FLYER November 2021

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November 2021

THE UK’S MOST READ GA MAGAZINE

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Fabulous Rally THREE GREAT DAYS AT THE LAA 75TH ANNIVERSARY

GREAT CRAIC!

NI MICROLIGHT ADVENTURE

TIME TO OVERHAUL?

UNDERSTANDING YOUR OPTIONS

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Editorial

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

Ed Hicks

Meeting people…

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

A

fter a wait of two years, it’s fair to say that among everyone I had spoken to in the months leading up to it, expectations for the LAA Rally were high. Now the dust has settled on the three days at the beginning of September, those same people (and us included), are all saying what a tremendous event it was. The LAA team, of Rally Chairman Eryl Smith, Penny Sharpe, Paul Lawrence and Brian Hope, supported by a brilliant group of Rally volunteers, delivered a safe and enjoyable event.

From FLYER’s perspective, Ian, Dave, Jonny and I were all blown away by the number of people who visited our stand to talk about the Livestream. Right from the start, we’ve always enjoyed the contributions that you, our viewers, make to the Thursday night fun, but having the chance to catch up with so many of you was fantastic. We also had fun with the ‘Live’ Livestreams that were recorded at the event (a big thank you to Bose and Garmin who helped make these possible!). We’re looking forward to making more of these in future. Click here to catch up with those if you haven’t seen them, or here if the Livestreams are new to you…

Away from the Rally and back home at Wadswick, a few weeks ago I was reminded of the good things that can happen when you help spectators obtain access to light aircraft. I met a mum, dad and their young son, Josh, who were visiting, on the off chance they would see some aeroplanes. Dad and Josh are into flight sims at home, so an opportunity to get them ‘through the gate’ led to a fun hour of chat about aeroplanes – and we managed to get Josh in a couple of aeroplanes, teaching him about how things worked. While it will be a few more years before he’ll be able to reach the rudder pedals, the big smile on his face give us some idea that there is certainly a future pilot in the making…

If I hadn’t been sure, an email that popped into my inbox a few days later included a photo of Josh flying his flight sim Tiger Moth at Wadswick, with dad commenting, “Suffice to say you have firmly cemented Joshua’s dream to be a pilot!” Now I am the one with the big smile …

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 Lisa Davies lisa.davies@seager.aero CONTRIBUTORS Matt Dearden Yayeri van Baarsen Jerry Parr, Paul Kiddell Mark Hales, Ed Bellamy 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 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.

November 2021 | FLYER | 3

Contents November 2021

Features 18 I Get Paid for This…

Paul Gibbs

Low-level manoeuvring around coastal Scottish inlets in challenging weather is all in a day’s work for Paul Gibbs…

26 Show Report 75th Anniversary LAA Rally

After a long wait due to the Covid-19

pandemic, the LAA Rally was back with a bang, along with 800-plus fly-ins and 3,000 by road. Check out our round-up…

38 My First Solo Darren Lewington

Air traffic controller Darren Lewington first soloed during his lunch break…

39 Technical Time to overhaul…

How to research thoroughly and spend wisely when it comes to having a healthy engine…

48 Accident Analysis Running out of charge…

Aircraft electrical systems are increasingly complex. Steve Ayres suggests knowing what to do when something fails is vital…

LAA Rally 26

54 Flying Adventure Stunning Northern Ireland

Paul Kiddell visits the superb and breathtaking Northern Ireland…

67 Top Gear Asali Nav bag

We take a look at a small but beautifully

crafted bag for cockpit essentials

Regulars 3 Editorial 6 News 14 Instant Expert 16 Pilot Careers 21 Matt Dearden

23 25 50 68 78

Mark Hales Ian Seager Accident Reports

By Association QSY

SIX Free Landings!

18

39

54

72 FLYER Club Members Save £53 n Castle Kennedy n Clench Common n Crosland Moor

n Eddsfield n Enstone n Land’s End 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

At last! Independent scrutiny of the CAA follows FLYER call

Above Flyer’s Ian Seager, right, caught up with DfT Secretary of State Grant Shapps at the LAA Rally – and chatted over a few aviation issues…

6 | FLYER | November 2021

A new independent panel ‘to strengthen transparency around decision-making and drive forward best practice regulatory processes at the CAA’ is to be set up by the Department for Transport (Df T).

The announcement comes nearly a year after FLYER’s Ian Seager first called for such oversight and scrutiny of the CAA. In the November 2020 edition of FLYER, Ian said, “The time has come for independent external oversight and scrutiny of the CAA. The best parts of the

organisation will be supported, the not-so-good parts will have to change and improve, the trust and relationship between regulator and regulated will improve and the CAA should become the kind of world-leading organisation that we all want.”

Read Ian’s full article here.

The DfT’s announcement said, “The panel will sit outside of the CAA and will be available to review complaints made by individuals about the process by which the CAA has made decisions that affect them.

“It will be open to individuals whose cases meet a certain

threshold if they remain unsatisfied following the CAA’s internal two-stage complaints processes.

“Eligible complaints will cover licensing and certification decisions, such as those following an airspace infringement or the decision to suspend a licence or endorsement to an instructor or examiner.

“The panel will consider whether the CAA correctly followed its processes and procedures in arriving at a decision. It will have the power to remit the case back to the CAA where it investigates and considers

Take-off

First flight for Rolls-Royce’s electric record bid aircraft

Rolls-Royce has flown its Spirit of Innovation electric aircraft for the first time. The aircraft took off from the UK Ministry of Defence’s Boscombe Down site and flew for approximately 15 minutes, piloted by Director of Flight Operations Phill O’Dell.

“It marks the beginning of an intense flight-testing phase in which we will be collecting valuable performance data on the aircraft’s electrical power and propulsion system,” said a statement from Rolls-Royce.

The company intends to make an attempt on the world record for speed in an electric aircraft, hoping to exceed 300mph, in a project called ACCEL, short for ‘Accelerating the Electrification of Flight’.

ACCEL project manager Matheu Parr said, “You never know what new hurdles you’re going to have to overcome in the build-up to a day like today. In the last couple of months, we have had several emerging challenges – in some instances we’ve had to take the whole system apart and put it all back together again…

“You have to remind yourselves that there’s no real instruction manual when you’re working on such a stateof-the-art project. As a team you’ve got to keep a cool head, be methodical and trust in the team’s abilities to succeed.”

Warren East, CEO of Rolls-Royce, added, “The first flight of the Spirit of Innovation is a great achievement for the ACCEL team and Rolls-Royce.

“This is not only about breaking a world record. The advanced battery and propulsion technology developed for this programme has exciting applications for the Urban Air Mobility market and can help make ‘jet zero’ a reality.”

ACCEL includes partners YASA, the electric motor and controller manufacturer, and aviation start-up Electroflight.

Rolls-Royce and airframer Tecnam are also working with Widerøe, a regional airline in Scandinavia, to deliver an all-electric passenger aircraft for the commuter market, planned to be ready for revenue service in 2026.

the CAA has not done this.”

However, the CAA has retained its position as ‘the ultimate decision-maker’, according to the announcement.

“However, in the exceptional event that the CAA chooses not to reconsider a case process in light of a recommendation to do so from the panel, it will need to explain its rationale to the

complainant, the panel and the Minister for Aviation.”

Licensing and medical reforms

Proposals to simplify licensing and review medical requirements for General Aviation pilots, plus support for businesses, skills and innovation, have also been outlined by the government as

part of wider post-Brexit regulatory reforms.

In addition, Secretary of State for Transport Grant Shapps told FLYER that a National Aviation Association is to be set up for countries outside EASA including the US, Canada, Australia, New Zealand and the UK. Watch our interview with Mr Shapps here.

November 2021 | FLYER | 7

Take-off

Inset: Britishvolt

Coventry traders fight back against gigafactory plan

One of the aviation companies trading at Coventry Airport has launched a powerful and detailed objection to the planning application to turn the airport into a site for a battery factory.

Sky Harbour UK is a specialist aviation consultancy that moved to Coventry Airport on 1 February 2021, just two weeks before the announcement of the proposed gigafactory.

Steve Ford, CEO of Sky Harbour, said, “We identified Coventry Airport as being strategically and geographically suited to support customers and clients in the Aviation and Aerospace industry during a period of significant change, post-Brexit and in a continuing Covid environment.

“With one of the largest Maintenance and Repair Organisations (MRO) in the country and a significant number of training organisations, both Approved Training Organisations (ATO) and Declared Training Organisations (DTO), the airport possesses one of the best paved runways in the country at 2,008m in length, and was identified as being a suitable site for our business.

“In 2020 we approached the airport operator Coventry Airport Limited and its parent company the Rigby Group with our commercial aspirations and our requirement for a purpose built facility in the region of 20,000 sq feet. This would lead directly to job creation and employment.

“This vision and aspiration was shared with the Coventry and Warwickshire Growth Hub with a 8 | FLYER | November 2021

Above Coventry Airport could be a major hub for British General Aviation given its central location, length of runway, maintenance and training facilities, and airport infrastructure which, claims SkyHarbour, is being deliberately run down by the current operator Above inset So far the UK’s only confirmed gigafactory is being constructed at Blyth, Northumberland, where the location is a former power station

briefing on 7 January 2021 prior to our re-location.

“The announcement of a proposal for the gigafactory announced on 15 February 2021 was the first time we as a business stakeholder at Coventry Airport were informed by any party.”

Sky Harbour’s objection to the planning application is extensive: • The application is speculative with no defined end user and is in effect for ‘Change of Use’. A tactic commonly known as ‘Bait and Switch’.

• The application would result in the closure of the airport, which we require in order to trade and we therefore object.

• The application does not comply with The National Planning Policy Framework (NPPF) July 2021 for Green Belt protection.

• The application is in conflict with National Policy as covered within the Ministerial Statement by the Rt Hon Robert Courts MP. • The application is in conflict with CAA Policy (DfT).

• The application is in conflict with the National Planning Policy Framework (NPPF) for consideration of National Airport infrastructure.

• The application is in conflict with the government policy for levelling up and directly impacts our business and those of prospective investors.

Steve Ford goes on to identify Rigby Group’s degradation of infrastructure, navigational aids, operating hours and reduced fire cover, all of which have made the airport less viable.

Coventry Airport planning application is here

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Take-off First delivery of new generation CAP 10C The first CAP 10C NG (‘new generation’) aerobatic aircraft has been delivered by Robin Aircraft to Poland’s Bartolini Air for Upset Prevention and Recovery Training (UPRT).

New EASA regulations say future airline pilots must complete a course in aircraft upset prevention and recovery. The purpose of UPRT is to eliminate the element of surprise for pilots and to teach the appropriate responses.

Capt Bartlomiej Walas, founder of Bartolini Air Group, said, “The new regulations have presented a few challenges for training organisations, one of which is selecting an appropriate aircraft for UPRT. “Quite quickly it turned out that the CAP 10C NG was perfect for the job. When we learned that the aircraft would be modernised and its production would resume – and by such a reputable manufacturer as Robin Aircraft – we had no doubts that this was the only right choice. We are proud that we are the world’s first operator of the CAP 10C NG version.”

The CAP 10C NG can be put into unusual attitudes, stalls, high G-loads and other upsets which would be life-threatening in an airliner.

One reason Bartolini chose it is that the instructor sits

Top The new CAP 10C NG is in production with first delivery to Poland Inset Upgraded cabin and modernised panel is a feature of the NG 10C

side-by-side with the training pilot, rather than in tandem as in many aerobatic aircraft.

“Not only does it massively improve communication between the instructor and the pilot, but it also helps create a cockpit configuration similar to the one found in an airliner, where two pilots work together as a crew and closely monitor each other’s actions,” said Capt Walas.

The CAP 10C NG has key upgrades over the previous 10B, including reinforcement of key aircraft structures like the wing spar with carbon fibre, and a modern Garmin avionics suite including a GTN 650 navigator and G5 Electronic Flight Information System.

RED’s V12 turbodiesel to power Beaver conversion What kind of light aircraft needs 550hp take-off power? Answer: one that works hard such as the de Havilland Beaver.

The latest customer for the RED Aircraft V12 turbodiesel engine is Sealand Aviation, a floatplane operator in British Columbia, Canada.

The maiden flight of Sealand’s DHC-2 Beaver fitted with the RED-03 engine is due soon, according to the team working on the aircraft.

The engine has been fitted and is currently undergoing checks and calibration with a newly designed fuel system. Next up will be a custom-made engine cowling and the installation of the Full Authority Digital Engine Control (FADEC).

Bill Alder, president of Sealand Aviation, said, “I see

10 | FLYER | November 2021

Below left Sealand’s Beaver in the workshop Below RED’s V12 is a pretty big lump!

the RED A03 engine as the ideal intermediate step in getting to zero-emission power for the Beaver and other aircraft.

“The lower fuel burn with increased horsepower allows for faster airspeed and bigger payloads. This will keep the Beaver as a viable aircraft for the foreseeable future and lowers the aircraft’s environmental impact.”

RED Aircraft says the RED03 engine is certified for 500hp max continuous power with 550hp available for take-off. It’s an all-aluminium engine that burns Jet A1 fuel at roughly 50% of the rate of a similarly powered turboprop.

Enrico Evers, head of sales at RED Aircraft, added, “We believe that upgrading popular airframes with modern clean sheet-designed engines such as ours will help create a greener aviation sector. Saving fuel, lowering emissions, and reducing costs for the operators.”

Sealand is no stranger to making modifications to aircraft. Over the last 40 years, it has worked with de Havilland to develop several supplemental type certificates (STCs).

Upon completion of the remaining tasks, the aircraft will undergo an approval process to authorise the test flight. It has yet to be decided whether this will take place on wheels or floats.

Follow the project here

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Take-off Microlight in tests for commercial operations A microlight flying as a commercial operation?

Currently that’s not allowed under a Permit to Fly but earlier this year an Ikarus C42 microlight was used to test satcom equipment for the RAF. The tests started as the brainchild of microlight flying instructor David Young and Ministry of Defence scientist and microlight pilot, Professor Patrick Baker.

In the summer of 2020, Group Captain Willy Hackett joined the RAF Rapid Capabilities Office (RCO) and it was suggested that using microlights for airborne experimentation with new technologies made sense.

CAA permission to use a microlight for this purpose was granted in January 2021 and is specific to Kemble Flying Centre for named aircraft only. With this hurdle cleared, detailed planning in the RCO got underway for its first experiment, including the installation of a satellite communication system into a microlight.

GC Hackett said, “The support we received from the BMAA, especially the technical team, was fantastic.

They approved the aircraft modifications quickly and efficiently and that made us realise we could achieve our intent to demonstrate a lightweight low power satellite communication system in quick time on a microlight.”

Modifications to fit a satcom aerial, radio and power

supply were completed swiftly, using a C42, leading to a first flight in May. David Young (‘DY’) has wanted to use microlights for commercial work since the 1980s but the idea failed to gain traction until now. He said, “There is no doubt that it was the detailed safety submission from the end user, the RAF, as to how they would conduct these capability demonstrations, that will have been a deciding factor in the CAA granting the permission.”

DY is working with the BMAA to see if there may be an opportunity to introduce some form of basic commercial microlight pilot licence.

Above From left: Prof Patrick Baker, Flying Officer Carys Eyton-Jones, Group Captain Willy Hackett, and David Young, Kemble CFI Inset Satcom antenna on top of the C42 microlight

VoltAero Cassio hybrid crosses Channel The hybrid-electric VoltAero Cassio aircraft flew across the English Channel in September to Cranfield where it was shown to university students, and then down to London Biggin Hill Airport for the Air Charter Expo event.

The Cassio flew from Calais-Dunkerque Airport to Cranfield, covering 126nm in 1hr 14min. It was flown

by Technical Director and lead test pilot Didier Esteyne and fellow test pilot Christian Briand.

During its mid-day Cranfield stopover, Cassio was inspected by faculty staff and students at the university.

Briefings also were provided by VoltAero and its partner KinectAir partner, which operates on-demand flight services.

VoltAero made much of the fact that Cassio’s trip from France to the UK was six years after the world’s first end-to-end English Channel crossing with an electric aircraft, the Airbus E-Fan aircraft, which was 12 | FLYER | November 2021

Above VoltAero’s Cassio hybrid prototype at Biggin Hill

also flown by Didier Esteyne in a project led by Botti.

The pair left Airbus shortly after to set up VoltAero.

The E-Fan’s batteries delivered 60 kilowatts of power for its two electric motors, while Cassio has VoltAero’s 600-kilowatt electric-hybrid power module.

VoltAero’s first Cassio aircraft version to enter production will be the four-seat Cassio 330, with a combined electric-hybrid power of 330 kilowatts.

Cassio 330 deliveries are expected to begin in the second half of 2023, followed by the six-seat Cassio 480 and the 10-seat Cassio 600.

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Take-off and landing calculations Ed Bellamy points out that like many judgements in GA, it comes down to when it is safe to eyeball – and when to check the book

H

ave you ever experienced that sensation when perhaps the aircraft is a bit more heavily loaded than normal, it’s hot and windless and as you accelerate down the runway, you are conscious of a few extra seconds passing before reaching flying speed and the opposite end of the runway coming just that bit closer? This may or may not have been a surprise, depending on to what extent you anticipated or calculated your take-off performance on the day.

As the summer tails off the performance reductions associated with high temperatures tend to be less of an issue, but other factors such as wet grass or mud might come into play.

From a regulatory point of view, for Part-21 (formerly EASA) aircraft flying under the UK version of Part-NCO, the basic requirement is set out at NCO.POL.110 – ‘The pilot-in-command shall only operate the aircraft if the performance is adequate to comply with the applicable rules of the air and any other restrictions applicable to the flight, the airspace or the aerodromes or operating sites used, taking into account the charting accuracy of any charts and maps used.’

The above is not just talking about take-off and landing performance, but let’s focus on that. Like many judgements in GA, it comes down to when it is safe to eyeball – and when to check the book. The first step is recognising aircraft and operating conditions (such as weight, distances available, density altitude) that require a calculation to be made and then understanding how to make this accurately.

Whatever is in your aircraft flight manual (AFM) or other available data, knowledge of some definitions is essential: l ‘Take-off run’, ‘ground run’ or ‘ground roll’ refers to the distance over which the aircraft’s wheels will be in contact with the surface before lifting off. It does not reference any obstacle clearance. l ‘Take-off distance’ includes the ground run, plus the horizontal distance of a climb to (normally) 50ft. l ‘Landing run’ or ‘roll’ refers to the distance the aircraft needs from touchdown to stopping. l ‘Landing distance’ is the distance between the aircraft crossing the threshold at a specified height (normally 50ft) and stopping.

It is important that any technique requirements and speeds stated in the AFM are adhered to, for example applying full power on the brakes before commencing the take-off.

When operating from a licensed aerodrome, the AIP or VFR Flight Guide will have corresponding ‘declared distances’ available that match the definitions above. For non-commercial flight there is no legal requirement to add any margin to these figures, but practically given the number of variables involved in performance it is wise to. It only takes an aircraft slightly down on power or imperfect landing technique to use up more distance.

Things become more complex with operating sites that do not have formal declared distances and/or there may be surface conditions present that are not quoted for in the AFM. For example, if you are taking off from a strip you might know the length of the strip and know that the ground run will be within

14 | FLYER | November 2021

the length, but what if the take-off distance exceeds the strip length? Are you sure there is enough clear space beyond the strip to get to 50ft? Similarly for landing, the strip length might be more than landing distance required, but do you know that you will be able to cross the threshold at the AFM prescribed height?

If dealing with wet grass or soft ground for example the AFM may not have figures for this. Years ago, the CAA produced a ‘Safety Sense’ Leaflet on light aircraft performance and included some helpful factors to take account of common surface issues when calculating take-off and landing distances: CONDITION

TAKE-OFF

LANDING

Dry grass (up to 20 cm)

x 1.2

x 1.15

Wet grass (up to 20 cm)

x 1.3

x 1.35

-

x 1.15

x 1.25

x 1.25

x 1.1

-

-

x 1.1

Wet paved surface Soft ground or snow 2% upslope 2% downslope

On top of the above (or the unfactored AFM data, or combination thereof) the CAA recommend factoring the overall distances by 1.25 for take-off and 1.43 for landing (these are approximately based on the factors that a commercial operator of a light aircraft would be required to apply).

The table also included a few some generic factors for environmental variables that could be applied if for example AFM data did not cover them or was completely lacking: CHANGE

TAKE-OFF

LANDING

10% weight increase

x 1.2

x 1.1

1,000 ft elevation increase

x 1.1

x 1.05

10°C increase in temperature

x 1.1

x 1.05

Tailwind 10% of lift off or touchdown speed

x 1.2

x 1.2

Another issue to consider is when to abort a take-off due to poor acceleration or a problem with the aircraft. Twin engine aircraft will normally have an ‘accelerate-stop distance’ (ASDA) and if operating from a short runway, be careful if it is shorter than the ASDA. Similarly on short runways it is wise to have a point at which you will abort if you have not achieved a certain speed.

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In Brief Ryanair is looking to fill 5,000 jobs over the next five years as it introduces the Boeing 737 Max to its fleet.

The announcement was made at the opening of a brand new €50m Aviation Training Centre in Santry, close to Dublin Airport to be run by Airline Flight Academy.

Boeing says Europe will need 115,000 new pilots over next 20 years

Diamond Aircraft has developed a Multi Crew Coordination (MCC) training add-on for its DA42-VI flight simulator. The EASAapproved Diamond FNPT II-MCC is designed both for basic and advanced instrument, navigation and procedural training. It’s also suited for instruction, check flights, screening purposes and skill proficiency tests.

Reykjavik Flight Academy has ordered three all-electric Bye Aerospace eFlyer training aircraft. Depending upon the aircraft and certification completion, estimated delivery is two to three years.

L3Harris has launched the Pilot Pathways Aviation Industry Recovery (AIR) Scholarship. It offers cadets the opportunity to receive up to £10,000 towards the cost of Integrated ATPL training.

Applications by 30 September 2021 here.

More than 10% of students at airBaltic Pilot Academy in Latvia are female – twice the industry norm. Recently six students graduated from their full-time integrated course, at the same time as the next 13 students started.

Resilient Pilot is helping unemployed pilots retain their skills, medical and currency though its recently launched Performance Programme.

Some pilots are eligible for Universal Credit to help towards the costs of revalidating. Contact Resilient Pilot here.

16 | FLYER | November 2021

Boeing believes commercial air traffic will be back to 2019 pre-Covid levels ‘within a couple of years’ although the aircraft manufacturer admits the recovery will be uneven as countries take varying actions to manage the spread of Covid.

However, Boeing puts a positive view on the recovery of aviation in the just-released latest edition of its Pilot and Technician Outlook 20212040. It’s a forecast of how the aircraft manufacturer expects the industry to recover over the next few years.

“Long-term demand for newly qualified aviation personnel remains strong, as 612,000 new pilots, 626,000 new maintenance technicians and 886,000 new cabin crew members are needed to fly and maintain the global

Above Despite the impact of Covid, Boeing’s forecast is optimistic

commercial fleet over the next 20 years,” says the Outlook.

“Meeting projected pilot, aircraft mechanic and flight attendant demand is wholly dependent on industry’s investment in a steady pipeline of newly qualified personnel to replace those who have left or will soon exit the industry through mandatory retirement, early retirement, recent layoffs and furloughs, and ongoing attrition.”

Boeing says that the industry has fundamentally changed because of the chaos caused by the pandemic. It acknowledges that ‘the training industry is adopting increasingly innovative solutions’.

The forecast says that over the next 20 years, 612,000 new

pilots are projected to be needed to meet commercial operator demand. In addition, 626,000 new technicians and 886,000 new cabin crew will be needed, making a total of 2,124,000 new personnel.

The biggest numbers are in the USA, with China and the Asia-Pacific region following.

Europe is not far behind with a total of 405,000 new personnel including 115,000 pilots.

The Boeing report can be downloaded as an app here.

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Pilot Careers

I Get Paid for This…

Paul Gibbs Low-level manoeuvring around coastal inlets in challenging weather conditions while seeing dolphins and orcas: Paul Gibbs patrols the Scottish waters.

Interview by Yayeri van Baarsen How did you get into flying?

I’ve always wanted to be a pilot. Even at primary school I was single-minded. After Air Scouts, I joined the Air Training Corps and was awarded an RAF Flying Scholarship when I was 18. Despite my best efforts, I didn’t manage to join the RAF as a direct entry pilot, but was instead selected as a cadet pilot by Air Atlantique.

Tell us about your job?

I’m an F406 maritime patrol captain for Marine Scotland. We operate from our base in Inverness, patrolling primarily Scottish Flying CV waters and recording any suspected illegal Maritime patrol captain Paul Gibbs flies activity. Patrols can occur at any time as an F406 on patrols for Marine Scotland. there’s always a crew of captain, co-pilot and Started current job March 2020 task specialist on standby.

Now flying Reims F406 Caravan 11 (for work), My favourite patrol is a ‘West Coaster’, Nipper 3A, Trago Mills SAH-1, Jet Provost 5A which involves lots of dynamic low-level Favourite aircraft Extra 230. ‘It’s the nicest handling aircraft I’ve ever flown. However, manoeuvring, often in stunning weather. nothing comes close to the fun-to-pound ratio Scottish weather is notoriously changeable and pure flying pleasure I get from my Tipsy and challenging, which brings satisfaction Nipper.’ after a successful flight. Another exciting Hours at job start Approx. 13,500 Hours now Approx. 13,800 aspect of this work is encountering marine wildlife. We often see dolphins and orcas, and last winter we spotted humpback whales west of Shetland. The flying is simply awesome. It’s very dynamic. most of my teenage years. To top it off, it was exactly the 50th Our minima for low-level operations is 100ft on the radio anniversary of my Nipper’s first flight. altimeter. We have strict minimum speeds to keep us safe when banking at low level, which are monitored by our operations team.

And your favourite airfield?

You need to feel comfortable flying in marginal weather at very low Lee-on-Solent. I’m a Gosport boy born and bred, and have spent level. Sometimes there’s a lot going on at once – identifying several so much time at the old HMS Daedalus, flying model aircraft, dozen closely packed trawlers, remembering which ones have gliding and powered flight. My first flight was in an Air Atlantique already been checked, whilst maintaining an agreed altitude limit DC-3 at Daedalus Air Day. I’m pleased to see how Solent Airfield, or lateral position due to nearby oil rig helicopters, and still flying as it’s now known, has evolved, and not been lost from GA. safely. That’s why the most important attribute for a Marine Patrol Captain is a high level of situational awareness.

Do you get to fly much outside of work?

I’m rarely on the ground. Living next to Inverness Airport, I can be What training did you have? airborne within 20 minutes of leaving home. Fortunately I have a After several years flying light twins, the F406 and DC-6 with Air very understanding wife, who doesn’t grumble when I pop out for Atlantique, I transferred to Highland Airways and became a some aerobatics in my Nipper! I also manage a Jet Provost training captain. Later I joined Flybe and worked as a contract operation and have flown more than 50 people, which is a true pilot on the Embraer in China. Although I had previous experience privilege. Recently, I acquired a Trago Mills SAH-1 prototype of fisheries protection and pollution monitoring flying, when joining which holds a special place in British aviation history .

Marine Scotland it’d been nearly 11 years since I’d last flown the F406, so I was required to do most of the type rating again – being What’s your most valuable career advice? taught by a guy who I had taught all those years ago!

Don’t believe you have to be someone special to achieve a flying career. Motivation and determination are key factors. I came from What’s been your favourite flight? a humble council estate background, but grabbed whatever Flying my little Tipsy Nipper from Inverness back to Gosport in opportunities existed, such as scholarships and sponsorships.

2018. I got to fly my own aeroplane, over my childhood home, past Be cheerful and keep your enthusiasm, even when those around my schools, and land it at Lee-on-Solent, an airfield where I spent you are losing theirs.

“Minima for low-level ops is 100ft on the radio altimeter”

18 | FLYER | November 2021

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Column

On Approach

Matt Dearden

Time to spare, go by air?

W

e all know the saying, but is it a tad harsh when it comes to considering using GA as a legitimate form of transport rather than just a hobby? I thought I’d put it to the test for a recent trip I had planned to the Isles of Scilly with a group of friends for a long weekend sea kayaking.

With everyone avoiding holidaying abroad this year it seemed the perfect opportunity to show my non-pilot friends how useful GA can be for going places. One of them is American, so she is quite used to flying in small aircraft to travel long distances on occasion. In fact, seeing as our plan was to fly from London down to St Mary’s, she was very much of the opinion there was no other way to do such a trip. The alternative would be to drive or take a train for the 5.5 hours down to Land’s End and then hop on a ferry taking another three hours, meaning we’d waste an entire day just getting there.

The first problem was finding a suitable aircraft to take the four of us. My little Super Cub was definitely not on the cards, lacking both the speed and seating capacity for such a trip, and there’s no borrowing of work’s PC-12, so I asked around for something meeting our needs. Most four seaters aren’t actually capable of taking four people with fuel and luggage any real distance, which meant renting something from the usual places wasn’t really an option. Luckily, a friend of mine has a lovely, modified Cessna 172 Reims Rocket, which he was happy to let me borrow at a reasonable rate.

The next problem was I have never flown a 172. The only SEP I’m current on is my Cub and while the thought, how hard can it be? crossed my mind, I thought it best to familiarise myself with some circuits just to be sure I wasn’t going to bend it. The other thought in the back of my mind, had been remembering a report of someone who went off the end of the relatively short and humped runway at St Mary’s…

The 172 doesn’t exactly have Super Cub levels of runway length performance and it’s been a while since I’ve landed on anything remotely sloping.

I needn’t have worried. The Reims Rocket lived up to its name and landed short too with those large flaps. The trickiest part was figuring out how to use the autopilot and glass cockpit with its blend of various Garmin units installed throughout. I think it had more screens than works PC-12!

The final part of the trip was the flight planning. As tempting as it was to go IFR, I opted for VFR as a lot of the charm of GA flying is being lower to the ground so you can actually see things.

Also, with SkyDemon in hand there’s really no excuse not to quickly plan a VFR route and allow for any required zone transits on the way. Yes, you could get a paper chart out and faff about drawing lines with a pen but the whole idea of this trip was to prove that going by air is quicker and by using something like SkyDemon, you can save lots of time over old-fashioned methods.

There’s always a bit of extra stress when flying ‘non-pilot’ friends, especially when they’re relying on you to get them to the destination. I made it very clear from the start that fun flying in light aircraft for trips like this is by no means a guarantee of success. If the weather was bad or the aircraft unserviceable, we would have to fall back on the ground-based method of getting to the Isles of Scilly. I’m lucky to be instrument rated, as was the Cessna, which took some concerns away if the weather was a bit iffy, but even then, neither the departure or arrival airports had instrument approaches.

Mark Mitchell

“We decided to depart early rather than risk getting stuck for an unknown length of time”

20 | FLYER | March 2020

Thankfully the weather behaved for the trip, as that’s always the worry when planning a longer cross-country trip VFR here in the UK. We departed bang on schedule (take note UK train services!) and once clear of the busy London airspace, I could relax a bit more and enjoy the flight.

Departure for the return trip was brought forward due to an impending weather front blowing in from the south-west.

We could have risked waiting it out but the forecasts weren’t great for what was following behind and so we opted to depart early rather than risk getting stuck for an unknown length of time.

Looking at the total amount of time I spent sourcing a suitable aircraft, planning the trip itself, getting checked out in the aircraft and then actually flying, I probably didn’t really save much time in the grand scheme of things. The cost was a bit more, although not by much, than a train/ferry combination per person. So I guess the old adage, time to spare, go by air, still holds true even when a trip goes to plan.

Saying that, I wouldn’t hesitate to do it all again…

Currently dividing his time between a Cub, a Catalina… oh, and a PC-12 matt.dearden@seager.aero November 2021 | FLYER | 21

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Column

Full Throttle

Mark Hales

E

Two-stroke is out…

ngine makers Rotax recently announced the end of two-stroke aircraft engine manufacture, saying this would leave none in production anywhere. It’s a claim that blithely neglects the likes of Messrs Hirth and Simonini, but you can see why Rotax are pulling out. In a world which wishes to become fully electrified as soon as possible, a two-stroke anything looks politically incorrect.

Rotax says the market now demands four-strokes, and will continue to make the 91-series (over 50,000 of which they say are in aviating service worldwide), and it’s just as well they will.

Just imagine what the 75-plus makers of VLAs (that’s all I could find still in business) would do for motive power if the 912 hadn’t been invented.

For those of us with longer memories… the Rotax 912’s ubiquity only harks back to the 1960s and 1970s and a time when just about everything that resembled a light aircraft featured a Lycoming or a Continental. There was a time when aeroplanes made here featured a Gipsy or Blackburn, but British piston engine makers have long given up in the face of economic reality, and despite Governmental intervention so have their French competitors.

On the heels of the Rotax announcement came news of the RED A03 engine’s successful test flights, and perhaps more important, news of sales. The A03 is a 500hp V12 four-stroke diesel, designed by a Russian and developed in Germany over nearly a decade, and which has now flown several hours in a Yak 18 four-seater – replacing the 350hp nine-cylinder Vedeneyev M14 radial – which to the Eastern bloc, seems to be what Lycoming and Continental are to the Americans. The surprising thing is perhaps that RED has found a market for a larger engine. It weighs 383 kilos, or a fair bit more than the original engine’s 215kg, but I’m guessing the big Yak could easily cope with that which was why they chose it. The news struck a chord with me. A few years back, I tried to develop a 250hp diesel conversion which remains still-born largely because I couldn’t find anything which needed the power and could handle the weight, but wasn’t certified.

Technical details are still a bit scant, but the A03 appears to be a twin-cam common rail four-stroke diesel, fully electronically managed with two of everything, including the facility to operate each bank of cylinders independently for greater redundancy. RED Aviation Gmbh has received Certification from the FAA, EASA, and both the Russian and New Zealand authorities, and has sold an engine to British Columbia-based seaplane operators Sealand, for installation in a

Beaver floatplane. The characteristically pug-nosed 450hp Pratt and Whitney 985 radial installation has been replaced by a much longer schnozz but the practical benefits are much greater fuel economy for the intended role of pleasure flights, and of course a modern electronically managed engine. Impressive, as much for the fact that RED found the finance for nearly 10 years of development AND the amounts required by officialdom for certification, not to mention the staying power.

Less good news is the number of promising projects which haven’t made it. On the pyre we’ll find the Orenda V8 – a 600hp petrol engine (8.1 litre, 336 kg dry) which owed something to the aluminium big-block Chevrolets found in US muscle cars. It was intended as a lower-priced retrofit for the PT6 gas turbine in a Beech King Air and gained FAA Certification. And Engineered Propulsion Systems Graflight 8, a clean sheet 4.3 litre 450hp two-stroke diesel which weighed only a bit more than a 350hp Continental and successfully

Mark Mitchell

“…a staggering 3,580hp from 41 litres and it was fantastically economical” completed 25 hours of test flying in a Cirrus SR22 four-seater. A great pity is that, because it sounded like a good idea.

Diesels in aviation are still not commonplace, but if we dig the pyre slightly deeper, among the ashes of the 1930s and 1940s we’ll find the extraordinary Napier Nomads which are notable for their complexity as well as their size and definitely deserve a book. I’ll summarise… The Nomad 1 of 1945/46 was a 12 cylinder valveless sleeve-ported two-stroke diesel compound piston engine incorporating a gas turbine where one engine simultaneously fed the other with pressurized gases and each part drove a separate contra-rotating propeller. It was as complex as it sounds, not to mention huge. It measured 11ft by four, and weighed 1.5 tons, but it produced a staggering 3,580hp from 41 litres and it was fantastically economical. The consumption of 0.345lb of kerosene per hp per hour is still claimed to be unmatched in aviation.

The Nomad ran for over 1,000 hours, some of that on the nose of an Avro Lincoln bomber set up as a test bed, and could fly the aeroplane alone with the four Merlins shut down. The Nomad’s weight and complexity in the face of simpler and lighter gas turbines sealed its demise but I celebrate the effort. Maybe Rotax might consider a 120hp version. Oh, it’s a two stroke…

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

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Column

Squawks Ian Seager

T

Good, bad or both?

here’s something strange going on with CAA licensing. On one hand there’s no shortage of pilots complaining about the performance of the CAA’s shared services licensing team, and the time it’s taking to get licence and rating applications processed. On the other hand, the CAA is telling me that it is currently working on applications that are 11 working days old (it aims to complete 90% of applications within 10 working days), and that the oldest application currently in the system is 14 working days old. Furthermore, I’m told by the CAA that the average processing time for the year has been steady at just seven working days. Given the pandemic, if those figures are accurate, I’d like to thank them for doing a great job and ask them not to gloat too much as I eat my extra large slice of humble pie.

But… I’ve just spent 10 minutes browsing the internet, and without looking too hard I’ve found a recent complaint that the certification of hours by an ATO’s Head of Training is not good enough (I’ll come back to that). I’ve read of rejected applications because of missing documents which, it transpires, weren’t actually required. I’ve seen complaints about the CAA website stating that a requirement can be met in a certain way (an examiner’s number in this case), and the CAA deciding it can’t. I’ve learned that the CAA is happy to take money to verify ratings for people transferring their licence to another EASA state, but when the same applicant applies for a CAA licence, the CAA is unable to verify the ratings that it just took money to verify. I’m told that licences are frequently re-issued with all of the class ratings missing (meaning that the licence is good for making a paper aeroplane, but not much more), and funniest/saddest of all, I was told by a senior aviation figure recently that an application was rejected because one form had a box that had not been completed – except the box was marked ‘For CAA use only’.

I had my CRI application rejected because my certified logbook pages and forms completed by the examiner weren’t enough proof that I had the required hours, meaning my only option was to get every page of my four logbooks copied and certified, or send in the originals. I’m no lean process guru, but surely if you trust instructors and examiners to fill in forms and certify pages you could take them at their word, and maybe check random samples for accuracy? Bluntly, the delay in adding my CRI rating has little to no effect on me or my flying right now, but there are people I know who couldn’t work because of the licensing delays, and that’s not acceptable.

Back to the CAA. When asking about processing times I also

asked how it measured the time an application takes. There was a suggestion (again online) that it only starts counting the days from when staff begin working on any particular licensing transaction.

The CAA told me ‘Applications received are dated on receipt and that is when we start recording how many days it takes to complete’, which makes perfect sense. It went on ‘If an application is placed on hold, the applicant is advised on what is required e.g. additional information or details, and we stop recording our service level days. When we receive the additional information, we re-date the application with the date of receipt of the additional information and place back in the workflow. We start recording the number of days taken to reassess. Therefore, for example, it may be another 11 working days to complete the application’.

I wondered if that might begin to explain the seemingly incompatible positions? We know that our fiendishly complex licensing rules are only really understood by a few people, almost none of them working for the CAA, and we know from its actions that when checking licence or rating applications its paranoia knows no bounds. I know, admittedly from a sample size of one, that a question requesting clarification on the additional requirements after rejection remains unanswered.

So if a large number of applications are rejected, and

Mark Mitchell

“Surely if you trust instructors and examiners to certify pages, you take them at their word?” questions go unanswered, might that explain the problem?

I asked the CAA what percentage of applications were rejected, and was told that it is a truly staggering 50%. Yup, that’s right, I did mean FIFTY PER CENT. If that isn’t a disastrously broken system then I don’t know what is. The top reasons for an application being ‘pended’ – CAA speak for rejected – are: No certified copy of current licence supplied, missing UK examiner details, No Course Completion Certificate/online Course Completion Certificate supplied, No logbook/logbook outstanding and incorrect TK exam paper number.

What an unmitigated disaster. The whole thing seems to be crying out for an urgent overhaul, maybe even dragging it into the 21st century. Oh wait, given the CAA’s delivery of Cellma we’d probably be better off subcontracting the whole lot to Ireland or Austria…

If over the last year or so you’ve had (or are currently having) some kind of licence transaction with the CAA, please let me know (in confidence if necessary) how it went, or how it’s going.

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

Celebrating 75 years…

Having missed a year due to the Covid pandemic, the Light Aircraft Association’s Rally made a triumphant return to deliver three great days of light aviation, attracting over 700 aircraft – and more than 3,000 visitors. A perfect way to celebrate its 75th anniversary!

Ed Hicks captures some of the highlights 01

26 | FLYER | November 2021

Display gems

02

01 Twenty-somethings, Bruce Buglass, Ben Gilmore and Tom Beever flew their Taylor Monoplanes in from Sleap, proving that great fun is available for a tiny budget!

02 There were 113 Van’s Aircraft RV’s of various types on display, but for the first time in the UK there were two ‘first of the line’ RV-3s out of the three UK airworthy examples. Owned by Rob Hatwell and Ed Hicks, they proudly headed up the rest of the RV parking 03 A proud Rally debut for the prototype Beagle Pup 100, G-AVDF is testament to the supreme efforts of the team that have returned this unique piece of British aviation history to flight, while retaining it’s unique time-capsule cockpit just the way it was when testing finished in May 1969. ‘DF was in great company with the prototype Beagle Pup 150, G-AVLN - click for video 04 Ivan Shaw’s ISA180 Seeker has flown three times, and Ivan is currently chasing some cooling issues. More testing is planned. Watch our video for a full update 05 HM293 Flying Flea was flown to the PFA Sywell Rally in 1971 by builder Bill Cole. Following 30 years in storage the aircraft is now being restored to flying condition

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November 2021 | FLYER | 27

LAA Rally 2021 01

What’s new?

01 The Sling Aircraft Sling TSI is currently the most popular four-seat kit when we took a look at the last couple of year’s of new homebuilt project registrations made with the LAA. Sling UK agent and LAA Chairman Tim Hardy’s new demonstrator aircraft, G-OTSI is currently in flight test ahead of gaining a full UK approval for the type. Power is from a Rotax 915iS 02 Four Van’s Aircraft RV-14s are now flying in the UK, and the first of the type to make a Rally debut was Robbie Jones’ freshly tested, and appropriately registered, G-XIVA. This is Robbie’s second project, his first was an RV-9A. 03/04 The first KFA Safari to be completed and flown in the UK was displayed by UK agent Graham Smith of Sprite Aviation. Originally from South Africa, power is from a VZ Turbo Rotax conversion, that delivers 120hp.

Click to watch our interview to find out more…

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Kitbuilt creations

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05 John and Denise Brady worked for over 10 years to build their Van’s RV-8, G-RUVE. Their efforts were rewarded with the Andy Nowicki trophy for Best Van’s RV for this very crisply finished machine. The aircraft was also commended for best kitbuilt 06 Winner of the RAA Canada trophy for best Kitbuilt aircraft was this Kitfox Mk.7 built by Geoffrey Leedham.

Geoffrey learned to rib stitch for the project, which was also painted in his garage at home 08 Alan Twigg started building his Europa Motorglider in January 2000, and despite come challenges like the bankruptcy of the company, and three years work to complete the motorglider wing installation (Alan is the first customer to finish and fly a Europa Motorglider) he’s enjoying the end result which won Best Europa 08 Dirk Verdonck flew his Onex to the 2018 Rally while still in primer, and returned this year fully painted. Dirk’s Onex is based at Moorsele (EBMO) and is the only example currently flying in Europe. Power is a 2180cc AeroConversions VW giving a cruise of 100kt

Dave Campion

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November 2021 | FLYER | 29

LAA Rally 2021 01

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Plans-built perfection

01/02 The Issacs Spitfire is a complex aircraft to homebuild, and that means it’s a very rare machine with just three examples completed and flown in the UK. Prolific builder Richard Teverson started the build of G-CLMC in November 2016, and the aircraft first flew in May this year. This flawless machine was awarded the Air Squadron Trophy for best plans-built aircraft. Check out the front cover to see two of these beautiful aircraft on display at the Rally – the other is a previous award winner from 2016, built by Alan James 03 CEO’s Choice is a new award, and was won by Barrie Towers Stolp Starlet. Barry built the aircraft from plans and modified the design to use a Rotax 912 engine 04 This replica Nieuport XI is also an single-seat deregulated microlight, and was built by Richard Vary.

Richard was awarded the Albert Codling trophy for best part-complete homebuilt 05 Mike Dolphin spent 10 years plans building a Jodel DR1050-M, and fitted a Rotax 912ULS and glass panel to make this a very modern example of the type

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30 | FLYER | November 2021

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LAA Rally 2021 Restorations

01 Glen Molloy won the Roy Mills Trophy for Best Classic aircraft with his restored Piper L18C, G-BJTP., which has been finished with authentic Italian Air Force colours 02/03 A truly amazing example of the art of restoration perfection, Frank Cox’s 1946 Fairchild 24R Argus, G-BCBL, received the John Randall Trophy for Best Vintage aircraft, and was crowned the overall Concours D’Elegance winner of the Prince Michael of Kent Trophy. The 25 year restoration also included the rebuilding of the aircraft’s 200hp Ranger engine 04 Michael Greenland was commended in the Best Vintage category for his Piper L-4 Cub, G-LOCH, which has been family owned since 1984. The aircraft was restored by Matthew Boddington at Sywell, and has previously won the best Piper award at the Rally in 2019 05 Gardan Minicab, G-AWEP, owned by Richard Thomas won the Sywell Trophy for Best Classic Homebuilt. The aircraft was originally built in 1968 by Frank Jackson and first flown by legendary test pilot Roland Beamont

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Paul Kiddell

Paul Kiddell

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LAA Rally 2021 01

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And finally…

01 Formation walk to the fuel pumps for Taylor Monoplane pilots, Ben, Tom and Bruce 02 Alistair Lawrence, 22, was awarded the 2021 Liz Inwood Tailwheel Scholarship

by VAC chair Anne Hughes 03 Retiring BMAA CEO Geoff Weighell (right) and new CEO Rob Hughes, share a smile!

04 Alex Krol (right) was the first PPL trained by Aerobility, and he flew the Grob 109B Able into the Rally with test pilot Guy Westgate 05 LOM M322 adaptor offers potential to use the Czech-built engine in Chipmunks and Tiger Moths 06 Need an aeroplane portrait? Jane Pearson can help with that…

07 Fresh in his new role as Engineering Director at the LAA, John Ratcliffe, was enjoying getting to know the world of LAA and meeting members 08 Sven-Erik Pira, left, was awarded Most Meritorious Flight for his trip from Sweden in his Ercoupe SE-BFX 34 | FLYER | November 2021

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My First Solo

Darren Lewington Air traffic controller Darren Lewington first soloed during his lunch break…

Interview by Yayeri van Baarsen

Solo stats Air traffic controller and former Goucestershire Airport manager Darren Lewington makes art and furniture from recycled aeroplanes When 29 February 1996 Where Gloucester Airport Aircraft Piper PA-38 Tomahawk Hours at solo 7h 40min Hours now Approx. 400

How did you get into aviation?

My dad was an engineer and every Sunday he’d take me to Southend Historic Aircraft Museum so he could go for a lunchtime pint with his colleagues.

Standing there as a five-year-old, looking at the aeroplanes, I knew I wanted to fly. However, instead of becoming a pilot, I ended up becoming an air traffic controller, which enabled me to learn to fly privately in 1996.

How did your flight training go?

I had an absolute hoot and enjoyed every single moment. I trained at Gloucester Airport, where I worked in ATC, and was instructed by the fantastic Paddy Barrett. He taught me as a friend, on whichever aircraft we could get our hands on cheaply.

Being an air traffic controller was an enormous advantage. It meant that from day one I wasn’t daunted by radio or procedures. If anything, learning to fly actually improved my controlling skills.

Being at the other end of the microphone gave me a better appreciation of what pilots were doing and taught me to pass information and clearances in a more relevant and sensible way.

Were you expecting your first solo?

No, I wasn’t. As I used every opportunity to fly, one day we were flying during my lunch break and when taxying back after

two circuits, I just assumed it was the end of my break. Then my instructor suddenly jumped out. I was pretty petrified at the start, especially as Paddy hadn’t told me the aircraft would climb so much faster without him in it!

Downwind, I did my pre-landing checks four times – to this date, my first solo remains the best landing I’ve ever done. I got such a buzz from soloing, it’s still one of my biggest achievements.

Afterwards, my ATC colleague said ‘Congrats, don’t be late!’ and I returned to work with a huge grin on my face.

That afternoon, everyone got straightin approaches!

Gloucester Airport flourished while you were airport manager there – what makes a successful airport?

There’s no big secret. Just like everything else, successful airport managing comes down to offering customer service and good products at a fair price. If you do that, people will come back.

It’s about knowing what your customers want;. GA pilots have no desire for PPR, mandatory handling, high vis, restrictions on hours or expensive landing fees.

Given your air traffic background, have you got any tips for those who are nervous when it comes to making radio calls?

Get your radio communication nailed

“Whether it’s a circuit in a Cherokee or being a passenger at 35,000ft, flying is a huge privilege” 36 | FLYER | November 2021

before you get into the aircraft! Don’t spend money on learning it in the cockpit, instead give yourself vectors around the kitchen, or clearance to the bathroom.

There are only a dozen mandatory readback items, so get a list of the standard words and phrases and study it.

At home, on the bus, wherever – just not during your flight training. As an air traffic controller, I’ve spent most of my career hearing people wasting their money by trying to talk to me in slightly technical language.

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Technical

Time to overhaul?

Technical

A healthy engine is vital when it comes to safe and reliable aviating. And a good overhaul by a reputable organisation has the added bonus of adding value to the aircraft. Jerry Parr advises us on how to research thoroughly and spend wisely…

T

he idea of having to have an engine overhauled can bring owners out in a nervous sweat. An avionics upgrade or a respray costs are more readily accepted because they give something tangible, but an engine overhaul is often regarded as one of those necessary evils – especially if the aircraft is essential to a business.

That said, engine performance decay is a slow process. Decreased performance tends not to be noticed until a newly overhauled unit is installed, then one realises what full power should really mean.

In addition, an overhauled engine directly affects the value of the aircraft as a whole.

Let’s start with what is meant by ‘engine life’.

The engine manufacturer recommends how long an engine can be operated before it is due for overhaul, i.e. its ‘life’.

Time Before Overhaul (TBO) is the term given to this ‘manufacturer-given life’ for an engine and is normally quoted in both engine hours and calendar time.

I should mention that not all engines are created equal when it comes to TBO. The majority of Lycoming engines are lifted at 2,000 hours or 12 years, whichever occurs first. Lycoming engines that live a hard life, such as in aerobatic machines or crop-dusters, are often restricted to 1,400 hours, whereas the Cessna 152/Piper PA-38 O-235 has a recommended TBO of 2,400 hours. Continental Motors’ recommended engine hours vary as well, depending on the model. And the later Rotax 912 has a TBO of 2,000 hours or 15 years.

Life beyond TBO

On UK-registered non-EASA certified aircraft,

November 2021 | FLYER | 39

Fly your own Technical

“ An engine can continue to remain in service for private use only (termed ‘on condition’), as long as it undergoes regular checks in accordance with GR No 24” once an engine reaches the engine manufacturer’s recommended TBO, it may continue in service.

The rules and regulations covering this period in ‘extension’ are found in the CAA’s CAP 747 Mandatory Requirements for Airworthiness under Generic Requirements No 24. If the aircraft is being used for training or private hire, then it is allowed to continue for a further 20% of its allowable life (known as running ‘on extension’), so for a 2,000 hour/12-year engine that would mean 2,400 hours or 14.4 years. Beyond this, the engine can continue to remain in service for private use only (termed ‘on condition’), as long as the engine undergoes the regular checks in accordance with GR No 24.

The GR No 24 requirements are not particularly onerous – cylinder compression checks every 100 hours combined with normal physical inspections and a continuous monitoring of oil consumption and leaks. At the moment, there is no allowable extension period for the Rotax 91x series of engines (or for some other engine types), although after 25 years of operation, I would imagine they should have amassed enough data by now to allow it – if anyone asks the question.

A number of years ago, GR No 24 was reviewed and a clause added that meant if an engine that was operating beyond TBO was stripped down for any particular reason (such as a shock load) then it could not be released back into service without being overhauled. Fortunately, the CAA changed this pretty draconian ruling to one that the engine’s condition must be assessed if undergoing heavy maintenance and be overhauled if required.

The overhaul requirement goalposts have now moved again following Brexit. The CAP 747 GR No 24 alleviations are still allowed for non Part-21 aircraft (as above) but can no longer be applied to Part 21 (EASA) certified aircraft. The options here now come under the Part-ML rules where an owner can stipulate in the aircraft’s ‘Aircraft Maintenance

40 | FLYER | November 2021

Above While pistons can be cleaned up, scored piston skirts could render the item unusable Right Cam wear, common in Lycomings, often leads to pitting in the faces of cam followers

Programme’ the operating allowances when it comes to non-mandatory lifed items such as a piston engine.

Airworthiness Directives must still be complied with and if the Chapter 4 of an aircraft’s (manufacturerissued) maintenance manual applies any limitations to the engine hours or calendar time between overhauls, these must be adhered to.

This deviation from the manufacturer’s recommended TBO should be justified by the owner and whilst there are decades of evidence in operating engines to TBO +20%, to operate an aircraft in the ‘commercial’ (i.e. flying school) environment might be considered by some to be a step into the unknown and one would be wise to proceed with caution.

There have been rumours that insurance companies may not cover aircraft with engines running ‘on condition’ for such use.

The overhaul options

There are a number of options available when it comes to replacing a ‘life-ex’ engine – possibly more choices than usual when it comes to aircraft.

The first decision to make is whether to overhaul or replace with new.

1. Buy new Historically, GA aircraft engines are not replaced with new as the financial cost cannot be justified for it means a much larger capital outlay with little technical benefit. One of the exceptions to this rule is the Rotax 91x series of engines. The reasons are twofold. First, the overhaul cost versus the cost to replace with new is much closer than with the ‘standard’ aircraft engine. The reason for this is the components that Rotax mandate are replaced with new at overhaul – including the crankshaft. The second reason is that even a 91x engine at TBO still commands a decent price when sold as they are known to carry on quite happily beyond TBO in microlights and other non-certified aircraft. This means that for a Rotax, it may well be that the

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Fly your own Technical

Coming to terms TBO/Zero-time When an engine is overhauled, it is released to service to run to TBO again. For instance, forgetting for the moment the complexities of extensions and running on condition, an O-320D3G engine reaches 2,000 hours and is then overhauled.

This means that the engine is released to run another 2,000 hours (or 12 years). But, as far as its personal history goes, the engine has run 2,000 hours and the future hours are effectively added to that previous total. The second time it reaches TBO, the engine will have amassed 4,000 hours.

For an engine to be ‘zero timed’ (the common term for an overhaul), the engine would have to be returned to the factory and be overhauled (in Lycoming-speak) in accordance with their ‘zero time rebuild’ programme.

What should be noted is that any engine coming out of the factory, invariably has more ‘used’ components in it than an engine overhauled by field overhaulers. The engine manufacturers dictate what components must be replaced at overhaul (be it by the factory or elsewhere); whereas most if not all UK-based overhaulers would replace a camshaft at overhaul, the factory may not. Obviously, the components installed must meet the required wear limits but that does not mean they are new.

42 | FLYER | November 2021

Above If you’re part exchanging a core-engine, it is expected that the crankshaft and crankcase are serviceable and can be used to build another overhauled engine

sensible option is to buy a new (and therefore latest specification) engine. That said, if the owner really wants it then the existing engine can be overhauled.

To replace a run-out Lycoming or Continental Motors engine with a new one does not make any financial sense. This then takes an owner down a different route of options available from either the manufacturer or an approved engine overhaul shop, namely overhaul the existing engine, purchase an overhauled engine, or part-exchanging the existing run-out engine (known as the ‘core’).

2. Exchange When part-exchanging the core engine, it is expected that the crankshaft and crankcase are serviceable and can be used to build another overhauled engine. If either are not deemed serviceable, then a portion of the core charge (the maximum value of the part-exchange engine) will be retained.

Normally, the original engine manufacturer will have overhauled engines that have been sitting on the shelf and ready for exchange. It may be for some of the rarer types that there is a wait while a replacement engine is prepared. An advantage of this is that the newly overhauled engine can be obtained in advance, sitting on the hangar floor ready to be installed as soon as the life-ex engine is removed. Downtime is therefore minimised, which is great news for a commercial operator who doesn’t make money when an aircraft is sitting in the hangar undergoing maintenance.

Some of the larger UK-based engine overhaulers may have examples of the popular engine models (such as installed in the Cessna 152 or Piper PA-28-

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Fly your own Technical

Above You’ll be amazed how many seals and gaskets need to be replaced during the overhaul process Right The cost to overhaul an old cylinder can often be so close to the price of a brand new assembly

161 Warrior) ready to ship, but this is not always the case.

Realistically, no one is going to ship an engine back to the manufacturer to have it overhauled from the UK, so if one chooses the new engine to be supplied by the manufacturer, then it will be an exchange unit. One advantage of this is that the unit will be built to the latest specifications. It has to be said that there have not been that many changes to GA aircraft engines over the years – one relatively recent one was the introduction by Lycoming of roller tappets to help reduce camshaft wear. To incorporate roller tappets means changes to the crankcase so would not normally be incorporated by an overhaul away from the factory.

The engine manufacturers offer various ‘standards’ of overhaul. For instance, Lycoming offer ‘zero-timed rebuilt’ and ‘factory overhauled’ engines.

Continental Motors offers ‘factory rebuilt’ engines.

3. Overhaul existing unit There is a train of thought of ‘better the devil you know’ when it comes to having an existing engine overhauled and refitted to the airframe.

There is a lot to be said for this but quite often, the parts count that remain in use may be quite small. It is quite common for the crankcase halves to fret. This is where they literally rub against each other, wearing the metal away. Obviously, this can lead to issues with the alignment and running of other components. The situation is not normally fatal to the crankcase but invariably means shipping it back to a specialist shop in the USA for repair, although many UK overhaulers keep serviceable or repaired cases in stock to minimise downtime.

Crankshafts also suffer through wear and corrosion and occasionally have to be replaced.

In decades gone by, it was common for engine cylinders to be overhauled. By and large, this is no longer carried out. The cost to overhaul a cylinder is so close to the price of a brand new assembly

44 | FLYER | November 2021

it means that there is no real value in refitting overhauled cylinders – one of the most stressed components in the engine.

There are a lot of Parts Manufacturer Approval (PMA) parts available for engines these days – from gaskets to complete cylinder assemblies. In the car world, these would be termed ‘pattern parts’. To produce PMA parts, the company must have been granted that approval by the FAA. While the PMA parts may be cheaper than factory manufactured parts and are fully approved, they may not be the better option. It has to be said that there are far more Airworthiness Directives (AD) for PMA cylinder assemblies than those produced by Lycoming, for instance. Recently, some Superior Air Parts crankshafts have been the subject of an FAA-issued AD. That saga has dragged on for many months with some owners having to resort to sourcing a replacement crankshaft from another manufacturer as SAP are not producing new ones.

Finding your overhauler

There are a number of approved engine overhaulers in the UK (and of course abroad). It pays to do the research, as with anything, but this is especially so when you are paying out an immense amount of money to have an engine overhauled.

There are pros and cons to looking in the UK or going abroad. Prices and reputation may both come into play with foreign shops, but when the shipping costs are taken into consideration and any potential warranty issues are considered, the dividing lines become closer.

The internet provides a wealth of information but should not be the only source of research. True, most engine overhaulers are not situated on airfield sites, so it means getting in the car (rather than an excuse to go flying) and personally visit the shops and see what they offer for the money.

Check on the background of the company – there

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Fly your own Technical

“Other components, like magnetos may need to be replaced at the same time…”

Top Is it time for new magnetos, starter motor or other accessories on your engine?

Above An overhauled engine undergoes its first run Below An organisation that carefully builds an engine that looks like a work of art speaks volumes about its attention to detail

46 | FLYER | November 2021

is little point in having a warranty in place if the company changes its identity every six months. Who is the engine-experienced member of staff in overall charge? In the old days, these were the ‘D’ licensed engineer, a rating lost in the transition to EASA where the engine overhaul approval requirement is for the company to hold a 145 approval. It still needs someone at the top who knows their stuff when it comes to engine overhaul and operation. These days there are some non-145 approved companies who hold the approval to overhaul engines.

Normally, the aircraft’s maintenance organisation would also be consulted for its opinion on the options available – factory, field overhauler, and indeed which shop to go to. Bear in mind that it is not unknown for organisations to offer other organisations sweeteners for them to send them work.

Listen to valid reasons based on experience from your maintenance organisation but remember it is your money.

When budgeting for the overhaul, it must be remembered that other components may need to be replaced at the same time, adding to the expense.

Magnetos, starter motors and other accessories are often included in the overhaul quote but a propeller governor may be quoted separately. Worn or broken parts may be discovered during the engine removal (broken cooling baffles for instance) but some components are specified in the aircraft’s maintenance manual as a mandatory replacement at engine overhaul. These might be fuel and oil hoses, engine mounts and even engine controls.

While the engine is out, it is also the ideal time to really inspect the engine mount, replace the attachment bolts and ideally strip and respray the mount in white or light grey – cracks are inherently black and are much easier to spot if the engine mount isn’t painted black. Powder coating is not a good idea as the relatively thick coating can hide cracks.

In the UK, engine overhaul organisations are approved by the CAA to a standard. That does not mean to say that some don’t set their standards even higher. The factory might find it acceptable to build an engine and then paint it all over in one hit.

Personally, I think that an organisation that carefully builds an engine that looks like a work of art, with individually-painted components bolted together with new and shiny nuts and bolts, speaks volumes about its attention to detail.

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Safety Accident Analysis

Running out of charge…

I

t’s hard to deny the capabilities of modern instrument panels.

All-singing, all-dancing, reliable and lightweight, but when something goes wrong how does it tell you and do you know what to do about it? Even simple aircraft have increasingly complex electrical systems and rely on electrical power for everything – in some cases even to keep the engine running! So when there is a failure of some kind, then spotting that failure is vital, diagnosing it essential and understanding the consequences absolutely key to ensuring your flight ends safely.

Two recent incidents show how far reaching an electrical failure can go… and how serious consequences of misdiagnosis can be.

Accident 1

The pilot and passenger intended to fly to Southampton Airport where G-HAKA, a DA42 NG, was required for aerial work. The DA42 NG is a four-seat, twin-engine aircraft equipped with two Austro diesel engines and is equipped with a Garmin G1000 glass cockpit display suite. The aircraft is equipped with mission equipment specific to the aircraft’s role, and which increases the loads on the electrical system.

Neither engine would start, and the pilot reported no glow-plug indications and poor engine turnover when using the starter motors.

Engineers from the operator’s maintenance provider eventually started the engines with the aid of a ground power unit. Engine ground

runs and a download of the engine Electronic Control Units (ECUs) showed no anomalies.

A maintenance release form was signed off on the basis that the main aircraft battery charge state was probably low, and the pilot and passenger reboarded the aircraft behind schedule. The pilot reported that the engines started, but the low volts cautionary alert was displayed shortly after the cockpit checks were complete. This was disregarded ‘as a likely result of the earlier problems and something that would clear with engine running’.

Following a normal take-off there was an audible alert and the pilot again observed low voltage cautions for both main electrical busbars.

The pilot decided to return to Leeds Airport, but did not declare an emergency because ‘the checklist suggests 30 minutes time available’.

The abnormal checklist for low volts refers to two more checklists.

The pilot reported that the checks required by 4B.3.7 were completed, but not those in 4B.4.6 because an alternator failure was not displayed.

The first action in checklist 4B.3.7 is to ensure that the alternators are switched on.

Following the checklist, the pilot reduced electrical loads but the busbar voltages decreased to 21 volts as the aircraft was on the downwind leg. After completing the pre-landing checks the pilot used a GPS tracking device to send a message to the operator informing them of the problem and selected the ILS approach plate on an electronic

“The electrical load was further reduced by switching off the lights apart from the strobes” 48 | FLYER | November 2021

tablet. The electrical load was further reduced by switching off the lights apart from the strobes. As the aircraft started the turn onto the base leg the busbar voltages decreased rapidly and the pilot informed ATC that communications might be lost.

Shortly after settling on the ILS, all electrical power was lost, which resulted in the loss of the electronic flight displays. The pilot switched on the emergency power, one-shot battery for the standby artificial horizon, levelled off, and started a turn to the right. The cloud base was approx 700 to 800ft agl so, when a suitable gap was found, the pilot descended while maintaining sight of the ground. With the aid of a mobile phone-based flight planning application, the pilot was able to return to the airport where an uneventful landing was carried out.

The most likely scenario is that the main aircraft battery charge state was initially low, which meant the pilot was unable to start the engines.

The maintenance provider subsequently started the engines and switched the alternators off when they downloaded the ECUs, but this was not a requirement of the download procedure in the AMM. It was noted that five other procedures in the AMM contained cautionary notes that the alternators should be switched off during an event log readout, which is what the engineers said the aircraft manufacturer had taught them to do. The AAIB believe that the contradicting cautionary notes can cause confusion and, potentially, aircraft system damage.

The pilot reported that the low volts cautionary alert was displayed shortly after the engines were started and the cockpit checks were complete. This was dismissed as being associated with the earlier problems. Shortly after take-off, the pilot heard an audible alert and

Mark Mitchell

Our aircraft electrical systems are becoming increasingly sophisticated and with it more complex. Understanding how it all works is beyond most of us so Steve Ayres suggests knowing what to do when something fails has never been more important…

observed that both low volts indications were displayed. It is not known if the low volts indications cleared prior to take-off, but checklist 4B.3.7 stated that if the fault could not be rectified on the ground that the flight should be terminated.

The pre-flight and engine start checklists include checks that the alternator switches are on. The pilot reportedly checked the switches on two occasions, believing them to be on when they were off. It was stated that the alternator switches are normally left in the on position because the AFM does not require them to be switched off after flight. It is, therefore, probable that confirmation bias resulted in the pilot seeing what they expected when the switches were checked.

The G1000 display system does not depict the alternator switch status and has two voltmeters, one for each of the main busbars. If the alternator switches are off, the voltmeters continue to show the busbar voltage, which will be the main aircraft battery voltage. Furthermore, if the alternator switches are in the off position and the engines are running, the ammeters will show a current demand because the alternators will be supplying electrical power to the alternator control units, fuel pumps, ECUs and ECU back-up batteries.

This could potentially reinforce the belief that the alternators are switched on when they are off. The electronic display suite shut down when the main aircraft battery voltage reduced below the requirement to power the system.

The engines continued to run because the alternators continued to supply electrical power to the alternator control units, fuel pumps, ECUs and ECU back-up batteries.

Accident 2

The Tecnam P2008 was in cruise flight when, according to the pilot, the electronic flight display system ‘went out’. About 10 minutes later, the engine sputtered and lost power.

The pilot switched fuel tanks and attempted to restart the engine unsuccessfully then made a forced landing to a field. During the landing rollout, the aeroplane’s nose landing gear struck a ditch and it nosed over, resulting in substantial damage to the wings, vertical stabiliser, and rudder. Review of recorded data from the aeroplane’s instrument

panel-mounted display system indicated that electrical bus voltage started at 12.6 volts when the system was powered on, decreased for the entirety of the recording, decreasing more rapidly near the end of the flight.

The alternator electrical current was zero for the entire recording.

Post-accident examination and testing of the aeroplane’s electrical system revealed that the system was functioning normally – all cautions and warnings, including the ‘ALT OUT’ message, were displayed by the system as required. Additionally, testing of the aeroplane’s engine and fuel pumps showed they also operated normally.

Given this information, it is likely that for the entirety of the accident flight, electrical power was being supplied by the aeroplane’s battery alone and was not being replenished by the alternator.

While the aeroplane was equipped with two fuel pumps, both required electrical power for operation. One fuel pump was likely not operating at

all for the flight, as it required electrical power solely from the alternator for operation. The remaining fuel pump, which was powered by the battery, likely ceased operation as the battery voltage decreased to a level below that required to sustain it.

With both fuel pumps offline, the engine was subsequently starved of fuel, and lost total power. An abbreviated, six-page checklist was found in the accident aeroplane.

Comparison of the checklist to the published flight manual revealed differences from the Normal Procedures section in the flight manual, including no mention of checking the position of the alternator side of the split master switch on the checklist. It is likely that as the pilot began the flight, he did not activate the aeroplane’s alternator, nor did he notice the warning messages and voltage highlights that were called out by the aeroplane’s electronic flight display system during the flight that would have warned him of this omission.

Ayres’ Analysis Back in the days of yore, electricity was one of those things us GA types only knew was essential when the sun set. But now it is everywhere in our aircraft, and understanding the systems, and often more importantly, how they interact, has become a bit of a mind bender. In some ways, the growth in complex ‘plug and play’ replacement instrument panels and those now found in many homebuilts, has made understanding what’s going on more tricky.

Running out of electrical power, for whatever reason, can have implications for engine ignition systems, fuel pumps and most of our instrumentation (including all the engine instruments), not to mention the old classics of warning lights and horns, undercarriage and flap actuation.

In the first incident, believing that the alternator switches are never turned off, probably resulted in the pilot failing to recognise they were indeed off.

And despite all the audio warnings he remained convinced the cause was a low battery charge at the start of flight. Combine that with ammeters which showed current was flowing (in this case to the ‘essentials’ such as the engine control units) despite being turned off, and what the systems are actually ‘telling you’ is no longer straight forward, sometimes contradictory and ultimately confusing. This is not an unusual scenario and processing all the information to arrive at the right set of actions takes practise, familiarity and, yes, probably some form of simulation.

Having spent a fair bit of time in complex single-seat cockpits, sorting the wheat from the chaff was only ever possible through familiarity with the failure modes, and what needed to be done to ensure safe flight could be continued.

In both these incidents, a failure to switch on the alternators was nearly disastrous. For the Diamond, despite having one of the most modern and capable flight decks, the pilot was left relying on a one-shot battery for an attitude reference and a mobile phone for navigation.

In the second, power failure meant no fuel pumps and ultimately engine failure. Granted both incidents were as a result of our old friend human error in failing to switch on the alternators. But not identifying the error from the events that followed is a big worry and a reminder to all of us to brush up on the indications of alternator failure, to learn the immediate drills, and to understand the consequences of power loss.

November 2021 | FLYER | 49

Safety Accident Reports Beware manoeuvring with full flap…

Steve Ayres summarises and comments on accident reports from around the world and looks at a handy series of compact first aid kits…

Small margins Wag-A-Bond C-GKGX Barron Lake, Quebec Injuries: One fatal

A Wag-A-Bond amateur-built aircraft took off from the frozen Barron Lake, near the municipality of Gore, Quebec.

The pilot was going to meet one of the aircraft’s co-owners to conduct other flights during the day. When the aircraft took off from the frozen surface of the lake, westbound, the flaps were set to 40°. The aircraft climbed to nearly 50ft agl, close to the north shore of the lake, and began turning left with the flaps still at 40°. The aircraft entered a spin to the left and struck the surface of the lake in a near-vertical attitude.

Comment For me, the most informative aspect of this inquiry is contained in two footnotes. First, “The maximum flap setting is 40°.

This setting was used to make the take-off on snow easier. On some aircraft, such as the Piper PA-18, this setting is also used as a short field take-off technique”, and second, “The pilot would have begun turning left to distance himself from the shore and conduct his climb in the centre of the lake to reduce the noise level for lakeside residents”.

This procedure was part of an agreement between the aircraft’s co-owners. Of course, neither of these elements in themselves caused the accident but when combined they had the potential to erode safety margins significantly.

The difficult bit for all of us is

knowing when the procedures we follow reduce those margins by too much… which is especially difficult to spot when the consequences of each are cumulative.

Hedge trimmer!

Head AX8-88B Hot air balloon G-TIMX Welton, Daventry, Northamptonshire Injuries: One serious

The eastern side of the landing field was bounded by a hedgerow and the pilot decided to allow the balloon basket to make contact with this to reduce the ground speed for touchdown. There were fence posts embedded in the hedge which were not visible to the pilot.

He reduced the height of the balloon to bring the basket level with the top of the hedge and made contact as he intended. One passenger described the impact with the hedge as ‘hard’ and believed it dislodged her from the brace position. As a result, the passenger did not believe she was in the planned brace position when the basket struck the ground.

The wind then carried the balloon past the hedge pulling the basket clear and it dropped approximately one metre into the field. The pilot described the touchdown as a ‘small bump on the landing which is normal and expected with the wind conditions’.

During touchdown the basket fell onto its side and the balloon then deflated normally. During the landing one passenger suffered a serious lower leg injury. The British Balloon and Airship Club (BBAC)

“The aircraft began a turn to the left at 50ft with full flap selected, then entered a spin…”

50 | FLYER | November 2021

Pilot Training Manual contains a chapter on technique for landing at speeds above 8kt. It recommends bringing the balloon very low across the landing field so that there is little or no vertical velocity then opening the balloon rip panels to release hot air and so rapidly reduce buoyancy.

The balloon basket should then slow down rapidly due to friction with the ground. The manual does not suggest using a planned collision with trees or hedges to reduce touchdown speed. This technique is, however, widely discussed and accepted amongst the hot air balloon community.

Comment Using an ‘unapproved’ technique can be fraught with danger especially where the particular technique has evolved over many decades and is the distillation of many and often painful lessons learned.

I’m not a balloonist so I pass no opinion on this particular incident but it is a reminder to be wary when diverging from adopted practice.

Blinded by the light!

Piper PA-28-161 N8436T Nantucket, Massachusetts Injuries: None

At the conclusion of a visual flight rules flight, the pilot completed a practice instrument approach to the runway. When he decoupled the autopilot at the conclusion of the approach, he looked up and was momentarily blinded by the setting sun. When he regained sight, the aeroplane had drifted to the right of the runway centreline.

The tower controller then advised him to execute a goaround, and the pilot added full power and held the nose level to gain airspeed before climbing.

The aeroplane subsequently struck a construction barricade on

Weather School

Safety Accident Reports a closed taxiway. The pilot continued around the airport traffic pattern and made a normal landing.

As a result of the impact with the barrier, the aeroplane’s right wing was substantially damaged.

Comment It is fast approaching that time of year again when low sun angles cause problems landing on our mostly east/west facing runways. If things get difficult, ‘going around’ is usually the best option but it does take time and height to do so.

This was, however, a practice instrument approach and blinding sunlight is seldom an issue when transitioning to the visual environment at the end of a normal instrument approach.

Doubtless the pilot presumed he would see the runway in what was evidently VMC. This not being the case, provides a good reminder that a decision to continue with an approach visually still needs to be made at the appropriate decision height.

“During the approach, the tow bar which was hanging from the nosewheel, entangled in trees” been expected. We all feel flustered and angry with ourselves when we do something we consider stupid but not letting it get in the way of flying the aeroplane safely is really important and for many of us takes some learning.

In most instances, however, there is no rush to get back on the ground. Taking a bit of time to think through the various scenarios, getting emotions back under control and planning carefully for the landing is invariably the best course of action.

Boat, not an aircraft…

From bad to worse

Cessna 185

Piper PA32R

Palmer, Alaska

N3445Q

Injuries: None

Kimberling City, Missouri Injuries: Two serious

The pilot reported that he moved the aeroplane out of the hangar using a tow bar and his personal vehicle. The pilot added that he did not remove the tow bar from the aeroplane.

The pilot and passenger then departed on a cross-country flight.

Witnesses at the airport notified the pilot by radio that the tow bar was still attached. The pilot then entered the traffic pattern to land at the airport. During the approach the tow bar, which was hanging from the aeroplane’s nose wheel, impacted and got entangled in trees. The aeroplane then impacted ground objects and terrain. A post-crash fire ensued and destroyed the aeroplane.

The pilot added that he did not know why he got so low on the approach to the airport.

Comment This is a sad example of bad things only getting worse. I suspect the towing arm was quite substantial as it was combined with the pilot’s vehicle to move the aircraft. Nonetheless, the sequence of events that followed appears out of proportion to what might have 52 | FLYER | November 2021

N185SZ

The pilot reported that at the time of the accident he was practicing a water ski manoeuvre on the open waters of a remote river in his

tailwheel-equipped aeroplane. The water ski manoeuvre involves the aeroplane’s main wheels touching the surface of the water while maintaining flying speed. The pilot added that while maintaining about 90kt indicated airspeed, with the main landing gear wheels waterskiing across the surface of the water, he recognised that there was additional drag being placed on the wheels, and the airspeed began to decay. In response, he added engine power, but the airspeed continued to rapidly decay, and the main wheels subsequently settled into the water, and the aeroplane nosed over, sustaining substantial damage to the wings and engine mounts.

Comment No kidding! I am guessing there is a bit of a market for video clips of this sort of thing although there must surely be safer ways of proving one’s piloting prowess. Whatever the reason: “Do not try this at home”!

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They are compact, contained within water-resistant packs and can be purchased from a number of sources.

54 | FLYER | November 2021

FLYING ADVENTURE

A favourite place to fly, so it is…

With historic ruins, beautiful places, or the Game of Thrones trail…

The stunning Province of Northern Ireland has it all, as Paul Kiddell discovers, so he does…

B

eautiful Northern Ireland, full of warm and very funny people full of endless craic, is undoubtedly my favourite place to fly. Down at Kilkeel on the east coast, just north of the Irish border, our friends Gary and Gregory Nicholson host a legendary annual charity fly-in BBQ at their scenic 790m grass strip at Derryogue. Sadly for me, the late-July event usually clashes with my annual pilgrimage to Oshkosh. But with the USA still closed to overseas visitors, 2021 would offer a rare opportunity to make the fly-in with Eurostar flying buddies.

As ever with eagerly anticipated fun flying trips, the week prior to the Saturday 24 July event saw lots of weather checking (with the usual search for the forecast model with the best outcome!).

However, while the models showed settled high pressure over Northern Ireland, they also all agreed that a frontal system in the south of England would block my southern-based route home for my pals.

As a result, we agreed to bring the trip forward, with a Wednesday evening departure to Kilkeel followed by a full day of touring Northern Ireland’s scenic airfields and strips.

As ‘trip planner’, Tuesday evening was spent calling friends across Northern Ireland. As usual, I was met with endless generous offers of accommodation and feeding / fuel support, which ensured we could all travel as light as possible – always a key consideration on microlight trips. We also filed our General Aviation Reports (GAR).

Under the Terrorism Act 2000, flights to and from Northern Ireland still require a GAR to be submitted with 12 hours’ notice but SkyDemon makes this painless and emails back a copy of the UK Border Force Collaborative Business Portal (CBP) system receipt. You can also send a GAR via the free Government online portal.

With my Eurostar syndicate partners unavailable, Nick Stone from Leicester flew to my Eshott base in his bright red group Eurostar SL and jumped in with me. I must admit that I really don’t enjoy water crossings so I welcomed Nick’s company, while Nick was happy to be reunited with our Eurostar G-CEVS which we bought off him and his syndicate when they purchased their red SL in 2015. First love never dies!

Nick and I set off from Eshott at 1500 down the Tyne Valley to rendezvous with our friends at Kirkbride. On England’s northern border, coast-tocoast from Newcastle to the Solway Firth is less than 80 miles, so in no time we arrived on Kirkbride’s expansive former WWII 1,280m runway. Our good friend Ben Davis from Finmere was already refuelling his Pioneer 300 G-OWBA which he’s had for two years since selling his Eurostar.

Post-pandemic, Carlisle sadly remains closed to visitors, so Kirkbride, which also has Jet A-1, is a great refuelling option in this part of the world, but always check with airfield operator John Plaskett for the latest.

No sooner had we met Ben, then Jon Crook from Brown Shutters near Bath, phoned to say he’d had early drama in his Eurostar, losing all oil pressure and had diverted into Barton. Fortunately, the awfully nice folk at the Mainair microlight flying school came to his aid and a faulty sender was quickly diagnosed, replaced and Jon resumed his journey north.

The sun shone as we lay on the grass waiting for Jon, amusing ourselves watching resident gyrocopter instructor Chris Jones doing circuits with a student in his 100hp Rotax-powered MT-03 gyrocopter. Jon finally arrived at 1800 and as John Plaskett had departed for the day, Chris Jones kindly offered mogas to ensure Jon had a healthy reserve for the sea crossing. Suitably refreshed, our

Opposite Coasting in at Portavogie

November 2021 | FLYER | 55

Flying Adventure

Above top Cloughey Bay Above Shane Kearney in his immaculate Eurostar SL Below St John’s lighthouse in Dundrum Bay

56 | FLYER | November 2021

3-ship finally got airborne at 1830 for the 150-mile trip to Kilkeel. The Solway Firth is a great place to fly low-level with a wonderfully scenic coastline, but we were on a mission and climbed to 4,500ft for our water crossings, not only of the Irish Sea but also of sizeable Wigtown Bay (eight miles) and Luce Bay (14 miles).

Speaking to the endlessly helpful Scottish Information, we coasted out at the Mull of Galloway for the 24-mile crossing of the Irish Sea. Despite the high pressure haze, we could immediately make out the Northern Irish coastline which, to cowardly me at least, was a real comfort.

Just over halfway across and in order to maintain 4,500ft, we needed a clearance to enter the Class D airspace of the Strangford CTA-2 (base 3,500ft).

True to form with UK airspace, this can be a bit confusing as the AIP (and hence SkyDemon) detail the controlling agency as Scottish, while the paper chart has it as Belfast/Aldergrove. But Scottish Info has the latest gen of course and passed us to a third

option, Belfast City, which cheerfully cleared us through.

Approaching the coast, we descended to our more normal level of 500ft agl for sight-seeing, well below the base of the CTA. It really was a cracking evening in Northern Ireland as we followed the beautiful coast down the Ards Peninsula which largely separates Strangford Lough from the Irish Sea. Strangford Lough at 58 square miles, is the largest tidal inlet in the British Isles, the name deriving from the Norse Strangr Fjörðr, meaning ‘strong sea-inlet’ and a reminder that the pesky Vikings were busy in Ireland during the Middle Ages.

Ben was clearly getting bored of flying the Pioneer alongside us at 86kt/100mph (Ben quotes 4,300rpm, 21inch MAP giving 9L/hr fuel burn) and accelerated away at 130kt/150mph (4,800rpm, 25inch MAP, 16L/hr). Impressive, but we were happy flying alongside Jon at sensible Eurostar speeds, enjoying the wonderful scenery and, besides, no one likes a show-off!

We passed over the Strangford Narrows, a small channel that connects Strangford Lough to the Irish Sea and orbited the little Angus Rock Lighthouse which marks rocks in the middle of this notoriously tricky sailing passage with its strong tidal flow. Just south of the Narrows is the former RAF Bishops Court, a WWII flying training airfield that became a radar station as part of the Cold War UK Air Defence system. The RAF departed in 1991 and today the airfield is home to the impressive two-mile Bishops Court racing circuit which hosts many superbike race meetings.

Passing numerous small, picturesque fishing ports, we observed Ben out to sea giving a spirited fly-by for a flotilla of prawn fishing boats which were heading out for the night. At the top of Dundrum Bay is St John’s Lighthouse which, at 130ft, is the highest onshore lighthouse in all of the island of Ireland. To aid navigators of old, it is painted in yellow and black bands and looks like a tribute to the humble bumble bee. Over at Breighton, Kate Howe’s Tipsy Nipper G-AWJE is painted in the same colours and it occurred to me that the lighthouse would be a wonderful backdrop for an air-to-air picture for the Nipper – I must remember to call Kate!

Fantastic welcome

As we approached Newcastle, Co. Down, we were intercepted by our great friend Shane Kearney from Kilkeel in his immaculate Eurostar SL. Nick and I grabbed some air-to-airs in the golden hour light as Ben rejoined us adjacent to the magical Mourne Mountains, which include Northern Ireland’s highest mountain, Slieve Donard at 2,790ft. One and half hours after leaving Kirkbride, we flew low around Haulbowline Lighthouse in Carlingford Lough before landing in turn on the 790m lush grass of the Derryogue strip.

And what a fantastic welcome we received from Gary and Gregory and all of our Kilkeel pals who had turned out en masse, even lining up the seven resident Eurostar’s in a guard of honour. Eurostar owner Alan Doake arrived with a huge pile of fish and chips to feed the assembled crowd whose relentless banter was a joy after so many months of

Flying Adventure

Above left Millin Bay Above right The former RAF Bishops Court, now a superbike racing circuit Left Ardglass fishing village in County Down Below left Sunset departure from Kilkeel for flying around the Mournes Below middle Carlingford Lough at sunset Below right Flying by moonlight with Jon Crook at sunset + 20

November 2021 | FLYER | 57

Flying Adventure

Above left John Parker with Kilkeel Airfield fuel bowser Above right At wonderful Aughrim with Archie and Jean Alderdice Right Final approach to Aughrim Below left Alan Richardson’s Cub at Aughrim Below middle Top craic at Kernan Below right Full crew and our gracious hosts at Kernan Aviation, Tandragee

58 | FLYER | November 2021

Flying Adventure

social isolation. As we tucked in, our good Eurostar pal John Parker arrived overhead having routed directly from his Lincolnshire strip, including a 100-mile crossing of the Irish Sea. The team was now complete and having been fed and watered, Gary, Shane, Alan and Bobby Morris invited us for a sunset local fly-about with Nick jumping in with Ben to experience ‘supersonic’ flight in the Pioneer.

It was quite the sight as our 8-ship (Seven Eurostars and the Pioneer) departed at 2130, five minutes before sunset giving us 35 minutes of legal VFR.

Spectacular twilight

Above Parked at Tandragee Left John Parker at 6ft 4in and author at 5ft 3in, giving scale to the Kernan Aviation runway at Tandragee Below Ben with his 360 insta camera at Kernan

2x Brendan Digney

Carlingford Lough was breathtaking as the sun dipped below the mountains. The Lough marks the border with the Republic but we flew back and forth between Northern Ireland’s Co.Down shore and the Republic’s County Louth shore without any intervention from the Irish Air Force. Having avoided an international incident, our merry band followed formation-lead Gary in line-astern deep into the Mournes.

It was a spectacular twilight flight as we flew very low-level at 100mph among the highest six peaks, which are all over 2,300ft. Light winds aloft are essential for safe mountainous flight and conditions were perfect, though at number four, I occasionally experienced wake turbulence from the leaders. After an exhilarating 20 minutes of high-octane flying (and incomprehensible excited radio calls – to us English at least), we descended back through the mountains over the Silent Valley Reservoir which supplies the majority of Co. Down.

As the formation dispersed for landing, Jon Crook and I broke off to sea to enjoy the last few precious minutes of legal VFR. With the light fading, the moonlight reflected off the water in spectacular style and for the first time in my 1,300 hours, it gave me a real sensation of flying by moonlight. We finally landed bang-on at 2210, sunset + 30 after a truly exhilarating flight.

It was at this point that a very strange thing happened. As darkness fell, Gary made a call to resident Stephen Cunningham saying we’d finally finished flying. In no time, a tractor towing a bowser appeared and started driving up and down the strip with full headlights. Very mysterious, and when we quizzed Gary he revealed that they were watering the strip to have it in pristine condition for the fly-in – amazing scenes in Northern Ireland, which is never too short of rain!

The team were in very high spirits as Gary and Gregory very kindly took us into their wonderful homes to put the five of us up for the night. We finally nodded off at around midnight as hugely dedicated tractor driver Michael McEvoy continued to water the strip. Don’t ever say the Kilkeel fellas don’t take their fly-in seriously!

After a great night’s sleep, the outrageous level of hospitality continued with a balcony breakfast in the sunshine – it certainly felt very Mediterranean, a feeling reinforced by Northern Ireland having just experienced a record temperature of 31.3°C the day before. But as ever, we were on a mission and soon had the aircraft prepped for the busy day ahead. A huge thank you to Gregory’s wife, Grace and Gary’s wife, Whybree, for putting up with us all.

Once again, Gary, Shane and Bobby would join us for the day’s touring to make a 7-ship. We were very conscious that the heat was going to be a factor in the Eurostar and Pioneer ‘greenhouses’ but while we had an ambitious itinerary, Northern Ireland is a relatively small country, at around 100 miles across and 80 miles top to bottom so nowhere is very far away and short-legs would mitigate the risks.

As the only aircraft two-up, I was also very conscious of aircraft performance in the 30°C+ and deliberately chose strips that offered 400m+. With everyone fuelled with super-unleaded from the classically innovative airfield ‘fuel bowser’, mounted in a shopping trolley (I kid you not!), we set off for the short five-minute flight to Aughrim.

One of my favourite UK strips, Aughrim is a scenic 475m hillside grass strip nestled in the saddle of two hills and long-term home of local flying legend Archie Alderdice and his wife Jean.

November 2021 | FLYER | 59

Brendan Digney

Above Author and Nick getting airborne from Kernan Below Team at Movenis, home of the Wild Geese Parachute Centre

This year Archie celebrates 50 years of flying from Aughrim, while he has flown for some 58 years. Also there to greet us was Mark Chambers, an Easyjet pilot who owns a Luscombe with his dad Colin, which is hangared alongside Archie’s Jodel DR1050 and Alan Richardson’s Cub. It was good to hear that Mark’s commercial flying is at last picking up.

Famously narrow runway

After an all too brief catch-up, our seven-ship launched downhill to pick up the Newry River at the port town of Warrenpoint for our 30-minute flight to Tandragee, just south of Portadown. This really is a beautiful part of the world with the quintessential patchwork of small lush green fields framed by the distant Mournes.

Our great pals at Tandragee’s Kernan Aviation microlight school were expecting us and the circuit-bashing C42 kindly cleared to allow us all to land on the upslope of the 500m R35. But that’s not really the complete picture, as Tandragee’s tarmac runway is famously narrow, at around 3-4m (ish!) wide, and certainly concentrates the mind.

Our experienced group all made good landings with Ben in the Pioneer being last down and making it look easy. You have to admire students learning to fly here on the school’s four C42 Ikarus – it requires precision and focus, more so if landing downhill over the trees. So kudos to Kernan’s experienced instructors, including CFI Raphael O’Carroll, Paul Thompson (who has just purchased the school from Raphael) and Mark Harper who were there to greet us.

As ever in Northern Ireland, the hospitality is

60 | FLYER | November 2021

overwhelming and our generous hosts had prepared a BBQ brunch, accompanied by endless jokes and banter in the bright sunshine. Resident pilot Brendan Digney was busy with his drone and took some great footage, including an overhead shot of me (at 5ft 2 and ¾ inches) and John Parker (6ft 4 inches) lying across the runway to give it some scale. What an absolutely joyous place to visit and with our sides aching from endless laughter we took off downhill in light winds to head to Movenis.

Heading north, we remained under the 2,000ft base of the Aldergrove TMA to follow the western shore of Lough Neagh. At 151 square miles, Lough Neagh is the largest lake in the British Isles and it supplies 40% of Northern Ireland’s water. Legend has it that Lough Neagh was created by Irish giant, Finn McCool, who scooped out the Lough basin to toss it at a Scottish rival who was fleeing Ulster by way of the Giant’s Causeway. The piece of land fell into the Irish Sea and formed the Isle of Man. On the western Lough shoreline is Cluntoe VRP, the former RAF Cluntoe or USAAF Station 238, which in WWII served as a ‘Combat Crew Replacement Centre’ training aircrew on B-17 Flying Fortress and B-24 Liberator bombers before they were sent to operational squadrons in Norfolk and Suffolk. Over 4,000 American personnel were based here and the huge impact they had on the small local eel fishing community became the subject of the BBC drama series My Mother and Other Strangers.

After another short 30-minute flight, we arrived at Movenis, home to the Wild Geese Skydiving Centre. The narrow 460m tarmac R25/07 is slightly undulating but clearly presents no problem for the two resident Cessna U-206G Stationair parachute planes. Chief parachute instructor Andy Clark welcomed us in the shade of the hangar and invited the Northern Irish lads to return on a weekend when the café will be open for those intent on flinging themselves out of the Cessnas. The parachutists certainly get good views from up high with the World Heritage Site, the Giant’s Causeway, less than 20 miles to the north.

By 1330, it really was starting to warm up so we were glad of a very short 10-minute flight to our next destination of Causeway Airfield, south-east of Coleraine. We all have canopy shades and DV windows which are a big help, but the heat was relentless and, while we didn’t know it, Northern Ireland was about to set another record temperature of 31.4°C. Causeway is a very scenic airfield on the bank of the River Bann, with two excellent wide grass runways, the 650m R16/34 and the 380m R11/29.

Airfield operator Mark Holmes warmly welcomed us and in no time provided us with wonderfully cold water and soft drinks from an ice box. Causeway opened in 2007 and Mark reports that the airfield was entirely built by enthusiastic members – a fantastic achievement. Mark is a real seaplane enthusiast and is busy restoring a classic Lake Buccaneer amphibian, one of two in the hangar. He also has several Aventura UL amphibians powered by Rotax 503 DCDI or 582 operated as Single Seat Deregulated (SSDR) aircraft which permits an empty weight for amphibians of some 330kg.

Flying Adventure

Above left Movenis Wild Geese parachute centre Above right The team arriving at Causeway on the River Bann Left Ballycastle beach with Mull of Kintyre clearly visible beyond Fair Head Below left Spectacular cliffs at Fair Head Below right The coastal A2 road with the ‘hidden village’ of Galboly which doubled as Runestone in Game of Thrones

November 2021 | FLYER | 61

Flying Adventure

Below The bustling port of Larne with the P&O ferry preparing to sail to Cairnryan in Scotland, and the Ballylumford power station

62 | FLYER | November 2021

Indeed, Mark has two Aventuras for sale at around £20k including differences training (for microlights, a floatplane/amphibian doesn’t require a separate rating, just differences training). That’s a lot of water fun for little money!

As we chat, resident Jodel owner Sam Barr and his family somehow magic-up a good old-fashioned block of ice cream, which they proceeded to slice and divvy out between wafers – proper old school and a real morale booster.

It was approaching 1500 so we thanked the friendly locals and returned to the ‘greenhouses’ to get airborne towards the coast.

While the nearby hexagonal stones of the Giant’s Causeway are probably best appreciated from ground level, the Co. Antrim coastline is truly spectacular with its tall cliffs, sea stacks, sandy beaches and caves.

We normally fly this coast offshore at very low level but with plenty of localised sea mist lurking around the many headlands, our formation remained a prudent 500ft above the cliff tops.

Despite isolated sea mist, we had a clear view of Rathlin Island which is Northern Ireland’s only populated offshore island with around 150 residents. It was here in 1306 that Robert the Bruce saw the spider which, legend has it, inspired him to fight for Scottish independence, famously saying, “If this small creature has the tenacity to keep trying till it succeeds, then so can I.” From Torr Head, we could clearly see the Mull of Kintyre which is a mere 11nm away and the shortest route between Northern Ireland and Scotland.

Six miles of water

At the busy port of Larne, the P&O ferry was preparing to depart for the two-hour crossing to Cairnryan just north of Stranraer. Opposite is the Ballylumford power station, with its three impressive 415ft chimneys, which supplies power for half the Province. At the entrance to Belfast Lough, we cross the six miles of water under the 1,500ft base of the Belfast CTA before saying goodbye to our wonderful Kilkeel companions, Gary, Shane and Bobby who fly alongside before peeling off for home.

Newtownards is a real favourite of mine with its relaxed ways, three runways and picturesque location at the top of Strangford Lough. After landing on the 790m R21, we all took on avgas (so didn’t feel bad about using our FLYER Club free landing vouchers) and while the excellent café had just closed (open 0900-1600), we were able to secure much needed cold drinks before making what should have been the final leg home. Having noted good visibility across the Irish Sea, Ben, JP and Jon decided to take the most direct way home some 100 miles across the Irish Sea to coast in at Colwyn Bay. Before Nick and I departed for the much more palatable 23-mile sea-crossing to the Mull of Galloway, I phoned Luce Bay Danger Area range control as the D402/403 complex was Notamed active SFC-35,000ft until 1700Z. Whilst they have a Danger Area Crossing Service (Luce Bay Information 130.050), forewarned is forearmed and the helpful Range Control Officer, confirmed they had just shut for the day.

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Flying Adventure

Above CBs building over the Solway Firth as we return home

Nick and I said our goodbyes to our great friends, donned our life jackets and headed off in good visibility across the Irish Sea. With the sun at our back, it was a relaxed crossing and we maintained 3,500ft across the Luce and Wigtown Bays. One unwelcome feature of West Coast high pressure is that the clockwise wind often brings low scud off the North Sea into the east coast.

Newcastle (the English one!) was reporting broken at 900ft with reasonable visibility but as we reached the Tyne Valley it looked very murky underneath the broken layer of cloud. A period on top followed and as we neared Hexham we dipped down through a gap to see if we could make the nearby Hexham strip. But it was awful underneath and we climbed straight back up to safety in the sunshine on top and reversed our course down the Tyne Valley to divert to Troutbeck in the Lake District near Keswick.

Troutbeck diversion

Scenic Troutbeck is a fun STOL/microlight farm strip owned by well-known gyrocopter instructor

Route Map

64 | FLYER | November 2021

Roger Savage of Lake District Gyroplanes. I texted Roger to say we’d be diverting in and got a quick response to watch for sheep on the strip. Like many moorland strips, Troutbeck has unique challenges and PPR is absolutely essential. It was over two hours since we left ‘Ards and after two low passes to clear the strip of stubborn sheep, we landed on the 430m R36.

Roger arrived to warmly greet us alongside Norfolk-based flexwing pilots Matt Howe, George Bennett and Skyranger Nynja pilot John Mundy who were overnighting on the annual week-long, Fly UK around Britain microlight adventure. It was great to be on the ground after a full-on 24 hours and we took full advantage of Roger’s beer fridge before wandering down the local Troutbeck Inn with our microlight pals.

After a decent night’s sleep camping in the hangar, Nick and I again joined the Fly UK crew to walk to the nearby garden centre for an exceptional full English. By the time we returned, the early morning mist had cleared and with Newcastle reporting CAVOK, we wished the Fly UK team the best of luck and enjoyed a relaxed flight back to Eshott.

While my trip was finally at an end, tired Nick had yet another two-hour flight home so it was a relief to hear it went smoothly.

It had been a remarkable trip full of exciting flying which we were privileged to share with the best of flying pals – and of course enjoying incredible hospitality at every turn.

Make no mistake, flying in beautiful Northern Ireland is some craic… so it is.

NB: The Kilkeel fly-in was a huge success with a record 112 visiting aircraft and £5,000 raised for Newry Hospice and the Newry and Mourne Public Initiative for Prevention of Suicide – bravo!

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Top Gear

The latest aviation kit, impartially tested and evaluated

Asali Nav bag HHHHH

£125 | www.asalidesigns.co.uk

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very bag I’ve ever come across for pilot ‘stuff’, has been some variation of plastic material.

Generally functional, but not the sort of thing you’d give to someone as a gift. So the Asali Nav bag was a surprisingly pleasing item to check out in the FLYER office when it arrived.

All leather, it’s main compartment is perfectly sized to take a headset, small tablet and kneeboard. There’s also a smaller zipped pouch on the front (perfect for my SkyEcho2) and a slot-in pouch on the rear. My only gripe? If the main compartment was zipped to open slightly wider, it would be perfect.

Asali will personalise the removable patch at the front with your name and an image. A bag purchase benefits the RAF Benevolent Fund and RAF Association, which are the chosen charities for Asali.

There are plenty of low-cost ways to store those pilot essentials, but this one is nicely sized and just plain quality. EH

Left This isn’t your typical flight bag, but something a bit special Above Main compartment is big enough for the essentials, headset chart, kneeboard, plus there’s a smaller front pocket Below A personalised patch adds a nice finishing touch

It’s All Mental

£15 | www.jamesketchell.net

Pilots Progress

A

n incredible collection of adventure stories, which culminates in James flying into the Record books for circumnavigating the world in an open-cockpit gyroplane.

His writing is immediate and dramatic, capturing the extremes of fear, stress and emotion in each of his endeavours. From the moment he sets off from Perth, Australia, on his first venture to row across the Indian Ocean, I was riveted, unable to put the book down.

I loved his honesty, sharing the highs as well as the crushing lows. Having faced adversity from when he was a teenager, Ketchall knows about the lows and is passionate about motivating young people to reach inspirational goals. He’s an adrenaline junkie, but an adrenaline junkie with a big heart. A worthy winner of the RAC Segrave Trophy, it couldn’t have gone to a more decent or inspirational fellow. CC

£7.50 | Available via email

S

purred on by the positive reception to his first aviation thriller, The Airborne Ghost, (Top Gear, May 2021), Martin Leusby set about recording the trials and tribulations of progressing his PPL skills. The result is Pilots Progress, a fun little self-published book, with a quirky array of tales. EH

November 2021 | FLYER | 67

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

AOPA Just ‘kind’ words?

The Government GA Road Map is full of well-meaning intent and kind words but I fear, as with many other reports, it will end up on a shelf gathering dust.

A few months back I wrote about the plight of Coventry Airport asking the Aviation Minister what he will do to save it. As yet there has been no response from either the DfT or the CAA. The Road Map vision highlights the need for airfield protection and states ‘supporting the strategic infrastructure network and assets for General Aviation activities today and for the next

generation’. I’ve not yet seen what that network consists of, but based on the news coming from Coventry, which is likely to close at the end of this year in favour of a Gigafactory, it can be said the Govt does not think it should be retained as part of a network. It is also clear that other locations could have been used for the Gigafactory but none have been considered.

The CAA Airfield Advisory team aims to provide support, but I’ve seen nothing from them about the situation, yet it is clear from speaking to some operators they’re going to have difficulty finding a

suitable location for their aircraft. We cannot afford to lose locations such as Coventry.

While the government says it is committed to making the UK the best place in the world for GA, the Road Map needs to become an action plan with key deliverables, otherwise it’s just another ‘kindly worded’ document.

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

BAeA Attitude adjustments In common with the rest of the flying world our pilots have spent much of the summer renewing and refreshing their skills and working back up to aerobatic fitness.

Usual weather service has been resumed, so several competitions have been postponed, while others have been integrated so that some pilots have finished the weekend with a whole bag of trophies. We have crowned national champions at Sports, Andy McKee in his Silence Twister, and Maciej Kulaszewski

from Fowlmere’s British Aerobatic Academy at Intermediate. Next month we will compete in our Advanced championship at Sleap Airfield (7-10 October) and will be looking to weather guru, Simon Keeling, for his accurate forecasting via the FLYER Club.

Regular readers will be aware of our series of Spitfire flight raffles, where the winner gets to wear a huge smile as they fulfil the dream of a lifetime flying in a two-seat Spitfire. The latest draw is for a flight from Biggin Hill with Fly a Spitfire

and a chance for four relatives or friends to accompany the lucky winner in a chase plane. Click here for your opportunity to win and to support aerobatic training in the UK and The Douglas Bader Foundation. Help us achieve international success in 2022! Safe flying!

Steve Todd

UK to take to the air to celebrate our anniversary.

If you want somewhere to fly to, perhaps you might choose flying into our home base at Turweston in Northamptonshire, where we’ll be hosting an LAA HQ Open House.

We’ll even give you free teas, coffees and cake at LAA HQ! In fact, why keep this to yourself? Why not fly a friend? If you’ve got a spare seat, why not invite a friend or neighbour to enjoy a first experience of light aircraft flying. Alternatively, perhaps you might like to photograph your commemorative flight.

We’ll be creating an LAA 75th Birthday Album. Send us your pictures and we’ll post

them on our Facebook page, website and in the LAA magazine, you might even find your efforts gracing the pages of FLYER magazine!

In recognition that many members have ‘day jobs’ and as a bad weather fall-back (well it is the British autumn) we’ll also have a second day – Fly-It Sunday on Sunday 31 October. Once again get flying and enjoy the fun. Or, you could just use it to justify a second day’s flying! Steve Slater

British Aerobatics www.aerobatics.org.uk

LAA Let’s go fly!

Tuesday 26 October 1946 was the date of the meeting which inaugurated the Ultra-Light Aircraft Association, which subsequently became the LAA. So how best to celebrate the anniversary? Well after a lot of deliberation, we decided there is no better way than to simply go flying! So, on Tuesday 26 October 2021, we want to mark the Association’s 75th Anniversary with a day whereas many pilots, members or not, simply get out their aircraft and fly.

It doesn’t matter whether this is a permit aircraft, a club Cessna or Piper, a microlight or a warbird. Whether you own, rent or borrow, we want flyers all over the

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 68 | FLYER | November 2021

The sun sets on the UK’s one and only Hiperbipe – recently restored – at a great LAA Rally

A summer of great memories A huge thanks to everyone who came to see us at the LAA Rally – and who joined us on the Livestream… It was great to see you all!

T

he past few weeks have been busy with events around the country, mostly fly-ins and a few airshows. It’s been great for us at FLYER to get out and about ourselves, meeting FLYER Club members and seeing some of the amazing aircraft you all fly in real life. There’s nowhere better for that than the LAA Rally, which was a great event this year after a hiatus in 2020.

Meeting readers and Club members was excellent and the entire FLYER team enjoyed it, that’s for sure! We had fun doing our livestream recordings and the constant traffic to the FLYER trailer was testament to how much people were genuinely happy to be back at a big aviation event. And, of course, to meet their favourite livestreamers…!

My top Rally moment, among many, was the

three-ship of Taylor Monoplanes that arrived from Sleap, flown by airfield manager Bruce Buglass, along with Ben Gilmore and Tom Beever. The sight of them walking their aircraft, tailwheels on shoulders, to the fuel pumps was brilliant. Encouraging young pilots and affordable flying is exactly what the LAA is all about.

If I had a monthly top flying trophy, it would go to Stearman pilot Dave Barrell for managing to execute a safe ditching at the Bournemouth Airshow. Both he and wingwalker Kirsten Pobjoy got out relatively unscathed. Top flying, Dave!

jonny.salmon@seager.aero

November 2021 | FLYER | 69

The FLYER Club

Out & About

Nick Gensler enjoying a sunrise at Cromer Airfield

We’ve had some great weather and it looks like you’ve been having fun all around the country! Thank you… and keep the photos coming!

Bradley Soanes enjoying a work sunrise at Duxford

Paul Hollow flying a Dornier DO28-G92

Kim and Darren Lewington landing at Gloucester, caught by Noel Ennett

Mikey McMahon and Martin Lulham at Kittyhawk Farm

Nick and Paul in their Jodel 120 with Adam and Ann in their Chipmunk at the Rougham fly-in

70 | FLYER | November 2021

Roger Lewis and Adrian Bleese flying together for the first time since 2014

Chris Hall on his way back to Barton from Breighton…

…and from Chris Hall’s perspective above, Nicola Chadbond flying the C42 back to Barton

David Joyce cruising above the clouds

Steve Slater enjoying a sunset in his Currie Wot – the famous Airymouse

Robert Cannock Sandown gyrocopter fly-in

Matt Lanham Guess where…?

Jonathan Smith flying his Cub to Devon November 2021 | FLYER | 71

Free Landings In association with

If you’re a member of The FLYER Club, click here for your personalised vouchers and save over £53 by claiming one FREE landing at each of these airfields valid for November 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!

Castle Kennedy

01776 702024 | www.castlekennedyairfield.co.uk Castle Kennedy is centred between Northern Ireland, Prestwick, Carlisle, Blackpool and the Isle of Man. This Scottish airfield is unlicensed and used at the pilot’s risk and discretion. It is strictly PPR, due to other activities, and is open during daylight hours. In addition to fixed-wing, helicopters, microlights and gyrocopters are welcome to visit. The airfield can help with mogas, if advance warning is given.

Nearby attractions Castle Kennedy Gardens, Logan Botanic Gardens and Portpatrick beach.

PPR 01776 702024 Radio 135.480

Clench Common

01672 515535 | www.gsaviation.co.uk Clench Common is located high on the Wiltshire Downs, north of the Vale of Pewsey about three miles south of Marlborough. The runways are 15 left / 33 right with 396 metres and 25 left / 07 right at 443 metres. Circuits are flown at 500ft after an overhead join at 1,500ft QFE. Avoid noise sensitive areas to the north and west. The airfield is a popular microlighting destination and GS Aviation operates a Rotax maintenance facility on the site. Fuel by arrangement.

Nearby Attractions Close to Avebury stone circle, Kennet Long Barrow, Stonehenge PPR 01672 515535 Radio 119.305

M

Radio Accepts non-radio light aircraft, but PPR

PPR Prior permission is required

72 | FLYER | November 2021

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!

Crosland Moor

01484 645784 | www.croslandmoor-airfield.co.uk Crosland Moor is a privately owned airfield built in the 1940s for David Brown (the DB in Aston Martin). Situated in the Pennines, the airfield has one runway, 07/25, which is part grass and part tarmac. The Terminal 2 building is a static caravan, offering tea/coffee facilities, lounge plus en suite bedroom if an overnight stay is needed. All aircraft welcome with PPR – open seven days a week.

Nearby Attractions the beautiful Pennines. Walking and bike trails are nearby, as is a cafe – pilots get 10% discount on food.

PPR: 01484 645784 Radio: 128.375

EDDSFIELD

N54 06.67 W000 27.71 7 nm N of Driffield (E Yorkshire).

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Nearby attractions Land’s End and Sennen beach are under two miles away, Penzance, St Michael’s Mount and St Ives are a bus ride away.

PPR 01736 788944 Radio 120.255

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01736 788944 | EGHC | www.landsendairport.co.uk Land’s End Airport was upgraded in 2016 – two runway strips were made asphalt, full AGL installed, new taxiways and the apron extended.

It is open to visiting aircraft year-round. Summer: Mon-Sat 0810 - 1830 and Winter: Mon-Fri 0815 1730 and Sat 0815 - 1215. Closed on Sundays.

Avgas, Jet A1 and parking available. Arrivals are strictly PPR by telephone. Note: the new Land’s End RMZ (LRMZ) is active from 4 November.

Hangars Overflow Visiting Acft Parking

N50˚05’57”

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Win! A print or digital Pooleys UK Flight Guide QUESTION: What is the distance between Enstone and Land’s End in nautical miles?

To enter, post your answer, name, address and email details to Pooleys November Competition, FLYER magazine, PO Box 4261, Melksham, SN12 9BN or send an email to competitions@seager.aero The closing date is 16 November 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.

The winner for September 2021 is: Carol de Solla Atkin, Raunds, Northants

South Car Park

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November 2021 | FLYER | 73

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Nearby attractions The Crown Inn serves good food and there are many local walks, with Chipping Norton a short taxi journey away.

PPR: 01608 677208 Radio: 129.880

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01608 677208 | EGTN | www.enstoneaerodrome.co.uk

c/s Enstone Radio 129•880 A/G Operated by Oxfordshire Sport Flying Club.

Rwy Dim(m) Surface TORA(m) LDA(m) Lighting 09 680x20 Grass Unlicensed Nil 27 725x20 Grass Unlicensed Nil Op hrs: PPR by telephone. 0900-SS. Landing Fee: £5.00.

Customs: Nil. N Oxfordshire Sport Flying/ Hangarage: By arrangement.

Maintenance: Nil. Enstone Microlights Hangars Remarks: Operated by Eddsfield Ltd., Octon Lodge, Langtoft, Driffield, Club Building East Yorkshire 22 ft aal Northside Grass (fenced) is a 22 ft aal YO25 3BJ . Separate Unlicensed airfield. PPR. Operation Maintenance X Visitors welcome at Pilot’s own risk.Hangars gA arkin x Northside Grass B P Well equipped caravan Hangar clubhouse.

Parking Area Fence X x C Enstone x on Rwy 27.

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820situated Park x Entrance m m 800 565 x To allavoid Flying Clubs x Also overflying local habitation. x Aerobatics not permitted in the overheadGor the circuit Obstruction x X Warning: Mast 150ft agl, X 110°M/0.5nm from thld Rwy 27. Mast 120ft agl, 120°M/500m from thld Rwy 27. 6Wind ft highTurbines - Distances from Rwy centre; Post & Wire 115ft agl, 250���0.8nm, Fence 115ft agl, 232���0.6nm, 177ft agl, 2�1���1.1nm.

Caution: Turbulence possible from trees on short final to Rwy 27. Taxis: By arrangement.

Robert Pooley ©

Enstone

Enstone is located 7nm North East of Oxford Airport in unrestricted airspace. Airfield operators Oxfordshire Sport Flying are custodians of the tarmac and SOUTH grass runway at Enstone – where this voucher is valid.

NB: This voucher does NOT include the northern grass runway. The southern runways are parallel with 800m of tarmac and 565m of grass, with aircraft parking North of the 26 threshold. PPR is via the telephone number listed, or the website.

80' Trees

27

Crops

20' Hedg

Nearby Attractions Eddsfield is set in the rolling hills of the East Yorkshire Wolds, with dales, villages and woodland all around.

PPR 01377 267368 Radio 134.005

09

Eddsfield Airfield was created in the early 1990s and still operates today as one of the ‘best kept secrets’ in East Yorkshire. The grass runway is 09 left hand, 27 right hand with a length of 750m.

Circuits are flown at 1,000ft AAL to the North of the airfield, and well to the North of the local road in the valley bottom. All visiting aircraft are welcome from sunrise to sunset at pilots’ own risk. Refreshments are available. Avgas 100LL available at the cheapest price in East Yorkshire.

2021

20/10

It was great to see so many members at the LAA Rally

Great to have you with us…!

We had a jump in new members in September thanks to the LAA Rally – so, a very warm welcome to our new Flyer Club members!

Club members have recently seen Dave White return to give a second webinar about flying in Europe.

Titled Flying Abroad – The Basics, Dave explained everything you need to know to safely plan and execute your own flying adventure abroad.

We had some great feedback from members – so more of this will follow.

Still plenty to do…

As the winter draws in we’ve obviously got fewer opportunities for fly-ins, but in their place we’re taking a look at some other interesting events – some of them hands-on – that we can run.

One that we’re currently exploring is an underwater escape training session for a group of 10-12 members – so stay tuned for more on that.

There will also be more future webinars from our pool of experts.

Vital weather reports…

This time of the year is, arguably, when you can get even more value out of your FLYER Club twiceweekly weather briefings from Dr Simon Keeling.

They’re in the Club area of the website so just login and check them out – it’s another vital tool you can add to your flight planning, direct from the FLYER experts!

In the meantime, fly safe, and don’t forget to join us online for the Livestream – and Livestream Extra – if you’re a Club member to get your weekly dose of flying… even if the weather is bad!

74 | FLYER | November 2021

Join the Club – it makes sense 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.

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 ■ Get your club membership paid by Stein Pilot Insurance

■ An initial conversation with Dr Frank Voeten, FAA & EASA AME ■ Twice-weekly General Aviation weather briefings ■ FREE Landing vouchers, available through the FLYER website ■ 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.

■ Our first members’ Fly-in was a success! We’ll be announcing more events in 2021 soon!

Coming soon

■ Back issues – there’s another FIVE years on the way with more to follow.

■ With all these great benefits, if you’re not a member,

it is most definitely well worth joining for just £7.50 per quarter!

Remember, this great price won’t last forever, so make sure you secure your membership before it is too late!

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NEXT MONTH’S ISSUE

Available from 26 October.

November 2021 | FLYER | 77

QSY

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

Moth Club founder Stuart recognised in HCAP awards Stuart McKay, pictured, who founded the de Havilland Moth Club in 1975 and is still secretary, has been given the Sword of Honour by the Honourable Company of Air Pilots in its 2021 awards.

Stuart’s award recognises his outstanding contribution to General Aviation for, “His tireless efforts and commitment to the cause of keeping historic de Havilland Tiger Moth aircraft flying,” said HCAP. “Having founded the de Havilland Moth Club in 1975, Stuart remains its secretary and is a globally acknowledged expert on the type, encouraging pilots and engineers around the world, including with flight experiences that have sparked many to pursue careers in aviation.”

The Air Pilots’ Trophies and Awards are among the

Robinson factory sponsored four-day Safety Course 35 years ago. Some 18,000 trainees have attended this course, which is regarded as the gold standard in the field.

The Pike Trophy, awarded to an individual who has made an outstanding contribution to civil flying instruction, goes to Primo Lonzardi.

“A legendary flying instructor and examiner around the north-west of England, he has spent the past 50 years flying light aircraft, including for the past 24 years at Liverpool John Lennon Airport,” said HCAP. “He is most famous for teaching the Flight Instructor Course, with a unique style that is charming and relaxed.

Having amassed tens of thousands of hours in the air, Primo is passionate about embracing new ideas and methods.”

industry’s most prestigious because recipients are selected by their peers, who have decades of experience in military and civil aviation around the world.

Other awards include helicopter specialist Tim Tucker, who receives the Cumberbatch Trophy recognising outstanding achievements in aviation safety.

Tucker is credited as ‘having done more for helicopter safety than any person alive today’.

Among his achievements is starting the highly regarded

Heroes & Villains HERO When the Stearman that AeroSuperBatics pilot David Barrell was flying at the Bournemouth Air Festival had an engine problem, he didn’t hesitate to fly away from the crowd to ditch the aircraft. It was a textbook ditching with David and wingwalker performer Kirsten Pobjoy receiving only minor injuries. Well done David!

HERO WWII pilot Jimmy Taylor flew his Spitfire fitted with cameras instead of guns, often to distant

targets over Occupied Europe. Now Liverpool Flying School has renovated its Sierra Alpha Tomahawk in honour of Taylor.

HERO Dan Jones flew the length of Britain by paramotor to raise money for Alzheimer’s Research.

The flight was a tribute to his grandparents who both died with dementia. Dan said, “Dementia is such a dreadful disease – you wouldn’t wish it on your worst enemy.” The journey involved more than 35 hours of flying, with his 67-year-old father Alan Jones driving a support vehicle.

HERO Italian display pilot Dario Costa flew his Red Bull sponsored aircraft through not just one but two road tunnels… madness, right? “I’d never flown in a tunnel in my life – nobody had ever done it – so there was a big question mark in my head whether everything would go as we expected,” admitted Dario afterwards.

The flight set a new Guinness World Record: Longest Tunnel Flown Through. Watch a video of the flight here

Above Van Gogh’s selfie is the inspiration behind this 91ft high hot air balloon, coming to the UK

Van Gogh flies

Old joke: ‘Ello, ‘ello, ‘ello… what’s this ear?’ Now that’s out of the way, let’s turn to Van Gogh with both ears intact and now in the form of a 91ft tall hot air balloon that will be coming to the Midlands Air Festival next June. The balloon is an accurate copy of Van Gogh’s famous painting, ‘Self portrait with grey felt hat’, completed in 1887, a year before the crazed genius hacked off part of his left ear.

Pip’s PPL to Venessa

The Air League’s Prince Philip Flying Scholarship 2021 for a full PPL has gone to 20-yearold Venessa Njoki.

Venessa was born in Kenya and moved to the UK aged seven years old.

She attended 393 (Finchley) Sqn RAF Air Cadets for five years where she completed her Gold, Silver and Bronze Duke of Edinburgh award. She is currently working as a health care assistant.

Send your QSY submissions to QSY, PO Box 4261, Melksham, SN12 9BN or to qsy@seager.aero 78 | FLYER | November 2021

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