FLYER March 2021

FLYER Club Members – Save £61

March 2021

THE UK’S MOST READ GA MAGAZINE

March of the Drones PYRENEES IN A PIPER CUB

MOUNTAIN FLYING RELEARNED

flyer.co.uk

GENERAL AVIATION RISKS BEING EXCLUDED FROM MORE AIRSPACE. LET’S INTEGRATE, NOT SEGREGATE!

MEET THE TEXAS COLT TOUGH AND PRACTICAL LSA

AV I AT I O N AV I AT I O N

A 2 0 AV I AT I O N H E A D S E T

A unique combination of features and benefits.

The Bose A20 Aviation Headset provides acclaimed noise reduction and a comfortable fit. It also provides clear audio with active equalisation, a Bluetooth® audio and communications interface*, and customisable audio prioritisation control. Plus, it’s easy to use and is among the lightest of all active noise cancelling headsets. No other headset offers this unique combination of features and benefits. *Available in certain variants of the headset.

Get yours at Bose-Aviation.eu/shops

Connect with us @BoseAviation ©2021 Bose Corporation. All rights reserved.

The Bluetooth® word mark and logos are registered trademarks owned by Bluetooth SIG, Inc. and any use of such marks by Bose Corporation is under license.

Editorial

FLYER Club Telephone +44 (0)1225 481440 Email subscriptions@seager.aero Website www.subscriptions.flyer.co.uk

Ed Hicks

Editorial Telephone +44 (0)1225 481440 Email editor@seager.aero Website www.flyer.co.uk Seager Publishing, PO Box 4261, Melksham, SN12 9BN

I

Let’s get this right…

’m a big fan of drones – I’m CAA registered to operate one, just like I hold a PPL to fly GA types. My drone, like my aeroplane, is registered with the CAA too. It’s a well-designed, sophisticated piece of kit and it’s a real pleasure to operate. For airspace to work for everybody, we must accept that in future unmanned drones will be operating alongside conventional manned aircraft in uncontrolled airspace, beyond visual line-of-sight (BVLOS) of their operators.

They will have to earn that trust from all aviators by demonstrating that they can integrate seamlessly with us. If that involves using technology, then it should be them equipping and footing the bill, not us. Ultimately too, they must demonstrate that in moments where a conflict might occur, they can avoid us. If there’s not a certification standard that’s in the works for that, then there should be… But we can, and should, be prepared to ‘ShareTheAir’, as the CAA scheme has been encouraging us to do with drones since late 2017.

So it was with great disappointment that I read about the Airspace Change Proposals (ACP) from a drone-operating company called Skyports that are seeking fast-track consultation approval in two weeks instead of the normal 12, which will adversely affect GA users and interfere with access to fantastic airfields like Glenforsa and its surrounding airspace, right at the peak time of the year for its activities when they will be trying their best to get back on their feet after what will be months of restrictions. Turn to page 26 for our feature to read more about what’s been going on.

Skyports aren’t new to this and have shown it can do better – having put together an excellent proposal with a wide range of aviation stakeholders for a BVLOS trial at Goodwood this spring. But that work will be tainted by its actions with the Mull ACPs, which demonstrate a massive disregard for the very airspace users they need to work alongside, if there’s to be a successful fully integrated future.

There’s still time to get this right. Skyport, rethink your consultation, and reapply with the aim of consulting with everybody who you left out this time. If you won’t, then CAA, it’s up to you to do the right thing and extend the consultation period. After all, it’s about sharing the air, right?

EDITOR Ed Hicks ed.hicks@seager.aero NEWS EDITOR Dave Calderwood dave.calderwood@seager.aero PRODUCTION EDITOR Lizi Brown lizi.brown@seager.aero ART EDITOR Ollie Alderton ollie.alderton@seager.aero CONTRIBUTORS Mark Hales, Ed Bellamy Garrett Fisher, Dave Hirschman Yayeri van Baarsen FLIGHT SAFETY EDITOR Steve Ayres steve.ayres@seager.aero PUBLISHER & MANAGING DIRECTOR Ian Seager ics@seager.aero PRODUCTION MANAGER Nick Powell nick.powell@seager.aero SUBSCRIPTIONS MANAGER Kirstie May kirstie.may@seager.aero FLYER CLUB CHAMPION Jonny Salmon jonny.salmon@seager.aero ADVERTISING ACCOUNT MANAGER Zoe Yeo zoe.yeo@seager.aero EXHIBITION MANAGERS Darran Ward darran.ward@seager.aero Paul Yates paul.yates@seager.aero MARKETING COORDINATOR Joanna Woronowicz joanna.woronowicz@seager.aero FINANCIAL DIRECTOR Martine Teissier martine.teissier@seager.aero

CIRCULATION Worldwide, free to download digital edition from flyer.co.uk

ed.hicks@seager.aero

© Seager Publishing 2021

Mark Mitchell

At FLYER we aim to produce the best possible magazine for our readers. All correspondence is welcome and will be read, but we can’t guarantee a written reply. We welcome contributions from readers, and guidelines are available from us. We take great care to ensure what we publish is accurate, but cannot accept any responsibility for any misprints or mistakes. Our reviews examine what we believe to be a product’s most important points, but readers are advised to check a product suits their needs before purchasing. No part of this publication may be produced in any form without permission.

March 2021 | FLYER | 3

DON’T PUT OFF UNTIL TOMORROW, WHAT YOU CAN DO TODAY

“As COVID-19 vaccination programmes roll out worldwide, we recover from this global pandemic and travel restrictions ease, demand for air travel is set to return with some vigour. Skyborne is in regular contact with airlines worldwide who are planning ahead, re-establishing their manpower requirements and confirming new aircraft orders, which will drive job opportunities. Pilot, cabin crew and maintenance personnel jobs. You should not be deterred from commencing a full-time Integrated ATPL course if your dream is to become an airline pilot. Our industry is recovering.”

LEE WOODWARD, CEO, SKYBORNE

SKYBORNE UK CAA/EASA INTEGRATED ATPL At Skyborne we apply professional airline standards from the very first day of your pilot training, supporting you through to course completion and beyond. Our instructors and directors have decades of experience, training and placing cadet pilots with some of the best-known airlines in the world. We are committed to improving access for talented individuals and have permanently removed selection fees for our UK CAA/EASA Integrated ATPL programme, enabling you to complete our entire assessment process free of charge.

Whether face-to-face at our flagship Gloucestershire Airport HQ, or via our established virtual learning platform, with Skyborne you will graduate ready to take on your new role in the most exciting and rewarding industry there is.

Applications are open now.

LEARN MORE AT SKYBORNE.COM/INTEGRATED-ATPL

Contents March 2021

Features 18 I Get Paid for This…

Yak Tuna

Island hopper Yak Tuna has the most remote commercial passenger flying job in the UK

26 Cover feature March of the Drones…

A flurry of airspace change proposals for

drone operations with a segregate rather than integrate approach makes it look like General Aviation risks being excluded…

34 My First Solo Kanchana Gamage

Not feeling ready at all, Kanchana Gamage declined to go solo – several times…

36 Flight Test Texas Aircraft Colt

It may look unremarkable, but the Colt is a refined Light Sport type with decent handling… Ian Seager reports

44 Accident Analysis Surprises all round…

When good times return its worth reflecting on some of the consequences of ‘sharing’ cockpits with others, says Steve Ayres…

50 Flying Adventure Lure of the Pyrenees…

March of the Drones

26

Garrett Fisher considered himself a ‘mountain flying’ expert. Until he got to the Pyrenees… altogether a new frontier…

60 Top Gear Tyre pressure tech

Using tech to monitor your tyre pressures

Regulars 3 Editorial 6 News 16 Pilot Careers 21 Dave Hirschman

23 25 48 62

Mark Hales Ian Seager Accident Reports

By Association

SIX Free Landings!

18

34

50

66 FLYER Club Members Save £61 n Breighton n Fishburn n Goodwood

n Leicester n Oaksey Park n Shipdham PLUS Win a print or digital Pooleys UK Flight Guide July 2016 | FLYER | 5

Take-off

Aviation news from around the world – for the latest visit www.flyer.co.uk

Cotswold Airport: old 747 arrives, new GPS approach en route Right Cotswold Airport Below Former British Airways’ B747 joins classic jet collection

6 | FLYER | March 2021

Cotswold Airport (aka Kemble) has taken delivery of one of British Airways’ retro-livery Boeing 747s after the jumbos were retired from BA’s fleet last year. The B747-436 is G-CIVB with the Neguspaint scheme.

“The aircraft landed here in October and since then has had a small initial team take stock of her engineering state,” said Christian Ackroyd, Operations Director and Aerodrome manager.

The Airport has also removed the economy seats to sell to help fund the aircraft’s upkeep and purchased a ground power unit and specific set of airstairs.

“She can still run on her APU and the aim is keep all her systems functioning, less engines, as part of her attraction on display,” continued Christian.

“As you can imagine, lots of work continues to ensure the aircraft is safe for public ground use, including removal of the activation devices for the door rams and emergency exit slides, as well as potential hazards, such as the on-board oxygen systems.

“Once in place, this aircraft will form centre stage for a growing collection of privately owned classic jet aircraft on site, including the Bristol Britannia, The Buccaneer Aviation Group, the British Phantom Aviation

Group, not to mention the Boeing 727 lovingly kept in order by Mark Gregory of ASI and the Hunter, Gnat and two Canberra PR9s owned by the Airport.”

principles through to the final approved designs.

“The IAPs use what is called Required Navigation Performance (RNP), which is the new term for a GPS based approach. Each Instrument Approach runway will be served by an Procedures instrument approach.

Cotswold Airport has also reported “We aim to conduct the flight that its Airspace Change Proposal validation very early this year and (ACP) for the design of our new publish (through AIRAC) our all-weather Instrument Approach updated AIP entry in late March.”

Procedures (IAPs) was recently Cotswold Airport is also approved by the CAA and is now making use of the government’s in the Implementation Stage.

Airfield Development Advisory Christian added, “I believe the Fund (ADAF).

ACP was a great success and “We aim to explore both model for how CAP1616 increasing our business jet offer community engagement should be (with the introduction of our new followed in an honest and IAPs) and investigate how a GA transparent way. airfield can strive towards carbon “All communities, from GA, neutrality and harness renewables, gliding, other airfields and, of as specified in the government’s course, our local community were 2050 Aviation plan,” said actively engaged at all stages, Christian. from development of design Cotswold Airport

Take-off

Tecnam builds special Covid vaccine P2012 Italian manufacturer Tecnam has produced a special mission version of its 11-seat P2012 mini-airliner equipped with a refrigeration system to transport Covid-19 vaccines, including the Pfizer/ BioNTech vaccine which has exacting requirements.

Tecnam worked with a specialist Italian freezer manufacturer called Desmon which just happened to be just 100km (62 miles) from Tecnam’s Capua base near Naples.

“Not only was Desmon happy to join forces,” said a Tecnam statement, “but we both had the

solutions ready. The only step left was to merge them in compliance with all the relevant regulations.

“Our teams worked tirelessly and, in less than a month, managed to produce one the most advanced Covid vaccine transportation platforms yet.”

According to Pfizer, to preserve their integrity, the vaccines must be transported in extreme temperature conditions of -70°C ±10°C. Once thawed, the vaccines cannot be refrozen and must be stored under temperature conditions of 2-8°C for up to five days.

Not only are specialised refrigeration solutions required but

a whole infrastructure of specialised transportation units and storage systems to avoid any vaccine vials going to waste.

Tecnam calls the aircraft the P2012 TravelCare. The passenger seats have been removed to create a cargo version, and a specialist ‘ultra-freezer’ installed.

The aircraft can transport as many as 115,000 Covid vaccine doses per trip.

The Tecnam can also take the vaccine to places bigger aircraft cannot fly into, including airfields with gravel, dirt and grass runways, said the company.

That’s useful to help avoid multiple transfers which logistics experts warn against.

Tecnam has built various other special mission P2012 aircraft, including medical evacuation, aerial surveillance and aerial photography.

Main Tecnam P2012 TravelCare flying Inset Above Tecnam P2012 Travelcare freezer Left Tecnam P2012 Travelcare vaccines

March 2021 | FLYER | 7

Take-off

Flight Design receives EASA certification for CTLS models German manufacturer Flight Design’s two CTLS light sport aircraft have been fully certified by the European Aviation Safety Agency (EASA) meaning they can now be used for flight training.

The EASA type certification happened on 19 December. The UK has left EASA but the UK CAA has said it will recognise EASA certification for at least the next two years while further negotiations take place.

The two aircraft are the CTLS SE and the CTLSi SE. The CTLS SE has been developed to appeal to flight schools, with a lighter empty weight, larger cabin and redesigned cowling.

Its base price is €123,900. Figures produced by Flight Design show the CTLS direct operating costs at €38.13 per hour.

Main Flight Design’s thoroughly revamped CTLS light sport aircraft, now EASA certified Inset Panel options include Garmin and Dynon flight-decks

The CTLSi SE is equipped with the Rotax 912 iS engine with electronic fuel injection. Both aircraft have options of either Garmin or Dynon avionics and are equipped with a BRS whole aircraft parachute system.

“This is a great news and is a testament to the great work done by our certification engineering team,” said Christian Majunke, Head of Airworthiness at Flight Design.

“We completed an administrative review and upgraded the CTLS data package submitted to EASA for an earlier Restricted Type Certificate (R-TC) which was originally awarded back in 2010.

The aircraft is now certified in the standard airworthiness category.”

The UK agent for Flight Design is Northamptonshire based Airmasters UK.

ZeroAvia secures backing for hydrogen-electric 19-seater ZeroAvia’s electric powertrain using a hydrogen fuel cell to generate electricity took giant steps forward in December with a series of investment and collaboration announcements.

Announcement 1 was partnering with British Airways which “will see ZeroAvia embedded in the heart of the airline,” said BA. “The team will work remotely alongside mentors and experts to explore the transformational possibilities of moving from fossil fuels to zero-emission hydrogen to power the airline’s future fleet.

Announcement 2 was ZeroAvia securing £12.3m 8 | FLYER | March 2021

in funding from the UK government to deliver a 19-seat, hydrogen-electric powered aircraft that is market-ready by 2023 – the HyFlyer II project.

Announcement 3 was £16m in venture funding from Bill Gates’ Breakthrough Energy Ventures and Ecosystem Integrity Fund leading, with follow-on investors Amazon Climate Pledge Fund, Horizons Ventures, Shell Ventures, and Summa Equity.

The announcements follow ZeroAvia’s flight of a hydrogen-electric aircraft at Cranfield in September, utilising a smaller version of ZeroAvia’s hydrogen fuel cell powertrain in a six-seat Piper Malibu M350, known as HyFlyer I.

Rotary Wing firefighting operators rely on us As a leading global engine and component maintenance provider, TAE Aerospace has the knowledge and expertise to turn your next event around quickly.

As a TAE Aerospace customer, you have access to the highest quality maintenance, including overhaul, repair or exchange of engine fuel control, fuel metering units, power turbine governors and starter generators.

We are an Honeywell Authorized Warranty and Repair Station (AWARS) for the: • Honeywell LTS101 • Pratt & Whitney Canada PT6A and PT6T • Rolls-Royce M250/300 We are also a CASA, FAA and EASA Part 145 approved repair station.

Contact Tomas on +420 725 908 515 or email tomas.benes@taeaerospace.com to find out more about why our customers rely on TAE Aerospace.

www.taeaerospace.com

Take-off HCAP opens applications for full PPL(A) scholarship Pssst! Know anyone who’s really keen to learn to fly but can’t afford the lessons and who’s prepared to go for it this coming summer?

There’s a full scholarship for a PPL(A) available from the Honourable Company of Air Pilots – and applications have just opened.

The HCAP scholarship provides up to 45 hours of flight training. Applicants can have some experience already or none at all.

“The scholarships are awarded entirely on merit as evidenced on the completed application form and as assessed by a selection committee,” said HCAP. Candidates must be 17 or over on 1 June 2021 and the course must be completed by 5 October.

HCAP is also offering two other scholarships, one for gliding and the other for a Flight Instructor course.

The gliding scholarships are offered to people over the age of 16. It gives the successful candidates the opportunity to fly on a one-week residential course at a youth approved British Gliding Association centre.

This course could take a candidate to first solo.

The Flight Instructor Certificate Scholarship covers all direct training and examination costs for the successful candidate as they achieve their Fixed Wing Flying Instructor Certificate. Training must be completed during the summer before the first week of October.

Candidates must hold a valid EASA PPL(A), CPL(A) or ATPL(A) licence including a valid SEP

Right Previous scholarship winner Stephen Daly who went on to gain his PPL(A)

class rating, and have completed at least 200 hours of flight time, and have met the requirements for CPL theoretical knowledge.

Full details of all the scholarships are here.

HCAP call for nominations

Every year, the Honourable Company of Air Pilots presents aviation industry awards to mark achievement and excellence within the industry.

Nominations are now open from anyone in the industry. They should take the form of a written citation of around 500 words, to reach the Company office (email here) by 31 May 2021.

The Company also awards Master Air Pilot, Master Air Navigator and Master Rearcrew Certificates throughout the year in recognition of long and distinguished professional aircrew achievement.

More details here.

Land between the daffs at Sandy If you operate a small airfield how do you mark out the grass runways when all around is more grass? Sandy Airfield in Bedfordshire has made a start with planting daffodils.

Yes, daffodils. More than 1,000 bulbs of the Dutch Master variety, ‘chosen for their hardiness to prop-wash and open spaces’ and planted by Sandybased aircraft owners and volunteers.

They’ll be visible in the spring of 2021, “Along the edges of our two runways, a spectacle for pilots coming into land and for visitors at our café,” said Scott Jarvis from the airfield. “Feel free (with PPR and Covid-19 allowing) to drop in by air or road to see them in the spring.”

The airfield has also launched a Just Giving campaign to raise funds for the Marie Curie Great Daffodil Appeal, which supplies care and support during terminal illness.

“Your donation would be warmly received,” said 10 | FLYER | March 2021

Right Sandy Airfield is home to Bedford Microlights and Sandy Flying Club

Scott. “Think of it as a landing fee in advance, with the proceeds going to charity now.”

If you so wish to then you can donate to Sandy Airfield’s Just Giving Daffodil Appeal here.

AI/DG Multi-Function Panel Display

SEE YOUR FLIGHT FLY IN SIGHT

AV-30-C | tailBeaconX

AI/DG Panel Display Mode S ADS-B Transponder AV-30-C modernizes your aircraft by replacing failure-prone avionics with maintenance-free digital displays configurable as a Primary AI or DG that seamlessly connect to tailBeaconX, the future-proof globally accepted Mode S ADS-B OUT Transponder with integrated SBAS GPS and LED position light.

starting at

All-In-One 1090/ES Mode S ADS-B OUT Transponder w/ SBAS GPS and LED position light

£2,792

SkyEcho 2

Electronic Conspicuity ADS-B IN/OUT | FLARM IN1 | FIS-B/TIS-B from

£499

Up to £250 Back After CAA EC Rebate

Ask your Local Dealer or Purchase Direct at uAvionix.com

Take-off

Stemme adds inboard range extender to electric motor glider Motor glider manufacturer Stemme has used time during the pandemic to further develop its new Elfin20 electric selflaunching glider aircraft.

Reiner Stemme, boss of the German company, said, “We have used the opportunity of coronainduced delays to further develop and incorporate many design improvements. The overall performance and handling of the aircraft has been significantly enhanced.”

The Elfin20.e looks a similar design to Stemme’s existing S10 and S12 motor gliders fitted with Rotax engines but has been thoroughly reengineered throughout for an electric propulsion system.

The Elfin20.e battery capacity has been increased by 50%, with three 10.5kWh battery packs instead of two, meaning it can take off and fly for 2.5 hours on pure electric power.

A second version of the Elfin, the Elfin20.ex, has a range extender. Originally Stemme had put this under the wing in an external pod. Now, the rangeextender has swapped places with the optional third battery, reducing both aerodynamic drag and weight.

The changes have increased range by 10% to 1,100km (600nm) at 185km/h (100kt).

The range extender is the avgas burning AE 50R rotary engine produced by Austro Engine, the Austrian company set up by Diamond Aircraft to produce engines for its aircraft. The AE 50R works with an Emrax generator to charge the batteries while airborne.

The system is mounted in the rear fuselage, replacing the rear battery packs. Two 45 litre fuel tanks are in the wings.

Stemme has also installed a BRS whole aircraft 12 | FLYER | March 2021

Main Stemme’s electric powered Elfin motor glider Above left SP45D electric motor is fitted in the nose Above right Elfin’s simplified cockpit Right Layout of the Elfin’s electric propulsion system.

Range extender takes the place of rear battery packs

parachute rescue system, with EASA and FAA approval. The BRS system is certified to the Elfin’s max weight of 900kg and a VNE of 300km/h and is located in the central hull.

Fast Facts Wing span 20m (65.6ft) Wing aspect ratio 24.7 Wing area 16.2sqm (266sqft) Length overall 8.7m (28.5ft) Height over tailplane 1.7m (5.6ft) Cockpit width 1.20m (47in) Cockpit height 0.98m (39in) Operating empty weight with BRS and 3 battery pack 605kg (1,330lb) MTOW 900kg (1,980lb) Max. cockpit loading 200kg (441lb) Glide ratio L/D at 120km/h 1:50 Minimum sink rate 0.65m/s (1.26kt) VNE 300km/h (162kt) Max cruise speed 200km/h (110kt) Max manoeuvring speed 210km/h (113kt) Stall speed 80km/h (43kt)

690 , 7 1 â‚JUST /ME

FORCPL+MEP+IR

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.

OUR PARTNERS:

Instant Expert

Beyond visual line of sight

Developments in Unmanned Aerial Systems (UAS) and Electronic Conspicuity (EC) are likely to continue apace in 2021. Ed Bellamy takes a look at what’s ahead…

W

ith the obvious exceptions of Covid-19 and Brexit, the second half of 2020 was quiet on the regulatory front. As was covered in the last issue we do know that on 1 January 2021 there was no ‘big bang’ of changes associated with the end of the transition period from leaving the EU. Aside from UK issued licences and approvals no longer having their status in the EASA system, the same regulations continue. Over time this will probably change, but it will be a gradual process. For example, the first half of 2021 will likely see the return of the old UK rule that allows ‘clear of cloud’, rather than 1,000ft below it, when operating VFR in Class D airspace below 3,000ft and less than 140kt indicated airspeed.

The agreement of a trade deal with the EU probably increases the future likelihood of some mutual recognition on safety regulations, but I suspect the CAA is carefully studying how that might interact with the intention to diverge from the EASA system where beneficial.

One area in which the UK seems likely to stay aligned with Europe in the longer term is Unmanned Aerial Systems (UAS), or drones as we often call them. Indeed, 2020 was a busy year for UAS, particularly on the regulatory front, with December seeing the introduction of the long-awaited European UAS regulation, which will be applied by the CAA as UK law. The UAS regulation essentially implements three distinct categories of UAS operation, which depending on the complexity and risk, have varying levels of operational authorisation and equipment certification required.

Now it might seem odd to discuss UAS regulations in a magazine largely about manned leisure flying, but 2020 saw developments which will influence the way that manned and unmanned aircraft share the sky in the future.

Until now civilian UAS operations have mainly taken place either within visual line of sight of the operator, who has responsibility for complying with the Rules of the Air, or in ‘segregated’ airspace in which operations can take place without risk of conflict with other aircraft. Currently in the civilian world the systems for deconfliction (‘detect and avoid’ as the CAA terms it) with other aircraft when beyond visual line of sight (BVLOS) are in their infancy – although technology exists that could perform that function, the operational deployment of it has not yet happened.

Many readers will be aware of several temporary danger areas which appeared in 2020 to support trials in which UAS operating BVLOS carried small amounts of cargo between mainland Britain and nearby islands, such as the Isle of Wight. The CAA also published a short guide to applying for authorisation for UAS projects designed to support the Covid-19 response. While it may seem concerning that more is being added to the growing pile of controlled and regulated airspace, I think longer term everyone knows that segregated airspace for UAS is not the way forward for operations in

14 | FLYER | March 2021

“ The first trial of BVLOS operations alongside manned aircraft will take place at Goodwoood in 2021” areas with any other significant aerial activity. With most current UAS activity staying below 400ft, you might think mainstream GA will not be affected much, but plenty of low level manned activity still takes place, such as helicopter operations and the military. Operations near aerodromes, as needed, must be considered. Given the aspirations for the use of UAS longer term, it does not seem practical nor desirable that temporary danger areas pop up every time a UAS needs to fly beyond sight of the operator. Integrated BVLOS is the real aim.

An early operational trail of integrated BVLOS operations was announced in September 2020 to take place at Goodwood in 2021. This is of interest to GA since it proposes to trial BVLOS operations at a live aerodrome with manned aircraft operations present. To support this, it is proposed that a temporary transponder mandatory zone (TMZ) will be implemented – but unlike most existing TMZs which require Mode S, ADS-B out will qualify for entry. The recent CAA consultation suggesting that ADS-B could be specified as an alternative equipage in TMZs is potentially very significant for GA on its own, but I doubt the timing is a coincidence.

The proposed trial plan involves ADB-S signals from aircraft being collated on a display for the UAS operators to view and direct their craft as required, with regular Mode-S signals being plotted via multilateration. FLARM detection will also be included, although currently it is not proposed that FLARM-only aircraft would be able to enter the TMZ. The collated information will also be on the aerodrome FISO’s traffic display and rebroadcast such that those with ADS-B in capability can receive it.

Electronic conspicuity (EC) is clearly the intended solution to ‘detect and avoid’ between aircraft, manned and unmanned, so unsurprisingly it has been quite a hot topic recently. There is still some way to go before unsegregated UAS operations become routine, but I predict we will see the successful demonstration of the concept in 2021. Now where was I with that EC device rebate application…

Sole distributor of Diamond Aircra4 in the UK and Ireland

The DA62 moves more passengers and equipment farther and faster than anything else in its class, with exceptional fuel efďŹ ciency, luxury and twin-engine safety.

Pilot Careers www.pilotcareernews.com The definitive source for pilot training, career and industry news

Students on Helicentre Aviation Academy’s first Integrated CPL(H) with ATPL(H)/IR TK (Theoretical Knowledge) course completed their flight training just before Christmas. The class also attained an average 90% pass mark for the ATPL(H)/IR theoretical exams. The second course is due to start soon. More info here.

Leading Edge Aviation has just taken delivery of a new Alsim AL42 simulator fitted with authentic Diamond and Garmin components and data sets. It complements a new Airbus A320 sim to be used for Leading Edge’s APS MCC course (below).

Entrol has completed the development of a Flight Training Device (FTD) level 2 simulator for the highly popular single-engine Bell 505 helicopter, the replacement for the long-standing JetRanger.

The first customer is Abu Dhabi based Horizon International Flight Academy, which has a large fleet of Bell 505s for training pilots in the Middle East.

New types of aircraft need new methods of pilot training so Lilium, the Munich-based company developing an all-electric, vertical take-off and landing aircraft (eVTOL), is partnering with Lufthansa Aviation Training.

They will develop a tailor made pilot sourcing and training programme to qualify pilots to fly the Lilium Jet.

16 | FLYER | March 2021

New group pushes for easing of ‘red-green’ colour vision tests Colour vision problems affect 1 in 12 men and the ‘red-green’ condition is a common stumbling block for aspiring pilots around the world. Women are less affected – about 1 in 200.

A new non-profit, panEuropean group set up by colour vision deficient (CVD) pilots has been established to spread knowledge and challenge the status quo.

The European Colour Deficient Aircrew Association (ECDAA) has been set up by Jordan Penning in the UK, and Simone De Marchi in Italy, to support and advise aspiring and current pilots.

The group is also working together to push for change throughout EASA member nations and the UK in the hope that less restrictive testing methods, similar to those adopted by New Zealand and Australia, can be brought to this part of the world.

Ed Hicks

In Brief

Above Why is ‘red-green’ an issue for pilots? You wouldn’t want to get the PAPIs and runway lights mixed up in the above view, would you?

Jordan is a PPL holder with a degree in Air Transport Management and is studying a MSc in International Aviation Regulation and Law. He said, “After experiencing the ambiguity of EASA regulations surrounding colour vision requirements and testing methods, Simone and I decided to form a group to push for change.

“We now want to encourage

CVD pilots at any stage of their private or professional careers to join us, get involved with the conversation and use our resources for their own benefit. We believe that together we can also drive policy decisions and nurture a more pragmatic approach to CVD testing.”

You can find out more information, and to join the group, visit here

Job guaranteed with FlyBy’s new cadet programme European flight school FlyBy has launched a new cadet programme that guarantees cadets a one-year flight instructor job at the end of the 17-month training course.

Cadets, who require no prior aviation experience to join the course, will receive an EASA Airline Transport Pilot Licence (ATPL), an EASA Flight Instructor (FI) Rating and a fully paid Flight Instructor job at FlyBy for at least 12 months. It will also add 600 hours of flight experience upon completion of the programme – useful when applying for an airline job..

Above FlyBy’s new fleet at Burgos Airport in northern Spain

The FlyBy Cadet Programme has been launched with the company predicting a strong aviation industry rebound over the next 12-24 months.

FlyBy admits another reason for launching the programme is

to secure sufficient instructors to support the next stage of the flight school’s growth.

The school has bought six new trainer aircraft and a new A320 simulator, as well as opened its second pilot training base in the last 12 months alone with plans to expand further over the next 24 months and beyond.

FlyBy’s course is based at Burgos International Airport in northern Spain. The course is divided into three phases: a 14-month ATPL Integrated course, a three-month Flight Instructor course and a 12-month Flight Instructor job.

More info here.

Ready to pursue your dream of becoming a pilot?

Learn to fly with CAE and make your dream of becoming a pilot a reality. We train more pilots around the world than any other organisation. Are you ready to make your dream come true?

Start your journey right, and right here.

Contact us today at www.cae.com/becomeapilot Follow the global journeys of recent CAE graduates on Instagram @caepilot and follow #CAEpilot

Pilot Careers

I Get Paid for This…

Yak Tuna

Island hopper Yak Tuna has the most remote commercial passenger flying job in the UK. Interview by Yayeri van Baarsen

How did you get into flying?

I’ve always wanted to fly, ever since I was a kid. At 13, I applied for a scholarship through Fly2Help and Cotswold Airport, which included 7 hours of flying from Cotswold airport and really gave an insight into the world of aviation. From then on I knew that this was the career I was going to pursue.

Tell us about your job?

I’m a Captain for the Airtask Group, flying the BN-2 Islander out of Oban Airport. We offer charters all around Scotland and passenger flights between the Inner Hebrides.

Flying CV On Wednesdays I visit the Isles of Coll and Yak Tuna flies passengers between Tiree before flying back to Oban and doing the Hebrides and all over Scotland. the reversed route in the afternoon, on Started current job: June 2019 Thursdays it’s Colonsay and Islay. Although Now flying: BN-2 Islander we do fly tourists, it’s more like a bus service: Favourite aircraft: BN-2 Islander for work: especially at weekends when flying school kids “You could take off from Edinburgh and land on a beach - it’s a real versatile machine.” home. It’s also essential for the remote Outside of work, Decathlon: “It’s a tailwheel, communities. By boat it takes about 3 hours with great basic aerobatic capabilities, and a to get to the mainland for a hospital good backcountry aircraft.” appointment, whereas by air it’s 20 minutes.

Hours at job start: Approx. 2,000 Hours now: Approx. 2,500 It’s quite remote up here. We have two other staff to assist with ground handling and checking in passengers, but for the rest it’s very much down to me. I enjoy the lone working; it gives a great What’s been your favourite flight? sense of freedom. Leadership and people skills are important in Flying across rural Saudi Arabia. As far as the eye can see, there’s this job as I am very much on my own once you get going, and you only desert, nothing else. Just sand for hundreds and hundreds of can be dealing with all types of different scenarios. Competency is miles. The weather can change quickly – sometimes I’d see huge key along with not being over confident as that can lead you into thunderstorms in the distance. This barren environment makes you trouble and affect decision making – it is OK not to fly. realise you’re completely on your own – which appealed to me. Also, What makes this job so interesting is the flying itself. Even watching the sun set over the desert from the cockpit is amazing. though I’m always visiting the same four airports, every day is different. Weather, wind and how the light hits the terrain create And your favourite airfield? a new experience every time. Bad weather can sometimes become Easter Airfield, a small grass airstrip north of Inverness. Located a bit of a challenge, but the Islander is the most reliable aircraft in the heart of the Highlands it offers great facilities – since I first I’ve ever flown. Simple to operate, rough and rugged – it’s a flew there about seven years ago it has expanded a lot. What hasn’t machine you can trust. Since it’s the only aircraft here at Oban changed, though, is Easter’s fantastic GA atmosphere. and I’m the only pilot, it almost feels like my own aeroplane. And because I only fly seven to eight hours a week, it doesn’t feel like Do you fly much outside of work? work, it’s pure enjoyment.

As much as possible! Alongside work I do some flight instructing and I also enjoy light aerobatic flying.

“The Islander is the most reliable aircraft I’ve flown”

What training did you have?

After obtaining my CPL ME/IR, in 2017 I became a flight instructor. Afterwards I joined a company doing flight calibration, which gave me experience flying the DA62 and PA31 over quite a large part of the world, and became a Pilots Assistant on the King Air in the meantime. In 2019 I wanted to move back to Scotland and get into commercial air transport, so I joined the Airtask Group. The company offers extensive line training in all kinds of weather conditions.

18 | FLYER | March 2021

What is your most valuable career advice?

Starting out you’ve got to work hard for little money to build up flying experience. It’s a stage everyone in aviation encounters, but some people forget this and want a high-paying job straight away – sometimes this isn’t always possible. Also, don’t set your goals too narrow; GA offers plenty of opportunities. After getting my licence I looked at every possible job, just to gain experience. I never anticipated I’d end up where I’m now, with a dream job!

Aim higher.

Pilot training with an edge.

Becoming an airline pilot is an intense and exhilarating process, and there are different routes to the flight deck, to realising your dream.

At Leading Edge Aviation, we offer both Integrated and Modular courses, both result in achieving your ‘frozen’ ATPL, the qualification you need to become an airline pilot.

Whichever route you choose, you’ll receive the most advanced theoretical knowledge and technical training, delivered by our fabulous academy team, using a variety of platforms including our state-of-the-art VLE (virtual learning environment).

Find out more today, visit us online, call or follow us on social media! leadingedgeaviation.com +44 (0)1865 546300 @beleadingedge

Start YOUR CAREER with RYANAIR. Europe’s No.1 Airline!

• • • • • • • •

80+ bases across 20 countries Best roster in the business; stable 5 on 4 off pattern No planned overnights and roster, published 4 weeks in advance Fastest route to command!

Fleet to grow to 585+ aircraft 35 year unblemished safety record Job security – become part of one of the most successful airlines in the world!

Unrivalled career progression – new aircraft and bases create opportunities for promotion to Captain, LTC, TRE, Base Captain

Ryanair, Europe’s No 1 Airline, has partnered with Cork-based international flight school, Atlantic Flight Training Academy (AFTA), to train and recruit new pilots for a mentorship programme. Successful ab-initio applicants will undertake an extensive 16-month training program that involves 220 hours flight time at Cork International Airport. Trainees will receive ongoing one-on-one mentoring from a Ryanair pilot. Ryanair standard operating procedures, culture and operational philosophy will be taught to the student from day one of flight training. On successful completion of the programme and a The programme has 3 x additional GATEWAYS to facilitate more experienced pilots.

GATEWAY 1 This is for PPL holders with 100hrs P1 who have also completed all ATPL theoretical exams. Apply to AFTA and pass initial assessment to be placed on the mentored programme. Candidates who successfully pass all elements of Gateway 1 and a final Ryanair assessment, will be put forward for a Ryanair Type Rating.

GATEWAY 2 CPL, ME/IR and ATPL theory holders can take an AFTA assessment. Successful applicants will be put forward for a Ryanair mentored APS/MCC where Ryanair procedures will be used throughout. Candidates who successfully pass the APS MCC and a final Ryanair assessment, will be put forward for a Ryanair Type Rating.

GATEWAY 3 fast tracked with Ryanair on a 737 Type Rating. Applicants that choose this career path will continue to follow Ryanair’s instructor career path with the airline and can expect to become Ryanair SFI’s & training Captains once qualification criteria are met.

Take your first steps towards Ryanair with AFTA - Apply Now For An Assessment Whether you have no flying experience or you have some flying experience.

Schedule a pre-course assessment at AFTA. Email: info@afta.ie

Building 4500, Airport Business Park, Cork Airport, Co. Cork T12 NX7D. T +353 21 488 8737. www.afta.ie

Column

Unusual Attitude Dave Hirschman

Mark Mitchell

I

My favourite aeroplane…

often struggle to answer the question, What’s your favourite aeroplane? Among my stock replies are “The one I’m flying,” or “It depends on who’s paying for the fuel.” These are all a bit disingenuous. When I think about the bond between aircraft and pilot, the question comes down to flying qualities – and those tend to be subjective and elude easy definition. With apologies to former US Supreme Court Justice Potter Stewart, who, when exasperated with the court’s inability to define obscenity, uttered the classic line, “I know it when I see it.” Similarly, pilots know great-flying aeroplanes when they fly them, and we never forget our first loves.

European fliers regard the Bucker Jungmeister (Bu-133) as the Stradivarius of its pre-WWII age. It was unveiled at the 1936 International Aerobatic Championship in Germany and remained competitive in that demanding field for 30 years.

The Zlin 526, another single-seat aerobat, this from the former Czechoslovakia, is prized for its smooth-running inline Walter engine, swept leading edges and impeccable control harmony.

The De Havilland Chipmunk from Canada won converts throughout the UK and the Commonwealth for its superior handling and sturdy construction.

Americans wax poetic about the PT-17 Stearman biplane and North American T-6 Texan advanced trainer. They were rites of passage for the Greatest Generation, and those fortunate enough to fly them were well prepared for the complexities that followed.

The ‘favourite aeroplane’ question made me curious about flying qualities and the changing definitions over time. One of the first came from the US Army Signal Corps and its requirement for what became the first military aircraft – the Wright Flyer. The specs included ‘perfect control and equilibrium at all times’ during flight around a closed course – a difficult task in the first decade of the 20th century. The Wrights evidently met that requirement, though no pilot today would describe the primitive, underpowered, cantankerous Flyer as being blessed with ‘perfect’ control.

It was only much later, in the 1940s, during the development of the four-engine Douglas Aircraft DC-4, that consultant Edward Warner first sought to define and scientifically evaluate flying qualities. The US Army Air Forces came up with its first metrics for them in 1943. NACA took the science much deeper in the late-1940s and 1950s, and the US military employed mindbending mathematical overkill with the publication of MIL-F8785B in 1969, which set dozens of technical parameters.

Decades of smart, focused effort have produced incredible advancements – and today’s aeroplanes are the beneficiaries.

In GA, aircraft control systems have long included enhancements such as bobweights, springs, and anti-servo tabs, with the art of mechanical refinement on display 50 years ago with buttery smooth handling of a Beech Baron, T-34 Mentor, and King Air. A Cessna Skylane makes pilots look good when landing

in a crosswind or a short, mountain airstrip. And a de Havilland Beaver, despite its hulking size and unimpressive speed, is a ballerina on wheels or floats.

More recently, stronger, lighter materials and the ability to manufacture complex shapes have improved aerodynamics even more. The two-panel wings of a Cirrus SR22 are just the beginning. At the top end, fly-by-wire systems pioneered by the military and airlines are making their way to corporate jets, and someday, perhaps, to the lighter end of GA. I’ll confess to a certain ambivalence about advanced technology because it brings with it the chance of pilot obsolescence. When aircraft operate autonomously, our hand-flying skills will be relegated to seldom-used emergency procedures.

Before that dark day comes, however, let us appreciate the aircraft we’ve got. The raw, nervous energy of a Pitts biplane, the elegant refinement of a Bonanza, and the brute force and ergonomic perfection of an Extra. Their mastery of aircraft control reflects decades of large and small discoveries and improvements.

As for my favourite, I hope my answer doesn’t disappoint. It’s

“…the question comes down to flying qualities” not the Beech Staggerwing or a wondrous P-51 Mustang, although those aircraft are soul-stirring. No, mine is the mechanically simple, economical, sporty, no-frills RV-4. It’s an aircraft that a pilot wears like a jacket.

The stick is in your right hand where it belongs, the seat bolted to the longitudinal axis. Control harmony (when flown solo in smooth air, anyway) is sublime, ground handling is second nature, and the aeroplane’s versatility is commendable.

A well-equipped RV-4 can take off and land on a grass strip, fly in the clouds, and loop and roll with alacrity. A lightweight RV-4 (ideally attached to a constant-speed propeller) has handling that’s as honest and sublime as a Jungmeister, Chipmunk, or Zlin that set the original high-water marks in this area. The RV-4 also gets 25mpg or more when flying cross-country at 175mph.

Connoisseurs will scoff at my pick of such a common aircraft as a personal favourite, but to me it tells a bigger story. We’re living in a moment in aviation history when the art and science of aircraft control is so good that even a humble kitplane can have handling qualities on par with some of the most reverered aircraft of all time.

It’s a remarkable achievement, and an easy one to overlook.

RV-4 pilot, ATP/CFII, specialising in tailwheel and aerobatic instruction dave.hirschman@flyer.co.uk March 2021 | FLYER | 21

GlobalAviation24.com

...the best source for General Aviation parts across Europe

+44 (0) 1865 415 260 | parts@globalaviationparts.co.uk +44 (0) 800 009 2350 Global Aviation + Piper Parts London Oxford Airport Langford Lane Kidlington, Oxford OX5 1RA, United Kingdom

GlobalAviation24.com

order@globalaviation24.com

Cotswold Gliding Club

www.cotswoldgliding.co.uk office@cotswoldgliding.co.uk 01285 702100

Ever imagined learning to fly?

● First Flights and 1 day courses ● ● 5 day 'Staycation' courses ● £1,250 'Fixed' price to solo ● ● Conversion courses from £225 ●

Column

Full Throttle

Mark Hales

L

Aviation Grail quests…

ockdown has certainly driven the desire to fill an ideal hangar, or garage, or kitchen... For me though, it’s an existing addiction… Once I’d learned to fly – or rather gained a licence which allowed me to continue learning – I swiftly tired of the mainstream, just as I had with cars. Utility was easy, the difficulty was divergence on a budget. Like a narcotic taking hold, the new parallel obsession sent me on familiar forays throughout Europe. I fetched a Cessna 195 from Finland, Wassmers from Germany and Denmark, several Bolkow 207s from Germany and a host of others. This was before the internet gained its influence, so it meant subscriptions to Flieger magazine, Aviasport, Aviation et Pilote and many more. And much writing of letters with the help of a dictionary, followed by many international phone calls.

By the mid-1990s I had decided to make things more difficult with the desire to own either a Percival or a Miles, of which very few of either remained, let alone flew. An early trip to Upper Ballinderry near Lisburn in Northern Ireland was a taste of what would become a familiar experience. On May 22 1963, 37-year old photographer Thompson Boyes’ Miles Whitney Straight had suffered engine failure after leaving Enniskillen and force landed on a hilltop near Omagh. The aircraft nosed over in the boggy ground, tearing off the port undercarriage leg and breaking the propeller. The locals swiftly came to the rescue and removed the wings while a local garage fabricated a strut with two barrow wheels to replace the port leg. A lightly damaged Miles was towed tail first along the road to Newtownards, and then to the Ballinderry barn where Jim thoughtfully covered it with carpet to protect it from dust.

When I saw it nearly 30 years later, the carpet had gathered so much water from a leaking roof that the fuselage of a third surviving Whitney Straight had collapsed like papier mache.

Didn’t affect Jim’s idea of the aircraft’s worth, mind, which he saw somewhere north of £75K. Ah well, maybe a Percival Proctor then? I heard there was a Mk 3 stored near Southend. Closer to home and basically complete. “You’re late,” was the owner’s observation, “so I haven’t got time to show you the aeroplane…”

David, a friend and Typehound, found a Proctor 5 in a garden shed near Leicester. A bigger aeroplane which lacked the elegance of the earlier models, but still a Proctor nonetheless. A host of helpers toiled to extricate the kit of parts and carry it to the trailer waiting outside, which after several trips meant I did at last own a Proctor. It was soon clear though that the necessary complete restoration was beyond my modest skills, or more significantly, my budget. No matter, the enthusiasts for both

marques remained especially zealous and offered a resource which I continued to access.

I’d heard of Miles Falcon F-BBCN, which had sat outside at Lognes near Paris for years, because there were photographs showing the Rallye sliding canopy which someone had fitted, and I knew it was owned by The Club Aerienne Les Gerfauts. The airfield had recently moved but the fact the aircraft was owned by a club was surely good news. There would be a committee who wouldn’t be able to agree on its destruction, so maybe it was sitting in a garage or a shed, just like the Proctor. Sometimes there was no choice but to get on a flight and do some face-to-face research, so armed with my best schoolboy French, I duly went to look and discovered that although the club still existed, nobody had any news of the Falcon’s whereabouts. No matter there was news of another one, sitting on top of a large metal pole as a landmark for

Mark Mitchell

“…so much water from a leaking roof that the fuselage had collapsed like so much papier mache” a scrapyard in Aix en Provence. This time I managed to combine a visit with a press trip for a car launch which meant I could take one of my French colleagues whose command of his first language would surely be an advantage. Alas not…

There was a Falcon four in Australia which the owner wasn’t interested in selling, and the remains of a Vega Gull – the Proctor’s civilian forbear – which was again too much of a project for me. I then heard of another Proctor 5 which was apparently complete, stored in a shed at a microlight strip only a few miles from my home. When I eventually tracked down the owner, he confirmed that yes he still had a Proctor, and that he had taken the remains with him when he emigrated to Australia…

Thirty years on and the Proctor 5 G-AKIU, which I dragged out of Leicestershire, is the only one airworthy – although there are several under restoration – and G-AERV, the bedraggled Whitney Straight is also the only one flying. Just not with me at their controls…

I never did own a flyable Proctor, but a long journey eventually led to ownership of not one, but two Mileses. A silver Gemini, which gave me equal amounts of delight and frustration for many years, and now a Messenger which resolutely maintains both emotions…

Working vintage aircraft and cars make Mark particularly happy mark.hales@seager.aero March 2021 | FLYER 23

Column

Squawks Ian Seager

T

Currency and recency counts…

he Continental O-470U in my C182 hadn’t turned a blade for a couple of months. It found itself stuck on the ground thanks to the usual combinations of no spare time when the weather’s good, no good weather when there’s time available, or the winter weather combination of a runway that’s way too soft to use without causing serious damage, even though there’s a bright blue sky and multiple free hours in the diary.

At the start of the year we had a run of cold bright dry days and I wondered how well the ground might be drying out, or even perhaps freezing, so I pulled on my boots and set off on a runway inspection. The strip where I’m based is about 800m long by maybe 10 or so metres wide, and much to my delight it was pretty solid underfoot. There were a couple of softer patches, but even they weren’t too bad. High pressure was dominating the weather, and although there was no rain to soften things up, mornings and sometimes entire days were filled with fog. The promise of a bit of a breeze in a few days’ time brought the chance of better conditions, and I tentatively planned a local flight of about an hour to give the aeroplane a bit of an outing.

Then along came lockdown. I’m not anti-mask or anti-vax, but with genuine engine health flights permitted I figured that I could travel to the strip, get the aeroplane out, fly, put it away and get home again all in accordance with the guidance, and all without encountering anyone else.

On the best looking weather day I woke up to more thick fog. The forecast was for things to clear up later, and Nigel, the super friendly, super helpful strip owner said that he would walk the strip in the morning and email me if it was unsuitable.

Gradually as the morning went on the weather got better. Nigel sent me a text just before he left the strip saying that the local hills were now visible, and things were clearing up.

Checking the weather and Notams on SkyDemon, I roughly planned an hour of local flying that I hoped would stay within the government guidance, not see me dwelling for too long over the houses of those who may not enjoy the purr of the sixcylinder Continental as much as I do, all the while giving the aircraft and its avionics a workout, with time to heat everything up and chase out any unwanted moisture along the way.

A thorough pre-flight suggested nothing major had changed since putting her away last year. Over Christmas I’d had a good look when I took all three spats off in anticipation of some softer ground flying, but that’s no reason to become complacent. With a sparkly clear windscreen and a glug of fresh oil I pushed the

aeroplane out, primed the engine and turned the key. Just one blade passed by before she fired up, settling into a lovely rumble as everything came to life and the GTN’s GPS found itself. My autopilot detected a fault and declared itself unavailable for service, but having spent 18 of the last 20 years hand flying, it wasn’t the end of the world, or more specifically the end of this flight.

With everything in the green I backtracked the runway, sensing the softer patches and keeping as much weight off the nosewheel as I could. With all checks complete and one final blind call we headed down the runway, lifting off early thanks to the cold air and relatively light weight (fuel, not me sadly). As I turned north to avoid overflying the local town on full climb-out power I was surprised to see some low lying cloud a few miles away. Behind me the conditions were good and the sky looked bright to the south.

Keen to get the oil up to temperature I ran a higher than normal power setting, the Continental was enjoying the cold dense air, but so it seems was the moisture as it took the

Mark Mitchell

“The chance of a divert to somewhere with an instrument approach was looking necessary…” opportunity to begin condensing on some of the local hills.

This wasn’t what I expected, and despite literally thousands of hours flying from this very seat I had an uneasy feeling that all was not great with my aviating world. This was not the fun relaxed flight I’d been planning…

I headed south towards what looked like a brighter sky, noticing that patchy low level mist seemed to be forming and clearing randomly. I’d been in the air for about a third of my planned hour, but looking out of the window the chance of a divert to somewhere with an instrument approach was looking like it might be necessary, so I pointed the nose back towards the strip and landed back after only 30 minutes airborne.

It was a good lesson. It doesn’t matter if you have lots of time in the aeroplane, it doesn’t matter if you have an instrument rating, and it doesn’t matter if you’ve flown in much worse conditions, currency and recency count for a lot. If you haven’t flown for a while, maybe stack everything in your favour when you get to return to the sky.

Publisher, pre C-19 often found flying something new and interesting ics@seager.aero March 2021 | FLYER | 25

SPECIAL FEATURE

March of the Drones

Skyports

The new year has started with a flurry of airspace change proposals for drone operations, and with a segregate rather than integrate approach, it looks like General Aviation risks being excluded…

Dave Calderwood reports

26 | FLYER | March 2021

Above Just one of the Airspace Change proposals that Skyports is seeking fast track approval for – that’s a two week consultation period, not the normal 12 weeks Left We’re definitely going to see more of this in future UK airspace. This is one of Skyports Wingcopter drones operating on a previous trial in Scotland

J

ust over a month ago, the weekly FLYER Livestream talked about fantasy airspace changes. Just a bit of nonsense, of course, particularly one of the ideas put forward of a round-Britain coastal flightpath from the surface to 500ft. Of course we, and viewers commenting during the show, were having a laugh, but one comment stuck in my mind.

It was from Pete Stratten, CEO of British Gliding, who’s highly active in watching and acting upon airspace change proposals. Pete wrote: “Do it while we can, Dave – it’ll be the drone’s domain soon enough!”

Pessimistic, I thought at the time, but just a few weeks later and we’re looking at three Airspace Change Proposals – Oban-Mull-Coll, Goodwood and Land’s End-Scilly Isles and there may be more about to surface – where drone companies want to run trials that will affect both General Aviation and Commercial Aviation. Trials at the moment, but clearly there’s a desire to establish commercial operations using Small Unmanned Aircraft (SUA), to give drones one of their official names.

On one level it’s hard to argue against the trials.

In the case of Skyports’ application to run trials in the spring around the Scottish west coast islands of Mull, Tiree and Coll and back to the mainland at Oban, it’s at the request of NHS Scotland and is being funded through a joint initiative by the

European and UK Space Agencies for the utilisation of space-enabled technology.

Skyports wants to fly Covid testing kits, samples and PPE to and from doctors’ surgeries on the islands. In the case of samples, whether that’s swabs or blood, there’s a potential huge saving in time which could impact on the patients’ health. We’re talking a matter of hours to take a sample from patient to laboratory analysis by drone instead of up to four days by sea and land. Who can argue against that?

Under current regulations, to run these trials the drone companies have to go through the whole airspace change process to establish Temporary Danger Areas (TDAs) – effectively, protected air ‘corridors’ that exclude other forms of aviation when active. This is the issue, at the moment: the drones have to have their own dedicated airspace rather than fitting in with the rest of aviation.

And this is at the heart of a proposal by a drone company called Skyports, which is seeking to establish a network of air corridors between several of Scotland’s west coast islands and the mainland.

The TDAs will operate from the surface to various heights up to 950ft amsl – well above the normal 400ft max altitude for drones – and be activated by Notam when required.

A consultation, or ‘aviation stakeholder engagement exercise’, of just two weeks started on 11 January 2021 – although it was extended to March 2021 | FLYER | 27

Fly yourFeature Special own

Goodwood goes for TMZ

Last September, the Aviation Innovation Centre opened at Goodwood Aerodrome with the aim of ‘providing the UAV industry with a solution to develop, test, trial and showcase emerging technologies’.

“It’s the first of its kind in the UK, coming at a time when the aviation industry is focusing heavily on the development of commercial unmanned technology and with the UK CAA seeing a significant increase in UAV operation approval requests.”

This year will see a major trial by a consortium consisting of Trax International, uAvionix, Plane Finder and ANRA Technologies working with the Aviation Innovation Centre and Skyports to prove a concept of safe Beyond Visual Line of Sights (BVLOS) Unmanned Aerial System (UAS) operations alongside conventional traffic in non-segregated airspace.

“The consortium wishes to demonstrate the concept via a live airspace trial which needs the permission of the CAA,” says the trial strategy document. “However, before a live airspace trial can take place the consortium requires the protection of a Temporary Danger Area (TDA) to develop the operating procedures and protocols and gain the safety assurances needed to enable the CAA to permit such a trial.”

This was meant to happen last year (2020), however the pandemic got in the way and the TDA was never activated. Now it’s back with a request for a TDA going to the CAA at the end of January, with the intention of having the TDA in place from 11 April for five months.

The first thing pilots will notice is that the area around Goodwood will become a Transponder Mandatory Zone (TMZ) requiring aircraft to have Mode S or CAP1931 approved ADS-B Out devices.

FLARM devices alone do not meet the requirements.

28 | FLYER | March 2021

“The obvious next question is why not fly at night, when there’s little or no GA around?”

31 January just a week later. Why is it that short?

Skyports’ document says: “We acknowledge this is significantly less than the standard 12-week engagement and 4-6-week shorter engagement as per CAA DA/TDA policy 20200721. However, Skyports believes a shorter engagement period is sufficiently proportionate to the size of the change, the already completed engagements with local stakeholders during 2020 and the urgent imperative to support the NHS in Scotland Covid-19 response.”

Simon Whalley is Head of Regulation at Skyports. He told FLYER, “We’ve had a direct request from the NHS to help with our delivery drones moving Covid-19 samples, testing kits and PPE. At the same time it enables us to better understand how we can help the NHS but also integrate ourselves into their supply chain.

“The reason we have to fly over 400ft in some places, but not all – wherever possible we would always fly at 400ft to remain within the standard maximum altitude for drones – is principally because of the terrain. 400ft is mainly designed for drone operators that are operating within visual line of sight, but when you are operating beyond visual line-of-sight (BVLOS), particularly in an area where the terrain is quite undulating, it’s safer to be able to clear that at a slightly higher altitude.

“While the upper limits of the TDAs are expressed in amsl (above mean sea level), the unmanned aircraft will not be operated above 400ft agl (above ground level). Nevertheless, we are already looking to amend the routes based on the feedback we’ve received, which has the potential to reduce the altitudes of some TDAs and we will share amended proposals with stakeholders.”

The obvious next question is why not fly at night, when there’s little or no GA around?

“To operate at night in BVLOS needs an exemption,” said Simon. “We can do VLOS at night but we can’t do BVLOS at night without that specific approval. In some ways we will be operating at night, especially during the first phase because the

A local operator’s view – Hamish Mitchell operates Scotia Seaplanes, a Seaplane Training DTO based on the west coast of Scotland.

I discovered this ACP by chance – neither myself, nor two flying clubs based at Oban were notified as Stakeholders by the London-based sponsor. Indeed, I work as an ATCO covering the entire Scottish FIR. I consider myself to be pro-active and informed, yet was blindsided to learn there had been two drone trials in 2020.

These previous consultations were carried out during lockdown when no one was flying – literally and physically, below everyone’s radar, yet the sponsor claims they ‘developed a comprehensive picture of airspace usage in that area’. To then claim they ‘… do not wish to overburden stakeholders with an informal engagement exercise’, is both insolent and patronising.

We fly from Prestwick, Oban and Mull, providing a variety of training and have operated here since 2008. Our clients come from all around the world to learn and improve their skills in the magnificent Scottish landscape – private, commercial and military aviators, normally flying Boeings, SAABs, Pipers or even F16s.

In a normal season (April to October) we fly around 150 hours, a majority at low level in and around the Oban, Mull, Iona and Crinan area. We use Glenforsa and Oban frequently for both fuel and overnight stays, generating thousands of pounds for the local economy – and 2021 already looks busy, with significant pent-up demand, starting in April.

Under normal circumstances, Mull is a go-to destination for GA from right across the UK and beyond, and the coastal route from Lochgilphead is frequently used as a safe low-level route when cloud covers the mountains. Military low-flying within LFA14 is frequent and fast. This is the reality for those of us who live here, who operate here and who understand flying in Scotland.

This proposal imposes TDAs across a huge area, and gives me great cause for alarm – not only for the safety of my aircraft and clients, but also the potential future restriction of GA in general. GA by its very nature is flexible and cannot be predicted 24 hours in advance, and neither should it be. We operate tactically, responding to wind, weather, sea-state and fuel conditions on the day. That is the freedom afforded by Class G airspace and Scotland in particular – a freedom we should fight to defend.

The RAF teaches ‘Flexibility is the key to air power’ – the CAA’s principle for drones and flexible airspace use is one of integration with existing operations, not disproportionate, inflexible and discriminatory segregation by use of TDAs. We’ve all seen how driverless cars are being developed around the world and it is not considered acceptable to force everyone off the road to make way for them – they would be expected to have effective anti-collision systems in place – and so it should be with UAVs.

David Blundell - Lovethecamera

‘Insolent and patronising’ – Scotia Seaplanes’ view

Above Hamish Mitchell and the Scotia Seaplanes Cessna 172F Seaplane, over Lismore Island (that would be in the Craignure-Oban TDA)

It is also disingenuous to use the Trojan Horse of Covid as a lever to accelerate and bypass a proper and fulsome consultation. Many GA operators offered their services to fly time-critical supplies and samples last year and remain ready to help – how many were actually called and activated is quite another matter.

There are too many unanswered questions to feel comfortable about meekly nodding this through, this is the thin end of the wedge for GA, as exemplified by previous (barely publicised) trials.

How would any TDA operate in practice? How frequent and when? How do you access? Why block a 2km wide corridor up to 950ft in some places, when drones can fly at 100-150ft within 2-3m of accuracy?

A simple Notam’d track, clearly displayed on SkyDemon (like Red Arrows transits) is more practical.

What are the wind and weather limits? What are the liabilities and procedures in case of a mid-air collision or crash with hazardous cargo? Hitting an 18kg drone (twice the weight of a Sea Eagle) at 140kt closing speed will not end well. Remember, we are carrying humans – drones have microchips and sample bottles.

What happens during signal loss when military exercises jam GPS on the west coast? If drones have ADS-B In/Out, what are they actually doing with the ‘IN’ part?

The concept of carrying goods by drone is already proven, does it need to be proved again? The real challenge is to integrate – which ACPs like this avoid addressing. Why not fly at night with minimal GA around? A real-time webpage could show live drone location (like FlightRadar24) – not everyone has electronic conspicuity in the cockpit, but everyone has a mobile. If drone sponsors invested in 4G/5G coverage and ADS-B ground relays, you provide infrastructure and flexibility benefitting everyone.

We all recognise that UAV services and operatives are here to stay, politics will see to that. The community will embrace them, but only if they are safe, respectful and not restrictive toward existing airspace users. This proposal in its current form fails that test.

March 2021 | FLYER | 29

Special Feature

“Just as Skyports’ trial is set to get going on 8 April, so will the spring/summer season of GA flying to the islands” Ian Seager’s view…

Whether you like it or not, unmanned aerial systems, drones or whatever else you want to call them are on their way. The challenge is how we’re going to integrate them into airspace that’s shared by all sorts of other users, including General Aviation.

If the spate of Airspace Change Proposals (ACPs) around Temporary Danger Areas (TDAs) are anything to go by, we need to figure how we’re going to integrate rather than segregate sooner rather than later. Although we’re going to have to work together, it seems we’re not off to a great start.

ACP sponsor Skyports may have stated that it wants to engage with the GA community but it somehow missed some pretty big parts of that local community right under their noses. Skyport also published news of a CAA announcement on UAS geozones that would require mandatory electronic conspicuity (EC). Wait, what, no, I can’t find that CAA announcement anywhere either.

Then there’s the CAA’s new and shiny CAP1616 process for handling ACPs. Step 3B says ‘Approve consultation’ when what that really seems to mean is ‘Approve consultation if we think it is big enough or important enough, but we’ll make that judgement based on unpublished criteria’.

And if you’re sitting there feeling rightly annoyed at what might be a sign of things to come, we have to hold our collective hands up and recognise that some (hopefully small) elements of the GA community are a long way from holding the high ground with threats, idle or otherwise, of damaging or jamming drones.

The early divisions don’t have to grow into fully blown trench warfare with the CAA running around in ‘no man’s land’ asking people if they fancy a game of football. We can work together. We just need less bullshit; more honesty, more transparency, better communication and more pragmatism. Right, who fancies a (virtual) round-table discussion?

30 | FLYER | March 2021

hours of daylight are not so great at the beginning of the year, so we are applying to be able to operate outside of daylight hours.

“We will only be operating with two unmanned aircraft at any one time. During these flights, TDAs enabling other routes not being flown will not be activated. We will therefore deactivate TDAs outside of notified hours.

“We only want to operate in segregated airspace for the minimum amount of time necessary to meet the demands of the NHS; indeed not all medical facilities within the network. We are exploring with the CAA whether we can shorten the notice of activations which will have the potential for us to shorten the period of activations.

“The main thing is the response to the NHS. The purpose of this (trial) is not to be flying back and forth all the time, it’s providing a service when the NHS needs it. So, if they only need something delivered over one section of the route a couple of times a day, then that’s all we would do. If they needed that at 6pm, hopefully we would be able to do that. If they didn’t want anything along a certain route on a day then we wouldn’t operate that time – and we wouldn’t activate the TDA until we absolutely needed it.”

However, that’s all very well, but just as Skyports’ trial is set to get going on 8 April, so will the spring/ summer season of GA flying to the islands on the west coast of Scotland. An airfield that’s at the heart of the proposed network of TDAs is Glenforsa, on the Isle of Mull – and the airfield would simply not be able to operate should a SFC-450ft TDA sitting right over it was activated.

Think about this. Not only would pilots planning to fly in and out have to avoid the closed airspace – and we’ve already been told that it will be during daylight hours, for up to a half-day at a time, but also pilots routing through the area would not be able to plan it as an emergency or reserve airfield, or be able to land for lunch or anything, legally. Remember also that this part of Scotland is rightly renowned for its spectacular mountains and coastline – which, though beautiful, don’t make for good places to put down in an emergency or even just for bad weather.

Operator of the strip and hotel at Glenforsa is Brendan Walsh. He’s already had discussions with Skyports, pointing out that the TDAs will affect pilots flying into and out of Glenforsa – and at a time of year which gets busy because of the improving weather and daylight hours.

Simon’s response: “First, we have the airspace change consultation window open and we’re very keen to hear everyone’s views, suggestions, criticisms, anything. We want as much engagement as possible.

If there are any problems or concerns we’re keen to allay them. If there are any issues we can resolve we’d definitely like to work with them (operators).

“We know there are some concerns about approach and departure into Glenforsa, an incredibly popular airfield and we understand why, it’s in a beautiful location. If we can shift the routes in such a way that would limit the impact or enable safer approaches and departure for GA aircraft

Land’s End’s double whammy

Is it a coincidence or what? Land’s End Airport is involved in two separate airspace proposals.

One affects the existing Land’s End Transit Corridor (LETC), which serves commercial manned aircraft operations between the Scilly Isles and the mainland, including Skybus, the regular shuttle service.

The other is in the early stages of ‘proving the need’ for a Temporary Danger Area (TDA) connecting Land’s End Airport with the Isles of Scilly for unmanned cargo operations.

LETC first. The Airport says this is all about increasing safety of existing services, both fixedwing (Twin Otters and Islanders) and helicopters.

In 2019 there were more than 15,000 flights throughout the year and all the signs were that 2020 would have been higher until the pandemic came along. “We are forecasting a rapid return to pre-Covid traffic levels and then a continuation in the growth of air transport movements,” says the Airport’s Airspace Change Proposal.

“In recent years we have concluded and evidenced that there are aircraft flying within the LETC that are not in contact with an air traffic control unit. The nature of the airspace, Class G uncontrolled, means that pilots do not need to be in contact with ATC but because of the vast number of air traffic movements in the LETC, not being in contact with ATC is not the safest course of action to take.”

Land’s End Airport wants to make the existing air corridor into a Radio and Transponder Mandatory Zone (RMZ/TMZ) and widen it slightly to include the Instrument Approaches at either end. That’s because that south-west tip of the UK can get some pretty stormy weather and poor visibility at times.

The drone TDA trial aims to: ■ Demonstrate that a viable commercial operation is possible ■ Show that UAS flights will provide an alternative affordable method of transport for freight ■ Ultimately provide a service that can be safely conducted alongside existing manned services

Above A Temporary Danger Area could be coming to the Land’s End Transit Corridor

■ Gather real data to support a safety case for

permanent operations and ultimately create investment and jobs in Cornwall.

Steve Slater, CEO of the Light Aircraft Association (LAA), has already responded to the proposals. He said, “A significant amount of traffic travels from other airfields in the UK and the Isle of Scilly each year, as well as other flights routing around the south-west coast of Cornwall. There, aircraft are often equipped to a minimal level and not only have no transponders, but have no electrical systems to support them, and use handheld radios. This ACP would significantly impact these operations.

“In addition, this ACP states that the TDAs will be serviced by Scilly Isles and Newquay ATC units.

Based on operational experience we have significant concerns whether Newquay has the radio range to cover lower level traffic crossing TDAs B, C and D. What are the proposed mitigations for this? We remain concerned that this will create longer-term precedents for future use of this airspace.”

March 2021 | FLYER | 31

Special Feature

Paul Kiddell

Integration, not segregation

With the west coast of Scotland one of his favourite areas to fly, Eurostar pilot Paul Kiddell has been at the front of GA’s pushback on the recent drone Airspace Change Proposals...

The exceptionally beautiful west coast of Scotland remains one of the world’s great flying destinations – unspoilt, remote and largely unfettered by airspace restrictions.

I’m lucky to fly there many times a year, sometimes touring in large groups with flying buddies enjoying awe-inspiring adventures. The absence of controlled airspace and danger areas means the flying is relaxed and, very importantly, provides maximum flexibility for routing in the face of its famously changeable weather.

So it was quite a shock when Brendan Walsh, owner of the legendary Glenforsa Airstrip and hotel, shared news of the Oban/Mull Airspace Change Proposal.

The first thing that surprised me was that the CAA had agreed to lower the 12-week consultation period to just two weeks as the applicant, Skyports, claimed it had built up a comprehensive picture of local airspace users during prior ACP applications.

No one I know, from ATCOs to commercial seaplane operators and local GA flyers, had any knowledge of Prior ACPs – it appears the company only consulted a handful of local users which left the majority oblivious. In ACP-2020-055 Oban-Lochgilphead that closed for consultation last September, we discovered one TDA covers the Crinan Canal, the low-level bad weather route used by GA for many years.

Indeed, west coast weather is notoriously changeable and subject to many localised phenomena such as orographic cloud and fog, sea mist and sea fog lifting into low stratus. As a result, touring can be challenging and safety relies on maximum freedom of movement, both laterally and vertically. The extensive TDA network severely restricts our freedom of movement in this regard and, I believe, will undoubtedly compromise safety.

Other TDAs within the current ACP show similar

32 | FLYER | March 2021

Above In the ACP this area is within the Easdale TDA designed to service the roadside Easdale Medical practice which is out of shot to the left at around 157ft AMSL maximum. The TDA is up to 950ft AMSL as it routes in a straight line above the high terrain on the right of the picture. With a minimal diversion it could route down the channel around the coast to remain below 400ft. A really good example of straight-line planning that makes no attempt to minimise disruption to other air users.

scant regard for other airspace users. The TobermoryCraignure TDA goes through the Glenforsa circuit and TDA activation will make airfield operations virtually impossible.

The ACP has many other examples of poor straightline planning that could adversely affect GA tactical routing. For example, the Easdale TDA is designed to service the Easdale Medical Practice (around 160ft AMSL) and yet rises to some 950ft amsl, taking in popular routes including the bridge over the Atlantic on Seil. With a little bit of thought, the TDA could follow the coast and remain well below 400ft with minimal diversion from the direct route.

It is clear that with VHF Radio Line of Sight (RLOS) being a challenge on the west coast, Skyports are struggling to find a way of creating a Danger Area Crossing Service (DACS). They have indicated to me that due to the responsive nature of their proposed NHS service, they need to activate TDAs all day on days of operation.

The TDAs cover large areas and without a viable DACS, I believe it’s unacceptable to block out large portions of airspace all day ‘just in case’ or for the odd short return transit.

Drones will undoubtedly play an increasing and important role in society. However, measures to integrate them into UK airspace should be proportionate, fully justified and subject to full stakeholder consultation to minimise their impact on other airspace users. In their current form, I strongly believe that the west coast ACPs fail these tests.

Integration, not segregation, is the future and we must remain very vigilant to ensure GA is protected to the maximum extent if we are to realise the CAA’s vision of ‘share the air’.

Electric reality?

then we’ll certainly do that. If there are times, in the interests of aviation safety, to not operate on a particular section then we’re open to that. Safety comes first.”

Brendan has also been told that Skyports may ‘share our intended operation location (route) directly with you the day before we are due to operate’, which, not surprisingly, isn’t terribly reassuring given that Brendan’s business and others on Mull and nearby islands will be forced to shut down during the busiest time of year.

Other operators are similarly affected – and some, such as Hamish Mitchell of Scotia Seaplanes (see sidebar) are incensed. One of Hamish’s points is that he, and some other operators including local flying clubs, have only found out about the consultation via the back door. Skyports position in that it has engaged with local aviation stakeholders seems flawed.

We asked Skyports which has been contacted as part of the engagement exercise. It said, “All of our airspace change proposals have been included on the CAA airspace change portal, where anyone can see the details, monitor the status and receive updates on any proposal listed by change sponsors.

“We have been in contact with a variety of local stakeholders, including aerodromes, airfields, flying clubs, air operators, air service providers, emergency services and representative bodies and alliances to name a few.

“If any additional names or organisations we should be speaking to are recommended to us then we will reach out to them with the details of our proposals so that they can provide their views.

“We are very keen to exploring other ways of reaching relevant aviation stakeholders about future developments at Skyports that might affect them, especially where doing so would improve the levels of engagement. We’d welcome the opportunity to appear in FLYER magazine and other publications and communications.”

Perhaps we should say here that our contact with Skyports was initiated by us, and while they were quick to respond, perhaps they need a wider outlook.

The future?

So while drone operators are locked into going the TDA route for now, that’s not a viable long-term solution. What is?

“We have to get into a position of getting drones to be able to operate either in completely non-segregated airspace along with manned aviation, safely integrated, communicating to each other, or some other form of airspace construct that enables everyone to be communicating,” said Simon.

“Until we get something like that – and the path towards that is not totally clear – permanent operations are unlikely to take place on any kind of scale.

“I think we’re getting there. Everyone has an interest in moving away from TDAs – they enable things but also block things. I think the CAA wants it, the drone industry wants it and manned aviation certainly wants it. It’s trying to work out what one or multiple solutions that will enable us to get there.”

For more info and to make your views known…

Oban-Mull-Coll TDA https://airspacechange.caa.co.uk/ PublicProposalArea?pID=330&fbclid= IwAR3C6nACxNSUSoVnc0SCg_beVfQrbEPfH1w5QpknRVHAsXzW2HomyAFF5A Goodwood TDA https://airspacechange.caa.co.uk/ PublicProposalArea?pID=298 Land’s End LETC https://consultations.airspacechange.co.uk/ lands-end-airport/airspace-change-for-the -lands-end-transit-corridor/ Land’s End TDA https://airspacechange.caa.co.uk/ PublicProposalArea?pID=320 CAA Airspace Change Portal https://airspacechange.caa.co.uk/

Want to add your voice to the discussion? Join in on the FLYER Forum

March 2021 | FLYER | 33

My First Solo

Kanchana Gamage Not feeling ready at all, Kanchana Gamage declined to go solo – several times. Interview by Yayeri van Baarsen.

Solo stats Founder and director of The Aviatrix Project, Kanchana Gamage encourages women and girls to take to the skies by promoting aviation as an accessible and exciting career choice.

When: 1 May 2015 Where: Elstree Airfield Aircraft: Cessna 152 G-BFLU Hours at solo: 21 Hours now: 212

How did you get into aviation?

I grew up in Sri Lanka, living near the approach to Colombo Airport. Seeing all these aircraft flying over the ocean triggered my passion for aviation. Already, at the age of five, I knew I wanted to become a pilot one day and dreamed about flying over these vast oceans.

However, as a young girl I never met a pilot nor sat in a small aeroplane. I didn’t even know airports were public places that you could visit just to watch aeroplanes!

How did your flight training go?

I started my lessons at 33, after having saved up for a long time. A trial lesson at Duxford confirmed that flying was still what I wanted, so I joined Flight Training London at Elstree. Everyone at Elstree Airfield was absolutely fantastic.

It was quite a busy place though, and I was always very focused while flying.

As I’m petrified of heights, coming into land was terrifying at the beginning.

Seeing the ground below me, the first few times I felt mesmerised, but also incredibly afraid on approach…

Did you feel ready to solo?

Not at all! I don’t think I ever believed I could fly an aircraft by myself. My instructor claimed I was ready, but I didn’t, so I declined to solo at least three times. One day, he just got out of the

aircraft without saying a word – he didn’t even look back. The mix of excitement, adventure and fear was quite something. It was a truly momentous flight. My first solo was a turning point in life and felt like my childhood dream had come true. On downwind I was thinking, ‘I wish I’d done this earlier!’

You started The Aviatrix Project in 2015, what have your biggest accomplishments been?

We’ve worked with more than 500 schools and events, inspired many pupils and especially in the last few years I’ve seen a big change – there’s more discussion about STEM, and organisations are working together. It’s great to see that we’ve made an impact. However, my main accomplishment is that I can pinpoint at least a dozen young people, mostly girls, whose lives we’ve changed.

Through our talks and mentoring we’ve literally changed the course of their career and got them into aviation.

For me, that’s the biggest achievement.

What are your hopes for the next five years?

In the future I’d like to continue to target pupils from disadvantaged backgrounds and encourage them to consider STEM careers. Also, I’m hoping to take The Aviatrix Project on

“My first solo was a turning point in life and felt like my childhood dream had come true” 34 | FLYER | March 2021

the road next year, flying to different UK airfields and organising aviation days for local schools.

Who is your aviation role model?

Amelia Earhart, because she managed to break the mould, doing what nobody considered was possible for a woman in the 1930s. I remember reading about her when I was a child and feeling very inspired. More recent role models include Rangana Weerawardhana and Pavithra Gunaratne, the first female military pilots of the Sri Lankan Air Force. However, I meet many inspiring people at airfields I visit, every pilot has a story to tell. Learning to fly requires a drive and passion. No one wakes up thinking, ‘Let’s spend £15,000 on getting a pilot’s licence, because why not?’

If you could have any aircraft in your ‘fantasy hangar’, what would it be?

A Fairchild Argus and a de Havilland DH.88 Comet. I love vintage aircraft and like reading about the early days of aviation, it’s so romantic. Also a PC-12, as it’s a beautiful aircraft and I could fly around the world in it. Apart from a RTW trip, I’d love to gain my taildragger rating and continue with aerobatics.

What does flying mean to you?

Being able to leave the world behind for a little while, not in the sense of escapism. For me, flying is like a door to another world. It’s a whole different world up there and this unique perspective, plus the fact that it’s something not many people are able to do, makes me love aviation so much.

More info here.

Weather School

36 | FLYER | March 2021

FLIGHT TEST | Texas Aircraft Colt

Colt in the running…

While it might look unremarkable, the Colt from Texas Aircraft is a refined Light Sport type with decent handling… and an electric motor option in its future too WORDS Ian Seager PHOTOGRAPHY Ed Hicks

O

nce upon a time, when international travel was easy, and hardly anyone had heard of Covid-19, Joe Fournier, Ed Hicks and I set off from a rental villa in Winter Haven Florida to drive to Winter Haven Airport (KGIF) to fly north to Gainesville, where we were to meet Texas Aircraft Colt owner Ricky Youshack. Ricky and his dad were (and still are) the owners of Texas Colt serial number two, and we’d been pointed in their direction by the factory in Hondo Texas where CEO Matheus Grande, Designer Caio Jordão and Head of unfeasibly long names, Carlos Augusto Amarel Paes de Farro had set up Texas Aircraft specifically to take advantage of the US LSA market. The model first flew in 2018, was introduced at Oshkosh in 2019 and was deemed to have met the LSA ASTM standards later that year.

Unusually we had time in hand and decided to stop for breakfast at Egg City, a diner on our route to Winter Haven and Joe’s C182. Here we talked through our plans while consuming assorted egg-based dishes, with boiled coffee in mugs sporting overly thick rims, and chemical orange juice (despite being just 16 miles from Florida’s biggest fresh orange juice plant!).

Despite a pincer movement from Joe and our waitress, we didn’t try the grits, which in my experience always taste even worse than they sound.

Seated at our booth, we pulled our phones out, googled the Colt, and talked through what we thought it would be like, where it might sit on the market, and whether or not it was better looking than the similarly configured Tecnam P2008. We found out that the aircraft was designed by company co-founder Brazilian Caio Jordão, who, to be honest, I had never heard of. It seems that Jordão is a pretty well known in Brazilian light aircraft design circles, where he created, among others, the Conquest 180. While the Texas Colt is said to be a clean sheet design, a quick look at both aeroplanes shows a very strong family resemblance. I read somewhere that it is informed by the Conquest 180, whatever that means.

Sitting around our formica table at Egg City we also learned that the Conquest had started life as a composite aeroplane, but the Colt was all metal. Like both Mooney (and the single-seat SPA Panther we flew in summer 2014) it has a steel passenger cell, built from 4130 chromoly steel. The skins are aluminium and everything is put together using solid rivets rather than the far more common pop rivets, sorry, I mean structural pulled rivets that are pretty common in the LSA world.

I know this sounds a bit harsh, but looking at the pictures on our phones, the Colt looked, well, unremarkable, and I was beginning to worry that it might fall into one of the two already overpopulated LSA categories – competent but oh so dull, or not at all March 2021 | FLYER | 37

Texas Aircraft Colt

Above Very conventional, but well proportioned and nicely finished Left Wide opening door allows easy access under a relatively low high wing Right Handling is nicely weighted, avoiding the lightness, particularly in pitch, that many LSAs suffer from Below Obviously we didn’t test it to destruction, but a design goal was to create a tough undercarriage suitable for training

dull but only because the control forces are ridiculously light, and the handling less harmonised that feral cats on a date night. Time would tell. One thing we were pretty sure of was the performance. Unsurprisingly, the relatively narrow parameters of the LSA specs generate quite a lot of two seat side by side aircraft that are powered by a 100hp Rotax, injected or otherwise.

These aircraft almost inevitably deliver a cruise of about 100kt for a fuel burn of about 18 litres per hour (lph).

We settle up, leave the tip and head for the airport.

It’s a straightforward flight, Gainesville is about 100nm northish of Winter Haven and after landing we head for the FBO where we’d planned to meet Ricky.

Gainesville is home to the University of Florida and the university also owns and runs one of the FBOs, University Air. The walk from the ramp to the FBO takes you through a garden with a couple of model alligators in honour of the Florida Gators, the local football team. That was to be a bit of a theme.

Ricky arrives wearing a Florida jumper that’s in the Gator’s colours. He takes us to his T hangar and pulls open the doors to reveal a gleaming Texas Colt painted in, you’ve guessed, Gator’s team colours.

Ricky’s dad holds a sport pilot’s licence and Ricky has a private licence, buying an LSA meant they could both use it. A Rotax-powered LSA also means that it’s relatively cost effective for Ricky to build hours and experience as he works towards his commercial and IFR tickets. It also makes visiting family in Fort Myers a lot easier!

Like a modern 152

We pull the aircraft out into the bright sun where its bright orange, blue and white gator scheme could shine. First impressions are a little strange. It looks for all the world like a modern C152, much of the empennage is very Cessna, but at the same time it kind of felt a bit like it was a 90% scale aeroplane in a way that I don’t find with all LSAs. Given that this was only serial number two the fit, finish and overall build quality were excellent, a really impressive achievement that many, including some mainstream manufacturers 30 | FLYER | March 2021

“Given that this was only serial number two the fit, finish and overall build quality were excellent” March 2021 | FLYER | 39

Texas Aircraft Colt

Above Do you think Ricky may be a little obsessed by his local football team?

Left Buying an early serial number always has risks, but a year or so on and it’s been pretty much all reward

A Texas eColt with British batteries, built in Brazil…

Texas Aircraft clearly isn’t hanging around, and alongside the public introduction of its Rotax-powered Colt at Oshkosh, the company displayed a potential future electric powertrain. The electric motor on show came from Siemens (which sold its electric engine business to Rolls-Royce), but Above OXIS Energy the project has clearly moved on, and the battery is made up aeroplane will now be powered by the of hundreds of Brazilian WEG motor. Power will come from lithium-sulfur the UK’s OXIS Energy courtesy of its pouches lithium-sulphur (Li-S) technology In a press release Texas Aircraft said, “The eColt will fill a growing demand for ecologically friendly flight training airplanes, as well as regional transportation in Brazil and throughout the world. Initially, OXIS projects the eColt’s flight time will be in excess of two hours with an approximate range of 200 nm. The use of sulfur as a non-conductive battery material provides enhanced safety and is superior to current lithium-Ion technology. Its 90kWh battery system, which is 40% lighter than current Li-Ion technology will be powered by its High Power cell at 400Wh/kg.”

40 | FLYER | March 2021

don’t always get right (take a look down a line of driven rivets on one of the early re-start Cessnas from 1996/97 to see what I mean).

There are two light and fairly lightweight doors that nonetheless feel pretty solid. They open through pretty much 180° and will sit alongside the cowl. The downside of having large, lightweight fully opening doors is that parked on the rampo they’re pretty effective sails, and require care and awareness. This is by no means a unique Colt gotcha, but it is worth mentioning.

The doors open up what I can only describe as a spacious and luxurious interior, it would be impressive in any aeroplane, let alone one that had to be built and designed with the tight weight budget of an LSA. The wing strut attaches to the fuselage at the rear of the door, so with the wide open door access to the cabin is relatively easy. It may be a high-wing, but the whole aeroplane sits lower than conventional high wings, so for many a certain amount of ducking is required, along with a bit of bending over to get your head into the cockpit.

Once inside there’s enough headroom for your tall gran to wear her Bose headsets on top of her perm, and a very generous 106cm/42in cabin width for you to settle into. The first thing of note is that there’s barely a piece of bare metal to be seen. It’s common for LSAs to save weight by doing away with interiors – the Vashon Ranger and now sunsetted ‘we’re going to pretend it never happened’ Cessna SkyCatcher are great examples of the painted bare metal look.

The leather clad seats are comfortable and, joy of joys (I’m easily pleased), adjustable fore and aft by sliding them along a sturdy looking and smooth running rail. I know that’s not a big deal in the heavier certified world, but it is by no means an automatic thing at the lighter end of the spectrum where you frequently find adjustable rudder pedals (contortion often required to move them) or a seat adjustment that relies on somewhat delicate appearing mechanisms.

The floor behind the seats is the large luggage area with a max capacity of 20kg, but it’s what’s in front of the seat that’s generally of more interest to pilots. The company has done a great job in producing a clean and uncluttered panel dominated by a Dynon Skyview HDX fit with transponder, autopilot and radio. There are three backup steam instruments on the right, although I’m told that they’re unnecessary and will not be a feature of future models.

Dynon Skyview HDX

The aircraft registration is writ large above the Dynon screen, but eclipsed by the unreadably HUGE placard advising you that the throttle like lever conveniently placed between the seats is in fact the THROTTLE. Above that is the Andair fuel tap which allows you to switch between left and right wing tanks (there’s no ‘Both’ option – boo), which contain a total of 117

Turbine Maule M-7-420AC

Above High quality interior complements a clean panel with Dynon HDX integrating well Right Spacious luggage area is split on floor by tunnel housing control runs Below No, that’s paint not de-ice boots on the leading edges Left This is the nicest LSA interior we’ve flown. Top marks for space and comfort

March 2021 | FLYER | 41

Texas Aircraft Colt

Above Even if you are super conservative on fuel, you can fill up and fly for five hours and still have almost 90 minutes in reserve Left Traditional metal construction – and more of the Gators theme Below Mass balance for the ailerons can just be seen on the inboard side of the wingtip

42 | FLYER | March 2021

usable litres of fuel between them. That’s about six hours’ worth of fuel with half an hour’s reserve, then there’s the handle for the ballistic parachute.

The Colt has a useful load of about 220kg, so there’s some balancing to be done with fuel quantities and everything else. Topping the tanks for a six hour flight will take about 85kg, leaving 135kg to be shared between the two seats and any luggage, but how many of us fly six hour GA legs regularly? The Colt is a super comfortable LSA, but six hours…

Ricky and I run through the plan, and it’s immediately obvious by the way that he’s using both ForeFlight and the Dynon Skyview HDX that he’s very comfortable with the technology, as you’d expect for an average usage of about 20 hours a month. With the engine running it’s time to pick up the ATIS, and while the frequencies are not difficult to find, the Dynon radio has three buttons, ATIS, GND and TWR, which thanks to the GPS know exactly where you are, so pressing one of these tunes the right frequency for you. Heading for the runway the castering nosewheel makes easy work of directional control and we’re soon ready to set take-off flap, operated by a spring loaded switch without any detents, so 10° or so equals maybe four seconds.

I add power and weave a bit as we gather speed and the rudder becomes effective before we leave the ground and settle into a fairly nose high 800fpm climb.

In some LSAs right about now I’d be doing my best to avoid PIO thanks to the (over) sensitive controls in pitch, but the little Colt’s solid with nicely weighted controls that make it feel like a much larger aeroplane.

Ricky tells me that he often flies high to take advantage of better tailwinds, his record so far being a

TECH SPECS

Texas Aircraft Colt Luxury LSA

Pretty conventional configuration delivers on space and comfort

groundspeed of 174kt, but today we go no higher than 4,000ft to try to get out of the low level turbulence.

Here the speed settles, as predicted, at just over 100kt.

It’s possible to go faster, but 4,800-5,000rpm seems like a comfortable relaxed cruise setting for the Rotax.

The handling is really nice, harmonised and not featherlight like some, the aeroplane trims easily (both yokes have electric trim switches), and there’s no big pitch changes with the flaps either. Slow flight is a pleasure, stalls predictably (and happily) boring.

After playing around we head back to Gainesville, Ricky clearly knows the area, but the Dynon HDX did a cracking job of providing situational awareness and all of the engine and aux system information I needed.

The aeroplane’s not super slippery, but the fixed gear and struts don’t seem to provide as much drag as you might think. Once slowed, with flaps out the landing was smooth and predictable.

Earlier I wrote that the Texas Colt’s looks were unremarkable. I’m holding on to that view for now, but after spending some time in its company I’m slowly shifting more towards ‘refined and functional’. The inside is certainly way better than most factory-built aircraft, and the handling feels pleasantly weighted.

Performance is standard LSA, and carrying capacity average, with some care needed not to overload if the occupants have spent too much money buying (and eating) yards of doughnuts from Walmart. It’s basically a very comfortable go-places LSA that’s cheap to run.

Ricky estimates that he spends about $15, about £11, an hour on fuel, which must make going through college with your own aeroplane at your local airport a more affordable experience. Talking about price, what’s basically the personal use version of the Colt comes in around $167,000 (a more basic version is available for about $10,000 less). That’s a bit higher than the average price for a new LSA, but the finish and feel are nicer than most. Will the Texas Colt finally be the two-seater that cracks the ab initio training market? I hope so, but I’m not so sure. There’s nothing wrong with it; the undercarriage has been built to take the student pilot workload and the cockpit is a nice place to be, but the C172 and PA28 have put down some pretty tenacious roots, and I’m not sure they’re ready to be pulled up just yet.

Performance

Max speed (Vne) 134kias Max cruise speed 118kt Stall speed (clean/full flap) 44kt/38kt Rate of climb 800fpm Endurance 6+ hours!

Fuel burn 18 litres/hour

Weights & loading Seats 2 Max take-off 598kg Empty 3861kg Payload 212kg Payload with 3hr fuel 168kg Baggage 20kg Fuel capacity 31usg/118l

Dimensions Wingspan 9.8m Length 7.1m Height 7.7m

Spec

Airframe Aluminium Engine Rotax 912ULS Max power 100hp Propeller Sterna composite three blade, fixed pitch Avionics Dynon Skyview HDX Undercarriage Fixed, tricycle

Manufacturer Texas Aircraft 508 Vandenberg Rd, Hangar #5 Hondo, Texas. USA

Price

Approx $167,000

More info

www.texasaircraft.com

All in all, the Colt is a very well sorted, and comfortable touring and training LSA

March 2021 | FLYER | 43

Safety Accident Analysis

Surprises all round…

F

ew of us ever have the opportunity to ride in a fast jet and fewer still actually own one, so it is perhaps debatable as to why this month’s analysis should begin with a look at a rather scary passenger ride on one of Martin Baker’s finest ejection seats.

The accident report, compiled by the French Air Force, runs to some 40 pages and is an excellent study into the sort of issues that often arise with passenger flying. Most are entirely relevant to General Aviation so I make no apologies for using the report and thank my French colleagues for their candidness.

Accident 1

Saint-Dizier is a French Air Force base on which ETR 3/4 Squadron is dedicated to the conversion of Rafale crews. They were tasked with carrying a 64-year-old civilian passenger, in charge of testing teams at a weapons company and who had no military aviation experience.

The morning of the flight, the passenger underwent a medical examination for approval to fly in an aircraft equipped with ejection seats.

Followed, on the Squadron, by a specific clothing and equipment session, plus training in safety-rescue systems focused on the ejection seat.

The passenger then briefly participated in part of the mission briefing with the other aircrew before joining his four companions for lunch.

For the flight, the passenger was installed in the rear seat and the pilot adjusted the various passenger restraint straps on the seat. The passenger’s

installation was checked by the ramp engineer. After start-up and taxying, the aircraft lined up in echelon behind the other two aircraft for a 30 second stream take-off. The take-off run was normal and once airborne the pilot retracted the landing gear to accelerate. He then performed a standard climb profile, rotating to a pitch attitude of 47°, with a load factor close to 4g, followed by a bunt close to -0.6g for the level off. During this last phase at 650ft and 280kt the passenger was ejected from the aircraft. The pilot recovered the aircraft to Saint-Dizier and evacuated without assistance.

The investigation discovered that the flight recordings used for maintenance and for the mission itself were automatically erased because the ejection system had been initiated.

However, enough flight data was accessible to reconstruct the flight profile. The passenger’s connected personal watch recorded his heart rate.

Examination of the onboard conversation indicated normal dialogue up to, and including, the take-off acceleration with the passenger falling silent as the climb commenced. The ejection handle showed the presence of glove fibres which indicated the ejection had been initiated by the passenger.

Observations made on the harness after ejection in conjunction with photographs taken by work colleagues, indicate the shoulder straps were inadequately tensioned.

A number of possible reasons for the rear ejection handle being pulled were considered by the inquiry, including voluntary activation through loss of

“Colleagues kept quiet about the flight in order to maximise the effect of surprise” 44 | FLYER | March 2021

consciousness (such as A-LOC or G-LOC) or high levels of stress, but all were rejected in favour of involuntary activation. The passenger was under significant stress throughout the morning. The data indicates that his heart was in full tachycardia with a rate that ranged between 136 and 142bpm against a maximum heart rate of 156bpm.

The passenger’s level of stress was exacerbated by the context of the flight. Given the tight deadlines for the programme, the passenger did not take part in the full mission brief and his pilot did not have time to talk through the key aspects of the sortie. Once airborne the stressors were initially the positive load factors. At +3g a feeling of great heaviness of the limbs and the body in general, between +3g and 4.5g: possible appearance of a grey haze (narrowing of the peripheral visual field associated with blurred and darkening of vision) and over 4g the appearance of a black veil (total loss of vision). As this was his first flight in a high performance aeroplane, the passenger would have been unaware of these symptoms and would have found them stressful. The initial positive-g phase was followed by rapid transition to a negative-g phase (-0.63g). On the ground, humans are rarely exposed to a negative load factor and the sensation would have been unfamiliar to the passenger. This feeling may have been enhanced by his harness not being properly adjusted allowing him to rise up in the seat. The passenger was therefore not prepared for what would take place during the take-off and the positive g at rotation and its subsequent reversal would have significantly added to his stress. This likely explains why the passenger involuntarily pulled the ejection handle in order to grab onto his seat and counter the feeling of being thrown from the cockpit.

This flight was organised by colleagues close to the passenger without notifying him in order to

Mark Mitchell

Although sharing our cockpits with fellow travellers has been a bit more tricky of late, the good times will return. When they do, Steve Ayres suggests its worth reflecting on some of the potential consequences of doing just that…

maximise the effect of surprise. He had never expressed a desire to carry out this type of flight nor in particular in a Rafale. Maintaining the surprise led to a reduction in the time taken for each stage of preparation for the flight: medical examination, clothing and ejection seat briefing. This situation generated a feeling of stress for the passenger, which was particularly felt during the ejection seat briefing where he had to assimilate a great deal of information in a very short time. In addition, the stress of surprise was magnified by the complete lack of military aviation experience.

The passenger said he had a complete ignorance of the aviation environment and its constraints, having never flown on a military aircraft. Such a situation reduces a person’s capacities to make decisions and, faced with a fait accompli on the day of the flight, it was very difficult to refuse to take part. Additionally, organisation of this type of flight by co-workers, especially when it is so rare, can create a feeling of exception.

Social pressure from the company, represented by a large number of colleagues present made any refusal extremely difficult. This type of flight was relatively routine. However, unlike the majority of flights, the programme for this day was the subject of a memorandum which stipulated a meal with the base commander, the presence of numerous accompanying persons and a ‘photo record’ provided by the base PR unit. Additionally, the memo did not provide for any secondary solution in the event that it was impossible to conduct the flight, for example a flight in the simulator, further emphasising the desire to carry out the mission as planned. The passenger was considered a VIP and consequently no one felt in a position to query the flight.

Both pilot and passenger suffered slight injuries, mostly minor lacerations from detonation of the canopy.

Accident 2

The pilot of a Javron PA-18 Super Cub stated that he was planning to perform an off-airport landing on the shore of a reservoir where he had successfully landed many times before. After about a 30-minute flight, the pilot configured the aeroplane for landing on the shoreline. During touchdown, the passenger, who was in the rear seat, inadvertently applied the brakes,

“The passenger, without permission or guidance, retracted the landing gear” causing the aircraft to nose over inverted.

Accident 3

The pilot of the Beech 55 reported that, shortly after landing, the passenger, without his permission or guidance, retracted the landing gear.

The aeroplane impacted the runway,

slid about 600ft, and then came to rest.

The pilot-rated passenger reported that, without the pilot’s guidance, he mistakenly raised the gear handle then quickly lowered it again, thinking it was the flap handle, and that he was attempting to assist the pilot.

The aeroplane sustained substantial damage to the centre wing spar.

Ayres’ Analysis Does any of the above sound familiar? Ever received or thought about giving a surprise flight to a colleague? A birthday gift or a special occasion, perhaps? Ever been a bit rushed to get your passenger strapped in and airborne before the weather comes in or the airfield back home closes? If we haven’t been there already, we almost certainly will at some point in the future, and although we may cope well with the pressures, do spare a thought for the passengers. In most instances the flight is for their benefit, and if they are to properly enjoy it, make sure you set aside ample time and leave space in the programme for the unexpected. Have a back-up plan, too.

Better to find an alternative means of transport than have your passenger scared witless and risk them doing harm to themselves or even your beloved aeroplane! Give yourself time and talk through every aspect of the sortie and describe the sensations they may experience. As much as it may be fun to elicit the odd ‘squeal of delight’ from your passenger, when accompanied by an elevated heart rate and stress, they may do things you least expect.

Landings, in particular, can be scary to the uninitiated and your passenger may respond unexpectedly. Such as applying the toe brakes during the landing run, as occurred in the Super Cub accident.

I would put my money on the Rafale passenger having been told countless times to keep his hands off the ‘black and yellow’ thing between his legs but, under stress, he couldn’t resist!

Be thorough and do the job properly, perhaps consider using a passenger brief.

Strap your passengers in carefully. If the going gets bumpy or you plan on doing aeros, they will thank you for doing so correctly. Point out the ‘do touch’ and the ‘do not touch’ bits of the cockpit. A bit more important with tandem seating, but as the Beech accident shows, things can still get moved unexpectedly in a side-by-side cockpit. Remember too, your passengers will forget most of what you tell them and, in the heat of the moment, will probably get actions wrong. Talk about evacuation and what to do if things don’t go as planned, but try not to scare them. It is a fine balance and a matter of judgment as to how much to say and how much to simply take ‘on risk’.

You need your passenger to be a thinking, coherent and hopefully unstressed individual by the time you get airborne, not a gibbering wreck with a heartbeat approaching their maximum!

In the final analysis, the whole experience needs to be fun and if it’s not going to be why not just admit it and try again another day. Or, simply accept that flying is not your passenger’s ‘thing’.

Footnote Although I would not recommend end-to-end testing of your escape systems to the extent the Rafale pilot did, it is worth noting that a failure of the seat interconnect prevented what should have been a double ejection and certain aircraft loss. Gods can sometimes smile even in the gloomiest of circumstances!

March 2021 | FLYER | 45

Safety Accident Reports

Landing mishaps

Steve Ayres summarises and comments on accident reports from around the world and looks at a carbon monoxide detector which connects through Bluetooth and only requires USB power

Just plain wrong!

Savannah VG Jabiru (1) G-DOTW Boys Hill, Barville Farm, near Dover, Kent Injuries: Nil

The owner of the aircraft had logged a total of 126 hours, of which 24 were on type. He had not yet gained his pilot’s licence and had asked a friend, who held an NPPL, to fly with him. The purpose of the flight was to test a recently fitted transponder before returning to Clipgate Farm. The owner ‘booked out’ on the Clipgate Farm Flight Log and gave the friend’s name as the ‘Pilot’.

The weather was good with a southerly wind of 10-15kt. The owner understood that he would fly the aircraft with his friend ready to take control if necessary. The friend understood this would be a short flight to test a recently installed transponder and that he would assist with the radio.

After starting the engine the friend discovered that, as well as the uncalibrated transponder, the intercom system was unserviceable, but as they could understand each other above the engine noise, the friend agreed to continue the flight and make the radio transmissions. The friend also noted there were no toe brakes on his side of the aircraft and other controls, such as the trimmer, were difficult to reach.

The aircraft departed Clipgate and the owner decided that they would carry out a circuit at Boys Hill, a nearby training grass strip. The approach was normal but, in the last 30ft, there was turbulence from the wind passing over a wood on the left of the runway. The touchdown was heavier than normal, but not severe. They stopped the

engine, got out to inspect the landing gear and saw no signs of damage, both agreeing that the aircraft was safe to fly.

They backtracked the runway and then took off to fly another circuit. On the second approach they again encountered the turbulence and a go-around was performed.

The description of events by the owner and his friend differed from this point as to who was flying the aircraft.

A third circuit and approach was flown but again they encountered the turbulence. The aircraft was flared and again maximum power was applied to go-around. The left wing lifted due to the wind and the right wing struck the ground, yawing the aircraft to the right such that it came to rest facing towards the Runway 21 threshold.

Comment There is a clear distinction between having a person more qualified than you to come along for a flight to help out and when, because you are unqualified, that person needs to be an instructor. While it is true that the crew qualifications did not make this accident inevitable it did mean that as things started to go wrong the chances of a successful outcome reduced significantly.

From the reporting it is not clear who knew what about whom, nor indeed, who actually did what on which circuit, but the fact this flight took place at all was plain wrong!

flight instructor certificates for single and multi-engine aircraft and reported 1,400 hours flight time. The passenger held a private pilot certificate with 1,370 hours flight time. The pilot had recently purchased the aircraft and after the first flight indicated that ‘the controls were very responsive’. The second flight in the aeroplane was the accident flight. A witness watched the aeroplane take off, make a circle, and conduct a high-speed fly-by over the runway at about 150ft before climbing straight up to about 500-600ft agl at the end of the runway.

The witness then saw the aeroplane ‘stall’, the left wing rolled over, and the aircraft made about two or three spirals before impacting the ground. When asked by a fellow pilot the day before what was the stall speed, the pilot replied that he wasn’t sure because he couldn’t see the airspeed indicator while flying from the rear seat – the one he occupied on the accident flight.

Comment We cannot be certain what was in the mind of the owner as he set off on this flight but his actions were pretty reckless. There is unfortunately no stopping some people when they get their hands on what they see as a new ‘toy’ although one might have hoped for better given their experience and qualifications.

Low level aeros

Cirrus SR22

Acro Sport II

Fairoaks Airport

N43032

Injuries: Nil

Jersey Shore Airport, USA Injuries: Two: fatal

The pilot held commercial pilot and

“The description of who was flying differed between the owner and his friend…”

46 | FLYER | March 2021

Wrong numbers N374SR

Witnesses reported that it was a hot day with good weather and a light and variable north-westerly breeze. The pilot stated that the approach at Fairoaks was uneventful and that he crossed the runway threshold as normal before flaring at a standard approach speed. Despite the selection of idle power, N374SR did not settle onto the runway as expected. The aircraft continued to float and eventually touched down at what an eyewitness described as ‘a considerable distance

Safety Accident Reports along the runway’. By the time the pilot realised there was insufficient runway remaining in which to stop, he judged that, with trees in the overshoot flightpath, it was too late to safely go-around. Despite the application of full braking, the aircraft overran the runway, went through the airfield boundary fence and crossed a public footpath before colliding with trees. The pilot reported that when he selected idle in the flare the engine stabilised at approximately 1,000rpm, which was higher than he expected.

Comment Having flown my own aircraft for the first few hours with a tick-over set too high, I know how horrible it feels! Judging the touchdown point was really tricky, deceleration, even on grass, was lengthy and uncomfortable with increased risks of excursion and I would only fly off the down-slope runway with a significant headwind. I even modified my landing technique to close the throttle some way before the flare – risky business!

The answer, of course, was to ‘fix it’!

That said, as we all know, the hard work to achieve a landing is done on final.

Getting the right approach angle to a precise touchdown and correct speed over the ‘hedge’ should ensure the rest is at least ‘predictable’. Without that, who knows where you will end up!

“It had been nine months since the pilot last flew because of poor weather and Covid-19 measures” approximately nine months prior to the day of the accident because of poor weather and Covid-19 measures and had only used Runway 29 a handful of times.

Caught short – 2 Rans S6-ES G-YTLY Longside Airfield, Peterhead Injuries: Nil

The pilot reported that he planned to carry out a local flight from Longside Airfield near Aberdeen. He took off in a light westerly wind using Runway 28 and at 1,000ft encountered turbulence.

He decided not to continue with the flight and returned to the airfield.

However, by this time the surface wind conditions had changed making Runway 10 more suitable for landing.

The pilot said he encountered no difficulty during the approach, with the speed and attitude appearing normal.

However, as he flared the aircraft, it descended rapidly, landed hard and bounced before coming to a standstill.

The impact broke the nosewheel leg, which collapsed and resulted in damage to the cockpit structure and propeller.

Comment It is always dangerous to generalise but the sort of ‘stop-go’ flying we are all experiencing at the moment hits parts of our community harder than others.

These last two accidents occurred to relatively low hours pilots, and when faced with evolving situations their ability to cope safely was going to be tested. Add to that poor recency and the risks escalate. Why not plan for a go-around off the first circuit, having rehearsed the procedures? Then monitor the numbers carefully down the approach and ensure you’ve nailed the ‘aiming point’ before doing it all again to land. Re-familiarising that approach picture, speeds and powers may save the day.

Caught short – 1 Groppo Trail Mk2 G-RJIT Roche Airfield, Cornwall Injuries: One: minor

Four flights were undertaken on the day of the accident. The first two were type familiarisation flights with an LAA instructor. The third flight was solo to refuel the aircraft at Bodmin Airfield and the accident flight was the return to Roche Airfield. The wind was 280/13kt so the pilot selected Runway 29, which is a 310m long, 20m wide grass strip with a slight up-slope.

On the approach is an 8-10ft high hedge and a metal farm gate positioned approximately 60ft from the threshold of the landing strip.

The pilot positioned the aircraft for the approach and configured the flaps for landing. At 30ft agl and with the engine at idle, the pilot reported that the aircraft dropped sharply and he was unable to react in time to arrest the sudden loss of height. The aircraft struck the ground in a flat attitude and then collided with the open gate and hedge. The pilot hadn’t flown for 48 | FLYER | March 2021

Safety kit Aithre Shield Carbon Monoxide Detector $300 Aithre Shield or €360 from Air-Store.eu Having just spotted mention of Aithre detectors in the recent Van’s RV-12iS SB, which identifies the risk of exhaust cracking and potential carbon monoxide poisoning, I was reminded of this rather neat option. According to Aithre, “The Shield EX 2.0 is a behind-the-panel mounted carbon monoxide detector that puts ultra-sensitive CO readings directly on your iOS and WatchOS device, Dynon SkyView, Garmin G3X, and Advanced Flight Avionics. Features convenient 3 wire installation, a small footprint, fidelity to 1ppm, and 10 years without recalibration.”

Simply connect it to a USB power source (5V), and even if it can’t be linked to your current

avionics it can be bluetoothed to an iOS device and run in the background while using SkyDemon etc. Flashing up a ‘Notification’ with accompanying audio if cockpit CO levels exceed pre-set limits.

You can still check out PCLV! You can still visit the website and enjoy all the contents.

Visit the virtual stands

The best way to connect with the leading ATOs.

Watch the seminars Over 14 hours of seminars, interviews, panel discussions and Q&A sessions.

WHAT DO ATTENDEES HAVE TO SAY ABOUT PCLV? Again, really really well organised with fantastic speakers, amazing job, well done. BRAVO!

@PilotCareerNews

Thank you very much for the event over the last 2 days. Incredibly informative and helpful!

@PilotCareerLive

It was amazing...!

Cannot wait for a non virtual seminar!

I don’t think it could have been better.

@PilotCareerNews

50 | FLYER | March 2021

FLYING ADVENTURE

Lure of the Pyrenees Garrett Fisher prided himself on being a ‘mountain flying’ expert.

Until he got to the Pyrenees, discovering that the journey was altogether a new frontier…

W

hile I can’t speak for Europeans, suffice it to say that Americans barely know that the Pyrenees exist.

Partially influenced by their distance and remoteness, American ‘geographical ignorance’, and the reality of being outshone by the Alps, the mountain range is something of an afterthought.

In my case, it very much became a reality when I moved there some years ago, the process of a rather short search exercise. I was looking for nice living – and a decent airport – and only happened upon the place because of an errant internet search, the result of remembering my French teacher at school mentioning the tiny country of Andorra. From there, things fell into place, and I was on my way to La Cerdanya, a high-altitude, wide, east-west valley that straddles Catalonia and France, with Andorra bordering to the north.

It is obvious that aviation would be something I would have to figure out once I got there. After perusing maps to understand that the highest peak in the chain is at 11,168ft, I thought that it shouldn’t be much of an issue as, merely 10 months prior, I had left the US State of Wyoming with the Cub after having flown hundreds of hours in higher mountains in the Rockies. Surely things would be similar, and I would enjoy myself as I explored a new and beautiful place?

To understand the ignorance of this statement can be tied to the flight getting into the Pyrenees in the first place. I had heard about ‘La Mistral’ from another pilot and thought that the idea was silly.

Who names winds, other than Californians with the ‘Santa Ana’ wind? All we say in the US is, ‘it is windy’ and, if we’re feeling really precise, we might note the direction and temperature trend… The idea that a single geographic location could be described as ‘windy’ and be given a name seemed absurd.

The fact is, the wind lives up to its advertisement. Taking off in a furious Mistral wind in Valence, France, I fuelled in the ‘Tramontane’, another furious named wind, this time howling to the north of the Pyrenees. Somehow, between an anaemic flight briefing and conversations in limited English with people at airports along the way, I determined that things would be fine in the mountains, which turned out to be partially correct.

As I entered the Pyrenees, I was personally captivated by the scenery. It was a sunny September day that reminded me of Colorado or Wyoming. I rounded the bend into La Cerdanya near Font Romeu, France, and promptly got beaten up repeatedly by strong turbulence as I entered the circuit and landed. The windsock was virtually limp, the sky an intoxicating blue, and the scenery stupendous. It was hard to believe that this place was my new home.

I spoke with the soon-to-be retired airport attendant about my turbulent experience, and he explained to me that north wind days are rather foul and that the north side of the valley is far worse than the south side. While I trusted him, every indication visually available to me was telling me otherwise.

It is not to say that I would actually listen to what he was saying. Not too long afterwards, a

Opposite The impressive snowcovered mountain ranges of France, Spain, and Andorra

March 2021 | FLYER | 51

Flying Adventure

Above Spine of Pyrenees from west of Andorra Right It snows in La Cerdanya Far right Andorra from the west, in May Below La Cerdanya Airport (LECD) Below right Western Pyrenees in mid-July

52 | FLYER | March 2021

front had come through, the air cleared brilliantly, and a north breeze was blowing, although it wasn’t too strong on the ground. I intended to go to the Val du Querol on the French side and wander around, taking care not to go around the summits where things could be raucous. At about 1,500ft agl and five miles north-east of the airport, I hit turbulence over farms that was so bad I whacked my head on the overhead brace sending cockpit items flying. Spooked, I turned around and stayed on the calm south side of the valley as I had been previously instructed. That then led to a further conversation with the same attendant, who explained in further detail that north wind days feature angry winds which, in this instance, funnel out of that valley then meet up with La Cerdanya, change direction, and carry on. His advice was basically not to bother going over there if the wind was out of the north.

“But how will I go flying on nice days? It seems that the clearest days are out of the north,” I asked.

He explained that an unfortunate reality of the area was that the finest air clarity was associated with the worst winds, and that was that. For me, that was exceptionally pernicious, as the mental trigger of a glorious day would fire over and over as soon as a front came through. Rain would disappear, the sun would come out, haze would literally blow away within the hour, the air would be still in the valley, and I would take off… only to get trounced as soon as I got in the air.

Experienced local

At this point, it may appear that I am somewhat dense. To understand my unrelenting drive to fly, in spite of wisdom from an experienced local, it is necessary to add some context to the picture.

Instead of a wind-shorn, forlorn airport with shuttered hangars and a foolish American dragging a Cub out by himself – only to taxi in front of a horizontal windsock with a black sky getting darker, wondering why he is getting beaten up when he takes off – the reality was different. On north wind days, hordes of pilots would ascend from Barcelona, hop in German gliders, and get towed up in Rallye aircraft. At times, up to three tow planes would be at work simultaneously, yanking glider after glider into the sky, where they would disappear into the very winds I was being told to avoid. Surely if take-off was possible for a standard category tow plane, and gliders could fly in it, then why couldn’t I in my little Cub? At the time, I declined from pursuing the matter aggressively. I had plenty I could do in the valley, on the south side and in other nearby locales, so I stuck to that and slowly nibbled away at learning more about north wind days. A reality that came to pass was that these famed ‘north wind days’ were often due to the placement of a high pressure zone

“Once clearing the border into Andorra, it’s possible to look down the chain of the Pyrenees, and it is nothing but a cheese grater of rock” somewhere near Normandy or west, where active, energetic air was pumped southward from the Atlantic. An overcast deck might exist all the way from Paris, ending at the Andorran ridge or at Pic Carlit, France, visible from the airport. As the clouds spilled over the mountain, they would dry up, deceptively presenting a pleasant, sunny day, which was instead a rather vigorous Pyrenean föhn.

Once that high pressure zone moved closer to the Pyrenees, the winds would calm down, and the fun could begin. Within a few weeks of arrival, I crossed into Andorra at roughly 10,000ft and was rather surprised by what I saw. Mountains in the US Rockies tend to consist of a single, narrow chain with a very wide, flat, dry valley in between. Pines clad the slopes, snowy ridges above timberline are along the top, and a lower tree line exists below.

All that negates some of the terror factor flying in the wilderness, as gliding to the arid region below ensures a survivable landing. The Pyrenees offer no such illusions. Once clearing the border into Andorra, it becomes possible to look down the chain of the Pyrenees, and it is nothing but a cheese grater of rock.

To me, it was far more rugged than the Rockies.

While the Rockies can be significantly higher, to the point that the Cub was stationed at a valley airport at 9,927ft msl in Colorado, timberline is at 10,000ft to 12,500ft from southern Montana to Colorado. In the Pyrenees, timberline is curiously the same as most of the Alps – 7,500ft. That belies a glaciated past (and present), which means that the terrain in existence, albeit at a shorter elevation, is March 2021 | FLYER | 53

Flying Adventure

Above Monte Perdido (forbidden zone) Below left Pico Aneto from France

Above Altiport La Llagonne, France Above right Getting beaten up on first flight into Cerdanya Right Pico Aneto (distant) July

54 | FLYER | March 2021

extremely harsh. I had only seen scenes similar to the Pyrenees in the Wind River Range, Wyoming, a range that is extremely harsh, very high up, and hosts the largest glacier in the American Rockies.

After that first flight dabbling over the skies of Andorra, I bought a three-day supply of food and a tent to add to my sizable first aid kit. That gear has gone into the aeroplane and has never come out to this day. The rationale, as evidenced by imagery, is that there are few farm fields down in the valleys.

Since most terminate in a canyon, river, or deep valley, I was consistently attracted to an abovetimberline landing in the event of engine failure, which would have meant I should reasonably expect an overnight stay before rescue.

When winter came, I contemplated the reality that many of the best afternoons to take a long mountain flight were those the day before a storm, which meant that a hypothetical engine failure would occur hours before nightfall when a storm was due to arrive, where it could be blowing and snowing for a few days. My survival gear grew to include more water, snowshoes and more winter clothes.

If the view of the chain of the Pyrenees is somewhat fear-inspiring, then a flight to the highest part of the mountain range is confirmatory. The eastern part of the range is driest and the western the wettest, which means that whatever snow I was accustomed to in the mountains of La Cerdanya was peanuts compared to the region around Pico Aneto and further west. One extreme storm system in 2019 dropped two metres in the central Pyrenees, which would explain that the few remaining remnants of glaciers are found in that section of the mountains.

along with 1,000m altitude restrictions on the French side, reduces the raw freedom that generally can be found in most of the Pyrenees.

Airports are rather sparse in the mountains. I visited Jaca in Spain, on the south side a few times for fuel, the gyrocopter school at Coscojuela on the Mediano reservoir in Spain; Bagneres de Luchon, France; Castejón de Sos as previously mentioned, Saint-Léocadie, France for instruction, and one altiport in Llagonne, France. There is one other paved altiport at Peyresourde, France, that I am remiss for not having visited, as it was featured in the film Tomorrow Never Dies. There are others in the foothills on the French and Spanish side, although nothing like the population of airports which can be found in the Alps. Andorra only has heliports.

Left France, Spain, and Andorra Below PA-11 at Coscojuelas Bottom Castejón de Sos (lower right along the river)

Rocky and menacing

It is hard to describe the amount of rock that is visible in the environs around Pico Aneto. While the Alps are rocky and menacing, the history of the Ice Age demonstrates how large and long the glaciers were in the Alps, carving out massive valleys with flat valley floors. At its maxima, the Pyrenees had plenty of glaciers, but not enough to flow out and carve out lakes at the base of the range. Consequently, there are no low passes like the Alps. The entirety of the high section of the range is like a merciless, unforgiving plateau, which means any emergency would result in a landing among rocks and a very long hike down. It was something that I never fully did get comfortable with, although was something that I had to accept.

I would say that my favourite section of the Pyrenees is just west of Pico Aneto, around the Valley of Benasque. Terrain is Alps-like in its height and severity, with a short, private, grass airport (Castejón de Sos) wedged down in a hole. Further west the rocky intrigue continues. However, a rigidly enforced restricted area over Monte Perdido, Spain, March 2021 | FLYER | 55

Flying Adventure

Above Fire in central Pyrenees Right Spanish Pyrenees Below LECD and Puigpedrós Bottom Mountain wave over Cadí-Moixeró

While it is possible to explore the entirety of the mountain range on nice days, there was that nagging issue of the frequency of strong, north winds. The fact is, La Cerdanya is on the leeside of that phenomenon, which is ill-suited for conventional aviation, though ideal for gliders. On winter days, I could see mountain wave clouds rising as high as 40,000ft, in classic lenticularis formation. Spanish pilots reported taking gliders as high as 7,000m, regularly sailing the length of the mountain range on days that I would describe as rather awful. “If they can do it, I can do it,” I said to myself, and slowly but surely chipped away at the nagging problem.

The first thing I discovered was that I could fly along the ridge of Cadí-Moixeró, along the ‘prePyrenees’, which are also the south side of La Cerdanya, in winds as high as 40kt. As long as I was upwind, then the experience was tranquil, though I must confess that blowing snow on the mountain next to me was a first. Eventually, after great amounts of conversation with glider pilots, I deduced that I could aim for the feared Andorran ridge, even on a north wind day, and conquer it.

Wave signatures

Mountain waves were obviously well above the mountain range, launched skyward by the abrupt north face of the Pyrenees. Upper-level winds, unabated by the flat regions of France, would impact and bend upward, creating wave signatures that the gliders liked so much. As I first discovered, there was some wind that tried to snake its way through high passes. The rest was the classic rotor configuration, where a friction layer existed between high-speed upper-level winds (found often right at the highest ridge), and nearly silent winds down in La Cerdanya. The goal was to find a way to get into the mountain wave on the ascending side without getting beaten up or shredded by tumultuous mixing of air currents.

It is hard to describe how the process is done. It is largely intuition, a product of having flown in so many mountain ranges. Rotors are not unilateral.

Topography makes them stronger or weaker, offering windows of air where bumps are minimal, and one can cross over into the promised land of serene, silent high-speed wind. Eventually, it became not only something that was done once (with blowing snow below), but something I could do at will. If an interesting cloud formation, mountain lighting, or other scenery intrigued me, there were sneaky avenues to enter northerly upper-level winds, from the leeside down below, without getting more than a few bumps.

That skill culminated one winter afternoon in a short flight directly to the north of La Cerdanya.

Winds at summit level were rather strong out of the south-west, with a broken cloud layer skirting below 56 | FLYER | March 2021

November 2020 | FLYER | 59

Flying Adventure

the summits. There was a persistent hole above Meranges, a village that is an identifying point for glider radio communications. I had it stuck in my mind to get above the clouds, and to do it in that hole, not in the partial cloud layer directly above the airport. Getting bumped around a little bit approaching the cloud base, I circled 360° while climbing in the hole, surfaced just above the clouds, and saw a massive mountain wave to the north of the Pyrenees. It was a classically strong wind day, except in reverse, with clouds forming and blowing across Puigpedrós, a 9,563ft summit below me.

Extrapolating GPS ground speed differential, winds were 40kt at 10,000ft, yet it was an uneventful crossing into orbit, where I then circled back down and landed in light winds.

I am not sure if that is my greatest achievement in the Pyrenees, or an event that followed not too long thereafter. Driven by a combination of boredom and fatigue at noticing that gliders were in the upper atmosphere while I was not, I decided to break my altitude record with the Cub. It was previously 16,300ft, achieved in Colorado with a passenger while riding some light, favourable winds above Leadville. I talked to the airport manager, an avid glider instructor, and he advised where I should expect to find the wave, which on that day was south-east of Pic Carlit. Climbing through 10,000ft, turbulence was getting worse, almost to the point where I thought of aborting, and then it eventually stopped at about 12,000ft, where I entered the first part of the wave. Climb rates of 100fpm became 500fpm and more, and not too long thereafter, I was at 16,000ft, before the climb flatlined under full power. Dealing with very chatty French ATC, extreme cold and workload, I finally put the oxygen mask on, which made everything

easier, before catching the next wave and riding it clean to 19,000ft.

At that point French ATC had tried to put an end to my little charade, and I begged to be allowed to break my record, so they passed me to a different frequency that controls that altitude. Eventually they put an end to the climb at 19,500ft as I would be entering into some sort of corridor for airliners into Toulouse. The aeroplane was still riding the wave, so I had to bring the power back to maintain altitude. It was amusing during the descent when a controller asked my destination. When I replied with the airport identifier, he asked why I was not flying direct to it. “Because it is eight miles away and I am four miles above it.” Eventually they

Top Pyrenees from 19,500ft, Val du Querol France, below Above Puigpedrós in 40kt wind with wave

March 2021 | FLYER | 57

Flying Adventure

Above Central Pyrenees with 2m of snow fall Right Central ‘pre Pyrenees’ during a dry spring

Route Map

1

2

5

6

7 4

9 8 3

10

1 Valence 2 Lezignan 3 La Cerdanya 4 Castejón de Sos

58 | FLYER | March 2021

5 Jaca 6 Coscojuela 7 Bagneres de Luchon 8 Saint-Léocadie

9 Llagonne 10 Barcelona

passed me to Barcelona Approach, which was not concerned with little aeroplanes over the Pyrenees, so I circled down and came home, where I spent the next few hours warming up my body temperature.

I find that mountain flying can have two distinct personalities. While what I write describes a place filled with danger, hidden winds and other calamities waiting to swallow pilots, the fact is that, on a reasonable VFR day, a basic GA aircraft crossing the Pyrenees with an altitude buffer would find it uneventful. Twenty or 30 minutes of looking at mountains either in front, below, or slightly behind would give way to the flight continuing like any other. It is my immersion down in the mountains, flying the length of the chain, in every possible weather configuration, which gives rise to the obvious sensation of risk. Yet, one cannot discount the alarming amount of alacrity for which pilots point the nose of an aeroplane toward a mountain, fly into it, and kill everyone in the aircraft… on VFR days. It happens in the US and Europe at seemingly senseless frequency, so we cannot ignore the propensity for simple ignorance and miscalculation to result in needless death.

On a personal level, by the time I got to the Pyrenees, I thought I was a mountain flying expert. I had already flown the highest peaks and glaciers of Colorado, Wyoming, Montana, parts of Idaho, and parts of Utah, inclusive of increasing the amount of wind and marginal weather that I dealt with. My personal expectation was to continue prior practice and explore more areas. Instead, I found that the journey was a new frontier on many levels.

The obvious being that the Pyrenees was something new to me, with unique weather features that took time to learn and understand. The second factor was how the presence of time and a nearby airport conspired to allow aviation to happen in short, frequent flights. In most situations where a pilot lives a distance from the airport and a club aircraft must be reserved, the idea of seeing something unusual and hopping in for a quick flight is not possible. With the airport less than eight minutes by car away and with no landing fees, I took many 20- to 40-minute flights chasing weather phenomena, clouds, and precipitation, with a nearby airport ready when I needed to dive back to safety. I would venture to guess that my expertise more than doubled flying in the Pyrenees. I can also claim, with some authority, that I think the winds in the Pyrenees blow at a challenging speed on sunny days far more than in the Alps – though that is a story for another time…

Garrett Fisher has published 30 books, of which 27 pertain to aviation and five are filled with photography from the Pyrenees. He blogs regularly about his flying adventures here.

■

Top Gear

The latest aviation kit, impartially tested and evaluated

ATPMS Tyre Pressure Monitor HHHHH

From €99 | Supplier www.aviation-tpms.de 02

01

I

f you don’t have spats, particularly the close-fitting variety found on aircraft like Van’s Aircraft types, then I can already guess some readers will have started to roll their eyes at the idea of using some Bluetooth-enabled remote sensors to monitor their tyre pressures. When our Safety Editor Steve Ayres previewed these in last issue’s Safety Kit section, a highly polarised discussion soon began on the FLYER Forum with some claiming all they needed was the Mark One eyeball and a footpump.

Well that’s true, but I was a little more curious than that, and figured they were worth taking a look at. Our test items turned up just as the most recent restrictions came along, so I’m afraid that’s prevented me from taking them flying, so my testing so far has been restricted to terra firma.

Tyres and tubes last longer if correctly inflated and as good quality tyres and tubes aren’t cheap, keeping them topped up will help maximise that investment. A large majority of tyre problems arise from continued use at below optimum pressure. By the time a tyre looks soft at pre-flight, particularly one lurking under

60 | FLYER | March 2021

a wheel fairing, then it’s probably seen a good bit of use at below specified pressure. In the case of my RV-3, by the earliest time I can visually discern if a tyre might need some air, it measures around 20psi when I put the pump on. I usually run mine at around 35psi, so that’s a good amount down.

German firm ATPMS doesn’t disguise the fact that it uses FOBO Bike 2 sensors for their aviation offering.

Googling reveals the product is very popular with motorcyclists, and that in general they are regarded as robust and reliable. The current Bike 2 being the latest development of an earlier Bike 1 sensor set.

Out of the box they feel decent quality. The sensor is 20mm in diameter and 16mm deep – they will send you a dummy unit to try if you’re unsure about your particular setup. A screw cap that allows access to change the battery (a CR-1632 button-style unit) is sealed with an O-ring which helps keep the electrical bits dry and dust-free.

Once you’ve downloaded the app which runs on either Apple or Android, getting set up is easy. Well, it is if you have direct access to your wheels. My

01 Is ATPMS the answer to keeping an eye on tyre pressures?

02 Installation meant having to remove the wheel’s close-fitting wheel fairing (spat) 03 Sensor cap unit is sealed to resist dust and moisture, and is powered by a button-style battery

03

RV-3 has the original Van’s single-piece wheel spats, and access to the tyre valve is difficult unless the spat is removed. I can add air to the tyres thanks to a removable grommet, but it still takes an extended socket and a valve extension before you’re near close enough to begin adding air with a pump. So I removed the spats. Eyeing the size of the sensor, I did wonder if it was going to easily fit on the valve stem without fouling the sides of the wheel, but there were no issues.

With the app open and running, you replace your standard valve dust cap with one of the FOBO caps. Once it’s screwed on securely, you touch your phone to the sensor and the two devices pair via Bluetooth. Once you’ve fitted sensors to all your wheels, you select a profile (the best match to the RV-3 was a trailer… luckily you can add your own image so the humiliation was short lived… ) and set your minimum, regular and maximum tyre pressures.

While I didn’t put my spats back on – they’re staying off for some pre-Permit renewal work, I did have a good look at the rotational path of the valve, to make sure when the spats are refitted, there was nothing it could catch on as it turns.

04

05

06

07

08

09

The manufacturer recommends 10mm minimum clearance, and I think that’s the minimum you’d want.

Initial thoughts are that it’s interesting to see the difference between the air pressure my foot-pump indicates and what the sensors measure. Granted, it’s a no-thrills unit from Amazon, but I needed to set the tyres to 39psi to get 35 shown on the sensors. There’s no problem taking them on and off to add air to the tyres, by the way, you treat them just like regular caps. On arriving at the aircraft, the app interrogates the sensors and tells me tyre pressure and temperature. Leave the app running and you’ll be able to monitor pressure in real time from the cockpit during flight and if there’s a leak, you’ll get an alert.

And it does work. Loosening a cap very slightly to simulate a leak, the app displayed a pressure update every 30 seconds, and at my assigned minimum pressure setting, I was given a visual and audio alert. I inflated the tyre and tried it again while SkyDemon ran in the foreground, and the alerts still popped up from behind that.

Returning to the aircraft after you’ve been away for a while, and the app

04 App screen displays each tyre pressure, plus tyre temperature and sensor battery level 05 Tyre pressures are continuously monitored, and if the pressure falls below the user preset level, is flagged in red 06 Individual graphs of pressure and temperature can be called up for each tyre 07 Pressure presets are easy to set to your tyre’s requirements 08 App automatically interrogates the sensors, each time you arrive at the aircraft…

09 …and with the app running in the background, it offers the potential to provide in-cockpit warning if a tyre pressure falls too low

reconnects with no prompting. Besides the live monitoring, you can also review graphs of tyre pressure and temperature over time, plus there’s a visual battery level indicator – actual battery life is quoted as up to one year.

Something that had been discussed on the forum thread mentioned earlier was that in replacing the dust cap with the sensor, you’re removing a level of security against tyre deflation should the valve fail. Well the sensor cap is a still a cap nonetheless, so that shouldn’t be an issue.

What does play on my mind is that in keeping the valve open to a degree so that it can live-sense the pressure, is that going to be a problem? Reading the wider user community’s experiences online, that doesn’t seem to be the case.

If you know better, please let me know!

Something that’s particular to my setup is, that while the ATPMS will allow me to monitor tyre pressures more accurately, the sensor caps would mean I’d have to take the spats off each time I need to add air – There’s no way my current valve access would work with the bigger caps. That may be no bad thing, as it promotes a more thorough inspection once in a while.

When we first mentioned this system, I was contacted by a FLYER reader and aircraft engineer with an RV-7 that’s been assessing similar systems. He’s settled on a different unit that has an in-cockpit display, and is cleverly self-powering. We’ll likely be taking a look at that in future.

While he too recognises that pressure monitors might not be for everybody, aside from similar access issues for pressure checks, he mentioned that he often operates into narrow and remote strips, and therefore likes knowing in advance (in flight) if a potential tyre problem might have occurred since take-off. If it does, he can divert to somewhere with better facilities for landing and fixing the problem, potentially avoiding getting stuck somewhere, or worse a runway excursion somewhere with little margin for error.

ATPMS aren’t cheap at €99 for the two sensor kit or €149 for the three sensor kit, and obviously they’re not certified either. Yes, as discussed on the forum, simple works. But I can see the benefits of the system as a way to keep an eye on tyres, especially those that live under tightly fitted fairings. Ed Hicks March 2021 | FLYER | 61

By Association Looking after General Aviation The UK’s flying associations at work

AOPA Our future skies There is a lot of work going on which is aimed at the integration of new platforms into all classes of airspace. I am talking about drones, which come in all shapes and sizes, and that wish to operate in all classes of airspace autonomously.

Unmanned aerial systems (UAS), more commonly referred to as drones, including passenger-carrying urban air mobility vehicles (UAM), are all seen as part of the fourth industrial revolution.

Across Europe there is legislation on the development of U-space, whereas the UK CAA has its sandbox projects, but this is

not about integration akin to the European projects, it is more of a technology research programme, as far as I can tell.

However, the biggest challenge will be the integration of UTM and ATM systems if the overall objective is to achieve an autonomous traffic management system in the lower airspace. The big question is how much will it all cost and who is going to pay for it? What will the overall cost of building a UTM system be? And what is the cost of integration with the current ATM systems? Clearly UAS operators will not wish to pay similar levels of charges currently paid by the airlines. In my

humble opinion, this is not very well understood. In the meantime, we will continue to see applications for temporarily restricted airspace to enable beyond visual line-of-sight flights for drones, as concepts are proven or otherwise. Martin Robinson

Aircraft Owners and Pilots Association www.aopa.co.uk

BMAA Check your restrictions You don’t need this article to tell you that the Covid-19 situation is very, very serious.

The national lockdown introduced in England in January has effectively stopped all recreational flying by imposing travel restrictions for essential reasons only, and on the 5 January 2021 the Department for Transport (DfT) issued guidance that excluded all recreational flying in England until further notice. For the other three nations of the UK, pilots need to check their local restrictions. While it is frustrating to enter another period of enforced grounding we must all do our bit

to restrict the spread of the virus and follow government guidelines and regulations. Hopefully with vaccines now available as well as being administered, we can defeat the virus and look forward to a better situation, with more flying later in the year.

With the ongoing restrictions we have been in contact with the CAA to request further extensions to examinations and certain certificate validities for our members. At the time of writing I am hopeful that there will be some additional leeway given. I have been assured by the DfT that it is fully aware of the benefits of

remaining in current flying practice and it is including that consideration in its planning for a further return to general recreational flying. Fingers crossed.

Geoff Weighell

British Microlight Aircraft Association www.bmaa.org

Light Aircraft Association Here we are again…

Given the shocking toll of the latest Covid-19 infection, it’s impossible to argue against the government mandate to stay at home and cease leisure flying. We are still engaged with the CAA and DfT with proposals for maintenance, inspection and licensing mitigations, for when the time is right.

They are well aware of the implications of a flying shut down, hence the concessions regarding maintenance and continuity flying. We can all make our own decisions on this, based on circumstances and risk assessment, but

please exercise discretion. At the moment we are seen as responsible people, but I am really worried that if the maintenance flight privilege is abused, it will be withdrawn.

Many pilots are quoting Lycoming’s ‘four week rule’ to justify flights. There’s a case in that, but honestly, how many aircraft have we seen on the ground for four weeks or more in the winter months, before lockdowns were mandated?

The LAA website offers advice both on storage and post-lockdown inspection.

When we can, we will also be offering skills reviews via our pilot coaching

scheme. The good news is that, thanks to good judgement by members, the number of ‘skills fade’ incidents after the last lockdown was lower than many had feared. Personally, I have oiled, greased and covered my aeroplane for the duration. Flying from a soggy grass airfield would probably not have helped its condition anyway. Steve Slater

Light Aircraft Association www.lightaircraftassociation.co.uk

Aviation associations Got something to say? You’re welcome to contribute to this page, email editor@seager.aero 62 | FLYER | March 2021

Got a great photo you’d like to share from your flying? Send it to FLYER!

YOUR Club Update This is a great time to be involved in our community and get ready for the year ahead.

Membership of the FLYER Club will help you prepare

H

ello to all members, I’m Jonny Salmon (that’s me on the left not wearing the Mutt Muffs – that’s my faithful flying hound, Isla) and have just joined the FLYER team and, amongst many other things, will be looking after your FLYER Club. Whilst 2021 hasn’t got off to the start that we had hoped, we here at FLYER will be with you every step of the way with the latest news, trends, and interesting, relevant content.

This month we’ve had some great engagement on our social channels, including followers who have recommended their top aviation books to read during lockdown (head to our Instagram profile page to see more). We are always keen to see what YOU are up to – like Danny Williams flying his Pitts (above) – so share your photos on Facebook, Twitter and Instagram and don’t forget to tag us.

Our FLYER Club benefits are as great as ever this month. Simon Keeling’s weather

briefings will help us as we plan our return to the air and we’ve got more free landing vouchers. Why not visit one of the airfields and support them? If you are preparing yourself, or your aircraft, for a return to flight then the members-only retailer discount codes can also help you save money – from oil to sunglasses.

If you haven’t managed to tune in to our Thursday night Livestream yet, then I suggest you do! Ian, Dave, Ed and myself gather together (virtually) to discuss the week’s news and have a bit of lighthearted fun, including my favourite, the Fantasy Hangar segment.

We’re live each Thursday at 7.30pm on our Facebook page and YouTube channel.

Audience participation makes it all the more fun, so join us and get involved.

jonny.salmon@seager.aero

March 2021 | FLYER | 63

The FLYER Club

Out & About As you can see in these photos, FLYER Club members and readers are out there enjoying aviation and having fun, with many using our FREE landing fee vouchers.

These photos all come via the FLYER Facebook page, and if you’d like to get involved and share your flying experiences, you can either post your photos there or send them directly to flyer@seager.aero If your photos are too big for email (about 10mb is the maximum) use a free file transfer such as wetransfer.com When you send us your photos – and videos – include a few words about who is in the photos, where and when it was taken, who took the photo/video, and any other relevant notes.

Danny Williams The view on Christmas Day from my Pitts

Jamie Gavin Out with my son Seth on a winter flying sortie to find six of the eight chalk horses in Wiltshire

Callum Richards Over Sunderland on 30 December, in G-AXZD, a PA28 64 | FLYER | March 2021

Riccardo De Nardis Making my last flight of 2020 in a CAP 10B, in my home country of Italy

Katherine Moloney Enjoying some winter sun around the South Downs in an Enstrom 480B

Francesca Valdonio Airborne over Lake Como in a Cap 10

Afandi Darlington Spotting Downton Abbey (Highclere Castle), on Christmas Eve in a Grob 109B out of Lasham

Steve Cooper Over Windermere in an EV97 on Christmas Eve (Ed – no sign of the guy in the red flight suit with sleigh?)

Motor glide SF25c motor glider, taken by Ashleigh Duggan on a flight from Bicester Airfield

Michael Moher Enjoying the cloudscape on the way to Compton Abbas Airfield

Cameron Sys Being followed past Pitsford Reservoir by the Jet Provost T.52, while flying in the Vampire T.11

Andy Archer Christmas Eve flight with my seven year old. Above Anglezarke Reservoir in Lancashire.

Mark Hutley Heading east back to Southend on the Thames in an MD500e March 2021 | FLYER | 65

Free Landings In association with

If you’re a member of The FLYER Club, click here for your personalised vouchers and save £61 by claiming one FREE landing at each of these airfields valid for March 2021, although not at an aircraft’s home field.

No jets. Please contact the airfield before setting off If you’re not currently a member of the FLYER Club, but would like to receive six new free landing fees every four weeks plus other Club member benefits, then click here to join!

Breighton

A

01757 289065 | www.realaero.com Breighton Airfield, formerly RAF Breighton, officially opened in 1942. Today it welcomes visitors by air – classic or vintage aircraft in particular. The aerodrome is 5.5nm north-east of Selby and has a single, 805m grass runway, 11/29. Avgas and Jet A1 are available self-service at any time. The cafe has been refurbished and serves hot and cold food. Check due to current restrictions. Noise Abatement: avoid villages of Bubwith, Wressle and Breighton.

Nearby attractions include the village of Breighton, a number of golf clubs and the city of York.

PPR 01757 289065 Radio 129.805

Fishburn

A

07877 118280 | www.fishburnairfield.co.uk Fishburn is a pretty, unlicensed airfield with an 800m grass runway, three miles north of Durham Tees Valley CTR/CTA. Convenient for Durham and the university. Visiting pilots should join the circuit from the north. There’s NO deadside.

Visitors welcome at any time. Avgas 100LL self-service, pay at pump. Aviator Café open every day, 0900-1700, but check due to restrictions. Hangarage subject to availability.

Microlights welcome.

Nearby attractions The picturesque village of Sedgefield, Hardwick Hall Country Park and Durham city itself.

Radio 118.280

M

Radio Accepts non-radio light aircraft, but PPR

66 | FLYER | March 2021

PPR Prior permission is required

Refreshments Including restaurants and cafes etc

Microlights are welcome

A

UL

Fuel Aviation fuel available A avgas, UL UL91, M mogas

While you’re there When you visit these six airfields, why not show your support by enjoying a meal in the cafe or filling up with fuel?

It’s good to support GA in the UK.

Free Landings are for FLYER Club member use only – click here to join!

Goodwood

01243 755066 | EGHR | www.goodwood.com Goodwood Aerodrome, formerly RAF Westhampnett, is a thriving aviation centre, with Goodwood Flying School and Goodwood Aircraft Engineering, and home to a wide variety of aircraft. Adjacent to the South Downs National Park and near the South Coast, the Aerodrome also has the Aerodrome Cafe, serving delicious food all day, plus the many amenities of this great sporting estate. PPR essential.

Nearby attractions Goodwood has motor racing, two golf courses, fine dining and the Goodwood Hotel and spa, plus easy access to Chichester and South Downs.

PPR 01243 755061 Radio 122.455

A

Leicester

A

0116 259 23606 | EGBG | www.leicesterairport.com Leicester Airport is situated three miles outside the city centre and is operated by Leicestershire Aero Club, founded in 1909 and home to 380 members. There are 60 aircraft based there, including many historic types.

Hard and grass runways allow year-round flying. Open 0900-1700 seven days a week plus evening food and flying Tues & Thur until 2000. Cafe and lounge area with great runway views. Fuel available.

Nearby attractions Leicester Abbey, the National Space Centre, theatres, museums, restaurants, Welford Road Tigers’ Stadium and racecourse, and the Richard III museum.

AG/Radio 122.130

Oaksey Park

01666 577130 | EGTWF | www.oakseyparkairfield.co.uk Oaksey Park Airfield is owned by Mr and Mrs B Austen and located in Wiltshire. The airfield has two very good grass runways, 22/04 and 35/07. The clubhouse offers drinks and light snacks, as well as toilet facilities. Check due to current restrictions. The airfield is now open seven days a week. We are PPR only. The best way to PPR is to email oakseyparkairfield@ outlook.com. The voucher is valid MondayFriday only.

Nearby attractions The airfield offers good access to the Wiltshire countryside and is close to Bath and Chippenham.

Radio 132.230

A

Shipdham

01362 820709 | EGSA Shipdham Airfield opened in 1942 and part of the original north-south runway survives, designated 21/03 with a displaced threshold on 03, 770 x 20m. A short grass runway of 285m, 33/15, is available during suitable weather.

Outside parking and hangarage available at competitive rates. Clubhouse open weekends for light refreshments 1000-1400. Radio not always manned, visiting pilots PPR for briefing.

Open weekends and Bank Holidays only.

Nearby attractions Shipdham was home to the USAAF 44th Bomb Group, flying B-24 Liberators, during WWII. Bomb Group Museum on-site.

PPR 07785187827 Radio 132.255

Win! A print or digital Pooleys UK Flight Guide QUESTION: What is the distance between Breighton and Leicester in nautical miles?

To enter, post your answer, name, address and email details to Pooleys March Competition, FLYER magazine, PO Box 4261, Melksham, SN12 9BN or send an email to competitions@seager.aero The closing date is 26 February 2021.

The winner’s name and address will be passed to Pooleys, then deleted from Seager’s database. Pooleys will send the winner their prize and, in order to do so, also offer to supply them with further information about the company’s products and services.

1 Breighton 2 Fishburn 3 Goodwood 4 Leicester 5 Oaksey Park 6 Shipdham 2 1 4 5

6

3

The winner for January 2021 is: Matthew Mackay, Southsea, Portsmouth.

March 2021 | FLYER | 67

A new year beckons Whilst 2021 hasn’t got off to the ‘flying’ start we all hoped, we are pleased to see so many of you being part of the FLYER Club and joining us on this journey This year will see YOUR Club develop further and the list of member benefits will continue to grow. Being a part of the FLYER Club is already an invaluable resource to complement your general aviation flying, whatever you’re doing. In the meantime, whilst we wait for flying to resume, you can join in with our regular Thursday night Livestreams at 7.30pm, catch up with the FLYER back catalogue and start planning your 2021 adventures.

The FLYER Club has proved to be exceedingly popular. Here is what we have done since May:

10

Number of FREE digital issues of FLYER released

56

Number of landing fee vouchers we provided to Club members

113

Number of Club member photos we shared in the magazine

31

Number of livestreams we broadcast, watched in over 50 countries

Who is the FLYER Club for?

Whether you are an aviation enthusiasts, a pilot or thinking about becoming one, joining the club will bring you many benefits plus you become a part of UK’s biggest GA community!

68 | FLYER | March 2021

Want to join us?

If you’re not already a member of The FLYER Club and you’ve read all these pages you must be thinking, ‘How do I join? Right now.

This instant. I can’t stand being left out any more…’

Well, good news, it’s easy.

Just follow this link: https:// subscriptions.flyer.co.uk, complete the simple form, decide how you want to pay and start enjoying the benefits instantly.

Current member benefits

■ Our back issue library is open, and we’ve just added all of our 2013 issues ■ Save 5% whenever you shop at Pooleys (excludes Bose headsets) ■ £10 off when you spend £40 at Transair (excludes Bose headsets) ■ Free copy of A View from the Hover ■ An initial conversation with

Dr Frank Voeten, FAA & EASA AME ■ Get your club membership paid by Stein Pilot Insurance ■ Twice-weekly General Aviation weather briefings ■ FREE Landing vouchers, available through the FLYER website

Coming soon

■ Back issues – there’s another five years on the way with more to follow ■ Mini weather webinars – the first one was popular, did you miss it? There’s another one in the works and members will be notified when it’s due ■ Our first members’ Fly-in – once things have settled down. We’ll be announcing details, plus more events, in 2021!

■ Video briefings for your free landing vouchers. Get all the key information before you go.

MARKETPLACE Shares for sale & group flying

Aircraft for sale

Airfields

Oaksey Park Airfield in Wiltshire.

The airfield has two very good grass runways, 22/04 and 35/17.

If visiting pilots want to call for information, they should ask for Andrew Austen.

PPR ESSENTIAL

01666 577130

www.oakseyparkairfield.co.uk

Helicopters for sale

Aircraft for hire

Free landings are for Flyer Club member use only

click here to join!

£150 worth of advertising Promote your airfield in the UK’s most read GA magazine and get £150 towards advertising when you support Flyer Free landings.

Contact our sales team on: sales@seager.aero

Aircraft wanted

Property for Sale

Sell your aircraft for

FREE!

If you subscribe to FLYER you can sell your aircraft or share in the classified pages free of charge*

Contact our sales team for further details on

01225 481440 *Free advert limited to 4cm x 1 column ad per subscriber, per year

Aircraft Sales Cessna 150H

Blackbushe Flying Group

07580 848484

Reims Cessna F172M

Reims Cessna F182Q

dan@eglk.co.uk

Piper Archer PA28-181

Reims Cessna F150L

eglk.co.uk

Piper Cherokee Six X. PA32-300

£145 p/h wet

£210 p/h wet

£265 p/h wet

Reims Cessna F150M

Cessna 172 GCISX

Piper Arrow III PA28R-200

Beechcraft Duchess BE76

£150 p/h wet

Cessna 152

Piper Arrow III PA28R-200

£215 p/h wet

£145 p/h wet

£210 p/h wet

£360 p/h wet

Piper Archer PA28-181

Piper Arrow IV

Beechcraft Baron BE55

£105 p/h wet

A Fleet of aircraft.

One monthly membership.

£150 p/h wet

eglk.co.uk

Club

Membership

£135 p/h wet

£410p/h wet

We now have a base at Nottingham

Registration

Training

FLIGHT INSTRUCTOR COURSE £7500 (Includes pre-course entry flight) WITH ONLY A PPL YOU CAN INSTRUCT AND BE PAID, WITH A CPL YOU CAN INSTRUCT UPTO CPL, IR LEVEL Please visit our website: www.leicesterairport.com, Email: peter.green@leicesterairport.com, Tel 0116 2592360

WEST LONDON AERO CLUB WHITE WALTHAM AIRFIELD Learn to fly at White Waltham, a wartime Airfield with historic clubhouse, A wide choice of aircraft on the fleet.

Excellent restaurant and bar.

PPL • LAPL • IR(R) • GPS • Tailwheel conversion • Aerobatic courses • Night rating • Complex • Formation training • Dedicated TK Instructors • FIC • 145, Part M & Subpart G engineering.

Visit our website for more information

www.wlac.co.uk

Piper Archer PA28-181 GOSAI

£125 p/h wet

£230 p/h wet £210p/h wet

07758 915157

Reims Cessna F172P

Reims Cessna F150H

£210 p/h wet

Midlands Flying Group.

£99 p/h wet

Reims Cessna F182P

£105 p/h wet £120 p/h wet

midlandsflying.club Cessna 150H GBTHE

Piper Cherokee Six PA32-260

£105 p/h wet £105 p/h wet

jed@midlandsflying.club

01628 823272

Introductory lessons available every day

southern aircraft consultancy Talk to the professionals and register your aircraft on the FAA ‘N’ Register with complete confidence.

Established for over 20 years.

● No fee for Trust dissolve. ● Pro rata refunds for Trusts dissolved after first year. ● No fee for duplicate Certificates or for 3-yearly re-registration. ● Discounts for multiple aircraft.

+44 (0)1986 892 912 www.southernaircraft.co.uk info@southernaircraft.co.uk

Get in touch with the team sales@seager.aero

www.flyer.co.uk March 2021 | FLYER | 69

MARKETPLACE For more information on getting the best from your flight training see our website www.flyer.co.uk

Groundschool

For the best results, train with the best people – Bristol Groundschool.

Jamie Dickson, easyJet First Officer

World-renowned ATPL tuition.

Flying is about freedom. Your ATPL studies can be too.

Our industry-leading tuition for fixed wing and helicopter pilots is now available online. With access to pioneering resources and expert instructors.

■ ■ ■ ■ ■ ■ ■

100% Online

Study with the leading distance learning ATPL theory provider

ATPL courses Groundschool

www.bristol.gs

|

info@bristol.gs

Tel: +44 (0)1275 340 444

Training

GROUNDSCHOOL

FLIGHT SCHOOL

by Linda Wheeler

EASA PPL & IMC THEORY

Come along and enjoy your training in a professional but fun environment and leave with your exams passed in just 5 days

PILOT SUPPLIES

Nr Denham Aerodrome, Bucks SL9 7RH t 01753 889652 m 07970 173014 e linda@pplstudy.com

w www.lindawheelergroundschool.com

Study where and when you like – part or full-time Professional, experienced instructors Daily live webinars and over 200 hours of pre-recorded webinars Extensive question bank and mock exams Live online revision classes Course fees payable by instalments On-site EASA examination centre

SPORTYS.COM

Accelerated Flight Training Flight Reviews • Instrument Proficiency Checks

Online Courses • Headsets GPS • Radios • Flight Bags Kneeboards • iPad Accessories

PHONE: 1 (USA) 513.735.9000

Here I am (STILL)

PPL E - Exams

* One exam each day *All day teaching *Always one to one NO ZOOM OR ANY OTHER MAGIC *A teacher/examiner for over 50 years I’ll help those who need help Come in any modules you like Derek Davidson 07831 517428 DEREK DAVIDSON flyderek@hotmail.co.uk

Get in touch with the team sales@seager.aero

www.flyer.co.uk 70 | FLYER | March 2021

Services

FLYER classified_2020.indd 3

JOIN US ONLINE AND STAY UP TO DATE

1/7/20 9:44 AM

@FLYER MAG @FLYERMAGAZINE @FLYERMAG @FLYER_MAGAZINE

Advertising Sales Crew

Contact our sales team on: sales@seager.aero FLYER Advertising Department, PO Box 4261, Melksham SN12 9BN Tel: 01225 481440 | www.flyer.co.uk

Insurance

Life cover for Pilots stein pilot insurance

01793 491888 www.flyingcover.co.uk

Managing aviation risks

BIG OR SMALL

WE INSURE IT ALL We understand aviation risks - we design and deliver aircraft insurance solutions for you.

Call Nigel or Tim on + 44 207 902 7800 or e-mail info@haywards.net

TRY US FOR A QUOTE www.sydneycharlesaviation.co.uk

01420 88664

Aviation insurance people, we understand the risks!

Authorised and regulated by the Financial Conduct Authority.

TRAFFORDS

HAYWARD AVIATION IS A TRADING NAME OF ARTHUR J. GALLAGHER (UK) LIMITED

THE ST BOTOLPH BUILDING • 138 HOUNDSDITCH • LONDON EC3A 7AW TELEPHONE: 020 7902 7800 • FAX: 020 7928 8040 HAYWARD AVIATION IS A TRADING NAME OF ARTHUR J. GALLAGHER (UK) LIMITED WHICH IS AUTHORISED AND REGULATED BY THE FINANCIAL CONDUCT AUTHORITY REGISTERED OFFICE: THE WALBROOK BUILDING, 25 WALBROOK, LONDON, EC4N 8AW. REGISTERED IN ENGLAND AND WALES. COMPANY NUMBER: 1193013

HAY/0420/1017

HAY MANAGING RISKS class.ad 0420.indd Covers

1

22/04/2020 18:20

AVIATION INSURANCE Competitive rates for aircraft insurance Aircrew Medical Insurance including Training and Hour Building Personal Accident Cover

TRAFFORDS LTD

7 Doolittle Yard, Froghall Road, Ampthill, Bedford MK45 2NW

Tel: 01525 717185 Fax: 01525 717767 e-mail: info@traffords-insurance.co.uk www.aircraft-insurance.co.uk

NEXT MONTH’S ISSUE

On sale from

16 February.

March 2021 | FLYER | 71

QSY

For the funny, the weird, the wonderful and the just plane strange…

Blackpool welcomes L-39 jet business Skeggy tower is a real airBnB

Above Steve Hartley of L-39 Aviation, left, and John Hurrell, Chief Test Pilot of High-G Jets

L-39 Aviation, a new company operating an ex-military jet trainer, has chosen Blackpool Airport as its new base.

The Aero L-39 Albatros is a high-performance jet trainer developed by Aero Vodochody. L-39 Aviation operates the latest glass cockpit version configured for civilian operation.

Lancashire businessman Steve Hartley said, “The L-39 is one of the only fighter jets of its kind that can operate in civilian mode and the only such aircraft to operate from Blackpool.

“Its profile will be a great boost for the airport, receiving lots of attention every time it takes off and lands, not to mention the

added income for the airport from the fuel bills! Our ambition is to encourage classic jet and warbird activity in the North West.”

L-39 Aviation will offer a range of services with High-G Jets, to include experience flights, film work, high performance training, and also third party maintenance.

Next time you go for a breezy holiday in Skegness, forgo the caravan or dodgy seafront B&B and take the aviation option.

The owners of former RAF Wainfleet, Will Roughton and Diana Fryer, have not only converted the former control tower into a luxury house sleeping six but also various bunkers, a Westland Lynx helicopter and an ex-RAF Jetstream aircraft.

It’s been described as one of the most outstanding places for a staycation by Life is Art, a visual art agency.

Life is Art said: “All RAF themed, you’ve got the five-storey converted watch tower, three converted bunkers and a glamping pod made out of an old helicopter! Honestly, there’s no point in us saying any more – just take a look, you’ll be blown away.”

RAF Wainfleet’s tower was originally built to monitor a local bombing range – apparently the Dambusters trained there. More recently, F15s, A10s and other military jets used it. The base closed in 2010. More details here

Heroes & Villains HERO Chris Brown at Turweston, nominated

by Van’s RV pilot Mark Wilksch who said, “One just does not expect to have a bizjet pass close in front when on base leg at a busy GA field. I was super impressed that Chris was

able to warn us before it buzzed straight through the EGBT circuit at circuit height! He told me where to look and gave me several seconds’ warning.” The jet was an Embraer Phenom operated by the RAF. VILLAIN The individual who shortly before Christmas gained access to a hangar on a north Devon airfield and tampered with a trailer.

He was caught on an elapsed-time video camera.

HEROES LAA chaps Tim Watson and Neil Wilson.

Tim for donating his £500 Pooleys prize for winning the LAA Video of Year to recipients of the Armstrong Isaacs PPL bursaries. Neil for his unremitting support for the LAA and its Wessex Strut. Neil won the LAA’s Roderick Turner Trophy for the person who has contributed the most to Flying for Fun over the past difficult year.

Table for four?

An original four-bladed Royal Aircraft Factory BE2C propeller used by the RFC and RNAS, has been restored into a stunning dining table. The Blades of Glory table was created by RhubarbChairs.

Price? Ah yes, are you sitting down? That’ll be £77,000.

Send your QSY submissions to QSY, PO Box 4261, Melksham, SN12 9BN or to qsy@seager.aero 72 | FLYER | March 2021

Become a member of

The FLYER Club

*

Benefits of The FLYER Club membership

 13 great digital issues of FLYER every year  Use of 6 free landing fees each issue  Free digital copy of A View from The Hover, worth £9.97  Access to a rich content private lounge on flyer.co.uk  Early access to twice weekly weather briefings by Dr Simon Keeling  Additional editorial content  Monthly online club meetup with special guests  Exclusive member discounts

Members        

Non-members  X X X X X X X

If you are already a subscriber to FLYER then you will be automatically enrolled as a Founder Member. If you’re not a subscriber and you’d like to join – great and welcome to the club.

* for full terms and conditions visit https://subscriptions.flyer.co.uk/

May 2020 | FLYER | 81 May 2020 | FLYER | 83