Light Aviation May 2020

Chairman

TIM HARDY

CEO

STEPHEN SLATER

Chief Engineer

FRANCIS DONALDSON

B.Tech c eng FRAeS

Chief Inspector

KEN CRAIGIE

President ROGER HOPKINSON

MBE

Vice Presidents

BRIAN DAVIES & JOHN BRADY

Engineering email engineering@laa.uk.com

COMMERCIAL Email office@laa.uk.com

The joy of diversity…

Ihope all is well with you, your families and friends, as we are, by the time you read this, well into the second period of lockdown and it is becoming clearer that those of us more at risk are likely to be facing restrictions for some while yet. The CAA has moved with credible haste on licencing, medical and maintenance issues – well done them. It is now incumbent on pilots to play the game and abide by the intention of the maintenance flight rules, we don’t want a selfish few spoiling it for the lawful majority.

To prepare for the time when we are able to take to the air again, we have an article about bringing your aircraft back into service after a long lay off. Certainly, there are many aircraft that have not flown for several months, what with the dreadful weather and waterlogged airfields. The dreaded COVID-19 couldn’t have been worse-timed to continue the frustration of pilots keen to get some air under their wings, meaning that possibly the best part of five months have elapsed since some aircraft have flown. Please read the article and take heed of it.

The most likely gotcha will be the fuel system, months’ old mogas needs draining, filters need cleaning and fresh fuel needs putting in. And pilots too will be more than a little rusty, so take extra time to think about that first flight, where will you go if the engine falters on climb out – get the nose down quickly to maintain speed and don’t go wracking it around trying to get back to the strip. Best fly in benign conditions too, a 15kt gusting crosswind might prove more alarming than you bargained for!

Two items in the last issue have brought more correspondence than any other subject for a good while, prop swinging and hangar/

Rotax engine security. I’m going to leave the security issue until next month and cover it in reasonable detail. This issue contains some of the excellent comments on the Armstrong starting system. Thanks to all who took the time to get in touch.

We also have a Project News Special on Bill Sweetnam’s Van’s RV-14, the first of the type to be completed in the UK. To the non-RV aficionado, it looks very similar to an RV-7 but when you see the two together, the -14 is a significantly larger aeroplane. It will be interesting to compare performance and usability.

In contrast, the featured aircraft in Project News itself is the 86-year-old British Klemm Swallow, an aircraft that last flew in late 1939 before it was put into storage at the outbreak of WWII. A 40-year labour of love by three owners has gone into the rebuild of this charming old machine and it is at last nearing completion. With luck and a fair wind, it could fly this year.

The diversity of the aircraft our members choose to build, restore, maintain and fly is one of our greatest strengths, it’s what helps retain the extraordinary depth of knowledge and skill, so freely passed on to fellow members. Diversity in all walks of life is a wonderful thing.

Be safe and be sensible. Brian.

By Brian Hope

Bill Sweetnam’s Van’s RV-14 during the build. It is the first of the type to be completed in the UK. Photo: Ed Hicks.

Looking ahead

By Tim Hardy

Greetings to you all, I hope you are coping well enough with the lockdown, I imagine you share my frustration with the succession of good flying days we are all missing at the moment. Never mind, this will make us all appreciate the joys of flight even more, and never will the aerial views of our beautiful country be more appealing.

Well done staff and CAA

Well done though to the LAA team at Turweston in helping to gain approval for ‘Engine Health Flights’, recently announced by Steve Slater. As he mentions in his note in CEO Thoughts, we should all treat this concession responsibly and not provide any reason for the general public to think ill of us.

Also, a big well done to the CAA team in helping to extend our licence and medical privileges, this will go a long way to avoid a mad scramble when the restrictions lift so we can make best use of whatever summer we have left. As we go to press, the LAA Rally is still on and

we all sincerely hope it goes ahead.

The LAA/BMAA merger talks

We have had a few letters from members, including several who are also members of the BMAA, with questions about the rationale for withdrawing our offer of a merger. I think it’s appropriate that I explain the rationale behind the Board’s decision to withdraw from these discussions.

Firstly, despite making progress, and there being many areas of agreement, it became apparent that the BMAA Chairman did not enjoy the unanimous support of his colleague council members for a merger and, unlike the LAA, the BMAA membership were not

consulted to see whether they were in favour of the talks going ahead.

Secondly, as with any other merger, both organisations are duty bound by members’ interests to conduct due diligence on the finances of their proposed partner, and I regret to say that we were unable to secure the detailed information that we requested from the BMAA.

Thirdly, the LAA team went to great lengths to accommodate requests from the BMAA, including equal board membership, fundamental amendments to the articles of association to reflect the nature of the BMAA membership, and a dedicated engineering resource specifically for flexwings. Despite these compromises, and a number of messages of support from individual BMAA members, the BMAA representatives always seemed hesitant to commit.

Finally, and right from the start of merger discussions, there was a constant stream of negative comment on the prospects of a merger published by the BMAA in their house magazine, Microlight Flying

I hope you can understand therefore, that the decision the LAA Board took to withdraw was based firmly on serving the interests of our members by not exposing them to unforeseen organisational and financial problems in the future.

I am very pleased to report that the two association CEOs continue to work closely on areas of mutual interest and, as we have previously pointed out, the LAA Board remains open to further discussions when the BMAA Council members and the BMAA membership can come to a unanimous decision to proceed.

06 NEWS

CAA moves quickly on licence and Medical extensions, and maintenance flights

10 LETTERS

Readers’ appreciation – and advice – on prop swinging, and the merits of the Rutan Vari-Eze and Long-EZ

12 LIFE AFTER LOCKDOWN

Francis Donaldson looks at some sensible precautions to take before returning to the air after lockdown

16 PROJECT NEWS

One project that has been a labour of love, British Klemm L25c Swallow, New Projects and Cleared to Fly…

20 PROJECT NEWS SPECIAL

Bill Sweetnam tells the story of his lifelong passion with aviation and how he came to build the first Van’s RV-14 in the UK

24 FLYING ADVENTURE

Martin Ferid provides a modicum of normality and whisks us off to Bourges…

30 STRUTS4U

Anne Hughes profiles the activities of Struts, who are making good use of social media

32 FLIGHT TEST

Clive Davidson flies the British Bulldog

40 HAPPY DAYS

During these tough times, thoughts turn to some of our favourite fly outs, as Duncan Campbell reports, and shares one of his favourites…

44 SAFETY SPOT

Malcolm takes a look at degradation, be it rubber pipes or propellers

50 MEET THE MEMBERS

We chat with Richard Ward, former North Sea oil rig pilot, long haul Dreamliner pilot and member of the Stampe Formation Team …

54 COACHING CORNER

LAA National Coach, Chris Thompson and David R Bishop explain preparations for soloing the latter’s Mk26 Spitfire.

60 GREEN FLYING

Steve Slater looks at light aviation and the environment and asks – are we ‘green’ enough?

63 CEO THOUGHTS

Focus on staying safe during lockdown and take part in our fun activities!

Licence and medical validity extensions

What happens if your medical or license validity expires during the current lockdown? The good news is that the CAA has recognised this and the likelihood of a backlog of pilots seeking medical endorsements or licence revalidations after the crisis subsides.

There are different rules for EASA and UK national licence holders and it has to be said the official CAA announcements haven’t exactly been in plain English. So here goes, our attempt at picking our way through the various concessions. If you want to battle with the detail, search the CAA websites for CAA ORS 4, Nos 1374 and 1378.

Medicals

The first good news is that Civil Aviation Authority (CAA) announced that the current exemption that allows General Aviation (GA) pilots to self-declare their medical fitness to fly EASA aircraft that was due to expire on Wednesday 8 April 2020, has been extended to remain in place until 8 November 2020.

The extended exemption allows UK-issued holders of EASA Part-FCL LAPL(A) and PPL(A), when flying single engine piston (SEP) aeroplanes or touring motorgliders (TMG) up to 2,000kg, to continue to operate under their existing medical self-declaration. However, if you haven’t applied for a self-declaration before that point or it has expired, any exemption now issued will now only be valid for use on Annex 1 (i.e. Permit to Fly) aircraft.

If you hold a Class 2 Medical, which expired on or after 16 March 2020 and before 31 October 2020, then exemption ORS 1374 extends all Class 2 Medical certificates until 22 November, provided you “have not experienced any reduction

in medical fitness and are not “under additional medical surveillance” (if in doubt contact your AME). You should continue to keep your old medical certificate with your licence, with a copy of the exemption.

UK National licence holders (UK PPLs and NPPLs) flying non-EASA certificated (Permit) aircraft with a medical self-declaration are not affected by this. However, due to the expiry of a further EASA exemption which could not be renewed, UK PPL and NPPL licence holders are not now able to fly EASA-certificated aircraft, whatever their medical status.

EASA licences

If you hold an EASA Part FCL SEP and/or TMG Class rating with expiry dates between 16 March and 31 October 2020, exemption ORS 1374 allows a suitably qualified flight instructor or examiner to extend the validity of your rating until 22 November, subject to a briefing. If you hold a LAPL and the 24 months in which you must complete the 12 hours and refresher training falls due between 16 March and 31 October, the same instructor can extend that up to 32 months. LAA Pilot Coaches can also offer these briefings and sign-offs for most licences.

The briefing

In order to enable this exemption a pilot MUST receive a refresher briefing from an instructor qualified to teach for the applicable rating(s). This can be done ‘remotely’ via Skype or even by telephone.

For an EASA licence holder this briefing has to follow a standardised (SRG 1157) process, culminating in the completion of CAA form SRG 1100F by

the instructor. It requires the instructor to satisfy themselves as to your competence in the following areas: Pre-flight, departure procedures, en-route navigation, aircraft handling, arrival procedures and emergency procedures; effectively a ‘virtual’ hour’s flying with an instructor.

“On completion of the briefing to a PPL holder, the instructor will record the extension of the validity period of the rating on the Certificate of Revalidation page of the licence as it would normally be entered, with the new expiry date of 22nd November. If he cannot do that, he must send a completed SRG 1100F form to the CAA Licensing Department, with a copy scanned and emailed or sent to the pilot, to be kept with the licence.

For LAPL holders, on completion of the briefing the instructor will either endorse the pilot’s log book or send a completed SRG 1100F form to the CAA Licensing Department, with a copy scanned and emailed or sent to the pilot, to be kept with the licence.”

National licences

For holders of UK licences, UK PPLs or NPPLs, the process is similar and is covered by exemption ORS 1378. The briefing requirements are slightly less onerous than for the EASA licence holders and will emphasise emergency and abnormal procedures and flight safety considerations.

If the instructor is unable to sign the ratings page of the licence, the confirmation of the briefing will be recorded in the logbook either directly by the instructor’s note and signature or by attaching a letter or certificate signed or sent electronically by the instructor giving the briefing. A copy of the exemption should be carried with the licence

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

Left Ernie celebrates in the sunshine with cake

and Champagne

Ernie celebrates his 102nd birthday

The irrepressible Ernie Horsfall celebrated his 102nd birthday on 21 April at his home in Preston, Lancashire, having received numerous birthday wishes from friends, LAA members and well-wishers from as far afield as Australia and Canada.

There has been much press and TV interest and as we go to press, Ernie, a WWII veteran, is doing a Facetime interview with the REME to ‘broadcast’ to veterans and serving soldiers. He is pictured in his garden with a letter of congratulations from Prime Minister Boris Johnson, and a bottle of Champagne from P&O Cruises – Ernie travelled to North Africa with the REME 1941 on a P&O liner, and offered to repair it when it broke down!

He also received a Spitfire print signed by all pilots and personnel at RAF’s Battle of Britain Memorial Flight – he came home after WWII in a Lancaster, but always wanted to be a Spitfire pilot.

Engine health flights

The CAA has issued advice on permitted maintenance and ‘engine health’ flying during the Covid19 situation and some appear to be seeing this as a way of circumventing the DfT position that leisure flying is not considered an essential activity. We should not abuse that privilege.

The LAA recommends discretion in carrying out these flights until there is an easing of the lockdown restrictions. The Government does not consider leisure flying an essential activity and travel to an airfield should only be contemplated if it is absolutely necessary. Carrying out such flights while the Covid restrictions exist will certainly have a negative impact on public opinion which could impact on our flying in the longer term. In the current benign weather conditions, your aircraft is unlikely to suffer by delaying such flights until it is socially acceptable and safe to make them.

Details of permitted maintenance flights, and the current flying restriction situation can be found on the NEWS pages of the LAA website. www.laa.uk.com

LAA Art Competition

The LAA Aviation Art Competition, sponsored by the Light Aircraft Association, the Shuttleworth Collection and the Guild of Aviation Artists, has been extended until 30 June, and is the perfect antidote for bored, aviation-minded, kids, parents and grandparents.

Entries can be scanned and made online to art@laa.uk.com in the three age categories 5-8, 9-12 and 13-15, the original artwork being either drawn, painted or computer generated.

Entries can also still be posted to the LAA’s Turweston HQ (see P3). Selected entries will be displayed on the LAA’s Facebook page and website in the coming weeks, all entries being judged by experts from the LAA, Shuttleworth Collection and the Guild of Aviation Artists. Prizes will include tickets for the prize winner and family to visit one of the Shuttleworth Collection’s spectacular air shows at Old Warden in Bedfordshire.

...and for the grown-ups

Like it or not, many of us have probably been indulging in rather more ‘screen time’ than we’d normally like and, no doubt, found plenty of interest on YouTube.

The good news is that we’ve now created our own LAA YouTube Channel, starting with six ‘LAA Explorer’ videos featuring Arthur Williams, looking at Ownership, Maintenance, Preventative Measures, Engines, Avionics and Flight.

There are also links to other videos such as bush flying in Africa and the short film by Susie Coreth on her father Mark’s Flight2Hope flight around Israel, Jordan and Palestine in his Jodel, in the company of pilots from the three Abrahamic faiths, Judaism, Christianity and Islam.

You can link to the channel either by searching LAA on YouTube, or by clicking on a button on the LAA website home page.

Don’t forget too, our Facebook page ‘Light Aircraft Association’, which we update with the latest news plus links to other interesting videos. In the first four weeks since lockdown it was visited 62,000 times! Enjoy!

Warrant Officer Edwin (Ted) Watson RAF

Fishburn Airfield lost one of its highly respected early microlight flyers with the passing of 95-year-old Edwin (Ted) Watson in February. Ted enjoyed microlighting from its early days, but his flying career started much earlier, with service in the RAF during the war.

The story of Ted’s life and his entry into flying in World War II is described in a book written and published in 2019 by Kenneth Ballantyne who, in reading Ted’s eulogy, covered almost the whole content of the book! This book is called Through the Gate and is well worth reading, whether you are an aviator or not.

Described within is Ted’s early life in County Durham during very hard times, and Tthe support of Lord Barnard, on whose estate he then lived, and whose encouragement brought Ted to achieve King’s Scout status, of which Ted was very proud.

The description of Ted’s entry into the RAF and training to be a flight engineer is an eye opener, as are the descriptions of over 30 missions over Europe, for which he received the Legion d’Honneur. The book is available from Amazon for £9.99.

ISBN 978-0-95506-019-9. Tom Briton

Lotus microlight

Following the eGo article in the last issue, Patrick Peal, former project engineer at Group Lotus, kindly got in touch with details of a Lotus microlight project that many of us will recall with interest. Unfortunately handling problems with the prototype and the untimely sudden death of Lotus founder, Colin Chapman, saw the project ultimately fail to come to fruition. It was, sadly, another of those ‘what could have been’ hopes of a British light aircraft revival, but is nonetheless a fascinating story. Patrick writes:

Great to read Francis’ Donaldson’s flight test of the e-GO. There are remarkable similarities with the ill-fated Lotus microlight project of the 1980s, a product of the genius of both Colin Chapman and Burt Rutan. It too was a short-coupled canard with tip rudders, but with two seats side by side and a target empty weight of 325lb (148kg). Take-off speed was 24kt with a cruise of 70kt, powered by a novel Lotus-designed lightweight horizontally opposed four-stroke engine design with the prop driven from the camshaft, which we never got to work durably.

The unique aerofoils were designed by John Roncz with the canard being called ‘GOLA’ – Gobs Of Lift Airfoil. The canard control surface was effectively a Fowler flap mechanism which increased lift when deployed. Similar to e-GO, the tip rudders deployed outwards thus serving as an airbrake if desired.

I got to fly the proof of concept in the UK in 1983 with limited experience of canards. It was very responsive in pitch (PIO had to be mastered), ponderous in roll and

Above The Colin Chapman / Burt Rutan Lotus microlight proof of concept of the early 1980s

easy to control in yaw, with the obligatory wool tuft indicator on the canard. The proof of concept (POC) power unit was a KFM 107ER air-cooled, two-stroke of probably 17bhp installed, which demanded airflow to keep it cool. Time between start and take-off needed to be kept to a minimum – I can attest to the glide performance after an EFATO…

The production design was based on epoxy resin materials as carbon was in its prohibitively expensive infancy then (only just coming into F1 for slab-sided monocoque construction). Our composites engineer tried the same approach of laying up on a flat smooth surface and then rolling the green material onto the wing structure, without much success.

The project failed to move into production and the POC was eventually rendered incapable of flight. Arguably it was well ahead of its time and really needed advanced design and analysis software tools and materials which simply weren’t readily available then.

Thank goodness for ingenuity – long may it continue!

VW ‘Jack Russells’

Ihave just read Steve Slater’s article about prop swinging in the April issue of the magazine. It was spot on – well informed, educational and measured. I particularly liked the comment comparing a VW engine to a Jack Russell terrier and can confirm this from my own experience of hand swinging my Nipper. It either starts first time or temperamentally after a few swings, but it never fails to surprise.

Many years ago, I would swing the propeller on my own, luckily without incident, but with age and experience comes fear and caution. I was at Barton when the Luton Minor became temporarily airborne without its pilot, and I have two friends who have succumbed to serious injury through prop swinging accidents.

These days, I always have my trusted prop swinger with me and I never, ever underestimate the danger of a propeller, even on my diminutive Nipper (pictured above).

Kate Howe

Impulse mags and dead cuts

Brian. May I add a couple of points to Steve Slater’s comprehensive propeller swinging article? (LAA April 2020)

1. One should start on the impulse magneto ONLY. The impulse mechanism retards the spark so that kick back is unlikely to occur. If the non-impulse magneto

is on and should happen to fire, the kick back will be severe as the spark is not retarded.

2. The magneto ‘dead cut’ check when idling at the end of a flight is important to ensure the switches are operating to ground the magnetos properly. A non-impulse magneto which is not grounded, even though the switch is OFF, will likewise give a sharp kick back. This state of affairs may be indicated by no mag drop on one switch when performing the pre-flight run up, but is best checked by a momentary ‘both switches off’ at post-flight idle.

One learns from experience!

Yours, Rupert Hibberd.

Brake check and vacuum pumps

Just read the LA article on hand swinging and would like to add a couple of suggestions. It did not mention brakes, if they are being relied upon instead of chocks. We have got into the habit of testing brakes immediately prior to the ‘contact’ call.

This involves grasping the prop near the hub and pulling forward hard to confirm adequate brake application by the ‘cockpit’ person. I’d never rely on brake latching.

Also, on ‘blowing out’, it’s not advisable to turn an engine with a vacuum pump backwards (and the alternative of blowing out forwards with full throttle is too horrible to

contemplate – never trust ignition switches).

However, as the types with vacuum pumps are not normally hand swung, the point is moot.

Kind regards, Dave Smith.

A good purchase, at the right point

Hello Brian, I am a bit concerned about some aspects regarding the article about prop swinging, as it states that you should never wrap fingers over the trailing edge of the prop. I do not know how you can get a really good hold of the prop unless you do. I have watched people swinging props by placing their hands on the face of the prop and using friction in order to swing it. This means that a considerable forward pressure is needed into the propeller arc in order to get a good swing. This to me has always looked rather dangerous, as it means that the balance of the body is forward into the propeller arc.

Using friction on the face of the prop cannot give as good a swing as wrapping the fingers round the trailing edge, and the greatest danger of not giving a really good swing is that the prop is more likely to kick back. I have watched people who are afraid of prop swinging give it gentle a swing and only just about hit top dead centre, and this is almost certain to give a kick back.

I have always wrapped the first joint of

my fingers around the trailing edge and swung the prop as hard as I can. By doing this it gets the engine well over top dead centre, is less likely to kick back and the momentum of the swing takes my arm out of the prop arc. My ignition is fixed at fully advanced, which should be the worst situation for getting a kick back. My engine does kick back at times but my hand is always well out of the way. I have only been caught a couple of times over 45 years with more than a stinging reminder.

Another point not made at all clear is that a prop should be swung from about one third of the way down from the tip, as a greater turning effect will be developed than from swinging at or near the tip. Also, if the prop is swung from the tip and kicks back, then the velocity at the tip is far greater than swinging further down and could result in some considerable damage.

Swinging a wooden prop at or near the tip will very quickly cause damage due to the wood at this point, it being quite weak – as I know from a number of props that I had to repair. Hope this is useful.

Chris Lodge.

Dodgy 2-handers and 3- and 4-bladers

Congratulations to all those mentioned for the article on prop swinging. The balance was just right, and the photos show some of the points raised, but the text did not point them out, especially those on P10 and P11.

I can’t say that I am in favour of the two-handed method as the person shown on P11 is clearly leaning forward into the prop, which is a difficult position to recover from, whereas the person using the end of the prop for maximum leverage (P13) and walking the prop through whilst walking away is the much preferred method, as mentioned.

Whilst the adage of ‘always treat the prop as being live’ is extremely good advice, I think it is equally necessary to say, ‘never

put your hand back onto a moving prop’. I see so many people doing this and having had three very near experiences over a long career in light aviation, I have always abided by it and pointed it out if possible whenever I see it. Your comment about starting Volkswagen engines falls into this category, having had that experience with a Jodel D9.

One method which was not mentioned, and one which I have used very successfully, is to use a rope to pull the prop ‘through’ when it is in a difficult position to swing. The photo of the Bentley engine being swung from a crouching position is a case in point and could also be used instead of three men in the photo on P12.

It is also the safest and most efficient way of swinging a three bladed prop and the only way of starting a big four blader on a Valetta or Varsity, as we found out on a visit to a civilian airfield where they had no ground power unit to suit it. Keep up the good work.

Best, Rod Brown.

Thank you to everybody who has taken the time to write in with additional advice on prop swinging. Like so many things in life, there are subtleties in techniques, above all it is a skill that is learned, so seek out expert advice rather than just ‘give it a go’. Ed.

Eze goes the e-Go

Dear Brian, I read with interest the e-Go article in our April magazine that included mention of the Vari-Eze and Long-EZ canards. In the same issue, perhaps by coincidence, there was also Phil Hill’s article outlining fibreglass work. Without taking anything from the eGo project I would like to extend discussion to the merits of these Rutan types.

These 1970s and 1980s futuristic canard designs have been developed into extremely capable and reliable aircraft, their performance well suited to efficient cruising over medium ranges (700+nm), and Long-EZs have traversed the Atlantic.

I would draw readers’ attention to the

very affordability of these aircraft. The Vari-Eze and Long-EZ plans and manuals are still available, although not from the original source. They consist of 24 chapters, and when I built mine, I ordered material for only two chapters ahead – procurement in the late 1970s was not so easy as it is today – so no great layout needed.

Another distinction of the Ezes, and there are many, is the option of classic aero engines. There may be those who opt for the new generation engines but for pure simplicity, overhaul life, reliability, and hence safety, the solid options of Continental O-200 and Lycoming O-235 was another plus when I was deciding what to build.

The ‘plans’ also have a degree of flexibility, allowing an already efficient airframe possibilities to improve further –such gratification for me coming to Denmark where I won the last EuroCAFE efficiency race against more ‘modern’ aircraft. And today of course, there are web groups dedicated to the support of those now building these types.

I think that because the Ezes sit (very stably) on their noses and are canards, many would-be potential owners are put off, they prefer their aircraft to look ‘normal’.

However, we have had many years of touring from Scandinavia to Portugal, and from France to Austria, all in economic comfortable luxury at around 140/150kt economy cruise. When few examples turned up at British air shows and fly-ins, it was said that it was because they were too busy tearing around the Continent!

Although touring is my main ‘mission’, just flying around is an absolute pleasure in my agile little Vari-Eze. In the early years we had as many as five Ezes at my home field, resulting in many happy two to four ship formation lunch sorties. The Ezes are fast, yes, but also safe and forgiving provided you stay ‘ahead of it’.

It took me four years to build mine (five calendar years as I had a work assignment ‘gap’ for the middle year) plus, as one of the first UK builders, I slowed progress in anticipation of expected modifications.

For anyone looking to build a superb aircraft from their ‘wallet’ as opposed to breaking into capital, a bank loan or overdraft, I encourage them to at least consider these extremely rewarding aircraft.

Mike Tooze, builder, owner and operator of O-235 Vari-Eze G-EMMY ■

“

Swinging a wooden prop at or near the tip will very quickly cause damage due to the wood at this point, it being quite weak”

A safe return

Francis Donaldson discusses some sensible precautions to take when we can get back to our aircraft once the lockdown allows

As this goes to press, with the nation still in lockdown, many LAA members will be wondering about their aircraft sitting long unflown in their hangars, and what will be needed to return them safely to flight when freedom of movement returns. We hope this practical advice can ensure your aircraft is in a safe and airworthy state when the COVID-19 quarantine restrictions are relaxed. More detailed advice can also be found in Technical Leaflet

TL 2.32 and, if your aircraft is in need of a Permit inspection, additional advice can be found at: https://tinyurl.com/permit-fly

In fact, provided it has been properly covered or hangared, most aircraft can withstand a short period of inactivity without too many problems. After all, despite the best of intentions, many of us don’t get to fly over three or four months during the worst of winter, yet we take few special measures to tend to the engine or airframe either during this time or on its return to service.

Please, don’t just ground run

During this period of inactivity, about the worst thing you could do would be to give the engine a short ground run. This is unlikely to get the oil hot enough to drive off moisture, encouraging condensation to pool in pockets within the crankcase and other expensive components, which can exacerbate internal corrosion. Realistically, the only way to get the engine sufficiently hot is to fly it –probably for at least half an hour. If you can’t do that, don’t run the engine at all. Internal corrosion will be minimal in most engines, there’ll be a thin layer of oil, forming a protective internal varnish-like coating on all surfaces thus affording them protection.

There are some exceptions though. After being left unused for many months, Lycoming engines can have cam problems, especially if using straight oils without any corrosion inhibitor. The cams are only splash fed and over a long period of being static, the oil film between the cams and cam followers can break down. This can lead to rapid cam and follower wear in subsequent running.

Products such as Camguard can be used to help protect the cams and cam followers on Lycoming and similar engines, but mustn’t be used on an engine that’s running-in using a ‘straight’ oil because the extra lubrication will prevent the engine ever running in successfully. If using a ‘W+’ oil or multigrade then there’s little benefit, if any, in using additives as they already include cam and anti-corrosion additives. Four-cylinder Rotax and Continental engines, with their underslung camshaft arrangements, don’t seem to suffer the same cam problems, especially if running on oils with anticorrosion additives.

The venerable de Havilland Gipsy Major engines suffer from a special form of corrosion problem as

Above Fuel should figure highly in your checks. Is it stale, is it clean, are there any leaks, are the filters clean, are the hoses and pipes sound? A fuel problem is probably the most likely of issues an aircraft could exhibit following lengthy inactivity. Inactivity not being something Wg Cdr Chris Pote had on his epic trip to NZ 18 months ago!

moisture is deposited inside the crankshaft, which is in effect part of the oil filter system, and corrodes the crankshaft from the inside. This creates stress concentrations which can trigger fatigue cracking. The hollow big ends on Gipsy-type engines act as centrifugal filters, and once water gets in there is no way for it to escape unless it is boiled off by running in flight.

To turn or not to turn?

There’s always debate over the advisability of regularly turning by hand the propeller of an aircraft that’s static, perhaps on a weekly basis. Followers of this mantra suggest that this will help keep oil spread over the length of the bores, cam and bearings, and perhaps avoid corrosion developing where moisture might gather over the top piston rings. And, by avoiding just one or two inlet and exhaust valves being open for the whole time the aircraft is out of use, corrosion of the valves and seats on those valves might be avoided. Also, the chance of any corrosion developing on the valve stems might also be reduced and any corrosion tendency more evenly shared amongst the bores.

Unfortunately, there’s a counter-argument that turning the prop might tend to wipe off the oil film on the surfaces of the parts, promoting corrosion. We suspect that there’s no simple answer, and this is a good reason to refer to your specific engine’s maintenance manual or your LAA inspector for type-specific advice.

Fuel

When it comes to re-commissioning the aircraft after the lockdown, one aspect that will need to be considered carefully is the contents of the fuel tanks.

Mogas is expected to have a short operating life, around three months maximum, in a road vehicle. ‘Stale’ mogas may have evaporated away some of its octane-

enhancing additives, leading to an increased likelihood of ruinous detonation. That is, if it even allows the engine to start at all – stale fuel also has reduced volatility and very often causes problems at start-up.

Most worryingly, on some occasions the chemicals created as mogas goes stale have attacked non-metallic fuel tanks and fuel pipes, even though these have been resilient to fresh fuel. With mogas, the answer is clear (and indeed, embedded in the requirements for its usage) – any mogas that’s more than a few months old should be drained and replaced.

While 100LL avgas is a much more stable and uniform product, fuel that is over six months old should be treated with suspicion. Whatever the fuel type, after a long time out of use we should pay special attention to water drain checks – from ALL the drain points. Even if hangared, have the tanks got water in them because of condensation?

Whilst you’re about it, check all fuel filters. There’s a mould-like microbial growth that’s found adhering to fuel filter elements, thriving on the heady combination of water condensate, petrol and petrol vapour. The build-up of this almost invisible microscopic mould can very effectively stop the fuel flow – so to guard against this we’d suggest that any disposable type fuel filters are replaced as a matter of course.

Airframes

Turning to other aspects of the aircraft, part of the preparation for flight should include giving it a good clean, which will not only remove possible corrosive dirt and dust from the surfaces, it will provide a good opportunity to inspect every square inch of its surface at the same time. Be careful not to scratch the surfaces when you clean them – especially Perspex windscreens and canopies.

The aircraft’s maintenance manual may give advice on suitable cleaning products, which may be very different on a composite aircraft than a metal one, for example.

Whatever the type of airframe, be very careful before using anything aggressive on its surfaces, when trying to remove mildew for example – it’s generally better to dissolve and float away dirt with lots of water than to try to scrub it away.

If you have a wooden aircraft, remember that it is now being stored in hotter weather. Just as wooden boats dry out and their seams leak if they are out of the water for any period, a wooden aircraft will tend to dry out if kept in a warm hangar month after month without seeing even a passing rain shower.

If the aircraft has closed-loop, stranded steel cable systems operating the control surfaces (most likely, the ailerons) then you may find that the cables have gone slack, because of the wooden structure shrinking as it dries out. If this isn’t dealt with, control surface flutter may occur.

You’ll need to adjust the cable tensions to within the proper range before flying again (count the number of

Below This nest in a Chipmunk’s engine bay is obvious enough, but only if you take the time to actually look for it – not so much of a problem on a Chippie, certainly more so on something like an RV.

Bottom This rather alarming picture is of a fuel pipe that has been gnawed through by rodents. It’s much safer, and quicker, to check than to recover and repair your aircraft from a forced landing shortly after take-off!

“

When it comes to re-commissioning the aircraft after the lockdown, one aspect that will need to be considered carefully is the contents of the fuel tanks”

half-turns on the turnbuckles needed to take up the slack and make a note of the number in the logbook). Just be sure to be ready to slacken the cables off again once the aircraft has returned to normal moisture content later in the year, or you might suffer a ‘sudden twang’ next winter! Remember too, as a primary control system, this will need sign-off from your inspector.

Drying out of wooden airframes can have other even more serious consequences, including causing shrinkage cracks in the wooden structure. To prevent this kind of nightmare scenario, where you can, allow free ventilation in hangars and if possible, give the aircraft a thorough washdown from time to time, sluicing it well with water in the process.

With an aluminium airframe, if spots of corrosion are found to have developed, it’s often tempting to try to rub them away with wet and dry paper, to smooth the surface, and then paint over the top hoping this will prevent the corrosion reoccurring. This will almost never be successful, and by removing any surrounding cladding, can do more harm than good. The proper procedure is to treat superficially corroded areas with a 10 per cent solution of chromic acid and sulphuric acid, applying the solution with a brush. More information on this is in our Technical Leaflet TL 2.32.

Wildlife

Another implication of an aircraft having been left undisturbed for a considerable period of time, particularly in the spring, is the strong possibility of wildlife having taken up residence inside it. Watch out carefully for the tell-tale signs

Below How are you going to check the wheel and tyre if you don’t remove the spat – tyres can lose pressure, develop flat spots and the rubber degrade and crack. You’ll also check the bearings and brakes at the same time no doubt.

Right Good to see this pitot has a cover. Please don’t blow down yours to check if it is clear, disconnect it from the instrument panel end first or you could damage the instruments.

of nest building by birds or rodents, in the form of strands of grass and twigs left behind en route, the inevitable white splashes / droppings and, in the case of rodents, an all-to-obvious smell. Remove all cowlings and access panels to check the airframe’s internals for unwanted guests.

Creatures of smaller size can also cause problems by blocking vents in fuel tanks and pitot and static ports, which will also need carefully checking. You don’t want to find that your first flight after a long lay-up is enlivened by an under-reading ASI, a haywire altimeter or worst of all, an engine failure due to fuel starvation.

Propellers

Propellers are another area worthy of special attention. If it’s a simple wooden propeller, the wooden hub may have shrunk in the dry weather, allowing the propeller bolts to become loose, so we’d recommend removing the spinner and checking the bolts are torqued per the prop manual.

If it’s a variable pitch or constant speed propeller, hopefully it’ll have been left covered up and, if it’s a two-blade example that’s been parked for a long period, the prop has been left horizontal so that rain does not get into the root bearings and pitch change mechanism. Watch out for signs of corrosion on the blades leading to bubbling of the paint, which might quickly lead to disastrous blade failure if left untreated. If this is found, best call your prop-shop for advice, it probably means that the prop needs a bare-blade inspection and overhaul before returning it to service.

Undercarriage

An aircraft simply sitting without moving for a long period can cause problems. Tyres, particularly if not inflated to a high pressure, may have developed a ‘flat spot’, which will create a troubling vibration when you come to take off. If possible, jack each wheel in turn off the ground and check it for flat spots by giving it a spin – that way you’ll also get a feel for the condition of the bearings.

While you’re at it you can check that the brakes aren’t stuck or dragging, and look out for tell-tale drips, puddles on the floor or other signs of brake fluid leakage. If you find a flat spot, inflate the tyre to near its rated pressure and leave it for a while (preferably, if safe to do so, with the aircraft’s weight still off it) to recover its original shape. Remember to let the pressure down to the maximum pressure allowed for use in the aircraft before flight, however, or your first flight after the lockdown may be marred by a much bouncier landing than you deserve!

Electrics

For aircraft so blessed, the electrics will also warrant attention. A conventional lead-acid battery will probably respond best to trickle-charging when you want to bring it back to life, but for any other of the more energy-dense alternatives, check the instructions for advice on the best procedure to recover them from a drained condition. Some are easily destroyed by being allowed to discharge below a certain voltage, others respond better to deep cycling than a continuous trickle.

Don’t worry, but stay safe

If all the above sounds alarming, then it really needn’t –after all, hundreds of aeroplanes get to be left to their own devices each summer anyway for one reason or another, perhaps because they are in the process of changing ownership, or because they are grounded due to some snag needing to be fixed, the owner has lost interest or has too many other toys to play with.

Generally, these aircraft are brought back to life with the minimum of problems after a quick wash and wipe and an appropriate inspection. This year, with all of the LAA fleet in the same predicament, it’s worth paying particular attention to advice about the appropriate special inspections, so that when the lockdown ends we can all safely get out and about again.

And don’t forget, after the long gap, we’ll be rusty about our flying too. Talking flying with fellow enthusiasts, and spending a couple of days communing with your aeroplane will help get you back into thinking of the difference between QFE and QNH, different classes of airspace and whether to add or subtract the compass variation, the relationship between stall speed and bank angle and suchlike. Nevertheless, we’ll do well to limit our flying to simple sorties initially and avoid tricky crosswinds and difficult navigation until we’re fully back in the groove.

Remember too, there’s a cadre of LAA coaches ready and waiting to help you as well as the LAA inspector team! ■

Compiled by Mike Slaughter

Project News

While the human cost and our collective wellbeing is far more important than mere aircraft in these troubled times, those that are quarantined at home with projects to hand do have something of a silver lining, while those unable to get to their aircraft must really be feeling the frustration.

The crisis certainly seems to have impacted New Projects registrations with just two listed, whilst a solitary RV-14 – the first of the type to be completed in the UK and featured in a Projects News Special (starts on page 20) – is the only build Cleared to Fly this month, and its first flight is, of course, also on hold for the duration.

If you thought that incarceration was going to give you the opportunity to progress that project you have been involved in for decades and were feeling a little sensitive about the time it’s taking, then excuse yourself from self-admonishment – Jim Copeman’s restoration has been 80 years in progress!

Of course, he and Tony Palmer are just the latest custodians of the project and, until recent events, had hoped to pass the finish post this coming season. But you could say, to use a word that has recently seen a surge in the vernacular, that the project may have to

be somewhat furloughed in the final furlong. Their aircraft, just 14 years from receiving its royal birthday card, is a British Klemm L25c Swallow and Jim’s account provides a fascinating overview of its history with people, places and manufacturers from a bygone era, familiar now to just a few.

Why not take some time, during this period of restricted activity, to research some of our aviation heritage mentioned in his story? As a Londoner, I grew up with Heathrow Airport, but what became of Hendon, Heston and Hanworth Air Park? What is the story behind the Pobjoy engine, and are there many still flying?

The sales flyer for Jim and Tony’s Swallow proclaims, ‘Will not spin’, ‘Will not stall’, ‘Running cost less than one penny per mile’ and all for a purchase price of £695. I’ll take two please.

And you might also think about telling Project News what’s happening with your project. It doesn’t have to be flying or anywhere near finished.

Get in touch and tell your story, report a milestone or just send a picture, email: projectnews@laa-archive.org.uk

Please share your story, we all have time now and really want to read it!

G-ACXE (PFA 846-13177) British Klemm L25c ‘Swallow’ (s/n 21)

By Jim Copeman

This project has basically been awaiting completion since 1939. The aircraft was originally built in 1934 and was stored in premises in Birmingham from the outbreak of the war. Despite various efforts and ownership changes, it hasn't flown since but hopefully we are not too far from seeing that change.

The British Klemm

In the late 1920s, when Hans Klemm of Stuttgart designed the Klemm L25, it became very popular not just in Germany but also in the UK. As a result of this popularity, a Major Stephen and others formed the ‘British Klemm Co’ (BK) to build a slightly modified L25

under licence in this country. This was the British Klemm L25c Swallow. They managed to build 28 aircraft by April 1935, then due to disagreements with Herr Klemm over more modifications, the licence ended.

As a result, the company changed its name to ‘British Aircraft Co’ (BA) and the yet further modified BA L25c Swallow 2 was born.

Of the 28 original aircraft built, G-ACXE is the sole known surviving British Klemm L25c. She was built as construction No. 21 in the British Klemm works at Hanworth, Middlesex and was first registered in October 1934. Starting life on the books of the Aberdeen Flying School, having been bought from new by the school’s proprietor, Eric Gander-Dower, she remained in

Projects which inspire others to build their own aircraft

Aberdeen for a year before returning to Hanworth and being sold on to the Goodby brothers of The Birmingham Garages firm in May 1936.

Carrying the then Lord Mayor of Birmingham, ’XE is believed to be the first aircraft to land at the city’s new Elmdon airport in July 1939. On the 50th anniversary of this historic event, she was invited back to help celebrate the occasion, but unfortunately circumstances prevented this. It would, however, be good to return once she is flying again… you never know!

It's also thought that her main undercarriage could well be the first independent design from Dowty, now of course Messier-Dowty. It's rather over large and stout, especially compared to an original Klemm L25 and the later BA Swallow 2’s but comes from a typically 1930s British mistrust of ‘flimsy’ foreign designs.

Stored away over the war years, she suffered some smoke and water damage when a nearby building was bombed. Then from 1945 various reports have ’XE moving around a bit before the Goodbys sold her on to Don Ellis in 1960. So, off to Sandown on the Isle of Wight she went, with further confusing changes of ownership and storage premises.

John Wakeford

Stepping forward in our brief history of ’XE, we reach 1980 and a former Miles Aviation drawing office graduate comes into view. John Wakeford was looking for a retirement project, he researched ’XE, spoke to the PFA, then bit the bullet and purchased her remains.

Included was a fairly decent looking Pobjoy Cataract series III, an engine mount and a prop. However, all was not as it seemed. Later examination showed the Cataract to be a mix of Pobjoy R, Cataract and Niagara parts, incorporating both hand and electric starting. The engine mount didn't match, and the prop hub was for an

Top G-ACXE pictured in Aberdeen May 1935 after ‘Another joy flip’.

Above left G-ACXE in storage in a hangar at Sandown on the Isle of Wight, when owned by Don Ellis between 1960 and 1980. Photo: AJ Jackson Collection

Above right G-ACXE in November 2014 when Jim was left as the sole restorer after John Wakeford’s death. Photo: Jim Copeman

‘R’ engine, while the engine front cover is a Cataract. More on these interesting points later.

On top of these problems, sometime between purchase and serious work starting, ’XE broke her back. Then, doubt arose as to the true ownership of the project, it emerged from the murk of history that Don Ellis still held a part share. Fortunately, this was soon resolved, and Don agreed to transfer sole ownership to John, happily John and Don remaining friends until Don’s passing.

The rebuild commences

John soon realised a complete restoration was required, so he set out to obtain a set of drawings. Unsurprisingly, none were available. Not to be daunted, he used his experience from Miles, and a later job with Vickers working on their Vanguard/Merchantman aircraft, to create a complete set of drawings, reverse engineered if you like, from ’XE. These were approved by the PFA, they issued project No. 846-13177 and ’XE continues to move forward under this reference. Initially this was under the inspectorship of Peter Harrison, now under Phil Trangmar, who has also become our engine inspector.

Restoration eventually commenced with the usual basics, small appendages and a few trial parts. The centre section and basic fuselage followed, being rebuilt in a domestic garage. Having started in the garage, the project moved premises a few times, as seems usual in these ‘hobbies’, until ’XE eventually settled in a barn not far from Hailsham. Work stepped up with John's retirement from the family business in 1997 and, with both space and time now available, progress improved.

The rebuild is all John’s work. He sourced the wood, glue, screws, pins, cables, hoses and all the other

Photo: AJ Jackson Collection

various parts required for a full airworthy restoration. All parts are to approved specifications, while the homebuilt sections, glued joints etc. have been tested to a high standard.

After checks and treatment, as much of the original structure as possible has been incorporated into the restoration, the vast majority of the metalwork is 1934 and stamped with the original part Nos. With modern safety in mind, the original lap strap has been replaced with a four-point harness. Designed by John the required mod and fittings now have an official PFA No.

This all began in 1980, before the use of the internet and emails that we enjoy today. John was never very confident with computers but persevered with hard work, and ’XE as she is today is testament to his endeavours. The exception is the outer wing sections. The two spars and inter spar ribs for both wings, were rebuilt to John's drawings by The Newbury Aircraft Co. A sort of coming home really as John lived in Newbury as a boy, only leaving for Miles Aviation, National Service in the RAF and flying with BEA, and Vickers etc.

When John purchased ’XE back in 1980, I accompanied him – the reason why is now lost in the mists of time. I’d known John for many years, we had shared interests in both old aviation and dinghy sailing – so that could have been why! Time passed, as it does, and we often met and chatted about ‘his aircraft’ and then in 2007, I retired. By Easter 2008 my best beloved was looking for things for me to do, retirement was obviously dragging… John and I then met at a fellow dinghy sailor’s untimely funeral, “Want a hand with your Klemm?” I asked, somewhat innocently. “Engine or aircraft?” was the reply. Easy, I thought, and replied, “Engine.” All these years later I'm still there. What we thought of as a retirement filler became our retirement jobs. A lot of you have been there I am sure!

That ‘mix-and-match’ engine

From the engine logbook and data plate we know our Cataract is No.734 and was built in 1936. It was installed on BA Swallow II, G-AFCL, until 1961. With 312 hours on the clock problems arose, and it was swapped for a Niagara. As far as is known it hasn't run since, and

Below left G-ACXE looking well on the way to completion in her current home.

Below right The Pobjoy on its mount and with most of the work finished.

when we dismantled it, we found that con rod five was bent. Over the next few years, we catalogued all the engine parts, not easy as having been partly dismantled, it was returned unlabelled in 14 unmarked boxes. I don't know how many parts there are but it’s lots, and I'm not going to count them! Phil Trangmar became a great help with advice and assistance with further dismantling, before becoming our engine inspector.

John was very keen to have everything documented and to this end the rather basic and misleading original 1936 handbook has been re-written, pretty much down to the last nut and bolt. Not surprisingly, as the engine rebuild has progressed this new edition of the handbook is being re-edited continually, we learn from our mistakes. Thank goodness for computers…

Between us, John and I almost finished the woodwork, we became quite good at shaping, bending and gluing ply – centre section, wing leading and trailing edges, ailerons, rear fuselage top. And of course, re-arranging workshops – how many of us have found that the space we have never seems to be enough. All this whilst working on the Pobjoy and trying to plan its rebuild to flying condition.

Unfortunately, John fell ill in 2012 with serious kidney and liver problems. Despite much treatment and hospital stays, things got worse and after moving into a hospice John passed away in November 2014.

This reduced the staff to just one, me, and with the support of John’s family I carried on as best I could, keeping an eye on the Klemm and making slow progress on the Pobjoy. At the end of 2017, the family decided to move on. It was decided I would take on the project providing I could sort some help and respect John’ s ambition for ‘his’ project. The respect bit was easy, but what do I do about the ‘help’? I knew I didn’t have the knowledge, so ‘help’ was a major question that needed addressing.

Another move

Luckily over the horizon came Tony Palmer, aircraft importer and restorer who was just finishing a Tiger Moth. By the end of January 2018, it was all arranged. Tony and I became joint owners with John’s son having a minor interest, for family and continuity’s sake.

Photo: Tony Palmer

Photo: Tony Palmer

X-ray Echo was on the move again, this time to Tony’s premises, but only a short distance, three miles down the road. Once established at Palmer’s Farm, we have been busy, progress has been pleasingly rapid. We spent most of 2018 sorting the woodwork, doing some repairs – how do these things get damaged – and re-engineering some inspection hatches for ease of future maintenance. And we did a lot of sealing and rubbing down, a 13-metre wingspan is a lot of wood, and the fuselage isn’t exactly small!

The final paint scheme has been decided, the original scheme idea was a bit speculative and somewhat complicated. I think we’re on scheme three and method six. The aileron operating rods have been updated to help maintenance, the original connections being rather crude. We have taken a lot of the ironmongery off to be cleaned, checked and repainted, with the oil and both fuel tanks having the same treatment. Come the winter and we moved to a warmer engine room and overall, engine restoration has gone well and to a major level, almost zero timed.

The steel rotating and reciprocating engine components have been crack tested and new Hoffmann bearings fitted throughout, as per the original. As they were out of tolerance, we have fitted new gudgeon pins and piston rings, with the pistons machined to suit both.

The mags have been completely rebuilt by The Magneto Guys in Hailsham. And as the exhaust valves and guides were out of tolerance, new valves and guides have been manufactured and fitted. All of the exhaust stubs were missing, new ones had to be created, and as no one appeared to have a spare for a pattern, we re-engineered them from photographs. They will be mated to a newly formed exhaust collector ring, luckily in this case we had the original as a pattern.

The engine mount, although purchased as correct all those years ago, was clearly wrong, we think it’s possibly from a Pobjoy R. It had no room for fuel pumps, there were problems with carburettor connections and the engine mounting studs were welded into the top arms. On a Cataract these studs are mounted on the engine’s rear cover. It has now been modified to a ‘R/ Cataract’ mixture with an under-slung oil tank, appropriate for our Cataract/British Klemm combination. The mount as on the BA Swallow 2 was a guide but has no provision for an under-slung oil tank. With no other known examples of this type around we’ve had to learn as we went along. LAA Engineering has been a great help with this and the various other mods required.

New Projects

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

Hand/electric starts have, not surprisingly, different rear crankshaft parts but both are part of the timing adjustment and breather. This engine had parts for both on its crankshaft, including the hand-starter shaft incorporating the engine breather. Things have been engineered to enable adequate engine breathing without the starter but keeping the original ‘look’.

We were pleasantly surprised when the timing fell into place almost immediately, nearly as easily the handbook said! For an engine stripped to basic parts and with a rather imprecise manual, she went together very well. I can’t remember the number of times we wondered why the engine was designed in such a way, it often seemed so over complicated. But you have to admire their overall skill, after all they didn't have today’s instant records, drawings and photography etc. to hand. Very clever people!

Making good progress

So, we’ve learned a lot, updated a lot, replaced a lot and rebuilt a lot, all the time trying to understand that wonderful 1936 manual and re-writing it for future use. We are, after all, only temporary custodians of these lovely machines, so help for future custodians isn’t a bad idea. We’ll see how good we are when she starts!

Once the weather improved and it warmed up, we got back to the Klemm itself. Much filling and rubbing down followed to get the fuselage ready for spraying.

Having started spraying things went wrong, the top decking wouldn’t dry, due to us buying cellulose paint but finding that it was two-pack in the tin, but sprayed as cellulose. After much head scratching it had to come off and we started again. What fun – and more delay.

Fabric covering is complete, another learning curve gluing, ironing, taping, re-enforcing, stitching, return to ‘Go’ etc. No wonder these jobs take longer than you think. By the time we got to the last component we were quite good, in some ways it’s a pity there wasn’t more to do. Having fixed the fabric you then have to paint it; two coats of this, three coats of that, two coats of something else. It was a problem moving things around to manage all the paint stages and avoid delay, while also avoiding the dreaded overspray.

So here we are in spring of 2020 with more than we know still to do…

We just have to finish the paint scheme on the tailplane and wings to do and then there’s the engine covers to create, to mention just two jobs. With a finish goal of 2020, 40 years after John Wakeford started the project, who knows? We will see. n

n Replica Supermarine S5 (LAA 41815696) 10/3/2020

If your aircraft has featured recently in the magazine and has subsequently completed its maiden flight, Project News would like to hear from you at: projectnews@laa-archive.org.uk

n G-ORWS Van's RV-14 (LAA 393-15519) 24/03/2020

Mr Bill Sweetnam, 25 Old Sneed Park, Bristol, BS9 1RG

Capt W Hosie, The Old Vicarage, Mill Lane, Corfe, Taunton, Somerset, TA3 7AQ

n KFA Safari (LAA 402-15695) 6/3/2020

Mr R J Hopkins, 27 Renown Way, Chineham, Basingstoke, Hants, RG24 8XD

Cleared To Fly

Pictures

by Bill Sweetnam and Ed Hicks

Sweetnam success…

My homebuilding story began in a hangar in Nairobi. The Piper Cub that was used on our farm was in for check and the engineer lifted me up to have a closer look at the engine… I was only a nipper at the time and I’ve been aeroplane crazy ever since. Cardboard box constructions morphed into Meccano models, pram-wheeled carts with plank wings, then finally into radio-controlled model aeroplanes.

At school, when I told my careers master that I wanted to be a pilot, I was told that being a ‘taxi driver’ would be a waste of a good education and I would quickly get bored of it. Somewhat crestfallen, I dutifully followed my teacher’s advice and went into the law, where I spent almost 20 years in practice as a solicitor and as a director of a small bank. My dreams of becoming a pilot never faded though, but I had to wait until my mid-thirties before I gained my PPL and began to fulfil them.

That PPL did become a CPL, and weekend flying instruction eventually turned into a full ATPL. Finally, one momentous day, aged 41, the calling of the sky became too strong and I turned my back on the law to take my chances of getting a flying job. At the time it felt a risky decision to have made, given that I was surrendering a secure profession, income and had a young family to support. But I never for one second regretted that decision and fate (and good friends) were extremely kind to me in allowing me to find my way into a good regional airline, eventually getting my command on an Embraer 145 jet.

After 10 years of regional flying, a change took me into the private jet world, freelancing on the Embraer Legacy. This move certainly brought challenges and was at times brutal in its demands, but overall was just amazing and completely fulfilling. There is hardly a continent I have not seen, and I have had the privilege of meeting and working with some of the most influential and interesting people of our time. Pop stars to politicians, gangsters to royalty, and many in between, lots of faces passed through the door of the Legacy. My 20 commercial flying years certainly allowed me to live and fulfil my childhood dreams, but what to do in retirement? I certainly had no intention of hanging up my flying goggles!

Above Ready for the off. A good-sized, well-ordered workshop, and the kit has arrived safe and sound. Photo: Bill Sweetnam

I am an intensely practical person and, much to my wife’s irritation, will never employ a tradesman to do a job that I can do myself. I have always had a decent set of tools and a workshop where things get tinkered with, fettled or made. I had a love of old British sports cars and over the years had quite a few, all of which I looked after to the nth degree. So when my airline pilot friend Tony (also a keen Permit flyer) suggested I build myself an aircraft, the idea seemed a bit of a no brainer! It would undoubtedly be a challenge, but I had space at home with a decent garage and now plenty of time to get stuck in.

Pure professionalism

The choice of kit manufacturer was easy. I had first seen some Van’s Aircraft types at a show about 10 years previously. The design, the quality and the sheer ‘presence’ of each machine shouted professionalism and competence – it was hard to believe they were homebuilt. Good old-fashioned construction in metal hooked up to a time-proven Lycoming, solid and durable with examples having circumnavigated the globe. Since I didn’t fancy the tandem set up of the RV-8, I pretty much settled on the RV-7. My intention was to fully equip it with a decent IFR panel and go touring in it.

Bill Sweetnam relates the story of his lifelong passion with aviation and how he came to build the first Van’s RV-14 in the UK, G-ORWS (LAA 39315519) – aided by a bacon sarnies and ice cream…

Fitting out my workshop with heating, lighting, power, water and all necessary tools, storage and benching was clearly essential preliminary work too. I intended to complete the build in as short a time as possible, so the working environment had to be comfortable and welcoming to not only myself but the essential help the project would need. To that end the purchase of a George Foreman bacon grill, beer fridge and ice cream freezer were all early project purchases!

Before pressing the send button on my order, I needed to find a willing inspector for my project. This involved following a lot of leads and talking to many new contacts to try to find someone who was prepared to take me on as a novice first timer. In pursuit of this quest for information I was fortunate enough to be introduced to Ed Hicks, an RV builder local to me who was completing his second, an RV-8. He invited me to the workshop to show me his build and help make contact with Trevor Hope, who was his inspector.

Ed had just come back from Oregon, where he had flown the RV-14 for FLYER magazine. His enthusiasm for this latest kit, and particularly the significant advances in ease of assembly compared to earlier models, was totally infectious. The component preparation, self-jigging assembly techniques and comprehensive clarity of the instruction manual won

Top The RV-14 nearing completion in the hangar, the plan was to test ‘naked’ and paint in the winter. Photo: Bill Sweetnam

Above left Early days – getting ready to join the empennage to the fuselage. Photo: Bill Sweetnam

Above right Long-time friend and build assistant Steve Mather and the author (right) enjoying a glass of wine and a bit of R&R. Photo: Bill Sweetnam

me over completely. The -14 was of course bigger than the -7 but that was a bonus – lots more space, great luggage capacity, more room for avionics and the fuel-injected 210hp Lycoming. I headed home with a huge grin on my face and, within the week, Van’s had my order for a QuickBuild -14 kit.

Ed very generously interested himself in my project from the start and I quickly realised the importance of having a mentor for guidance, as well as support on

“

Finally, one momentous day, aged 41, the calling of the sky became too strong and I turned my back on the law to take my chances of getting a flying job”

the inspection side from Trevor. I know a few people do manage to complete their builds solo, but apart from the essential need for a competent helper to assist, there is so much shared joy to be had with a good friend and helper as one marks the various milestones and little victories along the way (always an excuse for a glass of wine!). I am so lucky to have had the assistance of Steve Mather. We first flew as ‘boy’ pilots over 20 years ago and had shares in a PA28, then TB10 after which we rather lost touch as I headed off into the airline world and Steve pursued a fulfilling career as a consultant in anaesthetics (with a particular interest in the use of simulator training techniques, many of which came from aviation). When I had told Steve about my project, he jumped at the opportunity to become involved and it was great to remake the acquaintance of an old friend as a result. We console

Below I know many have bemoaned the composite work on Van’s, but I found the parts on the -14 fitted very nicely. I do have to paint them yet though!

Photo: Ed Hicks

Left The author aged about four, the African sun casts a Dash 8-like shadow of my Meccano plane. Photo: Bill Sweetnam

ourselves now during our COVID-19 incarceration with plans for our flying adventures abroad, once we are released.

So far as the actual build was concerned. What can I say? Honestly, ‘10 out of 10’ to Van’s, they are at the very top of their game. Despite travelling more than halfway round the world, everything arrived unscathed and of the 5,000 or so components there were just one or two errors. Really, I do slightly feel that I have cheated when I hear about the struggles some have had to complete their earlier Van’s kits. The 14 isn’t exactly an Ikea flatpack, but provided one religiously, meticulously and thoroughly reads the instructions once, twice and then a third time, then it almost does literally fall together! Of particular note were the canopy frame and Perspex installation, which most builders fear, but on the -14 was kept as easy as

and fundamentally Garmin centric panel with twin G3Xs and a back-up G5. The avionics stack consists of Garmin GTN650 Navigator, GMC507 Autopilot, GTR 225 Comm and GMA245 Audio Panel.

Photo: Ed Hicks

possible – and it fitted first time. And the firewall forward section, which was a case of just fitting parts exactly as per the instructions till you ran out of parts. Even the baffles come perfectly sized to fit – no trimming, you just assemble them.

Any mistakes I made have almost invariably been as a result of having done something out of sequence, or that I did not properly read the instructions first. Also, one must know when to stop! As with flying, construction takes no prisoners and will punish harshly if one labours on long after one should have stopped for the day.

The trickiest area of the build was undoubtedly represented by the avionics fit. While Van’s takes the decision making out of the airframe build, it’s very much the builder’s domain with the instruments. They do provide some generic wiring with the kit, but apart from being a useful source of wire these are in some ways more of a hindrance than help. In many ways it’s better to start with a clean sheet.

Level of support

While I am electronic savvy and I am quite at home making up circuit boards and using a soldering iron, after I bought the panel equipment, the help from the supplier’s ‘expert’ quickly faded as it became obvious he didn’t understand my chosen installation. It was almost to my cost, but then I was blessed by lady luck in being introduced to Dave Smith. He gave me exactly the level of support I needed with my G3X installation, and everything worked on the first throw of the master switch. That in my book is the hallmark of a master of his craft. Thank you and well done indeed Dave!

When I started my build, I had no idea that my -14 would be the first of its type to be ready to fly. Being a

Below First fire-up, it ran sweetly, and the avionics all worked. Now we just have to await the easing of the lockdown so we can start test flying.

Bottom This Engine Installation drawing highlights the quality of the build advice –just pick up the parts and fit them where it says – it couldn’t be any easier! Photo: via Ed

Van’s product, and with many examples already flying in the US, the LAA were very positive about my project and the likelihood of achieving approval without issue. The risk, however, did remain of some issue arising from the final inspection. Jerry Parr and Jon Viner spent several hours going over the aircraft, and beside a few minor observations, gave the thumbs up. A few weeks later the envelope landed on the floor with my Permit to test – unfortunately, just as the world ground to a halt and we all had to shut ourselves behind our front doors. As I write these words with the sun blazing and temperatures heading upward, G-ORWS sits patiently waiting to feel the wind under her wings.

Well, to sum up I’d say that this project has been absolutely amazing and my advice to anyone who is contemplating a similar adventure is just do it! You only live once. Thank you everyone who has helped but particularly Steve, Ed and Trevor. I could never have got to this point without you guys… ■

Photo: Ed Hicks

Hicks

FORGOTTEN GEM

There are flyers among us who have circumnavigated the known world and consider places such as Le Touquet a ‘stop-off’ rather than the ultimate objective. These plucky travellers are always in the market for new and compelling destinations. For reasons that are obscure, Bourges is a place that has likely been missed, but is certainly a worthy ‘weekender’ in its own right.

If you were to get a map of France and put a pin right in the middle you wouldn’t be too far from Bourges, the capital of the Cher department, making Spain, Switzerland and the West Coast of France all within easy reach.

It is eminently easy to be envious of their homebased pilots, as they can just check the ‘météo’ and head in whichever direction the weather looks best. Although, the reality is that many French pilots don’t fly too far, and neither do most Europeans, that is firmly the domain of the Brits. Wherever you go, to whatever esoteric destination, have a little nose around and sure enough, there’ll be an eccentric Brit lurking somewhere, very likely complaining that the local milk makes their tea taste peculiar.

Currently, Bourges has a population of around 66,000, but during WWI it was an important centre for

Main The Cathédrale Saint Étienne de Bourges dates to the 12th and 13th centuries and is seen here lit for the light show. A blue trail links the various lit buildings, making navigating the streets almost as easy as using your SkyDemon!

arms production with 100,000 inhabitants, and workers from all over the world.

After the war Henri Laudier, the local Mayor, was tasked with the development and modernisation of the city, leading to the opening of the airport in 1928. What we know as Aérospatiale started life at the Aéroport de Bourges as the Henriot Aviation factory.

Through the vicissitudes of time its fortunes have fluctuated greatly. Sitting on the River Yèvre, it has served as the capital of France and also been robbed, pillaged and ransacked. Around 1000 BC it was home to Celtic tribesmen known as The Bituriges, meaning ‘kings of the world’.

In his quest to avenge the obliteration of the Fourteenth Roman Legion and to quell the rebelling tribes of Gaul, Julius Caesar and his centurions arrived in what they called Avaricum in 52 BC. He was so taken with the Gallic stronghold that instead of razing it to the ground as part of his corybantic scorched earth policy, he fortified it as a Roman garrison.

In 1487 a great fire destroyed much of the town, with the nadir immediately followed by a restoration programme resulting in more 15th and 16th century half-timbered houses than in any other town in France. As you stroll through the old town, the cobbled streets and distinctive architecture create a unique historic feel.

Much as it’s difficult to comprehend the current worldwide catastrophe, having tidied the garage and shed for the first time in years, rather than capitulate, Martin Ferid provides a modicum of normality and whisks us away to Bourges…

One almost expects D’Artagnan and the three musketeers to appear out of one of the courtyards in knee-high boots, plumed hats and rapiers in hand. Although Alexander Dumas’ The Three Musketeers wasn’t written until 1844, the work is actually set between 1625 and 1628, with the town providing just about the right backdrop.

The airfield has both tarmacked and grass runways, with the peculiarity that if you land on the grass, there is no charge. Not realising, on my first visit I didn’t mention it, although the landing fee of around €10 is hardly a deal-breaker. Its website states a desire to develop GA, which is refreshing, as it would be easy for pilots to feel a touch ‘unloved’ by most regulatory developments. Fuel is available from the pompier with a simple credit card or cash, but surprisingly there’s no restaurant at the field.

Getting into town is straightforward with the bus stop just outside the airport and the No. 8 takes around 10 minutes. For the return, however, it’s worth noting that the bus service stops around 8.30pm and doesn’t start until after lunch on Sundays. Outside the operational hours, the options that remain aren’t that bad, as the walk takes around 45 minutes and may well help walk-off that duck confit and crème brûlée, or alternatively, taxis cost around €12. As a tip, whenever

Top Well worth a visit are the cathedral gardens – some momentary peace and quiet from the hubbub of the city streets.

Above left The old town has more timbered houses than you can shake a stick at, I just love the way the French have preserved so much of their heritage.

Above right The river Yèvre meanders through the town, providing waterside resting places and havens of nature.

possible I ask the hotel to make the taxi arrangements, as they tend to know the more reliable firms and stand a better chance of getting things right rather than a random voice that doesn’t speak the language fluently.

Having been deposited at the bus terminal and feeling more like vagrants, it was time for a respite from the xeric heat, a nice cool drink and to source a bed for the night. I know that many pilots like things arranged well in advance, whereas others don’t pre-book to avoid a loss of fee. Personally, I do some and some! If it’s a busy fly-in or a popular event I tend to book ahead and accept the charges if I can’t get there. If, however, I’m just enjoying the exclusive liberty that a little two-seat wood and fabric aerial conveyance gives me, I’ll just pitch-up and hope for the best.

Overnight accommodation

For cheap and cheerful, the F1, at Le César 18570, is around £40, and The Premiere Classe, at Zac De L’échangeur 18000, around £45, both in the opposite direction to the town.

The Hôtel Kyriad Bourges is conveniently situated opposite the airport and is around £55 and ideal if you want to get going without fuss the next morning. 15 Allée Icare, 18000. +33 2 48 20 14 30. www.kyriad.com

For a couple of nights, I’d stay right in the centre, as

everything is then within easy walking distance and you can soak up the atmosphere with a glass of something from the nearby Loire vineyards.

For a much nicer stay, the 4-star Hotel De Bourbon Grand Hotel Mercure is a good choice as the hotel is attached to a lovely old Abbey not far from the old town, with rooms from around £100. Boulevard de la République +33 2 48 70 70 00. https://tinyurl.com/ tqqdpgnl

The perfectly adequate 2-star P’tit Dej-Hôtel Bourges-Arcane is opposite the station at around £65. 2 Place du Général Leclerc, 18000 +33 2 48 24 20 87. www.theoriginalshotels.com/hotels/bourges-gare

A bite to eat

For the habitué of fine restaurants, La Suite’s is worth trying, particularly at lunchtime as their set-menu represents good value. If cost is not an issue, there is more choice in the evening, but with only the a la carte available it’s going to be a lot more expensive. 50 rue Bourbonnoux, +33 2 48 65 96 26. www.lasuite-bourges.com

Les Petits Plats du Bourbon is a restaurant brasserie and along with the Mercure hotel, part of the old Abbey of Saint-Ambroix. Menus are on a blackboard, reasonably priced and changed according to local produce. The food is good, although the staff can be the personification of ‘Gallic charm’, but well worth visiting if only for the setting. You can find it at 60 avenue Jean

Below Plenty of ancient nooks, crannies and alleyways to explore. Can’t you just imagine the Three Musketeers, rapiers flashing as they fight off the foe?

Jaures, 18000 +33 2 48 70 79 90. For more information: www.lespetitsplatsdubourbon.com

At the other end of the price-band is the Crêperie Dentelle et Chocolat. Now I’m not a crepe aficionado, but Sian is a self-confessed addict and tells me that both the sweet and the savoury are to die for. Pricewise, as far as eating out goes it’s almost as ‘cheap as chips’. 96 rue d‘Auron +33 2 48 65 36 45.

Out and about…

For exploring the area, the Loire Valley is less than an hour away, with plenty of car hire locations in town.

Cathédrale Saint Étienne de Bourges was built in the late 12th and 13th centuries in a Gothic and Romanesque style. It is a UNESCO World Heritage site but must have friends up above as it not only survived the great fire but also all the conflicts since. www.bourges-cathedrale.fr

The Archbishop’s Garden forms part of the Cathedral’s grounds, which are free to visit. There is also a lovely formal French garden created in the 17th century with a bandstand in the middle, by a student of André Le Nôtre, of ‘Gardens of Versailles’ fame. https://tinyurl.com/archbishop-garden

Palais Jacques Coeur is an extravagant Gothic mansion house designed by Jacques Coeur, one of the most successful merchants in France. He was close to King Charles VII and used his wealth to financially support the armies of Joan of Arc. 10 Bis Rue Jacques

Cœur +33 2 48 24 79 42 www.palais-jacques-coeur.fr/

Museum of Meilleurs Ouvriers de France may well be of particular interest to LAA members, as it comprises a collection of exhibits from the yearly competition for the best craftsmen in France. Located in the Archbishop’s Palace, it has been running since 1924, so there’s plenty of historic innovation. Place Etienne Dolet. +33 2 48 57 82 45 www.ville-bourges.fr

Les Nuits Lumieres. During the summer months as the sun goes down, Bourges has its own light show that projects onto its historical buildings. If you haven’t been to one, make a point of going, this one is unusual insofar as a trail of blue solar lights links one major site to another, making the Nav easy.

Muséum d’histoire Naturelle de Bourges is the natural history museum and documents the diversity of the living universe, man’s history and includes a special exhibition dedicated to the topical subject of the world’s bats, or to give them their scientific name, Chiroptera.

9 Allée René Ménard, 18000 +33 2 48 65 37 34. www.museum-bourges.net

Musee de la Resistance et de la Deportation du Cher (Cher Museum of Resistance and Deportation). The museum is not far from the airfield and would only take about 15 minutes if you were able to nip across the runways and shimmy over the fence, but as it is we have to accept the longer walk around the perimeter fence. It can easily be visited though, even if just passing through. Rue Heurtault de Lamerville 18000 +33 2 48 55 82 60. http://resistance-deportation18.fr.

This leads us nicely into some historic content regarding a particular RAF officer who served during WWII.

Aviateur extraordinaire…

Wing Commander Leonard Ratcliff DSO, DFC and Bar, AFC, Croix de Guerre with Palm, Chevalier de la Légion d’Honneur

Now and again I come across someone who deserves recognition for not only a remarkable life but also their contributions to the lives of others. In my view, Leonard Fitch Ratcliff fits into that category perfectly, so sit back, don’t rush, and prepare for some reflection. As the last surviving member of a group of pilots known for their contribution to La Résistance during WWII, in 2011 he was invited as the guest of honour to the opening ceremony when the Musee de la Resistance et de la Deportation du Cher opened its doors in Bourges.

Born in Maldon Essex in 1919, he lived to be 96 years of age, which is quite remarkable considering his wartime profession. At the age of 20, he joined the RAF Volunteer Reserve for pilot training, and was posted two years later to No 49 Squadron RAF Scampton, to fly the twin-engine Handley Page HP.52 Hampden. Luckily, new pilots were taken on as navigators to hone their skills before being given a command. That single fact may have well kept him alive during future operations, as it required an added navigation course.

Top The Jodel looks a little lonely on the ramp. If you land on the grass there is no landing fee, on the hard it is €10, hardly excessive, but then French landing fees seldom are.

Above Interesting street art harks back to the town’s past.

Over the next year, he flew over 40 missions, bombing industrial targets from Hamburg to the Ruhr and dropping mines at occupied ports and river estuaries. On an assignment to a synthetic rubber plant at Huls, he was intercepted by enemy night fighters and in managing to avoid their fire he went on to complete his mission. A few weeks later, bombing ships near Brest, he again managed evasive action, giving the fighters the slip.

After his tour of duty in 1942, he spent a year instructing bomber crews before being re-assigned to the secret RAF Tempsford, where the elite No 138 and No 161 Squadrons were based. This meant night-time covert operations, picking-up or dropping-off secret agents to and from remote locations in the dead of night. The two Squadrons had a combined total of 200 flying personnel at any one time and, during its 3½ years of operations, they suffered losses of 600. On leaving the RAF in December 1945, Ratcliff had flown a total of over 60 missions and, as far as probability and life expectancy goes, well, you do the maths!

On one occasion, when flying agents near to Mâcon, on approaching the French coast his four-engine Halifax developed an engine problem. Rather than return home he carried on, made his drop and flew on to Algeria on the remaining three engines, for the engine to be replaced.

Those who’ve seen the 2001 film Charlotte Grey , about a female agent operating behind enemy lines,

will be familiar with the storyline. But it was Ratcliff who flew the real-life wireless operator Yvonne Cormeau, codename ‘Annette’, to an isolated field to the east of Bordeaux.

In his first sortie in a Lockheed A-29 Hudson, he was due to collect suspected double agent Henri Déricourt for interrogation from a remote location near Angers. On becoming suspicious, Déricourt convinced Special Ops to alter the detail whereby Ratcliff was reassigned to recover other agents instead. After the war, Déricourt was tried as a double-agent and to this day it is unclear whether the agents he sacrificed were to avert attention, as he claimed, or if he was in fact, serving two masters. He was ultimately acquitted due to a lack of evidence.

Early the following year, Ratcliff flew the aeroplane that dropped Wing Commander Forest Frederick Edward ‘Tommy’ Yeo-Thomas GC, MC and Bar by parachute into occupied territory. Details of Tommy’s life are equally fascinating, as he really was a doubleagent, mixing with the Nazi elite and in constant threat of discovery. Codenamed ‘Seahorse’ and ‘Shelly’ to Special Ops, and known as ‘The White Rabbit’ to the Gestapo, despite being captured and tortured he also managed to survive the war.

A couple of months later Ratcliff was in a STOL Westland Lysander, so named after the ancient Greek Spartan Admiral. One of his first trips in a ‘Lizzie’’, as they were known, was to drop three agents at a secluded spot near Chartres. The aircraft was specially modified for the purpose, with long-range tanks, but cramped and pretty uncomfortable.

Shortly after he was one of three ‘Lizzies’ that flew independently to an isolated field near Touraine to drop two agents and return with three. Lit up by the resistance, the aircraft arrived at the chosen spot near the River Cher within minutes of each other. On landing, Ratcliff was airborne again within three minutes, allowing the second aircraft to land behind him, making it nearly a six-hour round trip.

After the war, he went back to Essex into the grain business, eventually becoming a director for Spillers Foods. Among his many achievements, he was a founder member of the Halstead Rotary Club, chairman of Halstead Hospital’s League of Friends, appointed High Sheriff of Essex and a year before his death, had the hospital’s rehab centre named after him.

Now, I have flown to all of these places, but only in good conditions and more recently with GPS. How these guys managed, not only to fly at night but to navigate and locate some remote clearing guided by torches, is an amazing feat in itself. But when you add the fact that both in the air and on the ground, there was an enemy actively wishing to do them harm, takes matters to an altogether different level.

These days we regularly hear the word ‘respect’ bandied around by people with little or no comprehension of its true meaning. In my view, such an

important word should be reserved for the truly deserving, and you can’t get much more worthy than not only some of the people mentioned above but all of those who endured so much; contributing to the lives we lead today as opposed to what they might well have been.

It is heart-warming in today’s troubled times that our dedicated frontline health and care workers carry on that selfless dedication to duty, our modern-day heroes who are also so worthy of our gratitude and respect. Keep safe and let’s hope that we will soon enjoy better times ahead.

Next month’s Adventure takes us to the RSA Rally at Brienne-le-Château (LFFN) although sadly, I have just heard that this year’s event has been cancelled. ■

Get touring with the author!

Martin Ferid is a Class Rating Instructor and Revalidation Examiner and specialises in helping qualified pilots expand their horizons by flying with them in their aircraft for day trips or a few days at a time. If you need a bit of confidence building, want to cross the Channel, or need help with touring in general, just ask, as we are only too pleased to help.

Check out his website; a browse through the ‘favourite destinations’ should provide inspiration for places to visit. The ‘touring’ pages contain a useful amount of info with regards to formalities, radio procedures, flight plans etc. if you want to go it alone. And for a little amusement on days stuck at home, try the ‘bit of fun’ section on the contact page.

When things return to normal

Throughout the season, in conjunction with this monthly series of ‘Touring Adventures,’ we arrange fly-outs to destinations in both the UK and abroad. The idea is to get you guys to dust-off those ‘hangar queens’ and take part in the adventures that they read about, and which are literally at your fingertips. The message is getting through, with more and more pilots succumbing to temptation and taking that first ‘bite out of the apple’.

Picture a weekend away, a nice town, good food, a glass or two and a bunch of like-minded people. If you would like to join us, you will be most welcome. It makes no difference whether you are a seasoned tourer or have never crossed the channel before; there’s enough support and experience around to help allay those fears.

Email: lightaircrafttraining@yahoo.com

Tel: 07598 880 178

Website: www.lightaircrafttraining.co.uk

Your task will consist in handling and developing a portfolio of private aircraft owners and flying clubs based in the UK and Europe. Besides the daily account handling, mainly consisting in listening to the pilots needs and expectations, offering them advice and issuing insurance quotes, you will actively participate in the continuous improvement of our offer to better meet clients’ expectations. The position also includes the coordination of claims to ensure an efficient claims handling liaison with the loss adjusters. You will also attend a number of airshows each year.

Required skills:

 Preferably native English speaker, or fluent in both spoken and written English

 Good interpersonal skills, and team player

 Good organizational skills

 Proficiency in Microsoft applications (Word, Excel, PowerPoint)

 A previous experience in insurance would be a plus

Location: Lyon (France).

A location in the UK can be considered but a period of six months in Lyon would be necessary.

If you are interested in applying for this position, please send us your complete application (CV, covering letter...) to recrut@air-assurances.com or contact us

+44 (0) 3306 845 108

A new job opportunity arises from the successful growth of the LAA Member Insurance programme

We are hiring an aviation insurance account handler

It has been a real pleasure over the last couple of weeks to receive items of interest for S4U from Struts across the UK. Strut leaders and newsletter editors are actively working to encourage interaction between LAA members, and there will never be a better time for you to check out where your local Strut is based. It’s a good time too to make contact with them while everyone has time to get to know each other in this strange and ‘virtual’ world. Monthly meetings are being held through social media, with stories, expertise, projects and memories being shared on a regular basis.

From the Southern Strut Tony Palmer writes, “If you are a LAA member and live within a radius of say 25 miles of Brighton and are not a member of the Southern Strut, then ask yourself why not? We have been operating for more than 50 years and were the first area to get members of our Association (PFA at that time) to meet every month and chew the cud over a drink or a meal.

Struts 4U

by Anne Hughes

“We have much to offer, we hold a Strut Christmas dinner, two local fly-ins, talks on aviation related subjects and boast a fair number of inspectors, hands on builders, instructors and even some aircraft importers who are ready to answer your technical questions. You can view our current newsletter and all the old ones at https://southernstrut.org/newsletter/april-2020/.”

Under normal circumstances the Suffolk Coastal Strut, meets at 1930 on the third Wednesday of every month at Crowfield Airfield Club House, approximately 10 miles north of Ipswich in Suffolk. East Anglia’s only LAA Strut, their 70-plus members are drawn from Suffolk, Norfolk, Essex, Cambridgeshire and Kent. They have a range of interests, experiences and ownership including light aircraft, microlights, helicopter, gliders/powered gliders etc. New members will be very welcome so check out the website for more information, and by all means get in touch as they will be more than pleased to chat: www.suffolkcoastalstrut.org.uk/ email:- coordinator@suffolkcoastalstrut.org.uk or to speak to someone, call Mick Gill on 07834 535290.

Improvise

In Oxfordshire, the Oxford Group have been keen to improvise for their meetings. They write, “The Oxford Group had a very successful Zoom meeting last night. It appears that the free licence arrangement has been extended to well over 40 minutes – it seems to be operating an open-ended time limit and gives you a good opportunity to experiment with it and see if it works for you. One person takes out a free licence to become a host, and then emails the link to all invited members. The member then sees a ‘Join Meeting’ screen, which the host then opens at the appointed time. It’s very straightforward but let’s hope we’re all meeting again in person before too long!”

Other groups have been trying out similar communication methods, the Kent Strut used another conferencing app, Jitsi, for their recent committee meeting and are also planning to hold virtual Strut meetings using similar technologies.

In Scotland, the West of Scotland Strut is used to a

certain amount of isolation as a matter of course! Neil Geddes reports that they have set up a chat site at wscotstrut@groups.io. It is an opportunity for posting interesting photographs of aircraft and destinations and items of general interest. There is also a quiz, and everybody is invited to visit the site and join in.

On 8 April, the West Midlands Strut held a webinar with Dr Simon Keeling on weather forecasting for pilots. One hundred people registered to view this online with a Q&A after the online talk. As a result, the event raised £600 for the Big Issue Foundation.

It is good to hear so many positive stories from across the country and we will share other contributions received from the Strathtay, Wessex, Gloster, Cornwall and Vale of York Struts with you in June’s Light Aviation . Thank you again to all the Struts who have contributed.

Most Struts send out a monthly e-newsletter to local Strut members and these are always full of useful information and amazing tales! Do get in touch with your local Strut, they will be pleased to put you on their mailing list.

In the meantime, keep safe! We look forward to the end of the present crisis and will start to publish a list of events when they let us all out to play again.

Our thoughts are with all of you who have been personally affected and all who are supporting those, or who are themselves, ‘on the front line’. Thank you.

Below Southern Strut’s Tony Palmer with his Tiger Moth and mini pedal-plane version.

Above Remember camping at the Rally? A lovely moody shot from Gloster Strut member Tim Houlihan of the aircraft park waking up as dawn breaks.

Strut Calendar

As lockdown continues it is inevitable that the Struts are unable to proceed with planned talks for May and, who knows, possibly June. Consequently, as we did last issue, we have removed the planned events from the list but left the contact details so you can remain in touch with the Strut and find out

Andover Strut: Spitfire Club, Popham Airfield, SO21 3BD. 1930.

Contact keith.picton@ntlworld.com

Bristol Strut: BAWA Club, Filton, 1930. Room 4. Contact chairman@bristolstrut uk www.bristolstrut.uk

Cornwall Strut: The Clubhouse, Bodmin Airfield. Contact: Pete White pete@aeronca.co.uk 01752 406660

Devon Strut: The Exeter Court Hotel, Kennford, Exeter. 1930. Contact: david.millin@sea-sea.com

East of Scotland Strut: Harrow Hotel, Dalkeith. 2000. Contact: inrgibson001@btinternet.com 0131 339 2351

East Midlands Strut: The Plough, Normanton on Soar, LE12 5HB. 1930 for 2000. Contact: tonyrazzell2@gmail.com

Gloster Strut: The Victory Club, Cheltenham, GL50 5SY. 1930.

Contact: harry.hopkins@talktalk.net

Highlands & Islands: Highland Aviation, Inverness Airport. Contact: b.w.spence@btinternet.com 01381 620535

Kent Strut: Cobtree Manor Golf Club, Maidstone, Kent. 2000. Contact: Brian Hope. bfjjodel@talktalk.net 01795 662508.

LiNSY Trent Valley Strut: Trent Valley Gliding

what is happening locally. We will continue to share the Struts4U stories and hopefully things will return to normal before too long. In the meantime, stay safe and make use of social media platforms to keep in touch! I am always happy to hear your news, views and stories so do feel free to contact me at struts@laa.uk.com

Club, Kirton Lindsey. pilotbarry1951@gmail. com http://linsystrut.wixsite.com/website

North East Strut: Fishburn Aviator Café, Fishburn Airfield.

Contact: alannixon297@btinternet.com

North Western Strut: Veterans Lounge, Barton, Manchester, 1930 for 2000. Contact: cliffmort@btinternet.com / 07813 497427

North Wales Strut: Caernarfon Airport, Dinas Dinlle. HEMS Bistro Café 1300. Contact: Gareth Roberts gtrwales@gmail.com, 07876 483414

Oxford Group: The Duke of Marlborough, Woodleys, Woodstock, Oxford, 2000. Contact: LAAOxford@gmail.com www.oxfordlaa.co.uk

Redhill Strut: The Dog and Duck, Outwood, Surrey, RH1 5QU. 1930. Contact: david@milstead.me.uk

Shobdon Strut: Shobdon Airfield, 1930. Contact: Keith Taylor bushebiggles@sky.com

Southern Strut: The Swiss Cottage, Shoreham-by-Sea. 2000. Contact: Tony Palmer palmersfarm@sky.com

Strathtay Strut: Scottish Aero Club, Perth Airport, Scone. Scone Clubhouse. Contact:

Below Many Struts host GASCo Safety Evenings, here Southern Strut’s usual venue of Shoreham’s terminal looks to be pretty well packed with interested participants.

keith.boardman@peopleserve.co.uk 07785 244146

Suffolk Coastal Strut: Crowfield Airfield Clubhouse 1930. Contact: Martyn Steggalls events@suffolkcoastalstrut.org.uk 07790 925142

Sywell Strut: Aviator Hotel, Sywell Aerodrome 2000.

Vale of York Strut: Chocks Away Café, Rufforth East Airfield. 1900. Contact: Chris Holliday 07860 787801 cwaholliday@gmail.com

Wessex Strut: Henstridge Airfield clubhouse. Contact neil.wilson@laa.uk.com

West Midlands Strut: Navigator Café, Halfpenny Green Aerodrome. 1930. Contact Graham Wiley westmidlandslaastrut@ googlegroups.com StuartDarby stuartdarby134@hotmail.com. or visit our website www.wmstrut.co.uk

West of Scotland Strut: Bowfield Country Club, Howwood, PA9 1DZ. 1900. Contact: Neil Geddes barnbethkng@gmail.com 01505 612493

Youth & Education Support (YES): Contact: Stewart Luck captainluck@hotmail.com

Thank you to all Strut co-ordinators and newsletter editors for the continuous flow of information. You can contact me at struts@laa. uk.com. Anne Hughes. ■

The British Bulldog

Clive Davidson flies one of the last ‘old world’ British production light singles.

Pictures

by Neil Wilson

Flight Test

You might be aware of a timely and brilliantly functional public relations exercise from May 1940 of the Spitfire Fighter Fund, whereby collections were made to buy much needed Spitfires. Sixpence (2½p) bought a flush rivet, a set of 24 spark plugs cost £9.12s (£9.60) and £1,600 paid for eight .303 machine guns. An entire Mk II airframe and Merlin XII was said to be valued at £5,000, but this is often quoted as a seemingly appropriate figure, not a costing to reality. There were 1,400 such schemes, with many of the resulting Spitfires proudly wearing the funding town’s or company name on the cowlings. My favourite is an example funded by the Kennel Club, who named theirs Dog Fighter

Our air test aircraft

Leaping forward 70 years, the fashion of naming aircraft is now rarely seen. However, there is a penchant for some imaginative owner pilots with personalised ‘G’ registrations.

Some aptly fit their name, and the one on this month’s air test subject injects a touch of light-hearted humour, while underlining the machine’s robust character and capable performance. G-GRRR is a Scottish Aviation Bulldog, an aircraft that raises a smile both from its reg and from its delightful flying characteristics.

The aircraft is operated by John Mann’s syndicate and, quite some time ago, I had the challenge, task and the fun of checking out some of the owner pilots. It’s an aircraft I still have an occasional ‘flit’ with, as John renews his aerobatic currency with me and, at the tail end of our soggy winter weather just before the GA shutdown, he diverted into Henstridge, returning from his maintenance check as his home field was still waterlogged. We grabbed the opportunity of a flight test and an air-to-air sortie, and though G-GRRR has a CAA CofA, we do of course have Permit to Fly examples on our LAA fleet. A quick call confirmed that Patrick Caruth was free the next day, and his BN Freelance was serviceable and ready to take advantage of the forecast for bright sunshine and slack winds – so we were set.

A sorry history

The Bulldog followed on from the Beagle Pup, itself a successful two-seat, all metal trainer of either 100hp or 150hp engines, and before a sole prototype demonstrator four-seat retractable version, the Goldfinch, which saw the lineage peter out. The manufacturing company, trading as Beagle, British Executive and General Aviation Ltd., had been formed by the amalgamation of both Auster Aircraft and FG Miles Ltd and at one stage were producing a Pup a day. They also had a Swedish military order for 78 of their new Bulldog. The future looked positive, but it all came to nothing when the then Labour Government withdrew its backing before any production Bulldogs were built, and the company folded.

Scottish Aviation, at Prestwick, grasped the baton, fulfilling the Swedish contract and going on to build 140 for

the RAF and fulfill a number of smaller orders for air forces around the world. Scottish Aviation eventually being amalgamated into British Aerospace. From the prototype’s first flight in May of 1969 from Beagle’s facility at Shoreham Airport, 328 examples were built, with production ceasing in 1982. Incidentally, that prototype, G-AXEH, resides in the National Museum of Flight at East Fortune, in Scotland.

Romeo Romeo, a Model 122, was delivered to, and flown by, the Ghanian Air Force from 1973 to 1997 when, as one of a batch of six others, it was returned to the UK. All had low hours, RR had less than 500. It was placed on the British register as G-BXGU and operated from out of Old Sarum, close to Salisbury. It was here that John Mann was first introduced to advanced handling, after being given a gift voucher for an aerobatic trial lesson.

At the time, John had been flying a Cherokee and having done a bit of touring to France and the Isle of Mull, he thought the contrast of aerobatics was great fun, so he

Below The ventral fin and stall strakes coming forward from the tailplane are evident here. It’s quite a height up onto the wing but fortunately there’s a convenient step.

Bottom Cruising at 105kt over the British countryside heading for the coast. Little did we know this would be our last opportunity to do so for a while.

continued to gain the AOPA Aerobatic Certificate. Over time, instead of hiring, he bought a quarter share in the Bulldog, and later bought the other members out.

On coming onto the civilian register, the aircraft had originally been sprayed a rather garish purple, so John had it redone in its current bright red with silver wing leading edges, plus its new registration letters. I think it is attractively distinctive. He then moved to the ‘hill’, as Compton Abbas is known locally, where he formed his new syndicate. I was also based there at the time and John reminded me that within an hour of his arrival, I swooped in and had convinced him we ought to fly aeros together… I do not recall this, maybe he was pulling my leg, but there just may be a grain of truth in it – I admit I’m not slow in coming forward!

Overall, the machine gives the impression of purposeful, robust intent, being slightly beefier than most ‘civilian’ types of its time, with pronounced dihedral, a large fully blown canopy over a wide and tall cockpit, generous fin and rudder area, mass and aerodynamic control balances, spin strakes and a ventral fin, all constructed of conventional light alloy, including the control surfaces.

The placarded max take-off weight is 2,350lb/1,066kg and should you wish to engage in aerobatics then the airframe limit is restricted to +4.4 to -1.8 g but, reduce the aircraft’s total weight to arrive at 2,238lb/1,015kg and below, and the airframe will accept the standard +6 -3 g. The type’s tare weight of 1,475lb/669kg, plus two (average) people combine to add a further 383lb/174kg, and a further 237.6lb/107.9kg for full fuel, results in a typical start of play, first flight of the day weight of 2,095.6lb/950.9kg.

Obviously, if you’re going on an aeros sortie, you don’t want any loose items in the rear – G-GRRR has only a secure First Aid box and a well-mounted fire extinguisher, which is actually in date! But this large open space can hold up to 200lb/90.7kg of baggage, and the Bulldogs operated by the Swedes had a third seat, making efficient

use of the airborne time for a second student during early handling and navigation training flights.

Wings and wheels

Starting from the ground up, the un-spatted tricycle undercarriage has Lockheed oleo-pneumatic shock absorbers with Goodyear wheels and tyres, with hydraulic disc brakes on the mains. It has direct nosewheel steering and there is a good clenched fist, and more, of exposed chromed nose oleo strut. The book says there is 10.25in (260mm) of prop clearance. Nice to know…

The wing is of a surprisingly higher aspect ratio than I remembered. It is not particularly pronounced and I only really noticed this when last standing on the wing walk, gazing at the trailing edge. Later, when looking at Neil’s photos, it was obvious.

The wing area is 129.4 square feet, so the max wing loading is 18.15lb/sq ft. The older, but smaller in stature, Beagle Pup from which the Bulldog was developed, is considerably lower at 13.4lb/sq ft. The Bulldog has a larger wetted area and a reasonably tractable, good power loading (weight divided by engine horsepower) of 11.75lb per hp. In contrast the Mk I Pup with 100hp has an adequate power to weight of 16lb/hp but the Mk II, with 150hp, would theoretically better the Bulldog’s straight and level acceleration with 10.66lb/hp. (Between the Pups, the Mk II is not that much faster in cruise, but the difference in the rate of climb is marked).

Fuel is carried in two wing tanks, the usable amount being 32 of the 33 imperial gallons/149.8 litres total capacity, and the inboard, underwing fuel drains may be found adjacent and above the main undercarriage.

All of the control surfaces are of corrugated light alloy, similar in construction to those on Cessna singles. The ailerons are slotted and have the standard differential of more up than down travel, to reduce adverse aileron drag. There is a fixed tab on the starboard aileron. The slotted trailing edge flaps are electrically driven and have an intermediate position of 10° for take-off and slow flight,

and 45° for the approach and landing. There are inboard leading-edge stall strips to disrupt the flow striking the elevators at high angles of attack to shake the stick and warn the handling pilot of the approaching stall and impending doom. The wings are mounted with 1.9° incidence and have a noticeable dihedral of 6° 30min. Like the Pup, the outer wing section has washout aiding the stalling characteristics, and the wing tips are chamfered and house the nav lights. There are underwing tie down points but no trace of the mountings for the previously carried underwing armament package.

At the rear, the elevator trim tab is on the starboard elevator, which has mass and aerodynamic balances to bring its centre of gravity forward of the hinge line, preventing flutter and easing pilot control trim forces.

At sometime during the aircraft’s development it could well have been found that spin recovery needed some improvement, as the ventral fin is much larger than that of the Pup. However, it does offer the preventative bonus of a ‘tail bump’ at its rearmost point. And, as a precaution against an unlikely tail strike on a rough surface, the bottom of the generously sized rudder, aft of the tail bump, is higher and would be protected from being ripped off should such an event occur. There are also flat triangular spin strakes merging into the aft fuselage from the tail’s leading edge to also aid spin recovery (larger strakes of the same type may be seen on Tiger Moths).

Cockpit capers

Standing on the wing walk, a yellow knob-topped lever, rather similar to a short gear lever, on top of the canopy has to be pulled sharply back to unlock the catch and enable the canopy to be pulled back on its central upper runner and edges. Then, before stepping into the cockpit, clear the harness and support yourself with one hand lightly on the frame of the forward screen and step in.

Settled in the comfortable right-hand, leather-bound seat, with the forces style five centrally buckled straps adjusted, chart and note book in the fuselage side pocket and spare reading glasses in the central elbow rest box, all is well with the world. This is a satisfyingly large cockpit, being 3ft 9in /1.14m at its widest point and 3ft 4in/1.02 m at its tallest, literally bags of room above one’s head, even when wearing a helmet.

My two bête noires – the fuel selectors and the headset plugs – I know from memory, but I suggest you too would be flummoxed the first time in.

The rotary fuel tank selector is out of view, hidden between the baggy, flight-suited trousers of the parted legs of the chap in the left-hand seat, and just behind the main wing spar. But no matter how hard you focus on the panel, the edges, the top and lower sections in front of you, you will not see those two metal rings of the mic and phones plugs. As they say in panto, ‘Behind you’, both P1’s and P2’s sockets are behind the central elbow box. It is best to plug in before strapping in, as quite a head craning twist is needed. But I have heard of worse. Imagine Buccaneer pilots whose cockpits were so tight on space that an

Below John Mann, who bought out the previous group members and now heads up a new syndicate around the aircraft at Compton Abbas.

added transponder was fitted behind the seat, hidden from you. When changing the ident, they had to count the tactile clicks on each of the four rotary numeric selectors, with gloves on. Amusing to contemplate in the warmth of a club cafe with friends. Remember those? Gatherings and friends, not transponders...

Instrumentation

Feet and hands naturally assume their position on the pedals and the black, finger-contoured control column grip, the stick curving under the panel and, when wiggled and holding its twin, there is no play whatsoever between them. Checking the throw all around the box, there are no

Left Extra weight over the Pup was partly offset by increasing the wingspan with an additional centre section, there’s a noticable crank in the wing just outboard of the walkways.

Below The nicely turned out traditional panel and plush cockpit has ample width and headroom for a two-seater.

Below right The generous fin and rudder give the Bulldog a very generous 35kt crosswind limit. Note corrugated elevator skin.

potential wires or obstructions to falsely limit any induced movement and looking outside at the ailerons shows them to move without any slackness with their rod connections.

The rudder pedals are broad and generously sized to accommodate near clumsy military footwear and, much to my liking, are the brake pedals immediately above. Closing the throttle fully and raising your toes there can be no likely mis-braking because the toes cannot find the brakes, it’s a one-shot score. There is also a pull to engage park brake pull handle sprouting from the corner of the lower left panel, adjacent to the pilot’s right knee.

The lower, central, mid-panel houses both a suction gauge and a combined Volts and Amps dial and below are the three switches for the master, alternator and fuel boost pump. A red engine starter engaged light is right beside the magneto and starter key position. The panel continues between the seats and houses the throttle quadrant, which indeed has four levers, all separated not only by function and colour, but helpfully by shape as well. The closed black throttle lever is the largest, having a lateral handle; the slim royal blue propeller lever is correctly fully forward, in the fine position; the red ball mixture lever is fully aft in the lean/cut off position; and the smaller, side placed friction lever is forward and free. The engine they are connected to is a Lycoming IO-360 (injected and horizontally opposed), configured for aerobatics and giving us 200hp through a Hartzell two-bladed constant speed metal propeller.

Conveniently behind these levers are the elevator trim wheel, the rudder trim – flat mounted with a small, red pointer nose and a graduated scale for deflection and use. There is a very thin, almost ignorable scratch of a line at the one o’clock position showing the take-off position. Right rudder will be needed for take-off and this will reduce the pressure and aid a ‘young’ (inexperienced) pilot’s right foot work to keep on the straight and narrow. A flat and black ‘flap’ electric switch with deflection for ‘inter’ (take-off) and ‘full’ (landing) is the last item of this set.

There is a central bank of avionics, which contains the 8.33 radio, and in front of the P1 are the six basic instruments and to the left an ADF indicator and beneath

that one for the VOR . On the lower row, left to right, is: a clock, a twin needled fuel gauge, a combined manifold pressure and fuel flow meter, the rpm gauge and next to that a tri-indicator of the CHT and oil temperature, both in °C , along with oil pressure.

Beneath these are the black-topped circuit breakers for all of the facilities, one orange illuminated press to test ‘Boost pump on’ and tumbler switches for all of the lights – anti-collision, nav, landing and taxi, followed by an avionics master switch.

The right-hand panel has placards for limitations and aerobatic speeds, and vent and heating slots. A Hobbs meter and a carbon monoxide indicator, which still remains orange. It’s lovely to see such a nicely turned out ‘traditional’ panel, so many of them have been chopped and changed, with instruments missing or inoperative.

Above, the lateral handle may slide the canopy forward and lock it, but beware the wire locked yellow and black wasp stripped handle behind. Pull this and you are in trouble, it’s the canopy release. I have never, as yet, had to pull one. However, in the Yak 52 the same red ball that shuts the canopy tight, in the same company's Yak 11 and earlier Yak 3 and 9 fighters, is the canopy release! D’oh.

The Bulldog canopy may be flown slightly open, but not something I could recommend, not just from the concern it might cause an aerodynamic difficulty, but a flapping and distracting chart disappearing act would be nigh impossible to follow.

The checklist to start the engine from cold requires the master switch on, the fuel tap turned on, and the red mixture lever on the throttle quadrant forward for rich. The throttle is open a quarter to half an inch forward to anticipate a starting rpm of 1,200. The electric fuel pump is flipped on and accompanied by the reassuring whir of the motor until fuel pressure is shown, then off. The mixture lever is then brought back to the fully lean / cut off aft position (being an injected engine, should the mixture lever remain forward during the start, an excess amount of fuel will enter the cylinders and become too rich to 'fire' and start the engine). The starter / magneto key (check all clear and call ‘All clear’) can then be engaged with your other hand ready to slide the mixture from lean forward to enrich the mixture, as the engine first shows willing encouragement and fires, too slow to do it and the engine will stop. With time and an acquaintance established, this last action of the sliding forward of the mixture lever will be a smooth, calm movement, not a slammed hurried jolting thrust against the stop! The oil pressure needle rises reassuringly, and the red starter engaged light, rather oddly placed down by the ignition key in the centre panel rather than in the pilot’s natural line of sight, is out.

Engine warmed, taxying and the lookout over and beyond the nose is simple, with a good turning circle of approximately 30ft through the direct rudder to nosewheel steering and a little anticipation on a concrete or Tarmac surface. The prop is cycled three times from 1,800rpm and the blades can be heard thrashing as they coarsen. The manifold pressure needle rises as the Lycoming works

harder, and incidentally has the fortuitous action of cleaning the plugs (should they be dirty with carbon).

Mags are checked at the higher rpm of 2,100. Throttling back to a calm idle, we can now settle to prepping for flight with the fuel system selected and boost pump running, flaps and trims (don't forget the rudder trim to one o’clock) and self-brief for all three take-off emergencies – we have ahead and to the right some 400 yards (I’m a pre-metric man) the standard ‘get out of jail free card’ of the field I hope I never have to walk back from. Boy Scout stuff – be prepared.

On the 24 numbers, with the runway centreline extending 720 metres ahead, we have ample space to roll and climb. RR can be kept on heading and the torque and slipstream produced by full power and a fully fine prop setting pulling to the nose to the left does not feel that pronounced. We easily lift the nose wheel as we pass 55kt just after the diagonal taxiway, in just under 300 yards and we are quickly off and accelerating in ground effect,

aiming to climb away at 80kt with the VSI showing just over 1,000ft min. The flap is raised judiciously as we pass ‘our field’ with an anticipated slight nose sink caught with the stick and retrimmed. Power and prop came back to 25/25, a convenient set of numbers, throttle back first so as to not over square, 25 inches of manifold pressure and the revs settle at 2,500, producing what seems to be a sigh and a reduction in noise. Minute adjustments of the trims are made – they are there to help and relax you. Trim and trim again to the finest degree. We establish a cruise at 105kt with 23in and 2,300rpm, and lean the mixture. We’re burning 35 litres an hour.

Checked from steady, heading side slips, both in the cruise and set up for the approach, releasing one control at a time the Bulldog shows herself stable both laterally and directionally. There is a little adverse aileron drag, easily countered with rudder, but single control gently banked turns may be flown with little divergence. She is also stable in pitch from nose down and nose high releases, the phugoids petering out within three cycles. Interesting to note is that commencing from pushing forward 10° and gaining 10kt, then letting go, we returned exactly to our starting height of 3,500ft. However, start by raising 10° and our cycles dip and rise, gaining height, and unaided we fly level again at 3,800ft. The control

“

Checked from steady, heading side slips, both in the cruise and set up for the approach, releasing one control at a time the Bulldog shows herself stable both laterally and directionally

harmony is near perfect, with lovely friction-free control circuits and no play in evidence.

Aerobatics, a delight

The placard directly in front of me gives the speeds in knots required for the Bulldog’s aerobatic repertoire, as well as airmanship / threat and error management advice: loops 145, half loop and roll out 145, half roll and dive out 85, stall turns, slow rolls, barrel rolls all at 120 and flick rolls 65-80. And being below the max aerobatic weight we can pull up to 6 G. However, it is rare for us to pull beyond 4 G, there is no need to as large sweeping gentle aerobatics suit this machine.

Coupled with a brisk rate of roll, the handling is delightful, however we still have to dive to achieve 145kt for a loop using 25/25 – max straight and level speed being 130kt. However, there is the benefit that should you just need that little bit of 'claw' from the prop, you can always push the prop' forward to fully fine. (But I didn't tell you that…)

For not quite the first time, I made a concerted effort to actually see what height gain we got from a few manoeuvres. The loop takes us up to arc on our backs at a gain of 530ft when 50kt is shown over the top floating, stick pretty close to neutral but carrying right rudder. And the stall turn took us up 800ft and, if fortunate, you can sometimes judge it to level off at the same height as we started… but the needles only get a snap viewing and could easily be over/under reading at that millisecond scan. On the way up the vertical, there is time to check both wing tips and ascertain that we are indeed on the vertical and not short of it, or on our backs (so a higher starting speed than recommended will give a longer up line). I tend to progressively carry more right rudder to

counter the torque as we get slower and then, at the moment critique, 45, or 60 if you weaken, then full left rudder, more authority and the Bulldog pivots, hopefully, somewhere within the left wing. The ASI definitely has given up the ghost and rests at 0kt, but is soon awakened after a prompt right rudder to prevent a pendulum swing, and a rushing down line establishes on a vertical, held briefly, with an exit to use the energy on another manoeuvre.

John admits to being taught the Air Force barrel roll method where one angles off the intended roll direction before introducing both pitch and roll to trace the shape of a barrel in the opposite direction of roll, but prefers, as I do, the competition method. There is a natural tendency to do all rolls to the left and, having chosen a feature on the left wing, commence by diving straight ahead on a feature to 140kt, so as to fly a bigger manoeuvre and then pitch and roll, aiming to be inverted 90° off the initial heading but towards the chosen feature on the left wing tip.

Two comments: as more height has gained, the slower the aircraft becomes and the less pitch, back stick pressure is needed to allow the nose to follow its curving path, so, just like the loop at the top there is very little aft stick pressure. As the inverted horizon appears, there is time to judge if the aircraft will be at the momentary wings level at the apex, the top of the barrel roll arc. If it looks like the roll rate is too slow, simply increase the rate of roll so that you are not about to throw height away, gaining energy on a downward curve. Not the best position to induce, ideally your barrelled path will end up by pointing at your starting feature. Incidentally Vne is a massive 185kt and you really have to set a determined stance to achieve this as the wind swirls and swooshes past. Avoid any and all turbulence at such velocities.

Sin Sister 1

Stalls are given plenty of warning, both aurally and with tactility, i.e. the left wing mounted stall warner gives an early warning beep and then a progressively annoyed wail from above 50 to 45, when in the approach configuration the stick judders slightly, receiving the benefit of the buffet generated by the inboard wing ‘toblerones’ thrown onto the disturbed and jittery elevators. Stalling in a climbing turn the aircraft rolls out, and in a descending turn increases the bank, rolling further with a lowering nose.

Sin Sister 2

Yaw + stall = spin, but avoid this over cloud, a monochromatic surface or over an expanse of water. Today though the exit attributes are good; from a one turn spin, left or right, simply place the controls in neutral and all that has to be done as it auto recovers is to pitch from the unusually low nose attitude.

Or wait, rotating longer for a fully developed spin, and that beautifully large rudder can be forced against the direction of rotation, pause, stick progressively forward (no aileron input please) and recover from what appears to be the downward vertical. Safe again. Let’s go home.

The circuit can be flown anywhere from 85-105kt,

Opposite top The Bulldog is an attractive design, its rather chunky appearance giving it an air of hardiness.

Opposite middle There’s 200lb of baggage capacity and volume to match. The Swedish military had an extra seat installed.

Opposite below The aircraft will climb out at over 1000fpm at 80kt and has sufficient performance to gain height in many aerobatic manoeuvres.

depending on traffic, the goal being to be under flap limiting speed by base leg to select one stage of flap to fly at 80kt. While slowing down, the prop lever may be pushed forward for fine pitch to act initially as a brake and to give a better response should a go around be needed. Final and full flap (limitation, operation, indication) now reducing speed to 70. Even though John is flying at this juncture, I run through the generic check of PUFA: Pitch fully fine, Undercarriage (down and welded), Flaps selected fully down, and finally, Altimeter set with QFE. The target is to be at 65 over the threshold, and John knows his aeroplane, putting her down with a gentle squib of the mains and an easing of the nose wheel onto the centreline. There was hardly any wind, but John admits to loving kicking the drift off with that generous area-ed rudder. You would never believe what the Bulldog’s crosswind limit is – an amazingly high 35kt! The ground roll was in the order of under 200 metres (the book gives 153m), certainly no braking was needed to exit at the midpoint turn off.

The Pilot Notes say not to hold the nose off after the mains have touched but to allow the nose wheel to lower itself. It can be held off, but I imagine for a student during primary training this might result in over controlling and a banged tail bump. Looked at from the side, the Bulldog gives the impression of being close coupled, but I think that is an optical illusion as the undercarriage legs are at quite an angle when looked at from the front.

All that remains is to say is I always enjoy flying with John in G-GRRR, and I look forward to his next aerobatic currency check. Thanks John, happy landings.

By the way, some time ago we ran a Bulldog day introducing pilots to the characterful delights of the Bulldog’s aerobatics. We should maybe think about doing it again… ■

Bulldog Model 120

General characteristics

Crew: Two: student, instructor

Length: 23ft 3.06in (7.08m)

Wingspan: 33ft 1.85in (10.11m)

Height: 8ft 11.5in (2.73m)

Wing area: 129.4 ft2 (12.02 m2)

Empty weight: 1,475lb (669kg)

Useful load: 920lb (417kg)

Max. take-off weight: 2,350lb (1,066kg)

Powerplant: 1 × Lycoming IO-360-A1B6 of 200 hp (149 kW)

Performance

Never exceed speed: 185kt (213mph, 343km/h)

Maximum speed: 130kt (150mph, 241km/h) at sea level

Stall speed: 54kt (62mph, 100km/h)

Range: 540nm (621mi, 1,000km)

Service ceiling: 16,000ft (4,875m)

Rate of climb: 1,034 ft/ min (5.25 m/s)

Wing loading: 18.2 lb/ft2 (89 kg/m2)

Maximum Load Factor: +6g / -3g

Happy days…

During these tough times thoughts turn to some of our favourite fly outs. Duncan Campbell shares one of his favourites, and looks to the future when the freedom to fly returns…

Those of a certain generation will no doubt recognise the line ‘ …you don’t know what you’ve got ‘till it’s gone ’ from the Joni Mitchell song Big Yellow Taxi Not being able to fly at the moment does, like absence of friends and loved ones, make the heart grow fonder and I hope, like me, you are able to relish the memories of favourite flights as you look forward to once again having the freedom to fly. I hope you enjoy my favourite ‘local’ as much as I’m sure you enjoy your own.

Approaching the strip along the rutted track, the only living creatures in evidence are the resident horses, Tiger, Amber and Rosa, barely acknowledging my arrival from their loose boxes. To them, I suppose, I am just another regular human who they recognise is neither going to feed, groom nor exercise them, so barely worth a whinny or the toss of a mane. It is 7.30am, the sun is up, but the air is cold and the grass is wet with dew.

I drive slowly down the apron and then along the runway favoured by the wind. Good, no detritus. Although I have never found anything untoward here, runway checking at a previous home for us had on more than one occasion yielded branches, rabbit corpses and once, a headless sheep. Today, there’s thankfully only grass, which could do with a trim before too long.

The handle of the hangar door is cold and, in the quiet of the morning the squeak and juddering of the doors as they concertina back against their frame seems loud enough to wake the dead. Mustn’t forget to hook them back to stop them creeping back along the track in any breeze; for some of us the wingspan clearance is measured in inches and the slightest narrowing presents a hazard.

Somewhere near the front…

Great, I’m in luck, there’s only one aircraft in front of me. It could have been much worse. There are seven operational aircraft in the big hangar and the convention is to let Jack know if we plan to fly, so that we can be chalked on the board and hopefully end up somewhere near the front when we arrive.

Having had no plans to fly until late last night, too late to let anyone know, meant it really is pure luck that I’m not right at the back! In pole position is one of our sister Luscombes. She is easy to pull out and manoeuvre to one side on the small concrete apron. It would be a different matter if there were several to

move because we are then parking to one side of the grass taxiway and, at this time of the year with wet grass and slightly soft ground, it’s not an easy task for a single person. I roll Mike India onto the apron and chock the tailwheel.

Looking at her on the apron always gives me a little rush of adrenalin. She looks so purposeful, and the urge to just leap in and go at this point is strong.

There was a time when pre-flight checking seemed an irritant, something tedious that had to be done, but these days it is enjoyed in an almost zen-like calm, an opportunity to admire the beauty of her construction and check all the little signs of ageing, as well as attending to the ‘must-do’ tasks before flight. Today, all is as it should be, although the oil needs topping up and our simple but foolproof hardwood dipstick shows there is not quite enough fuel on board to allow a good enough margin for a safe flight.

To one side of the hangar, where the roof slopes low, is a hay store where we keep our refuelling steps. At some time or other they were in daily use in a

Above Duncan uses the convenient pump equipped steps to fuel up the Luscombe before his early morning flight.

commercial maintenance organisation but today, bird-lime spattered and often used as a test piece for trial sprayed paint colours, they are somewhat tatty but they are stable and make our lives easier. I wheel them over to the aeroplane, position them and attach the earth strap to the exhaust stub. Walking back to the hangar Jennifer appears, leading Amber. We exchange pleasantries and I agree to hold off starting up until all three horses have been led out to the field. Fuelled up, tanks checked for water and pre-flight completed, we’re ready to go.

I’d checked the Notams and weather before leaving home, so I know there are no contraindications to making a local flight. I’d put local frequencies on my plog but there won’t be any ground stations operating this early. Still, I might change my mind and wander further afield – it’s as well to have them to hand.

Horses safely corralled, no humans in evidence, I climb in and sit quietly for a moment. I start going through the checklist. Window open, prime, master and mags to ON...‘clear prop!’... she starts immediately. Very satisfying! Strobe on. I put my headphones on and wait for the engine to warm up enough then call on Safetycom to alert any other early birds.

Shallow undulations

Before entering the runway and backtracking, I call again, this time adding a second call on the dedicated frequency of our closest airfield neighbour, barely a mile away. The ground has not yet hardened up, still soft enough to cushion some of the rocking from side to side as the wheels drop in and out of some of the shallow undulations.

When I have a non-pilot beside me, this is often a perfect opportunity to reassure them that this bumping about is likely to be the roughest experience of the flight, not dissimilar to the country road surfaces

Top left Parked ready for the off, note the solar panels alongside the runway, a good landmark as the sun often glints off them long before the airfield is in sight.

Top right Heading down the river to Newhaven for a flight along the South Coast.

Above left What a glorious morning, heading back inland from the South Coast.

Above right Cleaning your aircraft before putting it away identifies any problems, such as missing screws or loose inspection covers, before they become a much more serious problem.

encountered on the way here. Today I’m alone. The engine sounds sweet, running smoothly, comfortingly and as the buildings and trees are left behind us and the runway ahead curves gently down to our turnaround point. A broad vista of Downs and sky opens up ahead and even that friendly sound seems to fade as I feel an expanding sense of peace, freedom and tranquillity.

Reaching the end of the runway the reverie has to pause – rudder hard over, a touch of brake and we swing round to face the way we had just come. Now I have to concentrate. Stick fully back, heel brakes on, gently increase revs to 1,700, carb heat on (rev drop as expected) carb heat off, left and right mag check (the usual slight drop) temperatures and pressures OK, reduce to idle, 400 revs. (any more and we wouldn’t land so much as float forever), then back up to 1,200rpm.

Now the final checks. Although on my own, I still read aloud from the checklist on my lap and touch everything with my hand as I go: ‘trimmer neutral, throttle friction off, carb heat off, mags both on, mixture full, primer locked, fuel on (recording which tank on the plog) controls full and free, altimeter set, transponder set to 7000’. We’re ready. A last look round, seat-belt tightened and the windsock showing a slight crosswind from the left. I know where the horses are, the sheep are two fields away and the geese in the next field are still on the ground – I haven’t seen the dog though, so I’ll keep an eye out for her as we roll, although she usually runs a mile from engine noise.

Carb heat check and a final call, then stick over to the left, push the throttle smoothly to full, stick full forward as we begin to roll, slowly at first as we are trundling uphill, then the tail begins to lift. The jolting increases as we gather momentum, I have half an eye on the abort point ahead. A quick glance at the gauges but I already know from the sound of the

engine and wind noise that all is well, we are close to lift off. The jolting stops abruptly, we are airborne, holding low to gather speed over the runway, then climbing and swaying slightly as we pick up the breeze above the trees. I bank slightly to avoid flying directly overhead next door’s farmhouse, then bank again to head due south and we are already at 500ft and pointing towards the South Downs.

Sheep dot the hillside ahead and a handful of cars make their way along the ribbon of road below. I overtake them, as well as a green, three-carriage train heading south on the dead straight railway line. I have a palpable sense of relief, of freedom, of being alone in a wide, open space, connected but mercifully separate from the waking world below. The air is clear and as we climb towards the 2,750ft that I have set as our initial cruising level, I can see places that tell me I am already able to see about 40 miles in every direction. This really is a true privilege.

Other traffic

This early, none of the local ground stations are open for business, so I’m still tuned to Safetycom as I’m well aware that some of our non-radio neighbours are early risers, so I’m keeping an eye open for other traffic. Suddenly the headphones break into life and I know that below me, someone is taking off. Sure enough, far below I see a movement of something red and I can just make out what looks like it may be a Pitts Special. I keep watching because, if it is, it can climb up here in the blink of an eye. I make a brief call, giving registration, position, altitude, type and colour so the aeroplane below has some idea what to look for. She acknowledges and thanks me. She’s clearly seen me because she turns and climbs in the opposite direction. The airwaves are quiet again. I bank left and head south toward the coast.

Approaching overhead Newhaven, I look around and, seeing nothing to conflict, climb another 500ft before pulling out the carb heat and throttling back. I can hardly hear the engine now. I trim for almost level flight (slight descent) and sit back, hands and feet off the controls. I glide, almost silently. I look down and, as always, find such joy in the colours and patterns below, the shadows and highlights cast in the folds of the hills by the early morning light. Below me white gulls circle and below them two trawlers make their way downriver against the incoming tide. I’m basking in the sheer joy of flight and now begin an almost imperceptible bank to the left. I glance at my watch and note we have been flying ‘hands off’ for three minutes. Not bad for a vintage aeroplane with no cockpit-adjustable rudder trim. We’ve obviously got the ground-adjustable bits on the rudder and ailerons just about right. Time to switch tanks and note it on the plog.

Rock the wings

A few minutes later and we are under low power, but now over the sea, about 500ft out from the cliffs and descending to 100ft or so above their highest point. A solitary dog walker waves as we pass. I rock the wings and get another wave in response. Gulls scud alongside us a few metres off the landward wingtip, playing with us. Experience taught me many years ago that our size, shape and relatively slow speed gets us treated like a big brother and, like the

buzzards we often meet above the Downs, they seem to enjoy cruising alongside. Ahead I can see a break in the cliffs that tells me it’s time to climb and turn inland. I ease the throttle forward and as the engine noise increases and the nose lifts, the gulls peel away. We will need the extra height because turning inland here will take us above the mouth of the river, a gathering place for many varieties of seabirds and waders that wheel and dive in great numbers and we need to be well clear above them. I lift the starboard wingtip to check as far as I can behind, then dip it and begin a gentle climbing clockwise turn out to sea that will eventually bring us back to pointing inland. This way I will get ample time to check left and right for any other early traffic heading along the coast. It was at this point on one memorable occasion a year or so ago that I was buzzed by a two-seat Spitfire doing the South Coast cliffs experience. Very exciting!

Landing preparation

At 1,500ft, we follow the river back through a break in the Downs and turn left for home. It’s still too early for the ground stations but there is noticeably more road traffic below.

Over the reservoir, way ahead, I see the sun glinting on the solar panels alongside one of our two runways. I feel different, shifting from flight enjoyment mode into landing preparation. I make an early call. Nothing comes back, but I keep a weather eye out for anybody flying non-radio or on a different frequency. Down to 1,000ft, call downwind, glance to the right to check the windsock, which is still showing a crosswind, but not enough to change runways. I wake up the feet on the rudder pedals, pull carb heat out and bank right and over the pond, throttle back and almost immediately bank right again.

On this runway to do a standard rectangular pattern would mean passing over the top of the high-tension power lines that diagonally cross the final approach path. Today I don’t fancy it so I’m turning onto final early, paralleling the power lines with the runway about 30˚ to the right of our track. Trim all the way back. We are slightly too low now so, a little burst of throttle, bank right again and the runway is dead ahead… wing down slightly to counter the crosswind, tiny bit of opposite rudder, another quick burst of throttle to counter a sudden sink over the dip and we’re now into ground effect. The throttle is now fully shut… back gently with the stick… wings level – and we’re down, bouncing about on the rough surface. Will we need a touch of brake? No, we’ve slowed enough to make the turn onto the taxi track to the hangar.

The door is open. An RV is pulled out onto the grass, tail to the hedge. Alastair is leaning into the cockpit. He waves as I do the final mag check and cut the engine. The silence is loud and broken only by birdsong and the ‘tic, tic, tic’ of the cooling exhaust and cylinders. I climb out and we exchange a few words before I pull her onto the hard and collect the bucket and cleaning materials. I pop the kettle on, so I have something to look forward to after the mucky bit. Cleaning is also the perfect time to do a post-flight check. Everything OK and I top up the fuel to half tanks for the next one of our group to fly, and wheel her back into the hangar.

Alastair is taxying out as I pull up a chair in the sun and start to enjoy a perfect cup of English breakfast tea. And, the entire day still lies ahead… ■

The latest LAA Engineering topics and investigations.

By Malcolm McBride

Safety Spot

Malcolm McBride takes a look at degradation, be it rubber pipes or propellers

Welcome, as always, to this May edition of Safety Spot I begin this month’s foray into the realms of LAA safety matters in the early weeks of spring. The weather’s a bit fickle, as seems normal as the sun climbs further northwards towards its summer home (and the atmosphere isn’t quite sure what it’s supposed to be doing); but this morning, as I peruse the little green outside my rather compact ‘working-from-home’ office, the weather’s rather pleasant. The charts say that a high pressure system is building over the UK and that the jetstream is playing elsewhere, after a difficult winter, thank goodness.

Lifted by the sunshine, I’m feeling rather grateful that I remain in good-enough form to write this – shame I cannot aviate, though, of course, I imagine neither can you? It’s small beer I guess, especially when we consider the scale of this virus-driven international crisis, but it would be good to put some wings on and shake the dust off around a cumulous cloud or two. Again, as always, I hope that you and those that you love remain well, and that you’re looking forward to getting back into the saddle… whatever your particular saddle fits to.

Looking through the pictures I’ve collected for this month’s sortie into the world of continuing airworthiness matters, there’s a clear theme – in a word, degradation. In the context of this article, which stands on the intellectual column that we stay safe through knowledge, the pictures

show the pathway. First, there’s the issue of degradation of rubber in a pipe fitted to an EV-97 Eurostar, which we spoke of in last month’s edition of Safety Spot. As is normal, the passing of time revealed more information about this issue, it turns out to be a rather more complicated story than it first appeared. Passing this, our picture-signposts point to the inspection of propellers, there’s a couple of examples to peruse. This lane leads us to a rather weedy path, clearly, it’s been avoided for a while – the issue of aging components. Space is limited, so I had better get on with it, let’s start with the fuel filler pipe.

EV-97 Fuel Filler Pipes & the Tailored Maintenance Schedule

As with most things, in any performance there’s always a lot more going on in the background than might first appear, especially if you are just concentrating on the stage. There’s no such thing as a simple issue, my experience suggests that if somebody is telling you that this or that is ‘just a case of’ then they probably don’t understand what’s going on behind the scenes to create the magic. The recent issue involving a materials failure in a fuel filler pipe that we discussed in last month’s Safety Spot, is a good case in point.

As you will recall, especially if you own an EV-97, LAA Engineering recently issued an Airworthiness Information Leaflet (AIL) asking owners

time

most materials. We showed you the picture of the EV-97 fuel filler pipe

I’ve been itching to show you the picture (right) of internal fuel pipe degradation. LAA Inspector Dr. Bill Brooks sent it a while back now – he wasn’t sure why he appeared to be getting a poor fuel flow until he disconnected the fuel pipe to find that the inner surface of the pipe had completely disintegrated.

Above Two pictures with similar stories – the passing of

degrades

(left) last month and there’s an update about this issue in the main text. And

Photos: Martin Child/Bill Brooks

to check the fuel filler hoses on their aircraft as soon as practicably possible, and then every year at the annual. You’ll see from the pictures that at least two members have done this, and both have found that the fuel filler pipes on their aircraft remain in ‘mint’ condition, despite being pretty old. More importantly, their fuel filler pipes are clearly much higher quality components that are clearly marked-up as fuel pipes.

When we wrote the AIL we assumed, wrongly as it turned out, that the fuel pipes (a component supplied by the kit manufacturer), would be a part numbered component – in other words, the same throughout the fleet. When deciding on an inspection schedule for this part we took into account that the manufacturer’s maintenance schedule requires the parcel shelf to be removed annually to inspect the fuselage area behind the seats. This is a calendar-based check made regardless of hours flown. Naturally, we thought that, as this rather difficult panel needed to come off anyway, there’s no reason why we shouldn’t get owners to check the fuel filler pipe every year at the same time.

One or two very experienced LAA inspectors pointed out that many EV-97 owners choose to maintain their aircraft in accordance with a bespoke Tailored Maintenance Schedule (TMS) and that their schedule requires the parcel shelf to come off each three years. There’s a good reason for this, their aircraft don’t fly many hours in the year so a three-yearly ‘big’ inspection fits their bill when it comes to staying safe. Added to the fact that their fuel pipes were in an ‘as new’ condition, they see no reason why the fuel pipes should suddenly start falling apart. In other words, though the initial check requirement makes sense, they see that an annual check is unnecessary, and a check every third year would be adequate.

Looking at the issue with this new viewpoint in mind, we’ve adjusted the annual check requirements accordingly and re-issued the AIL. You can find the updated version in the ‘Alerts’ page within the Engineering section of our website.

It’s very easy, especially if you own an aircraft that doesn’t fly many hours each year, to fall into a complacency trap when it comes to carrying out routine maintenance tasks, especially inspections requiring the removal of difficult panels or the dismantlement of assemblies. That’s one of the reasons why we came up with the TMS in the first place – this ‘homegrown’ type of schedule should take into account both the in-service wear aspects, and the temporal ones in a balanced way.

Mind you, the TMS isn’t just about reducing the inspection workload, it should, where necessary, increase a check frequency. For example, if you are operating your aircraft from a particularly rough farm strip that has a limited length, you might feel that you need to include more regular checks of the undercarriage (and its mountings). It might also make sense to dismantle the braking system more often than a manufacturer’s schedule requires, so that you can be completely sure that it will operate at maximum efficiency when needed. It’s all about creating a balanced schedule that ensures that every area of the aircraft, hidden and easily inspectable, is carried out through the aircraft’s lifetime.

When it comes to thinking about creating any kind of schedule there are a number of aspects that need careful consideration, this is especially true with a bespoke inspection. Over the years, I’ve come across quite a few inspection schedules as you might imagine – and I’ve written a few, too. One thing for sure is that schedules don’t just arrive out of thin air, most are copies of previous schedules that appear to have worked, often the actual tweaking is limited to presentation. It’s important, for perceived legal reasons, that a manufacturer ticks all of the boxes so, quite often, a schedule will be unnecessarily onerous

I remember Dick Stratton’s view on this. Dick was the Chief Technical Officer of the British Gliding Association – and as a BGA Inspector at the time, my boss – he was against, as he described it, the annual ‘sacrificial slaughter’ of the aircraft in his ultimate charge. He had a point, but unless you ‘actually’ schedule in the deeper inspections they’ll never get done – recent issues with glue joints on some older gliders is a case in point.

Of the many things to consider when thinking about inspection requirements to include into a TMS, two really stand out. The first, what would happen if the part in question failed? This is a primary risk assessment and should sit at the beginning of any decision tree

Above Having asked all EV-97 Eurostar owners to take a look at the fuel filler pipes on their aircraft, some owners have now done so, although because of COVID-19 restrictions we’re expecting further feedback later in the year. Thus far it’s clear that there’s a wide variance in the original quality of this part – somebody suggested that the failed part we showed looked more like a component from a washing machine and not something that should have been in an aircraft’s fuel system. Because of this variation (and one or two other points) we’ve ‘up-issued’ the AIL we published on the matter.

Photos: Gordon Verity/ Eddie Clapham

Second, an assessment must be made as to the possible future mode of failure. Ask yourself, is the failure likely to be because of material degradation through wear, or material degradation through time? Experience tells us that most components on an aircraft, perhaps all things, eventually fail because of a combination of these two very basic factors.

There’s no place in an inspection schedule for complacency, most especially if the part in question sits high in the hierarchical position of potential disasters – we can look at this further by examining a sort-of TMS for propellers, we call this an LPIP Inspection.

The Low-Hours Propeller Inspection Schedule –LPIP

In October 2018, LAA Engineering issued an Airworthiness Alert letting members know that, in association with three nationally recognised propeller overhaul companies, we were beginning formal trials of a new propeller inspection regime – we called this new inspection protocol LPIP. It’s a scheme where propellers can be inspected against a different schedule than that laid out in the requirements for a full manufacturer’s overhaul and is currently limited to certifiable, variable-pitch propeller types which, under LAA policy, must be overhauled in accordance with manufacturer’s overhaul requirements.

This ‘policy’ has meant that many propellers that reach their calendar-life limit (and thus become due for a manufacturer’s overhaul) but may have only accrued a very small percentage of their hours-based life limits. Over the years many have commented that, in such circumstances, a full overhaul doesn’t seem necessary. Both the LAA and propeller-shop engineers agree and, with our partner overhaul companies, a more appropriate regime has been developed – and trials thus far have been very successful.

LPIP has been described by some as a ‘light-touch’ schedule, but this is not the case. The inspection itself is a very thorough one and is completed in accordance with appropriate schedules which already form part of the manufacturer’s armoury, albeit when used for other purposes. The LPIP inspection is effectively an Alternative Means of Compliance (AMC) and satisfies the LAA policy regarding propeller overhaul requirements.

An LPIP inspection allows the propeller to remain in service until its next manufacturer’s overhaul point when, if desired (and the propeller still meets some basic acceptance criteria) another LPIP inspection can be carried out. It’s early days with this inspection protocol but at this stage, with agreement from the propeller shop, we see no reason why this inspection protocol couldn’t carry on over many overhaul cycles. Of course, there will be a time when a propeller overhauler will feel that an LPIP inspection wouldn’t be appropriate, perhaps because the propeller is nearing its hours-based life limit or other technical concerns. As explained earlier, this inspection isn’t a second-rate device, but it may not always be appropriate.

By far, the most common variable-pitch propeller types of ‘certifiable’ variable pitch propeller operating in the LAA fleet are the Hartzell (HC) series, of which we have 229 in service, and the MT (V) series propellers, about 180 props on LAA machines.

Right LAA Engineering has issued a TL describing more fully the Low-Hours Propeller Inspection Protocol (LPIP). We have been trialling this alternative inspection protocol for a couple of years now, and we’re very happy with the feedback that we’ve received. The picture shows the basic mechanics of a pressurised-oil

system.

variable pitch propeller

Photo: Hoffman Propellers

Above An LPIP inspection takes into account that a propeller that hasn’t completed many hours will not need specific checks related to wear and fatigue, so there’s not a requirement to strip the coatings from blades or carry out expensive non-destructive testing.

Photo: Ed Hicks

Above In 2007, the pilot of a Europa suffered a loss of propeller thrust shortly after take-off, and in 2018, the pilot of a Kitfox Mk. 7 lost propeller thrust whilst at altitude. Both aircraft were substantially damaged during the following forced landing. In both cases, the initial cause of the propeller pitch mechanism failing was found to be a ‘stripped’ leadscrew. Photos: Malcolm McBride/ Alan Bray

microswitch microswitch

Above Though the initial cause of the propeller returning to fine pitch was the failure of the leadscrew, the reason why a forced landing became necessary was that the mechanical fine pitch stop wasn’t correctly set. Under normal circumstances, the position of the electrical fine pitch stop determines the minimum pitch angle for the propeller (see microswitches in the picture on the left). In the case of an electrical or mechanical failure, the fully fine position is determined by the mechanical fine pitch stop. The picture on the right shows that it’s easy to temporarily remove the electric motor to gain access to the leadscrew and mechanical fine pitch stop. A recent Airworthiness Information Leaflet requires owners to check that the mechanical fine pitch stop is correctly adjusted. Photos: Alan Bray/ Arplast Propellers

Schedules have been agreed, and fully trialled, for both these manufacturers’ products.

The LPIP inspection for the Hartzell range is based upon the ‘return to service after long-term storage’ inspection. This inspection ensures that a brand-new propeller that has laid in storage for (generally) more than two years, is indeed in brand-new condition when passed to the customer. To ensure this, the propeller must be stripped and carefully inspected; it is then reassembled using new seals, gaskets, oils and greases. As part of this check, any outstanding Airworthiness Directives or manufacturer’s Service Bulletins or upgrades are complied with or carried out.

Because none of the parts would have been used in service, unless problems associated with damage or corrosion are discovered, there is no need to strip paint or anodic finish, most especially this applies to the propeller blade. And Hartzell deem that, following this inspection, the propeller is, both from an operating-limit and the calendar-based perspectives, zero-houred. However, when used as the basis for an LPIP, only the calendar-based requirements are reset to zero after the inspection, naturally the hours-in-service remain the same as when presented – and will continue to accrue in service.

The schedule chosen as the basis for an LPIP inspection for the MT range of propellers is a specific inspection schedule designed for propellers operating on aerobatic aircraft. This is a virtually identical propeller ‘strip’ inspection to that used on the Hartzell propeller. MTpropeller GMBH, as do most propeller manufacturers, require a different inspection schedule for propellers fitted to aerobatic aircraft to that used on non-aerobatic types – in what has become an industry standard, a strip inspection is normally required at 1/3 of the normal hours-based Time Before Overhaul (TBO).

The reason for this increased vigilance, understandably, is that the forces on the propeller, in particular the blade shank (the blade section near the hub) and the butt (the portion of the blade inside the hub that retains the blade) are higher during aerobatics, both because of the increased gyroscopic forces and because the propellers will most likely be operating for longer periods at, or close to, maximum rpm.

LAA Engineering has published a Technical Leaflet (TL 2.31) which discusses LPIP Inspections more fully. It is available online, either from the Data Library (which can be found in the Engineering section of the website) or via an accompanying Alert.

Now that we have completed a successful trial period with Hartzell and MT types, we hope to roll the concept out to other types.

Arplast PV-50 Electrically controlled Variable Pitch Propeller – Pitch-Stop Check

In 2007 the pilot of a Europa suffered a loss of propeller thrust shortly after take-off. The cause was found to be a failed leadscrew (the threaded shaft that drives the pitch change mechanism). The pictures show a more recent example where the lead screw’s thread has stripped, most likely through lack of lubrication. Under normal circumstances, the position of an electrical fine pitch stop determines the minimum pitch angle for the propeller, this is normally a microswitch designed to isolate the motor when contacted. In the case of an electrical or mechanical failure, the fully fine position is determined by a back-stop device known as the mechanical fine pitch stop. In this instance thrust was lost because the mechanical fine pitch stop had not been correctly adjusted.

Following this incident, an Airworthiness Information Leaflet (AIL) (MOD/PROP/08-007 Issue 1) was issued requiring that the leadscrew be inspected and lubricated at 25-hour intervals. To be certain that the mechanical fine pitch stop could do its job when required, we asked that the position of this be checked - this initial check was done by measurement against a manufacturer’s drawing.

In August 2018, the pilot of a Skystar Kitfox Mk. 7 lost propeller thrust whilst at altitude, for similar reasons.

In this class of uncertified propeller, there have been a number of mechanisms used to change the propeller’s pitch – the PV-50 uses a threaded shaft, named the leadscrew. This screw, driven by an electric motor, drives a follower (called the swashplate by the manufacturer) which, in turn, twists the blades appropriately.

The electrical motor that drives the leadscrew is controlled either by a switch in the cockpit (called in-flight adjustable pitch) or, more commonly, via a constant speed unit where the pilot selects a propeller rpm and the propeller, once set, will adjust its pitch (and therefore the load on the engine) to hold a particular rpm. Sometimes, these ‘controllers’ will have a pre-select; for example take-off (fully fine) or cruise (a pre-selected rpm remembered by the controller).

Remember, a variable pitch propeller allows a fine pitch for maximum static thrust with the aircraft stationary, on the PV-50 that’s about 15˚ at a pre-defined point on the blade (75% R). As the forward speed of the aircraft increases, the relative angle of attack of each blade decreases and, as the work done by the blade decreases, the rpm will naturally increase. The propeller’s pitch can be increased either by the controller

Above Following the receipt of a Technical Mandatory Occurrence Report (MOR) detailing the failure of a Magneto on an Ivchenco Vedeneyev M-14P, powering a YAK-52, the CAA has issued Safety Notice (SN-2020/005). The SN is designed to raise awareness of the reliability challenges faced by engineers relating to parts fitted to older aircraft types, and acceptance criteria relating to sourcing alternative components. The LAA has published an Airworthiness Alert (LAA/ AWA/20 08) which gives access to this document.

or by the pilot, so that the propeller’s angle, in effect, maintains an appropriate torque and therefore rpm. It’s rather like changing gear in a motor vehicle as it accelerates.

In accepting these uncertified propellers into service, considerable thought was given as to their safety – after all, on the surface, the mechanisms often look far from robust. So, one area where no compromise was given (or sought) was the blades’ attachment to the hub. Naturally, the last thing that anybody would want is a blade to fly off because its mounting wasn’t strong enough. This conservative (in some people’s view) approach has paid off and, apart from one blade departure incident occurring with a highly modified propeller hub, in our experience an LAA propeller in this class has never shed a blade.

But, what of the pitch change mechanisms themselves? Well, we cannot say the same for them. It was agreed that in the absence of a full proof of reliability, a ‘light-touch’ approval route could be used by the LAA when approving a new type of variable pitch propeller system. A positive assessment could be made, subject to a demonstrable and acceptable performance in service and, importantly, provided that the likely failure modes of the mechanism, should they occur, would be benign in terms of flight safety.

In other words, if the whole pitch change system failed (in any way), the aircraft could still be safely flown to its destination, albeit perhaps with reduced efficiency or performance. To ensure this, LAA rules demand that at all available pitch settings from full coarse to full fine, the engine speed must not become dangerous or the aeroplane unable to climb, cruise and descend safely.

In this context, a propeller, at its very minimum pitch setting, must hold the rpm within the engine’s maximum rpm limit and, importantly, in this state the propeller must be able to produce enough thrust (at normal climb speed) to affect a positive climb at maximum weight. It is therefore extremely important that the mechanical fine pitch stop is correctly adjusted Experience has shown that this needs to be tested by ground running the engine with the propeller at its minimum pitch angle as defined by the stop. This stop will, naturally, be set just aft of the electrical microswitch which, in normal service, will set the minimum pitch available.

In light of this latest incident, we’ve reissued the original Airworthiness Information Leaflet, so LAA/MOD/PROP/08-007 has been raised to issue 2. This latest issue reaffirms the importance of the 25-hour lead screw inspection/lubrication requirement and introduces a one-time

Photo: UK CAA

Above The picture on the left shows the high-tension coil from a magneto off a Russian-made M14P – one of the most successful small radial aircraft engines built and which is recognised for its reliability and durability. However, its ignition system is particularly susceptible to the influence of aging. The insulation on the coil in the left picture is breaking down when the coil becomes hot – notice the burning due to arcing at the top of the coil. The picture on the right shows the plastic foil-type capacitor, which has also failed.

Photo: AutoYongChen

check to ensure that when the propeller is operating against the mechanical fine pitch stop with the electrical side of the mechanism disabled. The resulting minimum pitch angle must be sufficient to hold the engine rpm within manufacturer’s limits – thus ensuring that a positive climb can be achieved should a lead screw fail during flight.

Aging Aircraft Component Reliability – A CAA Safety Notice

As you will recall, it was announced at the 2019 Rally that the LAA has agreed to take on the continuing airworthiness oversight of what has become known as the YAK fleet. At this moment in time, two aircraft are in the process of transferring from a CAA administered Permit to Fly to a Permit overseen by the LAA.

Personally, I’ve never had anything to do with Yaks. Actually, thinking about it, that’s not completely true, I once spent some work in Nepal and met some of the local wildlife! But it is nonetheless true that, with exotic types like the Russian-made Yak 18, 50 and 52s, or their Chinese counterpart, the Nanchang CJ-6, LAA is now absorbing technical information and gaining expertise as the fleet starts to transfer.

The reason I’m including the welcome arrival of (hopefully) many of these aircraft into our fleet into this section of our mag is twofold. Firstly, it’s a complex aircraft in LAA terms, and this requires a slightly different approach to the aircraft’s oversight, particularly from an inspectionoversight perspective. Secondly, because of a recent CAA Mandatory Occurrence Report made by an engineer, the aircraft type comes across to us with a new airworthiness issue – this being what appears to be, an age-related problem with the magnetos. Specifically, there are issues with the degradation of performance of the main capacitor fitted to the mag and coils that, again due to normal aging, are starting to break down when running at higher temperatures.

It’s quite normal for aircraft, once they become effectively historic machines, to have to operate without much, perhaps any, manufacturer’s support. Parts, if they are available at all, are very likely to be becoming well past their normal shelf-life. Certainly, capacitor degradation over time is a well-known issue, so ongoing recycling of these parts is a dangerous practice.

There’s also the matter of specific expertise – just because a part was designed many years ago doesn’t mean that it’s a simple thing. To some extent the opposite might be true, as we now live in a world where microprocessors can, relatively straightforwardly, control systems. When I started in my aviation career, albeit half-a-century ago, system management was a very complicated affair. There wasn’t a little brain in every component, so getting one thing to communicate with another was

LAA engineering charges

LAA Project Registration

Kit Built Aircraft

Plans Built Aircraft

Issue of a Permit to Test Fly

Non-LAA approved design only

Initial Permit issue

Up to 450kg

Permit Renewal (can now be paid online via LAA Shop)

Up to 450kg

1,000kg and above

Factory-built gyroplanes (all weights) £250

Note: if the last Renewal wasn’t administered by the LAA an extra fee of £125 applies

Modification application

Prototype modification

Repeat modification

minimum £60

minimum £30

Left Different views abound about the wisdom of fitting explosive safety devices to amateur-built aircraft but I’m sure all pilots would agree that the safety of first responders to an accident or incident, involving an aircraft fitted with BPRS, is of paramount importance.

Though many have expressed a view that placarding an aircraft ‘spoils’ its appearance, it is absolutely vital that aircraft fitted with BPRS equipment are appropriately placarded. In the event of an accident or serious incident, it’s only fair that those first on scene are able to take account of the associated risks involved in un-deployed ballistic parachute systems.

LAA Engineers have written a Technical Leaflet, TL 3.27, giving further advice on the fitment of placards to aircraft fitted with ballistic devices. All the TLs can be found in the Data Library in the on-line Engineering section of the LAA’s website. And there’s a link to this one in the Alerts section of the website.

quite a challenge. When we bring these old parts to life, we bring the challenges with them, but often without the expertise or product support available to our forebears.

This is the beginning of the Yak story for us, though we’re up for the challenge; after all, it’s what we do. The CAA have cleverly opened the batting with this complex subject by issuing a Safety Notice (SN-2020/005) discussing the issues raised by the magneto issue on the Yak, which is available via the CAA website or via the Safety Alert on the LAA’s website. The LAA is well placed, and has existing systems in place, to offer modification expertise to its members and this is one good reason why the Yak-owning community have joined us – welcome aboard.

Don’t forget, Safety Spot is as interesting and informative as the stuff you send in so, if you have any thoughts on the above, or any other issue, please drop me a line, you know the email by now. Fair Winds. ■

Transfer (from C of A to Permit or CAA Permit to LAA Permit)

Up to 450kg £150

451 to 999kg £250

1,000kg and above £350

Four-seat aircraft

Manufacturer’s/agent’s type acceptance fee £2,000

Project registration royalty £50

Category change

Group A to microlight £135

Microlight to Group A £135

Change of G-Registration fee

Issue of Permit documents following G-Reg change £45

Replacement Documents

Lost, stolen etc (fee is per document) £20

Latest SPARS – No 17 April 2018

PLEASE NOTE: When you’re submitting documents using an A4-sized envelope, a First Class stamp is insufficient postage.

Photo: Magnum

High flyer…

Welcome Richard. Could you tell us something of your career please?

I went to Sir John Deane’s Grammar School in Cheshire, where Mr Vernon, who ran the School Aeroclub, nurtured my growing interest in aviation, organising trips to airshows and museums.

My first job in aviation was a summer job as assistant groundsman at Barton Aerodrome, working for the Lancashire Aeroclub where I got paid partly in cash and partly in flying, as I already had a PPL from the age of 17.

Although I only ever wanted to fly, I listened to my parents’ advice and continued in education, ending up at Kingston Polytechnic doing aeronautical engineering. The only positive I took from Kingston was studying at Tom Sopwith’s old factory at Canbury Park, and I quickly discovered I was no engineer but, with a distinct lack of flying jobs in the early 1980s, I was accepted onto number 59 ATCO Cadet course and embarked on a brief career in air traffic control.

While waiting for the course to start, I worked for six months as ramp dispatcher with Servisair at Manchester. During the ATCO course, while struggling to come to grips with Approach Radar, I saw in the back of Flight International an offer of a sponsorship to CPL(H) with Bristow Helicopters, and two months later I began a long and happy association with Redhill Aerodrome when I started on course HP27 flying the Bell 47.

One year on, and having met my future wife, Susie, I

moved to Aberdeen with a shiny new CPL and converted to the AS332L Super Puma, or as Bristow called it, the Bristow Tiger. Having trained as a tower controller at Aberdeen, I was reunited with friends and colleagues, now on the other end of the microphone and spent four very happy years and 2,500 hours flying, until an opportunity to move into the fixed-wing market appeared in the shape of sponsored conversion at Oxford’s CSE aviation, courtesy of Air Europe.

Six months later, AirEurope went into administration and in March 1991 I was on the dole with a mere 55 hours on a Fokker 100. Fortunately, this only lasted four weeks as I talked myself Into a job at Biggin Hill as an air traffic controller, bizarrely earning more than I had as a second officer in Air Europe, and supplementing my salary by flying helicopters freelance on my days off. At Biggin, I was known as ‘Gizza’, as in ‘Gizza’ job, and all the pestering finally paid dividends when I was hired as a Boeing 757 co-pilot by Air 2000.

And that brings the story up to date. Although I haven’t changed jobs in 28 years, the airline has morphed around me becoming First Choice Airways and then merging in 2008 to become Thomson, and now TUI Airways, and I am currently a TRE flying the Boeing 787 Dreamliner.

What had originally sparked your interest in aviation?

I blame my father for taking me to see the film, The Battle of Britain and my uncle Frank who trained as a wireless operator and told stories of flying in the back of Ansons,

Above Richard Ward with the Renault powered Stampe, G-HJSS which he is custodian of since owner, John Smith, retired from flying aged 84

We chat with Richard Ward, former North Sea oil rig pilot, long haul Dreamliner pilot and member of the Stampe Formation Display Team

and passed on old copies of the

to me when I went to visit.

In what, where and when was your first flight?

My first flight would have been in the back of Cessna 172, G-ASSS, from Land’s End in 1976, but I wasn’t properly briefed about the age and pricing structure and couldn’t keep my mouth shut that I was 11, not 10 years old. The price went up at 11, and my dad couldn’t afford to take an 11-year-old flying and so I caused him great embarrassment and also missed out. Sorry dad…

My actual first flight came two years later in a Sligsby T-21 Sedburgh glider from Sealand, near Chester, with the Air Training Corp. I remember leaving my stomach behind during the winch launch and the beautiful silence as the cable detached.

Where did you do your flight training?

I soloed a Sedburgh glider from Sealand at 16 and then, after passing my test in advance for the RAF, I was selected for a Flying Scholarship and was taught to fly by Barry Tempest at the Leicester Flying Club. I took seven hours to go solo two weeks after my 17th birthday, before I had started to learn to drive. My mum and dad were kind enough to pay for the extra eight hours flying needed to gain a PPL.

How many types and hours have you flown?

I now have around 20,500 hours including 2,500 rotary.

Most of these are on Boeings, with around 1,000 hours on light singles. I have been lucky enough to fly around 10 types of helicopter and 30 fixed-wing types.

Do you have a favourite and least favourite?

My favourite light aircraft would have to be the SV-4 Stampe. The controls are so light and effective with virtually perfect harmonisation. Compare this to the Tiger Moth, which it often gets mistaken for, and they are chalk and cheese. I genuinely believe there is no such thing as a ‘worst’ aircraft, as if it is that bad, it presents different challenges and thus becomes fun – depending on what you’re trying to do with it, of course.

What are your current and previously owned aeroplanes?

My first group owned aeroplanes were Piper Cubs, but for the last 20 years I have had a share in a Gipsy Major powered Stampe. Last November, John Smith, who retired from flying at 84, very kindly allowed me to become custodian of his Renault Stampe G-HJSS, and I am looking forward to getting to know her properly this summer.

How many hours did you have when you converted to helicopters?

I had around 70 hours when, at the age of 20 I started my helicopter conversion onto the Bell 47. The fact I had been flying taildraggers, and thus knew what to do with my feet, helped a great deal – and the ‘47 is still the only flying machine I have flown that cruises slower than a Cub!

Above Flying the AS332L Super Puma for Bristow Helicopters in the North Sea oil fields – 99% boredom and 1% sheer terror!

Aeroplane

“I have been lucky enough to fly around 10 types of helicopter and 30 fixed-wing types”

What was a typical working day on the oil rigs like?

Flying on the North Sea typified the often-heard description of flying as 99% boredom with 1% sheer terror! The flying was varied and challenging due to the types of destinations and weather conditions but on occasion, regardless of how little experience you had, if the wind was from a certain direction that put the deck on your side, it was your landing, no matter how challenging it was.

On check in, we would use a whizz wheel (no SkyDemon in those days) to calculate time to destination, alternate and fuel required, and then phone the available payload to the customer, who would then go about filling us up to the max with passengers and freight. Flight times ranged between 20 minutes to the Beatrice platform just offshore from Inverness, or four hours north to the Murchison in the East Shetland basin. If the winds were not favourable, then a stop off into Sumburgh was planned.

While at Bristow, one of the most enjoyable and challenging tasks I was involved in was to ferry a Super Puma from Aberdeen to Dakar, in Bangladesh. It took us two weeks and gave me yarns to spin for the rest of my days!

It was emphasised what sort of environment we were flying in on 6 July 1988, when the Piper Alpha platform exploded with the loss of 167 lives. I flew that day, coming in on a day off to release another pilot to join in the search for survivors and we flew past the smoking wreckage for the next few months. The Piper was one of the rigs we looked after, and the radio operator used to provide traffic information to helicopters in the area using the call sign ‘PiperTraffic’.

I presume you had to commute to Aberdeen?

The rostering system at Bristow was superb as you would know what you were doing, earlies, middles or lates, for a

Below Flying in the Stampe Display Team, something that gives Richard challenging flying and a great deal of fun and friendship

Bottom A flight that has kept Richard in dining out tales for many years –delivering a Super Puma from Scotland to Dakar in Bangladesh. It took two weeks.

whole year in advance. The actual flight was allocated in the evening and you would ring a recorded message line prepared by ops after 1900 to find out where you were going, with whom and at what time. Sometimes, when the plan was fluid, the tape wouldn’t be finished until late, in which case you set your alarm and went in to be ready for airfield opening time at 0645. On occasion there was the opportunity to live and work offshore on the rigs, which would involve lots of flying in the morning and evening with little to do but watch telly, eat and play Uckers, a navalised version of Ludo, in between flights.

Why did you go fixed-wing?

Although I enjoyed my time with Bristow, when the opportunity to get a job with Air Europe (then the second largest scheduled carrier in the UK) came up, it was too good to turn down and I left in June 1990 to convert my CPL(H) to an (A). I later went to Amsterdam for six weeks to do the manufacturer’s conversion course onto the Fokker 100 feeder liner.

What routes do you mostly fly these days?

Having flown the magnificent 757 for 25 years, I am now on the Boeing 787 Dreamliner, an airliner that is perfectly designed and suited for its role as a long to ultra-long-haul airliner. The Dreamliner makes full use of digital technology from its electronic flight bag to its Heads up display and its digital fly by wire system. It is at home cruising at 43,000ft over the Atlantic Ocean at Mach 0.85 and it can keep this up for 12 hours or more. Having said that, it seems equally happy going to Mallorca on a Saturday morning, which we also do with it, as well as flying east to Thailand, Malaysia, Vietnam and Mauritius.

How did you hear about the LAA?

I have always been aware of the PFA and subsequently the LAA, but as someone who is in awe of people who build aeroplanes, I have only recently needed the services of the LAA when we put our group-owned Stampe onto a permit. Because of this I have only been an LAA member for a year.

What has been your best aviation moment?

Where to start and how long have you got! Most recently, I flew an elderly gentleman in a Tiger Moth on a pleasure flight with Aero Legends, a superb company that flies warbird pleasure flights from Headcorn. My passenger was terminally ill and wanted to fly for one last time, having previously flown in a Tiger as an Air Cadet 70 years ago. I wasn’t hopeful that the weather would allow us to do much, but all his family and many friends were with him, so I agreed with them we would fly in the circuit and probably land after a couple of passes. As it was, we found a hole in the clouds and climbed into a sunlit amphitheatre where we ‘danced the skies on laughter silvered wings’ until it was time to go home. I think I let a small piece of dust into my goggles that found its way into my eye towards the end of that flight...

You are part of The Stampe Display Team –what does that involve?

I owe the Stampe team so much for all the enjoyment and the experience flying in a formation team has given me over the last three years. Whenever I asked at Redhill who could teach me Stampe aerobatics, the one name that

kept on coming up was Chris Jesson. After many years, we finally got to meet, and it has been a wonderful journey of laughter (at my flying!) and learning. Chris has been a patient and generous instructor and for the last two years I have been Number Two, on the right-hand side of a four-ship formation. Once the winter hibernation period is out of the way, we try to get together every couple of weeks for a full day’s practice, which involves talking through new manoeuvres, walking through the show and then flying the display three or four times. We fly in the overhead at Headcorn, so there is no shortage of ‘helpful debriefing’ provided by the members of the Headcorn Aviators Club, and anyone else that happens to be passing. But the most important thing about flying with any team is the camaraderie that comes from having total faith in the pilots around you. As well as Chris, Angus Buchanan, Bill Merry and Roger Bishop, all the team, make it a great place to be.

Do you have any aviation heroes?

I can’t mention any current pilots who are genuine heroes of mine as I would never hear the end of it, but if you fly a Stampe and enjoy aerobatics, your ‘go to’ hero is Neil Williams. It’s a cliché but I learned my early aerobatics by reading Neil Williams’ books, and when we are displaying, in my dreams we are the Rothmans from the 1970s.

Have you experienced any hairy aviation moments?

I’ve had one or two, but the one I learned most from was 30 years ago in a Cub. I was flying at a farm strip called Insch, in Aberdeenshire. After a day’s instructing, I would take off, turn right 45 degrees and then at around 500ft roll left back towards the strip and pull with nothing on the ASI, to line up with the runway and beat up the field before heading for home. This one day, the owner had just bought a fuel bowser, so I took the opportunity to fill up to leave the strip with full tanks for the first time (you all know what’s coming next). My standard departure went well until during the descending turn the Cub dropped a wing, and at 200ft I rolled onto my back.

Fortunately, I was very current on the tailwheel and full forward stick and a boot of rudder instinctively righted us, whereas aileron would probably have killed us. I learned about flying from that, specifically weight and performance. As Max Stanley from Northrop once said, “The Piper Cub is the safest aeroplane in the world. It can just barely kill you!”

Do

you

have an aircraft and vehicle wish list?

I have always wanted to fly the Super Constellation, specifically the L-1049A Starliner, and of course, the Spitfire. I was lucky enough to be given a flight in the back of Aero Legends two-seater T-9, Elisabeth, which just made me want the front seat even more!

Are there any aviation books you would recommend?

Ernest K Gann’s Fate is the Hunter and First Light by Geoffrey Wellum.

Do you have any non-aviation interests?

I like to cycle, run and play a little bit of squash and tennis when the flying allows. And if I’m off over a weekend in summer, I turn out for my village cricket team.

Any advice for fellow pilots?

Flying is such an individual thing the best advice I can think of is to get out there and find what it is you truly enjoy. Whether it is touring, aerobatics, vintage, modern or instructing, once you move beyond the first £200 cups of coffee trips, there is so much out there that is rewarding and challenging in this great pastime of ours. Oh, and if you’re heavy, don’t roll on too much bank with G at low altitude! ■

Above Flying with Aero Legends at Headcorn, giving pleasure flights in their Tiger Moth and Harvard.

Coaching Corner…

Going it alone. Again – naturally. By LAA National Coach, Chris Thompson and David R Bishop

If you search hard enough in the depths of the Coaching section on the LAA website you will find more than 20 old PCS Coaching articles. Sitting here on a wet Monday with no flying possible, I found them bringing back old memories and an interesting read. These articles are available at https://tinyurl.com/ laa-coaching.

Back in October 2008, former National Coach, Will Greenwood, wrote an article for this column called Going it Alone. Bearing in mind that some 12 years have passed, it occurred to me that it would be interesting to see if anyone else had any feedback on their first solo in a single seater. As an instructor, it is quite a worrying thing to send someone solo, even though you would have flown several (maybe, many) hours with the student before doing so. However, I can assure you that for me, sending someone solo in a single-seat aircraft is another level of terrifying experience!

Having been involved with Dave Bishop’s Spitfire, which featured several articles in the mag regarding the traumas he had building it, Dave has gathered his thoughts (below) on his first flight in his ‘baby’ Mk26.

First solo in my Mk26 Spitfire

Anyone who has obtained a PPL will remember their first solo flight. I’ve never forgotten mine… I was flying C152

G-ENTW

in May 1994. It was a lovely evening, and we had just touched down after a successful sortie when Dave said, “Would you like to do your first solo”?

It was completely unexpected, and my reaction was to back pedal and ask if I was ready. He assured me that he wouldn’t be asking me if he had any doubts, but then said, “If you don’t feel able to do it yet then that’s perfectly OK.” So, I bottled out, and on my way home I could have kicked myself for not doing it.

It was to be four weeks before the weather was good enough to be asked again. “You bet,” I replied. So Dave called up the tower and requested a student first solo and they said ‘NO’. They had two inbound airliners and a departure to deal with and they certainly didn’t want me up there creating chaos.

Well, eventually it all came together, and then there was the feeling of stage fright as Dave jumped out and shut the door. There I was with an empty seat beside me for the first time. That feeling I can relive even now, and this was followed with the realisation at the top of the climb, ‘What the hell am I doing up here’?!

Seven years later, having built a Europa, I went through it all again when I soloed my Monowheel at Kemble. I’d had four or five hours with the late Peter

Above Dave Bishop in his homebuilt Supermarine Mk26 Spitfire.

from Southampton Airport with Dave Horton, of Southern Flight Training,

Above First solo number two, in my homebuilt Europa Monowheel.

Left My first ever solo was in this C152 – when I was learning to fly at Southampton in 1994.

Thorn, who could just about get into the Europa, but sat there as cool as a cucumber while I did all the things wrong that one can in a ‘mono’.

The key thing about both of these experiences was that the instructor and I had flown together in the subject aircraft for a good few hours. He knew my limitations, and I had the benefit of his experience and guidance before I flew solo, and I knew the aeroplane.

Now we get to the Spitfire Mk26. Some readers may recall my build articles, published in LA magazine over four issues in 2015, following nearly 10 years of building. Chris Thompson, now our new National Coach, did all

the test flying for me, and I had been a back-seat passenger on numerous occasions. We are always asked whether passengers can fly in the rear seat and, due to the weight and balance restrictions, we have compiled three simple rules:

1) you must weigh less than 65kg

2) You must be of small stature

3) You must be pretty and female

I’m a lightweight racing snake, and can just about squeeze into the back seat, albeit that I fail rule 3, but there are no instruments and no dual controls. It’s rather like sitting in the back of a flexwing microlight with your legs alongside the P1.

The problem we faced this time was how to get me to a point where I could fly the Spit myself. Chris was too big to get into the back seat, and anyway he was probably secretly relieved not to be able to accompany me as his only possible guidance from the back seat would be to coach me, or putting it diplomatically, ‘to discuss somewhat loudly’.

Some folk said, “If you can fly that wheelbarrow (the Europa), then you’ll have no problem with the Spitfire.”

Others suggested a flight in a Pitts might prepare me. Ultimately though, there was no real alternative to having an instructor on board the actual aircraft with me, and that was just not possible.

“

There was the feeling of stage fright as Dave jumped out and shut the door. There I was with an empty seat beside me for the first time”

Below Initial preparations for the Mk26 in a Chipmunk at Goodwood.

In the end I took advice and, in 2010, went to Shoreham for six hours of really good training in Chipmunk G-BZGA. However, because the Spit build and subsequent development flying took so long, much of the value of the Chippy lessons was probably lost.

In 2016, I signed up for 12 hours intensive flying training at Goodwood in Super Cub G-DRGL, followed by three more hours in a Decathlon doing a VP Prop conversion at Thruxton. All jolly good stuff, but somehow, we still had to bridge the gap and get to fly the Spitfire.

This is where the flexibility of the LAA Pilot Coaching Scheme provided a solution. Chris had worked with me on some of the aircraft build intricacies for several years and had carried out all the test flying. He had also done quite a lot of display flying in it, so he knew the aircraft very well indeed. He had flown with me in my Europa doing my biennial reviews, and as a coach had supervised me familiarising ‘curved Spitfire approaches’ and landings in the Europa. Also, he was very aware of my own limitations and shortcomings.

A plan was devised whereby I was thoroughly briefed both on the ground and as a backseat passenger in the Spitfire over a period of several months. The first solo was to be undertaken at Popham, as grass runways are favourable for handling the Spitfire. Runway 21 or 03 was preferred, and only when conditions were ideal – less than 5kt straight down the runway.

It was decided that Chris would communicate directly with me on a dedicated radio to talk through all stages of the flight, and with a second radio he would communicate with Popham Radio throughout, so I wouldn’t have to bother with any distracting radio calls. Popham was fully briefed, with safety marshals in golf buggies strategically placed around the airfield in case of any hiccups.

Meanwhile, I did as many pre-flight checks and full-dress rehearsals with accompanying taxying, lining up, and pre-take-off checks as possible. This was intended to aid familiarity and control procedures, and hopefully further reduce the workload on the first flight. I also maintained solo flying currency in the Europa.

The whole thing finally came together on 19 September 2019. This was to be a first solo the like of which I had never done before – 180hp with lots of torque and a variable pitch prop, and a single-seat aircraft with a very limited view forward when taking off and landing (not a lot better even in level flight).

The brief was to climb straight ahead, turn into the left-hand circuit and continue climbing to 2,000ft, generally circling around in the Popham overhead so Chris could see me. Once comfortable (a relative term!) with the Spitfire’s very light handling, I was to make an approach to land, just as I had been doing in the Europa. All very straightforward.

So, there I was, lined up on 03 ready to go, wind straight down the runway at less than 5kt. That first solo feeling was very strong indeed now but no excuses, no bottling out – let’s do it.

After any flight I have always done a self-critical appraisal. Sometimes just a think-through, but whenever on a special flight like a biennial flight review or a longer cross-country, I do a written one. The following is my review of the flight which was formed from the basis of the debrief with Chris.

Above Yet more training in a Super Cub and then in this Decathlon. Am I ready yet, Chris?

Pre-flight checks: All carried out OK.

Taxi from hangar: All OK except I taxied with the flaps down – possibly because the Europa’s flaps are always down when taxying because they are linked to the undercarriage – but I did notice before reaching the clubhouse. I will continue to try to remember this as it is considered untidy and in fact may subject the flaps to stone damage.

Engine start and run-up: Still need the check list to refer to and need to rehearse the V.P. prop procedure, i.e. manual exercise plus run-up then Auto settings.

Lining up: This went OK, and I felt the aeroplane was nice and straight when ready to go.

Take off: The take-off run seemed OK. I could see the left-hand grass edging OK and I may have drifted a bit to the right but noticed it and corrected. I didn’t know what speed I had but kept adding power slowly as speed built up. I started the run with the stick slightly aft of neutral and began to ease forward to get the tail up.

There seemed a lot of resistance to the push forward. Chris continued to advise from the ground radio to add more power slowly and smoothly.

I don’t think I got the tail fully up, but sensed there was some more to go, then took to full power. I think my nose-over experience while practicing early taxying at Lee-on-Solent four years earlier made me cautious and slow to lift the tail. I used up quite a lot of runway doing it with no conscious idea of how much runway was left due to the zero view forward. I suspect an abort at this stage would have ended up in the hedge! With full power applied, the acceleration was phenomenal!

Lift off: I felt the aircraft lift off and the initial climb attitude seemed very steep, (as Chris had warned me it would be). Checked the stick forwards a bit not realising

how very sensitive the elevators are, resulting in an over correction, which found me looking at the ground. At the same time an uncommanded left roll took place which was unexpected but resisted with aileron. Then an over correction of back stick caused a zoom up and a corresponding steep roll the other way. It felt like a gusty day, but I now know it was gyroscopic reaction from the full power spinning prop, following my over corrections in pitch.

Once these excursions had settled down, the climb was much as expected, and I also began to settle. Chris now advised, “Power back to 24in, set 2400rpm, and brakes/undercarriage up.”

The brakes / undercarriage up operation was rushed and a bit late, due to my being too busy fighting the aeroplane in the initial stages, and I’m afraid the brakes on/off step was forgotten altogether. The result being that wheels rotating at 80mph were being lifted through 90˚ into the wheel bay. The undercarriage went up OK and REDs noted during travel extinguished as the lock levers both dropped in.

Levelled out: At 2,000ft I flew a lazy turn to the left with the nose sawing nicely around the horizon. Glanced at the turn coordinator and it was spot on rate one and height remained good all around 360˚. Then turned to the right and did the same thing, all good.

Later read-out from Sky Demon shows max height variation of 100ft and speed 139kt. I was beginning to enjoy this! The aeroplane handled really well, much easier – and much nicer – than I expected.

Returning to the airfield: Now I was crosswind. A call came from Chris to ‘reduce speed to 100kt and lower the gear’… Easing back the throttle … no change in engine note… looked at the rev counter… again no change. I pulled back still more throttle then looked at the ASI… 80kt, my first realisation of the effect of a constant speed prop, which I had already completely forgotten about.

Above Dave taxying out at Popham for the biggest ‘first solo’ of his life.

This all upset my apple cart somewhat and started another round of over corrections, throttle and trim this time. Need to study and take advice on dealing with this (which I have now done).

These factors made the descent phase feel uncomfortable i.e. the flaps 1, flaps 2, then full flap. As the first crosswind join felt ragged and I didn’t feel in full control, I raised the gear and flaps and climbed back to height to have another go.

This started to go much better, then came the call from Chris to adjust the trim fully back and ease the stick forward to compensate. I had been briefed that as the speed comes back the aircraft comes ‘into trim’ and you don’t have to worry about it on final. Now, the throttle and trim levers are both on the same quadrant on the left side, with the throttle at a larger radius. I grabbed the throttle lever by mistake and pulled it back, expecting a nose up and a push forward – that didn’t happen, of course. Adding power again the aircraft leapt upwards and forwards (it is very powerful) – note to self, must be gentler with the throttle.

All this upset the stable approach and took a bit of sorting out. Then seeing a Chinook rising out of the woods at low level below (not on the Popham frequency), briefly caused another distraction.

The landing: Eventually, however, a stable approach over the silos at 80kt was established for Runway 08 with two Greens down and locked. Picture good, speed 70, full flap, all stable. Easing the speed back to 65 and pegged, with the picture still looking good. Feeling much more at home now that the constant speed prop had given way to a more familiar sound and feel.

The brief was to curve onto 03 to land. The wind was very light and variable. However, maintaining a stable approach, a good picture and height good, I decided not to stir the pudding as I wasn’t too sure that I might over correct power or something, so I decided to land on 08. This resulted in a perfect landing with plenty of space still ahead.

Assessment. What do I need to do?

1 Get the tail up earlier so I get a better view ahead sooner.

2 Be much more aware of the extremely sensitive controls, particularly pitch. Also do some in air familiarising with the trim and its response. Maybe reduce the friction a little bit. (Not too much though as the throttle lever is affected).

3 Do something about the terrible radio, which was very distracting (now fixed).

4 Spend some airtime setting and adjusting power and manifold settings, and learn more about the variable pitch / constant speed prop by reading up on it and discussing with Chris etc.

5 Look at the ASI and the manifold pressure gauge when reducing power. The rev counter doesn’t change at all so the engine noise doesn’t change either!

Since writing this, point (3) is sorted. Point (4) is partially sorted in that I have compiled a detailed set of POH notes all about the MT propeller and its use. Point (5) is my own lack of remembering what I was taught when under high stress flying!

Conclusion: Undoubtedly, the first 30 seconds of this flight taught me a lot about how the Spitfire responds to control inputs. Some folk pay for a fairground ride to get a thrill such as the one that I had…

After the landing I was surprised to see that the whole affair seemed to have affected Chris even more than me. He admitted it was the most difficult ‘send someone solo’ that he had ever done. Apparently, his wife Lynn had to take him out for a drink to get over it.

On a more serious note though, over the several years of taxying around and doing dress rehearsals, there were a couple of times when I lined up and was seriously tempted to wind it up and go for it. Being a cautious flyer, I resisted, and can honestly say that was the right thing to do. The plan worked out by Chris, and the preparations we made, worked out well on the day. It was a solution uniquely tailored for me, and while I still had to fly the aeroplane solo, there was reassurance and prompting when I needed it most.

Thank you, Chris and the LAA Coaching Scheme, for providing such a flexible facility. ■

Above Dave and Chris with the Mk26 Spitfire, parked alongside the real McCoy.

Green flying

The whole of the transportation sector is coming under increasing scrutiny in terms of its environmental performance. While some of this may be driven more by political rhetoric than fact, the commercial aviation sector has already been targeted by some, and GA may follow. Therefore, the LAA has been developing a position, not just in defence of our flying, but also offering positive and proactive means of mitigating any environmental impact we might generate via our activities. Our aim is to find deliverable ways to reduce any negative effects we have on people, wildlife and the world itself, while protecting the legitimacy of non-commercial aviation.

Proportionality, some simple maths

To put things in proportion, aviation contributes approximately 2% of world greenhouse gas emissions, and information provided by the British Business and General Aviation Association (BBGA) demonstrates global business and general aviation in turn, uses less than 1% of the fuel of commercial air transport. If emissions were to be proportioned equally to fuel usage, this would then mean that all the general aviation in the world makes up 0.0196% of GHG emissions.

Data provided by fuel supplier Rix Petroleum, indicates the fuel take-up at Europe’s busiest airport, Heathrow, is typically 22 million litres of AVTUR jet fuel per day. A single Boeing 777 burns around 7,000kg, or 8,800 litres of fuel per hour. Assuming the approximate 2,800 active recreational aircraft overseen by the Light Aircraft Association each fly for an average of 50 hours per year, each burning 25 litres per hour, the annual fuel consumption for this entire LAA flying fleet equates to about 440 hours, or a little over a month’s flying for just ONE Boeing 777. Or looked at another way, the entire LAA fleet could fly for more than six years on the amount of fuel consumed at Heathrow in a single day.

While the GA contribution is therefore minimal, it is not a case of saying ‘this is CAT’s problem, not ours’. We all need to make a contribution to reducing our environmental impact, but first, we need to understand what we are trying to mitigate.

Greenhouse gases

All internal combustion engines burning hydrocarbon fuel generate carbon dioxide, which is known as a ‘greenhouse gas’ as it traps heat in the upper atmosphere and makes the planet warmer. It primarily comes from burning fossil fuel for our cars, trucks, ships, trains,

Steve Slater looks at light aviation and the environment and asks – are we ‘green’ enough?

Below Warbirds, such as this Spitfire, will be worst affected by any loss of 100LL.

Photo: MoD archive

aircraft and power generation. In the UK, the Climate Change Commission has calculated that aviation makes up around 5.9% of national greenhouse gas emissions, but light aircraft generate only a small proportion of the total. In proportion to the lower volumes of fuel we burn, and as these aircraft typically fly lower, their radiative forcing effect on the upper atmosphere is less than for other aircraft that operate at higher altitudes. Greenhouse gases deposited at higher levels through jet aircraft have a 1.9 times higher impact on global warming for a given volume.

While general aviation makes up only a small proportion of emissions, there is a continuing commitment across all sectors to stopping growth in aviation emissions by decreasing the carbon intensity of flights, improving air space management, and potentially the use of biofuels. By 2050 the carbon intensity of flights is likely to have improved by around 35%, with the majority of this coming from more fuel-efficient aircraft in both sport flying and commercial aviation.

In addition, there are many GA-led initiatives which are being explored. These include the development of biofuels, although there is debate at the viability of these given their source, agriculture, is proving destructive in some areas of the environment.

Other activities include the future development of electric and hybrid power for short-duration sport flying and flight training. In addition, a significant proportion of the LAA fleet is made up of modern, aerodynamically clean designs using engines that burn lower-octane unleaded avgas or proprietary unleaded mogas. This makes them significantly more environmentally efficient than traditional types.

It should be noted that carbon dioxide is not the only greenhouse gas, nor is it potentially the most damaging. Methane, which is generated naturally by the breakdown of vegetable matter, is around 25 times more damaging. Other pollutants include nitrogen oxide (NOx), another by-product of the combustion process, which can mix with moisture and particulate pollution in the atmosphere and reduce air quality. In fact, government research demonstrates that around airports the main source of NOx air pollution is airport-related road traffic. NOx emissions from aviation-related operations reduce rapidly beyond the immediate area around a runway, and the overall contribution to NOx and particulate pollution by sport aircraft is minimal.

Lead

A significant proportion of the piston-engined GA fleet continues to utilise avgas 100LL (low lead) aviation fuel, which is the only remaining lead-containing transportation fuel. The inclusion of tetra-ethyl lead (TEL) in avgas is vital to prevent damaging engine knock or pre-ignition, which can result in sudden engine failure. Despite having invested in a five-year research programme in the US, the fuel’s largest market where nearly 170,000 aircraft operate on 100LL fuel, the FAA and manufacturers have still to identify a viable replacement. This work may be forced to accelerate in the coming years as the production of TEL may be constrained by new environmental regulations. The LAA and AOPA have created a working group to work with industry and the regulator to seek future solutions.

Lead was used as an additive in automotive petrol until 2000, when it was banned by European Regulation.

Above The fuel burned by a single Boeing 777 in a month, would keep the whole LAA fleet flying for a year.

Left Will electricity become the aviation fuel of the future?

Below The carbon footprint of our aircraft can vary significantly! Photo: John Myers

Bottom The continued availability of 100LL could be threatened by new environmental rules.

The primary concern with leaded automotive fuels is that lead is a cumulative toxin found to adversely impact human health. The majority of this build-up was in high density road traffic areas, particularly in areas of queuing traffic in urban environments. While lead cannot be naturally broken down once emitted, the relatively small amounts of lead emissions from light aircraft are dispersed in a much wider volume of air.

So, what can we do?

Emitted CO2 (eCO2) is regarded as the prime normalising factor for calculating greenhouse gas emissions. This is the measure used by companies and individuals for carbon offsetting – calculating how much CO2 is emitted by a certain activity and then funding a project designed to reduce carbon emissions by the same amount elsewhere, such as renewable energy or planting forestry,

Below Newer designs and more efficient engines make many LAA aircraft more fuel efficient and environmentally cleaner than the rest of the GA fleet.

which absorbs CO2. CO2 emissions can be estimated by fuel type: (Litres x Fuel Emission Rate)/1000 = tCO2e (Tonnes of Carbon Dioxide equivalent).

Example:

Average Avgas Litres per Hour = 40 Hours flown in a Year = 50 Total Litres of Avgas = 2000

CO2 Emissions = (2000 x 2.2)/1000 = 4.4 tCO2e.

This tCO2e figure can then be used to ‘trade’ against offset projects. For example, the website www. carbonfootprint.com lists carbon verified projects ranging from tree planting in UK regions to geothermal power in Indonesia (We’ve even suggested a project to plant spruce trees to ensure a supply of future wing spar material in 30 years’ time!). A 4.4 tCO2e would typically cost £30-40 per annum above the average carbon footprint of a person, at 6.5 tonnes (UK) and 11 tonnes per person in other industrialised countries such as the USA.

Whether you agree philosophically with carbon offsetting or not, there are other things we can do to make our flying that bit greener. A good, efficiently running engine and clean airframe can have a big impact on fuel efficiency and oil use. Promoting good maintenance disciplines, not accepting oil leaks, keeping props and leading edges clean can have significant effects.

Individual operating practices can aid environmental and cost-efficient performance too. Adherence to optimal climb and descent profiles, minimising full throttle operations and using engine mixture controls to minimise over-rich running can reduce both emissions and overall fuel-burn.

We should also look at the environmental impacts relating to waste – particularly during maintenance activities, where we generate waste oil. There are waste oil recovery companies across the country who can collect, recover and reuse it.

It’s important to get linked up with licenced waste disposal so that users know the waste is treated correctly and not is merely being dumped to further pollute the environment.

Next month we’ll look at the environment around us. The role our flying sites and airfields play as open green spaces, community assets and wildlife refuges, as well as offering the opportunities for shrub planting in airfield peripheries to act as carbon offsetting, and as locations for other energy sources such as solar power.

We as flyers, have a unique perspective on our planet from above and we can all play a role, both in sharing that perspective with others and by making a commitment, however small, to address the effects of greenhouse gases wherever possible. ■

“A good, efficiently running engine and clean airframe can have a big impact on fuel efficiency and oil use”

a virtue Patience is

Many of us are finding it hard to lose the privilege that we have, namely to fly. However, things could be so much worse. I fear that many of us may have lost loved ones or fellow flyers. If you have, my heartfelt condolences.

Here at LAA HQ, or to be more accurate my back bedroom, we are focusing on staying safe and planning for when we can safely get back into the air.

A significant amount of time in recent weeks has been spent in discussion with the Department for Transport and the CAA to enable extensions to licence validity and Medicals, meaning that pilots can continue flying as soon as possible after restrictions are lifted. We also worked with the CAA to legitimise essential maintenance and ‘engine health’ flights. However, we should not abuse that privilege. Just because someone can fly, it doesn’t necessarily mean they should.

At the time of writing, the Government position remains that leisure flying is not considered an essential activity and travel to an airfield should only be contemplated if it is absolutely necessary. A good question might be, do you really need to carry out this maintenance or flight immediately? It may be that by waiting a week

By Steve Slater

or two, no real problem in the current benign ambient conditions, any flight, or even you travelling to the airfield, will become much less sensitive in terms of public opinion and COVID risk.

Meantime, have a read in these pages and Technical Leaflet TL 2.32 (available via links from the LAA website and the LAA Facebook page), for information on precautions if further storage is contemplated, and advice on planning the eventual return to service of your aircraft.

Once the COVID-19 restrictions begin to lift, there will undoubtedly be a number of aircraft waiting for their Permits to Fly to be revalidated. However we are planning to ensure sufficient LAA resources will be in place to handle this.

In the meantime, we’ve got a few new things to enjoy. Below is a great competition to have a go at and look out for the launch of a dedicated LAA YouTube channel, with videos, blogs and other items to keep us all occupied. Also, if you have bored, aviation-minded children or grandchildren, look on our website for the new LAA Aviation Art Competition, which runs until Tuesday 30 June.

A poster to print off to give you added inspiration can be found at https://tinyurl.com/art-poster

Have fun. But most of all, stay safe. ■

Competition

Perma-Grit and Deluxe Materials invite ‘full-size’ kit builders to enter fun model competition

Perma-Grit Tools, specialist abrasive tools manufacturers, and specialist adhesive provider Deluxe Materials, have teamed up to run a competition to encourage the engineers of the future into model building, and are inviting ‘full-size’ kit enthusiasts to join in the fun too.

Four classes are open for entries and First Prize in each class is a voucher for £100 worth of Perma-Grit Tools and £50 worth of Deluxe Materials adhesives.

Class A: Experienced (so the rest of us know what to aim for).

Class B: Have built, but not for years!

Class C: First ever build (child or adult).

Class D: Family build – everyone in the house (pets included) can stick together!

■ To enter: Post a photo of yourself and the model you are building, stating which class you wish to enter. Post on Facebook page @permagrit or email diytrace@gmail.com You may also wish to join the Perma-Grit builders Group.

■ Then post nine of your best photos and videos during the build, the last photo being of you and the completed (or nearly completed) project.

■ The competition will run until the 31 July 2020 but the last chance to join in the fun will be the 30 June 2020.

At the end of July, the best from each class will be selected and the prizes will be awarded: www.permagrit.com and www. deluxematerials.co.uk

The only stipulation is that no adhesive or abrasive tool product placement is permitted in photos or videos, other than those of Deluxe Materials or Perma-Grit. Please mention useful tips on building, and give advice and encouragement to others. Mention favourite products, kits, great shops, clubs, great people, events, and great tools. You don’t have to use PermaGrit tools to enter, hopefully someone might just, at a push, lend you theirs, but don’t bank on it!

Don’t forget to show your ‘oops, shouldn’t have done that’ moments! We all learn more by our own and others’ mistakes. Extra photos and videos are allowed for the ‘oops’ moments – we all need a good laugh at the moment.

Useful links :

British Model Flying Association – all information, clubs, teachers, flying fields, Educational easy build kits etc. https://bmfa.org/ Slec UK supplier of Balsa, Plywood, etc www.slecuk.com/balsa Specialist abrasive tools www.permagrit.com Specialist adhesives and resins www.deluxematerials.co.uk

For all display or commercial advertising enquiries please contact Neil Wilson: 07512 773532 neil.wilson@laa.uk.com

You can email your classified advertisement direct to the LAA at the following address: office@laa.uk.com

Deadline for booking and copy:

19 May 2020

If you would like to place an aircraft for sale advert please see details below:

MEMBERS’ ADVERTISEMENTS

Up to 30 words: £6; 31-50 words: £12

Up to 50 words with a coloured photo: £45

NON-MEMBERS’ADVERTISEMENTS

Up to 30 words: £22; 31-50 words: £44

Up to 50 words with a coloured photo: £60 www.laa.uk.com

LAA Engineering advice to buyers:

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

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

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

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

AIRCRAFT FOR SALE

GROUP FLYING

1/3 share for sale in a Perth based beautiful MTO3. Upgraded to 500kgs MTOW and RSll rotor head fitted by RotorSport UK. £12000 share, £88/month, £20/hr dry. Call or message Colin McLean on 07912 055739.

MISCELLANEOUS

Beagle Pup 121 Srs 1. G-AWYO. Insured value £15,000. Airframe 4562 Hrs. Engine RR Continental O-200A, 1891 hrs, 117 hrs since major OH. Airworthiness Cert expires 19th SEPT 2020. One owner since 5th OCT 1977. Reason for sale owner 80 yrs old. Recent OH by Wiltshire Aircraft at Popham. ICOM ICA220 8.33 KHZ radio. Funkwerk TRT800 Mode S Transponder. Covers. Offers please to Barton Wild 01962-732209. Bartonwild@gmail.com

Fred 2 G-RONW complete with trailer ‘hanger’. Engine VW 1834 with 232 hours smoh. Provision for handheld radio installation. Permit run out. £3,500 ono. Contact William at malden@clara.co.uk

The Man who Created the World`s Largest Aircraft Manufacturing Enterprise Book for sale at £13 (incl P&P UK). Cheque to D.G.Scott, 21 Ellsworth Road, High Wycombe, HP11 2TU. Profits to Air Ambulance.

HOLIDAYS

France, Loire. Montrichard private airfield. Hangarage for two aircraft, four-person cottage. Package designed by flyers for flyers. £700 per week. www.lachaumine.co.uk Tel 07802 217855 or 01424-883474.