LA November 2023 issue

THE MAGAZINE OF THE LIGHT AIRCRAFT ASSOCIATION

Aviation LIGHT

November 2023 £4.25

BELGIAN BUNDLE OF JOY Light Aircraft Association WWW.LAA.UK.COM

Tiny and somewhat unconventional, the Tipsy Nipper gives you a ‘warm inner smile of unadulterated joy’, says Clive Davidson…

PUTTING AN RV-6 ON A DIET

WEIGHING UP POUNDS OF WEIGHT SAVED AGAINST £’S SPENT

RETURN TO RANGSDORF

AMAZING FLY-IN TAKES BÜCKERS BACK TO THE FACTORY

Ed’s Desk

Two RV-3B airframes, but one is a bit heavier and has a chunk more horsepower…

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

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

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

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

Light works…

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hen it comes to questions about Little-Bee, the Gee-Bee Model Z colours-painted RV-3B, which my friend Nye and I imported from America and transferred to LAA Permit this year, the one asked most often is, “Which -3 is your favourite?” I guess that people imagine that the newer, more higher-horsepower machine must be the one I prefer. But in reality, I’m still really smitten with ‘TG – my original 3B with the smaller engine that tips the scales at 750lb. It’s not that Little-Bee isn’t an absolute hoot to fly, but at over 60lb lighter, ‘TG’s just feels great.

When Burt Rutan was in the midst of creating the remarkable Voyager around the world aircraft, he is credited with saying, “…if I throw a part up in the air and it falls back to the ground, then it’s too heavy for the airplane.” Burt’s not wrong, weight really is the enemy when it comes to lovely, light aeroplanes.

During Oshkosh this summer, I got chatting to Budd Davisson. Budd is probably one of the world’s experts on all models of Pitts Specials. He’s flown them all, and I really mean all. In the very early 1990s he and some friends built a replica of Curtis Pitts’ very first Special. It was a very simple aeroplane, weighing in at 505lb, and was powered by a 85hp Continental. Budd points out that when Curtis Pitts originally designed his legendary little biplane, the ‘C’ in S1C stood for Continental, since the 100hp O-200 was to be the preferred engine. Only the tiniest handful were built with that engine, before builders were fitting bigger engines.

Budd mentioned that the 65hp Lycoming fitted

in the replica, weighed only 165lb. A 180hp Lycoming found in most modern Pitts is 100lb more, then add another 50lb-plus or so in instruments, structure and propeller, and the weight of a new S-1S can end up around 800lb. “Weight and the power make the personalities of the two aeroplanes totally different. We’ve grown so used to high horsepower and brute performance, we’ve forgotten what happens when a moderate amount of horsepower is put in a really light airplane. We also forget how gentlemanly an airplane can be when kept light with landing speeds reduced.”

So, if you’re building an aeroplane, or like Pete Pengilly talks about in his article on page 34, have one that you think could lose some lbs, do yourself a favour and ‘think light’.

ed.hicks@laa.uk.com

November 2023 | LIGHT AVIATION | 3

LAA Partner Content

Electric aviation insurance takes off Alexis Morillon of Air Courtage Assurances looks to the future of aviation

industry. Electric aircraft feature unique risks and operational characteristics that insurers need to address.

Unlike traditional aviation, electric aircraft rely on batteries and electric propulsion One of the most significant recent innovations in aviation has been the rise of systems, introducing risks associated with electrical malfunctions and energy storage. electric aircraft, thanks to advances in electric propulsion and battery technology. Insurers are rising to the occasion, tailoring policies covering both operators and In parallel, eVTOLs have gained passengers. significant attention in recent years, and To meet these challenges, insurers are we are just about to see aircraft that can collaborating with aviation companies to fly themselves, freeing up pilots to focus on other tasks. Furthermore, they offer a develop tailored insurance products for electric light aviation. These policies consider potential solution to the increasing the specific risks associated with electric congestion in cities and are ideal for aircraft, ensuring coverage for potential short-distance travel. accidents, technology failures, and third-party However, this innovation brings new liabilities. risks and challenges for the aviation Electric aviation is not just transforming insurance industry. As an aviation transportation, it’s reshaping the insurance insurance broker, we are delighted to be landscape, prompting innovation, and supporting the pioneers since the very beginning of this adventure. Not only have ultimately ensuring that this revolutionary technology can take flight safely and securely we been negotiating tailored aviation insurance coverage for manufacturers or in the years to come. One key aspect of electric light aviation insurance is its operators, but beside our core broking adaptability. Insurers are working closely with activity, we have taken initiatives to manufacturers and operators to develop promote these green technologies. policies that meet the ever-evolving needs of However, the rise of electric aviation raises crucial questions for the insurance this industry.

Light Aircraft Association

4 | LIGHT AVIATION | November 2023

These policies are essential not only for safeguarding investments but also for instilling confidence in the technology itself. Innovation in data analytics and telematics plays a pivotal role in this insurance evolution. Real-time monitoring of aircraft performance and pilot behaviour allows insurers to make data-driven decisions and adjust premiums accordingly. This promotes safer practices, incentivises responsible flying, and provides cost-effective options for low-risk operators.

Electric light aviation insurance is still in its early stages, but its importance cannot be overstated. As eVTOL aircraft become more prevalent in our skies, insurance will continue to adapt and refine its offerings.

The emergence of eVTOLs could change how we think about liability – we can imagine that most of the liability could be transferred to the manufacturer.

This symbiotic relationship between technology and insurance ensures that electric light aviation can flourish securely, paving the way for a new era of urban mobility that is safe, sustainable, and accessible to all. ■

Contents November 2023

FEATURES 12 AGM REPORT

A full report on the year’s performance for LAA, and plans for the future were all discussed at this year’s AGM

14 PROJECT NEWS

Van’s RV-7 and a Sling 4 TSi, plus New Projects and Cleared to Fly

20 FLIGHT TEST

The Tipsy Nipper gives Clive Davidson a ‘warm inner smile of unadulterated joy’

28 FLY-IN REPORT

An incredible fly-in held at the site of the Bücker Aircraft factory at Rangsdorf, just outside Berlin

34 TECHNICAL

It’s not just pilots who need to drop their weight, aircraft do too! Pete Pengilly puts his Van’s RV-6 on a diet…

38 TYPE ANNIVERSARY

A rather special Bulldog, the prototype G-ASAL, celebrates its 50th anniversary

20

Tipsy Nipper

41 COACHING CORNER

Loss of control brings a needless end to the lives of far too many pilots, suggests PCS HoT David Cockburn

44 ENGINEERING MATTERS

Update on Van’s Aircraft laser-cut parts, care of engines and instrumentation

49 MEET THE MEMBERS

We chat to Murray Flint, renowned in the world of Permit aircraft painting…

49

38 REGULARS 03 EDITORIAL 06 NEWS 08 LETTERS 10 STRAIGHT AND LEVEL 47 STRUTS4U 54 LANDING VOUCHERS 58 WHERE TO GO

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LA News

News

Updates available on the LAA website at www.laa.uk.com – check it out every day!

Upcoming LAA Courses

The following LAA courses are available for booking. All will take place at LAA HQ Turweston.

News from LAA HQ

In the New Year we will be phasing out the sending of membership reminder letters by post. From January we will be emailing you a reminder. For the few of you who have not yet provided us an email address we will continue to post you a reminder but If you'd like to help save some paper and postage, please drop us a line with a preferred email contact address.

We are also investigating alternatives to our paper membership cards by using a digital version which can be accessed via the LAA Member Area.

We have listened to our members' concerns regarding using PayPal as a payment processor and are looking at different options, which we also plan to implement in the New Year.

Finally, we're saying goodbye to Airworthiness Engineer Zoe Mallam who has decided to leave the LAA. We wish her well on her future career path.

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Please call LAA on 01280 846786 (Ext 2) to book your place.

Prices are for LAA members,

non-members are welcome, but there is an additional £20 charge per course. ● Aircraft Carpentry Workshop: all you need to know about building and repairing wooden aircraft – November 14. Price £130. Also available on December 12. ● DH Gipsy Major Engines: learn the ins and outs of this vintage aircraft engine – November 25. Price £120 ● Rotax 912UL/912ULS and 914 Engines: How to install and get the best out of your normally aspirated and turbo-charged 912/914 engine.

Saturday December 2. Price £140.

For more information see: www. lightaircraftassociation.co.uk/courses.

Francis Donaldson honoured with award Congratulations to our former Chief Engineer Francis Donaldson, who has been awarded the Sword of Honour – which recognises an outstanding contribution to General Aviation, in the Honourable Company of Air Pilots’ 2023 awards.

HCAP said, “For more than 30 years, as Chief Engineer of the then Popular Flying Association and then Light Aircraft Association, Donaldson

has recommended the issuing of Permits to fly for more than 3,000 aircraft and overseen the engineering and handling reviews of around 200 different types. He stood down from his role at the beginning of 2022 but has remained involved as a consultant. Few people have been more influential to the progress and development of light aircraft in the past three decades, with an encyclopedic knowledge backed by real world engineering and flight testing expertise.”

Life of a Concorde pilot Even 20 years after its last flight, we all still love Concorde.

In this new book, pilot John Tye describes how he managed a rare medical condition affecting his legs, but still went on to fly the world’s only supersonic airliner. Life of a Concorde Pilot: From the Orphanage to the edge of Space is published 16 November. www.thehistorypress.co.uk

LA News

Treasurer required Following the decision of the LAA’s treasurer, Will Garton-Jones to step down at the AGM, the Board is seeking to appoint an individual to undertake the activities of LAA Treasurer. The preferred candidate is not required to be a qualified accountant but should have experience of financial administration, ideally gained in an Association or not-for-profit organisation, and be able to read and query accounts in detail.

The Treasurer is a member of the Board’s Finance Committee and provides the Board with advice and guidance on financial matters. For full details and to discuss the position please contact LAA Chairman, Eryl Smith via the LAA office at office@laa. uk.com

Last few months of free money for EC Still not bought an Electronic Conspicuity device? Then don’t forget the CAA’s EC rebate scheme runs until 31 March 2024.

Those meeting the requirements can claim a 50% rebate of the purchase cost of an EC device to a maximum of £250 (including VAT), per applicant.

To qualify, you must hold a UK-issued pilot licence, and the rebate can be used towards the purchase of equipment including, ADS-B Out capable transponder

Build A Plane Schools Project – Volunteers Wanted Upon becoming a LAA Inspector some years ago, I was asked by Steve Slater if I would help oversee a ‘Build A Plane’ project at Northfield College, North London – somewhat grandiosely named ‘Heathrow UTC’ by one of its sponsors. The college had a Sherwood Ranger kit but was unable to secure any volunteers, Inspector or indeed any guidance on how to proceed with construction. Upon meeting Ian Wilkinson, their enthusiastic vice principal who would be joining us in the build, I happily agreed to oversee the project.

I was joined in the effort by LAA member David Mole and over the following five years we made some excellent, albeit slow, progress. It is a voluntary project at the school. Those students who come along to the aircraft workshop do it in their own time on Friday afternoons and, as you can see from the accompanying photos, it is beginning to look the part.

Without exception, the students we encounter on this project are probably the most motivated young people in the college, many expressing their wish to get an engineering apprenticeship or to become a pilot. Over the years I’ve given a number of air experience flights to the students and some parents to help foster their enthusiasm. I was overjoyed to learn that Wiktor Trofikiuk, one of the first of my young passengers from the project, is now a first officer flying 737s with Ryanair. Wiktor’s success is a great example of what can be done if you apply yourself. He’s also been back to talk to students and makes a wonderful ambassador for the college.

It’s totally amazing how a short flight in a light aircraft can boost the excitement and enthusiasm in anyone even remotely interested in the project, after which the most popular question is: ‘When’s it going to be finished sir?’

To my mind this is a college akin to the technical college of my youth, which teaches

inclusive of GNSS position source (Mode S ES Enabled), ADS-B Out capable transponder without GNSS position source (Mode S ES), Certified GNSS source for Mode S ES transponders (Including a GNSS position sources in line with the recently published AIC2019Y141, example being Trig TN72), FLARM, Power FLARM, Pilot Aware and the uAvionix Sky Echo 2.

For more information, visit tinyurl.com/ CAAECrebate

practical skills alongside the national curriculum. For some people, Northfield College is also the last place that a teenager can get any form of education, especially if they have been removed from their previous school in the North London area.

This is a school that does not like to turn anyone away and so all the staff I’ve met there have the patience of saints.

For this last year, fellow LAA member Andrew Marshall has also been helping us out, but now having overseen the project for nearly six years and with a round trip of 120 miles every Friday afternoon, it is time to move on. Last year I took over the LAA Woodworking Courses at Turweston on the understanding that the Association would find someone else to take over the project, but so far no-one has come forward.

An earlier appeal through Light Aviation for volunteers fell on deaf ears and now things are becoming urgent. I know our mantra is safe – affordable flying for fun – but I think at the same time it should be a matter of priority to encourage a new generation into the world of aviation with every means at our disposal.

The school’s ‘Build A’ Plane’ project is an important element in recruiting new students and is a main attraction on open days. It’s also a way of getting the LAA noticed by young people, showing that private aviation can be for everyone, not just for the rich or privileged. Ian Wilkins is keen to get the project back on track and I think it would be disastrous if all the efforts of the past few years fell by the wayside.

If any LAA member can offer to help or has any questions about the project, please get in touch by emailing me at gbucojames@hotmail.com. Alan James

November 2023 | LIGHT AVIATION | 7

Letters

Letters We are always pleased to receive your letters, photos of your flying, and your feedback. Please email the editor at ed.hicks@laa.uk.com

new keeper.

Regards, Roy Hodder.

PS. I am fortunate to call Nancy Pierce, who owns the famous N14LB, a friend. I’m sure if I part with ’JO, she will have me killed…!

Electronic conspicuity and the fear of upsetting someone

Shiny Midget Mustangs

Hi Ed, Seeing the wonderful Midget Mustangs in the September issue prompted me to write about my ‘affair’ with the Midget Mustang M-1, which began when I saw G-AWIR at the 1979 PFA Rally. Coincidentally, my ‘affair’ with my future wife began at the same location on the same day. How about that?

Many years passed – occupied by house moves, and building my Acrosport G-BSHY – before a final move from North Wales to Manby in Lincolnshire. A ‘wanted’ advert submitted to Barnstormers brought a flurry of Midget Mustangs for sale. One from Dodge City appealed to me – the location that is, rather than the aeroplane! However, when I saw the picture of ‘mine’, I was seduced by the curves of the spinner. And so, N611DH left Minneapolis, USA bound for Manby, and arrived here in 2010.

Inspections and help from Francis Donaldson identified the need for some remedial work.

Fortunately, John Tempest had produced an approved repair, which allowed the late, and much-missed, Jez Cooke to carry out an extensive testing programme, and ’JO was declared fit for flight. Since then I have enjoyed adding 106 hours of flight time, bringing her to 202 hours total time.

I’ve enjoyed many single-seaters, Pitts Specials, Oldfield Baby Lakes and a Van’s RV-3A, but the Mustang has always been a favourite. I fly it less now – the advancing years means I must now think about passing G-CHJO to another keeper. It will be a sad day for me to be sure, but a great day for the 8 | LIGHT AVIATION | November 2023

Dear Ed, I read with interest a GASCo piece on conspicuity and embrace its report. I have tried one of the available portable devices many times and find many aspects of it irritating, distractive and unreliable. SkyEcho on the other hand is really like having another pair of eyes. I find it exasperating that the authorities do not have the power nor conviction to make something into law. I say this for many reasons.

1. Flying a gyroplane, I am very aware that I am incredibly difficult to visually detect. Even when following one of my companions in the sport I often struggle to stay visually connected.

2. I appreciate gliders have FLARM, but it has not been adopted in any other form of aviation. I also appreciate other devices that offer other options.

3. I recently flew over a field when three ADS-B out targets came up on my screen,

they were paragliders and, although I saw two very quickly, I did not see the third without reference to my conspicuity device.

4. I regularly fly between Stevenage and the Isle of Wight, there are several places on route that have many aircraft traversing my route and seeing them is a real challenge. Wycombe Air Park to Elstree and Denham especially, and between the ridiculously narrow corridor between Heathrow and Wycombe. This corridor is just over two miles wide and 2,500ft ceiling before busting Heathrow, the authority and safety organisation recommend we ‘Take 2’. I guess this is an exception, but EC really does help here. Interestingly, it’s 10 miles from the Heathrow ATZ boundary to the edge of the CTA at this point, WHY can this edge not be shrunken back towards the ATZ to make it safer for everyone else flying? There is no excuse with the separation limits imposed now. I, of course, wait to be corrected.

5. I am even more surprised by the lack of helicopters that transmit ADS-B, as it seems all large commercial aircraft do, yet I have had a Helimed go underneath me, luckily with a visual sighting, but not a sign on my screen. Surely anyone that can afford a helicopter can put £300 worth of kit in it on a bit of Velcro that could save a fatal…

6. Just last weekend approaching, and in the circuit, at Sandown it was invaluable, as I had visual with many aircraft, yet the one that cut me up on final called final, while on base, had no such image.

7. If we are to reduce the number of accidents and infringements, as well as further the safety of GA and save lives, action really should ‘be taken yesterday’, not sometime in the future. Is it because we don’t want to upset anyone?

All the best, Steve Paffett.

G-PAFF. Left Electronic Conspicuity devices… what do you use?

Letters

Above Tipsy Belfair history is more complex than you thought - see letter below.

Tipsy Belfair correction

Ed, I would like to take issue with the notes on my Tipsy Belfair (in the Grass Roots Fly-in report – Ed) which are more or less completely wrong, though a nice photo!

The design of the Tipsy Belfair is from the 1930s. Designed in 1936-38, they were known as Tipsy BC, i.e. Tipsy B Closed cockpit. Thirteen were built, along with a similar number of the open cockpit Tipsy B in Belgium by Avion Fairey designed by EO Tips.

Fairey UK developed the Tipsy B into the trainer, a quite different airframe, which was fully cleared for aerobatics and had leading edge slots to tame the quite vicious tip stall of the original wing. Post-war in 1947, seven more Tipsy BC were built to the 1938 design (dates on drawings show) and marketed as Tipsy Belfair. One, OO-TIC set several long distance records. G-APIE was registered as OO-TIE and completed, along with two more, G-APOD and G-AOXO. These were scheduled to come to the UK but were blocked from being imported due to a post-war embargo on importing light aircraft – I was told this by the original owner.

Eventually they came to the UK in 1958 and were assembled and refinished with three Mikron 2 engines built in 1938, which survived the war in packing crates in store as of no use to the German invaders. The original owner soon crashed G-APIE, at what is now Beverley Airfield, when he clipped one of his hay ricks landing, flipping it on its back.

Damage was minor and soon rebuilt, but with the new up and over canopy which was easier to enter than with the centre hinged cover.

Belfair was derived from Belgium Fairey.

A picture exists of the last Belfair converted by factory to Tipsy V being loaded into Bristol Freighter and, in at least one book, incorrectly labelled as one of the three. This had tricycle undercarriage and cut down fuselage sides, but there is no idea what

became of it. So while G-APIE did not come to the UK or fly until 1958 it was built in 1947/8 and designed in 1937/8. Hence those classic lines.

I have loved owning it and increased the few hundred hours it had when I bought it 30 years ago to well over 2,000.

The only negative is that the engine could do with another 10-20bhp. Tipsy realised this and fitted a 70hp Train 6, but the engine was not reliable.

One other item is the Fairey Reed prop. I had the one used on OO-TIC on a flight from Gooselies to Sidi Ifni. This transformed the aeroplane, but sadly got damaged, so we’re now back to wood prop. I wish I could find another, but they are very rare and the only ones I know of are fitted to several of the Tipsy Trainers, although they are finer pitch to suit that heavier and slightly draggier airframe.

Regards, David Beale.

Ed replies: Hi David, Thanks for writing – and my apologies for the errors! Well that will teach me for trusting information to be found on the internet. I confess, my limited knowledge of Tipsy types stems from chats with Steve Slater – unfortunately I wasn’t able to quiz him this time around.

Revalidation of SEP by experience in 3-axis microlight

Hello Mr Cockburn, I read your very helpful navigation article in the latest issue of Light Aviation.

At the end of the article you mention that an independent FI or CRI can conduct the dual refresher flight in a Permit aircraft with the exception of weight shift and powered parachute microlights.

I will shortly have 11+ hours as P1 in my 3-axis microlight and I had been informed that, to renew my FCL PPL SEP rating (or my

Above From two blades to three, thanks to LAA Engineering. old UK CAA SEP rating), I needed to fly at least one hour instruction in a non-microlight SEP. I checked the CAA website and interpreted the information as indicating the same.

It would be much more convenient for me, and much cheaper, if I could do the refresher flight in my own aircraft. Do you think this is possible? If so, I think I would need to show the regulation to my local instructor, so I would be very grateful for a link to the relevant CAA regulation.

Thank you in advance, Brendan Bradley.

PCS Head of Coaching David Cockburn replies: Dear Mr Bradley, You have spotted a potential problem. I published an official CAA response exactly as it was written, however I hadn’t double checked, and in fact as I read the law the SEP revalidation training flight does need to be flown in a non-microlight.

However, I have asked for further clarification as a matter of urgency, so hopefully I can get back to you soon.

Great service from LAA Engineering

I just wanted to thank Miti and the Engineering team for such a speedy turnaround for my Mod (swapping a two blade Hartzell propeller for a three blade MT).

The mod process works really well with clear communication at each stage. There is a lot of information and guidance on the website and the ‘My Aircraft Data’ section is invaluable for tracking progress.

Following my successful flight tests, the LAA mod approval and issuance of paperwork took less than a week!

I have an improved aircraft and lost no flying time doing it. Perfect! Many thanks to all involved.

Regards, Ian Harding.

November 2023 | LIGHT AVIATION | 9

Straight and Level Updates from LAA HQ Team focus Simon Tilling CEO

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irst off, may I say a big thank you to everyone who attended the recent AGM, either in person or via the video link. It was great to talk with so many of you and discuss what we are all so passionate about – aviation, and in particular the LAA. You will see elsewhere in this month’s edition details of the AGM and my Q&A afterwards, suffice to say there were some great ideas that we will be following up.

As we approach the end of the summer flying season we are now turning our attention to 2024. The three big areas of focus for the team for the next few months are: 1. Building a 2024 budget and financial plan that brings us back into the black in the next 12 months.

2. The 2024 Rally.

3. Building a strategic plan that takes the LAA on a path to 2030 recognising and addressing the challenges we face on a number of different fronts.

Looking forwards Eryl Smith Chairman

T

hank you to everyone who participated in the Association’s AGM, held at Old Warden. The general consensus of those present was that the venue worked well and I hope those who joined via the virtual Zoom link enjoyed a much enhanced experience. In my report I updated on the actions taken to implement the findings of the Fraud Review and pursue the bank for recovery of funds. While the findings have been addressed we have resorted to a formal complaint to the Financial Ombudsman in our efforts to recover funds and this is ongoing. I am delighted to welcome Charlotte Dadswell upon her appointment as a director. She will bring a welcome additional dimension to the work of the Board. My thanks go to Will Garton-

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All of these topics are receiving a lot of attention from the HQ team with support from the Board, and I look forward to reporting progress on all of them in future issues.

As promised in last month’s column, this month I am starting to report performance on mods and repairs. The chart below shows the total number of open mod/repairs on our books for the past nine months, by month, and you can see there are 830 mod/ repairs currently open. You can also see that only 40 of them are awaiting action from HQ, and the vast majority are awaiting an action from the applicant, for example an air test or the completion of a project etc The number of mod/repairs with HQ for action is the lowest it has been for at least five years, which is an indication of the effort being put in by the Engineering team.

I have also included the Permit Renewal data first shown last month. As you can see we are continuing to meet our target of processing Renewal applications in an average of seven days.

I will continue to build up this series of performance charts in the following months so you can see in detail how we are performing. Next month we’ll look at membership data. ■

Jones, who stepped down at the AGM, for his contribution as LAA treasurer.

The occasion was also the opportunity to present annual trophies and service awards celebrating the efforts of those building and restoring aircraft, together with those members who have given service in many different ways for the benefit of the Association and fellow members. As always the standards were very high and reading the citations for those receiving service awards it was humbling to hear the years of dedicated and unselfish commitment the recipients have given.

The meeting also provided an opportunity for an open forum to exchange views and question the Board and CEO on matters of the moment, covering such diverse topics as the future of the Rally, support for encouraging young people into aviation, the opportunity to transfer more aircraft from CAA to LAA and aspects of the permit and mod systems. For those unable to attend the AGM you can see a report of the meeting on page 12 of the magazine. ■

ANDAIR FUEL SYSTEM COMPONENTS COMBINE MODULAR DESIGN, SUPERB QUALITY AND THE FLEXIBILITY TO SUIT ANY AIRCRAFT BUILD PROJECT.

Having built a reputation for excellence in the design and manufacture of light aircraft fuel system components within the amateur-build aircraft sector, Andair has now established a significant presence in the commercial aviation market as well.

www.andair.co.uk Rolls-Royce and Bentley Heritage Dealers “Attention to Detail”

For Sale Sopwith Dove Aircraft

A light, sporting 2-seater of the 1920s, based on the famous Sopwith pup fighter. This example was built in 1989/90 and low time since, has a newly overhauled, to the highest standard, original 80 horsepower Le Rhone rotary engine.

The plane is in perfect flying condition, and is flown regularly by the Shuttleworth Trust in their flying displays.

Must be seen to be appreciated.

Offered at the very reduced price of £200,000 ono for a prompt sale.

Great Easton, Dunmow, Essex CM6 2HD, England Telephone: 01371 870848 Fax: 01371 870810 E-mail: enquiries@pa-wood.co.uk www.pa-wood.co.uk

QP_Sopwith_7/17.indd 1

18/07/2023 11:19

AGM 2023

2023 AGM Report Held on 15 October at the Shuttleworth Collection’s Discovery Centre, the 2023 AGM of the Light Aircraft Association Limited featured joint in person and virtual attendance…

W

ith 52 members in the room and 34 members online, the meeting was declared quorate with more than 1% of members.

The day’s business

The chairman made a number of updates: ● On support for gyros, which had been raised in 2022, he added there were now two more gyro specific Inspectors who had taken the Autogyro Gmbh course. Chief Inspector Lucy Wootton continues to work with Magni Gyro to get a course to add more Inspectors for that specific make. ● A recap on progress made to recoup the funds lost in the 2022 financial fraud, and the implementation of recommendations. A response from the financial ombudsman upheld the decision of the bank that it was not its responsibility. LAA has submitted a challenge, and the matter is not considered formally concluded, however, the direction of travel is not considered favourable overall. ● Following four months of recruitment, the successful transition from our retiring CEO Steve Slater to our new CEO, Simon Tilling.

Beyond his passion for flying, Simon brings us the management experience to look after a £1.5m turnover business and the responsibility for the members’ fleet of aircraft. We were all shocked at the news Steve Slater had suffered a stroke in June, and we send Steve our best wishes for his continued recovery, which is progressing well. ● A vote of thanks to the volunteers who help ensure the Association keeps moving forwards – our Inspectors, training course teachers, pilot coaches, the local struts and the Rally/Fly-in volunteer team.

Presentation of LAA Awards

The Pete Clarke for a major contribution to flight safety was awarded to Mike Gregory. Mike is the longest serving Europa Club Committee Member, and has been Safety Officer of the Club since 1996. An amazing 27 years of unbroken service in the role!

The Faulkner-Bryant Shield for the most active strut or person within the Strut system was awarded to Keith Griggs of the East of Scotland Strut. His nomination cited a ‘consistent and unbroken history of doing good for the Strut and generosity to anyone on the edge of an interest in flying’.

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● Thanks to the HQ team.

In summarising 2022, Will Garton-Jones our Treasurer said, “The challenges created by substantial levels of inflation, and the loss of funds due to a financial fraud, the Association has achieved a stable but not sustainable financial performance overall.”

“While successive years of loss and reduction in reserves reflect, in part, the agreed use of reserves to cover short-term deficits to increase engineering staffing levels, it is evident that current income levels are insufficient to meet the costs of running the Association.

Increases in fees approved for 2023 and a full review of activities and costs currently underway will focus on returning the Association to surplus by the end of 2024.”

Votes for the adoption of the 2022 Statutory Accounts, and the election of Just Audit as auditors of the Company, followed, and were all passed very comfortably.

As Will Garton-Jones is stepping down having come to the end of his second term of service to the Board, and one nomination was received for Charlotte Dadswell, she was appointed unopposed to the Board. Eryl Smith said, “We are delighted to welcome Charlotte as a director of the Association, and as an active owner/flyer and CFI she brings useful knowledge to ongoing debate and discussion.”

The Chairman concluded by thanking Will Garton-Jones for his unstinting work as Treasurer, recognising that he is standing down from the Board at this AGM. No AOB had been notified to the Chairman, so the AGM closed at 12.45p.m. There followed an informal review by the CEO, Simon Tilling, concluding with a Q&A session.

The Frank Hounslow Trophy for services to LAA in engineering was presented to LAA Inspector, Paul Jenkins for a significant contribution to engineering activities in Scotland. Paul’s award was collected on his behalf by Ian Sweetland.

The President’s Joystick for services to the Rally was presented to Andrew Caldecott. Andrew has been a regular supporter of LAA Rallys and the Grass roots fly-ins, not only during the show, but in the help with set-up and taking down.

The Roderick Turner Award for the person who has contributed most to Flying for Fun was awarded to Mike Waldron.

After taking over as Chairman of the Gloster Strut Mike has continued the Strut’s support in providing flying related activities for young people.

AGM 2023

Should you wish to read the Chairman’s Report, the Treasurer’s Report or the accounts in full, the documents can be downloaded from the LAA website www.lightaircraftassociation.co.uk/agm

A summary of Simon Tilling’s Q&A session

Simon noted that what struck him immediately, coming into the LAA, was the complexity of what goes on in the Association: what we have to do to administer around 5,000 aircraft. Added to that is the advocacy role vis-a-vis the CAA and Department of Transport and interaction with fellow organisations such as the BGA and BMAA, plus the continuing challenges over airspace, especially, currently, those relating to drones. How best to support the membership, Struts, Rally and fly-ins, with fewer than 20 staff is his particular challenge.

The LAA is not a business in the sense of being intent on turning a profit, but it is very much a business in that it cannot continue making a loss. He is committed to bring the organisation back to making a small surplus, so increasing fees is a must. He is also looking at revenue generation and seeking to maintain and enhance the reputation of the LAA. Questions to be asked – and answered – include the reasons why those, other than pilots, owners and builders join?

What do owners want from the LAA? What is the Association doing well and not doing well?

The first questioner wanted the LAA to go back to running a proper Rally. That is what non-owner enthusiasts want! So what progress is there on the 2024 Rally? The recent post GrassRoots fly-in survey had shown that members wanted bigger, more content and be more central. The Chairman commented that although members had asked, “Why not Sywell?”, there was a cost involved with using the site. Returning to Sywell though was discussed and is under consideration. It was, though, something of a struggle to find an airfield of the size necessary which would work with us. And we would need another party to work with us.

The band of volunteers for what has always been volunteer-run is diminishing through age.

A second questioner considered the LAA needed a longer-term, five or more years, agreement for the Rally in order for it to be sustainable from year to year. The CEO highlighted the lack of new, younger members joining the association. Our demographics are a problem. Average age of members is around 63 but it is going up by 11 months each year. There are more members over 80 than under 40. How can we get younger people into aviation, encouraging them to spend money on aircraft rather than cars? Something along the lines of ‘Young Eagles’ was suggested by a further questioner; but the CEO pointed out that we also need people who can come into aviation now.

Others supported getting youngsters involved, in ways which might attract their parents too. The model flyers should be involved and greater focus should be given to a children’s area at the Rally.

Yet we still need ‘empty nesters’ – those coming up to retirement with surplus disposable income. The relationship with the BMAA was questioned, as it seems to provide an easier entry into flying.

The CEO noted that he has developed a good working relationship with Rob Hughes at the BMAA but we were not there yet with e.g. holding a joint rally.

The Chairman was disappointed that it had not been possible to find a way to bring the two organisations together but the differences were intractable. We were continuing to cooperate, though across a wider field.

The CEO remarked on the changes to the Permit renewal system, which had not been as good as it could have been. Permit revalidations had been taking longer than they should but the seven-day target was now being achieved. A working group was looking at the modifications process with the intent of developing a lighter touch and with the HQ in more of a general oversight role. Moving non-part 21 aircraft onto the LAA system has begun and is progressing on an individual airframe basis, but Simon’s hope is this could evolve into a more generic, type-by-type process.

Finally, could the LAA not abolish the Vne test? It is under consideration but yet to be decided. ■

Grass Roots Fly-in trophy winners presented with awards:

The Lois Parker Trophy for distinguished service in an administrative function, was presented to Stewart Luck. As Chairman of YES for over 20 years, Stewart has been instrumental in introducing hundreds of youngsters to light aircraft flying over many years.

The Air Squadron Trophy for the best plans built aircraft was presented to Pat Taylor, for his Pietenpol Air Camper, G-PLJR.

The RAA Canada Trophy for the best Kit built aircraft was presented to Steve Hicks for RV-14, built with the assistance of his friend Tim Nicholas. The duo were also presented with The Andy Nowicki Trophy for best Van’s RV.

Nigel Huxtable and his daughter SJ, received the Prince Michael of Kent trophy for Concours d’Elegance, Auster Altimeter for Best Auster and John Randall Trophy for Best Vintage Aircraft.

November 2023 | LIGHT AVIATION | 13

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

Project News O ne of the fascinating details associated with homebuilt aircraft, is the spaces people find to construct their pride and joy. Garages are obviously quite common and, indeed, as is true of one of this month’s reports, the single garage is often too small and invariably ends up being extended for the duration. I recall early last year we heard from Paul Hennessy who had built his Sling TSi in a basement, with all the fun that entailed extracting it up a narrow stairway. Well, for balance we’ve a report this month from Steve Lamb who has built a very similar four-seater in a loft. Of course, he also had to employ some clever cunning to remove it from its ‘birthplace’.

For those new to aircraft building, we’ll often refer to conventional

style kits as slow build or flat pack – yes, just like the famous blue and yellow furniture outlet famous for its meatballs. These would require the builder to assemble virtually all of the aircraft from individual component parts with only the hardest items, perhaps requiring special skills or machinery, being pre-fabricated. This kit style is in contrast to the more modern Quick Build kit style, where quite often the aircraft arrives looking like an aircraft with wings and fuselage already built to the point of an empty shell that then requires fitting out.

Again for balance, our project reports this month feature one of each.

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

Please share your story!

G-RVBZ (PFA 323-14583) Van’s RV-7 Built by Bob Broad

Above After seven years of building, G-RVBZ finally emerges from the garage; partial demolition of the garage’s temporary extension is evident.

A

s can be imagined from the project reference having a PFA prefix, Bravo Zulu has been some time in the making. In common with a good number of projects, this aircraft has not been completed by the original builder. Bob was looking for a RV-9 project when this seven came along in 2014, a slow build kit with just the empennage assembled by the first owner.

It’s fun trying to second guess builders’ choices of out

14 | LIGHT AVIATION | November 2023

Above More than enough straps to make sure she doesn’t move.

of sequence registrations for their projects, for example RV owners often manage to use those two letters within their registration somehow. When it came to Bob’s aircraft I wondered if Bravo Zulu, of G-RVBZ, was to signify Bob’zzz, apparently not, it would seem that BZ is a well known Naval term for ‘well done’. Bob served for 30 years in the RN, and so that’s the reasoning – nice.

When I spoke with Bob, the first flight had been

Project News

successfully completed with more to follow shortly. He has kept the aircraft ‘in the buff’ for the debugging phase and will paint her himself, with the assistance of others, once fully sorted. I hand over to Bob’s own words now at a stage where the aircraft has outgrown its single garage birthplace and needs to move to the airfield. A significant, but often ignored, part of most project reports.

“I’d reached the stage where little more could be achieved in my single garage and so made the decision to move the aircraft to the airfield for final assembly.

“Finding someone to move the fuselage proved challenging, as a taildragger it is 15ft from mains to tailwheel and their track is just on 7ft to the outside of the tyres. Eventually I found Steve, a young man with a car recovery business who was willing to give it a go. Steve’s truck bed is 15ft long and 7 ft wide, but he has special rollers or skates that he uses to move accident-damaged cars onto the truck bed if they are so badly damaged that their wheels are facing in different directions. He thought these would help to provide the required width and manoeuvrability for the mains on the truck.

“When the appointed day arrived, I extracted the fuselage from my single garage, not an easy task as I’d built a temporary extension to make room for the engine which wasn’t wide enough to allow the fuselage to pass through. A little demolition was required to remove the extension to enlarge the door opening. Eventually the fuselage emerged ready for its first journey.

“Loading the aircraft onto the truck proved relatively simple, we placed the rollers beneath the main wheels and attached the winch wire to them. I’d removed the tailwheel to shorten the length and placed a wheeled trolley beneath the fuselage. Lifting the tail onto the truck was very easy, although without careful control, the fuselage without the wings could easily have tipped up on its nose. We made sure that the tail was lashed to the truck at all times during the loading process. We carefully inched the fuselage onto the truck making sure that the rollers remained on the truck bed. Once fully on the truck, we lashed the fuselage down with cargo lashing straps using the engine mount as the strongest point on the airframe. A final check ensured that the fuselage was firmly attached to the truck.

“The journey from Taunton to the airfield was less than a dozen miles and was achieved without mishap… Steve kept the speed down and avoided as many pot holes as he could. A quick stop on the motorway bridge to check all lashings, confirmed that the fuselage hadn’t moved. The narrow lanes from Churchingford to Watchford were negotiated without difficulty, although I did have a few heart palpitations at the cattle grid.

“Unloading was a reverse of the loading, and again

Above Wings just fitted at Watchford once all of the components had arrived.

Below Rolled out for the first ground run.

Bottom On the ground at nearby Dunkeswell.

achieved without difficulty. Hardest part was lifting each main wheel to remove the rollers. We did consider using a jack to raise the main wheels, but in the end lifted the undercarriage by hand! Easily done, but did require three of us to lift plus one to remove the roller. My Inspector, Ray Harper, mentioned that he would visit after the move to see how many dents we had made in the fuselage. I’m happy to report that it arrived at the airfield completely dent-free!

“Buoyed by our success, the wings and empennage were transported by my neighbour in his van, allowing final assembly to begin. Once the flying controls were connected and set up, the fuel system connected, tested and calibrated and a few other odds and ends sorted, the first ground run was possible. More fettling and a healthy sprinkling of paperwork and a test permit was issued in early September – onwards and upwards.”

November 2023 | LIGHT AVIATION | 15

Project News

G-TSII (LAA 400A-15693) Sling 4 TSi Built by Steve Lamb

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hat motivates us to learn to fly and even build our own aeroplane? Often a childhood gift, hobby or experience – sometimes it’s just a chance encounter. Steve Lamb clearly has flying in the family DNA, his grandfather, George Batchelor in conjunction with Steve’s great uncle, Albert Batchelor, built their own aeroplane – The Batchelor Monoplane around 1905 -10. His aunt, Gladys Batchelor, was crowned the ‘Air Queen’ in 1936 at Rochester and an excerpt from https://shortbrothersaviationpioneers.co.uk/ ronald-lamb/ reveals the following about her: “I learned to fly at Gravesend Airport, taught by Alan Cobham and by 1934 I was flying a British Klemm Swallow monoplane, G-ACXD, which was registered to uncle Albert, as I was too young to register it in my name. I kept it at the newly established Short Brothers private airfield at Rochester and I was the first private pilot to have permission to fly from this airfield. Shorts also allowed me to build a small shed in which to keep my aircraft.”

Quite a flying family, so no surprise that later generations have followed in the same footsteps.

Steve has been flying for just more than 30 years. He learned on the usual club aircraft, but this is his first

16 | LIGHT AVIATION | November 2023

Above top left The Batchelor Monoplane, photo data 1905. From right to left: Steve’s grandfather, George Batchelor. Sitting is great uncle, Albert Batchelor. Third unknown.

Above top right Steve’s aunt Gladys and Albert Batchelor with the autogyro G-ACWM at Rochester in 1930s.

Above left Steve’s aunt, Gladys Batchelor at Thanet Air Race, 21 August 1937, jumping from a Swallow G-AERK. Above right Albert Batchelor, in flying helmet, at Thanet Air Race. The aeroplane is a Shorts S16 Scion mk2 G-ADDV.

build. Some years ago he had purchased a Europa trike kit, but found that he was rather allergic to the resins, so the kit still sits in the back of the hangar. Unable to build his Europa, he bought a flying monowheel as an experiment to see if he could get on with it. After a while he said that life on one wheel becomes second nature and has had no problems with it over the years, even once having to land it with a flat tyre with no dramatic effects. Interestingly he says ‘it’s becoming a challenge transitioning back to a tricycle undercarriage’.

Steve made a number of trips to the Mediterranean in his Europa, and found this easier once he upgraded from the original 80hp Rotax engine to the more powerful 100hp Rotax 912 ULS. When Rotax introduced a 140hp engine, he thought that it really opened up the possibility of a four-seater aircraft, this led him to discover the Sling TSi. Steve set off on a journey to South Africa, where he had the opportunity to test-fly the demo aircraft at the factory just outside Johannesburg. Upon returning home, Steve wasted no time in placing an order with UK agent Tim Hardy for the Sling TSi kit. It arrived nine months later, in December 2019, just before the onset of the covid-19 pandemic – a stroke of lucky timing, especially as his building access was completely unrestricted during the various lockdowns.

The kit arrived in quick build format and, as such, the

Project News Right The standard leather seats came with the kit, great smell.

Right below Eddie Hatcher trying out the seats. wings were built and the fuselage sitting on its wheels, leaving the builder to fabricate the tail, flaps, ailerons and finish the fuel tanks – all pop riveted.

Also, they have everything firewall forward and instrumentation to attend to.

Steve has hangar space in a barn right at the end of his airfield’s runway, it has a partial mezzanine upstairs and this was to be the project build location.

To get the fuselage up to the mezzanine workshop floor, Steve fabricated a steel frame to sit the tricycle undercarriage upon and then lifted the whole ensemble with a telehandler up to the mezzanine. This was nerve-racking enough, but even more so once the aircraft was finished… lifting it down again – now containing many hours of work, expensive engine and avionics. Fortunately, with care and planning, it all went without slip ups or dings.

Recognising the importance of having an extra set of hands during the aircraft building process, Steve was fortunate to have the support of his good friend, Eddie Hatcher. Eddie willingly made the one-hour journey each way every day to assist Steve.

According to Steve, the Sling’s build manuals are generally helpful, but occasionally require some interpretation. To make the building process smoother, he joined the supportive UK WhatsApp builders group, which proved to be a valuable resource.

Steve, who possesses a strong mechanical aptitude, found the physical assembly of the aircraft fairly straightforward. However, he did encounter some challenges when it came to setting up the software for the panel systems – highlighting that everyone has their own unique areas of expertise and difficulties. Although the Sling is a large complex aircraft, upon reflection he felt that building it was very straightforward.

By choice, there are no analogue instruments in the panel, there are twin Garmin G3X, a Garmin G5 as a backup, Garmin GTN 650xi (gps etc) and a Garmin autopilot. Steve used the Midwest Panel Builders service to cut his panel and produce a wiring harness to match

Below Thanks to his chosen electronics, this simplified the avionics Midwest Panel enormously and gave him a plug and play solution, Builders for the panel saving a lot of time and, possibly, frustration. and wiring loom.

The upholstery looks very plush and comfortable, but is not a special order, simply the standard offering that came with the kit. Steve wisely chose to outsource the painting of the aircraft as he didn’t feel confident in his ability to use a spray gun effectively.

Tim Hardy has taken on the test flying, while Steve has acted as the co-pilot, noting down all the essential data, speeds, temperatures and pressures. Steve emphasises that the aircraft building journey doesn’t conclude when the aeroplane is rolled out for its initial flight; rather, the test flying phase is a continuation of the overall building process.

The debugging process has been relatively troublefree, involving minor adjustments such as loosening a rudder spring and converting the displayed oil pressure units from psi to bar. Once these small issues were resolved, they felt confident to proceed with the all-up weight flight test.

An interesting aspect of their testing procedures has been experimenting with different centre of gravity and weight configurations. At one point, they needed to introduce several sandbags inside the aircraft to achieve November 2023 | LIGHT AVIATION | 17

Project News

Above The engine fitted and sporting a temporary support to help trim the cowl.

Above Work upstairs complete, the fuselage is carefully lowered by a telehandler to the hangar floor.

the desired full weight for testing. To fine-tune the CofG within the permissible range, Steve also employed securely fastened 30-kilogram weightlifting weights. This approach allowed them to adjust the aircraft’s CofG during the test flights.

Steve thinks he will build again, he said he has perhaps one more project in him, he quite fancies

Below The finished project in front of the hangar, upstairs the balcony leads to the mezzanine where the build took place.

building a Just Aircraft Highlander.

Steve is immensely grateful to Eddie Hatcher for his invaluable help and support on the project, 3D printing, and for his many other skills, especially keeping Steve on the right path and completing the aeroplane. He’s been a great sounding board to validate ideas against. ■

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

Cleared To Fly If your aircraft has featured recently in the magazine and has subsequently completed its maiden flight, Project News would like to hear from you at: projectnews@laa.uk.com n G-TSII Sling 4 TSi (LAA 400A-15693) 14/9/2023 Mr Steven Lamb, Nettlestead Lodge,

18 | LIGHT AVIATION | November 2023

n Van’s RV-12iS (LAA 363A-15885) 12/9/2023 Mr A Murira, Glastonbury, BA6 9GB n Zenair CH750 Cruzer (LAA 381A-15887) 25/9/2023 Mr G Carter, Hants, SO51 0JS n Groppo Trail (LAA 372-15883) 8/9/2023

Name & Address held by LAA Engineering n Sling 4 TSi (LAA 400A-15884) 12/9/2023 Name & Address held by LAA Engineering n Van’s RV-14 (LAA 393-15886) 15/9/2023 Name & Address held by LAA Engineering

Maidstone Road, Paddock Wood, Tonbridge, TN12 6DA n G-AEOA DH80A Puss Moth (s/n 2184) 20/9/2023 Name & Address held by LAA Engineering n G-CMKD Europa (PFA 247-12622) 18/9/2023 Name & Address held by LAA Engineering

n G-CMKE Van’s RV-8 (s/n 83408) 20/9/2023 Name & Address held by LAA Engineering n G-CMNO Sherwood Scout (LAA 34515529) 6/9/2023 Name & Address held by LAA Engineering n G-RVBZ Van’s RV-7 (PFA 323-14583) 5/9/2023 Name & Address held by LAA Engineering

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Flight Test

Belgian bundle of joy…

Tiny and somewhat unconventional, the Tipsy Nipper gives you a ‘warm inner smile of unadulterated joy’, says Clive Davidson…

Photos Neil Wilson 20 | LIGHT AVIATION | November 2023

Flight Test

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t’s tiny, it’s manoeuvrable and gives a warm inner smile of unadulterated joy. Surely, you must think I am pulling your leg? I just have to be kidding as this aeroplane looks slightly unconventional. Granted it is from a different mould, but I was converted to its joys many moons ago in appreciating its ease of operation and ‘connected handling’ that allowed it to be flung around the sky with manageable economy.

I had become aware, while taking my licence, that I couldn’t identify, let alone name, few of the aircraft at the airfield. I could identify military machines of the wars, but they certainly were not around. I bought a Jane’s book to fill my obvious lack of knowledge and sat down to peruse and dream of what I might meet. I inadvertently started a wish list which still lingers today. But, when I flicked through the pages and found the Belgian Tipsy Nipper… I roared with astonished laughter. I was incredulous at its oddity. I thought, “Who on Earth would want to fly that?”

However, given hours spent in pages of log books I learned, in fact, never to look down my nose at anything.

Particularly those of which I knew little. The Nipper was truly an eye opener.

It was in the early 1980s when Ron Mitchum arrived with a red and white striped Tipsy Nipper. It squeezed easily into the main Elstree hangar, and with a gap in my flying bookings, I wandered in to have a look. He was polishing the canopy and, after a little while, quite unexpectedly asked if I would like to fly her? I was taken aback! My immediate reaction was “Yes of course!”

She was my first single-seater. With her high lift, high drag wing, she helped me win a flour bombing competition by diving like a Stuka. I got her covered in mud in a field called ‘the Slip’, after my own misguided attempt to slow roll out of a Cuban on the downward 45° line.

Surprise, surprise the engine stopped under negative G, and although I dived trying to join the bats returning to hell to turn the prop over, the small prop and high compression VW had no inkling of what to do and didn’t want to fire. Let me underline the fact, a Nipper is not a good glider. I will emphasise that the Nipper is not quite related to a household Bedford brick, but it hardly moves forward when without power.

Oh, it moves downwards alright, the glide ratio is probably catastrophic, and don’t ever, ever think of stretching a glide.

November 2023 | LIGHT AVIATION | 21

Peter March

Flight Test

Above main Nipper Bravo Golf is a beautiful example of the type.

Above left Bravo Golf’ owner, David Shrimpton, has had a long association with the type.

Above right David flying the Series III prototype Nipper.

A reintroduction

Time has moved forward by a few more logbooks, and once again I was given the chance of flying a Nipper. This time it’s a Tipsy Nipper T.66 Series II, registered as Golf Alpha Romeo Bravo Golf, and belonging to Margaret and David Shrimpton, based at Watchford Farm.

On the day, given we were three up in the photoship, G-NACA, a Britten Norman Freelance, and as it was a particularly hot day, we plumped for the convenience of Dunkeswell’s longer runway and its lovely club facilities.

Nipper production ran from 1959 until 1962 by Avions Fairey, which completed 59 aircraft and 78 kits. Going from the near ridiculous to the sublime, the company was then involved in assembling the F104 Starfighter for the Belgian Air Force. I cannot immediately conceive of a greater difference in aircraft types being made in one factory. (Well, perhaps the Currie Wot and the Lightning?)

The few uncompleted parts were acquired by Cobelavia SA Compagnie d’Aviation, which assembled

“Bravo Golf has a Rollason Ardem

Mk XI of 1,600cc, producing 55hp at 3,300rpm, the Evra propeller is hand swung and turns anti-clockwise…”

22 | LIGHT AVIATION | November 2023

18 Nippers called the Cobelavia D-158 Nipper. In June 1968 the licence was sold to Nipper Aircraft at Castle Donnington and new Mk 111 aircraft were built for them by Slingsby Sailplanes at Kirkby Moorside, but a fire at Slingsbys caused it to cease trading. In 1971 Nipper Aircraft Ltd passed the baton to Nipper Kits and Components which helped builders with plans and parts.

In 2004 David had heard of a Nipper for sale at Felthorpe – and liked what he saw. Unfortunately, there was an arson attack and it was sadly destroyed. However, the owner said he had another. It turned out to be a project, a ‘bitza’ missing many parts. A long 10 years later, with much help from vintage glider fellows, he flew her… and this is the machine we’re sampling today. That it took 10 years was, in part, as he and Margaret admitted to, having a selection of motor gliders and gliders to fly, including an SF28A, SF 24B, ASK 14 and a K6, the latter probably at the zenith of performance of single-seat wooden gliders. Oh yes, David had also worked for David Anthill and became his representative at Slingsbys where he both flew and demonstrated its Nippers, as well as flying home at weekends in his own Nipper. He knows them well, having owned five over the years.

‘Bravo Golf has a Rollason Ardem Mk XI of 1,600cc, producing 55hp at 3,300rpm, the Evra propeller is hand swung and turns anti-clockwise as seen from the cockpit, meaning left rudder to counter torque and slipstream. As the whole entity only weighs 748lb / 340kg at max take-off weight it has a power to weight ratio of 13.6lb per

Flight Test

horsepower. The original Stamo 1,400cc was changed after a forced landing in 1984. The airframe was rebuilt in accordance with the T66 Nipper Mk III drawings.

Cowling a VW is never easy to do beautifully, but ‘BG’s cowls are particularly appealing, their gentle curves flowing from a large spinner merging neatly to the fuselage. The air-cooled cylinders and exhaust stubs protrude laterally from the sides. The slightly higher weight of the Ardem over the VW has been taken into account increasing the all up weight as if a Mk111 and adjusted into the frame. The CofG range is from 14.3in aft of the leading wing edge datum to a further 16.5in.

There are two external weights attached to the rear fuselage tail bumper and, should it be necessary, a third is available depending on pilot weight. I was to fly with just the standard fitting and was smack in the middle of the CofG range.

The Nipper has a welded steel fuselage, shaped with wooden stringers and a steel framed rudder. The wooden wing, ailerons, tailplane and elevator are straight-edged for ease of construction and covered with fabric. The ethos of Ernest Oscar of Avions Fairey, at Gosselies in Belgium, was to envisage an uncomplicated, simple aeroplane to construct and one that anybody could fly.

It is stressed in the LAA Aerobatic category to +4 and -2G, but reviewing the Pilot’s handbook of June 1967, at 660lb aerobatic weight it is stressed to +6 and -3.

However, it is the Permit figures we go by, and a range of aerobatic manoeuvres can be achieved sensibly inside the reduced range.

Beyond the 2g 60° banked turn, the list continues with standard manoeuvres; inside loops and slow rolls, stall turns, half loop and roll out and a half roll and dive out. (I would be careful of the rpm during this last one.) A word of caution from the handbook points out that slow rolls are permitted, but being inverted for 20 seconds will cause the engine to cease firing. Based on previous experience, I can only agree.

The undercarriage legs, all three, are close together making for a close coupled and possibly twitchy set up, particularly upon landing when straightening out from a crosswind. The taxying radius is akin to a small car’s, thanks to the nosewheel’s direct steering from the rudder pedals. I have seen a Nipper with tip tanks whose pilot attempted to exit the runway sharply to the left at too high a speed, tip over so that the right tip tank scraped, then rested on the runway tarmac. The canopy swung open, the ‘driver’ leaned out to the left and the Nipper righted itself. The brake setup is notably tiny and a cockpit placard warns not to use them above 20mph. The setup, a Wright Brothers influenced theme, is applied by a bicycle brake lever mounted on the stick. Dave warned me not to use them above 1,800rpm as they would have some effect, but not for long. Simple enough, basic rule, just throttle back before braking and don’t go fast. I nodded. A catch for the parking brake is just under the lever. There is a canvas bag, also externally positioned under the central fuselage where all the undercarriage bungees are held in tension. I remember losing my gloves one week flying

Ron’s, and the following week found them dangling fingers outwards held in the elastic having slipped out of the cockpit. I had wondered where on Earth they could have got to!

The undercarriage frame is exposed on Bravo Golf, and looks unjustifiably spindly. Also, 400 x 4 wheels and tyres now replace the original 4.95 x 3.5 wheels – the larger profile tyres are no longer available.

Above An uncomplicated, compact cockpit.

Placard on main spar reminds you that the choke, carb heat and fuel cock lurk underneath.

Agility test…

Agile? You need to be to get in. But first a scan to make sure that the canvas ‘awning’ behind the plywood seat is closed and nothing has migrated back here. Some pilot’s place the odd item here, oil bottles and a box of tools etc, but any extra weight here has a detrimental effect on aft weight and balance.

Standing on the left, there is a trailing inboard edge flap with a step cut into it to provide a ‘stirrup’ as you step into the cockpit. You have to raise it after boarding, and I’m told the experienced Nipper pilot learns to pull it up with his / her foot while stepping aboard. It’s a tight fit once in, with legs forward as if in a sports car, although as soon November 2023 | LIGHT AVIATION | 23

Flight Test

Above While some might not call it pretty, the compact little Nipper is undeniably cute.

as we tried to close the canopy we found I needed to lose the seat cushion. I leant forward and Margaret tugged the thick cushion out, leaving me sitting on the curved plywood seat base. With the canopy closed my head was clear, but to have space for a headset David had to remove the headset cushion! Relax into the cockpit and your elbows poke into the wing roots. You can look down at the grass through the novel wing root perspex panels.

A small instrument panel sits on top of the confidenceinspiring main spar and a large placard reminds you about the choke, the fuel cock and the two-position carb heater.

All three were hiding under the mainspar, so some familiarisation is wise as to their correct operation! I once misselected a tank in a Long-Ez, turning the fuel system off rather than selecting the fuller tank. Although briefed, I had presumed incorrectly that the longer selecting arm was the pointer to the two separate tanks, and as it was under my seat I couldn’t read the indications for L and R. Anyway, when the engine stopped, flustering and ‘Major Mayhem’ ensued, and not very much verbal restraint. I never want to make that particular mistake ever again, and it’s the reason why I consider fuel selectors as one of my bete noirès. The throttle and mag’ switches are

“An instrument panel sits on top

of the main spar, which a placard reminds you to look underneath for the choke, fuel cock and carb heat” 24 | LIGHT AVIATION | November 2023

conventionally on the left and the panel-mounted handheld Icom is on the opposite side. The left wing root has space for a chart, while the right houses three gauges for oil pressure, temperature and cylinder head temperature. Oh, that seat is getting hard… and I haven’t put my four point harness on either.

Aerodynamic influencers

The one piece, 19ft 8in span of the Nipper’s wooden wing has a positive dihedral of five degrees 30 minutes. This is quite pronounced when looking from the cockpit as the wing roots are mounted higher than the midpoint on the front fuselage. This hinders any low lateral scanning.

Checking all is clear to taxy is a good habit to maintain.

Not a problem in the air as you naturally roll the wing low to check all is clear. The camber is pronounced giving the qualities of both high lift and high drag. The ailerons are differential, and gap sealed with fabric. There are inboard triangular stall strips on the leading edge of both wings.

These are longer than on many aircraft, but are obviously required. It appears she has no washout (decreased angle of incidence furthest towards the wing tips), which makes the construction of the wing simpler, the ribs all being the same. It would be an ugly drawback should the tip stall first. Think of it as a coercive lever forcing the tip to depart in an aggressive mannered stall making an awkward handling trait. The stall strips have complementary results and make the approaching onset of a stall easier to recognise with buffet. Should the wing be further allowed to lose lift and sink in a stall, its manners are not so harsh, as the inner wing section will have lost lift first. Stick forward and you are aerodynamically free and, with power

Flight Test

applied, assisted by balancing rudder, only minimum height is lost.

The tailplane is mounted high on the rear fuselage and is supported on both sides symmetrically by metal rods forming a triangle with the fuselage sides. The elevators have more up than down deflection and are gap-sealed on the upper surface with fabric. As the tail is high on the fuselage the rudder has little blanking from the tailplane and up elevators when exiting a spin. Interesting to note that during its assessment and acceptance for a Public Category Certificate of Airworthiness, both Air Commodore Paul and Derek Piggott suggested that for aerobatics the airframe would benefit from a small fixed fin as opposed to the small aerodynamic balance forward of the vertical stern post. Odd to think of anything other than a Permit to Fly for such an aircraft now, but then the C of A had been required as the intention had been for flying clubs to hire out Nippers to members after they gained their licence.

The initial prototype had just a 1,200cc VW and an open cockpit. Would you believe there were some WWI types rudders that could be blanked by a tall pilot’s head in the slipstream?

Getting going…

The start is simple enough. Cold, the engine is given three primes, but just the one when it’s hot. Four blades to suck in and with the choke pulled out for our cold start (not needed for a warm or hot start), both mag switches are flipped up at David’s request and throttle cracked open.

She fires with a matching exhaust blatter, I get a cooling

Above Entrance is an art, helped by the lowered wing section with a cut out for your foot.

Left A large aerodynamic area ahead of the rudder hinge line aids rudder foot pressures.

Below Exposed engine and large bubble canopy are both prominent features.

Undercarriage is evidently shortcoupled!

Flight Test

“Max indicated level speed is 85

knots at 3,300rpm. The placarded max (diving) speed is 3,500rpm with the Vne at 127kt”

Below Dihedral on the Nipper’s wing is quite prominent.

breeze and the ‘lid’ is then closed to sit and wait for five minutes as temp’s rise. 2,950rpm is the expected full power max’ static revs, but will need to be done against chocks before taxying due to those weak brakes. The Leburg ignition is checked along with carb heat selected, at a reduced setting. At idling check the chocks are removed and it is time to see how her manners hold up.

Self-brief for emergencies, upper straps retightened, clearance given and a diagonal line up for take-off expecting to use left rudder as the torque, slipstream and a 12kt wind from the right were going to gang up on me.

The acceleration was better than expected. We kept straight with very little directional weaving, getting airborne in possibly 100 metres. Accelerating in ground effect we bored with a slight wobble through a swell of turbulence but continued to climb out at the best climb speed placarded at 54kt with the advertised 3,000rpm. David had said the Permit flight test climb figures gave 95 seconds

26 | LIGHT AVIATION | November 2023

for the 1,000ft gain, equating to 632ft per min rate of climb. A pretty fair climb rate.

Attitude, power, but no trim available at the top of the climb, saw the speed increase and settled at 75kt with 2,950 revs. The stick force was light to hold the nose in what I thought was the correct S&L attitude. Slight tweaks followed. 3,100 rpm returned 80kt a slightly lower nose attitude but no more noticeable rudder required. The control harmony is fine, despite the slight distraction of not having a trimmer and stick forces are light. She is stable in all three axis. With my head out of the cockpit there is almost unlimited visibility, as I can see across the Bristol Channel and into Wales.

While this is an unfamiliar area for me, luckily there is a large fire with billowing slanting white smoke not far from the airfield. A good pointer for my return. The 1967 book figures given for consumption at max rpm in pints(!), 29 to 31, 13.5 litres in today’s money, giving a 165 statute mile range (143nm) with 30 minutes reserve. Of course, flights are not usually at full power so consumption would be reduced. The single tank holds 40 litres and its float indicator is just forward of the windscreen.

Max indicated level speed is just shy of 85 knots at 3,300rpm. The placarded max (diving) speed is 3,500rpm with the Vne at 127kt. Dives are going to be the order of the day to achieve aerobatic speeds.

Clearing turns and checks at under the Vmo of 94kt and good roll rate clear the sky and the wings level stall

Flight Test

wafts the nose and level wings down at 32kt, but with a little power left on she has more of a pronounced judder through the stick as the air breaks from the wing stall strips striking the fully deflected elevators at a smidge under 30kt indicated.

I have to admit to being slightly less gung-ho than usual given an aerobatic aircraft to play with, and it really is quite unfounded. Having force-landed Ron’s before by stopping the engine while inverted, I had no intention of repeating this, despite a further handful of emergencies since in other types. Pre-aeros checks also found that I couldn’t fully retighten my lower mounted straps and so I might part slightly from my seat should I slow roll. My head and canopy clearance was minimal so reluctantly restricted myself to wing overs to clear the sky, gather speed downhill, gradually applying right rudder as the speed grew beyond straight and level, avoiding over revving beyond 3,500rpm to aileron rolls from nose high both to my favoured left and then again right rolls. Further wing overs to barrel rolls, making sure in getting the high energy to high nose and checking the halfway round cue of the wings being parallel to the horizon while drawing and then continuing to draw a flowing circle in balance with the nose. I tried both the military and competition style; with one rolling away from the direction of roll before reversing and adding pitch, to the straight approach and pulling and rolling to be 90° off heading, half way through on our back but held in by positive G, and then rolling down back onto our ground feature.

I would have liked to have spun her, but had not done so by the time I wrote this article.. Plus, the handbook states the aircraft is reluctant to spin.

Time to land

The last pilot to land had warned over the RT that there was noticeable turbulence on the approach. The crosswind was still as strong but now had the odd increasing gust. Luckily I had Dunkeswell’s 46m wide runway to work with, so could easily angle across. The handbook quotes a ground roll of 170 metres (460m over a 50ft obstacle). So I upped my power while keeping the Nipper’s nose still pointing at the 22 threshold. I had been briefed to keep the power on until after the flare and keep the speed above 55kt for the approach. I used 60 and rose and fell slightly in the wind. I reduced the power a little after the flare and aimed diagonally across the runway, aware that the nosewheel had to be straight when it touched after the mains. There were a couple of slight rises and dips caused by the wind and I kept the power on as she touched so I still had some slipstream over the tail, but even so the nose came down slighter sooner than I anticipated. I immediately thought she might be squirrely, but she looked after me and we ran straight without any skips, squeaks or complaints. I grinned.

I handed the Nipper back to a smiling David and Margaret, their aircraft still in one piece after an enjoyable flight. I do look forward to doing some spinning, hopefully soon… ■

TIPSY NIPPER SPECIFICATIONS General characteristics

Performance

Wingspan 19ft 8in Length 15ft 0in Height 6ft 2in Wing Area 80.7ft sq Max ToW 340kg / 750lb.

Aerobatic Wt 311kg / 685lb.

C of G range 14.3-16.5in aft of the leading edge.

Engine Rollason Ardem Mk XI 55hp at 3,300rpm.

Prop Evra Z 3405, previously a Horden – Richmond unit.

RoC 632ft per min.

Vy 54kt Vs 32kt Vmo 94kt Vne 126kt Cruise 75kt at 2,950rpm 80kt at 3,100rpm 85kt at 3,300rpm Max rpm 3,500rpm Fuel Capacity 40 litres

Top and above You won’t stay straight and level for long in the Nipper, it begs to be guided around the sky.

November 2023 | LIGHT AVIATION | 27

Remarkable return to

Rangsdorf

Nigel Hitchman visits an incredible fly-in held at the site of the Bücker Aircraft factory at Rangsdorf, Germany

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tremendous event was held this summer, inviting Bücker owners to fly in to the original factory airfield at Rangsdorf, just south of Berlin.

The Bücker factory was here from 1935 to 1945, and I think only two of the Jungmeisters present were built here (D-EQOA and D-EIII), the rest that came were built elsewhere by various other factories under license in Switzerland and Spain and, in modern times, in Poland, Czech and Germany. A few other pre-1945 German vintage aircraft were invited: a Klemm 35 and four Focke-Wulf FW44 Steiglitz attended, there was one SAAB Safir, which was another design of Anders J Anderson, the designer of all the Bücker aircraft. More than 50 aircraft made the pilgrimage to the original factory airfield, with, I think, the furthest being Mark Turner and Simon Wilson in CASA 1.131 Jungmann G-RETA, and Mark Jordan in Heliopolis Gomhouria (Bu 181 Bestmann) G-TPWX, closely followed by Pete Cunliffe in CASA 1.131 Jungmann G-CDRU, all from England. There was one Spanishregistered Jungmann EC-DKX, but I think it is based in Germany, and a good number came from Switzerland and Austria too, joining the many German-based examples. People came a lot further, with several making the pilgrimage from the USA, as well as many from all around Europe.

Carl Clemens Bücker was born in 1895 and became a German Navy pilot in WWI, eventually becoming a test pilot where he worked with Ernst Heinkel. After WWI Bücker became a test pilot for the Swedish Navy and proposed the Heinkel Brandenburg W29 Hansa,

D-EIII Bücker Jungmeister, (above) and D-EQOA were the only two Rangsdorf-built aircraft present, although both were extensively rebuilt in recent times.

Aircraft parked on the grass around one of the Russian concrete helicopter pads, with plenty of enthusiasts as well as the locals enjoying looking at them.

28 | LIGHT AVIATION | November 2023

Fly-In Report

Two Jungmeisters D-EMKP, a Dornier licence built Jungmeister for the Swiss AF in 1940 (but also recent claims its an earlier Rangsdorf-built aircraft for the Swiss AF), D-ESZN, a Bitz Bücker BU133D built in 1969, and a CASA Jungmann D-EGRM, sit in front of the flight test hangar for photographs. The very top element was added by the Russians but the rest is original. Where the Bücker flag is there was originally a similar stone ‘ornament’, but this fell off over recent years as the building deteriorated. However, many Bücker owners have a small part of it.

November 2023 | LIGHT AVIATION | 29

Many Bückers lined up on the grass in front of the flight test hangar. All of this area would have been grass when Bücker was operational here. which were imported in kit form. Bücker, with the help of Heinkel, then formed Svenska Aero AB in 1922 (which later became the familiar SAAB) and they assembled the Hansa aircraft. Bücker was technical director and oversaw the design of several aircraft for the Swedish military between 1927 and 1932… but in 1932 the company went bankrupt.

Bücker returned to Germany taking with him his Swedish chief designer Anders J Anderson, as well as the plans he had drawn up for a new light weight, single-engine biplane.

On 3 October 1933 Bücker Flugzeugbau was formed at a temporary location at the airfield of Johannisthal close to Berlin, and their first aircraft, the Bu131A Jungmann, was flown on 27 April 1934.

With test flights successfully completed, a new factory was built at

Rangsdorf, which opened in late 1935. The Jungmeister was developed in the same year, and both became very popular for civil and military sales. Several unsuccessful designs followed before, in 1939, the Bücker 181 Bestmann was flown, which again was a great success. Mass production of the Bestmann as the standard German Air Force trainer started in 1940, and production of the Jungmeister and Jungmann then ceased at Rangsdorf. Bestmann production continued throughout the rest of WWII along with component manufacture for other aircraft, including Ju87 Stuka wings.

After 1945 the airfield was used as a maintenance base by the Russians, latterly maintaining Mi-8 helicopters, until moving out in 1994. At that time the original Bücker factory infrastructure was still complete, with some buildings added by the Russians, but it seems to Inside what was one of the production hangars, and which later became a Russian maintenance hangar. It has fallen into a state of disrepair over the past 30 years.

More of the aircraft parking area – the two tall buildings in the background are Russian helicopter engine test stands.

Mark Turner (r) and Simon Wilson (l) in front of Mark’s CASA Jungmann G-RETA, which they flew from near Newark, Lincolnshire.

Quax Flieger club Focke-Wulf Fw-44J Stieglitz.

30 | LIGHT AVIATION | November 2023

Fly-In Report

D-ESZN Bitz-Bücker Bu133D Jungmeister was one of a small number of new production Jungmeisters built to original plans by Josef Bitz in the late 1960s and early 1970s. At one time G-BSZN was based at Rendcomb for several years.

D-MWEJ Funk FK.131 Jungmann – one of several new build ‘ultralight’ Jungmann which are full size and the original shape, but with the constructions modernised using some modern lighter materials and a Walter Mikron engine.

HB-UUH Bücker Bu131APM-150 (Swiss AF Lycoming conversion) built under licence by Dornier in Switzerland in 1939 for the Swiss AF, which crashed shortly after being sold on the civil market in 1973, but rebuilt in 2001 with the Swiss AF Lycoming conversion.

G-TPWX Heliopolis Gomhouria Mk.6 flown from England by Mark Jordan.

D-MRUD/OK-RUD Funk FK.131 Jungmann.

OE-CVH Tatra T131PA Jungmann – from a batch built in Poland with a Walter LOM engines.

November 2023 | LIGHT AVIATION | 31

Fly-In Report

D-ECCU Heliopolis Gomhouria Mk.6 (Egyptian licence built Zlin 381, which itself was a Bücker Bestmann built in Czechoslovakia).

D-EQXA CASA 1.131E Jungmann, the former G-BXBD.

D-EZBF CASA 1.131E Jungmann (now owned by Peter Funk, designer of the FK131s, this was formerly G-BECX one of six flown back from Spain by Spencer Flack and a group of English pilots in the 1970s), modified with a Lycoming engine.

D-EFRI Klemm Kl35D, a rare Klemmbuilt aircraft for the Swedish AF, which flew in Sweden until 1955 and was recently restored to fly again.

D-ESFF Focke-Wulf FW44J Stieglitz.

OE-AMG Tatra T131PA.

D-EHPT SAAB 91 Safir another of Anders Anderson’s designs and with some Bücker Bestmann heritage 32 | LIGHT AVIATION | November 2023

D-EAZE Fw44J Stieglitz in the Norwegian AF colours it might have worn. It was earmarked for delivery when Norway was invaded by Germany in WWII.

The well-travelled CASA 1.131E Jungmann, G-CDRU.

Show Report Built here in 1937, D-EIII Bücker Jungmeister rests with D-EMKP in front of the flight test hangar.

have been left to go derelict since then, with all of the remaining hangars left in very poor condition. The area of the airfield where the buildings are situated is being re-developed for housing, but apparently the original buildings are going to be restored and houses built inside, rather than the buildings be demolished. The area where the flying field was, including the temporary runway used for the event, will stay as grassland, although maybe landscaped. Details of the project are here https://buc-36.de/ Rangsdorf has another claim to fame, on 20 July 1944 Claus von Stauffenberg and Werner von Haeften took off from Rangsdorf to fly to Ketrzyn (Rastenburg) to attend a meeting at Hitler’s Wolfsschanze, the Wolf’s Lair. There, Stauffenburg attempted to assassinate the Führer, a plot that unfortunately failed.

This was the last time that a fly-in was able to be held at the

original factory airfield due to the imminent re-development, but with the support of the development company the area in front of the flight test hangar was used for parking. On the grass between some of the Russian concrete helicopter pads. A runway was cleared, cut and marked out where the old airfield had been. Aircraft could be taxied off towards the parking area, but then had to be shut down and pulled or pushed into the area as the condition of the ground was very poor. A previous smaller event had been held in 2005, which had been the last time an aircraft had landed. There was some hope that perhaps when the development is complete, it will be possible to make another temporary runway on the old grass airfield to have another fly-in, but for the moment that is just a dream.

This was a truly incredible event, and I’d like to congratulate the organisers for obtaining the permissions to hold it at Rangsdorf. ■

D-EMHD/A-14 Bücker Bu131B Jungmann, the oldest Jungmann at the event, licence built by Dornier in Switzerland for the Swiss AF in 1938 and remains in the original configuration with the original Hirth engine.

November 2023 | LIGHT AVIATION | 33

Technical

RV-6… on a diet While aeroplanes always benefit from being kept light weight, often they pile on the pounds over time. In the first of a two-part article, Pete Pengilly sets off on a calculated quest to reduce the weight of a newly purchased Van’s RV-6

I

n 2019 I bought a Van’s Aircraft RV-6 that had been flying for nearly 20 years. My own RV ownership journey had started 17 years before when I bought a 160hp RV-6A which had been flying for a couple of years. I grew quite attached to that aeroplane, as did my wife, but was eventually seduced by an RV-6 with a 200hp engine and constant speed propeller. The only fly in the ointment was its empty weight of 1,127lb whereas the -6A weighed 1,055lb and had a max weight that was 50lb greater – 1,650lb against 1,600lb for a -6. The difference didn’t seem that great, but a useful load of 473lb was quite limiting for day to day flying. It was really a single-seater when full with 228lb of fuel.

With two 180lb people there is only room for a couple of hours of fuel, and any baggage reduced that further still.

34 | LIGHT AVIATION | November 2023

Above Built with a 200hp Lycoming IO-360, a counterweighted Hartzell constant-speed prop and a heavily modified cowling, this RV-6 had some pounds to potentially lose.

With only me on board, to keep below the aerobatic max weight, I was limited to 35 litres of fuel. Not really enough to do anything sensible. No-one had ever pursued an aerobatic clearance. It seems unlikely that LAA Engineering would have granted a Permit to Test. I used to aerobat the 6A and wanted to do the same with the new RV-6.

Lockdown opportunity

The pandemic lockdown gave me the opportunity to consider what could be done to improve the situation. It was time to put the aeroplane on a diet to improve those numbers, as well as a diet for me!

I’d had a few ideas, but the two most important questions were clearly what was possible within practical

Technical

Above A spreadsheet helped figure out where weight-savings could be made.

constraints and what might it cost? To be worthwhile I wanted to target getting the weight below 1,050lb, but that would mean shedding 77lb, which felt quite a tall order.

Initially, I looked at the major components to gauge what was possible and how much it might cost. After a while, with Google and a spreadsheet, I had an outline estimate: Propeller – 25lb saving, replacing the aluminium Hartzell propeller with one made from carbon fibre.

Engine – up to 20lb with a combination of electronic ignition, magnesium sump and lighter alternator.

Battery – 12lb by fitting a lithium battery instead of the standard PC680 lead-acid.

Lights – up to 8lb with LED replacements.

Panel replacements – possibly 5lb by replacing some of the older, heavier instruments.

Cowling – perhaps up to 10lb. The current cowl was cracking each year and needed continual mending. I was in touch with the original builder, he was sure a new cowl would save several pounds in weight, and stop the cracking problems.

Below Considering the location of weight saving items was important as a number of them were on the nose.

original empty CofG location was quite well forward (69.2in aft of datum) so I could tolerate some aft shift, the flying limits for an RV-6 are 68.7in to 76.8in aft of datum. A few sums are needed to figure out how the empty CofG relates to typical flying positions.

This table gave a better estimate of each item – and suggested more than 90lb may be possible! That did seem rather hopeful as the aeroplane had not been weighed in 20 years and we all know aeroplanes put on as much weight as people given plenty of time.

The CofG was also in a reasonable position. There were some guesses in there, I didn’t really know how much the current alternator weighed. The battery wiring numbers were a pure estimate along with the panel replacements and the weight of the strobes, including wiring. I also wanted to fit an autopilot and I knew the pitch servo mounted behind the baggage compartment would have a significant impact on the CofG although it is quite a

That said, an 80lb saving looked like it might be possible… It met my initial goal almost exactly, but was it almost too good to be true? A more detailed examination was required.

The CofG position also needed careful consideration.

Some RV-6s are limited on the weight they can carry, particularly baggage weight, by their empty aft CofG. I didn’t want to get into that situation. As many of the weight savings opportunities were on the engine, a careful estimate of the CofG change was required. The November 2023 | LIGHT AVIATION | 35

Technical

light unit. Things were looking very promising, even if I suspected the estimate might be somewhat optimistic.

The sensible thing to do would have been to weigh the aeroplane before I started taking things off, but that didn’t happen…

Cost was always going to be an issue. To understand what was worthwhile and what might not be, I needed some means to judge the various alternatives. Aircraft manufacturers are often faced with a need to reduce the weight of an aircraft during the design phase of a project.

One technique is to place a value on a pound (or kilogram) of weight saved from two perspectives, the one-off effort required to design the new part, and the additional manufacturing cost for each aircraft for the lighter component. I have worked on aircraft projects where additional costs of $50,000 per Ib of weight saved have been accepted. The only real cost to me was the purchase price of the new components – it didn’t really matter how many hours it took to figure out what items I should buy. I didn’t stop to consider the implications of each change and how long each one might take to embody – they’re all bolt-on changes (aren’t they)?

£100 per lb goal

The initial cost estimate was rather greater than I had been hoping for. I had chosen a goal of £100 per lb of weight saved. That meant the whole project might cost £8,000 – gulp… But about £200 per lb of weight saved seemed to be closer to the mark, perhaps reducing if I could sell some of the components that I removed. A sum of £16,000 to meet my goal was getting towards the unaffordable point. However, the delivery time for some of the components (immediately post-lockdown) was rather long, some stretching out to two years – at least that meant the costs could be spread out. There weren’t really many choices, I could either fly the aeroplane overweight or carry on. Tentatively I pressed on.

This project really started in late-2020 when the new prop, sump / inlet combination and cowl were ordered. I was fortunate to find an RV-7 builder in the UK who had an RV-6 bottom cowl sent from Van’s by mistake. Rather than send it back to Oregon, Van’s was content to recoup some of the cost, and I did not have to pay the shipping.

36 | LIGHT AVIATION | November 2023

Above The counterweighted Hartzell prop was definitely something to be replaced in the goal to save weight.

There were a few parts I passed on and didn’t choose.

SDS EFI in Canada make some very smart CNC machined parts. If I had not already been waiting for the inlet and sump from SkyDynamics I would probably have used its lightweight starter ring. I also considered its machined billet rocker box covers, but discounted them as they save only a couple of ounces each but cost $170. I also considered the sump and inlet from Superior. The weight savings using the SkyDynamics components are greater, but not by very much, while the Superior

Technical

components are less than half the price. There are some quite esoteric options available, but I really wanted as reliable an aircraft as I could build – only lighter. I wasn’t prepared to risk reliability for saving another pound or two.

Fitting most of the parts was straight forward. The sump and inlet required new throttle and mixture cable brackets to achieve full throw on the controls. The new inlet did position the fuel servo slightly further forward than the original Lycoming parts. That did cause a problem with the cowling and was one of the many reasons the cowling

Above Old-tech instrument panel offers weight saving opportunity.

Below Early RV-6 cowling was heavily modified to suit ex-Bulldog spinner, and had piled on the pounds in the process.

adjustments enede up taking so long. At the same time as making these changes I also added a Garmin autopilot and did a fair amount of rewiring, so the weight change due to the diet has been obscured slightly.

Permit to test in hand,I carried out the test flying and found that the aeroplane definitely felt lighter and performed better.

In part two, I will look at the details of the changes made, the overall weight saving achieved and where that all-important CofG ended up… ■

November 2023 | LIGHT AVIATION | 37

Type Anniversary

Spirit Aerosystems welcomes past employees and the Prestwick RAeS on site to mark AL’s 50th anniversary. Build line was on this spot in 1973

Bulldog ‘AL celebrates its 50th!

A rather special Bulldog, the prototype G-ASAL celebrates its 50th anniversary this year. Nick Sibley tells her story

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ugust 1973, Ted Heath was Prime Minister, Pink Floyd’s Dark Side of the Moon was the best selling album in the charts, Britain was joining something called the European Economic Community, and Scottish Aviation flew its new demonstrator cn 239, G-ASAL. It was a unique aircraft (Bulldog 120/124) and never qualified for a Certificate of Airworthiness, indeed, it doesn’t appear on the Bulldog Type Certificate.

In the next 10 or so years ‘AL flew demonstrations in numerous countries.

We think the farthest afield it went was Pakistan, and it carried out weapon testing, launching SNEB and SURA rockets, firing machine guns and carrying underwing fuel tanks – albeit still based at Prestwick in the company flight shed.

However, by about 1990 its usefulness to the company was approaching zero. When some spin trials were required for the Bulldog, it was more effective to borrow an RAF Bulldog than to use the company’s own demonstrator. By then Scottish Aviation had become part

38 | LIGHT AVIATION | November 2023

Above ‘AL in 1973 colours.

of British Aerospace (now BAE Systems) and ‘AL was languishing in the flight shed unused, while Jetstream 31 and 32 went out of the factory at a rate of one a week, and the Prototype Jetstream 41 came together.

A few of the J41 design team saw the now unloved ‘AL and offered to restore it to airworthiness, and form a company flying group. In this we were definitely helped by the company’s project management team, which carried out several studies to show that to get a Certificate of Airworthiness on ‘AL would require spending more money than its sale value. After a bit of ‘negotiation’ it was agreed we should form a company flying group around ‘AL, and Pioneer Flying Company Limited (named after another Scottish Aviation product) was formed with the aircraft acquired for ‘a small consideration’.

The fact ‘AL didn’t appear on the type certificate was a real stroke of good fortune for Pioneer Flying. The CAA couldn’t insist on it operating on a Certificate of Airworthiness, so after some more negotiation (in the

Type Anniversary

margins of Jetstream 41 Certification meetings) it was agreed that we could approach the LAA to see if it could qualify for a Permit to Fly. This was long before Bulldogs and Chipmunks were allowed to be operated on Permits to Fly. The work to restore it to airworthiness did benefit from still being on the original manufacture site – the landing gear and avionics reps were suppliers to the Jetstream programme and ‘found’ various helpful components, and the company workforce had a very soft spot for their old product and would turn up to offer practical help. Thus after a few years of ‘resting’ we flew the aircraft again on 17 November 1995 for a shake down flight. The logs note the Permit to Fly flight test on 18 November 1995, so there can’t have been many snags.

Initially we were allowed to operate the aircraft from the Jetstream flight shed, 100 yards from the build hangar, and that happy state continued until production of Jetstreams finished in 1998 and the aircraft design activities were separated from aerostructures business (now Spirit Aerosystems). At that point, continuing operation from the build site became impractical and the group moved to the other side of the runway under the auspices of Prestwick Flying Club. This meant keeping the aircraft outside, in south-west Scotland’s weather, but it was still only 1km from the build hangar and is the furthest it has been based from the build hangar ever.

Over the next 10 to 15 years, living outside (because no hangarage was available to us) took a big toll on the aircraft’s appearance, which was a cause for concern, until Prestwick Airport allowed the club to build some hangars and ‘AL got some real protection from the

Top Bulldogs on the production line at Prestwick.

Above ‘AL in Matra rocket firing trials.

elements. It now lives in its own ‘dog house’, which it shares with an even older Jodel.

There’ve been a few minor mishaps along the way. A quarrel with a fuel bowser saw a wing leading edge skin replaced, one of our typical winter storms blew the rudder off and a migrated bush in the nose landing gear saw a very damaged nose gear forging requiring its replacement, but overall pretty minor stuff.

As the 50th anniversary of ‘AL approached and with the aircraft securely stored undercover, we took the opportunity to have ‘AL repainted in the same livery first carried in 1973. The repaint was masterminded by Billy Wilson and Barry Flippence and carried out by GA Livery. The intent was to as accurately replicate the colour scheme as possible. The two photos are tricky to tell apart unless you are ‘in the know’ (hint the 1973 ‘AL sported an ADF sense aerial fitted, which is now long since removed…).

Above and inset ‘AL sporting a camouflage scheme, taxying at Prestwick and engaged on more weapons trials.

November 2023 | LIGHT AVIATION | 39

Type Anniversary

As a real benefit we did the most detailed structural inspection the aircraft had experienced in 50 years, with no real issues found.

As a group we break most of the rules of successful groups. Pioneer is a group of 22 (far too large says all the normal group wisdom), and we seem to avoid falling out, except when I suggested deleting the guns and rockets control panel when we updated the avionics to carry 8.33 radios and a mode S transponder, which nearly caused a riot. Not bad for 30 years as a group.

We are no longer a company group, albeit many of those involved still have links to BAE Systems and predecessor companies. We also still operate ‘AL in its prime role – over the years a good few people have earned their licence on ‘AL, the most recent being Dr Mike West in August, and we probably have a fairly unusual group membership from ex-ETPS senior fixed-wing tutor Colin Wilcock as our resident test pilot, two in-house examiners in Stuart Hill and Barry Flippence – and too many instructors and aircraft designers to name check.

‘AL in deep strip ready for in-depth structural inspection and repaint at GA Liveries, Eshott.

Photos: Bob Logan, David Montgomery BAE Systems

Main and inset: Basking in the sun on the Prestwick Flying Club Apron, ‘AL proudly wears her newly reapplied 1973 livery, and now 50th anniversary decals.

Above ‘AL in BAe house colours for company test flight on the site apron.

The engineering lead for the group, Billy Wilson, keeps the group under control staying on top of the aircraft airworthiness, with external Inspector Tim Rayner doing the annual independent check. Billy took this task over when David Shepherd retired from the group having helped found it in 1992. Having learned of the earlier history of weapons trials and the fact we have in our stores a set of rocket rails, I have seen Billy investigating the size of SURA rockets for the same – not sure how the LAA would react to a mod form 2 for dummy rockets…

A small historical challenge. Is ‘AL unique in still operating on the same site where she was built, having never been based on any other airfield? This operation has been virtually continuous and the aircraft is still operating in the same role as when she first flew. Answers on a postcard please. ■

40 | LIGHT AVIATION | November 2023

Coaching Corner

Coaching Beyond Corner… the edge Loss of control brings a needless end to the lives of far too many pilots, suggests PCS Head of Training David Cockburn.…

I

t was just as I was trying to turn a bit tighter onto base leg, and just as I was about to roll out of the turn, suddenly the aircraft tucked itself into a tighter one.

Surely the sky wasn’t supposed to be below my feet?

Fortunately, my gliding and PPL training had taught me to move the control column smartly into a central position and centralise the rudder to avoid this ‘departure’ becoming a spin, and so that is what I did. Almost immediately the aircraft started to accelerate earthwards and responded normally to the controls, so I could return to the base leg. People on the ground seemed none the wiser. I, on the other hand however, was a lot wiser. I had proved that what I had been taught would work even if the loss of control happened unexpectedly. It was an experience which gave me confidence that it would work in future and, sure enough, I would come to use that learning point a few more times in my flying career.

Later, as a pilot in the RAF, and subsequently instructor for aerobatics, my aircraft reached that point of departure many times, but these were all anticipated. If you deliberately push your aircraft to the margins of the flight envelope, it can be expected to go over the edge occasionally. However, I had found that even when I was not deliberately putting my aircraft on that margin, it was possible for some distraction to catch me out. If it could happen to me, could it happen to pilots who were not trained to take the correct action?

Statistics and accident reports indicate that it can, and does, happen to pilots who were either not trained, or else had forgotten their training. Pictures on news websites reporting fatal accidents show crash sites which appear to be mere smoking holes in the ground. Although structural and medical problems may have accounted for some of these, it would appear that several pilots had allowed the

Above Are you prepared for a loss of control moment?

“There are probably pilots flying

who haven’t been able to prove to themselves that the recovery technique works, and possibly what a ‘departure’ actually feels like”

aircraft to stall while the aircraft wings were at unequal angles of attack, and did not react correctly or quickly enough to prevent a full spin developing and the aircraft descending rapidly into the ground.

Recognise and recover

In theory, every qualified pilot has been trained to recognise and recover from an incipient spin, or ‘departure’ from the intended flight path. However, I am aware that some instructors feel less than confident that they can safely allow their student to practice entering and recovering from an incipient spin. There are probably many pilots flying who have not been able to prove to themselves that the recovery technique works, and possibly what a ‘departure’ actually feels like. Although theoretical training can give a basic understanding of aerodynamics, only actual experience of unusual situations and practice at recovery actions can provide the confidence to recognise and recover from them if they happen unexpectedly.

Readers will have noticed that the action I took was effectively the same as instructors teach (and hopefully we practice) for stall recovery, and that’s really all a pilot needs to do if the aircraft ‘departs’ from controlled flight in such a fashion. However, if a pilot only practices stall recognition and recovery from straight and level flight with November 2023 | LIGHT AVIATION | 41

Coaching Corner

“Wing design, rate of angle of

attack increase, and damage or contamination on the surface such as flies, can all affect the way the airflow separates over the wing surface” the engine at idle, they will have no experience of what the aircraft may do if it stalls in another condition of flight.

Stalls in the glide, stalls at circuit or approach power, stalls with full power in the climb, combined with turning flight and / or different flap configurations may well produce different aircraft reactions.

A stall occurs when the aircraft wing has reached its critical angle, any increase in angle of attack produces a reduction in lift. Whichever wing reaches that critical angle first will drop relative to the other, and several factors will affect the rate at which that occurs. Wing design, rate of angle of attack increase, and damage or contamination on the surface such as raindrops, ice, flies or dirt, can all affect the way the airflow separates over the wing surface, which in turn will reduce the critical angle from the one the aircraft designer intended. Once the critical angle has been reached, only a reduction in angle of attack will recover the situation. While applying power might reduce the height lost in recovery, that is very much secondary to sorting out the angle of attack and I suggest that any ‘departure’ training concentrates on the handling aspects.

Power can be adjusted (rapidly after some recoveries) once the aircraft is back under control.

I’m saying that we should give ourselves more experience at flying at and indeed over the edge of the flight envelope. That doesn’t mean I want pilots to experiment on their own, or that we should place our aircraft in situations which they are not designed to cope with. However, we certainly ought to gain more practice in exploring the stalling characteristics of our own aircraft, and LAA Coaches are ready to help.

Pilots can, of course, minimise the risk of a departure by deciding never to fly at less than a safe airspeed, perhaps marking it on the ASI, and then concentrate on

42 | LIGHT AVIATION | November 2023

flying faster at all times. It certainly is important to stay at or above a speed which allows us to control the aircraft when things are going wrong, for example final approach speed after a loss of power, and we must know what that speed should be. However, we mustn’t become focused on instruments, and flying too fast is a factor in other types of landing accidents. Moreover, stalling has nothing directly to do with airspeed. It’s reaching the critical angle, and manoeuvring increases the angle of attack, which is why my increasing the rate of turn produced the unexpected departure.

A suggested training package

Below Is your airspeed indicator marked correctly for your aircraft?

I would like pilots to be able to prevent such a ‘departure’ catching us out, and I suggest a step-by-step approach under the guidance of an instructor experienced in such training. Make sure we can avoid the stall if we can recognise that it’s approaching, and practice recovery from that point, which I hope is nothing new. However, we need to learn what the approaching stall feels like in our own aeroplane. Does the airframe or control column buffet as the airflow separates over the wing and hits the tailplane?

Is there a noise from a stall warning system and can we recognise it? Is the control column fully back in the pilot’s stomach (if it is, you can virtually guarantee a stall is imminent!). Then we need to find out if the flap position, the power setting or the ‘G’ loading change the symptoms.

Once we can recognise (and recover automatically from) the approaching stall, we can find out how the aircraft behaves if we allow it to actually stall in the same situations, and confirm that our stall recovery actions recover the situation quickly. At this stage we do not want to deliberately induce a departure, so we should try to maintain close to balanced flight. As we become familiar with situations we want to avoid, and practise recovery from them until it becomes automatic, we stand a good chance of avoiding a ‘departure’ in unexpected situations.

Stall warning devices

A word on stall warning devices. The systems available detect the change in airflow direction over the leading edge as angle of attack increases. Illuminated warnings and lights need to be visible in our normal field of view and not buried in the instrument panel. Audible warnings are to be preferred, which often get progressively louder as the angle of attack increases, but human factors tell us that hearing is the first sense to be lost as stress levels increase, so unless we can reduce the stress level (which is what this training is aimed at) even audible warnings can be missed.

Modern devices can provide direct angle of attack indications at all times, which many owners find useful.

While again instrument positioning needs careful attention, their audio warnings are often more positive and easier to hear, although, again, human factors can prevail.

However, if we practise taking stall avoidance actions as soon as the device’s warning becomes apparent, we increase our chance of survival.

I understand there will be several pilots who would prefer not to put themselves into situations with which they feel uncomfortable. They might prefer not to proceed onto

Coaching Corner

the next step, but the skill, experience and confidence which you can gain from that next step might be very valuable in the future.

I have emphasised the advisability of experiencing, and then practising, recovery from actual ‘departure’ situations, and the second phase of the ‘package’ was what managed to save me.

If it could be flown safely in our own aircraft that would be ideal, however, we must not endanger ourselves or our aircraft, many of which are rightly prevented from spinning by their Permit to Fly (even if another organisation says spinning is safe). We need to experience more extreme flight situations in aircraft which are cleared for all these manoeuvres.

Advice on manoeuvres

An aeroplane (or perhaps glider – some can be very useful in spin avoidance training) with known spinning characteristics is essential. We need enough height below us to recover if the aircraft enters a full spin, and weight and balance calculations are essential, with a CofG (normally) well forward of the aft limit.

Once he has become familiar with your aircraft your Coach should be able to advise on what manoeuvres the pair of you should be able to carry out safely, and if your

Top When we’re stressed, we might not hear a horn, so a stall warning light is important.

Above left Have you considered installing an Angle of Attack indicator?

Above right A stall warning vane must be set to give enough warning.

aircraft is unsuitable, what other aircraft could be used. I have not suggested practising entering or recovering from fully developed spins. This is mainly because if the aircraft has continued beyond the incipient ‘departure’ stage, the recovery requires a considerable loss of height, seldom available in the UK. However, it is important that your instructor is able to recognise the full spin and take the manufacturer’s recommended recovery actions in case the ‘departure’ recovery actions are unsuccessful.

I realise that this subject might have perhaps been a trifle contentious, but some pilots are going to die because they haven’t been properly trained. Please don’t be one of them. ■

“ We need enough height below

us to recover if the aircraft enters a full spin, and weight and balance calculations are essential, with CofG well forward of the aft limit” November 2023 | LIGHT AVIATION | 43

Engineering Matters

The latest LAA Engineering topics and investigations. Compiled by Jon Viner

Engineering Matters Including: Update on Van’s Aircraft laser-cut parts, life of components, care of engines and instrumentation

W

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

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

Van’s Aircraft laser-cut parts – UPDATE

Right Laser cut part as received.

Above Extract from Van’s Aircraft Laser cut parts status document.

44 | LIGHT AVIATION | November 2023

vansairforce.com

Since our mention of this issue in the August magazine, Van’s Aircraft has been toiling away analysing and testing various structural elements to establish the effect that the laser cutting of parts has had on their strength and fatigue life. Detailed updates can be found on its website, but understandably UK builders and operators are seeking clarity on what the endgame will be on this issue. As the issue generally affects potential fatigue life, there is no immediate need to take action. In discussion with Rian Johnson, Van’s President and Chief Engineer, he tells us that they’re working on service information for the fleet that they expect to be published by the end of the year.

Having worked closely with Van’s over many years, our expectation is that we will endorse their position.

Engineering Matters

Engines Inspector Kevin Dilks recently contacted us with some concerns that he’s found in the field, which serve as useful reminders about why manufacturers publish service information that should be followed: Severely overheated engines. Engines can get hotter than they should for a variety of reasons, including operating on extremely hot days, inefficient cooling arrangements, inappropriately pitched propellers, and numerous others. All engine installations should have appropriate instrumentation to enable the pilot to keep the engine within the limits of temperature and pressure that the manufacturer specifies, but sometimes these can get exceeded (although older types in particular tend to have rather few such instruments). It’s very important to follow the manufacturer’s guidance in these cases, since high cylinder temperatures, for instance, can badly affect the strength of the cylinder heads and other parts.

In the example that Kevin gave, he’d seen a Rotax engine which had been seriously overheated but not been checked out.

Rotax give guidance in its 912 series maintenance manual stating that if the coolant temperature has been exceeded by a certain amount (or a lower temperature experienced for more than half an hour) then the cylinder heads and cylinders may have been permanently affected by the heat and significantly reduced their strength – clearly not a situation that you want to go on operating the engine under as it’s much more likely to suddenly fail (almost certainly at the worst possible moment!). Similarly, at lower temperatures, other damage may have occurred and its guidance is to check the relevant systems for any damage.

There can often be no external indications that an engine has overheated, but Kevin notes that if the centre of the temperature probe has dropped out, the engine has usually exceeded the 180°C limit. The overheating can also cause material in the cylinder heads to ‘burn away’, causing further structural issues and potentially allowing valve seats to move, causing losses in compression or drop even into the cylinder – that certainly would ruin your day!

Engines suffering a shock load due to propeller strike. Sadly too many of us have done it – for whatever reason, the prop has hit something – a bird, a runway marker. Most engine manufacturers have advice on what to do if this happens. For the Rotax 4-stroke series, SL-912-015 (and its corresponding number for other engine variants) gives advice. Rotax notes that the highest risk of damage

Above left and right Eroded area around exhaust valve hints of further damage underneath. With the valve out, the severe exhaust seat damage is very evident. is where the engine undergoes a large drop in engine speed when a high-inertia propeller is fitted, but it also includes the situation for when the propeller is damaged when the engine wasn’t running – after all, it can still cause damage to the gearbox. In summary, it advises engine checks if the propeller needs any repairs.

The objective of post-propeller damage checks on Rotax engines is to firstly ensure that the crankshaft hasn’t been damaged, and secondly to ensure that the gearbox is still sound.

The crankshaft is a pressed assembly and can be twisted out of true if subjected to high torque loads – if it twists enough, then it’s likely to destroy the engine or cause it to seize up. Assuming the crankshaft hasn’t been adversely affected, then the gearbox bearings need replacing as it’s very hard to establish whether they’ve been damaged or not.

Rev counters being significantly out of calibration. Analogue rev counters of the type often fitted to microlights and other aircraft fitted with Rotax engines are notorious for being inaccurate. Kevin recently found one that was indicating 5,150rpm when the turbo control unit (on this 914 installation) was reading 5,750rpm! This amount of error will be of no help to the pilot in keeping the engine speed within the manufacturer’s limits and will seriously hamper efforts to set idle speeds or optimise propeller pitch settings.

Handheld optical tachometers are relatively cheap to buy and would be a worthwhile investment if you have any doubt at all on the accuracy of your on-board rev counter.

More gauges On a related theme, another of our members was finding it difficult to keep the coolant temperature within limits while flight testing his newly completed Avid Speedwing. During the assembly of the aircraft, the owner sensibly checked the calibration of the gauge by putting the probe into boiling water, with only a 3° error – not bad! Unfortunately what he didn’t know until he re-did the exercise at some other data points was that the gauge was over-reading by up to 20° at temperatures below boiling. This was falsely showing that the engine was reaching maximum coolant temperature when in fact there was still some margin to go.

Problem solved, but not after some significant head-scratching!

Left Rev counters typical of a type that can cause problems.

November 2023 | LIGHT AVIATION | 45

Engineering Matters

Rubber components and other engine bits with a ‘life’ For most LAA aircraft, there is no legal requirement to adhere to the engine manufacturer’s specifications on component life – exceptions to this include where reference to a specific maintenance manual/ schedule is called up in an aircraft’s Operating Limitations document which requires adherence to those specifications, or where there is an MPD, AD or similar document stating the requirement. However, an owner who ignores the manufacturer’s advice might do so at their peril! And even then may not be totally covered by just following the manual alone – see recent editions of Engineer Matters regarding fuel hose issues on fairly new hose.

Many owners describe operating their engine ‘on condition’. It feels that some people regard this as ‘keep on operating until something breaks’, but really the concept of operating ‘on condition’ is operating an engine as safely as possible under controlled circumstances once the engine has reached its intended overhaul life. Technical Leaflet TL 2.23 describes this in more detail. The expectation from the manufacturers is that in order to reach the overhaul life, the proscribed maintenance schedule should be followed.

The message here, though, is that while you might not need to

slavishly follow the manufacturer’s recommended intervals for changing rubber hoses and other components such as carburettor rubbers, some thought does need to go into how you actively manage these components. It also helps to write down your thinking so that, should anyone query it later, you can show your workings, so to speak. This is important because if you decide to ignore the manufacturer’s advice, you’re automatically taking on responsibility for that decision: what happens if your fuel hose fails at eight years when the manufacturer says that you should replace it at five years, and you have an accident as a result? Your Tailored Maintenance Schedule should factor in these sorts of issue, and the maintenance checks themselves should be appropriate to determine the condition of these sorts of parts. A cursory visual check will not necessarily give you assurance that a hose is still sound: is the hose sound along its whole length, including where it passes behind that bulkhead? Do cracks become apparent when you manually flex the hose and does it show signs of getting stiff? Are there any cracks developing on the inside surface? The bottom line – don’t get to the point where a component fails due to old-age before you replace it!

LAA Engineering housekeeping The Permit revalidation application form LAA/PTF-REVAL has been updated to allow applicants to indicate a desire to ‘date-shift’ their Permit revalidation application to an earlier date and pay on a pro rata basis. TL 2.00 has also been updated to provide guidance on this subject, and the online shop has the facility to take payments for aeroplanes depending on how many months the date is shifted.

Note that this concept may also be applied to gyroplanes – if you would like to take advantage of the same facility, please indicate on the application form the number of months that you’d like to date-shift

and contact LAA Engineering for the applicable fee Standard Modification SM12871 has recently been issued for Europa variants, allowing installation of rotary air vents in the forward fuselage to aid ventilation.

Standard Modification leaflets can be found on the website by following Engineering – Info Library – Engineering – Standard Modifications. General information on Standard Modifications can be found in TL 3.06, found on the website by following Engineering – Info Library – Engineering – Technical Leaflets.

Recent Alerts & AILs Recently issued instructions for continued airworthiness.

LAA Mandatory Technical Directive TD-01-2023 for TL 2000UK Sting Carbon

S4 – LAA has issued a mandatory requirement for all Sting Carbon S4 aircraft to implement TL-STING UK service bulletins UK 0003 issue 1 (reduction in elevator up

deflection angle) and UK 0002 issue 2 (installation of wing leading edge buffet strips), which must be actioned before further fight.”

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

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

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

£190 £240 £275

(can now be paid online via LAA Shop)

(all weights)

46 | LIGHT AVIATION | November 2023

Permit to LAA Permit)

£275

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

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

LAA Strut News

Struts 4U

Andrew Caldecott rounds up Struts news and views

W

ithout exception, and as the recent AGM has shown, the LAA has a very hard working and responsible team of directors, headquarters staff, CEO, volunteers and members. The hours of meetings, preparations, communication and much more that goes into your association, is amazing. A very big thank you to all those who make LAA tick.

On the ‘information theme’, another of our Strut assets, which I have previously identified, is the great information vector of the newsletters. The recent edition from the Cornwall Strut The Bodmin Flyer is full of fantastic content – articles and photographs. Congratulations go to Jay Gates, Pete White and all the other contributors in their monthly editions. From air ambulance and blood bikes to painting and maintenance at Bodmin Airfield, it provides plenty of reading.

The article ‘Meet Our New Social Media Coordinator’ is an eye-opener. Yes, meet Morwenna, a year 13, A-level photography student at Liskeard School. Air cadet Sergeant Morwenna Burgess runs the social media pages for the squadron and has turned her talents to assist the Strut.

She writes, “I have a strong ambition to become a pilot and have a career in aviation. At present I am exploring the funded flight training programmes available, as I

Above Young artists having fun at Old Warden.

Below Strut newsletters are a marvellous source of information.

believe this would be my best route for me. I am, however, also interested in the RAF, so I’d appreciate any input to guide my decision making.”

Very best wishes in achieving your dream Morwenna, and thank you for your involvement with the Strut. I hope other Struts can successfully involve both youngsters and others with the skills, interest and enthusiasm Morwenna

November 2023 | LIGHT AVIATION | 47

LAA Strut News

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

Above A-level student, air cadet Sergeant Morwenna Burgess uses her social media talents to assist the Bodmin Strut. has. Are there any youngsters in your Strut who you would like me to mention in this column?

Mentioning just a few, I have listed some Strut newsletters – Bristol, Devon, Gloucester, Kent, North Western, East of Scotland, Highland, North Western, Stampe Club, Wessex – they are all great reads. I will happily advertise and promote any links – so please do not hesitate to send me any details. I am still updating the contact details for all Struts and type-specific Clubs / Groups. The exact email to communicate directly to S4U will be available in the near future.

Questions from the floor at the AGM identified the need for new members, but in the ‘younger bracket’ – both at grass roots level and the 40s age group. In response, both the board and CEO advised that they are addressing this.

Strut YES, as I have mentioned previously, is progressing with a very enthusiastic group which has been working to develop youth involvement.

Its direction is for a major initiative for 2024 which will be announced very shortly (watch this space and social media). Will you be able to help? Yes you can, by joining YES (it’s free membership). Please check out the YES website www.yesflyers.org.uk.

It has also embraced the small change in STEM to STEAM. The ‘A’ is now included for ‘art’. Hopefully this element can also continue generating youngster interest.

Considerable success in this area has already been achieved under the direction of our own Anne Hughes via the Young People’s Aviation Art project.

STEAM ambassadors are in high demand – how about joining them? I believe that there are more than 24,000 schools in England alone, (not including colleges and universities), where links can be, and have been, established. While there are opportunities to attract youngsters with programmes such as, Feet of the Ground, Build A Plane, and Pedal Planes, activities like making paper aircraft and simple rockets might just be the spark that ignites an involvement for someone’s future career – and possibly even lead to LAA membership?

Additionally, the recent contact from the Bolkow group informs me that it has been renamed – it will be known as the Bolkow Flyers (not squadron as previously named).

If you have anything you wish to include in Struts 4U, please contact me at acss@gmx.com ■ 48 | LIGHT AVIATION | November 2023

Andover Strut: Spitfire Club, Popham Airfield, SO21 3BD. Contact Bob Howarth email: bobhowarth99@ btinternet.com Phone no. 01980 611124 Bristol Strut: 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. 5-6 August – Fly-Out to Dunkeswell. Contact: david.millin@ sea-sea.com East of Scotland Strut: Harrow Hotel, Dalkeith. 2000. Contact: Tim Raynor hipe@btinternet.com East Midlands Strut: Meeting on the first Tuesday of the month on Zoom until further notice due to venue availability. Contact: tonyrazzell2@ gmail.com We also have a Facebook group and upload recordings of some meetings where we have speakers.

Gloster Strut: Contact: Harry Hopkins phone 07902 650619 harry.hopkins@ talktalk.net Highlands & Islands: Contact: b.w.spence@btinternet.com 01381 620535.

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

LiNSY Trent Valley Strut: Trent Valley Gliding Club, Kirton Lindsey. pilotbarry1951@gmail. com http:// linsystrut.wixsite.com/website North East Strut: There are no meetings at present, but if you would like to help to get the NES operational again please get in touch with the Strut Coordinator, David Millin. david.millin@ sea-sea.com North Western Strut: The Clubhouse, Boysnope. 1400. Third Thursday each month. Contact: cliffmort@btinternet. com 07813 497427.

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

Oxford Group: Sturdy’s Castle Country Inn, Banbury Road, Kidlington, OX5 3EP. Second Wednesday each month. Contact LAAOxford@gmail.com www.oxfordlaa.co.uk Nov 8 Allie Dunnington – Setting Ballooning World Records, Dec 13 Christmas Meal Jan 10 AGM. Redhill Strut: The Castle, Millers Lane, Outwood, Redhill, Surrey, RH1 5QB. Pub contact 01342 844491. Third Tuesday of each month, meet at 1900-1930. Contact: david@milstead. me.uk

Shobdon Strut: Hotspur Café, Shobdon Airfield, Hereford HR6 9NR. 1930. Second Thursday of the month.

Contact: Keith Taylor bushebiggles@ sky.com Southern Strut: ‘Longshore’, Brighton Rd, Shoreham-by-Sea BN43 5LD. First Wednesday of the month 1930 for 2000. Contact palmersfarm@sky.com Strathtay Strut: Scottish Aero Club, Perth Airport, Scone. Scone Clubhouse. Contact: keith.boardman@ peopleserve.co.uk 07785 244146.

Suffolk Coastal Strut: Earl Stonham Village Hall, IP14 5HJ. www. suffolkcoastalstrut.org.uk/flyin/ 15 November 2023 – Visit from LAA CEO Simon Tilling and Chief Inspector Lucy Wootton, 13 December 2023 – note a week earlier than normal – third Wednesday, Annual Chairman’s Quiz and Christmas nibbles. Contact: Martyn Steggalls events@suffolkcoastalstrut. org.uk 07790 925142 The Joystick Club: Activities throughout the year. Pedal planes and simulators at Old Warden Air Shows.

Contact: Mike Clews, m.clews@sky. com. 07775 847914. www.joystickclub. co.uk Vale of York Strut: Chocks Away Café, Rufforth East Airfield. 1900.

Contact: Chris Holliday 07860 787801 valeofyorkstrutlaa@gmail.com www. valeofyorkstrutlaa.wordpress.com Wessex Strut: Henstridge Airfield Clubhouse.See www.wessexstrut.org. uk for updates. 17 November, Wessex Strut AGM – with guest speaker LAA CEO Simon Tilling. Food at 1830 – £10.00 a head. Local fortnightly walks organised by Wessex Aviators Leisure Klub. Contact Vic at events@ wessexstrut.org.uk West Midlands Strut: There are no meetings at present but if you would like to help to get the WMS operational again please get in touch with the Strut Coordinator, David Millin. david.millin@ sea-sea.com West of Scotland Strut: Various locations in the Greater Glasgow area.

Contact: Graeme Park graemepark01@gmail.com Youth & Education Support (YES) – YES also available for Strut talks/ presentations. Contact: Stewart Luck captainluck@hotmail.com (Contact 07974188395 to volunteer.)

• A copy of the Struts Handbook,

issued in pdf format to celebrate the LAA 75th birthday, can be found on the LAA website.

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

•

Meet the Members

Never hurry a Murray…

Neil Wilson talks to Murray Flint as to how, after several career changes, he eventually settled on spray painting – and is now a renowned name in the world of Permit aircraft painting…

W

hat started your interest in aviation?

I was one of seven children and was born and lived at Wells-NextThe-Sea in Norfolk. My dad worked at Airworks as a fitter, and was based at Bassingbourn, before eventually going on to work for Channel Airways at Stansted. Living out in the east coast area, we got very used to watching lots of aircraft, as many of the different UK and foreign services use the nearby bombing ranges. There were so many different types of aircraft – Harriers, Lightnings and even Fairchild A-10s. Lots of noise and great fun!

When did you make your first flight?

I went to a Battle of Britain airshow at RAF Coltishall when I was 10, and dad paid for me to go in a Britten-Norman Islander. Luckily for me, I got to fly in the co-pilot’s seat.

Tell us about your working life

My first job was going to sea with local fishermen, before moving on to deep sea fishing out of Lowestoft.

Remember what I said about being around the bombing ranges? We quite often had Hawker Hunters use our trawler and fishing boats for targets when out at sea.

Life on the boats was very hard work, particularly as we were on two week shifts. When I decided I’d had November 2023 | LIGHT AVIATION | 49

Meet the Members

enough, I moved on to working at a local Ford dealership where I was lucky to secure an apprenticeship. It was here that I learned about spraying and painting, and eventually moved among a few local garages. Eventually I decided I’d become self-employed, which was around 1984.

I went along to the Swanton Morley Flying Club and did some jobs in exchange for flying lessons. Having got married (this ended in divorce), I became a truck driver delivering large caravans around the country. I got back into paint spraying, mostly on vintage and classic cars, but then I met a local chap named Kevin Pearce who ran the UK Jabiru dealer at the time, ST Aviation. He introduced me to working on aircraft and said he wanted someone to do its painting. I then met Jamie Cook, who was visiting from the Jabiru factory in Australia. Jamie was fundamental in teaching me a huge range of airframe

Above left Loading the Lightning…

Above right … and secure on the flatbed…

Below top … before being assembled and displayed at RIAT 2003.

Below bottom Murray’s Luscombe before restoration.

repair techniques, and for 15 years I was involved with that, with a real specialism in the final filling and preparation of an airframe, before doing the painting.

I remarried and was encouraged by my wife to get my flying licence in 1997, which was something I had always wanted to do.

I went out to Titusville in Florida to do my flying training. At one point, I hired a Cessna 150 and flew out to watch a Space Shuttle launch while airborne – it was a really incredible sight.

I now run a spray and repair shop, working mainly with The Light Aircraft Co at Little Snoring, which is very interesting, and find myself involved with everything from resprays, restorations, composite work and repairs. I also really enjoy fabric covering, particularly when it’s to help restore vintage aircraft.

How long have you been a member of the LAA? It’s been 25 plus years! My wife is a member, too.

Tell us a little about your aircraft projects, present and past

G-AJAP is a Luscombe, which I am doing, while I also have a Stampe, which I work on when I get the time.

I was involved with wreckology for sometime, helping locate and recover crashed aeroplanes from fields. I was the East Anglian representative for The British Aircraft Preservation Council, which was very interesting, as it led to making discoveries about all sorts of aviation history and personal stories. This was also around the time I helped with the Fenland and West Norfolk Aviation Museum, so lots was learned about aviation in Norfolk.

Probably a bit more mad than most, I did also own an English Electric Lightning T.5 serial XS420, for a while. I bought it off a local farmer to save it from the scrap man.

My wife was very supportive, particularly as we were building a house at the time. I used to watch this actual machine lead the flypasts at RAF Coltishall at its airshows, led by Squadron Leader George Black. I was asked to display it as a static item at the 100 years celebration at The Royal International Air Tattoo at RAF Fairford in 2003.

Some RAF chaps came along to help dismantle and transport it using two trucks to the show. I did eventually sell it, and it’s now privately owned and on display outside at the FAST Museum at Farnborough, Hampshire.

50 | LIGHT AVIATION | November 2023

Meet the Members

Painting projects, like this Spitfire replica are Murray’s speciality.

Left Stampe rudder ready for fabric…

Right … and after fabric has been applied.

Below left Besides painting, Murray really enjoys fabric covering.

Below right Something a bit different for the Luscombe owned

by Murray’s wife, Caroline.

November 2023 | LIGHT AVIATION | 51

Meet the Members

Murray’s Piper Vagabond.

up being the highest bidder. I have always liked that particular model of car. I tell people it’s a ‘Religious Zodiac’, as it turned out to be ‘very holey’!

Joking aside, it needs some new panels, which I am making myself – as ever with rebuilding, it always takes longer than you first thought. The gearbox has been rebuilt and we are slowly getting there. The film company phones up now and again and asks, “Is it finished yet?”

So hopefully one day, it will reappear in a future episode of the show.

Do you have any aviation heroes?

What aircraft have you owned and flown?

There’s been a few, including a Cessna 150 and a 172, a Piper PA-28, the little VP-1, and an Auster G-BVGT. The Auster in particular was something I really enjoyed as it was lovely. I sold it to a friend who now looks after it and enjoys flying her very much.

Currently, I have the Luscombe and also a Piper PA-17 Vagabond, G-BUXX

Top left and inset Murray’s Luscombe restoration is progressing well.

Above Inflight selfie moment.

What’s been your favourite moment in your flying?

When my instructor decided to send me on my first solo, the rules say in America (unlike here) you are not restricted to one circuit. So, as Titusville is so big, I made the most of it and did 12 touch-andgoes before stopping and going back to the flying school.

What about your favourite aviation books?

Bob Hoover’s book, Forever Flying, is an excellent read and reminds you that he was a truly remarkable aviator. It has some great stories and tells all about his flying career.

A bit like Winkle-Brown, Hoover was another pilot who was really at the sharp edge as aviation developed in the 1950s and 1960s for instance.

What has been your furthest travelled flight?

Has flying ever delivered you any unwelcome surprises?

I flew from Malta to Seething in Norfolk, via Sicily in a Cherokee, to help a friend get it back to the UK. That was a good adventure.

Is it right that you once made an appearance on the TV show, Bangers and Cash?

Yes, this was when I went in and bid at one of its auctions (an online one due to covid) for a Ford Zodiac and ended 52 | LIGHT AVIATION | November 2023

All of those who fought in the Battle of Britain. The physical and mental strength needed must have been very, very tiring, with sometimes three to five sorties a day for weeks on end. It’s really hard to imagine what that must have been like.

Eric Winkle-Brown is also someone who I think was amazing. To make all those dangerous test flights in what was very much cutting edge technology of the day, and also experiencing the relative unknown in machines like the ME163 rocket plane. If he was an actor he probably would have been made a lord, but there’s nothing like that for real heroes, is there?!

Above Bob Hoover’s Forever Flying is one of Murray’s favourite books.

Thankfully, nothing really bad, but I did have an encounter with Volkswagen engine carb icing while flying the VP-1 at Fenland, which caused a few issues.

Are there any aircraft you dream of having in a fantasy hangar?

When I really think about it, there are three. I’ve always

Meet the Members

Above A Fergie tractor, part of the Flint collection! liked the Fiesler Storch, so definitely one of those, a Bucker Bestmann, and finally a Hawker Hurricane to round up the collection.

Do you have any other non-aviation hobbies?

Above Bangers and Cash Zodiac project…

Right … and a more complete Ford Zodiac.

Below Murray’s three black Labradors help keep him fit!

I really enjoy dabbling with classic cars, and have a 1961 Ford Consul and three MGB GTs. Two of the MGBs are roadworthy, and the other is not quite there yet! I bought my wife a nice old grey Fergie tractor for her birthday – we are still happily married, so I think she likes it.

There’s also a few model aircraft, in the form of control line flying, plus I’ve started to collect Airfix kits from my childhood, very much like our new CEO Simon Tilling has said he also enjoys doing. I think it is called ‘recapturing your youth’.

I also have a lot of time and love for my girls – three black Labradors who have been a brilliant help with my weight loss programme at lunch times!

Any advice for other aviators?

Two things always stick in my mind, the first is to double check and don’t take anything for granted. The second, and equally important – don’t be afraid to go-around! ■

November 2023 | LIGHT AVIATION | 53

Landing vouchers

LANDING VOUCHERS December sees us well into winter, and with, dare I say it, Christmas to think about! Here’s hoping there’s some cracking crisp winter days so you can enjoy these three great landing offers at Eshott, Peterborough Connington and Sherburn-In-Elmet.

✁ Aviation LIGHT

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

Free Landing – December 2023 Eshott Airfield: 01670 787881

This is a very friendly airfield with a lovely collection of classic aeroplanes. A well-maintained runway set among the rural scenery of Northumberland, makes Eshott a good destination. A new café has tea, coffee and light meals on offer.

Equipped with both hard and grass runways, its location is near the breathtaking coastline, and close to a National Park, so great views are to be enjoyed. Avgas and Jet A1 on site. Closed Christmas Day and Boxing Day. Radio is 122.855. PPR before leaving home, or visit website www.eshottairfield.com

✁ Aviation LIGHT

Half Price Landing – December 2023 Peterborough Conington: 01487 834161

With two hard runways, this is an ideal destination to fly into in the winter. Please PPR. Non radio not accepted. Avoid nearby Peterborough Sibson parachuting site, as well as overflying local villages. Overhead joins please. Snacks and meals available seven days a week 1100-1500. Closed Christmas Day and Boxing Day. UL91 and avgas. Jet A1 on site. Radio 129.725 www.flying-club-conington.co.uk

✁ Aviation LIGHT

Free Landing – December 2023 Sherburn-In-Elmet: 01977 682674

With both hard and grass runways, it is an ideal location to visit for the winter months. PPR please. Avgas, Jet A1 and UL91 available. The Pilots Retreat café gives a good choice of food, and a full Sunday roast is offered. New circuit patterns are now in place, so please refer to: www.sherburnaeroclub.com/pilot-information.

Leeds East (was Church Fenton) now has an adjoining ATZ with Sherburn. Radio: A/G 122.610. Keep clear of all local villages. Closed Christmas Day and Boxing Day. www.sherburnaeroclub.com

54 | LIGHT AVIATION | November 2023

DECEMBER 2023

For all display advertising enquiries contact Neil Wilson 07512 773532

neil.wilson@laa.uk.com

www.LAA.uk.com

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

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

Sponsored by Bose and uAvionix.

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

Classifieds For all display or commercial advertising enquiries please contact Neil Wilson: 07512 773532 neil.wilson@laa.uk.com You can email your classified advertisement direct to the LAA at the following address: office@laa.uk.com Deadline for booking and copy: 17 November 2023 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

November

AIRCRAFT FOR SALE

PROJECTS FOR SALE

Groppo Trail Mk2. Just completed, AF/E test hours only from new. Flies beautifully. Rotax 912S and Kiev Propeller. Glass panel (MGL).

New PtF expires 5/9/24. View at Sywell after contact. I have moved overseas and the bureaucracy has defeated me.

Contact me on +351915565563 via WhatsApp. Looking for £40000.

Jodel Mascaret 75% completed wooden construction project, with the main fuel tank already finished. Price: €9,000. Contact: blankittavm@hotmail.com +34649517376.

Europa XS Tri Gear G-IOWE with Rotax 912 UL engine. Permit to Sept 24. 690 hrs. Cruise 115kts @15.5 ltrs/hr. For more info please contact Pete Jeffers on 07720 985011

Piper PA17 Vagabond. Very close to finishing, professional painted, engine included, experienced homebuilt work. Location Fishburn Airfield. £9,000 Contact Ron - 07414 736 502

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.

DHC-1 Chipmunk Low hours recently rebuilt original airframe, engine and avionics, an immaculate example of this iconic aerobatic training aircraft. TT airframe only 4,320hrs TSO engine 16hrs. 12 gallon tanks. LAA Permit to September 2024. Trig 8.33mHz radio and Mode S transponder. Garmin GPSMap 496. £95,000.

Contact Mike at mdwhalley@btinternet.com

SHARES FOR SALE

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

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

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

56 | LIGHT AVIATION | November 2023

Flitzer Aircraft project and various tooling for sale, Empennage built with various wing components and ribs. Contact for more details and photos. Adam 07474 428415

PARTS WANTED Pulsar aircraft canopy. Alternatively information leading to someone who has one or can make a Perspex bubble. Contact John. 07949 892824 jcfly25@gmail.com

PARTS FOR SALE Two life jackets, Transair Aircrew Pro, as new, £100 each. Pneumatic rivet gun (3x) with bucking bars, £150 jcp.herbert@ntlworld.com

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

Mk.26 Spitfire. One share available for this immaculately finished, 80% replica kit, with Isuzu V6 engine. Due to be completed Summer 2024. MOD dispensation to carry military markings and camouflage paint scheme.

Hangared on private airstrip near Winchester.

Sensible offers.

Please contact Martyn on 07563 207985

DREAM IT, FLY IT, VISIT OUR WEBSITE

Light Aircraft Weighing Service in East Yorkshire and surrounding area. For details contact Demraview Ltd. Email: Demraview@gmail.com Mob: 07984 810761

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

WWW.LAA.UK.COM WWW.LAA.UK.COM

FUEL SERVICES

SERVICES & MORE

Safe flying No Ethanol Don’t risk it with water absorbing E5 and E10 fuels (mogas). WARTER UL91 and 100LL aviation fuels are ethanol free, storage stable and have a vapour pressure suitable for flying.

Please call for more information.

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

Anglo American Oil Company +44 (0) 1929 551557

www.aaoil.co.uk

COVERS

TRANSPORTATION

Aircraft Transportation Specialists Specialist vehicles to move your aircraft safely

For all display and company advertising contact Neil Wilson NEIL.WILSON@LAA.UK.COM WWW.LAA.UK.COM

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

Contact us now for a quotation

November 2023 | LIGHT AVIATION | 57

Where to go

WHERE TO GO

A

selection of flying events for the months ahead, and some you definitely want to add to the calendar for later in the year – and into 2024. Don’t forget, GASCo is always running Safety Evenings up and down the country. We’ve got them listed here, plus it’s worth keeping an eye on its website, www.gasco.org.uk, for further updates.

November 5 10 11 12 13

Cuatro Vientos (EC) FIO Museum Flying Day Vailly (F) Henri Mignet Commemoration Breighton Remembrance Sunday Service (PPR) Stow Maries Remembrance Parade [PPR-slots] London Royal Aero Club Light Aircraft

14-15

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

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

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

Planning ahead

Design Conference IWM Duxford CAA Post-Season DAE Seminar & Display Symposium

December 2 3

Compton Abbas Christmas Fly-in (PPR) Cuatro Vientos (EC) FIO Museum Day

Apr 17-20 Friedrichshafen Germany AERO Apr 9-14 Lakeland Florida Sun n’ Fun Jun 21-23 Draycot 2024 Draycot Aerodrome fly-in Jul 12-14 Sleap Sleapkosh fly-in Jul 19-21 Fairford Royal International Air Tattoo Jul 22-28 Oshkosh, WI USA EAA AirVenture

Get ready for Winter!

LAA Fleece £30.00

(sizes: XS,M,L,XL & XXL available)

LAA Hooded Sweatshirt £25.00

LAA Soft Shell Jacket £30.00 (sizes: XS, L & XXL available)

(sizes: M,L & XL available)

Stick and Rudder An Explanation of the Art of Flying

Alternative Engines

Pilot’s Weather The commonsense approach to meteorology

Kitplane Construction New 3rd Edition

£50.00

£24.00

£20.00

Engine Log Book - £14.00

£40.00

Propellor Log Book - £16.00

Log Book Binder - £15.95

Prices exclude P+P.

58 | LIGHT AVIATION | November 2023

Aircraft Log Book - £14.00

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LAS AEROSPACE LTD

Concorde House, North Road Industrial Estate, Okehampton,Devon EX20 1BQ

TEL: 01837 658081

www.lasaero.com