Loop March 2011 by Loop Digital Media

INSIDE COMMERCIAL FLIGHT TRAINING GUIDE: PART 3 + JOB HUNT Boost your chances + ADVICE Ace the interview + PILOTS Tell all + MARCH 2011 ISSUE 65 £3.40

F R E S H A I R FO R F LY I N G

WINNERS AND LOSERS OF 2010: MANUFACTURER FIGURES REVEALED News analysis inside

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ORIGIN STORY + C E S S N A 1 8 0 S K Y WAG O N +

One of Cessna's most-loved all-time classics, which bears more than a little resemblance to its current big sellers NEWS SPECIAL: THE AIRCRAFT GIANTS OF TOMORROW

+ MOTHS Expert insight + NEW Flight Design four-seater + PLAN Best events to see +

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CONTENTS

#65 MARCH 2011

INSIDE COMMERCIAL FLIGHT TRAINING GUIDE: PART 3

+WELCOME TO LOOP

IT’S that time of year again, when you alternately hear pips squeak, or corks pop, in the boardrooms of the major manufacturers: last year’s sales figures are out. While the money is up from 2009, the number of aircraft shifted is again down. Notably, the majority of deliveries were made by firms who lost ground. We all hope last year marked a bottoming out of the downturn.

+ JOB HUNT Boost your chances + ADVICE Ace the interview + PILOTS Tell all + MARCH 2011 ISSUE 65 £3.40

But remember, aviation is a lifelong love: new aircraft excite – and you know we love new aircraft at LOOP – but so do old ones. Current sales figures are down, but there’s never been as many beautiful classics flying as there are now, such as the gorgeous Cessna 180 and stunning Moth classics featured this month. There’s no ‘new car envy’ in flying with such amazing aircraft aloft.

F R E S H A I R FO R F LY I N G

WINNERS AND LOSERS OF 2010: MANUFACTURER FIGURES REVEALED News analysis inside

ORIGIN STORY + C E S S N A 1 8 0 S K Y WAG O N +

One of Cessna's most-loved all-time classics, which bears more than a little resemblance to its current big sellers NEWS SPECIAL: THE AIRCRAFT GIANTS OF TOMORROW

+ MOTHS Expert insight + NEW Flight Design four-seater + PLAN Best events to see +

+LOOP PEOPLE

NIGEL LAMB p38 Alan Cassidy’s great feature looking at possible changes to aerobatics prompted Red Bull stars Nigel Lamb and Matthias Dolderer to enter the debate.

FLIGHT TEST Cessna’s wonderful 180 is the tail-wheel version of the fantastic 182, and for many it’s an even better aircraft! +FLIGHTCLUB NO MEMBERSHIP FEES HERE! || safety || places to fly || people

CLUB advice || clubs || flight training

to Meet || things to do

grand tour

Grab some wilderness in the Hebrides P44

get rated

An Instructor Rating can open new doors P50

flightCLUBFLIGH

T SCHOOL

GURUS Nick Heard Q& A The season starter

plane crazy

A change to TA rules is afoot... so what will this mean for you and your fl ying?

nick heard

CAA rulechanges to TA under the eye this month P46

NICK HEARD is a seasoned Tornado pilot. This month flying instructor, current Boeing 747 captain he analyses changes proposed and a former RAF Sponsored by to Transition Altitude rules ACK in those days a pilot his altitude above when you were should the Transition Altitude sea level and therefore an structure in the UK will face doing PPL theory be set at? Many pilots will awareness of proximity to be a big upheaval, particularly lessons, you will have aware that in North America if terrain, the all-important the Transition Altitude goes come across the term the Transition Altitude is knowledge particularly for up to 18 000 ft. However, Transition Altitude. Many 18 000 ft, to cater for the IMC flight. since this magazine is aimed of you may have never highest terrain in Alaska. Now if you are confused, at the VFR GA pilot I won’t made any use of Transition That figure would also work you might dust off the go into the problems that Altitude since then, but across Europe, PPL theory books for a there are moves afoot National Air Traffic where the to Alps and better recap. In the UK, change Transition Altitude Services will face! the Pyrenees need the Transition Altitude is within the UK – and this So this is a to be considered. generally 3000 ft, although may possibly coincide subject that However, will be with a bewildering set it would a pan-European review of other debated much over be a massive overkill of Transition Altitudes have this concept. So it might the next couple (when considering developed over the years be worth a quick recap, of years. I believe terrain only) from as around different airports, there are implications that a standardised a UK viewpoint, for from 3000 ft to 6000 ft. VFR PPL flyers. Transition Altitude where the highest Durham Tees Valley even Transition Altitude is the across Europe will has mountain (Ben different Transition Altitude altitude below which you help, and personally Nevis) is around depending on whether use QFE or QNH on your I would be happy 4500 ft. 6000 ft the airport is open or not! altimeter as your reference with the 18 000 would perhaps be From a pilot’s perspective, for height (above the airfi ft figure having the lowest sensible eld) this variation of Transition or altitude (above sea level). found that quite figure to set the Altitudes around such a Above Transition Altitude, comfortable Transition Altitude at in the small country as the UK UK. with in North America.to work when flying VFR, you are is Any raising of Transition confusing (particularly for quite at liberty to keep using Just as a reminder, whilst Altitude in the UK will help foreign pilots), generates on the subject of controlled QFE or QNH. However, the from a GA pilot’s perspective, workload for pilots of highairspace, don’t forget that IFR pilot should change as it will simplify flying. The to performance aircraft, and if you are flying close to Standard Pressure Setting is base of more and more the potentially dangerous – base of controlled airspace (1013 mb or 29.92 ins) above one controlled airspace would consideration for change your altimeter should be Transition Altitude, and has be defined by altitude rather set been driven by our old friend, to a local QNH to give an fly in accordance with the than flight level, removing the inadvertent incursion accurate altitude. You should Quadrantal Rule if outside into a major confusion Controlled Airspace. GA not use a Regional Pressure Controlled Airspace. Vertical pilots PPL flyer. The IFR for the are often unclear as to the pilot will Setting (RPS) in this situation position is then referred have less to to worry base of Controlled Airspace about as this is a forecast setting as Flight Level. The basic when climbing out on a (sometimes an altitude, for a large area, and this principle is that the Transition busy instrument departure will others a Flight Level), leading probably result in your actual Altitude in any country by not having to set 1013 on to unintended breaches altitude being considerable should be high enough that, the altimeter when passing of airspace. So a review higher than you think - quite when above it and using of the relatively low altitude SPS, Transition Altitude within of possibly terrain is no longer an issue in the controlled 3000 ft, which can occur the UK is well overdue but airspace above you! Get for the pilot. Below Transition very quickly in many highyour welcome nonetheless. friendly instructor to draw Altitude, using QNH gives performance piston aircraft. The question is, how high a diagram about this if you The Air Traffic Control need convincing.

ALL YOUR QUESTION guruS How will an Italian ANSWERED BY THE PPL translate to BEST IN THE BUSINESSthe UK? P47

and display season, with Sun ‘ Fun kicks off the start of the showstar performers. p44 + S T See AR QUESTIO N the US Navy’s Blue Angels

A review of Transition Altitude within the UK is well overdue and welcomed

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Retail magnate Hal Shevers, 53 years on P49 Q| I have gained my Italian PPL (JAA) as well as all my ATPL theoretical knowledge (all 14 exams passes!). My question is: can I continue my training (CPL/IR/ME/MCC) in the UK? If so what do I have to do? Does the CAA convert my licence and Theory ATPL? – Marco Mele A| Your Italian PPL is valid for you to commence a JAA CPL or IR Course under the UK Authority. However, the UK CAA will want to verify your theory exams, so you should write to the CAA (address on the p.a 1 1 LO O P 4 1 w w w.l o o CAAe ro m a r c h 2 0 website) to confirm that the passes are acceptable. In my experience it is not a problem getting approval.

RARING TO GO

Q| I found your magazine in the doctor’s surgery – as did my son, who's 12 and really wants to fly! Is he too young to start? And what are his options? - Paul Hopkins A| At 12 your son can already start flying under instructio. In due course to gain his PPL he would need a minimum of 45 flying hours logged, however hours flown under tuition under the age of 14 are not allowed to be counted towards the 45-hour minimum requirement – so flying now is for experience. He can fly solo at 16 if his instructor thinks he is ready, and be able to get his full PPL at the age of 17. If he wants a career in aviation check out the pilot training supplement in this issue. We’ve also sent you part one and two from previous months.

41-52 It’s the club that’s always got a smile on its face, filled with places to go, things to do and see, and excellent piloting advice from the experts and gurus

4 SUNS RISING IN THE EAST The firms aiming to become the next big things in aviation

16 MEET THE MOTH MAN Henry Labouchere, one the few keeping an icon in flight

6 FLIGHT DESIGN GO FOUR IT LSA designer is looking at the big boys with a new four-seater

20 A CESSNA GREAT The classic 180 shares DNA with all of today’s Cessna highwings

9 AVIATION’S HEALTH CHECK Mixed news for the major manufacturers in 2010

38 AEROS WITH ALAN SPECIAL Alan’s article on possible changes to aerobatics sparks debate

11 BOB DAVY Today’s advancement is tomorrow’s antique

52 PLANE CRAZY Ron Smith, who really should be on Mastermind...

12 INCOMING Don’t be in such a hurry to rid the world of Avgas, we’re warned

66 INSTANT EXPERT Piper’s retractable Arrow under the eagle eye of our expert

14 GEAR: 2010S BEST EVENTS Nine of the year’s best events, and you can fly to most of them too

PLUS COMMERCIAL TRAINING Part three of our special series looking at going professional

DAVE RAWLINGS BLADES Editor Dave’s melting away training for the London Marathon, in aid of East Anglia’s Air Ambulance. Donate at www.justgiving. com/david-rawlings

JEZ COOKE p20 Jez’s day job is flying a Falcon 50EX jet, but he’s well known as a pilot of almost anything that can fly, including rotary. He tests a Cessna classic this month.

FRONTEND the new flying tigers FIRMS OF TOMORROW

Ambitious new Asian manufacturers with money to invest and supportive Governments hope to be the next generation of aviation giants

PHOTO Ian Billinghurst/BillyPix

Hemant Luthra, President of the Systech Sector of Indian congolomerate Mahindra & Mahindra, wants to see his firm become an aviation giant. M&M has already bought GippsAero and next up is the NM5-100 five-seater due to fly this year

04 LOOP march 2011 www.loop.aero

AV I A T I O N NEWS, VIEWS AND OPINION FROM HOME AND ABROAD

VIC, Yuneec, and Avicopter of China, Mahindra of India, KAI of South Korea… names you may not be familiar with, but will likely hear far more about over coming years. They are firms spearheading one of aviation’s few dynamically growing segments: manufacturers based in Asia, primed to mine explosive growth in aviation predicted there. While most established GA giants tread a fine line between debt management and cautious plans for growth, they look to the likes of China and

N E W S W I R E HARRIER ON EBAY

A restored ‘72 Harrier was accidentally bought by a 7-yearold, thankfully not enforced by sellers Jet Art Aviation.

India as markets poised to boom. Instead, they may soon have new rivals from the region: aviation’s new economic tigers jointly sitting on cash piles of billions for investment and aided by Governments and rulemakers vigorously backing expansion into aviation – in stark contrast to back home. As LOOP went to press we saw the latest in a series of buy-ups after CAIGA, the GA arm of China’s AVIC – Aviation Industry Corporation of China – acquired Cirrus, only weeks after buying engine manufacturer Continental, immediately

AVIC acquired Cirrus only weeks after buying engine manufacturer Continental... giving it two major building blocks of a successful GA industry: known aircraft and engines. The deal gives Cirrus a huge boost. It won’t be the last such deal, and some are asking ‘Who’s next?’ as China’s aviation infrastructure and ambition hits overdrive. New airports and airfields are springing

ARNIE ENDS FLYING

PAIN IN SPAIN

Golf legend and celeb pilot Arnold Palmer has decided to quit flying at 81. He’ll still fly in his citation X jet... just as passenger only, her says.

Howls of protest after landing fees nationwide were recently tripled in Spain, adding to anger over Govt backwardness over GA. up at a staggering rate, and recently China designated an entire region its ‘GA aircraft manufacturing’ zone as it targets increased manufacture of small aircraft, LuYangHu General Aviation Development Zone. Texan firm IndUS is moving manufacturing there, and Cessna’s SkyCatcher is already built in China. India too is looking to muscle in on Cessna/ Piper territory, after Mahindra Aerospace revealed its plans for a five-seat turboprop glass-cockpit GA aircraft

(below), at a price that will cause shivers at market-leader Cessna. Mahindra says it can bring its NM5-100 to market for 20% less than a comparable Cessna, boss Hemant Luthra saying: “Once it’s proven and tested, we’ll get into manufacturing. We already have one customer. However light and modest the plane, it’s one small step for aerospace, a large step for Mahindra.” It could make its first flight this month, with FAR-23 certification in late 2012 planned. The NM5-100 is being

worked on at Gippsland Aerospace in Australia, which Mahindra took over last year alongside other Australian aerospace firms. The investment is quickly reaping rewards, with development on existing GippsAero models such as the GA-8 Airvan already accelerated. Mahindra’s enthusiasm for aviation is startling. It only acquired the nascent NM5 project in 2006 after buying an Indian car engineering firm, which Mahindra’s Arvind Meha said immediately struck him as a route into a new

business for the giant Mahindra & Mahindra parent firm. “Aerospace is the next big thing. We decided to concentrate on aircraft and aerospace structures,” he explained, citing Brazil’s Embraer as a perfect example of a firm accelerating into a major market share position in a short time. Days after NM5 models were first shown in India, the firm announced a $60m investment to build a 25-acre production facility in Bangalore, to be up and running by mid-2012.

T H E N E W F LY I N G T I G E R S

AVIC/CAIGA (CHINA)

AVIC was only formed in late 2008 from existing Chinese state-owned military and commercial firm, with some 240,000 (yes, 240,000) staff across dozens of subsidiaries. It isn’t hanging around and bought bankrupt US turboprop/jet firm Epic Aircraft last year, and is front-runner to buy troubled Emivest (maker of the speedy SJ30 bizjet) pledging $100m to re-start and expand production. AVIC makes the J20 stealth fighter which grabbed headlines earlier this year, and is making airliners too.

www.loop.aero

5 MINUTE READ... Get a quick fact fix...

QUOTE OF THE MONTH “We are thrilled to make this announcement... With this transaction Cirrus will continue to develop and build the best, most exciting aircraft in the world. We are just embarking on our next chapter on a global stage.” Cirrus Chairman and co-founder Dale Klapmeier speaks about the deal to merge with Chinese aviation powerhouse CAIGA WHAT THEY SAID... “Despite the pain caused by the global economic downturn, optimism has returned to the industry as signs of recovery have emerged...” Manufacturers’ industry group GAMA on the improving outlook for aircraft builders

AVICOPTER (CHINA)

AVIC subsidiary Avicopter’s 15,000 staff build military and licensed civilian designs from partners such as Eurocopter and Sikorsky. It is joint-partner in the design of the ongoing large Eurocopter EC175 project. With predictions for an 8-fold increase in civilian helicopters in China over the next seven years, it is readying its own designs for direct competition against current and former partners. It is working on new twin- and single-engine civilian designs, from six to 27 seats – and recently bid for the Marine One US Presidential heli contract. Its AC311 single-engine 6-seater has already flown, targeting 2012 certification and rapid sales of 500 in China alone.

KAI (SOUTH KOREA)

Korea Aerospace Industries caused a stir when it revealed a very nice fourseat piston GA aircraft, the KC-100, at Oshkosh last year. The firm is a joint state- and privately-owned giant used to building licensed US jet fighters and helicopters, and at the show outlined long-term plans to become a GA giant too. The KC-100 is on target for certification in 2013, featuring a 315hp turbocharged Continental engine and an Ayidyne Entegra glass cockpit.

MAHINDRA AEROSPACE (INDIA)

Part of multi-billion dollar conglomerate Mahindra & Mahindra, Mahindra Aerospace is just one of many Indian firms aspiring to turn the country into a major aerospace manufacturing hub. MA is aiming to soon become a ‘Tier One’ partner of the major airline manufacturers, alongside the likes of Pratt & Whitney and BAE Systems in producing major subsystems and assemblies. Part of the deal to buy aerospace firms in Australia included buying a Boeing subsidiary’s production tooling for major airline structures, expected to be up and running in India by 2013.

YUNEEC (CHINA)

FOR THE LATEST NEWS GO TO...

BUSINESS AIRCRAFT SALES TRENDS

SNAPSHOT: Used aircraft for sale, as a percentage of the global fleet Dec 09 Dec 10 Change in % JETS 16.3% 14.8% -1.5% TURBOPROP 11.2% 10.6% -0.6% HELI: TURBINE 6.9% 7% +0.1% HELI: PISTON 7.1% 7% -0.1% TRENDS: 2010’s used business aircraft deals JETS T/PROP HELI: TURBINE NO. OF DEALS +16% +4.4% +14.5% AVG ASKING PRICE -18.5% -2.5% -13.2% AVG DAYS ON MARKET 64 31 70

www.loop.ae ro MARCH 2011 LOOP 05

Source: JETNET

Yuneec is a powerhouses in electric motor and control systems, and stole a march on the aviation industry when it unveiled its planned E430 electric light aircraft in 2009. Its financial strength lies in low purchase and £4-per-flight recharge costs, and of course it’s as green as grass. Yuneec has introduced a new motor glider design, and is working on certification of the E430. It quickly built a new manufacturing facility in China, and wants to spearhead electric flying.

“The US general aviation fleet will increase from 224,172 aircraft in 2010 to 270,920 in 2031, growing an average of 0.9% a year.” The FAA issues its annual predicition for the years ahead. Turboprops are tagged as being the biggest growth area, then helis, with piston fixed-wing last

FRONTEND PHOTO www.airteamimages.com

Will a four-seat Flight Design retain the wing and basic shape of their current CT models, or be all new? AERO 2011 will reveal all... NEW AIRCRAFT

FLIGHT DESIGN READY NEW FOuR SEATER FOR SHOW LSA giant looks upmarket with new 'C4' aircraft design for AERO 2011

LIGHT DESIGN, the heavyweight pioneers of the LSA class, are readying a move into bigger territory with plans for a new four-seat aircraft which will ﬂy within a year. The busy German firm is arguably the dominant force among lightweight twoseaters in the burgeoning Light Sport Aircraft class, with excellent Rotaxpowered designs such as the CT and CTLS. It is working on certifying its metal MC, finalising its a float-equipped CTLS, and developing an electrichybrid engineproject. Next on its to-do list is the planned C4 four-seat aircraft that will pitch it in the mix against the likes of Cessna, Piper, and Diamond in pilot sales choices. They are playing their cards close to their chests, but we could reasonably

expect composite construction, a Rotax 914 Turbo engine, Garmin avionics and radio kit, and an airframe parachute all as standard. Likely all at a price that will hugely undercut the existing fourseat choices. The first proof of concept model will be revealed at the AERO 2011 Show in Germany April, where a 3D imaging of the interior will also be on display to gauge opinion on interior spec. Flight Design is actively canvassing views from pilots as to how the design should develop, and the desired specifications and capabilities of the aircraft. Tech boss Oliver Reinhadt said: “We want to create the optimal four-seat aircraft for our customers. Engineers often put emphasis on certain features on a new design, while a flight school or a

06 LOOP march 2011 www.loop.aero

private owner might want something we did not consider, so we are putting our concept of the C4 design out for the public to participate in the process.” The design will be frozen after Oshkosh later this year, and it is hoped for the first flying prototype to be ready for next January’s Sun’n’Fun Show in the US. “We are working closely with our suppliers on the development schedule and the standard equipment for the aircraft,” he added. Elsewhere, the hybrid engine system now has a name: the Flight Design eDrive system. It was first revealed at AERO 2009, and combines a petrol Rotax with a battery-powered booster motor for highpower phases such as during take-oﬀ. FD boss Matthias Betsch said: “We are now working towards full Type

We want to create the optimal four-seat aircraft for our customers

Certificates for the CTLS and MC and we plan to certify the C4 to several international standards including Part 23 in the United States. At the same time we intend to improve our capability in global service and support." Add your thoughts to the C4's development by going to the firm’s special survey website: www.flightdesign.com/ C4Survey

CT Supralight will get a four-seat big brother soon

NEW SWISS HELICOPTER

sportCRUISER HIGH-WING NEARS CZECH Sport Aircraft may have separated from Piper in January, after the US firm ended an agreement to market the rebadged PiperSport, but it’s not stopping development of the SportCruiser original. Piper and CSA disagreed on the long-term strategy worldwide for the PiperSport – Piper wanted to focus on its US home market – but the designers have pushed on with plans for a new high-wing version of the composite twoseater. It will be unveiled first at the AERO 2011 Show in Friedrichshafen.

They are also nearing completion of a training version designed for the military – with aeros capability! It could open the door to aerobatic versions for private use before long. The standard kit/factorybuilt SportCruiser is also getting a makeover, with a new spinner, canopy, elevators, ailerons, and wingtips. The dealer network is expanding too, and it garnered some nice publicity back home after Czech Red Bull Air Race star Martin Sonka became as a dealer.

TECH SUCCESS

Oh-so sweet SportCruiser to get an aerobatic version

ecoflyers go glass

NEW sma diesel ENGINE certified

A pipemaker's dream...

from pilots in different territories, such as specialist props for Australia and matching luggage for Italy.

FINCH EFIS

EASA approved, FAA soon

THERE’S another new choice in diesel engines after the innovative 230shp SMA SR305-230E was certified by EASA last month. The engine, designed from the outset as an aviation powerplant, logged 2500 hours of ground and flight testing for the certification program, and leads to SMA guaranteeing 2000hrs TBO. Service entry is scheduled for early 2012. France's SMA has been in talks with numerous manufacturers about OEM installs, and said: “We are delighted. This

The network is now established in 24 countries, and prompted other design changes to reflect varied requirements

success represents a major step forwards for the engine program.” The SR engine is designed for single or twin installations, and US FAA certification is expected to follow close on its heels in the next few weeks. Using jet fuel significantly cuts costs in service and allows improved fuel availability worldwide. In terms of green credentials, it cuts all lead emissions and has lower CO2 emissions. The original SR305 certified in 2001 forms the basis for a recent agreement between SMA and Continental for a future Continental diesel. The 305 is being trialled by Maule, and is already used as a retrofit in some Cessna 182s. www.smaengines.com

FINCH’S two diesel DR400 EcoFlyer models are soon to be available with glass cockpit options, from Garmin and Avidyne. The classic Robin design is manufactured by Finch Aircraft in France with 135hp and 155hp of Thielert Centurion diesels. Importer John Kistner of Mistral Aviation said: “Finch want the glass option to be there for buyers so they will be available as OEM fitment on new aircraft, and as a retrofit too. “It really shows what effort Finch are putting into expanding the appeal of the DR400, and giving what is a classic and much-loved design all the most modern additions for pilots to benefit from.”

The primary fitment option is expected to be Garmin’s G500 system, a dual 6.5-inch LCD screen EFIS unit which can take the place of the entire six-pack set up. Garmin’s SVT synthetic vision can be specified. The G500 is £14,000 on top of the £156,000 for the 135hp model and £160,000 for the 155 (both +VAT). The Avidyne is not yet finalised. LOOP’s Dave Calderwood tested the similar Garmin G600 – SVT as standard and cleared for heavier aircraft – and said: “The G500 is a sensibly priced, sensible size glass cockpit that takes minutes to learn and transforms your situational awareness.” www.mistralaviation. co.uk

Timeless shape gets cutting edge tech in the cockpit

VALENTINE’S Day saw the unveiling of a new helicopter from Switzerland – and it looks pretty easy to fall in love with too. The five-blade SKYe SH09 is packed with innovative features, say designers Marenco AG, to give it strong hotn-high performance, economy and safety. Pitched into the busy 2500kg MTOW singleturbine class, the SH09 is planned to feature a glass cockpit, shrouded tail rotor for reduced noise and improved safety, fully-composite fuselage with safety cell, and a class-leading top speed of 145kt. Low noise inside and out is a primary design goal. It should seat up to eight, with full FADEC of its 1000shp Honeywell HST900 turbine. The first reveal of a mock-up will be next month at the major Heli Expo show in the US. www.marencoswisshelicopter.com

elsewhere in the loop universe... IN LOOP’s sister titles BLADES and P1 this month, we test fly the beautiful Gazelle helicopter, continue our series on owning and operating light jets, find out what it’s like being an oil rig pilot, look at what you need to know when buying a jet, go inside Eurocopter’s mammoth new Aberdeen training and service hub, look at a new Euro Emission Trading Scheme, and much more from shows and events in rotary and business jets. Go to subscriptions. loop.aero for more on how to subscribe to P1 and BLADES.

www.loop.ae ro march 2011 LOOP 07

FOR THE LATEST NEWS GO TO... FRONTEND END OF TERM REPORT REVEALS TOPSY TURVY YEAR FOR INDUSTRY

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N E W S A N A LYS I S

Wild variance in fortunes as 2010 manufacturing figures show ups and downs of GA

IPER, Dassault, Embraer, Socata, Bombardier – up. Cessna, Cirrus, Diamond, Hawker Beechcraft, Pilatus – down. Making sense of the end of year figures posted by the 21 members of aircraft manufacturers' group GAMA is enough to give you neck ache. If a bottoming out means a lack of clear industry-wide trends, then 2010 might eventually be seen as the start of the recovery as each down seemed to be outweighed by an up. Such as: less GA aircraft delivered last year (2015 aircraft, down 259 from ‘09), but overall revenues up (up $240m, to $19.7bn); 10 GAMA members showing a drop in sales revenues, 11 showing increases; 10 members showing an increase in numbers of aircraft delivered, 11 a reduction. ‘Mixed bag’ doesn’t do it justice. Let’s look at the highlights. Champagne corks must be peppering the Piper boardroom ceiling, showing the difference a year and a

foreign investor makes by posting dramatic increases in deliveries (up 70 to 160) and revenues (+38%). That’s not including any Pipersport sales either, Piper splitting with Czech Sport Aircraft. Aptly, France will also be awash in bubbly. 2010's biggest gainer was Dassault, leaping a mammoth 28.5% ($870m!) in revenues, and Socata up 9% – showing the allure of its ‘fast turboprop’ TBM850 compared to light jets. Among the giants Bombardier holds top spot with nearly $5bn in billings (+1%), followed by Gulfstream. Cessna though continues to be buffeted, billings down a whopping 37%, though much offset by mammoth cuts in staff and spend over the last two years as it battened down the hatches. Cessna still sold the most aircraft – 512 – with a surge in the last quarter as market share seems its focus, strategising longer not short-term bets. The rising star award goes to Embraer whose Phenom jets proved the hit of the

twin-engine up, the rest down In the split of sectors, Multi-Engine Piston aircraft were the only risers in 2010, shifting 108 versus 70 in 2009. Class 2009 2010 Single Engine Piston 895 781 Multi-Engine Piston 70 108 Turboprop 441 363 Bizjets 870 763 the rise of the new money If you need any convincing why the major manufacturers see the emerging economies as vital to their future, you only need look at the split of where aircraft are being sold to. While 2010 saw a contraction of deliveries to the traditional big two markets – North America and Europe – from 78% to 67%, the proportion of deliveries to the Asian, Latin American and Middle East continued trend and grew significantly from 22% to 33%. This growth is not merely due to static numbers in a shrinking market: an extra 163 aircraft were sold to the emerging three territories in 2010 (664 vs 501 in ’09) – 58 of which were big ticket business jets. Deliveries to regions 2010 % North America 47.5% Europe 19.6% Asia Pacific 13.4% Latin America 11.9% Mid East/Africa 7.7%

Piper was a star performer in 2010, with its PA-28 and Meridian proving big hits year and pinched many Cessna Mustang sales. First launched in '08, Embraer delivered 126 of the 100/300 in 2010, and 145 jets overall. In piston aircraft, Cirrus again sits on top in what muct be seen as a good year of halted decline in comparison to the cliff-face it fell off in 2008-2009. Cirrus delivered 264 SRs, only two aircraft and 4% down from ’09. The new unleaded-friendly SR22T

is proving a hit with 57 delivered already. Cessna delivered 239 piston aircraft, with the new SkyCatcher LSA expected to start contributing significant numbers from this year onwards. It sold 22 SkyCatcher LSAs not included in GAMA figures (Piper and Diamond also sold LSAs not counted). The real concern for Cessna is its high-revenue jets, down 40% in deliveries and probably more in cash.

Cessna and boss Jack Pelton have been in the business long enough to know it is always beset by trends which can last years, and Cessna’s real strength is the sheer number of aircraft it has in the market. Hawker-Beechcraft too saw its downward numbers continue, and like Cessna will hope 2010 was the bottoming out of a painful period. H-B saw new aircraft billings drop $410m or 21% last year.

the ups and downs of 2010 How's the health? 80% of GA revenues lay with firms producing only 38% of the aircraft; 62% of GA aircraft are made by firms down year-on-year in billings. The ups DELIVERIES $m $1025 (+39%) Airbus Corporate 13 (2009 sales: 11) American Champion 37 (26) $5.7 (+54%) Boeing Business Jets 10 (4) $579 (+18%) Bombardier 150 (173) $4910 (+1%) Dassault 95 (77) $3930 (+28.5%) Embraer 145 (122) $1250 (+12%) GippsAero 14 (11) Not reported Gulfstream 99 (94) $3980 (+0.25%) Liberty 14 (13) $2.95 (+24%) Piper 160 (90) $120 (+38%) Socata 38 (36) $121.7 (+9%)

best sellers When it comes to which aircraft models sold the most, Cirrus won again with its SR22 series. AIRCRAFT TOP 10 Cirrus SR22* 222 Embraer Phenom 100 100 Cessna 182* 100 Cessna Caravan 95 Beechcraft King Air* 90 Cessna 172* 85 Pilatus PC-12 79 Cessna Citation Mustang 73 Diamond DA40 57 Bombardier Global 5000* 49

The downs Cessna Cirrus Diamond Hawker Beechcraft Maule Mooney Pacific Aerospace Piaggio Pilatus Quest TOTALS

Aircraft 512 (2009: 740) 264 (266) 129 (150) 214 (273) 4 (7) 2 (19) 11 (12) 11 (24) 79 (100) 14 (24) 2015 (2274)

$ $1540 (-37.4%) $148 (-4.4%) $46.94 (-14%) $1580 (-21%) $0.659 (-50%) $1.06 (-90%) $19.05 (-5.5%) $79.1 (-54%) $345.6 (-14%) $18.13 (-41%) $19,700 (+1%)

*All models

NB: Gulfstream group several models into one reported figure

Cirrus SR22 top seller again

www.loop.ae ro MARCH 2011 LOOP 09

FRONTEND

FOR THE LATEST NEWS GO TO... www.loop.aero

FIRST FLIGHT

NEW SONEX FLIES SONEX continues to build its expanding model base with the first flight of another new design from the Oshkoshbased firm – the single-seat aerobatic Onex. Company boss and designer Jeremy Monett flew the folding wing design, first shown to the public at EAA AirVenture last summer. It's destined to appeal to sport pilots who want a simple and compact aircraft with an emphasis on fun. It’s small enough to easily fit in a car garage and be towed on a trailer, and the wings can be folded in just a few seconds. Power comes from an 80hp AeroVee engine, and it's hoped to be available in

kit for under $25,000. After the test flight Monnett said: “The airplane is sweet... it feels great! It continues our tradition of lowering the cost barriers to flying.” Sonex is also driving ahead with an electric aircraft design, the Waiex, which made its first flight in December, and has a jet in the works too. www.sonexaircraft.com

A hardy lot in Oshkosh!

LEGEND REVIVED

MASH CLASSIC BACK? THE legendary Bell 47 heli could be about to make a return, after the firm that own the rights to its design said they were considering making new versions. Scott's-Bell 47 took over the OEM role for the much-loved ‘MASH’ heli two years ago, and is now surveying customers to see if there’s demand for new versions of the '46 design.

SB47's Neil Marshall said: “The Bell 47 remains extremely viable… an excellent pilot training platform and an aircraft that appears perfectly placed t0o fit the needs of an expanding agricultural aerospace industry.” If you want to take part in the survey, go to the SB47 website. www.scottsbell47.com

Vast canopy is still one of the best ways to see the world KEITH NEGAL

TRIBUTES POUR IN FOR KEITH NEGAL AVIATION saluted one of its own following the death of microlight and light aviation legend Keith Negal, who passed away in early February. He had been suffering from a brain tumour. Negal, 62, was President of the BMAA, and a forceful and passionate advocate of the benefits and joys of microlighting and flying.

He expertly negotiated the corridors of power to the good of aviation, and helped create the important political voice of microlighting in Europe, the European Microlighting Federation. If you would like to send your condolences to his wife Shirley and family, email BMAA boss Geoff Weighell at geoff@bmaa.org

BOB

Davy

LO O P ' s m a n w i t h a tt i tu d e a s w e l l a s a l t i t u d e MY dad had a η because it is funny way with a symbol for words and had efficiency – doing a number of an equivalent job A century favourite sayings, with less weight, hence, 2000 less power, less often simple on the face of it, but may be viewed time, less cost. The with an underlying as quite a entire existence message as strong of engineers is primitive period as any I ever dedicated to doing received from more in human things better and famous writings more efficiently. history... An example: “When “Whenever I’m knowledge, facts or feeling pleased with solutions are sought, there myself, it’s usually behind are a number of techniques the wheel, and about 10 available from which to minutes before I back into a select. These techniques lamp post.” can be ranked according to As an extension of this, their effectiveness, from if ever I’m feeling bright the most certain to the most it doesn’t take me long uncertain. to realise that I’m not “The future is a bit foggy, particularly. but it’s not unreasonable For example I just to suggest that the 21st happened across this century will enjoy a rate speech by US astronaut of progress not unlike the Neil Armstrong: Korean 20th. And a century hence, war fighter pilot, test pilot, 2000 may be viewed as first astronaut on the moon quite a primitive period et al, given at the beginning in human history. It’s of this century to a bunch of something to hope for.” engineers during America’s Blimey, Neil. This is National Engineers’ Week. the ‘man of few words’ “It is national Engineers’ who co-pilot Buzz Aldrin Week and I am honoured described, sitting on the to be speaking on behalf Moon’s surface in the Lunar of the National Academy Excursion Module, trying of Engineering (NAE) and to sleep in the time allotted our nation’s professional for them by NASA after engineering Societies. their first moon walk, not “I am, and ever will being able to, and, instead be, a white-socks, watching the TV footage nerdy engineer – born of the event beamed up under the second law to them from around the of thermodynamics, world. Finally after hours of transformed by Laplace, silence, Neil looked up and and propelled by said; “Gee Buzz, we missed compressible flow. As the whole thing.” an engineer, I take a The best dinner party I substantial amount of pride can possibly imagine would in the accomplishments of serve Beef Wellington with my profession. fine Claret and have the “Bill Wulf, president of following guests sitting the NAE, has said that around the table: Keith science is about what is, Park, Brian Kingcome, and engineering is about Geoffrey Wellum, Robin what can be. The Greek Olds and Chuck Yeager. letter η often shows up in And at the heads of engineering documents. the table would be Hugh Engineers pay a good deal Dowding at one end and of attention to improving Neil Armstrong at the other.

elsewhere...

IN another ‘you won’t believe what you can find online’ moment, go to Google or Youtube and search for ‘Russian aircraft departing Australia’. You’ll get an interesting piece of film from Canberra Airport – from inside the control tower – showing an apparently very heavily-loaded Russian Ilyushin Il-76 large cargo aircraft using every available metre of the runway to claw its way into the air. Make sure you’ve got the sound turned up so you get the full commentary from the tower’s disbelieving air traffic controllers. One of them sums up the experience when he says something along the lines of, “I hope I’ve got enough film left in the camera to film the accident...”. While we’re on the net and its resources, does anyone know of a site where you can trace the owner of a car if given the number plate? I was driving onto the M4 recently when the driver of silver Vauxhall hatchback cut me up on the inside on the slip road, almost hitting my car in the process. The driver responded to my tooting and flashing by doing an emergency stop on the motorway. Twice. I’d love to find an address. Any ideas?

www.loop.ae ro MARCH 2011 LOOP 11

INCOMING

LOOP’S VIRTUAL, CLUBHOUSE, FOR YO U R O P I N I O N, PICTURES, AND CROSSWORD

STAR LETTER

My Avgas fears YOU wrote last month “Who Needs Avgas?”, regarding aviation diesel technology. Well, I for one do. I fly a Piper Cub with a Continental A65 engine. It can be run on Mogas, but I’ve heard they can suffer from compression and valve seat recession problems – so I won’t use anything other than 100LL. I also fly a Harvard T6, and there is no chance the supercharged P&W will run on anything other than Avgas. This is worrying on many points because if Avgas is to be removed for general consumption, I reckon a third

The search for a lead-free Avgas replacement fuel could leave many victims in its wake – including a raft of classics and warbirds

of all aircraft will be grounded and some classic warbirds will never fly again. So answering your question ‘who needs Avgas?’, I and many others do! Name and address supplied A great point, causing much concern in the States’ huge warbird community. Those who would ban Avgas care not a jot about who it affects, so we must keep our fingers crossed the fuel industry and regulatory bodies reach a solution: a ready-to-use 100 octane lead-free replacement, which requires no engines/ aircraft be recertified.

SPOT THE PLANE 1 No tricks, no strange angles... it’s not upside down or turned on on its side. If the aliens arrive they might well be in something that looks like this... but it’s entirely Earthly, monsieur. Think once, twice, three times... 2 A modern favourite that waltzed into many schools got a recent makeover up front as it benefits from one of a new generation of powerplants.It sounds Russian, yes, but it’s not... 3 A slice of pure Americana, but you don’t have to be across the Atlantic to see them as they’re a regular sight in the UK too. Built by a famous old name still going strong – very strong – it sounds more like a maritime pilot

ANR battery box mod PHIL O’DONOGHUE’S article on Automatic Noise Reduction kits with an in-line battery box (Gear test, LOOP, February) correctly notes that changing a battery in-flight is a fiddly job. The task can be made much easier, however, with a bit of tape and preparation. Prior to fitting the PP3 battery, take a short length

Battery changes can be fiddly

of duct tape and form a strap around the battery, terminating in a one-inch tab that faces the battery cover. To change the battery, with the cover removed, pull firmly on the tab and the battery comes out at once. Obviously, it’s a good idea to prepare the replacement battery beforehand in a similar manner. Graham Clark Email

The simple solution I CAN only agree with Tim Jinks’ observations about Ofcom charging policy for airfields (‘Spectrum charging disaster’, Incoming, LOOP, February).

In reference to an incident he mentioned, I had a Google Earth squint at his Stoke Golding Airfield. The dangerous situation he described could probably have been averted without recourse to radio at a much earlier stage if the airfield had simply an old-fashioned signals square. No battery required; just a spot of weed killer from time to time! Name supplied

Thanks CAA!

AS YOU may know I am rather mouthy in condemnation of the Authorities (Surely not, Jim!), however fair is always fair and when the ‘crats do things

YOUR PICTURES

think you’ve got AN EAGLE EYE?

Think you know your oleos from your Embraers? Get your magnifying glass out and your bobble hat on, and see if you can work these obscurities out. First correct entry from the hat wins a prize! Email ‘Spot the Plane’ to incoming@loop.aero

last month’s crossword solution Across: 1 Beep, 3 Flaperon, 9 Engines, 10 India, 11 Dream, 12 Ramjet, 14 Inhale, 16 Static, 19 Crease, 21 Trike, 24 Shear, 25 Sponson, 26 Gull Wing, 27 Stud. Down: 1 Bleed Air, 2 Eagle, 4 Lasers, 5 Prism, 6 Radlett, 7 NOAA, 8 Enamel, 13 Screened, 15 Harwell, 17 Tattoo, 18 Season, 20 Arrow, 22 Inset, 23 ESVG.

12 LOOP MARCH 2011 www.loop.aero

Is this the proposed solution after the RAF training cuts? DY

Well, I always wondered how they did it while flying! KW My kids actually panicked... LH

SPEAK OUT! BE HEARD! MAKE A POINT! EMAIL YOUR WORDS TO LOOP. DON'T BE MUTE. incoming@loop.aero right they deserve praise. I was issued with an SSEA rating two years ago, which I assumed was valid from then. Unfortunately not: my inspector recently refused to revalidate my rating, and the CAA of course said I had been flying illegally. A very helpful chap at the CAA suggested sending oﬀ my licence and logbook documents to their Policy section with an explanatory covering letter. Thankfully the nice people there realised it was a genuine mistake, and as I had all the requisite hours etc revaladated my rating for free. Phew! I am still wiping the egg oﬀ my face! Jim Cripps

Our new Reality NOW we have our new website (www. realityaircraft.com) I am using a new email (mike@ realityaircraft.com). The website now has a lot more information about the aircraft and more is still to come. If you have any suggestions on how I could improve it further I would appreciate them. mike stevenson reality Aircraft Ltd

Reality Aircraft are soaring SOAPBOX

POOR Dennis [LOOP, Feb]! I have a pet fear (gnnn...) about dogs and aircraft, and he’s proved the point they don’t mix at all well. karen Bass

CONTACT LOOP

SMALL WINGS

VOLTING AHEAD

MY FIRST reaction at seeing Bob Targett’s electric Rebel Racer at the Flying Show was ‘Wow!’, and reading of his plans last month added to that emotion. Electric flight may be some time off before it is a serious proposition, but each new attempt and each new design brings that day and the possibility of a wide variety of cheap-tofly aircraft that little step closer. It’s an area where progress in the world of cars will reap big rewards in battery and motor availability we can benefit from. ken Boyce

Bob’s Downfall video was inspired. As a Liverpool fan, the one about Torres to Chelsea also made me cry with laughter. (Not for kids though!) george swift

Wonderful write up about the great work at Enstone flying Club – a great bunch of people doing great things. charlie wright

INSIDE COMMERCIAL FLIGHT TRAINING GUIDE: PART 3 + JOB HUNT Boost your chances + ADVICE Ace the interview + PILOTS Tell all + MARCH 2011 ISSUE 65 £3.40

F R E S H A I R FO R F LY I N G

WINNERS AND LOSERS OF 2010: MANUFACTURER FIGURES REVEALED News analysis inside

ORIGIN STORY + C E S S N A 1 8 0 S K Y WAG O N +

One of Cessna's most-loved all-time classics, which bears more than a little resemblance to its current big sellers NEWS SPECIAL: THE AIRCRAFT GIANTS OF TOMORROW

+ MOTHS Expert insight + NEW Flight Design four-seater + PLAN Best events to see +

ISSUE 65 ISSN 1749-7337

LOOP Digital Media Ltd 9-11 The Mill Courtyard Copley Hill Business Park Cambridge CB22 3GN T: 01223 497060 F: 01223 830880 E: incoming@loop.aero W: www.loop.aero LOOP is published by LOOP Digital Media Ltd. No part of this publication may be reproduced without written prior permission of the publisher. EDITORIAL Editor Richard Fairbairn E: richard@loop.aero Staﬀ Reporter Dave Rawlings E: dave.rawlings@loop.aero New Media Editor Helen Rowlands-Beers E: helen@loop.aero Creative Director Bill Spurdens E: bill@loop.aero Art Director Dan Payne E: dan@loop.aero Chief Photographer David Spurdens E: david@ extremesportsphoto.com ADVERTISING Sales Manager Dave Impey T: 01223 497067 E: daveimpey@loop.aero LOOPMart Aircraft Sales Chris Wilson T: 01223 497060 E: chrisw@loop.aero PUBLISHING Editorial Director Dave Calderwood E: dc@loop.aero Director Sam Spurdens E: sam@loop.aero Director Dave Foster E: dave@loop.aero CONTRIBUTORS Alan Cassidy, Bob Davy, Dennis Kenyon, Nick Heard, Stan Hodgkins, Phil O'Donoghue, Paul Bonhomme, Dorothy Pooley www.loop.ae ro MARCH 2011 LOOP 13

Flightgear

‘pack your bags, love!’ + s h op w i n d o w

2011 events

Go visit some of the best aviation events the world has to offer!

Tannkosh Tannheim, Germany, Aug 26-28 Tannkosh is biggest aviation party going. Fly in, camp next to your aircraft and enjoy air shows, food and drink, especially drink.

EBACE Geneva, Switzerland, May 17-19 Everything for the pilot looking for something a bit ‘bigger’ – from King Airs and Citations up to Global 5000s and Airbus 320s.

LAA Rally sywell, UK, Sept 2-4 Set in the stunning Art Deco surroundings of Sywell airfield, you’ll see the latest homebuilts and stunning restorations.

Paris Air Show Paris, France, June 24-26 Held every other year, this show has every type of aircraft. There are air displays everyday and more than 2000 exhibitors.

www.tankosh.com

www.ebace.aero/2011

www.lightaircraftassociation.com

http://paris-air-show.com/en

Helitech Duxford, UK, Sept 25-27 Helitech is the largest helicopter event in Europe and has everything rotary. More than 4000 visitors expected.

Reno Air Races Nevada, USA, Sept 14-18 Reno is a great spectacle. Where else can you see P51s racing round a 6.37mile desert circuit? See T-6s, Harvards and jets too.

World AErobatic Champs Raenna, Italy, Aug 31-Sept 11 See the limits an aircraft and pilot can get to – the world’s best aerobatic pilots come together for two weeks of fantastic flying.

aero 2011 Friedrichshafen, Germany, Apr 13-16 The biggest aviation exhibition in Europe fills nine hangers with all things aviation, from the smallest hangliders to the biggest biz jets.

www.helitech.com

www.airrace.org

www.fai.org/aerobatics

www.aero-expo.com

+new cargo pod

+new backpack

+ n e w GET SMART

husky... now with pack up your troubles off the cuff room for luggage Husky owners complaining about lack of space for luggage need not worry anymore. Aviat Aircraft are now offering an Airglas Cargo Pod, which weighs only 25lb and can carry 170lb with no discernible loss of airspeed, says Aviat. The cargo pod measures 70in long, 24in wide and only 13in deep. It has been STCd to retrofit all models of the Husky. Aviat says that initial installation could take up to two hours; thereafter it can be installed or removed in about 10 minutes. Equipped with a side and back door, the pod will transport skis, camping equipment, fish, components for oil rigs, or

just about anything that will fit through the doors. The pod was designed and developed by Airglas of Alaska and will fit a Husky with wheels, skis or floats. The cost of the pod is $3500 and the Aviat factory is now taking orders. It is available in white or white prime for spraying with your aircraft colour. Custom colour gel coat is available for an additional charge. www.aviataircraft.com

Cargo pod under Husky

14 LOOP march 2011 www.loop.aero

If you’re sick of chucking all your stuff loose in a bag when you go flying – and don’t want a proper leather pilot's case, then Sporty’s might have the solution you’ve been looking for. The backpack has been designed to carry headsets, laptops and all flight accessories.

Sporty’s backpack has room for two headsets, a GPS and even has a pocket specially designed to take an Apple iPad tablet. The bag has dedicated pockets designed for everything the pilot and student pilot needs. A padded compartment accommodates two headsets while a separate laptop compartment fits up to a 17-in laptop. The easily accessible top pocket is ideal for a phone or MP3 player. External pockets can house a torch, a fuel tester and keeps your pens nearby and easy to get to. The bag is on sale now and costs $74.95 direct from Sporty's. www.sportys. com/pilotshop

Time Honoured takes pieces of salvaged WW2 aircraft and sets them as centre pieces in handmade silver and gold cufflinks. The Spitfire cufflinks are from parts of Merlin engines while the Lancaster cufflinks are fragments of the famous 617 Squadron Dam Buster Lancaster ‘M for Mother’. Prices start at £75. http://timehonoured. com

Historical cufflinks

TO SEE MORE GEAR GO TO... www.loop.aero

tESt • thE BE

t OF

OF TE ST

tESt • thE BE S

BEST

LOOP 'S

OF St

tESt • thE BE S

eaa aiRVentURe 2011 - oshkosh, USa, July 25-31 it’s a bit of a trek but well worth it. oshkosh is the biggest aviation show in the world and encapsulates everything to do with ga, from new products being launched, aircraft making their debut, air shows, workshops, live bands and even the theatre in the woods showing aviation related films. if you’re flying in, plan your flight early and book your spot. www.airventure.org

+ n e w dv d a n d b LU r aY

aIrWolF Is back! WE'RE suckers for reliving our youth here at LOOP, and for some that means the pain of seeing films we loved as kids in the harsh light of adulthood. Airwolf was the kind of Saturday morning TV which made us believe a pilot’s main qualities were brooding malevolance, a haunting war-scarred backstory, friends in the CIA, and great shades – just like hero Stringfellow Hawke. Despite actor JanMichael Vincent's rise to ‘best paid actor in America’, for us the real star of the show was Airwolf, an improbably trick impossibly fast (300kt!) black-ops

superheli bristling with weaponry. Discovering what aerodynamics does to real helicopters to was quite a let down. DVD and Blu-Ray betrays the pilot movie’s 80’s TV roots (hey, was that a boom mic in shot?) but it’s a guilty pleasure – an epicly cheesy one. The DVD costs £12.99 while the Blu-Ray version costs £15.99. www.fabulousfilms.co.uk

BE SURE TO CHECK ONLINE FOR ALL THE LATEST REVIEWS ON THE NEWEST FLIGHT GEAR www.loop.aero

www.loop.ae ro march 2011 LOOP 15

flightgear

Clockwise from main: When it comes to Moths Henry Labouchere is the sage from Norfolk who fell in love with them aged just eight; Out of Africa icon flies again; classic biplane lines are still a thing of grace and beauty 16 LOOP march 2011 www.loop.aero

the moth man OF NORTH NORFOLK + R E S T O R AT I O N S

H E N R Y L A B O U CH E R E

Deep in England’s flatlands and visible only from the air, lies a world centre of excellence for keeping a British icon in flight. Pictures by Rory Game

T’S slow, doesn’t climb, doesn’t roll, and is a nightmare to even taxi – but it’s one of the most loved aircraft ever made. De Havilland’s Tiger Moth and its predecessors hold a position of National Treasure in the hearts of pilots and non-pilots alike, aviation’s Queen Mother and Bruce Forsyth rolled into one (without the fishbone issues or toupee). Moth owners will be among the first to tell you it’s not because of any cutting-edge abilities: this is after all an 80-year-old design we’re talking about. Its cruise is a leisurely 80kt or so, it’s unlikely to crack 1000fpm climb, and its open cockpit means its practical ceiling is only a few thousand feet. But like the rider wafting a restored Brough Superior along an idyllic country backlane, Moth flying is more a state of mind than a statement of intent. A fabric and wood time machine to a much-missed era before GPS, ATC, and worries over airspace, to back when

the only thing you had to worry about was the flying itself and exuding suitable panache to win fair maiden after landing wherever flat. Its majesty inspires a passion in owners and pilots unlike any modern aircraft, but like any machine it faces the paradoxical reversal of age versus knowledge: the older it gets, the less it is known. The experts are becoming fewer. Norfolk’s Henry Labouchere is one of a diminishing number of experts in the Types, a pilot and engineer whose relationship with Moths dates back to his first ever flight in one at just eight years-old. He cried the entire circuit, but a love affair was born. He is known to many in the UK and abroad as the pilot of G-BEWN, the bright yellow 1941 Tiger Moth he has owned for a staggering 40 years (and three engines). And, to those in the world of Moths, he is a restoration expert of peerless reputation – which came about almost by accident.

When still in his teens, Henry travelled to Australia and found work with a crop dusting team that would routinely fly 140+ take-offs per day – with a requirement that their Moths be flight-ready as much as possible. “Working with Moths came from the agricultural flying,” he says. “They were always getting pranged and backed into fences, and we had a real ‘make do and mend’ attitude. “If something broke, we fixed it and that’s all there was to it. Out there, that’s the attitude: we have to get home. When you’re in the middle of nowhere you couldn’t rely on someone else being able to help.” His first restoration came about by accident too – literally. “I was showing off once, and crashed in a great big heap. I climbed out and adjusted my hair and probably my trousers – and was so ashamed at what I’d done that I decided to rebuild the aircraft myself. “I did, and then someone asked me if I could do

A fabric and wood time machine to a much-missed era before GPS, ATC, and worries over airspace another one, then another, and it all grew from there.” That was over 30 years ago. His latest project is one of the most famous Moths ever, the 1929 US-built DH60 Gipsy Moth which featured so prominently in the Oscar-winning epic Out of Africa. After nearly a decade out of action, Labouchere finally returned it to flight last month. He says: “It’s a beautiful aircraft, restored initially by the wonderful Cliff Lovell. We were on one of our regular Moth trips abroad, in New Zealand, when over the South Island it started putting out white smoke. We put her down on a beach, and found the engine was in pretty bad shape.” It was transported back to the UK, and returned to the

Continent by its Europeanbased owner – but never fully repaired. Henry says: “After five years we finally got our hands back on her, brought the pieces over, and had a look at what needed doing.” The airframe was still in great shape – a testament to former owner Lovell’s work – but the power and motion department was a different matter: “It had cracked a cylinder liner, and the head completely needed replacing – it was in pretty bad shape.” And, of course, finding new engine parts for a 1929 engine isn’t easy. “We went to the excellent Jim Stokes in Waterlooville, who made a new cylinderhead and liners from scratch which are simply beautiful. They did a fantastic job, and also the LAA gave us some amazing help along the road to get her flying again.” Fast forward several months, and the beautiful Gipsy Moth is now purring as new – and is simply a delight to fly, says Henry: “Compared to the Tiger Moth, the Gipsy Moth

www.loop.ae ro march 2011 LOOP 17

flightgear is a nicer aircraft to fly generallisimo; there are Tiger Moths that are very nice to fly – but not many! “The Gipsy is faster, quieter, and warmer: when your hand is cold, just put it on the exhaust pipe running past the cockpit. The rest of you will be freezing, but at least one hand will be warm! “It’s a delight. You must remember it dates back to the times of adventurers and pioneers like Amy Johnson and Sir Francis Chichester, to fly to places like Cape Town and Australia. Really quite incredible feats.” In fact, he says, it’s so nice it makes you wonder where they went wrong with the Tiger Moth, a derivation conjured by Geoffrey de Havilland himself when when the RAF wanted a trainer for pilots in the 30s. Or did they go wrong? Henry says that what could be seen as the Tiger Moth’s shortcomings are what made it such a good trainer for a generation of WW2 RAF

and Commonwealth pilots – and add to its appeal today. “Tiger Moths are a complete nightmare to fly really. It’s a trainer, not a particularly good aircraft by aircraft standards... you could say it was positively appalling. It doesn’t climb, doesn’t roll, and isn’t very nice in pitch. “But the point is, if you can fly a Moth well you won’t have any trouble in anything else. That’s what made it such a great trainer. In aerobatics it has no power and no controls, so if you can master aeros in a Moth you’ll be great. It taught you everything you needed to know. When you get a really good Moth pilot, they are a pleasure to watch.” Its lack of vim and vigour compared to modern aircraft is exactly what makes it so appealing: it’s the pilot getting the best from the aircraft. “They grow on you, and you learn to love/hate them. It’s like an old pair of slippers to me, you just jump in and roar off.

Follow us on twitter GO TO... twitter.com/looptelevision If you can fly a Moth well you won’t have any trouble in anything else. That’s what made it such a great trainer

Clockwise: Fuel tank above the wing and the ‘new’ old engine; open to the elements; a re-work of art

I love them, and they’re easy to fall in love with.” To fall in love with a Moth is easy: just watch someone like Henry fly it. Better still, fly with him. Gentle arcs, relaxed loops, sedated rolls, all at a pace which means nothing escapes the eye or seat of the pants. If finesse is for the best, and effort for the rest, then Henry is a master at work. And decades of familiarity can’t remove the smile on his face at flying a legend. The Moth may not be fast, may not climb much, and may roll like an overfed Labrador – but the way it puts you in touch with the original wonder of flight is unmatched. A truly charismatic great – much like Henry. CONTACT Henry Labouchere, Bluetile Farm House, Field Dalling, Holt, Norfolk NR25 7AS, England T +44 1328 830 003 or ‘431 F +44 1328 830 232 E henrylab@lineone.net

+ h enr y ’ s m ot h a d v i c e

HAVING flown 109 and restored 24 different Moths over the years – a good chunk of those still flying – Henry Labouchere knows a thing or two about them. Here’s his buying advice. • Know the provenance “The history on most if not all Moths is pretty well known. Make sure it’s not one scraped together from parts lying around a hangar.” • CheCK engine, FABRIC, WOOD “The most important is the engine, how many hours it has left and its condition. If looked after and kept out of UV light and rain, fabric can do 30 years in the UK. If it’s been abroad in dusty baking sun, much less.” • Check how it’s been set up “Rigging varies a lot among Moths... some fly hands off, some not.” • Know YOURS AND ITS limits “When it comes to flying, you have to be a good operator. Keep it well balanced and have a good idea of conserving energy. They’re getting old! I don’t aerobat mine like I used to, but still manage the odd loop and roll.” • Don’t buy cheaply “The cheapest to buy will be the most expensive in the long run. You can buy a banger for £30,000, and have to spend £70,000 or more to make it presentable – a full restoration could be 1200 hours. You are better to spend £70,000 to buy one that works immediately.” • Speak to the experts “The DH Moth Club and the guys at Redhill are wonderful stalwarts who have kept it going and available to everyone. The LAA are superb, and the DH Trust do a simply fantastic job.” • love its foibles “In places 18-yearolds used to get out of these straight into Spitfires and Hurricanes. It’s a very good trainer in the principles. With no brakes, it really teaches you anticipation, and they are much happier and safer on grass than hard strips – a skid instead of a tailwheel means crosswinds can be interesting. Modern airports just don’t understand them at all and will try and direct you in to a particular heading… sometimes I have to land across runways.” + f u rt h er in f or m ation

• DH Moth Club: Fantastic store of

info, expertise and advice, with an extensive list of UK experts. www.dhmothclub.co.uk • DH Support: Duxford-based official worldwide Type Design Organisation for numerous De Havilland designs. www.dhsupport.com • The Tiger Club: Headcorn’s passionate supporters of Moths, where you can fly one too. www.tigerclub.co.uk • Cambridge Flying Group: Two to fly, and boundless enthusiasm. See p42. www.cambridgeflyinggroup.co.uk

18 LOOP march 2011 www.loop.aero

THIS THING MAKES MONEY. I have 10 building sites scattered across the Northwest. What I don’t have is time to drive a whole day between each of them. That’s why I fly a Turbo Stationair. Easy to fly, reliable as the sunrise and I don’t have to fly on someone else’s schedule. Unnecessary expense? No, this thing makes money.

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FLIGHTTEST

Cessna 180: The Wilderness Workhorse PHOTOGRAPHY David spurdens A tailwheel Cessna? Yes, and itâ&#x20AC;&#x2122;s one of the best-ever and most useful aircraft of all time. Jez Cooke flies a superb UK-based example

20 LOOP MARCH 2011 www.loop.aero

FOR THE LATEST NEWS GO TO... www.loop.aero

» www.loop.ae ro MARCH 2011 LOOP 21

FLIGHTTEST

HEN pilots sit around talking about the pros and cons of aircraft, there’s one aircraft that stands out as fulfilling the needs of most of us and that’s Cessna’s 182. But there’s another, closely, related, aircraft that is better still in many uses, the Cessna 180. Put simply, the 182 is the nosewheel variant of the 180 and for many pilots, the tailwheel ‘conventional’ configuration is both more useful and more satisfying. For bushplane use with big tundra tyres, or fitted with skis for use on snow, or floats for, well, water, the Cessna 180 is prized for its handling, power, simplicity and ruggedness. No wonder it ended up being called the ‘Skywagon’. Here at LOOP, we’re well acquainted with the Cessna 180’s abilities – we regularly use one as a cameraship for air-to-air photography. Not only is the 180 able to carry three people – pilot, stills photographer and video cameraperson – but it also has a wide speed range, useful when you’re photographing anything from an 80kt flat-out kitplane to a hotship that flounders around at anything below 120kt. Our regular pilot for the cameraship is commercial pilot Jez Cooke, who has plenty of hours on the 180 and many other aircraft too, including a Falcon 50 bizjet he flies for work. Over to Jez. HERE we are opening the hangar doors at Turweston Aerodrome, where the 180 is based, and as the light enters the relative gloom, standing head and shoulders (spinner and wings) above the rest is the test aircraft, a marvellous 1956 Cessna 180 Skywagon. Everyone thinks of Cessna these days as the archetypal nosewheel

aircraft but the Kansas company has had great success with a whole string of tailwheel aircraft. Perhaps the most iconic and probably the most visually pleasing was the 170. Introduced in 1948, the 170 was all-metal, had a 145hp Continental 0-300 and four comfortable seats – a great stride forward in the light aircraft world of the time. More than 5000 were produced in six years of production. Cessna developed a military variant of the 170 called the ‘Bird Dog’. It was a little heavier than the 170 and had a Continental 0-470 motor producing a hefty 225hp giving the aircraft staggering performance. In 1953, building upon the Bird Dog experience, Cessna complemented the 170 (then in its final year of production) with the 180. This aircraft retained the same 225hp (later 230hp) Continental 0-470 engine and a constant-speed two-blade prop. The 180 also benefitted from an extra four inches of cockpit width. Amazingly, the 180 stayed in production for nearly 30 years, right up until 1981, and more than 6000 were produced. The aircraft became the epitome of the hard working, reliable, ‘Wilderness Workhorse’. It has been fitted with floats, skis, and tundra tyres and is still to be found all over the world working hard. The test aircraft here, reg G-ASIT, was built in 1956 and imported from the USA in 1968 – and she promptly came second in the 1968 Kings Cup air race clocking 160.5mph. She was obviously well-loved because she had only two UK owners before current owner Richard Seeley, bought her in 2003 following a ‘turn-over mishap’! Unlike most 180s, she has never been used for parachuting, spraying or other commercial toil and consequently she is in excellent condition. Following purchase, the aircraft was painstakingly rebuilt and

22 LOOP MARCH 2011 www.loop.aero

As we open the hangar doors, standing head and shoulders above the rest is the test aircraft, a marvellous 1956 Cessna 180

re-sprayed back to its original 1956 factory colour scheme by specialist Mike Souch and brought right up to date with modern avionics. It flew again in 2004. As we manhandle the 180 out into the daylight it is obvious that here is a lady with presence and attitude. She sits up high on large sprung steel undercarriage legs, has large wheels and large brakes, a large steerable tailwheel, a large almost awkward fin nearly eight feet above the tarmac and much needed steps up into the cockpit. Everything

seems large, but, believe it or not, this fuselage is exactly the same size as a Cessna 172.

THE WALK-ROUND

We fill the two 30 gallon (114 litre) wing tanks and check the caps and over-covers. Almost immediately, a rather annoying issue presents itself. The engine cowling is held in place with about 30 screws and there is no chance to have a good look at the innards unless we dismantle half of the front end. We can peer through the fairly large oil-

checking hatch on the top left hand cowling, and there is a similar sized access panel on the other side of the cowl but that’s it. I do like to have a good rummage around in engine compartments when possible – it’s amazing how often you find bits that need tightening, repairing or cleaning. After checking the oil (12 quarts capacity – we keep it on 10) the walk-round is fairly standard. The big three-blade constant-speed Hartzell prop fitted to ’IT is not standard fit for the 180 but was

The test Cessna 180 has been resprayed in its original 1956 factory colour scheme and looks stunning. Three-blade prop is not standard and was fitted during the refurbishment

fitted during refurbishment. We pull it through a few blades to check compressions and to get the oil moving around on the cold cylinder walls. Noticing the beautiful high lift 36ft wings and huge four position flaps, we drain some fuel from the wing drains and then move aft to check the semi-castoring tailwheel and its steering mechanism. The aircraft has a moving tailplane (instead of elevator trim tab) and elevator. We come round to the left side checking the small baggage door just under

www.loop.ae ro MARCH 2011 LOOP 23

FLIGHTTEST the trailing edge – we could put 48lb of bags in there if need be – another wing tank drain and it’s time to mount-up! Getting in is a bit of a game. First, the seat has to be pulled all the way back to make room for the entry. Then using the step we swing ourselves up into the seat using the handle thoughtfully supplied up on the forward door arch. Then we find ourselves about three feet away from, and looking up at, the instrument panel. Close and lock the door (do it now before it disappears far behind your left shoulder as you move forward) and then pull uphill all the way forward until feet are resting on those big, Harvard-like rudder pedals. This is the point where we are very pleasantly surprised to find that the view forward over the nose is excellent. The procedure has one final and very important deed – we reach back and down onto the seat track behind, and engage and lock the device that prevents the dreaded ‘Cessna Seat Slide Backwards’ on takeoff.

Richard Seeley’s Cessna 180 is an immaculate example of the type, kept as original as possible while also being brought up to date with upgraded prop and avionics

WE’RE IN!

The panel on G-ASIT is superb. The upper part retains the retro 1950s look with old instruments including the horizontal window DI (Direction Indicator), all set in a fetching light tan coloured plastic fascia. You can’t help but notice there are many identical switches and levers – cockpit ergonomics were unheard of in 1956. Below this panel the owner has thoughtfully supplied us with a Garmin 430 GPS, two ILS/VORs, a moving map, a Mode S transponder, ADF and even a fuel totaliser – this really is a ‘Full Airways’ machine. This big aircraft starts to become normal size at this point. The back seats are a bench with not a lot of legroom unless the front seats are quite far forward. On the floor between the front seats is the fourposition fuel selector (‘Left-Right wing’, ‘Both’ and ‘Off’) and you feel this rather than see it. Forward of the fuel tap, we find the all-important elevator trim wheel and a 2.5ft long manual flap lever beside it. The front seats are fairly close together due to the surprisingly narrow fuselage width (they increased the width by four inches on the later 182 models). It helps the pilot if the passenger moves their seat back away from the panel to give overlapping shoulders. OK, let’s fire her up: l Master on – the far left identical switch (IS) l Beacon on - second from far right IS l Mixture rich - far right identical lever (IL) l Check prop fully fine l Prime 2-3 strokes – left hand identical plunger (IP) below throttle

l Throttle cracked open l Check cowl flap open - far left

She fires almost immediately requiring small blips of throttle until the six-cylinder Continental settles into a smooth rumble

24 LOOP MARCH 2011 www.loop.aero

identical push in/pull out (IPIPO) chrome lever – the carb heat IPIPO is to the right of this one l Press starter (small black button to the left of the Master IS). She fires almost immediately requiring small blips of the throttle initially until, after five seconds or so, the six-cylinder Continental settles into a lovely smooth rumble. Wait an absolute age (15-20 seconds) for the oil pressure to rise and then relax! Once we’ve switched

on all the avionics, plugged in headsets, strapped in (full harness for the front seats) and checked for dead cut, we’re about ready to taxi. We need a fair amount of power to start to move – we are, with two 180lb blokes and full fuel, at a weight of 2380lb which is 170lb below MTOW. The visibility over the nose is excellent and, using small amounts of power and the excellent toe brakes, you just think the direction you want to go and it goes. It really is almost as easy as a nosewheel aircraft except

FLIGHTTEST S P I R I T O F C O LU M B U S THE first woman to fly an aircraft solo around the world did it in a Cessna 180. In 1964, Geraldine Mock, a tiny housewife from Columbus, Ohio, flew her own secondhand 1953 Cessna 180 named the ‘Spirit of Columbus’, on the 23,103 mile course. She took 29 days 11 hours and 59 minutes to claim the record, which was subsequently certified by the Federation Aeronautique Internationale (FAI). Additional fuel tanks were custom-made to fit inside the cabin, and she also carried personal equipment and survival gear. On 4 May 1964, Geraldine Mock was awarded the an Exceptional Service Decoration by the President of the United States at the time, Lyndon B. Johnson. After completing her flight, Mock never flew the ‘Spirit of Columbus’ again. Cessna exchanged aircraft with her, giving her a later model plane. For a number of years the record-setting aircraft was suspended in the Cessna factory in Wichita, Kansas, until it was cleaned up for a trip to the National Air and Space Museum in 1975, where it is exhibited in the General Aviation Gallery. in strong crosswinds when the weathercocking effect of that tall fin and long fuselage require coarser use of power and brake. We stop, check the oil temperature is rising and perform the run-up and pre-takeoff checks – bog standard stuff – but it is really important to check the tailplane trim and we usually set 10 degrees (the first notch) of flap.

By the time the tail is up and you have admired the centreline, it’s time for a gentle pull and she’s airborne in 150-200 metres

TAKEOFF

The takeoff is fairly straightforward. We apply full power and easily counter the slight nose-left swing with those lovely brakes and tailwheel steering, count to three elephants and push smoothly forward to raise the tail. The view forward is now super and we make a conscious effort to move our feet down the rudder pedals off the toe brakes (everyone rides the brakes slightly on their first few takeoffs). By the time the tail is up and you have admired the centreline still streaming under the nose, it’s time for a gentle pull and she’s airborne at about 65mph in 150-200 metres – as simple as that! Accelerating to 85-90mph we find out for the first time that this is an aircraft that has to be trimmed for every change of power or attitude. Climbing out steadily, we retract the flaps, bring the power back to 25in of Manifold Air Pressure (MAP) and the prop back using the lovely vernier control to 2450rpm, trim her out and start to feel this aircraft. We find we are climbing at 1400ft/min – at just shy of max gross weight remember. We

experiment and find that if we climb at 110mph we have a much improved view forward, the engine cooling is better and we are still climbing at 1200ft/min – still very acceptable. The ailerons feel a bit sluggish and the rudder is heavy but positive as we are carry slight right foot forward to keep the ball centred – there is no rudder trim. The elevators feel just right provided you have trimmed her out correctly. She can be easily trimmed to fly hands (but not feet) off in the climb. There’s some lowish cloud cover so we check pitot heat on (4th IS from the right under the co-pilot’s wheel) as we enter the cloud and concentrate on some accurate instrument flying. This is a doddle as the aircraft is fairly heavy and stable – we just have to get used to that old fashioned horizontal window DI. We check carb heat (IPIPO to the right of the cowl flap PIPO) from time to time, and soon break out of the cloud. We level off at 4200ft in a wonderful blue and white arena and

26 LOOP MARCH 2011 www.loop.aero

Sluggish ailerons and a heavy rudder, but the 180 can still be steered around the sky having fun

set power for 23in and 2300rpm, close the cowl flap (remember to do this before acceleration otherwise it is quite a push) and encourage the aircraft down a couple of hundred feet to put her ‘on the step’. We have to re-trim from the climb setting (about 5-6 forward movements of the trim wheel) as we go. Once trimmed, we can truly take our hands and feet off the controls and marvel at the stability of the aircraft and the incredible cloudscape around us. The ASI advises us that we are at

about 150mph and the Continental purrs along without a care in the world. When we lean her out, we are burning around 27 litres an hour. If we had our full 227 litres of fuel (60 USG) we could go around 900nm, which is equivalent non-stop to Rome or Madrid with plenty of reserves; this is one serious, comfortable cruising aircraft! Anyway, daydreaming over, time to explore her envelope. Stalling is a non-event. The clean stall comes at 55mph with the loud stall warning buzzer accompanied

by the standard Cessna ‘moan’ as the airflow starts to break away about 6mph before the G break. The control wheel just reaches the backstop and a gentle nodding of the nose and a rate of descent of 1000ft/ min shows we are stalled. There is no wing drop and the ailerons are still effective at the stall. The fullflap stall arrives at 45mph, backstop again, and very little tendency to drop a wing or the nose. We check fuel and position and gently increase to 2450rpm and a full throttle 24in (at this altitude).

Paintwork is back to the original 1956 factory colour scheme, and looks great

In level flight she accelerates and stabilises at 155mph – a True Air Speed (TAS) of 163mph at 4000ft. We gently nose over and accelerate to the VNE of 164mph – she is hands off in a 10 degree dive at VNE – this aircraft fills you so full of confidence in any flight regime! Easing out, we continue up into a gentle wingover – have to shed that speed somehow – again feeling those heavyish aileron and rudder controls. Reluctantly, we set course for base. A cruise descent at 150mph finds

www.loop.ae ro MARCH 2011 LOOP 27

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FLIGHTTEST us nicely positioned for the circuit. Reducing speed below 100mph we select two stages (20 degrees) of flap and trim furiously nose-up for 80mph. Short final, selecting third stage (30 degrees) and stabilised at 70mph with the trimmer fully nose-up now. Over the threshold, it’s throttle closed and two hands on the wheel for a smooth and firm rotation into the landing attitude, and the simultaneous wheel squeak and stall warning advise us we’re down.

KEEPING STRAIGHT

Keeping straight in the crosswind is challenging but with the assistance of those excellent brakes it’s well within the capabilities of your average tailwheel pilot. You must be quick to tame any swing before it develops with a dab of brake. We could achieve a ground roll of about 200 metres in calm winds if we tried hard. Incidentally, we rarely use the fourth (40 degrees) stage of flap – the nose-down attitude is fairly extreme and rounding out to the three-point attitude is quite difficult to get right. A note of caution. If it should it be necessary to go around in the full landing configuration, we must resist the urge to pile on full throttle immediately. If we applied full throttle at low speed, with the combination of the powerful tailplane trim (still in the fully nose-up position) and the torque

FOR THE LATEST NEWS GO TO... www.loop.aero With 225hp on tap and a three-blade constant speed prop, the 180 has plenty of poke for going places

and power of the engine, we would be hard pressed to stop the nose rearing up, even with a two-handed push – I know because I’ve tried it so be warned! As we shut down we muse on what a pleasure and privilege it is to fly this honest, capable and almost viceless aircraft. Any reasonably experienced C172/182 pilot would have little problem converting to her provided competent instructor help is sought in the early stages. Without doubt, the main problem of converting to the 180 is the landing. The aircraft has a reputation for weathercocking and bouncing, ‘assisted’ by the sprung steel undercarriage. The previous very experienced owners managed to break the aircraft during a landing incident. The key to landing the 180 is to have the correct speed and attitude at the point of round-out and expect the aircraft to swing during the round out – just like any tailwheel aircraft really. Any reasonably experienced, well briefed and careful tailwheel pilot could just get in and go – it’s that easy, honestly!

DATA FILE 1956 cessna 180 skywagon PRICE Original price $12,950 (at 1953 launch) Value now Approx £40,000 POWER Engine Continental O-470-A flat six, producing 225hp Prop Hartzell 3-blade, constant-speed Fuel Avgas 100LL DIMENSIONS Wingspan 36ft Wing area 174sq ft Length 25ft 9in Height 7ft 9in Seats 4 Max weight 2550lb Empty weight 1520lb Useful load 1030lb Luggage bay 48lb Fuel capacity 56 US gallons

Top half of the refurbished panel is as per leaving the factory 55 years ago, with a lovely period feel. Bottom half has modern avionics installed making this an IFR-capable aircraft. Lots of similar knobs and levers!

PERFORMANCE Max speed 144kt Cruise 140kt Climb rate 1150ft/min Ceiling 20,000ft Stall speed 48kt (landing config, max wt) Max range 673nm Takeoff roll 610ft Landing roll 450ft MANUFACTURER Cessna Aircraft Corporation One Cessna Boulevard Wichita Kansas, USA W: www.cessna.com OWNERS CLUB International 180-185 Club PO Box 306 Van Alstyne Texas 75495-0306 USA T: 001 903 482 1805 W: www.skywagons.org

All specifications and performance figures are supplied by the manufacturer. All performance figures are based on standard day, standard atmosphere, sea level, and at gross weight unless stated otherwise.

www.loop.ae ro MARCH 2011 LOOP 29

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COMMERCIAL FLIGHT TRAINING THESTART-UPJOURNAL WELCOME to part three in a series of LOOP special supplements looking at the pathway to becoming a professional airline pilot The series of three specials looks at every aspect you need to consider whether you are in education analysing your career options, or already a pilot looking to turn your passion into a rewarding profession. They have been compiled by flight training expert Chris Gowers, an industry veteran who has helped guide thousands of new pilots to rich and fulfilling careers in one of the world’s most envied and sought-after jobs.

Part One: Making the Decision to Go Pro

★ The key questions to ask before you embark on a career in aviation ★ Is it the right time to become a pilot? ★ A look at the industry and its outlook ★ Choosing the route to your new career: Integrated vs Modular training

Part Two: Becoming a Qualified Pro Pilot

★ Choosing your school(s) ★ The Course: Integrated training and what the courses entail ★ Doing it yourself: Modular training, and how to make it easier ★ MPL training explained ★ Making the grade: The tests that find the pilots of tomorrow PLUS: Expert insight and advice from training professionals

Part Three: Your New Career

★ Get that job: 10 ways to improve your chances ★ The job options open to you ★ The truth about being a pro pilot – from those that do it ★ Salary lists MISSED AN ISSUE? If you've missed parts one and two, send an email to incoming@loop.aero and we'll get a copy to you

〉〉〉〉〉

+GET THAT JOB

YOU'VE GOT THE LICENCES, NOW GET THE JOB Chris Gowers advises on rising above the rest in pursuit of your first airline job

the BiG interVieW

Airline interviews vary but as a general rule expect the process to contain the following: >> Formal interview to assess your personality, motivation and 'fit' for the airline. Expect questions about your education, experience, and achievements, technical subjects, flight training and the airline itself. >> Simulator Check to assess your ability not just to fly, but to learn from mistakes and adapt to the demands of Type Rating training. >> Some airlines include group exercises involving teamwork, communication and problem solving, and also psychometric tests.

HAVING invested much time effort and money to gain the necessary paperwork – the Commercial Pilot’s Licence, Instrument Rating and Multi-Crew Cooperation Course certificate – you are now equipped to gain a job in the right hand seat of an airliner. Congratulations! So what next? As soon as possible you will want a return on that investment by gaining that invaluable first job. So, what are the airlines looking for? It helps to consider the recruiting process from the airlines’ perspective. Training new pilots costs money – lots of it. To complete a Type Rating a newly qualified pilot must fly at least six landings in the relevant aircraft type. This takes the aircraft and the training captain out of

revenue earning service, and of course there are the inherent maintenance costs and the cost of the fuel too. Furthermore, once qualified, the new pilot requires close supervision for some time, which imposes rostering constraints within the organisation. Therefore, from the airline viewpoint, newly qualified pilots are both expensive and time consuming and it is more economical to recruit pilots who are already Type Rated and have a proven track record of being able to do the job. For the last 18 months or so that has been the situation within the industry, with experienced pilots filling most vacancies and only slim pickings remaining for those with brand new licences. However, times seem to be a-changin’ again

2 LOOP TRAINING SPECIAL MARCH 2011 www.loop.ae ro

and several airlines have recently been recruiting. Taking on a newly qualified pilot does have some risk for the airline and they do their best to ensure that they get people that they want. Captain Ian Baston is the Chief Pilot of Flybe, an airline that has staunchly supported newly qualified pilots even through the difficult years, and he describes his airline’s approach to recruiting its new pilots. Baston explained: “We accept that a new licence holder has the skills to do the job, but we tend to recruit only those who have trained at schools which we recognise as conducting courses to a high standard. “At interview we then look for someone who has the personality to fit into our organisation. We promote our captains from within

the airline after they have a minimum of 2500 hours flight time and this can occur in 3-4 years, so we are also looking for people who have the maturity and skills to take on a Captain’s role when they have suitable and sufficient experience. “For that reason, we do consider older applicants who are starting a second career, as they may well have the life experience to be fit for command in a relatively short time.” Other airlines requirements may differ slightly. British Airways First Officers, for example, can expect to spend as long as 13 years in the right hand seat before they are offered a command course. However, all airlines will be looking for the personality and skills that suit their organisations, not just the ability to pilot an aircraft. .

2011 FLIGHT TRAINING GUIDE LEFT: The competition is hot to get in the cockpit of the next generation of airliners like the Boeing Dreamliner.

the non-airline options FOR those who have not been lucky enough to gain an airline job straight after finishing their training, a dogged determination to get into the industry is required. Don’t give up. If you want it enough then success will usually follow, but you might have to wait some time for the airline opportunity. There are other branches of aviation that should be considered.

★ Flying instruction Becoming an Instructor is a great way to add hours and experience, while passing on your own love of flying to others too. It is both satisfying and rewarding. Understandably, when the airlines aren’t recruiting and there are a lot of qualified pilots on the market, good full-time instructional positions are hard to find. You can teach ad-hoc at flying club level but the financial rewards are pretty poor. ★ The Armed Forces Services careers are a very serious option which need a lot of thought, but if you are of the right stuff the training and subsequent operational flying are second to none. Of course the downside is that under the cloud of the Strategic

Defence Review, there are fewer places to fill! LOOP’s Nick Heard transitioned from fighter pilot to one of the most prestigious roles in commercial flying, Boeing 747 Captain.

★ Business Aviation Trickier to break into, as they tend to recruit experienced pilots. The job offers more variety than most scheduled airlines, flying to wildly different destinations sometimes at short notice. The job is, in many respects, much more rounded than airline work and you will be expected to tackle some tasks and details relating to flights that wouldn’t be in an airline pilot’s role – exactly why many bizav pilots love it. ★ Bush Flying I have used this, not in its strictest sense, as a generic term for all those jobs around the world which occasionally crop up, from missionary work in Africa, to drug-policing jobs in the Caribbean, to delivering aircraft…well, anywhere. They occasionally show up in the aviation press and can take you to some of the most interesting parts of the world!

Being a jet jockey doesn’t just mean airliners – consider bizjets.

Instructing the art of flight is another great career possibility.

Joe Thorne recently featured in LOOP, with alluring tales of his time as a ferry pilot.

TURN PAGE FOR MORE

〉〉〉〉〉 www.loop.ae ro TRAINING SPECIAL MARCH 2011 LOOP 3

〉〉〉〉〉 +INTERVIEW TIPS

IMPROVE YOUR CHANCES OF GETTING THAT JOB After years of sending students into the lion’s den of interviews and dealing with Chief Pilots, Chris Gowers passes on some salient advice

ONE thing that must be clearly understood is that you are now entering a competition with all the other hopefuls for an airline job, and as with any competition there is a lot you can do to improve your chances of success. PREPARE yoUR cv cAREFULLy The CV is your introduction to the company and its purpose is to gain you an interview. What it must not be is a complete life history full of meaningless clichés. The airline’s HR staﬀ will receive hundreds of applications and faced with reams of irrelevant material, are quite likely to chuck it in the bin!

What they need to know are your educational details, your relevant qualifications and any relevant experience. This relevant experience need not necessarily be flying related; for instance, any involvement in teamwork, management or decision-making will be of interest to employers. Always send a covering letter with your CV stating what you are applying for and indicating why you particularly want to work for that airline: a bit of flattery can do no harm! Proof read it meticulously, and if relying on a spell checker (a dangerous thing to do...) make sure it’s set to UK English: no ‘z’ where there should be an ‘s’! (Unless you’re applying to a US airline of course…)

scATTER yoUR cv FAR AND WIDE Don’t be shy. Flight International regularly publishes lists of all the worlds’ airlines, and an internet search should produce similar results. Apply to all that your personal circumstances could allow you to work for. sTUDy THE comPANy You will almost certainly be questioned about the airline to which you are applying. The histories, ﬂeet size and type, and route networks for most if not all airlines are nearly all available on the web. Learn as much as you can about the airline, its aircraft and its operations, and its current and future business priorities.

REvIsE THE TEcHNIcAL sUBJEcTs The multiple-choice system of examining at the JAA Exams lends itself to ‘Learn and Dump’ learning for the purposes of exam passes, leaving some gaping holes in real knowledge. To avoid embarrassment revise the more relevant subjects before the interview. I have known interviewees stumble over basics such as how flaps work, or not being able to identify a small model of an aircraft which made up the bulk of the airline’s fleet. BE PERsIsTENT The ups and downs of the airline industry are notoriously difficult to predict. Pilots can move from an airline at short notice and it takes

considerably more time to recruit and train new ones than to bring in ones already qualified. If your application is in at the right time, you can strike lucky. It does no harm to send multiple applications spaced over time. PREPARE FoR THE sImULAToR cHEcK If you are not in regular flying practice you are unlikely to perform well during the simulator check. Go to an FTO or MCC provider to gain some simulator practice to at least sharpen up your instrument scan. sTAy cURRENT Airlines require a current licence and Instrument Rating, and current medical. The CPL is valid for five Acing the interview is a major step towards attaining command.

5 LOOP TRAINING SPECIAL MARCH 2011 www.loop.ae ro

2011 FLIGHT TRAINING GUIDE LEFT: Friends in training might yet be rivals for your ﬁrst job. Don’t fall out though... it’s a small industry!

years, but the IR expires 12 months after the test date, as does the Class 1 medical. A current Multi-Engine class rating is not normally required, but if in doubt check with the airline. BE FLEXIBLE Most people want a job on their doorstep, but look further aﬁeld. I know pilots whose ﬁrst pro job was island hopping in Indonesia, not their ultimate aim but elevating them from “new, inexperienced pilot” to “pilot with experience” and enhancing the chance of mainstream airline work. You might love it, too! PREsENT yoURsELF WELL Yes, it still needs saying! The airlines expect their

crews to project a smart, professional image, as they are the people that the passengers see and expect the most from. Wear a sober suit or jacket and tie for the interview. As ever, first impressions count! sTAy cLosE To THE INDUsTRy In the worst of the downturn, flying jobs were almost impossible to find if you didn’t have a Type Rating – and paying yourself is costly. If you can find a job in Operations or as Cabin Crew it puts you in a good position when the airline starts to recruit again. Consider it an extended interview… creating a good impression can put you near the top of the list.

TURN PAGE FOR MORE

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BOURNEMOUTH . WYCOMBE KISSIMMEE . MERRITT ISLAND ATPL full time ground school - from £2,950 ATPL distance learning ground school - from £895 50 hour building package - from £5,700 25 hour CPL - from £5,100 6 hour MECR - from £2,225 50 hour ME IR - from £11,500 Licence conversions Flight instructor courses Loyalty bonuses & discount schemes BOURNEMOUTH T +44 (0) 1202 581 122 eptabournemouth@cabair.com WYCOMBE T +44 (0) 1494 443 737 eptawycombe@cabair.com

"hoW MUCh Can i eXpeCt to Be paiD?"

PAY scales and prospects are important to all of us, but particularly so to new pilots who may be seriously in debt after their training. Few pilots enter the airline and flying profession to become wealthy; it’s likely that stock broking or accountancy would probably better serve that aim, but we all need to live! Being an airline pilot is a long-term career, and your salary expectations should reflect that. Starting salaries for new pilots aren’t the things dreams are made of, and the general public would be surprised at how low they can be as the glamorous image of the wealthy, globetrotting airline pilot still persists. The truth can be as low as £20k per year for some smaller operators. Of course in the long term, salaries at bigger airlines can rise to well over £100,000. They constantly review pay scales and it is impossible to generalise as Terms and Conditions vary hugely and some of the bigger airlines are negotiating new packages as we speak. However, the pilot job network website (www. pilotjobsnetwork.com) gives some salary detail, including allowances and in some cases, the airlines’ recruiting outlook. Interestingly, many European airlines are showing a positive outlook to recruiting, so this website could also be a place to start your job search. The well-known site www.pprune.org is also filled with excellent advice and up-to-date information from those that know: the pilots!

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2011 FLIGHT TRAINING GUIDE

BEING A PILOT BY PILOTS +JOB INSIGHT

Pilots earning their living with airlines tell Chris Gowers what newcomers can expect IN any job it pays to speak to those doing it for insight into the reality. These come from current airline pilots, some old hands, some new.

» THE DOWNSIDES

THE WoRKING RoUTINE “If you’ve done research, you won’t be taken aback, but few appreciate just how hard you’ll work. The hours are anti-social and it’s difficult to maintain a semblance of normal life. On short-haul the typical week of earlies will be 5-6am-ish starts, no weekends or Bank Holidays or anything minutely important off.” TR, Training Captain THE sTARTING sALARy “First Officers have to remember ‘that guy there’ earns way more than you. I discovered most of the baggage handlers were on lots more than me... disheartening when they come after you for pay cuts.” MM, First Officer

GRoUND HANDLING! “Some Dispatchers/Ramp Agents are amazingly competent... some not. Ground handling can be frustrating. It’s tough for ground handling firms to maintain profitability in their cut-throat business, which can lead to hiring apron staff new to aviation who can conduct themselves ‘with attitude’. AY, Captain INsEcURITy… “I was doing my Type Rating when I first got told my job was in jeopardy and it’s happened every four to six months ever since... exhausting. When you’re towards the bottom of the seniority list there’s no comfort.” RE, Captain PoLITIcs… “There’s more politics involved than I thought, especially when disruption is involved. The Captain and cabin crew might have opposing ideas, and as First Officer, I

sometimes you have to put a spin on things for everyone to meet in the middle.” JW, First Oﬃcer

» THE UPSIDES

I LovE IT! “Mostly it’s what I expected it to be – often even better. Even when I get in late after a delayed flight or an unscheduled night stop with minimum rest, once I’ve had a good moan about it, I do still love the job and still see it as a hobby that I get paid for.” CL, Captain THE cHALLENGEs! “I find that when the weather is pretty dire, it’s blowing a gale, raining badly and the cloud base is close to minima, and you fly the approach in such conditions... you’re fighting the turbulence and gusts getting quite a workout of the arms and legs and then manage to pull off a decent landing… leaving me with a huge grin on my face!” BM, Captain

6 LOOP TRAINING SPECIAL MARCH 2011 www.loop.ae ro

IT’s so FULFILLING “It’s very fulfilling and I still really enjoy it. I can’t imagine doing anything else. I still love flying an airplane and seeing the world from up there. I suppose some people climb mountains to get a wonderful view; I just go to work.” NO, Captain WE ARE so LUcKy “I’ve always had a great passion for aviation and I see it as a calling rather than a career because it can be a difficult life if you’re not committed to it. Long haul flying is fantastic, the best gig around if you can manage your sleep and jetlag. I think a lot of us sometimes take the job for granted and we forget how lucky we are, but there are often little moments like a spectacular sunset or a beautiful view that remind us what a wonderful occupation we have. Personally, I’m reminded every day I work and I enjoy every minute of it. “ LM, Captain

a Final note

I ‘VE been flying professionally for 32 years, military and civilian, large and small. I never flew for airlines as instruction became and remains my first love. When I started the industry was much as today with few jobs going and it took me three years to break into the profession, so have great empathy for those starting out. A delight was flying as Captain of a large crew: the satisfaction of dealing with problems large and small, airborne and ground-based, is second to none. The utmost pleasure has been the people met – almost all like-minded enthusiasts who just love flying and doing a job to the best of their abilities.

WE’VE CREATED SOMEWHERE SPECIAL FOR YOU TO LAND...

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WHILST YOU’RE THERE LET US KNOW YOUR THOUGHTS... JUST REGISTER, LOGIN AND COMMENT!

BOURNEMOUTH T +44 (0) 1202 581 122 eptabournemouth@cabair.com WYCOMBE T +44 (0) 1494 443 737 eptawycombe@cabair.com

www.loop.ae ro MARCH 2011 LOOP 37

AEROSWITHALAN

38 LOOP MARCH 2011 www.loop.aero

Aerobatics on TV: the debate spreads

Alan's article pondering changes to aerobatics to make it better for TV gets the stars talking

N THE December issue of LOOP, Alan wrote about changes and innovations under consideration by the ruling body of world air sports, the FAI, to make aviation events sports, more attractive to mass audiences. FAI boss Stephane Desprez has asked experts to consider what changes would capture for pure aeribatics events the same excitement and buzz the Red Bull Air Race series managed, garnering widespread TV exposure and large crowds at events around the world. One mooted idea was of a new aerobatics ‘World Series’ including innovations such as aerobatics against the clock, removing caps on performance difficulties, expanding the Freestyle elements, and live TV shoot-outs. Many readers wrote in, and so did the men who would likely be part of the series. Now Nigel Lamb and Matthias Dolderer, top names from the Red Bull series, air their thoughts as the debate grows.

NIGEL LAMB “AEROBATICS MAY BE AT A WATERSHED” I loved competition aerobatics so Alan Cassidy’s article about the future direction of the sport caught my eye. In its current format, the sport remains very much like the old style of figure skating: technically very difficult and challenging, very rewarding for the competitor, extremely interesting for judges, exciting for a small minority of followers. As a competitor, I loved the ‘black and whiteness’ of it! Theoretically, a good judge should be able to deduct an exact amount of marks for any degree of error in any segment of a figure and therefore the final result should not be too subjective. The competitor thrives on the pursuit and occasional achievement of perfection in complex figures whilst the judges and spectators enjoy each flight from their own perspective. The trouble is, for the vast majority, including the media, it is simply too technical; it takes too long to decide who is the winner and in truth, it’s pretty boring. In the years when I was competing, I was lucky enough to earn a living doing air displays so the cost of the machine was mostly covered. To enhance our display business, we made positive use of any success I had in Unlimited-level competitions, but we were always worried about damaging our sponsor’s perception of the sport’s image so we never invited them to the actual events.

As the UK’s CIVA (the FAI governing body for Aerobatics) Delegate for several years, I was involved with various working groups looking at finding ways to bring more investment into the sport very much as outlined in Alan’s article. In the 15 or so years since then, technological advances have made it far easier to ‘sell’ aerobatics to TV but the task remains immense, especially given the amount of activities competing for exposure these days. As Alan points out, huge compromises are required and it makes me think of Rugby Union. For the purist, the scrum is part of Union’s DNA yet it has become a major problem in recent years. There are simply too many rules. How can the International Rugby Board expect even the most ardent follower to understand what’s going on if some of the referees don’t? But where do you draw the line between having the necessary Keep It Simple principles to attract a wider following without diverging too far from the very soul of the sport? Aerobatics may be at that watershed. I have been out of the sport for a long time but, from what I’ve seen, I reckon CIVA has inflicted some terrible rules on the sport in the last decade or so. Judging was already difficult for an expert and yet the Unlimited rules evolved in a direction which made it impossible for any human being to score the Free Programme accurately, in my view. CIVA also managed to diverge from the original principles of the Advanced World and European championships and have taken much away from the Unlimited level. I can only assume that all this was part of the quest to make the sport more exciting and spectacular. A noble quest but, sadly, it has not worked. All ideas should be evaluated and some trialled but I'm sure that a 'Timed Free Programme' or 'Speed Aerobatics' cannot work without intolerable compromise. Over 20 years ago, the first Breitling Masters took place and that developed into the Breitling World Cup. It was a spectacular quick-scoring contest that was supported for several years and raised the profile of aerobatics. More recently, the Red Bull Air Races (not aerobatics I know, but an amazing concept requiring similar mastery of three dimensions) have been fantastic for aviation by reaching an incredibly diverse fan base. I hope we don't see the dumbing down of aerobatic competition – a wonderful, purist, minority sport. In a similar way that grass

roots rugby feeds off the professional side of the sport and provides the next crop of competitors, perhaps CIVA's focus should be on creating spectacular flying competitions that require essential aerobatic skills and have a mechanism whereby the sport of aerobatics reaps a percentage of the income?

MATTHIAS DOLDERER “THE SCORING NEEDS TO BE CLEAR TO SPECTATORS” I think a step in the direction Alan wrote of is good. The biggest difficulty we face is making top aerobatics understandable to non-expert spectators. One of the major difficulties with aerobatics is making it understandable to everyone, equally – and this will still be hard. At the moment aerobatics is judged by the eye, and that is really hard for spectators who are not specialists to understand. When they watch Unlimited, they don’t really know the difficulty of what they are seeing – it all looks the same, and there is no fight against the clock which in most sports is the major point. To get sponsors you need to get lots of TV, and to get lots of TV you need sponsors, and to get these you need a challenge that is understandable for spectators. You can maybe reach a certain amount of media, but the ‘big’ media which you need for big sponsors… I think with aerobatics it might not be possible. If you hold the camera on the blue sky, it’s hard to recognise on TV what it’s about. The whole thing with aerobatics and TV is really difficult, if not impossible. As we saw Red Bull was quite successful, but it invested tons of money into the sport and finally stopped because of several reasons, one of which was that the return of investment was not there. If you move an aerobatic championship over the world, it’s complicated too because there are always different judges, different points, different ways of judging. If it is hard to understand for the pilots, it will be harder for spectators. What’s necessary is a component which is transparent to every kid watching, and marketable too. If you want to create a sport worldwide, you also have to limit the number of pilots, otherwise the fans cannot follow it. Too many is not good. I think anything which tries to push aviation is good. Big respect to those who do! It will be interesting to see what they come up with.

YOUR SHOUT What do you think would be good ideas to boost the profile of aerobatics events to get them in front of a mass audience or on TV? Are such plans even desirable? As always, send your thoughts to incoming@loop.aero www.loop.ae ro MARCH 2011 LOOP 39

40 LOOP MARCH 2011 www.loop.aero

CLUB

advice || clubs || flight training || safety || places to FLY || PEOPLE TO MEET || THINGS TO DO

T O

grand tour

Grab some wilderness in the Hebrides P44

get rated

An Instructor Rating can open new doors P50

plane crazy

Ron Smith, the walking aviation encyclopaedia! P51

nick heard

The season starter Sun ‘ Fun kicks off the start of the show and display season, with the US Navy’s Blue Angels star performers. See p44

CAA rulechanges to TA under the eye this month P46

gurus

How will an Italian PPL translate to the UK? P47

FIRST SOLO

Retail magnate Hal Shevers, 53 years on P49

www.loop.ae ro march 2011 LOOP 41

flightCLUBHANGARCHAT + C LU b FO C U s c a m B r i d G E F lY i N G G r o U P

Keeping the Moth in the light Now you’ve read how to keep a Tiger Moth in the skies, how about flying one? The Cambridge Flying Group is the only UK club that offers ab initio to PPL training in the iconic Moth

+The ViTaLs

icAO cOdE EGSC LOcATiON 1.5nm E of Cambridge. Lat/ Long: N5212.30 E00010.50 FAciLiTiES Hangarage, disabled facilities, maintenance fuel, plenty of parking, lounges, training and briefing rooms. RuNWAYS 05/23 asphalt 1965m; 05/23 grass 899m; 10/28 grass 699m

RAdiO OPS Marshalls 129.700 LANdiNG FEES Currently under review EvENTS The Flying Group hosts several events throughout the year dETAiLS Marshall Aerospace, The Airport, Cambridge, CB5 8RX Tel: 01223 373213 (ATC), 01223 373214 (ops) cambridgecityairport.com

42 LOOP march 2011 www.loop.aero

AMBRIDGE Airport is one of the UK’s most modern aerodromes, with jets flying in every day to its busy business aviation hub – a totem for 21st Century travel. But in a corner of this impressive airfield is a group that keeps alive the spirit of the golden age of flying: The Cambridge Flying Group, founded in 1953 and proudly flying a brace of Tiger Moths regularly. “We are the only group to offer ab initio training on Tiger Moths, and offer conversion training, aerobatics and formation flying. If you complete your PPL you get your name on the props in the clubhouse. We must have over 200 pilots qualify here by now,” said Ed Weatherup, a longtime member.

As with anything as old as the two Moths, they have a bit of a history. G-AOEI is the oldest of the two and was built by de Havilland at its Hatfield factory in 1939. AOEI served with RAF No 81 Squadron in France during 1940 and returned to England just before Dunkirk. G-AHIZ is newer, built by Morris Motors at their Cowley factory in 1944. While built to a military contract it has always operated as a civilian aircraft. Both are painted in bright yellow and silver – the livery of the former London Aero Club Cambridge Flying Group, call themselves a group rather than a ‘school’ or ‘club’ because members are expected to help with the running of the group. “We have 90 flying members and 50 honorary members,” said Ed. “The honorary members

G-AOEI is the oldest and was built by de Havilland at its Hatﬁeld factory

are basically a list of Who’s Who in the world of Tiger Moths. Flying members take turns as ‘duty pilots’ at weekends helping with the preparation, refuelling and ground handling of the aircraft. Pilots clean the aircraft after use ready for the next pilot. Everyone loves the aircraft and notices even the slightest scratch in the paint work. The hoovering of the clubhouse doesn’t always get done though,” he added. The two aircraft fly around 500 hours per year between them. The group has four engines for the two aircraft so time on the ground is at a bear minimum. “We operate three days a week throughout the year. But we also have two flying weeks, one in July and one in September, when the aircraft can be flying for as much as eight hours in a day,” said Ed.

FOR THE LATEST NEWS GO TO... www.loop.aero +air show news

Cotswold Air Show

The Hunter is back THE TEAM at Cotswold Airport has just announced that its air show for 2011 will be honouring the 60th anniversary of the Britishbuilt Hawker Hunter. Back in 2001, Cotswold airport managed a 15-ship Hunter formation. Numbers have since fallen, but organiser Glen Moreman hopes for nine: “There are so few airworthy examples that to pull together several for the Diamond Nine formation will be a real coup.” Cotswold has a long relationship with the

Hunter. From 1954 to 1989, RAF Kemble (the airport’s former name) became known as ‘Hunter MU’ as virtually every UK Hunter, more than 1200, built for the RAF and Royal Navy passed through its doors. Aside from the Hunter celebrations there will also be plenty of other surprises in the air and on the ground. This year the show is being held on 18-19 June. Tickets are on sale now and priced at only £19.50 per adult if booked in advance. www.cotswoldairshow.com

GET Your club noticed in loop clubs@ loop.aero

The spectacular Hunter, making its way back to the Cotswolds in June There is a strong social side as well, and the group organises events including barbecues, a black tie event and Christmas Dinner. Alongside the flying members there is an active group of associate social members, and every year there is a club trip to France. “We already have 12 people confirmed for this year, so we’ll take to two Moths as well as two or three other aircraft flying out as well,” said Ed. There is always someone at

the clubhouse willing to talk about Moths. The clubhouse has briefing rooms, and a flight sim should members want to revise IMC. Membership is open to all, newcomer to flying, or an experienced pilot. “People can call in, we have introductory lessons, and plenty of people become members after that first flight. It’s a great way to find out what Tiger Moth flying is truly about.” www.cambridge flyinggroup.co.uk

Clockwise from main: The Moths in close formation; flight planning at the clubhouse; the group enjoying dinner in Abbeville; prop swinging; flying over the Needles

+ b i ll i s o n 1 9 2 1 - 2 0 1 1

BILL ISON, legendary CFI of the Cambridge Flying Group for 55 years passed away on February 9 at the age of 90. Bill’s career spanned over 10,000 flying hours in 63 types. Whilst at Cambridge he helped

more than 200 people gain their PPL in the Tiger Moth. Bill was honoured with the Lennox Boyd and Pike Trophies for outstanding contribution to aviation. Our sympathies goes to his wife Betty and family.

Shooting Stars

+PHOTO ALBUM

london airsports centre First Solo Cary Emery Brian Hornsey Akbur Ghafoor Nick Alloway PPL John Jore Damian Skeeles Paul Fournaise www.london airsports.com tayside aviation First Solo Tom Hall Paul Wilkinson PPL Thomas Yen Judy Choe www.tayside aviation.com

At the beginning of last month 150 Air Training Corps cadets were on parade at Imperial War Museum Duxford to celebrate the 70th anniversary of the Air Training Corps (ATC). ATC Cadets from the Eastern sector paraded from the hangar base to AirSpace, creating an exciting visual spectacle for visitors to the museum. There was then a short service in the Conservation Hall in the museum. http://duxford.iwm.org.uk

www.loop.ae ro march 2011 LOOP 43

flightCLUBEVENTS

SEND US YOUR EVENT NEWS. GO TO... www.loop.aero

LAKELAND, FLORIDA,USA, MARCH 29-APRIL 3

The season has started!

Had enough of the bad weather? Time to get some Sun ‘n Fun THE first big show of the year is back! So if you need some early sun pack your bags and book a flight to Lakeland Florida for the annual Sun ‘n Fun aviation show. It’s the 37th year of the event and it will be celebrating 100 years of Naval Flight with a special show from the Blue Angels Display Team – the US Navy’s equivalent of the Red Arrows. As it’s the first show of the year it’s a chance for manufacturers to launch any new products or developments its had tucked up its sleeve. The show started as a fly-in back in 1975. What began as a meet for a small group of dedicated aviation enthusiasts has grown into on of the largest events in aviation and a major mark on the calendar for manufacturers. Tens of thousands of enthusiasts travel from around the globe to enjoy the traditional season opener. This six-day event celebrates

aviation with more than 4000 airplanes, over 500 commercial exhibitors showcasing the latest products in the industry, and in excess of 450 educational forums, seminars, and hands-on workshops for virtually every aviation interest. Each afternoon, a daily airshow entertains guests with

performances by some of the world’s best aerobatic pilots, jet team demonstrations, and WWII bombing re-enactments featuring meticulously restored warbird aircraft and amazing pyrotechnics. So if you’ve not been before and have some holiday owed, why not book a flight and get out there? www.sun-n-fun.org

Barra Island Barra with its sand strip is the southernmost inhabited island of the Outer Hebrides. With 1057 residents it’s the perfect spot for some peace and quiet

STAY HERE Castlebay Hotel A regular enough view for a Blue Angels pilot... phew!

EVENTS PLACES TO GO IN MARCH 2011

+ 4-5 March, 24-hour Gas Balloons Race, Stuttgart, Germany www.slo2011.ballon-stuttgart.de

+ 6 March, Vintage Sunday Fly In (PPR) Old Sarum 01722-322525 http://www. oldsarumairfield.co.uk

+ 5 March Aircraft Enthusiasts Fair, Vauxhall Rec Club, Luton A popular fair featuring dozens of stalls offering a wide range of aircraft- related collectables. Models, books, magazines, relics, printed matter including postcards, slides, photographs, and tickets, videos & DVDs and assorted memorabilia, should all be available in abundance. 01372-725063 http:// aircraftenthusiastfair.co.uk

+ 12 March Model Kit Event, Old Warden Shuttleworth It’s PPR, so be sure to ring, or even better book a slot. 01767627927 www.shuttleworth.org + 19 March, LAA Homebuilder Courses - Avionics, Turweston Aerodrome This course provides an introduction to typical permit aircraft avionics, their selection, and installation. The course

assumes no previous knowledge or aircraft electrics or previous attendance of similar LAA courses. The course covers planning your installation, avionics selection guidelines, understanding how avionics interfaces work, wiring techniques for common avionics connectors, intro to Radio, GPS, Glass Panels (EFIS), autopilot and transponder connectivity and selection. 01280 846 786 www. lightaircraftassociation.co.uk + 22 March GASCO/CAA Safety Evening, Scottish Gliding Club,

Kinross (Portmoak) Event focusing on safety issues for private pilots, with subjects typically including flight planning, infringements, look out and good airmanship. www.gasco.org.uk

EVERYTHING ELSE Plan your stay...

+ 24 GASCO/CAA Safety Evening, Highland Aero Club, Inverness Event focusing on safety issues for private pilots, with subject typically including flight planning, infringements, look out and good airmanship. www.gasco.org.uk

DO THIS: VATERSAY

+ 26 March, GASCO/CAA Safety Evening, Prestwick Airport Event focusing on safety issues for private pilots, with subject typically including flight planning, infringements, look out and good airmanship. www.gasco.org.uk + 27 March Vintage Aircraft Club Spring Rally, Turweston Aerodrome PPR essential 01280 705400 www. vintageaircraftclub.org.uk

+ Gooseberries and Gasmasks at Duxford IWM Volunteers will help recreate history for a special exhibition over Easter – so start planning to take the kids . 10.30am to 2.30pm daily during Easter 44 LOOP MARCH 2011 www.loop.aero

Opened in 188o overlooking Castlebay and Vatersay. Menu features local seafood and shellfish fresh off the boats, including razorfish, scallops, crab, cockles and langoustines Room prices start at £49. www.castlebay-hotel.co.uk

+ 27 March, Breighton Spring Fly-in, Breighton Aerodrome, Yorkshire All-comers welcome www.realaero.com

SEE THIS: VATERSAY

Vatersay is an island to the south of Barra and accessible via causeway. Its two big beaches almost cut the island in two and you can also climb Heaval, the highest point, and view neighbouring islands, amid gusts of Atlantic wind! On Barra a charter company can take you to nearby uninhabited islands, sea angling, a wildlife spotting, and you specify your own type of boat trip for private charter. www.barrafishingcharters.com

EAT HERE: ISLE OF BARRA HOTEL

You have to have the huge scallops fished locally. The Sea View Restaurant faces due west and overlooks the North Atlantic, giving panoramic views and spectacular sunsets. Its menu offers the best Scottish cuisine with an opportunity to try a little something different. www.isleofbarrahotel.co.uk

SEE THIS: KISIMUL CASTLE

Kisimul is completely surrounded by the sea and was abandoned in 1838 when the island was sold, and the castle’s condition deteriorated. Some of its stone was used as ballast for fishing vessels, and some even ended up as paving in Glasgow. The remains of the castle, along with most of the island of Barra, were purchased by the chief of Clan MacNeill in 1937, who made efforts at restoration.

THE STRIP BARRA (EGPR)

CONTACT: HIAL Barra Aerodrome, Eoligarry, HS9 5YD. Tel: 01871 890212 (PPR) RUNWAYS: 3 x sand, elevation 5ft Landing Fees £16 up to 3000kgs, booked in advanced VFR www.hial.co.uk

PHOTOS www.paddimir.com

GRAND TOUR SUN ‘N FUN

flightCLUBFLIGHT SCHOOL

Nick Heard

GURUS

Q&A

A change to TA rules is afoot... so what will this mean for you and your flying?

NICK HEARD is a seasoned flying instructor, current Boeing 747 captain and a former RAF Tornado pilot. This month he analyses changes proposed to Transition Altitude rules

ACK in those days when you were doing PPL theory lessons, you will have come across the term Transition Altitude. Many of you may have never made any use of Transition Altitude since then, but there are moves afoot to change Transition Altitude within the UK – and this may possibly coincide with a pan-European review of this concept. So it might be worth a quick recap, as there are implications for VFR PPL flyers. Transition Altitude is the altitude below which you use QFE or QNH on your altimeter as your reference for height (above the airfield) or altitude (above sea level). Above Transition Altitude, when flying VFR, you are quite at liberty to keep using QFE or QNH. However, the IFR pilot should change to Standard Pressure Setting (1013 mb or 29.92 ins) above Transition Altitude, and fly in accordance with the Quadrantal Rule if outside Controlled Airspace. Vertical position is then referred to as Flight Level. The basic principle is that the Transition Altitude in any country should be high enough that, when above it and using SPS, terrain is no longer an issue for the pilot. Below Transition Altitude, using QNH gives

a pilot his altitude above sea level and therefore an awareness of proximity to terrain, the all-important knowledge particularly for IMC flight. Now if you are confused, you might dust off the PPL theory books for a better recap. In the UK, the Transition Altitude is generally 3000 ft, although a bewildering set of other Transition Altitudes have developed over the years around different airports, from 3000 ft to 6000 ft. Durham Tees Valley even has different Transition Altitude depending on whether the airport is open or not! From a pilot’s perspective, this variation of Transition Altitudes around such a small country as the UK is confusing (particularly for foreign pilots), generates workload for pilots of highperformance aircraft, and is potentially dangerous – one consideration for change has been driven by our old friend, the inadvertent incursion into Controlled Airspace. GA pilots are often unclear as to the base of Controlled Airspace (sometimes an altitude, others a Flight Level), leading to unintended breaches of airspace. So a review of Transition Altitude within the UK is well overdue but welcome nonetheless. The question is, how high

should the Transition Altitude be set at? Many pilots will be aware that in North America the Transition Altitude is 18 000 ft, to cater for the highest terrain in Alaska. That figure would also work across Europe, where the Alps and the Pyrenees need to be considered. However, it would be a massive overkill (when considering terrain only) from a UK viewpoint, where the highest mountain (Ben Nevis) is around 4500 ft. 6000 ft would perhaps be the lowest sensible figure to set the Transition Altitude at in the UK. Any raising of Transition Altitude in the UK will help from a GA pilot’s perspective, as it will simplify flying. The base of more and more controlled airspace would be defined by altitude rather than flight level, removing a major confusion for the PPL flyer. The IFR pilot will have less to worry about when climbing out on a busy instrument departure by not having to set 1013 on the altimeter when passing the relatively low altitude of 3000 ft, which can occur very quickly in many highperformance piston aircraft. The Air Traffic Control

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structure in the UK will face a big upheaval, particularly if the Transition Altitude goes up to 18 000 ft. However, since this magazine is aimed at the VFR GA pilot I won’t go into the problems that National Air Traffic Services will face! So this is a subject that will be debated much over the next couple of years. I believe that a standardised Transition Altitude across Europe will help, and personally I would be happy with the 18 000 ft figure having found that quite comfortable to work with in North America. Just as a reminder, whilst on the subject of controlled airspace, don’t forget that if you are flying close to the base of controlled airspace your altimeter should be set to a local QNH to give an accurate altitude. You should not use a Regional Pressure Setting (RPS) in this situation as this is a forecast setting for a large area, and this will probably result in your actual altitude being considerable higher than you think - quite possibly in the controlled airspace above you! Get your friendly instructor to draw a diagram about this if you need convincing.

A review of Transition Altitude within the UK is well overdue and welcomed

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Q| I have gained my Italian PPL (JAA) as well as all my ATPL theoretical knowledge (all 14 exams passes!). My question is: can I continue my training (CPL/IR/ME/MCC) in the UK? If so what do I have to do? Does the CAA convert my licence and Theory ATPL? – Marco Mele A| Your Italian PPL is valid for you to commence a JAA CPL or IR Course under the UK Authority. However, the UK CAA will want to verify your theory exams, so you should write to the CAA (address on the CAA website) to confirm that the passes are acceptable. In my experience it is not a problem getting approval.

RARING TO GO

SUBSCRIPTIONS YOUR GURUS...

NICK HEARD Decades of flying experience in all conditions... including combat

DENNIS KENYON Former World Heli Freestyle Champ Dennis is our rotary expert

PHIL O'DONOGHUE FI and aeros pilot Phil is our resident Brains for testing gear

DOROTHY POOLEY Top instructor and examiner, Dorothy shares her wisdom

ALAN CASSIDY MBE Current British National Advanced Aerobatic champion and respected author

Subscribe to the UK's brightest General Aviation publication. Published monthly, LOOP brings pilots the latest news and analysis, stories, and stunning flight tests of aircraft ranging from high performance piston or turboprop aircraft to kitplanes and Light Sport aircraft.

Beneﬁts include: • Delivered straight to your door • Save nearly 25% on the UK cover price • Just £24.95 for 12 issues (within the UK)

Advanced training after gaining a foreign PPL is possible in the UK

If you hold a Class 1 medical you should also get that accepted by the UK CAA by completing the CAA State of Licence Issue (SOLI) form which is available on the CAA website. If you do not already hold a class 1 medical then you would

ALL CHANGE AT THE FAA?

Q| I'm hearing worrying news about FAA changes to registrations of N-reg aircraft that make it sound like many will be kicked off the register. What's happening? - John Wilson A| The FAA have decided the best way to make sure its database of who owns what is correct is to wipe it clean and start again – and inevitably this means some aircraft might fall through the cracks. Owners must re-register at fixed dates over the next three years, or your plate will go elsewhere. It then needs renewing each three years. Trusts are contacting N-reg aircraft owners but don't assume yours is on the case if you've heard nothing. To find the date you need to re-register by, go to the FAA site www.faa.gov and search for 'Aircraft Re-Registration FAQ' within the Licenses and Certification area.

be advised to complete that first before you start spending money on your training. Once the above steps have been taken you should have everything that you need to start your training in the UK. - Chris Gowers +NOTAM

BIRMINGHAM, EAST MIDLANDS AND DAVENTRY

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From 10 March: The transition altitude becomes 6000ft. See AIC Y 004/2011.

SOUTHERN ENGLAND

10 March: New 2011 CAA 1:500K chart published.

RED ARROWS

11-15 March: Temporary restricted airspace in various areas. See AIC M 009/2011, daily NOTAM or call 0500-354802.

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BLADES is the most passionate advocate of helicopter flight in publishing. With news, show reports, flight tests of machinery as varied as Bell's 47 to Eurocopter's EC135, and field reports from operators, military excersises, and record- setting expeditions, BLADES covers every aspect of rotary. Fresh air for helicopter pilots, owners and operators

MARCH 2011 ISSUE 16 £2.75

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DEFYING THE SANDS OF TIME It might be more than 40 years old, but the Gazelle still flies like a newcomer says Dennis Kenyon

OFFSHORE OIL RIG FLYING

A pilot's view of one of the toughest jobs in aviation

TAKING OVER ABERDEEN

Eurocopter's new facility for the offshore industry

CHELTENHAM

15-18 March: Temporary restricted airspace to protect temporary heliport at racecourse during the Cheltenham Festival. See AIC M 007/2011.

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The Shuttleworth Collection starts its flying display season on 11 April. An ATZ and special procedures are in place on display dates. See AIC Y 010/2011.

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flightCLUBFLIGHT SCHOOL

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MY FIRST SOLO HAL SHEVERS WHO Hal Shevers, training pioneer and founder of aviation supplies giant Sporty’s Pilot Shop DATE Oct 30, 1957 WHERE Purdue Flying Club, West Lafayette, Indiana, USA AIRCRAFT Piper J-3 Cub HOURS WHEN SOLOED 8 HOURS NOW 12,000+ INSTRUCTOR Ed Hanley

YOU WANT IT, HE’S GOT IT I FIRST thought about being a pilot in school. Some tests at the time showed pilots right at the top – I think Ministers and Undertakers were at the bottom – and I thought, ‘That looks like what I want to do!’. At first I couldn’t as I only had 20/100 vision in my right eye. I got a summer job at Sikorsky and they said I could probably get a waiver... I went to a Doctor who was a real WW2 type who said no, but the Sikorsky guys made me send my forms to the FAA anyway – and they approved me. I started training at a University flying club – $2.50 a lesson! – so there was a really good atmosphere when I landed after going solo,

Sporty’s is 50 this year and a global giant – but Shever still thinks the best thing in life is spreading the word about flying

+NEW PILOT

guys cheering me on and cutting my shirt tails off, a tradition in the US. Ed Hanley, my instructor, did the classic thing of just getting out of the aircraft, a J-3 Cub. Of course he told me to watch my height on landing because it would suddenly be a lot lighter without him on board, which I understood fine but sure enough when I was bringing her in to land, I had to do a go-around because I came in so high! I eventually became a Flight Instructor. One of my pupils was an ex-MIT guy, real sharp, and he didn’t want to spend a year doing groundschool. So a friend and I spent some time creating an intensive course, and more or less shut this

GAPAN SCHOLARSHIPS

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The first step to gaining a PPL EVERY year the Guild of Air Pilots and Air Navigators (GAPAN) offer scholarships and bursaries for people looking to become pilots or further their qualifications. For this year GAPAN is anticipating it will be able to offer more than 20 scholarships. These will include a PPL Scholarship, which will take the student

all the way through training up to the issue of the licence. New for 2001 is a gliding scholarship, offered to two individuals. It is a five day course, including residency, where students will gain valuable knowledge in the art of gliding. For those already holding a PPL GAPAN offer instructor ratings, for people looking

to further their career in the world of aviation. There are places available for both fixed wing and rotary licence holders wishing to become instructors. The award covers all direct training and examination costs. There is even a Jet Orientation Course. This course, although not Type specific, is designed to

A former group of GAPAN scholarship winners, ready for a career in aviation

MIT guy and some others in a hotel room for three days... the first intensive groundschool course. Of course people know me for Sporty’s which started when I sold some radios out of the back of my car in 1961. 50 years on, and we fulfill over 400,000 orders a year to pilots all over the world. But, I’m still an Instructor at heart. At our HQ in Ohio we run the municipal airport and have 17 instructors here and a big fleet. Over the years we’ve trained thousands of pilots, and I think that’s what still gives me the biggest smile each day – when I hear the bell ring and we get to cut the shirt tail off a new pilot who has just gone solo for the first time.

prepare newly qualified professional pilots for employment with an airline. If you fancy any of these courses or know of someone looking to start their career in the world of aviation, get them to apply. All the applications can be found on GAPAN’s website. The closing date for receipt of applications for the scholarships is March 23. If necessary interviews will be held during the first week of May at the Guild offices in London. Training in each instance MUST be completed by the first week of October. Anyone thinking of applying should be aware that the courses demand a very high level of commitment and a lot of time during the summer months. Anyone accepted and offered a scholarship will be expected to meet the requirements and commitment expected by the Guild. Good luck! www.gapan.org

DON’T DISS PC SIMS AS GAMES DON’T fall into the trap of dismissing home PC-based flight sims as merely games; some are exceptionally good and can be very helpful in keeping you sharp and getting the best value from your lessons during real training. Of course they can’t replace real instruction or count towards sim hours racked up at a school, but if you’ve been out of the cockpit for a while in winter or because of a financial break, they can be very useful at reminding you of the procedures, scans and checks for specific aircraft prior to start. If you’re paying for an hour-long lesson, it can eliminate time spent simply remembering where dials, controls and switches are.

www.loop.ae ro MARCH 2011 LOOP 49

flightCLUBget rated ratings w atch

Guide prices to what it costs to get extra ratings. Ring each club or school for full details. Some offer aircraft choice, or may have additional fees (eg landing fees) so ask about any extra costs where possible.

Become a master INSTRUCTOR RATING

Jim Watt of Tayside Aviation, Scotland’s biggest flight training school, explains the wide benefits of getting an Instructor Rating What are the benefits of an FI course? For many it is a means to an end or a career. But aside from being very rewarding and keeping you flying while waiting for an airline job, there’s many other benefits: • Speedy advancement: all hours flown as FI are P1. It’s one thing to get a job as a First Officer but Captains require P1 time. • To unfreeze an ATPL you need 100hrs P1 at night, so we encourage all our FIs to get in as much night flying

as possible – it’s often the last thing holding back the issue of an ATPL. • Without doubt your flying skills will be enhanced. • Your monitoring and interpersonal skills are well developed after spending time sitting next to students. The FI course is 30 hours of flight time and 125hr of ground school, broken into “Teaching and Learning”, Pre flight briefings, preparation and delivery of long briefs and boosting basic knowledge. It’s a five- to six-week course – demanding but very rewarding. The 30hr

Entry requirements for the FI course • Pilots must be 18 or over, and have satisfied the JAR FCL theoretical requirements (ATPL or CPL exams). • A valid CPL with current SEP rating, or a PPL with SEP and 200hr flight time including 150 as P1. • 30hr on type (five within six months). • 10hr of Instrument flying with a maximum of five in a simulator.

50 LOOP MARCH 2011 www.loop.aero

of flying can be 25 tuition and five mutual flying with another student. The five hours mutual is extremely valuable as the exercise becomes more real: you will play student and then play Instructor. There are many ways to teach but a lot of practical skills can be used: explanation, demonstration, imitation, correction and then practice - practice being very important and the reason for the addition of mutual flying. A few days pre test you will get a subject to prepare and a ‘Long Brief’ for – a 45-minute mini lecture on

• 20hr cross-country including 300nm with two landings. A pre-entry flight test is required, on general handling. Do this well in advance so any recommendations can be sorted before the course. The course itself focussing on the teaching of flying not the flying so a good standard of flying practice level is important.

the given subject. On test day you will be given a main exercise to pre-flight brief (20 min), then go off and fly that exercise. A teach of a PLF may be asked for, and a stalling demonstration. In the UK spinning is required for the test so a full spin has to be performed, if need be in a separate flight depending on the test aircraft. Then back for a few circuits, usually normal, and flapless and glide approaches. You may be asked to assess a circuit to see if you would sign off a PPL as part of a check ride to check your monitoring skills. Then to the classroom to deliver the Long Brief. Job done! It’s a long day but with sound training and a good school you’ll be ready and eager. We often forget who won the Nobel Peace Prize or gold in the Olympics, but pilots always remember their instructor. www.taysideaviation.co.uk

TAYSIDE AVIATION 01592 753 792 + PPL all inclusive: £6640 + Night Qualification: £842 + IMC Rating: £2675 + MEP: £2300 + FI course: £6700 + IR course: £11,990 www.tayside aviation.co.uk ULTIMATE HIGH, COTSWOLRD + AOPA BASIC Aeros Certificate (8 hours of flying): £1840 + AOPA Standard Aerobatic Certificate (6 hours): £1380 + Advanced PPL Training (customised): hourly rates £235 + Basic Spin Package (1 sortie): £270 + Basic Formation Course: £1225 + IMC £1175 + SEP Renewal: £205 per hour, plus instructor fee www.ultimatehigh. co.uk MULTIFLIGHT LEEDS, BRADFORD 0113 2387135 + Night Rating: £705 + MEP: £2178 + IMC: £2115 + FI Rating: £7260 + IR: £13,056 + IR 55 hours: £14,906 www.multiflight.com

CLACTON AERO CLUB 01255 424761 + Tail wheel conversion (residential, inc B&B) £710 + Three week PPL course (residential, inc B&B): £5940 + Two week NPPL Course (residential, inc B&B): £3904 + Two week Conversion To PPL Course (residential, inc B&B): £4270 + IMC (residential, inc B&B) from: £1980 www.clacton aeroclub.co.uk FLYING TIME, SHOREHAM 01273 455177 + PPL all inclusive £7605 + Night Qualification £1095 + IMC Rating £2690 + MEP £3065 + CPL £7960 + Zero to frozen ATPL £45,450 + Multi Engine Instrument Rating £12,205 + ATPL Ground School £2860 www.flyingtime. co.uk A school or FTO with a rating or course? Email dave.rawlings@ loop.aero with the details and prices.

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www.loop.ae ro MARCH 2011 LOOP 51

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pl a n e c r a z y r o n s m i t h

Mr Aviation Encyclopaedia Pilot, helicopter designer, aeronautical engineer, author, aircraft owner and walking aviation database, Ron Smith knows a thing or two about aircraft

on Smith is the ex-head of future projects at Westland. He currently works for BAe Systems in Farnborough, he has written the five volumes of British Built Aircraft as well as recently releasing a pocket history to the Cessna 172. In his own time he flies a Jodel D150. How did it all begin?

Q| How did your love of flying first manifest itself? A| I was growing up in South America, in British Guiana and I remember being extremely jealous of my older brother flying back to the UK for school in a DC3 – a year later I got to do the same trip, this time in a Viscount to Trinidad and a Britannia to London, via Bermuda. When I came to school in Surrey with my twin brother we both got very interested in aircraft. As soon as we both had bicycles and cameras we used to ride to airfields such as Redhill, Biggin Hill and Gatwick, taking photos of the aircraft. We specifically took photos of aircraft we didn’t recognise and rapidly built up a collection of pictures of obscure and unusual aircraft. As a result I became able to identify aircraft quite easily. In fact that point was proved recently when I was visiting my brother in Australia. We walked round the corner of a hangar and I said: “Oh, that’s an Auster J5 Adventurer.” My brother then asked me to prove how I know it was a J5. I said: “well, it’s got a Gypsy Major engine, a small fin and a mass balanced rudder not an aerodynamically balanced rudder!” so there you go I’m an anorak! Q| Tell us about your PPL? A| I did some gliding when I was 17 and at the time decided that I was going to become an Aeronautical Engineer, as did my twin brother. We studied at Southampton but were disappointed that you didn’t get a huge amount of contact

Ron Smith and his own Jodel two seater. with aeroplanes. So we got a series of holiday jobs working for the likes of Ralph Jones at Southern Sailplanes, Field Aircraft Services Executive Jet Centre at Heathrow, Doug Bianchi at Personal Plane Services, as well as working in Germany for Sportavia Putzer helping build motorgliders. I was eager to get my licence, but the first priority was getting my degree. After I qualified, I decided to do my masters and my PhD. Then in 1975 I left to join Westland helicopters in their research aerodynamics area. Then I got married and completed my PhD. After all that I started to fly in ’78. I learnt at Compton Abbas and decided the thing to do was to learn quickly. So I had a lesson every Saturday and Sunday and I learnt to fly in three months taking the minimum of 35 hours flying time. Q| How did it progress from there? A| After I qualified I had the usual frustration of finding out that all I could do was rent an aircraft, fly round and land where I started. I got checked out on the Tiger Moth (which was a

52 LOOP march 2011 www.loop.aero

bit expensive), so then I bought a share in a Jodel 120 and operated it for four years. After that I bought a Luscombe Silvaire, which after a year I part exchanged for another Luscombe, which I flew for the next 20 years. I sold that and now own a Jodel 150 for touring. Q| So does your whole life revolve around aviation? A| I’m an unusual mix in that I’m a professional aeronautical engineer, aviation photographer of long standing, pilot, author and interested in everything that flies. My wife and I used to crew for a hot air balloons and last year I got back to solo gliding, which I hadn’t done since 1967. I find gliding really good for flying skills and decision making. So I’m enthused about all aviation. Q| You flew to Oshkosh on Concorde for its debut appearance at the show. How did you manage that? A|I saw an advert in a magazine where someone was putting together a plan to charter a BA Concorde to go to Oshkosh in 1985. I was lucky to be one of the

passengers. We flew from London to New York and then on to Oshkosh. We flew in the airshow on arrival at Oshkosh, we came whistling in, touched down, and I realised there was no reverse thrust. The power came back on and up we went, we did a touch and go in a Concorde. It was very exciting. Q| As an engineer what’s been your proudest moment professionally? A| The best piece of work I’ve been involved in was in the mid-eighties. I was involved in the NH90 European Helicopter Programme. I was on the Configuration Design Team. I think we did a very good job. The aircraft that is flying today is very much the one that came from our study. We managed to collectively integrate a rear-loading ramp in a way that hasn’t been achieved in any other aircraft. We had ideas from different design companies but they were all dogs, so we designed one out of the best parts of the various suggestions. We produced a helicopter that has a rear loading ramp but doesn’t look like it suffers

because of it. It’s been a successful design, more than 600 have been sold. I can look at the aircraft and say that I definitely had a large influence in that! Q| How did you get into writing? A| In 1994 I compiled an entry into the Dawn to Dusk Competition with Colin Dodds, a well known. We flew a Hornet Moth biplane and were lucky enough to win. The books followed. I had lots of information on pre World War One aircraft manufacturers – there were 1,000 companies involved in construction of aircraft during WWI and in 1918 we built 30,000 aircraft and 60,000 engines. Many of the companies collapsed after the war. People started nagging me saying I should write a book about it. So I did - if I’d known it was going to run into five volumes, I might never have started in the first place. But I’m glad I did. Ron’s latest book, Cessna 172, A Pocket History is available for £8.99 from Amberley Publishing. amberley-books.com

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Your ambition, our passion

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1968 one owner a/c always hangered near London. In 1986 a BRAND NEW engine fitted with a turbocharger was installed but the turbocharger was removed. The turbo manufacturers claimed that for continuous use 235 bhp with 250 bhp for five minutes would have been delivered. Some strengthening modifications have been retained. Otherwise the engine without turbo is rated at 220 bhp 400 hrs later still giving breathtaking rate of climb. Short take off and landing, excellent all round visibility, fully IFR with 2* VHF, 2 NAV, ILS, DGO, RMI, 2*ADF, transponder, special extra instrumentation. Not flown since £20,000 spent on new CofA. Brand new propellor (some £8,000). Included a mountain of new and used spare engines, blocks, pistons, con rods, crankshafts, autopilot parts, etc. Ideal aircraft for business or pleasure. Contact Tony Crook, Box 66, 272 Kensington High Street, London W8 6ND or phone 0207 602 4992 or fax 0207 348 0389

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SHOESTRING RACER

Year 1980 Airframe 3937 hrs. Engine 874 hrs GPS GNS430. Transponder GTX330 mode S RNav KNS 80 New. Radio KX197.ADF K86 Audio+Markers KMA20.4 way intercom Brand new Hartzell prop fitted A/P plus extras. £55,000 ono.

JODEL D112

2 seat aircraft, Continental C65 new cylinders fitted, new mags, carb o verhaul, In Good condition, new permit. £8,999. Contact Chris Murgatroyd on 07711132247.

One seater racing aircraft, new engine, ready to race. Trailer included. Maintained in approved wksp 30,000 Euros o.n.o Located: Rouen (LFOP)-France Contact: +33 6 09 31 55 55 Email: claude.james@scj.fr PA 20/22 PIPER PACER 4 SEAT TAIL DRAGGER

Lycoming 0320 150 HP '0' Time engine. Airframe manufactured @1960 and 1800hrs. 'N' Registration. Narco MK12D NAV / COM, ILS/OBS. Narco TXPNDR. 4 place intercom. STOL Kit with droop wing tips and vortex generators and horizontal stab. New annual. Based - Compton Abbas, 1/4 share available, £6,000. Mark Leonard 01929 459208, mandsleonard@aol.com

Cessna P-210 Pressurized Centurion II

205 hrs TTAF. Lycoming O-235 255 hrs STOH. Good panel with Icom A200, AV80R GPS, electric trims, turn co-ordinator etc. Permit August 2010. Good condition, excellent flyer. £16,500 ONO. Tel 01244 671417.

TT 4450 hours. Engine 1665 from new, 630 STOH (new cylinders). 3 blade Hartzell prop. 210 hrs from new. Full airways with FM immune Narco 121 VOR/ILS. Last annual August 2009. £30,000. Contact: 01491 573845 or email denise@rotherfieldgreys1.fsnet.co.uk

Europa Classic 912 P.O.A.

GRUMMAN AA1-A

Photos/video at www.alandstewart.pwp.blueyonder.co.uk

Tel: +00 41 91210 3128/745.66.89 Email: aeromeccanica@bluewin.ch

2+2 delight to fly - economical - king avionics txp mode C-VOR - skymap 111C -recent 50 hr Hangared Exeter open to offers. Contact: Stephen - 01395445686. stephen.baker@btinternet.com

PA 24 Comanche 260 1965

Great condition. Dependable touring aircraft 120kt cruise. 4hr range. One owner. May be sold with year permit. Contact Alan 01245-264186 alan.stewart@blueyonder.co.uk

1982. TT: 2900, Engine TSIO-520AF engine (Eagle Engines Golden Series) TSOH: 1140. Interior 8/10, Exterior 8/10. Avidyne and Garmin Avionics. € 234,500.

ROBIN DR 400

ZENAIR ZODIAC 601 HD

1970, 2-SEAT. A/F 3050, ENG 1340, SKYMAP IIC, VOR/LOC, DME, MODE C, ADF, HANGARED, FIFE, ARC 5/11, IDEAL GROUP A/C, £17500, 01334 850675

SIERRA.CHARLIE@UKGATEWAY.NET

1970 Piper Arrow1 200hp

Piper PA22 Tripacer G ARDS.

1967 CHEROKEE 180

Corrosion proofed from new always maintained / hangared at Exeter, never used for training 3 blade prop, FM immune & mode S A/F 3837, eng 2300, prop 104. New annual. £28,000. Contact: 07770 238570 pedrothepongo@yahoo.com 01626 833977 julietock@btinternet.com

100 hours engine, hardly used since overhaul. This plane is practically as new, the best you will see, Recent rebuild, recover, and repainted. £22,000 ono. Kept in a Private Hangar at Newtownards. Contact: Chris Donaldson on 07768797550.

Total time airframe, 8500’. Engine, 1125. King & Narco Radio Equipment with 1 TKM MX-170 Com/Nav. Sound well maintained, Piper 6/10 inside & out. Price: £25000 Tel: 0044 1392 364216 Email: info@airwaysflighttraining.co.uk

ROBIN DR400 REGENT 180HP

PA-28 Cherokee 160HP

Manufactured in 1990, a/c has a total time of 2050 hrs a/f and engine. Engine with 0 hrs. Very good condition, is always hangared and has a full set of covers included. Cruises happily at 120 knots, carries 4 adults and luggage, making it a fantastic touring aircraft it is very easy to fly. WILL TAKE ANY KIND OF VEHICLE IN PART EXCHANGE. £65,000 – Simon York. 01423 340209

3100TT 220TTE. VOR/ILS/DME/ ADF. Reg G-LIZI. Featured Dec LOOP mag & LOOP TV & on afors.com. £23500. Contact Mark at sharpyjen@live.com

PIPER PA32 260 CHEROKEE SIX

1979 Grumman Tiger AA-5B

1972. Reluctant sale of my N registered aircraft (VAT paid). Two owners from new, same owner for the last 20 years. 1590 hours TTAF, 102 hours since factory new Lycoming and prop overhaul. Hangered since new and maintained regardless of cost. Probably the cleanest PA 32 260 in the UK today. Extensive avionic and autopilot upgrades, details on request. No damage history. £ 55,000 Contact John Marshall - Tel-01730 816141

A/F 4012hrs Engine 0 hrs. prop 57hrs. New annual and ARC. KMA 24 Audio panel. KNS 80 Nav. Century Auto Pilot. KR 87 ADF. KY 197 comm. KX 170B Nav Comm. KT 76A Transponder. 2 Alts. Exhaust and cyl Temps. Blue Leather with white and blue paintwork spats incl. £38,000 no VAT Contact 07802 400050 charlie@gwinearfarm.co.uk

www.loop.ae ro MARCH 2011 LOOP 55

BUY AND SELL YOUR AIRCRAFT ONLINE AND IN LOOP MAGAZINE www.loopmart.aero Cessna 120 1946

MX-7-180 MAULE 1991

ZLIN 526

Beagle Pup 150

This is a great example of the Cessna 120. 1946 2000 TT 550 on engine. Flys lovely. for more info please come and see for your self or phone me on 07545922794 or richard.flanagan@ gamstonflighttraining.co.uk

G-BTXT. Dec 91. A.R.Cert June 2011. TTAc and engine 1106 hrs. Lycoming 0-360-C1F. Hartzell c/s prop 436hrs. KX155, KI203 VOR, KR76a txp, KN64 DME, AvMap Geopilot Plus. Vortex Generators. £48,000 no VAT REDUCED TO £43,000 no VAT 01388 745126

Airframe 2250H, Aerobatic to 3500H, engine WM6III - 900H on condition. C of A until 21/05/11. Propeller Avia V503A at zero hours. Many spares available. £44,000 ono. Allan – 07921694967. Email - jasbaldry@hotmail.co.uk

Owner offers this Series 2- B121. PUP 150 (Lycoming 0-320). Fresh annual. Always maintained, delightful handling 150hp pup is a joy to fly. Leather seats, long range tanks, Cleveland disc brakes, Cambrai cover and four place intercom. £29500.00. Contact: 07961 408444– whiskybravo47@hotmail.com

Mooney M20J

MAULE MXT -7-160 Tricycle,

1987. Private aircraft, second owner. Airframe and engine: TT 765 hrs, Lycoming IO-360-A3B6D, 200 hp, fuel injected. Interior 7/10, Exterior 9/10. Garmin Avionics. $ 137,000. Tel: +00 41 91210 3128/745.66.89 Email: aeromeccanica@bluewin.ch

Only 160 TT A & E, EASA 05/2010, Aux. Tanks. Obs. Doors, Leather Interior, GNS 430 etc. etc. Immaculate Condition, no acc. damage, as new & ready for work, only £75,000, no VAT 01635 291990 or 07802241646 email: info@villaguide.co.uk

bellanca 7GCAA citabria

BASED AT KILKENNY AERODROME IRELAND, CURRENT UK ANNEX 2 CERTIFCATE OF AIRWORTHINESS, AIRFRAME 1840HRS SINCE NEW, ENGINE O-320 900 HRS SINCE 0 OVERHAUL, EXCELLENT COMPRESSIONS AND OIL PRESSURE, SENSENICH PROP, (CRUISE), MOGAS STC, KING 155 NAV/COM, INTERCOM, NARCO AT150 TRANSPONDER, VERY NICE WELL CARED FOR AIRCRAFT IN GOOD OVERALL CONDITION, IN REGULAR USE, VERY ECONOMICAL TO OPERATE SAME OWNER FOR 9 YEARS PRICE E40,000 CONTACT VINCENT VAUGHAN 00 353 86 8497878. DHC1 CHIPMUNK 1950

Airframe: 11750 hours, Engine: 1036 hrs. C of A until June 2011, new annual, A/Ds up to date, Large box of various manuals. Price: £32K NEW PRICE £27,900 Contact Paul – 01502 678125 Mobile: 07745 775937 Email – paul@blaircroft.demon.co.uk

luscombe silvair 8E Equipment Sigtronics Intercom • Garmin GNC 300XL Moving Map Nav/Com • Garmin GTX 327 Transponder c/w mode C • Narco VOR • Direction Indicator • Turn Co-ordinator • Segmatex Artificial Horizon • Altimeter • Rate of Climb Engine and Airframe Engine Type: Continental C85-12F • Propeller Type: McCauley IB90/CM 70” x 51” • Airframe Time Approx. 3600 hours • Engine Time Approx. 1300 hours • Engine Time since new Millennium Cylinders fitted Approx. 220

1979 PIPER PA28-161 WARRIOR 11

1983 SLINGSBY FIREFLY T67M 160hp

Engine and prop just been overhauled TTAF 9795. Garmin 430, Garmi GTX 330 mode S transponder. ARC to 10/03/2011 Well maintained £49,950 NO VAT Contact: Paul Villa email paul@apollo-aviation.co.uk Tel 01273 440737

TTFN 4,240. Engine/Prop 740. Annual due April. 2xBecker Com. Becker ADF. Transponder. DME. £25,000 inc VAT YOU WONT FIND ONE CHEAPER Contact henrypelham@thruxtonairport.com Or call Western Air (Thruxton) Ltd 01264 773186.

56 LOOP MARCH 2011 www.loop.aero

£24000.00 ono. Extensive documented history. Cambrai covers.

Supermarine Spitfire Mk26 80% Scale Replica

2 Seats. First flew Feb 2007- 25 hours from new. Fitted with a 5.3 litre Jabiru 8 cylinder 180 hp engine. VNE 193 knots. MT 3 blade constant speed prop. Bendix King KY97A TSO Radio. Garmin GTX320A Transponder. Skymap colour GPS. In permit until April - new permit will be supplied. Many refinements to original spec including ground proximity radar. Max cruise 2,600 rpm at 24” 160 knots. Authentic RAF markings. Renowned aircraft builder Mike Hanley seriously involved in aircraft kit build. See flypast at http://vimeo.com/20056122 £150,000 for this top quality superb aircraft. Contact: Michael (owner) 01943 605500 or Chris (CFI) 07721 682184 or 0161 787 9034.

Contact Carlton Green 07860 307165 Can be viewed by arrangement

PA28-161 WARRIOR II

YAK 52

1988, TTA 8672, TTE only 288 Zerotimed rebuild 2006, Prop 288, Full king IFR, Trig Mode-S, Full repaint 2006, Public CoA ARC 24/2/2012, Ext 8/10, Int 7/10, Privately owned, Beautiful, Reliable aircraft. £44,950. mjw3136@mjwade.co.uk. 01280 860355.

Built 1991, considerable maintenance, very good mechanical condition. In need of coat of paint. Great flyer. Annual – next June. All logs/hours available, airframe 920hrs aprx, engine 120hrs aprx and prop 6hrs aprx since major overhaul. Comes with spare parts worth £8.000+ Total Price £38,000 – no offers. Call Colin on 01543 250505 /07831 845 405

G-CCZU - 2004

NVFR 4 seat DA40D with 2.0l Thielert Centurion JET A1 powerplant with FADEC. Extended baggage compartment. Total hours Airframe 1008 Engine 44 and Propeller 0. £109,000 + VAT Tel: +44 (0) 1777 839200 – Ext 203

G-CCLW - 2003

G-CEWN - 2008

Full IFR 4 seat DA40D 1.7l Thierlert Centurion Jet A1 powerplant. Total hours Airframe 1703 Engine 535 and Propeller 68. £99,000 + VAT Tel: +44 (0) 1777 839200 – Ext 203

Full IFR 4 seat 2.0l DA42 with G1000 Dual screen Garmin G1000. Long range tanks. De-icing. Oxygen. Platinum design package. Total hours AEP 190. €420,000 + VAT Tel: +44 (0) 1777 839200 – Ext 203

BUY AND SELL YOUR AIRCRAFT ONLINE AND IN LOOP MAGAZINE www.loopmart.aero GLASTAR, TAILWHEEL

350 hrs on ENGINE, AIRFRAME, PROP, INSTRUMENTS all brand new. Engine Telydyne Cont. fuel injected 125 HP. Burns 22 litres per hr at 8,000 Ft at 105Kts cruise. Baggage, 250 lbs. Fuel load 95 litres. Short field performance. gmn2008@hotmail.com

1976 PA 28 151

Total time airframe, 13,200’. Engine, 131. Propeller, 1810. King radio & Narco Nav Equipment. A good economic Piper, 6/10 inside & out. Price: £33500 Tel: 0044 1392 364216 Email: info@airwaysflighttraining.co.uk

G-KELV - 2005

G-CEZG - 2008

OE-FYB - 2008

Full IFR 4 seat DA42 1.7l Thielert Centurion Jet A1 powerplant with FADEC. Dual screen Garmin G1000 glass panel cockpit. Total hours AEP 470. Always hangared. Cover and Electric Tug included. £265,000 + VAT Tel: +44 (0) 1777 839200 – Ext 203

Full IFR 4 seat DA42 2.0l Thielert Centurion powerplant with FADEC. Dual screen Garmin G1000. De-icing. Long range tanks. Oxygen. Platinum design package. Total hours AEP 213 €420,000 + VAT Tel: +44 (0) 1777 839200 – Ext 203

Full IFR 4 seat DA42 2.0l Thierlert Centurion powerplant with FADEC. Dual screen Garmin G1000. Long range tanks. Extended baggage compartment. Total hours AEP 443. €350,000 Tel: +44 (0) 1777 839200 – Ext 203

G-LLMW - 2006

G-ITFL - 2007

OE-ADC - 2009

EC-JKE - 2001

Full IFR 4 seat 1.7l DA42 with G1000 Dual screen Garmin G1000. Long range tanks. De-icing. Oxygen. Extended baggage compartment. Total hours AEP 395. £330,000 VAT PAID Tel: +44 (0) 1777 839200 – Ext 203

Full IFR 4 seat 2.0l DA42 with G1000 Dual screen Garmin G1000. Long range tanks. De-icing. Extended baggage compartment. Platinum design package. Total hours AEP 190. €420,000 + VAT Tel: +44 (0) 1777 839200 – Ext 203

VFR 2 seat 125hp DA20-C1 Eclipse. Garmin 430 GPS/COM/NAV with Glidescope receiver. Extended baggage compartment. External power socket. Sheepskin seats. Total hours AEP 270. $185,000 + VAT Tel: +44 (0) 1777 839200 – Ext 203

IFR 4 seat DA40-180 with Lycoming powerplant. MT 3 blade hydraulic constant speed propeller. Meticulously maintained. No damage history. Total hours Airframe 1730 Engine 1730 Propeller 42. €100,000 + VAT Tel: +44 (0) 1777 839200 – Ext 203

PLANE SWAP

YAK 18T

JABIRU G-HINZ

EASA C of A, Termikas overhaul in 2007, long range fuel tanks in wings, Becker radio & mode S TXP. Excellent condition. YAK UK Ltd, 01767 651156 www.yakuk.com

Built and owned by an engineer. TT 500 hours. Excellent condition. Leather interior. Electric trim and panel-mount throttles. Icom radio, Garmin Mode S. Headsets and fitted Garmin 196. New permit. £20,000. Derek - 07860 208080.

Aviamilano F14 Nibbio 180hp.

BELLANCA SUPER VIKING 1971 'N' Reg.

I want a 2/4 seat aeroplane or helicopter. I have Focke-Wulf Piaggio 149D.

PIPER CHEROKEE PA32-300 (6/7 SEATER)

6/7 Seater Aircraft. Equipment: KN62A DME, KX165 Nav Comm, KX175B Nav Comm, KT76 Transponder, KR85 ADF, 2 VOR’s, 1 ILS, Skymap IIIC Colour GPS, 2 Altimeters. 6 Place Intercom, 6 Headsets. £58,000. Contact John Cheetham Tel: 07973-601140 Email: john. cheetham@jcinstruments.co.uk

1980 BEECH BARON BE58 G-OSDI

TTSN only 2188, engines 546, Props 60, Shadin Fuel Computer. Colour WX Radar, Collins pro line avionics, Second Altimeter. Century IV Autopilot and Flight Director coupled to Trimble 2000GPS. red/white & grey leather seats. 6 place intercom. Sold with Mar 09 EASA CofA. JAR145 maintained. view UK.£85K NO VAT. jah@heard.demon.co.uk or arthur@eldridgeonline.com

Very Low air time ex-German Airforce. Aerobatic + 6-3. 4 Place + baggage tourer, 500nm 4 hours @55ltph. What have you Ivan Allen 077 6460 8683 / 020 7636 9293 drumforce@waitrose.com

Rare 4-seat Falco. Stelio Frati design. 140kt economy cruise. Owned last 7+yrs. Always hangared. Work of Art, signed by artist. Much TLC applied. Asking - £39,500 NO VAT Email: robin.nash@sky.com Tel: +44 (0)7956 141833 MAULE M-6-235

Reg: G-MOUL Jun'90 T/T: 770 hrs 0-540-J1A5D Factory O/H Jun'01 Engine TSOH: 238 hrs Always hangared, prop O/H Jun'08, ARC June'09, well equipped £54,000 VAT paid E-mail: MKlinge1@aol.com Tel. 07831 612233

SLINGSBY T61F

Venture motor glider, Very good condition, 1600cc Rollinson engine, Runs on AVGAS/MOGAS, Complete with new Annual inspection and ARC to 2011. Hours: engine 1009 hrs airframe 5186 hrs. £12,000. John Giddins - 078 99987537.

1680 hours TT A/F and E. Lycoming IO 540 300bhp Turbo-normalized. 2-axis autopilot, oxygen, extra fuel tanks, electric trim, good radio fit, good, original interior. £22,500 no VAT. Tel: 01491 573845 (Oxfordshire)

1981 MODEL CESSNA 172P

Rallye 235C

G-Reg. TT airframe 9562.01 (as at 16TH Sept 09). Engine 0-320-D2J (160 BHP @ 2700 rpm) total hours on this engine (as at 16th Sept 09) only 79.45. New Airworthiness Review Certificate (ARC) on 10th June 2009. New paint and interior in 2005. VHF NAV/COM 1 – KX155A. VHF NAV/COM 2 – RT 385A. DME KN-64. 300 ADF R-546E. New in 2007 mode ‘S’ Transponder Garmin GTX 330. Four place Sigtronics I/C. Asking Price: £37.500. For more information please contact the CFI & Operations Manager: Tel: 07899917698. E-mail: charles.hales@gmail.com

Taildragger in a superb condition. A unique aircraft. Four seats. Year 1979. TTAF 1500 hrs. Engine Lycoming O.540, 80 hours SMOH, Prop new overhaul. Paint/exterior as new. Delivered with new annual. Price 59.000 EUR. si@sigurnes.is

www.loop.ae ro MARCH 2011 LOOP 57

BUY AND SELL YOUR AIRCRAFT ONLINE AND IN LOOP MAGAZINE www.loopmart.aero RALLYE MINERVA 220

Reduce your flying costs, fly on a permit

PRACTAVIA SPRITE G-BCWH ROLLS ROYCE 0240 LICENSED ENGINE. ALL METAL AIRFRAME COROSION TREATED DURING BUILD. LOW HOURS AIRFRAME AND ENGINE. PANEL MOUNTED ICOM RADIO AND SKYMAP 111c. IMMACULATLEY FINISHED 2 SEATER TOURING AIRCRAFT, ALWAYS HANGARED. FULL FLIGHT TEST REPORTS BY WELL KNOWN BAE TEST PILOT ROLAND BEAUMONT. PERMIT UNTIL JUNE 2010. OWN AND FLY THIS UNIQUE AEROPLANE. £30,000. TEL: 01253 397637 SOCATA TOBAGO TB10

TTE 1853 (927 STOH), Prop 75 SOH. New ARC Oct 2009. Complete new avionics upgrade Nov 2006, Garmin GMA 340, GNS 430, GTX 330, GI 106A . King KR87 ADF, K1265 DME. Narco comm 2. 4 place intercom, music input. Complete interior upgrade 2007, two tone grey leather executive finish. Stunning condition, always hangared. Full maintenance manuals and Cambrai covers. Project near completion forces reluctant sale. Contact: Matt Colebrook on 07748 622842 or Email mattcolebrook@gmail.com

CESSNA 177RG

One owner! 1974 RG One owner since new. Twin KX 155 radios with twin VOR/ILS indicators. Four headsets. 1900 hours. Engine 770 hours. Based at Biggin Hill. Contact: Don Ward 01689853700 kestores@ntlworld.com Year 1982, Total Time Since New: Airframe - 2530hrs, RH Engine 535hrs, LH Engine - 625hrs, Right Prop - 72hrs, Left Prop 72hrs. Last Annual - April 2010, New Exterior Paint, very good condition, always hangared. Avionics: King KY196 COM, King KY-196 COM, King KN 53 NAV, King KNS 80 NAV/RNAV, King KR87 ADF, King KT-76A Transponder. Priced to sell, For further details or to view please call us on +44 (0)1952 770189

G-ELZY…1986…TTE 2130…TTAF 6880…engine build in 2004…KX155/GTX328/x1 King non G/S indicator…£20,000 + VAT with new Annual. Contact: Robert Wildeboer 01243 755064. rob.wildeboer@goodwood.com.

58 LOOP MARCH 2011 www.loop.aero

Dornier DO27A1 1958

120hp Wilksch (WAM) engine, 120 hrs TTE&AF. May 2007 build. MT three blade C/S prop, glass panel, colour GPS two axis autopilot transponder mode C. 115/120 knots on 15/18 litres per hr. Permit May 2010. £60,000. 07860 558558.

DORNIER D27 A1 • $120 • HISTORICAL AIRCRAFT FOR SALE • Dornier D27 A1 1958, are rare chance to purchase this historic aircraft. Lycoming Engine with less than 20 hours, Airframe no more than 720 hours. 10gals per hour cruising. New CAA aproval to fly. £79000.00. Dave Collier – 01487 843333, Dave@africanaviator.com

1993 AG - 5B Grumman Tiger

TTAF 3385hrs. TTE 986 hrs. New ARC just completed including propeller and carburettor overhaul. Arc expires 12-07-2011. Aircraft bare metal resprayed, corrosion proofed and interior refurbished 2007 (see www. flymoore.co.uk). Airframe, engine and upholstery immaculate condition. IFR avionics. Based at Blackbushe for viewing. £49,000 Tel: Ian 07941 578182 email: ianjamesward@tiscali.co.uk

BEECH BARON 95-B55

PA28-161

VANS RV 9A DIESEL

DYN AERO MCR01 SPORTSTER

SOCATA TB9

R912, PV50 prop, TT 270hrs Dynon EFIS, Garmin GPS295, GTX327, Icom IC-A200, Micro Avionics ANR headsets & intercom, Hyd disc brakes, new Cambrai cover, hangered. New permit July. Contact: Paul on 01309 641451 or 07786 055520

Four seat touring aircraft, Great condition, Lycoming 160hp engine, fixed pitch Sensenich propellor, 4660 aircraft hours, 2323 engine hours. Built in 1983. Offers around £26,000. May part-ex LAA or dismantle with enough interest Contact: David Hook - 07711 698636

Robin aircraft

DistrIbutor since 1995. Now being manufactured by Finch Aircraft in the same factory as before at Dijon, the full range of new Robins is now available:

NEW AIRCRAFT RANGE

DAUPHIN 400/120 classic Robin 2+ 2 trainer with proven , reliable O-235 120 hp Lycoming engine with 2400 hr TBO ECOFLYER 400/135 2+2 trainer with highly economical Thielert diesel engine, 18L / hour Jet A1 REGENT 400/180 classic 4 seat tourer with Lycoming engine , 120 kt cruise ECOFLYER 400/155 full 4 seat tourer, with the new Thielert 2.0S 155hp engine , 22L / hr jet A1 at 120 kts. Economy, performance, and style. PRESIDENT 500/200 wide-cabin,luxurious 4/5 seat tourer with injection Lycoming engine and c/s prop

NEW!

A glass cockpit based on the Garmin 500 will be available from April as an option on all new Robins, or as a retro-fit. We also specialise in selling used Robins , see our website for current list

Mistral aviation ltd Contact: John Kistner Tel: +44(0)1730 812008 Fax: +44(0)1730 816237 or Steve Bailey for the ECOFLYER - Tel: +44 (0) 7973 691727 Email: sales@mistralaviation.co.uk www.mistralaviation.co.uk

To advertise here please call Chris Wilson on 01223 497060

BUY AND SELL YOUR AIRCRAFT ONLINE AND IN LOOP MAGAZINE www.loopmart.aero Piper PA-46-350P Mirage

ROBIN ATL

RALLYE 150SV

SA341G CIVILIAN GAZELLE HELICOPTER FOR SALE

N4173N, 2000, For Sale in Switzerland, Airframe TT: 1040, Lycoming TIO-540-AE2A, 1030 hours, Garmin Avionics, Hartzell HC-I3YR-1E three blades, constant speed. $ 540,000. Stefano Scossa – 0041 912103128 aeromeccanica@bluewin.ch

Serial Number 64 - Manufactured June 1986, Total time - 2708 hours, Engine time - 186 hours, CoA until 27/12/2010, Becker Radio with intercom / 2 headsets / Garmin GPS, 1QUE / Fuel consumption - 15 litres per hour. Barry Walker - 07836 779168, 01453 548387.

Fully refurbished sporting Breitling sponsored livery. Please see the website www.GKHRE.co.uk for full details, price and contact.

Excellent Engine & Component Times For Further Info, Contact +44(0)1328 830060 or jeremy.a.taylor@btinternet.com PIPER NAVAJO PA31-310

On Behalf of a Major Finance Company

FOR SALE

Cirrus SR20 - G1. Y.O.M – 2003. Registration Number: G-CMLS. Engine: Teledyne Continental IO-360-ES. CAPS ballistic recovery system. Avidyne Flight Max EX 5000-C MFD slaved to GPS. Sandel SN338 EHSI Compass System. Garmin 340 Audio Selector Panel. 2 x Garmin GNS430 NAV/COM/GPS. S-Tec System Fifty-Five X Auto Pilot with ST360 Altitude Selector & Alert. Garmin GTX327 Mode ‘C’ Transponder. EMAX Engine & Fuel Monitoring on MFD Airframe & Engine Hours: 592 TT Location: South West England. Offers Invited Tel: +44 (0)1442 832234 or email: gordon.wyles@wyleshardy.com WYLES HARDY & CO Ley Hill Road, Bovingdon, Hemel Hempstead, Herts HP3 0NW UK T: +44 (0)1442 832234 www.wyleshardy.com

PA28-181

PA28RT-201

G-OODW…1984…TTE 542…TTAF 9790…engine build in 2009…Garmin 430/S-Tec, ADF650D/GTX328/KX155/KMA124/KN84D/x2 G/S ind, Annual due Jan 11, £28,000 + VAT. Contact: Robert Wildeboer 01243 755064. rob.wildeboer@goodwood.com.

1967 BEECHCRAFT MUSKETEER A23-24

G-LAOL… 1979… TTE1260… TTAF4440… TT prop 480 since 2006 o/haul…GNS430…GMA340… KMD250…GTX328…KX165…ADF650… KN64 x2 G/S indicators…STEC single axis A/P…£38,000 + VAT. Contact: Robert Wildeboer 01243 755064. rob.wildeboer@goodwood.com.

2884 A/F HRS, 60 HRS engine and prop, Colton paint in 2005, annual and ARC due August 2011, Skyforce moving map, Narco digital avionics. Phone James or Paul on 01328878809. For more details.

G-BLFZ. /1979 PA31-310 //TTAF: 7,920 Props: L+R 73.25 Engines: Left 1,740 – Right 1,874. ARC renewed: Jan 2010. New Engine hoses : Jan 2010. Garmin GNS 530 COM/NAV/GPS. Garmin GTX 330 mode S. Bendix Colour Radar. Full Co-Pilot Instruments. AOC maintained last 15 years. Asking : £90,000 + VAT/* Contact: Patrick +44 (0) 78 79 88 22 55 pmr@flylea.com

Reims built cessna F172N

Sukhoi Su-29 2 Seater

Airframe only 2019 hours. Engine 1040 since 1993. Well equipped, Garmin audio panel and mode S transponder. Flies really well and in very good condition inside and out. Fresh a nnual/ARC issued at purchase. View aircraft North Essex. Email: ian@aeroservices.co.uk Tel: 01375 891165

A superb example of the best aerobatic plane in the world. 495 TTSN but only 45 hrs since new engine, prop, new Sukhoi Lifetime, hoses, brakes, new paint, etc. Long-range fuel, smoke, lightweight electrics, tools, manuals etc. New EASA C of A. Only Euro 180,000 including European VAT. Also for sale the last Su-31 Sukhoi made, only 35 hours since new. Ultimate specification Contact: Email: richard.goode@russianaeros.com Tel: +44(0)1544 340120 1980 PIPER SARATOGA PA32

PIPER ARROW 200 11

1974. TT 2715 A/F Engine 718. Prop 160. A very sound airplane. Always hangered. New C of A Jan 2010. All a/d’s complied with. King IFR. £43k. ONO No VAT. Contact Mr. P. Brunton 01970 612 567 (office), 01654 702248 (home). Cherokee

Safe, reliable and economical, We have upgraded the interior, Exterior paint still glossy and in good order. JV was built in 1969 S/N 28-25572, A/F = 10414.43 Hrs, Engine 1119.88Hrs. Avionics - Com1 / GPS – Garmin GNC250, Com2/ Nav - Narco MK12D, ADF – King KR87, DME – King KN64, Transponder - Narco Mode ‘C’, The sale will include the ARC renewal and a fresh annual. Contact:- Roger Hawkes 07976-519263 Or Duncan Bennett 07866 – 458234.

Tiger Moth

LAA Permit. Maintained to a high standard. Massive amount of restoration work undertaken. Becker radio/transponder. Electric starter. Wind driven generator. Further details. Marcus@innfrastructure. com. Tel 07900 244442.

301T Turbo, Hangared, Fixed gear csp 154kt, Full king avionics and skymap 111c, IFR and airways equipped, auto pilot, 6 place oxygen and intercom, new Lycoming engine – 155hrs. New 3 blade hartzell variable pitch prop – 75hrs. £80, 000 No VAT. 01226 790735

PITTS S2A – THE CLASSIC

G-STUA: the classic Pedigree Pitts is up for sale, Factory Built: 1978 s/n 2164, TTAF: 3,664, TTE: 1,230, Last Annual : April 2010, Last Prop Overhaul: April 2010 (@£3,500 cost!) CSU (overhauled): April 2010, Always Hangared; same ownership 15 years. The perfect aerobatic machine from fun for 2 on a sunny day and standard to advanced aerobatic competitions. A very tidy ship in good condition. Based at Stapleford Airfield Asking - £41,000 (no VAT). Contact Patrick on Mobile : +44 7879 88 22 55. E mail: pmr@flylea.com

www.loop.ae ro MARCH 2011 LOOP 59

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Beech 55 Baron 95B55

150BHP upgrade! Only 2850hrs airframe and 380hrs factory zerotimed Lyc O-320E2G, 80hrs since factory o/h on Hoffman prop. 1500ft/min ROC, and 135 cruise @ 28L/Hour. Mark 01296 612316 or 07932 620039.

ROBIN DR 400/180 REGENT.

€ 142,500. Stefano Scossa – 0041 912103128 aeromeccanica@bluewin.ch

D-IGCA, 1964, Airframe TT: 2500 hrs, Interior 9/10, Exterior - 9/10, Very well maintained aircraft, Valid ARC, 100 hrs on overhauled engines TCM IO-470's and engine accessories.

Slingsby Firefly T67M-Mk2.

Price: £48,000, Robert –07737745604, 01666825962. r-mcphee@me.com

Airframe - 5960 hours (in 22 years), engine - 390 hours since major overhaul (with a TBO of 1600hrs) OH, propeller - 360 hours since major overhaul (with a TBO of 750hrs) OH Date Feb09. Fully aerobatic. Bendix King avionics.

1988, Lycoming 0360-A3A, Sensenich 76EM 855-0-58, TTAE 2100 approx, Exterior: 8/10, Interior: 7/10, EASA C of A July 2009, New ARC Aug 2010, King Avionics, this aircraft looks nearly new inside and out and the asking price reflects the engine hours and would otherwise be considerably higher, engine has been extended to 2400 hrs, been repainted in 2006 when the wings and tail were re-covered and the wing spar mod also done. £54,000 No VAT. Contact John Kistner – Mistral Aviation. 01730 812008. Sales@mistralaviation.co.uk

Grunman american aa-5a cheetah

PIPER PA32-300 CHEROKEE SIX

TTAF 10900 Approx, Lycoming 0320-E2G, Mccauley 1C172/BTM7359, superb condition with no history of accident damage. £38,000 Contact: Grant Miles 07957 358908

1978, G KNOW, TT Airframe 2811 Hours, TT Engine 10 Hours Since Rebuild, TT Prop 10 Hours From New, Brand New Hartzell Three bladed prop. King Avionics, full IFR fit. including Piper Autocontrol IIIC 3 Axis Autopilot, Cambrai Cover, External Power Lead, Tip Tanks (Fuel-84 US Gallons), Life Jackets, Electric Trim, Sun Screens. Club Seating, Cream Leather Seats with Blue Piping (New 2005). £73,000.00 Offers Invited, Vat Paid. Hangered at Stapleford Essex. George 00447904338864

LANCAIR 320

Piper PA-32 6XT

2008 ACA CITABRIA AURORA

1997 Super Decathlon

Award winning immaculate beauty for sale following loss of medical. Injected Lycoming 160hp with 0 hours STOH. 250 hours TTAE. Overhauled completely in last year. Cruises at 200mph for 1,000 miles at 8 gph! Fully equipped panel. Comes with interchangeable wing tip extensions, cover, Permit to Fly, quantity of spares & more. Always hangared at Cranfield. Transition training available. Contact: Mafopp5@aol.com, or +44(0)1525 270067, +44(0)7836351553. £70,000 + VAT

T7-NWS, 2004, Airframe 1020 hrs, TT: 1020 hours since new, Propeller Hartzell 3 bladed, TT: 1020 hrs, TSOH: 0 hrs, Beautiful Interior 10/10, $288,500 VAT free. Stefano Scossa - +41-91-2103128. aeromeccanica@bluewin.ch

160 hours TT. 118hp Lycoming. Very Economical. Aerobatic +5/-2G. Full Gyro Panel. KMD150/SL30 NAVCOM/GTX328 MODE S TXPNDR. JPI Fuel Computer. Aileron Spades. CFP-2 Corrosion Protection Package. High Spec. Perfect Condition. £86,995 (No Vat). For more details and a full specification contact European Dealer, Blue Yonder Aviation Ltd. Tel: +44 (0) 1787 224290 or mark@blueyonderaviation.co.uk

310 hrs TT. 85 hrs Prop. Fully Aerobatic with 180hp Fuel-Injected & C/S Prop. Annual just done. 1950lbs GW increase mod. £70K. Call Mark at Blue Yonder Aviation for full info 01787 224290.

rockwell commander 112 (g-bdkw)

1969 PA23-250D AZTEC

ROCKWELL COMMANDER 114

Offers around £85,000. FREE HANGERAGE. FREE STRIP AVAILABLE. She is in exceptional condition and hangared 10 miles west of Salisbury on a private 1000 metre strip. Full ownership or 1/2 share, Engineer on site.10 hrs since complete engine overhaul. KFC200 flight director coupled to 3axis autopilot, NEW :-GSN430, SL30 navcom, GTX330 Smode transponder, GMA340 audio panel, EDM700, Leather seats. Oxygen, TT1560 hrs grahamdimmer@hotmail.com or 07836205010

• Commander 112, low wing, retractable, four seat tourer, excellent condition, built 1973, hours 2180, public transport category, It has an annual to December 2011. • Engine 200HP, fuel injected, 390 hours, propellor Hartzell variable pitch 390 hrs, 115-120 knots. • Range 700 nautical miles with two, 300 nautical miles with four. • Interior beige leather, much more capacious than Piper or Cessna, door both sides. • Owned owned Dec 2000 in full working order, easy to fly, dependable in VFR and IFR. Maintained locally since Aug 1993. • Full airways avionics, Bendix King KX 20 TSO COM/NAV, Bendix King KR 85 TSO ADF, Bendix King Skymap IIIc GPS, Garmin GTX 330 Mode S Transponder, Narco NS 800 RNAV, Sennheiser noise cancelling headsets. • Kept at Elmsett Airfield (EGST) 15 miles west of Ipswich in Suffolk. Furtherstripad details and free flight on request. Loop adtrail216x20 1009:Layout 1 Tel :01473 620677, email john@jtjaklaschka.co.uk

Piper PA-46-350T Matrix

N-reg, 2008, Nice, privately owned aircraft. Airframe, Engine, Propeller Total Time: 240 hrs. Interior Tan leather, 9/10. Exterior, 9/10. No damage history. $636,000 Stefano Scossa - +41-91-2103128. aeromeccanica@bluewin.ch Piper PA-28R-201T Turbo Arrow III

7343 Airframe HRS 934 ENG HRS, De-ice, Good paint and interior, annual and ARC due FEB 2011. Garmin 430 & Mode “S” Xponder. Owner pilot for last 20 years. James or Paul on 01328878809, for more details.

HB-PMS, 1978, TT: 3500 hrs, TCM TSIO-360-FB TT: 600, Prop Hartz BHC-C2AF-1BF TT 3400, In good condition. No damage history. €43,800. Stefano Scossa – 0041 912103128 aeromeccanica@bluewin.ch

Beech 60 Duke B

SLINGSBY FIREFLY T67M MKII (160HP)

D-INAZ, 1982, TT: 3600, Engines TSOH: 500/500, Props TSOH: 10/10, Interior Tan leather - 8/10, 6 seats, Garmin Avionics, $307,000. Stefano Scossa - +41-91-2103128. 20/10/09 10:05 Page 1 aeromeccanica@bluewin.ch

60 LOOP MARCH 2011 www.loop.aero

100 HP Rotax, analogue panel with Garmin 328 Mode S transponder, Large 695 GPS, BRS, Test Hours only, beautiful plane in white, blue and silver bargain at £78,600 inc VAT, ready for permit & to fly home. Call Ben on 0207 536 6356 for details, or see www.czechsportaircraft.co.uk 1970 CESSNA 172H REIMS

Year 1993, Total Time Since New: Airframe 4418hrs, Engine - 587hrs, Prop - 408hrs, Fresh Annual and all service bulletins/mods up to date Very good condition, Priced to sell. For further details or to view please call us on +44 (0)1952 770189.

For competitive aviation insurance... Authorised and regulated by the Financial Services Authority

2009 build SportCruiser plane for sale

TTAF 9285, recent prop overhaul, TTE 1090, Continental 0300D, Annual December 2010, Well equiped, reliable, good starter, Based Full Sutton York, £22,000 no VAT. Contact: Paul 07940576583

Hayward Aviation Ltd info@haywards.net Tel: 020 7902 7800

BUY AND SELL YOUR AIRCRAFT ONLINE AND IN LOOP MAGAZINE www.loopmart.aero KITS OR READY BUILT

ENSTROM F28A G-BONG

Runs on unleaded Mogas. Fuel injection engine. Fully approved in the UK. Basic insurance around 1k. Type ratings. Servicing and spares always available. Rotorway 162F. Brand new. Radio Fitted. Others available

Price £39,000 + VAT. SOUTHERN HELICOPTERS LTD. TEL 01279 870211 E-mail jon@rotorway.co.uk Website www.rotorway.co.uk

TT 2975, good component times, engine 530 hrs, Fresh annual Nov 2010, Met Silver with red leather. Bargain at only $59,000 NO VAT. Tel 01978 780197 or 07780 700418 Lovingly maintained Jabiru UL 450

1982 PIPER ARCHER PA28-181

TTFN 7,315. Engine 2,100. New Annual. KY187.Com KX155 Nav/Com KNS 80 Area Nav/DME. KR 85 ADF. Garmin 155 GPS. Transponder Autopilot. Priced to sell - £27,000 inc VAT Contact henrypelham@thruxtonairport.com Or call Western Air (Thruxton) Ltd 01264 773186.

De havilland dh60 moth major

SORRELL HIPERBIPE SNS7

G-ACNS S/N 5068 1934, impressive history, rare. £70,000. Phone Croydon Parry 0207 6229115

GROUPS & SHARES

Build assist by Eric Bentley and beautiful paintwork by Murray Flint. 340 trouble free hours. priced at £23,000. For full details, more photo's and list of many extras, Email geoffrey.d.allen@btinternet.com

Aerobatic/touring Biplane on LAA permit to April 2011. Fuel injected Lycoming IO360,Hartzell C/P prop. Christen inverted oil & full inverted fuel system. £21750. 01394 448231 or 07929666069

GROUP FLYING

Join a well run friendly group who enjoy flying the DA40 TDi. Stapleford based this aircraft ideally placed for European or UK trips. Full IFR equipment, auto pilot, a cruise of 130 knots. G-ZANY has excellent availability, a non-equity scheme, no capital outlay which is ideal for those flying 2+ hours a month, whether long distance touring, local flying or IMC training and discounted rates for required conversion training. Call Paul Ponting on 07803 174804. Email info@altairaviation.co.uk or see http://www.altairaviation.co.uk

SOCATA TB9

TB10 Tobago for Sale or Shares

YAK – 52 G-YAKT

Four seat touring aircraft, Always hangared from new, Excellent engine condition, Current annual – Ark june. Lycoming 160hp engine, Fixed pitch sensenich propeller, 4660 aircraft hrs, 2323 engine hrs, Blue Velour interior, Full Panel, Narco Nav/com, Narco 8015 transponder encoder, Narco 890 DME, Spar 400 4 place intercom, Built in 1983, Offers around £26,000, More photos available on request. Contact David Hook on 07711 698 636 Email david@citsystems.net

180hp c/s Prop 402.5hrs TTA 3543 TTE 1380 Cambrai cover , New windscreen. Full IFR,KMA24 panel w/4 place intercom, KX 155(2) KN64 DME, KH87 ADF, Garmin GTX327 with Mode C Skymap II GPS £38,000 outright or shares at £7.000 currently based Fife(044) 01506 852296

¼ share in this superb warbird like aircraft based and hangered at White Waltham. £12,000 ono. Please contact David Blundell on 07767305532.

Piper Lance PA32RT

Chipmunk 1/6 share £5,000

1/8 SHARE GLOSAIR AIRTOURER SUPER 150

PA-30 £17,000

email fraser@dalgowan.freeserve.co.uk

Based at Rochester, semi aerobatic two seat tourer with C/S prop, recent full respray & new leather. Bored with Cessnas and Pipers? Fly an aeroplane with character that always turns heads whenever you land. A very friendly group, on-line booking and good availability make this a viable alternative to renting. Engine fund. £75 PCM and £85 PH wet. 1/8 Share £3000. Contact Dave on 07711 189933

25% shares G-BAKJ. BRNAV/ GPS approach approved. Dream Panel. Leather interior refurbished. Engines under half life, hangared near London/. 160kts cruise. For full specifications and photos contact grahamcolover@aol.com or call 07768063289

Bölkow 209 Monsun

1/6TH SHARE

PA28 140 Cherokee

MX-7-180 MAULE 1991

Thruxton based two seat, semi aerobatic tourer. Excellent availability. Friendly well organised group. 1/5 shares (£4000) available. £70 pcm, £65 per hour wet. See http://groups.yahoo.com/group/ D-EGHW/, Jonathan - 01264 333606, jsb@jsblake.co.uk

IMC equipped, recent ARC at Headcorn (Shenley Engineering), lovely to fly, c urrently hangared at Biggin, friendly group online booking. £4,750, engine fund visit www.triquetra.co.uk/bams or call John 07786 566477.

1/12th share in a fine PA28 140 Cherokee. Well equipped (IMC), good availability with web based booking. £2,000 per share £75 per month £70 per hour wet. Based Gloucester/ Kemble. 07595 373539 stephen.white2@btopenworld.com (Treasurer Gatti Flying Group)

Based at Co. Durham, G-BTXT. Dec 91. A.R.Cert June 2011. TTAc and engine 1106 hrs. Lycoming 0-360C1F. Hartzell c/s prop 436hrs. KX155, KI203 VOR, KR76a txp, KN64 DME, AvMap Geopilot Plus. Vortex Generators. 1/4 share at £9,750 07801 184372

NORTH WEALD BASED BEAGLE PUP 150

For sale - 1/6th share in this superb motor glider.

1/6th share available. £5300 ono. CofA completed Jan 2009. Well run group. See www.swiftflying.co.uk Contact Roger Hayes on 01285 851311 or 07860 257333

The glider is hangared at the York gliding club to the east of York. The engine was replaced relatively recently. She is in excellent condition, very well maintained and flies beautifully.Engine: 498 hours since zero hours replacement. Propeller: 238 hours since zero hours refurbishment. Airframe: 2830 hours since manufacture. Flying costs: £40.00 p.c.m. and £40.00 per Tacho Hour. Engine Off = Free, Availability is excellent! 1/6th Share - £6000. Contact David on 07917613220 or david@skipwithstation.com

£120/month; £80/hour wet (fuel and oil), Hangared at Oaksey Park, Full conversion training available, On-line booking system and good availability, Contact Ken on 07785 537603 or

142kt Always hangared. New cream leather interior. Full IFR with GNS430. 6 place intercom. New 3 blade prop. Based in Sywell, Northants. £15,000 per 1/6 share. Finance available. Free conversion. Phone 07703583564 for a trial flight. More photo’s available on request mikeboutel@hotmail.co.uk Streak Shadow

Rotax 532 w/Electric Start. Airframe/ Engine 580 hours. Permit till 06/2011. New 5 year W&B. Built 1991. Full h istory. All mods up to date. New Crosbie undercarriage/boom tube. Hangared near Pilling, Lancs. Hangarage a vailable. Priced to sell. £5,995 07971 476780

1944 L-4J PIPER CUB

Low-hour continental 65A engine, Sensenich propeller Brand new aluminium wings. USAF D-Day markings Permit renewed May ’09 White Waltham based. Two reluctant sellers due to relocation! £6500 per share 01886 880568

FIFTH SHARE PA28 PIPER WARRIOR 11

Based Old Buckenham, Norfolk. Zero timed eng/prop, EASA C of A, Hangared, E-Allocator booking, Full Panel plus auto pilot. Low Hrs and experienced pilots w elcome, excellent availability. £150/mth + £70 wet. £8000. Call Ray on 07810502850 for viewing and trial flight.

www.loop.ae ro MARCH 2011 LOOP 61

BUY AND SELL YOUR AIRCRAFT ONLINE AND IN LOOP MAGAZINE www.loopmart.aero SUPER L4 CUB

MOONEY M20J

ROBIN REGENT

ROBIN 340 SHARE IN EAST SUSSEX

Be free from flying club restrictions: shares available in Mooney M20J hangared at Booker. Touring and day trips in style at 150kts, fully equipped. See www.zitair.aviators.net

1/6th shares available in friendly group operating a Robin Regent out of Spilsted Farm Strip, E Sussex. GMIFF built 1991; 1568 TTAF; 828 TTE; always hangared; no outstanding ADs; full IMC kit; Skymap. £90/mth fixed; £80/hr. Call: John on 01424 845400 or Roger on 01424 838403

A one sixth share, well equipped with very low engine hours & good availability. Private strip & hangar in East Sussex £95pm £60ph wet. £4200, Non-equity share considered. Contact Bryan 01444 892841 BJ@F2S.COM or Geoff 01323 833641

Yak55m G-NOIZ

GRUMMAN TIGER

PIPER 28R -180

cloudmuncher@gmail.com

White Waltham based Fabulous condition, £30,000 spent in 2008/9 upgrade. 375TTAF, new prop, engine, plugs, spades. 1/3rd share £18,350 Simon - 07730506129

Swindon based Grumman Tiger share for sale. 1/5 share in AA5B based at Draycott Farm. £7000.00. £65/hr wet. £100/month. ADF, RNAV, Mode S. May consider nonequity membership. Contact Tony Tel: 01635 200431. tony@redshiftdesign.co.uk

Kirknewton/Edinburgh Based. Always Hangered. 3 Blade Prop 180bhp. Engine 653 hours. Fully equipped. 1/4 Share Available. New C of A £7500 Tel 07836 379711 Email: biodun@sfg.co.uk

C150 CHEROKEE WARRIOR ARCHER CHEROKEE 6

1/6 SHARE AUSTER D4/108

EV97 EUROSTAR

SHARE FOR SALE BASED WELLESBOURNE

1/6th share available in well run group based in own hanger at Wellesbourne. 95 hrs TTAE with new full permit. Wilksch WAM 120 diesel engine, MT 3 blade C/S prop. Very economical 16ltrs hr JetA1 at 140 knts cruise. Well equipped for touring, Garmin GNS 430, Garmin VOR/ILS, Garnin mode c transponder, digital EMS. All fixed costs £60/month including home landings, and £35 pr hr wet. Contact: Mark Weaver 07801 126877 or Steve Arnold 07779 311769

Based in Dundee. 1940, TTAF/E1200hrs, Super Cub Fuel system 4.5 hrs endurance, solo from the front , Cleveland brakes/800 tyres, Comm KY96A, intercom P & S 1000., £43/hr wet with free landings, £80/month, Sixth shares at £3,700. Contact: sa300.duster@virgin.net or telephone 07836 589898

ROBIN HR100/210 SAFARI £3,900, £80/month, £69/hour wet. Sixth of Robin Hr 100/210 Safari. London Fairoakes. 210hp Rolls Royce prepared Continental IO-360, All metal construction, four seater, large hold, IFR avionics – stable flight characteristics, Constant Speed Unit, 120 kt cruise, 10 Hr fuel, 1300 nm range, 480kg useful load, Inexpensive and practical tourer, small, well organised and friendly group, Google hr100 for details.

SYWELL BASED BEAGLE PUP 150

£3,700, £55 /month, £35 /hour wet, Tenth Share of G-CFEE EV97 Eurostar, Microlight hangared at Redhill. Micro/ NPPL/PPL licenses, All metal, 2 seater with luggage shelf, 3 blade carbon prop, 100 mph cruise, 3.5 Hr fuel capacity

Lycoming O-235, Classic taildragger, under-utilised, hangared Bourne Park, Andover, long-established group, includes instructor, groupmaintained, on LAA Permit to Fly, £2,900, £55 per month, £45 per hour wet. Phone Robin on 0118 978 1821

188kg useful load, Inexpensive and practical sport plane in immaculate condition, low hrs engine and maintenance fund accumulated, Nimble and responsive handling, class leading performance, unobscured vision.

e-mail: intermanxnorton@me.com

Wellesbourne Warwickshire, no capital Flying Club. No minimum daily or weekend hire, £40 per month, rates per hour, wet, fully inclusive, weekday/weekend, Cessna 150 Aerobat £79/£89, Cherokee 140 £89/£99, Warrior £99/£109, Archer £109/119, Cherokee 6 £189/£199. FREE BROCHURE 01789 470424 www.takeflightaviation.com

PIPER ARROW 2 1/5 SHARES

PA28 – 161 WARRIOR II

ROBIN DR400-160

Shares in DR400 180

SUPER L4 CUB

MOONEY M20J

2 1/5th shares for sale in friendly 1973 Piper Arrow 2 group based Denham. Fully IFR. £8000. Wet £80 per hr. More details at: http://n747mm.helihost.org/ad/ Contact 07956 282 940 or andrewflyboy1@aol.com

A fifth share available at £10,000 in this superb 1984 PA28 -161 Warrior II based and hangared at Humberside Airport. Only three other shareholders and operational costs are £84 per hour wet with no monthly standing order. Excellent condition rated at 9/10 inside and out. Contact Chris Dale on 07711 438999 or e-mail chris.dale@gbpom.co.uk

Two 1/6th Shares. Hangared at Headcorn, IMC equipped, maintenance by Shenley Engineering, June completed annual, lovely to fly, great tourer, friendly group, online booking, £4,750, engine fund Contact: www.triquetra.co.uk/ bams or call John 07786 566477.

DR400 group based at Kemble / Cotswold Airport. The aircraft was factory refurbished in 1996 and the engine was replaced in 2007 and has since flown 400 hours. Availability is good and there is a web based booking system. The hourly rate is £80 wet. Cruises at 120kts, colour moving map. David - 07711 819248

Be free from flying club restrictions: shares available in Mooney M20J hangared at Booker. Touring and day trips in style at 150kts, fully equipped. See www.zitair.aviators.net

1/6 th share available £5,100, Good availability, Friendly group, Hangared, Delight to fly this Historic Aircraft. Contact: Phil 01327830549 07794624509.

Piper Arrow 200HP 1/6 SHARE – SUFFOLK

SPORTSCRUISER

3 Blade C/S Prop. Twin NS800 FM immune RNAV, Michel MX 170C Nav/ comm, Garmin 340 Comms Box,TXPDR GTX 327. Autopilot; 2 x Altimeter; 2x CDI/GS; Slaved DI, ADF, 4 place intercom; Two-tone leather interior. 4-man liferaft; two lifejackets, McMurdo Fastfind GPS ELB. Internet booking system. 815m grass airstrip. No hangarage or landing charges. One-sixth Share available £6,000.00. Hourly rate £90.00 wet : Monthly charge £97.00 (Mar 09). For details: Peter Tel +441284706222. email petespencer@kesdale.com

2 shares available in a group of 5. Superbly equipped new aircraft arriving April 2010. £16k per share, £6k of which deferred for 2 yrs. £70 p/mth £45 per hr wet. Call Mike on 01234 355149 / 07725 560809

SOCATA TB10 SHARE LIVERPOOL

Hangared at Liverpool. Perfect 4(5) place touring 180hp gives 120kts at 35Lph. 2 Bendix King NAV/ COMM with Glideslope, DME, ADF and 2-axis autopilot. 1/12 share £3,500. £120pcm £75p/h. Airframe 2846 hours. Engine 1744 hours inc healthy engine cash fund standing at £15,000. Friendly, well run and established group with excellent availability. Call Alan 07976 667807. www.deltaecho.co.uk

62 LOOP MARCH 2011 www.loop.aero

cloudmuncher@gmail.com

To advertise here please call Chris Wilson on 01223 497060

Insurance

Aircraft Grouping

Aircraft Dealerships and Parts

Clubs and Schools

To advertise here please call Chris Wilson on

arage Hang ailable av now ll for ca s price

01223 497060

www.loop.ae ro MARCH 2011 LOOP 63

Clubs and Schools

Avionics MODE S IS HERE TRIG and FUNKWERK units in stock for immediate dispatch.

West London Aero Club

www.airworlduk.com

Aircraft Respraying ■ ■ ■ ■ ■ ■ ■ ■ ■

TWIN TRAINING AVAILABLE Trial Lessons/Vouchers available PPL – IMC – TAILWHEEL – AEROS – NIGHT Ground School available daily, including evenings FIC Training Aircraft parking and hangarage EASA 145 Engineering on site UK leader in Light Aircraft Silencers Historic Club House NPPL available

01628 823272 www.wlac.co.uk

White Waltham Airfield, Maidenhead, M4 Junction 8/9, M40 Junction 4

Hampshire VHF RT LICENCE

All the training you need in one full day, theory and practical or either. Includes exam and test. To air traffic control, the badge you wear as to how good you are as a pilot is your RT. “If you sound a ****, they will assume you are. It may not be fair, but it’s how it is”

Phone me for a chat Derek Davidson

Tel (from 7am - 8.30am & evenings) 07831 517428 / 07766312221 DEREK DAVIDSON flyderek@hotmail.co.uk Aviation English to Level 4.5 or 6 if required (by arrangement) certification 1 hour only

Operating from

GOODWOOD Cessna 172/Cirrus SR20 PPL Training / Hire

Pilot Services

www.hampshireaeroplane club.co.uk

Engineering N & B Engineering Ltd

3D Milling, CNC Turning & Milling Established supplier to: Aircraft restorers, Marine Industry, F1 Racing teams and The MOD. Parts produced from samples or drawings and are of the highest quality and precision. Full 3D CAD/CAM Software. CMM Inspection available.

Microlight Services

Hangar Space

Aeroplane Club

Aircraft Covers

Tel: 01327 831239 Fax: 01327 831240 Email: nandbengineering@btconnect.com

Fly in to Galaxy Microlights... UK ULPower Dealership

Galaxy Microlights is a Wiltshire based small microlight aircraft repair and service centre providing the following services: ● Permit inspections ● Check flights ● Repairs ● Maintenance ● Fabric Covering & Paint Spraying ● Micro Avionics

07841 614577

Galaxy Microlights www.galaxymicrolights.co.uk

Mark Jones

Call us now for a competitive quote

mark@galaxymicrolights.co.uk

Private Sale FOR SALE

NOSE DRAGGER PATENTED 1-800-535-8640 Pull your plane in and out of a hanger with ease. 12v battery supplied For sale due to bereavement. £375 ono. Telephone Number 01945 430210

Pilot Shops

64 LOOP MARCH 2011 www.loop.aero

To advertise here please call Chris Wilson on 01223 497060

Maintenance & Propeller Overhaul

Flight Planning

Batteries

Premium Aircraft Batteries and Chargers Call AQS 02086 062950 Interiors

To advertise here please call Chris Wilson on 01223 497060

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WHILST YOU’RE THERE LET US KNOW YOUR THOUGHTS... JUST REGISTER, LOGIN AND COMMENT! www.loop.ae ro MARCH 2011 LOOP 65

INSTANTEXPERT EXPERT +PRE-OWNED AIRCRAFT

PIPER ARROW

The four-seat tourer uses the well-known PA28 airframe and gives it retractable gear + P I P E R A R R O W FA C T S

+ Still in production as $399,000 Arrow IV + Single engine from 180hp to 200hp + All metal airframe + Constant speed prop + One of many derivatives of Piper Cherokee + True four-seater

F YOU trained on a PA28 Warrior and are now ready to move up to something a bit faster and more complex, then the Arrow is logical. It’s the more powerful brother of the Warrior, with retractable undercarriage, a constant-speed prop and the ability to operate as a true four-seater. Jump in the Arrow and you’ll immediately feel at home, with the same controls +HISTORY

+ 1967 Piper launches first Arrow, a development of the PA28 Cherokee range, with 180hp + 1969 200hp model added to range + 1972 Arrow II launched with fuselage stretched by 5in, and wingspan increased + 1977 New wing fitted throughout Cherokee range. Became the Arrow III + 1979 Arrow IV launched with unpopular high T-tail + 1990 Arrow IV reverts back to Cherokee’s all-moving tailplane + 2011 Glass cockpit!

Piper’s 200hp retractable, the PA28 Arrow

and feel – just a few more levers and instruments. Of course, it costs a bit more to maintain with the gear and prop but the upside is higher cruise speed and better load lifting ability. The Arrow has been around for many years now, and its solid all-metal construction and easy handling make it a natural family choice. And it’s still available new from Piper.

+CHECKS

Undercarriage Regular inspections of the retractable gear are necessary, especially if operated off a grass field. The various bushes can take a pounding and get covered in mud. Prop Constant-speed props aid performance but can also add expense. Check when last serviced. Avionics As with any old aircraft, the avionics and associated wiring can date and need replacing. Airframe As above – age can start cracks in flying surfaces. Check hinges.

! ! !

Comprehensive panel fit in the Manchester Arrow 66 LOOP March 2011 www.loop.aero

+OWNING

N2943D is an Arrow IV based at City Airport, Manchester (Barton) and operated by a 10-person group, including Bryn Charles, above. “The aircraft is generally used for touring, fly-ins, instrument training and occasional business use,” said Bryn. “Each full member pays £75 per month and £70 per hour (wet), although we are likely to review these rates due to increased fuel costs. It’s hangared all year which costs around £3600. Insurance costs around £2000. Total maintenance costs last year came to £7338, higher than in previous years because we had to replace a cracked rudder ski and put in a new Mode S transponder. “It’s very responsive to fly, probably one of the fastest single tourers built, with the added benefit of a Garmin GNS-430 coupled to an auto pilot.”

+FOR SALE

Arrow IV 1/10 share: £6,000

Manchester Barton based, good availability, online booking system. www.njfg.co.uk

Arrow III £42,500

1978, TTAF 1830hr, TTE 1830hr, TTP 90hr. Rated at 8.5/10 inside and out. Full IFR panel. www.planetrading.com

+PROS AND CONS

PROS

+THE DATA

2011 PIPER ARROW Cruise speed 137kt Ceiling 16,200ft Range 880nm Takeoff roll 305m Landing roll 189m Engine Lycoming IO-360 producing 200hp, McCauley two-blade c-s prop Wingspan 10.8m Length 7.5m Max weight 1247kg Useful load 437kg Fuel capacity 273l Seats 4 Avionics Avidyne Entegra Base price $399,000 Manufacturer Piper Aircraft Inc 2926 Piper Drive Vero Beach Florida 32960, USA www.piper.com +LOOP SCORE

Running costs Durability Performance Reliability Handling TOTAL SCORE

★★★★★ ★★★★★ ★★★★★ ★★★★★ ★★★★★

+ True 4-seater + Proven airframe and +OR THIS... powerplant + Excellent support + Safe flying characteristics + Good short-field performance

CONS

+ Thirsty for performance + Retractable gear and constant-speed prop add cost and complexity + Only one door + T-tail difficult to inspect

20/25

Cirrus SR20 G2

£POA www.loopmart.aero

Cessna 182Q

£67,950 www.loopmart.aero

TWO GREAT WAYS TO KEEP YOUR ENGINE UP TO SPEED. Do you have a new engine core that’s never been rebuilt or overhauled?

Do you have an original Lycoming factory engine that last left the factory as a new, rebuilt or overhauled engine?

SAVE UP TO

5,000 1,900 5000

ON A REBUILT ENGINE. ENGINE*.

*A new engine core is defined as a Lycoming factory new engine that has never been overhauled or rebuilt (otherwise known in the industry as a “first-run core”).

ON A NEW, REBUILT OR OVERHAULED ENGINE**.

**An original factory engine is defined as an engine that last left the Lycoming factory as a New, Rebuilt or Overhauled Engine.

For complete details, visit Lycoming.com or call 800-258-3279 to find an authorized Lycoming Distributor near you.

Certain restrictions apply. These offers require the return of a new engine core or an “Original Factory Engine.” Offer subject to end or change at any time. All offers quoted in USD. See your distributor or visit Lycoming.com for more details. Discount program cannot be combined with the Fleet Rebate Program. © 2011 Avco Corporation. All rights reserved.