Popular Flying May-June 1979

LightAircraftDesignExample,byLloydJenkinson

LightAircraftDesignHandbook,EditedbyF.Maccabee

LiehtPlaneDesign,byL.Pazmany

LightAirplaneConstructionbyL.Pazmany:Metalaircraft constructionbasedonthePL1andPL2

PracticalLightPlaneDesign&Construction,byW.Fike:Basic considerationsplustheFikeModelD

JanesPocketBookNo.14HomebuiltAircraft,HardbackEdition

JanesPocketBookNo.14HomebuiltAircraft,PaperbackEdition

EnjoyTheSky,byRobertLowe:TheConstructionofVPIG-BDAH

UsingAnAircraftRadio,by C. L.Day:Thepracticaluseofaircraft radio

TheAirNavigationOrder

TheLightPlaneSince1909,UnderwoodandCollinge

AerobaticsInTheSky,Underwood:

VintageandVeteranAircraft,Underwood

Sywell,byAirCmdreG.J.C.Paul:ThestoryofanEnelish Aerodrome1928-1978

BookofAirSports,byAnnWelch

CharlieMikeCharlie,byCliveCanning:Thestoryofhisepicflieht fromAustraliatoPFA's1976SywellRally

CAACAP413:RTProceduresandPhraseology:TheStandard ReferenceforRTLicenceExamination .

BROCHURE,PLANSANDMANUALS

PazmanyPL4ABrochure

PazmanyPL4ADrawings

PazmanyPL4AConstructionManual

PazmanyPL4AExplodedViews

PaimanyPL2Brochure

PazmanyPL2Drawings

EvansVPI&2Brochure

EvansVPIDrawings

EvansVP2Drawings

IsaacsSpitfireDrawings

lsaccsFuryDrawings

CurrieWotDrawings

LutonMinorDrawings

CAAPaper98:

CAACAIPLeaflets:20SpeciallySelectedforHomebuilders

CAALogBooks:EngineandAirframeLogBooksinRineBinder

CAALightAircraftMaintenanceSchedule, TheCAARecommendations;fitsintoCAALogBookBinder

Allpricesarcsubjecttochangewithoutnoticeduetoincreasesinpriceandcurrencyfluctuations.

Popular Flying

EditorialCommittee: ALANDUNN MIKEGRIGSON LAURIEMANSFIELD

EditorialAddress:

TerminalBuilding, ShorehamAirport, Shoreham-by-Sea, Sussex.BN4

Telephone: Shoreham-by-Sea61616

PFAEXECUTIVE COMMITTEE

Chairman: F. FAUI.KNERBRYANT

Treasurer'

1..SHAW,D.Ae.,CEng„M.R.AeS.. A_M.SA.A

EngineeringOfficer: I.V.WALKER, C.Eng.,F.RAe.S.

CommitteeMembers:

JOHNDUNFORD

TONYFARRELL

ERNIEHORSFALL

MIKEJOSEPH

ALEKNOWLES.ODE.,AT('

LAURIEMANSFIELD

STUARTMAOCONNACHER

LES RICHARDSON

MIKEVAISEY

Bud. WILKS JimWILLS

SecretaryGeneral, J.S.J. LAUDER

Founded1946

Individualmembership£10.00p.a.

Thefoundingandrepresentativebodyin theLloitedKingdomofamateur constructorsandoperatorsofultra-light andgroupoperatedaircraft.

(ULAIR)Ltd

COVERCOMMENT—

MikeHuttonflyingIfsimmaculate GardanGY-30Supercabduringthe197S SouthofEnglandRally.

Photo:CordonBain

2-5THEVOLMERSPORTSMAN

6CAVALIERSQUADRONNEWS

7 POWERFORTHEPEOPLE

8-9PROGRESSOFAPROJECT

10-14THEERAOFTHEAUTOGIRO

15FIRSTSOLO

16-18VINTAGENEWS

19SOMEUSEFULTACKLE

20-22RADIATORSANDWHEELS

23STRUTTINGAROUND

24-28PROJECTNEWS

29THEWELLINFORMEDPILOT

30PROPEIIERGEARING 31FINALS

Theviewsespressed.mPOIR'lARFlsiNG contrihutonandnotneeevsarilsthoseol Publishersreturntherrghttorel-use01withdraw then-drscretionanddonotaccepthalohtlortie clertcalorprinter'serrorsalthough aimdmistake..

CREDITWHERECREDIT'SDUE

are(1se ofthe theF.A.The advertisementsat tarmpuhlutition can,tstakento

One of thepurposesofaneditorialistohighlightatopicalsubjectshichis takingitsshareofthesceneandanotherpurposeistohighlightsomefactwhich isbecomingamatterofsomeconsequencetotheneedsofthemembership.Itis notoftenthatwecanlakepleasureingivingsomepraisewherewefinditdue andthismonthwefeelthatoneofthesealltoorareopportunitiesarises.

Formanyyearsnowtherehavebeensomeanomolic% in thepilotslicencing regulationswhichhaveforalongtimebeendirectedtowardstheprofessional trainingorganisationswhichnecessarilyinthepublicinterestareregulated.Itis thereforeveryhearteningtoseethattheCAAhaveineffectrecognisedthe situationintheirlatestproposalsandhavespecificallymadeprovision forNon-APProsedcoursesnotofferedforpayment. Howgooditistoseean officialbodyappreciatethefactsofasituationwhichispracticalintheextreme butsomehowhasno(beenquiteintheneatlysegmentedareasnormallyviewed bytheofficialmind.Ithasalwaysbeenthecontention orthePEAthatifan enthusiastwantstolearnloflybyhisownendeavours,thatapathshouldbe leftopentohim.Ithasnotalwaysbeenthecasethoughthatthroughthe goodwillofhisfriendsorclubthatastudentforinstance,couldbetaughtbyhis fatherwhomightwellbeaqualifiedflyinginstructor.Althoughthedoorhas alwaysbeenOpenin(hepastforthesucharoutetobetaken(herehavebeen signsthatsucharoutemightbeclosedinthefuture.TheCAAhavelistenedto ourargumentsandrecognisedtheroleof(rainingwhichisnotmadeforpayment andwemust2ive themcreditfortheirrealisticapproach.

Someyearsagotherewasacommitteesetuptoinvestigatetrainingfor CommercialLicenceswhichwascalledtheHamiltonCommittee.Attheendof itsdeliberationsthiscommitteeattemptedtoendthepossibilityofastudent workinghiswayuptoacommerciallicencebyinsistingonadisproportionate numberofhoursforthosenotfollowinganapprovedcourse.Overtheyears, humannaturebeingwhatitis,thekeenstudentwhowishedtomakecivilflying hiscareerbutwasunabletoaffordanapprovedcourse,foundthatawaytohis goalwastobecomeaninstructorsoastobuildupthenecessaryhoursforhimto beabletobecomeacommercialpilotwithoutgoingonanapprovedcourse. Whilstwedonotwishtodetractfromtheskillofthosewhohavefollowedthis routeitisreallyabouttimethattheCAArecognisedtheFactsforwhattheyare andmadeavailableforthestudentwhohasto"goitalone"someroutemore directlyrelatedtotheendobjective.TherearesignsthattheCAA/AOPA workinggroupareawareofthisneedandwegive(hemeveryencouragementto seethatsomesuchprovisocanbemade.ManyyearsagotheFAAintheOSA hadasimilartaskonit%handsanditwasgiventheexcellenttitle,inthewaythat theUSAseemstohaveaflairfor,of"ProjectLittleGuy"!Letushaveourown ProjectLittleGuysothatgiventhenecessaryenthusiasmanyonehoweverbadly placed,maya(leastachievehisgoalbyhisownenthusiasmandhardwork.We haveseenintheaircraftconstructionfieldhowenthusiasmcanoftenequalor bettertheprofessionalapproach.-Thesamethingcanhappenwithpilotskills giventheopportunity.OurthanksthereforetotheCAAwhowehopecanhelp tomakethispossible.

TheVolmerVJ-22Sportsman

PARTTWO by KeithSissons

InTheAir

Thecontrolsfeelgenerallypleasantalthoughthe aileronsareslightlyheavyandproducealeisurelyrate ofroll.Theelevatoriscomfortablylightand effectiveasistherudder.Whenonemakesone'sfirst turnintheSportsmanitisevidentthatone'sfeet haveanimportantparttoplayindirectingthis aircraftaroundtheskyanditwillbea disappointmenttothosepilotswholiketoflyaround withtheirfeetfirmlyonthefloorwhentheyfindthat alotofrudderisneededtobalanceturns,even shallowonesalthoughthereisevidentlylittleadverse yawproducedbytheailerons.

OnlevellingoffacornfortableCI-likingr.p.m.is the2350recommendedwhichturnsinabout85mph forareductionindecibelsasoneconcentratesonthe littleblackballwhichbendstomovesidewayswith anychangeinspeed,powerorbankangle.This changeofdirectionaltrimisanirritatingdeficiency andismyonlyrealcriticismoftheflyingqualitiesof theVolmerSportsmanandIhaveyettoascertainif itisadefinitecharacteristicofthetype.Isuspectitis asalthoughthereappearstobeareasonablefinarea, itisratherashortstructureandhasaverybroad chord,whereasperhapsatallerfinwouldobtain morebitefromthepropellerslipstream.InallIthink thetypewouldbenefitfromahigherfinofgreater area,whichwouldincreasethespiralinstability, makingturnseasierforthepilot.

Exploringthechangesinlongitudinaltrimwith powerchangesonefindsthat,inlevelcruisingflight forinstance,onclosingthethrottlesharplyand leavingIhe'stick'whereitis,notexpectedlythenose risesbecauseofthehighthrustlinehutasthespeed fallsoffitgentlylowerstobringtheaircraftintoa shallowglide.However,onewouldnormallyassist theaircrafttoassumeaglideifonesuddenlylost powerandwhichIwouldrecommendasthereisa goodchancethattheairspeedwouldactclosetothe 41knotsorsostallingspeed,especiallywithonlyone persononboard.ThisisonereasonwhyIdon'tlike climbinganysmallseaplaneataslowairspeednear thegroundbecauseallhavemorebuilt-indragthan theirlandlubberequivalentswhichispartoftheprice paidfortheprivilegeofoperatingfromwater.Itis onlyinthelargermulti-enginedflying-boatsthatthis drawbackisrelieved.

Conversely,increasingpowerquicklyfromaglide resultsinanimmediatenose-downtrimchangebut thisisalmostasquicklycompensatedforbythe increaseinairspeedwhichcausesaconventional nose-upchangeoftrim.Thesechangesareeasilyheld withthecontrolcolumnwhichisjustaswellwith BAHPwithitsdeficiencyofacockpitcontrolled elevatortrimmer.Itissomecredittothedesignerthat alltheflyingonDr..1.C'sSportsmanhasbeenwitha fixedtrimtabsetpriortoflightfortheintendedcof g,hevariarionbeingvirtuallyonlyforeitheroneor twopeopleasthereisnobaggagelockerbuilt-invet.

Ageneralstabilityexplorationshowstheaircraftis obviouslyreasonablystabledirectionallyapartfrom thereductionalreadymentioned.Longitudinallyitis comfortablystablewhilelaterallyitisvirtually neutrallystable,cruisingat85mph,asharpnose-up disturbanceisdampedoutinthreegentleoscillations withthestickfixedbutlaterallyasimilardisturbance resultsinaslowlytighteningspiraldivebothtothe

leftandrightandIhavefoundthedegreeoftightness affectedgreatlybytheslightestvariationinrudder position.Theresultisareasonablypleasantaircraft insmoothconditionsbut1imaginearather wallowingaeroplaneinmuchturbulence.

ApproachandLanding(Land)

Thedrillspriortolandingarequiteconventional hutthepilotneedstopositivelydecidewhetherthe landingistobeonlandorwatersodictatingthe undercarriageposition.Theonlycheckofthisisa visualoneofthe'crow-bar'leverpositionandthe mainwheelsthemselvesplusatugonthetail-wheel levertofeelitstensionwhichisslackwhenthewheel isdown.Unfortunatelythereisnoundercarriage operatingcontrolaheadofthepilot,noristhereany undercarriagepositionindicatororwarningdevice fittedsohehastobeverypositiveaboutthispartof thepre-landingdrill.Iwouldthinkitadvisableand fairlyeasytofitawarninglighttoindicatetheUP positionriotingthegeometryoftheoperatinglever andtherebeingafullelectricalsystemonthe aircraft.

Theviewaheadonfinalsissuperbofcoursehut withthepreviousreservationaboutthattotheside fromoverthepilot'sshoulderrearwards,which demandsagoodlookbeforeturningin.Anapproach speedof70mphiscornfortablebutthiscanbe reducedto65oralittlelessfortheshortestlanding butapartfromthefloatresultingfromanyexcess speedandtheabsenceofflaps,alllandingsareshort intheSportsman.Attheflaretheelevatorisboth powerIMandsensitiveprovidinggoodcontrolfor thetouchdownwhichiseasilymadeonthree-points. Whensoloitisveryeasytoarrivetail-wheelfirst,the flattishmoundangletakingafewcircuitstogetused to.Therubberbtmgeeshockabsorberscopevery wellwithroughgrassfieldswithoutanexcessive tendencytoreactandtheundercarriageismuch betterinthisrespectthantheoldAusterfor instance,withits(componentof)sidewaysmotion. AnyonewhohasoperatedafullyladenAutocarfrom aroughfieldwillappreciatetheembarrassmentto whichIrefer.KeepingtheSportsmanstraightduring therun-outishelpedbytheself-centeringand steerabletail-wheelwhichreducesthewandering tendencycausedbythenarrow(track)wheel.After landingtheonlydrillitemistoswitchoffthe electricalfuelpumptoprolongthebatterycharge, whenthegeneratorcutsoutatlowr.p.m.,andselect carbheatoff.

Contemplatingone'sfirstcircuitsintheVolmer Sportsmanmostpilotswouldadmittoitbeinga docilelittleaircraft,easyto'drive'roundtheskybut requiringsomedeterminationandameasureofskill toflyaccuratelyandthereforenotquiteassatisfying orpleasantasmanylightair-craft-alittlecumbersome gettingonandoffthegroundlikemanyofNature's waterbirdswhicharenotreallyintheirprizeelement awayfromwater.TheSportsmanisnotexceptional inthis—allamphibianswhichhaveflownarcmuch moreathomeonthewaterthanonlandsoletus exploretheaquaticprowessofthislittleamphibian.

OntheWater

Unlikeapurelandplaneorseaplaneitisalmost inevitablewithanamphibianthatone'sfirst operation/exerciseonwaterwillheanalightingasa landingonwateriscalled,ratherthanatake-offso

thecircuitmanouevresinitiallycomeinreverse order.Havingmadetheusualcheekofwater conditionsinthiscaseIwillassumeanidealsituation of'level'waterwithnoswellorwavesystemapart fromanicesurfaceripplenotbigenoughforthe creststobreak,producedbyabreezeof7knotsor so.

Thepre-alightingdrillsontheSportsmanareagain conventionalwiththeprovisoalwaysthatapositive undercarriagepositioncheckismade.Evenwithany systemoflightsorindicatorsdevisedforamphibians, itisonlyasgoodasthepilotoperatingitanddepends uponhimmaking[heappropriateselectionforaland orwaterlanding—theaircraftcannotdecideforhim.

So,thepilothavingsaidtohimselfpositively—'this isaWATERlandingtheundercarriagemust beUP!;—heraisesitifnecessary,byfirstlymoving thedownlockinghandleupwardsandforwards whichremovesthelockingpinoneachmainlegby cable.Thishandleissituatedbetweenthetwoseats andalsopreventsthemaincrowbarleverfrombeing raisedbeforethelockingpinsareremoved.Themain leveristhenraisedthrough90degreestoengagewith aslotinanup-lockplateintheaftpartofthecockpit roof.Thetailwheelisraisedindependentlybypulling thesmallringattachedtoachainandcablewhich releaseitsdownlockpawl,thewheelraisingbyspring action.

Havingdonethisandcheckedvisuallythatthe mainwheelsareraisedandrecitedonceagain—`this isaWATERlandingtheundercarriageisUP'then completedthelandingdrillswhichareotherise identicalasthoseforonland,theapproachismade normallyat70-75mphwithpower.Thespeedis reducedto65mphinthelast100feetorsoand keepingatrickleofpowerontheamphibianisflared slightlytotouchthewaterinaslightlynose-up attitudesothatshealightsonthestepwiththe afterbodyofthehull(thatbehindthestep)justclear ofthewater.Donecorrectly,thegentlepatterofthe waveletsonthehullgraduallymergesintoa continuousnoiseofrushingwater,andthethrottle shouldbeclosed,andastheamphibianslowsdown tosubsideinaflurryoffoamthestickshouldbe broughtfullybacktopreventthebowdippingdown atthelastmoment.Ifitdoesdipdownan unnecessaryamountofspraycomesoverthecanopy encouragingthethoughtthatthisismorelikea submarinethananaeroplanealreadysuggestedby

one'sseabird'seyeviewofthesurroundingsandthe feelingthatone'sbottomisinthewater!

Onceonthewaterandsatisfiedthattheaircraftis indeedfloatingitseemsobvioustoinvestigatethe waterhandlingbeforetakingoffagain,soasisusual afteralighting,thewater-rudderislowered.Theonly otherafterlandingdrillbeingtoswitchoffthe electricfuelpump.OntheSportsman,simplypulling thetail-wheelloweringleverforward,lowersthe water-rudderastherudderandwheelareoneunit. Unfortunately,therudderisverysmallandis thereforenotparticularlyeffective/aseffectiveas onewoulddesire,especiallywithtwopersonson boardwiththeresultantforwardcentreofbouyancy whichbringsthesternhighandthewater-rudderhalf outofthewater/onlypartlysubmerged.The aircraft'snaturalweather-cockingtendencyisvery pronouncedandisprobablyduetothestaticcentre ofbouyancybeingslightlyforwardsothatinstrong windsoffifteenknotsormoreitisimpossibletoturn morethanafewdegreesoutofwindwithout resortingtocrosswindtaxyingtechniqueswhich wouldnormallyonlybeusedinmuchstrongerwinds. Forprobablythesamereasonaturnmadeinvery lightorzerowindsisnotsoeasilystoppedandwhen oppositerudderisappliedittakesseveralseconds andalargeheadingchangebeforeitischecked.This isBAHP'sweakpointonthewaterandalthoughI suspectitisduetotherebeingslightlytoomuch buoyancyaft,comparisonof'sitting'angleswiththe designer'saircraftconfirmthemtobeidenticalsoit wouldappeartobeasmalldesignshortcomingwhich wouldbedifficulttorectify.However,onesolution istofitamuchlargerwater-rudderandDoctor Crawfordhasamod.plannedtoincorporatethis duringthiswinterwhichshouldimprovetheslowspeeddisplacedmanoeverabilitytotheextentof permittingconfidentoperationinrestrictedareasof waterandinstrongbreezes.Inthemeantimeitis rathera'wideopenspaces'seaplaneinanythingbut thelightestwinds,orwherethereisnonecessityto retraceone'sstepsifthereisinsufficientsea-roomto makeastepturnfromthe'intowind'direction.

Instrongwindsturningoutofwindisavery deliberatebusinessandfulluseofthepropeller torqueismadewhenpossiblebymakingitaport turn,sometimesafteraninitialturntostarboardand then'zooming'throughtheintowindheading recruitingthehelpofinertiatogainthedownwind

OntheStep

headingdesired.Thisisalldonewiththestickfully backtokeepthebow-wavesprayoffthecanopyas faraspossibleandwithenoughpowertokeepthe turngoingutilisingtheslipstream.

Overtherudder.Allamphibiansorflying-boats withcentre-pylonmountedenginesarelessableto turndownwindthantheirmoreconventional counterpartsbecauseoftheirlessforward'keel surface'oreffective'sailarea'aheadoftheirwater turningaxisandtheSportsmanisnoexception.By keepingthebowraisedthewindactsonitto counteractitsactiononthefinsoassistingtheturn. Floatplanepilotsusethistoevengreatereffect. (Technique)Asonegetscrosswindthedownwind wingisdepressedbythewindactingontheupwind wingandthedippingwing-tipfloatproducessome waterdragwhichalsoassiststheturn.Onceacross windsomenormalaileronwillalsohelpinthis noisy,wateryandimpressivesubmarinelike manoeuvreandonceheadingdownwindalotof concentrationisrequiredonthethrottleandair ruddertokeepgoingstraightandopposethe Sportsman'slargeweather-cockingtrait.

Instrongerwindstheonlysolutionisastepturn whichisclonewiththewater-rudderuptoprevent distortionfromsideloadsandwhichtheSportsman doesverycomfortablyandeffectivelylikeatrue professional,gentleturnsbeingmadenalurallywith aileronlettingthewing-tipfloatskimthewaterasthe littleamphibianwheelsacrossthesurface,likea wingedpower-boatatspeedsfromabout25mphto 40mph.Tighterturnsaremadeusingtherudderand someoppositeailerontopreventthefloatdipping downtoomuchandencouragingawaterloopand verysharpturnsindeedarepossiblewithpractiseand care.Instrongwindsthedegreetowhichonecanuse astepturnislikelytodependuponthewater conditionasunlessoncisinveryshelteredwaterthe waveheightwillbetherestrainingfactor.Oncethey approachabout9inchesonehasaveryroughride andalthoughthehullacceptsthebuffeting apparentlyquitehappilyonecansenseitwhippingat thetail.Onemustalsoconsidertheenginemountings

whichalwaysworkovertimeonseaplanesandwhich incidentallyshouldbeinspectedmoreregularlythan onlandplanes.

EarlyoninthewatertrialsDr.Crawfordhadafew degreeslessupelevatorthanthedesigner'sandI foundthatthebowwasslowtorisewhenapplying powerwiththestickbacksomuchsothatonecould notgetonthestepatallgoingdownwindeveninthe lightestofbreezes.Theup-elevatorrangehasnow beenincreasedto30degreesandhasalleviatedthis problemsoimprovingoutofwindturnsinstrong breezesandtake-offsinallcases.

MooringandBeaching

Providingonecanapproachintowindpickineupa mooringisstraightforward,onejustraisesthe canopyandmovesuptothebuoyasslowlyas possibleusingthewater-ruddertosteerby,thenat therightmomentjudgedbyexperienceconsidering thewindstrength,currentandtidetheengineis stoppedusingtheidlecut-offoperatedbythe mixtureleveradjacenttothethrottle,allowinga secondortwoforthepropellertostop.Driftingthe lastfewfeetshouldbrinetheamphibianuptothe buoyataneasypacesothatitcanbegrabbedby handwithouttoohardatueonone'sarm.A moorinecleatonthehullsidebesidethecockpit enablesonetocompletethisexercisewithouteven leavingone'seat.Intheeventofamisjudgementa paddleisthoughtfullyprovidedbesidethesecondseat tomoorsafely,iflessslickly,andshouldnormallybe usedifmooringtoasolidobjectsuchasajettyor vessel,otherthanarubberboat.Theslightest inconvenienceofpaddlingthelastfewyardsoreven re-startingtheenginesisfarbetterthanrisking damagetotheboworwing-tipfloatsbymaking contacttoofast.Inanycase,aflying-boatisnot convenientlymooredtoajettywithoutbriefedhands ashoreduetoonewinganditsfloatswingingtowards it.Themainwheelscanbeloweredtoreducespeedin thewater.

VolmerG-BAHPparkedarBigginHill

Comingtoabeachisasimplewayofdisembarking withtheobviousprovisionregardingitbeingaknown shorewitheithersoftsandormudwhichwillnot damagetheplaningbottomofthehull.Onecan simplygroundasslowlyaspossible,letonewing swingtoletthewing-tipfloatground,thenstepout withoutevengettingthefeetwetifonewearsshort yachtsman'sboots.Thepilotcanthenturnthe aircraftaboutbyhand,securethesterntosomething solidandgetonwiththepicnicwhichshouldall impressagirlfriendgreatly.Heshouldtakedue precautionsifhearrivedonafallingtideotherwise hispredicamentcouldalsogreatlyimpresshisgirl friend.Ifthesandissolidenoughthewheelscanbe loweredtopermittaxyingtodeeperwaterifthetide isontheebb.

Themostcivilisedwayofgettingashoreistobring theaircraftalongtoandatafirmbeachwithouttoo greataslopethewheelsareloweredwhileindeep waterandtheSportsmanjustgrundlesout—areal amphibian.Thisisthemanoeuvrewhich demonstratestheamphibian'strueindividuality. Manypeopleconsideritahybridaircraftwhichit reallyisbutapartfromtheinferredcompromisesof amachinewhichoperatesinthreeelementssuchas theslightungainlinessonland,theextradraginthe airandthehigherbasicweight,thereareseveral advantagesotherthansimplybeingabletooperate fromlandandwater.Additionally,itcantransitany permutationofthethreeelements'frontiers,aswell ashavemoreflexibilityonthewaterthanapure seaplane.

Ifthepilotfanciesaquietbackwaterwithout mooringsorbeachesheisalsocateredforandafter alighting,taxyingtohisdesiredspothecansimply shutdowntheengineanddropanchor.Inamatterof momentshecan'fishout'hisrodandmakehisfirst cast.Thedesignerhasleftthetypeandstorageof anchorsorweightstoindividualbuildersandDoctor Crawford'schoiceofa91b.plough-typestowedin thebowwithinhandreachwhileseatedfillsthebill.

TakingOff—(Water)

Havinefairlythoroughlyexploredthe Sportsman'smanyvirtuesandfewvicesonthewater itistimetodiscusshoweasilyitleavesit.Intheideal conditionschosenforourarrivaloneshouldhave fivehundredyardsorsoofclearwateraheadfor comfortalthoughonlyabouthalfwouldbeneededto unstick.Thepre-take-offdrillsareagain conventionalandasonemovesintothedownwind partofthetake-offareathewaterruddershouldbe raisedataconvenientpoint,theaircraftweathercockingintowind.Shouldanignitioncheckbe requireditisconvenientlydoneatthestartofthe take-offrunbutroommustbeallowedforit.It shouldalwaysbecarriedoutwiththestickrightback whichraisesthebowsokeepingthebowwaveclear ofthecockpitandreducingtheamountofroom

takenupindoingit.Likeanyotherseaplaneit shouldbedoneintowindwherepossible,toobtain themaximumcoolingairflowovertheengineasall seaplanestendtoworktheirenginesharderthan thoseonland.

Thetakeoffiscommencedexactlyasonlandwith thestickrightbackbutfullthrottlecanbeapplied immediatelyinthiscase.Apartfromthecrescendo goingonbehindonenothingmuchseemstohappen foramomentortwoasthebowwavebuildsupand anarcofwaterbeginstocurveuppastthesideofthe cockpit.Graduallythebowwavemovesaftand aftertensecondsthebowanglehasrisentoits maximumandonecaneaseoffthebackward pressureashumpspeedisreachedatabout15-20 knotsandsherisesalmostimperceptablyontothe step.Asinmanyseaplanestheexactmomenttoease offthebackpressuretogetonthestepisamatterof judgementgainedwithfamiliarityanddependant uponwindandwaterconditionsaswellasload.The a.s.i.cannotberelieduponforthis.Onceonthestep accelerationismuchmorerapidofcourscandthe correctplaningattitudeiseasilymaintainedat45-50 mphdependingonload,sheleavesthewaterin classicstyleinaboutthreehundredyards,aslight tweakofbackwardstickassistingherreleaseand avoidingaslightlymoreprolongedrunotherwise. Onceoutofthewaterandflyinglevelsheaccelerates quicklyto65-70mphfortheinitialclimbandonce moresheisanormalflyingmachine.

Duringthetake-offaporpoisecaneasilybe inducedatthehumpspeedstagejustasinanyother similarlyconhguredtlying-boatwithaveryhigh thrustlinebutwithfamiliaritycanbeavoided completely.However,shoulditariscthenitiseasily arrestedbymovingthestickaft,positivelyandnot veryfar,butitmustbedonequicklybeforeallowing thepurpoise-likeoscillationfrombuildingupjustas intheLakeandTeal.

Itwillbeapparentthattheunstickspeedonwater isthreeknotsorsofasterthanonlandthisbeingdue tosmallerrotationanglepermittedbythestep comparedtothataboutthelandundercarriage.The Sportsmancanbetakenoffinwavesuptoabout12" highwhichisthereasonablelimitbutitcanalightin sliehtlyrougherwater.Attheotherendofthescale operationinzerowindandonglassywaterpresents noproblemoutoftheordinaryandBAHPhaslifted afullloadofDr.Candmyselfplusanalmostfull tankoffuelofftheMedwayinsuchconditionsona warmsummer'sday.Itissometributetothedesigner andhishulllinesthatsomuchcanbedoneonsucha lowhorsepower.Thetake-offandplaning performancecanhardlybehelpedbythcwingstrut rootswhicharesubmergedinitiallyandinthebowwavesprayforallbutthelatterpartofthetake-off whenplaning.

Runway11/29.3950ft.Concrete NoRadio

OverflythemostspectacularsceneryinBritaintoa warmwelcomefromthehighlandStrut.

ThirdpartyinsuranceonAircraftMandatory.

BAHPhasacountrycousindowninCornwall whereVivianBellamyhasaVolmerSportsmanfitted witha90hp(?)Pobjoyengineinamore conventionaltractorinstallationanditwouldbe interestingtocompareperformanceandhandling characteristicsbuttoJackCrawfordmustgothe distinctionofbuildingBritain'sfirsthome-built amphibianorseaplane.Hewouldliketoseemore builtandanexpansionofwaterflyinginthis country.AlthoughtheSportsmanwouldnotreally besuitableforclubuseitwouldmakeanidealgroup aircraftwhereenthusiasticpilotslooking,for somethingmorethanjustbumblingaroundthelocal circuitandyetwithlimitedfinancesmightfindjust thatbitofextrainterestbyoperatinga Sportsmanwiththeflexibilityitprovides.Anyone interestedwillbesureofawelcomeif,throughthe PFAtheyconsultBritain'suniqueamphibiousflying doctor.

NewsCavalierSquadron

Tont1;;;:rkey

Manybuilderswillbesurprisedtoseeanewname headingtheSquadronNews.DaveBuckle,whohas ablyruntheSquadronforthelastsevenyearsorso hasaskedmetotakeoverashefeelsthatthe Squadronshouldberunbyacurrentbuilderandone whohasamoreuptodatesetofplans.Someofthe queriesthathavearisenareonlyapplicabletothe morerecentplans.

Iwouldliketotakethisopportunitytothank Davidforallhistimeandtroubletoanswerallour queriesandtopassonalltheCavalierbuilders thanks.Thoseofuswhohavehadcorrespondence withDavidknowherepliedpromptlytoquestions andsavedusalotofheadscratching.Haveagood restDaveandflythepantsofZuluDoubleHotel.

Tofillinsomeofthebackgroundormyown project,myconstructorsnumberis01-10002andmy Cavalierisregistered G-BAJV.I startedbuilding JulietVictorinApril1973.Shewillhavea conventionalundercarriagewithtailwheelandis fittedwithafullblindflyingpanelandVHFVOR andADF.TheengineisaContinentalC-9014F whichcameoutofacrashedJodel.Theenginehas beencompletelyoverhauled.Currentlythepartsthat arefinishedarethefuselage,lessfirewall;the tailplaneandelevators,instrumentsandradiosare fittedandworkingandthewingisinitsfinal assemblyjigandhasbeen"dryassembled"tocheck

FLYINGFORFUNfromAtoZ

Altimeters,ASIs,AdiS,Adhesives,Alternators.

Betas,Brakes,Bolts.Batteries,Barnes,Brackets,Bushes. ondors.Carhuregois.Cables,CylinderTempKits,Controls, (Oankslialls.Canopies,Cowlings,Cylinders,Compasses.

Dope,Diism,Dricting,Drainliaises.

Engines((ontinental,Gipsy,Lycoming,Ardem),listinguishers.Ex04`.

Filters,IuelCocks,FuelPumps,Imings,FlyingWires,Fabric,Fork limb,IimIcinel°

Generators,CiMeters,Gyros,Glue,Grommets,Gaskets,Gauges.

Iarness,Hinges,11mm:buildersSersice.

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NosnorVwconsersionsaridCylinderTemperature. Igads,IogBooks,IandingLights.

Magnetos,ManualsMasterCylinders,MixtureControls. NasimitionLights,Nameplates,Notices,Nuts,Needles.

OilPressure,OilTemperatureGauges,0Rings.

Plans.Propellers,Plugs,Plywood,Pins,IMotHeads,Plexiglass Pulleys,Pistons.

()nickReleaseFasteners.

ResCounters,RateorClimbIndicators,RodEnds,Rings,Racing specialists.

Stanmes.SmokeSystems,SMrters,Shackles,Spruce,Spinners, Switches,Spats,Screws.

Tigers,Turbulents,Tyres,Tubes,Turnbuckles,Tailwheels,Tanks, Tape,TowingHooks.

Undercarriages, VoltageRegulators,Ventilators,VacuumPumps,Valves Wheels,Wires,Windscreens.

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thealignmentandwashoutofthewing.Iamaiming foracompletiondatetowardstheendofthisyear butasmanyofyoualreadyknow,completiondates usuallyarefigmentsofone'simagination!

Whentimepermits,Iwouldliketostarta constructorsnewsletterwhichwouldoutlinethe buildingstagesinvolved—primarilyforthebenefitof newbuilders,whichwouldhighlightsomeofthe problemsandironoutsomeoftheheadachesthatwe haveallfacedduringconstruction.Ifyouhave solvedaparticularlyknottyproblemorhave discoveredanymajormistakesintheplans,pleaselet meknowsothatIcanincorporateitinafuturenewsletterandsosaveotherbuilderstimeandtrouble.

OnedetailthatIwouldliketobringtobuilders attentionisaplygussetinthefuselageattherear wingholddownwhichisnotshownonthelatest fuselagedrawingsbutwasincludedintheoriginal fuselagedrawings.

Thegussetisa3mm.plybracethatisjustbehind FrameNo.3andrunsfromthewingscatarchand encompassesthetriangularashblockwheretherear wingfixingmetalbracketisboltedthroughthe fuselageside.Thisbraceisshownontheplansheet detailingthewingfixing(SA102-4).Itisnotshown onthefuselagelayoutandifthisisomitteditcould seriouslyaffectthestrengthoftherearfixingforthe wing.Pleasechecktoseeifyouhavefittedthisply braceNOW.

IfanyofyouareeverintheSurreyareaIwouldbe pleasedtoseeyouand showyou JulietVictor.Just givemearingonBagshot(0276)72302toarrangea time.

POWERFORTHE PEOPLE

CHAPTERII byDaveGroom

SowhathappenedtoChapterI?WellIwilltell you.Rummagethroughtheatticuntilyoufindthe issuedatedMay/June1976andonPage13youwill findthesaid'ChapterI'.InthearticleIexamined quiteacomprehensivelistofmotorcycleand automobileenginesaspossiblecandidatesfor conversiontoAero-Engines.Intheend,Irejected themallbecauseeachwouldrequireareductiondrive unitto"TametheRevs".ItwasatthattimeI suggestedthat"Halfan0.200"wouldbetheanswer toourrequirements.Yes,inthesamearticle,I pointedthefingerofdoubtastothefutureoftheVW 'Beetle'engine;butreadon,foryouwilllearnthatI amnota"ProphetofDoom"orgiftedwith"Second Sight".Ifdevoteesofthe"Beetle"enginechooseto ignorethe"WritingontheWall"thensobeit.If they,andtherestofustakenoaction,theninthe nextyearortwo,wemayhavetothinkabout changingthetitleofthePopularFlyingAssociation tothe"PopularGlidingAssociation".Inanutshell, asuitableenginetoreplacetheBeetleenginemustbe foundbeforeV.W.finallyphaseitoutof production.

1havesaidthatIamnota'ProphetofDoom',I merelyseektoopenyoureyestothecommercial realitiesthatgovernthedecisionsofamotor manufacturerlikeVW/AUDI.Thinkaboutthe followingquestions:—TheVWengineisover40 yearsoldinbasicdesign;howlongdoyouthinkit canremainincompetitionwithmoremodernliquid cooledengines?Doyouthinkitsdesignlendsitself readilytomodernhigh-speedautomatedassembly processes?DoyouthinkthatnowtheonlyEuropean Vehiclestillusingtheair-cooledunitistheVW "Transporter"van,VW/AUDIwillspendmuch cashinreplacingmachinery/toolingtomaintainitin production?Finally—the"Crunch"—the transportedvanisthe"Oddmanout"inthe VW/AUDIrange—Doyousupposethatthisfact hasnotoccuredtothepolicymakersofVW/AUDI? Ithinkthatifyouarehonestwithyourself,youwill admitthattheendoftheroadforthe"Beetle"millis withinsight.Whenthetimecomestohitthe switchesforthelasttimeandthelastengineleaves theassemblyline,Iestimatethehomeconstructor willhavetenyearsofsparepartsavailablefor purchaseandaboutthesameperiodoftimefor secondhandenginesandparts—afterthatits anyone'sguess.

Icanquiteappreciatethereasonsforthe widespreaduseoftheVWengine,notwithstanding itsobviousshortcomings.PhilCozensinhisarticle "FlyingBeetles"didanexcellentjobinspellingout insomedetailtheproblemsof"TamingtheRevs".I wouldaskhimacoupleofquestions:—Wheredidhe findthe(quote)"Goto80hp(At,presumably,4000 R.P.M.)Istheresome'DemonTweak'forV.W. enginesthathehasnotmentionedinhisarticle?

MyV.W.bookliststhefollowingpower outputs:—

VW1200(1192cc)-41.5BHP@3900RPM(SAE)

VW1300(1285cc)-50BHP@4600RPM(SAE)

VW1500(1493cc)-53BHP@4200RPM(SAE)

VW1302s(1584cc)-50BHP@4000RPM(D.I.N.)

Thesecondquestion;Whatistohappentovast squadronsof"DickDastardlysFlyingCircus".The built-inheadwindtypes,theflyingbarndoors,Lutons

andFreds—aretheytobepresentedtothe ShuttleworthTrust?Orperhapsburnedonafuneral pyreinthecornerofsomelong-forgottenairfield? Withrespect,IthinkPhilhasratheradopteda"Pull uptheLadderJack—I'mbuildingaSonerai" attitude.Itwouldseemthatthebarndoorbrigade aredestinedtosearchforeverthroughthe"Small Ads"inthevainhopeofdiscoveringtheodd asthmaticA65,Continentalorperhapsaprehistoric 55hpLycomingthatwas'Time-shot'before 'Pontius'wasapilot.Wellenoughofthedoomand despondency,permitmetoresurrectmyoriginal suggestionandaddoneortwootherthoughts.

IbelievethatwhatisrequiredtoreplacetheVW engineis,infacta"PFAengine".Anenginesuitable forthemajorityofUltra-Lightaircraftofoneandin somecasestwoseats.

Idonotthinkthatanengine,ofthetypethatIam abouttodescribewouldappealtoacompanyinthe Rolls-Roycecategory,simplybecauseitwouldnot measureuptotheirimageandforfinancialreasons. Therefore,themanufacturerofcomponentsand assemblywouldhavetobeentrustedtoasmall specialistcompanyofthetypethatmanufacture competitionenginesformotorcycle/cars.Sucha firmwouldhavethetypeofmachineryandskilled labourforsmallbatchproduction.

TherewouldhavetobeaP.EA.Committeeto workoutwaysandmeansofprovidinginitial financingoftheprojectandmeansofregulatingthe variousengineeringaspects.Anestimationofthe potentialsalesrequirementandanestimatedbudget priceperunitwouldbeamongthecommitteesfirst tasks.Iwillnotdwelltoolongonthe'waysand means'aspectbecauseitneedscarefulthoughtand couldbestbediscussedinafuturearticle.

THEENGINE.Ihavehad21/2yearstocome-up withabetterproposalthantheoneImadeinmy previousarticle.Believeme,1haveleftfewstones unturnedinmyquestforthecheapestandmost simpleformofengine,andIhavetoadmitIcannot putforwardanythingbetterthanthe"Half0-200" that1originallyproposed.

JUSTCONSIDERTHEFOLLOWING:—

Ahorizontallyopposedflattwin(nearperfect balance)usingstandard0-200cylinderassemblies, con-rodspistons,valvesandvalveoperatinggear. Crankshaftbearings,oilseals,sometiminggears oilpumpetc.NewComponents:—Crankcase, Crankshaft,Camshaft(samecamprofilesasthe 0.200)plusafewothersmallercomponents.Ifurther proposethefinalscrappingofmagnetoignitionthus savingapproximately12Ibsandthesubstitutionof electronic,solidstateignitionequipment.Thiswould naturallyrequiretheenginetobeprovidedwitha generatorandbatterychargersystem.Thegenerator plusthebatterywouldtogetherweighalittlemore thanthemagnetosbutwegetelectricity"OnTap"as abonus.Ifwearepreparedtotoleratethe weightofalargerbatterytheenginecouldbefitted withaself-starter,though1suggestthatthestarter wouldbeverymuchan"OptionalExtra".Thebasic philosophybehindtheaboveproposalisthatof simplicity,theuseofcommonpartsalreadyproven inotheraircraftenginesandthuslikelytoremainin populardemandformanyyearstocome.Above all,anenginedesignedtoproduceitspoweratlow R.P.M.Itwouldbehalfan0-200enginethusIthink itwouldbebestdescribedasan0-100engine(100 cubicinchescapacity)andwithsimilartuningtothe 0-200engine,itshouldyieldapproximatly50BHPat 2750RPM.Iknowthatthisisnotarecipeforthe worldsmostefficientengine,butitisinmyviewthe mostpracticalcompromiseallthings consideredunlessyouthinkotherwise.

PROGRESSOFAPROJECT

byBrianPerkins

THESECONDYEAR

WhenIwrotethefirstpartofthisarticleIwas convincedthat,bythistimetheprojectwouldbe complete.Howwrongcanyoube.

ThepreviousarticlewaswritteninJanuary'78and Ihadgreatplansforcompletionofthewingby EasterandcoveringanddopingbyWhitsun,witha chanceforatleasttrailingtoSywellinJuly.

Intheeventthecoldweatherwentonandonand onandwiththeenforcedinactivityenthusiasmbegan towane.

Ihaverealisedthatitisdifficulttosustaininterest inaprojectunlessthingscanbeseentobe happening;thisisprobablythereasonforsomany projectsfoundering.FebruaryandMarchcameand wentandallIseemedtohaveachievedwasthatthe aeroplanewasnowregisteredG-BPBP.

SuddenlyitwastimefortheWessexStrutHy-inat Henstridge.Thedaydawnedbrightandsunnybut thetemperatureinthegaragewasonlyonedegree abovefreezingsoIthought—itohellwithit,I'llhave adayout.'

Iloadedthefuselageontotheroofrack,stacked thewingsparsandundercarriageintothecarandset off.Itwasworththeeffortjusttoseetheexpression onpeoplesfacesasIdrovepast.

ChattingtopeopleatHenstridgerenewedmy enthusiasmsomewhatandatlast,inearlyMay,the weatherstartedtowarmup,soIpackedthefuselage awayandsetupthetrestlestobuildthewing.

Thecentresectionwasfairlyeasyasthemainand rearsparsweremoreorlessselfjiggingsothatitdid nottakelongtoassembletheribstothem.

Theverticalstiffenersandgussetsforeandaftof bothsparshavetobegluedinatthisstagebecause theyallvaryslightlytoallowforthewashoutinthe wing.

Thisturnedouttobearotten,backbreakingjob asyouhavetoleanoverthewingtogetatthem.The gapsbetweentheribsaboveandbelowthesparsare filledinwithsprucestripswhicharethenplanedto theribprofiletoreceivetheplysheeting.Whenthese werefittedthewholecentresectionbecame remarkablystiffandrigidandIbegantofeelmorein themoodagain.

CockpitLayout

Theoutersectionsofthesparsfortherighthand wingcouldnowbefitted.Themainsparjointwent togetherperfectlygivingthedihedralbuttherear sparhadtobetackledmorecarefullytomakesureof thewashout.Bymakingaccuratepackingblocksand distancepiecesbetweenthesparsthewholethingwas eventuallysetupsatisfactorilyandthelongchoreof gluingintheribsandspacingpiecescouldbegin.

TheaileronribsontheColibriwingstartedoffas partofthemainribsandhavetobecutoffand thesparsfittedafterthemainwingstructureis completed.ThiswasanotherjobwhichIhadbeen worryingaboutbut,learningfrommyexperience withtheelevatorrightatthebeginning,Ididnotgive myselftimetobroodbutjustplungedstraightinwith

Trial Assembly

thesaw.Then,withtheaidoftheusualspringclips andstaplesandsomeblockscuttofitbetweenthe sparssothatthehingeswerelockeditwasnottoo difficulttosetitallupsothatthewashout'twist'was correctlybuiltin.

AtthisstageIfittedasmuchplywoodskintothe topofthewingaspossiblesothatthestructure wouldnotdistortwhenitwasdisconnectedfromthe centresection.

Ithenmovedthecentresectioncompletewithit's supporttotheotherendofthegarageandproceeded torepeatthewholeexercisefortheL.H.panel.

Thecarefullystoredmetalcomponentswerenow broughtbackintothelightofdayandfitted,control cablesmadeupandfittedandIcouldwagglethe ailerons.

ItwasnowJulyandSywelltimesowehadaday out,whichonlyreinforcedmyideasaboutthewhole of1978—whatB--awfulweather.

July,AugustandSeptemberdisappearedunderthe chaoscausedbyamoveoffactory.Mostpeopleseem tomovehousehalfwaythroughaproject,Imoved mybusiness.Theendresultwasthesame—no progressontheaeroplanealthoughwedidmanageto graftthethreesectionsofthewingtogethertotake somephOtographsandtovarnishtheinteriorofthe wing.

That's ajobIprefertoforget.

DuringSeptemberTonyYoungoftheWessex Strutrangmetosaythatthestrutwouldliketovisit myprojectfortheOctobermeetingsotherewas somefeverishactivitytidyingthegarageandjoining thecentresectiontothefuselagesothatthewhole thingcouldbeonit'swheels.Ijustmadeitbyhaving thelastafternoonoffwork—it'ssurprisinghow muchprogressyoucanmakeunderpressure.Atlast Iwasabletotakesomephotographsofacomplete airframe.

RibsandThings

Thecompletewingandcontrolshadnowbeen inspectedandpassedsoIcouldcompletethemain plyareas.Thesewerevarnishedontheinsideby markingthepositionofribs,sparsetc.andleaving areastobegluedclear.

Allwasnowcompleteexceptfortheleadingedge plywhich,ontheColibri,iswrappedrightaround theL.E.Icuta1"widestripofplytocheckthe measurementandthepositionofthespliceswhere theplywouldbegluedtothetopandbottomofthe spar.Thiswrappedaroundveryeasilywhichgaveme confidencebutwhenIcutthefulllengthsheetI begantohaveafewdoubts.

Havingthewinginthreepieceshelpedtokeepthe lengthsofplydowntoreasonableproportionsand meantthatIonlyhadtohaveonesplicedjointwhich Iarrangedtocomeoveraconvenientribbuteven theselengthslookedasiftheyweregoingtobea handfultobend.

Idecidedthatitwouldbewisetopre-bendthc sheetswhichIdidbybendingthepanelscoldand clippingthetwoedgestogethersothatthebendwas inthecorrectplace.Ithenpouredboilingwater alongthebendline,ranmyhandalongtocloseup theradiusandthenputthemawaytodry.

Glueingthepanelsinplacewassomethingofan anti-climax,thepre-bentleadingedgemadeiteasyto fitthepanelsastherewasnostrain.Istapledone edgealongthelineofthesparandthenworkeddown totheleadingedge,aroundandbacktotheunderside ofthespar.

Inowhaveanairframewhich,apartfromafew minorjobs,isreadyforcoveringanddopingbutI've givenupforecastingcompletiondates.It'sJanuary againandweseemtobeinthegripofasecondIce Age.Thegaragedoesnotappealtomeatallbutit is sixmonthsuntilJulysowhoknows.

TheEraoftheAutogiro

BY .1.A..1.HINNISIT,D.Sc.,Ph.D.,D.I.C.,F.R.Ae.S.

Pollegsorof A emayouloir awlDeputyPrincipal,Collegeo.1erortaw•ies)

TheHistCiervaMemorialLedurewasgivenintheLectureTheatreoftheSocietyon16thFebruary1961withDr.F.S.Moult,C.H.F., B.Sc.,IOR_Ac.S.,M.I.MccITE.,PresidentoftheSociety,intheChair.IntroducingthelecturersDr.Moultsaidthat,beginningin1948, throughMegenerosity01WingCommanderGrahamDouglas,theHelicopterAssociationofGreatBritainawardedaprizeannuallyin commemoration orthegreatpioneerworkofJuandelaCiervainthefieldofrotarywing(light.WhentheHelicopterAssocialionmerged withtheRoyalAeronauticalSocietyin1960itwasdecidedtoinstituteaCiervaMemorial1.cctureasamaineventintheyearlycalendarof thenewly-formedRotorcaftSectionof(heSociety.

Thiswasthefirstlectureofwhathewassurewouldbeanoutstandingseriesandtheywerehonouredbyhayingwiththemfortheoccasion Dr.CarlosdelaCierya, Nollalthegreatpioneer.ProfessorBennetthadspentranchofhisworkinglifeassociatedwithrotary\Vim:,aircraft andhailbeencloselyassociatedwithSenordelaCicrga.Hehadbeenwith(heCieryaAutogroCompanyforabout10years.andforsonic sevenyearswasheadortheIleheopierBranchofFaheyAviation:inAmericahewasforaperiodamemberoftheBritishAirCommission andlater,wasChiefofResearchofHillerAircraft.HewasnowDeputyPrincipalandHeadoftheDepartmentofAerodynamicsatthe CollegeofAeronautics.

TheFdilorsofPopularFlyingbelievethehistoryofautogirowillbegreatinteresttomanyP.F.A.membersanditisreproducedbelowin twoPartswiththekindpermissionoftheRoyalAeronauticalSociety,

I.Introduction

Inthismodernagewhenthereisnotonlyadequate directliftforlaunchingsatellitesandotherspace vehiclesbutawholespectrunlofultra-slowtake-off andlandingdevicesapplicableeventosupersonic aircraft,thedevelopmentoftheAutogiroseemsto belongtoanentirelydifferentera.Thecontentofthe FirstCiervaMemorialLecturewhichitismy privilegeandhonourtogiveisanappreciationofthe lifeandworkofJuandelaCierva.Itwasduringthe fewyearsbeforehisdeathin1936(hatIhadthegood fortunetoknowhimandworkwithhimand,asthis periodwasindeedthezenithofhiscareer,itmaywell betermed"TheEraoftheAutogiro."

AlthoughanimmediateoutcomeofCierva'swork wastheadventofthehelicopter,itwasnotCieva's intentiontouseamechanicaltransmissionofpower totherotorinsteadyflight.Thepossibilityof attainingthehoverabilityfeatureofthehelicopter withoutthedisadvantagesassociatedwithrotor torquewasalwaysaproblemthatCiervathoughtto becapableofelegantsolution.Hismainobjective wastodevelopanaircraftthatwascapableofflying withahighdegreeofsafety,notmerelyataltitude whencruising,butalsoatultraslowspeedscloseto theground.This,asanaircraftdesigner,heachieved and,beingalsoatestpilot,hewasabletomeasure theextentofhisachievement.

Nodoubttheabilityofthehelicoptertoglidetoa safelandingintheeventofcompletepowerfailure givesthehelicopterthesameadvantageasthe Autogirointhisrespectbutnowwithoutareduction ofpitchandachangeofflowthroughtherotorfrom thepropellerstatetothatcorrespondingtoautorotation.Thisnecessarymanoeuvremaybethe responsibilityofthepilot,inwhichcasehemay requiretoactquickly,orthereductionofpitchmay beautomaticinwhichcasethesuddenlossinliftmay beembarrassingtothepilot,projectinghimtowards thegroundwhenhewantstoremainairborne.This, however,isonlyoneofmanyproblemsassociated withapoweredrotorthatareavoidedinthe Autogiro.

2.ConceptionoftheFreelyRotativeWing

In1911,attheageof16,Ciervawiththehelpof twofriendsofhisownagebuilttwoglidersand,in thefollowingyear,thefirstSpanishaeroplanethat couldfly.BeforegraduatinginCivilEngineering

fromaTechnicalUniversityin1918,hehaddesigned andbuiltwhathebelievedwasthefirstthree-engined aeroplanewithtractorpropellers.Whenitwas finishedandbeingtested,stallingduringaturn causedthemachinetospinandcrash.Thisshookhis faithintheaeroplaneandhebegantothinkthatits limitationsinregardtolift,stabilityandcontrol wouldpreventitfrombeingusedextensivelybyother thanprofessionalpilots.Hethendirectedhis attentiontoalternativeavenuesofapproach,which vonKarmanoncetermedDieSeitenwegeder Luftfahrt(BywaysofAeronautics).Thehelicopter andornithopterweretwoofthese,buttheywere consideredbyCiervaatthatstagetobetoo complicated.

Hedecidedthathisobjectivecouldheachieved only 10 ifthewingshadavelocityrelativeiothatof theframeworkand (b) iftherelative Motion were maintainedindependentlyortheapplicationof mechanicalpower.Thefirstabstractconceptionof suchadevicewasanaircraft(Fig.I)flyingalonga path'withspeedl'andhavingawing14'which, insteadofbeingfixedtothefuselage,wasgisenone degreeoffreedomtoenableittoslidefreelyalonga rectilinearpath BB' indefiniteinlengthhutfixedin altituderelativelytothemachine.Therelativewind reactiononthewingwouldnecessarilybeinclined backwardswithrespecttotheHightpathAA'butif theangleccbetweenthepathAA'ofthebodyand path BB' ofthewingweregreaterthantheangleof backwardinclinationofthereaction,thewingwould slideforwardalong BB' withrelativevelocityvwith respecttothemachine,oralong CC' withthevector sumofvelocitiesrandVwithrespecttotheair.The relativespeedofthewinewithrespecttotheair wouldthenbegreaterthanthatofthemachine,the moresothegreatertheattitudeccofthewing to the

flightpathofthebody(becausevwouldincrease withcr).Ciervaevolvedamathematicaltheoryofthis purelyimaginarymechanismwhichseemedtohimto complywiththetwofundamentalconditionshehad enunciatedattheoutset.

Thenextstepwastotransformtheimaginary rectilinearpathofthewingintoaclosedcircuit, whichpredictedrotationalmotion.Heconsidered freerotationaboutahorizontaltransverseaxis(Fig. 2),ahorizontallongitudinalaxis(Fig.3),oravertical axis(Fig.4).Hediscardedthefirsttwoonaccountof mechanicalandstructuralcomplicationsand concentratedonrotationaboutasubstantially verticalaxisasbeingthemostpromising.Hethen examinedthesecondaryproblemsofthenewsystem, themostobviousbeingthedissymmetryofthe periodicforcesresultingfromtherelativevelocityof theadvancingsideofthediscbeinggreaterthanthat ontheretreatingside.Itappearedthattwocoaxial groupsoffreelyrotatingwingswouldberequired, onegrouphavingtheoppositesenseofrotationto theother(Fig.5).Rotorswithseparateaxes,oneon eachsideofthefuselage,wereconsideredtoo cumbersome.Accordinglyatthisstage,in1920, Ciervadecidedtostartexperimentingwithamachine embodyingthenewprinciple.

TheInventionortheAtliogiro

Havingfoundthattwocoaxialrotorsdidnot behaveidenticallyowingtounequalflowconditions atthetworotors,Ciervaexperimentednextwithonly onerotor.Hesoondiscoveredthekeywhich eliminatedtheproblemoflateralunbalancecaused bythedissymmetryoftherelativevelocitiesofthe twosidesofthedisc.Bygivingthebladesafurther degreeoffreedomsothattheycouldriseandfall freelyaboutahingeinresponsetovariationof relativevelocityandthereforeoflift,herealisedthat hehadsolvedatastrokethemaindifficulty associatedwiththeuseoftheonlyonerotor.Hewas unawarethathelicopterbladeshadpreviouslybeen hingedattheirrootforanotherpurpose,namelyto relievehendingstresses.Theuseofaflappinghinge tocompensateforthedissymmetryofperiodicliftin asinglerotorwas,however,anoriginaldiscovery,as helicoptersrequiredtworotorsfortorquebalance.

Tobaseaninventiononanewuseofaknown deviceisneverwithoutpatentingdifficultiesand Cierva'skeydiscoveryofthesinglerotorwith articulatedbladeswasnoexceptiontotherule.Even theauto-rotaliverotorhadpreviouslybeendescribed inapatentbyPescarabutnoonebeforeCiervahad foundthesecretofsettingtheauto-rotativebladesat apositivepitchangle,therebypermittingtheblade arcatobereducedtoasmallerfractionofthedisc areathanhadeverbeforebeenpossible. Consequently,arotorcraftinapower-offvertical descentacquiredaslowersinkingspeedthanthatofa conventionalparachuteofthesamediameterand carryingthesameload.Thatarotorwithasolidityof onlyafewpercentcouldhavemoresupportfromthe airthananimperviousdiscwasoneofCierva's greatestachievements.

TheAutogiroprincipal,whichwasconcerned basicallywithbladeauto-rotationatapositivepitch angle,wascoveredbyCierva'sfirstapplicationfora patentbut,withlittleknowledgeofpaten(lawatthe time,heallowedthisearlypatentapplicationtolapse infavouroftheonerelatingtoasinglerotorwith articulatedblades.ConvincedthatnoAutogirocould besuccessfulwithoutthisparticularfeature,he abandonedthepossibilityofsecuringaverybroad patentonthebasicprincipleoftheAutogiro.In tryingtore-claimlaterwhathehadlost,mostof subsequentBritishpatentswererestrictedintheir applicationtorotorcraftwithauto-rotativeblades, Ciervahavingestablishedacleardistinctionbetween theAutogiroandthehelicopter.IntheUnitedStates, however,nosuchdistinctionwasmadeandmostof Cierva'sAmericanpatentswereconsideredtohe applicabletohelicoptersaswellasAutogiros.

TheMechanismofAuto-rotation

TheAutogiroisbasicallyapoweredgliderwith rotatingwings.Thewholeoftheavailablepower beingappliedtoaforwardpropeller,thenecessarytranslationalspeedismaintainedtokeepthe rotorrevolvingatzerotorque.Alargeproportionof therotorblade,actingasawindmill(Fig.6)absorbs sufficientenergyfromtheairtopropelthereminder oftheblade.Inverticaldescent,thetipportionofthe bladeisactinginthehelicopterstate,expending energyontheair.Theresultantthrustinsteadyflight isalongtheaxisofrotationbecauseotherwisethe rotorwouldnotrotateataconstantspeed.Ifthe rotortendstoslowdowntheincreasedupwardflow throughtherotor,duetothegreatersinkingspeed, increasesthatwindmillportionoftheblade,andthe rotoristherebyaccelerated.Conversely,ifthe rotationalspeedbecomesexcessive,thehelicopter

FIGURE 2.

FIGURE 3.

FIGURE 5.

FIGURE6Themechanismofauto-rotation. portionoftheblade,wheretheflowisdownward, increasesinlength,duetotheslowerspeedof descent,andtherotordecelerates.Thusthereisa continuousexchangeofenergybetweenthewindmill portionofthediscwhereenergyisabsorbedfromthe airandthehelicopterportionwhereenergyis expendedontheair.TheAutogirorotoristherefore partlyawindmillandpartlyaliftingpropeller,the bladeelementsinthewindmillpartcontributingan acceleratingtorqueandthoseinthehelicopter(or liftingpropeller)partadeceleratingtorque.The algebraicsumofthetwocomponenttorquesiszero atconstantrotationalspeed.

Inforwardflight,theAutogirobeing fundamentallyarotary-wingglidertowedbya propeller,wheneverthetowingforceofthepropeller ceasesitmustdescend.Manoeuvrestoutilisethe kineticenergyoftherotorarenecessarytoenablethe Autogirototake-offandlandinstillairwithouta forwardrun.

Theinertiatake-offtechniqueenabledthe Autogirotobridgethegapbetweenzero translationalspeedandthatrequiringminimum power.Thiswasaccomplishedwithprecisionand easeofcontrol,therebyavoidingentirelythe dynamicinstabilityeffectsencounteredbythe helicopterinhoveringflight.Mosthelicopterssofar producedhave,forsafetyreasons,notutilisedtheir abilitytoclimbverticallyexceptwithintheground cushionandhavemerelyreducedtoslowmotionthe take-offprocedureoftheAutogiro.Formanyuses, therefore,theabilityofthehelicoptertohover continuouslyandclimbverticallyhasindeed appearedtobeanexpensiveluxury.Momentary hoverabilityasintheAutogiro,assistedbythe kineticenergyoftherotor,incontrastwiththe continuoushoverabilityofthehelicopter,hada numberofadvantages,nottheleastofwhichwasan easeofcontrol.Thecontrolofahelicopterbecame relativelymorecomplicatedbytheexistenceofrotor torquewhichrequiredsimultaneouscompensatory movementofallcontrolsduetotheirinterdependence.

5.MathematicalBackground

MuchofCierva'ssuccessinevolvinganewmethod offlyingmustbeattributedtohismathematical approachtoeveryproblem.Hetoldmeononeofthe manyoccasionswhenwedrovetogetherfromHalf MoonStreettoHanworthbeforedawn,forearly morningflighttests,thatinventionwasmerelya productoflogicalthinking,andthatpracticallyany engineerwithamathematicalbackgroundcouldbe trainedasaninventor.Likehisfather,herequired veryfewhoursofsleepandheinvariablyworkedat nightforhoursaftermidnightseekinga mathematicalexplanationofthetestresultsthathad beenobtainedduringflighttrialsthepreviousday.It wascharacteristicofhimtobefoundlisteningto radiomusicwhilefillinglargequantitiesofsheetsof paperwithequationsandobtainingnumericalresults fromhisslide-rule.

Ofthegreatvarietyofproblemsinwhichhewas absorbedwhenIfirstknewhimin1930,the limitationsinAutogirodesignthathadbeen suggestedbyleadingscientistsofthedaywere uppermostinhisthoughts.Ithadbeensuggestedfor example,thatflappingwouldceasetobedamped andwouldbecomedivergentinadiveathightipspeedratios,thatthespiralpathoftheblade elementswouldinherentlyresultinahigherprofile powerlossthanthatofafixedwingandtherefore thattheAutogirowasinferiortowhatwastermed theequivalentaeroplaneofthesamespan,andthat therewasnojustificationforthelowsinkingspeed claimedfortheAutogiro comparedwiththatofa parachuteofthesamediameter.

Inthecourseofthenextfewyears,however,the problemsthatwerethemost difficultwereconcerned mainlywithvibrationalengineering.Fatigueatthe rootattachmentoftheblade,socalled"ground resonance"duetotheadditionaldegreesoffreedom whendraghingeswere introduced,stickvibration whendirectcontrolofrotortiltreplaced conventionalaeroplanecontrols,aeroelasticeffects due totheflexibilityofthebladesandtheinclined hingeeffectsassociatedwiththeinertiatakeoff techniqueweresomeofthepracticalproblemsthat delayedproductionandpreventedtheAutogirofrom beingusedmoreextensivelyduringthelifetimeof Cierva.Havingisolatedandsolvedsomany mechanicalproblemsoftherotatingwing, Cierva hadpaved thewayforthenextstep,theapplication ofpowertotherotor,firstsuccessfullyachievedby licenseesoftheCiervaAutogiroCompanythe year afterhisuntimelydeathinanairlinerattheageof 4

6. AirworthinessAspects

By1930Ciervahadcompletedadesignhandbook onthe EngineeringTheoryoftheAutogiro which wassoonfollowedbyadetailedaccountofthe procedureforcalculatingrotorblade stresses.This secondvolumewasentitled TheoryofStressesin AutogiroRotorBlades and,althoughneitherofthe twobookswaspublished,thecontentswerewidely readandappliedbothinthiscountryand inAmerica by designersofrotarywingaircraft.Thathelicopter rotorstodayhaveachievedastandardof safetyas high as,andpossiblyhigherthan,thatofaeroplane propellersmaylargelybeattributedtoairworthiness criteriadevelopedfromthoseestablishedbyCierva.

Thevulnerabilitytofatigueoftherootattachment wasthemostdifficultstructuralproblemofthe rotating wing.InoneofthefirstAutogiros demonstratedinthiscountry,abladewasshed in flight, fortunatelywithoutpersonalinjury.The failurewasduetoperiodicbendingatthebladeroot inthechordwiseplaneand,althoughthedrag hinge wasintroducedsubsequentlytorelievetheroot attachmentoftheso-calledCorioliseffects,thiswas bynomeans theendofthestory.Evenafteralarge numberofC.30Autogiroshadbeenproduced and wereinservicethroughouttheworld,fatiguecracks begantoappearattheholesinthesparthrough whichrivetsorboltsheldthesparroottoa surroundingsleeve.Thisdefectwaslaterfoundtobe accentuatedbytheuseofsolderasafillerbetween thetwoconcentricsteeltubes.Notuntilthespartubes were manufacturedwithanupsetendorcollar integralwiththesparwasthisparticularfatigue problemsurmounted.

Anothercrisisoccuredwhena militaryAutogiro failedtorecoverfromadive.Thestabilityofthe flappingmotionofthebladewasatfirstsuspectbut theverythorough investigationthat followedthis accident contributedmuchtotheairworthinessof

I THRUSTOFBLADE-TIPELEMENT THRUSTOFWINDMILEINGCLEM/NT PLANENORMALTOAXISOFROTATION

rotors.RohrbachinGermanyhadsuggestedtheuse ofanewGottingenaerofoilthatwouldimprovethe performanceoftheAutogiroandCiervahadreadily adopteditashewantedtoimprovetheAutogiro's forwardspeed.Unfortunately,thisaerofoilhada camberwhichproducedalargeperiodicpitching moment,twistingthebladestosuchanextentthat theyperiodicallyfeatheredelasticallyinresponseto thedissymmetryofforwardflight.Theresultwasthat flappingwasgraduallyreplacedbyelasticfeathering asforwardspeedincreasedandthebackwardtiltof thetip-pathplanestartedtodiminishbeyonda certainspeed.Theaircraftbecamemoreandmore nose-heavyuntil,inadive,withthestickfullback, backwardcontrolwaslost.Thiscamberedaerofoil section(GOttingen606)wasalsothecauseofmuch vibrationaltroubleinthedevelopmentofthe Autogiro,anditsreplacementbytheNACAsection 230/2or230/5withasubstantiallyzeropitching momentwasavitalstepforwardintheeliminationof stickshake,andindeedinreducingthegenerallevel ofvibrationintheaircraft.

7.UseofaFixedWing

Inviewofpresent-dayrotorcraftdevelopments incorporatinghxedwingsincombinationwitha rotor,thesatisfactoryuseofasmallfixedwinginthe C.I9Autogiroisofspecialinterest.Althoughthe mainuscofthefixedwingwasforlateralstability andcontrolbymeansofailerons,itwasdesignedto contributesufficientlifttokeeptheangularspeedof therotornearlyconstantinforwardflight.Attop speedtheproportionoftheall-upweightborneby thehxedwingswasaboutone-fifth,theirareabeing aboutone-thirdofthetotalbladearea.Thetipspeed ratioatmaximumforwardspeedwastwothirds, i.e. abouttwiceasgreatasthevalueusedinlater helicopters.Thustwo-thirdsoftheretreatingblade operatedinaregionofreversedflow,thesharpedge oftheaerofoilbecomingtheleadingedge.Inthis conditiontherewasverylittlecontributionoflift fromthebladesinthelateralazimuths.Inspiteof thisIhegenerallevelofvibrationwasnotunpleasant.

Thisaircraft,theC.I9waslaterequippedwitha tailplanehavingalargeelevatorfordeflectingthe propellerslipstreamupwards,therebyinitiating rotationofthebladesbeforetake-off.Ithadalso droopcablesandbladeinter-bracingcables.The deflectortailwasreplacedlater(intheC.30)bya mechanicalstarter,andthecableswerereplacedby droopstopsanddraghingestopsattherootofthe blade.

AstheconventionalaeroplanecontrolsoftheC.I9 wereverymuchdependentonforwardspeed,they werenotsoeffectiveasthetilting-hubcontrolofthe C.30but,beingisolatedfromtherotatingsystem, theywererelativelylightandfreefromvibration. Whenthefixedwingswerenolongerrequiredinthe Autogiroforsupportingtheailerons,theywere abandonedbutthecomparativesmoothnessofthe C.I9waslost,atleasttemporarily,withtheincreased proportionoflifttakenbytherotor,especiallyas rotorvibrationbegantobetransmittedtothestick.

Thefixedwingswereusefulalsoasformingpartof thestructurefortheundercarriageandtheirdihedral tipsprovidedasimplemethodofcorrectingthe destabilishingmovementsproducedbythehigh positionofthecentreofgravitywithrespecttothe lateralcentreofpressureofthefuselageandwheels. Thefixedwingswereconsideredtobeworkingina downwashofvelocityequaltotheinducedvelocityat therotor,calculatedasiftherotorwereanaerofoil ofspanequaltotherotordiameterandsupportingthe samelift.EventodaythePrandtllifting-linetheory onwhichthisassumptionisbasedisconsideredto

giveaverygoodapproximationtotheinduced velocityofarotorinforwardflight.

8.The"Corresponding"Aeroplane

InhispapertothisSocietyin1930,Ciervaforesaw thepossibilityofAutogiroshavingatopspeedof about200milesperhourwhilestillretaininglanding characteristicssimilartothoseofthelightAutogiros ofthatperiod.AlthoughtodaytheRotodyne, utilisingtheAutogiroprinciple,confirmsCierva's claim,hisviewsthenwerebynomeansgenerally accepted.Hethereforeconsideredimprovementin forwardspeedofAutogirosasachallengethat requiredpracticaldemonstration.Thisproblemwas ofimportancewhenIfirstmethimin1939and resultedinthedesignoftheC.24Autogiro,builtby thedeHavillandCompanyatStagLane.This machinehadsimilarfeaturestothoseoftheC.I9 withafixedwingandaeroplanecontrols,butithada fuselageandenginesin-MartothePussMothwith whichitwascomparedinregardtotopspeed. Althoughthecleanlinessofthedesignwassomewhat spoiledbyanexperimentalthree-wheelundercarriage andlargefinsatthetailwhichwererequiredfor directionalstability,theC.24didachieveatopspeed onlyabout10milesperhourlessthanthatofthe PussMoth.ThusCiervademonstratedthatthe Autogirowascomparableintopspeedwiththevery cleanestso-called"equivalentaeroplanes"ofthat erawhileretainingitsinherentcharacteristics of shortertake-off,steeperangleofclimb,lower minimumspeedinlevelflight,steeperdescentand improvedlanding.Therateofclimbwasaboutthe sameforboththeAutogiroandtheaeroplane.

Theequivalentaeroplane,however,accordingto Cierva'sdehnitionwasonenotonlyofthesame grossweightandpowerbutwiththesameparasite drag.Theinduceddragbeingsubstantiallythesame

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TheCiervaC-24wasthefirst enclosedtandemautogiroto fly.Itwasfirstflownin1931 andpoweredbya120h.p. aPsy3engine.

foranaeroplaneofspanequaltotherotordiameter, thecomparisonthereforewasmainlybetweenthe profiledragofafixedwingandthatofarotor.The questionofwingareawasnowthedifficultyin makingsuchacomparisonbecauseanaeroplaneof wingareaequaltotheareaofallthebladesofthe rotorwouldhavehadanexceedinglyhighlanding speed.Evenifthestallingspeedofthecorresponding aeroplanehadbeenlimitedtoonlytwicethe minimumspeedoftheAutogiroinlevelflight,the wingareaoftheaeroplanewouldhavebeenseveral timesthebladeareaoftheAutogiro.Therotor obviouslycompensatedforitsperiodicallyhigher relativespeedbyitslowsolidityanditwasthis reasoningthatledCiervatovisualiseanAutogiro withatop-speedofabout200m.p.h.whileretaining itsslow-flyingcapability.

By1934whenthesecondaryproblemsofthe direct-controlsystemseemedtohimtohavebeen solvedsatisfactorily,Ciervaconsideredthatthetime wasripeforadefinitestepforwardtowards improvementinforwardspeed.Thereweretwomain problems.Onewastodecreasethebodydragtoa figurecomparablewiththatofanaeroplaneof similartopspeed.Theotherwastodesignarotor havingaverylowsolidity,therbyallowingtherotor discareatobelargeincomparisonwiththe combinedareaofalltheblades.Thecurrent Autogiroofthatperiod,theC.30,hadarotorof4.7 percentsoliditywhichwasunnecessarilylowforthe topspeedofthatmachine,sincethetipspeedtoforwardspeedratioattopspeedwasbetween2.5and3, whilepreviousAutogiroexperiencehadshownthatit

C.31 2-tiialer co upcmachine NapierRapierEngine,SeriesIV(3hi5h.p..16cylinders)

Es0matedemptyweight2,000lb.

Usefulload.1,0thilh. (1pilotIpassenger,7gal.oil,60gal.petrol,leaving 1201h.fordisposal)

Rotordiameter,42ft. Load/sq.ft.ofdiscarea,2.15lh.

Rowrtip-speedatsea-level.515 /sec_

Estimatedpeg-or-mar:Er Topspeedatsea-level,206mp_h.

Minimumhorizontalspeedatsea-level,22m.p.h. Rateofclimb,alabout190m.p.h..I,7(X)ft./min. Frac'icalceiling,25,000ft.

FIGURE7.

couldbeaslowas1.5.ThismeantthatiftheC.30 werecleanenoughor hadenoughpowertohavea topspeedofabout160m.p.h.,itsrotorwithout modificationcouldbeconsideredassatisfactoryfor thehigherspeedand,assumingthattherewouldbe nochange in grossweight,thelowspeed characteristicswouldremainthesame.

Ametaltypeofbladeconstructionhavingbeen developedbytheWeirCompany,itwasconsidered feasibletodecreasethesoliditybe20percentif necessary.Asthetopspeeddependedmainlyonthe bladeloadingandtheslowspeedcharacteristicson thediscloading,itwasconcludedthattopspeedsof around200m.p.h.couldbeachievedwitharotorof about3.8percentsolidityanddiscloadingofjust over2.0, i.e. about-20percenthigherdiscloading thanthatoftheC.30whichwasabout1-7.The resultingincreaseinsinkingspeedwouldhavebeen about10percent.Itwasproposedalsototaperthe bladesinthicknesstowardsthetip,therebyproviding athinnerbladesectionovertheouterpartofthe bladewheretherelativewindspeedwasveryhigh.

Aretractableundercarriage,aslim-strutpylon insidewhichthemechanicaltransmissionforthe rotorstarterandalltherotorcontrolswouldbe housed,arotorhubandbladearticulationsof compactdesign,anair-cooledin-lineengineanda cantilevertailwithfairedattachmentstothefuselage weresomeoftheitemsspecifiedfortwomachines designatedtheC.31andC.32,bothwithatopspeed intheneighbourhoodof200m.p.h.Further informationrelatingtothesetwoproposalsisgiven inFigs.7and8. tohecontinued

C.32

2-seatercoupemachine

Gipsy-Sixengine,maximumpoweralsea-level,200 Emptyweight,1,300lb.

Usefulload,600lb.

Rotordiameter,34ft.

Load/sq.ft.discarea,2.06lb.

Rotorsolidily,0.047

RotorErvin.attopspeedalsea-level,270

Estimatedperformance

Topspeed(sea-level),180m.p.h.

Minimumhorizontalspeed,20m.p.h.

Rateofclimb,alabout90m.p.h.,1,200ft./minPracticalceiling,16000ft.

FIGURE8.

byGeoffPauchaud

AbeautifulSundayMorning,Ithought,asI strolledacrosstotheClubhousefromthecar.The partylastnightwasverygoodbutIwishedthatI hadleftearlier.Couldn'tcancelmyhour'scircuits though.

Hello!Morning!etc—intotheoffice "Morning,Mr.Pauchaud"saidNigel"We're taking'XTK,nohurry,I'llcomeoutwhenyoustart up—keysareintheaircraft".

Thesunshinehitsmeagain,Iwalkacrossthe smallenclosureanddecideonasprightlyleapacross the18'fence—myfirstmistakeasIcrackmyshin onthetopandlimpmanfullytotheaircraft.

Allexternalcheckscompleted,everything apparentlyO.K.Thisisonlymysecondtimein 'XTKwhichisa140Bandslightlydifferentinlayout tothe140.

DuringcockpitchecksIalsocheckmyshin-not muchblood-won'tcalltheambulance.

Switcheson,throttleset,ignitionon—where'sthe starter?That'sright-it'slikethecar,ontheignition switch.Turnthekeyrightround-silence-mysecond mistake!

"Havingtrouble"saysNigel'sheadwhichhas appearedroundthedoor.

"Can'tstartit",Isaidsheepishly.

"TryturnmgthekeyandPUSHINGITIN"says Nigelwithcommendablepatience.

"Ah,yes"Isaidtryingtosoundconvincing—(To whom?)

Allsystemsgo,atlast,Nigelsettledhimselfin andwetaxieddownto090holdingpoint

Ranthroughpowerandpre-takeoffchecksand everythingseemedallright.

"Well,arewegoingtotakeoff?"saidNigel,still quitecalm.Downtotakeoffpoint,almostinthe centreofthegrassstrip,poweron,chargingdown therunway—almoststraightandat65knots—LIFT OFF.

Climbingout,Nigel'svoicequietlysaying "Watchyourspeed,speedwithattitude,heightwith power"—hemustbesickofsayingthosewords.

Flapsupalittlelate,turncrosswindalittlelate andfindmyselfat900—DAMN!

MakesmalltalktoimpressNigelwithmy confidenceandhopehehasn'tnoticed—hehas,of course!

Turndownwindandmakechecks—forgettingto checkharnessanddoor—sharpreprimand-mynext deliberatemistake.

Baseleg,powerbackto1700RPMandtwostages offlap—toosoon!Speeddropingbackto70knots.

"Watchyourspeed,speedwithattitude,height withpower"saidNigel—whatpatience!

Ifiddledupanddownonbaseleg—throttleto andfro.PerhapsIshouldhavecancelled.

Goslightlytoofarbeforeturningonfinalsand havetosnakebacktolineupon090.Tryto rememberthecorrectappearanceoftherunway—not tooflat—nottosteep.Overthethresholdand Nigel'svoicesaying"Keepitflying,keepitflying" Bounce—ohhell!

"Isthatkeepingitflying?"asksNigel"Rightroundagain"Openupandcareeroffdownthe runwayagainforanotherimpressivecircuit.

ThirdtimearoundNigelchopsthethrottleon climboutandsaysquietly"Enginefailure" EMERGENCYSTOP!!

PopularFlying,May-June,1979

Heartfailure—Ipushthethrottleonfulland NigelexplainswhereIwentwrong—again!

Fourthcircuit,apracticeovershootandanother enginefailurebutNigelcommentsthatIwas obviouslythinkingthistime

FinalsonthefifthandNigelsays"Ihave control"andmystomachturnsover.

WhatthehellhaveIdonenow.

Weland,andonenquiringtheproblemNigel merelycommentsthathewasbored.

Theswine—Ithoughttomyself.

"Taxibacktotakeof090"

Itrundleddownthestripandlinedupwhen suddenlythedooropenedandNigelbegantoget out.I'vescaredhimatlast,Ithought.

"Okayyoutakeher,onecircuit-don'tforgetyou havearadioifyouneeditandovershootifyou're unhappyaboutanything.

Ilookedroundtochcckthathewastalkingto me,thenbecamenumb.

AcheerywavefromaconfidentlookingNigel andthedoorclangedshutandclickedlocked.

Isatcompletelystillforwhatseemedlikeminutes andmentallyfoughttheurgetotaxibacktosayI wasn'tready.

Lookedaroundmeatallthethousandsofpounds worthofaeroplaneandwonderedatthe irresponsibilityofleavingmeincharge.

WellI'vedoneitbeforeandjustbecauseyou're onyourownmakesnodifference—doesit?!!!

Brakeoff,openupanddowntherunwayand Nigel'sghostintheemptyseatissaying"Watch yourspeed,speedwithattitude,heightwith power".

Notbad,flapsup,turningat500'andonly850' oncrosswind.Quiteexhilaratingreally!

Turnontodownwindanddoallchecks-look around—dochecksagain!

Baselegnowandacertainapprehensioncreeps in.Don'tdoeverythingtoosoon—counttotwenty five-slowly,cutbackpower,twostagesofflapand abithighturningintofinals.

Thisisit.Afairlysteepdecent—butnotlooking toobad SPEED—RUNWAY—SPEED—RUNWAY, Nigel'sghostintones.Overthearrowandonthe numbers"KEEPITFLYING—KEEPIT FLYING"Rollingnow,brake,slow,brake.

AmIdown?DIDIREALLYDOIT?PHEW!! Taxitotheclubhouseandshutdown,Iam exhaustedandsoakedwithperspiration.Nigelopens thedoor"I'veseenbetterlandingsbutwelldone, Captain"

"Thanks"isallthatIcanthinktosay.

JohnBeeswax's VINTAGE NEWS Akic

Areyouintherightgear?

Onewouldn'tdreamofturningupa(aformal dinnerpartyinsweatshirt,stubbiesandthongs;far lessaskinnydipbeachaffairinpin-stripesuitand bowler.Whythenattendavintageaircraftmeeting dressedinjeansandanarakwhich,despitetheir excellentpracticality,arejustnotonthesame fashiontimescaleastheoldaeroplanesofthe thirties.Ifourcontemporarieswithvintagemotor carscanmanageEdwardianhabitsfortheirLondon toBrightonracesurelywecouldturnupinplus-fours andHarristweedcapsnottomentionclochehatsand foxesfortheladies.

Onefellowwhohastakenthissartorialaspectof sportaviationseriouslyisPeterHarrisoftheV.A.C. committee.Afterdevotingthreeyearstocarefully rebuildinghisDH82A.TigerMothG-AYUXhe decidedtorestorehertoherRoyalAirForcerankas PG-651.Eventhesmallestdetailwasnot

overlooked,authenticcolourscheme,original instrumentsandevenaserviceblind-flyinghood (storedbutnotused).Naturallywithallthisattention tominutiaePetercouldnotstopthere.Withtireless searchingofmilitarysurplusstoresheequipped himselfwithR.A.Fflyingsuitandsoftleatherflying boots,circa1942.Healsotrackeddownanoriginal leatherhelmetwithGosporttubeintercom(probably themostefficientandtrouble-freetypeofintercom everinventedinthisavionicinfestedworld)and fitteditwithServiceissuegoggles.Notcontentwith theusualTigerpilot'sseatcushionsheboughttwo seatpackparachutesofthetypeusedintheearlypart oftheWarbyTrainingCommand.

ThusequippedhehasflownhisTigerMothsecure intheknowledgethatnomoreauthenticteamof pilotandvintageaeroplanecanbefoundanywhere. Therereallyoughttobeaspecialprizeforthislevel ofenthusiasm.

Lizzie—Ihefinalaccolade

Anairoftenseexcitementwasdiscernableat WycombeAirPark.Allclaylong'Joe'Austinhad beenpreparingPhilipMann'sWestlandLysanderGBCWL/V9281foritsfinalC.A.A.airtestandnowit wasairborneinthecapablehandsoftheAuthority's CertificationpilotDarrolStinton.Readersofthese columnswillbefamiliarwiththemagnitudeofthis restorationofagreatwartimeaircraft,and rememberthepitifulstateof[Ileairframe componentswhen[heyfirstarrivedatPersonalPlane Servicestoberebuilt.Manyonlookershadshaken theirheadsindisbeliefthatthejobcouldeverbe completedbut[heyhadreckonedwithoutthe expertiseofP.P.S.andinparticular[heskillsoftheir vintageaircraftspecialist'Joe'Austin.Withonly aeromodellerplansasaguidethemachinewas carefullyreconstructedpiecebypiece.many componentsbeingfabricated'insitu'fromraw materials.Atlastthismammothtaskwas COM plcte andfollowingaseriesofengineeringandsystems[est flightscommencedbythelateNeilWilliamsthefinal andmostexactingtestflightwastakingplace.

Theweatherwasclearandcoldandverymuchas expectedforthefirstdayofMarch.Thetake-off hadbeenuneventfulandtheLysanderhadclimbed quicklyoutofsighttowardstheNorth-west.Its speedhadastonishedus.Smallgroupsofspectators chattedonthetarmac,butalwayswithaneyeonthe horizonforitsreturn.CanadianTonySwain, founderoftheHavardAirplaneCo.ofVancouver was[herewithcameraandtelephotolens,andhaving crossedtheAtlantictoseevintageaeroplanes,he couldnothavechosenabetterdaytovisitWycombe AirPark.

ItwasPeterClark,builderofareplica 'Demoiselle'backinhisnativeAustralia,whofirst spottedthereturning'Lizzie'.Thetinyspeckrapidly blossomed-intothegracefulandfamiliarhighwing shapeasDarrolStintonbroughtheracrossthe airfieldathercruisingspeedof180kts.Thepowerful BristolMercuryengineandconstantspeedpropeller madehardlyasoundduringthispass,remindingone

ofanotherreasonwhytheseaircrafthadbeenused lorclandestinemissionsduringthewar.The LysanderwassoononfinalappraochandDarrol executedaperlecttouch-downonrunway25.We waitedwithillconcealedexcitementasthebig aeroplane[axiiedbacktotheP.P.S.hangarandshut down_

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TherewasahushasDarrolStintonsteppeddown fromthehighcockpit.Thenhehalfturnedtowards thelovelyoldmachineandblewherakiss.Itwasa gesturethatsaiditall—shehadpassedallofhertests withflyingcolours,thatshenowhadhercertificate ofairworthiness.WithgreathappinessJoeAustin receivedthecommentsthatshewasagreatpleasure toflyandpossesseddistinctcharacteristicsof handling.ThesunwassettingastheLysanderwas proudlypushedbackintotheentranceofthehangar tostandguardovertheotherpriceless'Warbirds' storedwithin.

OnecanneverviewaWestlandLysander,whether onthegroundorintheair,withoutstandinginawe ofitssizeandpower.Everyreaderwhohasthe opportunitytoseethisaircraftperforminfutureair showswillnotfailtobeimpressedbyitsgraceand uniquestyle,butshouldbearinmindthateachflight ofthisbeautifulaeroplaneisatributetothelate DougBianchiwhodevotedhislifetovintageaviation andwithhiscompanyofPersonalPlaneServices madeitpossibleforwarbirdsofthiscomplexitytobe storedandlicenced.

ThatAusterhattrick

Alivelywesterly,warmedbytheGulfstream,blew awaythewintercloudsandprovidedabrightclear dayfortheVintageClubspotlandingcompetitionheldatFinmereonSunday,4thMarch. Forgottenwerethesnowdriftswhichburiedthe JanuarySnowballrallyasseventeenaircraftand theircrewsarrivedtotakepartorwatchthefun.

DenWillett,BrianRobertsandArthurMason wereonthecontrolpointtoseethemalldownsafely whileothersmarshalledthemtosecurehavensinthe parkingarea.Meanwhiletheappetisingaromaof cookingcamefromthecaravanwhereEleanor Roberts,JoanClewleyandPaulineBallardprepared hotsnacksanddrinksforhungryarrivals.Other V.A.C.memberswerearrivingbyroadandsoonthe littleairfieldofFinmerewasbuzzingwiththe conversationofkeenvintagetypesdiscussingtheir

variousprojectsoverhotsoupandcupsoftea.

RallysecretaryDavidHarperconvenedthespotlandingparticipantsatthecontrolpointforthe briefingwhichwasconductedbyTonyHarold. Circuitheightanddirectionwasspecifiedandthe rulesofthecompetitioncarefullydetailedtothe observerswhothenproceededtotheirplacesalong theedgeoftherunway.Engineswerestartedat13.30 andthefirstmachinetookoffshortlyafterwards. Pilotsfoundthegustingwindconditionsquitetesting andtherewasatendencytoundershoot.However thisdidnotbotherAlanClewleyinhisAusterJ/1 AutocratG-AMTMandhescoredawinning450 pointsmakingthishisthirdsuccessivewinofthe M.O.ThompsonTrophy.SecondplacewenttoTony HaroldandFrankCurryintheReadingGroupTiger MothG-ANFM.Runners-upwereDaveElphicand MauriceBrettinthePiperL-4G-AXHR,Ray SimpsonintheNordNC854andR.Millerinthe TipsyBelfairG-APOD.Later,TonyHaroldgavean exhibitionofaerobaticsinthesilverandyellowTiger beforereturningtoWycombeAirPark,andDavid Harpergavesomejoy-ridestogroundmembersin hisAeroncaL-16G-BFAF.

CongratulationstoAlanClewleyforcompleting hishat-trickinthisdifficulteventbutitjustgoesto showwhatasplendidpilotheis.Congratulations andthanksalsoto all theVACmembersinthe Finmereareawhoworkedsohardmakethisahappy andsuccessfulmeeting.(P.S.andatipofthe BeeswaxTrilbytoourRallySecretaryforthis report)

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BYJohnMiller

Nowhere'sahandybitofkityouwillfinduseful formorethanjustbuildingaeroplanes,it'salsojust thethingformanyahouseholdjobwhereyouneeda sturdybenchonwhichtosaw,hammer,chiseletc. andwhenyoudon'tneeditjustfolditupandhangit onthegaragewalloutoftheway.

ThedesignIcameacrosswasformakingone sawhorsesoImadetwoandcallthemcollapsible trestleswhichshouldbeidealtolaybuildingboards on,setupafuselage,setupyourwingsetc.

Startbymakingthelegs,sawtheangleasshownin Fig.1atthetopofalllegs,donotsawtheangleat thebottomoftheleesasthisisthelastoperation whenthetrestlesarebuiltup.Laytwolegsonaflat surfaceandusingthemainbodytosetthe2"gap markoffandcutthecrosspiecestolength.

Drillandscrewtomake'A'frame,seeFie.2, repeatforotherlegs.Alldrillingoperationshould haveclearanceholesintheupperpieceandacoresize holeinthehalfyouarescrewinginto.

Thenextstepistofixthebackflaphingestothe mainbody4"x2".Beforegoingtoofarwiththis, checkthatthelegswillfolddownwithoutfouling eachother.

(Note,Ifyouhavetriedtomakethelegslongerthan shownhereyouwillneedtolengthen[hebodyalso.)

Whenyouhavefittedbothhingestothemainbody placethelegsastridethebodywiththecrosspieces facingoutwards.Allowabout1/16"clearance betweenthemainbodyandthecrosspiecesandmark offtheholepositionsfromthehinge.Theseholes needtobeclearanceholessothatthehingecanbe boltedthroughthelegs.Largediameterwashersora plateisrequiredonthenutsideofthelegssothatthe woodisnotcrushedwhentighteningup,also2nuts arerequiredoneachboltforlockingpurposes.

Setthetrestleupwiththelegspointingslightly outwardsandmeasurethedistance'D'betweenthe legsalongthetopofthemainbody.CutapieceofT xtothisdimensionandscrewittothemainbody, seeFig.3.Dolikewisewiththeotherside.

Thefourlockingendpiecesnowhavetobemade andfitted.Markofftheangleandcuttosize.Drill clearanceholeandscrewittothemainbody.Check operationoflockingpiecesandsturdinessoftrestle. Thereyouhaveacompletedtrestlebutsome finishingtoucheswillmakeitlastlonger.

Isuggestthatthelegassembliesare glued and screwedandthatthewholetrestleisrubbeddown andvarnishedsothatifitgetsleftoutsideatanytime itwon'trotawaytooquickly.

Thefinaloperationistolevelupthelegssothatit doesn'trockalloverthcplace;thiscanbeeasilydone byusingablockofwoodabout3/4"andwiththe trestlesetonalevelfloor,markroundeachlegand cutthisportionoff.

tuttingListforITrestle

Ilardware

IPr.2"steelbackflap hinges

22Steelwoodscrews (countersunk)TNo.

10

10Steelwoodscrews (countersunk)13"No.

10

6Steelmetalthread screws(countersunk) xrthread

12Steelnutstosuit above

6Largesteelwashers Woodworkingglue

Varnish

Timber(softwood) 4legs2"x2"x19" IBody4"x2"x40:

2ShortcrossbarsxI"x£33"

2Longcrossbars2"xI"x17"

2Sidesections2"x1"x24" 4Lockingbars2"xI"x

Fig.1

Fig.2

Fig.3

RadiatorsandWheelsfor

NeilThomasby

RADIATORS

Havinginitiatedtheromanticnotionofbuildinga flyingreplicaantiqueaeroplanefromscratch,Ihad toconsidertheproblemsofkeepingmySE5aasnear theoriginalaspossiblewhileremainingwithinthe boundariesofcurrentsafetyrequirements.Oneof myprimaryconcernswashowtoresolvetheengine coolingproblem.

Forgingignorantlyandsmuglyahead,(strangehow those twowordsseeminseparable)Ikeptpostponing thedayofreckoningconcerningaradiator.Inever believed I wouldfindanoriginalthoughsuchluckis notallthatextremewhenantiquersstartscrounging. Ihadtoyedwiththeideaoflettingpracticaland economicconsiderationsturnmefromatrue reproductiononthisoneitem.AsIlookeddeeper intotheproblemsofbuildingapairoftwinradiators andstartedtoresolvethedifficultiesinthe constructionoftanks,necks,andancillaryplumbing parts I concludedthatallthiswasagreat deal a work.SinceIwassocommittedtothisvolumeof workwhysettleforatubetypecoresimilartopresent dayautomobilepractice."Why,forafewhundred moreandaliltleextrawork I couldhaveapairof honeycomb/cartridgeIypecores".

Ithinkitissafetosaythatthroughoutthisentire aeroplanebuildingprojectthetwoqualitiesthathave helpedmecomeasfaras I haveareamonumental ignoranceofthe depth atheproblemstobe encountered;anignorancethatissurpassedonlybya gargantuanstubbornessthatsomehavegenerously called"tenacityofpurpose".Thereisaworlda differencebetweenbuildingapairofradiatorswith finandtube typecoresandbuildingapairof cartridgetypecores. ButI cantellyouthatonlynow.

Amateur AIRSPORT

NowlIcroulsc\AOyutisecsc,riiiiiy wmystofly- KITES

GLIDING

AIRSHIPS

MANPOWER BALLOONING I HANGGLIDING

PARACHUTING PARASCENDING

Air port willIn,nnlingralandun lie tillelvcsynin

SubscriptionratesforU.K.,Europenyw'acji."! exceptCanadaandU.S.A.£9,50

U.S.A.andCanada $28.00

ChequesshouldbemadepayabletoWelland

PublicationsLtd.andsentto: 16MittRoad Buckden Huntingdon Cambs.

ReplicaAircraft

Likesomanyproblemsoneencountersinlifethe realdifficultiesoftenlieinthecontemplationand whenonestartsdigginginmanyshrinkbut practicallynonedisappear!Theshrinkageoccured onlybecauseofhelpfromtoolanddiemakerfriends andoldtimersintheautomobilereplacementcore industrywhorememberedcartridgetype cores. Nonetheless,Istruggledonandsucceededin producingaratheracceptableSI75aradiatorof reasonableaccuracy.

AfellowantiqueronLongIslandsaw photosof theradiatorandaboutayearlatercalledmeonthe phonewitharequest.TheScyllaofignoranceand theCharybdisofover-confidenceseducedmcinto agreeingtobuildtheirmonsterousprogeny,the Fokker DVIIradiator.Icanhonestlysaythatofall theprojectssofarundertakeninbuildingmySE5a, theradiatorwasthemostdifficult.Yetcomparedto theDVIIradiatoritwasrelativelysimple.Itmustbe borneinmindalsothatIwentintotheSE5aradiator withnoknowledgeorexperience andyetthe backgroundacquiredinmanufacturingit stilldidnot lettheDVIIradiatorbeanythinglessthanthree timesasdifficult.

Thefrontageareasofthetwoareratherclose,if anythingtheDVIIisjusta bit smaller.TheSE5a, using3/8" O.D. brasstubing,requiredabout30004" longtubes.TheDVIIwassupposedtohave1/4"tubes (7m/m) butJohnwantedmetouse5/„"tohold downcostssomewhat.Thisreductionby 1,I 16" from 3/8"tO5/16" jumpedthenumberoftubesforthesame frontalareafrom3000±to6500±.Accordingtoan articleinWorldWarIAeroplanes(Jan.'78)theJ.S. Army AirServiceevaluationgroupputthenumberat

3000with'/4"tubes.TheyforgottoITIultiplyby2.5! EmsuregladJohnwantedtosavemoney.Losing another1/16"indiameterdownto1/4"wouldhave sentthenumberover8000.Asitis,withsplitting lossesetcetera,you'retalkingofa1/2mileofbrass tube©40centsperfoot.

Istartedwiththeflatcentreportion.Afterall,build theflat,smaller,centreportionfirst;itseasier. Disaster!Thealloyusedtodipautomobile heatercoresworksgreatunderheavilycontrolled productionmethodsbutisuselessfortheamateur. Scratchoneoldtinier'sadvice,Oneidiotmetallurgist toldmetothrowoutS450worthofsolderandstart over!Scratchhim!!Ifinallyresolvedthesolder formulationproblemandsucceededinfaceclipping thecentrecore.Itcameoutbeautiful.

ConfidentlyandmuchpleasedwithmyselfIthen proceededtothesidecores,2500brasstubescould

notbeheldtogetherforonedippingaslongasthe crankshaftslantwasincludedinthepre-form.The ideaofmakingthestaggeredsidesinblocksof800± tubesandthensoldering[heblockstogetherlooked goodonpaperbuttheangleofstaggerineach segmentcouldnotbeheldwithanythingeven approachingaccuracyorsimilarity.Trytaking2500 stuck-togetherbrasstubesapart,cleaningthemup, andsolderingthemtogetheragain-3times!Forthe firsttimesincestartingmySE5a,Ifeltjustabout beat,butbyaFokkerDVII!!1finallygotfourblocks oftubesthatfittogetherandproceededtolayupan additional900±tubesoneachsidebyhandtoform thebottomslantsforthecrankshaftclearance.Now beingabletoholdthestaggerforcachsideI proceededtofacediptheassembliesasaunit.The resultwasdramaticandacceptable.Theupperand lowertankswerestraightforwardboxesand presentednoproblems.Sincenodimensionsforthe toptank,fillerneckorcapwereavailablethesewere "eyeballed"fromphotographsanddrawings,often themselvesinterpretedandeyeballed.

Weconcludedthattheradiatorcapheldapressure devicesoIprovidedtworemovableinsetsfroma modernautomobileradiatorcap,one4lbs,andthe other10lbs.Nooneseemedtoknowthereasonfor theprotrudingtubeinthesideofthefillerneck.It mayhavebeenanattachmentwherebyhotwater couldhepumpedthroughthemotorforeasierwinter starts.Theengineoilwaspre-heatedforjustthat veryreason.ThingsweteroughintheGreatWar.

EveryonehasanideaofwhataDVIIradiator shouldlooklikeandJohnandIestablishedwhathe wantedinappearanceforhis.Inalltheliterature, photos,drawings,etc.,theredidnotturnupone thatfittedwhatwethoughtwastypical....thatisuntilI wasnearlydoneandJohnproducedanoldmagazine photoofaDVIIintheFrenchNationalMuseumthat matchedoursperfectly.Onpage172of Funderburk's"TheFighters"isanotherthatFdid notnoticeuntiltheradiatorwasfinished.Mosthad verynarrowflatcentres,whichwouldonlyhave madethejobevenmoreimpossible,andJohnandI decidedthatthistypewasnotverytypical—history

andfactsnotwithstanding.JohnlateraskedmeifI everfiguredouthowtheGermansmadethemin productionduringWorldWarI.Ineverdid,butI learnedwhytheylostthewar.Everyonewasbuilding DVITradiatorsandtherewasnoonelefttodothe fighting.They'vehadalatter-dayrevengethough:60 yearslatertheyleallybroughtSESaproductionon StatenIslandtoascreechinghaltfor6months!

I'mgladthatIwasaskedtomaketheradiator.It providedvaluableinsightintotheconstruction, metallurgical,andsupplyproblemsthatwillmake futureaeroplaneandantiqueautomobileColtseasier toassemble.I'llmakecoresbutcompleteradiators ofthiscomplexityrequiretoomuchofmytimefor jobsthatcannothedelegated.Besides,almost everyoneknowsa"tinknocker"orhobbyist coppersmithwhocanturnoutadecenttank.Itsthe corethatdefiedsolutionandthatIcando.

WHEELS

IboughtapairoforiginalclincherJenny-type wheelsbutdecidednottousethembecauserespoking themtoSE.5astylewouldhavebeenasmuchtrouble asmakingnewwheelsaltogetherand1wouldhave lostagoodpairoforiginalwheelsthatsomeoneelse coulduse.IhadapairofoldHarleyside-carhubs anddecidedtoworkaroundthem.IfIweredoingit again1woulduseSuzukiFrontwheelspools.These canbeboredouttotakeI-3/4"axlewiththick bronzebushings.Thespoolitselfhasprovisionsfora boll-onbrakediscforthosewishingbetterground controlandtherimsarcofcoursemuchlighter.

UsingHarleysteelrimsgavemegreatstrengthand weigh(1have,basically,a19"motorcyclewheelwith aboredoutandsleevedhubextensiontopermitthe attachmentofthesideloadspokes.Therimswere drilledneartherimflangeandspokeswereattached radiallytotheextendedhub.Thewheelcoverclipsat therimare1/,6”stainlesssteelcotterpinsplaced betweentheradialspokes.IthenmountedDunlop tyresandgotmywheels.IfhoweverIcan'tstrikea workableweightandbalanceIshallbeobligedto remakethembutfromSuzukiparts.

WiththewheelsandradiatorfinishedInowhavea veryexpensiveteststandFormy220h.p.HispanoSuizamotor—itscalledanSESafuselage.

Whenyou'relookingfor....

highperformance-longrange,superbvisibility, fantastichandling-metaltometal,rivet-free bondedconstruction-lowcostmaintenance

AmericanAircraft

ThefourplaceCheetahwitha150hpengine,7gph anda127knotcruiseprovesthatyoudon'thaveto sacrificecomlbrtandspeedtogeteconomy.

ThefourplaceTigerhasa180hpengine,9gph,a 139knotcruiseandjustaboutthebestclimb,cruise andcarryofanywithfixedgearandprop.

ThefourplacetwinengineCougarisasdifferentfrom othertwinsasnightistoday.Two160hpengines, a160knotcruise,singleenginecontrolspeeddownto thestall,fuelconsumption12gphandpriceless-safety atthecostofasingle.

CHEETAH•TIGER•COUGAR

AAndrewARV:cur-Oren:wickAirport 029263303or056323514

icil NotullALinchesterInternationalAirport, NOLIthildc Tel:061-4492000

MikeClark-Bournemouth(Hurt,A1rport 0201678601Telcc417236

DAVIDBLACKBURNDavidBlackburn-DoncasterMIT OIL ANLATIONTel:0302770022

STRUTTINGAROUND

WithJimWills

ANDOVERSTRUT

The'slacker'wintermonths(flying-wise)provided theidealopportunityformembersoftheAndover Struttosocialiseattheirvariouspartieswhichwere heldatR.F.C.Popham.TheChristmasParty, includingoneespeciallyforthechildrenwithFather Christmasinattendancewasahugesuccessandwas shortlyfollowedbytheirSt.Valentine'sDanceheld on16February.Weatheragainshoweditsfoulhand inkeepingsomemembersawaybutthosewho attendedattestedtoamarvellousevening,music, providedbyJohnAyresatbotheventswas supplementedwithdoublehelpingsofAlanStone's super-strengthPunchforall.

ApartlybuiltCavalierhasbeenacquiredby R.F.C.Pophamandwiththehelpofmembersitis hopedtohavethisreadyforflightduringthisyear.

AlanNewnham,AndoverStrut'sCo-ordinator advisesusthatthestrutwillbeholdingaFly-inon May13th,atPophamAirCentre,landingsarefree toP.V.A.members,thosewishingtoarriveonthe SaturdayandenjoytheD.1.Y.Barbequeshould contactAlanLovejoyon025667412ifovernight accomodationisrequired,thosecomingbyroadwill bewelcometocampovernightontheairfield.

EASTMIDIANDSSTRUT

RegularinformationsheetsfromEastMidlands Strutarereceivedbythewriterusuallydepictinga veryinterestingprogrammefortheirforthcoming meeting,unfortunatelypost-meetingdetailsarenot includedthereforenofurtherreportcanbegiven!

NORTHWESTERNSTRUT

NorthWesternStrutSecretary,DaveHunter, remindsusthattheStrut'sannualfly-inatBanon AerodromeistobeheldonSaturdayandSunday 26thand27thMay1979.Forthosewhowishto attendonbothdayscampingwillbeallowedonthe airfield,inadditiontotheflyingeventsevening entertainmentwillbeprovided.Theairfieldis P.P.O.on061789-4785,V.H.F.122.70Barton Tower.ForfurtherinformationJimBerry(0619805286)orDaveHunter(0253-869030)willbepleased tohelp.

WESSEXSTRUT

TheOctobermeetingoftheWessexStrutbegan withtheintakeof'refreshments'atthe"Progress" inSeaMills,Bristol.Followingaperiodofusual, usefulchatbetweenaboutfortymembersthatwere presentthehostdecendedonthehomeofBrian PerkinstoviewhisCollibriproject.Considerable progresswasmadebyBrianduring'78inthatapair ofwingswerenowinevidence,moueorless complete,togetherwiththefuselageandcentre sectionmountedontheundercarriage'speciallyfor theoccasion'.Brianpatientlyansweredmembers questionsandobservationsgivingthemmuch thoughttotakehomewiththem.

TheNovembermeetingwasheldatLydfordHotel inthemidstofaspellofcoldandicyweathermaking travellinganydistanceratherhazardous.Despite this,agoodturnoutofmemberswerevastly entertainedandinformedbyDavidBlamford'stalk, PopularFlying,May-June,1979

film,andslideshowonthe"Historyofthe Helicopter".

Davidtookmembersthroughthehistoryof helicopterdesignsanddevelopmentfromitsvery earliestconception,throughcurrentpracticeto speculationonfuturedesignsandapplications.

SOLENTSTRUT

Inanefforttogeneratecompetitionbetween members,Solent'sCo-ordinator,RayWaleshas outlinedcompetitionproposalsfora'Featherweight' aircraft.Itishopedthattherewillbeasizeableentry fromthestrut'smembers;Whenentriesarejudgedat achosenstrutmeeting,thedesignerscompetingwill haveproducedascalemodeltodisplayandwillbe askedtogivea10to15minuteverbalpresentationof theirdesign.50%ofthemarkswillbeawardedbya panelofjudges,andtheother50%bythestrut memberspresentatthemeeting(yourscribewillbe keepinganeyeopenforresultswhentheyoccurand willreportinthiscolumn).

P.F.A.SOUTHOFENGLANDRALLY

TheSouthofEnglandrallywasheldforthefirst timelastyearatShorehamwhereitwasan'instant success'withsome56aircraftattending;Therally, organisedjointlybeSouthern,NorthKentand RedhillStrutswillagaintakeplaceatShoreham Sussex,onSunday19thAugust.

HEARTOFENGLANDSTRUT

AttheirJanuarymeeting,membersoftheHeartof EnglandStrutweregivenaninterestingtalkbytheir Chairman,CarlButler,onthehistoryofflying andrebuildingAusters.JohnMiller,thestrut'sCoordinatorasksanyonewhoknowsoforcanofferan interestingweekendvisitduringthesummer,to contacthimat5,MartinClose,EasternGreen, Coventry,telephoneCoventry462012.

SEVERNVALLEYSTRUT

Seventeenmembersattendedthesecondmeeting oftheSevernValleyStrutonThursday18thJanuary. DuetoanelectricalfailureattheR.S.R.E.Clubhouse onPershoreaerodromethemeetingwashurriedly transferredtoanear-byInn.Followingthefirstitem ontheagenda,theelectionofStrutOfficials,Steve StrideandGeoffAucottgaveanimpromptu'chat' ontheircurrent'Vari-Ezeprojectandalsoshowed memberssomeoftheirworksamples.

MemberslivingaroundtheSevernValleyareawho wouldliketoattendthisStrut'smeetingsshould contacttheCo-ordinator,MikeWebster91,Arundel Drive,Battenhall,Worcester,or'phonehimon Worcester354174.

NoticeofAnnualGeneralMeeting

TheAnnualGeneralmeetingofthePopular FlyingAssociationwillbeheldatLeicester Aerodrome,Sunday,AthJuly,1979at0900hours.

Agendasforthemeetingwillbecirculated. NominationsfortheExecutiveCommitteeand noticesofMotionmustbereceivedbythesecretary attheShorehamOfficebythe10thJune,1979.

Pro

from IANBURNETT

Afterthewelterof"Reggies"lasttime,much moreofyourownnewsthismonth—toallthoseof youwhowrotethanksindeed,andkeepupthegood work!

P.F.A.Projects

835.Ian J.Smith'sLutonMinorG-BIJSwas completeandreadytoflyatmid-March,though minorpaintingremainedtobedone.Amobile hangarwasbeingmadetotowthemachine around—thespecialfeaturebeingawing-folding frametomakeitroadworthy.Forthebenefitof thoseunabletoenjoytheprivilege of aprivatestrip, andfacedwithevergrowinghangaragerates, perhapsIanwouldtellusmore?

839. WeunderstandfromDerekLeatherlandofthe EastMidlandsStrutthatLutonMinorG-AZHUis nowwithMikeRiddins,andwasreadyforitsF/Fin mid-March.ThisisthemachinebuiltbyA.E. Morris,andfirstseenatFairoaksacoupleofyears ago.

1206. AlsoalmostreadytoflyduringMarchwas MalcolmSargent'sLutonMajorG-OLDY,whichhe boughtalmostcompletefromTonyThorne. PowerplantisaContinentalC90.Incidentallywestill lackdetailsofitsprevious"casehistory"—didTony ThorneacquireitfromRonPeneelly?

ect ews

1366. WeweredelightedtohearfromJohnScott thatBarryParkinsonandRayTasker'sSpriteGBCWHmadeasuccessfulF/Fon23.2.79.Further detailsarepromised—meanwhileJohnalsotellsus thatRayTaskerhasacquiredDaveBrown'ssharein theBabyGreatLakesproject G-NOME/10-10194.

1415.J.Fl. MedfordregisteredhisTaylor MonoplaneprojectG-BGIKon22.1.79.

1455. J.Prowse'sMonoplanewasregisteredGBGHYon12.1.79.

1545. KenHeath'sVP-IG-BEHJwasrecently towed40milesintheSaturdaymorningrush-hour trafficfromLowdhamtoKingsNewton,Notts. Completionisscheduledforlaterthisyear,followed byCharlieBestwick'smachine(PFA/7032)whichis beingconstructedinthesameworkshop.

1623. WewerepleasedtohearfromIan MacLennanrecentlythatheisrebuildingtheTurbGASPU,andhopestoflyitaroundmid-summer.

1656. OurmentionofPeterWilliamson'sTurb5YAKCrecentlyhaspromptedBillColsontowritewith morenewsofit,togetherwithaveryinteresting surveyofhomebuildingactivityinKenya,whichwe haveincludedbelow.5Y-AKChasnowbeen acquiredbyPFAmemberJohnRosser,andarebuild iscurrentlybeingconsidered.Johnisalsolistedas constructorofVari-eze74-1040I—perhapshemight furnishmoredetailsdirect?

ColinClarkwithhisTourbillionG-BGHX

Photo EricGreen

1827.R.B.Webber'sMinicabG-BGKOwas registeredon14.2.79.

33-10067.ColinClarkhasnowregisteredhisYC-I2 TourbillionG-BGHX.

56-10153.A.B.Hollowaykindlywrotefrom Hockley,EssextotellusthathisMinicabprojectis wellonthewaytowardsapossibleF/Fthissummer. Atmid-Marchtheairframewascomplete,with engineinstalled,andflyingcontrolsandinstruments beingfitted—betterweatherbeingawaitedfor coveringandfinishing(whichshouldactuallyhave arrivedbythetimeyoureadthis!)

09-10156.BrianBray'sPittsS-IDG-BETIis comingalongwell.DerekLeatherlandtellsusthat BrianandRobertWilson(PittsS-1D/09-10195)are uniqueinthattheystartedjointconstructionabout 2'/2yearsago,andarecurrentlyatthesamestagein construction.Steelfuselage,tailandu/care completeandawaitpainting.Thewoodwork-wings, turnstiledecks,stringersetc.arealsofinished awaitinginspectionandassembly.BrianandBob workindependently,althoughonetendstotakeon thesteelwhiletheotherdoesthewoodwork.Time andmoneyhavebeensavedbythedualeffort,and theyhavetogethermadeallthepartsinsteadof merelybuyingakit.Anobjectlessontousallit wouldseem,andthefruitsoftheircombinedlabours willbeondisplayatLeicesterinJuly.

St pot",,t;tEritrtni

EddiePearsonflyinghkMotorTutorPEA41-10163

JohnWorthingtonsVP-I,PFA7015nearing completionatHalifax

7031.Personalisedregistrationsarestillinfavour asW.K.RoseregisteredhisEvansVP.IG-ROSEon 22.1.79.

21-10035.JohnPennyofVP-1fameregisteredhis SopwithTriplaneG-PENYon15.1.79.

22-10040.T.K.BaillieregisteredhisFalconarF.12 G-BGHTon17.1.79.

02-10169.MartinJones'RollasonBetaprojectGBETEisnowstructurallycompleteandrigged—the onlyremainingjobsarecowlings,wingcovering, cockpitfittingout,andwheelspats—ifanyonehas anycowlingmouldspleasecontacttheEastMidlands Strutassoonaspossible!

62-10183.RichardShinglerkindlyfilledinmuch backgroundinformationonhisVP-1projectGPFAW.ConstructionwascommencedinJanuary 1977,andbytheendoftheyearthefuselageand

TipsyNipper G-BRIKPFA25-10174

stabilatorwerestandingriggedontheu/c.During lastyeartherudderwascompleted,andthefuselage wascompletedlesspainting,andawaitinginstallation offueltank,windscreen,andtailskid.Atmid-March theportwinghadbeendone,andaVW1600asyet unconvertedhadbeenacquired.Richardconfidently expectsaF/Ftowardstheendofnextyear.

73-10200.DavidBonsalliscurrentlyengagedinhis owndesignofMustang—constructionstartedin October1976,andtodatebothwingsarecomplete togetherwithaileronsandflaps,u/cisfitted,andthe engineisbuiltup.Fuselageconstructioniswoodwith foamstabilisedskin,andcompletionisestimatedby summer1981.

63-10262.RaySimpsonsentusaverywelcome letterregardinghisVP-2projectG-EDIF.Hestarted offbyexplaininghischoiceofregistration,whichas Raysays"issimplyawayofsayingthankyoutomy wifeforputtingupwithmylatestcraze.Hernameis Edith,butEdifisasnearasIcouldget!"ProjectwiseRayhascompletedtherudder,stabilator,and bulkheads,togetherwithallwingribs,andonewing about 90%complete.Workhassloweduprecentlyas RayandafriendhavepurchasedaNordNC854G-

NORDfromtheLovellstable—a1949—vintage specimenwithContinentalA65.However,Rayfully intendstocompletetheVP-2,andhopesitwillbethe bestonebuilt.

60-10295.DavidGrayfilledinafewnotesonhis TitchprojectG-BDRG.Workisprogressingslowly, withtailplaneandelevatoralmostfinished,andwing ribsandsparsjustaboutreadyforassembly,and mostmetalfittingsfinished.Davidsayshewouldbe interestedtofindoutifanyoneisproposingtofita VW1600/1835toaTitch,andiftherearewaysof overcomingtheconsequentCofGproblems—any ideaspleasetoDavidat2,RostherneRoad, Wilmslow,Cheshire.Aninterestingpostscripttothe registrationofhisTitchisthatheregistereditGBDRGon19-12-78,afterhavingappliedforthe marksoncebeforeinOctober1977.Atthistime althoughG-BDRGhadnotbeenissued,theCAA werepreparedto"part"withitonpaymentof100 specialfee.Politelyindecliningtheirkindoffer, Davidre-appliedforthemarksagaininthefree-forallattheendoflastyear,andwashappytogethis registrationforthenormalfee—beauracracygone mad!

KeithWigglesworth'sTaylorMonoplanePEA55-10189

VP-2PFA63-10203isregisteredC-BEEVandisbeingconstructedbySteveLangfield,TedCoulion,Dave Allen,andMickJacques.

ThefirstofTruroSchoolsVP-2's.

58-10315. PeteAbbey'sCurrieWotG-PFAPhas about60%ofthewoodstructurecompletesofar, andPeteintends,subjecttoapproval,tomodifythe wingtips,andtailsurfacestoresembletheSE5A. 63-10342/10355.

In1975thepupilsandteaching staffofTruroSchoolembarkedonwhatisprobably thebiggestselfbuiltschemeeverattemptedinthe UK,toshowtheirconfidenceintheSchool'snewly acquiredIndependence.Theschoolnowhasoneof thefinestDesignTechnology/Sportscomplexinthe south-west,covering22,000sqft,andfulladvantage isbeingtakenofthesespaciousbuildingstoconstruct twoEvansVP2aircraft,thefirstofwhichshouldbe flyingintwoorthreemonthstime.

ThedecisiontobuildaeroplaneswastakeninMay 1978andtheVP2waschosenbyDennisKeam,Head oftheDesignTechnologyDept.,becauseofit's simplewood/plyconstruction.Thesummertermwas usedtoplantheprojectandmakethebulkheadsand wingribs.WorkstartedinearnestinSeptember involvingmainlyfourthandsixthformersbutthe simplerworksuchasdrillingthelighteningholesin thewingribsandglasspaperingwassharedamongst thejuniorpupils.ByearlyNovemberthefuselage wascompleteandwhenthemuchawaitedsprucefor thewingsparsarrivedthewingswerequicklybuilt andfittedtothefuselage.InJanuarythestabilator andrudderwereassembledandmostoftheleading edgeplyonthewingwascompleted.Theremaining partstobemadearethefueltank,stabilatortrimtab andtheundercarriage.ConversionofaVW1600cc upratedto1834ccisbeingdonebyalocalengineering firm.

Oneofthemanyaimsofthisexcitingprojectisthe stimulationofinterestinthepupilsinthehigher technologyBritishindustries.TheHeadmaster,Mr. DerekBurrellhopesthatagenerousresponsefrom industrywillbeforthcomingtofinancethisand futuresimilarprojectsataprogressiveTruroSchool inthisit'sCentenaryyear.

62-10343. DouglasBeaumontwritestotellusthat hisVP-IprojectG-BGFK is wellunderwayin Bradford,Yorks.TheFuselageisalmostcomplete, andaVW1500hasalreadybeenreconditioned. 29-10390. GeorgeStylesofBirminghamisbuilding aFREDIIG-USTYforhissonSteven,andhopesto completeitintimeforhisson's PPL. The registrationlettersareG-U(Ultralight)STYles!

43-10407. F.SharplesregisteredIlkColihriproject G-GODSon19.1.79.

34-10444. BillColsonkindlyfilledinthe backgroundtohislatestprojectforus.During1976 heacquiredCassuttG-AXEA(PFA/1342)andafter completerebuildingandextensivemodificationin Kenya,flewitlocallyforafewmonths.Afterracingin the1977UKseasonsitwaswrittenoffinMaylast year.Toreplaceit Bill hasdesignedamuchmodified version—theCassutt—ColsonVariant.Thiswill featureacleanerfuselagesectionandinparticulara longtaperwingof21ft.span.Foam-core,glassreinforcedplasticwillbeutilisedinmany components.Workisjustgettingunderway followingtheassemblyofazero-timeContinental0200,andBillhopestocompletetheprojectwithinthe nexttwoyears.

29-10445. A.G.EdwardsofDarlingtonregistered hisFRED.G-BGHZon12.1.79.

OtherProjects

G-ARFVNipper.Followingourmentionofits crashandsubsequentrescue,DavidHockinskindly wrotefromWestWickham,Kenttofillinthedetails. DavidcollecteditfromBristolwitha3tontruck, andtheaidoftwoheftyaircadetsfromhisATC squadron—asDavidremarks"liftingitupintothe backofalorryleadsmetodoubtthedefinitionofan ultralight"!Atmid-Marchthefuselagehadbeen strippedandrepairedandwasawaitingrecovering.

LikeallprojectsofthistypeDavidsayshestartedoff thinkingintermsofarepairjob,buthenowrealises ithasdevelopedintoafullblownrebuild. Neverthelessprogressiscontinuing,andhehopes toflyittoLeicesterinJuly.

G-AXMBMotor-Cadet WehearthatIanSmith wasactivelyflyingituntil1976whenitwas damagedtaxi-ing,andevenfurtherdamagedwhilst lyinginstorage,whentheenginewasrippedoutand stolen.However,happilyanewrebuiltengineis nearlycomplete,andIanhopestohaveitat Leicester.

G-BGIHRandKR-2G&D. G.Parkof ShoeburynessregisteredtheirRandKR-2project withtheconstructionnumberG.P.-1on24-1-79.

SopwithTabloid WehearfromDerekLeatherland thatDonCashmoreiswellonthewaytowards completionthisyearofhisreplicamachine.Built fromtheoriginalSopwithdrawings,construction startedinearly1976,andsofarover1400manhours havebeencompleted.Theengineisaconverted ContinentalPC60GPU.

Gyros

G-AWLMBensenCB8MS C.Ashbytellsusfrom KingsLynnthatthepermitwasrenewedon13.3.79, andtodatesinceApril1969hasflownatotalof46 hours.

G-BGIOBensonB8m C.G.JohnsofCamborne, CornwallregisteredhisBensonon11.1.79.

HomebuildinginKenya

BillColsensentusaverycomprehensivesurveyof activityinthearea,whichindicatesarecentupsurge. AswellastheTurb5Y-AKC,CassuttG-AXEA,and JohnRosser'sVari-ezealreadymentioned,several otherprojectsdeservemention.AsBillsays,the "spam-can"fraternityinKenyaaretodaygetting somecompetitionfromthehomebuilders."Daddy"

Probyn,whomustbenotonlyoneoftheoldest licensedpilotsstillflying,butoneofthelongest activeoneshavingfirstflownpriortotheFirstWorld War,mustbethebestexampleofwhatcanbe done—hisJodelD.95Y-ALImentionedlasttime,is stillveryactive.

Billsaystheearliesthomebuiltexperimentsinthe countrywerealmostcertainlyconductedbyMr. Binks(locallyknownas"ThePhotographer")in 1910.Hewasexperimentingwith1/3scaleflying

HOMEBUILDERS! for..

SHEETMETAL,TUBES,RODS,NUTS, BOLTS,RIVETS—INFACTALMOST ANYTHING FORANYAEROPLANE

modelssuccessfully,butdidnotapparentlyprogress tothefullsizevariety.Post-Waroneofthefirst projectstoreachfruitionwasthePitts5Y-A0X, whichwasmorethepersonalprojectof DonMattison,ratherthanaconsortiumofAeroClub ofEastAfricamembers.Theaircraftwasshippedto theU.K.in1976,andisnowofcourseG-LOOPwith PhilMeeson.AswellasJohnRosser'sVari-eze, anotherwasstartedashorttimepreviouslybyJohn Holborn,butwastemporarilyshelvedonhistransfer toBaghdad.Heapparentlyintendstocontinue makingcomponentsthere,butthelocalIraqi regulationsarelikelytoforbidtheassemblyofan aircraftinanyrecognisableform,soitwillprobably notflyuntilJohnmovestoabasewhereregsareless severe!OtherProjectsunderwayincludeIvan Smith'sRandKR2whichisalmostcompletein Nairobi,andDoctorBasilSebley,alsoofNairobi,is welladvancedonhisVansRV-35Y-BES.Thisis,as Billcomments,goingtobeanimmaculatemachine. Capt.TonyBritchfordalmostcompletedaBedeBD5inKenyaafewyearsagowhen,asBillputsit"the prospectofthedesignfillingtheskiesinvast numberswasveryreal".TheBedehasgonewith TonytoMalawi,whereitcurrentlyresidesinsemicompletestateintheAirMalawibaseat Blantyre/Chileka.

Allinallitisnicetoseesuchalevelofactivityand manythanksareduetoBillColsonfortakingso muchtroubletobringthenewstous.

New Projects

24-10460Zenith RayDelves.11RutlandRoad, Hove,Sussex.

62-10461EvansVP-1 M.Dugmore,21Buttermere, Liden,Swindon,Wilts.

29-10462FRED J.Doe,170FoxhullRoad, Ipswich,Suffolk.

69-10463PazmanyPL-2 B.Goodliffe,55 Srnithbarn,Horsham,Sussex.

29-10464FRED V.Tingley,3CharnwoodClose, Lichfield, Staffs.

63-10466 EvansVP-2N.Galbraith,10St.Andrews Road,Bedford.

05-10467Sprite G.Harfield,15DerwentClose, Allestree,Derby.

43-10468ColibriMB-2 C.Wood,55Bradfield Ave.,Teynham,Sittingbourne,Kent.

35-10469StardusterTwo T.Valerio,767 PollockshawsRoad,Glasgow.

72-10470AcroSport J.H.Kimber,OrchardView, GarthRoad,SouthOckenden,Essex.

60-10471TaylorTitch M.L.Davies,63High Street,Tonyrefil,MidGlamorgan.

62-10472 EvansVP-II.W.Black,11Beaumaris Gardens,EastHerrington,Sunderland.

62-10473 EvansVP-1B.J.Boughton,RedBrooks, VicarageRoad,Thetford,Norfolk.

20-10474SE-5AReplica K.Waldron,159Bois MoorRoad,Chesham,Bucks.

17-10475PazmanyPL-4 K.Potts,Aeronautical TrainingGroup,LutonAirport,Beds.

76-10476ThorpeT.18. R.J.Miller,18Manor Court,AylmerRoad,LondonN.2.

94,10477Quickie M.Daougherty,2Bridgeview Place,Arboyne,Aberdeenshire.

05-10478Sprite. B.Jones,Willowcroft,FirstAve, HookeEnd,Brentwood,Essex.

55-10479TaylorMonoplane G.A.Gorden,4 AinsdaleClose, Bletchley,MiltonKeynes,Bucks. 05-10480Sprite D.G.Mathews,48Sunnyside Road,Epping,Essex.

62-10481EvansVP-1.J. C.Walker,Brownhill Farm,WestMorton,Keighley,W.Yorks.

TheWellInformedPilot

byRayDelves

Fortheprofessionalpilot,operatingoutofalarge terminalairport,withitsfullyequippedcrewcentre, itisnotdifficulttobewellinformed.Fortheprivate pilotoperatingoutofasmallclubairfieldorprivate strip,withnothingmorethanapublictelephonebox downtheroaditisnotquitesoeasy.Yetthereare over20,000privatepilotsintheUKoperatingmostly inuncontrolledairspace,againstlessthan10,000 professionallylicensedpilotsoperatingmostlyin controlledairspace.Doesnottheprivatepilot,then, deservetobebetterinformed?

Whencontemplatingacrosscountryflightanewly qualifiedpilotwillcertainlyrememberhis instructor'swords—adequatepre-flightplanningis essentialtotheproperandsafeconductoftheflight. Hisfirstrequirementwillbeanuptodatemap.This isfairlysimple.Ifnottobefoundlocallymapsare readilyavailablethroughthepost.Next,thenew pilotwillrecallthatheisadvisedtoreadthe AeronaticalInformationCirculars(A1C's)andcheck Notarnsfortemporarynavigationwarningsand Royalflights.Thisiswherehisproblemsstart.Fle maywellhavebeenrefusedhisowncopyofAIC's, presumablyonthegroundsofeconomy.Having locatedasetatafriendlyflyingclub,togetherwitha setofNotamsheisfacedwithalonglistof temporarynavigationwarningsgoingbackovereight weeksorso.Thenhestillhastocheckwithhis nearestAirTrafficControlforanyClass1Notams andRoyalflights.

Aforeignflightpresentsmoreproblems.Evena moreexperiencedpilotcansetout,say,for AmsterdamblissfullyunawarethattheFrench PresidentisvisitingCalaisMarckandthatLes DiablesRougesaregivingadisplayalongOstend seafrontuntilhecallsupontherespectiveapptoach frequencies.Possiblyacalltohisnearestunitofthe AeronauticalInformationServicemighthavewarned himofthesehazards,buteventheywouldnothave toldhimaboutthespecialVFRrouteintoSchiphol AirportatAmsterdam,detailsofwhichonlyappear intheDutchAirPilot.

Theproblemreachesalmostinsurmountable proportionswhenthepilot,howeverexperiencedhe maybe,isoperatingnon-radio,outofaprivatestrip, andisonalimitedbudget.Bythetimehehasbought theAirPilot,subscribedtoNotamsandpaidtohave atelephoneinstalledatthestrip,hemaywellhave insufficientfundstofillthetank.

Meteorologicalinformationposesanothersetof problems.Onemeteorologicalofficerecently circulatedalettertoflyingclubsactively discouragingpersonaltelephoneenquiriesand recommendingtheuseoftheGeneralAviation VisualFlightForecastService(GAVFFS).Yetthis servicehasverystrictlimitations.ItdividesEngland, WalesandpartsofNorthernFrance,Belgiumand Hollandinto21areas,acodedforecastforwhichis availableonanAutomaticTelephoneAnswering Service(ATAS).UnfortunatelytheATASisonly availablefromLondonandManchesterandeven thenitisnecessarytoringtwonumberstogetthe forecastsfortheareascoveredbyaflightfrom,say, ShorehamtoShobdon.Addtothisthevagariesofa vandalisedcoinboxtelephone,anditisnosurprise thattheserviceinnotpopular.

TheGAVFFSitselfisfarfromclear.Itdividesthe weatherintofivecategoriesfromCAVOK,whichis fine,ineverysense,toX-Raywhichmeansitisso

PopularFlying,May-June,1979

thickthatitneedsoneofMr.Röntgen'sexcellent machinestoseethroughit!Thismuchleavesno doubt,buttheintermediatecategoriesdonotmake suchsense.Forinstance,themiddleone,Delta, indicatesthatthevisibihtyIs3to8kmwith4oklas, ormore,ofcloudat1000ft,orthatthevisibilityis8 kmormorewith4oktasormoreofcloudbetween 1000ftand2000ft.So,theweathermightbymore than8kmvisibilityand4oktasat2000ft,whichby Englishstandards,isquitegood,oritmightbe3km visibilitywith8oldasat1000ft.whichbyany standardsisdefinitelynotgood!Perhaps,then,the poorprivatepilotisnotalwaysentirelytoblamefor thatso-calledweatherrelatedaccident.

TheCAAandtheMeteorologicalOfficewill almostcertainlysaythattheycannotprovidemore andbetterservices,withoutgreaterexpenditure,and ifthishastobepassedontothepilot,thenitmight provetobeself-defeating.Thisisprobablytrue,but theauthoritiesmustrealisethatwhilstawell informedpilotisnotnecessarilyasafepilot,the provisionofadequateinformationmustgoalong waytowardsthesafeconductofanyflight.Economy inthedisseminationofknowledgemaywellbefalse. I(moremoneyisspentin,forinstancethecirculation ofAIC'sthenperhapslessmoneywillhavetobesent ininvestigatingaccidents.

ThedistributionofanA1Ctoeverycurrentprivate pilotwould,then,beagoodstarttowardsbetter iii formalion.butthecontentofthecircularscould alsobeimproved.Insteadoftheendless announcementsofinstrumentapproachcharts, whichmostprofessionalsalreadygetintheir .leppesenorAeradrevisions,perhapsspacecouldbe giventosummaryofNotamslikelytobeofinterest totheprivatepilottogetherwithamapoftheUKto actasanindextothetemporarynavigation warnings.Forexample,themapcouldshowthe relevantNotamnumberoverLeicesterEast aerodrome,andinthesummarythenumberwould beannotated:—"6to9July—PFArally—dense traffic—arrivalprocedures—restrictionsonairspace andarrivaltimes".Theitinerantpilotwouldthusbe warnedandthevisitingpilotencouragedtoseekout andreadtheNotamtogetthefullinformation. Converselythatweekend,thecrosscountrypilot from,say,HenstridgetoHeadcornwouldnotneed toreadinformationofnointeresttohim.

IthasoftenbeensaidthattheUKhasthemost anti-aviationweatherintheworld.IntheUSA, wheretheweatherismoreeasilypredicted,pilots havetheirownearlymorningTVweatherreport. Theycanthensetforthtotheairportwiththegeneral picturewellinmindandonlyneedtochecktheir actualdestinationandalternateweatherbefore departure.Surelyasimilarservice,perhapsbothon radioandTVcouldbeprovidedintheUK.The timingrequiredishardlypeakhourandthe meteorologicalofficerssoemployedwouldrelieve theircolleaguesaroundthecountryofmanyredious telephoneenquiries.

Onefinalthought;iftheweatheriskindinearly July,thenLeicesterAirportmaywellbethebusiest airportinEuropewithmorethan500arrivalsand departuresonthetwobusiestdaysofthePFArally. Thiswouldbeanidealopportunityforthe MeteorologicalOfficetocometoitscustomers,an opportunityforittoconductamassivepublic relationsexcercisewhilstprovidingausefuland muchneededservice,andanopportunityforPFA pilotstoshowtheauthoritiesthatawellinformed pilotis,afterall,asafepilot.

PROPELLERGEARING

byJ.K.Rushton

IwelcomedthearticlebyPhilCozens(P.F.22-6) andwishthatmorearticlesdealingwithtechnical mattersappearedinPopularFlyinn.

Iwouldliketomakesomecommentabouttwo aspects01-Mr.Cozens'article.

Neartheendunderconclusionnumber4,hestates: "iftheflywheelisleftontheennineall considerationsofvibration,etc.,shouldhe forgotten".

Thisisnotso,becausetheflywheel—shafts— propellersystemhasanaturalfrequency,which frequencymayfallwithintherangeofoutput vibrationsfromtheengine.Atwo-bladepropeller mayalsointroducetorsionaloutputvibrations whenitsshaftisnotparallelwiththelocalairflow, butfortunately,itisunlikelythatthesevibrations wouldbesignificant.

-roreturntothenaturalfrequency,ifageared systemhadshortandveryrigidshaftsfromthe flywheeltothenearsandfromthegearstothe propeller.thenthenaturalfrequencyofsucha systemmay possibly beabovethehighestinput frequency.Butifitisdecidedtousegears,itislikely thatadvantagewouldbetakenofhayingafairlylong propellershaft,perhaps12inchesormore.Inthe lattercaseitisalmostcertainthatthenatural frequencywouldfallwithintheinputfrequency range.

Ihavedonesomecalculationsforaparticular designofgearingfora1600cc,V.W.engine.The ratiois3/1,theshaftfronttheflywheel(andclutch) tothepinionisthestandarddriveshaftusedinthe car,andtheshallfromthegeartothepropellerisa

1.75inchesdiametersteeltube,24incheslong.Asthe gearratioisfairlylarge,thepropellerdiameterisalso large,actually7feet.Thenaturalfrequencyofthis systemisabout17cycles/sec.

Therearemanyvibrationsfromapistonermine, buttheonlyreallysignificantoutputtorque vibrationsfroma4-cylinder4-strokeengine(which hasaspeedrangeofnom600to4400rpm)have frequenciesfrom20to147cycles/sec.

ThereforethenaturalFrequencyof17c/sforthe gearedsystemisunacceptablyclosetothelowerend oftheinputrange.Henceitisnecessarytoreducethe naturalfrequencyofthesystem.A1.5inches diameterIISWGtubeisadequatelystrongenough todealwith the propellertorque.Thenifsuchatuhc isusedthenaturalfrequencyfallsto14.2c/s,this frequencyisacceptable.

Asthe1.5inchesdiametertubeisstrongenough, whywasa1.75inchesdiametertubeinitiallychosen? Thereasonwasbecauseofanotheraspectwhich shouldbeconsideredforpropellershafts,namelythe largemomentsaboutaxes normal tothepropeller shaftwhenthepropellerisyawed.Therefore,forthe particulardesignconsidered,the1.75inches diametertubewasretained,(sleevedoverthe1.5 inchesdiametertulle)hutnottakinganytorque forces.

ThesecondobservationonMr.Co/ens'articleis comparativelyminor,itconcernsthemagnitudeof theinertiatorqueshownonfieure3.Thepeakvalue shownfor5000rpmis665NamAsthecrankthrow for aVW engineis0.0345m,itcanhededucedthat thetorquegivenassumedthatthetotalweightofthe reciprocatingpartsis20.0N(4.50lbf).Thisisrather lightasinfact,heactualweight,forthe1600ceVW engine,isnearer30N(6.74 lbo.

LONDON SAILPLANES LTD.

TRINGROAD,DUNSTABLE BEDS.

Tel.-Dunstable62068

01,ENMONDAY roSATURDAY-9 A.M.To6P.m.

StocksnrmostmaterialsfortheflonmeBuilder

Fabric, 343, 575,Linen7F1/5CandDacron Dope(ClearandColour),PinchinJohnson, TitanineandRhodius

Spruce,PolishPineandAsh

ControlCablesmadeuptoorder

Adhesives,AcroliteandAerodux

Fibreglass,ResinandMicroballoons

SteelTube,SheetandRod

GL1AircraftPlyfrom0.8mm.to3.0mm.thick Widerangeofinstrumentsinstock

C.A.A.welding.Machiningandre-sprays

Sendsa.e.fmpricelist

Finals

DAWNTODUSK COMPETITION1979

TheRulesofthispopularannualeventhavebeen re-writtenforthefirsttimein10yearsprovidinga wealthofadditionalinformationonthejudging criteria.

Theessenceofthecompetitionistoprovidea meansofencouragingthemostfruitfuland interestingemploymentofalightaircraftandto demonstratethepracticalpossibilitiesofaday's flying(notlessthan8hoursrequiredwhichwitha crewof2isonly4hourseach).

Manyinterestingrouteshavebeenflowninrecent yearsandevenmorearealreadypromisedforthis. Upto10prizesareawardedeachyeartogetherwith certificatessignedbyTheDukeofEdinburgh,the ChiefJudge.

InadditionforthesecondyearaG-NAVcontest willalsoberunsponsoredbyWansborough-White andCo.Ltd.withprizemoneyof£150forthewinner and£50fortherunnerup.

TheContesttakesplacebetween9thand29th June,onadatetosuitindividualentries.Full informationcanbeobtainedfromtheTigerClub, RedhillAerodrome,Redhill,Surrey.TelephoneNo. NutfieldRidge2212.

The1stBritishNational PrecisionFlyingChampionship

TheTigerClub,meccaofSportingFlyinginthe U.K.areencouragingyetanotheraspectoflight aviation.

OnJune2/3,1979,theywillbeholdingthe1st BritishNationalPrecisionFlyingChampionshipand alreadyinterestisbeingwidelyshown.The Championshipisdividedinto 4 parts.Flight Planning(electriccalculatorsallowed);a navigationflightwithessentialtimingandtrack maintainingparameters;atestofobservationof targetsandtheidentificationofphotographs;and fourdifferentspotlandings.TheRulesaresimilarto thosethathaverecentlybeenrevisedbytheFAIfor theWorldChampionshipinAugust.

Anumberofannualprizeswillbeawardedincluding onelorthebestforeignvisitor.Howeveritisnotan eventsuitableforpublicviewingduetotheabsence ofaircraftfromtheairfieldforlongperiods.

Inordertoensurethatallinterestedpilotsfully understandtherequirements,theTigerClub proposestoholdbriefingsgivingadviceandhelpto anybodyrequiringitnitishopedthatthisopenoffer willencouragemanymorepilotstocomeforward. Theeventualtargetbeingthe1981World ChampionshipwhichistobeheldintheUnited Kingdom.

FulldetailsandentryformsavailablefromThe TigerClub,RedhillAerodrome,Redhill,Surrey. Telephoneno.NutfieldRidge2212.

METRIC TIME

Themuchpublicised"MetricTime"islikelyto comeintoforcewithinthenextdecadeanditis thereforetimetostarteducatingthegeneralpublicin thesystem.

Fromthatdatetherewillbe10secondstothe minute,10minutestothehour,10hourstotheday

Obviously,fromaServicestandpoint,duetothe factthatonenewhourrepresentsonly5/12thsofan oldone,employeesmightbeexpectedtoworklonger hours,viz31/4 decidaysormilimonthsperday. However,asthisisinconvenientforadministration andpayrollpurposes,itisintendedthattheluncheon breakwillbeshortenedby2/5thsofanewhour,thus makingatotaldailyworkingtimeof4newhours.

Itisnotexpectedatthistimethatany compensatoryupliftwillbemadetosalaries,except inthecaseofleapkilodays,whereanadjustmentwill bebuiltinattheendofthehectodayevery1.46 decamonths.OvertimeMealVoucherswillbeissued tonon-managementhectdailyrollemployeesfortime workedinexcessof5/6thsofadeciday,provided approvalfromlocalmanagementhasbeenobtained beforehand.ThePensionSchemewillnotbe affected,butSuperkilodayuationwillbeadjusted accordingly.

AfurtherbulletinwillbeissuedclosertoDeciday but,ifthesearrangementspresentdifficultiesorif youhaveanyqueries,pleasedonothesitateto contactyourInformationOfficer.

LEAVE

Leavewillbeaffectedonlyasfarasthechangeto metrictimeisconcernedandno-oneshallbeworse offthanpreviously.Thus,ifanyemployeewas entitledto22days(oldtime)hewillnowbeentitled to220decidaysoronehectodayplus20decidaysfor everyhectodayoverandabove20kilodaysservice sincethe10thdecidayofthethirdhectodayof1954. TheQueen'sBirthdaywillaccordinglybereducedto 5decidays(6southofBirmingham)but10 demidecidayswillbeadded,whererelevant,tothe ChristmasBreak,whichwillbemoved,after27 hectodays,totheAutumnBankHolidaytotake advantageofthelongershoppingdecidays.The AutumnHolidaywillbecancelled.Theterm"a monthofSundays"nottobeusedonofficial documents.Thecorrecttermtobeissuedwillbe"a hectodayofDecidays".

VINTAGE AIRCRAFTmagazine

Idealreadingmaterialforloversofold aeroplanes.Nowestablishedasthe leadingmagazineinitsfield.

VintageAircraftbringsyouAirTests, MuseumReports,WorkshopReports, andmanyotherfeatures;notforgetting ourhistoricalarticlesinthe'Golden Age'series.

Samplecopies75p+lOp P&P

POPULARFLYINGispublishedin Januaryandthereafterinalternate months.Alladvertisements to hesent to:AdvertisementManager,Popular FlyingAssociation,TerminalBuilding, ShorehamAirport,ShorehamThy-Sea, Sussex.

Semi-displaypercolumninch£500. Lineage(minimumthreelines)perline 50p.Discounts:seriesofthree5%. Seriesofsix10%.Agencies10%.

FREE 1N.4ernhersarcnowfen• IltledPOW"l'ree Adverts.peryear,subjecttobeingofnon-businessnature andtospacebeingavailable.

QuoteMembershipNo.

For£1.50wewillincludeaphoto ofAeroplanesforSale.

ThePEAdoesnotnecessarily guaranteeorendorseanyproduct offeredthroughouradvertising.

Members'attentionisparticularly drawntobuiltandpartly-builtAircraft.Theyshouldsatisfythemselves thatthemachinehasbeenclearedto P.EA.standardsiftheysubsequently intendtooperateitthroughthe P.E.A.Airworthinessfacilities.

PLANS!PLANS!PLANS!

AFROMODLLIALZ PLANSSLIMCEis

Worldrenownedforitsvastrangeof subjects.Flyingmodelsalalltypes plustheuniquescaledrawingsseries whichIncludesmanyP.F.A./E.A_A. subjects,un.CLER1111.W01,ISAACS EugY &SPIT Pros52A,THOM, T18, 'I AllWINDetc. Sendforlatest AeronanlellingHotlyHandbookNo.I price50pI15ppost.

Model&AlliedPublications

PlansService,P.O.Box35

HemelHempstead FlertsHPIIEE

DONORWANTED. Hasanyonetwoscrap LucasSR4Magnetosforourstrutstatic exhibit,alsoscrapVWpropforsame.Tel: DaveBerry,Nuneaton69921

CLINOMETERS byHilger&Watts.Mark

7. Full360ProtationandverniascaleNew inpolishedwoodencase,completewith manulOcturerscertificateofaccuracy£48 carriagefreeTel:0214453018

UNUSED setofSpriteplans£30o.n.o.T. WoolleyVineTreeCottage,GwentRoad. Mardy,Abergavenny,Gwent.

FORSALE. Completeandunusedplans forSoneraiII£27,RandKR1£8.Vertex magneto(plugsintodistributorhole)needs overhauloffers.TelPeterThompson024 876254(evenings).

FORSALE. Twodamaged,repairable aircraft.Kittiwake,metal,single-seater withlowhours0200engine.LutonMajor withMikronIIengine.Notimetorepair ffersW.L.Gordon.Tel:03003298 (Dorset).

FORSALE. C.85 Continentalnon electricmodelf350.Retractable undercarriagewithslimwheelsandbrakes. RemovedfromMinicabidealforCavalier, FW190Project.Pluscompletesetofmetal fittings,enginemountandflyingcontrols forMinicab.Alsocompletesetofmetal forSipa903flyingcontrolsoc. wouldfirmanyprojects.BestOffersto MikeHuttonTel:01-890-6678(evenings).

5.T.0.L.Performanceon1500VWandup.Foldingandroadable—onown wheelsortrailerEasytofly.CMcaptobuild.Longestsinglecomponent12"9"" long.Plansconsistof26highty-delailedsheetsplusriggingnotes,construction notesandmaterialslists.

PerSet—5

Information Pack—fI

ERIC(_LETTON,92NEWLANDSSTREET,SHELTON STOKE-ON-TRENTSTAFFORDSHIRE,ENGLAND.

WANTEDSoneraiIIprojectallreplies answered.SteveBowden,14JuraPlace, AherdeenAB26FD.

FORSALE.Propellersuitablefor VW1200EvratypeD-9-26.Goodcondition) E120alsoconvertedVW1200engine,Offers JaneBarkerTcl:NuffieldRidge2217.

TURBULENTPARTS. Ribsailerons, tailplanes.jigsetc.Enquiriesandcallers welcomed,S.Evans,CastleWater Aviation,RyeHarbourRoad,Rye,Susses. 08E)

WANTED forFlybabyproject.Continental enginemount.Widthlessthan21inches e.g.excub.AlsoKartwheelstotake6.00 x6lyres.FrancisDonaldsonTel:Orford 3222.

VITANTED1MrContinentalA.65,2map andcarburetor.Tel:J.S.Roberts,Knowle 77228

FORSALENewdeIlavillandChipmunk Pilotsmanual,offersB.R.Vickers021523-6235or021-353-9459(evening).

( 10DELENTHUSIASTS Doesanyone knowofanypublicationregardingthe historyandoriginalfactoryassembly techniquesforJodclstohelpwiththe restorationofJodelD.I17aNo.915()REDO.Pleasecoin:letB.R.Viekers021523-6235or021-353-9459(evenings)

WANTED Spinnersuitablefor100hp engineDaveRoweTel:087277931

FORSAI.E SicerableTailwheelwithreconditioned5'72"Solidrubber(wedwheel, exTerrierbutwillfitany11/2""leafspring .1:45.King95F160Channelradioinuse untilrecently.Completeincludingheadset harnessrequiresre-certification[200.A. Mason,Tel:StokeMandeville3460.

DOESANYBODY wanttosella'FRED' project,materials,engineH60(1ccormore) partcompletedOrwihatsolongasitis signedout.1-S.Brayshaw.Yorkshire Hussarlon.Markingion.Nr.Harrogate. Tel:BishopMonkton327.

ALLCONTINENTAL enginesoverhauled. rebuiltincludingtonilhourstandardContinentalpartssuppliednewand secondhand.BrianMills0220262951 Cambridge.

FORSALE HalfcompletedTurbulent Project:Fuselagewithwindscreensand roll-bar:Tailplane.cloator,rudderand someribs.Allsigneduptodate....E500Tel: (Ealing)01-9978681.

PLANS:

EVANSVP-I

SimplybuiltVWpowered.Onlyone verticalandonehotijontaltailempennage.Onepiecebentupaluminiumgear. Simplel-bulkhcad.ssoodfuselagewithno metalliningsorclothcover.Noengine mount.Simplewing.plankspars,ribs• stack-sawedfromJ")ply.EsansVPI roadtowswithouttrader,andstoreseasily ingarage.ForPlan alidBrochureprtees seePTA.olliceadvertisement.

TAYIORMONOPLANE

lihepopularsingleplace,lowwing,all woodmodel.30to60h.p.100m.p.h., with1300VWengine.Span21'.length15'. Brochure.70p.Plans£16,Construction photos£2,S.A.E.withenquiriesplease. Mrs.J.Taylor,25ChesterfieldCrescent. LeighonSea,Essex.

TAYLORTITCH

Asuperstnineplace.lowwing,acrobatic tourer-racer.Simpletobuildwood construcbonfor40to95h.p.engines. Superbplansforthissuperbaeroplane includelullsirerahsheets.material hstandnumerousadvisorynotes.Span 18"9";Length16"Brochure,70p,Plans 1.20.Constructionphotos[2.S.A.E.with enquiriesplease.From:Mrs.Taylor,25 ChesterfieldCrescent,LeighonSea,Essex_

GROUPAIRCRAFT forsale.CofA. threeyears.Enginetopoverhauled.Fly awaytodayforthissummer.Radio optional.BrianMills.0220262951.

FORSALE KangolLap/diagonalseat belts.Pilot/co.pilotseatsnewwith approvalcertTel:.1.Fish,Preston615051

FI.YSAFELY..., addtoyouraircraftstall andincipientspinwarninghorn.Fitted easily,kitcomprisesdetector,buzzer. wiring,optionalswitch;for12vor6vdry battery.Details etc., BrianMills022-0262951.

WANTED TipsyNippercanopy.Damaged oneconsidered.C.PiperTel:Harpenden 63872.

TIPSY'B'-AFJR.Ern rebuildingher andIwouldliketohearfrompastpilots, owners,spottersetc.aboutherhistory.Any photos,documentsappreciatedand returnedwithcare.MikeVaisey,33Manor Road,Wheathampstead.Herts.

WANTED withcurrentCofAorpermit. NipperIIlaorFournierRE-4D.Fulldetails toR.Davis.Tel.074-784-844.

LEICESTERSHIRESTRUT. Itis proposedtoformalocalstrutcenteredin LeicesterattheJudgeMeadowCommunity Collegewithfacilitiesfordrilling,turning, weldingetc.anyoneinterestedplease contactJackINks,29Westmeath.Aveinue, Leicester_Tel_412474.

BILLOVERYandDAVE GODDARD

Fullycertifiedinstrumentsavailable esstock,allpricesilleludepostage U.K.

QualityRotarybladePinking Shears.E8.25.A.S.I.31/8"dia.40-160 knots£31.50Scottoiltemperattlietkit reads100-250cE16.50.Scottoil pressuresgaugereads0-120p.s.i. matchestemperaturegaugeEl1.50 Airpathpanelfittingcompass121.50 Miniaturevacuumhorizon31%,cut outtwocolourpresentationE119.50 Matchingdirectionalgyro31/,'dia. El19.5018mmsparkplugfitting Cylinderheadtemp.kit1:29.50Alsoto suit14rumplugsE37.504'polished alloyventuri£22.50.Fullycertified Slick4201magnetotosuit CORIinental0-200a-15-cengines E45.50.

KandIAeroServices,3Tuns, Hothead:Clough,Spalding.Lincsi callerswelcome.Tel:0406-24014

AREYOUFLYINGTOTHEPEA

RALLY atLeicesterthisyear?Scottish basedPEAmemberwouldlikearideSouth forweekend_Wouldmeethalfcostof returnflightandpreparedtotraveltoany pointinScotlandorNorthernEnglandto meetaircraft.Contact:GeorgeMaidens, NebCottage,Ballathie,Stanley,Perth. 'phone025083313.

DAIRYDATES1979

APracncoipaid°iiiclastgn camstrucnonandwr)airorALL lyposyvoodenpropelkas5250 ir pp

ERICCLUTTON

92NewlandsStreet, Stoke-on-Trent, ST42RF, ENGLAND.

FORSAI.E. AllmaterialsforSprit mainsparE200NIainsparcomplete£250. Mergerofprojectsforcessale.K.Rickard Tel:PottersBar50939IN/01.

SpecialRolls-Royceengineprices forPFAmembers.

Areyouahomebuilder andamemberofthePFA?

Ifso,youprobablyqualifyforthisnew schemewhichoffersyouRolls-Royce enginesatpricescomparabletothosegiven toprincipalaircraftmanufacturers.Theengine typesarelistedbelow

0-200-A@£2600nett

0-240-AI@£2900nett

0-240-E©£2850nett

Allpricesareex-worksCrewe,inclusiveofimport dutybutsubjecttoUKVAT

Howtheschemeworks

Asaleadingmanufactureroflightaircraftengines andsupporterofthegrowthofthisbranchofUK aviation.Rolls-RoyceMotorswillsupplyenginesto thePFA.

ThePEAwilladministertheschemeand memberswillbeabletopurchaseengines throughthePFA.

Howtoqualify

1.Applicantshallbe fullypaidupmemberof goodstanding /Theapplicantshallsignan undertakingthattheengineisfor hisownuseandshallnotbere-soldfor commercialgain.3.Purchaseshouldbemadeon acashwithorderbasis.4Theengineshallbesold withfullRolls-RoyceMotorsWarranty

5.Detailsoftheregisteredowneroftheaircraftin whichtheengineistobefittedandalsofulldetailsof theaircraftaretobesubmittedwiththeapplication.

6Alltransactionswillbebetweenmembersandthe associationandnotdirectwithRolls-RoyceMotors.

7ThedecisionofthePopularFlyingAssociationin acceptingorrefusinganapplicationshallbefinal.

8.Thepriceoftheengineshallbesubjecttochange withoutnotice.9Itisclearlyunderstoodthatall productsupportrequirementsaftertheinstallationof theenginemustbeobtainedfromthe Rolls-RoyceMotorsapproveddistributor networkandnotfromthePFA

FulldetailsareavailablefromyoutlocalStrut.

OLLSOYa Specialist andLightAircraft EngineDivision pith:oiledhyPopularFlyingAssociation(PFAULAN(LTD.)onbatonlofthePopularFlyingAssuciadon.TerminalBuilding,ShorehamAirport Shoreharn-by-Sea.Sussex_PrintedinGreatBritainbyCrownPrinters,Morriston.Swansea.