who started it, and I understand from Pietenpol builder Mark Bowler, that there is believed to b e a sizable number of Camper projects ‘sleeping’ out there. If you are aware of an inactive Air Camper, then Mark would be interested in hearing from you, in an effort to unite it with eager active bu ilders.
You can make contact via braywood@hotmail.co.uk or through Project News
To get in touch with Project News , and tell your story, report a milestone or just to send a picture, email: projectnews@laaarchive.org.uk . Please share your story!
Interested in aircraft for most of his life, Tony Wyatt was keen to build his own aeroplane. As a retired joiner and cabinet maker used to working from drawings, a plans-built wooden aircraft seemed the perfect choice, but which one?
The Corby Starlet and Colibri MB-2 were contenders, but it was another 1960s low-wing single seater, the Taylor J.T.2 Titch, that Tony decided to build – not least because he has a friend who has built one, so first-hand advice and guidance would be on hand.
Below Tony’s cabinet making skills are clearly evident in the beautifully made wings. Photo: Tony Wyatt
Further, and much-valued support, has come from his Inspector, Duncan McFadyen, who has always brought clarity and simplicity to what was confusing and intimidating.
Started in July 2014, Tony has now largely completed the woodwork, and comments that with his 71st birthday imminent, the project keeps him busy and active.
The Titch is an interesting type and there is a lovely Pathé-style video of the prototype’s birth here: http:// tinyurl.com/taylortitch
Iacquired the project in 2012 when I was working at Classic Flight in Coventry. After reading an article about an Air Camper in LA magazine I decided ‘I want one of those!’ – but thought it best to acquire a part-built one.
I asked my Inspector, Steve Evans, to look the project over before buying it as it had been stored for a while, although hadn’t quite reached the stage where ivy was growing all over it.
The owner had sold the engine and it had been robbed of its lift struts, however, it had its LAA blue build record book which was signed off up-to-date and most of the remainder was there, including a beautiful mahogany prop made by Alan James.
David Slaughter, who started the project back in the 1990s, had covered the wings and tail but the fuselage
was still varnished wood – and on examination it was clear that David’s woodwork was top class. The project was shipped back to mine and my neighbour’s garages in order that work could carry on on the fuselage.
At about this time Classic Flight morphed into Heritage Air Services and they invited me to bring the project to Coventry, where they encouraged me to get on with it, which was an offer I could not refuse. At this time Martin Slater carried on with the inspecting. In the meantime, they also found me some quite interesting jobs to do as well, one of note was to help replace the lower main spar fittings on a DH Dove. A less involved job was to re-fabric its rudder.
Initially I thought about obtaining a Rotax engine, but I ultimately decided it was rather out of character and subsequently a C-90 was recovered from a damaged aircraft and put to one side. In the interim, I had become a member of the Pietenpol Club and joined its lift strut scheme, so this accounted for most of the important bits that were missing.
The project’s time in storage had not been kind to the fuselage metalwork, so everything had to be cleaned and repainted. I had help painting the wings but covered and painted the fuselage myself. The engine frame turned out to be hopeless so I made a jig, prepared the metalwork, and had Tim Mashford weld it together for me. The result fitted the jig and the fuselage perfectly.
The next job was to put enough of the aircraft together so as to assess the weight and balance.
One aspect of an Air Camper that can spoil the appearance is the cowl, so I was very fortunate to be introduced to Owen Watts, who made the cowl for me. I had already been warned that if I fitted the project with a ‘tombstone front’ the aircraft would be kicked out of the hangar. With the help of David Phillips, cardboard mock-ups were made to assess the profile and the end result is very pleasing.
During 2019, I carried on with the almost endless ‘finishing off’ jobs under the watchful eyes of Martin Slater
and Ben Cox. The prospect of a finished project encouraged me to put in more effort, but even so, things seemed to take forever… Magnetos were overhauled and timed, cylinder bores were examined, the oil system was primed, and the engine started second blade after a long period of inactivity. Compressions were checked and found to be good. It had a brief taxi run before the winter and was put back in the hangar to continue finishing off.
Typical of the snags that you find at this stage was a small amount of lost motion between the control columns and the torque tube, which affected the aileron control. So, the columns and torque tube were taken out, bushes reamed, new spindles made and the whole lot put back together.
Plans for the Pietenpol leave something to be desired in many areas, requiring builders to come up with numerous modifications. This makes the LAA’s job more difficult and resulted in a visit from them to see how we had dealt with the elevator control. We bribed them with chocolate biscuits and a CAD drawing of what we had done, and they seemed to go away happy.
Considerable thanks are due to Martin Slater and Ben Cox at Heritage Air Services and to the many other people who have helped.
Above Only minor touches left, but what a cracker – ’FS shares some esteemed company in Heritage Air Services’ hangar.
Right Plenty of exquisitely detailed touches on John’s superb Air Camper. Photo:
Ileft school in 1960 age 16 wanting to be an engineer like my dad, but was not clever enough. Three O-Levels got me into hospitality and, after a classic hotelier training, I secured the tenancy of The Cavendish Hotel in the Peak District in 1975. By chance, the following year I was given a ride in an aeroplane, and in 1981 I gained my PPL – a SLOW learner!
I was also a very timid pilot, I still am, but to overcome this, my CFI recommended aerobatics, and I would likewise recommend that to any pilot, timid or not – it demonstrates just what an aeroplane can and cannot do in absolute safety.
I was privileged to be introduced to, and then taught by, the renowned Alan Wade (sadly recently deceased) at Netherthorpe.
Initially in the 1980s we shared a Slingsby T67, then I acquired a Steen Skybolt in which I competed in the British Aerobatic Association contests with modest success; no wins, second place was my best result.
Unfortunately, I pranged the Skybolt at a strip en route to a contest, but bought another at Oshkosh later that same year, which I sold a few years later.
On a subsequent trip to Oshkosh I discovered Van’s, and in 1992 I bought an RV-4 kit, which I completed in five years and 5,000 hours. I continued competing in aerobatic competitions with it, and still didn’t win anything! But, that notwithstanding, it was certainly the best aeroplane of the dozen or so I have owned over 40-plus years.
In due course I thought an RV-6 would suit me better, so in 1999 I bought and built one (four years, 3,600 hours), but disliked it, so I sold it and kept the RV-4.
Below
Photo: Eric MarshWhen the RV-8 came out it seemed an obvious successor, so I bought the kit in 2005 (3½ years, 3,300 hours) and in anticipation of flying it sold the RV-4. Of those I have built, I guess the RV-8 was the finest, so much so that I had an immediate offer to sell, so for me it was back to the drawing board. Now without an aircraft, and my son having started his PPL, I bought two of the comparatively inexpensive and easy to build RV-12s, one for an ageing dad and potentially one for a prospective pilot son. Alas, neither worked as such, so it ended our aviation futures for both of us. Again both RV-12s were sold, each having taken about 15 months and 1,300 hours – they were so easy to build as to be marginally boring.
I thought that would be the end of my building days, except I still had a large-ish, well-equipped workshop and the free time which retirement provides, when I heard of the Just Superstol being marketed by my old friend Bob Pooler at Sleap. I was intrigued by the unique STOL performance and had never built a steel-tubeand-fabric aeroplane.
I started the kit in August 2016 and finished it last November after 2,483 hours. I cannot say it was an easy build, for neither the manual nor the drawings are very good, although inevitably I am comparing them with Van’s material, which although now is exemplary was, in the early days, not dissimilar to what Just provides.
Covering was new to me, so I had some assistance there, although it was a lot easier than I had feared. Similarly, rigging control cables instead of tubes was wholly outside my ability, so in the true spirit of LAA support a colleague from Netherthorpe, Richard Eaton,
arrived every Monday evening to help me. He was totally invaluable, and without his generosity I could not have completed the project. Painting (plain white) was comparatively simple, the materials I used not requiring the complex breathing apparatus some materials need.
On completion I was obliged by my landlord to move from my garden shed workshop of 30 years and, wings folded, the Superstol was trucked to its new home of Bradwell, a private strip in the Peak District near Ashbourne. LAA Inspector and engineer Neil France, effectively took over there, with careful checking of everything, including engine runs, instruments and control surfaces etc. Himself a Kitfox owner, he was
approved to test fly by the LAA and had already flown Bob Poolers demonstrator Superstol at Sleap.
After the inevitable delays – instrument supplier problems, bad weather and coronavirus – Neil made the initial test flight on Friday 29 May. The only snag was high oil temperature, attributed to the absence of an adequate vent in the front cowl, which was easily corrected the next day.
At the time of writing Neil is continuing the test flight process with completion expected later in June, upon which he will be in a better position than me to report on the experience. It will then be offered for sale at what will, as usual, be virtually its cost price – my reward is in the fabrication.
If your aircraft has been featured in the New Projects list, please let Project News know of your progress at: projectnews@laa-archive.org.uk
n Van’s RV-8 (LAA 303-15706) 18/6/2020
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-archive.org.uk
n G-CJNL Replica Jodel DR1050M (LAA 304-15103) 19/6/2020
Mr Michael Dolphin, 311 Harlaxton Road, Grantham, NG31 7JP
n G-CDBC Magnum (s/n 001) 2/6/2020
Name & Address held by LAA Engineering
Mr I S Smith, Old School House, Tattershall, Lincoln, Lincolnshire, LN4 4LR
n Van’s RV-8 (LAA 303-15705) 17/6/2020
Name & Address held by LAA Engineering
n Van’s RV-14 (LAA 393-15704) 11/6/2020
Name & Address held by LAA Engineering
n G-OELZ Wassmer WA52 (s/n 66) 29/6/2020
Name & Address held by LAA Engineering
n G-ORUN Sherwood Scout (LAA 34515129) 23/6/2020
Name & Address held by LAA Engineering
n G-OWGC Slingsby T61F Venture T MK2 (s/n 1875) 4/6/2020
Name & Address held by LAA Engineering
n G-YAKX YAK-52 (s/n 9111307) 15/6/2020
Name & Address held by LAA Engineering
n Van’s RV-8 (LAA 303-15703) 8/6/2020
Name & Address held by LAA Engineering
n Aeroprakt A32 Vixxen (LAA 411-15702) 1/6/2020
Name & Address held by LAA Engineering
Following our response to the recent call in the magazine for security solutions to counter the continuing spate of Rotax engine thefts, we at CA Software have been working on an alarm system that protects the individual aircraft. A prime consideration is that it should be equally effective on an unserviced farm strip, a busy airfield hangar or even when the aircraft is parked outside. It represents the last line of defence after building security devices have been breached.
We work with many clients producing mobile and web application solutions to solve problems such as tracking devices, consequently we have extensive experience in the areas required for this project. We are in the embryonic stage of building a (Rotax-powered) TAF Sling 4TSi, and the issue of security is something that concerns us as well.
We have looked at communication issues as well as those concerning raising the alarm, when it comes to an engine or other equipment being stolen. First we need to detect that someone is tampering with the aircraft. This needs to be achieved in such a way that the unit can be removed before flight, therefore negating the need for engineering approval. We have decided that the best solutions would be those outlined below.
The unit will house a solar/battery panel in the top half, which will attach to the inside of the front windscreen of the aircraft in a way that has yet to be decided – but velcro or clips could work. Alternatively, the unit can use an external power bank, similar to an Anker power brick, or be connected to the aircraft battery as the connection is simply a USB connector.
The solar cell is optional, but even in a hangar it may generate a little power to extend the battery life by a day or two. The sensor box hangs from this mounted solar panel and can pivot so that it points in the correct direction with the front housing the camera, and the back housing a PIR sensor.
The PIR sensors can detect movement and are there to detect if someone tries to break into the aircraft and remove the unit or steal that fancy headset you left behind while you went to get your £200 burger and pay the landing fee…
The camera will take a still image periodically and will detect if an object is seen in this image. We use object
Above The proof of concept main unit, no case, with USB attached power brick.
Right General arrangement of the device installed in the aircraft.
detection, as facial recognition technology can be thwarted with a balaclava, but if it detects an object it will send the images and raise the alarm.
If there is no local Wi-Fi available, in order to raise the alarm the aircraft unit will connect to the cloud via an internal 2G/3G communications module. Once the signal has been sent to the cloud, even if the unit is destroyed, it is already too late – the alarm will have been raised.
To protect against the aircraft unit being damaged or the battery going flat, a heartbeat signal will be sent at a given interval. If this check fails then a signal is also sent to the owners so that they can investigate. Also, ‘battery low’ warnings will be included to indicate when the batteries are running low. The unit’s case will be 3D printed for ease of build and prototyping, so the design can be refined to fit each aircraft required.
For this project we would use Microsoft Azure for the computer, and the Twilio service for SMS/WhatsApp messaging. In the cloud when an alarm is received, it will send either SMS/WhatsApp messages to the preprogrammed numbers of the aircraft owners, or the local farmer/airfield security to raise the alarm. A push notification will also be sent to the mobile application to back up the SMS/WhatsApp, and with this it will also allow the users to view the image/video that was received from the aircraft unit, which means you can decide if it’s a valid alarm (and call the police), or just another owner who forgot to turn off the alarm.
The mobile application will connect to the system with Bluetooth when in range, to check the system is configured correctly, change settings and show a live camera feed so that the owner can adjust where the camera is pointing.
The owner will also use the app to configure the mobile numbers for alarm messages and this list can be as long or short as needed. Owners will be able set up a number in order that the farmer/airfield security gets an alert.
Within the app you will also be able to set ‘quiet times’, which means that if the aircraft is moved during the day to get another aircraft out for instance, you won’t be alerted, and you can also use the app to arm the system when you hop out after landing, therefore protecting that expensive GPS/iPad/headset, etc.
The project will be designed in the open and all the hardware designs and a bill of materials made freely available so that owners can do what LAA owners do best – build their own. 3D printed designs will be included, or they can be ordered from CA Software for a small fee, but all the components are available from UK suppliers HobbyTronics and Amazon. The parts list is currently about £80, plus £10 for a Wi-Fi only solution and approximately £50-£70 extra for the 3G/4G solution.
If the LAA member decides that ‘playing’ with electronics and 3D printer is not for them, we will offer pre-built units for sale. As we are not set up for this and it could take a while to get them built initially.
There will be three parts to this: the aircraft unit, Azure cloud and mobile app. The aircraft unit’s software will be available under licence from us for free.
The mobile app will be made available via the various app stores and will carry a small annual fee to cover the costs of the Azure cloud infrastructure, the app maintenance and app store charges.
The idea of charging a fee for the software is to cover the time and costs of developing the system, yet leaving the LAA member with the ability to build the units themselves, plus edit the designs to fit the needs of the aircraft they are trying to protect. We expect that if this system is proven then it may not just be used by Rotax-engined aircraft but also by others who wish to protect their ‘pride and joy’.
The plans are that this is just to be used as a security system, but as it has a camera mounted and ability to record/store this feed onboard, the unit could be used in a secondary role. If we use the included GPS part of the mobile comms unit and added an IMU (Inertial Measurement Unit) it could measure the aircraft position and its bank/pitch/yaw, as well as speed and altitude along with images/video, and therefore potentially be used as a crude form of a flight data recorder.
The unit could record the data for the past 20 minutes and allow the owner to see what happened during the flight, maybe view the data of a poor landing to see what went wrong and what they could do better next time. In the case of an incident/accident, AAIB investigators could retrieve the data and use it as part of their investigation.
This is currently only an idea, as the tech is already there, but it would need some thought and help from the LAA Engineering team, as the aircraft unit would then need to be powered from the aircraft’s USB power, as well as the mounting needing deeper thought as it will need to be hard-mounted rather than removable. Think of this as being very much like those cameras mounted on the rear-view mirrors of cars – but with added inertial/GPS data.
As mentioned above, this is a proof of concept idea, which means that along the journey of building it there will be parts we may wish to change and adapt.
This design started as a fun paper exercise based on work we have completed in the past using some of the self-components, but we have cobbled together some parts on the bench and have a working system of sorts.
Just to be sure there is no misunderstanding, this design will just raise the alert with the owner(s) and/or local farmer/airfield staff, it will not make any noise or flash lights etc. However, if this should be required then it can be added.
We have tried to cover eventualities where any perpetrators could fool the system or disable it, but not being security experts we may have missed something. Consequently, we can’t guarantee that this system will protect the user’s aircraft, only that we intend to raise the alarm and allow the owner(s) to decide on the best course of action with the given data.
Also, as an owner, if you have read this far and are interested, then please send ideas and comments to us and we will endeavour to include them in the project. We were aiming for the LAA Rally where we could ‘show off’ a working prototype, but as that is cancelled we are looking to have a follow up article in a few months with a production version, and then move on to showing members how to build their own. For details, contact: CliffordAgius@CA-Software.co.uk ■
high with an average of 82% satisfaction across all areas, up from 78% in 2016. Engineering service satisfaction also improved, from a rating of 82% in 2016 to 85% in 2020. Permit renewals continue to score exceptionally highly at 91% satisfaction, however, modifcations and repairs scored, at 76%, lower than other areas, with 10% marking the area as poor – principally complaining at the lack of timely responses. Generally, however, speed and completeness of responses from Engineering was well received with an 82% approval rating.
Our editor will no doubt be delighted to see continuing member satisfaction with the LAA Light Aviation magazine, refected in an overall satisfaction rating of 88%, up from 85% in the 2016 survey. Magazine content appears to generally meet member aspirations, but we can always do better. The preference for more technical articles is noted. We also noted a number of members want more detailed ‘how to’ articles on build techniques and general aircraft maintenance. We’ll also brief our designers that many members commented on there being too much small print and too much print on colour, making it harder to read.
The survey looked at our two prime training offerings, the Pilot Coaching Scheme and the LAA Training Courses.
The PCS has a relatively low take-up in terms of numbers but is deemed highly important by all members. Just 6% of respondents used the PCS in the past two years, down from 8% in 2016 and 11% in 2011. The majority of these, 45%, used the PCS for their biennial fight review. As in previous years, around 75% of those surveyed regarded the PCS as ‘worthwhile’, but an increasing proportion identifed it as being either of limited use or needing improvement. This therefore endorses the recent activities by a new Head of Training and Chief Coach to refresh the scheme.
LAA Member Training Activities are demonstrating the initial benefts of our investment in training with 23% (up from 12%) of members having reported attending courses in the past two years, and a similar drop in members stating they were disinterested.
Until the COVID-19 lockdown, the level of interest in the existing courses was being maintained (they were all fully booked) and the survey question on future courses indicates a clear wish for routine owner maintenance and specifc engine and airframe maintenance as future subjects as we expand the offering.
The fnal questions of the 2020 survey asked for opinions on the Association as a whole, and how well it serves its members. It is gratifying to note that in excess of 75% satisfaction was noted in all areas surveyed and that in some areas, such as the value of
membership, feeling like a real community, modern and forward looking, have all exhibited improvement since 2016.
A new survey point on advocacy was added for 2020 and the question asking whether “the LAA responds effectively on my behalf” , gained a high 82% approval rating. The LAA headed the list of associations seen as working most to defend and expand GA privileges, with 39% of the total.
Finally, we asked members “ if there was one thing you would suggest to improve the LAA... ”, which elicited 800 responses. They are too numerous to list here, but there are some great suggestions which we’ll work on,
BGA,
BMAA,
including encouraging easier access for new members, and inclusivity. Encouraging young members and PPL trainees, and development of a stronger regional presence with more LAA events and training courses in Scotland, Wales and the regions.
Other ideas included initiatives for ‘retired’ pilots, to motivate those who have sold their aircraft to stay involved, greater legal support including member advice and magazine articles on new legislation and staying out of trouble.
It was good though to see almost a quarter of comments say, “It ain’t broke, don’t fx it, we’re happy with the LAA.”
Thank you for that, but we will continue to work on the improvements! ■
Having launched our own YouTube channel earlier this year (access via the website homepage www.laa.uk.com), what better way to populate it than with videos from our own highly individualistic and talented membership!
We have therefore teamed up with Pooleys Flight Equipment to launch a sport flying video competition, which allows members to share their passion in a competition to submit a video of their aircraft or their flying. It could be a documentary discussing your build or restoration project, or a fast-moving, action-packed film with multiple shots showing your hot ship or vintage biplane dancing among the clouds, edited to a voiceover or dramatic music.
The format and content of the video is entirely up to the participant – as long as it is between 1.5 minutes and 15 minutes in length, and demonstrates the fun that can be had with an LAA permit aircraft.
A £1,000 prize fund will allow winners to choose up to £500 of Pooleys flight equipment and merchandise, and the top three entrants will have FREE LAA membership for 2021. The competition is only open to LAA members, but everyone will be able to enjoy the results, via the LAA YouTube channel and Facebook page at www. facebook.com/lightaircraftassociation
The competition concept was the brainchild of LAA engineers Mike Roberts and Joe Hadley, who are keen to point out that any member can contribute.
“With over 7,700 members and 2,800 active aircraft of different shapes, sizes and capabilities on the LAA fleet, we are all united in our love for flying,” says Mike Roberts. “You don’t need an expensive camera, suitably edited mobile phone footage will do. In addition, older footage can also be used. The aim of this competition is for members to share the enjoyment of their aircraft with families and friends, and to capture that fun in an engaging, exciting manner. We’re really looking forward to seeing the results.”
Once the final edit is complete, the video should be uploaded to YouTube where a link should be made to the LAA YouTube channel. Entrants must then send a copy of the link, with their name and membership number to office@laa.uk.com headed Video Competition plus the title of the film. We recommend that it depicts the video accurately – Long-EZ Cloud Chasing Fun or A Taylor Monoplane Build Diary for example, as well as something about you and your featured aircraft.
The deadline for video submissions is 31 October 2020
Each submission will be required to comply with the following criteria:
■ It must be made by an LAA member with help from family, friends or colleagues.
■ It should be no shorter than 1.5 minutes and no longer than 15 minutes.
■ It must include either the LAA logo and/or watermark at some point in the video.
It must only include footage, images or music either owned by the member submitting the video or allowed to use the media under an appropriate creative commons license (royalty free) with credit for royalty free media given to the artist in the YouTube video description.
To complete any flying sequences, it is likely to require camera(s) to be mounted on your aircraft. Before any flying footage is captured, all camera installations must be approved by your inspector. LAA Technical Leaflet TL 3.24 (available via the Aircraft and Technical / Data Library tabs on the LAA website homepage) details the installation requirements for mounting small cameras on your aircraft.
As mentioned, the aim of this competition is for the LAA members to capture and enjoy the process of creating an exciting action or factual video of their particular aircraft type.
It cannot be stressed enough that any video submission demonstrating reckless or dangerous flying will be immediately disqualified.
Three prizes will be available for the top three submissions.
First: £500 Pooleys Flight Equipment merchandise voucher, plus a year’s free LAA membership.
Second: £300 Pooleys merchandise voucher, plus a year’s free LAA membership.
Third: £200 Pooleys merchandise voucher, plus a year’s free LAA membership.
All prizes must be redeemed between December 2020 and December 2021.
Each video will be judged by members of the LAA team and invited external judges. The judging criteria will be based on how engaging we found the video, the visual impact, production quality and the video accurately depicting LAA permit aircraft and flying.
The three winning entries will be announced on 1 December 2020
For further information please contact office@laa.uk.com
To offer some inspiration, here are some examples of what can be done. Look out for more on the LAA YouTube Channel
■ Sling 7-Day Aircraft Build at the 2016 LAA Rally
https://tinyurl.com/Sling-7
■ Hugh Scrope: The 80th Anniversary of the Chilton Monoplane
https://tinyurl.com/Hugh-Scrope
■ Flight with Trevor! 1946 Auster from Coventry to Staverton
https://tinyurl.com/Auster-Trevor ■
In Part 2 of North by Northeast to Zanzibar, Rod Wheeler and his fellow Sling aviators complete their African adventures before saying their goodbyes and journeying to their respective home airfields…
The leg to Zanzibar was extraordinary.
Maintaining our trusted groupings and tight formations, we simply followed the stunning coastline north, some flying this way and that at low altitude, others taking the more direct route higher up. All the while exclamations resounded on the chat frequency, pointing out beautiful beaches and lakes. Off the coast, sand-fringed islands delineated the line of a hidden reef that had confounded so many sailing vessels down the centuries.
“Tango Alpha Delta cleared to land Runway 18, you are number four, please keep speed up as there is an Emirates Airbus on an 18 mile final” … The hint of Kiswahili patois in the slightly agitated reply to my downwind call confirming our destination.
By now we were becoming experts in ‘formation’ landings and happily followed the other three Slings on base and short final at less than a mile from the threshold, with two more close behind us. Three others were already safely landed as we started our own
Main Rod Wheeler and the Sling ‘caravan’ continue their trip to Zanzibar and back to South Africa.
descending turn from base to final, the nose of our Sling dipping to reveal the outskirts of Stonetown, with its Medieval fort a commanding presence overlooking the turquoise water of the port and islands beyond. Three hours and 40 minutes after leaving the wide concrete of Pemba Airport, we touched down at the Spice Island’s Abeid Amani Karume International Airport, marking the midpoint of our Johannesburg to Zanzibar flying safari. All that stood between us and our shoreline resort hotel was the refuelling truck and Tanzanian immigration –suffice to say the beer we were handed five hours later tasted very special.
Despite the challenges of getting through the airport, Zanzibar itself turned out to be everything it had promised. The tangible excitement shown by Lucien on returning to his homeland meant we had a fantastic and willing guide. Full of stories about navigating the intricate back streets of Stonetown to visit an early girlfriend, jostling in the noisy and smelly meat and fish markets, he made us feel justifiably proud that we were not just ordinary tourists. Having arrived in our own little aeroplanes we somehow felt more akin to those intrepid
travellers who had made Zanzibar historically one of the most influential trading hubs. A crossroads for traders voyaging between the African Great Lakes, the Somalian and Arabian peninsulas, Iran, and the Indian subcontinent. A melting pot of people and identities, fusing the ancient cultures of Arabia, East Africa and India with the more recent European colonial powers, it appeared to have safeguarded its exotic past with an air of sleepy indifference. But as a gateway to the supposed untapped mineral and gas deposits promised in the countries over which we had just flown, the influence of new Russian and Chinese money was already starting to show.
After two glorious days of sightseeing, which included a memorable visit to a local spice village and snorkelling in mangrove lagoons from a fishing dhow, we geared ourselves up for the second half of our trip.
Sadly, Trevor and Lizzie had to head directly back to the UK, due to a family illness, and this meant Tim took captaincy of their Sling 2, kindly offering my son Nick
Top Schools out for the youngsters in a spice village in Zanzibar.
Above The group enjoy a boat trip to Pamunda Island, Zanzibar, to go snorkelling in the mangrove lagoons
Right Banana leaf hats for son Nick and Lucien d’Sa, mementos from exotic Zanzibar.
the P2 seat, which left James solo in ZU-TSI. Another couple, Graham and Stella flying their own Sling 2, now joined our merry band. Originally part of the earlier group headed by Essie, they had been abandoned due the previously mentioned battery problem. As the only Sling in that earlier group, they seemed pleased to have found kindred spirits and we welcomed them warmly.
So efficient was our formation start-up and departure from Zanzibar International early in the morning, that all 11 aircraft in their three groups were closely spaced as we once again headed out over the sea direct to our first waypoint on the mainland at Ras Kutani. Almost exactly as we reached the point of no return, a calm radio call from Sling 4 pilot Mthandeni, up ahead flying with his wife Thembi in ZU-KRA, jolted us out of our quiet reverie. “James, my voltage is low and dropping.” A beat of silence and James responds “Turn off all non-essential electrics but keep the radio on for now. Try resetting the Alternator circuit breaker.” “OK.”
Ten minutes passed and our little formation was nearing the coast, -KRA was just visible in the group ahead and the call came: “James, I am going to land as soon as possible.” Serendipitously, the dirt strip of Ras Kutani was dead ahead and only a mile or so inland. A quick call from James requested that we follow Mthandeni down, with him following close behind. Chris executed an extraordinarily neat, short field landing on the sloping dirt runway cut deep into the acacia forest. The rest of the group continued on south towards Pemba while we assessed the situation.
Before our departure, Sean Russell had commented, “There will be two things that will ruin your day on this trip. One will be a puncture and other will be the failure of the voltage regulator.” Well we quickly identified that we had fallen foul of the latter curse. Knowing that our ZU-TAD had both the engine driven alternator that utilises the same regulator as Mthandeni’s Sling 4, as well as the second alternator mounted at the front of the Rotax with its own inbuilt regulator, James had cleverly diverted us in as the ‘spares’ machine.
Peter to fix Paul’ at Ras Kutani when the voltage regulator failed on one of the Sling 4 aircraft.
All it required was a 10mm spanner. While James headed off down the dirt track to the nearest village, Thembi miraculously appeared with just such an item – somehow procured from a young Tanzanian lad who had appeared out of the bush. I quickly set to work freeing up both regulators, which on a Sling involves a good deal of one-handed dexterity with one’s head deep into the footwell and legs dangling over the door sill. James reappeared just in time to help the reinstallation, swapping the units around in each aircraft.
Fortuitously, Mthandeni had packed a small battery charger and after a 10-minute boost, his engine roared into life, charging light out. Incredibly, after just 45 minutes we were ready to go. James planned to get us airborne so we could radio Dar Es Salaam and re-activate our international flight plan. Easy! But just as we were making ready, a safari vehicle bounced through the gate and waived us to a halt. It seemed the owner of the game reserve was not happy that we had arrived unannounced and refused to allow us to leave until he had received clearance from the Tanzanian CAA.
With mobile connection only possible while standing on a specific anthill two metres into the edge of the bush, this proved to be a tortuous process. With the afternoon wearing on, every minute of lost time meant our chance of making it to Pemba before official night time started to dwindle. Eventually it was too late, and we were given two options – fly the 30nm north-west up to Dar Es Salaam to re-clear customs, or head back over the water to Zanzibar. After a short debate, all five of us decided that despite the original challenges and longer leg, it was a case of ‘better the devil you know’.
Heading back to Pemba
Retracing our route, tired and slightly depressed, we were welcomed by the manager of the airport like long-lost brethren, and he generously waived any landing fees and the $300 international arrival fee. It was at this point that Mthandeni mentioned he had a business contact in Stonetown and, after a quick phone call, we found ourselves sipping iced tea in the infinity pool of the five-star Verde Hotel.
Sometime during all the palaver, Chris and I had remembered that we not only had all of Nick’s luggage but also his passport and phone. I was too tired to ring my wife Sandy and tell her that I had managed to misplace one of my sons and leave him stranded identity-less and impecunious, airside at a strange airfield in Mozambique. Unbelievably, given our earlier experiences, and despite the previous requirements to complete visas and forms in triplicate, he apparently just explained his predicament and was waved through at Pemba Airport to join Tim and the others!
Having enjoyed what we hoped would really be our last supper in Stonetown, the five of us headed back for an early night with alarms set for 0500.
In order to make our final destination in Mozambique at Vilanculos, nearly six hours on from Pemba, we calculated we would need to depart at sunrise. Even then it would be tight since the Windy app indicated some strong headwinds of 20-30kt below 5,000ft, but interestingly it hinted at a slight tailwind if we could get up to 7,500ft. If all went to plan, we would land just as the rest of the group would be preparing to depart Pemba late morning. If we could refuel and clear customs quickly, we should be able to follow them down and arrive before sunset.
All did go to plan, and after an uneventful flight south, we braced for the administrative hurdle at Pemba International. Scarily it felt as if Will Smith had recently passed through with his Neuralyzer, as it became apparent that no one remembered anything about us or the rest of the group being there just a few days earlier…
A missing landing fee book and our nearly lunchtime arrival meant almost two hours of toing and froing between one official’s office and another. Miraculously Nick had strolled through the departure gate and now joined me in -TAD, with Chris settling into ZU-SNG with his new captain, Tim. I am still not sure whether Tim spotted this change of surrogate son…
Vilanculos
Polokwane
Tedderfield
Top As the reg suggests, ZU-TSI is the 141hp Rotax 915iS powered Sling 4TSI demonstrator. Its performance with the additional power was impressive.
Kruger International
After much cajoling and pleading, we eventually started our take-off roll spaced behind Lucien and Colin in ZU-YAY, the rest of the group having departed safely ahead.
Seconds after take-off, the dulcet English tones of Colin caused us to take evasive action to the right. “Engine running rough, we are aborting”. James was also airborne and calmly followed -YAY around the circuit, instructing the rest of us to continue. After a thorough engine inspection and ground run it was deemed that vapour lock had caused the rough running, and we were later relieved to hear them on the radio, both safely on their way, throttles fully advanced.
If I had any lingering doubts about the decision to build a Sling 4, these were categorically dispelled on this epic day. Two legs totalling 885nm and over nine
hours of flying between sunrise and sunset, along one of the most uninhabited and gorgeous coastlines in the world, demonstrated just what a remarkable design Mike Blyth and his team at TAF have produced. Short, dirt strip departures, hot and high, fully loaded – tick Beautifully harmonised controls requiring only fingertip touch – no problem. Ultra-long distance in maximum comfort at a healthy average 120kt ground speed –absolutely. Panoramic views forward, up, down and backwards – yes, siree. State-of-the-art avionics and a two-axis auto-pilot (if required!) – why not? And all the while sipping just 24 litres of mogas or avgas an hour –yes please! Surely one of the most comprehensive acceptance flights ever…
With James, Colin and Lucien making up for lost time some 30 minutes behind us, I had taken on the role of primary navigator and radio man for our now diminished three-ship formation. With so many GPS systems across our aircraft the first part was ludicrously easy. While our G3 provided easy access to the varied local frequencies, it required a bit of care to ensure I was using the single radio correctly. A few times I caused much hilarity, as having just completed a rather long-winded position report and request for transit, Nick kindly pointed out we were still on the chat frequency. I maintained I was just practicing for the real thing!
As we transited south out of his airspace, and still not fully acclimatised to all the local dialects, I was surprised by the request from Nampula Tower to report on the hour, “Ops normal.” It soon became apparent that, with over three hours to go until our next waypoint, we would be transiting over even wilder and uninhabited terrain. Any technical challenges that might befall us now, would require some careful but expedient management.
With the G3 constantly updating us on our estimated time of arrival at Vilanculos, I was able to use the rubber band facility on the touch screen display to create an arcing dog leg that would keep us well east of Beira
Below Lucien and Colin arrive at Vilanculos at sunset following their engine problem at Pemba.
airspace, while maintaining a decent distance from the coastline in case of an emergency. Beira had been battered by several seasonal typhoons earlier in the year and the international airport seemed eerily quiet, the controller just asking us to confirm we had cleared her airspace.
Cruising at FL95 at a comfortable 127kt ground speed, and with Nick needing a rest from the controls, I set up an automated descent on the autopilot. Having selected a desired descent rate of 350fpm and wishing to arrive overhead the airfield at 1,000ft, we watched as the VNAV controller kicked in with 45 miles to go. With only small reductions in manifold power required as we descended, the electric prop controller maintained our cruise setting of 5,250rpm. -TSI and -YAY had closed the gap behind us but had stayed lower down round the bay, but we were able to convert our higher energy into an extra 10kt of speed and easily pulled ahead again.
Having listened to the rest of the group making their final approaches some 20 minutes ahead, we were delighted to hear the welcoming call of South African Chris on the Tower frequency. It seemed he had already made friends with the resident fire crew and, with the sun just touching the western horizon, he vectored us in for a low-level circuit over the sea and a squeaky landing on the northerly runway. Popping open the gull wing doors we were greeted by nine sleek Slings parked line abreast in the last of the golden sunlight, their animated crews with beers in hand. James, Colin and Lucien touched down exactly on official night time. What an extraordinary 24 hours…
The website claims it is a family run business and introducing himself as the duty manager, Alberto Nhamtumbo, welcomed us to his sparkling new terminal. Where Pemba and Zanzibar had been all ‘pole pole’ (slowly slowly) and countless forms in triplicate, Alberto whisked us through and out into a waiting minibus without so much as a glance at our passport. What a star!
While Zanzibar had promised to be the spice in our African smorgasbord of delights, Vilanculos turned out to be the unexpected fine cheese and glass of port to round the whole thing off. Nick, Chris and I were allocated the Presidential suite, a vast reed-thatched chalet with a spectacular view of the ocean. In fact, it could have accommodated the entire group.
Deep sea fishing experts Morne and Amanda had cleverly pre-booked a day for snorkelling, so after a full night’s sleep we congregated on the beach. Dividing ourselves between two small motorboats we were soon speeding towards the nearest of the golden islands that had been formed on the reef just two miles offshore. Within minutes of setting off we were joined by a pod of dolphins, which cavorted alongside the boats and then, unbelievably, a humpback whale broke the surface not far away. Concerned that it seemed to be too close
inshore, our boat captains wisely kept a good distance and we soon left it to continue its display as it headed north up the coast.
For those that have snorkelled here or in other parts of the world, it will be no surprise to hear that trying to describe the wonders of life on and around a reef is nigh on impossible. Words cannot describe the sheer variety of fish, their colours and shapes. The sunlight dappled coral swaying in the gentle swell gleamed with every hue of red, purple, blue and green. It truly was the perfect end to our spectacular adventure.
A final night of singing and dancing gave our now close-knit group of aviators a chance to celebrate and say goodbyes. Tomorrow would see us complete two final legs homeward bound, with the nearly five hours’ of flying now seeming only a short hop. Dropping into Kruger International to clear customs back into South Africa, the group disbanded and headed to their various home airfields.
It seemed there was just one little moment of hilarity to come though; as the last group to depart, and climbing steeply to crest the hills at the departure end, Kruger Tower were heard to ask whether we had meant to leave a pair of boots on the parking area. A quick call established these belonged to my co-pilot Nick. While I was happy to leave them as a memento, he declared that they were rather expensive RAF fare and he needed them once back in the UK.
James once again had a chance to demonstrate the TSI at its best, wheeling around he landed downwind and still managed to vacate off the first exit. Chris leapt out, grabbed the boots and they were off again much to the bemusement of the Airlink Avro J85
Above Rod and his twin sons enjoyed the Presidential suite at Vilanculos, typical of much of the accommodation.
Below The happy band who enjoyed each others’ company on the Sling adventure from South Africa to Zanzibar and return.
waiting to take off. And somehow, they still managed to beat us all home!
Sean was there to greet us Tedderfield-bound Slingers, and as the sun set for a final time on our happy band, Rotax engines quietly tinkling away in the cool evening air, we knew it would take some time for it all to really sink in.
A huge thank you to all at The Airplane Factory for letting us fly its beautiful aircraft, to Tim for persuading us to join, to James for his joyous leadership and the whole team for all their friendship and laughs along the way.
But most especially to Nick and Chris for keeping dad on the straight and narrow – keep calm and carry on… ■
One of Sgt Anthony Ayre’s favourite passages came from the book Jonathan Livingston Seagull by Richard Bach. It reads: “Don't believe what your eyes are telling you. All they show is limitation. Look with your understanding, find out what you already know, and you’ll see the way to fly.”
A talented engineering technician by trade, and truly ‘blue to the cut’, Anthony completed 29 years of exemplary service in the RAF, specialising on many aircraft types, and later in his career was selected to fly as an airborne technician onboard the Sentry E-3D (AWACS).
Throughout his service life Anthony was an avid light aircraft builder and pilot, and clearly related to the sentiment of Bach’s evocative words, which inspire us to take hope and faith in our own abilities. Such inspiration will surely be appreciated by anyone embarking upon an aircraft build – and that includes those who may find themselves, rather unexpectedly, asked to complete one!
Living his life ‘to the max’, Anthony worked hard – but played even harder. An active member of many RAF sport associations, including the RAF Flying Clubs’ Association (RAFFCA) and the RAF Motocross Association, 'challenge and achievement' was his mantra for life. Having gained his Private Pilot Licence with the RAF Akrotiri (Cyprus) Flying Club in 2003, he had immersed himself in the world of GA, serving on many RAF Flying Club committees. His selfless commitment to ensuring that aircraft were serviced and maintained, ultimately allowed many others, namely Junior Ranks (JRs), to experience the joy of flight at very little personal cost.
Featuring in the February 2011 edition of LA, Anthony’s abilities as an aircraft engineer and restorer were further showcased through his own Jodel D117 (G-ATIN) project. A complete top-to-bottom rebuild spanning six years of hard graft, his skill and attention to detail were evidenced by the end product – an authentic aircraft completed to a very high standard, exuding buckets of gallic character.
While sourcing a suitable propeller for G-ATIN, Anthony’s search had led him to Wickenby Airfield, one of the many WWII airfields scattered across the Lincolnshire countryside – and only a few miles from RAF Waddington where he was based. Little did he realise that his visit would serve to offer much more than just a propeller.
A rare Pitts S2A-E kit (E for Experimental) had been imported into the UK in January 2009 and, for various reasons, was now up for sale at Wickenby. Without batting so much as an eyelid, Anthony knew that this was the project he yearned for – an advanced aerobatic aircraft with history, provenance, character, and moreover, raw power. Furthermore, as a permit aircraft, he could build and maintain the aircraft himself, what more could he ask?
In March 2009 Anthony purchased the kit and all associated items, which then became build number LAA-009A-14904 on 7 August 2009. The foreword now complete, chapter one of a remarkable story took shape.
Rather like a child wanting to see what their Airfix model may look like when complete, Anthony returned to RAF Waddington and set out the Pitts’ upper wings on a large oak dining room table in the Sgts’ Mess. Using RAF crockery (mugs) as spacers and placing his Sunday roast in what would be the cockpit, he could not be happier.
Clearly hoping to immerse himself in the thrill of aerobatic G, he applied for a rather apt and subtle registration – G-PULR (G Puller).
Over the next five years, Anthony meticulously inventoried all components and focused his work on the fuselage and wings. He was ever grateful for the support and help of a good friend, John Worthington, whose carpentry skills were invaluable.
It was clear from his email traffic to Aviat and the LAA that Anthony intended to build his Pitts to an exceptionally high specification and was steadily working towards the option of a modified high-power engine… to the max!
Tragically, on 21 July 2014, while returning from a week of summer leave spent with his mother at his house near RAF Leuchars, Anthony lost his life in a road traffic accident. A few days before, he had become the first RAFFCA Beginners’ Aerobatic Champion. Scoring an incredible 81.86%, he had specifically requested to compete in, of course, a Pitts S2A. A much-loved son and extremely popular serviceman, the loss of Anthony is still proving difficult to accept for those who knew him.
In memory of Anthony
It was shortly after Anthony’s passing that his mother, Mrs Joan Drinkel, and uncle, Ian Cogdon, asked me, a close friend and RAFFCA Exec, if the Association could complete the project and operate the aircraft in Anthony’s memory. Honoured to do so, yet in much need of inspiration akin to that found through Richard Bach’s words, the request was accepted.
Little did anyone know at the time just how much work lay ahead. However, it was obvious that the project would need the help of many friends and supporters if it was to succeed. Thinking caps on and time to pen a few letters –as a starter-for-10 we needed an engine and a propeller, thoughts anyone?
To ensure the delivery and operation of the aircraft in accordance with the wishes of Anthony's family, it was decided to formally name G-PULR as the Spirit of Ayre and establish the Ayre to Air Charitable Incorporated Organisation (CIO). I, together with Air Commodore Alistair Seymour and Wing Commander Gary Coleman (both fellow RAFFCA Execs and friends of Anthony), were appointed trustees of the charity which would own and eventually operate the aircraft.
Testament to Anthony’s character and standing, as the trustees we were not surprised to receive so many kind offers of voluntary assistance and financial support to progress the aircraft build. Of particular note was the unwavering support of Paul Ford, a talented aircraft builder who offered to locate the project in his hangar at Derby Aerodrome and oversee the work efforts and contributions
of the many volunteers, friends and family. While it was clearly going to take considerable time and effort, the team was confident that the final objective, being to deliver a very special aircraft of which Anthony would have been proud and made available for the benefit of others, was indeed achievable.
By June 2018, it was time to emblazon the aircraft with a unique and striking livery, designed by Anthony’s mother and uncle. A skilled aircraft painter, Andrew Brydon completed the work at RAF Marham in July – supported by his colleagues and the kind assistance of SERCO. A RAF roundel, modified with a red heart at its centre, envelops the underside via both pairs of wings. When viewed in the vertical or from beneath, the roundel design comes together and will surely be a top shot for aviation photographers to catch. The roundel was developed further to become the charity's logo by adding a motocross bike in the very centre – as a nod to Anthony’s other great passion.
With her fresh paint, and an opportunity too good to miss, it was decided to display G-PULR at the Royal
Below Anthony looking pleased-aspunch having won the inaugural RAFFCA aerobatic competition, only a few days before being tragically killed in a road accident.
Below right An emotional moment for Anthony’s mother, Joan, seeing G-PULR for the first time, fully assembled wearing the Spirit of Ayre livery.
International Air Tattoo (RIAT) at RAF Fairford later that month – albeit with much work still to do. It was here that Anthony’s mother and wider family got to see the Spirit of Ayre for the first time as an assembled aircraft and looking resplendent. Needless to say, it was a rather emotional and poignant moment for all concerned.
Relocating the aircraft to its home of RAF Waddington in the summer of 2019, Air Commodore Al was able to closely project-manage the remaining build stages, while driving the team towards the finish line. Supported by Flt Lt (ret’d) Rick Thomas, an aviator and talented engineer, the small team made excellent progress through the autumn and winter months. The ethos adopted after an informal inspection by John Tempest, was that several repair modifications would need to be made to make the aircraft replicate as closely as possible a factory build S2A. In this way, not only could a better understanding of engineering provenance be made, but also an expectation of performance and standardisation of operation.
The LAA’s appointed Inspector for the project, Mark Davies, an experienced Pitts builder and flyer himself, was able to offer a wealth of experience and specialist advice during the final stages of build, not least during the rigging process. On 13 March, Mark was satisfied that the Spirit of Ayre was ready for test and the application to begin the aircraft Flight Test Schedule was duly hurried to the local postbox – G-PULR was no longer a project but finally an aircraft.
Taking almost six years to reach this important milestone, the team was excited at the thought of an imminent ground run and that much-anticipated first flight. Nearly there… or so we thought!
With the announcing of the COVID-19 lockdown shortly after G-PULR’s application to test had been submitted, coupled with a demand to move the aircraft from its final assembly area, the project, like everything else, ground to a halt. However, in view of the extraordinary predicament, agreement was made with the CAA, LAA and MoD to conduct a flight test with minimal support and applying best hygiene and social distancing practice.
As the RAF’s previous Head-of-Test, a qualified fast jet instructor with experience of three different certified Pitts
S2A aircraft and similar high-performance types within the last 12 months, Air Commodore Al was highly qualified to fly G-PULR in the role of ‘project pilot’. With just a team of three in attendance, G-PULR was ‘tethered’ to an old Vulcan Bomber ground-anchor and positions taken. Shortly after 1300, while the resident RAF Waddington aircraft remained grounded and silent, the Spirit of Ayre’s heart came to life. Hearing G-PULR shout out for the first time, breaking the rather eerie Lincolnshire silence with notes of joy and achievement, I would be telling a lie if I didn’t admit to having been instantly overwhelmed with emotion… and the first flight was yet to come.
Thursday 7 May 2020 will forever be a date of note for the Spirit of Ayre and those involved in this very special project. Lined up on the R20 Threshold with in excess of 10,000ft of prime tarmac ahead, it may have been possible to conduct three or more short test flights without even changing heading! At 0944(Z), Air Commodore Al squeezed G-PULR’s throttle forward and quickly accelerated to the unstick speed. Leaping into the air in a heartbeat and revealing Spirit’s wonderful livery from the airborne perspective, G-PULR owned the airspace, commanding the attention of the small, socially distanced, audience. The Spirit of Ayre had come alive.
Initial configuration for first flight was a neutrally rigged aircraft, with no wheel spats or aileron spades fitted and a fuel loading of just under 60 litres. This ensured that the aircraft was well within W&B limitations, yet with sufficient fuel to account for any restrictions in ability to land due to priority Military Air Traffic. It was immediately apparent to the project pilot that G-PULR delivered, at least as well in power to weight, as a factory-built example. What was particularly pleasing was that the initial rigging of the aircraft was spot on, and thanks go to Mark Davies for his expert support achieving this – a day very well spent with high fidelity spirit levels, non-stretch chord and a keen eye.
At the heart of G-PULR is a Lycoming IO-360-A1A which was built up by Swiftair, having had all the components that were reused, refurbished by the manufacturer. All accessories to the engine are new items. A three-blade MT variable pitch propeller is fitted, which not only gives excellent response to demand, but also reduces weight, while simultaneously reducing gyroscopic effects experienced with the heavier Hartzell two-blade propeller fitted to factory S2A aircraft.
Over a period of 14 days, a total of seven test flights were made from RAF Waddington and the test schedule was completed in just over six hours of flight time, with 18 landings made.
The project pilot concluded in his report that G-PULR had flown superbly during all aspects of test, in particular the aerobatic phases, and added that the aircraft would therefore make both an excellent training platform and solo competition asset to intermediate level standards. This could not have been better news for all those involved – and the intended objectives of the Ayre to Air
Test flying out of RAF Waddington, Spirit of Ayre joins echelon left for ASI calibration.
Above Where better to set-out an upper wing than the dining room table in the Sgt’s Mess!
Charity could, and would, be fulfilled. Anthony’s family and the trustees wish to offer their sincere thanks and gratitude to everyone who helped make the dream possible.
A man of true spirit, with a glint in his eye and wearing an ever-present broad smile, Anthony was one of life’s very best. While some may consider the Spirit of Ayre story as one marked with sadness, it is for certain that Anthony would not have wanted it to be viewed that way.
To Anthony it would be a story of challenge, achievement and having faith in our own abilities – as per Jonathan Livingston Seagull. And now, as his beloved Pitts is introduced to the world and begins to pen its second chapter, it is truly hoped that G-PULR will afford many others the opportunity to experience the pure joy of flight as much as Anthony did. Now you know the story, keep an eye out for this very special aircraft.
And, if you see it, you will undoubtedly be touched by the very real spirit of Ayre – Sgt Anthony John Ayre RAF, 4 August 1967-21 July 2014.
Operating the Spirit of Ayre in accordance with the object and aims of the Ayre to Air Charity (not-for-profit) will require financial support and backing over the years to come.
If you would like to help us honour the memory of the late Sgt Anthony Ayre through the operation of this truly incredible aircraft, please consider making a donation to the Charity. Donations can be made online at the Spirit of Ayre’s JustGiving page: https://tinyurl.com/just-giving.
More information regarding the Spirit of Ayre and the RAF Flying Clubs’ Association (RAFFCA) can be found at: www.flyingclubs.org. ■
LAA Inspector Phil Hall is looking to the Czech Republic for a solution to the growing scarcity and cost of Gipsy Major spares…
Early in 2019, I was asked by a friend if I knew of any alternative engines that would be a suitable replacement for the Gipsy Major engine he had in his Chipmunk. He had just been informed that his engine was soon going to need a rebuild, and the potential cost was alarming by anyone’s standards.
Gipsy Major engines can be anything up to 80 years old, and there is a finite amount of parts available which are becoming increasingly difficult to source. Stories of Austers being bought simply so that the engine can be used in a Tiger Moth or Chipmunk are not uncommon. Apparently, it has been known for components previously regarded as ‘scrap’ to be reused in order to keep engines and airframes going. So, unless some rich philanthropist decides to start making new Gipsy engines, we could start to see perfectly serviceable Chipmunk (DHC1), Tiger Moth (DH82a), Auster and other airframes being grounded due to the lack of a serviceable power source.
I first flew as an air cadet in a Chipmunk more than 50 years ago. I also learned to fly on a Tiger Moth, both of which had Gipsy engines. Both aircraft types are near to my heart and to think of these and any other Gipsy Major powered aircraft being grounded because of the lack of a power plant is just not tenable.
At the request of my friend, and because I was genuinely interested in finding suitable engines, I started to research possible solutions. The main criteria were that the aesthetics of the aircraft must not be compromised, the power must be comparable with that of the Gipsy engine, and the concept would meet with the approval of the LAA – also the price must be much lower than the rebuild cost of the Gipsy Major.
Above This LOM-engined Chipmunk retains the classic look of the original and has been flying in New Zealand for 10 years.
I had heard of the LOM inverted four- and six-cylinder engines, which are counter rotating like the Gipsy, but had been told that the engines were no longer in production.
Also, the story was that the LOM Company was uncommunicative and poor at supplying spare parts for engines in service, and if they did they were expensive, so I excluded them from my search and focused on two automotive engines from the USA. I had lots of discussions with the two suppliers, both from Florida, and even met with one of the CEOs, but when discussing my intentions with LAA Chief Engineer, Francis Donaldson, it was clear that there was a reticence to go down the automotive route.
Frankly, with hindsight, he was absolutely correct. Trump was also going down his isolationist route, removing trade agreements and implementing import taxes on European steel, and the EU had implemented the ‘retaliation tax’, which would have meant the USA-made engines would have been prohibitively expensive – so it was back to the drawing board.
I had by this time discovered that there was a Chipmunk in New Zealand with a LOM M 332 engine installed. The owner, a licensed aircraft maintenance engineer, had done a marvellous job of the installation and enjoyed trouble-free flying since its installation about 10 years previous. Most importantly, he had retained the aesthetics of the original almost exactly, mounting the engine using the existing engine bearers with an adapter beam.
He has been kind enough to share a lot of the information on the work he had done to achieve this neat leak-free installation. As a side note, when he said it does
not leak oil I was taken back to when I was an apprentice in the RAF. I can remember only too well spending many hours under Chipmunks wiping off the oil after they had been flying, so having a non-oil leaking Chipmunk or Tiger Moth engine is one heck of a motivator (it would be like having had a British motorbike in the 1960s that did not leak oil – impossible!).
Having become aware of this installation I was re-motivated to see if LOM PRAHA was interested in selling and supplying engines and parts, after all its website indicated they were still in production so there was nothing to lose.
Regrettably, the early communication, or lack of it, was as predicted, with no replies to my several emails and phone calls. However, in early October 2019 everything changed. I got an email from Ondrej Zitko, the new manager of the Piston Division of LOM PRAHA. He explained he had just taken over from the previous manager, who had retired after a long-term illness. He commented that he had a clear remit from the LOM PRAHA senior management to return the Piston Division to profitability through engine refurbishment, supplying of parts and, most importantly, restarting production of the four- and six-cylinder engines.
Over the following months, with many emails between us, it was clear Ondrej was not only very keen to get production going again, but that he was very reactive with helpful and constructive replies to any questions asked.
Regrettably, there are some items no longer made, but Ondrej was focused on finding new manufacturers for these parts and re-establishing new engine production by autumn 2020 (although coronavirus will undoubtedly mean it will be
at a later date). In the interim they are busy refurbishing engines and supplying parts.
Above The
Knowing that these engines will be back in production in the not too distant future, we designed an adapter and presented an overview of the LOM conversion concept and presented it to Francis to check if it could be an acceptable upgrade, and fortunately an enthusiastic green light was received.
To assist in the development, Jon Eades and Steve Chittleborough from Classic Aeroplane Company at Oaksey Park, who are experienced in refurbishing classic aircraft of this type, will be involved with the first upgrades on Chipmunks and Tiger Moths, and hopefully will be offering upgrades for owners once we have proven the installations and have LAA approved flying examples.
In January this year, Jon Eades and I visited the LOM PRAHA factory at Malesice, Prague to get a better understanding of the company and its plans, and also to have a good look at the engine manufacturing process to ensure there will be an engine suitable as a replacement for the Gipsy Major engines. LOM is a significant aircraft repair and service organisation employing 2,000 people over eight sites. Their Piston Division is a small department within the organisation, and we had no doubts about the company’s desire to do this, which with the opportunities they have, should make it a good profit centre for the company.
The people we met at LOM were receptive to ideas, were very helpful, and certainly had good humour. We found that the current revision of the engine, the M 332C, will be an ideal fit. Limiting it to 2,700rpm (from its max of 3,000rpm) gives 147hp with the supercharge ON, making it a perfect engine replacement. It is fuel injected (mogas and avgas), has electric start and can accept a hydraulic or electric VP, or fixed-pitch propellers.
We came away with a strong feeling that this could be a long-term relationship between the LOM team and ourselves and agreed to move forward with our plans.
The engine adapter we have designed is different to the one in NZ, which was designed solely for the Chipmunk.
Our concept has been designed so that it can be migrated for use on other inverted four-cylinder installations, such as Renault or CASA Tigre and should also be capable of being used for six-cylinder engines in the future. The four-cylinder mount adapter drawings and
Above An assembled LOM M 332 prior to testing. The factory will soon be producing new manufacture four- and six-cylinder engines
stress calculations we have submitted to the LAA and are close to being approved
We now have two LOM M 332C engines, which will be checked for condition and serviceability. The intention is to learn as much as possible about the engine and accessories prior to mounting them into airframes.
Once the adapter has been fully approved and the engines rebuilt, we plan to test them on test rigs, then mount them on Chipmunk and Tiger Moth fuselages. We have been loaned a Tiger Moth (DH82a) front end, bearers and mounts plus, through De Havilland Support Limited, have been given some Chipmunk (DHC1) unserviceable but usable for our purposes, engine bearers, which will allow us to build an engine testbed. We had hoped to have been able to show one of these test beds in the homebuilders’ marquee at the Rally, possibly even running, but that will now have to await a future opportunity.
Once we have run the engines in the test bed, we will start the installation of an engine into a suitable airframe (hopefully a Chipmunk first) and will be looking for approval and flight testing during 2021.
In conclusion, clearly some owners will like this concept and others will prefer to stay with the Gipsy Major engines. Consequently, if this plan comes together, we should see some Gipsy Major engines becoming available on the market which will help keep the purists happy with their Gipsy installations.
Also, for those incorporating a new M 332C in their aircraft, they will be able to offset the sale of the Gipsy engine against their new LOM engine – a win, win situation all round. ■
There is often confusion when discussing the LOM engines as some people call them Walter while others know them as Avia engines. Walter engines were developed in Czechoslovakia in the early 1930s, and in 1995 the company was privatised as Walter a.s.
In 2005 the aviation engine division was separated off from other company activities and became Walter Aircraft Engines until, in 2007/8 GE-Aviation (formerly General Electric Aircraft Engines) purchased the company for their turboprop business, and piston engine activity was separated off and merged with Avia’s aero-engine division.
Walter engines in the UK
The two best-known Walter engines in the UK are the Mikron and Minor families. The Mikron is an inverted four air-cooled engine based on a bore and stroke of 85 mm x 96 mm and in its most powerful form produces 80hp. Production started in the 1930s, but it is not known when production ceased. However, in the 1980s a batch of Mikron engines were rebuilt by Aerotechnik Moravska Trebova and production of new engines followed. The company was later bought by Parma Technik and production resumed again in 1999. The engine is mostly used on ultralight, LSA and experimental aircraft.
The Walter Minor is larger than the Mikron and was initially a four-cylinder inverted inline air-cooled engine, developed under the auspices of Eng Šimunek. First produced in 1929, the Minor engine was an advanced design for the period and sported steel cylinders, aluminium heads, and overhead valves. Based on a bore x stroke of 105mm x 115mm, typical power ratings varied from 105hp to 160hp.
The Walter M332, designed by Bohumil
Šimunek, went into production in 1958 as a more powerful replacement for the four-cylinder Walter Minor engine. The Walter M 337, a six-cylinder fuelinjected, supercharged derivative of the four-cylinder M 332 engine and went into production in 1960.
Walter becomes Avia...
Piston aircraft engine production was transferred from Walter to Avia in 1964, the engines becoming the Avia M 322 four and the Avia M 337 six. The company was split in 1992 into propeller and truck divisions, both using the Avia brand.
…and the engines becomes LOM
The propeller production transferred from Avia to LOM (Letecke Opravny Malesice) in 1992, and piston engine development and production came under a separate company called LOM PRAHA s.o.e, with an obligation to continue development and serial production of both the four- and six-cylinder engines and spare parts. The propeller company eventually became Avia Propeller in 1999.
The LOM M 332A and M 337A
The following history under the LOM brand refers specifically to the four-cylinder engines, but all improvements are equally applicable to the six-cylinder M 337 series.
The first goal for the company was the elimination of issues such as oil leaks and the introduction of technical improvements.
The first LOM amended four-cylinder engine was designated M 332A, its Type Certificate (TC) being issued in November 1992. It had a strengthened crankshaft and case, and improved camshaft housing sealing for its overhead camshaft housing.
It was also fuel-injected with an advanced low-pressure fuel injection pump, which provided a fully automatic
fuel supply which compensated for altitude. It also had a supercharger which was selectable ‘on’ for take-off and ‘off’ in cruise, therefore saving fuel.
The M 332A however, was not suitable for aerobatic flight due to the oil system design, and was limited to just five seconds of inverted operation. Consequently, the M 332AK was developed with an inverted flight oil feedback system, which has no inverted flight time limitation. The TC for the M 337AK was issued in October 1994.
In 1998 the M 332B was released with an increase in engine rpm from 2,750 to 3,000rpm. This was achieved by strengthening the front crankshaft and enhancing the oil pump delivery system and its filtering, which allowed for the use of Champion filters. The improvements increased the power output from 140hp to 160hp and also made provision for use of the oil system for hydraulic operation of VP propellers.
The most current evolution of the engine is the M332C (TC in 2002). It is a similar design to the B but with a new piston which increased the compression ratio from 6.3:1 to 7.4:1 and the power output from 160hp to 169hp at 3,000rpm.
For our requirement for historic aircraft, however, increasing the rpm above 2,750rpm would reduce the prop diameter and spoil the aesthetics of those classic aircraft. So, for the purposes of replacing the Gipsy engine, the LOM engines will be limited to 2,700rpm (147hp) with fixedpitch or VP propellers.
LOM PRAHA is now moving forward with re-starting production of new engines as a result of global interest, and we look forward to seeing them back in production in the relatively short term.
Clive Davidson flies fast glass, a high performance, game-changing composite from a company that burst onto the kit building scene in 1980…
Photos by Neil Wilson
Raising the DeLorean-style gull wing doors to slide down into the uncompromisingly low but comfortable leather-bound seat, legs straight out in front, she reminds me of a sports car – a Lotus Seven. My generation will no doubt recall The Prisoner television drama in which Inmate No 6, played by Patrick McGoohan, drove a Seven in the opening sequence.
Many years ago, I am ashamed to say, I was rather a bad lad. I had a bit of a dalliance with a beautiful and somewhat racy woman, whose husband was building a Seven and asked her what colour she might like it sprayed. She in turn, unfaithfully asked me, and naturally I plumbed for British Racing Green. And so it was painted.
The humorous but defamatorily irreverent Lotus mnemonic of ‘lots of trouble usually serious’ is countered with that of the Glasair – ‘good looks and speed always imply respect!’ – which I, as I took my seat in ‘RG, was about to put to the test.
Stoddard-Hamilton
Designed by Tom Hamilton, a young entrepreneurial aeronautical engineer, the roots of the Glasair lie in a tandem two-seater that flew in 1975. He persevered with that design for two years before scrapping it and taking what he had learned to design and build the Glasair I, a side by side, fixed-gear taildragger, which flew in 1979 and was fitted with the 108hp O-235 engine from the tandem design. Tom’s air-bagged sandwich construction techniques, enabling high quality exterior skins, and the near 200mph performance meant it caused something of a sensation when he debuted it at Oshkosh the following year, and Tom, his brother Bruce and college friend Ted Setzer, were in business as Stoddart-Hamilton manufacturing a 150hp powered version as a kit. The more refined Glasair IIS first flew in 1990, offered as a fixed-gear tricycle, retractable tricycle and taildragger. Tom sold the company to its employees soon after and the company name was changed to Glasair Aviation, but he returned to design the high wing GlaStar, which we have also featured on these pages.
G-IIRG, is a Glasair IIS RG, a retractable tricycle undercarriage model which built in the UK by David Watson, and has passed through the hands of just one other registered owner before its current trustees. Steve Collier, hosting us today, and his syndicate of three fellow ex-Harrier pilots, acquired her with hangarage at Yeovilton, with its pair of nice long, hard runways. That is not to infer such expansive real estate is required for a Glasair – Henstridge, from where we carried out our flight test and photo session, has only 750m and was more than adequate.
On first appearance, this sleek white machine, with a dark green underbelly, is one of generally looking down on the airframe as it does sit noticeably low to the ground.
Its polished, silk-like surface and lack of protrusions presents a positively aerodynamic form and it is one of few retractable LAA aircraft that we have flight tested, its wide track (9.25ft) main undercarriage tucking away inward and the nosewheel rearward. It’s an electric hydraulic system with faired mains and a gear door for the nosewheel, and it all tucks away remarkably cleanly. The base of the main wheel fairings is just inches above the grass and the prop also had some grass tipped stains, indicating that this is an aeroplane probably not well suited to other than hard runways or very smooth grass. Particular care is definitely required on grass taxy surfaces.
The differential ailerons have mass balance weights on rods protruding under the wings and are closely sealed to the wing surface – their relatively small size and area being indicative of high-speed operation. The elevator and rudder have aerodynamic balances, and all are operated by pushrods, giving a direct feel with no play or slackness within the control system.
‘Romeo Golf not only looks contoured and sculptured for the fast lane, a glance at the ASI gives further credence to her form. The limiting speed for the use of the 40° of flap and the gear of 140mph is somewhat on a par with the Vne of much of the LAA fleet, and the red line 260mph is in another dimension. Cruising with its 180hp Lycoming O-360-B1E set at a conservative 24in of manifold pressure and the ‘Built on Honor’ Hartzell set at an efficient 2,500 revs, she’ll lope along at a very satisfying 2.5nm a minute. That’s 150kt or a gnat’s shy of 170mph to you and me! And leaned out she’ll be burning a respectable eight imperial gallons (36 litres) an hour.
The operating notes quote a frankly phenomenal range of 1,593 miles. It doesn’t say, but even if that’s at altitude and statute rather than nautical miles, it’s impressive – that’s a non-stop ride to southern Spain.
The 27.3ft span wing has four tanks, a pair of optional wing tip tanks that each hold 4.6 imperial gallons (20.9 litres) and add four feet overall to the wingspan, and two main wing tanks each with a capacity of 33.3 imperial gallons (151.2 litres). Plus, a fuselage mounted header tank of 6.7 imperial gallons (30.4 litres). I’ll save you the ‘math’, as they say in the Glasair's homeland, that’s a total of 49.2 gallons or 223 litres, so filling her up might make your eyes water a little!
A fuel related quirk of the aircraft is that fuel will cross feed, the two main tanks having a quite substantial interconnect. They are in fact treated as a single main as far as fuel management is concerned. Care must be taken to park on level ground to prevent fuel loss from the vent pipes, and when taxying, if you make a lot of turns in a single direction, you can end up with a lot more fuel in one side than the other. If the ‘heavy’ wing happens to be on the downwind side of a crosswind take-off, it is advisable to carry out a couple of 360s in the opposite direction to move the fuel back to an even distribution (visible via the fuel level gauge). Out of balance flight can also induce a wing heavy tendency, more likely when you might be
playing, carrying out steep turns etc – the aircraft by the way is not cleared for any aerobatic manoeuvres.
As an extreme case we managed to see a low-fuel light indication during some prolonged wing low, crosscontrolled flight during and after our photo session, but it doesn’t take long to rectify, just reversing the process and flying out of balance with the other wing low until the tank indications read the same will do it.
Later, I was reassured when reading the manual that in order to prevent fuel starvation as a result of slips or uncoordinated flight, a pair of fuel tank check valves are installed in the main wing tanks to ensure that the fuel sumps will remain covered with fuel as fuel transfers from one side to the other. Steve also commented that they never let the main tank combo drop below eight gallons as a precaution against the possibility of a sump drawing air – the header tank is a separate tank and not connected to the main tanks. It has a separate position on the fuel selector.
If you topped off the tanks it means a fuel load of 354lb comes out of Romeo Golf’s 2,200lb max weight. Given she weighs in at 1,308lb empty, that leaves 538lb, easily enough for two 21st century-sized adults and a full quota for the 80lb max in the 10 cubic feet baggage bay behind the seats.
The impression of sitting quite low is a real one, the fuselage base is two feet from the ground. Entry is simple enough, although one must not step on the exposed and lowered flaps, and being given direction by Steve I first perch on the top of the seat, then bring my legs in and slide down the leather into the seat, the upright sticks being right between your legs and a wide central armrest avoiding any jostling. Handy. The seats are a soft grey-green leather and the rest of the adequately spacious 42-inch wide cockpit is trimmed in light grey with a light green instrument panel. We had no shoulder rubbing and I
Above left In its element. The Glasair certainly lives up to the adage ‘if it looks right, it is right’
Left The undercarriage tucks neatly away and is nicely faired
had sufficient gap between my headset and canopy top, despite needing cushions beneath and behind me to reach the pedals. Four-point harnesses are provided, plus an important piece of equipment in the baggage bay – a tow bar because it is a prerequisite should you need to manually move the aircraft on the ground.
Sitting in the P2 seat I couldn't see my set of rudder pedals down in the footwell but could feel them, the brakes however, alluded me. Seeing my bemusement, Steve informed me that there were no brakes on the passenger side. The brake pedals in the P1 position can be simultaneously pressed and a park brake push on knob is sited on the lower edge of the panel conveniently close to the throttle.
In keeping with the mid pre-glass 1990s when ‘RG was built, the panel is ‘traditional’ and directly in front of P1 is the basic six. Under these are the electric tumbler switches for the pitot heater, nav lights, landing lights and so on, plus the aforementioned handbrake push. To its left is a stack of three gauges, a combined OAT and carb temp, dual fuel level, and a chronometer, and to its right a two-axis autopilot and a CO card detector. In view of the CAA’s and LAA’s drive to highlight the insidious dangers of CO poisoning, it would be nice to see this replaced with a more contemporary and effective electronic warning monitor.
The centre panel, angled towards the pilot, houses a Vision Microsystems electronic engine monitor and above is a clip in holder for a nav tablet. Radio and transponder are to the right of the engine monitor and far right is a bank of circuit breakers.
The centre console houses the three Vernier push/pull controls for the throttle (black), propeller pitch (blue) and mixture (red), plus the rather understated gear retract toggle switch under the throttle with the position lights alongside, and a hydraulic pressure gauge – 200-800 psi is required to lower the gear (gravity assisted obviously) and 800-1,200 psi to raise it.
Continuing down the centre console we have power socket followed by the toggle switch for the electrically operated 0-40° flaps, flap position only being discernible
Above Spacious leather trimmed cockpit and pre-glass panel has aged well over its 26 years.
Left The hydraulically operated main gear. Fairings are quite low to the ground, so care is required taxying on grass.
Below Minimum drag, neat shut lines and no protrusions, even the canopy latch is recessed.
from the P1 window as graduated lines painted on the flap’s exposed leading edge emerging from the aft wing cut out reveal the angle lowered. Back from that is a trim position indicator, which is set at 12 o’clock for take-off, the conventional trim wheel which operates a spring bias system – no drag inducing trim tabs on this speed machine – sitting alongside by the pilot seat. Immediately behind the trim is the simple three position fuel tap – Off, Main or Header.
The gull-wing doors latch on the inside with a single lever rotated forward for closed and locked. Externally the latch moves backwards and is neatly flush within the skin of the door. When raised the doors stay upright without fear of them clattering down on whoever is entering or leaving.
The photo ship Freelance, flown by Patrick Caruth, has a maximum cruise of 105mph – just under 92kt – and although somewhat slower than the normal day-to-day operating speed of ’RG, it was anticipated to be both manageable and easy enough to achieve a satisfactory sortie, particularly as we would be in echelon left and turning right so the Glasair would be on the outside of the turn and need to fly faster. Unusually for us the photoshoot would involve cycling both the flap and undercarriage, the high limiting speed making this a non-issue.
Considering the capabilities of the Glasair, after we backtracked first along Runway 24, Neil and Patrick then backtracked and turned onto the runway heading to depart first. We generally employ a stream departure, ‘One’ rolling for take-off and when their wheels leave the surface, ‘Two’ rolls in turn, catching up on the inside of a climbing turn. All well and good if the climbing speeds are similar, but because the Glasair normally climbs initially at 80mph and then cleans up to climb at 105mph, we delayed until we judged the Freelance to be crossing the far airfield boundary before rolling to accelerate for take-off.
As we broke ground, Steve called ‘Two is airborne’, to let them know we were on our way. It took us an estimated nine seconds and approximately 300 metres to gently
rotate at 70mph and further accelerate and commence a climb. It is quite clearly underlined in the notes that the minimum control speed is 65mph, and the bottom of the white arc full flap stalling speed indicates under 63mph, and the bottom of the green arc – clean stall speed – is at 68mph. The undercarriage cycled up without any telling thumps.
Patrick had jinked deliberately slightly off to one side of the runway heading, giving us a clear shot at our ‘get out of jail free card’ mentally prepared for emergency field should we lose power on take-off – not needed today, thankfully.
Steve kept us below the level of the Freelance, so it was easily seen against a cloudy but bright midday sky. With just under 30in manifold pressure, 2,700 prop rpm and fully rich we were soon closing so, power reduced first and then the rpm to 2,500rpm – just above the throttle is a warning to avoid continuous running between 2,000 and 2,250 rpm. A quick retrim and I was given control and at 100 metres away I called ‘In the box’, to let Neil know we were coming alongside. I could see his side window open and the camera pointing our way.
As we rejoined from each break away from the camera, I tried one or two of the exercises that hint at an aircraft’s handling characteristics. Rolling into a turn with aileron alone, not balanced with rudder, I was surprised to see the nose remain pointed in the same direction without wandering away with adverse aileron drag. In other words, rolling right the nose did not sway left before coming back into the turn and vice versa. Good stuff.
On the next break rudder was used on its own but this only tended to push the nose in yaw, swinging it to one side but the expected roll, which we are all taught from our very early lessons of the effects of controls, was not very strong as it took quite a while for the turn to start. A slight oddity but of no real consequence.
Above Gear down. The flap and gear limiting speed is a non-restrictive 140mph.
Below Peeling away to go and have some fun!
When finally waved away by Neil, we opened up and in short order we were climbing away at a rate of 1,700ft per minute (don’t you wish for that sort of performance?) to over 3,000ft so we could investigate slow flight and stalls. Stalls plural – from straight and level, with and without flap and no power, and from gentle climbing turns with cruise power set.
To get an accurate speed indication, the technique to enter a stall, after the mandatory pre-stalling airmanship checks, is from straight and level, in balance of course, to decelerate at one knot per second. All well and good, except from the cruise of 150mph to the bottom of the green ASI arc takes over a minute and twenty seconds. Plenty of time for some traffic to sneak unnoticed under our nose.
The stalls from straight and level showed impeccable manners. There was no audible or visual warning but having waggled the ailerons right down to the stall, checking there was still a response, the stick shook and juddered, and I swear I could hear the slipstream sigh as the wings let us sink. With the minimum of stick pressure relaxed, not shoved with a beefy hurl, she was flying again.
A rapid power application with balancing rudder had her accelerating almost instantaneously. Full marks. However, the stalls in the 15° climbing turns showed delayed reaction to the anticipated rolling away from the turn, but there was no doubt through the vibrating stick that
this is not where she wanted to be. As always, and no matter what our attitude, a stick forward movement solved all, returning the angle of attack into manageable flight.
While clearing turns before setting up for the ups and downs of phugoids, where she exhibited neutral stability, and steady heading side slips for which she exhibited both slightly lazy lateral stability and stronger directional stability, we nattered about this and that.
You don’t have to be a detective to guess a fellow’s life when he’s wearing a flight suit, particularly if it shows they are ex-Navy with a range of badges displaying personal history. I asked how his back was as I was guessing he may have banged out – I had spotted one embroidered badge which proclaimed he was a Harrier Survivor. Without many details he admitted to having to leave a Sea Harrier FRS1, XZ 458, en route as a pair to Fort William attacking a bridge in support of ground forces, on exercise from Loch Linnhe and HMS Illustrious. At 420kt and 250ft there was a bit of a bang, the engine surged, shut down and refused to be relit. He ejected. There was a huge fireball and the biggest piece left was a section of the fin! He also prepped Air Force pilots on Sea Harrier ops from ships for the Falklands and, among other types, flew Hawker Hunters, too.
I did observe the fact that with every little change of power, attitude and configuration, the slightest of possible pitch alterations he countered with tiny edgings of the trimmer, something inbred from years of hand flying without reliance on autopilots. And as a slight afterthought there were no appreciable pitch changes when the gear or flap were either lowered or raised.
We could hear Patrick clearing the runway as we listened out before informing the local traffic and the air / ground that we were joining from the south for 24 left hand. Steve
Below It looks mightily impressive now, imagine its impact on the homebuild scene a quarter century ago!
joined downwind at 120mph and lowered the gear. By the end of the downwind leg we had 100mph and 15° of flap, speed on base was brought back to 90mph.
On final we came back to 85mph and full flap, trimmed and reduced further as we both went through our checks, (my usual mnemonic being PUFA – prop fully forward and fine, undercarriage confirmed down, flaps fully down and altimeter set for QFE). We crossed the threshold at 75 and there was a slight wobble in turbulence but countered for us to arrive, still with a little power on, on our mains, the nose held off. And when down all power was gently pulled back and the brakes were eased on as we rolled on the centreline to just past the mid-way point. With a short back track, we vacated to refuel.
Not only was the flight enjoyable, but it was all the more so to be flying with an entertaining and experienced chap.
He shares the aircraft within a syndicate of three other ex-Harrier pilots, which greatly defrays the costs. Within the 18 months of their operation they have built up a healthy bank balance towards an engine fund, all from monthly subs over and above their regular hangarage, maintenance, insurance, biscuit and coffee fund. Which can only be reassuring.
As Steve left, returning to the flying club at RNAS Yeovilton, I watched the undercarriage retraction sequence from the grass beside the still active 24 Runway.
The mains went up together and then the nosewheel and just for that one moment from my position almost directly behind as the nosewheel swung back, it took on the form of another plastic fantastic, the Europa.
Oh how wonderful it is to be flying again after the restrictions of the lockdown, and I look forward to Steve returning for a real mug of coffee in exchange for a supply of dark chocolate and ginger biscuits, and another anecdotal chat!.
Stay safe and happy landings. ■
General characteristics
Crew: One
Capacity: One passenger
Length: 20.8ft (6.3m)
Wingspan: 27.3ft (8.27m)
Wing area: 81.3 sq ft (7.55m2)
Aerofoil: NASA GA(W)-2
Empty weight: 1,400lb (635kg)
Gross weight: 2,200lb (1,000kg)
Fuel capacity: 59 US gallons (223 L; 49.2 imp gal)
Powerplant: Lycoming O-360 180hp (130kW)
Propellers: Two-bladed constant speed propeller
Performance
Cruise speed: 172mph (277km/h, 150kn)
Stall speed: 73mph (117km/h, 63kn)
Range: 1,750 miles (2,820km, 1,520nm)
Rate of climb: 2,700 ft/ min (14 m/s) (Solo)
Wing loading: 25.8 lb/sq ft (126 kg/m2)
In the June issue of this magazine I reminded everyone that getting back in the air after a long lay off required careful preparation and thought. Even if we had been able to maintain a level of currency pre-COVID, most of us will have been flying less than usual, so we should all continue to treat our flying with caution. The importance of careful pre-flight checks remains, as does the need to avoid challenging weather and complex navigation routes. Air Traffic Control is currently very stretched and short-handed, so we need to be careful to give notified airspace a wide berth, and don’t assume a particular piece of airspace is no longer active just because it was closed last week, yesterday or even an hour ago.
However, we must also take account of the sensitivities of those who are not so fortunate and can’t fly for fun. The CAA has reported a large number of low flying complaints, and I can personally identify an aircraft which spent several minutes circling over my local town well below the required 1,000ft. Not only that but it generated a lot of noise. We need the support of the non-flying population if we are going to be allowed to extend, or even maintain, the privileges that we currently have.
Below Dual training is back on the agenda but demands some common sense precautions.
Even though solo flying was initially permitted, dual flying was not, although many pilots needed, or desired guidance from a Coach to gain or return to currency. Others need to learn about their new aircraft.
Dual training and testing for private flying was allowed to recommence by the Department for Transport from 4 July, subject to the government’s COVID-secure guidelines.
However, without any means of knowing with certainty that the person next to us is completely free from the virus, we should justifiably wish to minimise any risk to everyone, including third parties. We need to carry out a risk assessment before every activity, and what follows are some suggestions for doing just that.
We are still required to maintain a specific physical space between ourselves and others outside our households whenever possible. However, even one metre separation will not be possible within an aircraft cockpit, so whatever mitigations we employ cannot be regarded as completely safe. Our risk assessments must take account of the fact that we are likely to:
■ Breathe the same air in the cockpit
■ Share several of the same controls
■ Share the controls with others who may have used or will use the aircraft
■ Share doors and handles, and access panels with the other pilot
■ Share doors and handles, and access panels with others who have used or may use the aircraft.
■ Share the aircraft seats and seat belts with others who have used or may use the aircraft
■ Share the air, and touch maps and electronic devices, during brief and debrief
■ Move the aircraft manually with others.
I do not wish to encourage Coaches, nor the pilots needing their services, to do anything with which they feel uncomfortable, and fully support any Coach who wishes to remain in lockdown, or feels they wish to restrict any coaching to particular individuals. However, for those who are prepared to carry out coaching flights, I suggest some possible mitigations.
Coaches may have advantages over an instructor employed by a flying school. It may be that the only person likely to use the aircraft before or after the flight will be the pilot who is being coached, which would restrict possible contagion to or from third parties.
There should be a maximum of two persons on board during flight. It should go without saying that everyone involved must believe they themselves are virus-free and must also agree to accept the possible risk of virus transmission, and (I suggest) certify that in writing beforehand.
There are devices available to check people’s temperature, which may indicate the presence of the virus. Several flying clubs already use these and record results. In any case, both the Coach and the pilot must log their own names and addresses, and those of everyone with whom contact is made under the government guidelines. If an NHS contagion app is available, downloading and activating it would also mitigate the risk of spreading any infection. It would be ideal if the aircraft had not been used by anyone other than the pilot and Coach in the previous 72 hours.
The pilot and / or their household members should prepare the aircraft for flight, carry out the daily check and sterilising (wipe down with alcohol as recommended by engineers) all access areas, doors, handles, access panels, and flight and auxiliary controls. The Coach should not be involved but if necessary, can assist in moving the aircraft (wearing gloves and maintaining distance) rather than involve third parties. The pilot and Coach should brief at two metres distance if possible, wash hands in accordance with the guidelines immediately before flight and approach the aircraft separately.
The pilot and Coach should don their own flying gloves (sanitised before flight) or protective gloves (if not already worn), and a clean face mask if at all possible (although it is vital that communication remains
clear). Ideally, they should wear their own flying coveralls or similar, which should have been washed if a cockpit has been shared with another person within a certain period. I suggest 14 days, but government guidelines may advise differently. In addition to the mask, the pilot and Coach should consider wearing goggles or spectacles. They should wear their own headsets, and if that is not possible the headset should be sterilised before flight (especially in the microphone area) and not used by anyone else for 72 hours afterwards.
The cockpit should be ventilated as much as possible, so it is advisable to be dressed prepared for it to be a little chilly. It would be sensible to attempt to avoid physical contact, so Coaches should be ready and willing to make switch selections on their side of the cockpit when asked, even on a test.
Both occupants should try to only speak / make transmissions when facing away from the other crew member, but lookout must not be compromised. On training flights, consider sharing lookout responsibilities.
As soon as possible following engine stop, the crew should exit the aircraft in order to achieve the recommended separation distance from each other and wash their hands in accordance with the guidelines. The debrief should be carried out at two metres distance.
Unless a further flight with the same crew is anticipated, the pilot and / or their household should again sterilise access areas, doors, handles, access panels, and flight and ancillary controls. Refuelling procedures should include the wearing of protective gloves and sterilising touched surfaces afterwards.
If paperwork signatures are required, the pilot should complete as much as possible, under the Coach’s guidance. The pilot can then leave their logbook, licence or debrief sheet as appropriate at the guideline separation distance for the Coach (perhaps wearing gloves) to sign. The paperwork, together with any charts or electronic devices which have been shared, could be placed inside a container, the exterior of which should be clean and only touched by the pilot’s already washed or sterilised hands. After 72 hours, the pilot should be able to remove the contents of the container and use them or send them to other agencies if necessary. Any payment due could be transferred through internet banking.
Ideally, to provide additional protection against transmission, the pilot should avoid flying (or coming into close contact) with anyone for 14 days, apart from the same Coach or their own household. Similarly, the Coach should avoid flying (or coming into close contact) with anyone, apart from the same coached pilot or their own household, for the same period. Ideally, the aircraft cockpit should not be occupied by anyone other than
the same pilot, the Coach, or their own households for 72 hours after the coaching flight, or any subsequent flight.
I am sure that, despite any government permissions, there will be pilots who feel uncomfortable about sharing a cockpit with anyone, and Coaches are certainly at liberty to decide not to fly if they wish. However, one of the big advantages of the LAA’s Pilot Coaching Scheme is that the Coaches are always more than willing to help.
Though current government restrictions may restrict contact that doesn’t mean you can’t get guidance from a Coach, and we can still provide advice while maintaining social distancing, either face to face, by telephone or online. Although many who built their own aircraft are probably quite familiar with its systems and capabilities, others may not be. In any case, the Coaches have a vast pool of knowledge about operating the aircraft in the LAA fleet, and if you are unhappy about flying with others it’s probably an ideal time to expand your horizons. Knowledge gained on the ground is usually a good way to reduce time spent learning new skills in the air. Consider what you want to learn or improve once you feel more secure about the virus and give your local Coach a call now!
Shortly after the government’s COVID restrictions came into place, the CAA published exemptions to allow those of us whose ratings or medicals expired between 16 March and 31 October to have them extended to 22 November 2020, subject to certain conditions. These were published as ORS (Official Record Series) 4 nos 1385 and 1378 to cover both EASA and UK licences. For most Class 2 or LAPL Medicals (there are additional requirements for those requiring additional checks), the pilot merely has to carry a copy of the relevant exemption with the original medical certificate.
For SEP, TMG, SSEA, and SLMG Ratings, any LAA
Coach can authorise the rating extension by signing the licence rating page. To extend the 12-month period of LAPL currency, the Coach can sign the logbook – there are CAA forms available if the Coach cannot sign the licence itself. However, by signing, the Coach is certifying that he or she has provided a formal briefing to the pilot covering the requirements listed in the relevant exemptions. As Coaches will be aware from Notice to Coaches 5 for 2020, we have provided reminders about the requirements and suggestions for the content of these briefings in PowerPoint presentations in the coaching section of the LAA website under ‘Files and forms’ and ‘Documents for Coaches’.
Recently, several areas of Controlled Airspace have been deactivated at quiet times, and we have been able to take advantage of flying in areas which had previously been difficult to access. Unfortunately, the CAA have identified in an Airspace Safety Initiative (ASI) update, that some moving map displays which include Notam information, may have been misleading pilots about the status of the airspace. They report that some moving map applications depict the airspace boundaries in rarely seen colours, and may visually show airspace being deactivated throughout the Notam period, when in fact the airspace is only classified as Class G for certain periods of time (the schedule) within the Notam period.
It’s awkward that these marvellous aids on which (although we shouldn’t) we often rely to keep us out of trouble, may be encouraging the very problem that they are intended to avoid. It means that we must be more careful than usual in reading the actual Notams themselves, whether displayed on an application or listed on the AIS website. The ASI update explains how to read the published Notam, but if we aren’t sure or can’t remember whether a piece of airspace is deactivated or not, we should treat it as still being active at all times. ■
Malcolm looks at some emergencies ‘shortly after take-off’ and how to avoid what caused them…
Hello to you, and welcome to this August edition of Safety Spot. As always, I do hope that you and those close to you are well – an extra special wish in this complicated time of national, perhaps international, change. I guess, in future times, this period in our history will become known as the ‘Covid’ period. Although, depending on how long into the future we cast our thoughts, future archaeologists might rather define our time as the ‘age of plastic’ (what a terrible thought). Plagues, after all, have followed all human generations through time – so again – I hope all really is well for you.
Rewinding my mental spinner back to more recent times, I sit reviewing how best to tackle this August edition’s column. It’s coming up for mid-July, the earlier promise of a fine summer hasn’t produced the goods, but at least the rain is warmish.
If I use my inbox as a measure of flying activity, and I suppose there would be an arguable connection, quite a few of you have found breaks in the weather over the last few weeks to get yourselves airborne.
So, as I cast my eye over my picture file, scratching my head for a theme – and hey presto – I couldn’t see it for looking. Of the tales I have to tell, all four pilots involved in the associated incidents managed to deal with a ‘shortly after take-off’ emergency really well. Perhaps, taking a leaf out of the ‘how to stay alive and well when flying an aircraft’ book, after suffering a problem they concentrated on flying the aircraft down to the ground – in my view, the essential strategy.
There’s a lot going on engineering-wise at the LAA HQ at the moment, so I’d better get on with describing the first of our four emergency situations.
This first tale concerns a de Havilland DH-82a Tiger Moth, which suffered a complete engine stoppage just after take-off, possibly the worst thing that could happen to a pilot looking forward to a dance with the clouds, perhaps having worked up to the challenge all week.
White Waltham Airfield has a place in my history. A few years before I was old enough to join the Air Cadets, I guess in the mid-1960s, I used to ride over to the airfield on my bike. Actually, the airfield wasn’t my final destination, that was the river at Henley, but I remember watching aircraft longingly, as most young boys of the time would. I have a very early memory of Peter Franklin showing me round his Hornet Moth, wings folded in his tiny hangar, I still recall the smell of dope, fabric and of course, aviation fuel – “Do you want a glass of orange chap,” he said, “you look as if you need it!”
Later, I became a staff cadet at the Air Experience Flight and I began
Above This picture, taken from the Tiger Moth manual, shows the basic layout of the fuel system of a DH82a Tiger Moth aircraft. Note the positions of the sediment sump, tank drain cock, fuel filter and carburettor. Photo: LAA Library
my flying training so, when long-term Tiger Moth owner, Trevor Pegram, explained how he dealt with his engine stoppage as he climbed away from two-five grass, my mind’s-eye could easily recreate the picture that he would have been confronted with when everything went quiet ‘up front’. Certainly, at 250ft when the engine stops the options are very limited, almost wherever you are. The important thing of course, is not to let the airspeed drop off. This is especially true in an aircraft like the Tiger Moth, which I’ve never heard anybody describe as a ‘slippery machine’.
A pilot’s first action, when the engine stops while climbing away from the runway, must be to get the nose down below the horizon. Trevor will tell you I’m sure, if you ever have the pleasure of meeting him, that an Engine Failure After Take Off (EFATO) always takes one by surprise, which means that after a sudden, unexpected event, some time is automatically lost while the brain catches up to the new situation. Often, and I speak from experience here, by the time you’ve actually taken on board that your situation has completely changed, you’ll likely be really near the stall. Just getting back to a safe airspeed will take quite a lot of height, especially if there’s any wind gradient, but this has to be a pilot’s first objective – never try to stretch a glide in these circumstances.
There’s been a bit of discussion recently suggesting when it’s ‘OK to
turn back’ in such circumstances. It’s Fantasy Island stuff – if you ever suffer an EFATO, don’t go there. If you’re able to turn back safely, it isn’t an EFATO.
Anyway, Trevor learned to fly in the 1960s at Thruxton, a hotbed of flying training in those days, and he explained. “You wouldn’t believe it, even after all these years I could still hear my instructor.”
“Watch your airspeed – No more than 30° either side for a field choice – Well done, OK, now open the throttle and overshoot.”
Trevor’s training kicked-in when it was most needed, and he managed to get his aircraft safely down into (“rather a small…”) field, without damaging either himself or the aircraft in the process. Jolly well done to him!
It turned out that LAA Inspector, Nigel Lemon, a Tiger Moth specialist, happened to be at White Waltham on this fateful day. As you can see from the accompanying pictures, he pulled the filters and it was clear that the fuel system was in a pretty bad state. There was no doubt in his mind that the reason for the sudden engine stoppage was that the fuel was unable to get past the accumulated rubbish in the main jet –engines don’t run well on air alone. In all my years I’ve never seen a main jet in quite such a state, so how on Earth could this have happened?
Working backwards, Trevor explained that this last short flight was the first for a few weeks, but as soon as he was able after lockdown was eased, both he and his son had flown the aircraft, and everything went really well during these earlier flights… so, this wasn’t the first flight after a long lay-up.
“And,” Trevor continued, “We are very particular about fuel, the fuel in the tank was fairly new.” Digging further back, in fact, back to last year, Trevor explained that he had a small fuel weep from the steel fuel tank situated, as you can see from the picture of the DH82a fuel system, high up between the two top wings.
The tank had been removed and soldered up, and the fuel tank leak was fixed. “But then, winter came and went, then the COVID-19 lockdown was introduced, so the aircraft hasn’t really flown much since last year. But we drained all the fuel out of her whilst she was hangared.”
Of course, we can’t be sure where this contamination came from, but I suspect that the flux used in the soldering process has played a part.
Somehow, the ‘plumbers’ flux seems to have reacted with the fuel and chelated the loosely bound iron oxide particles created, perhaps while the tank lay empty.
This incident, because of a bit of skilled airmanship almost a non-event, does however highlight just how important it is to maintain the fuel system on an aircraft in tip-top condition. I wondered why Peter hadn’t seen any sign of this contamination when he did his regular maintenance or pre-flight fuel checks. It turned out that, because the drain plug on the Tiger Moth tank itself tends to seize… and there’s a consequent potential for damage to the fuel tank fitting (the tank, after all, is manufactured from very light gauge steel sheet), he had got into the practice of not opening it for a water and contamination check, effectively meaning he was relying on the water trap and fuel filter further downstream in the system.
A couple of lessons to take away from this that might just prevent another EFATO are as follows. First, you should make sure the drain valves/plugs in the fuel system are regularly serviced and work properly. I quite often see drain valves in poor condition, and this is a good sign that the owner of the aircraft isn’t checking the fuel regularly. The Tiger Moth tank has a settlage sump at the bottom, if you are lucky enough to own a machine like this,
Inspector, Nigel Lemon, removed the main jet from the carburettor to see if his suspicion that the jet had become blocked was correct – as you can see, he was spot on.
make sure that you build into your Tailored Maintenance Schedule a task to remove the sump drain plug and clear out any detritus – perhaps at the annual check – as well as, of course, paying more frequent close attention to the regular filters and water trap.
The other lesson here, an old one really, is that it isn’t a good idea to leave a fuel tank empty, or even partially empty, for any length of time. As the temperature and humidity changes, sometimes on a day by day basis, metal tanks can generate water. With a steel tank especially, this will mean corrosion, but with all tanks, this will mean ‘generated’ water settling into the lowest point in the fuel system.
In statistical terms, the most likely problem that you are likely to face just after take-off is, of-course, a problem with the engine. But this isn’t the only reason why a flight might need to be cut short and the aircraft returned to terra firma in short order. Such was the case recently when RV-7 owner, Kester Scrope, heard a loud bang, followed by severe vibration through the airframe shortly after take-off from his home strip at Bennington.
Kester recalls that the bang was heard very shortly after retracting the flap from its take-off setting. “The aircraft was being buffeted about but, tentatively at first, I found that the aircraft was completely controllable – I had absolutely no idea what had happened, but it was clear that all was not well with the airframe and that I needed to get down as soon as possible.”
Here’s Kester’s initial report:
“No problems were identified on the pre‐flight inspection. The aeroplane had not been flown for four months, and due to a flat battery, it was started with jump leads (assisted by another experienced pilot). The engine warm-up was normal. Flaps were in the fully down position, as was normal from the previous flight’s landing profile (Most RV-owners leave their flaps down when parked, by the way, to stop people standing on them to look inside the cockpit).
During engine warm up they were raised 50% for take‐off, as per my usual practice.
Take-off was normal, and the flaps were fully raised on climb out. Climb out was normal, and I levelled out at about 1,500ft, my speed stabilised at about 140kt. All handling appeared normal.
After approximately five minutes, there was a loud bang from the starboard side followed by significant airframe vibration. I immediately reduced power and speed and selected a suitable field within gliding distance for a forced landing. With speed reduced to 90kt the vibration all but ceased.
My son, who was a passenger in the right-hand seat, noticed something unusual with the starboard flap and took a photograph on his mobile phone. When I saw the photo, it was clear that there was a structural problem where the trailing edge of the wing met the flap, and that the leading edge of the flap appeared to be sticking up into the airflow.
With this additional information, and with the aircraft in a stable and ‘flyable’ condition, I decided to continue with an immediate controlled precautionary landing, and that no attempt should be made to lower the flaps. Passing through about 1,000ft agl, I carefully established that control authority was still available and I reduced airspeed to 70kt in order to assess the safety of a reasonable approach speed whilst at height. In fact, control authority was surprisingly good, close to normal with a very small amount of left aileron required.
My chosen field was about 400 metres long and enjoyed a clear approach (and climb out). The flaps‐up precautionary landing was completed uneventfully.”
I think Kester handled this emergency situation very well, he’s a very experienced aerobatic pilot (an ex- British Aerobatic Team member), so you would expect some competent flying. But it’s not just ‘hands on’ ability that matters in a situation like this, Kester prioritised his tasks in a thoughtful and, as it turns out, absolutely correct order. First, as always, stabilise the aircraft. Then stabilise the passenger(s).
It’s bad enough when you are in control of an aircraft in a ‘hairy’
Above This picture shows the reason why it was necessary for competition aerobatic pilot, Kester Scrope, to get his Van’s RV-7 aircraft back onto the ground pronto when things started to go pear shaped just after take-off. As you can see, the leading edge of the flap has pushed itself out of the trailing edge and onto the top of the starboard wing; as you would imagine, this messed up the aerodynamics just a bit – Kester explained, all credit to the aircraft, the handling wasn’t dramatically affected. Photo: Mark Jeffries
situation but, from an emotional perspective, it could be many times worse for the passenger. A few moments of reassurance, before the emergency drills, may prevent a last minute, perhaps very dangerous, moment of panic.
Though the aircraft appeared to be flying reasonably normally and it might be tempting to carry on, Kester, rightly in my view, decided to carry out a rapid as possible precautionary landing. After all, all Kester knew was that the flap was failing – why, and what else might be about to fail – are questions best answered on the ground.
I first heard about this when another very experienced LAA Flyer, and good friend of Kester, Mark Jeffries, gave me a call saying that I needed to look at this event. Mark drove over to Kester’s precautionary landing site to help out and, between them, they had worked out the leading edge of the flap, normally hidden within the trailing edge structure of the wing, had found itself above the wing. They were both sure that there must have been a mechanical or ‘rigging’ failure to allow this to happen.
The flap was cycled down and the leading edge easily forced back into place. Apart from some minor fuselage scratching, caused by the flailing flap shroud, the aircraft was in perfect condition. Half flap was selected, and the aircraft recovered back to Bennington.
I visited the aircraft shortly after the event and was made extremely welcome by Kester. When I got there the starboard flap had been removed but everything else was as it was at the time of the incident. RV flaps across the range are simple plain flaps, operated manually using a lever connected via a torque tube. The flaps on this particular machine are driven by an electric motor which, via a screw jack, normally affords a maximum deflection from full up to 40° down.
We measured the flap range on this example and found it to be 44° at full deflection and, although four degrees doesn’t sound much, it became clear that with this extra deflection, it took only a very light pressure on the trailing edge of the flap to cause its leading edge to pop out of its proper location in its housing in the wing – Kester was really surprised at this. It suggested that the flap rigging had been the cause of the problem.
The flap motor used on this aircraft didn’t appear to have any range adjustment, certainly, there was provision to adjust the position of the flap, but not the total deflection angle. I emailed Van’s Aircraft and began a conversation with Rian Johnson, Van’s Chief Engineer. He explained that the operating jacks were supplied with a pre-selected range and that the maximum deflection allowed was actually 45°. He also explained that they had seen this issue, where the leading edge ‘popped’ when pressed and that this could be a problem for the unwary.
We’re fairly sure that, because the battery was flat when Kester went through his pre-flight cockpit checks, he needed an external power-pack to start the engine. Kester has a connection for just this occasion in the footwell beside the passenger seat. After the engine start, we think that the assistant must have lent on the flap – popping it out of place. This wasn’t noticed by Kester, or his son, when they raised the flap to ‘half flaps’ for take-off.
Clearly, one lesson learned from this is that checking the flaps are properly housed is an important part of the pre-flight checks for RVs. I also have to say that I’ve never been keen on beginning a flight with a flat battery, especially with an aircraft that needs electrical power for one of the ignition circuits – I simply don’t think this is a good idea. Kester admitted that because of the poor charge in the battery, he didn’t cycle the flaps through their range as part of his pre-flight inspection – after such a long lay-up he agreed that this wasn’t sensible.
Anyway, this is the first time I’ve been to Kester’s strip at Bennington, I have to say it’s a fantastic location – almost like going back in time.
We heard via the forums that LAA Van’s RV-9A pilot and engineer Dave Boxall, had found himself unexpectedly in a field. When neither the aircraft nor the pilot is in any way damaged, a field landing due to an engine stoppage is not a ‘reportable’ event in the legal way of things. Of course, as a member of the technical support side of the LAA, I like to hear about every mishap… regardless of where the event might find
bolts are missing and the evidence of their departure remains embedded in the alternator body. Photos: Gus Gingell, Dave Boxall
itself placed on some hierarchical safety list. Therefore, I was pleased when Dave telephoned to let us know that he’d had an engine failure, and it looked like the reason for the failure was a broken crankshaft! Sometimes, as in this case, unexpected lessons will be learned from the most unexpected sources.
Dave was flying his WAM-120-powered aircraft from a strip near Bath with his friend and co-builder of the RV-9A, Steve Hill, on a ‘fuel-up’ run to Dunkeswell. About 10 minutes into the flight, around Shepton Mallet for those of you who know the area, the engine started to vibrate, and then stopped producing power. As in such cases, Dave immediately brought the aircraft back to its best glide speed, changed fuel tanks and switched on the electrical fuel pumps – he noted that fuel pressure had disappeared – high-pressure fuel supply is critical for this two-stroke diesel engine. But it was to no avail, although the propeller was rotating, no power was being produced.
In an engine failure situation like this, it is essential that you find out where the wind is – after all, you cannot choose a landing site unless you know where the wind is coming from. Dave and Steve were now in their RV glider at about 2,000ft and, to quote Dave. “I couldn’t believe just how fast we were coming down.” Now. I wonder how many times I’ve heard that phrase over the years?
Dave explained that they were flying into a stiff breeze and there was a good field straight ahead, so no heroics, straight into the field. Well done. Dave actually explained that he felt it was lucky that the aircraft didn’t go over as the field that was chosen was very boggy, you can see in the picture just how much mud had accumulated in the nosewheel spat. This aircraft was fitted with the big ‘Bill Knott’ modified nosewheel kit and this, coupled with the stiff breeze, saved the day.
Although there are no new WAM-120 engines being manufactured,
the company that holds the rights for the engine, Appletree Innovations (ATI), still offers service support. I spoke to ATI’s Chief Engineer, Phil Franklin, letting him know that one of the engines looked as if it had suffered a crankshaft failure – but the engine itself was about to be stripped down by a vintage engine specialist, Gus Gingell.
I’ve met Gus a couple of times at Turweston, he knows the original designer of the engine, Mark Wilksch, very well, so I could tell that I wouldn’t be short of technical expertise during the investigation into this failure.
As it turns out, Gus found that the crankshaft itself hadn’t failed and, reminiscent of problems we’ve suffered with Jabiru flywheel bolt failures, it looks like the bolts that attached the main timing gear to the
crankshaft had failed. From the fracture face evidence, fatigue looked to be the cause.
Further work showed that two things were working against these bolts from a fatigue point of view. The first was that there appeared to be a nasty stress raiser between the bolt head and its shaft – removing a bolt from a serviceable engine showed clear distress in the metal here. The second reason, in Gus’ view, was that the aluminium spacer between the crankshaft and the timing gear introduces a thermal expansion cycle into the equation. A soon as the engine got hot, the difference in the expansion coefficients between steel and aluminium meant that the tension in the bolt was raised to a much higher level than when cold.
I created a file for this event and, as normal, collated all the other
WAM-120 failure events. A couple caught my eye. Indeed, they were carbon copies of this latest failure, at least from the engineering point of view. Digging further, I noticed that following the previous failure, there had been a Factory Service Bulletin (WA-SB-07) created which mandated a life of 100 hours for these bolts – I noted that Dave’s engine had completed about 550 hours. Naturally, I asked him if the bolts had ever been changed during the engine’s life, indeed, had he seen SB 07? The answer was negative for both questions.
For some reason, though this SB had been written following an engine failure, it was never promulgated by the company supporting the engine. Naturally, we’ve now mandated the SB and you’ll find it via our Alerts section on the LAA website. The Chief Engineer at ATI has made sure that it’s also up on their website.
Jim Blaylock and his partner Carol have quite recently taken ownership of a lovely Steen Skybolt, which they’re operating from Fenland airfield. It takes a while to feel completely comfortable in a new aircraft, so there’s
always a bit of finger-crossing that in the first few hours you’re not going to be faced with a technical failure. Recently however, Carol was faced with a partial engine failure just after take-off, so it’s a big ‘well-done’ to her for getting the aircraft back down on the ground safely. Sadly, the aircraft tipped on its nose after landing, causing minor damage to the port spat and tailwheel – of course the engine will also need a shockload inspection.
The reason for the engine’s partial failure was that the mixture cable’s outer had come loose, and the engine was leaning out. Unfortunately, we don’t have a picture of the failed outer from the ‘event’ aircraft but two examples showing cable connections are pictured. The simple attachment system used on the Skybolt is prone to loosen over time, so requires thorough inspection.
With that, as the evening is now upon us – and it’s stopped raining – I shall return to repairing my boat’s rudder. It’s on trestles in my back garden and I want to get back onto the water before the summer, such as it is, disappears into history. Boats, perhaps like people, are pretty useless without a good steering mechanism. Fair Winds. ■
by Anne Hughes Struts
The words below, published by Aeroplane in April 1945, can be applauded for there optimism, as were the many letters published on the subject of the founding of a Light Aeroplane Club. “The day will return when every weekend will have its popular fly-in events, attracting thousands of spectators, keeping the great British public informed at first-hand of aeronautical developments and creating a demand for the private-owner aircraft in which British designers and constructors excel. The sport of flying may well rank as one of the greatest attractions for post-war pleasure seekers.”
As we know, the PFA’s foundation in 1946 came about as a result of similar discussions in the aviation press, but
what is striking is that there was no lack of enthusiasm among GA pilots and aircraft designers, despite six years of having their aircraft grounded. We have had a tiny taste of their frustration while being in lockdown, and it is good to see that the Struts and Clubs have been continuing to keep looking forward. Although it will be some time before we see ‘thousands of spectators’ at airshows, we are at least seeing a cautious return to club flying and even ‘Drive-in’ airshows planned for later in the summer.
Pete White, chairman of the Cornwall Strut, has been in touch to report on the situation in the South West of England. Very strict protocols have been put in place at Bodmin to ensure pilots and passengers remain safe, as they have been at numerous flying and flight training clubs
across the country. Following the guidelines is paramount, both for keeping safe around the airfield and in resuming recreational flying, and Pete is hopeful that the annual Fly-in at Lundy Island may still take place. If it does, it will be a treat for many.
Pete has also shared photos of club members with wellie boots and spades upgrading the airfield and clubhouse, ready for a return to the scenes of rows of diverse aircraft we expect to see on a sunny summer’s day at Bodmin Airfield. New pvc windows have been fitted and the delicacies of the café may soon become available again. During the lockdown months the workers on the airfield had more time to enjoy the rich flora and fauna of the Cornish countryside and the local sheep that helped with the mowing of the runway!
During the zoom conference for Strut leaders that was held last month, there was a discussion regarding the LAA Rally. The decision had just been made to cancel this year’s event and to channel our energy into focusing on the 75th Anniversary celebration of the PFA/LAA in 2021.
Struts have an opportunity to put together ideas for encouraging LAA members to join in with activities at
Dthe Rally next year. There are also plans for an LAA 75th Anniversary Garden Party at Old Warden in July 2021.
We heard that the LAA Facebook page has more than 5,000 followers and that new members are joining the LAA as a result of this raising of the profile of the Association. Neil Wilson suggested that new LAA members could be contacted by phone by their local Strut to share details of the activities they could be involved in at a local level via the Struts.
Many of the Struts have decided to continue with monthly ‘virtual’ meetings, and report encouraging numbers of those who are engaging in this interim sharing of aviation stories and information evenings. Alan Kilbride advertises the Vale of York Strut evenings on Facebook and more recently the Strut enjoyed a presentation about SkyDemon. The Oxford Strut held a meeting on the same subject followed by a lively discussion about the wording of Notams.
Throughout these strange times we have had a chance to ponder on our commitment to aviation. With the arrival of fine weather and the relaxing of some lockdown restrictions we have realised that our enjoyment of the machines, the camaraderie of like-minded builders, restorers and aviators, and the weekend gatherings at airfields will gradually return as we cautiously adapt to life as ‘normal’.
uring this time many of the normal monthly meetings and social events Struts would organise during the summer have been put on hold. When a programme of talks and meetings resumes, we will publish it as before. However, as Struts are
Andover Strut: Spitfire Club, Popham Airfield, SO21 3BD. 1930.
Contact keith.picton@ntlworld.com
Bristol Strut: BAWA Club, Filton, 1930. Room 4. Contact chairman@bristolstrut.uk www.bristolstrut.uk
Cornwall Strut: The Clubhouse, Bodmin Airfield. Contact: Pete White pete@aeronca.co.uk 01752 406660
2 August – Lundy Fly-in, TBC. 12 September – Cornwall Strut Fly-In, Bodmin.
Devon Strut: The Exeter Court Hotel, Kennford, Exeter, 1930. Contact: david.millin@sea-sea.com
East of Scotland Strut: Harrow Hotel, Dalkeith. 2000. Contact inrgibson001@btinternet.com 0131 3392351
East Midlands Strut: The Plough, Normanton on Soar, LE12 5HB. Contact: tonyrazzell2@gmail.com
Gloster Strut: The Flying Shack, Gloucestershire Airport 1930. Contact: harry.hopkins@talktalk.net
Highlands & Islands: Highland Aviation, Inverness Airport. Contact b.w.spence@ btinternet.com 01381 620535
Kent Strut: Cobtree Manor Golf Club, Maidstone, Kent. 2000.
Contact Brian Hope bfjjodel@talktalk.net
continuing to meet ‘virtually’ on the published Strut nights, you can remain in touch with your local group using the contact details below. We will continue to share Struts4U stories and I am always happy to hear your news and views. Please email me at struts@laa.uk.com
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. 11301330 at Fishburn Aviator Café.
Contact: alannixon297@btinternet.com
North Western Strut: Veterans Lounge, Barton, Manchester. 1930 for 2000. Contact: cliffmort@btinternet.com 07813 497427
North Wales Strut: Caernarfon Airport, Dinas Dinlle. HEMS Bistro Café. 1300.
Contact: Gareth Roberts gtrwales@gmail. com. 07876 483414
Oxford Group: The Duke of Marlborough, Woodleys, Woodstock, Oxford, 2000.
Contact: LAAOxford@gmail.com www. oxfordlaa.co.uk
Redhill Strut: The Dog and Duck, Outwood, Surrey, RH1 5QU. Third Tuesday at 1930. Contact david@milstead.me.uk
Shobdon Strut: Hotspur Café, Shobdon Airfield, Hereford HR6 9NR. 1930. Meetings (once lockdown completed) second Thursday of the month. Contact: Keith Taylor bushebiggles@sky.com
Southern Strut: The Swiss Cottage, Shoreham-by-Sea. 2000. Normal meetings are on the first Wednesday of the month. 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: Crowfield Airfield Clubhouse. 1930. Boxted Fly-In cancelled. Contact: Martyn Steggalls events@ suffolkcoastalstrut.org.uk 07790 925142
Sywell Strut: Aviator Hotel, Sywell Aerodrome 2000. Third Wednesday of every month.
Vale of York Strut: 1900. Chocks Away Café, Rufforth East Airfield. Contact: Chris Holliday 07860 787801 cwaholliday@gmail.com
www.valeofyorkstrutlaa.wordpress.com
Wessex Strut: Henstridge Airfield Clubhouse. No club meetings until further notice. Contact neil.wilson@laa.uk.com
West Midlands Strut: Navigator Café, Halfpenny Green Aerodrome 1930. No meetings until 2021. Contact Graham Wiley westmidlandslaastrut@googlegroups.com
Stuart Darby stuartdarby134@hotmail.com
West of Scotland Strut: Bowfield Country Club, Howwood, PA9 1DZ. 1900. Contact: Neil Geddes barnbethnkg@gmail.com 01505 612493
Youth & Education Support (YES): Contact Stewart Luck captainluck@hotmail.com
Note: Thanks to all Strut co-ordinators and newsletter editors for the flow of information. You can contact me at struts@laa.uk.com.
Welcome Steve, can you tell us something about your career?
I am currently a helicopter test pilot instructor at the Empire Test Pilots’ School (ETPS) at Boscombe Down. I became a test pilot in 1981 while I was in the Royal Navy and started instructing test flying in 1990. Previously I’d been a Commando helicopter pilot, based at Yeovilton flying Wessex and Sea King helicopters from 1977-1981. Thankfully, after test pilot training I managed to follow two career paths, one with the Royal Navy moving up the ladder to eventually retire as a Captain, and the other as a test pilot. In this guise I test flew for the Australians for a couple of years in the late 1980s. I eventually returned to Boscombe Down as a Test Squadron Commanding Officer and as the UK MoD’s Flight Test Regulator. In my RN career I enjoyed several Commando Squadron tours, including Squadron Command, and there were a few desk jobs thrown in, including time in Whitehall where I was involved in such diverse activities as the foot-and-mouth crisis, the Stansted hijacking, UK fuel tanker drivers’ strike, and the UK response to 9/11 in addition to more ‘routine’ naval stuff. For the last 12 years, since retirement from the RN in 2008, I have been a civilian instructor at the ETPS.
At school I was always interested in aircraft and my father started PPL training when I was 11. I accompanied him to the Sherwood Flying Club in Nottingham every weekend,
We talk to Steve Daniels, former Naval Commando helicopter pilot, ETPS helicopter test pilot instructor, plus VP-1 and Jodel owner…
whether he was flying or not, and I helped with the club activities and cadged passenger rides when I could.
At 16 I was sitting in the school library reading a Fly Navy magazine and saw an advert for the RN flying scholarship. I interviewed successfully for the 30 hours of PPL training and went to Ipswich Airport aged 17, going solo in 6 hours 10 minutes. The Navy paid for 30 hours of the 35-hour course and my parents saved up to pay for the final five hours at £6 per hour!
After A-levels, I’d already applied to British Airways for sponsorship through their pilot training school at Hamble, but after three successful interview stages I was disappointed to learn that the school was closing down from my entry. I therefore focused on my parallel application to join the RN as a helicopter pilot (fixed-wing entry had ceased in 1975 as the Phantoms and Buccaneers were being retired) and I joined Dartmouth for officer training in January 1976. Looking back, I’m sure I would have loved being an airline pilot, but I’ve enjoyed every minute of my RN and civilian test pilot career and wouldn’t have changed it for a second.
In what, where and when was your first flight?
Aged about 10, my father had a link with the Clarkson travel company, which flew early ‘bucket and spade’ package holiday flights to Europe. He managed to get our family of four on a day-return trip from East Midlands to Jersey in a BAC 1-11, which was my first flight. Little did I know that years later at ETPS I’d fly the BAC 1-11 myself,
as ETPS operated one and I was able to fly both fixed- and rotary-wing aircraft. I remember doing stalling and single-engine shutdown testing in the aircraft overhead my house in Somerset on a clear day with blue sky. Airline pilots don’t get to do that!
How did your service pan out?
The initial officer training at Dartmouth was typical ‘old-school’ military indoctrination, so we were up at 0530 and kept busy until lights out at 2300. But I was only 18 so enjoyed it on both the physical (lots of running through mud on a wet January morning) and academic levels.
After that I undertook Elementary Flying Training at Leeming on Bulldogs (as I already held a PPL it was easier for me than some others) followed by Basic Helicopter Training on the Gazelle at RNAS Culdrose and Advanced Helicopter Training on the Wessex at Yeovilton. From there, as described above, it was a parallel RN career as a Commando Squadron pilot, on the Wessex and Sea King helicopters, with a test pilot career thrown in. When I joined, my rank ceiling was Commander, but no one expected to go that far, I was planning to leave after eight years to pursue a civilian flying career, but 32 years later I retired early as a Captain, primarily because I’d run out of flying or flying-related jobs. Thankfully, ETPS gave me the opportunity to keep flying, which I have been doing for the last 12 years.
I graduated as a test pilot from the US Naval Test Pilots’ School (a fun-filled yet demanding year in Maryland) in mid-1982 as a 24-year-old, the youngest test pilot graduate they’d seen. So, when I got to D Squadron, the helicopter test squadron, I was very much the junior test pilot. I was taken under his wing by the Squadron CO and flew numerous trials and learned much in my first 3½-year tour.
I’d missed the Falklands War while in America, but there were lots of Falklands-related trials ongoing on Wessex, Sea King, Lynx, Puma etc. and I was involved in testing the newly acquired Mk 1 Chinooks. Amazingly, I was current on 10 helicopter types and also got involved in
Top left Somewhat at the other extreme to the Argosy, Steve in his VP-1. He loves its totally unrefined flying characteristics.
Above left Steve also got to fly fixed-wing during his Naval service and was seconded to D Squadron as co-pilot on the Argosy.
Above right Steve makes the first flight in Historic Helicopters’ Sea King, which he also flies on the display circuit. Photo: Lee Howard.
fixed-wing flying including the Hawk, Hunter, Basset, Andover and the previously mentioned BAC 1-11.
Additionally, I was seconded to B Squadron as an Argosy co-pilot. They were short of pilots, so I was trained in a single flight of one hour, during which I was allowed to waggle the wings a bit and play with the engines at altitude. My main role was to raise and lower the undercarriage via a big broomstick lever, which the pilot couldn’t reach. No circuits and definitely no landings for me. Still, I loved it and asked if I could do lots more Argosy flying, to which the pilot said that I definitely could, as he needed a qualified co-pilot because of his heart condition…
During later tours at Boscombe I flew all of the current UK Military fleet, including the Merlin, and while in Australia I qualified on the Huey and Jetranger helicopters and the HS 748 (Andover), so more experience of fixed-wing flying, which was a very nice ‘sideline’.
Everyone tells me that it must be dangerous being a test pilot, but in my experience the opposite is true, as I’ve experienced far more danger flying operational missions with the Navy. Flight Testing is not without risk, but we spend a lot of time thinking ahead about where the risks are on a test programme and mitigating them well ahead of time. Therefore, on the few occasions when I have had engine or gearbox failures while test flying (thankfully no fires to date), we have already had a contingency plan, so even though the failure was a surprise, our response had been discussed many times beforehand.
Flight testing involves a lot of planning (and replanning) followed by the execution, which is the fun part.
After the flight testing comes the reporting phase, which can be long and laborious but needs to be done very thoroughly. A pilot may have the best stick and rudder skills in the world, but if they can’t communicate with the engineers about what was found during a flight test, then they will not be an effective test pilot. I’ve spent a lot of time over the years, planning, flying and then writing long reports on a flight test programme. And now I teach it.
I’ve been the trustee of a six-member Jodel syndicate at Boscombe Down for about 15 years (G-AYYO) and, while we don’t fly her nearly enough each year, she is a delight to fly.
About five years ago, the Jodel was unavailable for nine months during my biennial year, so I looked around for alternative flying, and in the Bustard Flying Club’s Hangar at Boscombe Down was a Volksplane for sale. Owned by Lee Harper, I bought it and flew my 12 hours in her that year. Completely unrefined and lacking in most handling and performance qualities that one would wish to see in a light aircraft, I love the VP-1 and still own her. Starting is a problem – my record is 130 hand-swings, by which time I was too tired to fly – but I wouldn’t part with her, I love flying in her for two hours at 60kt just looking down at the fields.
Test flying is very busy with something to do every second of a flight to avoid wasting valuable aircraft time, so the Volksplane is the antidote. One of my fixed-wing test pilot friends calls her a ‘Flying Plank’, but sticks and stones…
Yes, in the last 18 months I’ve been privileged to have had the chance to fly the helicopters which Andrew Whitehouse is returning to flying condition at Historic Helicopters, near Chard in Somerset.
Andrew bought a flying Whirlwind, which he flew for several years, and he was then offered a Wessex by the Navy. As an experienced Wessex pilot, I drafted the test plan for the aircraft’s return to flight programme and after 18 months of engineering effort, and 32 years since she last flew, I conducted the first hover flights in March 2019
“Starting is a problem – my record is 130 handswings, by which time I was too tired to fly – but I wouldn’t part with her”
followed by five hours of the test programme. Since then I have flown the aircraft at numerous airshows (including opening the 2019 Yeovilton Air Show) and appeared on TV and in films. We were the subject of Warbird Workshop recently on the Yesterday Channel, so see it on catch-up if you can – I strongly recommend it!
How many aircraft and hours have you flown?
I’ve logged 8,100 flying hours and my high-time hours have been on the Sea King (3,500 hours), Gazelle (2,000 hours) and Wessex (1,500 hours). The remaining hours are on miscellaneous training and test flying rotary- and fixed-wing aircraft including the Huey Cobra, Allouette, Sea Knight and Blackhawk/Seahawk helicopters and the Skyhawk, Talon and Buckeye fast jets alongside the P3 Orion and Beavers/Otters etc. Overall, I’ve flown over 150 different types. One day I’ll hope to come close to the number that Francis Donaldson has flown, but I’ll never get close to the world’s greatest test pilot, Captain Eric ‘Winkle’ Brown, who flew more than 450 different types.
Left A favourite helicopter of the many that Steve has flown is the American Huey Cobra tandem gunship.
I flew the Huey Cobra while in the USA, and for 20 years this was my favourite aircraft. The helicopter was a tandem-seat gunship, sleek, fast and manoeuvrable, and we used to practice rocket and gun-firing profiles against farmsteads in rural Maryland. This was fine, but the helicopter used to suffer from regular engine/gearbox chip captions resulting in a precautionary landing in the field immediately below – not so popular when you’ve just been beating up the place you land at and ask for a cup of tea and the use of their telephone!
The helicopter that I’ve least liked flying is the Chinook. It’s a really capable helicopter with a huge load lifting or troop-carrying capacity, but the early models suffered from numerous failures, including some synchronising shaft issues (which link the front and rear rotors). This happened on one of our early test flights at 10,000ft over Chivenor, and the crew that day were lucky to save the aircraft.
A similar occurrence had happened a few weeks earlier with a German Chinook at Manheim, Germany in September 1982, and 46 of the crew and parachutists on board were lost. Consequently, if Chinook trials were programmed, I would volunteer to fly the photo chase aircraft and I spent many happy hours in a Scout helicopter watching the very capable Chinook being put through its paces by my colleagues – all without incident, I might add. Also, the natural frequencies of the Chinook’s engines/ rotors caused my nose to itch – a common complaint resulting from nose-hair vibrations. That was the real reason that I preferred not to fly the mighty Chinook!
My best aviation moment was graduating from the US Naval Test Pilots’ School. There were 16-hour days for most of the year, but the effort paid off and it was the start of an amazingly fulfilling career for me. For ‘best’ flight I’ll go with the most unusual flight, which was a six-hour flight test of the Skyship 600, an airship which was being tested by several test pilots in Australia over Sydney. I flew for about 30 minutes and the word ‘ship’ was very apt – the aircraft wallowed around the sky and responded about 30 seconds after a control input had been applied. Rolling and yawing required a lot of anticipation, during which you could have made a cup of tea in the galley. Needless to say, the aircraft was deemed unacceptable for the role which the Australians had in mind.
Have you experienced any hairy moments?
As I said before, only a few hairy moments in flight testing, but plenty while on operational flying with the Navy. Most were avoidable e.g. persevering too long in poor visibility and then being forced to land in inappropriate places, mostly in Norway. However, once from Yeovilton at night, we inadvertently flew over a ridgeline in low cloud at about 20ft in the pitch dark. I saw the radar altimeter suddenly plummet towards zero, but the main thing that got my attention was a red tree on the port side of the Sea King and a green tree on the starboard side, illuminated by our navigation lights with the treetops well above us. Thankfully we’d flown right through a gap, another lesson learned – press-on-itis can be a killer. I was lucky on several occasions, but I absolutely can’t recommend it.
Do you have any aviation heroes?
I’ve already mentioned Captain Eric ‘Winkle’ Brown, and his book Wings on my Sleeve is a must-read for anyone interested in flying, and particularly test flying. The early Space Shuttle astronauts were also heroes because the first flights were only a few months before I started test pilot training, so it was a topical time. Two of my test pilot course colleagues flew the Space Shuttle a total of five times – if only I’d been born in the USA…
Do you have an aviation wish list?
I’m happy to own my VP-1 and Jodel but I’d also love to own a helicopter, if I was wealthy enough, but I’m not… Nothing too fancy – something I could take my family out in on a Sunday afternoon. At ETPS I fly the H125 Squirrel –that would do. As for flying, it would have to be the Space Shuttle. I flew the Space Shuttle simulator, including an 18° glideslope approach to Edwards Air Force Base during my test pilot training. How I would love to do that for real. Or it could be Fireball XL5 on which I was hooked as a child – great black and white TV!
What advice would you give to fellow pilots?
Enjoy every moment of your flying but don’t ever stop learning – if you stop learning, stop flying.
Also, try to share that learning with others, whether it’s about good experiences or bad ones – both can be equally valuable to someone who has not experienced what you have. But, most of all enjoy it – and keep enjoying it! ■
By Steve Slater
What is the most evocative sound that you can associate with aviation? Perhaps it is the muted thrum of a Rotax, the whistle of gyroplane blades above your head, or perhaps the awe-inspiring ‘Vulcan howl’ when all four Rolls-Royce Olympus engines reach full power, now only audible for a second or two at the start of a fast taxi run by one of the running but ground bound survivors at Doncaster, Southend or Wellesbourne. Or maybe it is the bellow of a Rolls-Royce Merlin at take-off power. Or, rolling the clock back, the ‘wind in the wires’, a whistle created by the airflow through the bracing wires of vintage biplanes.
Perhaps (un)surprisingly though, there are those who don’t perceive the sound of aircraft as emotive or pleasant. To them, we’re an intrusion, a cause for complaint and, during the COVID-19 lockdown they’ve had a respite from our activities. Now that our flying has resumed, we are much more audible to them and it has resulted in a rash of complaints to airfield operators throughout the country.
It has to be said, we are doing nothing wrong and most likely we are flying just as we have always done. Typically, LAA aircraft are no noisier and mostly significantly quieter than most of the general aviation fleet, but that doesn’t mean we shouldn’t be aware of the problem and individually ‘do our bit’ to be more caring neighbours.
That’s why I’m suggesting we all ‘fly lightly’. It actually doesn’t mean doing anything more than exercising good airmanship. If we’re planning a route, let’s make sure we’re not overflying large conurbations on high power settings and if we’re at lower levels, avoid areas where things like stables are obvious and maybe alter our flightpath slightly to avoid overflying even isolated houses when we’re on climb out, when full power is clearly required.
Also remember that sudden changes in noise are more obvious than a continuous note. A progressive power reduction is much less obvious to those on the ground (and probably better for your engine too) than suddenly chopping the throttle. Planning your circuit to avoid local villages is probably a good investment in all our futures and if you are planning on hard manoeuvring or aerobatics, follow the British Aerobatics guidelines and avoid repeated manoeuvring over a single location.
If you are operating from a smaller strip, how well do you know your neighbours? Maybe dropping in (not literally!) to see them, talking about your flying and how you plan to avoid disturbing them. It may keep them on side and perhaps even lead to them ‘defending your corner’ when some NIMBY comes round trying to stir up objections.
Perhaps as the COVID-19 risk eases, you might want to invite them to the strip for a look around or a short flight, showing them their locality from a new perspective.
Having spent several weeks working through the results of the 2020 LAA Member Survey, while the ‘headline’ story has to be the older demographic of our membership, I am perhaps more sanguine about this than some. It is not just in recreational aviation that this is being noted. We’ve all heard of the ‘born again bikers’ and recent motorsports surveys indicate that a significant portion of participants away from the beady-eyed Formula One aspirants, are now in their fifties and above. Even amateur athletics has seen the average age of participants increase by 25%, from 32 to 40.
The LAA currently recruits the majority of its members from those who already possess a PPL and those seeking a commercial licence apart, most recreational flyers simply don’t have the disposable income to fund their flying till they are over 40. (Heck, I’m 62 and still can’t afford it!). Our calculations indicate that the typical LAA member these days joins us at around the age of 50 and, we hope, will stay a member for at least the next two decades.
I hope that in the coming months we can announce some new initiatives to encourage a widening of our recruitment base at both ends of the age spectrum. I’m particularly excited that an initiative by our two graduate engineers, Mike Roberts and Joe Hadley, is drawing the headlines in this month’s magazine.
Their idea of a members’ video competition, with the entries being shown on the LAA YouTube channel, has been supported by a £1,000 prize fund redeemable with Pooley Flight Equipment. We’ve already got some of the early entries up on YouTube so do a quick Google search and check it out. What other ideas have you got as to how we can encourage easier access for new, younger members and greater inclusivity? Drop me a line at office@laa.uk. com, I’d love to hear from you.
I am also keen to follow up on a suggestion made in our LAA member survey, “initiatives for ‘retired’ pilots, to motivate those who have sold their aircraft to stay involved with the LAA”. I really think this is something we need to work on. If you are in that group, please stay with us. We NEED your knowledge and expertise to help advise and assist the next generation of LAA members, homebuilders, maintainers and pilots. The LAA Struts already play a major role in providing some of this support. Maybe a ‘buddy’ scheme would allow these pilots to enjoy flying in some different aircraft and at the same time proffer useful advice. What do you think? Please, let me know! ■
For September we have a half-price landing at Blackbushe in Surrey, and three FREE landings, at Longside in Aberdeenshire, Netherthorpe in Nottinghamshire, and North Coates in Lincolnshire.
With future new plans and facilities, the airport team welcomes LAA members to Blackbushe. Important: PPR via the airport website, read and fill in the arrival form including your email address. This is due to the new local airspace changes as well as paying for landing and fuel (if required). Please put LAA 9/2020
Please PPR as required and be aware of COVID-19 distancing requirements and guidelines. Above all, get out and about and have some fun!
471300
with aircraft registration for the half price discount in the additional information section on the form. The Bushe Café is open for meals. Please avoid flying over Yateley and Hartley Wintney villages. Radio is now 122.305. Avgas and UL91 available. Farnborough 125.250. www.blackbusheairport.co.uk
Free Landing September 2020 Longside 07825 811111
This airfield adds a great base for touring in lovely Aberdeenshire. PPR essential please, as there is intense helicopter activity nearby. Do not overfly Torterston or other nearby residential buildings. Avgas 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
Free Landing September 2020
Netherthorpe 01909 475233
Home of the Sheffield Aero Club, the airfield is open Wednesday to Sunday with the restaurant open on weekends only. Two grass runways available. PPR please and get a number. Ask for advice if you have not flown in before Safety briefing also required for departure as located under Doncaster/Sheffield CTA.
Overhead joins at 1,800ft and circuit height is 800ft. Avoid local villages. Avgas by arrangement. A/G Radio is now 123.280. Talk to Doncaster/Sheffield radio 126.225 while arriving. www.sheffieldaeroclub.net
Free Landing September 2020 WEEKENDS ONLY
North Coates 01472 388850
Based on the former RAF Airfield, the club welcomes all private pilots and aviation enthusiasts. Located 6nm south-east of Grimsby, the airfield is right next door to the Donna Nook Firing Range, so please only visit at the weekend. PPR by phone. Avgas at weekends. The restaurant offers drinks and
snacks. A nice little museum tells the airfield’s story. A/G Radio is 120.155 www.northcoatesflyingclub.co.uk
We have let the cat out of the bag, and the engines out of their boxes 97 to 200 Hp ULPower 4 - & 6-cylinder Aero Engines modern powerplants based on traditional values
No more worries about carbs, floats, carb ice, mixture, etc. Just enjoy our light and powerful aircraft engines for homebuilders, with technical support from our in -house LAA inspectors who build and fly too!
You can email your classified advertisement direct to the LAA at the following address: office@laa.uk.com
Deadline for booking and copy:
21 August 2020
If you would like to place an aircraft for sale advert please see details below:
MEMBERS’ ADVERTISEMENTS
Up to 30 words: £6; 31-50 words: £12
Up to 50 words with a coloured photo: £45
NON-MEMBERS’ADVERTISEMENTS
Up to 30 words: £22; 31-50 words: £44
Up to 50 words with a coloured photo: £60 www.laa.uk.com
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.
GARMIN 328 Mode S Transponder with Altitude Encoder, Installation Manual and Interconnecting Harness. Works perfectly. Have just updated with Garmin 345. £600.00 o.n.o. 07836 277487.
Jabiru 3300 engine. 1500 hours. No shock loads, 25hr oil changes, latest spec. Exhaust. Top end overhaul carried out at 1000 hours. Can be seen running and flying until our new Gen 4 engine arrives. £5500 ono. Also, Sensenich W60ZK55G propeller which requires overhaul due to rain erosion, £500. Robin 01280 860665, Simon 01280 817260.
JUST Superstol, recently completed (see Project News this issue). Fitted with all new Rotax 912S, Airmaster constant-speed prop, strobes, Avmap engine monitor, Samsung hard wired detachable GPS with SkyDemon, plus basic “T” instruments and TRIG radio and transponder. Extraordinary STOL performance as reported in January 2018 Light Aviation air test. £97,500 including 20% VAT. Contact builder Eric Marsh, 01629 812677, 07770 860670, eric.marsh6@btinternet.com
Built in 1976 by a member of the Barnstomers Flying Circus and fitted with Miles rudder pedals, it took part in some of their displays.
Current ownership since 2007. Sywell Trophy winner LAA Rally 2013 (Project News article Oct 2013). Airframe 987hrs, Engine 1834cc, 664hrs, 200hrs SMOH, new barrels and pistons 95 hours. Leburg ignition, Lodge prop, Yaesu 8.33 radio. Permit to 6 October.
Currently based mid-Essex, hangarage possibly available.
Offers please – someone who will cherish this faithful and historic little aircraft is more important than sale price.
Contact John Lindsay 07811 010170 johnlindsay@pracproms.com
THATCHER CX4 G-CISH. All aluminium single seat tail wheel with TTE 45 hours. As seen in Light Aviation June issue. Engine Revmaster 2100D, Revflow Carb claiming a minimal chance of carb ice. Cruises at 90 knots on 9 litres an hour and has a 35-knot stall. Always hangered at Fenland Airfield. For a quick sale (new A/C coming) £15,000 ono. Contact Peter 07557 140620.
912 Streak Shadow. Long range tank. Dual controls, Wide body, extended footwell, wing-fold. Enclosed trailer, ANR headsets. New Permit. 975 hours TT. £12,000. 07968 225232 Email: 1markhayward@gmail.com
Wittman Tailwind G-CIJY. Almost ready to fly. All inspections complete up to “CofG check,aircraft ready for flight.” Loss of licence two years ago so now in need of some TLC. Top overhaul recommended before flying. Full build log on www.tailwindbuild.blogspot .com No sensible offer rejected. Buyer collects. uktailwind@gmail.com or 07715 161152
Currie Super Wot (as featured in Pilot). £6,000 for complete aircraft and early stages of new build project. Low price because C90 engine needs overhaul. Nickmartinbloom@gmail.com for more details.
Wanted - Small quantity of turnbuckles to finish project, AN155, 1/8 inch cable compatible. Call Mike 07787 123941.
Wanted - Old and damaged parts for Arplast PV 50, in particular worm screw and pitch change bracket with potentiometer. Donald. JSmith@BTInternet.com
France, Loire. Montrichard private airfield. Hangarage for two aircraft, four-person cottage. Package designed by flyers for flyers. £700 per week. www.lachaumine.co.uk Tel 07802 217855 or 01424-883474.
Horis AHRS (artificial horizon), with DI (Direction Indicator), Chronometer and ‘G’ meter. Weighs from 235g. Available as 57mm or 80mm instrument. Price £948.00 inc .VAT 57mm, £1,068.00 inc.VAT 80mm. LAA members offer, get £50.00 off these prices on orders placed before 14th August 2020. Please call us to order at offer prices.
