LOOP December 2010

AEROBATICS ON TV PLANS TO TURN PILOTS INTO SUPERSTARS + GEAR Best kit of 2010 + VINTAGE Keeping history aloft + DENNIS An instructor's lot +

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

50 NOT OUT! + FLIGHT TEST +

PIPER'S PA-28 CHEROKEE HITS THE HALF TON

DECEMBER 2010 ISSUE 63 £ 2 .75

Celebrating 50 years of the iconic trainer and tourer so many of us have flown

INSIDE: AIRLINE PILOT TRAINING SPECIAL + QUESTIONS Is it for you? + CHOICES Training + ANALYSIS Industry health p001.loopcoverdecV3.indd 1

7/12/10 18:06:58

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CONTENTS

DECEMBER 2010 AEROBATICS ON TV PLANS TO TURN PILOTS INTO SUPERSTARS + GEAR Best kit of 2010 + VINTAGE Keeping history aloft + DENNIS An instructor's lot +

+WELCOME TO LOOP

FLIGHT FLIGHT FLIG GHT T TEST EST ES T We fly Britain’s earliest PA-28 as Piper’s legend hits 50 years old

IF you’re already a pilot looking for a new career, or a non-pilot eyeing a future in flight, keep this month’s issue to one side when you’ve finished reading.

Inside is the first of a series of specials looking at what it takes to become an airline pilot, one of the most sought-after jobs in the world and one of the best too. Parts two and three follow.

We know a lot of pilots here

at LOOP, and without exception any who do it for a living can reel off stories and anecdotes which make the would-be pro pilots of tomorrow green with envy. Of course, it’s a hard job and not all are up to it, but few if any carry more responsibility or respect.

If this isn’t for you, pass it on to a budding ATPL – it could be the best favour you do them.

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

50 NOT OUT! + FLIGHT TEST +

PIPER'S PA-28 CHEROKEE HITS THE HALF TON

Celebrating 50 years of the iconic trainer and tourer so many of us have flown DECEMBER 2010 ISSUE 63 £ 2 .75

20

#63

INSIDE: AIRLINE PILOT TRAINING SPECIAL + QUESTIONS Is it for you? + CHOICES Training + ANALYSIS Industry health

+LOOP PEOPLE

DAVE SPURDENS Dave has seen so many aircraft you might wonder what bowls him over – well, as with most of us, a great day’s flying is more than enough. He captured our Piper PA-28 celebration.

+FLIGHTCLUB NO GROUND ICING HERE! SAFETY || PLACES TO FLY || PEOPLE TO

CLUB ADVICE || CLUBS || FLIGHT TRAINING ||

MEET || THINGS TO DO

LOOP flight

T H E

P L A C E

T O

GRAND TOUR

Thrill seekers head to Skegness Page 36

B E

NEW PILOT Jasmine Clarke 6 Flies solo at just 16 Page 41

Y PLANE CRAZY

be Crossing the globe to deliver aircraftt Page 44

NICK HEARD

her weather Check the weath fly before you fly Page 34

utt of your ou ou ost out ost mo th most g t the how to get ho plaiinss how explai ex expla nelllll explains Connel O’C John O’Connell S p42 ot.. See lot pililot pi p d pilot. h t drop PPL by becoming a parachute

33-44 The best of UK aviation training advice, events to see, places to go, heroes, and updates on people and d achievements.

4 AEROS AIMS UPWARDS Plans under consideration to turn aerobatics into top TV sport.

18 GEAR: MAINTENANCE The task of keeping the very oldest aircraft airworthy.

6 THE NEW SPITFIRE FLIGHT The dream of creating a new 12-plane squadron of Spitfires.

20 50 YEARS OF WARRIOR A landmark in aviation celebrated by a flight in a living legend.

9 BOB DAVY d 233 heavily armed soldiers... mind the one with the nail clipper!

30 AEROS WITH ALAN Alan’s superb insight into the debates taking place (p4).

11 DENNIS KENYON The life of an instructor and heli man... never dull!

58 INSTANT EXPERT Gen up on the most affordable jet you can buy and fly as a PPL.

12 INCOMING Differences training, and a shocking tale from the 50s.

PLUS TRAINING SPECIAL Part one of a three-part special on commercial flight training, which includes: •Questions to ask yourself •Options for training •Industry health

CHRIS GOWERS For him the classic ‘what he doesn’t know isn’t worth learning’ line might have been penned. Chris edits our special series on commercial flight training. See part one inside.

GURUS PPL/CPL/ATPL licences explained Page 35

2010 LOOP 33 www.loop.aero DECEMBER

14 GEAR: THE BEST OF 2010 The cream of the crop of the year gone by, in time for Christmas lists..

THE MOUSTACHIO NUTS They scared children and worried animals with their increasingly outlandish facial hair, but it’s all been for a good cause: nearly £1000 raised for charity! Thanks all who donated for ‘Movember’!

FRONTEND

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

N E W S W I R E INTERNET FINDS A HERO A volunteer who maintained a remote airfield in Russia at his own expense is being hailed a hero, after a TU-154M put down in an emergency. Bloggers created a reward fund.

AEROS ON TV?

AEROBATICS SET FOR THE FORMULA 1 TREATMENT Radical new ideas being looked at to make aeros pilots sports’ new superstars as the sport looks to capitalise on the Red Bull effect

G

ET ready for televised aerobatics shoot-outs, time trials against the clock, and radical new routines that will make even experienced pilots shake their heads in disbelief... aerobatics is looking to hit the big time.

Plans being looked at to boost the profile of aerobatics and airsports over the next few years could see a huge overhaul of the current formats used in top-level competitions to make it more attractive to TV audiences. Aeros pilots as celebrities? It could happen.

The push to boost pilots into the mainstream is the initiative of Stephane Desprez, the General Secretary of the governing body of airsports, the Federation Aeronatique Internationale (FAI). He took over the organisation last year after a successful career in top level international sports management.

Alan Cassidy writes this month in his

Who'd gamble on TV aeros events?

regular Aeros with Alan feature (p30) about the suggestions being put forward to make the sport more appealing to more people. Alan is the Chairman of the British Aerobatic Association.

No-one loves aerobatics more than Alan, but he says many think the long drawn-out nature of modern judging and rigid formats are incompatible with the modern sporting audience if aerobatics is to break into a mainstream consciousness. So, ideas such as a new ‘World Series’ are under consideration.

Alan points to the surge in popularity of cricket with the Twenty20 format as an example of how new ways of presenting a sport can boost its appeal. He says: “The same sort of discussions are now going on in the various air sports commissions of the FAI that were going on in cricket prior to Twenty20.”

The FAI are keen to capitalise on the profile the super successful Red Bull Air Race Series brought to airsports, managing to draw crowds of hundreds of thousands to high profile live events, and capture extensive TV coverage.

RBAR is not returning for 2011, and plans from 2012 are still unknown – if indeed it does return.

Alan said: “Aerobatics has more potential than many other air sports to catch the public’s attention, and the Red Bull Air Race series showed the attention achievable by an air sport activity.”

The most recent Unlimited World Aerobatic Championships – the blue riband event in the sport – was at Silverstone last year. As great as the event was, the crowd attendance was a fraction of what a big air show could expect. If aerobatics is to grow, and aviation benefit from the glamour it can project, that needs to change. » Read Alan’s feature about the possible changes ahead in Aeros with Alan aerobatics on page 30

04 LOOP DECEMBER 2010 www.loop.aero

TWO WORLDS MEET

The men and machines who could A NEW ‘World Series of Aerobatics’ could see a fascinating match up between the big names of the air race world against the top pilots of ‘pure’ aerobatics. If it combined the best of both series, we would finally have a ‘Pilot’s World Champion’ to celebrate.

The likes of RBAR stars Paul Bonhomme, Hannes Arch, Mike Mangold, Kirby Chambliss and Nigel Lamb would likely all find an instant

home in a future new event if they wished. Meanwhile, leading the challenge from the pure aerobatics side, Russian and French stars such as Alex Krotov and Francois Le Vot dominated the most recent World Aerobatics events. Could they be lured?

From the UK, our own Gerald Cooper – the national Unlimited champion – and Team GB competitors Mark Jefferies, Tom Cassells, Kester Scrope, and Nick

MORE TECNAM SUCCESS

KODIAK QUEST FIKI

THE Tecnam P2006T twin has got FAA certfication, while the aircraft has also been chosen by AEROS for MEP flight training ops. The first order will be followed by four more.

KODIAK’S Quest turboprop has received FAA certification for the TKS ice-protection system, giving it approval for flight into known icing. It’s a fluid-deicing system.

Convincing the challengers

Aerobatics has more potential than many other air sports to catch the public’s attention

www.loop.aero

5 MINUTE READ...

WILL 'THEY' COME?

AS odd as it sounds, the people who might need most convincing to take part in a new ‘Aerobatics World Series’ could be the pilots themselves, says one of the top men in the sport.

The world of air racing and aerobatics might look very similar to casual viewers, but to the competitors they can be regarded as differently as Formula One and World Rally, or ice dancing and speed skating, would be to their exponents.

One man with a unique viewpoint is Philipp Steinbach, who not only competes at top-level aerobatics events, but builds his own aircraft for sale to other pilots, the XtremeAir Sbach – just the kind which would be ideally suited to a new series.

Philipp says it is the very things which make aerobatics so hard for the pubic to understand which make it so attractive to the best pilots: it is fiendishly difficult! He says: “The rules for aerobatic

FOR THE LATEST NEWS GO TO...

competitions have evolved over the last 50 years and I totally agree there’s a need for modification and maybe simplification to keep new pilots interested, but part of the interesting thing is the fact that it´s complex and not for everybody.”

The challenge to any organiser of a new event would be to make it sufficiently difficult to attract the best pilots.

As Philipp reveals: “To me Unlimited Aerobatics are a bit like boxing while playing a game of chess: a competitor needs to prepare mentally and physically, and during a competition flight all one´s faculties need to be there and working 100%. I cannot imagine any other sport which could give me the same satisfaction like flying a challenging Unknown and succeed!”

One thing’s certain: if a new format combined the very best or top aerobatics with the best of racing, the results would be spectacular.

Get a quick fact fix...

QUOTE OF THE MONTH Most current deicing systems include either physical or chemical removal of ice. A more desirable approach would be to prevent ice formation rather than to fight its build-up.

Nanotechnologists are looking at creating ice-proof surfaces... are ice-proof leading edges on the way?

WHAT THEY SAID...

This is the beginning of a new chapter in China’s general aviation development.

We’ve waited so long.

The President of Textron in China enthuses about Government plans to open up low-level airspace over the next five years It will be certified in 2012. We have two orders already, and plan to sell 500 in the next 10 years.

Growing Chinese helicopter manufacturer Avicopter talk about the ambitious sales planned for China’s first light civilian helicopter

US GA TRENDS

The man in the street may not recognise these guys... for now Onn could join a new generation of names enticed by a new format of exciting competition.

Aircraft manufacturers too would match up from different

sides of the spectrum. The top machinery in racing is the Edge 540, while the Extra 330SC and Sukhois dominate in aerobatics – different machines, different jobs.

THE UPS AND DOWNS

Jan-Mar 2009 vs Jan-March 2010 +/-

Aerobatics on TV...

GA tower operations Avgas sold (gals) GA aircraft shipped GA accidents

THE PROS » Do many things look better than cockpit camera views of a top aerobatics pilot at work? It's enough to make you dizzy » It's easy to break into for organisers – compared to running an F1 race or building a new track, aerobatics brings low organisation costs, and aircraft are a fraction of the price of top race cars » No gender boundaries – it would be one of the only sports where men and women can compete equally » Anything which puts top-level safe flying in front of a mass audience is good for GA... and it shows not all great pilots are military or commercial folk

» TV firms would do a great job of explaining the sport to non-pilots, good for aviation generally as it spreads the word » It’s almost perfect for the next generation of 3D sports coverage » Good aeros pilots could go completely professional » New routines and new aircraft – competition to innovate will spur development THE CONS

5.13m 37.9m 310 280

6.48m +26% 35.2m -7% 243 -7% 210 -25%

US TRAINING TRENDS Jan-Mar 2009 vs Jan-March 2010 +/Student pilot cert, 12,800 v 12,059

-6%

New PPLs, 6000 v 2093

-65%

New CPLs 3620 v 1383

-62%

New ATPLs 1090 v 497

-54%

New CFIs 1380 v 948

-31%

New IRs 8140 v 2998

-63%

» It’s complicated... the technical strengths of a display will need a lot of explaining to the uninitiated » The potential pool of competitors is relatively small » The Russians and French will have a huge headstart!

Source: AOPA

www.loop.aero DECEMBER 2010 LOOP 05

FRONTEND MODERN HISTORY

“SPITFIRE SQUADRON...

CLEARED FOR TAKEOFF!” Enstone owner plans spectacular 12-strong squadron of ‘new’ Spitfires... 90% scale but 100% evocative!

W

E all know that a Spitfire is still the biggest draw at any show or display, with the unique ability to align the enthusiasm of young and old, pilot and non-pilot alike. So, imagine the prospect of a flight of 12 ‘new’ Spits flying in formation at an event near you!

The ambitious plan is that of Paul Fowler, owner of Enstone Flying Club in Oxfordshire and

the man behind the new Spitfire Club. His ambitious plan is to build 12 Spitfire 90%-size replicas in time for the 2012 Farnborough Air Show, then tour them around the UK to generate public enthusiasm for flying.

It’s not going to be cheap, weighing at around £2.5m and needing an army of volunteers and enthusiasts to reach its full potential – but we don’t think he’ll have any problem finding

A fleet of ‘new’ Spits would be the draw for many air show crowds

them. Paul is actively seeking expressions of interest from those who wish to be part of the building, flying, or maintenance of the project.

Paul says: “I don’t know of anyone who doesn’t look skyward when they hear a Spitfire overhead and most pilots would give anything to own one.

Sadly unless you inherit a vast fortune or win a lottery rollover it will remain a dream for most of us – until now.

“So here’s the idea. We’re going to put together teams of builders to complete 12 90%-scale Supermarine Mk26B Spitfires, with support from the LAA and building experts.

“They could be flying by the end of 2011 if we can get this off the ground quickly enough.

Builder-pilots who want to go on and become flight team members can be trained to fly in formation, becoming an amateur operational squadron based here at Enstone.”

NEW DIAMOND CEO

Paul wants the entire set up to evoke the spirit of WW2, seeing it as a huge living history project to become a focal point for education - and fun! He explains: “This squadron – ‘City of Oxford’ – will include ground crews, military vehicle enthusiasts and living history players, making this a truly unique club, with a regular calendar of events as a focal point for every member.

“This project’s vision is to give pilots an opportunity to use their licence to become part of a display team. There will be training from ex-Red Arrows pilots in formation flying and upon gaining their CAA Display authorisation, a calendar of events to take part in. There will be options for investing in any fraction from one-twelfth, through a quarter or a third, up to a whole aircraft.”

To find out more or get involved, call Paul at Enstone, or go to www.enstoneflyingclub.co.uk FIRST FLIGHT

NEW DIAMOND BOSS TALKS

RED'S DIESEL LIVES

DIAMOND’S new CEO Dr Gerd Berchtold says the firm’s focus is to make its existing range of aircraft even better – but still work on new designs such as a twinprop and the DA50, And, there is a chance it will manufacture aircraft in new territories like China.

Berchtold took the job late last month as long-time boss and company owner Christian Dries stepped back to focus on a ‘big picture’ role, leaving Berchtold to focus 100% on model development, production and customers.

Speaking to LOOPIN’, LOOP’s German sister title, Berchtold said that while times have been tough across GA,

THE mammoth RED V12 diesel engine first seen at AERO 2010 in Friedrichshafen has completed its first flight tests, as it moves towards plugging the gap between big Avgas pistons and turboprops.

The engine, developed by German firm Raikhlin Engine Developments, is a 500hp water and oil-cooled DOHC V12, with common-rail direct fuel injection. It was fitted in the Yak52 featured on the firm’s stand at the AERO 2010 event.

“Initial test data showed the engine performance met all expectations,” say RED, based in Adenau, Germany. The testing was limited by the range of telemetry equipment on the ground, said RED.

THE WINNERS AND LOSERS THIS MONTH...

Berchtold wants perfection Diamond has fared well by diversifying into areas such as Government contracts, UAVs and military training.

He said: “The whole of GA is still in crisis. An upward trend will probably take place in 2012. Diamond has not been untouched by the crisis, but because we entered other business areas we are in a stable condition. The priority

in this ‘calmer’ time will be fine-tuning current models to offer a perfect product.”

The DA50 Magnum is still the next new design.

Berchtold has flown it and says “it’s an excellent aircraft. The priority is not to certify it fast, but to make it perfect.”

With new deals eyed in the far East and in emerging territories, Berchtold says it’s possible the firm will set up localised assembly or manufacture bases explaining “To deliver to expanding markets in an optimal way we will try to produce locally.

We´re in negotiations, which is why it’s confidential.”

The engine generates 370kW (500hp) takeoff power in basic specification, at around 3900rpm. It showed a specific Jet-A/diesel fuel consumption of 210-220gr/kWh. RED says the full spec engine weight at the moment is 320kg (705lb) which includes two alternators, starter, engine/ gearbox oil heat exchanger, and prop governor. www.raikhlin.com

V12 is a bridge to turboprops

Lord Sugar, who got his hands on the first Embraer Legacy 650 jet delivered Engine firm Thielert, back in the black and seeking investors Anti-fraud officials in India who busted a CPL scam which logged unflown hours as real UK bizjet operator Hangar 8, now listed on the AIM Sonex, with its new electric aircraft making a successful first flight Terrafugia, who landed a chunk of the US military’s flying car project

06 LOOP DECEMBER 2010 www.loop.aero

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

The Spit squadron would be a living history project – dig out the period outfits and ‘tache wax!

FRENCH MOVES

N-REG FIGHT

ROBIN JOINS SOCATA COALITION FIGHTS N-REG BAN IN FRENCH SUPERTEAM FRENCH aviation genius Christophe Robin, son of the designer of the Robin DR-400, and owner of Dyn’Aero, has joined DaherSocata as VP of Engineering.

He will focus on developing the company’s TBM 850 turboprop – and evaluation of Grob’s Spn jet for the firm’s first move into jet aircraft.

Robin graduated from France’s ENSICA national college for aircraft manufacturing engineers and has devoted his career to general aviation, creating Dyn’Aero, in 1992. He said: “I’m honoured to have been

called by DAHER-SOCATA to take the responsibility of the Aircraft Engineering department at a key moment of its history.”

No word on what this means for Dyn’Aero – but we think Robin will be commuting a lot! It showed a planned twin at AERO 2010.

A true French aviation star

THREE of the strongest general aviation advocacy groups have joined forces to oppose EASA’s plans to make it illegal to fly in Europe on a third-country licence for more than a year.

IAOPA Europe, the European Business Aviation Association and the General Aviation Manufacturers Association have co-signed a joint letter to the EASA Comitology Committee which will deliberate on EASA’s proposal, voicing GA’s concerns and warning that the proposal will harm aviation.

The joint letter says the proposal will adversely affect thousands of European pilots, reduce safety levels and cost jobs. It goes on to add that the issue of third-country licences

cannot be satisfactorily settled

by EASA’s 2013 deadline and should instead be dealt with through bilateral agreements between states.

EASA’s stated intention is to “get the N-register out of Europe”, which it originally planned by ensuring there were no advantages to being on the American register. However, EASA’s labyrinthine, costly and paperwork-heavy approach to life has actually increased the advantages of flying under an American flag, hence the apparent spiteful ‘big stick’ ban – with no apparent thought of the consequences. “There is no suggestion of a safety imperative,” says IAOPA. “The move is purely political.”

The letter points out that Instrument Rating holders would have to undergo the entire theoretical and flying skills test process, incurring costs greater than €10,000 each, to keep doing what they’ve been doing safely, sometimes for decades.

The joint group proposes a validation process which “grandfathers” existing license holders, which they say would deliver what EASA requires in terms of oversight.

The EU Comitology Committee is made up of representatives of member states, and it must support EASA’s proposed regulations before they can go further. The issue of third country licences comes before the Committee again on Dec 7.

EASA’s reputation amongst pilots... battered after the N-reg furore, bruised by appearing to be merely a lever of political extortion Spanish ATC’s rep, after it was revealed during strike action that they commonly earn well over £500,000 It’s hard to appreciate a crisp dawn from the sky when the strip is under snow Early cold snap brings predictions of Mogas and diesel shortages as tankers get trapped at refineries WW2 taches... all gone at LOOP entering December www.loop.aero DECEMBER 2010 LOOP 07

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FRONTEND

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

FIRST FLIGHT

SONEX ELECTRIC AIRCRAFT FLIES SONEX notched up another first in its history with the maiden flight of its prototype new electric aircraft.

A proof-of-concept electric version of its Waiex design made a short hop flight at Oshkosh’s Wittman Airport, the latest step in four years of work by Sonex.

“We are very proud of this achievement. The core design team of Pete Buck, Andrew Pearce, John Monnett, and myself would like to thank our staff, families, business partners, and friends in all of their help and understanding through this incredibly challenging project,” said Jeremy Monnett, CEO and General Manager of Sonex Aircraft.

“We have a flight envelope expansion plan and will be working on this in the coming weeks and months. We have also already started our motor v4.0 design and motor controller v12.0 to be integrated on N270DC. “Many more great things to come on this project!” www.sonexaircraft.com

Sonex E-Flight program flies

ENGINES

THIELERT BACK IN BLACK GERMAN aero-diesel engine maker, Thielert, is back making a profit says the administrator, brought in when the company ran into problems in 2008.

The insolvency administrator, Bruno M. Kübler, says he has started a new investor process for the company. “It is a very good time to start seeking a new investor,” he said.

“Thielert is a reorganised, healthy company and is the global market and technology leader for general aviation diesel engines. At the same time, overall economic conditions are improving, and the ‘big players’ are starting to invest again in order to take part in this upswing.” www.thielert.com

Thielert is back in profit, and seeking investors to grow RUN FOR MONEY

RAWLINGS HAS THE RUNS FOR EAAA LOOP’S most round of all-round good eggs Dave Rawlings has endured a month of mockery with a moustache worthy of a Mexican bandit for charity this month. But that is nothing to the pain he will endure between now and April.

Our Gear head and BLADES bigwig has signed to run the London Marathon in April, in aid

of the East Anglian Air Ambulance – and is already suffering frozen blisters in training runs. He says: “I’ve done some charity things over the years, but this is something else. The EAAA is a superb charity, so I’m proud to be able to help – albeit dreading the task!” His new Just Giving page is: www. justgiving.com/david-rawlings

BOB

Davy

LO O P ' s m a n w i t h a tt i t u d e a s w e l l a s a l t i t u d e CAN you imagine Anyway, it’s ‘Christmas being an American presents for pilots’ time soldier flying back from again. Pilots are always Afghanistan in time for looking to find ways of So, 233 people staying safe and even Xmas? Sergeant ‘Mad Dog’ Tracey was just one reboarded the though for some reason of 233 lucky personnel aircraft with we have a reputation for on such a flight and a bit mean, we’re rifles, pistols, being relates this story like sailors in that we’re and machine used to paying money for about the Indianapolis guns... but refuelling stop. decent kit. I’ve got friends He says: “We were ALL nothing ‘which who might whinge if the carrying weapons. All club ups the price could be used flofying 233 of us had an M4 rifle, a bacon sandwich by as a weapon’ 10p, but think nothing some a pistol, and some M-240B machine guns. of paying £1000 for a “The TSA (Transport Security new bone dome, even if they’ve Agency) considered making already got one (fair play that us unload all baggage from the it’s typically an old ex-RAF one SECURE cargo hold to reinspect which buggers up the intercom, it – cargo that had been unpacked weighs a ton and will attempt to and inspected piece by piece by break their neck in a lomcevac.)

Customs, resealed and given a I recently met Mark Rees who check by sniffer dogs. After two has a new piece of kit originally hours in a holding area, the TSA designed for sailing but which I decided to reinspect us, not the saw has a very real application for cargo: soldiers on the way home flights over water, particularly in from war, already inspected, single-engine aircraft. reinspected. OK, whatever.

The system gives you the “So we go through security chance to take a few breaths AGAIN, one at a time. One of underwater before and during us had a Gerber multi-tool your departure from a submerged confiscated. Kind of ridiculous, aircraft. Don’t know about you but it gets better. One guy has a but I’m terrified of being stuck in pair of nail clippers. Nail clippers. a sinking aeroplane and I really TSA informs him they’re going to like the idea of this equipment, confiscate his nail clippers. even if if it’s role in an emergency TSA Guy: You can’t take those is just to stifle the panic. on the plane.

There are already rebreathers Soldier: Why? and stuff on the market but the TSA Guy: They can be used as a older systems are cumbersome weapon. and/or you might not find the Soldier: [Touches the rifle] But mouthpiece in an emergency. this actually is a weapon. And I’m This system is small, compact allowed to take it on. and you wear it, complete with TSA Guy: Yeah but you can’t use ‘bite down’ mouthpiece, on your it to take over the plane. You don’t wrist. It weighs about 600g. Try have bullets. closing your eyes and then bite Soldier: And I can take over the the buckle of your watch strap – plane with nail clippers? you’ll see that this location’s got TSA Guy: [awkward silence]... to be just about the best to find Over went the clippers. To top in the dark and/or under water it, we were swabbed for explosive while keeping your hands free. residue; everyone failed because Neat isn’t it? we tested positive for Gun It’ll be about £250 when it Powder Residue. Go figure, we comes to the the UK and is called just came home from a war zone... NOAH Second Breath (www.

“So 233 people reboarded with noahi.com). You can contact rifles, pistols, and machine guns Mark (0844 247 1191). He’s but ‘nothing that could have been making lighter cheaper versions used as a weapon’.” which may have commercial air Can’t make it up can you. transport applications.

ELSEWHERE...

TALKING of safety I see that more airfields have recently joined the Charles Strasser scheme. If you don’t know who he/what this is, you should.

Charles Strasser is the AOPA chap who went about asking airfields not to charge pilots any fees if they divert to them in bad weather.

There’s even a CAA safety publication which recommends that airfield operators do this (it’s CAA CAP 667 9.2(c) if you’re interested in reading it – although I can understand if you’re not) but it was Charles Strasser who did all the hard work. 204 airfields are signed up.

Implausibly, seven major airfields are still not and as a special Christmas present to them here are their names in full. They are, in alphabetical order: •Belfast Aldergrove •Biggin Hill •Cardfiff •Carlisle •Leeds •Luton and •Manchester.

They should be ashamed of themselves.

Next time you’re in contact with any of them make sure to ask if they’ve joined yet. If enough of you badger them they might get ticked off enough to change their minds.

Have a happy Christmas all, and a wonderful New Year.

www.loop.aero DECEMBER 2010 LOOP 09

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FRONTEND

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DENNIS

Kenyon

Fo r m e r w o r l d h e l i co p te r ch a m p i o n a n d i n s t r u ct o r GILBERT & Sullivan once from Holland on a Harley wrote ‘a policeman’s lot Davidson for his first lessons – is not a happy one’, but well into his 60s! occasionally that applies to The flying went well and at flying instructors, and what a dozen or so hours I sent him better time than an issue solo, after which he said that which contains a special guide was all the training he wanted to professional flight training to do, paid up and rode back to to recount some of my own Holland. A week later, I made ‘interesting’ times. my standard courtesy call to How well I recall one of my his company where I learned first students... Following he owned a factory employing purchase negotiations, the several hundred staff. great day came when I flew up His secretary told me how to his business to introduce proud they all were of their him to the brand new Enstrom boss and what a fantastic pilot 28A he had bought, with the he was, having started his plan being for us both to leave lessons “just a couple of days for Shoreham to start his PPL earlier in Amsterdam… and he training later in the day. has already flown solo!”. Such When his wife enquired is the price of vanity! what time he’d be back, to In the ‘celeb’ department, I my surprise he replied, “If I enjoyed training quite a few get on with the lesson OK,” racers, like the enigmatic – note the singular – “I’ll fly Barry Sheene MBE, rally it back later today...” That’s champion Ari Vatanen, ditto confidence for you! the very English Tony Pond.

Another time, I Of course my wife delivered an Enstrom Dee, like many ladies, to a Mr Ogden at fell totally in love Otley in Yorkshire, with Barry, but in Passing and mistakenly spite of his success greeted him with, on track, he was a over Henley, “Good morning Mr flyer and Barry Sheene cautious Otley!” Something very alert to the to do with the Os pointed down issues of safety when I suspect. I won’t was flying. to a mansion… heOne repeat the stern Sunday I ‘That’s George navigated for him on Yorkshire response!

I’ll always a flight to Silverstone, Harrison’s remember the ‘Flying he was racing place Den, let’s where Dutchman’ who rode a truck. On return, land!’, he said. passing over Henley to me for training

he pointed down to a posh mansion… “That’s George Harrison’s place Den, let’s land!”, he said.

So it was that I met the great Beatle, who showed me around his £1m recording studio while working on a new album. I especially liked the kitchen walls covered with the signature of almost every ‘name’ you could think of. Sportsmen, rock stars, politicians… there must have been several hundred. George said drily in his distinctive accent, “We’ll never be able to decorate this room.”

Nor can I forget Formula One world champion Alan Jones. In 1981, I was flew him to Booker for lessons, and also gave some basic flying handling to his lovely wife, Beverley. As a thank you, he invited me to come and watch him race at the Las Vegas Grand Prix – held in the car park of Caesars Palace. And he won!

Another F1 racer was Jonathan Palmer. How well I remember him demonstrating the road-holding abilities of the latest Audi Quattro 4WD going north out of Shoreham – that winding road which passes the cement works – at speed seldom less than the ton! If you are reading this Jonathan, I can reveal to you that I had my eyes closed most of the time!

I must mention the irrepressible Mark Thatcher, who proved a quite competent pilot. And, he wasn’t afraid to mock himself either; one day I asked, “Got your map Mark?”. The reply surprised: “There’s a few people who think a map is the most dangerous thing I can carry, Dennis!”

One odd day working with a new firm on its opening day – an April 1st, no less – saw our Bell 47 crash, happily with no casualties. The new MD, who had opened the company for business just an hour earlier, instructed our line pilot to take the company Enstrom Shark to the crash site and pick up the FI and student.

Just 10 minutes later the phone rang again, to inform us the Enstrom had now crashed alongside the Bell! I flew out, and on approach could see the B47 had landed upright but with wrecked skid gear, and the Enstrom 20 yards away on its side, back broken and blades mangled. Settling into hover, I thought how it was not a good time to add a third accident to the company books, on the opening day of trading! You can imagine the local rag’s headlines: ‘Riddle of double copter crash.’

One I fear to recall was landing a float-equipped Enstrom alongside the posh yachts at a boat show. Having

settled on the water to be towed to my mooring, the handling boat crew began manoeuvring me with the rotors still turning!

With no R/T, I was reduced to madly gesticulating, to no avail. With the rotors whizzing just feet from the rigging of a very expensive yacht, I pulled on the cyclic to hold position.

The resulting ‘tug of war’ ended when the Enstrom’s floats dislodged and shifted along the skids and the tail rotor smacked violently into the water. For a second time I made the front page.

Finally, my Christmas turkey tale. The company gave each of the staff a biggish bird, and after a glass or two of festive cheer I managed to drop mine.

Unhappily for me the animal was frozen solid and you won’t need me to tell you what 14lbs of frozen turkey feels like when it lands on your toes!

Happy Christmas and a great flying year in 2011.

www.loop.aero DECEMBER 2010 LOOP 11

INCOMING

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STAR LETTER

What difference?

JIM CRIPPS writes on differences training. I’d be surprised if NATS had much to say on Differences Training, but expect the JAA and later EASA to have definite views.

My understanding is JAR Differences Training is required before operating single power lever controlled aircraft, but that does not demand 30 mins airborne: a briefing may be sufficient. It is at the discretion of the instructor overseeing training to how much and of what sort the training must be.

In Jim’s case it can be covered by briefing, I suspect. Once completed the same FI/CRI must endorse Jim’s logbook to confirm it has been carried out. So the powers that be

will insist on Differences Training, but I don’t think the power is NATS and would be surprised if it takes 30 minutes aloft! But it’s important any single lever pilot knows where to park the lever for best performance in the event of engine failure.

There are other circumstances which also require differences training (e.g. tail-wheel conversion).

Then, we can expect the process to be longer and almost certainly more than 30 minutes airborne. But again the instructor decides.

What EASA’s take on this will be is not clear. It is pretty likely they will follow the JAA and endorse the current JARs. Steve Green

CROSSWORD#25 LAST MONTH’S ANSWERS ACROSS 1 Iris 3 Spiteful 9 Fairlop 10 Thule 11 Izmir 12 Aviate 14 Greens 16 Thurso 19 Iberia 21 Night 24 HIRTA 25 Gromyko 26 Loopmart 27 Ohms DOWN 1 Infringe 2 Idiom 4 Popham 5 Tetri 6 Flutter 7 Lien 8 Aldrin 13 Porteous 15 Embargo 17 Hendon 18 Badger 20 Re-Arm 22 Glyph 23 Rhyl

ACROSS 1 Collection of facts from which operational decisions may be made (4) 3 Military aircraft provide protection against attack by enemy aircraft during ground or naval ops (3,5) 9 Personal jet from Piper (7) 10 A Luton or Moth – you pick (5) 11 Established, chartered or authorised by the Crown, e.g. ‘R’ in RAeS (5) 12 What the glider winch operating union leader might call after taking up the slack! (3,3) 14 RAF Jet Provost display team formed in 1968 (Acronym) (6) 16 Atoll in the Marshalls, and site of US nuclear tests post-WW2 (6) 19 Composite consisting of sheets of aluminium alloy coated with pure aluminium or a different alloy to increase corrosion resistance (6) 21 Gasket or seal with circular cross section, typically rubber and used especially in swivelling joints (1-4) 24 5-cylinder (later 7), air-cooled radial by Armstrong Siddeley, first run in ‘28 (5) 25 Boeing’s ‘home’ city (7) 26 World’s biggest heli show (4,4) 27 Acronym for industrial park created to support Changi Airport, or a mountain range on the Italian/ French border (4)

DOWN 1 Drawings show the appearance, structure, or workings of something; schematic representations (8) 2 Showing signs of wear and tear (5) 4 Maverick’s rival at Top Gun (6) 5 Sopwith fighter credited with 1294 enemies shot down, more than any other Allied WW1 aircraft (5) 6 The “Giovanni Battista” effect in fluid dynamics? (7) 7 What pilot’s call for regularly when low viz ops are in force (4) 8 Some flying schools insist you pass this exam before being authorised to make your first solo flight (3,3) 13 Vertical projections on the tips of wings designed to reduce drag (8).

15 USAF equivalent to Group Captain in the RAF (NATO code OF-5) (7) 17 Line on a map connecting points of same atmospheric pressure (6) 18 All things considered it seems to make sense? (4,2) 20 Metric unit of capacity, 1000 cubic centimetres (5) 22 Dominant manufacturer of computer chips - or a generic term for military intelligence perhaps (5) 23 ICAO speak for Blackpool International Airport (4)

12 LOOP AUGUST DECEMBER 2010 www.loop.aero 05 2009 www.loop.aero

The Day It Rained Meteors part II NICK HEARD’S recent article regarding the loss of eight Hunters in 1956 [LOOP, October] reminds me of six Meteor 8s whose occupants bailed out over the Wash in 1953 and with whom I was intimately involved.

I was stationed at RAF Stradishall 226 OCU, doing my operational conversion.

My intake consisted of about 15 chaps under instruction in which we would take off and fly over Bradwell bay, firing at either airborne targets towed by a Martinet, or fire at targets in water.

Each morning our Wing Commander flying would go up and check the weather before we

could take off, in batches of six.

That particular morning I was amongst the second batch awaiting the return of the early morning chaps. Now as you possibly know the duration of the Meteor 8 at the time was about 40 minutes which did not leave one much time to spare.

Navigation at that time was to home back to the aerodrome using homing techniques: a chap in a Standard 12 with a loop

Meteors... not the best for range!

affixed on top who passed on the bearing that our aircraft were from him (QDRs).

During the winter, because of the weather it frequently required the use of a BABS approach drill requiring a let down using a BABS wagon, another Standard 9 with a box aerial attached to the rear that radiated an “a” in Morse and an “n” which was slightly displaced, such when aligned with the runway gave one the possibility to make an approach keeping the continuous note of the dit-dah overlapping the dah-dit in our headsets.

As you will appreciate, in those days we had no other navigation aids available to us. In this particular case we were as usual monitoring the radio in the crew room and on this particular

YOUR PICTURES

All I can say is I hope he’s strapped in safely! BT, email

Typical... all that power available, and you still get stuck behind a tractor on the way to a pressing engagement! Tom Cooke, email

First the aircraft carrier gets cut, now the aircraft too! Jez

SPEAK OUT! BE HEARD! MAKE A POINT! EMAIL YOUR WORDS TO LOOP. DON'T BE MUTE. incoming@loop.aero

SOAPBOX

Thanks for the special on LSAs [LOOP, Nov]... are we still waiting for EASA to catch up with the rest of us?

Keith Merchant

CONTACT LOOP

SMALL WINGS

HELP HEROES IF YOU’RE lurking near Transair’s Shop pop in and have a play on the brilliant Mustang flight sim.

All money goes to Help the Heroes:£2 for 10 mins is the norm. They set it so you take off from Shoreham – I managed a touch and go at Swanbrough Airfield then beat up Deanland Airstrip! After a few loops and rolls I landed at 02 Shoreham but couldn’t find the brakes (silly me... they are toe ones)... so sorry to the people with planes in the North Hangar!

Richard Pearce

I must admire the optimism prevalent in the business aviation world... it’s a shame I can’t afford any of the aircraft!

Paolo Senza

I had to laugh at Eurocopter’s X3 oddity, which historically means it’ll be a success. Alistair Bell

AEROBATICS ON TV PLANS TO TURN PILOTS INTO SUPERSTARS + GEAR Best kit of 2010 + VINTAGE Keeping history aloft + DENNIS An instructor's lot +

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

50 NOT OUT! + FLIGHT TEST +

PIPER'S PA-28 CHEROKEE HITS THE HALF TON

Celebrating 50 years of the iconic trainer and tourer so many of us have flown DECEMBER 2010 ISSUE 63 £ 2 .75

day heard a certain amount of pandemonium as the weather had not lifted and in fact was worse than when they took off.

As was usual, as mentioned, a recovery back to Stradisahall normally was made using the Babs wagon however this time the weather was down to the ground and at this time in our career we were only approved to white card level for IFR; various chaps were starting to panic.

Having been airborne for 30 or so minutes this only left time for one approach and overshoot. On this occasion the leader tried an approach but indicated it was not on so instructed everyone to head out over the sea and use the ejector seat. We heard on the radio each chap in turn saying his engines had failed and as required in such cases, trimmed the aircraft for a glide and then bang out.

Later that day we were all amused when all came back but one, and either went into the sickbay or the radio room to have their headsets repaired or replaced.

Later in my career I was attached to AFDS (Air Fighter Development Squadron) at West Raynham helping to develop what we now know as TACAN. Later, having left the RAF became a development pilot specialising in autopilots and navigation kit fitted to most British and many foreign aircraft of the day.

Brian Barber This is remarkably similar to a Dennis Kenyon tale which unfortunatelty had fatal consequences, and highlights yet again the routine bravery of pilots in those times, and the advances made since. We all salute you Brian, and your colleagues.

INSIDE: AIRLINE PILOT TRAINING SPECIAL + QUESTIONS Is it for you? + CHOICES Training + ANALYSIS Industry health

ISSUE 63 ISSN 1749-7337 LOOP Publishing (UK) 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 Publishing (UK) Ltd. No part of this publication may be reproduced without written prior permission of the publisher.

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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 Key Accounts Lotte Smit T: 01223 497060 E: lotte@loop.aero LOOPMart Classified Sales Ryan Coogan T: 01223 497791 E: ryan@loop.aero LOOPMart Aircraft Sales Chris Wilson T: 01223 497060 E: chrisw@loop.aero Commercial Director Gary Stodel T: 01223 497060 E: gary@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

www.loop.aero DECEMBER 2010 LOOP 13

FLIGHTGEAR

IN GEAR THE HOME O F AV I A T I O N THE BEST PRODUCTS...

GEAR OF N E W K I T, D E A L S 2010 A N D R E V I E W S . . . Page 16

THE BESTOF +GEAR

REVIEW OF THE YEAR

2010 All year LOOP has been searching for new kit and put the latest equipment and products into the hands of our top testers... here are some of the picks of 2010

W

ITH such testing experts as Dave Calderwood, Phil O'Donoghue and Nick Heard at our disposal it would be a shame not to look back at what they liked over the last year.

BOSE A20 IT was big news this summer when Bose announced the launch of its first new ANR headset in just over 12 years. Just when the Bose X was starting to look a tad dated they released the A20. As soon as it was revealed Dave Calderwood got his hands on one to see if the best got better.

His summary? “With the ANR off the sound quality is OK and there’s a definite improvement in the passive noise reduction, through built-in insulation. However, once you’ve tried the ANR, you won’t go back – the difference is outstanding.

“The new ear cushions contribute hugely to the A20’s overall comfort level which is nothing short of extraordinary. The new bigger ear cups/cushions seem to embrace the ears with just the right amount of pressure, which is claimed to be one-third of the pressure of other leading headsets.

“The new headband is a very clean redesign of the X, though the family resemblance is kept and it sits on the head so lightly you forget it’s there.”

Price: £920 www.bose.eu

Here are the best things from 2010, as chosen by our testing team, and also a look at some of the most interesting new products for pilots that are likely to make the biggest waves over the forthcoming years. Get your Xmas list ready...

The Bose A20, one of the most high profile new launches of 2010!

AVMAP'S EKP-V, ONE OF THE BEST

KEEPING HISTORY ALIVE

ASPEN EFD1000

ALTHOUGH not released in 2010 Dave Calderwood was one of the first people in the country to review it. The EFD1000 is Aspen's retrofit glass cockpit and full EFIS system. At around £10,000 cheaper than other glass cockpits on the market, the 1000 was a hit and DC said: “Overall the EFD1000 is a nice piece of kit, a delight to use and was professionally installed under the CAA's ever watchful eye by Lees Avionics.”

Price: £9,995 www.aspenavionics.com

pilots will be faced with: “It took a full 10 minutes of working through the system to start to feel confident, finding my way around OK and making changes such as radio frequency, transponder code, plotting a simple flightplan and working the traffic and terrain awareness systems.

“Those big PFD and MFD screens are new too, 14.1in diagonal WGA highresolution displays, with an extended 16:9 width to height ratio. They can double for each other, so if one PFD goes down, the MFD can step in. The PFD show Garmin's Synthetic Vision technology (SVT) to give an incredible view with stunning situational awareness.

Ground features – hills, mountains, lakes, airports etc. plus obstacles such as towers, are all shown relative to the aircraft. Traffic is easily spotted with cues as to relative height.

“It will be a couple of years before we see the final version of the G3000 but this first look, courtesy of Garmin UK, shows that glass cockpits are moving beyond what's currently available. The G3000 is much, much more than an upgrade, it's a completely new way of operating aircraft.”

Price: $2.5m (plus free PiperJet) www.garmin.com

POWERFLARM

AT Aero 2010 in Friedrichshafen this year FLARM launched its new collision avoidance system for powered aircraft.

FLARM, more famed for its gliding equipment, has sold more than 15,000 units of its collision avoidance system for gliders. This PowerFLARM version has been developed for powered and therefore faster General Aviation aircraft.

The system uses and integrates ADSB-technology, a transponder receiver as well as an active and passive FLARM module. In case of a conflict it warns the pilot on a bright coaming display as well as by audible signals.

The system can be installed quickly, and is lightweight and portable.

Price: €1499 www.powerflarm.aero

G3000

GARMIN'S G3000 will be fitted to both the HondaJet and PiperJet when they're launched but Dave Calderwood managed to get a special look and test of the system at Garmin's UK HQ to see what

www.loop.aero

Page 18

AERA 550

GARMIN'S newest hand held GPS the Aera 550 arrived with great fanfare and was an instant hit.

The Aera series is derived from Garmin’s popular and well-known Nuvi line of road navigators, and in fact the Aera units are marketed as dual-purpose, with automotive mode and pre-loaded road maps included as standard alongside the aviation functions.

The unit we tested was the Aera 550 – a 500 model is also available (retailing at $875, around £550) which is physically the same size but has a considerably lower terrain display resolution, comes with a smaller package of standard accessories, and lacks some of the 550's road navigation features such as speed limit alerts and 'lane assist'.

Phil O'Donoghue gave the unit a work-out, and concluded: “The Aera is a first-class portable GPS. It doesn't add a huge amount of new functionality compared to the GPSMAP 495, but it's a more convenient shape and size, and the touch-screen interface makes it easier and quicker to access its capabilities.”

Price: £1250 www.garmin.com



Page 17

FOR MORE OF THE BEST GEAR GO TO...

AIRSPACE AWARE

FED UP with the ever-increasing numbers of inadvertent incursions into their airspace, the National Air Traffic Service (NATS) commissioned its own simple GPS aircraft unit, in conjunction with British avionics manufacturer Airbox Aerospace.

Nick Heard, who often writes about airspace infringements, was the man to test this unit.

“After turning on, the unit takes a minute to fire up, to display a standard UK CAA 1:500,000 map. This is a good map to use – most pilots are familiar with it, and there is no ridiculous clutter of controlled airspace above 10,000ft.

“The display shows Class A/D/E controlled airspace, Restricted, Prohibited and Danger Areas, Transponder Mandatory Zones, MATZ, ATZ, and others such as Gas Venting Stations and High Intensity Radio Transmissions Areas (HIRTAs). The boundaries of all these areas are shown in green initially, turning to red when you start to approach them. A triple 'beep' also sounds at this stage, and a red box appears on the right of the screen detailing the type of airspace that you are nearing, together with distance to run.

“This is a basic GPS unit which does what it says in the box – it protects you from inadvertent incursion into restricted airspace with audio and visual cues.

As such, it does that job pretty well. I think the audio warning function could be improved by repeated warnings and an 'acknowledge' button, otherwise the warning can only be noticed visually by on-screen colour changes and red boxes, which might not be enough.

“But I like the use of the standard CAA map, and for a simple inexpensive GPSbased VFR position indicator, it's good.”

Price: from £149 www.airspaceaware.com

SKYDEMON

SKYDEMON Plan is a VFR flight-planning package for Windows PCs conceived

by Tim Dawson, the founder and MD of Divelements – a successful software development company based in Dorset.

Soon after learning to fly in 2006, Dawson began to work on a tool to help him with planning his own crosscountry flights. What started as a hobby eventually became a commercial package, culminating in the first general release of the software in December ‘09.

Phil Tested the software back in July of this year, and he said: “Installing SkyDemon is very straight forward and is simply a matter of downloading and running the installation package.

The base software doesn’t include any charts, so the first time it’s run the Chart Manager component is started, which allows charts for one or more countries to be selected and downloaded.

"The quality of the graphics and clarity of the presentation is very impressive.

I found the speed of rendering of the charts was excellent – noticeably better than some flight-planning packages I've used before.

“I’d say on the whole, SkyDemon is a first-rate flight planning package. It has an overall feeling of quality that's often absent in GA software. For planning VFR flights in relatively simple aircraft, there's nothing better.”

Price: £135 (plus £65 annual renew) www.skydemon.aero

www.loop.ae ro DECEMBER 2010 LOOP 15

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FLIGHTGEAR automatically drops the volume of the external device by 90% when there is an incoming nav, comm, or intercom signal. “After a couple of seconds of silence on the intercom or radios, the auxiliary audio gradually returns to 100% of the set volume. The HS400 looks smart, modern and compact, and is very nicely constructed.�

Price: ÂŁ289 www.beyerdynamic.com

THE WORLD AT WAR SPIDERTRACKS

AT Oshkosh this year, New Zealand-based company Spidertracks launched its next generation emergency location system, designed for GA pilots.

The Spidertracks S3 is the ďŹ rm’s new ‘little black box in the cockpit’, smaller and lighter than the preceding unit. It turns on automatically, tracking the aircraft from takeo to landing with position reports sent via the Iridium satellite network to the Spidertracks Aviator website. It will automatically send emergency SOS messages within minutes of an accident, with guaranteed reliability because the alerts are generated by the online system not the installed hardware.

The ‘pilot proof’ location system has been coupled with a new social networking-based website that lets pilots share their ights and their love of ying with other aviators.

The S3 will retail at $995 and Spidertracks is oering new pricing plans to suit the number of hours pilots y, much like a mobile phone plan, where it works out cheaper the more 'minutes' you sign up for.

Spidertracks Aviator will be sold alongside the existing Spidertracks oering, to be renamed Fleetpro. Fleetpro has additional functionality making it suited to manage aircraft eets.

Spidertracks marketing manager Rachel Donald said: “You can’t rely on your ELT to survive the crash and transmit. Records show ELTs fail to transmit in the majority of aircraft accidents because the units or aerials are damaged in the crash. When the ELT doesn’t work searchers are reliant on your ightplan or last known radar position to ďŹ nd you. “Spidertracks turns emergency alert thinking on its head because the SOS message is sent from the web-based system via satellite when the Spider tracking device stops sending position updates. The system knows when you have an accident, it knows where you are based on your last reported position and

sends SOS messages automatically within minutes to your friends and family. They can notify emergency services so you can be found quickly. The Spider tracking device doesn’t have to survive the crash to make sure you do.�

Price: $995 www.spidertracks.com

GOT a few days o over Christmas? The kids have their new toys and the other half must have something to keep them busy – giving you the perfect opportunity to sit down, take the phone o the hook and watch one of the greatest documentary series ever made: The World at War. The series, narrated by Sir Laurence Olivier (pictured above), has just been digitally remastered to HD quality for release on Blu-ray and DVD. The series was ďŹ rst made in 1973 by Thames Television over a four year period, with 26 episodes that interviewed major members of the Allied and Axis campaigns, civilian eyewitnesses and politicians to create what is regarded to be the deďŹ nitive history of WWII. Price: ÂŁ79.99 (DVD) ÂŁ99.99 (Blu-ray) www.amazon.co.uk

HS400 SIGNUM ALL the buzz in headsets at the moment seems to be about ANR – but there are still plenty of great passive headsets out there. When Beyerdynamic said they had a new low-cost passive headset that oered all the features associated with a top of the range ANR set, we had to try it.

Phil's said: “The new HS400 is an update to the company's popular HS300 passive noise reduction model. “When we tested the HS300 a couple of years back, we were quite impressed overall but we did have a grumble about the bulky audio box used to interface a phone or music player. This aspect of the headset has been improved, with the HS400 now featuring a smaller and neater audio box. “The clarity of speech through the headset is good, but the HS400 really comes into its own when music is played through the auxiliary input. We used an iPod for music input and found the sound quality to be outstanding. “Automatic muting of the auxiliary input is controlled using a switch conveniently located on the front of the audio box.

When enabled, the muting feature

16 LOOP DECEMBER 2010 www.loop.aero

PMA8000B THE audio selector panel is the one avionics component that doesn't often get very much attention. It doesn't have the glamour of the latest moving map GPS or synthetic vision system, and, after all, it doesn't do much other than switch the audio of a few of avionics boxes, does it? Well actually, modern audio selector panels usually add several other functions, including, for example, a multi-place intercom and a marker beacon receiver.

With its PMA8000B, PS Engineering, based in Tennessee, have gone way beyond that with a host of innovative features. Here’s what Phil thought. “One of the attractions of the PMA8000B is that PS Engineering claim it is 'Plug and Play' compatible with

the very popular Garmin GMA340. The most obvious dierence when ďŹ rst using the PMA8000B compared to the GMA340 is that the PS Engineering unit features their proprietary IntelliVox system – automatic squelch control of the voice-activated intercom. This eliminates manual intercom squelch controls as found on the GMA340 and instead employs microprocessors to monitor each microphone input and open only the appropriate microphone circuit when speech is detected. “In practice we found it worked outstandingly well. We were amazed at its ability to keep the intercom inactive even in quite a noisy aeroplane, and then instantly activate a mic when required without any hint of clipping the speech. “PS Engineering has been making audio systems for 25 years, and that experience shows in the PM8000B. PSE only make audio panels, they don't produce any avionics. All the research and development is just for audio. The 8000B is well thought-out, provides excellent audio quality, it's bristling with innovative features, and the IntelliVox system is so good it's probably worth the price of the panel on its own.â€?

Price: $1895 www.ps-engineering.com

SPITFIRE MANUAL WITH the 70th anniversary of the Battle of Britain earlier this year there was no end of new books on the market commemorating this heroic event. But the one that caught the imagination of the LOOP oďŹƒce was hugely interesting The SpitďŹ re Pocket Manual.

It contains the most useful of the numerous instructions produced for pilots and ground crew, dealing with all aspects of the SpitďŹ re from engine specs to cockpit layout, reproducing them as they would have appeared when originally issued to oďŹƒcers of the Allied air forces.

The cover of the book looks exactly like it could be found in the mess room of a pilot during World War II. It is split into numerous easy to ďŹ nd key sections including a general history of Supermarine and the SpitďŹ re variants, ying instructions, emergencies and ďŹ ghting tactics.

The text is supplemented with illustrative plans, diagrams and photographs. Another highlight includes pilots notes such as those describing speciďŹ c missions and aerial combat, in the words of the men who were involved.

Price: ÂŁ7.99 www.anovabooks.com

FOR ALL THE BEST GEAR GO TO... www.loop.aero AVMAP

IT has been a while since anything new has left the Avmap stable but this summer the Italian firm had two preview units to show: the EKP-V, its latest handheld GPS unit, and INCAS, a new traffic avoidance system.

The EKP-V is an upgrade from the EKP IV with a faster processor, the software has been given a totally renewed graphic interface and a new packaging, which is thinner (21mm) and lighter. It also has an innovative docking station for the cockpit or can be worn as a kneeboard.

The keyboard will have the classic style with keys running down either side, now with 10 hard keys and a new practical progressive joystick and smart wheel selector on the corner.

AvMap claim it is more portable but at the same time more powerful due to its built-in ‘u-blox 5’ GPS receiver which supports WAAS, built-in rechargeable lithium battery, Mx 51 Cortex A8 Mhz800 processor, speaker and micro SD preloaded with software and maps.

Another new feature on the unit allows 'profiles'. This allows the user to set up a profile for different aircraft, really making the most of its portability. Each profile will have its own taws settings, selective display and even a different configuration for the F1 key.

AvMap also claim the battery will last up to four hours when being used as a kneeboard. When in the docking station the EKP V will connect to other devices and will be able to display on its 7in screen artificial horizon, WX weather, and traffic, making it a portable MFD. The traffic will be accessible through AvMap's INCAS collision avoidance system.

The INCAS is AvMap's new collision avoidance system. INCAS will work as a black box in conjunction with the new EKP V. Or it can work as a stand-alone unit with its own 3.5in screen.

Both units are expected to be ready for the first quarter of 2011.

Price: Around €2000 (EKP-V) and €600 (INCAS) www.avmap.it

www.loop.aero DECEMBER 2010 LOOP 17

FLIGHTGEAR

+MAINTENANCE VINTAGE ENGINES

THE ENGINE DETECTIVES Deltair’s day to day work is overhauling and repairing modern engines and props, but they also turn detective to work on some of the rarest and oldest engines out there

T

HERE are plenty of companies in the UK with the ability, skills, staff, and relevant approvals to overhaul aircraft engines when it comes to ‘modern’ aircraft and powerplants. But when it comes to the very oldest and rarest lumps vital to the oldest and rarest aircraft, it’s a different story and the list shortens considerably.

Tucked away on an industrial estate down in Waterlooville, Hampshire is one such firm, with a huge reputation for expertise in elderly metal: Deltair Automotive. It is an EASA/FAA approved engine, propeller and accessory overhaul shop, with the majority of its work being on Lycoming, Continental and Gipsy engines, as well as McCauley, Hartzell and Sensenich propellers. But, less well known, is its engineering expertise and approval to work on classic and rare engines in vintage aircraft.

A look around the tidy and spacious workshop reveals that amongst the modern Lycoming and Continental engines one can find such rarities as a Bristol Pegasus engine for the Royal Navy Historic Flight, two Wright Cyclone 1820s for the Sally B B-17 Flying Fortress based at Duxford, some Tigre engines, numerous Gipsy Major and Queen engines and an extremely rare Anzani Bleriot engine – almost as old as aviation itself.

The Anzani engine is one of only a handful made for the Bleriot XI flown across the Channel in 1909, before a newer and more powerful engine made the original motor obsolete.

It is a beautifully crafted small three-cylinder engine that has a wonderfully solid wood ignition box. Nobody knows which engine actually made the maiden flight across the English Channel as there is no documentation – so there’s a real chance this is it.

18 LOOP DECEMBER 2010 www.loop.aero

The Anzani engine that Deltair are working on belongs to the Musee de l’Aviation based at Le Bourget Airport in France.

With an engine of this age and rarity, built in an era before huge production lines or the expectation of decades of service life, finding replacement parts are a real problem.

Deltair’s Chris Adams explains: “With only a small number of engines ever built, parts are hard to find. We know the Shuttleworth Collection at Old Warden has some of the parts and that they are willing to help.

“But for instance, the B17 Wright Cyclone engines were made in such huge numbers that 90% of the parts are readily available all made during or just after the war.

“If parts can’t be found, in certain circumstances they can be manufactured – but there are strict rules and regulations for this, and of course the original

manufacturer drawings, if available, are required.”

As you’d expect manufacturing and testing individual parts isn’t cheap, so the Deltair team are used to ferreting out entire engines to obtain a single part.

Chris says: “Before going off and spending a fortune on making a new part it’s still more economically viable to source an original part. Sometimes this means buying and stripping donor engines to relieve them of their serviceable parts!”

For the Pegasus engine in the Royal Naval Historic Flight’s Fairey Swordfish, parts availability is a bit easier.

“The engine still has OEM support from Rolls-Royce and they are on hand to supply drawings and advise approved manufacture and material specifications for the parts, some of which are then tested to destruction to prove they are fit for service,” said Chris.

DETECTIVE WORK Such a situation is great when there is OEM support, and a firm like Rolls can lay hands on original drawings and technical specs with ease thanks to its long history in aero engines.

But in the world of old engines it is often not so straightforward – being a world in which engine rights can often lay with a single individual, thanks to inheritance, chance, or acquisition.

Then the detective work starts.

In those cases, it’s a case of crossing fingers and hoping for a “Yep, we’ve got it...” as someone on the other end of a transAtlantic phone call roots through drawers and files for paperwork from 80 or 90 years ago. No wonder they try so hard to find the part in the first place!

All this means that when it comes to rare and vintage aero engines, patience really is a virtue as the work can be seriously time consuming.

FOR ALL THE BEST GEAR GO TO... www.loop.aero

Tel: + 1 (702) 982-7089 Fax: + 1 (702) 982-6925 web: www.STARTPAC.com Las Vegas, Nevada

Air & Ground Aviation www.airandground.com

Clockwise from main: Chris Adams on one of Deltair’s test beds with a Pegasus engine; a modern Continental; the ignition box for the Anzani; the flywheel and cylinder of the Anzani; original 1930s tooling for the Gypsy Major engines

We found a crack in the engine’s main bearing, a serious defect.

These are the sort of problems we will see

A major overhaul or complicated repair can take up to six months depending on the difficulty of sourcing the replacement parts.

In comparison, a modern Lycoming or Continental engine can be turned around in a fraction of the time, with parts in production and easy to source, and few surprises: it’s the beauty of ‘off the shelf’.

Age doesn’t matter when an engine first comes in to be worked on at Deltair. Whether it’s old or new the overhaul process is exactly the same: it will come into the workshop to be stripped, cleaned, crack tested, and detail inspected for any issues.

Any new parts required will be sourced or manufactured, and then any painting is completed before it’ is finally reassembled.

The engines and propellers are then inspected and rebuilt using the current revisions in the manufacturer’s manual – which could date anywhere from 1940 to 2010.

Engines aren’t the only rare things in Deltair’s workshop, and it also has the tooling needed for the engines they work on.

For the Gypsy Major, Deltair has the original DeHavilland tooling, including the wooden crankshaft turning club that would have been used up to 70 years ago.

AirPart Supply Ltd. www.airpart.co.uk

Aerolithe France www.aerolithe.fr

The tools are as obscure and fascinating as the engines themselves, and show how important keeping older aircraft flying is to the company.

Once an engine has been completely rebuilt its time for Deltair to test the engine and make sure it performs correctly.

So they mount the engine to one of their test beds. For the large radial engines this is a large flatbed truck redesigned to house the controls in the truck cab, linked to sophisticated engine test instruments.

“We don’t just run the engine, we use calibrated test fans and instruments to calculate the engine horsepower achieved.

This makes sure it’s performing to specifications as running it at maximum RPM doesn’t prove performance,” says Chris.

As with all engines, owner input is vital. In a corner lays a Gipsy Major 10 Mk2 engine from a Chipmunk. The owner reported it being stiff to turn the prop, and Chris says: “We stripped it and found a crack in the main bearing – a serious defect. These are the sort of problems we will see. The customer phoned to see if he was right to take the engine out, which he obviously was because a few more hours running and it would have failed.” www.deltair.co.uk www.loop.aero DECEMBER 2010 LOOP 19

FLIGHTTEST

Flying the UK’s first Cherokee Still flying after all these years... 1961 Piper PA-28 G-LIZI (originally G-ARRP) is still going strong. LOOP met up with the old girl for a blast over Norfolk skies WORDS Dave Calderwood PHOTOS David Spurdens

20 LOOP DECEMBER 2010 www.loop.aero

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

» www.loop.aero DECEMBER 2010 LOOP 21

FLIGHTTEST

W

OULD you believe it? It’s 50 years since Piper Aircraft received the original FAA Type Certificate for the PA-28 - also known as the Cherokee. On 31 October 1960, in fact, with production and deliveries to customers starting the following year.

Those first aircraft were the Cherokee 150 and 160, full title the PA-28-150 and PA-28160 with the final numbers referring to the engine horsepower. And amazingly, the very first Cherokee 160 to find its way to the UK, in time for the 1961 Farnborough Air Show, is still flying.

Originally registered as G-ARRP but now wearing G-LIZI after one of its previous owners, the aircraft is owned by a five-man group based at RAF Cranwell in Lincolnshire where it has the benefit of living in one of the RAF’s lovely heated hangars most of the time. That, plus the aircraft’s low total flying time of just 3100 hours, means that she’s in pretty good condition for a 50 year old.

A bit worn round the edges of the interior perhaps and with a couple of minor exterior blemishes, she’s not immaculate but better than many. Most importantly, the aircraft is mechanically sound after having the engine completely overhauled six years and 300 hours ago, and the owners have resisted ‘modernising’ the aircraft, preferring to keep her as original as possible.

Two of the group flew her down to Old Buckenham in north Norfolk for LOOP to fly. Mark Sharp and Ken Baker were the pair, expertly negotiating the weather which brought scattered low cloud and showers across the region. Mark is a former RAF pilot, having flown the wonderful Buccaneer low-level strike aircraft and later as an instructor on Hawks at RAF Valley. These days he’s a commercial pilot, but he’s lost none of his precise touch as was proven during the air-to-air photo session.

Ken was formerly an aircraft engineer with the RAF, and learnt to fly eight years ago at the age of 60, gaining an NPPL to avoid too much messing

Amazingly, the very first Cherokee to find its way to the UK, in time for the 1961 Farnborough Air Show, is still flying

G-LIZI now but G-ARRP when first imported to the UK by Oxford-based Vigors Aviation around with medicals. Both were thoroughly enthusiastic about the Cherokee, with Ken admitting to having learnt lots from flying with the pro pilots.

Mark’s main use of G-LIZI is as a family people-carrier.

His in-laws live in West Wales and he gave his two young kids the option of a seven-hour car journey each way, or one and a half hours by air! A no-brainer.

So he regularly packs in the family and makes the trip across country to a strip just a mile from his in-laws’ house.

And that is just the sort of use that Bill Piper, founder of Piper Aircraft, wanted when he gave the order to his engineers to come up with a new, all-metal aircraft. It had to be easy to fly, with no vices, and above all it had to be inexpensive. The Cherokee replaced Piper’s

22 LOOP DECEMBER 2010 www.loop.aero

pre-war designed Cub, a high-wing, fabric-covered, steel tube frame aircraft that, while thoroughly nice to fly, was oldfashioned, small and slow. Piper’s big rival, Cessna, was running away with the single-engine market back in the late 1950s with its new all-aluminium 172, and Piper wanted part of that family and training market.

The PA-28 Cherokee cost $9995 when launched in 1961 and it was an immediate hit.

More than 5000 were sold in the first four years – production reached 18 aircraft a day at its peak – and Piper was quick to start developing additional models based on the original concept. The company understood well that if they had aircraft in flying schools as trainers, then qualified private pilots would be

www.loop.aero DECEMBER 2010 LOOP 23

FLIGHTTEST

TIMELINE 1960 14 January: First flight of the Piper PA-28 Cherokee 31 October: Cherokee PA-28-160 Type Certified by the FAA

One of Piper's boasts at the time, 1961, was that you could get an introductory first flying lesson for $5

1961 Production starts of

in the middle of the avionics stack? It says it’s a Bendix ADF-T-12C but I must admit to never having seen an ADF like it, and have no idea how it works.

Above it is an old King KT92 radio which is straightforward, and below it a relatively modern transponder.

Other oddities include a push-pull throttle, just like a Cessna, rather than the quadrant lever throttle on later PA-28s, a panel mounted map reading light, and no toe brakes! The park brake handle doubles as both the parking brake, with a thumb lock to engage, but you also pull it to slow down.

Fortunately everything else is familiar, with the fuel tap in the usual awkward spot down by your left leg, trimmer handle in the roof, and the usual PA-28 handbrake like flap lever between the seats with three stages.

Start-up is straightforward and the Lycoming lump upfront settles into a strong beat. The original engine would have had solid engine mounts transmitting vibration through the aircraft but G-LIZI is pretty smooth. We taxi out with the rudder pedals steering the nosewheel n

Clever paint accentuates the sloping roofline.

Great visibility for pilots and passengers

Cherokee 150 and 160 (numbers refer to horsepower)

1962 180hp version added to range, making it possible to operate with four seats filled (depending on weight)

1963 235hp version added, competing with Cessna’s 182. Longer wing used Floatplane version of 160 introduced Gait ad dolore facilit inci euguerostio odiatum num euguera estrud mod exerosHiciente nius horist etius apernicaela

1964 Two-seat Cherokee 140 for training added. Later, engine uprated to 150hp but confusingly kept PA-28-140 nomenclature

1967 First retractable version launched, the PA-28R-180 Arrow, also featuring a constant-speed prop.

Engine option of 200hp introduced in 1969, which became the norm

1968 Third window added each side. Throttle changed from push-pull to a quadrant with levers

1971 Cherokee 140 Cruiser 2+2 launched, with 150hp engine

1972 Arrow II launched with 5in added to fuselage length to improve rear seat legroom

likely to stick with the marque.

One of Piper’s boasts at the time was that you could get an introductory first flying lesson for $5.

Look back at the cars and other aircraft of the period and you can understand why the Cherokee went down so well. Its low-wing design was sleek and robust, the colour schemes accentuating the shape. It was easy to check the engine, and to pre-flight the aircraft. The controls were simple and not that far removed from cars, and the visibility out was pretty good. It had an easy to reach luggage bay, and comfortable seats.

The single door wasn’t seen as a big deal, and it did a lot to keep the costs down and retain the fuselage’s structural integrity.

The Cherokee PA-28 range

soon burgeoned with 180hp, 200hp and even 235hp versions, some with constant-speed props, and the Arrow version was available with retractable undercarriage. A nice Arrow is said to be a very nice aeroplane all round, with plenty of performance for the price.

The fuselage was even stretched to produce a six-seater, the Cherokee Six which later became the Saratoga – all this from a humble four-seat ‘cheap as chips’ aircraft.

There have been 12 main models, with a total of 3000 derivatives and almost 50,000 have been made and sold since that first one back in 1961. The PA28 is still in production of course.

Two versions are made now – the 160hp Warrior

III sold mainly as a training aircraft, and the 200hp Arrow IV. Manufacture of the touring Archer III stopped in 2009 but new owner of the company, Imprimis, says the aircraft will go back into production soon. The PA28 has come on a bit with a Garmin G500 glass cockpit, airconditioning and leather seats all being available.

STEP BACK IN TIME Anyone who has ever flown a PA-28 will have no problem with an original one like G-LIZI. You get into via the right wing, stepping onto the black marked area close to the wing root, unlatch the door by the roof lock and then pull the side mounted handle. To get into the P1 position means stepping over the front passenger seat, legs

weaving past the floor-mounted flap handle.

Yes, the panel looks dated, but in that pleasant way classic cars retain their period feel.

The yoke is first thing that feels different – metal tube shaped like a couple of pull handles with a lovely badge in the middle. No PTT button was fitted originally – period films show pilots talking on a hand-held mike and with a cockpit speaker rather than headset. Of course, that’s changed and the PTT is mounted on a little right-angle bracket on the yoke, and a four-place intercom fitted.

The instruments look a little dated and worse for wear, with one of the oil gauges u/s and due to be replaced. But the primary instruments are all fine and... what’s that huge thing

PERHAPS the most famous PA-28 pilot of recent years is Polly Vacher, who flew her 235hp Dakota on four major record-setting trips.

Her first big trip in the single-engine Dakota was a Transatlantic Solo Flight in 1997, when she flew to Boston to back, having just acquired an Instrument Rating.

This is was followed in 2001 by ‘Wings Around the World’ - the smallest aircraft to be flown solo around the world by a woman via Australia and across the Pacific.

Her second Wings Around the World in 2003-2004 was called ‘Voyage to the Ice’ and again she set records. First woman to fly solo over the North Pole ina single engine aircraft. Likewise for Antarctica. First person to fly solo around the world landing on all seven continents. The trip was 60,000nm and took 357 days, and raised ú320,000 for her chosen charity, ‘Flying Scholarships for the Disabled’.

The immensity of the task with these round the world flights, not to mention the danger when out over the Pacific or frozen wastes, can only be imagined, although you can get a taste for it if you can track down a copy of Polly’s book, Her final big trip was over the summer of 2007, when she flew around the UK landing at all the airfields in the Jeppesen VFR Manual - 221 airfields, 158 flying hours, 19,000nm, carrying 163 different passengers including 96 disabled people. “Dreadful weather, wonderful support!” said Polly.

Why did Polly choose the PA-28? “We already owned the PA-28-236 Dakota and we couldn’t afford to keep changing aircraft. It is a solid aircraft with good carrying capacity and a powerful engine for cruising at 130kt, so it really was ideal. What wasn’t so ideal (but not impossible) is that it wasn’t so good for landing on water with fixed gear but on the whole there is less to go wrong with a fixed gear.

“We had never intended to even think about buying an aircraft but I say it is a bit like buying a dog - you go to see a litter of puppies and one of them will sit by you and say ‘buy me’! Well the same happened to us with ‘GN. We had hired a brand new PA-28-236 to fly around the ˇcircumference of Australia in 1994 - it was very brave of the owners as we only had 80 hours a piece! It was such a good aircraft - landing on dirt strips etc - that when we came back to the UK, Peter [husband - Ed] was glancing through one of the aviation magazines and he saw ‘GN advertised. It was identical aircraft to the Australian one built in 1994 and just two serial numbers away - how could we resist!

So does Polly have any more big trips planned? A resounding ‘no’! She says, “There are three reasons why not. First, I have five grandchildren under the age of 4. Second, a generous sponsor is paying for a professional fundraiser for ‘Flying Scholarship for the Disabled’ - so I can stand back from that leaving it in good hands and in good shape. And three - most importantly - you can go on too long!

P O L LY ' S G R E AT A DV E N T U R E S FO R A L I T T L E PA - 2 8 PERHAPS the most famous PA-28 pilot of recent years is Polly Vacher, who flew her 235hp Dakota on four major record-setting trips.

Her first big trip in the single-engine Dakota was a Transatlantic solo flight in 1997, when she flew to Boston to back, having just acquired an Instrument Rating. This was followed in 2001 by ‘Wings Around the World’ – the smallest aircraft to be flown solo around the world by a woman via Australia and across the Pacific.

Her second Wings Around the World in 2003-2004 was called ‘Voyage to the Ice’ and again she set records. First woman to

fly solo over the North Pole in a single engine aircraft. Likewise for Antarctica. First person to fly solo around the world landing on all seven continents.

The trip was 60,000nm and took 357 days, and raised £320,000 for her chosen charity, ‘Flying Scholarships for the Disabled’.

Her final big trip was over the summer of 2007, when she flew around the UK landing at all the airfields in the Jeppesen VFR Manual – 221 airfields, 158 flying hours, 19,000nm, carrying 163 different passengers including 96 disabled people. “Dreadful weather, wonderful support!” said Polly.

Why did Polly choose the PA-28?

“We already owned the PA-28-236 Dakota and we couldn’t afford to keep changing aircraft. It is a solid aircraft with good carrying capacity and a powerful engine for cruising at 130kt, so it really was ideal.

“What wasn’t so good (but not impossible) was landing on water with fixed gear but on the whole there is less to go wrong with a fixed gear.”

So does Polly have any more big trips planned?

A resounding ‘no’!

She says, “There are three reasons why not. First, I have five grandchildren under the

age of 4. Second, a generous sponsor is paying for a professional fundraiser for ‘Flying Scholarship for the Disabled’ so I can stand back

from that leaving it in good hands and in good shape. And three – most importantly – you can go on too long! www.worldwings.org

www.loop.aero DECEMBER 2010 LOOP 25

FLIGHTTEST 1973 Cherokee 150 reintroduced as the ‘Warrior’ (kept to this day), with longer fuselage and longer, semi-tapered wing – the old ‘Hershey Bar’ wing replaced Cherokee 180 renamed the ‘Challenger’ with slightly longer fuselage and new wing. The 235 had the same airframe mods and renamed ‘Charger’

1974 Did car maker Dodge object to the names?

180 Challenger renamed ‘Archer’ (which it has kept), and 235 renamed ‘Pathfinder’

1975 Archer II introduced with new wing

1976 Warrior II launched with engine uprated to 160hp

1977 Arrow III launched and first turbocharged version, the PA-28R-201T introduced

1978 235 Pathfinder dropped, but new 236 model, the ‘Dakota’ introduced with new wing

1979 Arrow IV with T-tail 1994 Warrior III introduced 1995 Archer III introduced, revised cowling

2006 Glass cockpit, airconditioning and leather upholstery available for latest Cherokee

the middle of the avionics stack?

It says it's a Bendix ADF-T-12C but I must admit to never having seen an ADF like it, and have no idea how it works. Above it is an old King KT92 radio which is straightforward, and below it a relatively modern transponder.

Other oddities include a push-pull throttle, just like a Cessna, rather than the quadrant lever throttle on later PA-28s, a panel mounted map reading light, and no toe brakes! The park

brake handle doubles as both the parking brake, with a thumb lock to engage, but you also pull it to slow down.

Fortunately everything else is familiar, with the fuel tap in the usual awkward spot down by your left leg, trimmer handle in the roof, and the usual PA-28 handbrake-like three-stage flap lever between the seats.

Start-up is straightforward and the Lycoming lump upfront settles into a strong beat. The

original would have had solid engine mounts transmitting vibration through the aircraft but G-LIZI is pretty smooth. We taxi out with the rudder pedals steering the nosewheel directly, directly, making steering round Old Buck easy.

Doing the power checks felt a bit uneasy with no toe brakes to cover, and not enough hands to hold the brake lever as well, but the parking brake held with no problem. Then we followed the

Cessna 180 cameraship out onto the runway for a departure out to the east. We just about hang onto the Cessna as we climb up to 3500ft for the air to airs, and Mark really impresses with his close formation flying ability. It’s a testament to the Cherokee that it can be flown so precisely in the right hands.

Later, when I get a chance, it does indeed feel crisp – not when compared to a modern hotship but when considered in PA-28

T H E E A R LY Y E A R S

Journalist and broadcaster Mike Flynn, above, owned G-ARRP in the early 1980s

What is that huge thing in the avionics stack? It says it’s a Bendix ADF-T-12C but I’ve never seen an ADF like it

and C172 terms. The early wing, the one they call the ‘Hershey Bar’ because it is a simple slab, seems just as good as the later tapered wing and, if anything, better handling.

There’s a bit of weather about as we make our way around north Norfolk, requiring frequent cautionary use of carb heat, and a few fighters too – a pair of Typhoons cruise overhead majestically, then a pair of USAF F-15s scamper past. Lot of

military airfields this side of the country.

The Cherokee rides the weather with no problem, and the first time I notice the wind is when I overshoot the centreline turning into from left base for Old Buck. But it’s simple to yank the Cherokee back on track and get the speed nailed.

Mark has painted a system of one-two-three white dots on the side of the Air Speed Indicator to highlight various important

speeds, with one dot being approach speed.

The Cessna ahead rolls off the runway and we’re clear to land, bit of aileron into wind and a fair push of rudder to keep straight with that crosswind, then we’re down. We don’t really need to brake but I do want to try that handle... squeeze it on, aircraft slows, not a problem.

Now we come to the sad bit.

G-LIZI is being put up for sale. Not because she’s

THEY say only a fool buys something without seeing it but I did just that with Piper PA-28 G-ARRP 26 years ago.

Working as a broadcaster for BBC Radio Wales and presenting a daily programme, I used my pilot licence to fly to outside broadcasts every Thursday.

On a wet spring afternoon in Spring 1983, I was leafing though an old flying magazine in the bar of the Cambrian Flying Club in Cardiff when I came across an advert for Romeo Papa.

I phoned the next day expecting to hear the aircraft had been sold. The good news was that it was still available at £3000 but the problem was it was based at Dyce, Aberdeen. Worse still, it was stuck in a hangar at Perth with an engine which was dismantled and the C of A had expired.

There followed weeks of haggling before £1200 was agreed. I reckoned the worse that could happen was that I would be selling aircraft spares for the next year.

A few days later the log books arrived and a week later I had several boxes of engine parts delivered to Red Dragon Aviation at Rhoose and an airframe I had never seen stuck in a hangar in north-east Scotland.

Fortunately I had a very good friend at Cardiff who had been an engineer for the Rothmans display team. Bob Lee spent a few weeks putting the engine back together with new pistons, rings, oil pump, etc and it was transported back to Perth.

On 11 June 1983, Romeo Papa arrived at Cardiff to spend the next five years as part of the promotion for my radio show. Within weeks it had a fresh C of A and was ready to go.

Among the changes I made was a new door complete with the later PA-28 latch.

The seats were very dated with a bench in the back.

They were replaced with later Piper Arrow seats and belts, and the interior was replaced.

G-ARRP came complete with a Piper Autocontrol (a load of rubbish), a Bendix T12 ADF, and an old King KX 100 VHF/VOR. I had the radios updated, gyros replaced, panel updated and fitted new windows.

To complete the update the wheels were fitted with spats.

Despite the mods the aircraft was now lighter thanks to removal of the old bulky gyros and avionics.

Starting could be difficult not helped by aluminium battery cables. I had these replaced with copper which partly solved the problem; however early Cherokees had a generator instead of an alternator which did not help.

A starter socket was fitted and I always carried jump leads. I also kept a couple of spare front starter bearings as these had a habit of not lasting very long probably due to ’RP being parked facing straight down the Bristol Channel.

Apart from brake pads it cost little or nothing to maintain. It gave me many happy hours of flying in the UK and Europe and saved many weeks of driving. It cost a total of £5000 to buy and get back in the air, and I sold it for £14,000 in early 1989 when I moved to Australia.

As I look back through my log books of 30 years flying, there are many aircraft and entries from various parts of the world but only one aircraft brings back so many happy memories from the 1980s – Romeo Papa.

www.loop.aero DECEMBER 2010 LOOP 27

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FOR THE LATEST NEWS GO TO... www.loop.aero unloved but because she’s just not getting enough use. Despite the fact that hangarage at Cranwell is free, that location is a doubleedged sword, says Mark. Yes, it’s very secure, great hangar but it’s not convenient especially for non-military group members.

Mark flies about the aircraft about 40 hours a year, mostly over the summer but hardly at all in the winter. Ken can only fly weekends and weather often interferes. Similarly, other members of the group don’t fly her regularly. So with overall hours not particularly high, the maintenance element of the hourly rate isn’t covering the costs – the group charges £60/ hour wet with £15/hr of that going into the maintenance pot.

And with an old aircraft, even one in as nice nick as G-LIZI, there’s always something needing to be done. “It’s not usually the engine or airframe,” said Ken, “but something like the oil pressure gauge or something electrical.”

The group has valued the aircraft at £23,500 of which a large part is the relatively new engine. I reckon someone should snap her up, return her to the original G-ARRP registration and set about restoring the old girl. That way she’ll be good for another 50 years – now that will be cause for celebration!

Cheeky 'face' of the Cherokee hides a robust, safe and pleasing character – this aircraft isn't going to bite!

DATA FILE 1961 PIPER PA-28-160 CHEROKEE PRICE Original price $9995 Price now£23,500 POWER Engine Lycoming IO-320-2B Max power 160hp Fuel Avgas 100LL Prop Sensenich 2-blade, metal, fixed-pitch DIMENSIONS Wingspan 30ft Wing area 160sq ft Length 23ft 4in Height 7ft 4in Seats 4 Max weight 2200lb Empty weight 1210lb Useful load 990lb Fuel capacity 36 US gallons

Nice period touches still exist on the panel despite various tweaks over the years. Note the unusual yokes, huge central Bendix ADF unit (above left) and wonky oil pressure gauge (above right).

PERFORMANCE Max speed 120kt Cruise 109kt Climb rate 700ft/min Ceiling 15,000ft Stall speed 48kt (landing config, max wt) Max range 44onm Takeoff roll 740ft Landing roll 550ft MANUFACTURER Piper Aircraft Corporation 2926 Piper Drive Vero Beach Florida, USA W: www.piper.com UK DISTRIBUTOR Piper UK Ltd Premier House Shoreham Airport West Sussex BN43 5FF T: 0845 241 9865 W: www.piper-uk.co.uk

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.

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PHOTOS www.airteamimages.com

How to make aerobatic competitions more spectator friendly while keeping standards high... moves are afoot for next year

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COMMERCIAL FLIGHT TRAINING THESTART-UPJOURNAL WELCOME to the first in a series of LOOP special supplements looking at the pathway to becoming a professional airline pilot

Part One: Making the Decision to Go Pro The series of three specials will look ★ The key questions to ask before you embark on a career in aviation ★ Is it the right time to become a pilot? at every aspect you need to consider ★ A look at the industry and its outlook ★ Choosing the route to your new career: Integrated vs Modular training whether you are in education Part Two: Becoming a Qualified Pro Pilot analysing your career options, or ★ Choosing your school(s) ★ The Course: Integrated training and what the courses entail already a pilot looking to turn your ★ Doing it yourself: Modular training, and how to make it easier ★ MPL training explained passion into a profession. ★ Making the grade: The tests that mark out the pilots of tomorrow They have been compiled by flight PLUS: Expert insight and advice from training professionals training expert Chris Gowers, an Part Three: Your New Career that job: 10 ways to improve your chances industry veteran who has helped guide ★★ Get The job options open to you ★ The truth about being a pro pilot – from those that do it thousands of new pilots to rich and ★ Salary lists PLUS: Interview with the man who represents UK airline pilots fulfilling careers in one of the world’s We will also be producing a special digital LOOP+ magazine, most envied and sought-after jobs. and a LOOPTV special, so keep your eyes peeled.

〉〉〉〉〉 www.loop.ae www.loop.aero ro OCTOBER 2010 LOOP 17

〉〉〉〉〉 2011 FLIGHT TRAINING GUIDE +QUESTION YOURSELF

BEING AN AIRLINE PILOT Are you really cut out for it?

Before embarking on a new career, Chris Gowers says you need to ask yourself some tough questions CHRIS GOWERS: THE INSTRUCTORS’ INSTRUCTOR A PILOT since 1976 and instructor since 1985, training guru Chris Gowers has taught thousands of new pilots in both military and civilian jets around the world.

Formerly an RAF ‘instructor instructor’, he’s also been a civilian Chief Flying Instructor, and examiner – so he knows every step of the way towards getting qualified, and what the experts you’ll meet along the way want to see.

Chris is passionate about teaching new aviators, and has watched the industry undergo seismic changes in practise and equipment to ensure that each generation of pilot is matched to the requirements of modern air travel and airliners.

When he’s not instructing the airline pilots of tomorrow, he’s chucking himself around the sky in a tasty Pitts S-2B! ★ After obtaining a PPL in 1976, joined the RAF and served five years on Shackletons. ★ Completed the RAF Flying Instructors course in 1985 and after 2 years instructing on the Jet Provost was seconded to BAE in Saudi Arabia training SAF cadets on the Strikemaster and Pilatus PC9. ★ Returned to the RAF in 1990 and spent

2 years at the Central Flying School training RAF Flying Instructors. ★ In 1993 became Squadron Commander at Aberdeen, Dundee and St Andrews Universities Air Squadron. ★ Left the RAF and returned to Saudi until 2002 training students and flying instructors. ★ Entered civilian flight instruction in 2003, joining FTE

Jerez as single and multi instructor and eventually Chief Flying Instructor. ★ Now semi-retired FI and Examiner. ★ Owns his S-2B “which gets used when I want to chuck myself around a bit and when I can afford the fuel.

Passionate about flying instruction, but still a frustrated Buccaneer pilot!”

IF ONE THING HAS remained constant through the recent troubled years in the world of finance and business, it is the predicted sustained growth in airline travel worldwide.

Downturn or no downturn, the long-term future of airline travel is one of rising demand, and it’s why being an airline pilot still tops the career choice list of so many.

And what a career it is, opening up possibilities of work around the globe in a way that few can match, and well rewarded too: airline pilots regularly feature around the upper reaches of average salary surveys. It garners huge respect and status, and the day-to-day personal responsibility is arguably more than any other job. And hey… it can be pretty glamorous too.

Consequently, the barriers are high. The training is to a level that few outside specialist military or science roles could ever expect to face, with a requirement for physical fitness and wellbeing, a mind that works well under pressure, and excellent teamworking skills.

It's not cheap either. A fully qualified Airline Transport Pilot may well spend in the region of £80,000 gaining a full bells-andwhistles licence (ATPL) needed to be an airline pilot. But, at a time when even the most basic University education is being heaped with extra expense for no improved chance of employment at the end, going the extra mile to obtain one of the most valuable professional qualifications there is makes more sense than ever for those cut from the right cloth.

So, is that you?

THE TOUGH QUESTIONS The Phone Box Test: Perhaps the first question to ask oneself is not, “Will the job suit me?”, but

2 LOOP TRAINING SPECIAL DECEMBER 2010 www.loop.aero

“Will I suit the job?”. Most modern commercial aircraft operate with two pilots and usually several rear crew members, which means the ability to work in a team is essential. Can you?

During airline selection the interviewers will not only examine your flying skills and knowledge, but also your personality. A friend who conducts these interviews describes this as The Telephone Box Test... ‘Could I spend 10 hours in a phone box with this person?’.

This may sound flippant, but it’s vitally important when cooped up in a cockpit that the person next to you is not just someone you can work with, but also an individual with whom you can get along.

This sort of self-assessment is hard to do, so ask someone you can trust – not Mums, they’re always biased! – to give you an honest answer about whether or not you would work well closely with others.

“Am I good enough?”: The other aspect of ‘self’ to consider is whether or not you have the necessary aptitude. Not everyone has. A sound grounding in maths and physics to at least GCSE standard is necessary, as the technical aspects of groundschool training will assume this.

As regards flying aptitude, if you are currently with zero hours flying experience, please do not

think that because you can operate Microsoft Flight Simulator that you will be able to fly a real aircraft.

And whilst many are capable of gaining a Private Pilot’s Licence (PPL), not everyone is capable of achieving the level of knowledge, flying skills and airmanship necessary to gain a professional licence in or close to the minimum hours of training. This is important, as a prospective employer is unlikely to consider an applicant who has taken an inordinate amount of training just to reach the minimum required standard.

All prospective military pilots are aptitude tested and some commercial schools aptitude test applicants for their courses, but this is by no means common across the range of Flying Training Organisations (FTOs).

However, the Guild of Air Pilots and Air Navigators (GAPAN) offers aptitude testing, conducted at RAF Cranwell, for a fee. The details are available on the GAPAN website (www.gapan.org). This seems like a sensible and worthwhile investment before parting with huge sums for training. Whilst no tests are ever perfect, they will give some indication of an individual’s potential to pass the course.

“Is the job right for me?”: The next thing to consider is the job itself and establish if it is right for you. Professional flying is not “Just

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

PPL flying to tighter tolerances,” as I heard said recently. PPL holders are required to fly for fun safely, whereas professional pilots have to operate their aircraft as effectively and efficiently as possible, in all weathers, whenever legal to do so.

This means that during training and during their career, professional pilots need to develop considerably better flying skills, knowledge and airmanship than those required of a PPL. However, the rewards in terms of job satisfaction are also commensurately higher. If possible it is as well to talk at length with someone in the profession to gain a greater insight into the job.

“Am I fit enough?”: Before you commit to training, get a medical.

Professional airline pilots need to hold a Class 1 medical certificate, with the initial examination taking around half a day and conducted by the Civil Aviation Authority (CAA) at Gatwick. Make sure you can obtain one before spending money on training.

Aside from analysing your overall health, it will delve deeper with specific blood tests, ECG, eye and hearing tests. It is best to complete this test before anything else, as a permanent failure of the medical would preclude ever gaining a professional licence.

If you think the answers to all the questions above are

positive and going your way, then congratulations: let’s delve further into your potential new career.

IS IT THE RIGHT TIME? Even a cursory look at the rollercoaster ride the aviation industry has undergone in the last 30 years reveals times of huge demand for pilots followed by times when it was almost impossible for newly qualified professional pilots to get a job.

For the past 18 months the industry has been in one of these regular troughs. Boeing recently released a forecast indicating a huge demand for pilots over the next 20 years (see over) and, whilst their figures might not prove to be accurate, the assertion of continued expansion of the aviation industry agrees with other previous predictions.

So when will the current slump end and when is the best time to start training? That is a very hard question to answer, but the indications are that the industry is already starting to move again with several airlines recruiting pilots.

If I were to be pressed for an answer I should have to say that now is as good a time as any.

The time to complete training is anything from 14 months to two years and by that time the airlines could be recruiting as strongly as they were in 2007.

Training will throw every possible situation at you, and students soon forget they are in a simulator.

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〉〉〉〉〉 www.loop.aero TRAINING SPECIAL DECEMBER 2010 LOOP 3

〉〉〉〉〉 2011 FLIGHT TRAINING GUIDE +YOUR TRAINING OPTIONS

DIFFERENT ROUTES TO YOUR GOAL There are three different ways to get the training you need. Chris Gowers analyses the options open to you THE NEXT DECISION TO make in your journey towards an ATPL is what training route you will choose to follow towards qualification.

There are three options available: Integrated, Modular, and Multi-Crew Pilot Licence (MPL) Training. Each offers benefits to its students.

At this point, it is well worth familiarising yourself with the exact requirements of each type of course, by reading the official Civil Aviation Authority document ‘LASORS’ – an acronym describing Licensing, Administration and Standardisation, and Operating Requirements and Safety. Think of it as a Bible of sorts for pilots.

Find it as a free PDF by searching for ‘LASORS’ in the publications section of the CAA’s website (www. caa.co.uk) or in hard copy from aviation equipment suppliers.

The goal of courses is to arm you with what is referred to as a ‘frozen’ ATPL, suitable to be a First Officer.

This means you have completed all the exams, tests, and gathered the other required licences and ratings required for an ATPL (such as the CPL Commercial Pilot’s Licence and an ‘IR’ Instrument Rating) but have yet to fulfil the requirement of a minimum of 1500 hours flying. See the panel (right) for more details of the pathway to an ATPL. Beyond that, you will complete additional training and hourbuilding with airlines, with training Captains and on the job under the command of a line Captain until you are fully-qualified.

INTEGRATED vs MODULAR Both Integrated and Modular Training courses have been around for a long time, and are very different ways of reaching the same goal: a frozen ATPL. The reasons for choosing between the two will depend on your personal circumstances and funding.

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ATPL MINIMUM REQUIREMENTS ★ Minimum age 21 (for full ATPL, 18 for ‘frozen’) Class 1 Medical Instrument Rating Commercial Pilot’s Licence Multi-Crew Operations Certificate ★ 1500 hours overall flying time, to include: ★ 500 hours of Multi-Pilot operations ★ 500 as Pilot in Command Under Supervision (PIC/US), or -250 hour of PIC, or -250 of combined PIC and PIC/US ★ 200 hours of cross-country flying (min 100hr as PIC or PIC/US) ★ 75 hours of instrument time -Can include 35 hours of ground instrument time ★ 14 exams, of: -Air Law -Aircraft General Knowledge (x2) -Flight Performance and Planning (x3) -Human Performance and Limitations -Meteorology -Navigation (x2) -Operational Procedures -Principles of Flight -Communications (x2)

★ ★ ★ ★

The essential difference between the two is that Integrated courses entail intensive full-time attendance for the whole course, which is taken over a year or longer.

It’s like being at a University of Flight, which will take you from zero hours (‘ab initio’) to frozen ATPL in around 14 months. It’s a huge commitment, but the quickest way to become airline-employable.

Modular courses chop the various elements you will learn during the Integrated course into bit-by-bit chunks, allowing you to complete blocks of training as and when time and money permits, though some time limits are imposed.

THE PROSPECTS FOR THE INDUSTRY

Arguments for and against both paths exist. As said, Integrated is more expensive and requires full-time commitment, but offers good continuity and the ability to focus solely on training.

Modular is much cheaper (e.g. no residence fees), can be funded by work during the years it may take, and can be completed with a variety of different schools if that is required –say, if you relocate.

However, a word of caution: some airlines do not favour applicants who complete training piecemeal in numerous locations, as at selection interview stage it is unable to get a clear report of the applicant’s training progress or personality from one organisation.

On balance, it is therefore better to complete the professional training courses, the CPL and IR, at the same school to avoid the possible negative future impact on your job prospects.

MPL TRAINING The Multi-Crew Pilot Licence is the newest innovation in the training scene. It offers the most streamlined route to a job – in fact, it is pretty much a guarantee of a job – and is consequently the hardest to get a place on a course for. The major difference is about tailoring the student for the end role as an airline pilot.

The Integrated and Modular

Groundschool training bestows expertise in everything from aerodynamics, to human fitness, to tropical weather. You get to fly too, of course! courses broadly follow patterns set down decades ago and follow a traditional step-by-step route towards creating a pilot, who is then picked up by an employer and put into an airliner.

After airlines themselves asked regulators to consider approving courses that suited their needs, MPL almost tackles it from reverse, gearing all training and study towards being an airline pilot from day one, in a particular type of aircraft working with a crew of colleagues, and thus chops out much of what is perceived as traditional training. It is much more simulator based too.

It would be fair to say it met with some scepticism when it was launched, being criticised as being a shortcut to an ATPL and perhaps leaving pilots short of experience. Supporters argue it’s not a shortcut, but rather a more

tailored route to a very demanding role. In any case, since it went live it is gathering in popularity and could well be the preferred route towards airline jobs in the not too distant future.

The MPL is only available with airline participation, because the last stage of training before licence issue is the airline’s own aircraft Type Rating – completed with the airline. (Your ATPL qualifies you to do the job of an airline pilot; the Type Rating qualifies you to fly a specific aircraft – you’ll not be able to do one without the other. You don’t want to be paying for airliner Type Ratings yourself!) This means applicants for MPLs must initially be selected by the airline before commencing training.

In the UK, Multi-Crew Pilot Licence training is still in its infancy, with the first six licences having been issued in Nov 2010.

AIRLINES have taken a battering in the last decade, starting with the events of September 2001 and continuing through to recent upheavals in the financial markets, with ash clouds, increasing environmental concerns, extra taxes, and rising fuel costs all playing their part. So is it a wise career choice?

It is important to separate the health of individual airlines from the need for pilots.

While the business side of the equation means it is more cutthroat than ever before in the boardrooms and stock exchanges, the expectation is that the number of pilots employed around the world in airlines is to rise steeply over the next 20 years.

A recent study counducted by Boeing predicts a doubling of worldwide passenger fleet size between now and 2029, and that fair-paying passenger traffic will grow by an average of 5.4% annually in that period: more people want to fly, and they need more aircraft and more pilots. Air cargo too will increase significantly.

The firm goes on to predict a growth in the worldwide professional pilot population, from around 230,000 at present to 445,000 by 2029, which when combined with retirements from existing and future pilot numbers requires a staggering 466,000 new professional pilots to be trained in the period.

Let’s burrow into their figures. They estimate that nearly 95,000 of those new pilots will be required in Europe, and 97,350 in the North America. The real boom will be in emerging economies and markets, with over 180,000 in Asia Pacific (China alone will account for an estimated 70,600 pilots between now and 2029) and the Middle East (32,700 pilots).

So, while the ‘Old Guard’ territories of Europe and America will see a steady growth in fleet size, pilot numbers, and passengers carried – just has it has done for the last decade – the eye-catching numbers are reserved for China, India and the Middle East, where accelerated development will be accompanied by accelerated demand.

So, as well as being able to fly, a good grasp of languages wouldn’t hurt!

DEMAND FOR PRO PILOTS BY 2029

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Boeing predict demand in existing heavyweight markets will be steady over the next two decades, but will balloon in China and India as their economies grow

500,000 400,000 300,000 200,000 100,000 0

2010 PILOTS 232,100 2029 PILOTS 445,000

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〉〉〉〉〉 2011 FLIGHT TRAINING GUIDE +INVESTING IN YOURSELF

FINDING THE FUNDS

Arguably the biggest and best investment you will make is in your own future

LET’S be clear about this: training to become an airline pilot isn’t cheap. It requires a strong commitment and an eye on the end goal of a well-paid job to stomach.

Integrated Training courses can cost in the region of £70-80,000, while the ‘cheap’ option of the Modular course is still likely to total around £50-60,000 (but spread over much longer).

Unfortunately at present, the training for the job – as vital as it is to the nation, and a springboard to a higher income tax bracket – attracts precious little Government help in the guise of tax breaks or grants.

There are some efforts underway to change this, but don’t count on a helping hand from the Exchequer imminently.

All the more reason to respect every airline pilot you meet… they got there themselves, at considerable outlay.

Frequently the funding issue is the deciding factor as to which training route to follow. The days of full airline sponsorship though integrated ATPL courses seem to be almost dead and buried, although some part-sponsorship deals are available to the lucky.

Some airlines have also run ‘mentored’ or ‘tagged’ schemes through Integrated Training courses. Under these schemes the student pilot is interviewed and selected by an airline and mentored through the course.

The course is paid for by the student, but provided the training goes well, there should

be a place with that airline at the end. Keep an eye on the aviation media and airline and training organisation websites, to avoid missing these rare opportunities.

BANK vs FAMILY Prior to 2008 obtaining a bank loan to fund professional pilot training was not difficult, but since the credit crunch it has become almost impossible to persuade the banks to part with our money. However, there are still banks that will grant loans for pilot training.

As you’d expect, they will be picky and often liaise with a Flight Training Organisation for an early assessment of a potential student. They will look to the training school for reassurance in areas such as academic success and application, hand-eye co-ordination, teamworking, and a blunt ‘Would anyone give this person a job? employment suitability assessment.

If you own a house, you will be in a stronger position, and for certain having a good credit history is going to help. If you realistically have no access to the kind of funds required via a lending institution, then the commonest route is to canvas family – close or distant! – to ask them to underwrite your training loan as a guarantor.

And yes, there are stories of students who went all the way through Integrated courses on Grandma’s nest egg before realising the job just wasn’t for them, so all the more reason to make sure this really is the career for you…

MANAGING YOUR OUTLAY So, you’ve got access to £70,000-ish… what next?

What must be done is to ensure that the funds are available in advance for each stage of your training, and each time make sure there is a contingency amount available to allow for any hiccups that occur.

This is important, as most

pilots-in-training require some flight time additional to the minimum course hours and the money needs to be available to cover this in advance. Each hour in an aircraft or simulator will cost you.

An allowance for the ground examination fees, and the CPL and IR Skill Tests will also need to be budgeted for if they are not included in the course price – and the sums involved are not inconsiderable.

Each ground school exam costs £66, the CPL and IR Skill Tests cost £762 each, and the fee for the issue of the Commercial Pilot’s Licence is £231, all at current rates.

NEXT MONTH

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 explained PLUS: Expert insight and advice from training professionals

SUBSCRIPTIONS

P11 iiss our business aviation magaz magazine, published bi-monthly. It brings alive the glamorous, exciting world of business jets, turboprops and high performance piston aircraft, with flight tests, news, focus features on business operators and useful facts and figures.

Benefits include: • Delivered straight to your door • Get your issue before it’s out in the shops • Save on the cover price • Just £40.00 for 6 issues (worldwide) • FROM JANUARY 2011 JUST £40 FOR 12 ISSUES FOR AN ANNUAL SUBSCRIPTION TO BLADES CONTACT THE SUBSCRIPTIONS DESK ON +44(0)1223 499799 OR EMAIL SUBSCRIPTIONS@LOOP.AERO

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It has to be the experts, the people who have been developing flight briefing systems for over a quarter of a century, a company that conducts a relentless research programme to provide the data that ensures you get where you want to without any snags. Turn to skybookGA(tm), the most integrated briefing service available, which ensures the relevant information for your flight is at your disposal wherever you are, whenever you want to go, before you set out.

Bytron Ltd has spent many years perfecting its commercial flight briefing service for major airlines, NATS and airport authorities. skybookGA(tm) is a spin-off from this focused commercial programme.

At the invitation of Thomas Cook Airlines, which uses Bytron’s eFlight Briefing package for its operational aircraft, Bytron has been working with Rolls-Royce subsidiary DS&S to create its first fully integrated and connected Electronic Flight Bag (eFB), allowing maintenance data and engine monitoring on a

global scale.

It is this sort of dependable background that gives the GA pilot confidence in the skybookGA(tm) package and assures him that he is getting the same accurate data that underpins much of the commercial aviation sector.

When Bytron was formed 1984, its objective was to provide electronic briefing systems that would dispense with the uncertainty of paper trails and fax messages that often reduced data provision to an unacceptable level of uncertainty, and which often left captains or their crew trying to track down essential data for flight plans and, in many cases, footslogging round far-flung airport locations before the full flight briefing plan could be assembled.

It was Byron’s mission to abolish these unwieldy processes and it has been a long, hard slog that has brought in its wake great benefits, not only for pilots, but also the environment.

SkybookGA(tm) benefits from the lengthy development process that Bytron have relentlessly pursued. Rightfully known as ‘the one-stop shop for pre-flight briefing,’ skybookGA(tm) offers a comprehensive range of planning aids that allows the pilot to customise routes, visualise them, and view them in 3D with Google Earth and Virtual Earth. Detailed and accurate planning also helps with fuel economies.

Once you, the pilot, have the route to your satisfaction, a click of a button provides a full

report on the relevant weather and NOTAM that may affect your flight. It’s bang up-to-date information and an approved CAA source.

FANTASTIC FEATURES Features include Personal Location Point information, which allows you to create waypoints and store them for future use in your Personal Route Brief.

Airfield Brief is another useful feature, which allows you to search for airfields by name, or ICAO and IATA codes. The information includes full airfield and runway details, plus NOTAM/METAR/TAFS/LTAFS/SNOWTAM affecting that airfield, along with a list of neighbouring airfields.

The Great Circle Route Briefing will, on entering departure/destination airfields, route width and upper flight level, and create a route using the shortest course between the departure/destination airfields. The brief calculates all FIR and airfields within the route’s width and upper limit and provides NOTAM and MET briefs for these airfields.

SIGMET provides advice on potential weather hazards other than convective activity over an area of 3,000 square miles at any one time and produces data on icing, turbulence, dust and volcanic ash.

AIRMET provides regional weather forecasts for the GA pilot, covering regions within the UK and is updated regularly throughout the day.

GAMET provides area forecasts by European FIR for flights operating at

low-level four times a day.

Two of skybookGA(tm)’s integrated features that pilots specially praise are the Quick Weather Maps and Danger Area Briefs.

Quick Weather Maps allow you to view prevailing weather conditions and trends at a glance. They provide information on windspeed and direction, temperature, dew points, cloud cover, pressure, and any significant weather changes.

Danger Area Brief allows searches for international and domestic NOTAM affecting Danger Areas by FIR, an area name or number during specific time periods. It includes easy-to-view charts of UK Danger Areas.

International NOTAM contains information about the establishment, condition or change in any facility, service, procedure or hazard.

International SNOWTAM notifies pilots of the presence of - or removal of - snow, ice, slush or standing water associated with the movement area.

The most recent development provides for the creation of a Pilot Log (Plog) based on departure, destination, flight level and flight corridor, and even has the ability to calculate fuel burn. It’s also possible to export routing data to a GPS device.

It is small wonder that GA pilots increasingly cherish the comprehensive briefing data that skybookGA(tm) offers. They can feel confident that every eventuality has been covered, just a few minutes before setting off to the airport.

NEW AND IMPROVED! Skybook GA™ now has loads of new features, including: RESTRICTED AREAS (TEMP) MAP This has now been updated so you can see multiple NOTAM that are centred on the same point.

SATELLITE IMAGES UPDATE The display for satellite images has been updated to a carousel display to aid searching which now can be opened in a separate window.

METAR FEED This loads airfield METAR details onto Google Earth. Wind speed, direction and cloud cover are displayed. You can also seelive weather along your route.

For more details about Skybook GA™ and all the latest updates visit www.skybookga.com SKYBOOK GA ARE ALWAYS LOOKING TO IMPROVE OUR PRODUCTS, IF YOU HAVE ANY SUGGESTIONS PLEASE LET US KNOW AT SUPPORT@SKYBOOKGA.COM TO TAKE ADVANTAGE OF OUR SPECIAL OFFER OF A ONE-MONTH FREE TRIAL, OR TO SUBSCRIBE TO THE SERVICE, LOG ON TO WWW.LOOP.AERO, CLICK ON THE SKYBOOK TAB AND FOLLOW THE INSTRUCTIONS. YOU’LL WONDER HOW YOU EVER COPED WITHOUT IT!

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Putting aerobatics into the mainstream Innovations to make it a TV spectacle could transform the sport. Alan Cassidy brings us the latest news

I

SEE the Ashes is underway in Australia.

I have never been much of a five-day Test Match cricket fan, finding the real excitement only comes when one side is close to victory and the other desperately hoping for rain.

A five-day match? Surely this is just for fans with too much time on their hands, and not much of a life.

This summer, along with 82 other pilots from 26 countries, I flew in a World Advanced Aerobatic Championships event that lasted 10 days. No wonder nobody came to watch...

The idea of a shortened format of cricket was first mooted some time ago, to appeal to a wider and younger audience, and you’ve seen the result: high-profile Twenty20 matches under floodlights attracting a fresh new audience of fans, cramming the ‘business end’ of a Test Match into an evening.

Could the same things be happening to aerobatics sometime soon?

The same sort of discussions are now going on in the various air sports commissions of the FAI (air sport’s governing body) as were going on in cricket prior to Twenty20.

TWENTY20 AEROBATICS? The FAI has a new Secretary General (read CEO) who made his name heading up the French organisation of the Rugby World Cup in 2007.

Over the next few years, major efforts will look to develop air sports into media-friendly formats that suit the short attention span of the modern spectator.

‘Special Events’ could showcase our sports, generate public and media interest and see World Aerobatic Champions, of some sort, crowned live on TV just like the winners of F1 races are. Far fetched? We’ll see.

Aerobatics has more potential than many other air sports to catch the public’s attention, and the Red Bull Air Race series

showed the attention achievable by an air sport activity.

The international aerobatics commission (CIVA) is now faced with developing aerobatic competition formats easily followed by the public and attractive to TV – spectacular competition formats that remain true contests of skill and performance and yet capture the public imagination.

There are a number of possibilities for this, but they must all share some principal characteristics. They must be spectacular, easy to follow, over quickly and must produce immediate scores, rankings and results. Some have already been tried out. Here are some options.

TIMED FREE PROGRAMMES In June 2009 in Italy, the FAI staged the huge World Air Games, trying out new aerobatic ideas in a week of intensive competition, which saw our own Gerald Cooper grab a well-deserved bronze. One of the innovations was a Timed Free Programme.

The classic Free Programme allowed pilots to design their own sequences, including compulsory elements, within a fixed combined limit so the maximum points available were the same for all. Pilots could take as long as they liked.

In ‘09, there was no limit to the number or complexity of figures, but there was a five-minute time limit.

The resulting flying was astounding, especially the French and Russian pilots.

Whereas the normal complexity of an Unlimited Free programme would add up to 420’K’ (K-factor is a difficulty measurement), the pilots at the WAG were building sequences of more than double this number.

Leading Russian ace, Mikhail Mamistov, for example, turned in a 912K Free that was all doable in five minutes of aerobatic frenzy.

Quite frankly, nothing as complex or dynamic had ever been seen before in a formal competition. It was clearly very

tiring for the pilots, and I think that the next WAG will see the time reduced to 4 minutes. But as a one-off event, it was absolutely stunning to watch.

SPEED AEROBATICS Classic competition aerobatics is all about precision – a bit like a Test Match. Geoffrey Boycott’s 191 in 10 hours against Australia possibly bored many to tears, but was masterclass in control and precision. Contrast this with Brendon McCullum’s breathtakingly rapid scores for the New Zealand Twenty20 team… pub arguments will continue well after closing time about which of these two is/was the better batsman.

One of the new formats tried so far is Speed Aerobatics. Pilots all fly the same sequence, but the aim is to do the fastest ‘clear round’ – not the one that is academically most precise.

We did this in the BAeA in Blackpool in 2008. A sequence that would normally take around four minutes to fly with precise straight lines was compressed into less than half the time.

The winning technique is to develop a style that removes all straight lines from the flying; corner, roll, corner, spin, flick, corner, roll, corner, flick again and so on.

It’s absolutely mad in the cockpit and keeping ahead of the aeroplane is more demanding than usual. The usual accuracy goes out of the window: 10-degs off is close enough, fix it in the next corner. As they say in Top Gear, “Across the line, and it’s over!” Everyone knows your time straight away.

If you get something wrong or take too long, penalty times are added. Thus the standing will be on the screen as quickly as in the Olympic show jumping.

One drawback is everyone flying the same sequence, removing opportunity for ‘flair’ in the freestyle sense. But, other sports face the same restriction.

Speed Aerobatics would need some effort to make the sequences really understandable

DUMBING DOWN?

In ’09 there was a five-minute time limit... the resulting flying was astounding, especially by the French and Russian pilots to the spectators, who can’t ‘see’ the equivalent show jumping ‘hurdles’. I’m sure there’s ways, from big-screen predictions and replays to transparent printed ‘head-up display’ sheets to view the flights through.

FREESTYLE AEROBATICS Freestyle Aerobatics is already a draw for the public, seen in displays at many Air Shows.

For a few minutes the pilot does whatever he wants and the aeroplane is capable of, subject only to basic safety rules and height minima. Smoke systems and music enhance the spectacle.

Developing new ‘tricks’ for Freestyle has been the research lab for aerobatics and aerobatic aircraft. Power, lightness and balance are key, and a complete understanding of the aerodynamic intricacies of propeller-driven flight.

The repertoire continues to increase as lighter, more powerful aircraft are built.

Tumbling and hovering, unheard of in the “golden age” are now commonplace. The ability to control modern Unlimited aircraft is still a developing skill – there is still a cutting edge.

Freestyle Aerobatics has strong TV appeal, but the current scoring system used by large judging panels at World Championships is opaque and slow. If the public is to be fully engaged scoring must be quick, like Olympic skating, or maybe even interactive – X-Factor ‘spectators’ vote by phone: should we be thinking about this to measure an aerobatic champion?

The main criticism of initiatives of this type is that of ‘dumbing down’, of losing the sporting rigour of traditional ways – a fear which stalked sports as diverse as cricket and wrestling over the decades.

Nevertheless, these developments will happen, as TV is now the only route to significant corporate funding, and the attention span of the masses has reduced.

Aerobatics is an exciting but expensive sport for those taking part. For there to be external funding at the elite level, changes have to be made. The challenge to those engaged in the organisation of the sport is to retain the skills and the safety while adapting to the new commercial marketplace.

NEXT SUMMER Summer 2011 will see the adoption of some new Special Events by the FAI worldwide and by the BAeA in the UK. The thin end of the wedge is starting to get just a little thicker.

FAI/CIVA will sanction two events in Europe and one in China which will follow new formats like those described above. The European events will be promoted by the very well-known Lithuanian pilot Jurgis Kairys and will take place in Romania and Latvia during July and August.

At least one British pilot will be taking part in what we hope will develop into a major “World Series” of aerobatic events over the next few years.

To help UK pilots to get used to these upcoming elite international contests, the BAeA has set a new structure to our annual Duxford Trophy competition.

We will be trying all the formats described above and be testing public reactions. Please keep your eyes open for all these events and come along if the idea of fast furious aerobatic contests sound appealing.

In the meantime… Be safe and enjoy your flying.

www.loop.aero DECEMBER 2010 LOOP 31

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ADVICE || CLUBS || FLIGHT TRAINING || SAFETY || PLACES TO FLY || PEOPLE TO MEET || THINGS TO DO

LOOP flight

T H E

P L A C E

T O

GRAND TOUR Thrill seekers head to Skegness Page 36

B E

NEW PILOT Jasmine Clarke Flies solo at just 16 Page 41

PLANE CRAZY Crossing the globe to deliver aircraft Page 44

NICK HEARD Check the weather before you fly Page 34

John O’Connell explains how to get the most out of your PPL by becoming a parachute drop pilot. See p42

GURUS PPL/CPL/ATPL licences explained Page 35

www.loop.aero DECEMBER 2010 LOOP 33

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A peaceful part of the English countryside +CLUB FOCUS OLD BUCKENHAM

Gerry Honey Honeyy talks about Old Buckenham, Buckenham his his favourite airfield and once a home to the American Air Force

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+THE VITALS

ICAO CODE EGSV LOCATION 12nm SW of Norwich Lat/Long N5229.85 E00103.12 FACILITIES Lots of smooth grass for parking, CAA M3 and EASA Part M Maintenance, hangarage, Avgas and Avtur, flying school, fully licensed bar and restaurant, aircraft sales and brokerage RUNWAYS 07/25 asphalt (800m), 07/25 grass (472m), 02/20 grass (451) ELEVATION 194ft

RADIO 124.400 'Buckenham Radio' LANDING FEES £12 for singles, £18 for twins, associate membership is £60 EVENTS Annual airshow, plus plenty of club days and LAA fly-ins DETAILS Touchdown Aero Centre Ltd Old Buckenham Airfield Abbey Road, Old Buckenham, Norfolk, NR17 1 PU PPR by Telephone: 01953 860806 or 07789 847848 www.oldbuck.com

34 LOOP DECEMBER 2010 www.loop.aero

ET IN the heart of East Anglia is Old Buckenham Airfield.

Known as ‘Old Buck’ this wartime airfield is surrounded by fields and truly is one of the most peaceful and quaint aviation spots you could hope to find.

Old Buckenham Airfield was built by Taylor Woodrow in 1943 and became the home for the American 453rd Bomb Group (the airfield still uses the group’s logo).

From December 1943 until May 1945 they flew 259 missions over enemy territory in B24s.

Gerry Honey has been based at the airfield for more than 10 years, becoming CFI at the old Buckenham Aero Club and a very familiar face at the airfield.

Gerry has been flying for 55 years, 36 of which were for the RAF and NATO. Despite a career in flight, when he left the military he wanted to go into light aircraft.

He says: “I gained my PPL when I was in the RAF and made sure I

kept current because there were times in the air force when you’re put behind a desk. To make sure you don’t go totally mad, you go and do some flying at weekend!

“In anticipation of one day leaving the military I made sure I had all my licences up to date. I never wanted to be an airline pilot so I caught up with general aviation and started instructing and examining, air testing and anything to do with light aircraft.”

There is a great history at the airfield which Gerry knows all about: “East Anglia was a mass of airfields during World War Two and Old Buckenham was an American Bomber site.

“Even to this day during the summer months we get a lot of American visitors coming in to see where their relatives were based during the war.

“The Bomber Group was here for 18 months, flying 259 missions and losing 366 men; it’s an incredible amount so it’s not surprising that their relatives come back for some

It's much easier to learn to fly at an airfield like Old Buck because you get into an aircraft and you're airborne in minutes

very emotional visits. The sacrifice they made was so high.

“We also had our very famous visitor during the war. Jimmy Stewart was based here and served as Executive Officer during the Spring of 1944. The 453rd were taken off operations on the 12th April 1945.People who remember him say he was a lovely guy, and a real leader of men.”

The historical side of Old Buckenham doesn’t end there.

Along with two other ex-fighter pilots, Gerry displays a Boeing Stearman for the Arnold Scheme.

The Arnold Scheme was set up during World War Two – British skies were a dangerous place to learn to fly so cadets were sent to America and taught to fly.

This was organised by General Arnold and the trainees flew the iconic Stearman biplanes. “After the war ended the former students kept meeting up. I spoke to them and said as long as they keep coming, we would display the three Stearmans,” says Gerry.

FOR THE LATEST NEWS GO TO... www.loop.aero +BURSARIES THE ROYAL AERO CLUB

Funds for flying DO YOU know of a young person trying to get in the world of aviation? Point this article out to them...

The Royal Aero Club has announced its bursary scheme for young people for 2011.

They include The President’s Scholarships (two bursaries worth up to £750 each), the Peter Cruddas Foundation Scholarship worth up to £1000, and additional bursaries worth up to £500 each.

The bursaries cover all types of air sports and aviation-related activities including paragliding, gliding, hang-gliding, parachuting, microlight aircraft, helicopter, fixed wing aircraft and the designing, building and flying model aeroplanes.

The scheme is open to anyone between 16 and 21 years of age wishing to progress their interest. Closing date for applications is 31 March 2011.

Applicants must be UK citizens, resident in the UK,

SHOOTING STARS

“So once a year they all still meet up at Old Buckenham. It’s a great day for the whole family.

All the veterans come along and bring their families including grandchildren – it’s all good fun.

“At the last meeting we had Air Marshal of the RAF, Sir Michael Beetham, come along for the day.

You don’t get any bigger than that.”

Gerry also offers trial lessons in the Stearman to spread the aviation bug, along with the school’s two PA-28 Cherokees and a Super Cub. “The Stearman is close to 70 years old. It’s a genuine warbird and on the trial lesson you actually get to handle the controls so the customer actually gets to fly this stunning aircraft.

“A 90-year-old former Blenheim bomber pilot was given a flight as a birthday present. It’s not an easy aircraft to get into so we needed to take it step by step but he had a great time and really enjoyed himself! It’s such a fun aircraft.”

Elsewhere in the hangars at

Old Buck there is a wide range of aircraft, everything from two Stearmans, a Cessna 190 and Super Cub, all the way up to a Van’s RV-8 and an Extra 400.

With plenty of choice for airfields Gerry thinks that Old Buck has something special to offer.

“It’s a lovely quiet and peaceful airfield. It used to be noisy when the parachute school was here, but they’ve now moved to Beccles.

“It’s a contrast to places such as Norwich. It is good to visit and learn at an international airport, because you learn an awful lot in that environment and I am in favour of that sort of thing.

“But from my point of view it’s much easier to learn from an airfield like Old Buck, because you get into an aircraft and you’re airborne in minutes, whereas at the bigger airports you have give way to just about everything and it can be rather time consuming where as this is a really friendly place to fly.” www.oldbuck.com

Clockwise from main: Old Buck CFI Gerry Honey in his favourite Stearman; visiting Tiger Moth; US visitors to the former bomber base; bar and cafe inside the clubhouse

and training and flying can only be conducted at Clubs, Associations or training establishments in the UK. Applications, which must arrive at the Trust by 31 March 2011, should be submitted through a sponsoring Organisation, Club or Association.

Full details, rules and an application form are available on the Royal Aero Club Trust website. Good luck! www.royalaeroclubtrust.org

GET YOUR CLUB NOTICED IN LOOP clubs@ loop.aero

Just one of the many helped by the scheme

+PHOTO ALBUM

TG AVIATION PPL Jules Williams Alan Robson First Solo Joe Fusco Toby Trice www.tg aviation.com ANDREWSFIELD First Solo's Paul Jarvis www. andrewsfield. com DENHEM SCHOOL OF FLYING PPL's Bhavin Makwana Mohammed Rehman George Rees Oliver Haslam Andy Borrell Leyla Khamri IMC James Limm www. denhemschool offlying.com Congratulations to all the stars!

The Cotswold Air Show raised more than £4600 for the RAF’s leading welfare charity. The Air Show has formed a strong partnership with the RAF Benevolent Fund. Here is the RAFBF’s regional director, Martin Henshaw receiving the cheque for the charity from airport director Charles Mondahl. +WINNER CAPTION COMPETITION

“... so I says to ‘im...”

IF YOU remember we showed you a picture a couple of months back asking what former F1 racer David Coulthard and TV presenter Jeremy Clarkson were saying when chatting at Cotswold Airport, during a break in filming.

Well, congratulations go to reader Brian

Cannell, who came up with this little gem: “If they let you run your F1 car along the runway why won’t they let me taxi my Lightning?”

Well done Brian! We’ll round up some goodies and pop them in the post post-haste.

www.loop.aero DECEMBER 2010 LOOP 35

flightCLUBEVENTS

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

Learn whilst enjoying a pint

Skegness

PHOTO Calzz

GRAND TOUR B R I E F I N G BEER AND BRIEFING, STAPLEFORD, TAWNEY, ESSEX, 9 DEC

Stapleford is holding a beer and briefing day - learn with a lager!

DARK at 16:30, cold mornings, low clouds, rain, frost – as a pilot there's not much to get excited about in these long winter months, but Stapleford has

decided that beer is the answer - sort of!

Stapleford Flight Centre, based in Tawney, Essex is once again opening its doors for a beer and briefing evening.

Perched on the official ‘drier side of Britain’, Skegness is small enough to offer a friendly atmosphere but large enough to provide hours of entertainment for young and old alike.

PHOTO Kippel

Speaker Mike Haynes in his SAR days

The evenings run over the winter months and cover a variety of subjects.

December's focus will be on winter flying and the IMC rating – perfect timing following the recent indication that EASA will grandfather rights to IMC rating holders prior to 2012.

This is a free event and will be hosted

by Stapleford instructors Mike Haynes and Alex Flynn. It's open to all pilots and student pilots; gang up in a car and have a designated tea-totaller. Refreshments will be available and non-members are welcome to attend this informal and informative event in the clubhouse.

This winter's events follows the success of two open briefing sessions in the summer, a general and relaxed beer and briefing session that covered a wide range of questions and a second evening dealing mainly with RT communications. www.flysfc.com

VISIT HERE Skegness Pier EVENTS PLACES TO GO IN DECEMBER AND THE NEW YEAR

+ 2 December, GAPAN Aptitude Tests, RAF Cranwell. If you’re interested in becoming a professional pilot, then you should attend one of GAPAN’s regular aptitude assessment test days.

Price: £175 020 7404 4032 www. gapan.org + 4 December, LAA Homebuilder Courses - Weight and Balance, Watchford Farm, Devon A comprehensive day course dedicated to learning the fundamental woodwork techniques.

01280 846 786 www. lightaircraftassociation. co.uk + 4 LAA Homebuilder Courses, Propellers, Turweston Aerodrome

Care and maintenance of ground adjustable and in flight adjustable propellers. 01280 846 786 www.light aircraftassociation. co.uk

suitable for beginners or electrical experts who know little about aircraft electrical systems. Cost £85.

01280 846 786 www.light aircraftassociation.co.uk

+ 9 December, Winter flying and IMC briefing, Stapleford Flight Centre, Essex Stapleford Flight Centre is inviting pilots to another Beer and Briefing open question and answer session.

The focus will be on winter flying and the IMC rating. 01708-688 380 www.flysfc.com

+ 15 December, LAA Homebuilder Courses - Wooden Aircraft Structures, Field Rise, Kite Hill, Wanborough, Wilts. A comprehensive day course dedicated to learning the fundamental woodwork techniques.

01280 846 786 www. lightaircraftassociation. co.uk

+ 11 December, LAA Homebuilder Courses - Electrics, Turweston Aerodrome. This course provides an introduction to permit aircraft electrics and is

+ 1-2 January, North Coates Flying Club Brass Monkey Rally, North Coates Airfield, Lincolnshire. 01472 388850 www.north coatesflyingclub.co.uk

+ 08-09 January. Icicle Fly-in, Leicester Airport, The BMAA event for the hardy.

Camp by your aircraft. There is a full bar to keep you warm. www.bmaa.org 36 LOOP DECEMBER 2010 www.loop.aero

+ 2 January, Aviation and airline collectors fair, Croydon Airport Terminal Aviation and military collectables, books and model collectors and other rare and unusual toys. £3 entry, children under 14 free. Free car park. 01737 822200 www.redhillairshow. co.uk

+ 12 GASCO/CAA Safety Evening, Excellent events focusing on safety issues for private pilots, with subject typically including flight planning, infringements, look out and good airmanship. Highly recommended. 02089 553432 www.gasco. org.uk

+ 2 January, The Great Hampshire Microlight Club Frosty Soup Fly-In, Colemore Common Airfield. Soup, hot drinks and the barbeque will be on the go. No landing fee or cost for refreshments.

However, donations will be collected for the Hampshire and Isle of Wight Air Ambulance.

07711 150309 www.bmaa. org/events.php

+ 15 January, LAA Homebuilder Courses - Jabiru engine maintenance, Southery Airstrip, White House Farm, Nr Downham Market, Norfolk 01280 846 786 www. lightaircraftassociation. co.uk

+ 8 January, 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 attendance of the aircraft electrics course.

01280 846 786 www. lightaircraftassociation. co.uk

+ 22 January, Aviation Weather School (Part 2), Wombourne, Staffordshire Part 2 of the Weather School is for those who have already attended Part 1 and have a firm understanding of weather concepts, beyond that of the PPL. 01902 895252 www. weatherweb.net/ weatherschool.htm

Airport will not accept anyone who has not pre-booked and non VAC pilots will have to pay the full landing fee.

01223 373765 www. vintage aircraftclub. org.uk + 22 January, LAA Homebuilder Courses - Rotax 912, Turweston Aerodrome. Installation considerations and pilot maintenance for the Rotax 912 series.

01280 846 786 www. lightaircraftassociation. co.uk + 25 January, GASCO/ CAA Safety Evening, Multiflight Flight Training Centre, Leeds/ Bradford Airport. Events focusing on safety issues for private pilots, with subject typically including flight planning, infringements, look out and good airmanship.

01132 387130 www. gasco.org.uk

+ 26 January, GASCO/CAA Safety Evening, Airfield Terminal, Sandtoft.

Focusing on safety issues for private pilots, including flight planning + 22 January, Vintage and good airmanship.

Aircraft Club Snowball Rally, Cambridge Airport 01427 873676 www.

PPR Essential. Cambridge gasco.org.uk

Nothing says the good old days like a stroll along the pier, so while you’re there take a walk along the prom, Prom, Prom, where the brass bands play (tiddely-om-pom-pom!), you’ll find everything from restaurants to 10-pin bowling to keep entertained.

EVERYTHING ELSE Plan your stay...

STAY HERE: NORTH SHORE HOTEL & GOLF CLUB This stunning hotel is claimed to be the closest hotel in Skegness to the Sea and also boasts an 18-hole championship golf course attached to it. The hotel offers deals which include bed and breakfast as well as two rounds of golf starting at £87. www.northshorehotel.co.uk

VISIT HERE: FANTASY ISLAND With 25 rides there is something for everyone to have a go on.

With carousel rides for the kids, to the whopping Jubilee Odyssey, which is the theme park’s centrepiece attraction. This monster of a 'coaster dominates the east coast skyline at 190ft tall and features a staggering drop www.fantasyisland.co.uk

EAT HERE: SAN RUFO'S This popular Italian restaurant, located in the heart of Skegness has a decking area popular in the summer, but is cosy inside. It is a family run restaurant and named after the hometown of Luigi based in the South east of Italy. www.sanrufos.co.uk

PLAY HERE: SEACROFT GOLF CLUB This links course is 115-years-old and despite modern developments in clubs is still a challenging and rewarding course.

It is set in an English Nature Site of Special Scientific Interest with glorious views over the nature reserve, the Wash and to the distant Norfolk coastline from various holes.

THE STRIP SKEGNESS AIRFIELD (EGNI) CONTACT: Mr F Ellis, Skegness Water Leisure Park, Walls Lane, Skegness. Tel: 07957 595835 RUNWAYS: 11LH/29RH (grass) elev 10ft, and 03LH/21RH (grass) elev 10ft LANDING FEES: £7

Cleaning chemicals De-icing & anti-icing products Cleaning chemicals

TKS fluid

BELGIUM • www.aero-sense.com

According AL-5 DTD406B And alcohol-free TKS

tel +32 (0)51 26 80 00 info@aero-sense.com

aerosense_loop_240910.indd 1

Ice-5 fuel Anti-icing additive

Granular & liquid runway deicers

Aircraft cleaner GMP screen cleaner Windshield cleaner Insect remover

ASTM1431B certified Boeing certification D6-17487

DiEGME according ASTM-D4171-03

21-09-2010 12:59:13

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Nick Heard Looking back on a year gone, and looking forward to the year ahead and how to make it safer and better

NICK HEARD has been one of LOOP's expert pilots since the very first issue.

He’s a flying instructor, current B747 captain and a former RAF Tornado pilot

S

O where did 2010 go? Another year has flashed by. With all the economic uncertainty around, General Aviation is still perhaps, at best, just ticking along, despite our best efforts at LOOP! Any form of flying is an expensive business – aircraft, equipment, training, maintenance, administration. I’m always saddened to hear of people giving up flying because of expense, but it’s not hard to see why it happens.

I am not sure whether 2010 has been a better year for GA safety than any other, but reading through the various flight safety data publications indicates that many of the usual causes of accidents and incidents remain prevalent. Mechanical problems are ever-present, with engines giving up on pilots for various reasons – sometimes through breakdown but still, too often, through carburettor icing. What is encouraging is that the forced landings following such failures usually result in safe pilots and passengers, even if the aircraft gets bent. So practiced forced landings, on your own or with an instructor, should remain a big part of your ongoing training.

Incursions into Controlled Airspace (CAS) remain at a remarkably high level, despite (or perhaps because of) many more pilots using GPS devices. It’s really just a matter of knowing how your kit works and in maintaining a sensible balance in the cockpit between using it and doing

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everything else – such as using the radio to get a clearance! Take time to plan before embarking on a trip, especially if it involves close proximity to CAS – use the listening squawk system even if you are not planning to speak to the ATC unit involved, and have back-up plans available in case the weather drives you away from your desired route.

Get help from ATC early if things go wrong, and phone them afterwards if you realise that you drifted into their airspace.

Many accidents and incidents in GA (and indeed in commercial flying) are the result of poor decision making, which brings us into the realms of human factors.

Accidents are invariably the end product of a sequence of events – we should learn from such events to make sure they are not repeated.

But many poor decisions are made even before a propeller is turned – plans are made for exciting trips and the dreaded ‘Press-on-itis’ starts to bite, despite clear evidence to the contrary – which is to say, unsuitable weather. All sorts of things come into play here with regard to human character and relationships as you decide if it’s a GO or a NOGO – but some nasty laws of physics are always waiting to trap those who venture into the air in conditions to which they are not trained or experienced.

So never let ego or pressure

Sponsored by

from others deflect you from the only sensible decision.

But there are still lots of things to excite us in GA. New aircraft are being manufactured, and there are lots of things to try in flying, an hour or two of aerobatics – great fun, and extremely useful for developing confidence in handling an aircraft. Similarly, a couple of hours of instrument flying can give you a bit more confidence if you are caught out on that worst day so that you can safely fly your way out of trouble.

These exercises can be used as your required two-yearly trip with an instructor.

And for those looking to get into flying professionally, I think things are looking up.

Airlines are always terrified of training up new pilots during times of recession, and are therefore always caught out when things pick up, resulting in desperately late recruitment drives to fill flight deck seats.

There are signs of this happening now, especially as many pilots are enticed abroad, leaving gaps at home. If you have been an unfortunate victim of the last couple of years in having obtained a shiny new Frozen ATPL but no job, now may well be the time to renew the IR and medical, and keep the phone on and charged up! You might even invest in a simulator ride and some airline career interview coaching, so you know what to expect when that call comes.

Many accidents and incidents are a result of poor decisions

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38 LOOP DECEMBER 2010 www.loop.aero

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+3 TO REMEMBER

WINTER is well and truly here, and as always will affect your flying, or at least your ability to fly. Here are three relevant points to keep you safe in the cold.

Check provisions #1 Winter has started in Europe with a vengeance and the British Isles has been completely covered in a sheet of snow and ice. If you are planning to go flying in cold conditions, make sure the aircraft is completely free of ice, frost, and snow. Check the runway condition. Think about survival in the event of a forced landing – a fully charged phone, blankets, extra clothing, flask of soup – all the things which are being recommended for the car at the moment!

GURUS

Q&A ALL YOUR QUESTION ANSWERED

BY THE BEST IN THE BUSINESS +STAR QUESTION

Bad weather? Don't force the flight #2 A Boxing Day flight may be a superb present for a loved one, or a quicker way to visit a far off family member, but don’t get pushed into it if the weather is not right.

It will be a disappointment if you can't go flying, but not as disappointing as getting airborne in the wrong and potentially dangerous conditions. Save it for another day – there's always tomorrow.

If this greets you, turn around

Drinking and flying #3 I can’t believe anyone drinks alcohol and then flies later the same day (different rules may exist across the Channel!), but watch out for flying the day after some Christmas festivities. Don’t expect your skill and judgment to be as good if you are feeling hung over.

A general rule of thumb to make sure the alcohol is out of your system is to wait a hour for every unit you have drunk the night before. This depends on the strength of the booze and how healthy you are. ▪

WHAT’S WHAT?

Q| I’m a little confused as to what licence type you need to do what. I know to fly you need a PPL, to fly a big airliner you need an ATPL and if you want to fly for financial gain you need a CPL. Where is less clear is the boundaries in between. If you want to fly a small jet for corporate charters do you still need an ATPL, if you want to fly a 747 cargo plane do you need more than the CPL? If you want to fly a twin for tourist trips, what do you need?

WHICH WAY IS UP?

Q| I read about an accident in the US where a pilot got totally disoriented and ended up stressing the wings off. What is the best way of getting out of that situation?

A| As soon as you think you are accelerating in a descent get the power off and increase the drag.

So close the throttle and put any propeller you have to a position where it will give some braking action. Next thing depends on your attitude, assuming you have some sort of idea what it is. In a true vertical down, all directions are the same, but if you are descending at

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

NICK HEARD

DENNIS KENYON PHIL O'DONOGHUE DOROTHY POOLEY ALAN CASSIDY MBE

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

Former World Helicopter Freestyle Champion Dennis is our rotary expert

Flying instructor and aerobatic pilot. Phil is our resident Brains for testing gear

Top instructor and examiner, Dorothy shares her wisdom

What licence is needed to fly passengers?

Is it as simple as anything that you get paid for, you need a CPL and if you carry any paying passengers you need an ATPL? A| Generally speaking you are correct. You need a CPL for remunerative work, but you do not necessarily need an ATPL to carry fee paying passengers, as on the multi-crew aircraft, you can operate as P2 (FO) as a CPL. Indeed that is how most people would gain experience before their ATPL can be issued. In the past you could gain an ATPL just by completing 1500 hours of some other angle you should first roll to wings level with positive G. Only then should you start to pull.

Don’t use gear, flaps or dive brakes if you are over their limit speed as to break them now will only give you more problems later.

If you have a G-meter, pull steadily to the maximum permitted load. If the wing shows signs of stalling before you get there, then you're not really going very fast and you can just ease off a bit. If you get to the maximum permitted load and the speed is still increasing, then don’t panic about going a tad past Vne. If it’s a choice between going a bit too

experience and having passed the theory exams. Now, in order for the ATPL to be issued, the 1500 hours must include 500 hours of multi-crew experience, which can only be obtained by flying an aircraft certified for multi-crew operations. You also have to pass a Skill test in that type. If the aircraft in which you are carrying passengers is only certified as single crew (even if operating with two crew) you can operate with a CPL but you cannot gain multi-crew experience hours towards the ATPL! - Dorothy Pooley fast and pulling a bit too much G, I would accept going a bit too fast.

Loading the wing to max G will cause a fair deal of drag and may anyway stop you exceeding Vne. Loading the wing beyond max G may cause something to go twang suddenly.

If you don’t have a G-meter, then you have a more difficult job. The key thing is not to panic or over-react. Pull, yes, but pull progressively more and see the effect on speed and angle of descent; try to predict a path that is steady but will get you level without going over Vne more than 10%. - Alan Cassidy

Current British National Advanced Aerobatic champion and respected author

NEED TO SPEAK YOUR MIND! THEN EMAIL YOUR OPINION TO LOOP incoming@ loop.aero +NOTAM

CHRISTMAS & NEW YEAR Many airfields close or operate reduced hours over the holidays. Here's just a few:

COVENTRY Closed 25-26 December, 1 & 3 January.

GLOUCS Closed 25 December, open 1400-1600 26 December. Closed 1 January.

WELLESBOURNE MOUNTFORD Closed 31 December to 2 January.

REDHILL Closed 24-28 December, 2-3 January.

CAMBRIDGE Closed 25-28 December, 1 January.

SANDTOFT Nothing to do with holidays, airfield closed from 24 November to 1 January 2011. www.loop.aero DECEMBER 2010 LOOP 39

40 LOOP december 2010 www.loop.aero

LOOP-DEC-48.indd 48

10/12/10 11:01:03

flightCLUBFLIGHT SCHOOL

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

MY FIRST SOLO RORY UNDERWOOD WHO Rory Underwood, England Rugby legend, record try scorer and former RAF pilot DATE December 9 1979 WHERE Marshalls at Cambridge and RAF Barkston Heath AIRCRAFT Cessna 150 and Jet Provost HOURS WHEN SOLOED 16 HOURS NOW 2800, including my PPL and a bit of gliding INSTRUCTOR Squadron Leader John Hills

PHOTOS www.sporting-heroes.net

ENGLAND’S BEST WING MAN I FLEW solo twice really, the first time was when I was 16 in my summer holidays after finishing my GCSEs. I went through the Flying Scholarship for the RAF so I flew the Cessna 150 at Marshalls in Cambridge.

I completed a 30-hour course, paid for by the RAF, and then flew an extra five hours to get my PPL. I don’t really remember the solo at Cambridge but I do remember that I had always wanted to fly, although never had the chance before. The first time I went up I asked my instructor, “What happens if the engine stops?” He said, “Well, let’s see shall we?” and cut the engine! I thought we would just drop out of the sky, but of course we didn’t.

That was one of the first memorable moments of my flying career. All I remember about that solo was doing

Underwood is still the highest international try scorer in English Rugby history

a couple of circuits instructor said, “Land and just looking at after this one.”, which headings. For me the I thought was strange. first time I went solo taxied, and he said, It was similar We in a Jet Provost is very “Right I want you to go to when you solo...” Holy sh*t! memorable.

Before I went solo for drive your All he wanted me to the RAF I had to learn do was get airborne, fly car for the circuit consolidation, a normal circuit, come which involved back round, land, taxi fi rst time... different types of and pick him up.

I remember circuits, for example a I can remember glide, a stuck throttle getting in the air and being elated and flapless. After I’d looking at the fact that completed them a few times I there was nobody sat beside had to wait for the instructor to me, it was similar to when you say I was ready. drive your car for the first time This was at Barkston Heath. I and I remember being elated to wasn’t based there, and in fact be on my own and flying. was stationed at RAF Cranwell, After I finished my training I but because of the sheer flew the Hawk at the advanced amount of trainee pilots we flight training, next onto had to go off to other airfields Tornados and then I flew the away from the base.

Canberra for six years.

My solo in the Provost Now that I’ve retired from happened a trip or two earlier the RAF I do miss the low level than I was expecting, and my flying we did!

+NEW PILOT JASMINE CLARKE

Following in her father’s footsteps IT’S part of the job of a teenager to go against what their parents tell them, it seems – especially when it comes to career advice. Not always, though.

Jasmine Clarke, 16, has just flown solo for the first time after, her father, and instructor, Andrew said she was ready.

The pair fly out of Halfpenny Green, Wolverhampton where Andrew’s school, The Flying School Ltd, is based, but it seems that Jasmine wasn’t sure what she wanted to do until a spell of work experience led her on a potential career path.

“Jasmine wasn’t interested in flying back in March, but she got a stint of work experience at the airfield, including some time in the control tower and elsewhere on the airfield and she wanted to fly after that,” said Andrew.

When it came to the father/ daughter relationship Andrew said he didn’t give Jasmine any special treatment: “If anything I was probably harder on Jasmine than I would be a normal student, but

she’s done really well. I’m really proud of her. She had flown for 14 hours before she went solo and we’re going to keep on until she can get her licence next October.”

To help pay for her lessons

Jasmine now works on the airfield on a Sunday inbetween studying for her GCSEs. Ulitmately Jasmine wants to become an airline pilot, “I’m trying to get her to go via the self-

improvement route over the next five or six years so she has more experience, which is better in the job market – she could even come and instruct for me,” said Andrew. www.theflyingschoolltd.co.uk

+INSIDE TIP

With plenty of hours under your belt it’s easy to forget the simple things that kept you safe at the start of your flying career. So LOOP has been hovering around airfields for some time now and has picked up a few tips along the way which we kindly pass on to you...

DON’T FLY AS A COMMITTEE

Jasmine and her trusty Cessna 152

THE old saying ‘too many cooks spoil the broth’ can be true in the cockpit as well.

More than two pilots in an aircraft can be a dangerous combination.

Rather than solve a problem straight away, pilots will tend to debate problems when they arise.

The best way to avoid this is before the flight, determine who will be the pilot flying and what the roles of the non-flying pilots will be. This will solve any problems of delaying what should be a quick decision.

www.loop.aero DECEMBER 2010 LOOP 41

flightCLUBGET RATED, PLANE CRAZY BECOMING A PARACHUTE PILOT ON A PPL

Build your hours and have a lot of fun If you want to build hours on several different types, enter the world of the parachute pilot. John O’Connell has more than 12 years experience in flying jumpships and explains how you can become a drop pilot

AMAZINGLY in the UK it is still possible to fly parachutists for a parachute club on just a Private Pilot's Licence. Becoming a parachute pilot is a really good way of putting your PPL to good use, and it's interesting, challenging and a hell of a lot of fun.

Parachuting and dropping skydivers in the UK is closely regulated by both the British Parachute Association (BPA) and the Civil Aviation Authority.

In order to drop parachutists, first of all you will need the relevant ratings on your ticket, (A) for the type you are flying and (B) the airspace you are operating in. Next item on the list is to carry out an approved BPA parachute pilot course. This includes parachute training on type, ground instruction followed by a written theoretical exam and then finally meeting the required standard for a flight test.

Once you pass the flight test you qualify as an approved parachute pilot for the BPA. All of this is carried out in accordance with the BPA operations manual.

I began flying parachutists over 12 years ago when I still possessed just a PPL/A and twin rating. I made the most of the opportunities which

came my way and this gave me the chance to fly such hugely varied types as the Cessna 182, 185, 205, 206, 207, 208 Caravan, BN-2B Islander, DHC-2T Turbo Beaver and even Antonov AN-2 in the role of parachute pilot.

Right from day one I really enjoyed the challenge of dropping skydivers and found it to be a really rewarding experience too.

If you want to pursue a career in aviation, becoming a parachute pilot could be just what you are looking for and a great place to start. It can give you a good introduction to the skills needed to become a competent professional pilot. This can include hands on experience of operating complicated aircraft such as multi-engine, high performance and even turboprop types, carrying out multiple take-offs and landings each day, dealing with fuel management and C of G issues, flying in challenging airspace, all whilst communicating with a combination of the relevant ATC, the Drop Zone and the Jump Master all at the same time – this can do wonders to help hone your multi-tasking skills!

All of this, combined with better knowledge and understanding of weather can help to build your confidence, knowledge and ability

as a pilot and even if you don’t intend on pursuing aviation as a career it is a positive step forward, plus it is a fantastic way to build hours. In my opinion all of these aspects of parachute operations can be very useful and help you to gain confidence as a pilot.

The best way of becoming a

drop pilot is to contact your local parachute club and see if they have any openings.

From time to time they will be on the lookout for good hands-on pilots who are prepared to get stuck in and help out. However, it must be remembered that if you only hold a PPL you cannot receive

payment for your flying under any circumstances – it's voluntary.

And, as an added bonus, skydivers in general tend to be a pretty flamboyant bunch and the social aspects associated with flying for a parachute club can make for some interesting and memorable experiences.

WHAT THE BPA SAY AB OUT BECOMING A DROP PILOT

BELOW is what the BPA say about becoming a drop pilot,from the BPA’s Operations Manual detailing requirements in becoming a Drop Pilot.

LICENCE Pilot holds a valid pilot’s licence for the type or class of aircraft to be flown (including any differences training appropriate to the type).

EXPERIENCE Pilot has at least 100 hours as Pilot in Command (PIC). In addition he/she must have at least 5 hours on type.

AGE No person over 55 will be accepted for initial parachute pilot training.

TRAINING The pilot must have flown at least four lifts (accompanied and supervised by a BPA Pilot Examiner (PE) or Club Chief Pilot) as PIC (under supervision) on the type of aircraft to be used. The lifts are to be live drops of one or more experienced parachutes.

CCPs must hold a BPA Pilot Authorisation on the type of aircraft being used.

The pilot must have at least one hour of ground instruction on parachute dropping techniques, standard procedures and emergency procedures given by at least a BPA Advanced Instructor or BPA Pilot Examiner and has studied the BPA Pilot’s Manual and relevant sections of the BPA Operations Manual.

TESTS The test will be conducted by a BPA Pilot Examiner. The test will be conducted according to the Flight Test Proforma and will be a live drop under the supervision of at least a Category System Instructor or Team Leader.

Or in the case of aircraft whose seating capacity only permits the use of one pilot’s seat for parachuting to be safely conducted, have flown at least three flights with a BPA Pilot Examiner and performed at least two lifts including live drops with a Category System Instructor or Team Leader and under the ground supervision of a BPA Pilot Examiner. A written exam also has to be completed. www.bpa.org.uk

SUBSCRIPTIONS

Bl d is Blades i the th mostt passionate i t advocate d t off h helicopter li t fli flight ht in i publishing. bli hi With news, show reports, flight tests of machinery as varied as Bell’s 47 to Eurocopter’s EC135, and field reports from operators, military exercises, and record setting expeditions, BLADES covers every aspect of rotary.

Benefits include: • Delivered straight to your door • Get your issue before it’s out in the shops • Save on the cover price • Just £15.00 for 6 issues (worldwide) FOR AN ANNUAL SUBSCRIPTION TO BLADES CONTACT THE SUBSCRIPTIONS DESK ON +44(0)1223 499799 OR EMAIL SUBSCRIPTIONS@LOOP.AERO

42 LOOP DECEMBER 2010 www.loop.aero

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

JOE THORNE

Possibly the best job ever!

Joe Thorne has seen some amazing places during his time as a ferry pilot

W

HEN you ‘have to’ travel the world to earn a living you know something is going right... and that’s how Joe Thorne feels about his life!

Q| What first attracted you to flying as a career?

A| I’ve always loved the concept of being in flying machines – it just seemed romantic I guess. When I was very young my family moved to Guam and I took my first ride on a 747 and it just seem like the greatest thing ever.

When I got older I began to read books about the seafaring days of Britain and I thought that would be fun to fly round the world on my own in a flying machine.

Q| How did you get into ferrying aircraft?

A| I was working in Alaska, flying mail out to the far north native villages to the First Nation people.

Quite often I would get glimpses of Russia and I thought to myself, “I really need to figure out how to cross these imaginary borders.”

I was used to only flying in North America, but wanted to cross the oceans and in a small aircraft. I called a couple of different ferry companies and one of them needed an Aviat Husky taking from Wyoming to London in the UK. It took about a week, the weather was bad and I had almost every part of clothing I owned on. I had to take it up to 18,000ft without oxygen. I just remember being really scared the whole time until

the weather cleared up and I saw the spectacular view. I got that job because I was the only tailwheel pilot around at the time.

Q| So even though you were scared you thought this is what you want to do?

A| Oh absolutely! I was so excited I couldn’t think of anything more fun to do. That Husky was so slow, I went in formation with another pilot in a 172. I would leave before them and about an hour later they would go creeping by.

Q| What has been the most interesting trip you’ve done?

A| I often do contract flying as well, so I’ll buy and sell aircraft for people, and then move them round the world. On one of these trips my girlfriend and I took a Pilatus PC-12 to Uganda. The customer turned out to be a fairly dodgy character who claimed to work for the CIA. He set us up with his partner in Africa and they wanted us to fly some land mine removal guys into Mogadishu – a bit of a problem as the airport had been closed for years. I’d heard that the Russians were still using it, and found a couple of Russian pilots in a local bar. They’d had a few but with my little bit of Russian and their English I worked out the way to get in.

Basically what we had to do was fly along the coast and then land with a tail wind, which could be up to 30kt. The reason for all that was because only half of the strip was a safe distance from mortar fire!

We landed as quickly as we could and dropped off the guys that were

there for land mine removal.

A week later we flew back in to pick them up and noticed a crater on the taxiway where I had parked up the week before.

The General from the Ugandan forces deployed there as peacekeepers came up and explained that literally just two minutes after we took off the week before that exact spot was hit by mortar fire.

Needless to say we fuelled up and got out of there pretty quickly!

Q| You’ve just flown the Kestrel turboprop to Abu Dhabi, how was that?

A| I had a great time, but it was a long trip though. One of the things about the Kestrel prototype is that

it’s not yet pressurised and we’re limited by oxygen – if we don’t have on board we can’t fly.

We thought we’d get some enroute at Luxor, Egypt, but the airport didn’t have any, so they suggested the local hospital. The hospital didn’t have any either so I asked them where they got theirs from – the local welding shop!

We headed to the welding shop, who were also withou, and pointed us to the exhaust shop, who eventually had some we could buy.

It’s one of the things you learn to adapt to when you travel the world.

It’s usually not being able to find Avgas though... oxygen had never been a problem before.

Q| Where’s your favourite place?

A| I love Africa. I was flying to Angola and read a BBC article about the São Tomé and Príncipe Islands which has the best chocolate and coffee. When I was there the plantation owners let me try their chocolate liqueur. They use 200kg of cocoa beans and distil it down to a couple of litres – you can’t buy it as it takes far too long to make. It was like drinking the best chocolate bar you’ve ever had... fantastic.

Q| What’s your ultimate trip?

A| One of my friends works for Virgin America and he’s on the list to be one of their astronaut pilots and I think that would be about the coolest thing to do! His wife is not too excited about it though!

Beached at Sky Harbour... not a bad place to refuel!

SUBSCRIPTIONS

Light Aviation is the free official publication for members of the Light Aircraft Association, for aircraft kit-builders, restorers, and light sport aviators.

It is sent free every month to LAA members, and is crammed with advice, flight tests, engineering guidance, news and features.

Benefits include: • Monthly magazine only available to LAA members • Annual membership starts at £48 • Priceless advice and access to LAA experts • Delivered direct to your door • Free landing vouchers

FOR AN ANNUAL MEMERSHIP GO TO THE LAA WEBSITE WWW.LIGHTAIRCRAFTASSOCIATION.CO.UK OR EMAIL SUBSCRIPTIONS@LOOP.AERO

www.loop.aero DECEMBER 2010 LOOP 43

BUY AND SELL YOUR AIRCRAFT ONLINE AND IN LOOP MAGAZINE www.loopmart.aero SHOESTRING RACER

TURBO ARROW PA28 RT-201T

Tel 01746783413 email ronsuebadger3@googlemail.com

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.

CESSNA T303 CRUSADER

One seater racing aircraft, new engine, ready to race. Trailer included. Maintained in approved wksp 35,000 Euros o.n.o Located: Rouen (LFOP)-France Contact: +33 6 09 31 55 55 Email: claude.james@scj.fr

1948 Chrislea Super Ace Mk 2

JODEL D112

760 hrs TT. Original Logs/paperwork/ manuals. Long range tank. Completely refurbished. Updated avionics. Engine Gipsy Major 10 Mk 2. Permit to fly April 2011. Always hangared. Offers invited.

Exchange considered car or plane.

Tel: 01483 200057 Mob 07900056655 Aces-high@btconnect.com

2 seat aircraft, Continental C65 new cylinders fitted, new mags, carb ­overhaul, In Good condition, new ­permit. £9,250.

Contact Chris Murgatroyd on 07711132247.

ROBIN DR 400

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

Nice example of this fast 6 seat twin. Low engine hours on factory re-manufactured engines. Low prop hours. Digital glass avionics, nice paint, new interior. Go to www.airbaseuk.com for spec sheet & video. €167,000 Euros no VAT. Go to our website for full details or call us AirBASE Aviation Tel: 01953 860701 Email: info@airbaseuk.com www.airbaseuk.com

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

GRUMMAN AA-5

ZENAIR ZODIAC 601 HD

PA 24 Comanche 260 1965

1974. Capable 4 seat tourer. 100 kts on 35 lph. 3000 hrs TTAF&E, 200 STOH. New prop. ARC to 8/11. Nav/Com, VOR, DME, Mode C. Cover. Flies beautifully. £15,000.

Call David on 01296 612955 (eve) or 020 7691 4035 (day).

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

SLINGSBY T67C

Europa Classic 912 P.O.A.

160HP Aerobatic Public Transport C of A, Fresh Annual, Airframe 2950 Hrs. Engine 600 Hrs, newly resprayed, new interior, Kingsilver Crown Com Unit, VOR, ADF, Transponder. £29,950 + VAT. Call Richard Brinklow Day 01892 520500 Eve 01892 824131.

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

Premier services at premium prices, Nicholson McLaren apply the highest standards of care and precision to your engine for optimum performance and reliability. Our aim is to be competitive and reliably the best in the UK. Our capability list enables us to offer the full range of rebuild and overhaul facilities, including shock load examination and dynamic testing for: • Textron Lycoming • Teledyne Continental Motors • Constant Speed units • Fuel Metering • Accessories • Bendix & Slick Magneto specialists • Carburetor Overhaul & Service specialists • Carburetor Recall service as per bulletin 582A • Heater Service Agents specialising in Janitorial B series, South Wind plus C&D Associates Heaters.

EASA 145 approved, the company is working to deliver a totally professional package of work covering engine and accessories.

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1967 CHEROKEE 180

Beagle Pup 150

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

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

MX-7-180 MAULE 1991

PIPER CHEROKEE PA32-300 (6/7 SEATER)

1980 BEECH BARON BE58 G-OSDI

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

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

FLS Sprint 160

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

A rare chance to acquire this iconic British aerobatic aircraft. Aerobatic to +6g-3g. TTAFE only 125 hours. 160 hp injected engine with constant speed propeller.

GBP£58,750 Go to our website for full details or call us AirBASE Aviation Tel: 01953 860701 Email: info@airbaseuk.com www.airbaseuk.com

Cessna 120 1946

YAK 52

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

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

1981 CESSNA 152

bellanca 7GCAA citabria TTAF 9436 TTE 2403 STOH 500, ARC due Dec 2010, Nav/Com1: KX155A, Nav/Com2: KX175B, ADF: KR85, Transponder: GTX320A, Always hangared and based at Sibson (EGSP), Red Cambria Cover,

Very Good Condition.

Price: £17,950, Contact: Alan Jury 01780 720170.

Cessna P-210 Pressurized Centurion II

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.

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

1970 Piper Arrow1 200hp

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

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.

BRITTEN-NORMAN

2004, BN2T Executive Islander, one private owner since new, 430 hours TT, as new, up to date maintenance, Rolls Royce 250-B17C engines (430 hours), Bendix King avionics, Century 2000 ­autopilot, executive interior including club seating (cream leather), folding table, CD player, refrigerator, air ­conditioning, enhanced observation windows and immaculate white paint scheme with blue stripe. Full specification and photos available on request.

Please contact Britten-Norman on +44 20 3371 4000 or email sales@britten-norman.com

46 LOOP DECEMBER 2010 www.loop.aero

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BUY AND SELL YOUR AIRCRAFT ONLINE AND IN LOOP MAGAZINE www.loopmart.aero G-CCZU - 2004

G-CCLW - 2003

G-CEWN - 2008

G-KELV - 2005

G-CEZG - 2008

OE-FYB - 2008

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

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

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

ZLIN 526

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

FIREFLY T67C

ROBIN DR400 REGENT 180HP

1979 PIPER PA28-161 WARRIOR 11

YAK 18T

Mooney M20J

1989 Public transport 160hp, TTAF 4890. 160hrs on factory engine. King Com, Kns 80 DME, ILS Markers, A.D.F. Transponder ARC. June 2010. £27,500 no Vat. Tel: 02088928832 07885283228

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

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

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

1987. Private aircraft, second owner.

Airframe and engine: TT 760 hrs, Lycoming IO-360-A3B6D, 200 hp, fuel injected. Interior 7/10, Exterior 9/10.

Garmin Avionics. $ 144,400.

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

GLASTAR, TAILWHEEL

Aviamilano F14 Nibbio 180hp.

PITTS SPECIAL S1

1976 PA 28 151

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

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

Symmetrical 4 aileron wings, Lycoming 0320, wide deck, only 75 Hr since top & bottom end overhaul, new crossover exhaust, lightweight starter, aerobatic sight gauge, 720 radio, £25k.

Tel: Gavin 07969027038.

DHC1 CHIPMUNK 1950

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

PULSAR XP 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 £27,000 Contact Paul – 01502 678125 Mobile: 07745 775937 Email – paul@blaircroft.demon.co.uk

Rotax 912.

Built in 2001 she has only 101 hours.

She is equipped with a transponder and a Garmin 250XL GPS and Comms unit.

I recently took her on a flying holiday around France where at a cruising speed of 95-100kts she was only burning a meagre 13 lph!! Permited until August 2010.

Contact: me at dave@theploughinnhorbling.co.uk or call me 07957 864886

www.loop.ae ro DECEMBER 2010 LOOP 47

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BUY AND SELL YOUR AIRCRAFT ONLINE AND IN LOOP MAGAZINE www.loopmart.aero Aviat Husky A-1B-180

See full spec on our website www.aviataircraft.co.uk Contact: +44 (0)1952 770428 CESSNA 182Q, 1979

High spec, IFR Certified.

Manufacturers new, two year warranty applies to this aircraft.

Price £125,000.00 (VAT paid via Denmark).

JABIRU G-HINZ

BELLANCA SUPER VIKING 1971 'N' Reg.

DYN AERO MCR01 SPORTSTER

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)

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

ROCKWELL COMMANDER 112, G-BDKW

SOCATA TOBAGO TB10

Total hrs 2300, Engine 200, Prop 200.

Colton respray 2004. comprehensive Garmin avionics fit with 530 moving map & tecas. Long range tanks. Black leather interior. Well maintained & in excellent condition. £68000.00 Contact: 01913734453 & 07977571387

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.

Low wing, retractable, four seat tourer, excellent condition, interior beige leather, airframe 2162 hrs, engine and prop 370hrs. Annual to October 2008.

Full airways instrumentation, Bendix King KX 20 TSO COM/NAV, KR 85 TSO ADF, Skymap IIIc. Garmin GTX 320 Transducer Mode S, NS 800 RNAV. Email john@jtjaklaschka.co.uk Tel : 01473 620677

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

MAULE M-6-235

SLINGSBY T61F

1981 MODEL CESSNA 172P

THE CLASSIC TAILDRAGGER

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

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.

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

VANS RV 9A DIESEL

PIPER PA28 CHEROKEE 140. G-AVLE

Rallye 235C

Airframe 7245 hours. Engine 475 hours since zero time (Norvic, new millenium cyclinders). Always hangared. 1 owner last 20 years. Narco Mk12D. GTX320 encoding transponder. Good condition o­ riginal paint. No accident history. Annual Dec 2010. £17950. Tel: 07786383415.

Email: vssnottm@btinternet.com

Taildragger in a superb c­ ondition. 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

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.

Reduce your flying costs, fly on a permit

RALLYE MINERVA 220

PRACTAVIA SPRITE G-BCWH ROLLS ROYCE 0240 LICENSED 1968 one owner a/c always hangered near London. In 1986 a BRAND NEW ENGINE. engine fitted with a turbocharger was installed but the turbocharger was ALL METAL AIRFRAME COROSION TREATED DURING BUILD. removed. The turbo manufacturers claimed that for continuous use 235 bhp LOW HOURS AIRFRAME AND ENGINE. with 250 bhp for five minutes would have been delivered.

PANEL MOUNTED ICOM RADIO AND SKYMAP 111c.

Some strengthening modifications have been retained. Otherwise the engine IMMACULATLEY FINISHED 2 SEATER TOURING AIRCRAFT, 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 ALWAYS HANGARED. IFR with 2* VHF, 2 NAV, ILS, DGO, RMI, 2*ADF, transponder, special extra FULL FLIGHT TEST REPORTS BY WELL KNOWN BAE TEST PILOT instrumentation. Not flown since £20,000 spent on new CofA. Brand new ROLAND BEAUMONT. propellor (some £8,000). Included a mountain of new and used spare PERMIT UNTIL JUNE 2010. engines, blocks, pistons, con rods, crankshafts, autopilot parts, etc. Ideal OWN AND FLY THIS UNIQUE AEROPLANE. aircraft for business or pleasure. £30,000.1009:Layout 1 20/10/09Contact Loop stripad ad 216x20 10:05 Page Tony Crook, Box 66,1272 Kensington High Street, London W8 TEL: 01253 397637 6ND or phone 0207 602 4992 or fax 0207 348 0389

For competitive aviation insurance...

Authorised and regulated by the Financial Services Authority

The classic 120kt taildragger - fully refurbished and corrosion proofed in 2003. Arc until November 2011.

Airframe: 5060hrs, Engine: O470A - 430hrs, Prop: Harzell 3 blade - 212hrs, PPonk undercarriage upgrade. ADF, GPS, NavCom, Xpder, 4 place intercom.

Excellent short field performance and touring capability. Currently based near Andover.

Illness forces sale. £40,000ono.

Contact Brian Metters 01225 446669, bhmetters@gmail.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 a­ vionics.

Based at Blackbushe for viewing. £54.000 Tel: Ian 07941 578182 email: ianjamesward@tiscali.co.uk

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

48 LOOP DECEMBER 2010 www.loop.aero

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BUY AND SELL YOUR AIRCRAFT ONLINE AND IN LOOP MAGAZINE www.loopmart.aero PA28-161

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.

PA28RT-201

PIPER ARROW 200 11

JABIRU SP470

Dornier DO27A1 1958

Only 95 hrs, Vacuum Pump A/H. D/I. VSI. Transponder. Intercom. Murray Flint Painted. VGC. £23,500 01580 240277 / 07970040724

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

CESSNA 177RG

One owner!

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.

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).

Dyn Aero MCR01-VLA(Sportster)

ROBIN DR 400 180

456HRS. 120 kts at 14 litres/hr.

Fantastic vis. Adjustable seats. R912, SS tuned exhaust, CS Prop. One builder owner from new. Permit 2011. £40,000 Contact: GBYEZ@live.co.uk tel 07747690078

Dolt year 2000; 570 hours, Airframe and engine, annual due Sept 2010, 1 owner, hangared from new, immaculate, standard VFR instrument and KMD fitted, reluctant sale, kept at Oban Airport Contact: johnmac1933@btinternet.com, home: 01631 710643, work: 01631 563519.

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 BEECH BARON 95-B55

Tecnam P-2006T

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

T7-reg, 2010, New aircraft, Total Time: 65 hrs., ENGINE Rotax Type 912 S3, Garmin, GNS430W NAV/COM/GPS, SL30 NAV/COM, GTX328 XPDR "S", GMA340, GI106A VOR/LOC/GS Indic.

Mid Continent MD200-306 VOR/ LOC/GS Indic. Bendix KI525A HSI, KN63 DME, KDI572 DME Indic. KR87 ADF, KI227 ADF Indic. KA44B ADF Antenna, KG102A Directional Gyro, S-TEC55X Autopilot Artex ME406 ELT. € 285,000 VAT free.

Stefano Scossa - 0041 912103128. aeromeccanica@bluewin.ch

DYN-AERO MICROLIGHT

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

peter@nelson01.eclipse.co.uk tel: 01395 578487

Dyn-Aero microlight (£55K ono) Rotax 100hp / Grand Rapids glass cockpit / txpr modeC /skymap gps 250 hr / new permit (July 2010) based Branscombe E Devon

PIPER NAVAJO PA31-310

1981 ENSTROM 280C TURBO SHARK

Only 890 A/F HRS, 100 HRS engine, good component times, original paint and interior, private use only, King digital avionics.

Phone James or Paul on 01328878809. For more details.

Grumman SUPER AA1

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

150BHP upgrade! Only 2850hrs airframe and 380hrs factory zero-timed 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.

PA28-181

1967 BEECHCRAFT MUSKETEER A23-24

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.

SOCATA TB9

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

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.

www.loop.ae ro DECEMBER 2010 LOOP 49

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BUY AND SELL YOUR AIRCRAFT ONLINE AND IN LOOP MAGAZINE www.loopmart.aero Beech 55 Baron 95B55

ROBIN DR 400/180 REGENT.

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. € 150,000.

Stefano Scossa – 0041 912103128 aeromeccanica@bluewin.ch LANCAIR 320

Slingsby Firefly T67M-Mk2.

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.

Price: £48,000, Robert –07737745604, 01666825962.

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)1923 269170, +44(0)7836351553. £70,000 + VAT

Reims built cessna F172N

SENECA 1

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 ­annual/ARC issued at ­purchase. View aircraft North Essex.

Email: ian@aeroservices.co.uk Tel: 01375 891165

Parting out, Engines 1800 from factory, good compressions and no leaks. Props sold. Very good cowlings and control surfaces, fuel tanks and tip tanks good. Grey leather ­ interior. All i­nstrumentation available. A good aircraft that is too good to break but a change of plan makes this the best option. Credit card payments accepted and parts delivered by UPS. Email: ian@aeroservices.co.uk Tel: 01375 891165

Piper PA-46-350P Mirage

American Champion 8KCAB Super D.

N4173N, 2000, For Sale in Switzerland, Airframe TT: 1030, Lycoming TIO-540AE2A, 1030 hours, Garmin Avionics, Hartzell HC-I3YR-1E three blades, constant speed. $ 570,000.

Stefano Scossa – 0041 912103128 aeromeccanica@bluewin.ch

For Sale in Switzerland, 2008, Aerobatic, Airframe, engine and propeller TT 80 hrs, Inverted Fuel and Engine Oiling Systems, Interior 10/10, Exterior 10/10, Garmin GTX330 Mode "S" Transponder, Bendix KMD150 MFD Color Multifunction Display. € 123,500.

Stefano Scossa – 0041 912103128 aeromeccanica@bluewin.ch

Cherokee

Tiger Moth

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 CIRRUS SR22 N719CD – GOOD CONDITION

2001. One owner. TT Airframe and Engine 1054, Prop 650. Dual Garmin 430's, Avidyne MFD, Sandel EHSI, S-Tec 55 Autopilot with Alt hold, Garmin Mode S Transponder, WX500 Stormscope. Portable Oxygen system, Cover. Annual to May 2011. £115,000 VAT Paid. Always hangared, view Plymouth.

Contact Robin Taylor 01364 73336, 07798 663034 or robintaylor@airteccc.co.uk

ROCKWELL COMMANDER 114

ACROSPORT II

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

Lovely two seat Biplane in excellent condition. Continental 165hp engine with Christen inverted system.

Airfame 220hrs, Engine 900hrs.

Full canopy plus aeroscreens for open air flying. Brand new radio plus transponder. New tailwheel, full set of Cambrai covers.

Smoke system.

Fresh LAA Permit. £26,000 ono. Please contact Malcolm - 07785 286338 Or Email - malcolm@capitalaviation.co.uk

1980 PIPER SARATOGA PA32

PITTS S2A – THE CLASSIC

301T Turbo, Hangared, Fixed gear csp 154kt, Full king avionics

Safe, reliable and economical, We have and skymap 111c, IFR and airways equipped, auto pilot, 6 place upgraded the interior, Exterior paint still glossy and in good order. JV was built in 1969 LAA Permit. Maintained to a high oxygen and intercom, new Lycoming engine – 155hrs. New 3 S/N 28-25572, A/F = 10414.43 Hrs, Engine standard. Massive amount of 1119.88Hrs. Avionics - Com1 / GPS – Garmin blade hartzell variable pitch prop – 75hrs. restoration work undertaken. Becker GNC250, Com2/ Nav - Narco MK12D, ADF – King KR87, DME – King KN64, Transponder radio/transponder. Electric starter.

Narco Mode ‘C’, The sale will include the ARC driven generator. Further 000 No Loop ad 216x20 Wind 1009:Layout 1 20/10/09 10:05£92, Page 1 VAT. 01226 790735 renewal andstripad a fresh annual. details. Marcus@innfrastructure.

Contact:- Roger Hawkes 07976-519263 Or Duncan Bennett 07866 – 458234. com. Tel 07900 244442.

For competitive aviation insurance...

Authorised and regulated by the Financial Services Authority

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

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

50 LOOP DECEMBER 2010 www.loop.aero

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BUY AND SELL YOUR AIRCRAFT ONLINE AND IN LOOP MAGAZINE www.loopmart.aero Cessna A-185 Skywagon F

Ikarus C 42

D-ELFO, 1980, Total Time: 3300 hrs, Engine TCM IO-520-D, TSOH: 1443, Oerhauled: 9/06, Propeller Mc Cauley D3A4C403/80UA-10, TSOH: 1000, OVH 5/03. Interior / Tan, 8/10. Exterior - 8/10. $ 135,000 VAT free.

Stefano Scossa – 0041 912103128. aeromeccanica@bluewin.ch

912 Rotax engine, Radio Transponder, VSI GPS Only 24O Hours from new, 5 years old. £50,000, Contact: Bobpage66@yahoo.co.uk

SLINGSBY FIREFLY T67M MKII (160HP)

1969 PA23-250D AZTEC

Piper PA-28R-201T Turbo Arrow III

Year 1993, Total Time Since New: Airframe - 4418hrs, Engine - 587hrs, Prop - 408hrs, Fresh Annual and all service bulletins/mods up to date

2008 ACA CITABRIA AURORA

1997 Super Decathlon

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.

2009 build SportCruiser plane for sale

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

7343 Airframe HRS 934 ENG HRS, Deice, 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. €46,200.

Stefano Scossa – 0041 912103128 aeromeccanica@bluewin.ch

PIPER PA32-300 CHEROKEE SIX

PA28-161 Warrior II

FABULOUS TOBAGO 200 XL

FOR SALE 1952 CESSNA 170B

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

1988, TTA 8665, TTE 280 Zero-timed rebuild 2006, Prop 280, Full King IFR, Trig Mode-S, Full repaint 2006, Public CoA ARC 24/2/2011, Ext 8/10, Int 7/10, Privately owned, Beautiful, reliable aircraft. £44,950. mjw3136@mjwade.co.uk 01280 860355.

Eng less than 600 hrs from new Prop 30hrs SMO. Remanufactured by Socata in 1997. King Avionics full airways, Skymap 111c. All 500hr items completed 2008, Cambrai cover, dingy, Workshop manuals.

No VAT (VAT paid). Like new £59950.00 or consider shares. 0789 4472 360 rodshears@ntlworld.com

Same owners and maintenance facility since 1990, A/F hours 6530, C of A to April 2011. Continental 0-300-A145 hp. 720 hrs since zero hour overhaul in 2002. King transponder with Mode C. Complete new exhaust system, magnetos o/h and all new hoses fitted in 2010. Peter Ford 0118 984 4450 or 07836 717565 or Mark Bridgeland 07973 755052

MOONEY M20K

ROBIN ATL

Turbulent druine d31

RALLYE 150SV

BASED AT WELLESBOURNE MOUNTFORD, Two 1/5th non equity shares available in low engine hours Mooney, £165 / month, £75 /hr wet.

Good availability. Or aircraft for sale £58,500 07903082740 for Des Hopkins, 07973380774 for Bill Woods.

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.

G-ARIM. A/F and engine zero hours.

Dismantled and in dry storage in North Berwick. Estate sale. £4,490.

Contact sa300.duster@virgin.net or Phone 01620 850448.

Fully refurbished sporting Breitling sponsored livery.

Please see the website www.GKHRE.co.uk for full details, price and contact.

Very good condition, Priced to sell.

For further details or to view please call us on +44 (0)1952 770189.

Robin aircraft DistrIbutor since 1995.

1970 CESSNA 172H REIMS

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

The new 155hp Diesel Eco Flyer, now from Finch Aircraft with diesel economy and Robin Perfomance.

Contact Steve Bailey 07973 691727 or csbailey@mac.com

ROBIN R2112, 1980

Used aircraft

D SOL D £78,000 No SOLVAT

2-seat metal economic tourer, semi-aerobatic.Suit low hours PPL £26,000 No VAT

ALPHA 160A, 2007

2-seat aerobatic sports tourer, zero-houred engine, new C of A

ALPHA 160 Ai, 2008

Fully aerobatic sports plane, low hours, looks wonderful

ROBIN REGENT - DR 400/180

£104,000 No VAT

The classic tourer, re-covered / repainted 2005, excellent condition £54,000 No VAT

ROBIN R 3000/120

Distinctive T-tail economic tourer, budget price ROBIN DR 400/100 CADET Economic 2 seat version of famous Jodel wing Robin. Great first time aircraft for new PPL

£12,500 No VAT £24,750 no vat

Mistral aviation ltd

SA341G CIVILIAN GAZELLE HELICOPTER FOR SALE

Contact: John Kistner Tel: +44(0)1730 812008 Fax: +44(0)1730 816237 Email: sales@mistralaviation.co.uk www.mistralaviation.co.uk SR20 G2 For Sale Excellent Engine & Component Times For Further Info, Contact +44(0)1328 830060 or jeremy.a.taylor@btinternet.com Lovingly maintained Jabiru UL 450

This aircraft is in excellent condition inside and out. Fully maintained and all AD's up to date. Only 460 hours TT, comes with a fresh annual. Full glass cockpit with EMAX. Can be viewed at EGHO. £125k plus VAT. Please call Bill on 07887720031 or email billpeachment@aol.com for full details.

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

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

De havilland dh60 moth major

SORRELL HIPERBIPE SNS7

G-ACNS S/N 5068 1934, impressive history, rare. £70,000.

Phone Croydon Parry 0207 6229115

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

ADVERTISE HERE! CALL CHRIS 01223 497060 OR EMAIL chrisw@loop.aero www.loop.ae ro DECEMBER 2010 LOOP 51

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BUY AND SELL YOUR AIRCRAFT ONLINE AND IN LOOP MAGAZINE www.loopmart.aero Grunman american aa-5a cheetah

fly this cub for £30 per hour - 1/5 share available

One of the best Cubs about.

Airframe lovingly restored & recovered 2009. 1946 L4, Continental C85 engine. New permit until June 2011. Electric starter & wing tank. Well managed group with plenty of availability.

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

GROUPS & SHARES

Hangared at excellent strip near Horsham.

Share £5000; hangarage £50/month; £30/hour wet.

01428 642601 / 07887 715757

Chipmunk 1/6 share £5,000

1/8 SHARE GLOSAIR AIRTOURER SUPER 150

PA-30 £17,000

SYWELL BASED BEAGLE PUP 150

£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 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

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

Contact: Phil 01327830549 07794624509. e-mail: intermanxnorton@me.com

Bölkow 209 Monsun

1/6TH SHARE

PA28 140 Cherokee

YAK 52 CENTRAL SCOTLAND

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)

Shares for sale in Yak52 group based central Scotland. 100hrs A/F & Engine since overhaul. Gorgeous example Warbird flying at flying club rates.

Full details from declancurtis@talktalk.net / 07736800682

C150 CHEROKEE WARRIOR ARCHER CHEROKEE 6

FIFTH SHARE PA28 PIPER WARRIOR 11

NORTH WEALD BASED BEAGLE PUP 150

PA28 – 161 WARRIOR II

Pitts Special S1-E Tex

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

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 ­welcome, excellent availability. £150/ mth + £70 wet. £8000. Call Ray on 07810502850 for viewing and trial flight.

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

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

Share available in G-BMTU at Sherburn in Elmet, IO360 S injected, TTE 680hrs, TTAF 200hrs. Half or third shares considered to suitably e­ xperienced pilots.

Contact Neil Pogmore neilpogmore@yahoo.com 07714 205147

SHARE FOR SALE BASED WELLESBOURNE

SUPER L4 CUB

MOONEY M20J

ROBIN REGENT

MX-7-180 MAULE 1991

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

Based at Co. Durham, 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.

1/4 share at £9,750 07801 184372

Yak55m G-NOIZ

GRUMMAN TIGER

PIPER 28R -180

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 non-equity 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

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. cloudmuncher@gmail.com

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 Fife/Glenrothes. 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

SPORTSCRUISER

Loop stripad ad 216x20 1009:Layout 1

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.

20/10/09 Page 1 Call Mike10:05 on 01234 355149 / 07725 560809

For competitive aviation insurance...

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

52 LOOP DECEMBER 2010 www.loop.aero

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BUY AND SELL YOUR AIRCRAFT ONLINE AND IN LOOP MAGAZINE www.loopmart.aero ROBIN 340 SHARE IN EAST SUSSEX

GROUP FLYING

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

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

1/6 SHARE AUSTER D4/108

PIPER ARROW 2 1/5 SHARES

JODEL DR1051M1 1/2 Share

ROBIN DR400-160

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

G-BHTC 3-Seat (or 2+2) at Oaksey. 1/2 share with great co-owner. 30 hours on 105hp Potez gives 3-seats & 100+kts cruise at 21 ltr/hr. 1520 airframe hours, new permit & beautiful. £12,500 Contact: 07967 805059

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.

SOCATA TB10 SHARE LIVERPOOL

WELLESBOURNE WARRIOR II

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

PA28 161 Shares for sale at £2500 each. Small friendly Group. Recent Annual. £70PM, £70PH Wet. For further details Phone Norman 01608 664613 / 07917 312158 David 01455 613001 / 07980 705844

Piper Arrow 200HP 1/6 SHARE – SUFFOLK

1944 L-4J PIPER CUB

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

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

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

EV97 EUROSTAR £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 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. cloudmuncher@gmail.com

www.loop.ae ro DECEMBER 2010 LOOP 53

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Clubs and Schools

Aircraft Dealerships and Parts

Aircraft Dealerships/Grass Reinforcements

arage Hang ailable av now ll for ca s price

West London Aero Club

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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

Batteries

Premium Aircraft Batteries and Chargers Call AQS 02086 062950

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

Place your Club or School here 01223 499799

54 LOOP DECEMBER 2010 www.loop.aero

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Clubs and Schools 5 DAY PPL GROUND SCHOOL/EXAMS No time? Too long since school?

Call Derek NOW. You will be astonished at how much you can learn and how much fun it will be doing one subject at a time, then the exam, then the next, and so on.

5 full days you’ll go home knowing the subject and all exams passed, to take back to your club.

Individual single days are also available.

COME - STAY - FINISH Ask for a leaflet.

Engineering

Hampshire Aeroplane Club Operating from

GOODWOOD Cessna 172/Cirrus SR20 PPL Training / Hire

www.hampshireaeroplane club.co.uk

Propeller Overhaul

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.

Stop worrying phone now

TEL : 07831 517428

Aircraft Respraying

07766 312221

7.15am - 8.30am

DEREK DAVIDSON flyderek@hotmail.co.uk Instructor/Examiner

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

DON’T CHASE SHADOWS

VHF RT LICENCE

Private Sale

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”

FOR SALE

Phone me for a chat Derek Davidson

Tel (from 7am - 8.30am & evenings) 07831 517428 / 07766312221 DEREK DAVIDSON flyderek@hotmail.co.uk

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.

Aviation English to Level 4.5 or 6 if required (by arrangement) certification 1 hour only

Telephone Number 01945 430210

Hangar Space

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

www.airworlduk.com

To advertise here please call Kirsty 01223 497063 or email kirsty@loop.aero

Hangar Doors

Ownership

Overseas Property

To advertise here please call Kirsty 01223 497063 or email kirsty@loop.aero www.loop.ae ro DECEMBER 2010 LOOP 55

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Software

Tailwheel Conversions

Maintenance and Propeller Overhaul

Pilot Life Assurance

Aircraft Kits

Aircraft Covers

To advertise here please

Helicopter Training

call Ryan 01223 499799 or email ryan@ loop.aero

Pilot Services

Microlight Services

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

56 LOOP DECEMBER 2010 www.loop.aero

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Pilot Shops

Pilot Life Insurance

*

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

www.looptv.aero LOOPTV is the best place to land for your aviation films, video, product tests, interviews and show reports.

Upload your own videos online and whilst you’re there comment or rate on someone else’s!

Register online to receive the latest monthly programs and exclusive news - just go to WWW.LOOPTV.AERO to create your own account!

IF YOU'RE READING THIS, THEN SO ARE THOUSANDS OF POTENTIAL CUSTOMERS TO ADVERTISE YOUR PRODUCTS AND SERVICES HERE PLEASE CONTACT RYAN COOGAN on 01223 499791 or at ryan@loop.aero

WHILST YOU’RE THERE LET US KNOW YOUR THOUGHTS... JUST REGISTER, LOGIN AND COMMENT! www.loop.ae ro DECEMBER 2010 LOOP 57

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INSTANTEXPERT +PRE-OWNED AIRCRAFT

Jet Provost The RAF’s much-loved ‘in-between’ trainer when going from piston (or desk) aircraft to fast jets, that can be flown on just a Private Pilot’s Licence + J E T P R O V O S T FA C T S

+ Made in the UK + Single engine + Metal airframe + Least expensive jet + Several operated by specialist groups + 22 on UK register

H

ANDS UP who wants to fly a military jet? OK, well that’s all of the LOOP readership and plenty more besides.

Trouble is, there aren’t many chances to do so unless you’re actually in the military. But for PPL holders, there are several

+MODEL HISTORY

+ 1954 First flight of JP prototype, which led to T.1 + 1955 T.2 – 4 prototypes built + 1959 T.3 with more power, bigger canopy and MartinBaker ejector seats + 1961 T.4 with more power – suffered fatigue problems + 1967 T.5 with pressurised cockpit (for the first time), new windscreen, sliding canopy, longer nose, new wings. RAF’s final order was for 105 + 1968 Strikemaster light attack version of the JP + 1993 RAF retires last of its JPs, replacing it with the Shorts Tucano

The Mk52 version of the JP operated by Swords Aviation at North Weald, capable of 400kt in a dive

opportunities to join groups such as Swords Aviation at North Weald who operate ex-military Jet Provosts.

The Jet Provost used to be the jet trainer for the RAF, and other air forces, and with side-by-side seating it makes instruction far easier. But as Richard Sullivan. +VITAL CHECKS

Maintenance A Mk5 Jet Provost costs around £30-35K a year for around 60 hour-long sorties – so be prepared for big bills.

They are old jets and things do go wrong, even though the trusty JP is one of the best in this respect Fatigue Index Like many military aircraft, the JP has a ‘FI’ which determines how much life is left in its airframe. If you’re thinking of buying, make sure there’s plenty left.

Limitations Ask if any limitations have been placed on the aircraft.

!

! !

Side by side seating makes training easier. Canopy slides back 58 LOOP December 2010 www.loop.aero

a pilot with Swords, says, you’ve got to put the work in.

“You have to read the books, memorise checks from the reference cards and complete the ground studies – it’s what makes you a competent pilot.

We got one pilot with 118 hours solo in five trips.” +OWNING ONE

“THE JP is one of the best military jets for civilian use because it doesn’t require a lot of ground support,” says Richard Sullivan of Swords Aviation.

“It has parking brakes so doesn’t need chocks for start-up, you don’t need a ladder – which would need to be removed by groundcrew, you can close the canopy yourself, and it has its own batteries so you can start it yourself.”

Not all military jets are like this and if you have to have ground crew it’s restricting and adds operation expense.

Swords operates a ‘payas-you-go’ scheme which works out at around £1200/ hr: that’s made up of £600/ hr dry to cover maintenance, hangarage and insurance, and about £600/hr on fuel – though that varies on the type of flying.

“The JP, like all military jets, is maintenance intensive and you have to be based where there is the right specialist engineering support. Bank on around 5 man-hours of maintenance for every hour of flying.” www.swordsaviation.co.uk

+2 F O R S A L E

Mk3A PRICE: £10,000 Requires service. £18,000 serviceable. TT 9108 hours, Eng 686 with 517 hours left. www.wealdaviation.com

Mk3A share: £1000 Newcastle. £130 pcm + fuel and landing fee, about £150 per sortie. T: 07904 034301

www.loopmart.aero

+PROS AND CONS

PROS + Aerobatic, fast + Cheapest jet + Can fly on PPL – specialist training available + Safe and relatively easy to fly + Good visibility + Spares and support available

+THE DATA

JET PROVOST T.5 Max speed 382kt Rate of climb 4000ft/min Ceiling 36,750ft Range 780nm Limits +6/-2.5 g Engine 1 x Rolls-Royce Viper Mk202 turbojet, producing 2500lb thrust Wingspan 10.77m Length 10.36m Max weight 4173kg Empty weight 2222kg Wing loading 16okg/sq m Fuel capacity 2150lb (281gal) Seats 2 Manufacturer British Aircraft Corporation (BAC) (before 1960, Hunting Percival)

+LOOP SCORE

Running costs Durability Performance Reliability Handling TOTAL SCORE

★★★★★ ★★★★★ ★★★★★ ★★★★★ ★★★★★ 21/25

+OR THIS...

L-29 Delphin

£35,000 www.yakuk.com

CONS + Airframe and engine ‘lifed’ + Costs (compared with piston aircraft) + Noise + Practicality

Bulldog 200 £79,500 www.justplanetrading.com

Haywards LOOP FP

30/4/10

09:12

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We build to an even higher standard: our own. Consider the Citation Mustang.

Its airframe service life is rated at 37,500 cycles, exceeding that of competing airframes built to “airline standards.” In fact, it’s equivalent to 140 years of typical use. Excessive? No. Just one of the many ways we go beyond what’s required to do what’s expected of the world’s leading maker of business aircraft.

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Cessna101622 Mustang Airline Loop.indd 1 BAILEY LAUERMAN Cessna Cessna101622 Mustang Airline Loop Cessna101622 Pub: Loop Color: 4-color Size: Trim 237mm x 297mm, Bleed 243mm x 303mm

9/2/10 10:04 AM