Old Timers returns

Nigel Hitchman reports from the 37th International Old Timer fly-in, which took place at Schaffen-Diest Airfield, Belgium 12-14 August 2022

Nowadays Schaffen-Diest Airfield is used by the Belgian military for parachute training during the week, and by the Diest Aeroclub, which flies gliders at the weekend. An undulating, all-grass airfield with a 600m runway, the first Old Timer fly-in was held there in 1979, and have been continued nearly every year since. They are organised by the Diest Aeroclub – Guy Valvekens the man in charge for most of the events. Guy still greets many pilots as they arrive, and it’s his enthusiasm and hard work that is the reason the fly-in has been so successful, along with the hard work put in by all the volunteers who support the event.

The fly-in started with just a few aircraft, but soon grew to a much bigger event, and in the mid-1990s had more than 400 aircraft attending for several years, and it was probably the biggest mostly vintage fly-in in Europe.

Today it’s a smaller event and the vintage vehicle attendance has grown. For many LAA members it was perhaps the first foreign fly-in they went to along with the RSA Rally. Having been to one RSA Rally in 1986, I first went to Schaffen-Diest in 1988 (by airliner and train) inspired by the write-ups by Dave Wise in the PFA magazine… I’ve been going most years ever since, mostly flying there myself.

Back in the 1990s you would often see 100 British aircraft there and a similar number of Germans, but both have declined in numbers, part of the problem was a ‘rule’ introduced in Belgium, stating that foreign Permit to fly aircraft had to get permission and pay €80 for the privilege. This seemed to be mainly aimed at the many Belgian-based, French-registered microlights and many people ignored it, including G-registered aircraft based in Belgium, although eventually they were made to comply.

However, the rule was removed a few years ago, and now, again, no permission is required (at least for LAA Permit aircraft… I think it is different for factory built microlights).

This was good news for those wanting to attend, but then the UK Government decided the UK would no longer be part of EASA, making us a ‘third country’, and so having to comply with ICAO rules. Therefore, now only ICAO standard licences and medicals are recognised, until the CAA get around to negotiating an improvement, as has been done with France. However, given, as far as I can see, the chaos the CAA is in, I can’t see that happening anytime soon – hopefully the CAA will prove me wrong!

This year it was very hot throughout northern Europe, 35° plus, which put some people off, but there were still aircraft from Belgium, Holland, Germany, Switzerland, England, Ireland and France, around 200 aircraft registered, many of them vintage – and I think most got there.

The highlight for many was the first appearance of the de Havilland DH90 Dragonfly G-AEDU, now owned by Shipping and Airlines at Biggin Hill. It also brought its Miles Messenger G-AKVZ, joining the example owned by Peter Bishop, G-AJWB.

The Belgian-designed Stampe always features heavily at Schaffen-Diest, and this year there were around 10 examples, plus three or four of the new aluminium tube ultralight versions, which are powered by Rotax 912 engines. They are full-size and look fairly convincing, although I wonder if the handling is as nice…

There were lots of Cubs too, as well as some other vintage Pipers, several Cessna 140s and 170s, too. There is also always a meeting of types designed by Stelio Frati, although this year there were only three Falcos. One from Ireland, along with German and Norwegian-registered examples, both being recent imports to Belgium. There was also one civil SF260 from the UK, plus some Belgian AF examples, which put on a short flying display.

Two German built Stark Turbulents were great to see – D-ETMB being a recent restoration – designed by Roger Druine, these were built under licence by Stark in the 1950s, they were also built by Rollasons in England as well as Druine in France and plans made available for homebuilders.

The IAR 823 is a Romanian trainer built in the 1970s and 1980s and used by the Romanian AF with 10 also supplied to Angola. After withdrawal from service, most remaining were sold in the US, so it’s rare to see one in Europe, the one pictured is on the French historic aircraft register, although currently based in Belgium

D-EFOH is a Klemm 107C, the Klemm 107 was a two-seater which first flew in 1940, but only a few were produced before production stopped. In the mid-1950s it was put back into production and improved with different engines and first a three-seat, then four-seat design, the design was taken over by Bolkow and produced as the Bolkow 207.

G-XCID is a SAAB 91 Safir, the Safir was designed by AJ Andersson who had worked for Bücker, so it’s no wonder there is the similarity to the Bücker Bestmann. The original production aircraft were built as three-seaters with DH Gipsy Major engines, the next model had a Lycoming O-435, and the final development a 180hp Lycoming O-360 and a four-seater. ■