THE MAGAZINE OF THE LIGHT AIRCRAFT ASSOCIATION
Aviation LIGHT
October 2023 £4.25
LOVE FOR A LUSCOMBE
Light Aircraft Association WWW.LAA.UK.COM
Restored by a love-struck owner to pristine condition, Clive Davidson enjoys the charm of a fabulous Luscombe 8F… 60 YEARS OF THE ISAACS FURY OWNERS GATHER TO CELEBRATE THE BIPLANE’S ANNIVERSARY
LAA GRASS ROOTS REPORT
THE HIGHLIGHTS FROM THE ASSOCIATION’S BIG FLY-IN
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
Ed’s Desk
Hermann Scheile’s summer trip to Popham followed his trek from Germany to the USA… including a few rolls on the way!
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.
Globetrotters
T
here are usually a whole different bunch of reasons why many of us decide to build aeroplanes. For some it’s the challenge of creating something from a stack of plans and raw materials, with others it’s the challenge of assembling a box of bits into a working aeroplane. However, for others, the building is just the entry point to a whole new world of adventure. Take Hermann Schiele, the German RV-8 builder who visited the Grass Roots Fly-in on the way home from his epic trip to America – see the map, above, and page 33 of our show report. As I will never be a touring type of person, it is with amazement that I look at these pilots who set off on epic journeys such as Hermann’s. Of course, globe-trotting homebuilts coming to the LAA Rally is not a new thing. Jon Johansen might be the most welltravelled homebuilt pilot, having flown his RV-4 eastbound around the world in 1995, followed by a trip westbound in 1996. On his third around the world flight in 2000, Johanson set four aviation world records, and also dropped in to the PFA Rally at Cranfield. He’d later retire the aircraft having completed his 2003 flight to the South Pole. My favourite story, though, might be about Clive Canning, the Australian who flew his Thorpe T-18 from Melbourne, Australia to the seventh PFA Rally at Sywell, Northants. Departing on 16 June 16, 1976, he reached the UK on 1 July. A 28,800nm round trip that, looking at a world map, shows that his route took him over some wild country. Interestingly, Clive and his T-18, VH-CMC, together were probably the first pilot and first
homebuilt to end up in a combat situation. In his book, Charlie Mike Charlie, he describes how one leg of his journey took him over Syria where jets were scrambled to intercept him. Clive was attempting radio communication to no avail. The jets pulled away and the reason became apparent, their wing leader was attempting to shoot the T-18 out of the sky. Clive’s own words describe it best: “Dear God! It cannot be happening. The noise and shock waves as the cannon shells passed around the little bird were almost beyond description.” Luckily, that Thorp T-18 was mighty manoeuvrable! So there you have it – homebuilts are made for adventures… although, hopefully none of yours will ever involve escaping from the four Syrian Migs…
ed.hicks@laa.uk.com
October 2023 | LIGHT AVIATION | 3
Contents October 2023
FEATURES 12 AGM
All the information if you’re thinking of attending the LAA AGM at Old Warden
14 PROJECT NEWS
Beagle Auster D5 Series 180, British Klemm L25c Project update, New Projects and Cleared to Fly
18 FLIGHT TEST
Clive Davidson enjoys the vintage charm of one particular Luscombe 8F… pristinely restored by a love-struck owner
26 SHOW REPORT
All the highlights from the LAA Grass Roots Fly-In at Popham
34 COACHING CORNER
A regular sequence of actions while flying can reduce stress a route, suggests David Cockburn
38 SHOW REPORT
Discover the charms of the 2023 RSA Fly-in, Brienne-le-Château
18
Love for a Luscombe
42
52
42 ENGINEERING MATTERS Inspector Phil Chapman gives his views on operating VW engines; plus maintenance schedules
51 TYPE CLUB
European and Friends Luscombe Rally’s triumphant return
52 ANNIVERSARY
Isaacs Fury owners celebrate 60 years of biplane
REGULARS 03 EDITORIAL 06 NEWS 08 LETTERS 10 STRAIGHT AND LEVEL 49 STRUTS4U 54 LANDING VOUCHERS 58 WHERE TO GO
26 October 2023 | LIGHT AVIATION | 5
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. Please call LAA on 01280 846785 (Ext 2) to book your place. Prices are for LAA members, non-members are welcome, but there is an additional £20 charge per course. The courses are informative and will help improve your existing skill sets, be it aircraft carpentry or engine installation.
● Working in Aircraft Aluminium: Learn the skills by building a Van’s Aircraft toolbox: October 14. Also available October 15. Price £180. ● Aircraft Carpentry Workshop: All you need to know about building and repairing wooden aircraft: October 17. Also available on November 14. Price £130.
● Rotax iS Injected Engines: Advice on installation and operation: October 28. Price £140 ● DH Gipsy Major Engines: learn the ins and outs of this vintage aircraft engine: November 7. Price £120. For more information see: www. lightaircraftassociation.co.uk/courses.
New President RAeS Light Aircraft Design Conference Presentations will also take place on Royal Aeronautical Society General for the Vintage The the Supermarine S5 Seaplane from project Aviation Group Light Aircraft Design leader William Hosie, the Nuncats electric returns to 4 Hamilton Place – Aircraft Club Conference Zenair from Tim Bridge, Fafali Aircraft’s RAeS HQ on November 13.
The Vintage Aircraft Club have appointed Air Chief Marshal Sir John Allison KCB CBE as its new President, replacing the late David Ogilvy OBE FRAeS. John, who has been involved with the VAC over many years, has held a PPL since just after his 17th birthday, and says he is honoured to take on the new role. Having trained as an RAF pilot and graduating from Cranwell in 1964 he won the prize for best pilot in his entry, and also the aerobatic trophy. His ensuing career took him from front line pilot, flying Lightnings, ultimately to be Commander-in-Chief of Strike Command. In parallel, he flew recreationally, notably as an air display pilot, which gave him access to many interesting cockpits. When he retired from flying earlier this year he had 116 distinct types, all flown as captain, in his logbook. He has owned and operated a number of vintage aircraft, including an Auster, Luton Minor, Bucker Jungmann, Yak 50, Miles Gemini and a Beechcraft Bonanza. Both his sons, James and David, share his passion for flying.
This year’s Design Conference includes much to whet light aircraft designers’ appetites, including technical updates, featuring the UK E-Conditions category from the CAA’s Mark Shortman, an overview of microlight aircraft and developments in the 600kg Light Sport Microlight category – from BMAA’s Roger Patrick, the Rotax 916iS and its predecessors – John Rowley of CFS, and updates on Pilot Aware and Electronic Conspicuity from Keith Vinning of Pilot Aware.
newest aircraft design from Patricia Porter, and design and development updates on the SkyFly AXE eVtol from Dr Bill Brooks. In addition, the results for the International Light Aircraft Design Competition 2022/3 will be announced, and the winner and runner-up entries described. tinyurl.com/RAeS2023Conference
Stansted airspace hot-spot: North Weald Aerodrome Infringement statistics analysis has identified a trend in infringements of Stansted airspace. This hot-spot narrative is the second in a series covering satellite airfields around Stansted controlled airspace. It is intended to provide guidance to help pilots operating at North Weald prevent airspace infringements. https:// airspacesafety.com/hot-spot-narratives/
Fly into Yarmouth Heliport North Denes Airfield, near Great Yarmouth, is slowly re-opening, and as well as the helicopter pads, an east / west grass runway of about 600m is being developed and a number of fixed-wing aircraft have already landed there. For those who are looking at an East Anglian base for the future this development may be of great interest. Contact details: enquiries@yarmouthheliport.co.uk www.yarmouthheliport.co.uk 6 | LIGHT AVIATION | October 2023
LA News
Bringing Permits forward Armstrong-Isaacs bursaries for 2024 Five bursaries for 2024 of £1,500 are being offered to support young pilots already in PPL training, offering additional funding to help them complete their courses, at a time when, all too often, money starts to run out. The funds will be lodged with the flying school of their choice and must be used exclusively for flying training or flight examinations. To qualify for a bursary a pilot should be under 30 years of age, have completed a minimum of five hours solo training and have gained the necessary medical and ground qualifications to continue their training. The Armstrong-Isaacs fund is supported by legacies from former Association luminaries David Armstrong and John Isaacs. The bursaries offer support to young pilots who have reached the financially challenging latter stages of PPL training, with longer cross-country flights requiring greater outlay in aircraft rental costs. These bursaries have a demonstrated record of allowing students to complete their training, when perhaps they may otherwise have had to suspend or even forgo the completion of their course. Applicants should complete a form which can be downloaded from the LAA website at www. lightaircraftassociation.co.uk/armstrong-isaacs-bursary-2023 The closing date for applications is 31 December 2023.
LAA Training centre needs engines! Do you have a time-expired, or Lycoming or Continental, engine gathering dust in your workshop? The LAA workshop is looking to acquire one of each type as training aids for future courses, helping to train aircraft owners and operators on how to service and maintain these engines. If you have something that might be suitable, please contact LAA Education course leader, Brian Hope. bfjjodel@talktalk.net
Grass Roots Fly-in survey
Thank you to the 650 people who completed our member feedback survey for the 2023 Grass Roots Fly-In event. LAA CEO Simon Tilling says, “It has given us plenty of information to consider, as we start planning for 2024.”
Over the years, we’ve had feedback from many members saying that they’d like to reschedule the annual Permit revalidation activity on their aircraft so that they don’t run the risk of the process interfering with their plans over the flying season. Of course, there has never been anything to stop an owner getting a Permit revalidated ahead of schedule, but the downside has been having to pay the full fee for another 12 months, wasting whatever time was left on the previous Certificate of Validity.
Pro rata payment for overlap
We have now introduced a facility for members to bring forward a Permit revalidation by up to 11 months, paying pro rata for the overlap with the previous Certificate of Validity. This will be calculated according to the number of months between the month the previous Certificate was issued and the month you submit your new revalidation application. For instance, if your Permit was last revalidated in August 2023 and you submit a new set of revalidation forms in November 2023, then you would pay a fee equating to three-twelfths (three months) of the normal fee. The new Certificate will be valid for 12 months from the date of issue. This may not suit everyone, and there’s no need to change your pattern if you’re happy with your current arrangements. However, one of the challenges faced annually by the LAA Engineering team is the very large number of Permit to Fly revalidation applications that need to be processed during the spring and summer months, when quite naturally LAA members’ thoughts turn to aviation and their aircraft emerge from winter storage ready for the new flying season.
Updated application form
The annual cyclical peak in Permit revalidations brings more than 100 applications per week to LAA HQ for checking, creating a high demand for HQ resources, which inevitably coincides with staff members’ holiday plans. However carefully leave is allocated to avoid overlaps, the result is a very high pressure on our staff resource over the peak months. If a portion of these applications can be made during the quietest months of November through to February, then this will help even out our workflow and improve our responsiveness in the spring and summer. It’s worth noting that since the introduction of the new Permit revalidation process in early 2023, there’s no longer a requirement for the annual maintenance activity to coincide with the annual airworthiness review, which can be a review of the agreed maintenance having taken place and a physical survey of the aircraft. So it’s now quite in order to have the aircraft’s ‘annual’ in summer and revalidate the Permit in winter, when one of the checklist items in the airworthiness review part of the process will be for the Inspector to check (from the logbook evidence) that the annual maintenance has been done according to the agreed schedule. The physical survey they carry out as part of the airworthiness review then only needs to confirm that the aircraft appears to be being adequately maintained and its condition justifies the ticks being put in all the right boxes of the ARR-1 airworthiness review form. In order to take advantage of this arrangement, the Permit revalidation application form has been updated for you to indicate that you want to follow this route. The revalidation application form (LAA/PTF-REVAL), the airworthiness review report form (LAA/ ARR-1) and check flight schedule (LAA/CFS-1) are submitted in the normal way, noting that a check flight needs to have been done since the last Permit revalidation, and the corresponding fee paid. TL 2.00 that describes the Permit revalidation process has been updated to reflect this optional route and should be referred to for full details. The shop will also be updated to enable these ‘part’ payments. LAA Engineering CTO: Jon Viner October 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
No spotlight on homebuilders
Dear Ed, I note with regret that again there was no Homebuilder’s Tent at the Popham Grass Roots Fly-in. Last year I was told it was because no marquee could be hired in time and there was a shortage of space for it at Popham. The time restraint cannot be the reason this year, and I am sure that space at Popham could be found, even if it meant downsizing to two of three aircraft projects. I, like many others, believe the Homebuilder Tent to be one of the most interesting exhibits at past rallies, enabling members and potential new members the opportunity of realising that you don’t need a big ‘S’ emblazoned on your shirt, nor wear your pants outside of your trousers, to be able to build your own aeroplane. The exhibits are an inspiration to some to start their own project, and that was, of course, the whole idea. When the Rally moved to Sywell in 2010, I said to the then editor (and one of the Rally organising team), Brian Hope, ‘great to have the rally back Brian but where is the Homebuilder tent?’ He replied, ‘Thanks for volunteering to organise it!’ I ran the Homebuilder tent from 2012 to 2021, and over time the tent increased from 12m x 36m to 12m x 48m. And each year it was packed with interesting exhibits. Maybe the eventual 12m x 48m tent would be difficult to afford and place at Popham, but I doubt that a 12m x 12m would be, and it would hold two or three exhibits, once again encouraging new builds, new members, and a great deal of interest. Once that interest is kindled, new builders will grow their probable limited experience with advice and encouragement from their LAA Inspector – and newfound friends – at their local airfields and Strut. Those new builders can then take advantage of the Association’s excellent day courses giving instruction on aircraft woodwork, metalwork, composites, fabric covering, electrical work, engine installation and an ever-growing range of subjects. To sum up, it is true to say that in my mind the LAA is all about homebuilding, and it verges on the criminal for it not to be displayed at the rally. Regards, Dudley Pattison. 8 | LIGHT AVIATION | October 2023
LAA Chairman Eryl Smith replies: Dudley is right to highlight the importance of both the homebuilder exhibits at past Rallies and the LAA instructional courses in providing the necessary skills and confidence to members to both build and maintain their aircraft. I am grateful for the significant contribution he personally made in organising these activities in the past. Popham has provided an interim solution as we endeavour to identify a commercially viable venue to return to a full scale rally. It has not been practical to showcase the full extent of homebuilding activities at the Grass Roots events, but I very much hope that with support this can feature prominently in a refreshed rally for 2024. In the meantime, through the coming winter, we will continue to expand and promote the range of instructional courses available to support the needs of members.
Mike Roberts’ design articles
Good afternoon, I don’t know how, but I appear to have missed Mike Roberts’ first four articles from the LAA mags in recent times. I’m enjoying part 5, ‘Evaluating your loads…’, and I was wondering if you have the first four articles in the series online, so that I can peruse them? Yours most gratefully, Simon Rolfe. Ed replies: Simon, I’m glad you’re enjoying Mike’s excellent occasional series of articles. You can find previous parts in March 2022, April 2022, August 2022, November 2022 and August 2023.
Your watch could be watching…
A few weeks ago, I had an engine failure on climb out at Halfpenny Green. I successfully landed the aircraft in a nearby field. Unfortunately, the nosewheel hit an unseen ridge and went AWOL. I kept the aircraft level with full back stick until the elevator ran out of sufficient authority and the aircraft pitched down and came to a very abrupt halt. I exited the aircraft at speed with some bumps, bruises and a lot of adrenaline. Then an event that surprised me… my phone rang! On answering, a voice said, something like, “This is
the Control Centre, have you been in a high impact accident?” I replied that I had been in a light aircraft crash but was alright. The caller responded that she was launching an ‘all services’ response. I must admit that my brain was not fully in gear as it had been bounced around a bit so I said something along the lines of, “You can’t. I don’t know where I am, other than I am in a field with cows in it.” The operator’s response was brilliant and reassuring. She said, “We know exactly where you are, your Apple watch/iPhone has given us your exact location and the emergency services are on their way.” As it happened, the very capable fire crew from Halfpenny Green used its local knowledge to find me first, but the paramedical team – and the other blue light services were only a few minutes behind them. I am reasonably up to date with technology, but I had no idea of the significance of the ability to detect severe impact events that is now built into Apple Watch. If the accident had happened in a remote area or I had been trapped or unconscious without being able to make a Mayday call this technology could have been lifesaving. On reflection I did wonder what protocols had been agreed between the ‘Control Centre’ and the aviation safety systems, such as Distress and Diversion on 121.5, and nearby airfields, which may also be responding to the incident. What is the effective range of the emergency facility and how dependent is it on a good signal? I don’t even know who and where the ‘Control Centre’ are. I think it would be a good idea if the LAA could investigate further and perhaps explain the system in a future magazine article. Peter Knight. P.S. The Apple watch also automatically sent a message to my wife to the effect that I had been involved in a ‘high impact’ event. That resulted in a slightly more tense discussion, but at least I managed to arrange a lift home!
Permit turnaround thanks
G-BGPD: Permit revalidation Thank you – and the Engineering Department – for turning this around so swiftly, Fiona, Regards, Philip Whiteman. G-IFDA: Permit revalidation Many thanks for the prompt service. I understand that you are all somewhat pressured, hence I am all the more grateful. Kind regards, Chris Callicott.
PDF Permit forms
Sir, With regard to John Edser’s letter in the latest
Letters edition of Light Aviation concerning the electronic filling in of permit forms, I thought it worth mentioning that you can also fill them in using Adobe Acrobat Reader, which is completely free to download. Regards, Ross MacLochness.
Leicester Airfield.
Return to Leicester?
Dear Ed, I would like to suggest Leicester as a site for a future LAA Rally. It has many advantages for a potential site. Firstly, it is situated centrally in the country, giving good access to everyone. There is ample aircraft parking on the airfield itself, and there is a large field adjacent to the airfield which could accommodate an exhibition area and all the camping and parking. Leicester city is nearby with plenty of hotels and facilities. The access roads would permit an easy one way system that would bypass the existing business and not impact on their operation. In LAA’s history, there have been successful Rallies held at Leicester – in 1979, 1980 and 1981. Regards, Pete Jeffcote. LAA Chairman Eryl Smith replies: Pete, many thanks for the suggestion. Many members will fondly remember Rallies at Leicester in the late 1970s and early 1980s before it moved to Cranfield as we outgrew the space and facilities at Leicester. As we develop our plans for 2024 we are considering our options and Leicester is on our list of locations to talk to.
Gyro Navigation
Thank you for the two-part article on Navigation by David Cockburn which I unfortunately read in reverse order. Part one made a clear distinction between Heading and Track, but part two started with the oft taught simplification of picking a distant object and keeping the nose on it. This works well when flying into and down wind, but results in a curved track flying with left or right cross wind. Indeed, this is why navigation textbooks taught us that we
needed to select an appropriate heading to achieve our desired track. This is also why we have the plog. Obviously in the short legs flown by most GA aircraft this is an insignificant quibble. However, gyroplanes and many microlights are flying very slowly and a 30° crab angle is not that unusual. It was touched on in part one, but for us it is important to work out our approximate crab angle and look along our track, rather than the heading. On the subject of gyroplanes, I think it would be helpful to raise another issue. We are generally low and slow which is safe provided with an engine failure we can glide clear. With a glide angle of about 45°, we therefore can’t fly over large forests, large conurbations and bodies of water. We are also ‘nice’, and don’t like to fly over villages, houses, or horses, due to potential noise disturbance. As a consequence, we rarely fly a straight line and regard the magenta line as an approximate guide only. In controlled airspace we have to give up being nice, but safety? When ATC route us over forests and towns what should we do? The articles have also made me think about what I would do if the satnav pings off? I have two in my aircraft and my phone is a potential third – and I have a paper map– so I hope I am safe, but could I continue my route as only my primary one has it programmed in? I’m less sure. Perhaps David could give us some advice on what we should have written down as a backup. My plogs often have grid coordinates which are useless when reverting to a paper map in an open cockpit. Thank you for producing a great magazine. Lawrence Spiller.
I fell foul of that this year, which is where the change came to light. So another reason to extend it to two months! In any case, members should be warned to make sure they don’t send in their paperwork more than a month early, otherwise their permit renewal date will move a month earlier! Cheers, Nigel Hitchman. LAA Engineering CTO Jon Viner replies: There’s not much to add beyond Simon Tilling’s reply in the August 2023 issue of LA. We will however be looking at updating the advice in TL 2.00 to note the timeframes regarding preserving the expiry day.
Androids get hot too…
Hi Ed It’s not just iPads that get hot! Android tablets also fail-safe at higher summer temperatures, especially if running something demanding such as EasyVFR (SkyDemon seems better written, placing lighter demands on a processor). Years ago, my cooling plan involved simply drilling a standard two-inch hole in the panel, mounting a radial fan (much quieter) motor behind it (two for £5 on eBay), then velcroed the phone holder to the front of the panel over the hole. This velcro tape gives airspace and directs the flow – the ‘rubber magnet’ round the motor stator can’t pick up a paper-clip at 1cm. Regards, Tom Booth.
Permit renewal lead times
Hi Ed, Just catching up on reading during my flight and saw Russ Pinder’s letter asking why we don’t have the two month allowance the same as BMAA, rather than the one month period currently allowed for LAA. Simon’s answer explains that you can also do your inspection up to a month earlier and then submit the paperwork within a month of your expiry date and retain your original expiry date. This does give a little more leeway, but I still don’t see why we don’t strive to have the same two month period like BMAA – surely there are no negatives! It should also be noted that there is a trap for the unwary which seems to have been introduced some years ago when the CAA’s system became computerised. Now if you submit your Permit renewal say three days earlier than a month before the renewal date, you lose that month, whereas in the old days you would have been given a month from your new renewal date.
Stephan van der Burg after his successful skills test.
Armstrong-Isaacs bursary update Hi Penny, As promised, here is my update to the Light Aircraft Association on the progress of my PPL course. Things have been moving quickly the last few months, and I am glad to say I passed my skills test yesterday! The generous LAA bursary has been very helpful in achieving this, as it funded the navigation part of my training all the way up to my Qualifying Cross Country (QXC) flight. Many thanks again, Stephan van der Burg.
October 2023 | LIGHT AVIATION | 9
Straight and Level Updates from LAA HQ Thank you! Simon Tilling CEO
F
irstly, I would like to say a massive ‘thank you!’ to the many people who came together to make the recent Grass Roots Fly-In at Popham such a successful event. It takes a lot of work to make it all happen – and we certainly had some great volunteers helping us! A big ‘thanks’ also to the 600-plus people who responded to our survey, which has given us some great data to incorporate into our 2024 planning. It was fantastic to meet so many of you and I really appreciated that lots of you took the time to give me considered feedback on the areas that are working well, as well as the areas where we need to improve. The Q&A sessions each day were lively and numerous great points were raised. My task now is to take all of that feedback onboard and develop the plans for the LAA in 2024 – and beyond. We will also have another opportunity to discuss the future at the CEO’s Q&A session, following directly on from the AGM at Old Warden in October. Some months ago I wrote to you all about Permit revalidations, and committed to a turn around time of seven calendar days for a ‘right first time’ application. We were not at that level of performance at that point, but I am happy to say we are now recovering our performance and are close to our target of seven days. You can see from the graph that this has been achieved in
Joy and camaraderie Eryl Smith Chairman
A
s always, summer appears to come and go too quickly. Flying days rapidly reduce and thoughts begin to turn to those jobs best left to the winter months. As I reflect on the flying season it is clear that getting together to share in our passion for all things aviation remains at the heart of what many members enjoy most. Whether that is Strut and Club events, informal fly-outs/ins or the Grass Roots Fly-In, there is no mistaking the joy and camaraderie that pervades such occasions. Like Simon, I am grateful for the feedback and the constructive suggestions we have received on prospective venues, format and the offers of help. It is clear that we have the support of members and exhibitors to re-establish a full Rally – it only remains to secure a suitable and financially viable venue. It has been six months since Simon took the helm as CEO. There are no shortage of issues to address, as well as
10 | LIGHT AVIATION | October 2023
our busiest month of the year for Permits. Our target now is to maintain this seven-day turn around throughout the year, and we will give an update on this every month. Next month I will be reporting on the Mods and Repairs and will be adding charts to track that performance as well. In the News pages you can read that we have introduced the ability for you to move your Permit Revalidation to the month of your choice, therefore allowing you to carry out your revalidation at a time that suits. I don’t envisage everyone will want to move, but based on the feedback I have received so far, I believe this will be a welcome opportunity for a number of you. With the days drawing in there is still some great flying weather to be had, so enjoy what’s left of the season and the lighter evenings, while they last! Happy flying! ■
improvements to service to be made, which I am sure many members would wish to see happen sooner. With such a large agenda I have likened the challenge to stabilising the ship before we can move forward. Permit renewals is just one example where improvement has been required and, as Simon reports above, progress is being made. I know that he is focused with the team on delivering improvement, reporting progress and providing transparency on our performance. The AGM provides members with the opportunity to scrutinise the performance of the Association and the Board. This year the AGM and our annual service awards presentations are being held at Old Warden. I hope that as many members as possible will take the opportunity to attend in person and take advantage of visiting both the gardens and the museum exhibits as well as attending the AGM. For those who can’t, there will be an online facility to follow proceedings and participate in the post-AGM Q&A Forum. Full details of the day appear elsewhere in the magazine and all the relevant documents are published on the LAA website. I, fellow Board members and Simon, look forward to welcoming you to the AGM. I hope that you will join us in person or online to have your say. ■
Obituaries
Obituaries
Iain Gibson 1954 – 2023
Iain was smitten by aircraft and aviation almost as soon as he could walk. While his two younger brothers, Donald and Alistair, would be out playing, Iain preferred his aircraft magazines and books. From his early teens he would cycle from the Royal High School out to Turnhouse Airport, Edinburgh, most afternoons, then after his tea he would be back with his books or down to the cellar printing off the Scottish Air News newsletter, cranking the handle of the rotary press. Iain’s special interest at the time was business jets. Work came along and he had a happy and productive time with Hertz in Edinburgh, then at Marble Arch, when he lived in London for many years. Iain was known to stay on after hours to help those in trouble. One time when in London, he heard from a customer, lost and stranded in the dark in the middle of the Highlands, and much to the customer’s surprise Iain figured out exactly where he was, guided him to a nearby hotel and arranged a recovery. All for no reward, but because he was a decent guy. He travelled widely in Europe. Sometimes with Hertz, (he told
Trevor Bailey 1955 – 2023
Trevor was a high flyer, both in his professional life in finance and, in retirement, as an aviation enthusiast. Flying was his passion, he had shares in several aircraft, and was trusted to
me once of a special delivery to Paris with many incidents on the way), but also with friends. In 1975 Iain and three other enthusiasts set off on a two-week, 3,500 mile ‘Spotting’ tour of the Continent in a Hillman Avenger (five countries culminating in the Paris Airshow), and camping all the way. This may or may not have been the time one of the group had a telescope under his jacket, which the local gendarmes thought was a gun… and they were not amused. Flying was still his thing and, while living down south, he gained his PPL in three weeks in the 1990s in Jersey, followed by a tailwheel conversion course. For several years he flew a Druine Condor and Alistair Ness believes he brought it up to Strathallan one year. Cliff Sime knew Iain for 40 years and talks about flights with him in Scotland and, remarkably, Phoenix Arizona. His brother, Donald, said that while Iain’s driving did not inspire confidence, he was always comfortable flying with him. However, he recalled one time when they were heading to Prestwick and were warned of a dangerous squall approaching and told to land asap. Iain managed a 45° crosswind landing comfortably… but Donald still needed a stiff drink after that! Come his mid-50s and Iain was back in Edinburgh where he took up a share in Jodel G-BKCW, but when Charlie Whiskey had a heavy landing it needed expensive repairs. He had a secure job at the time but the company was forced to slim down and Iain was made redundant. It’s a bad age to be unemployed and a disappointing few years lay ahead. With a reduced income his share in the Jodel had to go, and his PPL lapsed. However, he still visited airfields with his many friends and was able to add to his huge catalogue of aircraft photos. He beavered away heroically as East of Scotland Strut Co-ordinator and was usually first to set up and last to leave whenever we had our Fly-Ins. In 2017 the Royal Aero Club awarded Iain its Certificate of Appreciation in recognition of his outstanding efforts. His ashes have yet to be returned to Scotland but when they are, brothers Donald and Alistair will decide on where and when a memorial service will take place. Iain’s many friends will then be able to wish him a fond farewell. Andrew MacLeod
fly many others owned by his friends. Trevor flew my SE5a as part of the Great War Display Team and I always looked forward to the display days. I would make sure the aircraft was fuelled up, oiled up, and generally looking smart to perform in front of the crowds. Trevor would always arrive with a smile on his face, well prepared for the flight to the venue and eager to meet up with the rest of the team. With his walk around and checks done, it was ‘thumbs up’, chocks away and he was off. I knew that my SE was in safe hands with ‘Mr T’ at the controls – Trevor was an excellent pilot. With his wife Kate, he was often away on some adventure holiday, kayaking in Portugal, down in the Antarctic, cycling up in the Orkneys – they were always on the go, living life to the full and enjoying the company of so many good friends they had made in the process. Trevor’s life in aviation covered a wide area, from his involvement with Air Atlantique at Coventry and Newquay, widely across the UK air display scene, and locally his flying activities at Staverton – Gloucestershire Airport. As one of life’s very special souls, he will be sorely missed. You were one of the best Mr T! We send our sincere condolences to Kate, and his children and grandchildren. Mike Waldron
October 2023 | LIGHT AVIATION | 11
AGM 2023
The 2023 AGM of the LAA LTD Midday: Sunday 15 October. The Discovery Hub, Old Warden Aerodrome, Biggleswade, SG18 9EP
T
he LAA AGM will this year be held at Old Warden Aerodrome, Bedfordshire. There will be an additional hybrid capability allowing members to join online to follow the proceedings and participate in the CEO Q&A session.
If your email is registered with us, you will receive an email containing details of how to join the event online. If this is not received seven days ahead of the AGM, please contact office@laa.uk.com in the week before the AGM. Please log in before 1145 to avoid a delayed start.
Flying In
Any members wishing to fly in to the AGM will be welcome to do so. Old Warden has agreed to waive the landing fee for LAA members flying in to attend the AGM. Please PPR with Old Warden Aerodrome. See its website for further details oldwardenaerodrome.co.uk. LAA members may also view the collection and enter the gardens at a concessionary rate of £14 instead of £15.50.
The programme for the day will be:
AGM agenda ● Apologies for Absence ● Minutes of the 2022 AGM for approval ● Chairman’s Report ● Treasurer’s Report and Adoption of 2022 Statutory Accounts ● Election of Just Audit and Assurance Ltd., as Auditors of the Company
● Election Company Director ● For election: Charlotte Dadswell (unopposed)
1100 Tea / coffee 1130 Welcome from Eryl Smith, Chairman of the LAA. 1135 Presentation of LAA Service Awards and LAA Fly-In Awards 1200 AGM 1300 CEO Overview and Members Forum. An opportunity for members to discuss issues and ideas with the CEO & Board. 1400 Thanks, and closure of the meeting.
NB: There is one nomination for the single Director vacancy. Under the Articles of the Association the nominee is elected unopposed.
Refreshments will be available in The Discovery Hub before the start of the meeting. The adjacent Old Warden Café is available for a selection of hot and cold food.
Voting
AGM documentation
The Minutes from the 2022 AGM, the Annual Report, the 2022 accounts, the Treasurer’s Report, the Chairman’s Report as well as the agenda, are now available on the LAA website (www.laa.uk.com).
To vote at the AGM you must be a beneficial shareholder of the LAA – unless you have specifically opted out, you will be a beneficial shareholder by default if you are a current member. Only those beneficial shareholders whose names appear on the register at 1400 on 13 October 2023 shall be entitled to vote at the meeting.
How to vote
To avoid the difficulties experienced with virtual voting last year, voting for the 2023 AGM will be available either:
● At the meeting, in person. ● Using the proxy form that came on the reverse of the address
sheet of this issue of Light Aviation. Or by downloading the form from the LAA website (see AGM tab).
You can only vote once, if you vote by proxy but then elect to attend the meeting, you may not vote in person. Left Members gather for last year’s LAA AGM held at Turweston. 12 | LIGHT AVIATION | October 2023
AGM 2023 Right This year’s event will take place in the Shuttleworth Discovery Hub building at Old Warden Below LAA members may fly in to attend the AGM - please PPR with Old Warden Aerodrome should you wish to do this.
Proxy Voting. David Mole, LAA Company Secretary. You may only appoint one proxy. In the case of joint holdings, the vote of the senior beneficial shareholder who tenders a vote shall be accepted to the exclusion of the vote of the other beneficial shareholder. For this purpose, seniority shall be determined by the order in which names stand in the register of beneficial shareholders. If this form is returned without any indication as to how the Chairman shall vote, he may exercise his discretion as to how he votes, or whether he abstains from voting. The proxy form must be signed and must show a membership number. ‘Signed’ must mean signed by hand and not signed electronically, bearing in mind that all proxy forms will be checked at the LAA office. We will accept an emailed legible scan of a properly signed and numbered proxy form. However, it has been noticed that scans emailed at low resolution can be almost illegible when they are received in the LAA office, so the wisest course may be to post the paper form. Notes on how to fill in the Proxy voting form can also be found on the LAA website under the AGM tab Your proxy form must be received at HQ not later than 12 October 2023. ■
NOMINATION FOR LAA DIRECTORSHIP Charlotte Dadswell I learned to fly at Goodwood Flying School in West Sussex in 2005 with the intention of flying for fun. Eighteen years later I am now the CFI, Head of Training, and CAA Accountable Manager! I obtained my CPL in 2010 solely with the purpose of instructing and went straight on to the FI Course at Goodwood. I have been teaching ever since, working at four different training organisations, ending up back at Goodwood Flying School in 2015, complete with a range of experience of different aircraft types and training environments. I have clocked up more than 3,500 hours, all SEP, and my main interest is in vintage tailwheel aircraft. I did all my CPL hour building on a tailwheel Permit aircraft, which raised a few eyebrows among my airline-bound classmates during CPL training! It was at this point that I first joined the then PFA, shortly before the change to LAA, and have been a member ever since. My father owned a couple of Permit aircraft in the past, so my awareness of the Association goes back as far as I can remember. My fiancé and I own an Aeronca Chief, Oscar, which we had fully restored a few years ago and we enjoy taking the aircraft to fly-ins and meeting up with friends. We are fortunate to have a farm strip at home which saves on hangarage costs, so this really is ‘low cost flying’ – and lots of fun! Outside of flying, I graduated from Imperial College, London with an MSci degree in chemistry with conservation science, prior to obtaining my PPL, and heading off into the world of aviation. I am a Partner with my father in running our farm, for which I do most of the office work and book-keeping. As Director of the LAA I hope to be able to bring a different aviation background and experience to some of my colleagues, and make a valuable contribution to the future development of the Association, as well as being an aviator who very much appreciates the rich history of our hobby. This is a very exciting prospect for me and I can’t wait to get involved! Please do come and talk to me if you see me out and about with the Chief. October 2023 | LIGHT AVIATION | 13
Inspiring members to take on their own aircraft build or restoration project Compiled by Mike Slaughter
Project News O ut of the blue, member Jon Smith got in touch with an update on his Auster restoration project that had lain unused for a good while in the back of a hangar. The task was to bring her back to flight status and migrate her onto the LAA register from a C of A. Resulting in a nice looking classic – and another aircraft – moved out of the shadows and back into the daylight and sky where she belongs. This aircraft’s particular claim to fame is that she is the very last Auster built, so she definitely deserves to be flying. I managed to catch up with Jim Copeman for an update on the Klemm project that he and Tony Palmer have been restoring. The aircraft had been awaiting restoration for 85 years, yes, 85… There is a sad picture of it rotting in a garden behind a greenhouse in 1979 – and it hadn’t flown for 40 years at that point.
Geoff Litton has sent Project News an update on his rather good looking Renegade Spirit project. While technically a restoration, in reality it’s a 80% plans or scratch built project, a lot of work and looking good for the effort. In New Projects, one caught my eye – a Thorp T-18, which is only the fourth on the UK register. The type is a plans-built, all metal two-seater design from the 1960s. I looked at it and immediately thought it’s reminiscent of a Van’s RV, and according to G-INFO there is one PFA built example and three imports including this one. Interesting! 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-AXBF (s/n 3691) Beagle Auster D5 Series 180 By Jon Smith
O
n a cold February day this year my wife Carole-Ann and I became the proud new custodians of Beagle-Auster D5/180 Husky, G-AXBF. I have always had a soft spot for Austers, but in particular the Husky, having previously flown one for glider towing for several years. The Husky is a rare breed, with only seven in the UK, of which five are in
14 | LIGHT AVIATION | October 2023
Below left The deal done, on a very cold February day! Below right Permit work in progress.
airworthy condition. They all seem to be well and truly spoken for too! The only one I did not know the whereabouts of was ’XBF… she seemed to have disappeared. She had spent the first 15 years of life in Austria and was fortunately repatriated home in the mid-1980s by Chris Barnes (thanks Chris!). Eventually my enquiries found her languishing in a hangar at Southend where she had not flown for 14 years because the latest previous owner had
Project News
not had the time to keep her going. He was prepared to sell, so a deal was done. Fortunately, it had been well stored and inhibited and was in good order throughout. Interestingly ’XBF (formerly OE-DEW), constructed in 1969, production number 3691, was the final Husky to be built and as the Husky was the last of the Auster marks to be produced, this aircraft is the final one of the Auster line ever to be built. The ‘last Auster’! I spent a few months running up and down to Southend from Lincolnshire with tools and parts, giving her a really good service and replacing a few things such as a perished tyre, new battery etc, just expected consumables really. The generator had been reported as not charging, but I guess the magnets had lost their polarity during the long lay off as flashing the positive battery terminal to the ‘gen’ connection on the regulator promptly restored normal service (I found that tip on a vintage tractor YouTube channel!). I was fortunate to engage David Todd for the Permit Renewal inspection, who has worked extensively on Austers throughout his life, and had also previously inspected XBF many years prior so knew the aircraft. The paperwork trail to migrate onto the LAA took a while, as
Above top After the flight home. Above left Back home in Yorkshire with Carole-Ann. Above right Post-ferry flight check over.
expected, but fortunately was a path previously trodden by the other examples of type. Thanks to Jon Viner and all the Engineering team for progressing my application throughout the various stages. On 7 June I conducted the Permit to Fly test flying, and ’XBF once again took to the skies! She performed flawlessly with no snags. On 13 July I received the full Permit to Fly, and on 25 July I ferried ’XBF to her new home in Yorkshire. My friend Mal Gibson took me to Southend in his Europa and, despite a showery forecast, we had a lovely flight back home in loose formation. During that 1.5 hour flight I had plenty of time to reflect on what a wonderful aircraft it is and how privileged we are to be her custodians! My thanks to Chris Barnes – the first UK owner, David my Inspector, Ron Neal – former Auster / Beagle employee and the most wonderful fount of knowledge of all-things-Auster, Terry Dann for previous expert engineering work on ’XBF many years ago and for sending me a huge quantity of superb photos, Mal for taking me to Southend at very short notice, and most of all, huge thanks, appreciation and love to my wife Carole-Ann for agreeing to come along on this journey with me! October 2023 | LIGHT AVIATION | 15
Project News
G-ACXE (s/n 21 or PFA 846-13177) British Klemm L25c Project update via Jim Copeman
W
e have seen this project a couple of times in Light Aviation, once in Project News, May 2020 and then in a larger dedicated article in the December 2021 edition. Of the 28 British Klemm L25c Swallows built, Xray Echo is the only surviving example and has been a restoration project essentially since 1939, five years after her original manufacture. She spent the following 40 years in limbo changing ownership and storage location, picking up damage and decay along the way. Saved from total loss in a garden by John Wakeford in 1980, Jim, along with Tony Palmer, are the current team bringing her back to life at Tony’s farm in East Sussex. In the 2021 update, we saw the aircraft painted and fully rigged. Jim reported that they had just managed the first engine run of the tiny Pobjoy, perhaps I should say compact and not ‘tiny’, as it is the physical size of this engine that is small and not its power output. The little 7-cylinder radial develops a similar power output to the much used Rotax 912 UL – I can only imagine how nice one would look on the front of a Kitfox / Avid, Eurofox etc. It would seem that oil is a topic that comes up when discussing the Pobjoy engines as ‘they all leak a little’, Jim says their example, not the aircraft’s original motor, has plenty of room for improvement in the leak department. Leaks aside, there were oil problems with the engine producing good pressure, then virtually none, and back to good again. Jim said, following much investigation, there is a specific failure mode unwittingly designed into the oil pump and he has documented a remedy for this. Speaking of documentation, Jim has carefully recorded all of the steps in rebuilding the Pobjoy for those who follow on after. So, the significant news since the last update is that Xray Echo has flown, she recently received her test Permit and the opportunities to get on with the test flying have largely been a victim of what we laughingly called ‘summer’ in July. Jim states that she’s a big bird with a 42ft wingspan, a six foot chord, and combined with a relatively small tail and an unknown crosswind ability, they’ve been looking for gentle evening breezes down the runway. She seems to land at 25-30mph, loves to float and is flying better than they could have hoped.
16 | LIGHT AVIATION | October 2023
The airframe picture in Bagshot 1979 before rescue.
I don’t think ‘beautiful’ is too strong a word, do you?
Above First flight after 84 years. Below A truly beautiful restoration.
Jim has read of one Swallow soaring for 40 minutes over Dunstable, engine off, it is suggested that the engine will self-start with her large seven-foot prop just windmilling and the mags switched back on. He and Tony have decided they’ll not be testing that in flight! All large projects seem to have a beginning and a middle, and so it is with most aircraft, the to do list seems never ending. They still have the remainder of the test flights to complete, a list of tweaks and improvements and hopefully a full Permit to Fly to apply for – so plenty to be getting on with. Jim promises that once the aircraft has her full permit he’ll pen a final update to her long story. If you should look on the internet and find another British Klemm already flying then that is a mark two, if you will, a slightly different model with less curves and more straight lines, which the British licensee of the original German design introduced to simplify construction. This design adulteration probably led to the falling out of the two parties and the revocation of the UK licence agreement. It’s still worth a look, search for ‘Klemm Pobjoy’ on YouTube, maybe Jim or Tony will also have posted something by the time you look…
Project News
G-LITN (PFA 188-13193) Renegade Spirit UK Built by Geoff Litton
G
eoff Litton has been in touch with an update on his Renegade Spirit bi-plane. The Renegade is a Canadian design from the 1980s, a product of Murphy Aircraft, which is possibly better known in LAA circles for the Rebel and derivative bush planes. The Renegade was a bit of a revolution in the very late 1980s, because the Microlight scene here in the UK at that time was limited to 390 kg mauw and aircraft were fairly rudimentary, for example the original Thruster, then along came the Renegade. What did that do for the microlight movement? Well, with a bit of ingenuity and a Rotax 582 65hp 2-stroke, it was able to be perhaps the ‘sexiest’ microlight of its era. Originally designed more as an ultralight fitting into a slightly weightier bracket, the success for the 2-stroke version was quickly followed by a ‘Light Aircraft’ four-stroker, using the then very new Rotax 912 80hp motor. Technically all UK kits were Renegade Spirit types, the bigger engine version could never be a microlight at that time. So the type back in the day was available predominantly as a quick build kit or plans only. By today’s standards the term ‘quick build’ would be laughable, there is a lot of building in a Renegade. So Geoff’s aircraft is technically a restoration or complete rebuild project and apart from the fuselage, which when acquired needed a fair bit of repair, the rest of the aircraft has been rebuilt from scratch using original plans. Murphy has drifted in and out of existence since the turn of the millennium and parts have consequently been ‘challenging’ to acquire and so Geoff has had to make everything from first principles using sheet and tube stock. The four wings have been the bulk of the work, the rear spars are foldable from 12ft x 4ft sheets of 2024 aluminium and the main spars seem to be North
Above top left and right American ladder sides. These are 3½in x 1½in 6061 All ready for the first aluminium, while in Europe our ladders seem to be more engine run. slender with sides of 3in x 1in. Geoff has had to make all of the ribs by hand from sheet aluminium formed over Above After her first wooden templates, fortunately they are all the same size successful taxi run. and shape. The engine is a standard, although certified, Rotax 912 repurposed from a Sky Arrow, and a number of parts have had to be specialist manufactured. Geoff has taught himself the sticky-fingered skill of glassfibre mould making to copy loaned parts and has had to make wingtips, spats and fairings. Faux leather work has been farmed out to make seat cushions and cockpit trimmings. I think the aircraft looks great and Geoff reports that he has recently performed that all important first engine run and shortly after those early taxi trials. It looks like an aircraft and moves like one on the ground… but there is still a way to go before that first flight. ■
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 Aeroprakt A32 Vixxen (LAA 411-15881) 10/8/2023 Mr M Spiers, Stapeley, Cheshire. CW5 7JL n Thatcher CX4 (LAA 357-15882) 23/8/2023
Mr S Teasdale, British High Commission, BFPO 5439, London. BF1 9BY n Bucker BU133C (s/n 33) 14/8/2023 Name & Address held by LAA Engineering
n G-AAVJ DH60GM Gipsy Moth (s/n 157) 24/8/2023 Name & Address held by LAA Engineering
n G-CMGA Thorp T-18 (s/n 9122) 14/8/2023 Name & Address held by LAA Engineering
October 2023 | LIGHT AVIATION | 17
Flight Test
Love for a
Luscombe
Restored by a love-struck owner to pristine condition, Clive Davidson enjoys the very usable vintage charm of one particular Luscombe 8F… Photos Neil Wilson
18 | LIGHT AVIATION | October 2023
Flight Test
A
disastrous moment is often imprinted in the brain, which returns unwanted with stinging vigour, again and again. But after the sting starts to fade, an energised metamorphosis can occasionally soothe the troubled mind. Such has been the case for this Luscombe and its owner, Paul Isherwood, after a gust of wind put it on its back in May 2019. But, with the applied talents of a team of specialists this Model 8F has been revived, literally reincarnated, to take to the air again. Even though the cockpit placard states – in red upper case lettering – that this aircraft is ‘not certified to an international requirement’; it is obvious to the most critical eye that this rejuvenation has the sheer beauty of showroom polished appeal with exemplary detailing. Bright sunlight is a bonus when viewing a newly painted aircraft, and without hesitation I thought G-LUSI, aka Lucy’s colour scheme, was absolutely stunning. Its base is a dark plum maroon with cream cheat lines sweeping from the nose to tail, on the wings’ leading edges, and also decorating the spats. Closer inspection reveals a contrasting blue trim line between the two main colours, adding artistic flare. The cowling intakes are highlighted with chromed trim, and the Hercules propeller matches the scheme. Ducking behind the single strut and down under the wing is a door with more themed colours. On opening the door, the seats have cream leather upholstery with maroon piping detailing, the pressed steel instrument panel is cream, the doors and the rest of the interior is also cream, and the carpeting is a subtle, light beige. Seated, there is ample shoulder width and headroom. Looking up there is a curved edged sunroof, and centrally placed behind the front spar is the T handled flap lever. Unlock by twisting, then pass through the intermediate stage of 15° to fully down for drag with 30° of deflection. Time to do an external check… and don’t hit the flaps with your head as you exit. G-LUSI is a Luscombe Silvaire, an 8F making it the last of a series which was first conceived and produced in the late 1930s. Some 5,867 have since flown with an estimated 1,600 still flying in the US alone. The first concept Silvaire had just 50hp, but the production aircraft was given 65hp. Its max take-off weight was 1,260lb and its take-off ground roll was 1,050ft with another 900ft to clear a 50ft / 15 m obstacle. All the early Mks had their October 2023 | LIGHT AVIATION | 19
Neil Randall
Flight Test
Above Getting airborne with one stage of flap.
wings aft of the metal main spar, were covered in fabric and had no flaps. Each had two main struts and a jury strut as well. Upgrades in power led to the C85 as well. ’Sierra India has a full metal wing and flaps with one main wing strut. She has a Silflex landing gear which allows each wheel to travel up and down independently of the other by having a central pivot from the left arm to depress the right arm. Prior to this arrangement there were diagonal steel wires from the inside of the legs crossing symmetrically on the inside to the top of the opposite leg, making for rigidity. This could result, in time by the system, being overstretched and coming adrift. Some models had rounded tail control surfaces rather than straight edges and some had the choice of an ‘observer’ window in the lower half of the two doors. All models have sticks, rather than yokes. The 8F’s maximum take-off weight is 1,400lb and has a Continental 0-200 of 100hp, replacing the later standard of a C-90. G-LUSI has an all metal structure and the Luscombe was the first light aircraft to cowl its engine completely, it has a rounded fuselage and wings with a generous span of 35ft, and a wing area of 140 square feet. The fuel quantity may be checked using a ladder to dip both tanks to confirm what the gauges in the inner wing roots indicate. The fuel caps have forward vent tubes mimicking
“The 8F’s maximum take-off weight
is 1,400lb and has a Continental 0-200 of 100hp, replacing the later standard of a C-90…” 20 | LIGHT AVIATION | October 2023
the shape of the pitot on the left wing. Fuel may be drained from the lower nose mounted gascolator and the oil level checked by lifting the right-hand cowl door. As the spats cover most of the wheel and tyre, a little movement may be needed to look at tyre creep marks. However, it’s easy enough to pull Lucy forward to check that all is well. The brake cables are briefly exposed on the lowest point, inner side of the undercarriage legs, and worthy of ensuring each is the same length. Luscombes have a reputation for needing accurate footwork, and that is not just in the air. The tailwheel setup has to be right for correct action and the avoidance of shimmy. I like to push the tail to one side to check the break-out force.
In the cockpit
Inside the cabin, the instruments punctuate the cream panel with a sharp crispness. The top row of three instruments, from left to right, are the turn and slip, a clock and the rpm gauge. The four below are the ASI, VSI, a combined oil temp and pressure gauge, and an altimeter. There are two further smaller dials above the right-hand glove box, the ammeter and cylinder temperature in degrees Celsius x 100. The rpm gauge shows an impressive 2,636.07 hours of operation – the current engine was stripped, inspected and rebuilt. The ASI coloured bands, showing white for the flaps, use from 43 to a limiting speed of 90mph. The lowest green arc rises from 48mph to a Vno of 115mph, the yellow caution range (rough air) extends to the red Vne marker at 145mph. But we do not need to go that fast… The left-hand side has a Trig radio and transponder, and the few circuit breakers are beneath. The centrally placed throttle has the primer directly above. To the left is a small black panel that brings together a key magneto switch, the carb heat, a red-topped mixture lever and a
starter button. The starter engaged light is with the CBs along with two similar-sized ones for battery fault and alternator. A compass is mounted high, central and at a point furthest from the cockpit diagonal metal bracing bars. The sticks are much like some helicopter control columns, in that they are curved, and I like their leather gaiters preventing anything from being dropped into the innards of the system. The rubbers on the rudder pedals are brand spanking new without a hint of wear and so too are the heel brakes, but these are just for P1, on the left-hand side. Behind the seats is the flapped luggage area that may well hold 75lb. Presently it holds two unused plastic oil bottles… It wouldn’t surprise me if this soon gets filled with all resident manner of equipment for ‘just in case moments’. There is already a small fire extinguisher behind the right seat. Raising your head from the details of the interior, the exterior view ahead is better than for many other aircraft with the conventional tail low undercarriage. I can actually see over the nose, although I have to dip my head down to see out through the door windows. The windows may be unlatched for the lower part to swing outwards providing some welcome cooling. There is a further fixed plexiglass window aft of each door, and along with the skylight gives a bright cockpit despite its high wing. I have missed something… just where is the trimmer?
Above Post-restoration fit and finish is beautifully crisp.
Above Sumptuous interior trim, themed to Lucy's colour scheme. October 2023 | LIGHT AVIATION | 21
Flight Test
Above Lucy’s paint scheme is a vivid contrast with the green summer landscape.
Starting
Three squirts of prime if cold, just one if warm, turn the mags to both and push the starter switch. Oil pressure rises almost immediately. For the run-up once the engine is warm, the power is raised to 1,700rpm, the max mag drop being 150, but not more than 75 between them, carb heat, oil pressure between 25-48psi and idle at 550rpm. Taxying without brakes is fine in open areas, but the heel brakes supplementing the rudder deflections and power producing slipstream over the rudder are obviously safer. She does tend to roll easily on the ‘hard’, being in the right seat without brakes – I preferred the grass. Paul is the handling pilot for take-off as his left-hand seat has the one set of brakes. A short but very pertinent pre-take-off brief means we are prepared, should we encounter an engine failure after take off, then the tail wheel is straightened by rolling forward. Power is slowly applied at the helm and we start our roll. There is little wind to concern us, and the tail is kept on the ground as the anticipated right rudder is squeezed to counter the
“At the top of the short climb the
temps are fine. The indicated speed rises to 105mph at 2,275/2,300rpm and we are burning 21 litres per hr ” 22 | LIGHT AVIATION | October 2023
clockwise pull of the prop. The ASI comes alive, and after a second or two pause, the stick is eased forward slightly and our already good view ahead of the runway and horizon improves with our new attitude. All goes light as she flies herself off around 50mph. We accelerate further in ground effect, before pitching to climb away at 70mph. Book figures quote an optimistic initial 900fpm (best angle is at 60mph). Paul hands me control at 200ft and it is already trimmed out. At the top of the short climb the temperatures are fine and Lucy shows her vitesse. The indicated speed rises to 105mph at 2,275/2,300rpm (max continuous) and we are burning 21 litres per hour. A coarser propeller may give a higher figure, but would likely detract from the climb performance. Recently Paul followed another Silvaire with a C-90 on climb out and it appeared to have a very similar performance. The post-rebuild flight test climb of five minutes gave an average of 560fpm, but of course the initial first minute is always significantly better than the fifth. The combined capacity of the tanks amounts to 90 litres, and there is a cockpit placard warning not to have both tanks selected ‘on’. The reasoning being that the left tank feeds to the carburettor first and when, after a reasonable time lapse when fuel has been used, the right tank may be selected to fill the ullage (volume gap) of the left tank. I read on a forum of a character who claimed he had no problem at all operating with both tanks selected. It’s quite probable that he hadn’t noticed his higher fuel consumption either… The wing tank indicators are notoriously inaccurate below the half indication.
Flight Test Right Large doors, one each side, make for easy access. Right middle Large windows and a skylight make for a bright cockpit, despite the high wing. Right bottom The T-handle for the flaps – twist to unlock, before selection.
Remembering the old airmanship ruling to plan having 30 minutes of fuel reserve at our destination, then we could fly for just a smidgen under four hours, giving us a theoretical straight line, nil wind range of 365nm. Four hours is a long time to sit still, and anyway a few stops means more chances to dip the tanks to double check.
Handling
The harmony of the controls is rather pleasant and requires pressures similar to the Cub, Aeronca and Auster. It doesn’t mean their rate of response is the same, just without effort to apply. Vno is 115mph for full control deflection in calm conditions, and we had 105. The rate of roll was judged from and to 60° to the left to and then to the right, using the cockpit windshield struts as a visual cue aligned with the horizon. Rolling left took a couple of seconds with full deflection and balanced with rudder, and a similar time to the right. Not dazzling, but simple to anticipate, as you would easily be attuned to the airframe. The frise ailerons have equal up and down displacement which is slightly odd as this does not really address her adverse aileron drag, and this is certainly present. Actually, should the stick be gently eased in one direction then any swing away from the turn doesn’t have the nose shying away to any great degree. But, and there has to be a but, again hold the rudder steady in neutral and swing the stick fully to its limiting stops in either direction, then the nose will laugh and go in the opposite direction. And, if you want to make an unfair point, quickly reverse the stick throw and nobody could possibly be in doubt as to the quality of the setup as the nose swings all over the sky ahead. Play fair with the Luscombe, be gentle, and use your feet and rudder to balance her – and she is so sweet. The ailerons work right through the speed range, right down to the wafting, gentle wings level stall. During which the ASI will show a fluctuating 40(ish) mph and a 700fpm descent, the occasional rudder prod will keep those long wings level during this exercise. Stick forward unstalls her promptly. Great fun! Stability in pitch is good, which you would hope for in a high-wing aircraft designed to spend its time in crosscountry wanderings. The deliberate induced nose displaced cycles die out as she searches for the trimmed speed, whether started either nose high or low, she does this within the statutory three cycles. All is well there, but I am reminded of that earlier question, where is the trimmer? I did eventually find it when I was looking around the cockpit, but it was a challenge to the uninitiated. It hides on the cockpit floor, between the two seats, and I found it a little awkward to use. It has a small winding handle and it is very low-geared, taking many rotations for such little, tiny effect. Wind, turn, crank, crank, wind, spin… it’s almost like it’s not connected to anything. But eventually I get a feel for what’s going on. Cross the controls and the Luscombe slips nicely. Release them and it pops out smoothly – perfect for a side slipping approach should you need one. Of course, Lucy October 2023 | LIGHT AVIATION | 23
Flight Test The Luscombe’s clean lines are evident in cruise.
AN OWNER’S PERSPECTIVE OF GETTING BACK TO FLIGHT
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ix months after an unorthodox arrival at Henstridge, which left her upside down on the runway, LUSI the Luscombe was sitting quietly in her hangar. She was battered and bruised all over and I worried about what to do. Could I buy another Luscombe? Not really. There were no other factory-built examples with flaps in Europe that I was aware of, and no other Luscombe, no matter how pretty, would do! Why not sell LUSI as a project and buy something different? It would be way more sensible and economical than a rebuild after all. It did cross my mind for a dark moment, but I felt it was up to me to do the right thing by her. Wrong! It is a funny thing to feel affection for inanimate objects. How many of you have thanked your special aircraft for looking after you, not complaining about your ham-fisted handling and bringing you home safely? That’s how I was persuaded to do the unimaginable. To breathe life back into an incredibly sad Luscombe. After all, a design completed in 1938 had absorbed the energy and saved our lives. I got the airframe dismantled just before the first lockdown arrived and set about the things I could do in my ‘garage of dreams’. Stripping, cleaning and sorting stuff, making endless lists of the bits, pieces, processes and people to talk to. Lists of lists! Then, I had a call from UK
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Luscombe expert, Owen Watts – he had an unexpected gap coming up in his restoration schedule. Did I want it? The slippery slope was beckoning, and, oh dear, how little I knew! The fuselage was rendered down to the very last rivet and put back together again. New door posts, carry-through spars and probably 80% new skins required. An interesting phenomenon came to light – the tailplane had ‘whiplash dihedral’ that needed fixing after the turn-over. The first low point came in November 2020 when all that seemed to remain was a pile of carefully cleaned and prepared parts. There was no structure left to speak of, and until the fuselage began to sprout from the jig it was difficult to see how it would all come back together! There would be other lows in the following two years. Intergranular corrosion in a main spar and metal fatigue in aileron spars were two of the big ones we had to overcome. The lists were never ending, partly as I decided to adopt a ‘no fault forward’ philosophy. Come together it has, though. Much major surgery has been performed and any non-accident-related faults found and rectified along the way. A special pair of fuel valves from Andair dealt with leaks and operating difficulties.
So, here we are. Inevitably, even with fantastic efforts from everyone concerned, it has taken longer than I had hoped, and cost more than I imagined, but it is done and Luscombe ‘6770 lives again. And this time LUSI is insured for a value that reflects repair costs, not ‘market value’! There is a huge difference. If you take one thing only away from this article, let that be that you take a good look at your policy and increase the insured value. It won’t cost the Earth and might save your classic from being parted out. We are so fortunate that our LAA world is full of people dedicated to supporting classic aircraft and their owners. People with skills to be regarded with awe. I thank all of them from the bottom of my heart! Paul Isherwood
The cast and crew credits
Leading Lady: G-LUSI Metal Maestro: Owen Watts, Aeroplane Workshop Electrics: Peter Bentley, Aircraft Electrical Paint and interior: Mark Masters, CAV Aircraft Services and Jane Haggar, Lucky Foot Trimming Powerplant: John Allistone, Aerstone Engineering Script editor: Paul Isherwood
Flight Test
has flaps and with the good rate of descent created by these on approach, slipping shouldn’t be needed. The flaps have three positions. Up, first stage for a little extra lift for take off full flap for landing. They are actuated with a T-handle attached to a control tube that passes across the cockpit ceiling. From the left seat the right-hand naturally unlocks this with a clockwise twist. Fine, but try operating it from the right-hand seat and it is not so intuitive with a left arm and hand. Possible, yes, but awkward to apply strength and unlock the ‘wrong’ way without a sympathetic right hand movement on the stick the first time around. Fully deploying the flaps reduce the clean stall speed from 49 to 42mph, making a 1.3 x stall speed approach to land at 55mph rather than clean at 64mph. They may be lowered at speeds in the white ASI arc below 90mph and there is a slight pitch change when deploying and retracting. The trim may be used to hold a straight and level flapless speed of 80mph and with full flap 62mph with 1,750rpm. The all metal flaps are constructed in the same manner as the ailerons with corrugations in their skins in line with the airflow. Their slight oddity is that they are mounted inboard and extend outwards towards, but do not reach the ailerons, as you might expect them to do. This leaves an odd fixed mid section of wing trailing edge between the two controls.
Landing
Having lowered the flap in the usual two stages on base and then all down on finals, Paul briefed me to approach at 70mph, with a view to be over the hedge at 60. Fortunately, we have a grass undershoot of 120 metres before the 730 metres of hard surfaced Runway 24 at Henstridge. I flared with the throttle fully closed but had the tailwheel just glance the undershoot grass. She remained straight so Paul didn’t have to rescue the direction with his brakes and without braking easily stopped before the first north side taxiway, again around 120 metres away. I thanked Paul and passed him Lucy to taxy back in, there was no real point in trying to manoeuvre on the hard, rather than grass, with a swivelling tailwheel without brakes in a gathering wind. Lucy was rather pleasant to fly and the footwork for balanced flight is not dissimilar to that of an Auster, Taylorcraft and Tiger Moth … and a bit skittish on a hard surface. Her cockpit is comfortable and performance satisfactory for visiting strips. Combine this with her frugal hourly fuel consumption for the carriage of two people and you have a very rewarding aeroplane with tremendous vintage charm. I enjoyed her of course, despite that trimmer! Here is hoping Paul has many happy hours aloft enjoying this spectacular restoration. ■
LUSCOMBE 8F
Top Flaps on a Luscombe are a rare thing.
SPECIFICATIONS General characteristics
Performance
Length 20ft Wingspan 35ft Wing Area 140 sq ft MTOW 1,400lb Engine Continental 0-200, 100hp (75kW) Fuel Capacity 45 litres
Vs 36kt Vne 126kt Initial rate of climb 900ft per min. Average five min climb 560ft/min. Range 320nm
Above inset Owner Paul Isherwood is justifiably proud of Lucy Above bottom On the break, the 35ft span of the Luscombe is well displayed.
October 2023 | LIGHT AVIATION | 25
Show Report
LAA Grass Roots Fly-in – Popham 01 If doors could talk… well this one on Piper Clipper G-BIAP, which moved to the UK from France in June 1980, really does have a tale to tell. With fly-in stickers dating back to the Popular Flying Association Rally of 1981 – the last year the event was held at Leicester, before it moved to Cranfield the following year, until the move to Wroughton in 1991, then back to Cranfield in 1994 where it was held until 2002. A move to Kemble lasted from 2003-2006, before a break in the cycle was fixed with the ‘Revival Rally’ at Sywell in 2009. LAA hopes to return to a Rally event in 2024. Luckily, there’s still a little more space on this Clipper’s door for more… 02 While Friday was dogged by poor weather until late in the day, both Saturday and Sunday at Popham saw busy scenes in the main aircraft parking area. Around 250 visiting aircraft attended the show, including a number of overseas visitors, like this Van’s Aircraft RV-6 belonging to Dan Ruiters from Switzerland. 03 There haven’t been stickers for the Grass Roots events, so Ben Inker decided to come up with his own, which looked great on the tail of his Murphy Rebel.
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Show Report
The weather might have proved challenging on Friday, but for the rest of the show, the Grass Roots Fly-in had plenty to smile about… Photos Ed Hicks, Rich Davies, Nigel Hitchman, Roger Syratt and Andy Wood
October 2023 | LIGHT AVIATION | 27
Show Report
01 01 Van’s Aircraft RV-3B G-LILB made it’s UK show debut at the fly-in, having been flown in by Keir Williams from Garston Farm. The aircraft, which was imported to the UK from the USA in October 2022, is painted in a Gee-Bee Model-Z inspired colour scheme, a tiny model of which could be seen on the aircraft’s glareshield during the show. 02 The CFM Shadow celebrates it’s 40th anniversary this year. This lovely DD series Shadow is powered by a Rotax 582 two-stroke and first flew in 1998. 03 With just six Midget Mustangs on the UK register, these tiny machines are a bit of a rare sight. Luckily Mark Huxtable decided to fly his 1971-built example in to the show – an excellent way to help celebrate the type’s 75th anniversary this year. 04 Making a glorious sound as it taxied in, thanks to its 160hp Suzuki V6 engine, was this Titan T-51 Mustang. That ‘For Sale’ sign in the windscreen said it could be yours for £45k. If it’s the machine of your dreams, the advert is in this issue’s classified ads…
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Grass Roots Fly-in 01
01 The Rotax 912S-powered Verhees D2 Delta will cruise at 120kt for seven hours with reserves, plus it’s big enough inside to sleep in, so no tent required! 02 Mark Hales flew his Miles Messenger G-AIEK to Popham from its North Coates base. The aircraft wears the colours of Field Marshal BL ‘Monty’ Montgomery’s personal Messenger, RG333, that he used during D-Day. 03 There’s no denying the Taylor Monoplane just looks like an aeroplane that wants to have fun. This one, which is a Popham resident was for sale for £9.5k… we hope it finds a new playmate! 04 Some of the most elegantly shaped wings belong to David Beale’s Tipsy Belfair. While it might look straight out of the 1930s, it’s younger than you think, having been built in 1958 by Avions Fairey. Sadly, only three examples were ever built, and ‘India Echo remains the only flyable example, although one other is reported to be under restoration.
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October 2023 | LIGHT AVIATION | 29
Grass Roots Fly-in 01
01 This wonderful Pietenpol Air Camper was awarded the Air Squadron Trophy for the Best Plans-Built aircraft. Owner, Neil Keveren, purchased the aircraft in spring 2022, and was keen to ensure its builder, Pat Taylor, got the credit he deserved for creating such a beautiful machine. 02 Barrie Towers’ Rotax-912 powered Stolp SA.500 Starlet was runner up in the Best Plans-Built judging. This aircraft was featured on the cover of the October 2021 issue of Light Aviation. 03 When David Buckle finished his Squarecraft Cavalier SA.102-5 in 1975, he may have been surprised to think it would still be providing fun flying 48 years later. The Cavalier was designed by Stan Mcleod who was supposedly inspired by the Gardan Minicab. The plans were marketed by K&S Aircraft of Calgary, Alberta. Michael Place owns and enjoys ‘HH, and also has a tailwheel version, G-BWHI, too. 04 While at first glance many might think this was a Jodel, it is actually the unique-in-the-UK Falconar F9. And 2023 saw it celebrate 50 years of cheap affordable flying behind its 1,800cc VW engine.
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Show Report
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01 There’s 14 Murphy Rebels on the UK register, with around 10 flying. Two examples of this Canadian machine were at the show. Ben Inker’s example was rocking its back-country roots with a pair of oversized tyres. 02, inset and 03 Steve Hicks spent a little under five years building his stunning RV-14, with the assistance of friend Tim Nicholas. With every detail on the aircraft displaying perfect fit and finish, G-STRV was awarded the RAA Canada Trophy for Best Kit-Built aircraft, and the Andy Nowicki trophy for Best RV. As if the effort to build such a machine wasn’t enough, Steve also documented the entire process with a comprehensive build blog. vansrv14project.uk 04 Brian Lloyd and Mark Fotherby were named runners up in Best Kit-Built and Best RV for their Van’s RV-12iS, G-WAFI. During their build, they also started a WhatsApp group to help fellow UK RV-12 builders by sharing tips and advice.
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October 2023 | LIGHT AVIATION | 31
Show Report
01 01, inset and 02 Nigel Huxtable began restoring his Auster J/4 Archer, Priscilla, in 2018, and has left no nut nor bolt untouched in what many fly-in attendees were saying might be ‘the finest Auster restoration, ever’. Priscilla is rare in being probably the only J4 still flying with a 90hp Blackburn Cirrus Minor 1engine. A true family affair, Nigel’s daughter SJ and son Mark helped along the way, with SJ also learning to fly during the process. Spot that she’s had consigned dad to the passenger seat for the flight home from Popham! The Huxtables were awarded the Prince Michael of Kent Trophy for Concours d’Elegance, the John Randall trophy for Best Vintage aircraft, and the Auster Altimeter for Best Auster. 03 and inset Also flying the flag for Austers, Russell Pickett and his wife were awarded a commendation certificate in the Best Vintage category for their smart, military-marked Auster 6A, G-ARRX. 04 G-BSED began life as a PA22 Tri Pacer, before conversion to tailwheel. The CAA’s revision of CAP1302 opens a path for non-Part 21 aircraft like this to apply to move to a Permit to Fly.
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01 Andy Wood captured this great shot of the general show area on Saturday afternoon. 02 Brothers Tom and Ben Dews’ Stampe and Taylor Monoplane made for a novel pairing when they arrived on Sunday morning. 03 New from PilotAware, the PilotAwareFX adds a high-gain ADS-B receiver, and the ability to connect the unit directly to your existing FLARM installation. This is in addition to existing PAW capabilities, which include PAW TX/RX, SkyGRID, ATOM Grid and Mode S/3D. 04 RV-8 builder and pilot, Hermann Schiele, was awarded the Malcolm Allen trophy for Most Meritorious Arrival to the fly-in. Prior to his arrival at Popham, Hermann had spent 10 weeks and 165 hours on an epic flight across the North Atlantic to tour the USA, making it all the way to Fairbanks, Alaska, before heading to EAA AirVenture Oshkosh. When he heard at Oshkosh that the Grass Roots fly-in was taking place in August, Hermann planned his UK visit, via a quick stop in Mannheim, Germany to see his wife! A few trip facts… Total legs/landings: 105, distance flown: 24.750nm, fuel used: 1,365usg, average fuel flow: 8.3gph. Lowest Landing at Furnace Creek CA L06: 210ft. Highest Landing at Leadville CO KLXV: 9,934 ft. Longest leg over water from Wick EGPC to Reykjavik BIRK: 663nm. Longest leg of the tour from Mannheim EDFM to Wick EGPC: 805nm. Longest flight from Yellowknife CYZF to Dawson CYDA 05: 10hr. Watch the video at tinyurl.com/Skyrunner2023 05 There were plenty of aspiring young pilots of the future at the fly-in – this young chap was particularly captivated by the pint-sized Taylor Monoplane…
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October 2023 | LIGHT AVIATION | 33
Coaching Corner
Coaching Flying Corner… a route A regular sequence of actions while flying can reduce our overall workload and stress, especially when flying a route, suggests PCS Head of Training David Cockburn, as he concludes his discussion on navigation…
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ecently I’ve tried first to remove some mysticism from the subject of navigation, and then provide some pre-flight planning ideas. We can now look at using the waypoints we have selected. Time spent before flight reminding ourselves what we expect our waypoints to look like saves a lot of stress later. We are always looking from the most obvious to the most precise (big to small, but not necessarily). We should calculate and write down headings and the times we expect to arrive at each waypoint, either on a plog or, as I do, on the chart itself. Times need not be particularly accurate, although moving map displays (or our interpretation of them) can go wrong, so always have at least a rough idea. I tend to set a comfortable power and mixture setting and allow the aircraft to choose its own cruising airspeed, which will vary a little as conditions change, but that will have a lot less effect on ground speed than the wind does. It may seem regimental, but a regular sequence of actions while flying can reduce our overall workload and stress. I used to teach a ‘WHAT’ sequence both before and after waypoints, especially turning points. That stood for ‘Weather, Heading, Altitude, Time’, but any suitable mnemonic can help. Approaching each waypoint, including the start, check you’re where you want to be, then that the weather is suitable ahead. Note the next heading you have calculated to fly, and if possible set it on a heading indicator. Check your altitude avoids problems on the next leg. You should aim to pass over the waypoint on the pre-planned heading, so look again in that direction to identify a feature to aim towards, while checking no other aircraft are in the way. Note the time overhead the
Far right Our sample route from Hall Farm to Popham.
“If the waypoint you didn’t see until
late was a turning point, treat it as a start point and leave it on your intended heading. Look where you’re going – not where you’ve been…” 34 | LIGHT AVIATION | October 2023
waypoint (it’s simple if it’s your original ETA), and aim at your chosen point. Once past the waypoint, check whether the weather is still OK, then read the indicated heading from your heading instrument. Check it’s the one you planned, and adjust (visually) if necessary. Adjust altitude if required and confirm the time you passed that waypoint. Remind yourself what your next waypoint should look like and when you should pass it, and look ahead in case it (or the obvious feature you are expecting to identify it) is already visible. Make any necessary radio calls or carry out routine checks, then concentrate on looking for other aircraft and the next waypoint before it slips under the nose. If it does, manoeuvre to look. A GPS navigator can help a lot, but don’t overly concentrate your attention inside the cockpit. Having identified the waypoint, maintain your original heading while calculating the track error, then manoeuvre to fly over the waypoint while calculating the new heading required towards the next one. Don’t get tied up with exact calculations. If you have forgotten whatever simple adjustment system you intended to use, just remember that if you were left of track you should head more to the right! If you don’t see the waypoint until you are passing it, you need to return to your planned track before turning onto the new heading to maintain it. You will have been taught suitable calculations during PPL training but may well have forgotten them now, so can I suggest turning 30° towards track for a fixed period depending on your ground speed? At 60kt, one minute per mile, at 120kt two minutes per mile, should bring you close, and the next waypoint should appear ahead of you. If the waypoint you didn’t see until late was a turning point, treat it as a start point and make sure you leave it on your intended heading with everything set up. It’s probably worth emphasising now that this is probably the only time you should be looking backwards, or even downwards, for navigation features. Look where you’re going – not where you’ve been. We could consider a practical example by ‘flying’ the sample route we planned in the last issue, from Hall Farm to Popham. After take-off, we climb to cruise altitude (2,600ft should avoid problems ahead if we’re clear of cloud) well before reaching the lake chosen as the start point. When level and set up for cruise, check the weather
Coaching Corner
ahead and set the first heading. The track is 207° True. If we’re flying at 70kt, a wind of 230/12 should reduce our ground speed to about 60. The maximum that wind can drift us at 60kt (one mile per minute) is 12°. Coming from just under 30° off our track expect the actual drift to be a little less than half that, say five degrees left, so we can aim for an initial heading of 212°T or 213°M. Planning software or a nav computer will produce a more accurate figure, but remember the wind is only a forecast and your compass isn’t very accurate. We should fly over the lake on that heading and altitude, at a steady speed, so pick a point well ahead to aim for and note the time overhead. Having overflown the lake we can recheck the weather ahead. We then read the heading from our indicator, or the compass itself, and confirm that is the same as our planned heading. If not, we readjust our aiming point and recheck. As a ‘gross error check’, the sun should be somewhere in front of us depending on the exact time. Sun isn’t guaranteed, but if we fly over the town of Buckingham we are going the right way. Check we noted the start time, because we should keep looking ahead hoping to see the group of masts we chose as our first waypoint. We’re looking for the middle group of a series of three mast groups, which we should reach after six minutes. Masts are not always obvious from height (and are marked by hand on the old chart shown), so our chart study should tell us we should be to the right of a railway junction beside a lake. I always use a 1:250,000 chart if flying at less than 90kt because it gives greater detail. Unfortunately, it only provides airspace information below 5,000ft, so I also carry a 1:500,000 chart.
Drifting off track
If indeed we can see some masts but not all, we can’t be sure which we wanted to fly over. However, if the railway junction and lake are passing down our left side, we know we are just under a mile left of track. We’ve drifted that distance left in seven miles, so our track error is just under 10°, and if we had drawn a 10° drift line we could see we are just inside it. It’s a good idea to aim to be slightly upwind of track, so let’s call the error 10° and once back on track head 223°M. If we’ve only got a compass 225° should be fine. To return to track we could turn right 30° for two minutes, but there are no hard and fast rules in navigation. On this occasion, our next waypoint is about the same distance ahead of us as we have just flown. To return to track we could just double our track error and turn onto 233° until the next waypoint, but we have to know how long we have been flying from the start point, because we’ll have to adjust to 223° after the same time interval, or when we overfly the next waypoint. That next waypoint should be the railway system and built-up area 11 miles from the start. As it happens, it sits on a bit of a hill, so it may not look as we expected. However, if Bicester was on our right we aren’t far away, and although built-up areas can look confusing when clouds break up the sunlight, it’s unlikely that we’ll miss this one. It probably won’t be exactly on the nose, but October 2023 | LIGHT AVIATION | 35
Coaching Corner
unless we’re more than a mile off track, we should steer our calculated 223° from overhead the waypoint to maintain track beyond it. That next waypoint is the left edge of Oxford, and this chart shows a dual carriageway. You might have chosen the high mast on the right just before that as an alternative to both this and the previous waypoint, but estimating a mile to one side isn’t easy. I’d keep that mast as a confidence feature rather than a waypoint. If we find ourselves tracking a little to the right of the town edge, we might readjust heading by two degrees to 221° (220°) after putting ourselves where we want to be. Leaving Oxford, Didcot power station should be visible. Our heading will take us to the right of that, looking for our turning point, the service area by the junction. Meanwhile, we should consider the next leg. If the weather is suitable, what should be our next heading? Track is 175° True, and we expected the wind to drift us nine degrees left. However, we experienced more drift or compass deviation than expected on the first leg, which is only just more than 30° from this one, so we may expect more ‘drift’ on this leg also. Let’s set off heading 190° Magnetic. Unless weather interferes, there should be no need to adjust altitude. Unless our timing is a long way out (in which case is that really Didcot…?), we can note down the time at the turn even before we get to it, and position ourselves over the service area, pointing to a feature in the distance, heading 190°. This final leg has the advantage of following a dual carriageway after a few miles, so although individual waypoints may be awkward to identify, we should be able to estimate error and return to track easily after about four miles. We should keep the road on our left while we’re actually following it, so we’ll need to ‘step’ over it after seven minutes towards the woods leading into Thatcham. The town or airfield beyond can refine our heading, and the mast six miles before Popham is an ideal feature to perfect it. However, beware of using high masts as waypoints. If we have to fly below the top, the guy wires 36 | LIGHT AVIATION | October 2023
Above While sunshine isn’t guaranteed, when it is around you can use it as a gross error check for where you’re heading versus time of day. Below The General Aviation Navigation Group section of the Royal Institute of Navigation website.
stretch out a long way to the side. The mast should remind us that the aerodrome will be below us in less than six minutes, so even if we miss it and the dual carriageway beyond, we shouldn’t infringe Southampton’s airspace. I hope these suggestions I’ve provided over these three articles can help you to enjoy less stressful cross-country flights. You’ll find more details in leaflets available on-line from the Royal Institute of Navigation at General Aviation Navigation Group – Royal Institute of Navigation (www.rin. org.uk/page/GANG).
Revalidating SEP ratings in Permit Aircraft
It has come to my notice that instructors have been told during seminars that revalidating training flights for SEP ratings in Part-FCL licences cannot be carried out in Permit aircraft. Although that might be the case if the refresher training is carried out by a DTO or ATO, an independent FI or CRI can conduct the dual refresher flight in an aeroplane that holds a valid Permit to Fly (except for weight shift and powered parachute microlights). ■
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RSA Fly-in 2023
Charms of the RSA Fly-in …
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Kerry Skyring heads to Brienne-le-Château for the 2023 RSA Fly-in
he annual fly-in of the Federation of French Aircraft Constructors and Collectors (RSA) attracted a good turnout of aircraft this summer, despite adverse weather. Those who ventured across borders and through weather fronts to take part were rewarded with an informal and charming event. Held over the weekend of July 21-23 at the former military aerodrome of Brienne-le-Château in the Champagne region (not far from Troyes), this French ‘Rallye’ is a close cousin of the annual LAA Rally – with important distinctions. The RSA does not have delegated authority from the French civil aviation agency (DGAC), but instead provides a home, an umbrella organisation, for home-builders, designers and restorers. Building approvals, constructor guidance and final inspections are handled by a separate delegated entity, OSAC, which was also present at Brienne-le-Château. However, if there’s a barometric reading of the state of the
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Below The author’s Kitfox with French company. Bottom left Andy McKee and Silence Twister G-FUUN. Bottom middle This immaculate Pietenpol Aircamper is Rotax powered. Bottom right A relatively new restoration, the 1938 Mauboussin looks stunning.
sport; the flying of homebuilts, vintage and ultra-light aircraft in France then, like the LAA Rally, the RSA Euro Fly-in is a suitable indicator. RSA President Dominique Simon observed, “The number of members is growing, while the number of builders and restorers is decreasing.” This ambiguous trend is ‘due to a very active market in second-hand aircraft in which a very good Jodel can be purchased for €30,000’. He’s making the point that RSA members are opting for the easier and less expensive route to aircraft ownership over the more costly and time-consuming complexity of building. Also worth noting, says Dominique, are the many lightly regulated home-built ultralight aircraft in France – he estimates approximately 2,000. What about the relationship between RSA and the regulator? According to Dominique the RSA is ‘quite satisfied’ with the work of the delegated authority OSAC. With co-pilot Derek Viner, I flew the Kitfox into Brienne-le-Château on Thursday afternoon, expecting at
RSA Fly-in 2023
least some traffic in the circuit. However, complete radio silence reigned after switching from FIS to the aerodrome frequency. Comprehensive instructions for arrival had been published and, although not in force until Friday morning, we followed them just in case, wondering – was the radio working and was this the correct airfield? It was, on both counts, and although the volunteers on the ground were a little surprised at the early arrival of this ‘intruder from the east’ we were directed to a parking spot among Jodels and a factory-fresh, diesel-powered Robin. And there, feeling right at home among fellow aviators, we pitched our tents. If you’ve not been to an RSA Rally at Brienne-leChâteau then you’ve missed an event with rural flair where the main rule is… not-too-many rules. Many aeroplanes were parked beside trees, many pilots and passengers camped beside their aircraft, while some Jodel owners simply rolled out their sleeping bags under the wing… ‘sans tent’. There is more than aerodynamic purpose to those deep chord wings. Catering was comprehensive with everyone dining together, either in the former military canteen or in a marquee outside. The marquee also provided a stage for evening entertainment – an excellent band. A coffee bar and, inevitably, a Champagne bar, dispensing the local product was on hand, which kept the crowd in good humour. Also noticeable were the numbers of young pilots plus RSA volunteers parking aircraft, dispensing information and generally being helpful. I mentioned this youthful element to Dominique Simon and he agreed it was a good sign, but added that the overall trend in French light aviation is toward an ageing pilot population.
Now here’s a rare bird. A Nord N1205 S with No.1 inscribed on the tail fin. This was France’s offering of a two-, and then four-seat, light touring aircraft in the immediate post-WWII period. The Nord’s Czech Walter Minor 6-III exhaust note had plenty of heads turning to get a look as it taxied in.
Polish company Świątek attracted much attention to its professionally displayed range of aero engines. This is a VW conversion with fuel injection and dual electronic ignition.
Atlantic fronts gather…
Friday morning brought rain across the region with no arrivals until around 1100 when, speeding in from the north-west, came the second non-French visitor, Andy McKee, in his bright orange Silence Twister G-FUUN. Having flown the North Atlantic route to Oshkosh in 2017, some ‘light rain’ was no deterrent to Andy. However, like me, Andy was aware of a series of fronts lining up out in the Atlantic – ready when the time came to making his trip back home difficult. I was also heading for the UK after Brienne, and we spent some time at the Champagne bar deciding on an ETD that would allow the best chance of a successful Channel crossing. Later that day we were joined by the second British visitor to brave the showers, James Stringer, in his head-turning, invasion-striped RV-8. By sundown on Friday only 45 aircraft had arrived, in fact during the entire weekend numbers were estimated at around 300, rather fewer than previous years. Saturday dawned with fine weather and a light breeze and the parking area began to fill. A few more non-French visitors arrived, mainly from Germany and Belgium, with at least one Dutch registered visitor in a Gardan. To walk among the aeroplanes at an RSA fly-in is to be reminded that the French really do embrace ‘la différence’. It’s safe to say their variety of local designs is unmatched by any other European country. Some of them are audacious – witness the adaptation of the Pou du Ciel on display – many are beautiful and efficient, and a great
James Stringer’s striking RV-8, with a P-51 style paint scheme, polished aluminium and D-Day invasion stripes certainly grabbed the judges attention – and he flew home with the trophy for best foreign aircraft. October 2023 | LIGHT AVIATION | 39
RSA Fly-in 2023
number are created from wood. The tradition of that construction technique was elegantly displayed at RSA 2023 – from the superbly restored 1930s Mauboussin Type 125 Corsaire trainer, to the very latest Robin DR.401-155 CDI.
The tech tents
A newcomer, at least to me, is Świątek, a Polish company with extensive experience in camshaft development, supplying some of the major European auto manufacturers. At RSA 2023 its display included several aircraft engines, including V Twins and three VW-based boxer motors ranging from 60-93hp. These engines claim higher power at lower revs than traditional VW conversions, along with the company’s own direct fuel injection and dual electronic ignition. Also attending with its aircraft engine range was the Belgian company UL Power, a well-known exhibitor at LAA Rallies. Beringer, the wheel and brakes manufacturer, was also well represented. DGAC also showed up, and my friend and co-pilot Derek Viner had a question: Why is it so difficult to reach someone by telephone to close a flight plan in France? We had tried to close our plan by radio after the last leg from Tannheim in Germany to Brienne but were told that ‘as we had crossed an international border this could only be closed on the ground’. We were given a telephone number (one already in my contacts from previous trips), but even with help from native French speakers we could only reach messages and a menu of instructions, which led us to more instructions, all in French. It took at least 30 minutes until finally, after leaving messages, someone called me back. Could this not be simplified? Derek wanted to know. The DGAC officers agreed it was complicated… but gave us little hope that change would follow. 40 | LIGHT AVIATION | October 2023
Top Pou-de-Ciel Deluxe? Unmistakable heritage for the Croses LC-6 Criquet – a cabin version of the infamous 1930s pioneering homebuilt by Henri Mignet. Above left This 1914 Bleriot XI was reconstructed from an original and fitted with the 3-cylinder Anzani engine. Above middle ‘The Last of the Few’ – in this case the final factory built Super Emeraude of 1966. Above right Built mostly from fibreglass the Bigaro resembles the popular wooden Brandli Cherry. A French builder reversing the national trend?
Weather woes
By midday Saturday it was clear that Sunday would be a wash-out at Brienne, and if we were to make it across the Channel for Monday (Derek was booked on a flight to Australia – I was booked on a flight back to Vienna), we needed to be moving. Andy in the Twister and James in the RV-8 were also making contingency plans. Andy decided to head for a strip near Paris on Saturday afternoon, while this Kitfox crew had the clever plan to fly to Abbeville, sleep while the rain front passed over us in the night, and then sail across the Channel under clear skies on Sunday. Of course, the weather front took no notice of our plan… and decided to linger over north-west France for 48 hours. Derek was forced to catch a train to Paris and a flight to London to meet his Australian commitment, while I spent all of Sunday watching raindrops run down hotel windows while rabbits hopped across an undisturbed Abbeville runway. The boredom was broken only by the landing of James in the RV-8 during a brief break in Sunday’s weather. He attempted to reach Calais but diverted due to low cloud. By staying for Saturday night at Brienne he had been rewarded with the trophy for best foreign aircraft. We drank coffee and after a pause and review of options James departed for a successful flight back to the UK. An hour later I walked out to the Kitfox determined ‘to see what it was like’ from the air. The light rain intensified as I untied, and in the direction of Calais the clouds deepened their darkness, so I stayed until Monday 0900, and departed into a spectacular sky of CBs, CU and TS at various levels. The flight home was low level to Calais, requiring clearance over Le Touquet and then, after customs, across the Channel we skimmed, barely maintaining 1,500ft before landing at Headcorn where the Kitfox remained for the following week. ■
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Light Aircraft Association
Engineering Matters
The latest LAA Engineering topics and investigations. Compiled by Jon Viner
Engineering Matters Including: A specially extended segment from Inspector Phil Chapman, who gives his views on operating VW engines, and maintenance schedules.
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, please. Send your submissions to LAA Engineering at engineering@laa.uk.com.
VW engines and how to keep them trouble free With the prices of purpose-built aircraft engines continuing to rise to ever more eye-watering levels, it’s perhaps timely to remember that VW air-cooled flat four engines can still provide fantastic, low cost power for small LAA single-seat aeroplanes. The power output is modest, normally less than 47hp on a standard 1,600cc engine. However, with the correct camshaft and carb they can produce a healthy torque that will give classic aircraft, such as the Tipsy Nipper or Turbulent, lively performance.
Although fundamentally very reliable, these engines do require regular in-depth maintenance, so if you plan on operating one, you’ll need to gain some simple skills to go along with a socket set and torque wrench. There are many variants of the converted engine, Peacock, Rollason, Barry Smith and in the US, Aerovee and Great Plains. Common 1,834cc conversions in the UK are mainly Barry Smith Acro engines, supplied in the 1980s and 1990s, many of which are still doing great service today.
Sourcing a VW engine As Barry Smith has now retired there is no UK ‘one stop shop’ for VW Aero conversions, so you are somewhat on your own. However, there are many suppliers which can provide all the parts
to maintain, or build, a new engine. Although you can do most of the work yourself, you must involve an LAA Inspector with an engine approval to check your work and sign it off.
Tip No 1.
Tip No 2.
If building a new engine, always look for original VW cases. German, Brazilian or Mexican crankcases are all OK, although they may be worn, they work-harden with age and can always be line-bored to get perfect main bearing fit. I have bought good usable engines from eBay for less than £100. Always buy a complete engine rather than just cases, as you might get a good crank and rods as a bonus. The preferred case is a 1,600 with dual oil relief valves – Case code B6, AE or AH. Beware the new aluminium after-market crankcases – they are soft, often porous and quality is poor.
42 | LIGHT AVIATION | October 2023
Only use original VW crankshafts. After-market automotive cranks can be very soft by comparison. The car people who race VW air-cooled engines will only use original cranks as they are rock hard. Another plus is that they never wear out and are almost impossible to bend or break. Machine shops hate them as they destroy their grinding wheels if you have one re-ground! They do not need any form of nitriding. Nearly everything else is available from VW Heritage, with the exception of propeller flanges and ignition systems.
Engineering Matters
What needs to be modified to create a VW Aero Engine? First you need to have a camshaft that produces high torque at the low rpm(s) used with a direct drive installation. SCAT designed a cam for VW camper vans to use in hill climb competitions, called the SCAT 25, which I’ve found ideal for VW aircraft engine conversions. It comes with new lifters and heavier valve springs, and works well. Next you need a crank in good condition. This normally means a regrind and oversized bearings. With these engines it’s the centre main bearing that always wears out first. When this happens it normally hammers the case, meaning a line bore is required to get a good bearing fit. The work isn’t expensive – expect to pay £100-£150 for the line bore machine work. New barrels and pistons are so cheap (about £150 for a complete set) that I always fit new rather than mess about with used ones. Never consider replacing pistons or rings in isolation, it doesn’t make sense to do so. Oil pumps come in a variety of sizes. Generally I’d recommend you choose one that’s as big as you can fit in your case, but be
careful that your chosen pump does not foul the cam gear bolts (sometimes they need to be machined back a couple of mm). Lots of conversions used to use gears, chains and Lucas magnetos for sparks, and there are also a few Slick magnetos in use, but I’ve found the best choice today is LeBurg electronic Ignition which gives you spark advance/retard, and provide safe, easy starting – these are available from Skycraft. Modern after-market cylinder heads are a must, as all the original heads have soft valve seats that constantly sink and cause tappet clearance issues. Stainless exhaust valves are also preferred. These days I’d suggest you only use dual-port cylinder heads. On the Tiger Club’s Turbulents, the inlet manifolds are modified to incorporate a hot oil jacket that all but eliminate carb icing, and is also intended to improve fuel vaporisation. Many amateurconverted VW engines don’t have heated manifolds however, and rely only on an exhaust muff and hot / cold air selector box for carb ice prevention.
Why do VW Aero engines fail? If I look back at the experience of the Tiger Club running between four and eight VW-powered Turbulents at any time over the last 40-plus years, it becomes obvious that chain-driven magnetos have been the number one reason for ending up in a field without warning. The reliability of this set-up was less than ideal and as regular as clockwork, one would come apart and result in an off-airfield landing. The fitting of LeBurg electronic ignition has removed that extreme form of excitement and made these engines in our Turbulents almost as reliable as the small Continentals. Other reasons for failure include fuel starvation through fuel pump breakage – as a new pump only costs around £8, I recommend it be changed at every annual check. Occasionally an external oil line that feeds the inlet manifold heater can fail. You can avoid this by using modern braided stainless lines which are now cheap and ‘bomb-proof’ compared to basic rubber hoses. Original camshafts can wear through their surface hardening and quickly lose ‘lift’ on one or more of their lobes. If you turn your engine over slowly, with the valve covers off, and watch the valves moving it should be obvious if one of the tappets is hardly opening a valve. A dial gauge will quickly confirm if your cam has died. This is a common cause of creeping power reduction on old engines. As most of these engines have very short untuned exhaust systems, the exhaust valves have a harder time than most.
High exhaust valve temperatures can lead to problems with constantly closing tappet clearances and predictable valve burning, warping or failure. Consequently the tappets, which should be run at the book figure of 6,000 clearance ‘cold’, should be rechecked every 20 hours maximum. Some burning of the seats will still occur and owners should expect to pull the heads off and regrind the valves and seats at 100 hours maximum. The only installation where I have found this not to be required is in the Tipsy Nipper using the front-to-rear closed loop exhaust pipes with perforation holes. I suspect this system creates better back pressure which helps cool the exhaust valves. Low compression is fairly normal in these engines as they age. However, the rings will still seal OK when up and running. In general, you need only worry about poor compression when you can hear the air rushing past an exhaust valve when you turn the prop by hand. If this happens you need to get the head off quickly and sort out the problem.
Tip No 3.
Read the manual very carefully – not everything is obvious! The 8mm studs on most of these engines will stretch if over-tightened. At first glance the manual says torque heads to 23ft.lb, but then when you read the next page it says that unless you have 8mm studs then it’s only 18ft.lb!
Preventative maintenance Once you have completed 10-plus hours running, your piston rings should be settled and oil consumption down to an acceptable level. At this point I recommend that you add two additives to your oil, a small amount of STP (just about 100ml) and the same quantity of CamGuard (available from LAS Aerospace). The STP is the ultimate anti-seizure safeguard and CamGuard stops your camshaft and followers rusting. As far as oil is concerned, I recommend any classic 20/50 oil sold by motor parts suppliers or Halfords. Oil should be changed every 25 hours as most engines do not have a full flow filters and the VW wire sump filter only collects bits big enough to carry a part number!
Do not fret about oil pressure! These engines will run at anything down to five psi at idle. Ideally you want to see above 28 psi at full power. Do not add after-market oil control springs that push the pressure up to 70+ psi – it will only result in your oil lines failing. When you park your pride and joy, one of the exhaust valves will be open and waiting to breathe in the cold and wet evening air. Make up some simple wooden plugs with which to close off your exhaust pipes – after your engine has cooled down. Run your engine until hot (at least 10 minutes) every week throughout the winter and you won’t suffer rusty barrels or leaking valves.
October 2023 | LIGHT AVIATION | 43
Engineering Matters
References The only book you need is How to rebuild your Volkswagen air Cooled Engine by Tom Wilson www.penguin.com
VW Heritage for spares: www.heritagepartscentre.com/uk Skycraft: for LeBurg Ignition skycraft.ltd
If you’re looking to convert a VW engine for use in an LAA aircraft, please contact the Engineering department to discuss inspection requirements and any applications needed. Below The serious VW engine owner/maintainer needs to have a few essentials tools in his tool kit, including most importantly, a torque wrench! Proper torquing of the cylinder head stud nuts, in the correct order and to the correct torques for the size of stud, is absolutely critical.
Above A typical amateur-converted VW installation revealed, and by the look of it, in need of considerable TLC. This one uses a bleed pipe from the exhaust to heat the intake manifold. Note the vital cooling air scoops for the cylinders. Just behind the spinner, on the top of the crankcase, the mechanical fuel pump is visible, connected to the carburettor by a piece of the now-banned PVC fuel hose, which has long ago gone rigid and brittle with age. Below When the cylinder heads come off from time to time to attend to the valves, take a close look at the combustion chambers for any signs of cracking between the valve seats, or emanating from either spark plug hole. This one looks OK, but needs a thorough clean to see what’s going on properly.
Above Eight studs retain each cylinder head. To undo four of them you have to first remove the rocker shaft assembly.
44 | LIGHT AVIATION | October 2023
Engineering Matters Below Removing the two retaining nuts for the mechanical fuel pump allows the pump to be lifted away, revealing the oscillating pushrod that actuates the pump and the plastic spacer that acts as a heat barrier between the crankcase and the pump. When you change the pump for a new one, make sure the combination of the length of pushrod and thickness of the spacer gives appropriate ‘lift’ to the pump. A fuel flow check will reveal if there’s not enough movement of the pump’s diaphragm.
Above Removing the carburettor, intake manifold, and cooling scoops prepares the way for removing the heads. Below The thin cooling fins of the cast iron cylinders are quite delicate – never attempt to lever against them when dismantling the engine – they break off all too easily… as has happened sometime in this engine’s long life.
Above Removing the cylinders and easing the pistons out of the way allows a glimpse of the camshaft lobes and cam followers inside the crankcase. Any corrosion on the cam or followers is likely to lead to very rapid cam wear if not dealt with before the engine is run.
October 2023 | LIGHT AVIATION | 45
Engineering Matters
References Below Classical VW ignition system with a pair of vintage Lucas SR4 magnetos mounted on an aluminium plate, fitted with sprockets and driven by a duplex chain. Fine ignition timing is adjusted by rotating the magnetos a few degrees one way or the other on the plate, and then tightening their mounting bolts which clamp up through arc-shaped slots in the plate to allow some rotation. Chain tension is adjusted by adding or removing links of chain.
Above The propeller hub of a VW conversion is either a very tight shrink fit or a taper fit onto the very short stub of the crankshaft, with a large retaining bolt and a keyway. Never rely on the bolt and key alone – it’s essential that the hub is a tight fit on the shaft – any sign of movement between the hub and the shaft means the hub is imminently at risk of coming off, taking the prop with it…
Above Leburg ignition.
46 | LIGHT AVIATION | October 2023
Above A well cared for VW.
Engineering Matters
Lucy Wootton: Chief Inspector notes Updates from the LAA Chief Inspector. Grass Roots Fly-In
The Grass Roots Fly-In was a great opportunity to meet many members and Inspectors on the LAA Engineering stand. Furthermore, I held two Inspector Gatherings, one on the Saturday and another on the Sunday, to share ideas and understand issues that LAA Inspectors are facing, as well as what sort of training and courses they would like available going forward, as I am in the process of planning Inspector training for next year. I also gave a talk in Speaker’s Corner on Friday and Saturday, entitled ‘My First Year as Chief Inspector.’ In this talk, I covered what the Chief Inspector role involves, successes since September 2022, challenges for the future and next steps. Successes of the last year included the following: ● A review of every Inspector’s file ● Eight new LAA Inspectors ● 17 Inspector Approval Amendments issued ● 28 One Off Authorisations issued ● 10 individual Inspector reviews carried out ● New online LAA Inspector Map released ● New external LAA website released ● 10 ACAM (audits) conducted ● Five Inspector Training Webinars ● Three Inspector Training Seminars ● Inspector Repairs Working Group Initial Meeting at Turweston
Above back row (L-R): Robin Johnson, Tim Rayner, Simon Tilling, Lucy Wootton, Alan Gilruth, Chris Rose Front row (L-R): Peter Murray, Hamish Eagleton
Scottish Aero Club Fly-In
A couple of weeks after the Fly-In, from 1-3 September, I visited the Scottish Aero Club (SAC) Fly-In at Perth, along with LAA CEO, Simon, and LAA Chairman, Eryl. We received a wonderful warm welcome from SAC Chair William Scott and the rest of the team which run the SAC, as well as many SAC members and visitors. While I was there, it was great to meet with many of the Inspectors who operate in northern England and Scotland, answering their questions and catching up with various projects they are involved in. In the picture are current Inspectors Hamish Eagleton, Chris Rose, Alan Gilruth, Tim Rayner and Robin Johnson. Also present at the Fly-In were Inspectors Neil Geddes and John Bain. Furthermore, it was an honour to spend more time with recently retired Inspector, Peter Murray, whose knowledge of LAA aircraft always amazes me. The excellent work of the current Inspectors whom he trained is testament to his high standards and the amount of time he invested in them to ensure continuity in looking after LAA aircraft around Perth.
Presenting at the Speaker’s Corner tent.
October 2023 | LIGHT AVIATION | 47
Engineering Matters
Maintenance schedules Since February, it’s been a requirement for LAA aircraft to have a maintenance programme in place at the point where the aircraft is inspected for its annual Permit revalidation. This is required in order to comply with CAA’s rules for revalidating a Permit, but in any case is a sensible thing to put together to help an aircraft stay in an airworthy condition and be available for flight when you want it. Although for most LAA aircraft there’s no minimum requirement for what the programme contains, we (and indeed the CAA, should it come ‘an-auditing’!) would expect it to contain the necessary checks and actions that should be carried out at least annually. It’s the owner’s responsibility to make sure a maintenance programme is in place, but it would be sensible to liaise with your Inspector to see if it sounds sensible for the nature of operations that the aircraft normally does. If it’s used a lot, then there should be hours-based checks, if it’s used for glider towing then you might consider landing-cycle based checks, for instance. It should also take into account the equipment
fitted – ballistic recovery systems must be maintained according to the manufacturer’s schedule, for instance. The maintenance programme should be given a title and issue number, e.g. ‘G-ABCD maintenance programme issue 1’ and referenced on the Airworthiness Review Report form that your Inspector completes at the annual revalidation inspection. You’ll need to be able to produce a copy of this and a record of it having been actioned should your aircraft be audited. It’s vital that everyone involved engages with the spirit of the requirement – the last thing we want to have to do at HQ is to review and approve maintenance programmes for each individual LAA aircraft! There’s plenty of advice in the ‘2’ series technical leaflets, available to download from the website, particularly TL 2.19, which discusses the LAA ‘generic maintenance schedule’ and there are example schedules available to download in Word format which can quickly be customised for your particular needs.
LAA Engineering housekeeping Incoming emails: Just a reminder that if you send an email to LAA Engineering relating to a particular aircraft, in order that we can more readily pass it in the right direction, please do include its registration in the title. Images: When sending photos by email, it takes us many times longer to process the email if it includes embedded images, which we then need to save individually, rename and file, than if you send images as attachments. It would also be really helpful if the image has a relevant file name, e.g. ‘G-ABCD engine mount’. If the images are of Permit revalidation documents, these need to be sent in as multi-page PDF documents.
There are numerous apps available to download for Android and Apple phones so that the phone can be used to scan documents directly to PDF using the on-board camera. Examples include: Adobe Scan, CamScanner, Clear Scan and Genius Scan, all of which are free to download. TL 2.00 has more information on the Permit revalidation process and documents. Check flight schedules: If you’re sending us a completed check flight schedule well in advance of the Permit revalidation application, please don’t send in a ‘Permit revalidation application form’ (LAA/PTFREVAL) with the schedule, as this needs to be completed and signed within a month of the airworthiness review inspection.
Recent Alerts & AILs Recently issued instructions for continued airworthiness. (Please check the LAA website for further details).
Van’s Aircraft Service Bulletin SB-00043 for RV-10 and RV-14/-14A Van’s Aircraft has recently issued SB-00043 which calls for inspection of the elevator
skins for cracks before further flight on RV-10 and RV-14/-14A aircraft. It also details remedial action if cracks are found and preventative action.
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 G-Reg change £55
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)
48 | LIGHT AVIATION | October 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
T
he evenings are starting to draw in and our aircraft pre-flight checks require a good wipe down to remove the morning dew. That said, there continues to be some very successful gatherings across all areas of the country. From Scotland and Yorkshire to Devon and Kent – not least our Grass Roots Fly-in at Popham. Struts co-ordinator David Millin gives this summary. “The Struts and Clubs stand was once more integrated into the main LAA marquee which helped to provide more of a ‘family’ feel and offered a meeting place for all comers to rest their weary feet and enjoy a cuppa. The Burco Boiler provided gallons of tea to go with the biscuits, and volunteers stepped up to the plate to meet and greet all who cared to stop by. The Clubs and Struts stand is traditionally hosted by the Devon Strut and, together with Andrew Caldecott of the Suffolk Coastal Strut, we were pleased to see a number of Devon Strut members who called by to say hello and to help out for a while. Dave Silsbury, Frank Cox, Peter Cox, Keith Wingate and particularly Chris Garner, who spent a long time on duty and fetched water to keep the tea urn topped up. “Despite the weather, the stand was very busy with people meeting up and having conversations, renewing friendships and making new acquaintances. We had the pleasure of the company of the Strut System founder,
Above The Struts and Clubs stand was integrated into the main LAA marquee.
David Faulkner-Bryant, and it was great to see veteran members Don Lord, as well as Wim Beelam who made his usual visit from across the Channel. “Thanks go to Mike Pearson of Popham Airfield and the Airfield Team for providing the venue, together with the many volunteers and members of staff of the LAA whose effort made the event possible. Of course, such an event is not possible without the support of LAA members and other interested parties who came despite the gloomy weather. “In view of the constraints within which we had to work, I was very pleased to read the huge number of positive comments of support and encouragement and wellintended ‘criticism’ from most people, as well as listening to the less constructive opinions of a few. “Nevertheless, all input is valued and will be used to help model next year’s Rally. That said, what cannot be guaranteed is the weather!”
Strut list up-date
I have been working with Dave Millin to update the contact details for all Struts and type specific clubs/groups. We are also aiming to have website details in the magazine (if not already) and links via the Strut section of the LAA website. Other developments are planned including a specific email to communicate directly. October 2023 | LIGHT AVIATION | 49
LAA Strut News
Strut Calendar Type clubs and other groups
The history of these essential participants is always of interest. One group has recently contacted me to establish its place – the Bolkow Squadron. I will be looking into this and hopefully including it in our direct correspondence. It has already had a ‘meet’ at Popham with 11 type aircraft visitors. If any groups have agenda items they wish including in this section, please contact me – both copy and photographs are always very welcome.
Strut ups and downs
Some will already be aware of the demise of the North East Strut. “It is with regret that I have to inform you that the Strut has ceased.” Stan Dauncey: Acting Secretary. We are sorry that this situation has happened, but I think it highlights our need to build every Strut and assist them wherever possible. Our best wishes to members to keep flying and I hope there will be a new group who will take up the reins in the future. Thank you to Stan and his team for all their input. On the other hand – two regions, West Anglia (Cambs & Beds) and North London (Middlesex & Herts) would benefit from having new Struts generated. I am looking into this further and hope to have positive news in the near future (this became evident through conversations at the Grass Roots Rally – it’s good to talk!). The other very active group currently establishing links and arranging the ‘Conference Date24’ is YES. Youth Education & Support has been a dominant force for many years. It has identified current youth projects (Build A Plane, Feet of the Ground FOG, Pedal Planes etc.), which offer great links to young aviators – our future. Please watch out for its links, plans, ideas and more in the coming months. What can your Strut offer to encourage and develop these activities (if you are not already involved)? And finally, I am looking forward to the AGM on 15 October at Old Warden. I encourage all Strut CoOrdinators to join myself and Dave Millin to talk Struts. This column exists to publicise Strut events, and to help members to find out what’s on in their areas. If you have anything you wish to include in Struts4U, please contact me at acss@gmx.com ■
Above The LAA Struts and Clubs area in the LAA marquee at the Grass Roots Fly-in. 50 | LIGHT AVIATION | October 2023
Please contact your local Strut to check the details before attending the calendar events. Andover Strut: Spitfire Club, Popham Airfield, SO21 3BD. Contact Bob Howarth email: bobhowarth99@ btinternet.com Phone nos: 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. 12 October Michael Benson of GASCo – How Can We Fly More Safely. 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 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: 18 October Alan Thorpe from AAIB; 15 November, 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. Earl Stonham Village Hall, IP14 5HJ. www.suffolkcoastalstrut.org. uk/flyin/ 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. August; Monthly Summer BBQ’s and activities. See www. wessexstrut.org.uk for updates. Local fortnightly Strut walks organised by Wessex Aviators Leisure Klub. Contact: neil.wilson@laa.uk.com 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.
Type Club
Luscombe lovers rally round! European and Friends Luscombe Rally made a triumphant return this year, as Luscombe aficionado Nigel Barrett reports…
A
fter weather-related problems and no Luscombe Rally in recent years, the return of the 2023 European and Friends Luscombe Rally at Oaksey Park was a resounding success, with 17 of the estimated 25-28 Luscombes presently flying (not counting those without Permits) as two more flew in for the Sunday’s BBQ. But, before I expand on this year’s wonderful time, allow me to take you back to the concept and motivation of this important meet. Back in 2006, as a long-term Luscombe owner with my own G-BRUG, I realised that the attrition rate of one Luscombe being written off every 14 months was simply not acceptable. We were all fragmented around the UK and I felt a dedicated Rally over a long weekend would bring our community together – and it did! So, I set off to Andrewsfield, in awe of Carol Cooper, my Instructor, and passed out as a CRI a week later! My motivation was to train up as many Luscombe pilots and owners to protect these wonderful old aircraft. I was busy, but proud to say that I flew many Luscombes and met so many wonderful people, and slowly brought the accident rate down. Myself, along with Sally, approached Oaksey Park and were embraced by the generosity of its
Above left and right Luscombe owners, pilots and fans gather at Oaksey Park airfield. All photos: Graham Wasey
owners, the Austen family. Along with Mike Cross, we put together the European Luscombe website and organised the Luscombe Rallys, peaking at around 25 aircraft, of the 30 flying, a few years later. Even our American friends were impressed with our line up! In recent years, ably supported by Steph and volunteers, The Luscombe Rally, a private event, has attracted many new and changing owners over the years. The website, although temporarily ‘mothballed’, has been a massive wealth of information, supported by groups and enthusiasts all over the world, notably the US and Argentina – even Bermuda! I’m hoping to resurrect it in the future. With Steph’s help, my final organising of this year’s 2023 European and Friends Luscombe Rally, returned after a break. As Graham Wasey’s lovely photos confirm, these specific meets play a huge part in our aviation community. I mean, what’s not to like when we share knowledge and experiences over beer and wine… in a beautiful setting like Oaksey Park, with supporters flying in to enjoy it all. I hope this year’s very successful Luscombe Rally and this update will motivate Luscombe flyers to keep these wonderful events running into 2024 and for years to come. ■
All Whether painted or polished, the Luscombe still delivers great value flying on a Permit. October 2023 | LIGHT AVIATION | 51
Anniversary Meet
Isaacs Fury – 60 years on Nigel Hitchman joined Isaacs owners as they gathered to celebrate a diamond anniversary…
T
Photos Nigel Hitchman and Dave Fry
hruxton airfield, Andover near Hampshire – 30 August 1963 – test pilot, John Heaton, makes the first flight of the prototype Isaacs Fury G-ASCM. Sixty years later, G-ASCM’s current owner, Paul Shenton, decided to re-create that first flight with a trip to
52 | LIGHT AVIATION | October 2023
Below Probably the biggest gathering of Isaacs designs. Inset G-ASCM’s first logbook entries.
Thruxton, and invited other Isaacs Fury and Isaacs Spitfire owners along for the day. Four Furys were joined by two Isaacs Spitfires to make, what is probably, the most Isaacs aircraft ever assembled together. To round off the event, the Furys made a formation flight together, making one commemorative pass over the airfield. ■
Anniversary Meet
This page and opposite Four Isaacs Furys take to the skies over Hampshire.
Above Isaacs Fury prototype, G-ASCM.
Above Isaacs designs, and friends gather at Thruxton Airfield.
October 2023 | LIGHT AVIATION | 53
Landing vouchers
LANDING VOUCHERS As Autumn turns the corner to winter, we can hope that November delivers us some good flyable weather to use these three great landing voucher offers at Sandown - Isle of Wight, Spanhoe and Wolverhampton.
✁ 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!
Half-Price Landing for November 2023 Sandown – Isle of Wight: 07900 894044
A very popular destination, with new ideas and improvements being added, including the astro runway, but please PPR to check the ground is OK before setting off. New facilities include a BBQ and pilot relaxation areas. Circuits are flown at 1,000ft agl. Circuit direction is left-hand for Runway 05 and right-hand for Runway 23. Please do not overfly Sandown, Lake or Shanklin residential areas. A/G on 119.280. www.eghn.org.uk
✁ Aviation LIGHT
Free Landing for November 2023 Spanhoe: 01780 450205
Situated near Corby in Northamptonshire, please PPR before leaving home base. Please avoid local villages, as vehicles occasionally use the runway. One grass and one hard runway. When inbound please call RAF Wittering 119.675. Avgas usually available, but please phone first. The airfield is closed on Sundays. Airfield Safety Com is 135.480.
✁ Aviation LIGHT
Free Landing for November 2023 Wolverhampton: 01384 221378
With a new owner, and under new management this year, the team has stepped up to offer LAA members a Free Landing – so please do go and say ‘hello’. It is a well-kept airfield in the centre of the UK with tarmac runways, and makes a good destination for the winter. The café is open daily with a choice of meals, as well as the booking area, both are located at the control tower. Avgas, Jet A1 and UL91 are available. PPR please, and high viz jackets are advisable. Hire a taxi and visit the Black Country Museum at Dudley, five miles away, or the RAF Museum at Cosford, about around nine miles. Radio is 123.005 www.wolverhamptonairport.co.uk
54 | LIGHT AVIATION | October 2023
NOVEMBER 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
October
AIRCRAFT FOR SALE
AIRCRAFT FOR SALE
Four seat Jodel D14 G-BWAB for sale (Almost identical to a D140). Airframe and engine hours under 330. Engine Lycoming O-360-A4M solid crank, new 1999. Gross weight 1200kgs, Basic Weight 679kgs. Funkwerk ATR883 COM & Funkwerk TRT800A Transponder. Based Redhill. Offers around £67k. Contact Bob Fairall, 07973 408329 or bob@rgfairall.co.uk for details.
Zenair zodiac CH601HDS. First permit issued 23Feb23. TT airframe 19.5hrs. Rotax 912ULS 1417hrs 19.5hrs since overhaul according to Rotax ‘heavy manual’. Woodcomp Klassic 170/3 prop delivers stunning performance with great handling. TQ radio and transponder. Build photos & lots of other information from Gary on 07395 276262. £30,000 (ovno) for this pocket rocket.
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 October 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
Titan T51 Mustang G-DHYS Suzuki V6 very tidy 80 hours see Internet for photos. £45,000 contact Dave on 07810 673 998
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
SHARES FOR SALE
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
Van’s RV-9A. 1/7th share available in this beautiful aircraft based at Enstone. 160hp O-320. 820 hours A&E. 130 knots at 23 lph. New Kanardia Horis EFIS. Always hangered. Good availability with online booking. £100 pm, £80 ph (wet). £12,500. Call David Price 07814 118529.
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. FOR ALL MEMBERS CLASSIFIED ADVERTISING ENQUIRIES CONTACT SHEILA
OFFICE@LAA.UK.COM 56 | LIGHT AVIATION | October 2023
Europa XS Monowheel G-CBHI with XS wings and extended Motor Glider wings. Available September with full Permit. Comes with complete set of covers, close trailer that takes either wing configuration. Rotax 912 ULS engine only 180 hrs on engine and airframe. Airmaster variable pitch propeller. Iancook_1@hotmail.com EUROPA Trigear for sale at EGTB with 1yr Permit to Fly. 690hrs. Rotax 912ul engine. Woodcomp in flight adjustable prop. Trig 8.33 radio and mode S Transponder, Sky Demon GPS, AvMap Ultra EFIS, cruise 115kts 15.5 ltrs/hr Selling for £31.000. Contact 07720 985 011
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.
Aircraft Weighing - Light Aircraft Weighing Service in East Yorkshire and surrounding area. For details contact Demraview Ltd. Email: Demraview@gmail.com Mob: 07984 810 761
Friendly Wellesborne-based Chipmunk Group has vacancy for enthusiastic pilot. Beautiful handling aeroplane. Original 1957 RAF Flight Commodore paint scheme. New Zero time engine and 8,500+ wing fatigue hours. Group members can assist with type and tailwheel conversion if required. Share £13,750. Please contact Simon Turner 07802 281983 or email sndt57@gmail.com
PROJECT HELP I have some months of an empty workshop until my next kit arrives. If you need help with a wooden or metal project, please contact dudleypattison@gmail.com
WANTED Mid-life Continental 0200A engine for Jodel or Crank Shaft for an 0200 engine that has not had a prop strike and in good condition. Contact Steve on 07876 642664
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 AIRCRAFT FOR SALE
TRANSPORTATION
Aircraft Transportation Specialists Specialist vehicles to move your aircraft safely
Telephone: 0121 327 8000 E-mail: info@ponsonby.co.uk Web: www.ponsonby.co.uk
Contact us now for a quotation
For all display and company advertising contact Neil Wilson
NEIL.WILSON@LAA.UK.COM October 2023 | LIGHT AVIATION | 57
Where to go
A
WHERE TO GO
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.
October 1 1 3 6-7 7 7
Enstone North Oxford LAA Pie-in (PPR) Old Warden Shuttleworth Race Day Show (PPR) BAWA Filton GASCo Safety Evening Old Warden Shuttleworth Night photoshoot Kidlington Air Britain AGM (Members) Compton Abbas Vintage fly-in (PPR)
8 12 14 14 15 21 21
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.
Bicester Sunday Scramble (PPR) Met Office Exeter GASCo Weather Decision Making Seminar (pre-book) Duxford IWM Flying Finale Air Show Sywell Threshold Charity Night Photoshoot Old Warden LAA AGM (Members) Stow Maries End of season fly-in (PPR) Eshott Threshold Night Photoshoot
Planning ahead Nov 11 Breighton Remembrance Sunday Service (PPR) Nov 12 Stow Maries Remembrance Parade [PPR-slots] Nov 14-15 IWM Duxford CAA Post-Season DAE Seminar & Display Symposium Apr 17-20 Friedrichshafen Germany AERO Apr 9-14 Lakeland Florida Sun n’ Fun
Get ready for Winter!
LAA Fleece £30.00
(sizes: XS,M,L,XL & XXL available)
(sizes: XS, L & XXL available)
Waterbird Wings over Windermere
£14.99
Engine Log Book - £14.00
LAA Hooded Sweatshirt £25.00
LAA Soft Shell Jacket £30.00
(sizes: M,L & XL available)
Return to the Skies Beagle Pup Prototype
£14.99
Propellor Log Book - £16.00
£21.95
Log Book Binder - £15.95
Prices exclude P+P.
58 | LIGHT AVIATION | October 2023
Lockyears Flight Guide
Chasing the Morning Sun
£18.00
Aircraft Log Book - £14.00
See our website for full range
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We can help with panel and wiring design through to complete installation. Contact us to discuss your Avionics build requirements and to go through ideas.
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