FLYER May 2021

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May 2021

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Editorial

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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

L

Powering up…

ast issue, as I pondered how the UK’s path that will see General Aviation return to regular operations, I said something along the lines of “…just got the Permit to renew on the RV-3, and I’ll be ready.” Well, that would have been a perfect plan… During the course of the inspection work, I discovered a crack in the engine mount. A bit of a roadblock for sure, but a temporary one at that, and a good reminder of why we take a long hard look each year at our aircraft, to make sure these things don’t morph into far bigger problems.

To sort out this particular problem it’s a case of, lift the engine out, then remove the mount for welding. I’m halfway through the ‘out’ process at the moment. Luckily (or perhaps I should say unluckily) I’m in good practice, having removed the engine from the RV-8 the previous week. This is in readiness for sending the engine away for rebuild to comply with the AD that was issued at the very end of last year for a certain batch of Superior Aircraft Parts crankshafts.

Taking engines out of aeroplanes got me thinking about how our aircraft might evolve with future tech. As you’ll see in Mark Greenfield’s brilliant feature on page 26 about the Rolls-Royce ACCEL project, considerable efforts are being made to push forward with electric technology for aviation. Yes, there are still challenges with power density and weight, but the pace of development is unbelievably quick when compared to the typical evolution rate we’re familiar with, with conventional aviation internal combustion engines.

Back in a 2015 editorial, I mused about how battery and motor packaging might deliver a retro-fit solution, both in dimensions and weight, for the engines we fly behind today. Projects like ACCEL keeps things moving in the right direction.

Thinking back to the flights I made in the RV-3 last year, it’s not hard to imagine that one day there will be a motor and battery combo that could fit the bill perfectly.

I just hope I can make it fit inside that beautiful-looking RV cowling…

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 Mark Eddleston, Dave Hirschman Mark Greenfield, 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.

May 2021 | FLYER | 3

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Contents May 2021

Features 18 I Get Paid for This…

Seb Davey

RAF QFI Seb Davey flies the Battle of Britain Memorial Flight Lancaster

26 Special feature Fast Charger

Meet the team behind one of the electric

aviation projects – aiming to push the electric speed record beyond 300mph…

36 My First Solo Tom Hardie

Tom Hardie’s training for his first hanggliding solo consisted of a video and being dangled from the ceiling of the village hall…

38 Technical Smarter iPad use

Peter Steele has spent some time looking at the best ways to use an iPad in the cockpit…

46 Accident Analysis Bird watching

Steve Ayres looks at bird strikes and the ways to be prepared for the potential shock should you be ‘startled’…

52 Flying Adventure Falkland Islands Ferry

A ferry flight to the Falkland Islands, via South America, delivering a spanking new Britten-Norman BN2B-26 Islander…

300mph on electric?

26

61 Top Gear RexSpecs and BetterBarfBag

Flying kit for your dog, and a better sick bag!

Regulars 3 Editorial 6 News 14 Instant Expert 16 Pilot Careers 21 Dave Hirschman

23 25 48 62 72

Mark Hales Ian Seager Accident Reports

By Association QSY

SIX Free Landings!

36

34

52

66 FLYER Club Members Save £45 n Audley End n Bodmin n Easter Airfield

n Kingmuir n Longside 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

Yes! Flying restarts 29 March, but it’s 12 April till you can train again

Above Flying solo or with someone in your bubble can restart from 29 March

Private General Aviation flying can restart on 29 March for pilots flying solo or with a member of their family or bubble.

Flight training with an instructor for private pilots can restart from 12 April, with national restrictions prevailing.

Flight training for professional pilots will continue as it has been for the last few months.

These steps are part of the government’s ‘roadmap out of lockdown’, and depend on the current plan to lift restrictions.

The Department for Transport has summarised what this will mean for General Aviation: Step 1: from 29 March People will no longer be required to stay at home. This will allow the safe restart of GA flying for

6 | FLYER | May 2021

Step 3 – not before 17 May Some large events will be permitted. These will be: ■ Indoor venues with a capacity of 1,000 people or half-full, whichever is lower ■ Outdoor venues with a capacity of 4,000 people or half-full, whichever is lower ■ In the largest outdoor seated venues, where crowds can be Step 2 – not before 12 April spread out, up to 10,000 people Flight training for all pilots, and will be able to attend or a quarterflights with an instructor, can full, whichever is lower. resume.

Covid-secure guidance will GA businesses will be able to remain in place and businesses open following Covid-secure must not cater for groups larger guidance, for example commercial than the legal limits. balloon operators. The rules on social contact will apply in these Step 4 – not before 21 June settings.

The government aims to remove Outdoor gatherings must still all legal limits on social contact, be limited to SIX people or TWO and reopen any remaining closed households, and no indoor mixing settings. will be allowed.

See: FLYER GA Roadmap p45. non-professional purposes for solo pilots, or individuals flying with a member of their household or bubble.

Training for professional pilots, or those in training to be professional pilots, can continue.

Training for leisure or recreational purposes should not take place.

Take-off

Proposal to replace Coventry Airport with Gigafactory A Gigafactory to build battery packs for the UK’s motor industry is likely to be built on the site of Coventry Airport. An outline planning application for a Gigafactory will be put forward this year, with the full support of local councils and Regional City Airports (RCA) which manage Coventry Airport.

It comes on the back of local car maker Jaguar Land Rover announcing that all its new cars will be electric from 2025.

“Securing a Gigafactory in the West Midlands has been identified as vital for the continued success of the automotive industry, creating thousands of green jobs, attracting up to £2bn of investment, and supporting the drive for Net Zero,” said a statement.

The UK Government is actively pursuing investment in a Gigafactory and has made up to £500m funding available, which the West Midlands will be bidding for in due course.

The West Midlands Combined Authority, led by the West Midlands Mayor and comprising the region’s seven urban councils, has formally endorsed Coventry Airport as the preferred site for a Gigafactory. The Airport site could accommodate up to 4.5m sq ft of commercial space.

The statement doesn’t actually say the airport would close, though one local newspaper, the Coventry Telegraph, has said that’s the case. FLYER has asked RCA for confirmation but hasn’t had a reply.

Andy Street, Mayor of the West Midlands, said, “I have been utterly obsessed with securing a Gigafactory for the West Midlands due to the huge economic and job benefits it would bring, and so I’m delighted we have announced our preferred site and taken a huge leap forward today. I will not rest until

the West Midlands has the Gigafactory it needs.”

The proposal has the support of RCA. Andrew Bell, CEO, said, “Coventry City Council and the West Midlands Combined Authority have together identified Coventry Airport as the preferred site for a Gigafactory.

Coventry Airport Ltd has been working to deliver the best possible outcome for the region and is ready to back the West Midlands through a Joint Venture with Coventry City Council.”

The Gigafactory at Coventry Airport could be operational by 2025 if the plan goes ahead.

Main The Gigafactory would occupy the main runway at Coventry Inset above Andrew Bell of RCA, which manages the Airport and is in favour of the project Below Tesla is already building Gigafactories in the US... but in out of the way desert sites

May 2021 | FLYER | 7

Take-off AAIB report slams CAA and Airspeeder after demo drone crash It’s an event organiser’s worst nightmare: an aircraft being flown on site goes out of control and makes a max rate climb into controlled airspace, then runs out of power and plummets to the ground for a highspeed crash.

This is what happened at Goodwood Aerodrome on 4 July 2019 when the remotely piloted Alauda Airspeeder, a three-metre long 95kg drone in the shape of an F1racing car, gave a demo flight in front of a crowd of VIPs standing on top of a nearby building.

The Airspeeder pilot lost control and used the emergency kill switch but it had no effect. The drone then climbed to approximately 8,000ft, entering controlled airspace at a holding point for flights arriving at Gatwick Airport, before its battery depleted and it crashed in a field of crops.

The Aircraft Accident Investigation Branch (AAIB) has just released its final report into the incident and it’s highly damning of both the Airspeeder operator and the CAA which authorised the demo flight.

The AAIB found the Alauda Airspeeder Mk II was not designed, built or tested to any recognisable standards and that its design and build quality were of a poor standard. The operator’s Operating Safety Case contained several statements which were shown to be untrue.

Right Three metres long and weighing 95kg, this was a pretty big drone that went out of control Right below Photo recorded by the drone as it climbed to 8,00ft and infringed controlled airspace used for a Gatwick Airport hold point

The CAA’s Unmanned Aircraft Systems (UAS) Unit had assessed the operator’s application and, after clarification and amendment of some aspects, issued an exemption to the ANO to allow flights in accordance with the operator’s Operating Safety Case. The CAA did not meet the operator or inspect the vehicle before the accident flight.

Read the full report here.

The infringement tale The tale of a pilot based at Manchester Barton, making his first flight for months and who infringed the Class D Manchester CTA, shows how a small mistake can spoil a good day.

The Manchester radar controller was alerted to an aircraft squawking 7365 a few miles north-east of Barton Aerodrome. The aircraft was indicating an altitude of 2,400ft. The base of the Manchester CTA is 2,000ft. The aircraft was inside controlled airspace for 3 minutes and 36 seconds before leaving the CTA. No other traffic was affected by the infringement.

How did it happen? On the outbound leg, the FISO issued a warning of a faster aircraft heading in a reciprocal direction. The pilot’s focus turned to lookout, scanning all around.

Although trimmed for level flight, the microlight had started a gradual climb from Bury to reach an altitude of 2,700ft at Rawtenstall. Due to the focus on scanning, the pilot had not realised the aircraft 8 | FLYER | May 2021

Right Complex airspace around Manchester Barton

had climbed approximately 1,000ft above his intended cruising altitude.

A quick glance at the altimeter told the pilot that the aircraft was at *,800ft. Having intended to fly at around 1,700ft, the pilot mistakenly took this reading to be 1,800ft. It was really 2,800ft.

After the event the pilot analysed the occurrence, and noted a number of factors: ■ Better conspicuity would lessen the stress of not being seen by other aircraft ■ The basic version of the VFR moving map technology did not offer warnings of possible vertical infringements ■ His mobile phone was positioned so far away from the pilot that they could not get an independent altitude check.

Read the full account here

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Take-off World Championship Air Race to launch in 2022 Missing the Red Bull Air Race series? Well, it’s back... without the Red Bull moniker.

The World Championship Air Race (WCAR) has agreed a partnership with the FAI, the World Air Sports Federation, to stage an international series of air race festivals starting next year.

The FAI will provide sporting governance and safety oversight, while granting WCAR exclusive rights on a range of piloted air vehicles flown on air-gate courses. WCAR is headquartered in the UK. WCAR will work with the former production team behind the Red Bull Air Races to benefit from their involvement in more than 90 races in 34 different cities around the world.

The 2022 season will operate with conventionally powered race-planes, but will rapidly evolve through the staged introduction of sustainable fuels, electric drivetrains and electric Vertical Take-off and Landing (eVTOL) race-craft from the third season.

Willie Cruickshank, WCAR Race Series Director, said, “We are delighted to announce this exciting new agreement between the FAI and World Championship Air Race to bring city-centre air-racing back to the public.

“In addition to creating a highly competitive championship for spectators around the world to enjoy, we share a common purpose to develop and demonstrate the future of green aviation and urban air mobility in a demanding and highly competitive environment.

Right Looks like we’ll see more of this in future thanks to the creation of WCAR

“World Championship Air Race now has the commitment from the best race pilots in the world, flying the best aircraft, under the exclusive jurisdiction of the world governing body, putting us in a very strong position as we build towards Season 1, which we plan to debut in early 2022.”

Willie was involved in the Red Bull Air Race World Championship, and was previously a RAF fighter pilot for 26 years before retiring as Group Captain. He spent nine years as a display pilot with the UK based Wildcat Aerobatics team before joining the Red Bull Air Race where he was responsible for all aspects of flying operations including flight safety, race course design, pilot training and briefing.

WCAR has also confirmed that former Red Arrow Kirsty Murphy will join its Advisory Board, along with Nigel Lamb, Paul Bonhomme, Jimbo Reed and Jim DiMatteo.

World Championship Air Race

Air Race E adds extras Electric air race organiser, Air Race E, is adding two new race classes to its planned series. As well as the standard Open Class, there’ll be a Performance Class based on a standard electric powertrain, and an electric VTOL class (V-Class). The V-Class race format and rules will be different from the other two race classes and will be revealed soon.

Jeff Zaltman, CEO of Air Race E, said, “The launch of the new Performance Class and V-Class will allow us to include more stakeholders in our project and greatly increase our ability to meet the needs of the industry while organising a thrilling motorsport.

“The Performance Class will provide deeper insights on power management and best practices and will steer more dedication to the sub-systems such as cooling, battery management systems, power electronics and aerodynamics.

10 | FLYER | May 2021

Right No, that’s not a new giant desk fan, it’s a concept for the Air Race E V-Class racer…

“The V-Class demonstrates a major step-change in air racing. Air Race E will be working directly with the top pioneering organisations in the e-VTOL world to shape the event to be at the vanguard of both technology and entertainment in this next generation of motorsport.”

Air Race E

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Take-off Flying cars rev up for imminent EASA certification Two European companies developing flying cars made significant progress recently. Both the Dutch PAL-V and Slovakian AeroMobil have agreed the basis for certification with EASA. PAL-V already has approval for road use so agreeing the aviation certification basis is the penultimate step before being able to deliver its flying car. The final step is demonstrating compliance.

“Getting a flying car to the market is hard. It takes at least 10 years,” said Robert Dingemanse, PAL-V’s CEO. “Although we are experienced entrepreneurs, we learned that in aviation everything is exponentially stricter. Next to the aircraft, all aspects of the organisation, including suppliers and maintenance parties must be certified.”

As long ago as 2009 PAL-V agreed with EASA to use the Certification Specifications for Small Rotorcraft (CS-27) as a starting point for the development of the certification basis.

PAL-V worked together with EASA to amend the complete list of more than 1,500 criteria to make it applicable for the PAL-V. The final version was published in February.

Likewise, AeroMobil has also been developing its flying car for 10 years, although taking a very different design route.

The company completed a set of flight tests as part of its EASA CS-23 certification and now expects to have it on sale in 2023.

Above Artist’s impression of the PAL-V flying inset AeroMobil’s latest v5.0 flying car

AeroMobil said it has successfully met several key EASA CS-23 requirements governing airworthiness including flight performance in terms of top speed and stall speed as well as the ability to take off within 1,300ft and achieve a rate of climb of more than 1,200ft per minute.

“Our aerodynamics experts’ ability to tune and to predict the flight performance and handling qualities of the AeroMobil is a key reason behind the success of our certification programme,” said Patrick Hessel, Chairman and CEO of AeroMobil.

“Flight testing is providing essential data which supports our overall certification and commercialisation schedule.”

Pacific Aerospace goes into liquidation The dream of expansion for New Zealand aircraft maker Pacific Aerospace after forming a joint venture with China’s Beijing Automotive four years ago is over. Last month the Hamilton-based company went into interim liquidation.

It’s not clear yet what that means for staff and the company’s future. In the meantime, the NZ CAA has said Pacific Aerospace aircraft can continue to fly “despite the company’s financial distress”.

However, the CAA has suspended the company’s certifications which allow it to design, manufacture and maintain aircraft.

Pacific Aerospace’s main aircraft is the P-750 XSTOL, a multi-purpose aircraft that can take off and land on short and rough airstrips. It’s used by parachute operators and also for humanitarian flights, medevac, and search and rescue. One is in operation in the UK at Hinton-in-the Hedges.

As well as the P-750, Pacific Aerospace also built 12 | FLYER | May 2021

Above Pacific Aerospace’s P-750

the Expedition E-350 backcountry high-wing aircraft. Another aircraft it was planning to revive was the Cresco, a turboprop crop-sprayer that the company last made 20 years ago.

Pacific Aerospace NZ CAA Notice

Instant Expert

Am I valid?

Ed Bellamy offers some timely reminders about rating validity and regulatory changes which have occurred in the last year

A

t the time of writing we have 29 March as the date on which solo flights can start again and 12 April for flights with an instructor. From a skills point of view, it may be worth waiting until the 12 April, but either way, let’s look at some reminders around rating validity and regulatory changes over the last year.

Below is focused on licensing. For a more general catch up on regulations and safety in GA flying I know there is soon to be a new edition of the CAA’s Skyway Code.

Do I have a valid rating?

Licence documents are generally non-expiring. It is the ratings on the licence (SEP, MEP etc) that expire. Different ratings have different requirements, but PPL (Aeroplane) holders will have initially been issued with a Single Engine Piston (SEP) class rating, which is valid for 24 months. The expiry dates of your ratings will be on the ‘certificate of revalidation’ table of the licence document.

To gain another period of validity for a rating it needs to be ‘revalidated’. Revalidation refers to the extension of the rating for another validity period while the rating is still valid, whereas renewal refers to the case in which a rating has expired, and the holder is seeking to reactivate it.

The SEP and TMG (Touring Motor Glider) ratings can be revalidated by experience. This must consist of 12 hours in the 12 months preceding the expiry date of the rating, including six hours as pilot in command, 12 take-offs and landings and one hour’s training with an instructor. Note that the experience requirements must be completed in the second 12 months of the rating’s 24-month validity period. Provided the experience requirements are met, an examiner can revalidate the rating by signing the certificate of revalidation page of your licence. If the experience requirements are not met, then revalidation can be achieved by a proficiency check with an examiner, which will be a slightly abbreviated profile of the initial PPL skills test.

Once a rating has expired, it must be renewed by proficiency check. There is also a requirement for some ‘refresher training’ prior to doing so. If the period of expiry is short, no training required can be determined.

For SEP and TMG ratings expired by up to three years refresher training can now be done by an independent instructor, for most other ratings it must be at an Approved or Declared Training Organisation (ATO or DTO). Pilots who hold a valid and equivalent rating on another ICAO licence (for example FAA) are excused from the training requirement and can go straight to proficiency check.

Remember that regardless of rating validity, to carry passengers on a flight you need to have conducted three takes-offs and landings in the relevant class or type of aircraft within the last 90 days.

14 | FLYER | May 2021

Alternative experience requirements

Now there is still an alternative experience option for revalidation, which at the time of writing is available until the end of April (likely to be extended) for the SEP, TMG, Self-Launching Motor Glider (SLMG) and the suite of ratings that may be attached to an NPPL(A). For pilots with between eight and 12 hours experience (i.e. just shy of the 12-hour requirement) it allows you to trade less total experience for more take-offs and landings and an extra 30 minutes with an instructor. For a reminder of the full details, check back to this column in the January 2021 edition of FLYER.

Medicals

Lockdown has probably seen a lot of medical certificates pass their expiry, but to get flying again it is possible to make a ‘pilot medical declaration’ (PMD) to the CAA without the involvement of a medical practitioner. This is limited to flying in the UK only, but can be done by anyone holding a UK issued licence (Part-FCL or ANO) and regardless of level (PPL, CPL etc). There are some complexities around the terms and conditions of doing a declaration though – not everyone may qualify on medical grounds, so read the relevant CAA web page carefully.

Brexit housekeeping

There is also a recent exemption (pending a more permanent change) that allows holders of licences issued under the Air Navigation Order, such as the NPPL(A) with an SSEA rating, to fly Part-21 aircraft (for example C172, PA28) on a limited basis, for the purpose of gaining currency or competence in an equivalent class of aeroplane. For full details click ORS4 1471.

Remember ‘Part-21’ aircraft just refers to an aircraft that would have been considered ‘EASA’ when the UK was still part of the EU – the regulatory line around these types has not changed because of Brexit, even if in time it will hopefully disappear. It is also worth remembering that in parallel to Part-21 and non-Part-21 aircraft, we still use the term ‘PartFCL’ in UK law to refer to a licence that was issued under the Aircrew Regulation, as distinct from a ‘national’ or ‘ANO’ licence that would be issued under the Air Navigation Order.

Prior to the end 2020 and the Brexit transition period a number of pilots applied for EASA licences in other EASA member states. At the time this would have meant surrendering the UK issued EASA licence. For pilots who did this, from 1 April there will be a mechanism to get a UK Part-FCL licence issued – the CAA have published details of this via the Skywise channel. Licences issued by EASA member states prior to 1 January 2021 also remain valid on UK registered aircraft until the end of 2022 – see caa.co.uk/ cap2017 for details.

More info: Caa.co.uk/ga

12-16 April

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In Brief

Afghan pilots break through with first all-female flight

Babcock flying instructor Christine Draycott has broken new ground as the first-ever civilian pilot to become a Qualified Flying Instructor (QFI) for the military.

Lufthansa is using the interruption caused by the pandemic to modernise training at its in-house flight schools. A so-called ‘campus model’ will provide modern, digital forms of training along with new selection procedures, comparable to university study with a defined qualification and an internationally recognised degree.

Two of Spain’s top flight schools, Quality Fly Flight School and Global Training Aviation, will work together with students of Quality Fly’s integrated course completing their MCC + APS training using the FFS level D simulators that GTA has at its Madrid headquarters.

Airline aviation is not all about Boeing and Airbus and one of the most popular regional aircraft is the de Havilland Dash-8, now part of the line-up of the De Havilland Aircraft of Canada company.

DHC recently confirmed its long-term commitment to global Dash-8 operators and promised investment in its organisation, systems and infrastructure.

Skyborne Aviation Group has acquired its first pilot training base in the United States in Vero Beach, Florida.

A statement from Skyborne names the base as Vero Beach Flight Training Academy. However, the description matches FlightSafety Academy.

16 | FLYER | May 2021

Above Afghan crew of the first all-female flight Below YouTuber Josh with the pilots

It’s no secret that the number of female pilots in commercial aviation is low, just reaching 5% of the total despite several airlines doing their best to encourage more women into the industry… well, pre-pandemic anyway.

But imagine how few female pilots there are in Afghanistan where it’s rare for any women to be in a paid-for job, let alone train to become an airline pilot. Not only has the country been wracked by war but it’s still subject to ages-old thinking.

However, YouTuber Josh Cahill has just released a new video about a flight in Afghanistan where, for the first time, the entire Kam Air crew was female. The flight took place in February this year and was released to coincide with International Women’s Week in early March.

Josh was invited to join the 90 minute flight aboard a Boeing 737, which took off from Hamid Karzai International Airport in Kabul at 1300 on 24 February 2021

for its 350nm flight to Herat in the west of Afghanistan, One of the crew, First Officer Mohadese Mirzaee, aged 22, expressed her hopes that the flight will encourage more young Afghan women to chase their dreams and believe in themselves.

Josh said, “This truly was a historic moment, not only for the airline but for women in the region as a whole. It has been the honour of my life to be part of such a historical flight.

“It sends a strong message to the world that Afghanistan is more than just a war-torn country, given that during the Taliban occupation women had no rights.”

The current Afghan government is committed to women’s rights, although it is only able to enforce them for a small segment of Afghan women, principally for urban women whose male relatives allow access to education and jobs.

“In the years that I have been working in this industry,

it is clear that the barriers that limit the growth of female pilots are so deeply entrenched,” said Josh.

“I believe it will take a concerted effort of both aviation companies and the greater airline and education community as a whole to inspire women to soar in this field.”

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Pilot Careers

I Get Paid for This…

Seb Davey RAF QFI Seb Davey flies one of the only two remaining airworthy Lancasters in the world. Interview by Yayeri van Baarsen

How did you get into flying?

When I was 11, I visited my French grandparents for the summer. I was handed over to the flight attendants on the BAC One-Eleven who took pity on me and asked if I wanted to see the flight deck. I stayed in the cockpit that entire flight from Manchester to Lyon and was even given a headset. That’s when I decided I wanted to become a pilot. Back in the UK, I joined the Air Cadets.

Tell us about your job?

Next to my primary role as a QFI on the Flying CV Atlas A400M at RAF Brize Norton, on Seb Davey flies the Lancaster and summer weekends I’m a BBMF display pilot Dakota for the RAF Battle of Britain at RAF Coningsby. Instructing brings Memorial Flight, and instructs on the Atlas variety. One day I teach theory in the Started current job 2013 classroom, the next I’m in the simulator Now flying Avro Lancaster B Mk1 PA474, flying with night goggles, in the circuit doing Douglas Dakota C Mk3, Airbus A400M Atlas Favourite aircraft “Concorde. It’s just an take-offs and landings, or on my way to absolutely beautiful aircraft. I also like the Cyprus on a long-haul flight.

Spitfire, Hurricane and Lancaster for what Compared to the technologically very they represent and how they sound.” advanced Atlas, the Lancaster and Dakota, Hours at job start Approx. 3,400 Hours now Approx. 5,000 which I fly in my secondary role, are very different. The Lancaster is also fly-by-wire, but in the sense that there’s an actual wire between the control column and the ailerons. As it’s quite heavy, What’s been your favourite flight? you have to fly it very accurately. We want to preserve these My first operational airdrop in Afghanistan in 2006. This flight aircraft for as long as possible, which means treating them very was a culmination of everything I’d trained for in my life – flying carefully and not pulling more than 1.8g. at night in a combat zone, and dropping equipment to our soldiers Flying something as iconic as the Lancaster is way more than a on the ground. It was the heaviest ever airdrop from a British C130J. rare opportunity, it’s also an absolute honour and privilege to The aircraft was so sluggish on take-off, but when we rolled out follow in the footsteps of the guys who did so much for Europe. the 16.8 tonnes load at 3,000ft, it turned into a total sports car!

For me, even better than the flying, is getting to meet the veterans. The pilots who flew these aircraft operationally during And your favourite airfield?

WWII and suffered terrible losses, are my heroes. They’re now in RAF Lyneham, my first operational base and home of the their mid-90s, shuffling up to the Lancaster with their sticks and Hercules. It was such a friendly place, with everyone working zimmer frames. However, as soon as they touch her, the aids are towards the same goal and a feeling of camaraderie. It closed in thrown away and they’re 21 again, which is beautiful to see.

2012 and, like all others who were based there, I miss it a lot.

“I qualified as a Lancaster Captain by landing her while on fire!”

What training did you have?

Starting as a Reserve in 1995, in 1999 I joined the regular RAF and became a military pilot. In 2013, I was lucky enough to be taken on by BBMF, where I started training on the Dakota. After six months as a Dakota Captain, you become a co-pilot on the Lancaster, which means you get to do flypasts and transits. Then after two years, you become a Lancaster Captain and also do take-offs, landings and displays. On my qualification flight for command in 2015 the aircraft suffered a non-extinguishing engine fire, luckily I’d already done everything needed to qualify in the sortie, so I qualified as a Lancaster Captain by landing her while on fire!

18 | FLYER | May 2021

Do you get to fly much outside work?

No, I do have an ATPL, but I’ve hardly done any civilian flying with it. Since I get to fly VFR with the BBMF and both VFR and IFR in the Atlas, there’s not much need for GA-style flying outside of work.

What’s your most valuable career advice?

If you don’t ask, you don’t get. No one is going to say: “Want to become a pilot? Here’s a great job!” You have to know what you want and do your best to get there. This includes pushing yourself, putting yourself forward for things that you might feel are too difficult – and asking cheeky questions.

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Column

Unusual Attitude Dave Hirschman

Mark Mitchell

P

IFR is IFR

ilots make a distinction between IFR and ‘hard IFR’, which makes little sense. The gist of it is that some instrument-rated pilots are willing to file and fly IFR – except when visibility and ceilings get close to published minima. I get the concept of ‘personal minimums’ and endorse the principle of defining individual and changeable limits based on currency, avionics and psychic comfort.

But the idea of launching into Instrument Meteorological Conditions (IMC) without being fully prepared to fly an approach to minimums at your destination is a sucker’s bet.

Even with the modern weather tools available to us today, there’s no guarantee that the actual conditions will be what you expect them to be. And the stress of flying IFR knowing that you’re unable or unwilling to perform the full range of tasks seems like a highly questionable strategy.

So what’s hard IFR anyway? Is it IMC during the cruise phase of flight? Certainly smooth, clear air is enjoyable to fly through. And the ability to fly near the clouds, but not in them, is one of the most sublime aspects of IFR flying. Yet the difficulty factor of keeping the wings level and navigating in IMC during cruise is low, especially with an autopilot. So IMC during cruise doesn’t seem like it should be a showstopper for IFR pilots.

Some IFR pilots treat their tickets as a licence to fly ‘from bad weather to good weather’. Psychologically, it’s a lighter burden knowing that you’re flying toward improving conditions. There’s light at the end of the tunnel. You’re on the way to VMC, and you’re escaping the low clouds behind you. This kind of information makes pilots feel relaxed and happy.

But taking-off in weather that’s low enough that you’re unwilling or unable to return to your starting point is dubious. If there’s a mechanical or other problem soon after take-off, how far will you have to go to find weather conditions that meet your personal minimums? Is an immediate return even an option?

Looking back on my last year of IFR flying, I only had to make one honest-to-goodness missed approach – and it came as a near total surprise because the weather at my destination at the time I began the approach wasn’t IFR at all. It was marginal VFR: five miles visibility and a ceiling of 1,400ft.

The complication at this mountain airport turned out to be a fog bank that went all the way to the ground at the approach end of the runway, and it was invisible to the automated weather station located nearly a mile away at the centre of the airport.

I flew the GPS approach in mostly clear air, saw some snowcovered airport hangars five miles away, then descended into the fog a mile from the runway threshold and visibility dropped to zero. A missed approach was a reflex, the only option, and yet it was unexpected because all indications had pointed towards an uneventful approach and landing.

During the two-hour flight there, ADS-B weather had provided a steady stream of good news with conditions steadily improving from low IMC, to IMC, to marginal VMC. That was an unmistakably positive trend – yet it still resulted in a missed approach at the published decision altitude.

Other low-IMC encounters happened where I least expected them. During an aerial video recording session in the AOPA Sweepstakes RV-10 last year, I took off from my home airport in misty rain with an 800ft ceiling. My intention was to make a video showing the details of the Advanced Flight Systems/Avidyne panel during two quick GPS approaches and an ILS. My main concern at the start of the flight was that the weather would improve and I’d miss my chance to record in actual IMC. As things turned out, I needn’t have been worried about sunshine. Moderate to heavy rain moved into the area, visibility dropped, and I ended up making two ‘no kidding’ missed approaches on the ILS. I was finally able to get in on the third

“The point is that the weather turned out to be far worse than forecast” approach but just barely. The video flight itself wasn’t particularly stressful. The avionics provided excellent situational awareness, the aeroplane had full fuel tanks, and other airports in the region had better weather if I needed to divert. The point is that the weather turned out to be far worse than forecast, and it remained that way all day. If I had been counting on the predicted improvement, I’d have been in a jam.

The low-IMC approaches I’ve flown recently have actually been relatively straightforward. Air traffic controllers know the weather is bad and set you up for long, straight-in final approaches.

Low atmospheric pressure makes for unrippled air, and the aircraft seems to ride the glideslope as if on rails.

Aviation is full of plot twists, and things seldom seem to go exactly as planned. Stack the deck in your favour by arriving at your destination when the temperature and dew point are getting farther apart, not closer together. Take advantage of IFR approaches that include vertical guidance. And don’t expect when you file IFR that you’ll only put a toe in. Be ready to swim in the deep end of the pool because you just might have to…

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

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Column

Full Throttle

Mark Hales

Mark Mitchell

L

Better with two…

ike so much of the contents of this column, it started as one of my monthly chats with Ed, the editor, who is nothing if not an enthusiast, not to mention encyclopaedic when it comes to weird and wonderful aircraft. So it was surprising to discover he didn’t realise the Miles Gemini light twin was very much a Messenger with an engine on each wing.

Folklore says the motivation was corporate concern for George ‘GH’ Miles’ safety over the notoriously treacherous stretch of water between Woodley in Berkshire and Newtownards, which lies at the northern tip of Strangford Lough, 10 miles from Belfast.

The Miles brothers had just taken advantage of government efforts to stimulate the post-war economy – and the grants available – to provide ‘employment for at least 300 workers, of whom 80% would be male…’. The new Miles factory was opened in July 1946 and it was immediately busy, making my Messenger towards the end of that year.

The Geminis were built at the original Woodley factory and the prototype was most likely based on a Messenger left over from RAF production. A pair of 100hp Blackburn Cirrus Minors replaced the Messenger’s 155hp Cirrus Major, and much was made of the second engine’s safety benefits in the advertising puff – there’s a well trailed picture of AIDO with one fixed-pitch propeller lying horizontal. Notable to my eyes though, is that there’s only one person in the cockpit… Maybe age has been no kinder to the smaller Cirrus than it has this pilot, but whenever I tried that, I could just about get the aircraft to hold altitude as long as I wasn’t too heavy. There’s no way I’d try it with passengers and a load of fuel.

My conversation with Ed had included twin conversions of production singles, and one of them definitely stands out. The North American Navion, with its military lines and huge sliding canopy, was built at the end of WWII by the same company that produced the Mustang, powered by a 205hp Continental six.

North American made more than 1,100 of them before the Navion line was sold in 1948 to Ryan Aeronautical, which would make another 1,200 with only minor changes, but in 1951, noted aircraft modifiers Riley-Temco responded to a request from a Navion owner who wanted more safety flying over mountains…

The Twin Navion prototype was fitted with a pair of 125hp Continental sixes, then a pair of 150hp 0-320 fours and finally two 170hp Lycoming 0-340s (specially developed by Lycoming) with constant speed propellers, so it would definitely fly on one engine. There must be something about the Navion’s potential for twinning, because 340hp clearly wasn’t enough for some, and a Texas company installed a pair of 240hp Continental 0-470s in the same type to create the Camair 480 – geddit? They claimed 192mph cruise at 75%, and with that amount of grunt, so they probably should. It might have been a bit too much of a good

thing though because only 30 or so were sold between 1953 and the end of the decade. I very nearly bought one in the 1990s…

There was also the Bay Super V – a pair of 180hp Lycomings on a V-tailed Beech Bonanza, an aircraft not noted for its directional stability (14 built), and the United Consultants Twin Bee, a Republic Seabee amphibian powered by a pair of 180hp Lycoming fours in place of the 215hp Franklin six (23 sold).

The motivation for adding another engine seems to be mainly for safety, although as any instructor will tell you, that’s a moot point. Nevertheless, one or two major manufacturers also had a go at converting their own singles, notably Piper who in 1962, created the Twin Comanche by fitting a pair fuel-injected 160hp Lycoming 0-320s on the single of the same name. This was followed in 1971 by the Seneca which was a development of the Cherokee Six/Saratoga, equipped initially with a pair of 200hp

“The motivation for adding another engine seems to be mainly for safety…” injected Lycomings, then a Mk2 model powered by two 210hp Continental sixes. The Piper Seminole of 1976, was the company’s final variation on the theme, essentially a T-tail Arrow powered by two fuel-injected 180hp Lycomings. Built mainly for the training market as a cheaper alternative to the Seneca, it was considerably less popular. It’s always puzzled me that Cessna never tried a similar thing – maybe because of the high wing – although they did make the wonderful 337 pushpull, which few other people seem to like.

Many years on, Austro-Chinese manufacturers Diamond’s latest DA62 is a twin-engined development of the DA50 single, and properly sleek and modern as they are, I wouldn’t buy one even if I could afford it. I’d look instead for a PA-39 Twin Comanche – the one with the contra-rotating propellers. I nearly owned a nice old 1964 ‘A’ model, in which I flew a fully laden trip from Skegness to St Nazaire via Caernarfon and back in atrocious weather, and undoubtedly the extra engine made for a better experience. Not just the security of an extra engine, but the way the aircraft rode the turbulent air. Hard to put it into words.

And it went in and out of a soggy Skegness at each end with no problem. I didn’t though, which was probably the right decision. I sometimes wish I’d bought the Camair though…

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

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Weather School

Column

Squawks Ian Seager

I

A golden opportunity

owe Grant Shapps an apology. No, I’m not joking, I mean it. In the past I’ve gently mocked his goal of making the UK the best place in the world for General Aviation – and I’ve explained why I think it’s never going to happen. No single event nor sermon has caused this personal Damascus, but I’ve come to see the Best Place In The World For General Aviation (BPITWFGA) in the same light as the promise of eternal life, 72 virgins or reincarnation (delete or add as appropriate). The important things, the things that matter to most of us most of the time, are the daily or weekly rituals that mark out that never ending path to the impossible destination which is the BPITWFGA. I’ll continue to point out DfT or CAA plans and policies when I think they move the pointer in the wrong direction, but from now on I’m fully behind the BPITWFGA goals, and I’d like to lend a hand by making a suggestion…

Our flight crew licensing system is messed up. It’s probably more messed up than any other aspect of aviation regulation that I can think of.

We still have (a few) people with what was once called a PPL(D) for microlights. We have the NPPL which can be an NPPL for microlights, for Simple Single Engine Aircraft (SSEA), or for Self-Launching Motor Gliders (SLMG). It cannot be an NPPL for Touring Motor Gliders (TMGs), for that you will need a Light Aircraft Pilot Licence (LAPL).

If your LAPL was issued by the CAA and you haven’t changed your State of Licence Issue (SOLI) it is no longer any good outside of the UK, but if you have a LAPL issued by a current EASA State it is good for flight in EASA land.

Then we have the ‘old’ UK PPL often referred to as the ‘poo-brown’ PPL and sometimes called the National Licence, not to be confused with the NPPL. This licence was issued for life, a long, long time ago when people were encouraged to get themselves a JAR-PPL on the basis of the CAA PPL so that they could pay some money every five years for nothing.

You cannot use your lifetime national PPL to fly Part 21 aircraft, even if you learned to fly and may have thousands of hours on those very aircraft. Except now you can. Sort of. At least for a while. There are restrictions, and promises of addressing this anomaly.

Then there’s the EASA PPL. This is an ICAO compliant licence, so if you have one of those issued by the UK you are good for flying G reg anywhere in the world (more or less). It is

because it is ICAO compliant that it is valid outside of the UK, and even though it has EASA on the paperwork it is no longer an EASA licence, as we’re no longer members.

A licence is of little value unless it is accompanied by the appropriate medical certificate. In the UK we have the Pilot Medical Declaration. This was brilliantly simple. It is now less simple and while the aircraft you can fly always depended on the level of your medical declaration, it now also depends on the licence you have when you make the declaration too.

There is of course the LAPL medical which can be sorted with your GP or your AME. A UK LAPL medical (or licence) is no longer valid outside of the UK. Of course there remains the Class 2 medical for which you need your AME and that, when paired with the correct ICAO compliant licence, gives you the right to fly anywhere in a G reg aircraft. If you are over 50, and your medical lasts for 12 months, you can fly for the next 12 months with LAPL privileges only (and UK only) without any further steps.

I haven’t even strayed into the rotary, sailplane or balloon

Mark Mitchell

“Be brave enough to scrap the mess that we have, and bold enough to create something simple and easy to understand” world… but clearly explaining the rules of cricket to an amoeba-like creature from Mars is easier than this mess.

The DfT and CAA have a perfect opportunity to right this wrong, to be brave and visionary, and to create a General Aviation licensing system that actually is the envy of the world.

Give us a system that doesn’t take savants like Irv Lee, Jon Cooke and Nick Wilcock to understand it.

Yes, we need ICAO compliant licences and medicals. Be brave enough to scrap the mess we have and bold enough to create something simple and easy to understand. Something that removes once and for all everything that stops people flying aircraft with licences that have worked for years, and something that encourages people to get extra training. While you’re there, dump the jumbled mess of revalidation and renewal requirements and replace it with something simple.

This is a golden opportunity to create something that is actually world beating.

So, come on Grant, come on CAA, let’s get this done.

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

Electric reality?

Ready to set some speed records, the Spirit of Innovation aircraft on the tarmac at Gloucester Airport where the team has been developing the aircraft for the past three years

26 | FLYER | May 2021

Fast charger Special Feature | Rolls-Royce ACCEL Project

Mark Greenfield of Ultimate High talks to the team behind one of the most exciting electric aviation projects that should take to the air this year, with the ultimate aim to push the electric speed record beyond 300mph…

T

PHOTOGRAPHY Rolls-Royce and Electroflight

he Federation Aeronautique Internationale strictly defines how the 3km airspeed record is to be measured. Two specific points 3km apart, with a level 1km run on the way, which necessitates at least a 1km run out to prepare for the next leg back, and four runs in total, two in each direction to balance out the wind.

Typically contenders will gently climb to height after each run, have a think and gain lots of potential energy to dive in for the next timed run. Most will take 19 or 20 minutes in total to make their record attempt. Electric aircraft were not a consideration when the rules were drawn up, so the challenge becomes even more interesting when your aircraft can run at max chat for around eight minutes. Possibly…

The aircraft here is the Spirit of Innovation, part of a RollsRoyce-led project with Electroflight and YASA named ACCEL (Accelerating the Electrification of Flight), which hopes to not just beat the current 213.04mph electric record – set in 2017 by Walter Extra’s Siemens powered 330LE – but to smash it, aiming for a speed in excess of 300mph. Although the speed record might inevitably be attracting the headlines, there are far more significant issues here that are likely to have an impact on the future of aviation.

CEO Warren East has committed Rolls-Royce to net zero emissions sustainable aviation by 2050 which means that to meet this ambitious goal the company needs to examine a range of options including improving the efficiency of existing engines, work on sustainable fuels, develop hybrid powertrains and focus on new disruptive power technologies like electrification and the use of hydrogen. And for the critics who suspect that electrification of aircraft is only a very distant goal, Rolls-Royce is working towards being the leading supplier of all-electric and hybrid-electric power systems across many markets. Just recently they announced a collaboration with Vertical Aerospace (based in Bristol, UK) for an Urban Air Mobility (UAM) aircraft able to carry four passengers up to 120 miles at 200mph and scheduled to enter service in 2024.

When that mission profile is considered, hovering from the

top of a tall building, transitioning to level flight, decelerating into the hover at the destination 10 or 15 miles away and landing, it transpires that the energy and power requirements are very similar to those being developed in the ACCEL project.

The ‘why’ is not primarily about going fast, it’s about enabling sustainable aviation; the use and industrialisation of high energy power batteries, control systems, motors and safety systems and all the associated challenges required to enable an air taxi to fly around a city, in an airworthy manner.

And the challenge is bigger than the propulsion system, it’s air traffic logistics, integration with other air traffic, cyber security, the whole charging infrastructure, how to pay for a ticket before getting on a taxi. Rolls-Royce typically works with an established supply chain of well-known aerospace companies but has recognised that the industry may be changing. Matheu Parr, Customer Director, Rolls-Royce Electrical, said, “We needed to recognise that as we move into more disruptive spaces there will be lots of new entrants, and Rolls-Royce need to learn how to work with them, fast, and ensure that it’s beneficial to both sides, creating value together.”

At the same time, Rolls-Royce is unapologetic about the interest that the programme is generating. Speed records inevitably attract attention, and Rolls-Royce is keen to showcase the project to a variety of audiences, hoping that it inspires the next generation of engineers with strong STEM outreach. The last year has obviously been very tough for aerospace. Rolls-Royce is hoping to demonstrate that there is still much opportunity in the industry.

The project started in 2018 with Rolls-Royce agreeing the ACCEL project with start-up Electroflight, brainchild of engineer Roger Targett, who among a variety of engineering achievements had already started down the electric speed record journey with his P1E, which was soon recognised as being underpowered with only 150kW. The basis for ACCEL’s aircraft came from the Nemesis NXT, an aircraft designed and raced by Jon Sharp for air racing at Reno, the holder of multiple speed and race records, and so successful that the prototype is now displayed at the US National Air and Space May 2021 | FLYER | 27

Special Feature

Above The Spirit of Innovation uses a Sharp Nemesis NXT airframe. A steel fixture was built to help keep all the airframe components in perfect alignment during construction Below Andy McKee, one of the Electroflight airframe technicians works on the installation of the NXT canopy

Museum. Already optimised for high-speed flight, the thin NASA Natural Laminar Flow wing contained no fuel, with the aircraft having a single 340 litre fuel tank in the fuselage right over the main spar (and C of G), so conceptually it seemed a sound starting point. Being a racing aircraft rather than a pure speed record machine, the aeroplane has a very efficient wing and is happy sitting at 3-4G in a turn without generating excessive amounts of drag.

The immediate problem was that only 10 kits had been constructed, and finding an unbuilt version 28 | FLYER | May 2021

proved problematic. The team were reluctantly considering the purchase of a pre-built aircraft, but were not keen to take on any third party build quality issues. Fortunately the very last unbuilt kit was tracked down to the back of a hangar near Paris, France, and was rapidly acquired, along with another NXT which had been damaged in a landing accident. This latter airframe was used for ground testing and, with a nod to such aircraft usually being referred to as ‘Iron Birds’ (as in not flying), was christened the ionBird.

Funding for the project is shared between the Aerospace Technology Institute, a Government agency that works with the Department for Business, Energy and Industrial Strategy to encourage UK innovation for the ACCEL project, and Rolls-Royce and YASA. The total cost of the programme is just over £6 million with Electroflight demonstrating the technology relevance by already having won additional business as a result of the project, and Rolls-Royce entering into additional UAM and commuter markets.

Building the aircraft Once the kit (and damaged aircraft) had been taken to Electroflight’s hangars at Gloucester Airport, redesign and assembly of the aircraft started. The challenge for Electroflight was to develop a safe propulsion and battery system that developed the

required power, while at the same time maintaining the highest possible safety standards. Most of the aircraft aft of the firewall is the original NXT kit, assembled to a very high standard by the technicians for the build at Electroflight. Replacing the original fuel tank (and part of the engine bay) is a strong battery case (with three internal subdivisions) that is a structural component of the airframe and transfers all of the engine loads from the three electric motors and propeller upfront through to the fuselage.

The cockpit panel is new to reflect the different powerplant, and is a mix of steam gauges for height, speed and acceleration combined with a Garmin G3X Primary Flight Display and some bespoke state of the art technology. The propulsion system display is required to monitor 6,000 battery temperature sensors and several hundred other sensors, so a motorsport derived unit from Bosch has been used.

Electroflight have their own ECU onboard control unit that processes the large number of complex inputs, summarising what is happening with the powertrain. The rest of the cockpit is standard switches, three small radios and circuit breakers for the more critical functions, all in a cohesive package.

Above Three YASA750 Electric Motors, the ‘propulsion stack’ and Sevcon Inverters mount to a metal mock battery case during development of the powertrain Below The ionBird test rig used to gather systems integration data earlier in the ACCEL project. It was created from parts of another Nemesis NXT racer, Big Frog, that used a diesel engine. That aircraft had been damaged in a forced landing, but it proved perfect for testing the complete powertrain ahead of installation into Spirit of Innovation airframe

Motors Electroflight had already worked with YASA, an Oxford-based manufacturer of direct drive electric motors for the automotive sector, who were chosen May 2021 | FLYER | 29

Special Feature

Above Electroflight build technicians work on the final assembly of the 6,000 cell flight battery system for the Spirit of Innovation Right Intricate ultrasonic wire bonding is the most efficient way to connect each cell Below The battery pack has been designed and built to be a structural component of the airframe. It is seen here, mounted to a build frame that was designed to allow the propulsion system to be assembled and then directly installed into the NXT airframe

30 | FLYER | May 2021

to provide the powertrain for ACCEL and are partners in the project. The rotational speed of a wheel on a car is typically about 2,000 to 3,000rpm, which of course is very similar to an aircraft propeller speed. When the programme started there were no other companies that could make aviation direct drive electric motors available. Rolls-Royce subsequently purchased the Siemens eAircraft business in October 2019, but its motors were effectively a competitive product at the time that YASA was selected.

This YASA 750 R motor is a lower-speed, hightorque motor with leading torque and power densities, and has a ‘pancake’ design which allows the motors to be stacked one in front of the other, using three in this application for a maximum total output of 400kW or about 530hp. Each motor has a hollow female spline bearing, allowing a single multi-spline shaft to be slotted through all three motors, and the prop hub is directly attached to this shaft. Internal confidence among the project engineers on reliability is high, partially reflecting the intrinsic benefit that the simplicity of electric motors results in far fewer failure modes that can lead to locking or jamming, with only one moving part per motor, compared to the controlled explosions and multiple moving parts (pistons, conrods, camshafts etc) required by Internal Combustion Engines (ICE). The latter typically operate at an engine energy efficiency of about 30% compared to around 90% with electric motors. Both of these figures vary depending on a variety of factors like component temperature and ambient conditions.

The inverter in each system converts the DC

Electric reality?

Above left Electroflight Controls Engineer Joe Holdsworth making final controls checks before committing to installing the powertrain into the airframe Above Nine circuits of cooling fluid moving around the propulsion system are brought together in a pair of radiator assemblies, developed by motorsport cooling system specialist PWR Left YASA motor installed on the front of Spirit of Innovation’s powertrain. Note the MT propeller brush block that provides power to the electrically actuated constant speed propeller

power of the batteries to the AC required by the motor, and also controls the frequency of power from the batteries in order to manage the rotation speed of the motor. Without an inverter, the motor would operate at full speed as soon as the power supply was turned on.

Battery system While the motor is more efficient that an ICE, the electrical advantage is reversed when it comes to the power source. Chemical fuel – currently at least – is a lot more energy dense than battery cells. The automotive industry has been addressing this for some time now and electrical aircraft, while some way behind, are piggybacking off that progress.

The Electroflight battery system solution sits

within one case that is split into three individually sealed units. Each battery unit is about 700 volts, completely isolated, and connected to its own inverter, which in turn is connected to an individual motor. There is no cross torquing between the three systems and the built-in redundancy and design philosophy means that a failure in any one system should not have an impact on the other two.

The individual cells are a little bit bigger than an AA battery – and are the same format that Tesla used to use in its cars – called an 18650.

Stjohn Youngman, MD of Electroflight (and building a Laser aerobatic aircraft in his spare time), explained.

“A key challenge is that the large number of May 2021 | FLYER | 31

Special Feature

Above and left That wide forward fuselage of the Nemesis NXT airframe provided plenty of space to locate the batteries Below Instrument panel includes a Garmin G3X Touch EFIS (not visible to the left), plus a Trig transponder and radio. Propeller control unit sits below ASI

batteries in the pack – more than 6,000 – need to be connected in an effective manner, and this is done by using very intricate Ultrasonic wire bonding that almost looks like jewellery on top of the cells.

“There are a huge number of connections as the maximum cross-sectional size is limited by efficiency issues and because there are so many discharging at very high power levels which means the amount of current generated by each cell is quite high. This also adds a redundancy element, as the more wire bonds there are then the more that can be lost before it becomes a critical problem.”

Cooling systems Another advantage of the electric motors are their thermal efficiency compared to ICEs, and this is easily demonstrated by looking at the apertures at the front of the aircraft for cooling air. As an example, the T67-M260 Firefly with 260hp has two very large air intakes directly to the cylinders and another chin air intake for cooling air. ACCEL, with just over double the power output, has just two tiny NACA intake cooling ducts.

Stjohn Youngman commented, “This is even more impressive when looking at ACCEL with the cowlings off, when it is immediately apparent that there is a substantial cooling system overhead – no fewer than nine individual cooling circuits – required to have full redundancy across the three powertrain systems. It was a big design challenge to figure out how to package the cooling system and highlights the benefit of having people on the team from the motorsport world (F1 and Formula E) to perfect the packaging.”

Nine circuits of cooling fluid moving around the propulsion system required a specialist radiator

32 | FLYER | May 2021

Electric reality?

system, so motorsport cooling system specialist PWR helped develop the radiator system that can bring all nine of these circuits into a pair of radiator assemblies. The optimum operating temperature for the batteries is quite low and close to the ambient temperature. This small difference (delta T) makes it harder to get a heat exchange, so the engineers designed a lot of high-speed air flow through the radiators, with the system as a whole generating very low cooling drag. Cooling system optimisation will remain a key development area for aerospace electrification.

Small team With Rolls-Royce involved in the project it’s easy to assume that the project is a massive business effort with the huge resources that such a large company can bring to bear. While Rolls-Royce has been intimately involved in the project with staff embedded inside Electroflight from the very start in 2018, the core team on the project has only been some 10-15 people strong, who have punched well above their weight in designing and building this aircraft in a couple of hangars at Staverton using tools and equipment that would be recognised by people who have built kit planes (alongside state of the art techniques from across aerospace and motorsport sectors). At the end of the day this is still a GA aircraft, albeit designed to be the fastest of its type in the world.

The programme has been delivered to date by this small and dedicated team of enthusiastic engineers, many of them aviation enthusiasts and many with PPLs and/or building their own aircraft, against the background and challenges of Covid-19 – making for a very efficient process – and one which

Rolls-Royce say it has learned from. Families of the engineering team have been very supportive and the record attempt pilot, Rolls-Royce Director of Flight Operations and ACCEL Project Pilot Phill O’Dell, is very aware of the responsibility he carries on behalf of the people who have put so much of their lives into the project.

Perhaps this is a message for the future post-pandemic – teams need to be agile and more efficient. This programme is an excellent demonstration on what can be achieved by a small team of people. And certainly Electroflight has benefitted, with a series of partnerships signed since ACCEL started demonstrating its transition from start-up with three staff to a commercially viable, lightweight, bespoke battery systems company employing 25 people. Having Rolls-Royce as your first business partner obviously helps!

Stjohn Youngman is the first to highlight the benefits that Rolls-Royce have brought to the programme in terms of their enabling role, system safety lead, development of airworthiness, promotion of safety culture and now the flight test and operations schedule.

Above The 400kW (530+hp) powertrain is a masterpiece of systems packaging.

At the bottom of the powertrain, intake and exhaust ducting directs cooling air to the horizontal radiator core in between.

The structural battery case protrudes forward from within the fuselage and is the support for all of the cooling and sub systems

Flying the aircraft Rolls-Royce and Steve Jones have flown the ICE NXT to assess its handling qualities and expect ACCEL to operate from an aerodynamic perspective in a very similar manner. With the record attempts inevitably pushing the battery storage system to the limits, much practice has been carried out in similar aircraft gliding at the high speeds dictated by the racing wing should May 2021 | FLYER | 33 July 2016 | FLYER | 47

Special Feature

Above Cowlings removed to reveal the relatively small cooling system, and provide access to the charging connectors Left Phill O’Dell, Rolls-Royce Director of Flight Operations and one of the test pilots for the ACCEL project Below Next step… flight!

34 | FLYER | May 2021

power be exhausted before getting back down on the ground.

As previously mentioned, the record attempt flight profile will be something of an optimisation nightmare. The original ICE NXT used pretty much all of the 20 minute time limit for the record run and spent a long time turning the aircraft around. ACCEL does not physically have the energy to do anything similar and it will look more like a Red Bull Air Race profile, having to turn the aircraft very efficiently at the end of each run, not pulling too much G so as to avoid induced drag but still minimising the time ‘wasted’ at each end of the record attempt runs. Former RBAR racer and Ops Director Steve Jones has worked with the Electroflight team for a number of years and will advise on the tactics required to help maximise the performance as well as flying the aeroplane himself. ionBird was completed in March 2020 and final system integration is taking place now, with the Spirit of Innovation moving under her own power at Gloucester for the first time in March this year – always a big milestone for a new powerplant and aeroplane. There is still much to do before flight testing – and the record attempt – takes place at Boscombe Down, but the excitement is palpable, both for the record attempt and what the aeroplane represents. Phill said, “I’ve been in aviation for 30 years, but this is the most exciting time I’ve seen, and this aeroplane’s contribution towards carbon neutral and sustainability is remarkable.”

Rolls-Royce, Electroflight, YASA and their suppliers are clearly delighted with what they have been able to achieve together around developing a credible electric aircraft along with the underlying technologies, and the new agile way of working for both lead companies should prove beneficial from a business perspective.

But underlying all that, there’s a strong team desire to absolutely smash the world electric speed record. FLYER will be following them on the next steps of that exciting journey.

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My First Solo

Tom Hardie

The training Tom Hardie received before his first hang-gliding solo? He was shown a video and dangled from the ceiling of the village hall… Interview

by Yayeri van Baarsen Solo stats Programme Manager for the General Aviation Alliance (GAA) Tom does great work responding to the drone operations that threatens GA in the UK. When 2 July 1975 Where Steyning Bowl hillside, Sussex Aircraft Sussex Delta Sailwings Ridge Rider Hours at solo 0 Hours now Approx. 600

How did you get into aviation?

In 1973 I joined the Air Cadets and over the next two years I had eight flights in a Chipmunk. Then the fuel crisis came, which made powered flight training too expensive. I saw an article in a Sunday supplement about hang-gliding and managed to persuade my parents and the headmaster to give me a week off school to go on a hang-gliding course.

How did your training go?

They showed us a video, dangled us from the ceiling of the village hall, and sent us solo. I’d never seen anyone flying a hang-glider before, but I didn’t care. I was 16 and thought I was immortal. We walked up the Steyning Bowl hillside where we were taught how to rig the glider. After flipping a coin with the guy I shared the glider with, I went first.

What was it like?

It only lasted 20 or 30 seconds, then I landed at the bottom. We did four more flights that day, working our way further up the hill. All straight lines, although my logbook said, ‘Tried turns, nearly crashed’ about the last flight, I wasn’t afraid. At 16 I was reasonably arrogant, convinced of the aviation knowledge I had accumulated in the Air Cadets. Also, at that time hanggliders were so slow, it was like flying paper darts. Back home in Cheltenham, I bought

a second-hand glider which I flew from the local hills. In the early 1980s, I got into paragliding and microlighting – this time with proper training!

Tell us about your work for GAA? As GAA’s part-time Programme Manager, I try to keep a handle on all the various ACPs going on, which have increased massively for drone operation. I make sure we’re consulted and nothing falls through the cracks. As part of CAP1616, there’s an obligation for sponsors to consult us. They all do, but the way they do it ranges from really good to atrocious. Everyone’s unhappy with the process at the moment, it’s not working. We’re not anti-drones, but there needs to be a respectful relationship.

Some drone ACPs seem hugely amiss. What can operators do better, and what can the pilot community do in response?

It’s hard to give specific examples, because just like GA, which includes everything from parachutes to light aircraft, drone operation comes in many different flavours. From simple ones used only for aerial photography, to Predator – each has different airspace needs. Most important is to encourage communication between drone operators and the aviation community. We need

“They showed us a video, dangled us from the ceiling of the village hall, and sent us solo” 36 | FLYER | May 2021

mutual understanding and sharing of knowledge. Working towards this, the CAA has invited the GAA to make a presentation at their UAS Key Stakeholder Forum on 13 April.

How do you see the future?

Segregated airspace causes all sorts of issues – integrated airspace is the way forward. How this will look, though, I’m not sure. There are various projects with Detect And Avoid (DAA) technology and there’s Altitude Angel, which offers a Beyond Visual Line of Sight (BVLOS) flight tracking service for UAVs. This is an interesting idea, because it doesn’t depend on Electronic Conspicuity. EC is very good in theory, but has quite a lot of practical issues. I hope that in five years’ time manned and unmanned aircraft are fully integrated. It won’t be like the Amazon delivery ad though – if that was the case there’d be people with big fishing nets, catching drones to get the parcels!

What aircraft would you have in your fantasy hangar?

An electric two-seat, self-launching motor glider with a power-on endurance of a few hours. With it, I’d go wave soaring all over northern Scotland, just like John Williams’ epic 1,200km flight in 2017.

What do you love about flying most?

Since I fly in sparsely populated areas, flying means freedom and the opportunity to disengage your brain from everyday troubles. I love getting away from it all. You know the phrase ‘Stop the world, I want to get off’? Well, for me, when flying it’s more like ‘Sod the world: I have got off!’

Electric reality?

Smarter iPad use Technical

After a few hours flying with iPads, Peter Steele shares some ideas on the best ways to use one in the cockpit…

T

hree notable events happened on 3 April 2010: Cambridge beat Oxford to win the 156th university boat race by one and a third lengths in 17 minutes 35 seconds, Matt Smith made his first appearance playing the 11th Doctor in Doctor Who – and Apple released the iPad. One of these would make a significant difference to my life, including my flight planning and navigation.

Three other notable events happened two years later: my Garmin 496 died, SkyDemon released their iPad version and I bought my first iPad. I’ve been flying ever since with an iPad. Here are my experiences so far…

38 | FLYER | May 2021

Above A first generation iPad running the Airspace Aware app

iPad type

There are three types: Pro, Air and Mini The Pro is, at 13in, just too unwieldy to use in the cockpit, which is a bit of a shame as it’s the only one with a non-reflective screen. The 11in Air is better, but I find the Mini’s eight-inch screen is fine. It’s not too big to be a handful in the cockpit but big enough to use easily. Another advantage of the Mini is that an iPhone 1 amp charger (or a back-up portable battery) will be sufficient to charge the iPad Mini. An Air, on the other hand, needs a hefty 2.1 amps.

Speaking to other pilots, I’ve found there is still some confusion over what device is suitable for navigation. An iPad is either Wi-Fi only, or Wi-Fi

and cellular – the latter accepts a sim card. Only the Wi-Fi and cellular version has a GPS device and, most importantly, you do not need to have a sim card installed for it to work. Weather and navigation data can still be updated without a sim card. More on that later.

There are also options if you have a Wi-Fi-only tablet. I bought a Bad Elf GPS module in 2013 which plugs into the iPad. It’s still available and continues to work well.

Another option is to use an electronic conspicuity device. I use Pilot Aware and connect my iPad via Wi-Fi, which gives location information on SkyDemon. I found that connecting the supplied audio cable from my iPad to the audio socket on my Lightspeed Zulu 3 headset will give me audible traffic warnings and also SkyDemon airspace warnings. I do use a GPS enabled Wi-Fi and cellular iPad Mini 4, which means I will still have navigation information if the battery on the Pilot Aware dies.

Data Storage

I downloaded the SkyDemon UK and France charts, high resolution terrain data, both Pooley’s and AFE flight guides and the AIPs for France, Ireland and the UK. This took up 3.74GB of the 16GB storage on my Mini 4. In fact, 16GB is fine if you only use the device for flying – I do, it cost me £215 refurbished, from eBay, three years ago.

Apart from SkyDemon I only have a few aviation apps. Photo stream and email are turned off, and the wallpaper and lock screen photo is my PA32 emergency checklist so I can get to it immediately.

Speed

Buy the newest device you can afford. SkyDemon has increased in complexity since its release and a faster processor will be able to handle everything far better. A new 64GB Wi-Fi and cellular iPad Mini 5 is £519 from Apple. The equivalent iPad Air is £709. Having said that, my iPad Mini 4 hasn’t given me any issues thus far and a quick check on eBay found me a Mini 4, 32GB Wi-Fi and cellular unlocked with a 12 month warranty for £220.

Mounting options

1. Yoke I use a combined holder and yoke-mount system from RAM, total cost £71 (Click for link).

Having my tablet on the yoke means it’s handily located just below the instruments. But there’s a catch, depending on your aircraft type, it’s easy to obscure some key instruments or warning lights.

Ed the Editor pointed me to a wheels-up accident report where the pilot of a retractable Cessna said one contributing factor was ‘not being able to see the gear position light due to it being blocked from view by my iPad sitting on the yoke’. You have been warned!

My examiner has observed several issues with devices mounted in the cockpit and has allowed me to relate some of them: “I did sit next to a client who had GPS aerial and power supply cables ‘wrapped around’ the control column and routed across the throttle quadrant to the cigar lighter on other side of the panel(!). He had a Mini iPad mounted on Pilot’s yoke obscuring the DI… Another client had

Above top left If you have a Wi-Fi only iPad, you can add GPS capability with a plug-in device like the Bad Elf GPS Above An iPad Mini in a yoke mount helps keep all the panel instruments visible to the pilots’ eye Above left The flight details tab on SkyDemon

May 2021 | FLYER | 39

Fly your own Technical

Above No iPad? You can always use your smart phone Above right An Anker accessory socket for 12 and 24v power supply Right An iPad Mini isn’t too obtrusive on a RAM suction mount, attached to the window Below If you’re happy to look down, then a kneeboard mount, this one from Pooleys, is a good option

40 | FLYER | May 2021

a suction mount which detached during an ILS into Cambridge, and distracted him to the extent we had to go-around. I favour the iPad Mini mounted on the co-pilot yoke, which has the added benefit of amusing any co-pilot!”

Consider mounting your device on the passenger yoke. I’ve found I need to tilt it towards me slightly and you’ll need to tell your passengers not to fiddle with it. One asked me ‘if it was OK’ to check Facebook? Really…

2. Window mounts Window mounts are useful if you don’t have a yoke. If you do already have a yoke mount, for £23 you can add just the RAM suction Twist-Lock mount. Just take off the yoke mount clamp and attach the arm to the suction mount’s ball. The suction mount works well, but needs a flat window section to attach.

The disadvantage of a window mount is that it can partially block the view, so some care is needed to ensure you minimise the area blocked to your scan. Also make sure you have full and free movement while on the ground. I flew with one pilot who had his iPad window mounted low down, but every time he turned left the yoke hit the iPad. He repositioned his device in level flight, promptly knocking the back of it in a right turn and pulling it off the window completely.

3. Kneeboard An easy and relatively cheap solution, the tablet fits into a holder on the kneeboard. Click here for a link to the one I use from Pooleys that works well.

The only problem I’ve had is accidentally brushing the SkyDemon display and finding myself looking at Ireland instead of Cambridge… A big yellow arrow does appear on the screen when you do this, it automatically changes back to your location in 15 seconds, or you can just touch the arrow. When in planning mode (not navigation) it is possible to accidentally ‘drag’ the magenta route, but when flying you’ll see a ‘tap to unlock’ box appearing over the route section, stopping you accidentally changing anything vital.

Again, make sure you get full and free movement before flying and set the iPad’s orientation lock before strapping the kneeboard to your leg. Swipe down from the top right corner and you’ll see the padlock-in-a-circle symbol. Hit that, and a red padlock means orientation has locked. On older iPads orientation is set using a sliding switch on the top right edge. I didn’t do this on a very turbulent flight and found my screen flipping between portrait and landscape.

Power

If you can, tap into your aircraft’s power supply via the cigarette lighter socket, buy yourself a USB adaptor. Be aware some adaptors are 12 volt only. If your aircraft’s electricity supply is 24 volt, make sure you get a 12/24 volt item. Click to see the one I use.

If you can’t use your aircraft’s power (or like me, hate cables in the cockpit) get a back-up battery.

Click here for the £18 Anker I use.

Above If you’ve got no easy access to aircraft power, then a backup power source like this Anker unit helps

After landing at the destination airfield for my standard burger and coffee refuelling session, I plug in the battery and let the iPad charge, taking it out of the mount and placing it under the seat so it can’t be seen from the outside. This also avoids the iPad’s overheat protection feature cutting in and shutting it down.

Back-up

A wise man once said, ‘never fly with all your eggs in one flight bag’ – or something along those lines.

On a flight from Elstree to Duxford I had my Garmin D2 watch, iPad & Airspace Aware unit all lose their GPS signal within five minutes of each other. No idea why, but they came alive again on finals. Electronics fail – always when you need them most.

There are no batteries in a paper chart or a printed PLOG. When I plan my flight on the PC, I print off the SkyDemon PLOG and put it on my kneeboard. Just be sure you set the time of departure on SkyDemon. On the desktop version click the ‘Flight Details’ tab on the bottom right hand corner and change the time and date accordingly. I also mark the route on my chart and fly with the PLOG instead of chasing the magenta GPS line.

Before a return flight from Goodwood, SkyDemon gave me a ‘corrupted data’ alarm on my iPad. I tried connecting to my phone to update the data but couldn’t get a signal. PLOG and map it was then, with the odd VOR and NDB helping me along the way, just like the old days.

If your aircraft has radio navigation systems,

May 2021 | FLYER | 41

Fly your own Technical

you may as well use them – the more navigation information the better.

Since I have been known to get lost in my own house I’ve downloaded the free AirspaceAware app, although I did pay extra for a 1:500000 chart. I have this on both my iPad Minis.

I bought a 32GB iPad Mini 2 Wi-Fi and cellular in early 2016 for £109. It still runs SkyDemon and Airspace Aware. I have it either on the second yoke, or on a suction mount on the window of the door, powered up with SkyDemon loaded. Bear in mind SkyDemon only allows you to connect to two devices at the same time, so ensure you log onto SkyDemon on BOTH devices while in range of Wi-Fi.

Hints and Tips

Save power by reducing the screen brightness, turn off Bluetooth if you don’t need it, and close down any apps running in the background.

■ Don’t leave your iPad on top of the black – and hot – instrument panel in the sun. iPads have a working temperature range of zero to 35°C. Above that the thermal protection shutdown will cut in and you’ll have the ‘iPad needs to cool before you use it’ warning. Battery performance is also affected by high and low temperatures.

■ Update to the newest version of SkyDemon when available and always update the charts.

■ Use Google Earth to check out unfamiliar airfields and relevant landmarks.

■ If you pay by tacho hour, use the iPad’s camera to take a photo of the tacho before mounting your iPad and another when removing it. This has won me a couple of arguments in the past.

■ If you don’t have a sim card in your iPad, turn on ‘Personal Hotspot’ (in Settings) in your iPhone and connect your iPad to it to update SkyDemon’s data, TAFS and METARS. ■ Install Plane Finder or Flightradar 24 and use them to check how busy an area of airspace or airfield is along your route. I spotted a large number of gliders right on my route so I changed it to avoid them. glidertracker.org is a glider-specific website.

■ Have a weight and balance app or spreadsheet set up for your aircraft. The Saratoga I fly is normally fuelled to 72USG but, having arrived at the airfield, it had been fuelled to 102USG. I was taking two other people with me, so a weight and balance recalculation was required.

■ Sporty’s produce ‘iPad news’ with lots of information relating to using the iPad for aviation.

Find it at Ipadpilotnews.

■ Use a checklist similar to mine. Forgetting that power lead or battery is really annoying.

■ Set up your iPad’s wallpaper and lock screen with a photo of your emergency checklist so it’s always readily available. I’ve written my own condensed one which fits on a single page.

■ And finally, download FLYER magazine beforehand to read offline if you are likely to be waiting around before flying. FLYER Club members have access to every issue from January 2011.

■

Above It’s time to cool down… If you see this, your iPad has overheated. One good reason to never leave iPads in the Sun’s glare Right Knowing where to find the iPad orientation lock can help you with the right set-up in the cockpit Below Here’s Peter’s simple iPad checklist, which has saved him a few times!

42 | FLYER | May 2021

News Extra

Take off

Return to flight OK, so you know the rules are set to change on 29 March to allow us to return to GA flying, but what about the other steps. Here’s our UK GA roadmap out of lockdown, to help you understand what’s coming next.

Step 1

Step 2

Step 3

Step 4

Activity

29 March

Not before 12 April

Not before 17 May

Not before 21 June

GA flying

Yes! Solo or with someone in your family or bubble

Flight training for

all pilots, and flights with an instructor. Wider COVID restrictions apply, minimise travel

Allowed but with wider COVID restrictions

No limits

GA businesses such as balloon operators

Can reopen following COVIDsecure guidance

Allowed but with wider COVID restrictions

No limits

Outdoor gatherings

Limited to six people or two households

Up to 30 people

No limits

Outdoor events at venues

Up to 4,000 or half-full*

No limits

Indoor events at venues

Up to 1,000 people or halffull*

No limits

International GA flying

No earlier than this date but Govt to confirm

TBC

6 | FLYER | July 2016

Seated venues: up to 10,000 people or a quarter-full* *whichever is lower

May 2021 | FLYER | 45

Safety Accident Analysis

Bird watching…

Birds and, to an even greater extent, bird-strikes come in all sorts of shapes and forms. Steve Ayres suggests that thinking through some of the potential consequences might help cushion the shock should you ever have the misfortune to meet a feathered friend…

Accident 1

The pilot of a Glasair Sportsman GS-2, was conducting a private flight from Southport, Queensland, to Moruya, New South Wales (NSW), with a refuel stop at Mudgee, also in NSW. The pilot was the only person on board. While cruising at 5,500ft above mean sea level near Bathurst, NSW, the aircraft collided with a large bird, believed to be a wedgetailed eagle.

The bird broke through the windscreen on the left side of the aircraft and struck the pilot. The collision left the pilot with serious facial injuries and they were temporarily unable to see. The pilot was wearing a headset and spectacles, which were both dislodged and damaged during the collision. Following the bird-strike, the aircraft entered a rapid descent,

but the pilot recovered sufficiently to regain control. Despite the broken windscreen and their injuries, the pilot was able to divert to Bathurst Airport and land successfully.

During their ordeal, the pilot had been able to locate the microphone of the headset and transmit a Mayday call, but damage to the headset meant that they were unable to hear any incoming transmissions.

Although air traffic control (ATC) received the Mayday call, they did not know the callsign or specific location of the aircraft involved, or the intentions of the pilot. About 30 minutes after the Mayday call, the Safety Officer at Bathurst airport contacted ATC to advise them that an aircraft with a broken windscreen (the result of a bird-strike) had landed at Bathurst.

Accident 2

The aircraft was on a circuit training flight with a student pilot in the left seat and flying instructor in the right.

The instructor was aware of the elevated risk of bird-strike in the summer at Liverpool, and had turned the window heat on, to improve the windscreen’s resistance to impact.

On a flapless final approach to Runway 27, at around 80-90 KIAS and about 650ft aal, the instructor suddenly saw a small flock of grey pigeons against the grey sky to the right of the nose, close by and flying into the aircraft’s path. Before he could react, the aircraft struck four or five birds. One bird struck the windscreen, which did not break, but another broke the right side window,

“Damage to the pilot’s headset meant he was unable to hear any incoming transmissions” 46 | FLYER | May 2021

causing bruising to the instructor’s shoulder. The approach continued to a flapless landing, and the aircraft vacated the runway. Post-flight inspection found bird-strike evidence in the engine bay, on the cowlings and wing.

Accident 3

The private pilot sustained serious injuries from which he later succumbed and the pilot-ratedpassenger sustained minor injuries.

Visual meteorological conditions prevailed, and no flight plan was filed for the flight that originated from Naples Municipal Airport (APF), Naples, Florida, around 1315.

According to the pilot-ratedpassenger, after fuelling the aeroplane to 20 gallons, he and the pilot departed the airport. They proceeded to climb to 2,500ft above ground level, and about 25 miles east of APF, the aircraft struck a large bird. The engine continued to operate for about two minutes, until the ‘low fuel’ warning indicator illuminated, and then the engine stopped producing power. The pilot declared an emergency and elected to perform a forced landing on a road. During the landing roll, the aeroplane struck a road sign and several large trees, which resulted in substantial damage to the aeroplane.

An examination of the aeroplane by a Federal Aviation Administration inspector revealed that the fuselage and wings were impact damaged during the accident sequence. The nosewheel fairing and the underside of the engine cowling revealed evidence of a bird-strike.

Examination of the carburettor revealed that the butterfly valve operated without anomaly, however, fuel was leaking from the assembly.

Examination of the engine could not differentiate the damage that resulted from the bird-strike versus the collision during the landing.

Mark Mitchell

W

e have probably all practiced ‘ad nauseam’ bird-strike drills from different flight situations, but this round up of accidents goes to show how many different situations actually do occur.

And you don’t even have to hit a bird to find yourself in a whole load of hurt. A spate of accidents occurred recently where pilots were distracted by birds either during take-off or during landing. No animals were harmed in those particular accidents but a number of aeroplanes were.

Like anything that startles, thinking through some of the scenarios from time-to-time can only help at the moment critique.

Accident 4

The flight instructor reported that, while en route on an instrument flight plan, about 4,000ft, the aeroplane entered a cloud where a flock of large black birds were circling. A bird impacted the stabilator, and he then disengaged the autopilot and checked the flight controls for any adverse effects, he did not see any. The instructor then chose to return to the departure airport and landed without further incident. The aeroplane sustained substantial damage to the stabilator.

Accident 5

The flight was planned from Oban to Shoreham with three people and a dog on board. For departure the aircraft was close to its Maximum Takeoff Weight (MTOW) and the pilot backtracked to use the full length of Runway 19. At the threshold, he applied the brakes and advanced the throttle to an intermediate position. With all indications normal he released the brakes and applied full throttle, planning to accelerate to 85kt for take-off.

The Pilot’s Operating Handbook (POH) for the aircraft gives a lift-off speed of 73kt at the MTOW of 1,999kg. The pilot stated that, in his view, aircraft performance was very poor at the lift-off speed indicated in the POH and that he always used higher speeds. At approx 80kt the pilot became aware of a flock of birds at low level over the end of the runway. He was concerned that the aircraft would not have sufficient performance to climb above the birds and so decided to stop. The pilot was aware of the fact that locking the wheels would radically reduce braking performance and tried to avoid this while still applying significant braking effort. However, the aircraft failed to stop by the end of the paved surface, overran the runway and struck the airfield boundary fence before coming to a stop in an area of bushes just prior to the shoreline.

Using figures from performance tables in the POH, it was determined that an approx take-off run for an aircraft lifting off at 73kt would be 480 metres. An approximate landing roll at the same mass would be 280m. In this case, the braking effort commenced from approximately 80kt, so the distances to accelerate

“In nearly every bird strike case, there is a massive element of surprise” and stop would have been greater, but the manufacturer was unable to provide an accurate total distance.

Runway 19 at Oban is 1,246m long. The pilot reported that in the last 25m of the runway the brakes became ineffective and he believed that they had become overheated.

The aircraft struck the bushes and the perimeter fence at approximately 5kt. All those on board exited the aircraft without assistance and were clear of the aircraft when the airport fire service arrived on scene.

Accident 6

The pilot reported that as he was about to land on grass Runway 24,

the aircraft struck a medium-sized bird at a height of approximately 20ft agl. This surprised the pilot who momentarily pitched the aircraft up and to the left, before adjusting the aircraft’s flightpath back towards the runway centreline to land with about 300m of runway remaining. When the aircraft touched down it bounced and became airborne. The pilot decided to land rather than goaround, due to the possibility that the aircraft may have sustained damage from the bird-strike. The aircraft subsequently touched down heavily on the nose gear which collapsed.

The aircraft came to a stop and the pilot vacated the aircraft unaided.

Ayres’ Analysis It is easy to fall into the trap that encountering a bird in flight needs a rather simple, formulaic, response. However, the variety of these events shows how that is rarely the case and that getting the response right can be critical to the success of the outcome.

In nearly every case, though, there is a massive element of surprise. To come across something ‘out of the blue’ is probably more shocking now than ever. Not visible on radar, no transponder or other electronic conspicuity alert. How can that be? But that initial response is clearly crucial. During the take-off, not mishandling the aircraft is probably key. Speeds are usually relatively low and actual destructive damage usually slight. But at higher, cruising speeds, the shock and subsequent damage can be significant. Maintaining control is still at the top of the list but working out what to do next can be tricky. Sure, if it’s a lone bird you may know where it hit but a small flock? Not a chance!

From experience I have nearly always got it wrong. What I thought was a glancing blow turned out to be a crushed leading edge and loud thumps on the airframe have left almost no trace at all. Many of these incidents confirm my own experience. The only approach is to play things really cautiously. Once over the shock, plan for a divert to the nearest suitable airfield and keep an eye out for somewhere relatively safe to put down should things go pear-shaped quickly.

As in Accident 3, a strike on the engine cowl resulted in the entire fuel contents being dumped over the side and left the pilot with only a short time to respond. If they had known it was a massive fuel leak then they may have treated it as such and used the remaining fuel as best they could, but working that out when you are flying alone is difficult and most bird-strikes are best treated by leaving things pretty much where they are, at least initially. Get yourself into a safe area from which you can make a landing of sorts and then consider your options, all the time keeping an eye on the fuel contents. Don’t go faster than you have to, and certainly no faster than you were flying at the time of the strike. If you must use flaps, try them out at a safe height and be ready to reset them quickly if at any stage you have trouble maintaining control.

Finally, having got everything ‘dangling’ check out the handling down to threshold speed, adding a few knots for ‘granny’ if controllability seems a problem.

Leaving everything as it is, all should now be set for a nice, safe approach. And for those who don’t think we have any big birds around the UK, rumour has it some of them now sport lifting rotors in each corner!

May 2021 | FLYER | 47

Safety Accident Reports

Beware drones

Steve Ayres summarises and comments on accident reports from around the world and suggests this would be a good time to consider a ‘back-to-flying’ training video…

Out of control

Alauda Airspeeder Mk II UAS, registration n/a Goodwood Aerodrome, West Sussex Injuries: None

While performing a demonstration flight, the remote pilot lost control of the 95kg Alauda Airspeeder Mk II scale demonstrator. After the loss of control had been confirmed by the remote pilot, the safety ‘kill switch’ was operated but had no effect. The unmanned aircraft then climbed to approximately 8,000ft, entering controlled airspace at a holding point for flights arriving at Gatwick Airport, before its battery depleted and it fell to the ground. It crashed in a field of crops approximately 40 metres from occupied houses and 700 metres outside of its designated operating area. There were no injuries. The AAIB found that the Alauda Airspeeder Mk II was not designed, built nor tested to any recognisable standards, and its design and build quality were of a poor standard. The operator’s Operating Safety Case contained several statements which were shown to be untrue. The Civil Aviation Authority’s Unmanned Aircraft Systems (UAS) Unit had assessed the operator’s application and, after clarification and amendment of some aspects, issued an exemption to the Air Navigation Order to allow flights in accordance with the operator’s Operating Safety Case. The CAA did not meet the operator nor inspect the Alauda Airspeeder Mk II before the accident flight. There have been many other similar events where control of an unmanned aircraft has been lost, resulting in either it falling to the

ground or flying away. Even a small unmanned aircraft falling from a few metres could cause a fatal injury if it struck a person.

Comment The findings of this enquiry were mostly regulatory, but they are a reminder that these devices are sharing airspace with us. Clearly the enquiry raises questions both for the regulator and the operators and it is imperative lessons are learned for the safety of us all. While the Board comments on the threat to life on the ground, meeting such a beast in the air would be terminal for most of us.

Steps too far…

Birmingham Airport, UK Injuries: None

After completing some routine maintenance on the approach lights to Runway 33 at Birmingham Airport, two airport engineering services technicians drove along the runway in an airport works pick-up truck en route to their next task. In the back of the pick-up truck was a step ladder that they had been using. As they drove through the touchdown zone, the ladder came out of the vehicle and came to rest just to the right of the runway centreline. Three aircraft subsequently landed on Runway 33.

The investigation concluded that the ladder fell from the truck during the drive along the runway, at the point where it accelerated in the touchdown zone after the end of the supplementary lights. The means of securing the ladder in the rear of the open back vehicle using a bungee was not suitable. The bungee was available for use within the maintenance organisation’s facility, but its

“The unmanned aircraft then climbed to approx 8,000ft, entering controlled airspace” 48 | FLYER | May 2021

provenance was not known. More suitable securing equipment was available although not readily to hand.

Comment Fortunately no aircraft came into contact with the pair of steps – but the consequences of doing so would have been serious for any size of aircraft. And yet this type of incident could happen on any of our airfields, particularly given the recent lack of aircraft movements.

Now might also be a good time to remind the local farm vehicle drivers that your airstrip is still shared by aircraft and perhaps carry out a pre-return-to-flying ‘FOD plod’.

Tree trimming…

Piper PA 28-151 G-CKIO Woodside Farm, Hockerton, Notts Injuries: None

The aircraft was on a training flight from Nottingham Airport with an instructor and a student. The student, who held a lapsed PPL, was at the controls and was practicing a forced landing over farmland. The instructor stated that he had not realised how close the aircraft had become to trees during the procedure and that the student delayed applying power to climb away when instructed.

As a result, the aircraft’s right wing tip struck the top of a tree when climbing away. This dented a section of the wing’s leading edge and damaged the wing tip. The instructor took control and was able to fly the aircraft back to Nottingham Airport without further incident.

Aircraft may practice forced landings away from an aerodrome if flown no closer than 150 metres (500ft) to any person, vessel, vehicle or structure.

Comment Time always seems to become compressed at the end of a practice forced landing especially when words need to be translated into actions and when those at the controls lack familiarity. Of equal importance, is the need to bear in mind where you might go if the engine falters or even

Electronic Conspicuity

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Safety Accident Reports stops on the go-around. So, practicing to a decent field and throwing the approach away early makes really good sense.

Banner drift

Piper PA 25 N145AB Fort Lauderdale, Florida Injuries: One, fatal

The newly hired banner-tow pilot departed on his first banner-tow flight away from the training airport. After completing several circuits the pilot was flying on a southerly heading with an 8kt easterly wind about 1/4 mile offshore, which was about half the distance he was trained to be offshore.

The aeroplane was seen flying about 250ft above ground level over a congested area before it impacted the 16th and 17th floors of a 19-story building while in a right turn. Given the lack of any mechanical malfunctions with the aeroplane, it was likely that the pilot did not adequately compensate for the wind conditions, which would have pushed the aeroplane inland during a right turn to reverse course. The operator reported that banner-tow flights were performed between 500-700ft above mean sea level while offshore. At no time, except during take-off or landing, or unless authorised by air traffic control, were pilots expected to fly at altitudes less than 500ft. According to training records, the pilot had received 17 hours of banner-tow flight training. He completed a six-hour solo banner-tow training flight in the airport vicinity three days before the accident Comment Towing a banner is no pushover and although it appears this pilot was given all the training required, he still failed to keep safe.

There is little way of knowing what is actually happening to the banner behind you, hence the need to strictly observe the flight limits, but it is also a reminder to all of us to give these chaps plenty of manoeuvring space – they need it.

Stuff of nightmares Piper PA 22-160 N9227D Kingman, Arizona Injuries: One fatal, one serious

The 43-year-old student pilot with a total of two hours flight time on all aircraft was conducting a crosscountry flight with one passenger onboard. According to the passenger’s sister, her sister sent her a text which 50 | FLYER | May 2021

“The banner-towing aircraft impacted the top of the 19-storey building while in a right turn” stated that she and the pilot had taken off and were heading to an airport about 50 miles to the south to obtain fuel. The investigation was unable to determine whether the pilot obtained fuel at this airport. When the aircraft failed to arrive at the ultimate destination, the sister called the local sheriff’s office as well as search and rescue. Emergency services found the aeroplane about 10 miles south of the second airport. The pilot was seriously injured, and the passenger was fatally injured. The pilot reported to the emergency services that the aeroplane experienced an electrical failure and he tried to turn around, however the engine lost power.

Almost all the aeroplane components remained attached to the wreckage. The propeller damage signatures were consistent with a complete lack of engine power at impact. Emergency services did not note the presence of any fuel on scene.

The aeroplane was equipped with two

separate fuel tanks, one in each wing.

Each tank had a dedicated filler neck with a removable cap. Neither fuel cap was found at the accident site or in the recovered wreckage. There was no evidence of the caps being installed at impact and the wreckage evidence was consistent with a loss of engine power due to fuel exhaustion. The absence of the fuel caps likely resulted in any fuel being siphoned overboard during flight.

Several attempts were made to obtain a statement from the pilot however he refused to provide any information to the investigation.

Comment Although the findings of this accident are not entirely beyond doubt, the investigation has only been able to come up with one plausible explanation. There aren’t too many things over which a pilot has direct control and which pretty much guarantee an engine stopping, but leaving the fuel caps off is one of them… and is the stuff of nightmares.

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Despite the sharp reduction in flying opportunities most of us are experiencing there is never a shortage of material to fill the Safety pages of FLYER. And, increasingly, it is that very lack of currency, recency and experience which features highly. So, anything that makes that transition back to flying safer must be applauded. This offering from the people at FlightPad would certainly fit the bill. They have

tailored a number of GA courses which form part of their ‘Return to the skies’ online programme, priced from free to £299. Wondering about RT calls? How to fly an overhead join correctly? What are the latest airspace changes?

Then check the website for details and sign up to becoming confident in the cockpit before you even get back to the aircraft.

The next five session course starts on 23 March.

52 | FLYER | May 2021

FLYING ADVENTURE

Falklands’ Islander Mark Eddleston couldn’t resist the challenge of a ferry flight taking him to the Falkland Islands, via South America, delivering a spanking new Britten-Norman BN2B-26 Islander…

I

started flying with my father aged 12, earning my licence by the time I was 17. I am now 36 and have built up around 11,000 hours of weird and wonderful flying. Anything unusual or piston twin and I am all over it – flying is my passion. I am fortunate to have travelled all over the world due to my career, but the majority has been to Africa, the US and the Middle East.

In ‘normal’ times, I fly three regular, and around 12, new aircraft a year. On top of this, I usually undertake 10-15 ferry flights. Last year I flew 1,200 hours, 500 of which were transatlantic ferry flights.

Ferry flights are a passion of mine. I have ferried most piston twins and singles, seizing the opportunity to fly uncommon or unusual aircraft and challenging routes.

I jumped at the chance to ferry a new BrittenNorman Islander through the US and South America to its new home in the Falkland Islands.

Despite my extensive pilot experience, I had hardly touched South America, so this job appealed immensely! I knew the ferry flight would be difficult due to the coronavirus restrictions, but I can’t resist a challenge.

Heading to a new home

The aircraft was a brand new Britten-Norman BN2B-26 Islander for the Falkland Islands Government Aviation Service (FIGAS). I have flown several Islanders throughout my career but have not been in the pilot’s seat for more than 15 years!

Islanders have been in production for more than 60 years, and Britten-Norman remains the UK’s only civil A2 approved aircraft manufacturer.

FIGAS is Britten-Norman’s southernmost

operator and has employed Islanders since October 1979. The service has gradually evolved into what will be a six-strong fleet of Islanders by 2022. The aircraft are essential in keeping the Falklands as well as some of its more remote communities which remain connected. In addition to commuting flights, regular missions include air ambulance, postal carrier, freight, environmental monitoring and scenic flights. The Islander’s performance as a high-frequency and short-flight platform make it an ideal aircraft for hopping to 32 destinations in the Falkland Islands’ east and west mainlands.

I learned from the FIGAS team that one of the reasons for extending its fleet is the increasingly busy tourist season. In recent years, passenger numbers have risen from 5,800 to 8,800. Visitors to the Falklands enjoy experiencing the stunning scenery and abundant wildlife away from the crowds – often there will only be penguins to keep tourists company on the miles of white sandy beaches! Despite some initial Covid-19 disruption, the team remains confident that these numbers will continue to increase.

Considering all the aircraft I have flown worldwide – and I have flown an awful lot – I have never received this level of interest. In the US, wherever I landed, people were snapping photos and asking me questions about the aircraft. It was also quite amazing that in Chile, some 7,400 miles from the UK, many people recognised the Islander. Lots of questions were asked about the aircraft’s registration. The new Islander honours Sir Miles Clifford who, as a former Governor of the Falkland Islands, was responsible for the launch of the air service in 1948. His name has been inscribed above the pilot’s door.

Opposite One of the many glaciers over south Chile

May 2021 | FLYER | 53

Flying Adventure

Above Leaving Fort Lauderdale Right Beautiful views over the Florida Keys Below Late arrival into Daytona Beach International Airport for maintenance Below right Author selfie… note ferry tank system install over right shoulder

54 | FLYER | May 2021

Leaving North America

Robert, the first ferry pilot, flew the aircraft from Lee-on-the-Solent, England, to Montreal, Canada.

Flying into the US in a private aircraft requires a standalone visa. As the US embassy was closed, Robert’s journey ended, and I was called in to complete the remaining 7,705nm from Montreal to Port Stanley, approximately 64 hours flying.

Flying from Toronto to meet the aircraft, I remember turning and looking out of the window, captivated by the thick white carpet of snow below.

All I could think was, ‘I hope that this aircraft has de-ice capabilities’! I was relieved once I saw the aircraft, and discovered that it was equipped with absolutely every possible option I have ever seen on an Islander, including full de-ice capabilities!

I left snowy Montreal around 0700 on the 23 November 2020, heading straight for Bangor, Maine.

Flying out of Montreal there was an incredibly strong head wind. The treacherous conditions continued all the way down towards New England. The windspeed remained fairly constant but thunderstorms began to rattle their way through the air. Fortunately, once I had passed Baltimore glorious smooth skies emerged, increasing the visibility and making for idyllic flying all the way down to Daytona.

During the initial part of the journey to Daytona there were lots of planning changes. Originally, the 50-hour check was going to take place by specialist FIGAS engineers in Fort Lauderdale. However, Covid-19 once again acted as a disrupter and restrictions, combined with the closure of ESTA, meant the engineers were unable to board their flight. Fortunately, the team arranged for the check to take place in Daytona, so that was where I headed. Overall, Montreal to Daytona was a long, but brilliant, flying day totalling 17 hours – and the day showed the capabilities of the Islander in a variety of conditions.

The ferry flight was an unexpected journey of selfimprovement… I noticed during the longer flights that my back had never been better! The aircraft seat does not recline, therefore, my posture was brilliant, and pains subsided. I was very lucky that a fantastic planning team organised crew meals for me, but I didn’t eat a single one. I find ferry flights to be the perfect opportunity to lose weight. I have no time for popping into a local shop and grabbing my favourite snacks and at this point, just before Christmas, I thought it was a wise move.

The aircraft then entered maintenance for five days in Daytona, as the Thanksgiving celebrations delayed the essential checks. On 1 December 2020 I left Daytona Beach and headed to Fort Lauderdale, my port of exit from the USA.

South American adventure

The leg from Fort Lauderdale to San José’s Juan Santamaria International Airport in Costa Rica was

“Montreal to Daytona was a long, but brilliant day flying 17 hours”

Above The start of the journey for this Islander, at Lee-on-Solent Left Jet Aviation at Fort Lauderdale International Airport, was a first tech stop prior to Costa Rica

the longest at 10.5 hours. Although this may sound like a long stint, these are my favourite kind of flying days. My idea of a nightmare workday is a short 45-minute route from, say, London to Belfast, then being grounded for 10 hours before flying again. I thrive in a busy interesting situation where I can experience new situations, constantly challenging myself. Over long distances, I like to make sure I stay busy and alert. On this journey I spent a lot of time ‘fuel planning’. The cabin seating had been removed May 2021 | FLYER | 55

Flying Adventure

Above Beautiful views over the Andes Right Night landing into Costa Rica Far Right First views of the Andes Below South Chile Below Right Garmin flight-deck makes for effortless single-pilot operation

56 | FLYER | May 2021

and replaced by the ferry flight fuel system consisting of four fuel tanks and associated valves and fuel supply pipework to give a flying time well in excess of 10 hours for the flight. This meant that every 45 minutes I checked the speed, endurance and wind to make sure the figures aligned with the flight plan.

The scenery from Florida to Costa Rica was nothing short of incredible. As I headed down towards the Keys, then flying over the water coasting out towards Cuba, I was mesmerised by the beautiful turquoise waters glistening in the sunlight. I was intrigued to see Cuba, as this was the first time I had flown over the airspace or had been in that part of the world. If I could have changed the flight plan at all, I would have done, just so I could have stayed the night in Havana. I would have loved to see the 60,000 classic American cars in their bright pastel shades set against the azure sky. South America, as a whole, is largely undiscovered for me. I have only been to Mexico on a private tour with a family some years ago. It was fantastic to venture into Costa Rica and see it properly for the first time. The rapidly shifting scenery between hills, valleys, forests, mountains, volcanoes, wetlands and plains was unforgettable. I am adamant that one day I will learn to look out of the window and appreciate the view, as opposed to adding to my 70,000 strong gallery of clouds.

The next part of my South American adventure was through Ecuador and onto Peru. It was fascinating seeing the landscape dramatically change once more. The sapphire waters and dense vegetation rapidly transformed to a somewhat barren, desert-like landscape on the outskirts of the northern Andes. Flying between 9,000-13,000ft meant that the Andes soared much higher than I was flying, giving me an incredible view of the mountain ridge line, glaciers and snow as I journeyed into the cooler climate.

I experienced challenging weather conditions during this section of the ferry. Mountain waves affected the aircraft severely. Although I had experienced this a few times before, predominantly in the Alps, I had never had forces this strong. I felt very fortunate to be in a twin-engine piston! I immediately recognised the condition to be mountain wave, which meant that I would be unable to keep the planned altitude designated by air traffic, and I informed them of the situation. Mountain waves are oscillations to the lee side (downwind) of high ground due to disturbance in the horizontal air flow caused by the high ground. As a result, I had to approach the ridge line at an angle of around 30-45° to allow downdraughts to escape. However, where I had to go head-on I was getting strong up currents and down currents, making it difficult to maintain the desired altitude. I really enjoyed this challenge and found it quite exciting. I videoed my experience and sent it to a number of WhatsApp groups, aiming

“The Andes mountains often soared much higher than I was flying…”

Top Punta Arenas Chile, prior to departure to the Falklands Left Departing Peru

May 2021 | FLYER | 57

Flying Adventure

Above and left The glaciers of Laguna San Rafael National Park in south Chile Below Port Stanley hones into view, a fly-by was obligatory!

to raise awareness of how to deal with the situation for pilots who have not previously encountered mountain wave.

That said, the aircraft was phenomenal and had the best equipped panel of any Islander I have flown.

The avionics were also brilliant, serving me well during the more challenging moments. The Garmin G600TXi is integrated with the Garmin GTN650Xi and GTN750Xi, providing a great user platform, and the touchscreen integration was intuitive. The platform allows the pilot to have the whole screen as the primary flight display but also can add a map function, meaning you can watch what the aircraft is doing with exceptional situational awareness in all sorts of weather.

This section of the ferry flight made me release that if I could turn back time, I would have learned Spanish. The English education system generally teaches French or German. For me, Spanish certainly would have been more useful. I experienced a huge language challenge specifically in Peru. I realised how limited my skills were when asking where the facilities and fuel were – and it required a lot of hand signals! I also became aware due to lack of phone signal, quite how much we tend to rely on modern technology in difficult situations.

Where was Google translate when I needed it?

Next, I headed for Chile. Flying the entire length was a phenomenal experience. The scenery changed rapidly, evolving from UK-style vegetation to almost Greenland-like glaciers. Then, 20 minutes later I would find myself gazing out over canyons resembling the landscape of a 1970s western film. It was a completely fascinating journeying, with totally different extremes in short periods of time.

Ferrying during a pandemic

The virus has caused significant disruption for all industries, but perhaps for aviation most considerably.

This year, I have completed far fewer ferry flights than I would have liked. Ferrying in such different times has been an interesting, albeit unusual experience. Wearing PPE when disembarking the flight has been an odd experience but one which I have adjusted to. My first, ‘Covid-19 ferry’ was back in May. I took a Beechcraft from the USA to the Philippines. Flying the long way round, during a strict lockdown, made for a memorable trip. Pausing only for fuel, I was unable to enter any country I stopped at. The quaint but comfortable aircraft became my bed, place of work and dining room.

Ironically, the absence of hotels and modern luxuries made this the quickest ferry flight I had ever done, completed in just 76 hours.

This South American ferry flight was also interesting. Throughout this journey I maintained a vigilant eye on legislation, assessing the situation, as every country I was passing through had their own individual rules and regulations. Navigating the 58 | FLYER | May 2021

November 2020 | FLYER | 59

Allan White

Flying Adventure

Above Straight to work… the newly delivered Islander explores the Falklands

Route Map 2

1

different rules was a challenge. From Daytona I entered ‘permit country’, which meant I had a lot more to consider. For example, in Ecuador I had 12 hours, if I had been delayed at any point, it would have affected the entire delivery schedule, all permits would have had to have been reissued, which could have taken weeks. Adding the requirement for a negative Covid-19 test result into the mix made it stressful as the chance for error and delay increased.

I have never had so many PCR tests and thankfully they were all negative, allowing for the timely delivery! I felt like a conductor in an orchestra making sure every element was in time.

Reaching the Falkland Islands 3 4 5

5

7 8

9 10

11

1 Montreal 2 Bangor Maine 3 Baltimore 4 Daytona 5 Fort Lauderdale 6 Costa Rica, San Jose international airport 7 Ecuador, Jose Joaquin De Olmedo

60 | FLYER | May 2021

12

8 Peru, airport Captain Fap Carlos Martinez de Pinillos 9 Chile, Concepcion 10 Chile , Carries Sur International Airport 11 Punta Arenas 12 Port Stanley

The final leg of my epic journey was flying from Punta Arenas, Chile, to Port Stanley Airport, my destination on the Falkland Islands. I flew southeast for 170 miles from Chile, before going northeast towards Stanley. Remarkably, at this point I was just 450 miles from Antarctica.

I found this part of the journey quite interesting because contrary to my expectations there was very little shipping traffic and the ocean seemed curiously calm for such rough waters.

Soon after having left Punta Arenas one of the VHF receivers went down and I lost two-way communication. Fortunately, when flying I always carry my Garmin Explorer (satellite phone), so I managed to communicate with air traffic control and inform them of the situation. Although carrying a satellite phone is not a legal requirement, I like the extra layer of safety it gives. It’s great for my friends and family back home to check where I am on my journey.

Seeing Stanley on the horizon was a fantastic feeling. As I started to approach the airport, I spotted at least 80 people, including the local press, cheering and looking out for our arrival. I was overwhelmed, suddenly aware of how important these aircraft are to this remote population.

I flew west to east down at low level along the harbour, allowing people a fantastic view to welcome in their new Islander. Everyone was so pleased to see us arrive, and a great boost to the country at such a difficult time.

Barry Rowland, Chief Executive of the Falkland Islands, said that it was an historic moment, with it being the Falkland Islands’ first new aircraft since 1994. FIGAS now has a second aircraft on order which will bring the fleet to six. I believe the plan for FIGAS now is to gradually replace its entire fleet in the ‘post-Covid-19 world’… whenever that may be.

Any pilot who has the opportunity to complete this epic journey is one fortunate individual.

It is a ferry flight you could not – and would not – want to forget.

May 2021 | FLYER | 59

Top Gear

The latest aviation kit, impartially tested and evaluated

RexSpecs

HHHHH Ear Pro: £59 Goggles: £59 | www.rexspecs.com

A

nimals and aircraft aren’t usually the best pairing but, with adequate time to acclimatise and normalise the sights, sounds and smells involved with our hobby, it is possible to bring some level of normality and, therefore, safety to things.

Just as humans dress for whatever situation they’re due to encounter, there’s no reason why we shouldn’t do the same for our dogs. Having spent many a long, hot day standing on an endless expanse of concrete apron surrounded by fighter jets, I can attest to just how important it is to have the correct kit. Leave your sunglasses in the office and you’re in for a painful time once the headache kicks in.

So how do you protect your faithful pooch’s hearing and eyesight around aircraft? Enter RexSpecs, a company based, 6,237ft above sea level, in Jackson, Wyoming. With blue skies and snow for a great part of the year, the company owners were frustrated when their own dogs were diagnosed with vision issues relating to sun exposure – so they set about creating a solution.

The company’s range of ear protection and goggles come in sizes to suit all dogs, from the smallest Pomeranians to Great Danes. While developed around the outdoor adventure market, its kit is widely used by the military and law enforcement, which is usually my marker for ‘quality’.

Beginning with the goggles, they look and feel just like something you might wear yourself when skiing. The quality of materials used is surprisingly good. They are light, flexible with lots of ventilation.

The entire lens sits about 5mm proud of the frame with a foam and fabric mesh providing the lightweight structure and all-round airflow. Despite the complex look of the harness system, a dog can be fitted with these goggles in a couple of seconds, once they’re used to them and know they aren’t a threat!

The lens options include clear, smoked and mirrored, (the latter seem to be purely aesthetic) and all are absorb UV-A, B and C rays, up to a wavelength of 400 nanometers.

60 | FLYER | May 2021

Above Despite the bulky look, both ear and eye protection appears to offer little in the way of discomfort Left Both products can be used independently, or connect together to ensure a secure fit

Moving onto the Ear Pro ear defenders, which are quite an unconventional design, it is apparent that what we know works for humans, (e.g. two ‘cans’ that fit over our ears), isn’t necessarily going to work for a dog.

The wrap-around fabric style provides excellent overall fit and there are two much slimmer, foam padded sections within each side that provide the noise protection, improved by pressing the dogs ears close to the head. They can attach to the goggles, so both products become one connected unit, or use them separately.

RexSpecs claim that the Ear Pro will ‘reduce perceived noise by up to 50%’.

The tricky part with these marvellous products is that most dogs will really

need some persuading to actually wear all the kit... The goggles seem to be the easiest to work with as the lenses pop out and the weight, foam padding and elasticated straps don’t appear to bother my pooch, young Isla, too much.

What really helps in introducing the dog to ‘new things’, such as this kit, is treats. Don’t even attempt to put them on the dog at the first go, let them sniff and explore, put some treats in and around the product and gradually build the confidence of the dog.

Hopefully our pooches will have some understanding of why we’re making them do this.

I am all for safety, but I draw the line at high-viz vests – for me or the dog… JS

Better Barf Bag

G

$6.50 (pack of 10) | Website www.sportys.com

eneral Aviation flying is huge fun. Throwing up in an aeroplane is less entertaining, and someone else throwing up in your aeroplane is just plain unpleasant. Even if the unfortunate producer of sick manages to capture all of their vomit in one of those airline style bags, there’s still the problem of sealing the bag, carrying it for the rest of the flight and then disposing of it without spilling any of the odorous contents, and the consequences of an uncontained ejection of partially digested matter in a cockpit aren’t anyone’s favourite.

I hope…

Surely there’s a better solution? Enter the Better Barf Bag, sold in packs of 10, the BBB is a tough plastic bag with a resealable zip style closure (no matter how green you want to be, a single-use policy is just better for everyone) and a gusseted bottom.

The theory is that you can empty the contents of your stomach easily through the wide opening, seal it quickly and effectively, and even stand it up on the cockpit floor without fear of spillage.

Eliminating both the need to hang on the warm bag and the fear of it failing before you can get it to a bin. The BBB is even made from a smoky coloured plastic which effectively hides its contents from view. For pre-vomit entertainment and education one side of the bag is pronged with information about eight aviation

Right Feeling a bit more reliable than a paper sick bag - the Better Barf Bag – empty…

Below …and put to test, full.

milestones, and the other with a few words of advice on what you might do to avoid being sick in the first place.

How does it work in practice? Well, after a hearty meal of bananas and cream I got a colleague to fly me through a series of outside loops… No, of course I didn’t.

But I did do some simulated testing. I wasn’t entirely sure that the BBB would be big enough to cope with an all-daybreakfast and mug of tea, so I referred to my learned colleague, the internet, and discovered the average stomach can hold about a litre (some sources suggested up to four litres in extreme cases, but if that

happens all bets are off!). I poured a litre of water and some diced carrots (there’s always diced carrots, even if you’ve only eaten porridge!) into a BBB and sealed it.

The contents all went in with room to spare (you can put about 1.25 litres in before you spill some when sealing), the seal held perfectly and the bag sat on its own gusseted bottom flawlessly. To simulate explosive spillage between aeroplane and bin when back on the ground I walked around my garden dropping the bag. Fully expecting to be picking lumps of carrot from the lawn, I was surprised and impressed when the bag and its contents remained as one, even when dropped on concrete.

The Better Barf Bag really is a superior sick sac, and while you could use various ziplock or specialist emesis bags, for $6.50 plus shipping the BBB would work very well. IS

The Airborne Ghost £5 | Direct from author, £5, MartinLeusby@outlook.com

M

artin Leusby author of The Airborne Ghost, wrote this short story as a good use of his time during Lockdown.

The fictional book relates a story of General Aviation drug smuggling through Europe.

Both place names, and indeed some of the characters are real, and it’s clear that Martin has used his aviation experience to good effect, as the book’s got more relevant aviation detail than pretty much any other novel or short story I can think of, perhaps a little too much for a wider audience? IS May 2021 | FLYER | 61

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

AOPA The future is bright…

There are many challenges facing GA in the years ahead, from new technology to environmentally acceptable fuels, add to this new system platforms which will not only be technologically challenging but operationally as well.

The recent European Union U-Space regulation states that, ‘Manned aircraft operating in U-Space airspace and not provided with an ATC service shall continuously make themselves electronically conspicuous to U-Space service providers’. While the UK may have its own plans, aviation is a global activity so watching these European developments is important.

The development of traffic services in lower airspace is an important topic for all airspace users. Currently there are no clearly defined objectives of what is required or how it will be provided. The U-Space plan is for some services to be web/internet based, but subject to the performance of the technology.

Another key factor in the development of UAS is the need for remote identification, which should also indicate the drone’s location and performance, therefore the remote identification may need broadcast capability.

On a positive note, I believe there are opportunities here for GA. For example the advancement of battery technology

and future operations of GA aerodromes, how they can safely integrate manned and unmanned operations. Charging points at GA airfields could help to support drones as well as electrically powered aeroplanes, which would offer additional revenue to GA aerodromes and really establish the value of the aerodrome network. So, let us engage positively in the discussions by balancing the needs of all airspace users.

Martin Robinson

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

BMAA Dealing with ACPs With the seemingly endless flow of Airspace Change Proposals (ACPs) happening at the moment, the BMAA has gathered together a team to help manage the workload that they bring.

Some are very straightforward and because they don’t affect our members directly, such as a TMZ in the middle of the North Sea, or a change to routing of a commercial airliner within existing airspace, we can say ‘thanks for letting us know’, but no comment. Others, like the thankfully rejected Oxford and Brize

Norton ACPs, take a lot of time to understand, consider and respond to. This is where the joint efforts of the General Aviation Alliance (GAA) have proved to be incredibly useful and successful both in forming direct responses and in questioning policy at the highest levels.

The most recent problematic ACPs are those for Temporary Danger Areas to serve seemingly vital Covid-based trials.

While I can understand the potential for rapid transport of Covid-based items, particularly in remote areas, I am disappointed that several of the ACPs

seem to be written by sponsors who have apparently very little understanding of the rest of aviation – and how to potentially integrate with it. We are told that integration rather than segregation is the future of airspace sharing. It seems that the drone world needs to understand the basics if we are ever going to coexist in harmony. Our small team will be helping this to happen. Geoff Weighell British Microlight Aircraft Association www.bmaa.org

Light Aircraft Association A question of risk At last, we have dates to work to, with official sanction for flights, ‘solo or with members of one’s family bubble’ from 21 March and flight instruction or mentoring accessible from 12 April.

As you might imagine, the LAA, BMAA, AOPA and the many other ‘alphabet organisations’ have been working hard behind the scenes, advising those in the CAA and Department for Transport as to the safest, most logical ways to return to flight.

The simple fact is that the two lines on a risk curve between infection from Covid-19 and the risk of a lack of pilot currency crossed some time ago. Every week that passes sees the safety risk of rusty pilots increase, while Covid is, we hope, now curving permanently downwards.

While the CAA dispenses the official advice, it is led by the Department for Transport. It, in turn, can’t make any Covid-19 announcements without the sanction of the Cabinet Office at 10

Downing Street. It is Number 10 that has set the date for dual flying at 12 April, in line with similar guidance for driving instructors and (you couldn’t make it up) hairdressers. Needless to say, we’ve made the case that our risk profiles are somewhat different! 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 | May 2021

Got a great photo you’d like to share from your flying? then send it to us here at 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.

I

was hoping that, by the time you read this, we’d be back aviating. Alas, not!

However, we are mere days away from being able to fly solo or in our household bubbles and I hope that all Club members are preparing to get back in the sky, be that gently easing yourselves back into solo flight or getting ready for instruction from 12 April.

It has been a busy month here at FLYER as we have seen more and more new members join the Club (thank you!) as well as producing content exclusively for YOU, which you can read more about on page 68. April is set to be even busier and more exciting as we prepare for FLYER Live - our weeklong event featuring live broadcasts each evening. We’ve got some great content lined up and the Friday evening event will be exclusively for FLYER Club members, so stay tuned for more.

It has also been a difficult winter for many

airfields so we’d really encourage you to get out and visit new ones, eat in their cafes, buy fuel, and generally support them at every opportunity. That goes for flying schools too, whilst there will be an influx of people wanting to get checked out and return to flying, use this time to think about what training you can do this year to improve your own flying, whilst providing business to our precious flying schools.

Ian, Ed, Dave and myself are looking forward to a great year of aviation activity ahead of us and we hope that we can meet YOU along the way.

jonny.salmon@seager.aero

May 2021 | FLYER | 63

The FLYER Club

Out & About This issue, with GA flying just days away, we asked for some land-away inspiration with your favourite places to visit... and as we thought, you had plenty of ideas!

Andy Torkington Kenyon Hall Farm Strip – Located in the middle of the Manchester Low-Level Route

Steve Hornsby Glenforsa – Tucked away in a gorgeous location on the Isle of Mull

Keir Williams Over Farm – Right on the western edge of Gloucester and underneath the EGBJ instrument approach track!

Ben Atkinson Brown Shutters Farm – Sitting on a hilltop south of the city of Bath 64 | FLYER | May 2021

Tim Cook Le Touquet – The popular coastal airfield located south-west of Calais

Ben Wyatt Chavenage – A hidden strip among the Cotswold Hills, just West of Cotswold Airport

Tam Carr Plockton – On the side of Loch Kishorn, just a few miles from the Isle of Skye

Jon Noble Lempitlaw - Located on the northern foothills of the Cheviot Hills, just south of the River Tweed

Nick Stone Compton Abbas – Perched atop the rolling hills of Cranborne Chase

Tony Flinn Oban – Located on the Firth of Lorn, north-west of Glasgow. A good launching point for the Western Isles

Gail White Scilly Isles – No introduction necessary!

May 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 over £45 by claiming one FREE landing at each of these airfields valid for May 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!

Audley End

01799 510756 | www.vintagefabrics.co.uk Audley End is an 800m grass strip amid the rolling hills of Essex, just south of Audley End House and Estate, a short drive from Saffron Waldron. Visiting pilots are very welcome, but PPR by phone is required as it’s on the edge of Stansted CTR. Squawk 7010. Please don’t overfly the House or the local school. There’s always a cup of tea of available and plenty of parking. Visitors are welcome to take a look at the aircraft being restored by Vintage Fabrics.

Nearby attraction Audley End House and Gardens, and Saffron Waldron is just a mile’s walk away, with taxis available if required.

PPR 07803 581739 Radio Safetycom 135.480 / Essex Radar 120.625

Bodmin

A

01208 821419 | EGLA | www.bodminairfield.com Bodmin Airfield is situated on the edge of the picturesque Bodmin Moor in Cornwall and has excellent facilities, including two grass runways and a lunchtime bar and restaurant. It’s operated by the Cornwall Flying Club, which will arrange accommodation, car hire and Customs, if requested in advance. CFC has a long training history and offers wing walking and vintage flights. All visiting aircraft strictly PPR. Light refreshments are available.

Nearby attractions Bodmin Airifled is only 20 minutes from the Eden Project.

The rugged beauty of Poldark Country awaits you.

PPR 01208 821419 Radio 120.330

M

Radio Accepts non-radio light aircraft, but PPR

66 | FLYER | May 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!

Easter Airfield

07967 715304 | www.easterairfield.co.uk Easter Airfield is well known among the GA community as being one of the friendliest and most picturesque airfields in Scotland. This reputation makes for a popular destination, which is only 12 miles north of Inverness Airport.

Ideally situated as a base for touring the Highlands, with unique accommodation in the old control tower of HMS Owl available next door. Tea and coffee available.

Nearby attractions Anta pottery shop, cafe and HMS Owl are just a short walk away.

PPR 07967 715304 Radio 135.480

Kingsmuir

01333 310619 | https://kingsmuirairfield.com Kingsmuir (Sorbie) Airfield welcomes singles, light twins and microlights with PPR to its unobstructed, unlicensed, 620m grass runway.

Visitors can enjoy tea/coffee in the clubhouse (weekends only). Contact Leuchars Approach for LARS as Kingsmuir is close to the SE boundary of its MATZ. There’s no parachuting activity at Kingsmuir but visiting pilots should be aware that models occasionally fly from the R06 threshold. Overnight parking available.

Nearby attractions St Andrews, with its golf course, university and Scotland’s Secret Bunker, plus picturesque fishing villages.

PPR 01333 310619 Radio 126.500

Longside

07749 384366 | EGPS | www.buchanaeroclub.co.uk Longside Airfield is situated 2.5nm northwest of Peterhead, Aberdeenshire. An unlicensed WWII airfield with a rich heritage, it’s home to the Buchan Aero Club, which operates a diverse range of GA aircraft, including microlights, SEPs and gyroplanes from the 500m tarmac runway. There’s a clubhouse with good facilities, on-site avgas and mogas by arrangement. PPR essential.

All aircraft are assured of a warm welcome.

Nearby attractions Aberdeen PPR 07825 811111 Radio 118.280, callsign ‘Longside Radio’

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 Kingsmuir and Shipdham in nautical miles?

To enter, post your answer, name, address and email details to Pooleys May Competition, FLYER magazine, PO Box 4261, Melksham, SN12 9BN or send an email to competitions@seager.aero The closing date is 19 April 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 Audley End 2 Bodmin 3 Easter Airfield 4 Kingsmuir 5 Longside 6 Shipdham

3

5 4

1

6

2

The winner for March 2021 is: Steve Fox, Frimley, Surrey.

May 2021 | FLYER | 67

New This Month!

FLYER Club members can now get access to a wide variety of NEW video and written content from the archive through the members’ area.

Jonny and Ed spoke to radio presenter and pilot Ben Atkinson about how to record great cockpit audio. Our airfield briefing videos are in the process of being uploaded to YouTube – and we held our first members’ weather webinar with Dr Simon Keeling. Plus, more written features are being added to the FLYER Club area of the website, so be sure to login and have a look. We will keep adding more to give YOU the best GA content!

Find out what’s new at Leicester, Oaksey Park and Easter Airfield and how to visit once we get flying again!.

Get the top tips for recording audio from a professional radio presenter.

Who is the FLYER Club for?

Whether you are an aviation enthusiast, 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 | May 2021

Want to join us?

If you’re not a member of The FLYER Club and you’re thinking, ‘How do I join? Right now. This instant…!’

Well, good news, it’s easy.

Just follow this link, complete the simple form, decide how you want to pay and start enjoying the benefits instantly.

Current member benefits

■ Extensive FLYER back issue library ■ 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 ■ Video briefings for your free landing vouchers. Get all the key information before you go.

■ Mini weather webinar.

Catch-up if you missed it.

■ Exclusive written content from our archives – first pieces now published.

■ Interviews with experts on a number of key topics.

Coming soon

■ Back issues – there’s another five years on the way with more to follow ■ Our first members’ Fly-in – once things have settled down. We’ll be announcing details, plus more events, in 2021!

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Airfields

FLIGHT INSTRUCTOR COURSE £7500 (Includes pre-course entry flight) FLYING INSTRUCTOR & CLASS RATING INSTRUCTOR. ALSO INSTRUMENT/AERO’S & NIGHT INSTRUCTOR COURSES

www.easterairfield.co.uk/stay-at-easter Easter Airfield are pleased to be able to offer “Cherokee”, our new Airfield Hut. Fly in and park next to it!

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.

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

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May 2021 | FLYER | 69

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NEXT MONTH’S ISSUE

Available from

13 April.

May 2021 | FLYER | 71

QSY

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

Fifteen flying scholarships announced by British Women Pilots’ Association

Above Previous scholarship winners include Daisy Bing, Hannah Nobbs, Laura Mayer and Maleha Khan

The British Women Pilots’ Association (BWPA) has launched its 2021 aviation scholarships.

BWPA Chairwoman Sharon Nicholson said, “One of our aims is to promote the training and employment of women in aviation, and the promotion of practical schemes to assist women to gain air licences.”

Laura Fice, last year’s winner of a BWPA Bristol Groundschool course, said, “The scholarship was a vote of confidence in me. It is fantastic to have it amongst my achievements and to have that support.”

The scholarships: ■ Three BWPA Flying Start

Scholarships of £1,500 each for new, inexperienced pilots ■ Two BWPA Flying High Scholarships of £1,000 each for licensed pilots to gain further qualifications ■ One BWPA CATS Aviation Training Scholarship for ATPL(A) groundschool ■ Two BWPA Bristol Groundschool ATPL Scholarships, each for half the value of an ATPL (A or H) course ■ Two BWPA EasyPPL Ground School Scholarships, each for the full value of a ground school course ■ One BWPA 624squadron. com Scholarship of £1250 for a female aviation

enthusiast for her own special mission and flying adventure, donated in proud memory of 624 (Special Duties) Squadron RAF ■ One BWPA Helicentre Aviation Scholarship of £10,000 towards an integrated CPL(H) ■ One BWPA Helicentre Aviation Scholarship of £975 towards a two-day introductory helicopter training course ■ Two BWPA Flight Deck Wingman Scholarships, to cover the full cost of an Airline Assessment Preparation Course and a Pilot Interview and Group Exercise eBook.

Apply here

Heroes & Villains HEROES All flying schools who have somehow managed to stay in business over the past year, enduring lockdown and tiers (tears too, probably), and are getting ready to reopen to train new pilots and bring existing rusty pilots up to speed from 12 April. We salute you all!

VILLAIN A nose-first landing of an airliner packed with holidaymakers heading for Goa has led to 400 commercial pilots in India being investigated for

fake qualifications.

Parminder Gulati, the IndiGo pilot who made the duff landing, had falsified documents and has since been fired and arrested.

HEROINE Eleanor Wadsworth, one of the few surviving Air Transport Auxiliary women pilots who ferried aircraft during WWII, has died aged 103. She joined the ATA in 1943, one of the

first six with little or no previous flying experience.

Her favourite aircraft? The Spitfire, of course, which she flew 132 times.

VILLAIN An angry cat attacked the captain of a Sudanese flight while en route from Khartoum to Doha. The clawed pilot declared an emergency after the cat resisted attempts to restrain it.

Why was the pussy angry? Possibly it misheard the last call for Qatar…

Dropping in for a takeaway

A Lancashire pilot had some explaining to do after a video of him flying a Hughes 500 helicopter to a farm shop to collect a takeaway beef sandwich appeared all over the press during lockdown.

The video had been shot by Chipping Farm Shop and posted on Instagram with the caption ‘when your customers are literally flying in for your roast beef in caramelised onion gravy barms.’

Watch WACOs, eat tacos

Talking about flying in for food, WACO Aircraft has opened a new high-end restaurant at its Battle Creek, Michigan Airport manufacturing base.

The WACO Kitchen offers ‘locally sourced, organic ingredients to provide energetic and nutritious meals freshly prepared by internationally trained chefs’.

There are also panoramic views of runway 5L/23R with large observation windows into WACO Aircraft’s production and service facilities.

WACO Aircraft has used the phrase ‘WACO, like taco’ to explain proper pronunciation of the name. Now it’s inspired the signature dish: the WACO Taco, consisting of three corn tortilla tacos piled high with crispy chicken, marinated Napa cabbage, homemade mango jalapeno salsa, topped with silk chilli drizzle and lime zest crema.

We’ll take six, thank you.

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