Loop July 2010 - Fresh air for flying by Loop Digital Media

U N L E A D E D C I R R U S S R 2 2 T F O R T H E P O S T- AV G A S E R A + FRENCH Cirrus rival revealed + TOUGHEST Hardmen mechanics + iPAD Apps for pilots

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

ROUND THE WORLD I N A N L SA PLAN CRAZYE

BACH TO THE FUTURE + WORLD FIRST TEST +

J U LY ISSUE 58

2010 £ 2 .75

BRITAIN'S No.1 GERALD COOPER TESTS THE XTREME SBACH 300 AND 342 This all-carbon world championship contender shows the way of things to come

CONTENTS 26

#58 JULY 2010

+WELCOME TO LOOP

FLIGHT FLIGHT FLIG HT T TES TEST EST British Unlimited Aerobatics Champion Gerald Cooper throws Xtreme’s Sbach around the skies

WILL the world of aerobatic aircraft come to be defined in terms of ‘pre-Xtreme’ and ‘postXtreme’? We wouldn’t be at all surprised if so. New aerobatic aircraft designs come along only once or twice a decade – if that – and most are in any case rooted in a previous design. So getting the opportunity to fly the first cleansheet design for over 20 years,

and what will (soon) be the first certified all-carbon aircraft, was one we snapped up. It’s ability in flight is plain to see, but it is what you can’t see that makes it so impressive – immense strength. If you’re used to seeing control surfaces handled like eggs, knowing that the Xtreme’s will take the weight of several grown men is more than a little astonishing. Behold the future.

+LOOP PEOPLE

PHIL O’DONOGHUE p16 Our walking laboratory testing facility gets stuck into the latest in ﬂightplanning software, the SkyDemon. He’ll be at our LOOP Beginners Day too, at Sleap, on July 24 – come say hi!

+ F L I G H T C LU B A L L Y O U N E E D T O D O I S F LY

42-52 Advice to ﬂy better, new pilots, clubs to train with, places to go, things to try, and people to meet... a one-stop shop for ﬂying.

4 NEWS Cirrus unveils the new unleadedfriendly SR22T

18 GEAR A new selection of tempting iPad apps and a tuned Husky exhaust

6 NEWS A striking French design that wants to be the next European GTT

20 MRO: ICE PILOTS Buﬀalo Airways do business in frozen Northern Territories

9 RED BULL Bonhomme wins in NYC, but high stakes sees bad mistakes made

26 FLIGHT TEST Find out why the two-seater Sbach 342 is light years ahead

1 1 BOB DAVY You didn’t think Bob missed the World Cup, did you?

36 AEROS WITH ALAN It’s just a loop, right? No, there’s more to it than you’d think

13 DENNIS KENYON Why we need to be aware of the dangers of ‘showing oﬀ’

52 PLANE CRAZY Swiss pilot Yannick Bovier on his round-the-world ﬂight in a CTLS

14 INCOMING More updates to engine history plus... stripe heirarchy!

66 INSTANT EXPERT Socata TB: all you need to know about a French favourite

NICK HEARD p46 Nick managed to be away for much of the World Cup, so we ccan’t can an possibly comment on his ffeelings fee ee about the results... IInstead Ins ns he turns his mind to the sserious ser er matter of near misses.

CH CHARLIE C H MCILROY p50 As a former Red Arrows pilot As ((and (an an old pal of Nick Heard), C Cha ha is well versed in the arts Charlie ooff fformation ﬂying. He talks us through the ins and outs in us Get Rated. Get

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

N E W S W I R E YOUR HELP WANTED

PILOTS can complete an online survey collecting data on the use of Class G airspace in the UK for the ﬁrst time and aid future planning. www.surveymonkey.com/s/G5Z9BNB

CIRRUS UNVEILS NEW UNLEADED-FRIENDLY SR22 ENGINE NEWS

TTweaked weaked eengine ngine oopens pens d door oor ttoo llower ower ooctane ctane ffuels uels

IRRUS has started moves towards an Avgas-free future by revealing a new model SR22, which will be able to use unleaded fuel. It chose the annual Cirrus Owners and Pilots Association gathering to release details of the new SR22T derivative to the current range, ﬁtted with a Cirrus-only modiﬁed Teledyne Continental IO-550 which should be able to be used with 94 octane fuel. The new engine is the TSIO550-K, which makes 315hp and features a lower 7.5:1 compression ratio to minimise knock – one of the main reasons lead is used in Avgas – with twin turbochargers to make up for

the lower power that reduced compression entails. It’s not to be mistaken for the SR22 Turbo (see box) which features an 8.5:1 compression ratio. The new engine is only destined for the new SR22T for now, and features a full TCM warranty. Other improvements include smoother and lighter nose landing gear, and a redesigned cowl with dedicated induction inlets and exit air louvres for improved cooling. The SR22T also features new environmental control system hardware that supports up to 50° of additional cabin heating capability at all altitudes. Cirrus says it is future-prooﬁng the new model for the ‘worst case’ scenario if no 100 octane

The tale of two turbos IF YOU thought that Cirrus already had a turbo model, you’d be right. But, there is a diﬀerence between the two systems – the new ‘T’, and the existing ‘Turbo’, or ‘TN’ as it seems likely to be known from now. Confused yet? The new SR22T features two

turbochargers, to raise power yet still allow a sedate (and quiet) 2500rpm limit for its 315hp. The TN features turbo-normalisers produced by Turbo Alley, designed not to boost power at all, but instead to maintain 310hp (at 2700rpm) as the aircraft gains altitude where

SR22T’s key feature is a twin-turbocharger version of Continental’s TSIO-550-K engine

04 LOOP JULY 2010 www.loop.aero

lead-free replacements for Avgas are found. The future of Avgas is likely to be decided by the end of this year, with an expectation that it will be banned in the US by 2018-2020. If that happens, the current major Avgas manufacturers will almost certainly cease production, meaning the US ban effectively becomes a worldwide stop on the fuel. Engine manufacturers and fuel firms are racing to find a suitable alternative, but the worst case that Cirrus is preparing for is that no economically viable 100 octane replacement is found, and we are forced instead to use 94UL – effectively 100LL Avgas with the lead removed.

power usually drops. The TN, which will continue to be sold, features an 8.5:1 compression ratio, but needs 100LL Avgas. Its base price is also $475,000. TBO for both engines is the same at 2000 hours, but Turbo Alley says the overhaul cost on its engine is cheaper.

Cirrus’ Pat Waddick said: “Thinking forward, sometimes years forward, is a hallmark of Cirrus Aircraft. In addition to a quieter operation, lower weight, a smoother ride and many other refinements, the new SR22T offers Cirrus customers a high-performance, twin turbo-charged option with the additional benefit of greater future fuel flexibility.” Industry consensus is that fuels no lower than 94 octane may have to be acceptable to GA. A migration to 94UL supplied by the current Avgas manufacturing network has two important benefits: it will still be able to be made with the same worldwide consistency that Avgas is made to (ensuring uniformity of fuel quality at any airfield, something that automotive Mogas cannot ensure) and also be free of ethanol found in many Mogas supplies, which is damaging to aircraft fuel systems. Avgas doesn’t just have benefits in reduced knock, however. One of its major benefits is reduced vaporisation at the changing altitudes and temperatures inherent with

TThe he wworst orst ccase asse tthat hattCirr Cirrus rus is preparing preparing for for iiss that thatt noo economically econnomically viable viable 1000 octane octane replacement replacementit isis found found

Only On O nly ly S SR22T R22T R2 2T spo ssports po p ort rts ne new en new eengine ngi ginee ﬂying. Mogas is far more prone to ‘boiling oﬀ ’ and creating fuel vapour locks in the system, which can halt fuel supplies to the engine. Swapping to lower octanes or Mogas in aircraft can save money, but means an STC that typically requires a change to the fuel supply system, eliminating fuel lines at certain angles and altering fuel pumps to ensure better pressure. The base price of the SR22T is $475,000.

A RESTORED Falklands War Sea Harrier is an unusual attraction at Castle Farm camp site nr Wedmore. The site owner bought it oﬀ ebay. www.castlefarmcamping.co.uk

THE splendid Guernsey Aero Club completed its new clubhouse facilities this month, highlighted by a balcony overlooking the strip. It will be oﬃcially opened on July 10.

CIRRUS: “We’re working towards lead-free” CIRRUS boss Brent Wouters tackled the rising concern among owners about the Avgas situation with a long letter sent in time for the COPA meet. In it, he detailed the ﬁrm’s views of the ongoing research into new fuels and into its position of how it will tailor new and existing Cirrus for a lead-free future. Wouters said: “Cirrus has been actively working on this fuel issue for many years now

and we are integrally involved. Simply, we are aggressively focused to achieve the very best path ahead and ensure Cirrus aircraft keep ﬂying with the minimum possible transition and operating costs. “The challenge with any new fuels is in having to address many issues beyond simply octane rating. Those other issues include operation at temperature extremes, fuel stability over time, health and

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THE CAMPING HARRIER

NEW GUERNSEY CLUBHOUSE

safety aspect of the fuel and its combustion products, material compatibility, ‘producibility’, cost and so on. As a result, and at present, the octane level of a future fuel is uncertain. “We do know that the lowest octane level that we may have to contend with is 94, or 94UL. Cirrus is working on contingency plans in case we are stuck with a 94 octane fuel, but let me be clear: Cirrus Aircraft does not believe that a

www.loop.aero

5-MINUTE READ... 94UL solution is desirable for its owners or the health of the industry, and will strive for a better replacement fuel. “What is Cirrus Aircraft doing? Our efforts are focused in three main directions: leadership and advocacy, fuels research support, and flexible aircraft solutions – developing solutions for both existing and new aircraft that address a wide range of possible fuel specification outcomes.”

Get a quick fact fix... QUOTE OF THE MONTH “Dickie was one of the last true British aircraft designers and was a true gentleman in every sense.” Peter Gill, of the International Auster Club, on the passing of Ronald ‘Dickie’ Bird, designer of many types including Austers and Britten-Normans WHAT THEY SAID... “The FCC is making a regulatory change that would impose an extra cost on GA operators, without properly communicating with the industry or understanding the implications of its action.” AOPA official Rob Hackman, on a snap FCC ruling banning the sale or use of 121.5Mhz ELTs in the USA “The big question will be whether the pilot will be able to save sufficient energy as to fly right through the night!” Solar Impulse creator Bertrand Piccard on the non-engineering challenges facing sustained solar flight

Illustration of Solar Impulse

STAT ATTACK

Oil price changes, last six months (Brent) $85 $84 $83 $82 $81 $80 $79 $78 $77 $76 $75 Jan Feb Mar Apr May June

www.loop.aero JULY 2010 LOOP 05

FRONTEND

NEW FRENCH CIRRUS RIVAL NEW DESIGNS

350hp and mini-Piaggio design for innovative new model

BRAND new five-seat aircraft called the Cobalt Co50 is to be unveiled at this year’s EAA AirVenture at Oshkosh at the end of this month – and the ambitious firm behind it has placed rivals like Cirrus firmly in its sights. The French aircraft is an all-new clean sheet design with the engine, a 350hp twin turbo Continental, mounted at the back in a ‘pusher’ configuration, and a canard wing at the nose, features which combine to give it more than a hint of the distinctive Italian Piaggio Avanti turboprop twin. Cobalt Aircraft Industries is a French company that has been working on the Co50 since 2002. Boss David Loury, a highlyrespected aviation engineering consultant, has pooled together some heavyweight backers and has already got the French Government interested too. Cobalt wants to make it a widely-available aircraft in major territories, so a plan to have a separate US-based manufacturing facility is also being explored. Cobalt says: “Our goal was to initially build the dream aircraft, away from any business preoccupations. A full professional IFR aircraft, beautiful, fast, cheap to operate, simpler and safer than existing designs.”

Cobalt says the distinctive design not only gives an outstanding view ahead for the pilot and passengers, but it also minimises the front area and thus reduces drag – both attributes lauded in the larger Piaggio. Cobalt says: “Canards are faster and cheaper to operate because of a higher energetic balance.” Loury says: “We’re very excited to introduce ourselves and the Co50 at EAA Airventure. The Co50 is a culmination of seven years of thorough design, prototyping,

and stress testing. We’re now getting ready to do ground static, dynamic, and first stages in flight testing to prepare for certification.” Flight training is to be included in the cost of the aircraft. Cobalt claims the aircraft will feature one of the widest cabins in its class at 1.34m, and be luxuriously appointed with touches such as hand-stitched leather upholstery, and each aircraft being customised in paint and interior to suit customer tastes. The Co50’s apparent rivals are

the Cirrus SR22T, Diamond DA50 and Cessna Corvalis TT – last and long-legged Grand Tourers. First flight will take place later this year. Cobalt aims to start the Type Certification process with EASA this year, with two years to completion. Cobalt’s HQ is next to Toussusle-Noble Airport in France, a short drive from the Paris district of Versailles, where R&D, production, final assembly, admin, sales and customer service are all based. •See Oshkosh preview p44 NEW DIESEL ROBIN

NEW 155HP ROBIN HERE

A much-loved friend returns – with a new and more economical engine to boot! 6 LOOP JULY 2010 www.loop.aero

THE first UK-registered Robin DR400 fitted with the latest 155hp 2.0S Centurion aerodiesel engine was on show at Aero Expo at Wycombe Air Park last month. It was the first aircraft from the new Robin set-up in France certified with the new engine. The UK agent for Robin, John Kistner of Mistral Aviation, said: “Finch Aircraft is now in full production of DR400 aircraft at Dijon. The Finch Aircraft team, many

ex-Dassault, is expanding fast, and Finch had a very successful airshow at Cannes, with a lot of interest in the DR400/155CDi ECOFLYER with the new Centurion 2.0S 155hp engine. “It’s heartening for us at Mistral Aviation to be able to quote prices and availability again for the whole DR400 range including the 135hp and 155hp ECOFLYERs, and the topof-the-range DR500 PRESIDENT after a lapse of two years.” www.mistralaviation.co.uk

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THAT’S ALL WIGHT!

‘LAST SPAMFIELD’ A MAJOR HIT PHOTO Rob Tyers

THE last Spamﬁeld ‘Wightparty’ on the Isle of Wight was a huge success, with some 400 microlights from all over the UK and Europe. The event has been a stalwart on the BMAA calendar for years, and though changes at the Sandown site mean it won’t be there again, there is likely to be a replacement. The BMAA’s Paul Leigh said: “We haven’t made any ﬁrm decisions yet about where we might host events in the future, either a single spot, or a venue that changes each year.” www.bmaa.org

MORE STRIPS GO UNLICENSED

FIVE more strips have taken advantage of the CAA ruling allowing them to go unlicensed. Fife in Scotland, and Bourn, Damyns Hall, Eaglescott, and Seething in England have opted out. The recent rule change withdrew the requirement that any airfield which hosted flight training had to be licensed. It was estimated at the time of the rule change that going unlicensed would save airfields thousands of pounds.

Last line-up at Spamﬁeld

GREEN AEROS

THE ELECTRIC CRICKET REVMASTER REVS UP

Not the prettiest, but deﬁnitely the smallest for electric aerobatics

Pusher prop allows a far more aerodynamic nose and cuts cabin noise signiﬁcantly. The rearward wing also means the pilots and passengers get superb vision around the aircraft and wide cabin. Is this the next rival to the established big guns?

FRENCH aerospace giant EADS has shown oﬀ a four-engine electric aircraft based on the miniscule Colomban Cri-Cri at a show in Paris. Partnered by Aero Composites Saintonge and the Greencri-cri Association, EADS Innovation Works presented the Cri-Cri, the ﬁrst-ever four-engined all-electric aerobatic plane, at the Green Aviation Show held at Le Bourget Airport from June 18 to 22.

EADS said: “It has numerous innovations to save weight and deliver propulsion without CO2 emissions and signiﬁcantly lower noise compared to thermal propulsion, and high energydensity lithium batteries.” The Greencri-cri should cruise for 30 minutes at around 70mph, or do 15-minute aerobatic sorties at up to 140mph. First ﬂight is scheduled for later this month.

US engine firm Revmaster Aviation has finished development of the upgraded R-2300 engine. The 2331cc engine features large fins and a hemispherical combustion chamber and it maintains the earlier R-2200’s engine’s 82hp at 2950rpm continuous. Takeoff power is rated at 85hp at 3350rpm. First deliveries have already begun; full production is underway. Pricing for a complete, test-run Revmaster R-2300, complete with geared starter, dual ignition and twin alternators is $7200. Dry weight is 170lb. www.revmasteraviation.com

STARS OF TOMORROW

RECORD BREAKERS!

Over 20 pilots took part, with nine scoring over 70%!

ONE of the best scores ever in a LOOP Beginner’s Day event saw Will Hilton post a phenomenal 80.89% score, and at just 16years-old he gets an early nod for being a star of the future. (See ‘New Pilot’ p49). He ﬂew our own Alan Cassidy’s iconic Pitts G-ODDS to the win, just pipping Laura Russell in an Extra 200. Laura posted a superb 78.76% score. The scrap for third was nailbitingly close, with three pilots

within just 0.06% after the two rounds. Matthew Duke ﬁnally took the bronze. The last LOOP Beginner’s Day for budding aerobatics pilots is this month, so if you harbour a desire to see the world from a new angle, sign up. It’s taking place at Sleap Aerodrome near Shrewsbury, and follows the usual format designed to give you the perfect introductory taste to competitive aeros ﬂying. www.shropshireaeroclub.co.uk

DICKIE PASSES

THE man behind some of the best-loved British aircraft designs is no longer with us, after Ronald ‘Dickie’ Bird passed away. Bird penned many Auster and BrittenNorman designs, and his funeral was marked by a touching ﬂy-past of a trio of Austers, seen by his widow and family. He was 88.

www.loop.aero JULY 2010 LOOP 7

Come fly with us... For the very best in aviation, come fly with us at Goodwood. Our brand new fleet of state-of-the-art Cessna Skyhawks are waiting for you. Whether you require our experienced and knowledgeable Instructors for flight training, or are interested in our rental aircraft for self-fly hire, you’ll find exactly what you’re looking for at Goodwood. There’s no better place to fly... For more information on flight training or self-fly hire call Goodwood Flying School on 01243 755066 or email flyingschool@goodwood.com

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RED BULL AIR RACE

PAUL BONHOMME

Writes exclusively for LOOP

Pushing for those all-important points is not worth your life...

BONHOMME WINS IN NYC Title momentum swings back Brit’s Paul Bonhomme wowed New York with his consistent times.

way after Arch misses podium

AUL BONHOMME, Hannes Arch and Nigel Lamb look set to take the RBAR title battle to the wire, after two races in June see Bonhomme lead by just five points, with Nigel Lamb a mere point further back in third. Arch took the win in Windsor, Canada, but slipped to fourth for the prestigious first New York race, where Bonhomme won in his Edge 540. It was a thrilling four-way battle between Bonhomme, Lamb, Arch and American Kirby Chambliss, beamed live on US TV. Three straight wins for Arch (one being the abandoned rained-off Rio event, which had seen Arch take race-win points based on the qualifying runs) had closed the gap to just a point before New York. However, the Austrian’s hopes of a fourth win ended when he hit a pylon in the New York final, leaving Lamb and Chambliss to scrap for second and third. If you want an idea of just how consistent Bonhomme was in this race, analyse his three race run times: for the Top 12, he posted a 1:10.09; for the

Super 8, a 1:10.07, and for the final, a 1:10.01. It was Bonhomme’s 12th straight podium – extending his record. Indeed, the last time he finished outside the top three was in Portugal, in September 2008. He said: “It’s very good and what a setting… I could appreciate the view when I’d finished racing! Great day. I concentrated on me, my aeroplane and the track.” Meanwhile, there was another close shave for the series when, for the second race in the year, a pilot hit the water. After Brazil’s Adilson Kindlemann had crashed uninjured in the Australian race (LOOP, May), at Windsor, Aussie Matt Hall had a miracle escape when he kissed both wing tips, landing gear and tail into the water – but, remarkably, was still able to fly away. He stalled on knife edge just a few feet above the water, but managed to whip it to level – he regained lift mere inches high, as horrified spectators looked on. The impact ripped off a wheel spat and split the right aileron and wing tip.

RACE FOUR: WINDSOR, CANADA

POS 1 2 3 4 5

PILOT Hannes Arch AUT Paul Bonhomme GBR Kirby Chambliss USA Nigel Lamb GBR Matthias Dolderer GER

RACE FIVE: NEW YORK, USA POS 1 2 3 4 5

PILOT Paul Bonhomme GBR Nigel Lamb GBR Kirby Chambliss USA Hannes Arch AUT Pete McLeod CAN

POINTS 12 10 9 8 (+1 Qual) 7

OVERALL -

POINTS 12 10 9 8 (+1 Qual) 7

OVERALL 1st (53) 3rd (48) 4th (47) 2nd (35) 5th (29)

WHAT can I say about the The Air Race grew up Windsor race? Too much that weekend, and, since excitement would probably the Canadian round, much be a good start. has been said about the Friday saw ways to eliminate Hannes Arch take this type of incident a spectacular pylon happening again. hit, just completing Matt was given the second 270° turn Matt was given a one-race ban, in between the knife and I reckon Hannes a one-race edge gates when he should have been ban, and I stalled his wing, given the same but reckon Hannes I would say that took a nasty lunge towards the water, should have wouldn’t I?!). then hit the pylon say that been given the weSome which broke his should not race spade arm off, before same (but I as it’s too close to buffeting his way into would say that the limit. I disagree: a climb away from the wouldn’t I?). we should race, but Detroit River. MUST ensure Some say we we Saturday then saw the tracks are should not race flyable safely yet Matt Hall stall in a left turn towards remain tactically the chicane, lose height and challenging. By that, I mean literally skim the river with that we need turns that his aeroplane before hurtling require forethought but don’t skywards (he touched both encourage 'hairy lunges' to wingtips and left his wheel go faster. And the spat in the water). Both 'red card' or a of these guys should have race ban must bought lottery tickets that be imposed weekend because they ruthlessly so were lucky. pilots know And why did it happen? It there is no happened because they were latitude for trying too hard… “giving it a go”. As we all should know, On to New one of the greatest dangers York… and what in aviation is that push-on fun. The start of mentality. The snag with the week saw me the air race is that there strapped to a Bell is precious little time to 47 with Charlie, decide which path to take. a retired New This is why the experience York Police Dept levels in this series need to helicopter pilot be high so that the decision – what a great is instinctive and taken guy. My tour of correctly and instantly. Manhattan was More to the point, the utterly superb (I type of experience is vital, had the no frills and, in my view, it should be police tour, rather flying aerobatics. There is than the fluffy no better way to learn the tourist version) art of quick decision-making and realised in aircraft handling than lots that the Bell and lots of aerobatics (and 47 will teach the competition element you all about will accelerate your learning power as well). management

of a helicopter (there isn’t any!). As for the race in New York, we were given regular 'briefings' about the importance of flying safely and not pushing too hard. Personally, I’ve always thought that my life is far more important than an extra place up the result table, but these 'briefings' are always a good reminder, regardless of our own thoughts. It seemed to work and we saw a disciplined and safe race, though it might have had something to do with the numerous FAA inspectors floating about too – and I don’t blame them. New York’s experience with aeroplanes cannot be described as happy. But I think we left New York with a good impression of a healthy race, and that aeroplanes can put smiles on faces when it all goes well. And – I won! Paul Bonhomme

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G R E E N F LY I N G

TAURUS GLIDER OUT PIPISTREL has announced availability of the Taurus LSA, which it says is the ﬁrst highperformance, self-launching, two-seat glider in the world. Despite being a glider, it’s no

Rotax engine behind pilot folds away seamlessly, a great design!

featherweight, and allowed a hefty 250kg of load (MTOW 550kg). It has a reinforced pilot safety cell, and can also be ﬁtted with an airframe parachute system too. Power for take-oﬀ and climb phases comes from a 50hp Rotax that sips fuel and, combined with a 41:1 glide ratio when retracted back into the fuselage, the Taurus is one of the cheapest ways to stay aloft for long periods. For supergreens, there is also an electric-engined version, the Taurus Electro. Prices are around €90,000 for either.

SAFETY NOD

TERRAFUGIA GETS EXTRA WEIGHT ONE issue facing those working on roadable aircraft is making the car version safe enough to pass various auto test standards. The Terrafugia project in the US has been granted special permission by the FAA to increase its MTOW to 648kg for just that reason – some 50kg more than the usual

LSA limit. It’s a good sign they are behind the idea! The extra weight allows for airbags, better brakes, larger mirrors, and crumple zones to be designed in, without hobbling load-carrying ability. Terrafugia will show oﬀ a CG rendering of the production version at Oshkosh this month.

More weight authorised by FAA to make Terrafugia roadworthy DRINK! LEARN!

STAPLEFORD EVENINGS

STAPLEFORD Flight Centre has a couple of cool events this month, which tie in with the start of summer PPL groundschools at the venue, and should combine two important things for many pilots: a cool beer in the evening, and some advice on how to fly better! The Beer & Briefing event on July 21 is to be an informal Q&A that can cover any aspect of flying. It’s open to all-comers, with or without licences. Stapleford says: “Pilots pre or post-PPL can bring topics for discussion, covering any area of aviation from licensing to listening squawks or ratings to

renewals; in fact, anything from Airmanship to Zone transits.” The second event, on July 28, is called RT Ramblings, and will focus on radiotelephony – an obstacle for many new and existing pilots! It says: “RT is often a stumbling block even for pilots with English as their first language. For those starting out, or feeling that their RT needs refreshing, an evening of clear and concise communication is promised.” For details and confirmed start times (they are both free) call Stapleford on 01708 688380, or go to www.flysfc.com

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 However this World Cup THE World Cup fiasco really was awful, wasn’t it? hit on so many levels To think that we have the that it’s difficult to best football clubs in the start. It’s also difficult To think that world and yet we played when you’re writing like I remember myself something which won’t we have playing as a teenager; be published until four the best booting the ball up the weeks after you wrote football clubs field to no-one in it (even though I get so just because close to publishing time in the world particular it seemed like a good each month, because I go and yet we idea, our centre forward beyond dead line again played like standing in our own goal and again. Sorry.) And mouth receiving a corner, ‘four weeks after’ means I remember our defenders running that all the best jokes myself forward past the half way have already been said, line on one of our rare and entered into public playing as attacks only for the ball to consciousness. But... a teenager be booted back past them It was difficult enough with no one defending. playing Germany if the On and on it would go. odds were even at the outset, and For me, it was a wake-up call. much more difficult still when the The England side couldn’t cope England 11 were playing against with the stress, being off the 12 – that’s the 11 German players Crystal, being away from their and the referee. That disallowed WAGs, whatever. They couldn’t goal – honestly, in a billion dollar cut it. And that’s why they are game the ref doesn’t have either overpaid for what is essentially the clout or technology to defer kicking a sheep’s bladder around direction pending some form of data replay. If he’d have carried an a meadow. Being paid more in a week than a doctor or pilot iPhone in his shorts there would earns in a year just isn’t on. Try have been an app for it. an operating theatre on a busy However, in some funny (but Saturday night in a municipal not ha ha) way, I don’t think that hospital, or being in an aircraft disallowed goal was the end of cockpit when it’s all going a bit England in the World Cup. If Pete Tong. Yes, I know we’ve been it had been a disallowed goal down this road before in LOOP, against Germany it might have but it needs reiterating. been different – England as a Being English, my next reaction race aren’t quitters, but other is what’s the way out of the crisis? countries have a historical Sacking the manager on its own catalogue of just that (like wouldn’t be enough – I could those cheese-eating surrender see the look of exasperation monkeys, for instance.) In WW2, on his face during successive the British fighter pilots were matches. If the players won’t do often amazed how the German what they’re trained to, sack the fighter pilots gave up when the players as well. Maybe we should odds were against them. The aim young; look for the hungry British boys just kept on fighting kids – like the best boxers – rather til the end, maybe even more so than the corpulent ones (on that for the Polish and Czech boys. theme, why was David Beckham In the World Cup, we just there? Did we have to pay him?) weren’t good enough, that’s all. I wonder what Alex Ferguson Watching Germany running would do with an England side. around an inferior side on their How about employ all the Man first game and banging in four United nationals and replace the goals was in stark contrast to foreign ones with like-minded England’s pathetic effort against locals with similar skills and America. And once they tasted strategies. In other words, success, there was no stopping mirror a successful team. 1966 them. Italy played the same for was 44 years ago. We need to do the most part. something now to prepare for England? That’s not our style four years’ time. – we, on the whole, show dogged What happened at the World determination, and are excellent Cup wasn’t just awful. It was crisis managers – even if we down right embarrassing. create the crisis in the first place.

BOB ON THE NEWS I AM very pleased to report that the wonderful French (well, Swiss, technically) meteorology-forpilots website www. orbifly.com is doing rather well among British pilots. Orbifly is actually a training organisation based in Switzerland, France and the UK, but the website features some excellent free tools useful to pilots, such as the graphic Metar display. But don’t just stop at Metars though, have a look around at what else is has – it’s very useful, for pilots of all types. Try the TAF display on the same ‘FREE Tools!’ scroll-down menu, and the synoptic chart as supplied by the US military. It’s superb – so much better than the one we have in the UK – which I don’t think tells you anything you didn’t already know about the weather; beware of hill fog, and icing in cloud etc. Orbifly is the way to go. No, before you ask, I don’t have shares – but if there was an offer, I’d buy some!

www.loop.aero JULY 2010 LOOP 11

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The Trans-Africa Flying Safari Time is running out to sign up for one of the most rewarding experiences in aviation

afari means ‘journey’ in Swahili – but this is a huge understatement for the trips organised by Prepare2Go, which are true once-in-a-lifetime experiences: fly yourself to some of the world’s most exotic places. February and March 2011 have been set for the biggest adventure they put together. Those participating in these amazing journeys will not only travel geographically, but also be able to enter in their logbook one of the great flying journeys that have intrigued aviators for decades: Europe, to Cape Town in South Africa! Taking 18 days each way, with a

12-day stopover in South Africa, Prepare2go is organising a Flying Safari to Cape Town and back. The southbound route down the eastern coast takes in seven countries including Sudan, Ethiopia and Mozambique; the northbound trip visits 10 countries including Angola, Sao Tome and Algeria. Pilots will not only discover Africa from the air, but see the real Africa on the ground – a breathtaking, aweinspiring and humbling experience all at once. Six aircraft have already signed up (including an R44 helicopter, a Robin, a C182 and a Cessna Crusader), and there are just four places remaining.

If you have ever dreamt of making the ultimate flying journey, a real trip of a lifetime, then this could be your chance. The Sahara desert, the mountains of Ethiopia, the Great Rift Valley, snow on Mt Kilimanjaro, the wildlife of the Serengeti, the island beaches of Mozambique… and that’s just the first half! The Safari is organised and led by Prepare2go, specialists in African logistics. With their unequalled local connections (through their work in the film and rally sector), they are able to put this incredible trip together in an enjoyable and safe way. For anyone who may be concerned about both the time and budget

requirement for the Trans-Africa, Prepare2go also organises Safaris to Libya and Algeria. See their website www.prepare2go.com for more.

The route – a classic from the earliest days of flying!

BELOW: When pilots at home will be dealing with fog, IMC, and groundings, those on the Safari will be seeing some of the most allluring sights imaginable. Will it be you?

if interested, please contact Sam rutherford of Prepare2go: sam@prepare2go.com, or +32 475 930232

12 LOOP july 2010 www.loop.aero

FRONTEND

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

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

OOP readers will know that for the last 40 years I’ve been a confirmed helicopter man and, since our sister publication BLADES deals exclusively with rotary matters, I find my writing now needs to be directed in two areas. However, there is at least one aspect of flying that is absolutely common to both fixed and rotary wing disciplines. The subject, of course, is safety. Discussing the matter with your LOOP editor recently, he tells me he has noticed occasions in fixed-wing where a pilot’s desire to put on ‘a good show’ and extend his personal flight handling envelope for the supposed benefit of a passenger or ground observer, can affect safe thinking and, if left unchecked, compromise safety. The official records reveal a sad trail of accident fatalities known to have been caused by over-enthusiastic handling or indulging in a manoeuvre that proved to be beyond the capabilities of the pilot. I suppose the temptation is highest when a passenger asks the pilot to show him

a few ‘exciting’ aerobatic manoeuvres.’ In helicopters, the most recent occasion unhappily took the life of a world car rally champion. Most of us will agree that pilots like to display their hard-won flying skills – in fact, to ‘show off.’ Properly controlled, I take the view that showing off isn’t a bad thing. Indeed, such motivation is the very core of competition and display flying. The trick is to carefully contain such desires, as Shakespeare once put it, “With hoops of steel.” Display pilots must have a very special awareness of the problem, because as the CAA publication CAP 403 (the display pilot’s bible) says loud and clear, the heart of a good flying display is where the pilot smoothly and safely demonstrates the performance, operational abilities and handling of the aircraft. Indeed, as a CAA authorised DAE (Display Authority Evaluator) my No1 priority when discussing an initial DA (Display Authority) issue with a new candidate is not to determine the applicant’s display handling skills, although they do need

can I offer to others? to be there, but to make an First on my list is ‘awareness’ assessment of the individual’s – awareness of the temptation motivation, mental attitude to the task, self discipline and, to attempt a manoeuvre that you haven’t practiced and at by no means least, a sound a safe height; awareness of understanding of the rules the importance of the correct and display requirements as ‘gate’ height and speed for contained in the CAP. each planned manoeuvre; What I don’t want to see is the attitude that says: “I’m one and (especially important) an awareness of the ever hell of a pilot and if you think present danger of differing the manoeuvre you’ve just air conditions such as the seen was good, watch out for infamous DA (air density), this next one!” local turbulence, W/V Competition pilots face variations and awkward crowd a different problem. Their lines, which most frequently task IS to demonstrate their constitute the major offences. personal handling skills if the I know I’m a right one to viewing judges are to award be telling you this, simply their competition sequence because such a situation was the highest marks. In some the primary reason for my own respects, theirs is a bigger mistake when displaying at problem in that they must a Salt Lake City air improve on the scores show. Even having of their opponents. spent some time Nevertheless, assessing the local hot an awareness of A pilot’s and high conditions, the temptation I did not stick to my of increasing the desire to required skill level put on ‘a good revised ‘gate height’ and ‘manoeuvre entry and manoeuvre show’ can speed’ for the opening difﬁculty and affect safe wing-over manoeuvre. associated risk must remain uppermost in thinking and, if I know I’m more than their mind. left unchecked, lucky to have survived a basic error So, as an compromise such of judgement. experienced display safety What I am saying pilot, what advice

here is… more thinking time! Let me add that experience levels can work against the competition/display pilot. My accident occurred after no less than 1223 public displays. As I began my display sequence with a standard, one skid tip on the ground ‘pirouette,’ I recall thinking, “Even at an airfield DA of around 8,000ft, the machine is responding normally,” and I immediately launched myself into a standard display routine, the planned extra height and speed numbers all now forgotten. For me, a cautionary lesson indeed! So, when a pilot is asked, “Go on – show us a loop the loop,” the cautionary lesson is the temptation to go an extra mile, especially if flying a manoeuvre involving a departure from your comfort zone. Stop. Take some time … do some extra thinking. Stay safe. We can learn a great deal from other pilot’s experiences – you don’t have to be run over by a tank to know it will hurt. Spot the tank when it first appears on the horizon. I made my mistake after 14,000 flying hours and I want other pilots of any experience to learn something from that. Happy and safe flying to all.

www.loop.aero JULY 2010 LOOP 13

INCOMING STAR LETTER

Tear off a stripe I WAS amused by the green ‘flying 101’ (Incoming, LOOP), and the arrow annotated ‘Co-Captain’. Unless it flies always with two captains, it seems another case of PC and equality gone mad! When I started in airlines, there was a definite hierarchy of 1, 2 and 3 stripes – an obvious career progression for individuals, and a guide to others as to relative experience. Years later, everyone joined with two stripes and you got three after a few years. Several times I nearly got caught out by presuming a level of co-pilot experience proportional to the weight of the epaulettes! One time early in my career as a

Co-Captain sits here... or is it just PC gone mad?

‘snotty’ second oﬃcer, the ﬂight had not gone well. As the crew walked through the terminal, a lady passenger asked me why I had only got one stripe. Before I had a chance to reply, the captain’s gravelly voice boomed out: “Madam, it’s because we don’t have any uniforms with NO stripes!” Yours still mentally scarred, John Russell, Chairman, The Seaplane Club

John wins... A host of very cool Jeppesen flight goodies!

Diesel not do

CROSSWORD#20 LAST MONTH’S ANSWERS ACROSS 7 Rudder pedals 8 Stated 9 Beluga 10 Soaring 12 Spray 14 Aspro 16 Reverse 19 Dragon 20 Reheat 22 Ear splitting DOWN 1 Bunt 2 Editor 3 Trident 4 Derby 5 Wallop 6 Isograms 11 Observer 13 Terrain 15 Regard 17 Eshott 18 Inept 21 AYNZ ACROSS 7 The study of the way pilots relate to their environment and technology. A sound understanding of these positively contributes to flight safety. (5,7) 8 Westland’s two-seat generalpurpose military single-engined biplane of the 1920s – replacement the DH9a. (6) 9 Shortage of oxygen in inspired gases or arterial blood through flight at high altitude. (6) 10 A form of renewable fuel that’s derived from biomass. (7) 12 The ‘N’ in RNAS. (5) 14 Local LAA group. (5) 16 McDonnell’s F2H jet fighter named after the mythological Celtic female messenger from the Otherworld. (7) 19 You spot aircraft SE-LBM – what’s the country of registration? (6) 20 A hard malleable ductile silvery metallic element that is resistant to corrosion. (6) 22 Sheffield Aero Club’s home airfield. (12)

LOOP’S VIRTUAL CLUBHOUSE FOR YOUR OPINIONS, PICTURES, AND CROSSWORD

DOWN 1 Aerospatiale-Westland SA330 utility helicopter. (4) 2 A government tax on imports or exports. (6) 3 You have to become one if you want to be an RAF Pilot. (7) 4 The Red’s motto. (5) 5 Aeropuerto Internacional El Dorado: the gateway to this city. (6) 6 Calculated approximation or best guess. (8) 11 Optimum direction for take-off or landing. (4,4) 13 Small dynamo with a secondary winding that produces a high voltage enabling a spark to jump between the poles of a spark plug. (7) 15 A routine modification to air navigation data for your GPS. (6) 17 A defined geographical area of responsibility assigned to an Air Traffic Controller. (6) 18 A valve that opens to admit a fuel-air mixture into the engine. (5) 21 ICAO speak for Stornoway Airport. (4)

14 LOOP AUGUST JULY 2010 www.loop.aero 05 2009 www.loop.aero

PHIL WARD’S letter regarding the Jumo diesel engine (LOOP, June) is not quite correct, as there was a front gearbox arranged to drive the propeller via gears on both top and bottom cranks. The rear gearbox, driven by bottom crank, drove the scavenge blower and the water pump. I have sectional views and a photo of a typical Jumo that clearly show the arrangement. The original Jumo developed 720hp from its six cylinders (4¾” bore, 8¼” stroke) at 1500rpm. The engine was developed in various speeds and powers, the 204 rated at 750hp (1720rpm/28l), the 205-C giving 550hp (2100rpm/ 17l) and the 206 had a capacity of 25l. Many aero diesels were engineered in the early days: the

Beardmore Tornado ‘straight eight’ used in the R101, the Bristol Phoenix 9-cylinder 28.7l radial (just 415hp at 1900rpm), Alfa-Romeo had V6 and V12 two-strokes, and Deschamps a 1200hp, 12-cylinder inverted 30° two-stroke. Mercedes-Benz had an inverted vee 16-cylinder 1200hp 53.8l in the Hindenberg. In the early 40s came the Guiberson 16.7l 9-cylinder radial, the Rolls-Royce experimental Condor (500hp at 2000rpm), the Napier Culverin – similar to the Jumo developing 720hp at 1700rpm with gearing down to 1179rpm for the propeller. There were other manufacturers such as Packard, Maybach, Clerget, Coatalen and Salmson-Szydlowski, so present manufacturers of aero diesels are in good company and

still ﬁghting the weight. (Info gleaned from the book High Speed Diesel Engines by Arthur W Judge, ﬁrst published in 1933!) John Bailey The longest-running saga of the letters page goes on... and we love it! What other engine history awaits our inbox? More!

Spot on Bob! I READ Bob Davy in June’s LOOP and agree with it all... must be getting mellow in my old age! Years ago, I attended a 40s-themed dance at Earls Colne, and persuaded a friend to be my ‘captor’ and escort me to the dance dressed as a Wren, I myself going as a downed German airman with sling on my ‘injured’ arm, which stayed on

YOUR PICTURES

There was actually some talk they got into trouble for it – hope not! Lee H, email

I’ve heard of keeping a new design under wraps, but surely this at Wycombe is going too far?! Charlie Wynn, email

How come no-one has sent this one in yet? It’s famous... and cute. Awww! Duncan

SPONSORED BY

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

SMALL WINGS

CONTACT LOOP

Wot no microlight

until the ﬁrst Jitterbug (that’s a dance by the way, not a German V-weapon!). Apart from a few ribald comments, no one went all PC at my fancy dress. Too much sense and everyone more interested in having fun, as it should be! As an aside the ‘Crats’ at EASA are acting up again and trying to stipulate: “Gliders must submit ﬂight plans and balloons must be landed into the wind.” Derr... Where do they get them from? Is there a training course for them?! Jim Cripps, Email

Rougham guide FOR some years, I have been advising The Rougham Estate which owns the historic Rougham Aerodrome, a very well preserved former B17 base in Suﬀolk. The estate is safeguarding ﬂying at the Aerodrome, and considering building hangarage and other facilities for aircraft up to 5700kg MTOW, which can safely operate from the 960m grass main runway. I am asking readers who may be interested to contact me by email (2pk@peterkember.co.uk) to register their interest and to describe the type of facilities required at Rougham, so I can judge the amount of hangar space which is needed to meet the demand. Many thanks. Peter Kember Dip.TP, MRTPI (rtd) MRAeS, Tunbridge Wells

SOAPBOX

I know I’ve really enjoyed a ﬂight test when the pictures put a big smile on my face, and the Eindecker test did just that. Thanks!

Ian Stewart

Was Stan Hodgkins’ avoidance of the word ‘microlight’ (mentioned only once in this long article as far as I could see, and that tangentially) deliberate? Will those airﬁelds that are not at home to nasty microlights stretch a point for SSDRs? Oh yes, and the BMAA, who played an essential role in making SSDRs a reality probably deserves a mention now and then too. Otherwise, a good read and excellent photography! Dave Newton Email No; we hope not; and so say us too!

Duxford is a super ad for all that’s good about UK aviation expertise. Really good to see what they do in the museum.

John Burton

Keep up the good work Paul B – a man in stark contrast to some of our other recent sporting ‘heroes’ Alan Tate

ISSUE 58 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. 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 Classified Sales Rosy McQuillan T: 01223 497063 E: rosy@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, Phil O'Donoghue, Paul Bonhomme

www.loop.aero JULY 2010 LOOP 15

FLIGHTGEAR

IN GEAR THE HOME O F AV I A T I O N APPLE PRODUCTS... APPS FOR N E W K I T, D E A L S GA PILOTS A N D R E V I E W S . . . Page 18

A NEW WAY TO GET YOUR FLIGHT INFO +FIRST LOOK

SKYDEMON

+AT A GLANCE

SkyDemon has recently launched a VFR ﬂight-planning system for several countries, and aims to expand. So Phil O'Donoghue, LOOP’s testing legend, gave it the once over to see how good it is

PRICE: £135 plus £65 annual renew + Software upgrades + Chart updates on the AIRAC cycle + Integrated NOTAM briefing (Europe only) + Email-based technical support Requirements + Windows 2000 or more recent + Microsoft .NET Framework 2.0, 3.0 or 3.5 + Around 3mb storage space (plus charts) www.skydemon.aero

KYDEMON 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 cross-country flights. What started as a hobby eventually became a commercial package, culminating in the first general release of the software last December. Installing SkyDemon is very straightforward and is simply a matter of downloading and running the installation

similar to the Proﬁle view in Jeppesen Flitestar, but the SkyDemon version is a more detailed and much more useful implementation. The ‘Enroute Features’ window shows a side proﬁle of the planned route and provides a graphical representation of how the planned route relates to terrain, obstacles, weather, airspace, and NOTAMS. As a route is created, METARs and TAFS for aerodromes close to the route are automatically downloaded and presented graphically in the Enroute Features window. For example, scattered clouds at 2000ft are shown by cloud symbols at the appropriate height on the side

package. The base software does not include any charts, so the ﬁrst time the software is run the Chart Manager component is started, which allows the charts for one or more countries to be selected and downloaded. Currently, charts are available for about a dozen countries – including UK, France, Benelux – with more in the works. The user interface is built around a main map window, together with a number of mini-windows and toolbars. The map can be panned by dragging the mouse pointer around, and zoomed using a mouse wheel. Alternatively, the keyboard or toolbar buttons can be used. The map shows a great

16 LOOP JULY 2010 www.loop.aero

variety of topographical and aeronautical information, and there are loads of options for de-cluttering it. One of the most useful is a ‘Clipping’ tool that can be adjusted so that only airspace between deﬁned levels is shown. There is also a ‘Weekend View’ option that hides airspace not normally active at weekends. A route can be created graphically by simply clicking on consecutive waypoints on the map. This works well for shortish routes or where some of the turning points are topographical features. However, for longer routes I really liked the ‘Import from ICAO Flight Plan’ option. This

allows a series of waypoints to be entered in the same format as in the route section of an ICAO Flight Plan, for example, EGSC DTY BCN STU STU29331 DIMUS EICK. Once created, it’s very simple and intuitive to modify a route by simply clicking on a leg and dragging to a new turning point, which, if it doesn’t already exist as a waypoint, is then automatically created as a user waypoint. The TAS, wind velocity, and planned altitude can be entered for the whole route, or individually for each leg. One of SkyDemon’s powerful features is the Enroute Features window. This is

NEW TUNED EXHAUST FOR AVIAT HUSKY Page 18

profile. As well as this graphical view of the weather, the TAFs and METARS are shown textually in their own windows. Where these forecasts and reports are likely to be a problem for VFR flight (eg low cloud, poor visibility, etc) then they are automatically highlighted in colour. In addition to the graphical display of weather information, NOTAM are also automatically downloaded for the UK and some other FIRs. Where appropriate, the geographical area affected by a NOTAM is then displayed graphically on the main map and in the ‘Enroute Features’ window, and there is also a separate

ROD MCBRYAN AND HIS FLEET OF WARBIRDS

FOR MORE OF THE BEST GEAR GO TO... www.loop.aero

Page 20

textual NOTAM window. but these are pretty basic. For A NOTAM filter is provided and example, no vertical navigation can be configured so that NOTAM or modelling of aircraft climb can be displayed and descent profiles is or hidden based on included, and the W&B flight rules, proximity function only provides for to a planned simple, single-envelope route, or effective The treatment calculations. time. Overall, the With a route created, of NOTAM in treatment of NOTAM SkyDemon can then SkyDemon is in SkyDemon is produce a PLOG for use one of the best one of the best in flight. The software implementations the option to implementations includes of a graphical automatically include in of a graphical NOTAM display I’ve the PLOG a list of comm come across. NOTAM display and nav frequencies Facilities for to the I’ve come across appropriate defining aircraft route. In some flight performance, fuel consumption, planning applications the and weight and balance usefulness of this feature is characteristics are provided, hampered by including a huge

list of frequencies, many of which are actually irrelevant. However, SkyDemon allows some tweaking of the rules by which frequencies are selected for inclusion. This produced good results and I found that generally I ended up with just the frequencies I wanted. While I liked the frequency list I was less keen on the format of the navigation section of the PLOG, and disappointingly this can’t be easily customised. It is possible to save the PLOG in HTML format and then do some minor edits manually, but that’s not really satisfactory. Once a route has been set up in SkyDemon, it can be saved, and exported to a number

of different devices. I tried exporting a route to a Garmin Aera and it worked flawlessly. I ran SkyDemon on both a Windows laptop and an Apple iMac under Parallels. In both cases, it ran completely reliably. 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. 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.

+SKYDEMON MOBILE

SKYDEMON also allows you to load your route onto a GPS unit or mobile phone using SkyDemon Mobile, designed to run on Windows CE/mobile devices. It includes route planning, brieﬁng facilities and all the in-ﬂight data and navigation functions you are likely to need. You can load a route from your SkyDemon library or plan one directly on the device. It allows you to download and read the latest TAF, METAR

and NOTAM information relating to your route as you sit ready for takeoﬀ. SkyDemon claims its mobile service brings navigation and charting features only found on high-end hardware to any Windows Mobile 5+ or Windows CE 4.2+ device. Although designed for in-ﬂight use, full routeplanning facilities are provided. Routes can be planned on the main map or via a dedicated route editor.

An alternate destination can be specified for a route, and a ‘route direct’ feature allows you to quickly set a new route direct to a nearby airfield of your choice. Once a route is loaded, briefing facilities for checking NOTAM, TAFs and METARs can be used to ensure the flight can be conducted safely. Once airborne, safety features such as airspace warnings, obstruction warnings and terrain warnings

are all available while the device continuously logs ﬂight parameters for later analysis. The direction indicator shows your track over the ground and helps guide you towards your next waypoint, or the compact course adjustment indicator simply shows any necessary corrections. SkyDemon Mobile is designed to oﬀer all the features of market-leading GPS units, leaving the choice of hardware up to you. You

may decide that screen size, battery life, sunlight readability or processor speed is most important, but whatever your decision, the software you are running will be the ultimate for VFR navigation. SkyDemon Mobile costs £85.

www.loop.aero JULY 2010 LOOP 17

FLIGHTGEAR

ARE YOU TEMPTED? +SHOP WINDOW

iPAD APPS

With Apple’s latest gadget selling like hot cakes, we look at apps to beneﬁt GA pilots

SKY CHART PRO This app has a moving map with current IFR/VFR/TAC aviation charts. Double tap on the map to view A/FD and approach plate. £11.99 www.itunes.com

FLIGHTLOG - PILOTS LOG BOOK FlightLog allows pilots to log and analyse ﬂight hours right from their device! £2.99 www.itunes.com

COCKPIT CHALLENGE A recently updated training aid helps you to develop instrument-scanning skills. Keep the aircraft level for high marks. £2.99 www.itunes.com

NAV CLOCK Based on weather stations, it’s location aware and displays current weather, sunrise and sunset times are barometric pressure. £1.79 www.itunes.com

PLANE FINDER Follow ﬂight paths all over the world or watch as volcanic ash empties the skies. Real-time virtual radar. £2.99 www.itunes.com

X-PLANE 9 Realistic flight sims now transferable onto the iPad. You can fly in different weather conditions, time of day and in different aircraft. £5.99 www.itunes.com

THESEUS GRID CONVERTER Rapid conversion to and from latitude/ longitude, BNG, as well as world-wide postcodes. £FREE www.itunes.com

IVOR Trainer for the VOR instrument and features two modes to help the student understand VOR navigation. Updated for the hi-res version on iPad. £2.99 www.itunes.com

+NEW

POWER FLOW EXHAUST

BLOWING HOT AIR POWER Flow Systems has developed a tuned exhaust for the 180hp Aviat Husky and is hoping for FAA STC approval shortly. Power Flow claims that with its tuned exhaust system in place the Husky gains 5mph in cruise or saves 1.2gph of fuel at the old cruise settings. Rate of climb from 1000ft-4000ft increases 5.6%; from 4000ft-9000ft it goes up 7.8% and from 9000ft-11500ft 13.4%. Service ceiling for the

Tuned exhaust system for Aviat Husky will save you fuel

Husky increases by at least 2,000ft and the cabin heat is significantly increased. Power Flow expects to begin production of the Husky systems in August. The company believes so strongly in its exhaust systems that it offers a 60-day trial with a no-questions-asked, full refund return policy that covers shipping. The exhausts carry a one year/500 hour warranty. The company is accepting pre-production orders and has already received 18. Special pricing is offered to Husky owners who purchase a system before July 31. If Power Flow receive 30 orders for the tuned exhausts they will offer a $500 pre-production discount. If orders reach 40, the discount increases to $625, and if they go over 50, then the price for production units will be reduced by $715. www.PowerFlowSystems.com

18 LOOP JULY 2010 www.loop.aero

+NEW

LIGHTS

LET THERE BE LIGHT AeroLEDs, an American company in Idaho, claims that its landing lights will last for 50,000 hours and that: ‘Once you’ve set it, you can forget it’, because they will last longer than the pilot and aircraft! LEDs use 1/3 of the power of halogen bulbs and can tolerate higher levels of shock, and, since they require no power supply box (they are hard wired into the electrical system) they will be a weight saver as well. Prices at $195.95 www.aeroleds.com

+NEW

BATTLE OF BRITAIN SIM

BATTLE OF BRITAIN THE computer sim company Just Flight has released its Battle of Britain 70th Anniversary package for Flight Sim X and it looks amazing. Fly three of the world’s most famous warbirds: the Spitﬁre, the Hurricane and the Messerschmitt 109. There are 40 aircraft, in a range of variants and paint schemes, plus a manual with

flight tutorials for each aircraft. The models were designed using the most accurate plans available to achieve the correct profiles and shapes; they also have the correct engine and machine gun noises. The game is available on DVD or for download for £39.99 and will work with Flight Simulator X, Windows 7, Vista or XP. www.justflight.com

DVD game lets you 'ﬂy' a Hurricane

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

OF TE ST

TEST • THE BE S

SPORTY'S E6B This ﬂight computer is based on Sporty’s best-selling portable version and its software has been developed using suggestions by more than 50 pilots.

T OF

TEST • THE BE T OF

P'S

TEST • THE BE S

BEST

OF ST

ST • T OF TE HE BE ST LOO

The app includes 23 aviation functions including pressure and density altitude, distance ﬂown, crosswind and required rate of decent. £2.99 www.itunes.com

+UPGRADE AVIDYNE ENTEGRA

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

SOFTWARE UPGRADE FOR AVIDYNE

Avidyne has just received the TSO and STC approval from the FAA for the Release 9.1 software upgrade to the Entegra Integrated Flight Deck (R9) avionics system. Patrick Herguth, Avidyne’s chief operating oﬃcer is conﬁdent that: ‘Our R9 customers will really appreciate the new features and product improvements that have been incorporated.’ The new features include FMS Procedure Preview (allows pilots to see a graphical presentation on the split-screen map as they scroll through the list of available departures, airways, transitions and approach procedures in the R9 Flight Management System), FMS Map Centre View (a fourth map view that centres the

map on any selected waypoint in the flight plan), and EVS; FMS Preview makes it easy to visualise and select a desired airway, transition, approach, or initial approach fix. Upgrade programs have been announced for Piper PA-46 and PA-32 aircraft. Release 9 is also available as a factory option on the SR20 and SR22 from Cirrus, a factory upgrade option from Piper on the PA-46, and a factory standard configuration on the Extra 500 Spirit. www.avidyne.com

New features with upgrade www.loop.aero JULY 2010 LOOP 19

FLIGHTGEAR

WORKING IN -40° ON WARBIRDS +MRO SPECIAL BUFFALO AIRWAYS

Meet Rod McBryan. He looks after a ﬂeet of warbirds that are used as a courier and passenger service for Buﬀalo Airways. Sometimes, he carries out his work in temperatures of -40°, so we think he is probably one of the toughest guys around

od, his family, and the rest of the staff at Buffalo Airways are stars of Discovery’s Ice Pilots. The programme is a real-life docu-soap about this most unorthodox airline company based in Yellow Knife in the Northern Territories of Canada, which, during the heavy winter months, is a lifeline to the communities further north. Without Buffalo, which has been operating since 1970, some of the communities would not receive food and supplies, so it’s important to keep the aircraft flying and to use aircraft that can land on grass and non-asphalt runways, plus ice strips on frozen lakes. These aircraft aren’t just any old aeroplanes either (although they are old!); these are DC-3s, DC-4s and other aging beasts – aircraft that other airlines stopped using years ago. Rod, the director of maintenance, has been working at Buffalo for 20 years and is the eldest son of ‘Buffalo’ Joe McBryan, the president of the company. When LOOP spoke to Rod he was enjoying the warmer months and preparing as much as possible for the harsh winter ahead, and he told us a little about the planes, the people, and the job. “Our location is one of the last where these aircraft are still useful, with off-strip landings and no roads. They’re of a simple, old design, but

they were made to go to war, so they were made to be reliable, made to haul people and heavy weights. And the materials used were good – they had premium aluminium alloy before WWII, though during the war it became scarce. However, our aircraft are no different to the modern day ones, just slightly older avionics and maybe slightly more primitive fuels. “When you’re operating old aircraft, there’s a stigma attached – people either love it, or they think you’re crazy because you’ve got these old warbirds. Most other companies around here don’t look at us in the same light. They are flying men in suits around, and the pilots sit there with epaulettes on their shirts, while our pilots help load the aircraft, sometimes with up to 20,000lb of pig iron,” says Rod proudly. Also unlike other companies, Buffalo has to deal with a lot of time-sensitive loads. Everything they ship has to arrive on time, so reliability is paramount. “The customer always come first, so we always fly two aircraft at a time. If one broke down it would take time to fix, so we’d miss our deadline, maybe lose the contract and get a bad reputation. “We supply a lot of gold and diamond mining operations and when they need parts they need them quickly, so we have to be ready at anytime if anything goes wrong. We always go with a back-up aircraft, so if the load

20 LOOP JULY 2010 www.loop.aero

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

Rod in more luxurious times – a warm hanger!

carrying aircraft has a problem, we land, swap the load over and select the best people to stay and fix the other aircraft. The rest jump on the back-up and finish the drop,” says Rod. “The great thing about our aircraft is that they’re big enough to haul their own parts. They can carry their engines and propellers, for instance, so moving the stuff we need isn’t an issue and we have the equipment on board should we need to change anything.” It’s not only the aircraft that have to be made of stern stuff; the pilots and other staff members work in harsh conditions (President Joe is famous for sacking every member of staff at least once, but he still expects them to turn up for work the next day). “Like I said, our pilots help load the aircraft, among other things

– they are cut from a diﬀerent cloth. We like to start them with only 250 hours or so, that way they haven’t picked up any bad habits. They may not have that much experience, but they’ll start with Joe on the passenger charters between our two bases, and he’ll decide whether they are pilots – or they just have a licence. About one in ten work out. “Once they’ve passed that stage, and Joe think they won’t kill themselves, they move onto their favourite aircraft. When they reach around 1000 hours they can become a captain, but here being a captain is much more than simply being able to ﬂy – it’s all about the planning ahead and they have to help load and muck in with everyone else, fuel the aircraft, help with maintenance. “About 95% of the pilots here www.loop.aero JULY 2010 LOOP 21

FLIGHTGEAR

that ply their trade get to move onto the airlines. In Canada, most of the airlines know Buffalo and prefer our pilots because they’ve worked hard to get into the captain’s position. And the airlines like the fact that they can ‘fly’.” However, flying these aircraft is just one side of the story. Keeping them in the air and in service requires a great deal of skill and knowledge and Rod thinks the reason he knows how to keep these aircraft in great shape is down to his education. “I’m the third generation of engineers for these aircraft and the reason we can keep them going is the knowledge that’s been passed down. “The first generation were responsible for keeping them airborne for the military, then the second generation worked on them for 40 years and I’ve been doing it for 20. So there is a few years of overlap for the knowledge to be passed on. “It’s like a relay race from when the aircraft was new,” explained Rod. “If a modern company were to operate one of these, they would need to read up on a lot of history and phone a lot of people before they die, just to get those little insights. “You can’t do a course in radial engine maintenance any more, mainly due to it being fairly simple in design – in theory! But in actuality, especially in our location, the cold weather and with 20-40 gallons of oil in the engine, it’s not just regulatory maintenance. “We’ve never broken the loop of maintaining these aircraft. If the aeroplane had been left dormant it would’ve been cut up into bits of furniture. The rest

of the world has moved on, but Buffalo has been operating these since the 1970s and my dad has been flying them since the 60s. Rod doesn’t see himself as your average maintenance crew member, “I’m as much of an historian as I am an engineer. It’s quite a job keeping these old aircraft going, but it’s fun and rewarding. You have to listen to the aircraft, and understand how they are designed and what they were built for – if you don’t try to exceed that, it will continue to deliver. “So we keep them warm in cold conditions, and inspected at specific times – not unlike any other aircraft, though a DC-3 has a special requirement that would’ve been lost to the average aircraft mechanic. “People thought they were going to be phased out ten years after they were built and people gave up on them, or went broke, or changed to new aircraft, and the DCs just went and corroded in the desert. “When I was an apprentice, my director of maintenance said it best: ‘After 50 years on these aeroplane, every single day they teach me something new!’ Most aircraft don’t make 50 years these days, as they stop being economically viable, they get outdated. But all the wires and technology in a Boeing or Airbus can’t deliver groceries to a remote town in the most northern part of Canada.” Most engineers working on the aircraft have to deal with a cold hangar in the middle of winter, but that’s the stuff of dreams for Rod and his team. In fact, being in a hangar would be luxury enough. “It’s normal for us to be

22 LOOP JULY 2010 www.loop.aero

Buﬀalo’s DC-3s, DC-4s and other ageing beasts are all aircraft that airlines stopped using years ago. Chuck, below, is one of the team that keeps them going

repairing aircraft when the temperature is hitting -40°. They have overhauls every 1500 hours, and they are reliable, but if something does go wrong we have to do a repair out in the field or away from our base. At -40°, you have a whole different range of aspects to consider – time and speed is two – so you do as much preparation beforehand. Plus, in the summer, we have two months of nice weather when we can really prepare the aircraft and its components for winter. “If you start from scratch in the winter, you’ll already be fighting a losing battle, because by the time you get the engine changed, the whole aircraft will be frozen – then you’ll have a whole new set of problems just to take off again! “While we’re talking a dispatch reliability of 98-99%, when we do go mechanical, we have to work in a tent with remote heaters. Ultimately, if we’re not prepared and the aircraft break down away from base, it’ll stay there all winter, because you’ll never get it running again. “One of the biggest problems we face is if we break down on an ice strip in early spring, when time is against us to get the aircraft off – you could be working in overflowing water. It doesn’t happen too often, because ultimately the aircraft are reliable; I would put our DC-3 up against any Boeing in service at the moment. The aircraft are respected for their reliability. ‘My uncle Ronnie had a dodgy landing and hit an Esker [a raised bank -Ed] and flew off the end. It was a DC-4 and its nose bent up. It was quite an old aircraft and

had flown 70,000 hours. But it was the pride of our airline; we’d flown 10,000 hours in it without a problem. So we had a choice: we could chop it up for scrap so the environmental agency didn’t moan to us about leaving it there, or we could get another DC-4, take the nose off it, including the nose wheel and every flight control, cable and instrument, truck it up onto the ice and splice it with the old aircraft. And that’s exactly what we did! “In the middle of the Canadian tundra, we took the old nose off and spliced this new one on. We literally welded two aircraft together and flew it out of there. That was one of the hardest jobs. “It might not have been the most economical thing to do, but we got it out of there because of nostalgia and pride. We weren’t going to leave that aircraft there after it had performed so well for us for over 10,000 hours. So it’s now one of the oldest DC-4s with one of the newest DC-4 nose cones on the front! “People and the regulatory authorities thought we were mad, trucking up huge parts of the aircraft. We didn’t realise at the time what a feat it was. Other people have told us since that they have done similar things, but in a hangar. When we got the DC-4 back to the hangar, that’s when it set in what we had achieved. “It deserved to be saved, not abandoned in the countryside like an old piece of shit!” To find out more about the ducu-soap, visit www.icepilots. com To find out more about Buffalo Airways, visit www.buffaloairways.com By Dave Rawlings

TESTED BEYOND

ENDURANCE

ALT1-P/BK/07

www.bremont.com

www.loop.aero JULY 2010 LOOP 23

ADVERTISEMENTFEATURE

Turning the hands of time forward with IAE and the Garmin G1000 Two giants of UK aviation are taking an original-spec King Air and turning into something which matches or outperforms new examples

HEN Garmin launched its benchmark G1000 all-glass avionics system, it wasn’t long before people were asking if there was a way to get it retroﬁtted into older aircraft.

24 LOOP JULY 2010 www.loop.aero

With such strong demand to have it as OEM fitment in aircraft from Beechcraft, Embraer, Cessna, Cirrus, Diamond, and Piper, so far only the top-selling King Air 90 and 200 have gone through the STC process for retrofitting the G1000. There’s already a large number of King Airs in the States with the G1000 fitted, but so far there have been none in Europe – until

now. The Pakistani Army chose IAE in Cranfield to retrofit the first King Air 200 in Europe, transforming the aircraft into a genuine 2010-spec machine which can put its pilots in a working environment as modern as any other aircraft available – for a fraction of the cost of buying an all-new King Air. An authorised Garmin dealer and installer, and expert in maintaining and installing equipment into King Airs, IAE was the natural choice to retrofit the G1000 in a job which will actually increase the aircraft value.

BELOW: The G1000 brought airliner-spec kit to the masses

Garry Joyce, IAE’s Avionics Director, said: “Instead of the normal retrofit installation, a job such as this becomes more of a manufacturing process. “Garmin have produced a very comprehensive STC that removes virtually all of the existing avionics and instrumentation, so the customer has the peace of mind that not only is the equipment new but all of the wiring and installation hardware is also new. Therefore from an avionics aspect the the aircraft is literally ‘as new’.” THE GAME CHANGER The Garmin G1000 suite was a revelation when it first appeared, putting pilots in command of an integrated flight, GPS, comms, and navigation system that just a few years ago

Garmin put the King Air STC at the top of its priority list, and it is proving a very popular retrofit was the territory of airliner and military aviators. The design brief was not only to create a system that could monitor nearly every conceivable aspect of the aircraft, and display as much or as little flight information as any pilot could want, but it was also easy to use – cutting pilot workload, and dramatically increasing situational awareness. The system integrates flight instrumentation, navigation, weather, terrain, traffic and engine data on large-format, panning high-resolution displays, configurable in two- or threedisplay styles, with a choice of 10- or 12 inch flat-panel LCDs interchangeable for use as either a primary flight display (PFD) or multi-function display (MFD). An optional 15-inch screen is also available for even larger format MFD configurations. The G1000 includes the GFC 700, the first entirely new autopilot designed and certified for the 21st century. It’s capable of using all data available to the G1000 to navigate, including the ability to maintain airspeed references and optimise performance over the entire airspeed envelope. Garry said: “It’s a phenomenal system. It’s proving to be one that can turn two-pilot aircraft into single-pilot aircraft... it’s so powerful and cuts so much workload. It integrates with the GFC700 auto-pilot beautifully. It’s all fully digital, and making inputs into the AP is so simple. It’s no surprise to me that it has added value to the aircraft.” One of the major attractions to buyers about the G1000 is its

‘future-proofing’, and Garmin’s phenomenal service and back-up. Garmin have a great track record of supporting products for decades, and being at the forefront of glass panel design means they have huge experience in integrating software and firmware updates into the G1000. It already features Synthetic Vision Technology, Jeppesen ChartView, integrated TAWS-B, a digital audio panel, 2000 hours of flight recording capability (integrated with Google Maps), and next generation ASD-B traffic amongst its vast roster of functions – and doubtless there will be more as the firm keeps it updated over the years. It might be powerful, but it’s no lumbering heavyweight. One aspect of the system that is often overlooked is that it is light; in comparison to the original kit fitted in a King Air, the G1000 is some 90kg lighter when installed – neatly equivalent to a hefty extra passenger! Add to that the additional $350,000 to $400,000 a G1000 adds to most aircraft, according to Aircraft Bluebook, and it’s not so much an expense as an investment. THE G1000 DETAILED The G1000 replaces traditional mechanical gyroscopic flight instruments with Garmin’s super reliable GRS77 Attitude and Heading Reference System (AHRS). AHRS provides accurate digital output and referencing of aircraft position, rate, vector and acceleration data. It’s even able to restart and properly reference itself while the aircraft is moving at up to 20-degrees of bank angle.

It integrates built-in terrain and navigation databases, providing a clear, concise picture of position and heading, with a Jeppesen database supporting on-screen navigation, communication and mapping functions, and optional ChartView overlays for ground plan view and proximity conflict warnings. In addition, it can be augmented with Class-B Terrain Awareness and Warning System (TAWS) for yet another extra margin of safety while in the air. One of the most eye-catching featured is the optional SVT synthetic vision system – truly the next step in pilot information, and something which just a few years ago could only be dreamed about in non-commercial or nonmilitary aircraft. Using sophisticated graphics modelling, the system recreates a 3-D “virtual reality” database landscape on the pilot and co-pilot PFDs, giving the ability to clearly visualise the flight and navigation features – even in solid IFR or night VFR. With options, weather information, and Garmin Mode S transponder integration, the G1000 really starts to show its muscle. Combine it with the popular fitment of Garmin’s newest GTS 800 next-gen traffic system, featuring 1090Mhz ADS-B “In”, a working ceiling of 55,000ft, and passive and active scanning that creates a genuine 360-degree surveillance sphere, and safety is hugely enhanced. Featuring Garmin’s CLEAR CAS technology, it provides accurate, dynamic traffic surveillance – with ATC-like spoken audio alerts to help pilots quickly

It’s no surprise to me that the G1000 retroﬁt has added value to the aircraft

respond to potential flight path encroachments. For the best in “scan-your-own” weather analysis, the G1000 can be interfaced with Garmin’s GWX 68 – a compact all-in-one antenna/receiver/transmitter that provides 4-colour storm cell tracking to the G1000’s display. It features a selectable scan (up to 90 degrees), full pitch-androll stabilisation, and side-view vertical scanning to allow profiling of storm tops, gradients and cell build-up activity at various altitudes. GARMIN – CLOSE TO HOME One of the major appeals to buyers of Garmin equipment is the firm’s strong presence in Europe and the UK. The European HQ for the firm is in Southampton and it has invested heavily in infrastructure and support in Sales, Marketing, Distribution, Technical Support and Field Service Engineering in the UK and Europe. IAE IAE are of course able to leverage their wider expertise, completing other overhaul and maintenance work on the King Air alongside the requested avionics work – it’s the benefit of having such a pool of talent and history to draw from. The firm has been at its Cranfield site since 1997 and grown an impeccable track record working on aircraft of every type and size, including turboprops and jets, and many King Airs and Cessna 300/400 Series aircraft. It is an EASA Part 145 approved maintenance organisation and an FAA Approved Repair Station, so expert with N-reg aircraft.

IAE Ltd, Hangar 2, Cranﬁeld Airport, Bedfordshire, England, MK43 0JR CONTACT IAE VIA - TEL: 01234-750661 FAX: 01234-751731 WEB: WWW.IAE.UK.COM

www.loop.aero JULY 2010 LOOP 25

FLIGHTTEST

Orange is not the There was a time in life when a little Extra was enough; Gerald Cooper believes we should all live life to the Xtreme

PHOTOS: Frank Duke 26 LOOP JULY 2010 www.loop.aero

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

future; it’s here!

www.loop.aero JULY 2010 LOOP 27

FLIGHTTEST

FIRST came across the name Sbach while flying at the European Aerobatic Championships in Switzerland in 2006, and had a sneaking suspicion that we would get to hear more of this futuristic-looking machine. A lightweight low-wing carbon monoplane, equipped with Lycoming’s AEIO 580 engine developing 315 horsepower through MT’s 203cm prop, ensured this machine would perform. Pilot Philipp Steinbach bounded across the apron, an understated, tall, long-haired German chap, who introduced himself as the designer. Philipp is best described as a no-nonsense individual who speaks his mind. He explained: “My first idea to design an aerobatic plane started in 2003 after flying the Extra 300S and getting lots of ideas about how to improve things regarding flying and maintenance. I felt that a small niche company with a good product should be able to make enough money to feed itself. And the best is, you have a definite design goal: Make the plane win in competition, and you will have the attention of the market!” The intervening years have seen Philipp and his team take this aircraft from prototype through development and into series production of both the singleseat 300 and two-seat 342, with full EASA CS-23 certification scheduled for August 2010. Series production of both models is underway, with number 16 currently on the production line. This will be the first certified all-carbon fibre aerobatic aircraft, and the first clean-sheet aerobatic design to come to market in over 20 years – others are evolutions of older designs.

SO HOW IS IT MADE?

Looking around the various partly constructed machines that ﬁll the production facility, I was impressed by the design

Designer/ entrepreneur Philip Steinbach, and Gerald in the hotseat. elements that make up this ride. Carbon honeycomb is used throughout the primary structure and flight controls, with steel only used for the engine mount, undercarriage legs and various belcranks etc. Comfort has been addressed with a relaxed seating position and all controls falling logically to hand. In terms of strength, everything has been tested to insane levels [Philipp estimates a 35g failure point- Ed]. The majority of the recreational machines we fly have come about as a result of the initial design evolving over many years and, as such, many fortunate – and some not so – pilots have discovered the multitude of hidden traps. These days, under CS-23, aerobatic aircraft designers must calculate the anticipated loads, then test the aircraft to these expected loads, and from this machine forth, they must also test the aircraft in flight with strain gauges installed in order to see exactly what the structure is being subjected too. Modern construction techniques are in evidence throughout and it’s nice to see many modern trick weightreduction methods finally finding their way into a certified production machine. Currently, an entire aircraft structure is strapped to a fatigue testing machine, and is being repeatedly subjected to in-service loads for nearly 1200 cycles with ultimate test loads having been completed to +/-18g. Xtreme claims this will give the aircraft an initial airframe life of 10,000 hours, with further extensions based on straightforward inspection methods. This level of certification and associated cost of development must be truly eye-watering, and it backs up the company's claims to have taken a longterm view of the market and support of its product in terms of customer support and continued airworthiness. Overall, I am

28 LOOP JULY 2010 www.loop.aero

This will be the first certified all-carbon fibre aircraft, and the first clean-sheet aerobatic design to come to market in over 20 years

left with the impression that I am about to ﬂy a very strong aeroplane indeed.

SO HOW DOES IT LOOK?

Always a subjective issue this one, but I like it. It looks fast, strong and different; its form arrived at from purpose. Up close its looks are light years ahead of anything else. It sits pert on long legs that are interfaced with the engine mount in a method familiar to anyone that has been around the tail wheel Van’s family. Stocky-looking (due to the deep wing and tail surface

sections), and with streamlining evident throughout, the overall appearance is purposeful and solid. Any downside in the looks department is contained to the single seater, which may be too short in the fuselage and, as a result, may suffer in its competitive role. However, this opinion is currently unproven and, as such, it will be interesting to see how top-level competition pilots get on when, and, if they choose to switch to an Sbach. It’s clear the design is no accident. As required of any purveyor of ridiculous attitudes, the tail end ﬂight

www.loop.aero JULY 2010 LOOP 29

FLIGHTTEST controls are large enough to dwarf both the horizontal and vertical stabilisers, with the ailerons containing themselves to a full 100% span of any wing that dares to show itself outboard of the fuselage. I am guessing that they probably work rather well with throws typical of similar types at 30°.

LET’S FLY IT

The two-seater has been loaded so that I am well below the gross weight, with the centre of gravity located just inside the aft envelope to give me the best chance of exploring this machine’s capabilities in pitch. Switches are located on the right side, with all of the circuit protection devices and two modular instrument panels in both pilots’ positions. The modern-looking cockpit reinforces the overall feel of a machine more akin to a Formula 1 car, as the carbon layup surrounds you with seats moulded to suit; this is not a cage in which you sit, as with many other comparable types. Beyond its own obvious improvements, I am impressed by the comprehensive list of desirable design ideas, condensed from the opinions of pilots of other machines – throughout

the genesis into the 300 and 342, Steinbach has called on the talents of many of his world-level aerobatic and Haute Voltige friends, getting feedback in every stage from some of the world’s best pilots. The ideas include my trusty CAP 232’s slider throttle, now equipped with a neat little friction control device and slider rudder pedal systems, and a Sukhoi-esque large highmounted control stick. Together, they form a veritable wishlist from the aerobatic aircraft world, a natural evolution, only changing the things that need changing and raiding good ideas from others. Start is stock Lycoming and setting off across the block-paved apron (what else?) directional control is easily maintained through the use of the steerable tail wheel and differentially operated toe brakes. Visibility is better than the Pitts and Extra family, which are probably the nearest comparable types. Opening up the engine, track is easily maintained with light rudder pressure, and within seven seconds, she is ready to go. Pitching directly to an initially impressive climb angle of around 60° leaves me in no doubt that

Pitching directly to an initially impressive climb angle of around 60° leaves me in no doubt that for a twoseat machine we have moved on to a new generation

Lycoming’s AEIO 580 engine develops 315 horsepower through the 203cm prop

P H I L I P P S T E I N B AC H : E N G I N E E R A N D S P O RT S M A N IF YOU’RE setting out to create the ultimate aerobatic aircraft, it helps to be one of the world’s best pilots, as well as a top-level aero engineer to boot. Meet Philipp Steinbach. The reigning German Unlimited champion, Steinbach, at 36, has been ﬂying for over 20 years and already has vast experience in aircraft manufacture. As well as formerly working at Extra, he established the much-admired Impulse aircraft ﬁrm in the late 90s. The Impulse was also all-carbon, in kit form. After joining Xtreme in 2005, he immediately set to work creating what he felt was his perfect aeros machine, building the prototype Sbach 3000 just in time to take medals in the German 05 LOOP AUGUST 2009 www.loop.aero

championships in 2006 with just a few hours under its wings. Throughout its genesis into the 300 and 342, Steinbach has called on the talents of many of his world-level aerobatic and Haute Voltige friends getting feedback in every stage from some of the world’s best pilots. Despite his unconventional image, Steinbach is a hard-headed businessman. Having tasted the bitterness of insolvency with Impulse, when he couldn’t match the low-build costs of Eastern bloc rivals, he believes the secret to making the Sbach a commercial success is to simply make it better than anything else out there – and to win competitions.

for a two-seat machine we have moved on to a new generation. Impressive enough, but having watched Philipp ﬂy earlier for a photo shoot, he would easily pitch to an initial climb attitude of 90° almost immediately after lifting off, which allowed him to commence his gyrating freestyle routine almost immediately after take-off. There are not many single-seat aerobatic types that can replicate this performance, and I remind myself that this is actually a two-seat machine I’m testing. Initial impressions are good; as she tracks straight, I can feel that I am astride a purposeful machine. This thing performs. Power to weight ratio and mass distribution, combined with effective controls, are the key. At 3000ft, it’s time to see if I actually like this machine, rolling inverted to see how securely it holds me, as I start to get a feel for the controls and feedback. I begin to feel at home quite quickly, which must be a good thing. Time to see how it handles during slow ﬂight with some stalling in various accelerated modes. Feedback is predictable and benign if treated in a conventional manner. However, when aggravated, it is not for the faint-hearted, as this one is

built to rotate. As with any highly tuned machine, it will give you an instant tumbling high-energy result in any axis. If you are not familiar to this class of machine, training will be required as the stick can appear to move with a mind of its own if not controlled deliberately. If you are already current on class, then you will simply be impressed by the effortless extension to your envelope. Stability tests are the norm for flight tests but, as the CS-23 test pilots have spent many hours conforming to EASA’s stability requirements, I'm going to look at it from a recreational aviator’s perspective. The aerobatic pilot’s wishlist includes lightning reactions around all axis when provoked, contrasting with the ability to track a stable trajectory when left alone, which helps to build confidence and accuracy. Once again, she doesn’t disappoint and after two flights the realisation dawns that I could be competitive quite quickly in this aircraft. Elevator is probably a touch light if applied aggressively – I find that I can hit peak g (+/-10) almost instantly when at speed. The rest of the controls are also very

light throughout the speed range, so I have to detune my inputs somewhat. Book figure roll rate is 450°/ sec at 225kt and 280°/sec at 60kt. Comparing it to types I am current on today, which are the Extra 300L and Cap 232, I can categorically confirm that it rolls very fast indeed, leaving both the 300L and much faster Cap 232 behind! Equally important when rolling fast is the ability to stop cleanly and quickly. Reduction in aileron and wing-tip mass has endowed the machine with good ailerons that work at both high and low speed. The other reassuring fact about this aircraft’s ailerons are that they have been designed and load tested to be fully deflected up to Vne, a point which I cannot

resist – as I yo-yo between the vertical and level Vne flight, I aggressively and repeatedly apply full aileron in both directions. The rate is phenomenal and I play for 10 minutes or so (basically until my head hurts) trying to recalibrate my 232 timing in order to become accurate. When certified, the Sbach will be the only certified aircraft with this desirable aileron feature. Manoeuvring speed (full deflection of all control surfaces) and for any snap roll is 174kt. This figure

Tail end flight controls dwarf the horizontal and vertical stabilisers is much higher than any comparable type and results in the aircraft whipping around at a phenomenal rate when flicked positive or negative. Stopping accurately now becomes the new game and one which will take a competition pilot in his own machine months or years to master. The rate of rotation when flicked at the higher speeds is well above those for which my inertial gyro is calibrated and opens a world of very dynamic snaps if you are brave enough to give them a go repeatedly. Absolutely exhausted, I retreat to the comfort of less aggressive figures.

EXTREME FUN

Diving for speed is always my favourite part of any aerobatic flight, being fresh for the fight and not yet feeling like I’ve been dragged through a hedge backwards (the stock feeling at the end of a hard flight). The aircraft smoothly accelerates, and modifies its character from lively to positively electric. The ride is smooth, although very lively in roll, and it takes me two flights (that’s my excuse for another go) until I get the ‘feel’ of this animal. It remains relatively smooth as

I load to +8 in the first corner; the feedback is absolutely solid with no discernible give anywhere in the structure. There is some light buffet above +8. The aircraft tracks the vertical well, so should prove a stable mount for those who choose this form of normality. Pitch and roll forces are balanced, so large applications of aileron do not upset the pitch trim, although surprisingly for a two-seat aerobatic type, the rudder is very light and effective so tends to over control if applied at all during rotation. The rudder allows the aircraft to yaw to around 90° left or right at any speed under around 90kt. However, at this point, the pitch appears almost uncontainable and, with large oblique angles generated by rudder deflection, you should be prepared for the rapid, compact pitching movement that follows. This area of gyroscopic tumbling requires more experimentation than I have time and fuel for today, so I’ll reserve judgement in this arena as new movements are certainly possible. However, I can tell it is different to the old breed because, when combined with large rudder deflections, the application of forward or

W H AT VA Z E I L L E S AY S . . .

SEE THE XTREME VIDEO NOW! GO TO

www.loop.aero

FORMER World Aerobatic Champion – and British team member – Eric Vazeille has also flown the Sbach 342. The French star said: “When I tested the 342, I flew the aircraft alone. The performance of the aircraft is comparable to an actual Unlimited single-seat aircraft. Power to weight ratio is very impressive and, because of the shape, the aircraft in cruising flight is very fast. “I was impressed with the rate of roll and its ability to fly at slow speed, which is as good

as current single seaters. It also has a very efficient rudder with a lot of movements possible; it just seems that the tumbles are not going to be easy to learn. “It’s obviously a very strong aircraft – the best two-seater I have ever flown. Everything is well designed with a lot of room in the cockpit. A little bit too fast sometimes, so, more than in other aircraft, you do need to learn to use the power lever to slow down. This is the first two-seat machine that you can take to a world contest and be taken seriously.” www.loop.aero AUGUST 2009 LOOP 05

FLIGHTTEST back stick at slow speed sets the SBach off at an alarming rate in pitch, and it would now appear that trying to control the tumble is the new battle. Sufﬁce to say, this two-seat aircraft is better than a good number of single-seat types currently on the market and is light years ahead in terms of any other two-seat aircraft. As with any purveyor of 3D chariots, the manufacturer has set out to expand the envelope and we must all up our game to master this latest offering. Advanced training is recommended and available by the factory from its pool of experienced Unlimited pilots.

BRING HER BACK

Approach to land seems fairly stock for this type of machine, with a curved approach providing a decent view of the spot I hope to touch down upon. The steady reduction in speed to an approach target of around 80kt by balancing power and pitch reveals that this machine has predictable handling qualities, with no nasty surprises, providing positive feedback throughout the landing. Touchdown is a non-event and is well within the capabilities of any pilot current on tail-wheel types. Book ﬁgures for a typically loaded machine give landing

Great handling qualities combine with good looks – this is fun!

COOPER MAN

distances of around 400m. Taxying with a big grin is the order of the day – and I ﬁnd myself suitably equipped for the task!

BEING NORMAL

GERALD COOPER is the reigning British Unlimited Aerobatics Champion, and placed a superb seventh overall in the 2009 World Aerobatics Championship. Many think he could go all the way in the future to become our first title winner. As well as being a spectacularly good competition pilot, Gerald is well-known among many UK and European airshow crowds for his display flights in his beloved CAP 232 G-OGBR, shared with former world Unlimited champ Eric Vazeille. He said: “As a licensed aircraft engineer, I am fascinated with the level of technology that goes into this type of product so when Philipp asked if I would test the Sbach curiosity got the better of me. How could anyone resist flying one of the finest GA aeroplanes to come to market for a very long time?” Aside from a world title, he has another mission on his plate – turning Wickenby Aerodrome in Lincolnshire into one of the best GA sites in the UK. The site retains some of the giant Lancaster hangars used during the war, has a steadily growing collection of attractions and historical mementos from the time, and is already famous for events such as the Wings and Wheels Weekend. www.wickenbyairfield.com

I know a number of individuals who use this type of machine as a gentleman’s carriage/grand tourer with the occasional loop and roll reserved for the weekend. So let’s think about loading it up with your companion and heading off to the south of France for the weekend. The ﬂight manual states that it holds 285l of fuel, providing a range of 800nm @ 185kt (75% power), and 950nm at 170k. There is also a small baggage compartment in the rear fuselage for up to 44lb of baggage, but you won’t get much more than a holdall in there. Philipp recently ﬂew directly from Cochstedt (Berlin) to my base at Wickenby (Lincoln) in 2hr and 10min using only half of his available fuel onboard.

CONCLUSION

If you want to travel by air in the strongest, most manoeuvrable aircraft, safe in the knowledge that it is fully certified, then this is likely to be the aircraft that you either dream of flying or are actually lucky enough to be able to afford to fly. If you are in the first camp, then I sympathise and hope you find a route to destination; if in the second, I am slightly envious as this would be a definite want for any toy box no matter how large yours happens to be. Some believe that aerobatic aircraft are uninspiring. However, I cannot escape their appeal as, simply put, they are built like the proverbial

The two-seat aircraft is better than a good number of singleseat types currently on the market and is light years ahead in terms of any other two-seat aircraft

SEE THE XTREME VIDEO NOW! GO TO

www.loop.aero

The one and two-seat Sbachs line up for the cameraship

WHO ARE EXTREME? XTREME are the new kids on the block in aerobatic aircraft, being founded only five years ago in 2005. The man behind it is the firm’s Chief Executive Office Harro Moewes, who set out to build a company that would become the benchmark for aircraft design in the field and for composite manufacturing. Moewes made his money outside aviation, but immediately set about spending a bundle of it building a brand-new production facility at Magdeburg-Cochstedt Airport, and soon teamed up with Philipp Steinbach. The company quickly moved from its original rented base to a purpose-built 26,000ft2 facility. This very impressive facility was established in order to produce the SBach series of aircraft, while their specialised

32 LOOP JULY 2010 www.loop.aero

composite design and manufacturing technologies are also available for any precision aerospace works. With extensive composite and milling machinery on site, the only major parts that ﬁrm doesn’t make for the Sbach itself are the engine – which is a Lycoming Thunderbolt – and the 203cm prop, which is made by MT. One of the great things to see throughout this facility is the attention to detail that has been implemented in order to create the Sback on a mass-produced basis. This is a seriously well-funded project that has focused its attention solely on producing Unlimited level aircraft to a very high level, and, in preparation for full production and ﬁnal EASA approval, the company has grown to 34 employees.

Sbachs glimmer seductively in the purpose-built 26,000ft2 facility

Aircraft number 16 is currently under production

Dedication: even the mouse mat depicts an Sbach!

Engineering boss Nicky Rank is hands on www.loop.aero JULY 2010 LOOP 33

34 LOOP JULY 2010 www.loop.aero

FLIGHTTEST brick outhouse. Sure, they’re not the fastest, most thrifty or highest flying machines, but in handling terms you really have to experience a carbon-winged aerobatic monoplane in order to appreciate the explosive threedimensional freedom they offer. Having flown thousands of hours in directly comparable machines and lots more in high-end personal tourers, I can say that for nipping out for 20 minutes of fun or making big strides around Europe there is nothing that even comes close. It’s fast, good looking and incredibly light to the touch. When unleashed, it transforms from a comfortable and capable tourer to a no-holds-barred cage fighter capable of far more than I had time to discover. Bringing this type of machine through the certification process is a remarkable feat by the Xtreme team and one I hope will be rewarded through success in both competition and (more importantly) sales. Good luck boys and girls, as you have created a truly great flying machine that inspires and intimidates in equal measure. The market should be interested!

FOR THE LATEST NEWS GO TO... www.loop.aero DATA FILE SBACH 342 AIRCRAFT SBACH 342

PERFORMANCE Max level speed ISA @ 300ft 210kts POWER Stall speed 53kts Engine// Lycoming AEIO 580 L1B5 Fuel 285l Prop// MT three blade mtv 9, Range 800nm hydraulically actuated constant Takeoﬀ 260m speed, 203cm diameter Landing 400m Rate of climb 3200ft/min DIMENSIONS Max take-oﬀ weight 850kg Wingspan 7.5m aerobatic; 999kg utility Wing area 11.25m2 Empty weight 610kg Wing loading 75.5kg/m2 Safe Load +/-10g Length 6.6m Seats 2 MANUFACTURER Baggage capacity 20kg XtremeAir GmbH Harzstraße 2 Am Flughafen Cochstedt 39444 Hecklingen Germany Tel: +49 39267 60 999 0 Fax: +49 39267 60 999 20 Email: info@xtremeair.de www.xtremeair.dem

Roomy, well laid out cockpit with relaxed seating position for comfort.

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CAN A PROP OVERHAUL PAY FOR ITSELF? Many would say that a propeller is one of the most important parts of an aeroplane – that’s because it is. When maintaining a propeller to the highest standard, whether for normal or aerobatic flight, it is important to know it has been maintained by the expert. Most will acknowledge that the UK’s most concentrated pool of knowledge in propeller technology and maintenance is Proptech, in Portsmouth. Proptech are the only approved Hartzell distributor in the UK, which means that only genuine

manufacturer parts are used. Proptech are approved by the CAA, FAA, and EASA as a repair station, with ISO9001:2008 approval. It all means that the highest possible standards are observed at all times. Their team of Hartzell propeller maintenance technician staff have a combined experience of over 120 years, meaning that your prop is being worked on by the true experts at its state-of-the-art 30,000sq-ft facility.

Unsurprisingly, the facilities and standards upheld at Proptech means it has a reputation for excellence and quality that extends throughout Europe. But, that doesn’t mean it’s the priciest. In fact, the chances are you’ll be surprised at how competitive their costs are. In fact, Proptech say they will not be beaten on any like for like quote. Latest pricing on

the Hartzell 2-blade prop overhaul is available from July; if yours prop is due for overhaul or requires maintenance, give Proptech a call and make sure that the saving on your next fuel stop helps to pay to maintain your prop. Contact Proptech Sales for Further Information.

Telephone: +44 (0)23 9265 7770 • Facsimile: +44 (0)23 92657771 • Email: sales@proptech.info • www.proptech.info www.loop.aero JULY 2010 LOOP 35

AEROSWITHALAN

The Loop – updated Alan Cassidy returns to update one of his ﬁrst ever columns regarding one of the most-asked questions... with some new advice – and an invitation!

36 LOOP JULY 2010 www.loop.aero

that the wings are not level. This often also receives the comment ‘off heading at the top’. Others might express the essential nature of some other criteria, such as you must ﬁnish at the same height that you start, you must keep the ball in the middle, you must have a constant pitch rate or, conversely, you must not have a constant pitch rate. All of these might be true of a certain kind of loop, but I often ﬂy loops, for perfectly valid reasons, that ignore these ‘secondary’ requirements.

THE ESSENTIALS

The ﬁrst essential requirement for a bottom-up, inside loop is to get the aircraft level at a speed greater than the minimum for a loop. Any POH for an aerobatic machine will have a recommended looping speed. All I then have to do is start pulling to get the pitching motion started. The rate of pitch has to be sufﬁcient to get me to the top with enough residual speed to maintain control in all three axes.

The rate of pitch has to be sufficient to get me to the top with enough residual speed to maintain control in all three axes Having reached the top, all I have to do is continue pulling on the down side to get the shape I want, and to keep this going until I am level once more. The essential requirement of keeping the wings level is governed entirely (except in the case of a stall during the loop) by what I do with the aileron control while I am pulling. All that is necessary is that I continually monitor the state of the wings in relation to the horizon (difficult in Switzerland or on hazy days), that I understand how to interpret what I see outside (difficult at

first when you are upside down) and make quick and accurate aileron inputs to correct any roll errors at a very early stage. Nobody flies perfect geometry in any figure, especially me. The key point about flying accurately is to see the errors when they are small, before anyone else sees them, and to make the necessary corrections in a timely way. Then I can appear perfect, even when I am not. It’s just a matter of finer resolution in my perception than in others’ that might be watching.

THE NON-ESSENTIALS

The general view is that a loop should be round. But if I ask: “To whom should it look round?” and “How can you tell from inside or outside, anyway?” then head scratching ensues. The truth is, I can never have any certainty from inside the aeroplane of the exact shape of my loop. My state of ignorance is inevitable, not least because of the vagaries of the wind, which I cannot measure by eye from inside the machine. So if I am

actually trying to fly a round loop, I do my best to guess what is needed in the conditions, knowing I will never do this immaculately. If I have no desire to please an outside observer, I might choose to define my loop as having a constant pitch rate, say, 60° per second. Then I can predict with certainty that it will take six seconds to fly the loop and also that it will not appear round to anyone watching from outside. If I am flying at 10,000ft somewhere over the North Sea that lack of roundness will not matter. As the aeroplane slows and then accelerates, the length of each successive 60° arc will change, clearly contravening the geometry of a perfect circle, but nevertheless setting a target that is readily observable and critique-able from inside the aircraft. See Figure 1 overleaf: Constant Pitch Rate. If, on the other hand, I intend to make my loop look round to someone watching from the ground, then my rate of pitch

There’s more to getting a ‘round’ looking loop than you’d think!

PHOTO David Spurdens www.extremesportsphoto.com

O, What is a loop? It's probably the first figure that springs into your mind when you think about aerobatics. Even the humblest aerobatic aircraft can do one, and it is one of the first manoeuvres taught on any aerobatic course. A loop was the first aerobatic figure I ever flew, back in 1967 in a de Havilland Chipmunk during my PPL course at Carlisle. The obvious questions are “What exactly is a loop?” and “How do you do one properly?”. The answers, however, are not quite so straightforward. When I fly a loop of any sort, and there are a number of solutions to the problem, two things are always absolutely key. Firstly, the aircraft has to fly through 360° of pitch change, from level to level. Secondly, the lateral axis of the aeroplane, let’s just say ‘the wings’, must at all times be parallel to the true horizon. The easiest criticism at the early stages of any loop is

www.loop.aero JULY 2010 LOOP 37

AEROSWITHALAN (the speed that green or blue flies past the nose, or the rate at which the horizon rotates at my wingtip) must be proportional to my speed relative to the observer. This observer-speed is airspeed on a day without wind, but is a mixture of groundspeed (when horizontal) and airspeed (when vertical) on a windy day. Consequently, pitch rate (and g-force) must be high when I am faster and low when I am slower. The key is the pitch rate is not constant, nor is g-force. See figure 2: Proportionate Pitch Rate. Lastly, I must talk about the slip ball, or the aircraft’s state of balance. The conventional wisdom is that I should use the aircraft’s rudder throughout the loop to counter slipstream effect, p-factor and gyroscopics and keep the machine in perfect balance. Note this list of propeller effects does not include torque, which is dealt with only using the ailerons, as it only affects roll. When I first teach loops, I follow this convention so my students learn about the engine effects and how to counter them. However, in a recent contest at Compton Abbas, I flew a half loop down from inverted with a noticeable input of right aileron and a commensurate bootful of left rudder to counter any apparent roll. The slip ball was so far to the right it nearly hit full deflection, but the wings remained level. To those watching, it would look like a gust of wind had blown me 200ft sideways while I descended 800ft. But in competition, such sideways movement due to wind is not subject to downgrade. The effect of this contrivance was to place me far enough from the judging line to allow a rolling turn that way at the end of the programme, which would get me a better positioning score for the whole sequence and enable me to keep the judges in sight. I use this anecdote not just to show how clever I am, but to emphasise my firmly held view that there is seldom one ‘right’ way to do anything. The true aim of education is to show many ways to perform a task and to impart sufficient wisdom so anyone can choose the most appropriate alternative in any given situation. This is a theme I have touched on often this series.

LOOPING FOR AN AUDIENCE: THE NUMBERS

So, just how does ﬂying for an audience change looping policy, and how do the numbers stack up? Here are some typical data: Let’s say that our aeroplane has a recommended looping airspeed of 120kts and that we keep the loop to a size that allows

us to have an airspeed of 60kts over the top. These are not far out for a lot of medium-performance aerobatic aircraft. If there is no wind at looping height, the ratio of the speeds at the bottom and the top is 2:1. To keep the radius of the loop constant, therefore, the ratio of pitch rates at the bottom and the top is also 2:1. When the speed is highest, the pitch rate is highest; when the speed is lowest, so is the pitch rate. A round loop, therefore, on a windless day has a change of pitch rate from bottom to top of 2:1. But what happens when the wind starts to blow? Well, we need to add or subtract the wind speed to/from the airspeeds and see what we get. The graph in Figure 3 shows the range of numbers we get when working with wind up to 30 knots from ahead or from behind. The result is not linear. If we start and finish our loop into a headwind, the pitch rate ratio gets closer to unity. By the time we reach a 30kt headwind, the constant pitch-rate loop actually works out to give perfect roundness! The range of ratios into the wind runs from 2:1 to 1:1. But look what happens at the other end of the graph. As tailwind goes from nil to 30kt, the pitch rate ratio goes up from 2:1 to 5:1 – a much bigger change. The red shaded areas on the graph show the typical range of wind speeds at 2,000ft AGL in the UK. If I start my loop into wind and make my pitch rate ratio something in the order of 1.5, then my loop will look pretty good in quite a range of wind speeds. If, on the other hand, I fly the same loop going in a reciprocal direction, I will need a ratio somewhere between 2.5 and 4, so it is much harder to get the loop even approximately round. The primary lesson here is that loops started downwind, in a competition or in a display, are really hard to fly so that they look circular. If you have a choice, fly them starting into wind. Figure 4 shows a loop followed by a half-cuban, both with the looping segments started into wind. In a LOOP Beginners event, most pilots would get pretty reasonable feedback from the judges on the roundness of these two figures. Now suppose we made a fourfigure sequence as shown in Figure 5. How do you think the appearance of the second loop and the second half-cuban would be? Not so good? Getting a lower score? There’s one LOOP Beginners day left this season, at Sleap on July 24. Come along and see how you get on. All the loops will start into wind – I promise. Be safe and enjoy your flying! If you wish to try aerobatics, look at the LOOP classified section for schools.

38 LOOP JULY 2010 www.loop.aero

ARE YOU LISTENING CAREFULLY? Knowing precisely what the shape of your loop actually is to the observer is diﬃcult to say the least from the cockpit – it’s better to have someone on the ground observe you and give feedback. Changing wind conditions can make identical stick inputs yield very diﬀerent shapes, from the egg shape (1), to the perfect circle (2). As always, practice, practice, practice.

The diagram (3) above gives an indication just to how much a ‘simple’ loop is a conatnt balancing of aircraft speed versus wind speed, with close attention paid to the POH ﬁgures for the type being ﬂown. Throughout the pitch

change, any given wind speed will present a varying force of deflection to the aircraft, meaning throughout the manouevre it is a constant balancing act to maintain the perfect circle most desired for competition. So, you’ve got to grips with making compensations for wind in a figure. Good! Now let’s start to combine two or three... More complex figures required for competition will inevitably lead to a compensation made for one part of the figure being to recompensated later.

40 LOOP JULY 2010 www.loop.aero

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

CLUB LOOP flight

EUROPAS

42 Europas head to Popham! Page 43

FIRST SOLO

Alan Cassidy ﬂew solo in six hours Page 49

NEW PILOT

Will Hilton secures his gliding wings Page 49

NICK HEARD

Near misses with military aircraft Page 46

Dropping into Blackbushe Airport, CAA examiner and safety pilot Brian Hamilton oﬀers a pilot’s eye view See p42

PLANE CRAZY Going round the world in CTLS Page 52

www.loop.aero JULY 2010 LOOP 41

flightCLUBHANGARCHAT +CLUB FOCUS

BLACKBUSHE AIRPORT

Been around the world, but always back to Blackbushe

Brian Hamilton, CAA examiner and FAA instructor, has ﬂown in some of the most dangerous weather and diﬃcult places to get in an out of, but Blackbushe is where it all began

+THE VITALS

ICAO CODE EGLK FIRST FLIGHT Opened in late 1942 as RAF Hartfordbridge. Was active throughout the war as a base for spitfires and mosquitoes involved in reconnaissance and fighter defence operations, as well as being home for the Free French Squadron (Lorraine). FACILITIES Plenty of parking, cafe and restaurant, Sunday market, car auctions, aeroplane and helicopter charter and office space. LEARNING Two schools available: Cabair

and Blackbushe Aviation RUNWAYS Two asphalt LANDING FEES Single from £19.50, discount available with uplift of fuel. AOPA and LAA members also get a discount on production of membership card. EVENTS There are plenty of fly-ins and fly outs to other airfields, so it's always busy. DETAILS Blackbushe Airport Ltd Camberley, Surrey. Admin: 01252 879449 TWR: 01252 874444

42 LOOP JULY 2010 www.loop.aero

HANKS to its close proximity to a number of tourist attractions, including Twickenham for the rugby, Windsor for the castle and LegoLand, and Ascot for the racing, Blackbushe is popular with visiting pilots. One who comes back regularly to his roots is Brian Hamilton, whose latest adventure was to act as safety pilot for a customer taking their TBM700 around the world, but is now enjoying The Bushe Cafe facilities! “I know Blackbushe really well,” Brian says. “I learnt to fly here back in 1979. It’s not changed much in that time – all the temporary buildings are still standing and the mural on the cafe wall still looks new, even though it had been painted before I started to fly.” Due to the popularity with local pilots the café is always busy with pilots, families and enthusiasts. On a summer’s day, the tables outside are usually full, with the staff members running around serving food. The food on offer is your typical cafe food, but is

prepared well and is tasty. There is a barbeque in the garden so if the weather is nice in the evening, chances are your burger will be cooked alfresco! The bar is also generally open for as long as someone is on site so a post-flight beer is usually an option. Brian agrees that Blackbushe has a great community spirit and thinks that despite its proximity to London it won’t change too much due to other airports being nearby. “The thing that keeps Blackbushe a GA-based airport is that Farnborough is so close, so all the jets will fly into there keeping Blackbushe a GA airfield. “It’s really friendly here; we’ve had lots of fly-outs, including golf trips to Ireland and France – which is good for such a big airfield to have a close knit community. “When I first came here, the whole airfield was owned by Doug Arnold, who had made his money from scrap metal. He was quite a character and used to drive up and down the runway in his gold Rolls Royce. If he didn’t like

The thing that keeps Blackbushe a GA-based airport is that Farnborough is so close

anyone, he’d tell them to leave and not come back. However, he was a serious aviator and was really into his warbirds, and fond memories such as these always make me come back.” Nowadays, Brian is an instructor and examiner working out of Blackbushe, helping pilots validate, renew or to complete their ratings. “I don’t tend to teach students who are looking to get their PPL. Schools are the best place for that. But if people want to gain or finish off a certain qualification, such as IMC or night rating, I’m the person they can come to. I also do check rides, revalidations and skill tests. “I’m also an FAA instructor – a lot of pilots also have an American licence – so on the same flight I can check them for that licence as well. I work on a oneto-one basis which is unusual. It’s difficult to get continuity with an instructor at schools, but I work on my own so it’s quite easy to build up a relationship.” When Brian isn’t instructing/ examining, he just loves to fly (he owns a 58 Baron, and is aiming for

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

E U R O PA F LY- I N

Europas from... well Europe THE first Europa International Fly-In saw 42 Europas at Popham. While four of them are based there, two others flew all the way from the Netherlands. Tim Weert, from Middenmeer, Holland, brought in his XS along with four other aircraft in convoy. The weekend was organised by the Europa Club, whose 350 active members encompass builders, flyers and interested spectators. The idea was for an open invitation to all UK and European owners to come and sample the delights and hospitality of Popham, which is one of the best GA airfields in the UK, and to meet fellow members at the club’s AGM. The opportunity for so many people to come together was a great success for the members, as many were able to put names to faces. Meanwhile, the BBQ and chilli cook-off was well received as a climax to the AGM.

SHOOTING STARS

a King Air). He also acts as safety pilot on more complex aircraft for owners who don’t have the time to flight plan or do not have the time to stay current. “I acted as safety pilot flying a TBM 700 around the world. The owner was meant to do it with a professional airline pilot, but there were delays and at the last minute the pilot dropped out. The owner came to me and asked if I would act as safety pilot. It’s a big commitment and I had only three weeks to prepare before we had to leave. There’s so much work involved in a trip like this, but a company sorted the flight clearances and visas. “The plan was to take two weeks to get to Australia, then for the owner would spend six weeks on holiday while I flew back commercially. And then fly back out for the return leg.” With a trip like this and a lot of new experiences, there were bound to be a couple of problems. “The toughest leg was between Japan and Alaska. We had to

fly over Russia, but as we didn’t have visas to stay overnight, we had to cover Russia in a day. Our final destination was Adak on the Aleutian Islands, but there’s no customs there, so we had to fly from there to Anchorage for customs, and that meant over 3000 miles in 14 hours. “One of the most confusing things was that we landed before we took off, because we crossed the International Date Line.” Now back in the UK, Brian has returned to his more usual work at Blackbushe. You might even meet him if you drop in! Landing fees in the week can be high – around the £23 mark, but of course that compares favourable to other airfields nearby, especially Farnborough which is expensive. However, at weekends it is under a tenner and a great way to get into London. Blackbushe can also arrange a hire car for you should you need one when you arrive. www.blackbusheairport.co.uk www.pilotservices.org.uk

Clockwise from main: The Bushe cafe; Brian Hamilton takes a moment to relax; lots of aircraft available to buy, share or swap; original RAF signpost adorns cafe

UK and European owners alike came to Popham

Part of the 42-Europa line up The event shows that the aircraft and its owners love their aircraft and with the future looking brighter, is there a possibility of 50+ Europas next year? Only time will tell.

GET YOUR CLUB NOTICED IN LOOP clubs@ loop.aero

+PHOTO ALBUM

POM FLYING CLUB First Solo's Colin Lond Mac de Haviland Congratulations to Mike Shildes who completed his first Solo at Humberside Airport. NORWICH SOF Exam passes Josh King: Air Law Andy Rickab : Navigation Nick LeGrys: RT Practical, Comms, Human Performance and Meteorology John Mundy: RT Practical and Communications Written John Fielding: RT Practical ABBAS AIR Skills test Travor Sandy Matt Cowley PPLs Tony Roddam Stephen Rhodes

The impressive Euroﬁghter was on display at the Kemble Air Day on June 19 and 20 at Cotswold Airport. It was one of the highlights along with the Red Arrows and the Black Cats. Aside from the latest military hardware on show, there was also a turnout from a range of World War Two aircraft as well, including a Spitﬁre, Hurricane and an American-built Dakota, all celebrating 70 years since the Battle of Britain. +SCHOOLS

STUDENT NEWS

More students than ever

PPL Builder is great success

Cabair Flying Schools introduced the PPL Builder around two years ago and it’s Biggin Hill branch has just sold its 200th PPL Builder, proving a success in these diﬃcult times. The PPL Builder is a way of helping

would-be pilots pay for their PPL course using a flexible five-stage payment plan. The course ends with a payment to the student of a £1,000 flying credit for a PPL (A) and £1,500 for a PPL (H). www.cabair.com

www.loop.aero JULY 2009 LOOP 43

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E A A A I RV E N T U R E O S H KO S H , J U LY 2 6 - AU G U S T 1

GRAND TOUR

Oh my gosh, it's Oshkosh!

The world’s biggest GA show is back, and it’s something to behold

OSHKOSH is a week-long celebration for all things aviation. Last year, more than 578,000 people walked through the gates, including Sir Richard Branson and Harrison Ford. Over 10,000 ﬂew in and more than 750 exhibitors were on show – and that doesn’t include the 2662 show planes that took part in air displays. 2010’s EAA Airventure looks set to be just as exciting, having a strong military feel. While there are always warbirds of all ages, this year, rare aircraft such as DC-3s, P-51 Mustangs, T-28s, B-17s plus some axis aircraft, including a German Focke-Wulf Fw190A-9 and Japanese Model 21 Zero, will be on show as part of the ‘Salute to Veterans’ theme. A week just doesn’t seem like long enough with so much to see and do: all the big names will launch their new products, people will show oﬀ their new aircraft and you can learn

EVENTS

There’s a strong military theme at this year’s Oshkosh.

The Isle of Skye is the largest of the Inner Hebrides oﬀ Scotland’s west coast. Historically known for its music and poetry, it is now equally famous for its natural beauty and wildlife.

a thing or two about homebuilding. If you can’t make it along, however, don’t worry as the LOOPTV team will be

on hand and ﬁling daily reports so you won’t miss a thing. www.airventure.org

P L A C E S TO G O I N J U LY

+02-04 Goodwood Aviation Show Goodwood, West Sussex For the first time, this aviation exhibition area allows manufacturers of both fixed-wing and rotary aircraft to showcase their latest innovative designs 01243 755087 www.goodwood.co.uk +03 Guernsey Aero Club Fly-in Sun Quiberon weekend 01481 265267 www. guernseyaeroclub.com +03 Suffolk Coastal Strut Boxted Flyin & BBQ, Boxted Airfield, Essex PPR 07014 212209 www.boxted2010.co.uk

+11 Biplane fly-in Compton Abbas Airfield www.abbasair.com +11 Vans RV Fly-in Popham Airfield, Hamps. 01256 397733 www. popham-airfield.co.uk +11 Guernsey Aero Club Fly-in Popham fly-in and Van’s fly-in. 01481 265267 www. guernseyaeroclub.com +11 de Havilland Day Panshanger Aerodrome, Hertfordshire. To celebrate 100 years of de Havilland and 60th anniversary of the Chipmunk. Free landing for all de Havilland aircraft and free lunch for the pilot. 01707 391707 www.northlondon flyingschool.com

Isle of Skye

fuel, overnight camping, all types including paramotors welcome, with radio. Please call on 123.050 10 miles out. Non-radio PPR. 01964 544994 www.hullaeroclub.co.uk +17 Cabair Helicopter Open day Helilondon, Elstree Aerodrome. 01234 436070 www.cabair helicopterpilot.com +17-18 Cholmondeley Pageant of Power Cholmondeley Castle, Cheshire. 01829 772432 www.cpop.co.uk

+17-18 de Havilland Aircraft Fly-in Old Buckenham Airfield, Norfolk. Free landings +10-11 Dorset Air Race for all de Havilland Compton Abbas Airfield. aircraft types. Free 30 aircraft race round +15-16 Pilot Training entry by road. Food and Dorset and cross the finishing line in front of College Assessment Day drink will be available the airfield viewing area. Birmingham Airport. For all day. anybody considering www.oldbuck.com 01747 811767 training to become a www.abbasair.com +17-18 Auster Fly-in professional pilot. North Coates +10-11 British Precision www.pilottraining All Austers apply Pilots Association college.com via Auster website Novice introduction +17 Hull Aero Club for PPR slots. Other training/competition Summer Fly-in Beverley aircraft please contact weekend, Shipdham, (Linley Hill) Airfield organisers direct. Norfolk. 07713 880689 www.austerclub.org http://rallyflyingclub.org Barbecue, discount 44 LOOP JULY 2010 www.loop.aero

+17-18 Shoreham Airport Centenary Fly-in Shoreham Airport. Come along to celebrate 100 years of flying at one of the UK’s most famous airports. Arrivals strictly PPR, 07950 362791 www.shoreham2010.info +19-25 Aviation Painting of the Year 2010 Mall Galleries, London SW1 The Guild of Aviation Artists’ 40th Annual Summer Exhibition. 01252 513123 www.gava.org.uk +21 RAF Henlow Families Day Fly-in RAF Henlow Small flying display. GA and microlights welcome. Limited places. Free landing but please make a donation to the Skywatch Civil Air Patrol. Strictly PPR 01462 851515 ext 7660/07870 778276

+24 Duxford Piper Bonus Day Duxford Airfield, Cambridgeshire Arrive in any Piper for discounted landing fee and admission to Europe’s premier aviation museum. Phone for PPR and briefing 01223 833376 http:// duxford.iwm.org.uk +24-25 British Precision Pilots Association Novice introduction training/ competition weekend, Halfpennygreen, nr Wolverhampton http://rallyflyingclub.org +25 Microlight Fly-in Compton Abbas Airfield www.abbasair.com +25 Devon Strut Fly-in Branscombe. Dave Hayman 01297 680259

+25 Solwat strut Charity Fly-in Kirkbride Airfield, +21-22 Pilot Training Cumbria 01697 342142/ College Assessment Day 07710 672087 Edinburgh Airport. +25 Clacton Aero Club www.pilot Open Day Clacton Aero trainingcollege.com Club, Essex +24 Guernsey Aero Club Based on a 1940s WWII Fly-in Sheepwash fly-in theme, a de-Havilland Dragon Rapide will take 01481 265267 www. guernseyaeroclub.com pride of place. Visitors

can board the aircraft to glimpse what flying was like for the rich and famous in the 1930s. Visitors can also fly in a 1940s Tiger Moth and are encouraged to dress in 1930s gear. 01255 424671 www. clactonaeroclub.co.uk +28 Culdrose Air Day 2010 RNAS Culdrose Fast jets, helicopters and military aircraft will demonstrate their capabilities. Meet aircrew who have served on frontline squadrons all over the world. +28 Auster Fly-in RNAS Culdrose Air Show. All Austers apply via Auster website for PPR slots. All other aircraft please contact organisers direct www.royalnavy. mod.uk +29-30 Pilot Training College Assessment Day Cardiff Airport www.pilot trainingcollege.com +31-08 August International Vintage Glider Club Rally Norfolk Gliding Club, Tibenham http://vgc2010. norfolkglidingclub.com

SEE THIS Dunvegan Castle

Explore a genuine Highland estate, boasting woodland, sea lochs, farms, rivers, gardens and varied animals. Built on a rock, the castle is the oldest continuously inhabited castle in Scotland. www.dunvegancastle.com

EVERYTHING ELSE Plan your stay... STAY HERE: HOTEL

The White Heather This family-run hotel is popular with many returning guests. It has just nine bedrooms, all ensuite, ensuring a personal touch. Prices start at £33pppn. www.whiteheatherhotel.co.uk

GO HERE: DISTILLERY

Talisker Distillery This, the only distillery on the Isle of Skye, is set on the shores of Loch Harport with dramatic views of the Cuillin rocky mountain range. The single malt distilled here is a full-bodied, smoky single malt. www.malts.com

PLAY HERE: GOLF CLUB

Isle of Skye Golf Club Visitors are welcome any time at this club. Non-playing visitors can enjoy a coastal walk on the course, where you might see seals bathing. The course itself is ideal for people of all abilities. Green fees start at £12 for 18 holes. www.isleofskyegolfclub.co.uk

EAT HERE: RESTAURANT

Kinloch Lodge Boasting Skye’s first and only Michelin Star, the restaurant is set in the luxurious Kinloch Lodge. It is one of only seven restaurants in Scotland to be awarded the Michelin Guide’s ‘Red Grapes’ for their wine list. www.kinloch-lodge.co.uk

THE STRIP ISLE OF SKYE

CONTACT: Highland Regional Council, TEC Services 04478 612727. This is an unmanned airport so phone before you leave. RUNWAY: 1 x asphalt, 771m long LANDING FEES: £5.77 for the first 500kg, up to £16.99. FUEL: None available

LOCAL TRAVEL Waterloo Taxis 01471 822630; Jans: 01478 612087

Available in static, highway tow and airfield tow specification, our range of aviation fuel storage equipment is ideal for a wide range of applications. With capacities ranging from 1000 to 60,000 litres and available with a wide range of quality dispensing equipment, we have the solution to your fuel storage requirements.

Fully bunded and pressure tested tanks Compliant with current regulations Tough all-steel construction Stainless steel inner tank

For more details call 01524 850685 or visit www.fuelproof.co.uk

www.loop.aero JULY 2010 LOOP 45

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GURUS

Nick Heard

With 832 near misses recorded in ﬁve years, what can we do to make sure we are not a casualty, especially in conﬂicts with the military?

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. In this special column, he draws on his extensive military background.

CCORDING to a recent report from the Ministry of Defence, there were 832 ‘near-misses’ with other aircraft between 2004 and 2009. These figures include 162 incidents involving airliners. The most serious incidents involved gliders and parachutists. I’ve discussed ways to avoid unduly close interaction with military aircraft before, but it’s always worth a recap. It really has to be borne in mind that we have perhaps around half of the military aircraft in service than we had, say, 20 years ago. I also hear that the average monthly flying by front-line crews in the UK has fallen to shockingly low levels due to reduced funding. So I think that it is becoming less and less likely to encounter military aircraft during General Aviation flying. However, hot spots still exist, so an awareness of where these are will help. First, flying at the weekend is a good way to avoid much of the military traffic! Most routine flying by fast jet squadrons (Typhoon, Tornado, Harrier, Hawk), helicopter units (RAF, Navy and Army) and training units is carried out during the normal working week. The transport fleet at Brize Norton and Lyneham

have more of a seven day per week operation, but much of that involves airways flying. However, it will also include weekend Hercules tactical flying with troops. Search and rescue helicopter units around the UK are also seven-days-aweek operation, of course – God bless ’em! Certain areas of the UK are more populated with the military than others. Training bases such as Cranwell, Wyton, Linton-onOuse, and Valley are particularly busy with various aircraft types, and, therefore, attract so-called Areas of Intense Aerial Activity (AIAA) shown on charts. Use of military radar services helps enormously in liaising with the activities of these training units. The larger fast jet bases – Leuchars, Leeming, Lossiemouth, Marham, Coningsby – will not be unduly busy in their immediate vicinity. Most of their based aircraft will generally conduct their training in areas well away from the bases. A lot of fighter training (Typhoon and Tornado F3) goes on over the North Sea, and a lot more training by ground attack aircraft (Tornado GR4 and Harrier) now takes place at higher levels, reflecting the operational environment which now exists in the world. However, a lot of

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low flying still goes on around restrictions near to the route the UK, and this is where conflict – and still looking out for other between the military and the GA aircraft! The UK becomes very pilot is most likely to occur. small when doing 480kts, and Of course, the majority of there is lots of it to avoid! low-flying training goes on in How can we, as GA pilots, the least inhabited areas of the make ourselves more visible UK – the areas least-served by to military activity? Use a LARS lower airspace radar service service if you can. Make sure your (LARS) units. These areas strobe lights are on, with perhaps primarily include northern landing lights as well. Squawk England (Manchester/Leeds up 7000 (if not using LARS), which to Glasgow/Edinburgh), Wales, will make you visible on aircraft Scotland, and the southwest of with Airborne Collision Avoidance England. Aircraft will generally Systems (ACAS) and also to operate down to 250ft, usually AWACS aircraft, which may well in tactical formations be coordinating the of two or four aircraft, military activity. Stay spread apart by some above 2000ft for as miles – so if you see one, much as your flight as Aircraft will look around for others! possible to keep yourself Now although these away from any low-level generally aircraft may well be flying action. If you see a jet operate in pre-planned routes, below you, there may operational training be others around which tactical might well involve you may well not see, evading ‘enemy’ fighters, formations... and who, indeed, may which will take them off not see you – so a wing if you see one, the planned routes as waggle may catch the look around eyes of the military they try to progress to their targets. crews to alert them of for others! Speaking from your presence. experience, these are the As I said earlier, flying at the occasions when it can be difficult weekend removes much of the to keep all plates spinning – flying problem! And fewer military low, but avoiding the ground, aircraft in the sky further reduces keeping a track of the enemy the likelihood of an encounter. fighters, maintaining awareness Just keep yourself as visible – of the rest of the formation, and visually and electronically – as avoiding minor airfields or other you possibly can.

Universal Mounting Bracket

Q&A +STAR QUESTION

LEGAL TO INSTALL

Q| This may sound like a stupid question, but here goes anyway. When a product is released, for example an EFIS system, and it’s for experimental aircraft, what process does it have to go though for it to be legal to install in Permit aircraft in the UK? I’m guessing you can’t just buy it and install it. Does this change if you’re only going to use it as a back-up EFIS unit? – David Cook

LAPSED LICENSE

Q| I last ﬂew about 15 years ago, at which point I had logged over 700 hours in singles and twins as a selfimproved PPL/QFI/CPL. Needless to say, my license has now well and truly lapsed. I was just wondering what it will take to get the PPL element of my licence back. I’m sure it used to be the case that ﬁve years after expiry, the CAA had to make the judgement as to how much retraining they considered was

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

NICK HEARD

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

Fly yourself to the hospitable Island of

DENNIS KENYON PHIL O'DONOGHUE DOROTHY POOLEY ALAN CASSIDY MBE 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

Current British National Advanced Aerobatic champion and respected author

NEED TO SPEAK YOUR MIND! EMAIL YOUR OPINION

incoming@ loop.aero New products can be used alongside back-up ASI, altimeter and compass. A| To help encourage innovation (and frankly, avoid any extra workload and expense), there is no real investigation carried out on instrumentation from reputable sources provided there is a back-up ASI, altimeter and compass and provided the Inspector and test pilots are happy with it. If we come across unusual features, or problems develop in service, then we will go into things and act as appropriate. The CAA have, however, just tightened up ‘Section S’ for microlights with some extra required. Do you know what it takes to get the PPL element back, or where I might find the information? – Jonathon Harrison A|You will find the information in LASORS in section F 1.5 regarding the renewal of a lapsed SEP rating. There is no specific requirement for minimum training before taking a skill test in accordance with App 1&3 to JAR-FCL 1.240 with a JAR Authorised examiner. You will also have to pass an oral theoretical knowledge test with

requirements on glass cockpit types, so it may be that the way we have handled things up till now will have to change. You can get Section S by Googling BCAR Section S. See para S1301 for relevant text. Unfortunately, the way it’s worded, it only applies if all the required parameters are shown on a single instrument, so an obvious loophole would be to display just one of the required parameters on another instrument (eg cork float fuel gauge) and so avoid the need to comply with the extra provisions. – Francis Donaldson of LAA the Examiner. The paperwork, together with the application to renew the licence, will have to be sent to the CAA with the appropriate fees for reissue of the licence and the rating. You will also need a valid medical certificate. Although there is no specific guidance any more on what training is required, some schools still require candidates with long lapsed licences to pass the air law exam and, if they did not pass it before, to pass the HPL exam. - Dorothy Pooley

+NOTAM

A small slice of Britain with French dressing. Fine food and wine, only 45 minutes by air from the south coast.

Enjoy VAT-free goods and duty-free Avgas. 14th Annual Alderney Air Races - 25-26 September

Tel: 01481 822333

Email: brochures@visitalderney.com

www.visitalderney.com/loop

FARNBOROUGH The Farnborough Int Air Show, July 12-26. See AIC M 033/2010.

RAF FAIRFORD

Royal International Air Tattoo at RAF Fairford, July 14-19. See AIC M 035/2010.

EGLINTON, NI

From July 29, a Class C Control Area (CTA) will be introduced into the Shannon FIR to allow Instrument Approaches into Londonderry (Eglinton). All aircraft will need an ATC clearance, whether IFR or VFR. AIC Y 039/2010.

AIR TO AIR

Air to air comms now permitted on 123.45 MHz in the UK. AIC Y 044/2010.

GPS JAMMING

GPS signal jamming trials in the Sennybridge, Wales area on August 16-27. AIC P 034/2010.

www.loop.aero JULY 2010 LOOP 47

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MY FIRST SOLO ALAN CASSIDY MBE WHO Alan Cassidy MBE, aerobatic god and ﬂying legend DATE 1967 WHERE Carlisle AIRCRAFT Cessna 150 HOURS WHEN SOLOED 6 hours 20 minutes HOURS NOW 6500 (at the last count) INSTRUCTOR Roger Tribe

A FLYING LEGEND THAT HAD TO FLY TWO FIRST SOLOS I don’t really remember my first solo at all. I don’t ever remember being nervous flying funnily enough – I guess as I don’t remember it, it was a fairly routine thing. I was on a full-time course with a flying scholarship. There were six of us on the course, all of us teenagers. Most of them had been in the Air Cadets, but I had been in the Army Cadets – we didn’t have Air Cadets at my school. We were all good friends, but there was a competitive edge between us all. We all wanted to be the guy who went solo in the least amount of time. I flew solo in six hours, but there were some that had done it in less time, but I can’t remember who did it in the least amount of time. Before I went solo, in fact on the third flight I ever had, I performed

Alan started performing aerobatics on his third ever ﬂight!

+NEW PILOT

some aerobatics. year I went to My instructor, Roger university. I joined the Tribe, had to go to Cambridge University Netherthorpe for Air Squadron and had Looking back a check flight on a to start my training all now, it took over again, because Chipmunk. So he took three of us along in Air Force treated longer for me the a Cessna 172. One everyone as if they to go solo the knew nothing. So that cadet had a lesson on the way there, one a second first second time meant had a lesson on the solo. My logbook says round – nearly ‘first solo in chipmunk’. way back. I suppose I was the lucky one All our training in the nine hours that got to fly in the Air Squadron was in a Chipmunk with him at Chipmunk. Netherthorpe. Looking back over my We flew for 35 minutes as an logbook, it actually took longer air test with some aerobatics. for me to go solo the second So that ate into my six hours time round – nearly nine 20. Without doing that, I hours – so the RAF actually might have done my solo in less took longer to train me than time! Surprisingly though, the civilians. It wouldn’t be so that didn’t lead to me to want bad, but I’d had my PPL for six to fly aerobatics. months already. Mind you, that I completed my PPL at the was in Chipmunks, but I guess end of 1967 and the following that is a tail wheel for you.

W I L L H I LTO N

+INSIDE TIP

“I’ve loved flying since I was three!” IT SEEMS that if you want to become a pilot these days a great way to start is to have a father who is already involved in aviation. Not only will he enjoy the fact that you share a passion, but if he works as an instructor you might even get a little extra help. Although 16 year-old Will Hilton had the advantage of a father who is the deputy CFI at Booker Gliding Club, based at Wycombe Airpark, he has still had to work hard in his training. It wasn’t handed to him on a plate, and he is now ready to take his exam for his gliding Bronze C award. “I’ve been wanting to fly since I first saw my dad go up in a glider,” said Will. “He first took me up when I was three and I’ve been hooked ever since.” Will has just taken his first solo and hopes that he can get his award as soon as possible, “I’ve always wanted my licence, and hopefully I’ll be able to get it soon. I just need to take my exam, which I hope I’ll be able to do

before the end of the month.” Once Will has his Bronze award, he will have the freedom to try more challenging cross-country roots and expand his love of flying. Will pays for his flying by working at Booker, “I’m in the cadet scheme here, and we get a free 2000ft tow for any Duty Days we do. Basically, I have to get the gliders out, clean them and get them ready for launching,” he said. Will has an advantage over other young people looking to get their PPL in that he doesn’t have to wait until he is 17 to get his licence. But Will isn’t just interested in gliding, he also wants his PPL, “I’ve just completed the LOOP Beginners Day at Little Gransden and I came first. I flew a Pitts S2A and it was great fun. I want to get my PPL or NPPL so I can continue to do aerobatics.” It seems that Will’s flying ability hasn’t gone unnoticed. After the LOOP Beginners Day, he got a phone call from Alan Cassidy. “Alan asked me if he could come

flying with me, which is great for me! We fly every couple of weeks or so and it’s really helping me with my ability to fly, let alone my aerobatics.” Will has just finished his GCSEs and at the moment is waiting for the results. He plans to start his A Levels in September and has set

his sights high. “I want to do my A Levels and then join the RAF as a fast jet pilot, said Will.” Being only 16 and already close to his first licence, it looks like he’ll be a fully fledged aerobatic pilot before he can drive himself to the airfield. www.bookergliding.co.uk

It’s amazing what little nuggets of useful information you can pick up if you spend enough time loitering around professionals. But to save you the time, and the potential restraining orders, we’ve gleaned the best ﬂight training tips from the UK’s best ﬂight instructors...

DON’T BE TOO AFRAID TO ASK FOR HELP

IF YOU’RE flying around and all of a sudden you’re lost, worried about something or just need an answer to a question (obviously a flyingrelated question), don’t hesitate calling Air Traffic Control to pass information about your flight or ask for assistance. ATC is there to help and although they can be short, they mean well and will want to help. They will want to save you getting into any more trouble than necessary. Will next to one of the gliders he has to clean on his ‘Duty Days’ www.loop.aero JULY 2010 LOOP 49

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F O R M AT I O N F LY I N G

A great way to ﬂy with friends

Charlie McIlroy, former RAF fast-jet instructor, member of the Red Arrows, and chief pilot att U Ultimate High, bestows benefi p ilot a ltimate H igh, b estows tthe he b enefittss ooff a ccourse ourse ffor or ssafe afe fformation ormation flyying ing

FROM the ground,, formation flying iss h stunning to watch and really shows the skill of the pilots involved. an The problem is, of course, it can be quite difficult and, if peoplee g,, don’t know what they’re doing, rss dangerous. Ultimate High offers a range of formation courses that not only teach you new skills, but also improve your everyday flying. d “When Ultimate High was formed and we were thinking of courses we could offer, the formation course was one of the first, as the majority of our instructors are former RAF pilots. All agreed that d formation flying was our bread and butter, plus a very important skill,”” d said McIlroy. “Now, bearing in mind we only had two Extra aircraft to begin with, it was a bit too much for most PPLs to go from a 172, or similar, to an Extra. It was a bit like jumping straight

into a Formula One car just after getting your driving licence. Once we got the Bulldogs (the aircraft the course is taught in), it was perfect for people with PPLs.” The basic formation course Ultimate High offers is five hours of flying (over four sorties) with around three hours of ground school. McIlroy says, “The first thing that happens is a phase brief, where we talk about the techniques and mechanics of formation flying, including how we change formations and how we would move around. We also explain the formations we will actually be flying, such as straight and level rejoins, break and return to close formation, turning rejoins and some tail chasing – which

we do for fun at the end of sorties.. “Next, is the first sortie. The course is done in pairs, so we always need two pilots to do the course. Each sortie is split into two halves: one student will lead and the other will be in number two (swapping over half-way through). We start with a demonstration of a formation take-off and close formations. Then, we split the pair up so they can get used to the handling of the Bulldog. It’s just some gentle handling, including some aerobatics; we don’t want to convert people onto the Bulldog. We then get back into formation and teach formation flying. “Next, we introduce mechanics, starting with the throttle. The students control the throttle and we add the controls of the elevator and aileron and then combine the two. From straight and level flying we introduce a bit of gentle manoeuvring and to straight and level joins.

“We finish off with some tail chasing – it’s a bit of fun, as well as really good for handling skills,” said McIlroy. The course is usually run over two or three days. During the other three sorties, students are taught formation manoeuvring (which can get up to 60° of bank), formation circuits, formation landing, and turning rejoins, which are a little bit more challenging. “It’s something we feel has to be taught very carefully. If the pilots get it wrong, there’s potential to get very close to the other aircraft,” added Charlie. “The biggest advantage of doing this course is that it helps your overall handling skills. That might seem strange because you’re staring at another aircraft trying to follow it, but after you’ve done the formation course, other flying just feels that little bit easier. You had to work really hard at it, then after you’ve broken formation after an hour, just coming in on finals feels easy.” www.ultimatehigh.co.uk

THE DETAILS

ABOUT CHARLIE MCILROY Charlie has over 10,000 hours’ flying experience including over 4,000 hours of military fast-jet flying. He joined the RAF in 1975 and flew the Lightning followed by a tour as a fast-jet instructor on the Hawk. He was the Hawk display pilot for two seasons and joined the Red Arrows in 1984. He flew as Red 8 and then joined the syncro pair for two years. This was followed by five years of flying Harriers, both the GR3 & GR7, mostly in Germany, where he served as a flight commander on 4 Squadron. He left the RAF in 1993 to join Cathay Pacific Airways. He is presently a captain flying Airbus A330 and A340 aircraft. ABOUT ULTIMATE HIGH Ultimate High, based at Kemble Airport, Glos, offers hands-on flights for individuals with little or no flying experience, plus advanced flying courses, specialising in aerobatics, safety and emergency recovery training as well as formation flying. Established in 2001, it is one of only three UK Aerobatic Centres of Excellence. T: 01285 771200 W: www.ultimatehigh.co.uk COURSE COSTS Basic Formation - £1150 Intermediate Formation - £1150 (This course requires successful completion of a Basic Formation course or a formation skills test with CFI/QFI.) Formation Lead Course - POA (This course requires the successful completion of the Intermediate Formation course or pass Intermediate formation skills test with CFI/QFI.)

• • •

50 LOOP JULY 2010 www.loop.aero

FR EE !

lo tria Fo go l r n t of t a o o W his nem W fant on W as th .LO tic FR O web EE P. si A te ER ,

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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! www.loop.aero JULY 2010 LOOP 39

flightCLUBPLANE CRAZY YANNICK BOVIER

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ROUND THE WORLD PILOT

Around the world in an LSA

To celebrate 100 years of ﬂying in Switzerland, Swiss pilot Yannick Bovier and his friend Francisco Agullo ﬂew around the world in a pair of Flight Design’s popular CTLS

ANNICK Bovier is a technical pilot and captain on Boeing 757 and 767 for Privatair and has logged more than 7000 hours of flight experience. Here, he talks about his six-week adventure that covered 44,000km, 18 countries, five continents and two oceans. Q| What made you want to take a trip like this? A| It was a common dream that Francisco and I shared. We both saw it as the ultimate flight and one day we were talking about it and just decided that we should go for it. We shook hands in November 2006 and had been working on the project since then. Q| That’s quite a lot of time to prepare – did it take that long or did you forget about it for a while? A| No, it actually took that long. It always takes a long time to get through one idea and we had many things to think about. It took ages to choose the aircraft, and they needed to be modified. Then we had to work out a route and then we wanted to set up our website, which was like a project within a project. All of that took a lot of time, and then we had to certify the aircraft. I think if anyone is going to do this properly it takes three years of planning.

Q| What was behind your decision to choose the CTLS as the two aircraft to use? A| There have been many round-the-world flights in light aircraft, and we wanted ours to be slightly different. We wanted to promote eco-friendly flying. So we tested several different aircraft, and we went to Oshkosh and Friedrichshafen for research. We decided that the CTLS were the best for us. Q| Why was that? A| They were just amazing; in two months of flying we didn’t have one problem, and considering we are talking about two aircraft, that was brilliant. We were also flying them in harsh conditions: over water and over desert were the toughest for the aircraft. Sometimes, we were flying them in 40° heat and for around 17 hours, all of this while the aircraft was 25% overweight. The only thing we had to change was a fuel pump. Q| Sounds as if you had some difficult times. Which was the hardest part of the trip? A| It’s hard to tell. As you say, everything was difficult! On each flight you have some difficulties, so not one flight was the most difficult. I think the biggest problem we had was with the weather. The CTLS is so light that we had to fly at low altitude.

52 LOOP JULY 2010 www.loop.aero

Another problem was take-off – both our aircraft were 25% over weight so that was always a worry. Q| Where was the best place to fly or visit? A| Again, that’s difficult to answer because there were so many nice places. For me, one of the best places was Phuket because my girlfriend met me there. But there were many, many highlights... flying over the desert on the African Coast to Dakar... the Pacific Islands... Q| You had quite a welcome home. How did that feel? A| Yes, it was incredible – we didn’t realise how many people had been following us. We had three helicopters flying in with us, one of which had a cameraman on board. There were also about 300 people on the ground waving Swiss flags – we did a low pass and they went crazy! All our friends and family were there when we landed too. Amazing. Q| Any plans for another trip? A| No! At the moment we’re doing interviews and talking about writing a book. We’re just trying to digest what we’ve achieved. But maybe we’ll get another project running in the near future. If you want to find out more about their journey visit www.azimut270.ch.

A hero’s welcome (top) greeted Yannik and Francisco (above).

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WHY USE www.loopmart.aero ? Great value for money... FREE online advert Reach more people... 26,122 people plus 1000's online Making your advert couldn't be easier... Simple 4-step process Make the most of your advert... Upload video and pictures 4 EASY STEPS TO PLACE YOUR ADVERT STEP 1

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ADVERT OPTIONS IN PRINT AND ONLINE CESSNA 182 SKYLANE

Gold » 2 column x 8cm advert in LOOP » Advert on www.loopmart.aero » 1 issue: £195 +VAT » 2 Issues: £295 +VAT

19799, 223 1979, 230hp 30h 0hp fa fact factory ccttor o y ne new ew Co Cont Continental, ntin nt in inental, 110hrs, new propeller, 10 hours, hour ho urss,, Annual Annua uaal 4 hours hoour u s ago, ag long range tanks. Hangared. ag New N w tyres, Ne tyyrees,s, battery, tyre battery, carpets. IFR ready. 1979, 19779 19 79, 230hp 230h 23 0hhp factory faacttorry new new Continental, 110hrs, new propeller, 10 hours, hoour urs, Annual urs, Ann nnuual ual 4 hours ago, long range tanks. Hangared. ua New New Ne e tyres, battery, carpets. IFR ready. Ojhdkjdh Oj jdh jkdh kjdh kjdh kjdh kjdh jkdh Contact: 01789 234543, or email at dot.cotton@bla.net

Bronze » 1 column x 4cm advert in LOOP » Advert on www.loopmart.aero » 1 issue: £50 +VAT » 2 Issues: £80 +VAT

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CESSNA 182 SKYLANE KYLANE 1979, 230 23 230hp 3 hpp ffa 30 fac factory a tor orry nnew ew Continenta ew Continental, 110hrs, propeller, hours, hours new ew w prope pr op lle op ope ll r, 100 hou ouurs our rs Annual 4 ho rs, New tyres, aago, ago go, llong go, ong ra range nge gge ta ttanks. anks nk . Hangared. Ne battery, carpets. ba bat tery, car ca a pet etss. IFR ready. 1979, 230hp Continental, 110hrs, 197 9779, 9, 230h 230 330hhpp factory new Continenta propeller, hours new ew w pr pro rope op ller, 10 hours, Annual 4 ho ago, New tyres, ago go, llong range tanks. Hangared. Ne bbattery, bat a tery, carpets. IFR ready. Hangared. Hangared New Hangared. tyres, battery, carpets. IFR ready. Ha New tyres, battery, carpets. IFR ready. read Contact: 01789 234543, or email dot.cotton@bla.net

» 2 column x 4cm advert in LOOP » Advert on www.loopmart.aero » 1 issue: £95 +VAT » 2 Issues: £175 +VAT CESSNA 182 SKYLANE

1979, factory 197 9779, 9, 230 230hp h factor hp torry nnew ew Continental, ew propeller, 11110hrs, 110hrs 110 10hrs hrs, rs, new n pro propel peellle pel le , 10 hours, Annual 4 ler ago, hours hou rrss ago goo, long long onng range tanks. Hangared. tyres, New ty tyres res ess, bbattery, carpets. IFR ready. Contact: Con Co ontac ontac acct:t: 01789 234543

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IRCRAFT? LOOKING FOR A PARTICULAR AIRCRAFT? You can receive email ALERTS when the aircraft you're looking for is advertised in LOOP Register at www.loopmart.aero 54 LOOP JULY 2010 www.loop.aero

BUY AND SELL YOUR AIRCRAFT ONLINE AND IN LOOP MAGAZINE www.loopmart.aero TURBO ARROW PA28 RT-201T 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. Tel 01746783413 email ronsuebadger3@googlemail.com

1974 PA28/140 CHEROKEE

Reduced to £15,000 for quick sale

STREAK SHADOW

SHOESTRING RACER

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

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

PA 20/22 PIPER PACER 4 SEAT TAIL DRAGGER

CESSNA 182Q, SKYLANE

Upgraded to 160HP 1999. Full new EASA Cert issued October 2008. Good condition in and out. Too many new parts fitted to list. Over £7,500 recently spent. Job sheet can be seen. TTAF 12400. TTE 1290. Work commitments forces reluctant sale. Any trial – first to see will buy. Based at Barton. Tel: 07980 572 083 Email: gedhurst@gedhurst.wanadoo.co.uk

1979, 230HP factory new continental, 110 hours. New propeller, 10 hours, Annual 4 hours ago, Long range tanks, Hangared. Inside/outside 8/10. new tyres, battery. carpets. IFR ready. GARMIN 430 2 VORs (one with glide slope), Course deviation indicators, DME, ADF, ADF bearing indicator, Audio control panel, EGT Gauge, Carburettor air temperature gauge, New Mode S Transponder, Auto Pilot and all the usual dials. The plane is a reliable long distance cruiser. Call 078 6 0 4 0 9 1 3 4

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, 1/2 or 1/4 share available, £24,500. 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 6/10. Nav/Com, VOR, DME, Mode C. Cover. Flies beautifully. £15,000. Call David on 01296 612955 (eve) or 020 7691 4035 (day).

CESSNA C182P, 1973 Fine example of this go-places aircraft. Low engine, airframe & prop hours, recent avionics inc. Garmin 430. Go to the AirBASE website for full details. Price GBP£54,950 no VAT. AirBASE Aviation Ltd. 01953 457132. www.airbaseuk.com

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. £17950 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

PIPER PA-28-181 ARCHER II

SORRELL SNS7 HIPERBIPE 180hp

EUROPA CLASSIC 912 P.O.A.

PIPER COLT 1961

TT: 3525, Egnine, Lycoming O-360-A4M, sn L-33512-36A, TT: 3525, TSOH: 1075. Propeller, Sensenich76EM8S5-0-62, sn 28622K, TT: 3525, TSOH: 405. Interior – 8/10. Exterior – 8/10. Full IFR King air/ Garmin avionics. Price € 65,500. Tel: +41 (0) 91745.33.88/745.66.89, Email: aeromeccanica@bluewin.ch

Aerobatic biplane on LAA permit. Lycoming IO360, inverted oil & fuel, recently overhauled Hartzell constant speed prop, Narco radio & mode C, 125knt cruise. £21,995. 01394 448231 / 07929 666069

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

TT 2090 hrs. Recovered Ceconite 1994, leather trim. New 3 year C of A September 2008. Engine Lycoming 0235, 108 HP 600 hrs, but extensive overhaul at 512 hrs. Radios: KY 97A Com plus Narco Com and Transponder. Disc brakes, recent battery. Extremely reliable, low maintenance. £13,950 Tel: 01491 573845 or 628363

AVIAT HUSKY A-1B-180

PIPER ARROW 200 11

MOONEY M20J

SLINGSBY T67C

JODEL D112

High spec, IFR Certified. Manufacturers new, two year warranty applies to this aircraft. Price £125,000.00 (VAT paid via Denmark). See full spec on our website www.aviataircraft.co.uk Contact: +44 (0)1952 770428

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).

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: +41 (0) 91 745.33.88/745.66.89 Email: aeromeccanica@bluewin.ch

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.

2 seat aircraft, Continental C65 new cylinders fitted, new mags, carb overhaul, In Good condition, new permit. £10,500. Contact Chris Murgatroyd on 07711132247.

CESSNA P-210 PRESSURIZED CENTURION II

1970 PIPER ARROW1 200HP

1981 MODEL CESSNA 172P 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: +44 (0)1392 367653. E-mail: c.martincfi@googlemail.com

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: +41 (0) 91 745.33.88/745.66.89 Email: aeromeccanica@bluewin.ch

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. £33,000. Contact: 07770 238570 pedrothepongo@yahoo.com 01626 833977 julietock@btinternet.com

www.loop.aero JULY 2010 LOOP 55

BUY AND SELL YOUR AIRCRAFT ONLINE AND IN LOOP MAGAZINE www.loopmart.aero 1979 GULFSTREAM GRUMMAN AA-5A

1967 CHEROKEE 180

BEAGLE PUP 150

G-Reg. TT airframe 11166.53 (as at 1st Sept 09). Engine 0-320-E2G (150 BHP @ 2650 rpm) total hours on this engine (as at 1st Sept 09) 2276.47. New Airworthiness Review Certificate (ARC) on 19th May 2009. Propeller Inspection / Overhaul work completed 18th September 2009. VHF King KX170B VHF NAV/COM 1. Plus, King KX170B VHF NAV/COM 2. Bendix King KN-64 DME. King KR87TSO ADF. King KT76A Transponder. I/C. Asking Price: £10.000 o.n.o. For more information please contact the CFI & Operations Manager: Tel: +44 (0)1392 367653. E-mail: c.martincfi@googlemail.com

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

PA18-150 SUPERCUB

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

1960. TTAF 5650. Eng 1150 TSO. Refurbished 1988. Ceconite covering. New struts. Overhauled prop. Tow hook available. Horizon. GPS. No damage history. Fresh Annual. New 3 year C of A. View Redhill. £37,500 ono. Tel: 01342 842092 or 07808157665

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

1976 PA 28 151

King Air 200 / B200

YAK 52

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

Coming soon – offered exclusively by PremiAir Global – affordable, excellently maintained King Airs; fully history; Raisbeck modifications include Ram Air Recovery System, Short Field Enhancement, Dual Aft Body Strakes, Hartzell/ Raisbeck Quiet Turbofan Propellor Kit with Auto Feather; Lifeport EMS interior; Brake De-Ice System; High Flotation Landing Gear. Please contact us on 01252 555900 or sales@premiairglobal.com

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

BELLANCA 7GCAA CITABRIA

1981 CESSNA 152

Very Good Condition. Price: £17,950, Contact: Alan Jury 01780 720170.

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,

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 €40,000 - CONTACT VINCENT VAUGHAN 00 353 86 8497878.

THE CLASSIC TAILDRAGGER

The classic 120kt taildragger - fully refurbished and corrosion proofed in 2003. ARC due Nov 2010. 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. £45,000 no VAT. Contact: John King 01264 736635

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 56 LOOP JULY 2010 www.loop.aero

BUY AND SELL YOUR AIRCRAFT ONLINE AND IN LOOP MAGAZINE www.loopmart.aero ZLIN 526

FIREFLY T67C

ROBIN DR400 REGENT 180HP

1979 PIPER PA28-161 WARRIOR 11

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. Allan – 07921694967. Email - jasbaldry@hotmail.co.uk

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 had a full overhaul at 1100 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. £57,995 – 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

RALLYE 150SV

GLASTAR, TAILWHEEL

AVIAMILANO F14 NIBBIO 180HP.

PITTS SPECIAL S1

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

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

YAK 18T

DH82A TIGER MOTH

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

Beautiful 1942 UK built DH82A Tiger Moth. Original RAF Serial Number T5672 & colour scheme. A'frame 800hrs Engine 495hrs. Price 70k stg Contact: fly@nokaviation.com

ROLLASON CONDOR D62C

ROCKWELL COMMANDER 114, 1976

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.

Lovely fast touring aircraft. Just three owners from new. Low hours. Recent paint. Collins Microline IFR avionics with three axis autopilot & coupled moving map GPS. £75,995 + VAT. Available exclusively through AirBASE Aviation. Go to our website for full details or call us AirBASE Aviation Ltd Tel: +44(0)1953 457132 Email: info@airbaseuk.com www.airbaseuk.com

Engine – Continental O-240, 240hrs since Top End Overhaul, 1200hrs total. Airframe 2500hrs. Transponder, 720 Channel VHF, Recent Propeller refurbishment, New tyres. Good Condition throughout. Good short field performance. 85kts cruise. Free O-200 conversion available if required. £13,950 Contact: 07887513204. e-mail: chris.jobling1@btinternet.com

PULSAR XP 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

REDUCE YOUR FLYING COSTS, FLY ON A PERMIT

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

RALLYE MINERVA 220

IMMACULATE DA42

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

DA42 with G1000 glass cockpit. IFR Private Aircraft, 1 owner. 1st registered 7th March 2006. Engine 1.7litre Thielert diesel. Total time 306 hours. No damage history. Leather upholstery beige and grey. Ryan ATS 9000 traffic collision alert device. TCAD terrain. KAP140 autopilot. Dme storm scope. Long range fuel tanks, total capacity 76 US gallons. Duration 7hrs 10 ten minutes. TKS anti ice system. Cert knone icing, stand by instruments. New gear box and clutch fitted on both engines. The most airworthy and pristine DA42 available at the lowest price in Europe. Currently on the Isle of Man registry. M-STAR. £220,000 o.n.o. VAT paid in EU. No VAT for private pilots. Aircraft to be sold to the highest bidder. All mods have been done. Contact John on 0034922867450 Email: johntaylor@wimanx.net www.loop.aero JULY 2010 LOOP 57

BUY AND SELL YOUR AIRCRAFT ONLINE AND IN LOOP MAGAZINE www.loopmart.aero DHC1 CHIPMUNK 1950 Airframe: 11750 hours, Engine: 1036 hrs. C of A until June 2011, new annual, A/Ds up to date, Large box of various manuals. Price: £32K NEW PRICE £27,000 Contact Paul – 01502 678125 Mobile: 07745 775937 Email – paul@blaircroft.demon.co.uk

DE HAVILLAND CHIPMUNK

TURBULENT DRUINE D31

De Havilland Chipmunk, one owner since 1982, airframe 3958 hours, engine 28 since full top overhaul and new rings. C of A June 2010, all A/Ds up to date. Garmin GNC 300XL fitted. Contact: £30500 ono Contact Bob Bowles 07710002119 bob@bowles77.fslife.co.uk

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.

LEYLAND JET A-1 AVGAS ■ 14,000 litres – 4 Compartments ■ 2x 4500, 1 x 3200 & 1 x 1800 LTRS ■ EXPOXY LINED ■ NEW FACET WATER MONITOR FILTER ■ NEW BATTERY. READY TO GO. ■ QUICK SALE

£8,999

Contact: Mr N. Bailey

07703 441998 ROCKWELL COMMANDER 112, G-BDKW

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

SLINGSBY T61F

Venture motor glider, Very good condition, 1600cc Rollinson engine, Runs on AVGAS/MOGAS, Complete with new Annual inspection and ARC to 2011. Hours: engine 1009 hrs airframe 5186 hrs. £13,500. John Giddins - 078 99987537.

The best example in the world of the world’s best aerobatic aircraft. One of the last made – only 260 hours from new Just completed TOTAL restoration; mechanically and cosmetically, as well as incorporating all worthwhile modifications. O/H engine; new MTV prop; long range fuel; smoke system; spark plug conversion; lightweight electrical. Avionics include Dynon 10A EFIS; two miniature Becker Coms; Becker miniature transponder. With no new Sukhois being made, this is truly a unique opportunity for a 31 that is effectively new. Asking Euro 235,000 (today approx. £206,000) including European VAT; tools; manuals etc Richard Goode Aerobatics Tel: +44(0)1544 340120 Email: richard.goode@russianaeros.com

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. Contact: Paul on 01309 641451 or 07786 055520

VANS RV 9A DIESEL

PIPER PA28 CHEROKEE 140. G-AVLE

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.

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 original paint. No accident history. Annual Dec 2010. £17950. Tel: 07786383415. Email: vssnottm@btinternet.com

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

RALLYE 235C

Engine 120hrs. Prop overhauled at engine replacement. Avionics HSI, 2nd VOR, RNAV, RMI. 2 x narco 810 COMMS. King ADF. Garmin 320 transponder. Garmin 150 GPS. Skymap 3. 2 altimeters. Auto Pilot radio coupler. Stand by vacuum system. 2x headsets. Nav and radios all FM immune. Factory corrosion proofed. Based: Leeds Bradford. Always hangared. £29,950 NO VAT ono Contact Colin 0113 257 4448 colin_bentley@btconnect.com

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

Registration: G-ADXT, Serial No: 3436, Year of Construction: 1935, Aircraft: 536 hrs since complete rebuild, Engine: 155 since overhaul, Propeller: Invincible Airscrew wood with brass leading edge. Completely rebuilt 2002/2003. T: +44 (0)20 8390 9444. E: office@closeaviation.com W: www.closeaviation.com

JABIRU SP470

BRAND NEW 2010 ACA SUPER DECATHLON

Only 95 hrs, Vacuum Pump A/H. D/I. VSI. Transponder. Intercom. Murray Flint Painted. VGC. £23,500 01580 240277 / 07970040724

Now available with a full 'glass panel' UK/Europe fly-away price USD175K + Options (ex-vat). Call now to reserve in time for spring! Blue Yonder Aviation Ltd 01787 224290 mark@blueyonderaviation.co.uk

YAK 18T

seater that will do aeros and tour £39,000. Mike Fitch - 07956 348186

Built in 1984 and has a total airframe time of 1250 hours, I have owned for the last 8 years, Total since O/H is 406, Total engine 442, prop has around 40-50 as was new last year, pipes were done at last annual, She has a Garman 430 with a separate Garmin indicator plus transponder, blue leather seats, a fantastic 4

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

58 LOOP JULY 2010 www.loop.aero

O-200 Engine 100Kt Cruise 5Hrs Endurance TTE 560Hrs Insruments, A/H, VOR, ILS, GPSX2 King Radio & TXP Mode C Turn Coordinator, Card DI Permit April 11, always been in a hanger. For more pictures phone Richard on 07866232402 or email howard_farmers@hotmail.com £19,250

PA28 CHEROKEE 140 (ENGINE 161 SPEC)

DE HAVILLAND DH82A TIGER MOTH

SUKHOI SU-31

DYN AERO MCR01 SPORTSTER

SOCATA TOBAGO TB10

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 MAULE M-6-235

PIEL 1310 FORERUNNER OF CAPIO

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

BUY AND SELL YOUR AIRCRAFT ONLINE AND IN LOOP MAGAZINE www.loopmart.aero PITTS S2B

Factory built 1988, TT, AF 797, TT EN 797, 260 HP Lycoming AEIO-540D4A5, Smoke system fitted new 2009, Avionics King KY 196COM 760, King KT76A Transponder. c of a till 13/4/2011, Always Hangered, No damage history. £70,000. Phone 07850689792, 01572724991, nhoughton@btconnect.com

SOCATA TB9

AG-5B TIGER

Four seat touring aircraft, Great condition, Lycoming 160hp engine, fixed pitch Sensenich propellor, 4660 aircraft hours, 2323 engine hours. Built in 1983. Offers around £30,000. Contact: David Hook - 07711 698636

1993, 180hp, Great tourer, TTAF/E 5755/424, KX155 Nav/Comms, 1 ILS, KT76 TXPDR, KN64 DME, 2 ALTs, VGC, 4 place intercom. Inside-out: 8-9/10, Leather upholstery, C of A to July 10, £35k, ono, no VAT, Call - 07759 049229

PITTS S2B 1988 FACTORY BUILT

LANCAIR 320

MOONEY M20K

1970 CESSNA 172H REIMS

Total airframe time since new 797 hours, Total engine time since new 797 hours, 260- HP Lycoming AEIO-540D4A5, Propeller Hartzell HC-C2YR-4CF/FC8477A-4 serial no DN3585 E, Inverted oil and fuel system, Factory smoke system fitted new 3/3/2009, United Kingdom Register, UK EASA standard certificate of airworthiness to 13/4/2011, Hooker harness rear seat, Bendix King KX 155 NAV/COM with VOR indicator, Garmin GTX 320 A Transponder mode C, Intercom PA 1000/11, Always hangared, no damage history, Aircraft is in very good condition, and has been maintained regardless of cost. Price £70,000 GBP Phone Nick Houghton, 07850689792 01572 724991 nhoughton, @btconnect.com

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

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.

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

SLINGSBY FIREFLY

SENECA 1

CIRRUS SR22 N719CD – GOOD CONDITION

Babcock International Group wishes to announce the sale of 10 Slingsby Firefly Aircraft, consisting of T67M M260 x 7 and T67M MkII x 3. Viewing of these aircraft is by appointment only. The viewing day will take place on Friday 14 May at Leicester Airport. For full details and registration please email defence.enquiry@babcock.co.uk or alternatively telephone 01509 676869.

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

REIMS BUILT CESSNA F172N

ROCKWELL COMMANDER 114

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

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

SOCATA TOBAGO TB10

1980 PIPER SARATOGA PA32

1980 (serial no.62). TTAF 1853. 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

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

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 ACROSPORT II

Please contact Malcolm - 07785 286338 Or Email - malcolm@capitalaviation.co.uk

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.

PITTS S2A – THE CLASSIC

301T Turbo, Hangared, Fixed gear csp 154kt, Full king avionics and skymap 111c, IFR and airways equipped, auto pilot, 6 place oxygen and intercom, new Lycoming engine – 155hrs. New 3 blade hartzell variable pitch prop – 75hrs. £92, 000 No VAT. 01226 790735

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

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

www.loop.aero JULY 2010 LOOP 59

BUY AND SELL YOUR AIRCRAFT ONLINE AND IN LOOP MAGAZINE www.loopmart.aero DYN-AERO MICROLIGHT 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

HELICOPTERS FOR SALE

ENSTROM F28A G-BONG peter@nelson01.eclipse.co.uk tel: 01395 578487

CESSNA 172

SA341G CIVILIAN GAZELLE HELICOPTER FOR SALE

PIPER NAVAJO PA31-310

TT 2975, good component times, engine 530 hrs, Annual until Oct 2010, Met Silver with red leather. Bargain at only £32,000 NO VAT. Tel 01978 780197 or 07780 700418

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

HELICOPTERS FOR SALE

KITS OR READY BUILT 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

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

Cessna 172 in North Norfolk. Only £65/hr wet. IMC equipped, Noequity required and great availability. Contact John Betts 01603 701316 www.mcaullyflyinggroup.org

Blackbushe based 1993 Grumman Tiger. Max 7 people in syndicate so good availability. £155 per month plus £72 per hr wet (subject to change depending on fuel prices). No hour builders please. Tel: Ian on 07941 578182 or email ianjamesward@tiscali.co.uk

5% SHARE GRUMAN AA5 FOUR SEAT TOURER

ROBIN REGENT

Based Cranfield. £85 / hour wet including base landing fees. £35 / month. Mode S. FM Immune. Autopilot. CofA Dec 2010. TT 12000. Engine 1000. Lycoming 160hp fixed pitch prop. Long range tanks. £999. Call 01908346638 / 01234751400

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

SHARES IN YAK-18T (4 TO JOIN EXISTING OWNER)

GROUPS & SHARES

1/5th share £18,000 – No VAT. YAK 52 CENTRAL SCOTLAND

NO EQUITY TIGER SHARES

1/6TH SHARE

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

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

1⁄4 SHARE FOR SALE

PA 28-181 ARCHER II

Hangared at Gamston Airfield, Nr Doncaster. Factory built 1996, Airframe – 800hrs, Engine Rotax 912 – AR (replaced 2008) – 150hrs. Fully Certified & in excellent condition, re-sprayed 2008. Good Panel with Radio, transponder (mode C), VFR & TPASShare £10k plus £60/mth and £25/hr wet.

1/4 share available at 10K subject to negotiation. Based Stapleford, Essex. Engine 168 hours rebuilt and repainted. Air frame 1877 hours. Avionics fitted, GNS 530, GTX 330 Transponder with mode S, SL 30 Nav /Com. Contact Bob, 01708 448170 or Robert.Bramham@btopenworld.com

HA-YAZ is one of the best Yak-18Ts in the world having been totally overhauled and has extremely high-specification 100 hours since TOTAL restoration; 400hp engine; 3-blade propeller; long-range fuel; luxurious leather interior; excellent avionics. EASA C of A. Aircraft is based at White Waltham.

Richard Goode Aerobatics Tel: +44(0)1544 340120 Fax: +44(0)1544 340129 Email: richard.goode@russianaeros.com PITTS SPECIAL S1-E TEX

MX-7-180 MAULE 1991

Share available in G-BMTU at Sherburn in Elmet, IO360 S injected, TTE 680hrs, TTAF 200hrs. Half or third shares considered to suitably experienced pilots. Contact Neil Pogmore neilpogmore@yahoo.com 07714 205147

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

Share for sale? Please call Chris on 01223 497060

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.

Tel: 01189 738011

12 Ivanhoe Road, Hogwood Lane, Finchampstead, Wokingham, Berkshire, RG40 4QQ

Fax: 0118 738033

60 LOOP JULY 2010 www.loop.aero

Email aviation.sales@n-mclaren.co.uk

www.nicholsonmclaren.com

BUY AND SELL YOUR AIRCRAFT ONLINE AND IN LOOP MAGAZINE www.loopmart.aero PA28 140 CHEROKEE

PA-30 £17,000

GRUMMAN TIGER

CESSNA 172

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)

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 grahamclover@aol.com or call 07768063289

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

FIFTH SHARE PA28 PIPER WARRIOR 11

MOONEY M20J

Cessna 172 in North Norfolk. Only £65/hr wet. IMC equipped, Noequity required and great availability. Contact John Betts 01603 701316 www.mcaullyflyinggroup.org

Based Old Buckenham, Norfolk. Zero timed eng/prop, EASA C of A, Hangared, EAllocator 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.

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

NORTH WEALD BASED BEAGLE PUP 150

PIPER ARROW 2 1/5 SHARES

SPORTSCRUISER

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

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

C150 CHEROKEE WARRIOR ARCHER CHEROKEE 6

2 shares available in a group of 5. Superbly equipped new aircraft arriving April 2010. £16k per share, £6k of which deferred for 2 yrs. £70 p/mth £45 per hr wet. Call Mike on 01234 355149 / 07725 560809 SYWELL BASED BEAGLE PUP 150

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

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

1/8 SHARE GLOSAIR AIRTOURER SUPER 150

YAK55M G-NOIZ

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

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

SUPER L4 CUB

1/6 SHARE AUSTER D4/108

PIPER PA28R - 180

Contact Julian 07872824605

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

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

Kirknewton/Edinburgh based. Always hangared/ 3 blade prop 180bhp. Engine 653 hours./ Fully equipped. 1/4 share available. New C of A. £7,500 Tel: 07836 379711 Email: biodun@sfg.co.uk

PA28 – 161 WARRIOR II

GROUP FLYING

ROBIN HR100/210 SAFARI

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

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

£4300, £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.

Share for sale? Please call Chris on 01223 497060 PIPER 28R -180

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

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

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.

Julian 07872824605

1944 L-4J PIPER CUB

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

www.loop.aero JULY 2010 LOOP 61

BUY AND SELL YOUR AIRCRAFT ONLINE AND IN LOOP MAGAZINE www.loopmart.aero Clubs and Schools

SOCATA TB10 SHARE LIVERPOOL Hangared at Liverpool. Perfect 4(5) place touring 180hp gives 120kts at 35Lph. 2 Bendix King NAV/COMM with Glideslope, DME, ADF and 2-axis autopilot. 1/12 share £3,500. £120pcm £75p/h. Airframe 2846 hours. Engine 1744 hours inc healthy engine cash fund standing at £15,000. Friendly, well run and established group with excellent availability. Call Alan 07976 667807. www.deltaecho.co.uk

West London Aero Club

PIPER ARROW 200HP 1/6 SHARE – SUFFOLK

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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

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PPL GROUND COACHING NEAR DUXFORD

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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

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

pilotgroundschool.co.uk

SWS

Hampshire

‘Your Flying Start’

Aeroplane Club Operating from

Website to promote? Promote it here! Call Ryan on 01223 499791

Traffic jams are a thing of the past Miserable waiting in the airport is a thing of the past Flexible travel by air over short and longer distances is here... all for the cost of a business car. And now another new aircraft! Cirrusnet offers a share in the most modern single-engine allweather aircraft in the world. With your own experienced chauffeur-pilot, use small airfields and major airports. A modern airways efficient aircraft with known icing approval dual GPS (of course) but also dual ahrs (a Laser attitude & heading reference in case of GPS failure) and that is the difference! Aircraft shares are limited to eight and you may buy a share for £52500 with a guaranteed buy back after three years of £48000. This is a unique Cirrusnet policy, a new aircraft every three years.

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.

Stop worrying phone now

TEL : 07831 517428

07766 312221

7.15am - 8.30am

DEREK DAVIDSON flyderek@hotmail.co.uk Instructor/Examiner DON’T CHASE SHADOWS

GOODWOOD Cessna 172/Cirrus SR20 PPL Training / Hire

www.hampshireaeroplane club.co.uk

VHF RT LICENCE

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

Phone me for a chat Derek Davidson

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

Software

Headset Repairs

Headset repairs

To learn more, contact Graham Horne, Caseright Ltd,Turweston Airfield. Tel: 01280 841111 E-mail: graham@cirrusaircraft.co.uk

Aircraft Maintenance

62 LOOP JULY 2010 www.loop.aero

Fast turn around Fixed price quotations All makes Passive and NR units repaired Noise reduction upgrading p 0161 3038000 - 07778749706 http://www.adcommcepts.aero

Microlights

Website to promote? OXFORD Promote it here! Call Ryan on 01223 499791

Aerobatics

Avionics

Aircraft Kits

Hangar Space

HANGAR SPACE We currently have space available at our private 750M grass strip for a Light Aircraft. Excellent secure hangar available. Near Ware-Herts.

Tel: 01920 462964 or 07929 561955 Hangar Doors

Please mention LOOP when responding to our advertisers

Website to promote? Promote it here! Call Ryan on 01223 499791

Pilot Services Propeller Overhaul

� Professional ATPL (A) Available � CAA & FAA Revalidations and Check Rides � King Air Type Rated � Safety Pilot � World Wide Ferrying � One On One Training

Hangarage to spare? Place Hangar Ads Here. Call Ryan on 01223 499791

www.pilotservices.org.uk Tel: 07859 815050

Holding an event? Tell GA. Call Rosy on 01223 499791 www.loop.aero JULY 2010 LOOP 63

Aircraft Covers

Information Services

WEATHER RESOURCES & INFORMATION FOR PILOTS ing - ai rfields inf orma ice ann d isplay: eve l b p e t tion - specialist pilot serv w nts - fligh � � � � � � � �

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Up to date Weather Pilot information TAF/METAR planning Calendars Flight planning Technical information Detailed airfield information Brokerage list – life – hull (for We AIM to be the most comprehensive single up to 100 seats – new route access point for ALL pilots, whatever their needs. offered by Lloyds today!) – Loss of licence Free information re flying clubs Buy and Sell a plane

www.weather2fly.co.uk tel: 01954 775019

Professional Flight Training

A New Frontier in Professional Pilot Training from Air Service Training

Hangarage

• AST ‘Structured Modular Flight Training & Instructor-led Ground School for your ATPL’ • Ideally placed in the UK to offer a wide variety of weather conditions, terrain and Air Traffic Services to prepare pilots for future careers • AST brings training to life; providing pilots with access to their state-of-theart engineering training facility • AST operates in partnership with Air Charter Scotland

For more information on Professional Flight Training and what the team at AST can offer you T: +44 (0) 1738 877105 E: atpl@perth.uhi.ac.uk www.airservicetraining.co.uk

Pilot Shops

Insurance

Complete Flying Cover Specialists in Aviation Insurance

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Our aim to source most suitable cover at the most competitive premium for all Pilots. Tailored service - one stop for pilots and their families. Dedicated advisor - no call centre Opportunity to re broke existing cover - no obligation. Business owned by a pilot. Competetive rates.

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Income protection of Loss of Licence. Pension advice, mortgage, life, investment, Loss of Licence, hull, purchase a plane. We offer the complete financial package to aviators including pensions and investment. Our aim is to offer all you need under one roof, so we get to know you. 11 years experience

www.flyerprotect.co.uk

0800 7836197 Helicopter Training

Windsocks

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

www.airworlduk.com

Batteries

Premium Aircraft Batteries and Chargers Call AQS 02086 062950 64 LOOP JULY 2010 www.loop.aero

Gliding

The Longest Day The British Gliding Association award a 750km Diploma for flights round a pre-declared task with a maximum of 3 turning points. The forecast for the longest day, 21st June was optimistic so I opted for a task, starting from Booker (Wycombe Air Park), routing north to Tuxford disused power station near Newark, then flying south to Andover, then north to Bottesford near Melton Mowbray, finishing at Booker, a total distance of 760 km. The success of the flight depended on the decisions made, either press on looking for stronger lift and risk getting low with the possibility of a land-out or take a weak climb and reduce the average cross-country speed and risk running out of day. There was also an element of luck, or perhaps an absence of bad luck. Like chess the more moves that are planned ahead, the better the performance. Reading the sky to choose the best route between thermals can have a significant effect on the average speed. I had loaded 90kgs of water ballast, the extra weight improving the glider’s performance at higher speeds but reducing the climb performance, a problem if the thermals are weak or broken. The run north was fairly straightforward until Newark where a subtle change in airmass had the cloud-base drop 500 feet and the thermals become weaker and more broken. I elected to keep the water ballast but it meant descending to 1500 feet to find a reasonable thermal to get back to the better air further south. With conditions improving I was able to fly at 95 to 100 kts between thermals making best use of the water ballast. Having turned Andover, the run back north was going well but it was past 5 o’clock and the thermals were weakening. I dumped some ballast to improve the climb and deviated west of track towards better weather. A good climb at Melton Mowbray got me round the last turn and now it was a race against time. I dumped the last of the water and headed south, but the climbs were weaker and the computer showed I needed another 3,000 feet to get back. The only chance was a solitary cumulus over Silverstone - fortunately it worked, taking me from 2,500 up to 5,800 feet for a comfortable 50km glide back to Booker; a total task time of 8 hours 41 minute giving an average cross country speed of 87 kph. Looking through my logbook, my last flight of similar time was to Bombay in a 747 with 2 co-pilots an autopilot and a bunk for rest; a different world…. and not nearly as much fun!

Try Gliding at Shenington in the Oxfordshire Countryside Call 01295 680008 www.shenington-gliding.co.uk

There’s more to gliding than you think!

Ex-BA 747 Captain Denis Campbell flies a Ventus 2cxT high performance glider fitted with a retractable turbo engine for airborne retrieves

How far can you fly on an empty tank ? Glider Pilots can fly over 750km on thin air !

Try the challenge of soaring Booker Gliding Club Wycombe Air Park Marlow Bucks SL7 3DP

t 01494 442501

www.bookergliding.co.uk www.loop.aero JULY 2010 LOOP 65

INSTANTEXPERT +PRE-OWNED AIRCRAFT

Socata TB Range of French designed and manufactured aircraft, from simple 160hp TB9 up to complex 250hp turbocharged TB21 + S O C AT A T B FA C T S

EFORE the Cirrus and Diamond launched their four-seat aircraft in the late 1990s/early 2000s, the only modern alternative to the long-in-the-tooth Cessnas and Pipers was Socata’s TB range. Although designed in the 1970s, the TBs had a cabin

+MODEL HISTORY

+ 1977-2000 Main production period of ‘Generation One’ aircraft: TB9 Tampico, 160hp, fixed prop and fixed gear TB10 Tobago, 180hp, CS prop and fixed gear TB200 Tobago XL, 200hp, CS prop and fixed gear TB20 Trinidad, 250hp, CS prop, retractable gear TB21 Trinidad TC, 250hp turbocharged, CS prop, retractable gear + 2000 GT or ‘Generation Two’ models launched, with bigger cabin and slight aerodynamic changes + 2006 Production stopped

While production of the Socata TB has stopped, there is still support

designed by a car company, endowing it with GT-car like seats, a modern instrument panel and stylish gull-wing doors – one either side too. With well-proven mechanical components, sleek aerodynamics and often a full IFR ﬁt, the TB was a well+VITAL CHECKS

Landing gear Airworthiness Directives (ADs) and Service Bulletins (SBs) call for regular inspections Propeller balance Considerable vibration apparent from Hartzell CS prop which needs dynamic balancing Check avionics Make sure everything works as it should, including in ﬂight, especially on 20012006 aircraft Engine crankshaft Check compliance with SB569A aﬀecting 1997 engines onwards

! ! !

1970s style panel upgraded with 2010 avionics – Garmin G500 66 LOOP JULY 2010 www.loop.aero

PHOTO www.airteamimages.com

+ Made in Tarbes, France (hence ‘TB’) + Designed in 1970s to replace Rallye range + Known as ‘Caribbean’ series – each aircraft named after a Caribbean location + 133 on UK reg, approx 2,200 worldwide + Production stopped but support continues + On EASA Type Certificate; can be transferred to US N-reg fairly easily if required

equipped aircraft capable of +FOR SALE flying long trips easily. However, a combination of high costs plus increased competition from Cirrus and Diamond, meant Socata concentrated on the TBM turbine instead from 2006. One flying school, Enstone in Oxfordshire, runs a fleet of TBs.

PRICE: £144,000

+I OWN ONE

Peter Holt bought his TB20 GT new in 2002 a couple of years after passing his PPL, and carefully evaluated it and rivals for his needs. “I wanted a low wing aircraft (can’t see out of high wing properly when doing steep turns), with two doors, modern design, IFR avionics, suitable for hard and grass runways, long range and a 130kt+ cruise,” said Peter. The TB20 was just right. Since then he’s flown numerous cross-Europe trips and has just returned from Crete. The TB20 GT was originally on the UK register but he swapped to the N-reg to allow him to use an FAA Instrument Rating. Apart from various avionics, auto-pilot and fuel flow meter issues (all US parts) the aircraft has been very reliable. “A very important point is that nothing of significance made by Socata has ever gone wrong,” said Peter. Much more about the aircraft can be found on Peter’s website, including a detailed account of his 8 years flying the aircraft. www.peter2000.co.uk

Built 2003, 691hr TT airframe and engine, prop 27hr. Fresh annual, full IFR ﬁt, 4 Bose headsets.

1/12th SHARE: £3,600

TB10, based Liverpool, full IFR ﬁt. £120pcm ﬁxed, £75+VAT per hour (wet).

www.deltaecho.co.uk

+PROS AND CONS

PROS

+ Modern looking, inside and out + Comfortable cabin + Good IFR platform + Mostly metal airframe with some composite parts + Excellent for touring + Glass cockpit conversion available

+THE DATA

SOCATA TB20 Vne 187kt Cruise 140kt @ 60% power Fuel burn 42 litres/hr @ 60% Range 1100nm (no reserve) Stall speed 59kt (full ﬂap) Take-oﬀ 635m (to clear 50ft) Landing 555m (to clear 50ft) Engine 250hp Lycoming IO-540-C4, fuel injection Prop 2-blade, constant-speed Hartzell, 80in diameter Wingspan 9.77m Length 7.71m Max weight 1395kg Useful load 544kg Fuel capacity 336 litres Seats 4 Manufacturer EADS Socata (now Daher-Socata) www.socata.com +LOOP SCORE

Running costs Durability Performance Reliability Handling TOTAL SCORE

★★★★★ ★★★★★ ★★★★★ ★★★★★ ★★★★★ 21/25

+OR THIS...

PIPER ARROW

1/6th share £6,000

CONS

+ Oﬃcial service list long + Original avionics can play up – many changed by now + Relatively thirsty + Factory spares expensive

CIRRUS SR22

2001 , one owner £115,000

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

C8E; 8 >I<8K ;<8C N?<E PFL 9I@E> PFLI <E>@E< ?FD<% For Lycoming customers, loyalty pays. For a limited time, bring your original Lycoming factory engine back home and get a fantastic deal on any factory exchange engine as a reward for supporting Lycoming. Trust your engine to the people who know it best – the people who designed and built it. To ﬁnd a distributor near you, call 1-800-258-3279 or visit Lycoming.com.

Certain restrictions apply. An “Original Factory Engine” is deﬁned as an engine that last left the Lycoming factory as a New, Rebuilt or Overhauled Engine. This discount cannot be combined with the Fleet Rebate Program. Offer subject to end or change at any time. See your distributor or visit Lycoming.com for more details. © 2010 Avco Corporation. All rights reserved.