SECRET CESSNA NEW TURBOPROP ON THE WAY SOON!
+ MAINTENANCE G-reg vs N-reg... why? + GEAR G1000 retro-fit + GARMIN New G5000 revealed +
F R E S H A I R FO R F LY I N G
LSA LIGHT SPORTS AIRCRAFT
+ AFFORDABLE + FUN + MODERN + ECONOMICAL + AND COMING SOON The best thing to hit leisure aviation in decades: the aircraft, the regs, the benefits
NOVEMBER ISSUE 62 2010 £ 2 .75
B U S I N E S S AV I AT I O N ' S N E W R E C O R D B R E A K E R S
+ SPEED! 'Fastest' civilian jet rivalry brews + PRICE! $60m 'too cheap' + SIZE Bigger is better + p001.loopcoverKEV.indd 1
2/11/10 18:44:53
CONTENTS
#62
NOVEMBER 2010 SECRET CESSNA NEW TURBOPROP ON THE WAY SOON!
+ MAINTENANCE G-reg vs N-reg... why? + GEAR G1000 retro-fit + GARMIN New G5000 revealed +
+WELCOME TO LOOP
F R E S H A I R FO R F LY I N G
LSA LIGHT SPORTS AIRCRAFT
+ AFFORDABLE + FUN + MODERN + ECONOMICAL + AND COMING SOON The best thing to hit leisure aviation in decades: the aircraft, the regs, the benefits
2010 £ 2 .7 5
binding regulations to be accepted across Europe has been excruciatingly frustrating. But, the end is near. It is hoped the final set of rules will be confirmed imminently, to a collective sigh of relief from the entire aircraft design world, and anyone who wants to see new pilots join aviation because of lower costs and lower regulatory barriers.
NOVEMBER ISSUE 62
DO you remember the first time you heard about the LSA category? The chances are it was a fair while back. While we have been enthused beyond words by all the innovation this new class of aircraft and license will usher in (and has already been responsible for from designers working in the dark), waiting to actually see the final legally-
B U S I N E S S AV I AT I O N ' S N E W R E C O R D B R E A K E R S
+ SPEED! 'Fastest' civilian jet rivalry brews + PRICE! $60m 'too cheap' + SIZE Bigger is better +
+LOOP PEOPLE
DENNIS KENYON Wot no Dennis? The man of rotary letters is on holiday this month, but will of course return with a bang next month after a well-earned rest (and even more of a tan!).
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COVER STORY ST TOR ORY The long hoped-for LSA class is close to being written into law. DC looks at what this will mean to us all... and the answer is good! + F L I G H T C LU B E X P E R T I S E , I N S P I R AT I O N, F U N ! SAFETY || PLACES TO FLY || PEOPLE TO
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Y PLANE CRAZY Sailed the world,, now fly it Page 50
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NOT everyone is lucky enough to get a flight in a light aircraft whenever they want, but there are certain charities out there that look after disadvantaged children to give them a taste of flying. This is exactly what Aviation Without Borders did recently with the help of Airbus as Hawarden Airport. Twenty-five young people from across the North West and North Wales area soared high over Broughton throughout the day. Young people and their families enjoyed a day including a flight in a light aircraft supported by flight related charities Aerobility and Fly2Help. Those who stayed on the ground were treated to a range of flight-related activities run by Airbus graduates. Aviation Without Borders trustee, Stan Stewart, said, “It’s fantastic these children are given a chance to fly in a small plane – something they never thought possible. They have
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CLEAR PROP PROPELLER ADVICE FROM
DENNISS KENYON KENYOON PPHIL HILL OO'DONOGHUE
PROPTECH
A
DOROTHY POOLEY LUKE HALL Former World Flying instructor in and Top Helicopter er Freestyle aerobatic Luke is 'Mr aerobat pilot. Phil and instructor Championn Dennis is is examiner, Cambridge Aero our resident re Brains Dorothy shares our rotaryy expert Club', and talks about for testing testin gear her wisdom comebacks
nyone who has had the to detect impending misfortune to suff er a propeller before they become problems failure mid-flight knows just serious. Any how much more dramatic grease or oil leakage, loss of air than any engine failure. it can be pressure, unusual vibration, or It can literally tear an engine from unusual operation its should When you understandmounts. investigated and repaired be the stresses a as it prop goes through, could be a warning it’s not hard to see of something Vital to O R normal M ODuring serious. L U B F O C U S C R O S L A N Dwhy. + Cobserve operation, 10 to 20 the 500ft rule at tons of centrifugal Bearing all the above force are acting to in mind, pull the blades from all times! looking after your the propeller The blades are routinelyhub. during the winter period is subjected to bending, flexing, and important, especially vibratory forces. Damage such as a who do not hangar for those stone nick, their aircraft. corrosion, or a ground Winter can be a time of inactivity act as a stress riser strike, may for the GA world, and become the but initiation 39site for a fatigue propeller a thought, give your 2010 LOOP as there failure which are www.loop.aero NOVEMBER can progress to an things to ensure that abrupt failure. Due to the catastrophic your propeller and aircraft nature of a propeller failure, it are ready for spring. is is properly maintainedessential the prop recommended service according to the means being inspectedprocedures. This and overhauled at the specified intervals. Of course, we know a propeller should also be inspected before flight
From flying round corners to flying NEED TO SPEAK YOUR MIND! THEN Moor, a sleepy little village near CroslandEMAIL eld, has an airfield owned by HuddersfiYOUR OPINION a former motorcycle racer. James Whitham, TO LOOP went along to meet the Dave Rawlings incoming@
SHOOTING STARS
Q|
Is my propeller due overhaul? A| Most propeller airfiforeld theOEMs find out about man andloop.aero information on propeller issue service
hour and calendar
■ Do not use solvents that might affect paint or chemically attached parts
limits. Even fixed-pitch ■ Never scrape the blade or use abrasive had actually broken periods so do not forgetprops have overhaul +NOTAM the law? the rollingcleaners. “When we moved in, it was mint, AMONGST “There is no sset punishment. – Name withheld If you are not flying during winter, Nthem. To help prevent built to run with everything waterwas If found guilty, the villages it’s the and ingress A| Although LOOP doesn’t perfect and t pilot + T H E V I TWELSH timeof West for any maintenance hills A L SRALLY GB corrosion, military There was edging either cover precision. or overhaul face a fine (set by the would is Crosland Yorkshirework condone breaking of Restrictions are the prop or rotate even Moor if it’s a bit early – propeller presiding it soby any no spinner boiler a massive port/blade the runway, along magistrate) and shops Owned this question intrigued laws, eld. get likely when the is directly and, depending busyand run facing around Easter and the Airfi upwards. Itto had aids it even the hangar drainage heat start ofWhitham, on the severity oof the we got on to the Civil us so Welsh Rally GB, the flying it’s the only andand James stops water season. Avoid the rush! offence lying in hubrunway Aviation socketslighting. we couldn’t But retention would probably be required and blade for at Authority to see what final round of airfield near Huddersfieldcomponents it says. of it. I remember undertake some additional to to keep a lotfinding ord eventually affand the the World Rally “Any pilot or company its way Q| Can I do anythingleast an hour by road andpast flying seals. Also, if you to look turning my dad havethe runway lights on of the Rules of the Air in breach training, organise Championship, is organised by us. local pilots. go formy to after place propeller in the winter? propeller, run the aircraft a variable pitch is liable “A suspension of electricity meter for prosecution. For staged in mid and and watching the occasionally, The David Brown Corporation o the pilot’s A| Clean your prop get it warm and us to have a after each the licence would be unlikely coming thethey’re realistic chance of conviction south Wales from flight, said,‘no, andcycle propeller. landorin 1946 looking Thisout’. A as regularly as possiblebought keeps everything in moving, however – such aaction especially a low flying case such them 11-14 November. dugonly later he’dnot you the factory. a stripifnear theup.” operate in or near saltyto– build would be components,week as but environmental reserved for the most the lubricants would need very good this, we away Police and media father passed James’s as well. m serious conditions. Clean bladesThe strip was finished in 1948 with evidence, cases.” using fresh ideally on video. helicopters may duetherein 2002 and with a huge bill for ButAre farmhouse.Q| a non-alkaline/non-co hangars and awater, any wintertaxflying rrosive cleaner and – CAA spokespers be in use. www. spokesperson the airfield might inheritance David aFEES slow downprecautions? soft cloth or soft brush,to an economic ICAO CODE EGND then thoroughly walesrallygb.com LANDINGdry have closed if someone with less it.If you use your with decided to off-loadA| a soft £5, cloth. ButBrown singles Microlights £3, LOCATION 1.5nm SW of aircraft during please follow a few few to do with aerobatics. the at been had winter, determination general got be aware of water, snow “In the late sixties my dad rules: £10 BPV is twins £10, helicopters Lat/long amounts of bleed usually reported after WELLESBOURNE orand ice his collecting bleeding, whichHuddersfield. three sisters ■ helm.James insidethe experiences David Brown was selling causes the spinner and the bladewind membershave clubAlways 49.72 37.28 W001 N53 shell pointing problems for the brain that include high amounts Night during training from (free toprevent down to “Heinactivity, ingeniousofplan. an periods b up with put in whichcame to interpret moisture collecting James. said airfiineld," clubs) can cause vibration.If FACILITIES 3 November to 10 reciprocating the signals it is receiving negative G, rapid rolling of the hub rec ■ Do not use a pressure an off thethe only way was to sell prop it. isWefitted with“The fromParking, er and they accepted the hangarage, tearoom EVENTSwater de-ice equipment, washer. balance system. negative G conditions under December. It forces to the ensure rights of the land it is kept in goodmineral pastthethe or in 1972. moved year,hub seals and throughout Eventsinternal serviceable There is no theor transitions from positive rapid with honesty box. Cafe 1/2m, canincause theoretical reason If mind I said I didn’t quarry.condition. nearby damage elda propeller have the airfi to “As a kid I was almost you fly-ins. bacon butty including why both causes might owner’s manualdon’t 1m negative G with associated pub with foodREDHILL ■ Prevent soap or cleaningmascot. I was always hanging m but makedig up sure it is up to date. not exist holes everywhere rolling at Nite that dinner on 15 December Xmasrunning the same time. solvents from motion. Quite often, RUNWAYS runway the into or splashing the the runway! ask if I around DETAILS Treatment is usually will only manifest when symptoms hub and 08R/26L is(500m 07/25 asphalt/grass areapeople would usua simply to ■ Do not use caustic “We came to an agreement and I any questions ight.have a flyou to go along for If wanted or acidic refrain Moor Airfield lies down on his back the pilot Crosland preferred. 2.7% soap theneverything. contact It solutions. the with his head the from inverted flying forasphalt, 250m grass).R18/36 Proptech Irreparable corrosion keep managed to of back flying in the customer hours spentmay tilted backwards. winter season and only 07. LH Sandy Lane, Huddersfield, support available Circuitswhen occur an try againgradient down www.proptechpro airfields closeatbecause the seems loads of different aircraft. next year. Others hav pellers.com There have been two amsl. Elev 825ft on 1000ft aal.crosswind 08/26 HD4 7BX. T: 01484 645784 or have postulated land becomes so valuable that the a series of head mov “My sister still lives in the mechanisms for this suggested 01484 654473. movements toPPR only exceeds 7kt or lack owners think, ‘I can carry on here resolve potential issu farmhouse and we’ve kept the being. The first is damageof wellwww.croslandmoor-airfield. RADIO when requested by issues to some or I can sell it to Beazer Homes for semi-circular canals in the Huddersfield of the small sensory a pilot. airfield open ever since. co.uk Radio 128.375 of hairs in the ear. Minor symptoms the inner inner ear, causing a should not malfunction in be ignored, as continu the sensing of balance. BLACKPOOL continuing to fly, especially with negativ Watch NOVEMBER The second is damage for geese negative 2010 www.loop.aero 40 LOOP out rapid rolling, will make G and the brain stem through to flying north-south small worse.– Alan Cassidy matters across the approach to R28.
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46-47
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NOVEMBER 2010 LOOP 45
The feeling here is really relaxed... as long as people use common sense, we're fine
ten million quid’. I honestly think I would’ve packed up flying if I had to move. Also, I didn’t want to have to say to 30 odd blokes that there wouldn’t be an airfield or runway.” Crosland Moor, or Huddersfield International Airport as it’s also known, is an exceptionally friendly place. The clubhouse is a static caravan, which James purchased for £800. “It’s is known as Terminal Two, because the old caravan blew away in a violent storm. It cost us £400 and another £400 to get it up to the airfield,” said James. The airfield has a really friendly feel. Even if the clubhouse is empty, the door is always open. There’s an honesty box for tea, coffee, landing fees, crisps and even pot noodles. If someone does turn up they are quick to engage in conversation and talk about flying. “The feel here is really relaxed, nobody turns up in a suit, wanting their aircraft washed and bought round to the front. They all turn up with their overalls on, pull their own aeroplane and prat about for
a bit. In fact some people do more pratting about than they do flying. They will turn up, pull their aircraft out, rev it up, make a cup of tea, put it back and go home. They’re all enthusiasts!” said James. “We’re not officious here, as long as people are using their commonsense we’re fine. Nobody has to wear hi-viz jackets. Occasionally we get a complaint but since the microlight training has stopped, it’s gone quiet. If we do get a complaint it’s usually from someone who hasn’t lived here that long and didn’t know we were here. But I try to find who they are and invite them up to the airfield or go round for a cup of tea – that can usually sort it out. The airfield is popular with local pilots and more want to hangar their aircraft at Crosland. There isn’t another airfield in the area – the nearest is around 90 minutes away in the car. But it’s also popular with other pilots around the country, “We have about 25 resident pilots but every weekend we have loads of
visitors. Last weekend we had over 20 people fly in – that’s pretty good for this time of year. If someone flies in, has a brew and puts money in the box we’re happy. “There's a really good gastro pub about half a mile away, as well as a café about 100 yards further down. They do an excellent breakfast and pilots get a 20% discount.” It’s not only pilots who turn up at Crosland. “We’ve had some famous people fly in over the years – Harold Wilson, Princess Anne, Mick Jagger, who hung around for a bit and signed some autographs. “We’ve had Tony Blair, Gordon Brown and even the Queen flew out of here. I got a call asking if I ran the airfield, it was the police. He said, ‘We want to take a Royal visitor out of your airfield in a helicopter.’ I asked who and he said, ‘I can’t really tell you but they don’t really come a lot more famous than this!’” It seems the honesty box doesn’t work for everyone – rumour has it that the Queen still owes her landing fee!
Main photo: former motorcycle racer James Whitham surveys his airfield. Top: Sonex kitplane. Middle: LOOP's Dave Rawlings inspects the hangar. Above: inside Terminal Two
had to overcome disadvantages in their lives, which may have made them think they could not do anything like this.” Aviation Without Borders has four main activities: air shipments of humanitarian aid, ‘Smiling Wings Days’ like the one described here, escorting sick children to and form the UK for treatment, and it has plans to operate a fleet of light aircraft in Africa for humanitarian missions. www.aviationwithoutborders.org
GET YOUR CLUB NOTICED IN LOOP clubs@ loop.aero
Big smiles all round – that's Smilings Wings Days
+PHOTO ALBUM
SHERWOOD FLYING CLUB First Solo Nick Willett Radio Telephony Daniel Neal M Swinburne Air Law Dai Davis David Mackie www.sherwood flyingclub.co.uk ENSTONE FLYING CLUB First Solo David Vinyard Alain Couturier PPL George Pinfold www.enstone flyingclub.co.uk MID-ANGLIA SCHOOL OF FLYING First Solo Drew McCourt PPL Skills Test Mike Thyne Jonathan Delahoche PPL Ray Edgson www.masf cambridge.com
16 GEAR: GARMIN RETROFIT The epic tale of a major King Air overhaul laid bare
6 FAST MASTERS Cessna upgrade the X to retain its title of fastest civilian plane
18 GEAR: NEW STUFF Including online shops, a PA-28 tow-bar, and a new back-up EFIS
9 CAPE TOWN OR... AHH... How Taff Smith’s record bid came to a wet (but safe) end
20 GEAR: MAINTENANCE As EASA eye N-reg aircraft, what benefits are there owning one?
11 EUROCOPTER’S ODDITY What do you get when you cross a heli with a turboprop?
34 AEROS WITH ALAN Spins are daunting enough... so Alan looks at modified spins!
13 BOB DAVY A look at a sobering but fantastic decision making process
50 PLANE CRAZY Mike Perham, the 18-year-old planning a solo circumnavigation!
14 INCOMING EASA’s plans have you agitated... and also a little depressed
66 INSTANT EXPERT The Scottish Aviation Bulldog comes under the microscope
During school half-terms, the Imperial War Museum at Duxford hosts event for school kids where they learn about wartime events and activities. Got a pic? Send to Incoming@loop.aero + AWA R D S H A N G A R C H AT
Last chance to vote! THE LOOP Hangarchat Awards are in full swing now and every vote counts. The Awards give you, the reader and pilot, the chance to vote for your favourite clubhouse, instructor, airfield restaurant and much more. If you have someone or something you think should be nominated, the categories are; Best Facilities, Most Helpful ATC,
E LOOP B ST OF 20 10
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Friendliest Clubhouse, Hero OF 201 Of The Year, Best 0 Hire Aircraft, Club Of The Year, Airfield Of The Year and the Hayward Aviation Special Safety Award. If you know of any club or person that deserves to win one of these awards email: awards@loop.aero and we’ll log your votes.
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NICK HEARD has been He’s a flying instructor, one of LOOP's expert pilots since the very first issue. #1 A bounced landing current B747 captain Sponsored by and a former RAF uncommon, and can is not Tornado pilot perhaps was chatting to a be caused by a misjudged PPL cloud, then carry on friend recently at flare, which itself may doing just Old whilst above cloud, that, even if it limits Buckenham, who result of landing on be the and setting up your had a runway for a forced landing However, there are often flying. returned from a short just of different dimensions will be more beautiful difficult than flying conditions to flight. He had taken as you may not the pilot is used to be enjoyed off, +STAR QU – it’s to pick a field very easilybe able above cloud (as that decided that with ESTION a visual illusion. If you day), but a cloud above cloud – another whilst there are a few considerations base of around 1500ft, bounce on landing, do avoid the for only considering reason before getting yourself weather was not quite the tendency to shove doing any there. the of this when the cloud First, the base of the for him, turned round right forward, which may nose base is lowest well reasonably high and cloud must be at a reasonable landed back at the and in a broken nosewheel result well-broken. airfield. on the If you happen to finish height above the ground Fair enough – it’s nice next landing. If the bounce is total cloud cover, then up above say around 2000ft as – let’s someone making a to see not excessive, hold a sensible the landing panic! Do not attempt don’t figure to start with. A working decision, and not attitude and let the a descent much pressing on aircraft through cloud if you cloud base might cause lower in conditions which settle are again onto the runway. you he was not concerns rated! Stay in the clear not IMC comfortable with. If as you descend from the bounce is big, it may well above cloud, and get conditions above the cloud. Now I had been flying be best overall to go some at about around assistance quickly by Next, there must clearly the same time, and and try again. using had distress frequency (121.5). the lot of gaps in the cloud, be a it was a really nice day. thought Make and it should be blue difference was that, The PAN call and explain a although the the sky above that cloud base of cloud was indeed situation. They will have – not just more cloud. 1500ft, there was only around weather reports across perhaps Accurate assessment two- to three-eighths the whole country and of cover, and I cloud cover is not easy had been happy to get you can hopefully work (one pilot’s two-eighths cloud and enjoy the above the out which direction conditions to go is another’s five-eighths), above. So who was right to find clear conditions #2 Not all engines and who are the and you must gain your was wrong here? to get below cloud same, or even all installations, own experience here. again. You may then Answer: neither! We and some engines were can be It might also be both flying in accordance still be able to make extremely prone to it carburettor sensible to fly above Visual Flight Rules (VFR), with back home below cloud, icing, which can start cloud only if but my but otherwise divert you are staying in the colleague preferred develop as soon as to and local area, not the BREAKING THE LAW your breath back before get above the cloud – as to venture where conditions are unlikely engine is started. Spotting doing I said before, change to Q| A few friends and anything else! a perfectly reasonable very much. Flying it is important. Check were sitting round myself Once again, I want to to another airfield could a route But in chatting with decision. rpm drop carefully the the emphasise him possibly during clubhouse the other that I don’t want to change lead to difficulties if point out that he would I did your engine runup the any have checks and were discussing week pilot’s habits here just base is somewhat lowercloud been quite legal to operate large drop in rpm followed– a some by a written in the above ‘hypothetical sequences’. article. Flying above vicinity of your destination, the cloud in those conditions, by recovery of rpm cloud which may be in We couldn’t agree issue which again requires is an you may not notice that he still could have an indication of rapid on what from would happen if a experience and judgement,a bit of Get below cloud early above. clear of cloud and in remained formation. Consider ice pilot if the sight of the another caught breaking the was something which should and gaps appear to be closing. surface. The VFR rules carb heat check as 500ft certainly do not Don’t you line flight level in an urban be discussed with an wait until there is one preclude going above up on the runway. area, instructor if small gap cloud. If it’s without prior permission there is any doubt. left in view – you can’t Now I want to tread bad, you might even that or descend carefully consider during a display? An IMC Rating adds vertically through a here, as I don’t want not taking off until Would a gap, you to conditions get banned and what they capability to a pilot’s significant obviously have to be any pilot’s habits or change change. Better safe skill able to perceptions then sorry. be needed to prove would confidence in operating and maintain a sensible as far as flying above the pilot descent above cloud goes: cloud, but VFR rated angle! Don’t forget that if you prefer to stay pilots can below all still manage it with a still consider an engine you must certain failure HAVING A WOBBLE amount of caution. Q| I overheard a group of #3 The Listening Squawk aerobatic pilots talking system is alive and ‘the wobblies’ – what about well are they? has stopped a number and A| The ‘wobblies’ is of a incursions into controlled name for a group of colloquial symptoms airspace. There is an that have occasionally excellent been diagram on the Fly experienced by some On Track serious website, which indicates aerobatic pilots. These all symptoms the areas operating usually include a loss of the sense within the scheme, and appropriate of balance, often accompanied =^\] EZg[dgbVcXZ ) %+B=o EA7h VcY :A frequencies and transponder by some sort of oscillation ;DG NDJ Ih hZaZXiZY Wn i]Z ldgaY¼h bdhi [V of the bdjh V^gXgV[i Wj^aY codes. I now have copy visual picture seen by I]Z hbVaaZhi Zgh VcY V^ga^cZh# the :bV^a XdciVXi#Vk^Vi^dc VcY a^\]iZhi my flight kneeboard. of it in 6C9 NDJG There is a medical term pilot. 5`VccVY#Xdb dg XVaa Dial up EA7 VkV^aVWaZ EA6C: (( ' ., %' ). ). the frequency, set Positional Vertigo (BPV) of Benign :Vhn ^chiVaaVi^dc :AI! the lll#`VccVY#Xdb which (with Altitude reportingsquawk has also been used eZg[ZXi [dg gZigdÄi on occasion and listen out carefully. on), 120 flysafe Loop to describe this condition 47x128.indd 1 www.flyontrack.co.uk aerobatic context. BPV in the 44 LOOP NOVEMBER a lot of hits on Google, produces 2010 www.loop.aero but very
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Smiling Wings day R
MAKING the right choices at the right time is a cornerstone skill of flying. Here are three ever-relevant reminders to log away.
LOOP BEST OF 20 10
Clouds can be uncharted pilots, but with thought territory for VFR and planning they are nothing to be scared of
+3 TO REM EMBE
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T SCHOOL
Nick Heard
If you happen to finish up above total cloud cover, don’t panic!
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your C flight Take hiill Croucher PPh helicopter licence l c nce? Phil lice licence p r licence? opter ccopte elilicopter heli h your helicopter ik to gett your Like Page 48 ANGARCHAT See p48CLUBHANGARCHAT H).. S (H) L(H PPL(H). h PPL d iin the explains what’s involved
flightCLUBFLIGH
4 WHERE BIGGER IS BETTER How business aviation is defying the downturn with new designs
www.loop.aero NOVEMBER 2010 LOOP 41
2/11/10 19:28:23
RORY GAME A rising star in the aviation photography game (weyhey!), Rory brings another new eye to just how good aircraft can look! He took last issue’s sumptuous Diamond DA40NG test photos.
NICK HEARD The nicest chap in UK aviation? Certainly one of the most qualified. This month Nick brings his experience to bear on clouds, and how to deal with them legally and safely.
w
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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 VIRGIN’S FBO OPENS
FANCY checking this for FOD? The New Mexico Spaceport Virgin Galactic’s flights will operate from opened last month... 10,000ft of new tarmac. “Inspiring!”, said Sir Richard Branson
the place where there is NO such thing as 'too much' NBAA REPORT
Swathe of new designs shows that cost is not an issue at the upper end of business aviation
B
USINESS aviation has been through hell in the last two years, with untold billions of $-worth of orders for hundreds of jets cancelled since the sharp bite of the economic downturn first drew blood in 2008, and tens of thousands of staff let
go. But one sector is proving almost immune to the financial meltdown: super jets. For pilots more used to General Aviation, even the cheapest $3m-ish small jets have pricetags that make us wince. But, in Business Aviation, it seems that more is... err...
more, and the pricier the jet, the more appetite exists for it. Will it be this sector that drags the industry back to health? Just as Gulfstream rolled out its first ‘complete’ G650 at the big NBAA bizjet show in the US, to stake its place as the new top dog of business aviation,
One less barrier to success WHILE Gulfstream and Bombardier look like the current economic downturn. carving up the super-sized business jet market The project has garnered significant interest at between them, the jet with the biggest bragging the upper levels of US aviation and research, with rights of all is waiting in the wings: the Aerion SBJ. NASA conducting tests on the Aerion’s advanced Not only will the sleek US-based project trump Natural Laminar Flow wing – the secret to retaining the rest in terms of price, at $80m, but it will also relatively economical operational costs at high stretch the speed envelope far further, being the speeds. It’s actually more economical than some first bizjet to break the sound subsonic rivals, because of its barrier with a top speed of more shortened flight times (eg London than Mach 1.6. to New York in four hours). It is still in development and the Being able to use it over land team behind it want to tie up with would entail a change in the law an existing manufacturer, but from the FAA and EASA, which they already have some 50 orders both prohibit supersonic flight lodged, $8bn-worth – numbers over ground because of the sonic An economic super sonic jet boom effect. which have held up well during
Bombardier announced record sales of its biggest Global XRS model – and then announced two even bigger new designs: the Global 7000 and 8000. The Gulfstream sets new standards for speed, luxury and size, taking (for now) the title of fastest civilian aircraft away from Cessna’s Citation X, maxing out at Mach 0.925 – a scant, but all important, 0.05 quicker than the Citation X. But it also sets new standards for opulence and price, easily topping the $60m mark, and proving so popular with buyers that already more than 200 firm orders believed to have been lodged with Gulfstream. The G650 concept and design was first revealed in 2008, around the time of the credit crunch and the onset of the recession, and at the time many thought an 8000-mile $60m 18-seat jet would prove a difficult sell to an embattled marketplace. Instead, its very
success seems to have shown that in a truly global business like aviation, having truly global range and ability makes increasing sense. Manufacturers have discovered that while traditional markets in North America and Europe remain depressed, growth in South America, the Middle East, India, Russia and China means that bigger jets with the range to reach those destinations are in great demand. The jets really struggling are those restricted to a single territory, where there is arguably still a glut of supply. Those smaller and midsize jets are traditionally more reliant on credit to fund their purchase, and also more appealing to fractional owners, two areas that saw a considerable tightening of belts over the last two years. Range is the calling card of the Global family, and so far the biggest in that family is the $52m
04 LOOP November 2010 www.loop.aero
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3/11/10 10:26:40
‘SOCATA UK’ BACK
SOCATA has regained official UK presence after TBM850 owner and pilot John Merry signed an agreement to become the UK and Ireland agent. A sales, MRO and parts network is planned.
MAGNI GYRO LANDMARK
ITALIAN firm Magni Gyro has sold its 600th aircraft, showing again it is one of the fastest-growing sectors of aviation. Since opening this year the UK agent has sold 16.
new look piperjet impresses at nbaa
The G650 , setting new standards for speed, luxury and size
Express XRS, which has the 7000’s remarkable a maximum range of a interior size is in little under 7000 miles. direct response to The 19-seat 7000 and an increasing trend Meanwhile 8000 will go far further, amongst many owners the 8000 will to try to make their jets and cost much more at a planned $65m each. have all the amenities of travel even The 7000 is what houses. further: 9100 their the firm calls ‘cabin Both weigh in at focused’ and will feature miles London around 18% overall a four-zone cabin some more efficient than to Australia 25% bigger than other predecessors, thanks Globals – and a range of 8400 in main to new jets from GE, miles. Meanwhile the 8000 will and new transonic wings. This travel even longer, 9100 miles: extra development over a simple from London to Australia in a ‘stretch’ of the existing designs single flight! is behind their 2016/2017 service Bombardier bosses said that entry dates.
The spacious interior of Bombardier Global 7000
A 8400nm means the 7000 will spend more time in the skies
The new look 'rounder' PiperJet Altaire
www.loop.aero
5 MINUTE READ...
redesign
PIPER has redesigned the PiperJet, given it a new name, and made it a much more pleasing thing to look at too. Meet the new PiperJet Altaire. The old prototype PiperJet was based on a stretched PA-46 turboprop fuselage, which the firm said was ditched because it wasn’t ‘scalable’. Piper now hopes for a series of jets in increasing sizes based upon the new rounder fuselage seen on the second prototype mock-up. Piper boss Geoffrey Berger said: ‘While the earlier PiperJet design, with its Piper M-class cabin cross section, provided a comfortable environment, we wanted to give our jet customers an even roomier light jet that incorporates a scalable design paving the way for a future family of competitive business jets.” The wing features a deeper chord and the empennage is shorter, and over all it just looks more ‘right’ than before. The
FOR THE LATEST NEWS GO TO... Get a quick fact fix...
tail looks as if it is able to take twin jets mounted low down too – useful as the range grows. Price point for the Altaire is $2.5 million, with a typically equipped aircraft priced at $2.6 million. For those who signed up before the upgrade, at $2.2m, there’s a treat in store: they won’t pay any extra for the revised larger Altaire. Piper say operational costs for the jet will be on average 25% less per hour than comparable rivals. Max range is targeted at 1300nm with a maximum cruise speed planned at 360kt. Max range on full payload is around 1200nm. Now undergoing CAD modelling and analysis in the program’s detail design phase, the first of four conforming Altaire test aircraft will begin flying in 2012. Certification and first customer deliveries are planned for 2014, slightly after the previously scheduled date. SEE LOOPTV FOR MORE
QUOTE OF THE MONTH “It was high adventure in the purest form. Could I go through all the expense and cost – in time as well as money? No... it took over my life for 12 months.” Tony Smith, after his attempt on Steve Noujaim’s Cape Town record ended early WHAT THEY SAID... “It is a horrible market. Let me say that again. It is a horrible market. The choices are to accept conditions and wait it out, or take initiatives for when the market does recover. We’ve chosen the latter.” Piaggio’s US boss John Bingham displays his refreshing honesty at NBAA “We have some developments that you will start to see next year... but that’s all I’m prepared to say right now!” Cessna VP Roger Whyte teases with what’s next amid talk of a new turboprop single
stat attack
Who's up, who's down: 2010 sales so far (certified a/c first six months)
FIRMS REPORT IN
Manufacturer Shipments $Average* AIRBUS CORPORATE 8 $79.3m AMERICAN CHAMPION 18 $144,000 BOEING BIZJET 3 $60.1m BOMBARDIER 82 $32.2m CESSNA 244 $2.38m CIRRUS 127 $557,000 DASSAULT 45 $41.2m DIAMOND 70 $310,000 EMBRAER 60 $6.06m GIPPSAERO 8 NR** GULFSTREAM 56 $38.46m HAWKER BEECHCRAFT 83 $749,000 LIBERTY 7 $203,00 MAULE 2 $163,400 MOONEY 2 $527,500 PACIFIC AERO 5 $1.70m PIAGGIO 2 $7.2m PILATUS 25 $4.37m PIPER 75 $660,000 QUEST 9 $1.29m SOCATA 18 $3.2m * Dollar average per aircraft ** Not Released. SOURCE: GAMA
www.loop.ae ro NOVEMBER 2010 LOOP 05
p004-005.news.indd 5
3/11/10 10:27:39
FRONTEND The new Citation Ten... well, you didn't think Cessna would lie down did you?
NEW AIRCRAFT
CESSNA UPS STAKES AGAIN IN BATTLE FOR FASTEST ' ' New Citation Ten picks up the gauntlet thrown down by Gulfstream
C
ESSNA boss Jack Pelton has always said Cessna will be the company to give you the fastest business jet in aviation, so when Gulfstream announced its new G650 would pip the Cessna Citation X for ‘fastest in class’ honours, he wasted no time in ensuring the giant of GA would retain its crown. NBAA saw the surprise unveiling of a faster and bigger version of the X, the £21.5m Citation Ten, which increases cabin size by some 15-inches – a
noticeable increase in legroom between facing rows of seats – and a promise that it will be certified faster than the G650 to reclaim the title of quickest. We think Mach 0.93 is what they will settle on. The current X peaks at Mach 0.92, which the G650 will surpass by just Mach 0.05 at 0.925. But the Ten, with enhanced Rolls-Royce engines, a cleaner design with standard winglets, and a higher ceiling (45,000ft) than the X means an additional 0.1 won’t be hard to
achieve – likely with improved fuel efficiency too. It will also have a range 211nm further than the Citation X. Cessna might be market leaders in overall fleet size of jets on operations, but their news has been less than upbeat over the last year with thousands of lay-offs and job losses. Since axing the large-jet Columbus programme last year, many in the industry have been looking to the firm perceived as a bell-weather for something resembling fighting spirit and
New Cessna turboprop on the way? WITHOUT actually saying it, Cessna boss Jack Pelton said this was probably too early. Pelton seemed to confirm gathering industry Pushed on price, he said: “The airplane would speculation that the company is working on a new ideally have a cruise speed greater than 300kt... turboprop design to bridge the gap between its and a price point between $1m and $2.2m.” high end piston singles, and the Mustang jet. Cessna have made big stock over the years of its Pelton confirmed at NBAA that the firm wants ability to take a pilot from zero hours at a local field to introduce a new aircraft as a bridge to jets for in aircraft like the new 162, all the way through to owner pilots into its range, and digging by insiders high-end twin-engine jets. The biggest single leap across the Atlantic revealed a possible development in aircraft performance and price is between the aircraft with a 500hp Pratt & Whitney Corvalis and the Mustang - $645,000 Canada PT6 engine as a powerplant. for the Corvalis 400, and $2.76m for Others speculate it's being kept at the Mustang. Cessna already has wide Pelton’s holiday home! turboprop experience with the muchRumours boiled up that the firm loved Cessna Caravan, but the aircraft would reveal a design at the AOPA is targeted more at air transport Summit in California in November, but Pelton at Cessna HQ operators than owner pilots.
THE WINNERS AND LOSERS THIS MONTH...
Cessna's electric 172 progress
CESSNA’S electric 172 is in development, and the firm hopes its partnership with Bye Energy will yield a flying proof-of-concept within six months. Cessna revealed plans to get into electric flight at Oshkosh earlier this year, but gave little more detail. Colorado-based Bye Energy is a subsidiary of Bye Aerospace, and is leading the way in integrating electric 172 electric dreams power in flight with existing designs.
good news. They got it at this on a headline-grabbing top year's NBAA. speed to be the Ten’s major sell Pelton explained: “The though, and is bringing forth launch of the Citation Ten is an major advancements in two example of our commitment, key areas that matter to those repeated throughout the recent on-board: an all-new avionics downturn, to new product system from Garmin, the G5000 development. which marks a move into “It’s a signal that we intend airliner territory (see separate to do what we need to do to story), and major upgrades to maintain a general cabin entertainment aviation industry capabilities... its leadership position. bristling with USB We’ve teamed with ports and touchscreen Garmin and with controls inside. NBAA saw Rolls-Royce to conceive the surprise The Ten will be the an almost perfect launch customer for unveiling of Garmin’s first venture combination of speed, performance, ease a faster and into ‘Part 25’ aircraft. of operation and flights of the new bigger version First productivity in one Ten are planned for late of the X, the 2011, with first deliveries airframe.” Citation Ten starting in 2013. Cessna isn’t relying
Lots of winners at the annual GAPAN bunfight, as their 2009-2010 aviation awards winners are announced... some highlights are... Sir Maurice Flanagan, winner of the Lifetime Contribution award Flt Lt I A Fortune, winner of the Grand Master's Commendation Steve Noujaim, Capt M Fairhurst, First Officer J Brown, winners of the Master's Medal Paul Bonhomme, winner of the Sword of Honour
06 LOOP NOVEMBER 2010 www.loop.aero
FOR THE LATEST NEWS GO TO... www.loop.aero AV I O N I C S
GARMIN 5000 MARKS MAJOR SHIFT FOR FIRM THE new multi-screen touchcontrolled Garmin G5000 glass cockpit system may look like a G3000 on steroids, but it marks one of the most major developments in the firm’s strategy in years. The feature-heavy G5000 integrated flightdeck is being developed under FAA Part 25 regulations (for aircraft over 5675kg), which means it will be authorised for use on larger two-crew jets, in theory all the way up to Airbus. Despite its significant extra features and screens, the G5000 is intended to be easier to use than panels like the G1000 which are becoming commonplace in GA aircraft – nearly 8000 have been installed since it was first launched.
Utilising separate iPadstyle touchscreen control stations, the entire fourscreen system features just a handful of buttons or dials, in stark contrast to earlier glass panels which were surrounded with rows of buttons and selector dials. Screens are 14” in size, and the small touchscreen controllers are about twice the screen area of an iPhone. Cessna has already said it will be standard fitment in its new range-topping Citation Ten, and so far it is only intended as a standard original fitment item: no retrofits at the moment. This also means we don’t know the price, but it’s not going to be cheap! www.garmin.com
The G5000, soon to be seen in a jet near you...
N EW WAYS TO D O T H E L O O P
CERTIFICATION
LOOP+... THE NEXT-GEN LOOP FOR NEXT-GEN PILOTS LOOP has created a special iPad-esque digital magazine looking at the major developments of 2010, which you can view at home or work... or anywhere there’s a computer for that matter! The new LOOP+ will work on any internet-enabled computer, and allow you to view video reports alongside news and features. It's not a magazine, or a website, but allows us to bring the best attributes of both media
types into one place. The first LOOP+ is a special crammed with news and new products relevant to GA pilots, video reports and interviews, and gear and flight tests. To view it is simple. Go to http://loop.hitcreative.com... that’s it! When there, you can skip back and forth between features, view multiple hi-definition images of stories, play videos, and link through to external websites. It's free, and you won't need an iPad to see it.
News and video of new kit
NEW ROBINSON R66 TURBINE CERTIFIED IT’S taken many years but finally, after several delays, the Robinson R66 Turbine helicopter has received its FAA Type Certificate - and also the all-important Production Certificate. “Now I can make them and sell them,” said Frank Robinson, the 80-year-old founder of the company who has just handed over the CEO’s job to son Kurt. Robinson has already sold over 100 R66s, which is
powered by a single Rolls-Royce RR300 turboshaft engine and is the first turbine powered model in Robinson’s product line. Base price of the R66 is $790,000. In relation to its predecessor, the Lycoming-powered R44, the R66 model has increased reserve power and altitude performance. But perhaps the main benefit is that the five-seat R66 burns avtur which is far more readily available in many countries of the world than avgas.
Bonus flight and gear tests
Bring the iPad experience to your desktop – without an iPad!
LOOP+ has been created to help spread the word about flying and how much fun it is to a new generation of pilots, many of whom will not be readers of magazines in any form, or use aviation websites. Here's where you can help GA. If you want to do your bit to boost aviation, but want to keep hold of your LOOP, send likely pilots to LOOP+. http://loop.hitcreative.com
FAA certified, the R66's EASA certification is expected in April
Cockpit electronics... no match for water, scuppering Taff Smith's Cape Run bid Glider pilots, fearing proposals for a new rugby stadium at Wycombe could lead to the end of gliding at the site Emivest... the jet maker filed for Chapter 11 bankruptcy protection Canuck pilots... Toronto's biggest GA airfield is to be turned into a housing estate Hawker Beechcraft, forced to trim hundreds more staff Airline planners... predictions of a new Icelandic volcano eruption grow www.loop.aero NOVEMBER 2010 LOOP 07
Innovation meets certification.
The Apex Edge KFD 840 is officially certified for Europe.
$
11,995
FOR A LIMITED TIME
The KFD 840 Primary Flight Display is available from your local dealer today. To celebrate the unprecedented event, we’re offering an unprecedented price. For a limited time, the KFD 840 is available for only $11,995 USD. The larger, 8.4-inch diagonal LCD and wide horizon makes flying easier compared to the competition. And, the KFD 840 protects your investment with the newly added flight director and enhanced graphic features, which received European Aviation Safety Agency TSO in July. To learn more about the KFD 840 and all our other products, visit bendixking.com.
bendixking.com/apexedgeseries
FRONTEND
FOR THE LATEST NEWS GO TO... www.loop.aero
HEROIC EFFORT
WET END TO LATEST CAPE RECORD BID
Taff Smith’s attempt ends short after multiple electrical failures
T
HE latest attempt to set new records for the legendary Henshaw Run from London to Cape Town and back came to a wet end in Africa, after Tony ‘Taff ’ Smith was forced to put down short
due to electrical issues. Smith was hoping to wrest the record time for the epic flight from Steve Noujaim, who set it only a few days before Smith’s departure. Noujaim’s amazing endurance flight saw him stop
twice en route to Cape Town, and similarly on the north leg, arriving back at Southend just 83hr 16min after takeoff. Using a modified Glasair IIS RG, renowned for its slippery design, Smith had hoped to save The Glasair had all the speed, but was nobbled by rain
NEW AIRCRAFT
significant time by stopping just once on the south and north legs, at Abuja, Nigeria – meaning four legs of 2600nm each. Leg one to Abuja went without a hitch – French ATC even helped routing despite being on strike – and he landed almost to the minute on his schedule. After a 100-minute turnaround and refuelling, he was off again... and immediately started to face issues and problems. Cylinder temps quickly raised higher than before, thought to be a fuel contamination issue, before settling to acceptable but only as hellish rainstorms overwhelmed the cockpit seals and shorted out all the electrics and instruments bar a Garmin 695 GPS. Ever-wise, Tony diverted to Windhoek in Namibia, 700 miles short of Cape Town, and parked the Glasair. He said: “Torrential rain stopped the ASI and started coming into the cockpit. The situation was surreal. Too intent to think of being scared I seemed to be totally disconnected from
the outside world. My only aim was to maintain altitude. “A tracking unit died in a puddle and the radios refused to transmit. The autopilot would only follow the heading bug. The next 1500 miles were solid cloud with no sign of the ground. Combined engine, instrumentation, radio and GPS problems meant the odds were too highly stacked against me. I landed at Windhoek 31hr from Southend and some 4hr from The Cape despite a loss of airspeed and a 200-mile detour. “I must say I was gutted when I made the decision to stop. I had always said that my chances of success were only 50%. A onestop strategy is possible within the rules and I haven’t changed my mind on that. “I said I would give it my best shot and wouldn’t let it haunt me if I failed. At 64, I am content with the result and have asked the FAI to ratify Southend to Eros (FYWE) as a world record. After all it is only 3.5 hours short of The Cape!” www.thecaperun.co.uk AV I DY N E
NEW UK DEALER
CIRRUS PLAN TWIN CHUTE FOR JET
COOPER BECOMES UK XTREME AGENT
MATRIX EVOLVES
CIRRUS is to explore an innovative twin parachute system for the SF50 Vision jet, as it battles with the issue of deployment on a 2700+kg aircraft that does nearly 300kt top speed. The firm has featured airframe parachute systems on all its piston models for years, but the same systems are not suitable for a jet. Instead, a twin-chute installation is being tested, under a computer control system that senses speed and
IT’S another Victor Kiam moment: we knew British aerobatics champ Gerald Cooper liked the Xtreme Sbach after he tested it for LOOP earlier this year, and he’s proven such a fan of the new design he has signed to become the UK agent. Cooper, based at Wickenby, was one of the first UK pilots to test the all-carbon Unlimitedclass machine, the first clean-sheet aerobatic design for over 20 years. He rated it as supremely good, even in comparison to his own nearlegendary CAP232. He said: “It is a privilege to be involved in an all-new machine with such tremendous potential. The combination of strength and greater power to weight ratio, together with outstanding handling, results in significant performance gains which makes my choice to switch to a Sbach
OWNERS and pilots of Piper's Matrix Pa-46 have a new avionics upgrade to choose from, after Avidyne received FAA certification for its latest 'Release 9' Entegra avionics package for the aircraft. The suite has been muchpraised since its launch for cutting pilot workload, and it is geared towards single-pilot IFR operations, Piper says. Price: $72,800, plus installation. Mirage and Meridian versions soon.
Vision has nearly 300 hours
attitude data to deploy the canopies at different stages in a descent. A first small chute will deploy to bring the aircraft to an appropriate angle and speed for a large main chute to then deploy. The current test aircraft has nearly 300 hours of flight time, and recently breezed through a high altitude upset recovery test. High speed dive tests were also completed, beyond the planned Mach 0.55 maximum, to ensure no flutter or other problems. Cirrus is still trying secure a further round of financing to fast-track the jet’s development. The firm is confident it can get extra investment in place before the end of this year, as engineers work through every possible design aspect.‘
Cooper: hands-on experience an exciting prospect.” The all-new German design, created by aeros pilot Philipp Steinbach, is 100% carbon-fibre and the only certified aircraft that allows full aileron deflection at Vne. The strength has led to an EASA certified life of 12,000 hours at +/-10G limits. One of the reasons LOOP loved it was that despite being able to compete at Unlimited level, it makes a handy and relatively comfortable two-seat tourer too! www.xtremeair.de
Matrix: new Avidyne option
www.loop.aero NOVEMBER 2010 LOOP 09
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2/11/10 18:44:53
DON’T DAWDLE! If you're reading LOOP for the first time in a few months or longer, we hope you like our new look and continued dedication to be the freshest, most fun, and most interesting magazine in UK aviation. If you're reminded of why you loved us before, then it's never been easier to subscribe: no long online form filling, just a simple phone call will renew your monthly subscription. Call 01223 497060 or go to WWW.SUBSCRIPTIONS.LOOP.AERO to confirm. As always, LOOP will never will pass your data on to anyone else. We don’t even try the 'Oh, go on...' third party opt-out; you have always been too important to us to share!
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David Spurdens as been bringing you eye-popping aviation photography since Issue No.1: it’s art. If you need to see examples, head to www.davidspurdens.com and see where others get their inspiration
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We’re not just aviation fans, we’re publishing fans! We love making LOOP each month and put our hearts and souls into making it better each year. Subscribing means you won't miss a bit of it All this coincides with some major new additions to LOOP and what we will be bringing you every month... it's a publishing revolution for us and aviation, and we want you to be part of it £19.95 for 12 issues... STILL the best value in aviation!
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FRONTEND
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HELICOPTERS
MEET THE EUROCOPTER 'CUBE' New Eurocopter design ups the ante in battle with Sikorsky
T
HE race for a high-speed, long-range helicopter has been joined by Eurocopter with the launch of its X3 – or ‘X-Cube’ – prototype, an imposing hybrid of heli and turboprop which could form the basis for a 20-seat transport chopper. It looks quite unlike any of its rivals in the high-speed race – the most obvious being the record-breaking Sikorsky X2. The Eurocopter has two short, stubby wings protruding from the sides of the ‘normal’ helicopter fuselage, each with a forward-facing propeller powered by gears from the main engine to provide increased forward thrust in flight. At the rear there is no tail rotor or even Eurocopter’s trademark fenestrom – the end of the tail narrows to a stabiliser type wing with vertical fins at each end. The new twin props control yaw. Eurocopter plans to continue to test fly the X3 for the next three months with the aim of reaching 180kt, take a period off to upgrade the helicopter, then resume flying from March 2011 with a target speed of
220kt. That’s about 60 to 70kt more than the fastest civilian helicopters. “The X3 is a proof-of-concept demonstrator of Eurocopter’s H3 (‘H-Cube’) concept,” said Phillippe Roesch, VP of Technology and Product Innovation. “H3 stands for High-speed, long-range Hybrid Helicopter and is an advanced VTOL (Vertical Takeoff and Landing) concept. It blends the hover capability of a helicopter with the high-speed cruise efficiency of the turboprop at an affordable price. “This project was launched in January 2008 to validate the H3 technical concept: aircraft control and trim strategies, anti-torque and yaw control, propulsion, rotor speed governor and power management systems.” Eurocopter says it expects flight testing of the X3 to continue for 15 months, after which it will decide on whether to go ahead with a production aircraft – that is estimated to take another six years of development but the French company could have a helicopter
Been there, done that
Two wingmounted props provide forward power entering service using X3 technology as early as 2018. It would most likely be a 20-seater along the lines of the existing EC225. The idea of ‘affordable price’ comes up again and again in Eurocopter’s explanation of why it has gone down the hybrid route with the X3. The company is emphatic that while it is
powered rotor that burned a mixture of fuel and ONCE upon a time, the UK had a wonderful, compressed air. The rotor was driven for vertical innovative, bold and productive aircraft industry takeoff, landing and hover, and low-speed flight. and the huge 48-seat Fairey It was put into autorotation during Rotodyne was a perfect example cruise flight with engine power of what we could do. It combined applied to two propellers and lift wings and rotors to provide lift, and coming from the wings. was designed and built by Fairey Promising in concept and Aviation for commercial and military successful in trials, the Rotodyne applications. It first flew in 1957. was doomed by politics and lack of Nothing new: Rotodyne The Rotodyne featured a tip-jetcommercial orders.
Rivals: Bell's BA608 Tilt-Rotor
Sikorsky's co-axial rotor X2
pursuing speed, it must not be “at any cost”. “We believe there is a market for high-speed helicopters but we believe the high speed cannot be achieved at any cost,” said Jean-Michel Billig, Executive VP of Eurocopter’s R&D. Billig went on to say that Eurocopter's target is to reduce life cycle costs by up to 10%. A wide range of missions are envisaged for the production H3 helicopter, including longdistance search and rescue
(SAR) missions, coastguard duties, border patrol missions, passenger transport and inter-city shuttle services. It may be also well-suited for military missions in special forces operations, troop transport, combat SAR and medical evacuation – all would benefit from the hybrid aircraft’s combination of higher cruise speeds with VTOL ability. It is entering a potentially lucrative market against the Bell Tilt-Rotor and the Sikorsky X2.
www.loop.aero NOVEMBER 2010 LOOP 11
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FRONTEND
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FLIGHT SCHOOL
tayside aviation ‘still independent!’
RUCTIONS afoot after we used a file photo to illustrate a story about CTC Aviation last month! The picture featured a pilot and student in a sim (an Alsim AL200, on finals to Malaga in a King Air, specifically), but it was NOT of CTC staff. Who says so? Jim Watt, MD of Tayside Aviation and the man who is P1 in the pic, that’s who! Tayside Aviation, at Dundee Airport, is the biggest flight training school in Scotland, and Jim said: “We received queries asking if we had sold out to CTC. Clearly we have not! “We have 15 instructors, 18 aircraft delivering all courses – PPL, CPL, MEIR, MCC – and are the
sole contractor to the MoD for the Air Cadet Pilot Scheme, and have a 95% first time pass rate.” A point of pride for the school is that it trains in the UK, as opposed to abroad. Jim said: “We try extremely hard to deliver high quality training here in the UK.” Apologies to Jim and his crew. www.taysideaviation.co.uk
Jim Watt teaching in the sim
c a r te r c o p te r
carter’s flying jeep REMEMBER the innovative Cartercopter seen at Oshkosh a couple of years ago? The firm made news when it signed a major deal to explore other uses of the ‘super-autogyro’ design. Well, here’s the first. This is defence contractor AAI’s flying jeep concept, created as part of a US Defense Dept program to produce
a combat-capable fly-drive vehicle. The Transformer TX program stipulates four seats, 4x4 off-road capability, auto takeoff, and ‘highway in the sky’ prompts to allow untrained soldiers to fly it. The Cartercopter allies autogyro principles with new innovations to allow virtually vertical take-off and landing.
This looks useful for travelling around the M25 – Cartercopter’s jeep UK AGENT
breezer comes to uk THE funky German Breezer LSA has a new UK agent after Gloucestershire Airport’s Absolute Aviation signed to become dealer for the all-metal low wing. Absolute will have a demo aircraft for test flights imminently, and boss Louisa Silvester said: “The LSA market is going to expand rapidly because it is the best way forward for light GA. Of all the LSA types out there, the
Breezer is simply outstanding, which is why we’re in partnership with them.” The €79,000 Rotax-powered machine has been growing in popularity in Europe for the 10 years since its first flew, and there are now some 120 flying. It features a Rotax engine and airframe parachute and takes full advantage of the new LSA rules. www.breezeraircraft.co.uk
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 FOR thousands of years manage the situation. tribal elders and their Every head direction young braves shared is recorded for posterity stories, myth and and it’s maybe just a tiny folklore around the camp A Yak 50 pilot’s shame that we couldn’t dream flight have the eye positions fire. In the 21st century we do it huddled around unfolds into inside the bone dome – flight safety publications, a nightmare Apache attack helicopter a flying club snug or style – to check against when his increasingly around an what looks to me to be one engine oil internet posting. of the more impressive The latest big one pressure goes records of a real-time has to be the helmetemergency that I’ve to zero mounted, solid state, watched. high definition record What I do think is of a Yak 50 pilot’s dream perfectly captured is the flight into the sculptural heart of gently accelerating magnitude of one of Britain’s finest landscapes, this and the majority of incidents which then unfolds into a and emergencies I’ve witnessed. nightmare when his engine oil At first it all seems quite serene, pressure goes to zero. the scene helped by near perfect No ‘how far I chucked the spear’, weather in blazing sunshine. no fisherman’s tale of how big The end is the frightening it was; everything recorded for ground rush of an engine-out posterity. From the nod of his forced landing, made a lot better helmet-mounted camera towards than it could have been by his Bremont watch before flight good judgement of the pilot in (the watch company now hosts it choosing his field. Confusingly in its video archive and perhaps the propeller is still going round the best way to find it is on the until the moment of impact, website) to the bone-crunching captured in a deceptive freeze impact across a wall and into a frame by the camera, but there’s farm field just a few minutes after no motive power, the oil-starved the pressure has dropped. engine severed from the prop and It’s amazing the engine lasted as its reduction gear. long as it did, but radial engines Yak 50s can float like balloons are particularly reliable, with an even if just a couple of knots unmatched reputation for being fast and the final moments are a able to run when wounded. Pilots heartache as the aircraft floats of radial-powered Eastern Bloc over the selected field, finally aeroplanes have developed a manhandled across a dry stone canny snapshot of the health of wall and into the field beyond, for their engines when they glance what is nevertheless a text-book at the combined oil temp, oil forced landing. pressure, fuel pressure gauge; The pilot walks away from the when everything is perfect they wreck and thumps his helmet expect to see an inverted T made into the ground, the camera by the three needles. with it... perhaps, I think, not In this flight you see the appreciating that he has just snapshot glance as he points checked so many of the boxes of his head and head camera to the the best forced landing you can gauge after a hesitation aileron make, the first and foremost being roll. Instead of the inverted T it that you walk away from it. looks like a swan with a broken The reason for the engine wing. The pilot puts in a deft and failure was because, ahem, one accurate PAN call and heads of the bolts at the bottom end north towards Carlisle, looking of the oil system fell out. Was it for potential landing sites. There lockwired? Evidently the bolt was are none, and he continues, retrieved from the bottom of the minute after agonising minute, engine cowling by the first on the no doubt still disbelieving of scene. No surprise that legalities his predicament while trying to of the case are ongoing.
elsewhere...
If stories of dodgy engineering and maintenance are making you as mad as they make me (yes I do read the forums and I’m right on side chaps) you might like a bit of light relief. If you Google ‘aircraft maker to make a test run’ you’ll end up with a YouTube video of a Kenyan chap who has built his own aeroplane. The power unit came off a Toyota, complete with the clutch, which it seems he has mounted into the floor of the cockpit. The rest of the aircraft looks like it has been made from components of the shanty town around it. It reminds me of when I was little and we made buggies out of old prams and bits of wood. The deadly serious news report only serves to make the whole thing more hilarious. The nosewheel doesn’t look too hot - the trailing link seems to be trailing the wrong way (I’m just being polite about ‘seems’.) On the upside I’ve realised it would be quite nice to be able to declutch the propeller occasionally – it would make ground operations safer and might save the prop and engine in an emergency landing. Never stop learning do we? You’ve got to admire the guy.
www.loop.ae ro november 2010 LOOP 13
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3/11/10 10:33:38
INCOMING
LOOP’S VIRTUAL, CLUBHOUSE, FOR YO U R O P I N I O N, PICTURES, AND CROSSWORD
STAR LETTER
Losing in silence? THERE is much mention in matters of political machination of the ‘silent majority’, whose views often win the day despite being less vocal than their more extreme counterparts in the debate. I’ve not much confidence that’s the case in aviation. As I watch EASA forge ahead with its latest attempt – deliberate or otherwise – to dismantle GA and leisure flying, I can only ask myself: who cares? Not the majority it seems. The fine people at the various acronym groups who know Europe’s murky deal rooms are fighting the good fight (AOPA UK, IAOPA, LAA, BMAA, etc), but at my club not one pilot out of over a dozen has lifted a finger to spread the word about
this and many other EASA legislative threats. I’ve no doubt they care as much as I do, but why the inability to get involved, or even appear to care? The old adage says all it takes for evil to triumph is for good people to remain silent. There’s little time left for the latest issue to be affected by a gathering of opinion amongst pilots, but even taking an interest in what EASA is up to will be a start. Get involved, because come 2012 EASA are the people we will have to deal with. Like a debt passed down the line to a nasty loan shark, you might have a nasty shock that the new terms of business are a damn sight less favourable than before. Name supplied
CROSSWORD#24 LAST MONTH’S ANSWERS ACROSS 7Flag Carriers 8 Import 9 United 10 Lucerne 11 Alpha 14 Chile 16 Junkers 19 Shimmy 21 Diesel 22 Wind Turbines DOWN 1 Plymouth 2 Ignore 3 Casting 4 Argus 5 Serial 6 Isle 12 Hardened 13 Rudders 15 Lympne 17 Keevil 18 Kyoto, 20 Howl ACROSS 1 Coloured part of eye responsible for regulating light entering (4) 3 Fast 1944 Griffon-engined Spitfire variant almost named Victor (8) 9 Disused RAF wartime airfield near Ilford; rendezvous for aircraft in the Golden Jubilee flypast (7) 10 USAF’s northmost base, 695 miles north of the Arctic Circle (5) 11 Head for Adnan Menderes Airport if you’re flying to this Turkish city (5) 12 Operate an aeroplane! (6) 14 Three of these are a welcome sight prior to landing (6) 16 Alternative name for the now disused Dounreay Airfield (6) 19 This Spanish flag carrier may soon be teaming up with BA (6) 21 The dark part of the diurnal cycle considered a time unit (5) 24 Largest island in St Kilda; UK airspace in which radio energy intensity may cause interference to Nav/Com equipment (abbr) (5) 25 Soviet Foreign Minister, promised in ‘82 the USSR would “never be first” in conflict to use nukes (7) 26 Top place to sell your aircraft (8) 27 Units of electrical resistance.
DOWN 1 Enter controlled airspace without a clearance (8) 2 Manner of speaking natural to native speakers of a language (5) 4 Spitfire Flying Club’s home (6) 5 You’ll need a handful to buy a coffee at Tbilisi Airport (5) 6 Elevators and rudders may be mass-balanced to prevent this (7) 7 The right to take another’s property, including an aircraft for example, if a financial or contractual obligation is not discharged (4) 8 Buzz, moonman No.2 (6) 13 Ranald’s loop (8) 15 Official ban on trade or commerce with a country (7) 17 UK’s national aviation museum, original London Aerodrome (6) 18 NATO speak for the Tu-16 twin engined bomber (6) 20 Provide new weapons (2-3) 22 Techy term for a visual representation of a letter, character, or symbol (or icon) you might see on an EFIS display for example (5) 23 Callsign for the NW Police ASU air/ground station (Also a sunny Welsh holiday destination!) (4)
14 LOOP AUGUST NOVEMBER 2010 www.loop.aero 05 2009 www.loop.aero
EASA sign of things to come PICTURE the scene: You’ve just flown through rough weather and avoided a prowling Messerschmitt whilst delivering a Spitfire to an airfield in southern England. Your delivery docket signed, the controller points to a Lancaster parked outside, and says you’ve got to “fly it to Castle Don ASAP!”. You are handed a set of Pilots Notes for the Lanc and have 30 minutes to gen up. Suitably primed you take off towards the North. This is the sort of thing the girls and boys of the Air Transport Auxiliary did constantly during WW2, flying a host of different types with no extra training at all. One girl clocked up 76 different
types in her log book!! Fast forward to today, what do we find? That NATS, obeying EASA’s orders, has come up with AIC Pink 070/2010 on difference training, with an instructor, if you wish to fly a plane with a single power control [LOOP, Oct]. Now in my innocence I thought a single power control was easier to understand and operate over the myriad of controls now in use to get the donkey up front to
Fly it with just 30 mins prep...? Phew!
perform. I spoke to the Honcho at NATS to ask why: he said one needs to know what to do if things went pear-shaped engine wise. I replied: “What could one do but attempt to glide down to a safe landing?”... after all this is what one has to do if a multi control engine quits. He also stated that EASA must have consulted the statistics on safety and decided to implement this difference training. Now, I’ve not read or heard of any accidents that could be related to only having a single power control, so I think it’s a case of EASA going overboard with regulation. I looked through the EASA documents and it became clear that when an organisation employs people who don’t have a clue on the task
YOUR PICTURES
Puffy, benign clouds, look around, and go play...
If you ever need to explain to anyone why we love flying just show them these photographs. A picture’s worth a thousand words...
Flying just doesn’t get any better than this! Geoff Hall
SPEAK OUT! BE HEARD! MAKE A POINT! EMAIL YOUR WORDS TO LOOP. DON'T BE MUTE. incoming@loop.aero
I FOLLOWED Steve Noujaim’s tremendous effort in his flight to South Africa and back, and felt every minute of tension as the clock ticked down; I’m not ashamed to say I let out a loud celebratory cheer when he stopped the clock in Southend with the record in hand! Some will ask what was the point? But they’ll be non-flyers. We know that challenges are there to be overcome. All hail Steve, I say. Ronny Furnish
SOAPBOX
I was very interested to see Alan Klapmeier back on the scene in aviation. As they say, you can’t keep a good man down. Lee Warner
SECRET CESSNA NEW TURBOPROP ON THE WAY SOON!
+ MAINTENANCE G-reg vs N-reg... why? + GEAR G1000 retro-fit + GARMIN New G5000 revealed +
GREEN MACHINE FULL marks to Wing Commander Andy Green for admitting that yes, even the greatest amongst us get nervous before their first solo! [My First Solo, LOOP, Oct. I think it’s so refreshing for the living legends of flying to admit that, hey ... we got nervous too! As a pilotin-training, I was thinking I was one of a minority for being nervious, but it has come to me eventually that it’s entirely natural, and very likely a good thing! (Yes, as long as it didn’t overwhelm my decision making etc etc...!) David Sugar
Just a quickie: don’t forget the fight to keep Vulcan XH558 in service! Let’s aim for at least an Olympic fly by in 2012 Andy James
Call me a Luddite [as if! - Ed] but I’ve only just cottoned on to your LOOPTV. I’ve missed so much! Super stuff! Peter Sangster
F R E S H A I R FO R F LY I N G
LSA LIGHT SPORTS AIRCRAFT
+ AFFORDABLE + FUN + MODERN + ECONOMICAL + AND COMING SOON The best thing to hit leisure aviation in decades: the aircraft, the regs, the benefits
2010 £ 2 .75
Just amazing!
CONTACT LOOP
SMALL WINGS
NOVEMBER ISSUE 62
in hand who end up working like demented paper hangers they “cut and paste” reams of goobledygook as a means of hiding their imcompetence and justifying their employment. Multiply this by the dozens of folk working for EASA including its empire building executives and you have mountains of stupid regulations produced. The matter is of personal interest to me as I am attempting to develope a rotary diesel (more on this later when/if I have got it working) which will only have a single mechanical power control, ie a throttle. It seems according to the honcho that I would require difference training to fly behind this engine even though I have designed it, will have part built it and will do all the ground testing. Oh and as it is a completely new design there will be no instructor available with any experience of it. The powers that be will insist that I go up with an instructor in a petrol engine-powered single with a single power control at great personal expense on what would be basically a worthless excercise. Shucks! Jim Cripps
B U S I N E S S AV I AT I O N ' S N E W R E C O R D B R E A K E R S
+ SPEED! 'Fastest' civilian jet rivalry brews + PRICE! $60m 'too cheap' + SIZE Bigger is better +
ISSUE 62 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 Aircraft Sales Chris Wilson T: 01223 497060 E: chrisw@loop.aero Commercial Director Gary Stodel T: 01223 497060 E: gary@loop.aero PUBLISHING Editorial Director Dave Calderwood E: dc@loop.aero Director Sam Spurdens E: sam@loop.aero Director Dave Foster E: dave@loop.aero CONTRIBUTORS Alan Cassidy, Bob Davy, Dennis Kenyon, Nick Heard, Stan Hodgkins, Phil O'Donoghue, Paul Bonhomme
www.loop.aero NOVEMBER 2010 LOOP 15
FLIGHTGEAR
IN GEAR THE HOME O F AV I A T I O N FIND A PRODUCTS... BARGAIN N E W K I T, D E A L S ONLINE A N D R E V I E W S . . . Page 18
Why would anyone want to sit in the back with all that new hardware up front?
TOWBARS, DVDS AND MUCH MORE
DIFFERENCES BETWEEN N AND G REG
Page 19
+ON TEST
FOR MORE OF THE BEST GEAR GO TO... www.loop.aero
Page 20
+AT A GLANCE
G1000 RETRO FIT
BACK TO THE FUTURE Bring an old King Air up to date with the first Garmin G1000 retro-fit in Europe, that was IAE’s task... Dave Calderwood finds out more
G
ARY Joyce is the avionics specialist and director of IAE at Cranfield: "Although this is a retro-fit, it’s actually like manufacturing the aircraft with a full engine integration. From an avionics point-of-view, it’s a new aircraft.” Installing Garmin’s acclaimed G1000 glass cockpit into a 1983 Beechcraft King Air is not a simple job, as Garry is at pains to point out. In fact, this is the first one of its kind in Europe, although 15 or so conversions have been done in the US. It took four months from start to finish (quicker for subsequent conversions) and the total bill was in the region of $350,000. “We’ve not spliced into the old wiring loom at all,” explains Garry. “It’s all brand new wiring. The US company that holds the STC (Supplemental Type Certificate) said, ‘Just chop it all out and make a clean start’. There are about ten wires of the old system that are needed and it’s much easier to wire them into a new loom.” And we’re not just talking about the wiring behind the new panel either. This aircraft has been re-wired from front to back and even the servos for the brakes are new. As Garry says, it’s not necessarily the kind of avionics fit that an operator using the aircraft regularly might want to do because of the downtime, let alone the cost. However, if the aircraft is ‘in-between owners’ or coming up for sale, then it makes a lot of sense. The book price between a G1000-equipped King Air and a standard analogue instrument aircraft is about $400,000 so it’s the margin isn’t great. However,
a King Air with a G1000 retrofit is still a lot less than a brand new King Air fitted with a Proline glass cockpit – and in Garry’s opinion, the G1000 has much more capability. “Half to two-thirds of the price and a better aircraft,” is how he sums it up. This particular King Air is operated by the Pakistan Air Force for the country’s Intelligence Services... ie, it’s on ‘Secret Squirrel’ missions. There’s little on the outside, or inside for that matter, to give away its ownership and role. The King Air arrived at IAE’s hangar at Cranfield after its old auto-pilot became unreliable. No replacement parts or suitable auto-pilots were available to make a straight swap so the choices were either changing the aircraft... or the G1000 retro-fit with its built-in Garmin GFC 700 digital three-axis ‘fail passive’ auto-pilot. Garmin says the GFC 700 is capable of using all data available to the G1000, enabling it to maintain airspeed references and optimise performance over the entire airspeed envelope. We’ve flown behind the G1000 and GFC 700 fitted to a Cirrus SR22 and can confirm it’s a marvellous piece of kit. Since the PAF and its pilots liked the King Air, they opted for the upgrade. The most obvious elements of the conversion are the three huge displays on the panel: a central 15-inch Multi Function Display (MFD) with 10.4in Primary Flight Displays (PFDs) either side, plus three standby analogue primary instruments. A keyboard for the Flight Management System, two audio panels, a new Circuit Breaker (CB) panel overhead lights are
+ Synthetic Vision Technology (SVT) + Central 15in Multi Function Display + Two 10.4in Primary Flight Displays + GFC 700 Autopilot + Dual integrated AHRS + Weather radar www.iae.uk.com
Turning old into new, take one 1983 King Air, add a Garmin G1000 system, and voilà! the other visible bits of new the iconic Beechcraft yokes, kit. The GFC 700 auto-pilot power levers and huge trimwheel and many other components and the wonderful classic (weather radar, transponder, car-like DV quarterlights. GPS) are built-in. But it all works superbly. The Remote items located in the PFDs are equipped with Garmins nose are the dual integrated Synthetic Vision Technology (SVT) solid-state Attitude and Heading which gives a 3D view of what’s Reference Systems (AHRS), and ahead - once used, you’d never dual integrated RVSM-capable go back to standard. The MFD digital air data computers. The seamlessly integrates Garmin’s whole lot weighs considerably built-in terrain, obstacles and less than what it replaces and navigation databases, providing Garry says this is the a clear, concise picture lightest King Air he’s ever of where you are and weighed. The aircraft’s where you’re heading. weight & balance figures An additional Although had to be recalculated. Jeppesen database The new displays fit supports on-screen a retro-fit, into a brand new top navigation, comms and it's like part of the instrument functions. manufacturing mapping panel, looking very Class-B TAWS (Terrain the aircraft clean and modern. It’s Awareness and Warning a slightly odd mix of System) is standard with with a full modern and early 1980s Class-A TAWS optional. systems classic Beechcraft, with In the US additional
integration
weather capabilities are available, and also a very useful facility called ‘Safe Taxi’ which shows the taxyway plan of most US airports, where you are at any time and also any ‘hot spots’ where an additional clearance may be required. When we caught up with the PAF King Air, it had undergone two weeks of ground tests, which had gone very smoothly, said Garry Joyce, and it was just awaiting a break in the weather for the flight test. The pressure was on with pilots from the PAF chomping at the bit to get on with their flight back to Islamabad, which would entail hopping across France, Italy, Egypt, Iran. The pilot hadn’t taken any particular G1000 training but was very familiar with the Garmin GN430 navcomm unit – and he had a long flight ahead to get used to it!
+KING AIRS COVERED
THERE are several aircraft that can upgrade. The current G1000 retro-fit STC is eligible on Beechcraft King Air 200/200C/B200/B200C series aircraft - SN# BB-2 through BB-1842,
and BL1- through BL147. These aircraft will remain STC eligible with any of the following engines PT6A-41,-42,-52, and -61. It is also eligible on King Air C90A,
C90B, and C90GT aircraft - SN# LJ-1063 and above. All these aircraft must be equipped with four-blade propeller. These aircraft will remain eligible with
PT6A-21 and PT6A-135A engines. Garmin anticipates receiving the STC for the King Air 300 and King Air 350 in mid-2011. www.garmin.com
www.loop.aero NOVEMBER 2010 LOOP 17
FLIGHTGEAR +SHOP WINDOW
ONLINE SHOPS
FIND A DEAL BY SURFING THE WEB Got a few quid burning a whole? See what’s on offer at these online stores
AIRCRAFT SPRUCE & SPECIALITY One of the best places for home builders and worth checking every morning as it has a ‘Deal Of The Day’ £FREE www.aircraftspruce.com
MENDELSSOHN PILOT SUPPLIES Mendelssohn sells most brands of GPS units and is also the official importer of Dynon products £FREE www.gps.co.uk
POOLEYS If you’re training, this is a great place to pick up books for everything from beginning your PPL to IMC and Instrument ratings £FREE www.pooleys.com
PROVIATION SHOP Currently offering a 15% discount on the newly released RAF Dambusters jacket, perfect for those long winter months £FREE http://proviationshop.co.uk
SPORTY’S Apart from selling all the usual equipment, Sporty’s also sells its own range of self-help and educational DVDs and videos £FREE http://sportys.com/PilotShop
LAS AERO Another great shop for those that love getting their hands all oily and greasy. LAS offers everything from oils to fabric coverings £FREE www.lasaero.com
THE FLYING SHOP As part of the Adams Aviation Group not only will you be able to buy products but get great advice from its knowledgeable staff £FREE www.flyingshop.com
TRANSAIR Transair offers great deals on PPL packages, including the complete study pack. There are versions in book and CD ROM form £FREE www.transair.co.uk
+NEW TOW BAR
+NEW
DVD AND BLU-RAY
TUGGING WAR NOW COMES IN A PIPER HIGH-DEFINITION! CHRIS Dale, owner of the POM Flying Club was struggling to move his PA28s as he couldn’t find a tow bars at the airfield or to buy online. So he had a genius idea – why not make one? These steel tow bars come in two styles: standard or adjustable. They are finished in powder coated bright orange so you should never lose it. Prices are £90 for the standard two bar and £110 for the adjustable version. 07985 753336
The adjustable tow bar
WITH the nights drawing in, why not pour yourself a glass of your favourite tipple and sit down to watch one of the greatest documentary series ever made? The World At War has just been digitally re-mastered to a HD quality and is available now. Originally broadcast in 1973 and narrated by Sir Laurence Olivier, The World at War was produced by Thames Television over a four-year period. The 26-part documentary series interviewed major members of the Allied and Axis campaigns, civilian eyewitnesses, enlisted men, officers and politicians
18 LOOP NOVEMBER 2010 www.loop.aero
and made use of the rare colour film to create what is widely agreed to be the definitive history of World War II. The production costs were, at the time, recordbreaking for the UK TV industry. The restoration project was the largest of its kind for a television show. Each frame has been restored individually and the audio reconfigured and upgraded – on average each episode has over 140,000 fixes, making more than 3.6 million across the entire series! The series costs £79.99 for the DVD version and £99.99 for the Blu-Ray disc. www.amazon.co.uk
+NEW
MGL XTREME EFIS
CALLING FOR BACKUP MINI EFIS systems seem to be growing in popularity and the latest available for Permit aircraft is the MGL XTreme. The XTreme is a functional primary flight display (PFD), engine monitor, fuel computer and basic GPS built into one unit that will fit in a standard round 3 1/8in hole (offset) and boasts a 4.3in screen (the same size as the popular Garmin aera and Bendix King AV80R). It can be used as a PFD or PFD/engine monitor, depending on the application. It can be used as primary instrumentation or as a backup gauge to a larger EFIS. The XTreme includes a built-in GPS that is used for ground speed, range calculations and as a backup/ control to the AHRS. Also, full two-axis autopilot functionality will be included
The new MGL XTreme in a free software update later this year (just add MGL Avionics Servos). The basic unit includes the built-in GPS and antenna. Without the attitude sensor it will still display a GPSderived bank angle (no pitch information), so it can be used without AHRS sensors if necessary. If engine monitoring is required, a Remote Data Acquisition Computer must be added as will engine and fuel sensors. Prices start at £850 www.mglavionics.com www.partsforaircraft.co.uk
FOR ALL THE BEST GEAR GO TO... www.loop.aero
TEST • THE BE T OF
TEST • THE BE S
+UPGRADE
OF TE ST
T OF
FLIGHTSTORE Flightstore always has offers on. At the time of going t press it is discounting headsets, flight guides, watches and aviation education DVDs. But if you're away from your computer
P'S
TEST • THE BE S
BEST
OF ST
ST • T OF TE HE BE ST LOO
Flightstore's latest ut in the pages of catalogue has been put this issue so you can look through it at your own leisure £FREE www.flightstore.co.uk
SKYWATCH HP
SKYWATCH HP NOW ADS-B COMPATIBLE BE SURE TO CHECK ONLINE FOR ALL THE LATEST REVIEWS ON THE NEWEST FLIGHT GEAR www.loop.aero
SKYWATCH HP, L-3’s traffic advisory system for fixed-wing and helicopter applications, now has ADS-B (Automatic Dependent SurveillanceBroadcast) and will be available by mid-2011. The new units will come with a pre-installed updated software package that will bring together active traffic and Mode S (1090 MHz) ADS-B information to provide users with a complete collision warning and traffic. An upgrade for existing SkyWatch HP units will also be available. “Accuracy in collision warning tools is dependent upon technology.
We designed SkyWatch HP to continue to provide highfidelity traffic information, even as air-to-air and ground-to-air surveillance systems change,” said Larry Riddle, VP of business development for L-3. With an active surveillance range of 35 nautical miles, the upgraded SkyWatch will incorporate pilot-selectable display ranges of 30, 15, 6 or 2 nautical miles and display traffic within plus or minus 9900 feet of the user’s own aircraft. List price of the new SkyWatch is $24,630. www.L3avionics.com www.loop.aero NOVEMBER 2010 LOOP 19
flightgear
To BE N-reg or not to be? that is the question + M a i n t e n a N c e N - RE G W OR T H I T ?
EASA wants to change the N-reg rules but what are the differences between keeping an aircraft on the UK Register to one on the US Register? Are the maintenance savings worth it? Dave Rawlings investigates
W
E are used to seeing aircraft around British and European airfields bearing a registration which starts with an ‘N’ meaning it’s an aircraft registered in the US. How long this situation is allowed to continue is open to question.
European regulator EASA last month proposed plans which would require foreign-licensed pilots living in Europe to undergo training and conversion to get an EASA licence, which would in turn force N-registered aircraft on to EASA national registers.
EASA’s proposal has drawn a barrage of criticism. Opponents say that not only will it impose significant costs on to aviation, and likely drive thousands of pilots out of flying altogether, but will also devalue thousands of aircraft by forcing many owners to sell them
Main photo: which register to put your aircraft on? US or Euro? Errr...
at fire sale prices rather than move to EASA registers – something not always possible. The primary attractions of using an N-reg aircraft are: cost, pragmatism, and licensing. If you trained in the US to take full advantage of sun, residential courses, cheaper fuel,
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more accessible FAA Instrument Rating (to get the best from your licence), having an N-reg aircraft makes sense. Pilots have also discovered that many good aircraft modifications have been STC’d (Supplemental Type Certificate) with the FAA, but not necessarily with EASA. The manufacturer may not have had Europe in mind as a market for the product, or decided not to pay EASA charges for the paperwork. Other mods too can work out significantly cheaper in terms of having them approved by the regulator – even if that means an inspector coming from the US – simply because of a differing approach to regulation and ethos. It also means that proactive owners can track down their own experts to maintain the aircraft,
as opposed to being tied under EASA regs to a single organisation. In practice, most do stick with a single organisation as UK maintenance firms are generally so good it’s not a problem, but being able to shop around in specific areas of expertise is a useful benefit to some. The same goes for US-overhauled parts. The driving reason for the EASA proposals in this case seems to be simple bureaucratic box-ticking: there is no safety case whatsoever for the changes when it comes to FAA licences and aircraft. Martin Robinson, Senior VP of IAOPA, said: “There has never been any evidence, or even any credible claim, that the N-register is unsafe. With this move, EASA has gone far beyond its safety remit and stepped completely into the realms
www.loop.aero NOVEMBER 2010 LOOP 21
flightgear +the differences
Maintaining privately-owned piston engine aircraft on FAA or EASA registers (CAA MTOW less than 2730kg; FAA on Part 91 Private Use). G-REG
N-REG
required maintenaNce
The majority of GA types on the UK Register are maintained in accordance with the generic CAA Maintenance Programme. This requires scheduled maintenance every 50 hours or 6 months, plus an Annual Inspection
Part 91.405 requires that maintenance is performed as per Part 43. The only maintenance requirement is that an Annual Inspection is carried out every 12 months. The Inspection checklist is listed in Part 43 Appendix D
manufacturer life limits
The Approved Maintenance Programme (AMP) must be modified to include the Type Certificate holder’s Maintenance Manual Chapter 5 life limited inspections, overhaul and replacement requirements
Not mandatory under Part 91 if the aircraft is maintained to 14 CFR Part 43 Appendix D. If the operator opts to maintain aircraft as per the manufacturer’s Chapter 5, then all requirements must be complied with
State of Design and EASA-issued Airworthiness Directives as well as the requirements of CAP747 are mandatory
Only FAA-issued Airworthiness Directives are mandatory
engine and propeller overhall
Engine life is governed by the engine manufacturer and can be granted extensions beyond TBO (subject to the required inspections). Propellers must be overhauled as per the manufacturer’s recommendations
Engine is operated in an ‘On Condition’ basis. It is not mandatory to overhaul the engine at the manufacturer’s recommended period. Propellers need not be overhauled and are operated ‘On Condition’
part m subpart g
EASA requires all aircraft are in a ‘controlled environment’ with Airworthiness Review Certificates in place, these can be extended twice
No controlled environment; once the Certificate of Airworthiness has been issued there are no other airworthiness charges
Aircraft can be registered to any EU national
Aircraft must be registered to a US person, US company or US Trust. Trust fees can be costly
No fees once the aircraft has been registered
Aircraft registration must be renewed every three years; small charge only
airworthiness directives
registered owner registration fees
of political protectionism. “The regulatory impact of this will be enormous, and I believe they [the regulations]are poorly understood, even at EASA. I cannot believe they have done a proper Regulatory Impact Assessment. If they even begin to work out how many people would be driven out of aviation by this, EASA and the EC would recoil from it,” he added. While that goes on, many UK based pilots and potential
owners are asking: what are the benefits for having an aircraft on the N register anyway? Andy Baker, director at engineering firm IAE of Cranfield Aerodrome, based in Bedfordshire, knows better than most. Not only is his company one of the leaders in FAAmandated maintenance of N-reg aircraft, but he owns and flies an N-registered aircraft himself. “Is it cheaper to operate an aircraft on the US register than
the ‘G’ Reg?” says Andy. “As an owner of a US registered aircraft owned by a Delawarebased Trust [a requirement for owning an N-reg aircraft] and the joint owner of a EASA and FAA Repair Station, the answer has to be yes. “Under FAA Part 91 the operation of my aircraft falls wholly on my shoulders as the owner of the aircraft. Apart from the mandatory requirements (Annual and Airworthiness
Business operators and private owners find the N-reg a useful place to register their aircraft
Directives), as the owner I am legally responsible for maintaining the airworthiness of my aircraft. “There are charges involved of course, such as the annual US Delaware Trust administration costs, but I would have to pay similar charges if my aircraft were G-registered, namely Part M Subpart G Continuing Airworthiness Management fees along with EASA ARC fees. The cost to own and administer a US registered trust is maybe a £1000 set-up fee and £800 per year for a single engine aircraft. “The fact is that many owners of US registered aircraft, including myself, maintain their ‘pride and joy’ as if it were UK-registered by carrying out 50-hour oil changes, overhauling the propellers at the recommended periods and inspecting the magnetos at the required intervals. We do take a more pragmatic view on the Chapter 5 life limits, which are inspected and replaced on an ‘on condition’ basis. “The biggest cost to owners who are forced to move their aircraft on the G register will be involved with gaining EASA approval of the avionic installations that are not either factory fit or EASA STC’d, along with modifications that have only FAA approval. “This process will be expensive
The regulatory impact of this will be enormous, I believe they [the regulations] are poorly understood, even at EASA. I cannot believe they have done a proper Regulatory Impact Assessment and time consuming. There are also the costs involved with bringing up to date the manufacturer’s life-limited parts as per the maintenance manual Chapter 5 requirements. Some of these will be expensive depending on the aircraft type.” “In summary I’d say the maintenance costs involved with owning and operating a UK-registered aircraft are greater than if the aircraft were FAA-registered, based on the requirement for 50-hour/ 6-month inspections, a mandatory requirement to comply with manufacturer component life limits, a mandatory overhaul period for propellers, Part M Subpart G Charges and ARC fees. “The cost of the basic Annual Inspection should be the same for both LAMP aircraft and FAR Part 43 Appendix D aircraft, as both programmes have similar requirements.”
22 LOOP november 2010 www.loop.aero
p020-022.mro gear.indd 22
3/11/10 11:00:41
Tel: + 1 (702) 982-7089 Fax: + 1 (702) 982-6925 web: www.STARTPAC.com Las Vegas, Nevada
24 LOOP NOVEMBER 2010 www.loop.aero
COVERSTORY
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A sporting chance...
... that we will see US-style Light Sport Aircraft regulations in place for Europe in the not-too distant future, with the potential to revolutionise recreational flying. Dave Calderwood reports
I
F you are at all interested in the lighter end of aviation then you’ll have heard of the American Light Sport Aircraft class – known as ‘LSA’ for short. Launched in 2005 after 11 years of hard work agreeing standards and regulations, the LSA class brought a breath of fresh air into US aviation, providing simple, fun to fly, relatively inexpensive two-seat aircraft to a new breed of pilot. Two classes of aircraft make up the LSAs: factory-built and ready-to-fly, known as SpecialLSA (S-LSA) and owner-built from kits known as Experimental-LSA (E-LSA). Both types have similar outline performance limitations: a max weight of 600kg, a max speed of 120kt and a stall speed (no flap) of 45kt. Going hand in hand with the US LSA class was a new Sport Pilot licence with a lower number of required flight hours in the syllabus (a minimum of 20 though flight schools are finding 25-30 more realistic) and, most importantly, a full medical is not required. For new pilots just a US driver’s licence would show you meet basic medical requirements. For existing pilots, the same applied so long as you hadn’t failed a previous pilot’s medical. The whole point of the LSA/Sport Pilot revolution was to revitalise the light aviation scene in the US, to reverse years of declining pilot numbers and to make it much more appealing as a recreational sport. It also allowed lots of existing pilots who were finding flying just too expensive and hassle-filled for the enjoyment returned to start enjoying their flying again at much lower cost. Sound like a familiar scenario to you? Well, it’s a scenario that is all-too prevalent across many regions of the world. Many countries have, or are in the process of, adopted something similar – in many cases, just taking the US ideas and regs wholesale and introducing them. After all, the US organisations behind the LSA class and Sport Pilot licence put in thousands of hours and dollars-worth of research, establishing standards, debating every item endlessly – and are continuing to monitor how
the new system is working. Earlier this year, the American aviation authority, the FAA, published a report on the LSA industry which is likely to result in some tightening up of the LSA airworthiness compliance rules. Over here in Europe, we have been much slower to move forward – despite most of the leading manufacturers of Light Sport Aircraft being European. Yes, Europe leads the world by a huge margin in the design and manufacture of this exciting class and yet not all of its citizens cannot easily or legally take advantage of the products! Madness! Part of the reason, of course, is that for much of the past ten years, the regulation of aviation has been under constant revision – first JAR, now EASA. And some countries have permitted LSA-type aircraft through their own national regulations while others, such as the UK, have not. Finally though, it looks as though the Light Sport Aircraft class is about to achieve a Europe-wide breakthrough.
WHY ARE WE WAITING? SO where are we with the introduction of a Light Sport Aircraft class in Europe? First, some countries already have a class which allows such aircraft under their own national regulations – and others ‘turn a blind eye’ to whether they meet microlight weight limits and such. This is all supposed to change when the European Aviation Safety Agency (EASA) finally gets its act together to create a level playing field of regulation across the whole of Europe. EASA has not done itself any favours in the process though. It has angered the aviation industry by creating a complete dog’s dinner of maintenance and continued airworthiness regulations. It is proposing another pooch’s beanfeast with both wholesale changes to light aircraft airworthiness categories and also to pilot licensing. Clearly, there is no-one working at EASA who believes in the old engineering adage of ‘Keep It Simple, Stupid’.
Above: Tecnam's latest LSA is the P2008, seen here at AERO Friedrichshafen Left: enjoying the sunshine in the TL Sting
However, we are where we are. Organisations such as the Light Aircraft Association (LAA), Aircraft Owners and Pilots Association (AOPA) and even our good old Civil Aviation Authority (CAA) are working with EASA’s arcane committee system to bring some sense into it. And the European Light Aircraft Manufacturers Association (LAMA), which represents manufacturers, is applying pressure from the other end. On categories of aircraft, there’s good news. It seems that the Light Sport Aircraft class will be accepted very soon, so factory-built aircraft meeting the US LSA regs will be allowed across Europe. There are likely to be a few additional EASA requirements but it’s thought these are likely to fall into line with what the US FAA is proposing. The new CS-LSA class is just one being proposed by EASA. It’s also proposing what’s known as ELA1 (up to 1000kg or 1200kg, ie two or 2+2 aircraft) and ELA2 (up to 2000kg, ie four-seat aircraft). ELA1 and ELA2 will be ICAO-compliant classes, ie have
www.loop.aero NOVEMBER 2010 LOOP 25
COVERSTORY
internationally accepted standard of airworthiness but EASA promises a ‘lighter touch’ in the design, manufacturing and repair processes. The Very Light Aircraft (VLA) class which currently has a weight limit of 750kg and two seats is likely to be raised to 890kg and three seats. The time scales on these other classes is likely to be much longer. For now, we’ll be happy to get the Light Sport Aircraft system in place.
LIGHT AIRCRAFT PILOT’S LICENCE Unfortunately there’s not such good news surrounding the proposed Light Aircraft Pilot’s Licence (LAPL). This bound up with a range of pilot licence changes, including things like the row over the UK IMC Rating and the use of foreign licences such as FAA licences (see News). However, EASA has a timetable for sorting out pilot licensing and it’s receiving a well-earned kicking both in public and behind the scenes for making it all so difficult. The next meeting of 26 LOOP NOVEMBER 2010 www.loop.aero
consequence for EASA pilot licensing will be in December when an EU Parliamentary Committee will discuss and is due to vote on what EASA proposes. There's lots going on in the background with the International branch of AOPA, among others, arguing the case for pilots. The idea is for something like the UK’s National Private Pilot’s Licence (NPPL) across Europe. The NPPL has a shorter flying syllabus, is less costly, and requires a medical declaration rather than a full Class 1 or 2 medical. It’s much admired across Europe and is similar to the US Sport Pilot licence. One of the things holding it up is the medical requirement. Doctors who are approved Aviation Medical Examiners (AMEs) across Europe sense a major loss of income and have fought a wellorganised rearguard action. So what can we expect here? EASA’s deadline is 2012, and with politicians across Europe facing budget cuts, let’s hope they tell EASA to ‘add lightness and simplicate’.
TL Sting only available in UK as a kit at the moment. The factory-built LSA eligible once new regs in place
TAKING THE STING OUT OF THE TALE LET’S take a look at the sort of aircraft in store for us when LSAs finally become available. In early October this year, a Czech designed and manufactured kit aircraft, the TL 2000 Sting Carbon was approved by the UK’s Light Aircraft Association (LAA), which oversees the community of homebuilt aircraft in the UK (as well as some vintage and classic aircraft). The TL Sting is a thoroughly modern aircraft, with an airframe constructed mostly from Carbon-Fibre Reinforced Plastic (CFRP). This isn’t a particularly friendly material for homebuilders to work with so all the airframe parts are pre-moulded by TL in its Czech factory to ensure quality of mix and cure, as well as dimensions and fittings. Basically, the builder is assembling a large Airfix kit and his work has to pass regular inspections by one of the LAA’s nationwide network of dedicated and knowledgeable inspectors. Of course, the big bits of a kit tend to come together fairly easily – it’s
the finishing and detail work, and any rectifications, that takes so much longer. In the TL Sting’s case, a key feature is the huge clear canopy which provides simply fantastic all-round vision. That, plus the Sting’s aerodynamic and swoopy shape made possible by its CFRP moulded airframe, give it a handsome look and plenty of cabin space plus excellent performance. Now, it’s taken a while for the LAA to approve the TL Sting. In fact, the LAA’s Chief Engineer Francis Donaldson first flew a demonstrator in 2002 when it appeared at that year’s PFA Rally. “Generally pleasant to fly,” said Francis, but the aircraft had a few issues being statically unstable in both pitch and yaw – but the biggest problem was the weight. It was just too heavy to fit in the UK’s 450kg microlight category, which it was aiming for at that time, even though other countries around Europe seemed to ignore that fact. Years went by, various issues were tackled, including beefing up the noseleg, and the TL Sting
Above: cockpit of one of the first UK built TL Stings
came back to the UK as a 560kg kitplane. Now, the LAA has a slightly different job from its counterparts in the US and some other European countries. The LAA is ‘responsible’ for the aircraft coming under its remit whereas, in the States for instance, a homebuilt aircraft is deemed ‘Experimental’ and the builder is responsible. That’s a big difference and it means the LAA requires stress calculations and various tests to be performed on new kitplanes... which TL, the manufacturer, found hard to do. Eventually though, after the TL Sting had been operated in countries around the world successfully, the LAA was able to OK it on the basis of ‘proof of usage’. A sigh of relief all round, particularly by the dozen or so UK builders who had already started on construction of their TL Stings – some have already reached the flight testing stage. So what does Francis think of the Sting now it has been modified and approved? Well, you’ll have to see the latest issue of the LAA’s magazine, Light
Aviation, for Francis’s full and very detailed review, but here’s a taster: “The Sting is very straightforward to operate – everything comes naturally. As with all Rotaxpowered VLAs there’s a noticeable left turning tendency when you open the throttle at the start of the take-off run, which needs a fair dose of right rudder to counteract. “With first stage of flap selected and the propeller in fully fine pitch giving 5500rpm, she’s off the ground in about 150 yards, nil wind, at 50 knots, then held down before climbing out at 70. Both climb and cruise performance are about what one would expect, with about 800ft/min at max gross weight and a max level cruise speed of 120 knots IAS. Setting 5200rpm and 27in Manifold Air Pressure yields 110kt IAS, whilst a fuel-miserly 4000rpm/27in gives a comfortable 90kt, apparently burning just 12 litres an hour. “These performance figures seem slightly down on the sales figures from TL, but par for the course when put alongside other Rotax 912 ULS powered aeroplanes in the same category – Europa, Pioneer 300, Eurostar and Tecnam Sierra. The Sting may not be the fastest in its class, but it’s not the slowest by any means. The very respectable cruise performance has not been at the expense of comfort or field performance. With its large split flaps lowered to second stage, the Sting can approach a small field quite comfortably at 55kt and be down and stopped in a very short distance. “Handling-wise, the Sting in its latest form is hard to fault. As with most of this generation of VLAs, the Sting has light control forces and positive but not very strong stabilities about all three axes so it will seem quite ‘different’ if you’ve not flown anything in this class before. On the other hand this set-up makes it great fun to fly, except perhaps in very rough conditions. “With clean aeroplanes like the Sting it’s a good idea to land with full flap, not so much to minimise the landing speed and distance (both are very moderate whatever the flap position) but to make the approach path steeper and more easily judged. Approach to land a few knots too fast with the flaps up and you’ll float halfway down the runway. “All round, the Sting is a welcome addition to the LAA’s range of Very Light/ Light Sport class aircraft. It seems thoroughly enjoyable, comfortable, practical and well-sorted.” www.loop.aero NOVEMBER 2010 LOOP 27
COVERSTORY
The main players CESSNA SKYCATCHER LET’S start with the big players in the LSA industry. While Cessna is new to the category, the US company has the potential to not only become the biggest aircraft supplier, it has the reputation and infrastructure worldwide to develop the market for Light Sport Aircraft far beyond where it is at the moment. Of course, while Cessna’s 162 SkyCatcher is relatively new, there’s more than a little of the old 152 two-seater in it – an aircraft which is still introducing hundreds of pilots to flying every year, despite production stopping in 1985. That’s right, all those 152s out there at flying schools around the world are at least 25 years old proving that Cessna knows how to build an aircraft that delivers. The SkyCatcher is a high-wing, two-seater, with an airframe made from aluminium. It’s powered by a four-cylinder aircooled Continental 0-200D producing 100hp, with a two-blade fixed-pitch prop. It's claimed to burn fuel at 15 litres per hour on an economy power setting – probably slightly more when used for training when there’s an emphasis on circuits.
PIPERSPORT Piper, like Cessna, also has a two-seater in its background, the old Tomahawk, but it decided not to resurrect that aircraft. Instead, the Florida company went ‘off the shelf’ buying the rights to the Czech SportCruiser and working with the manufacturer to develop the aircraft – for instance, a new, beefier noseleg is being fitted to withstand the strains of the training market. Like many LSAs, the SportCruiser was only available in the UK as a kitplane despite being available elsewhere factory-built and ready-to-fly. Supplies of those kits has now dried up as the Czechs gear up for Piper production but LOOP managed to fly the factory demo SportCruiser three years (LOOP, October 2007) and found it an absolute delight to handle. Piper isn’t messing with the SportCruiser’s basics so we can expect something similar with the PiperSport. The aircraft is a very straightforward, low-wing two-seater, mostly constructed from aluminium. It’s powered by a 100hp four-cylinder liquid-cooled Rotax fitted with a three-blade Woodcomp prop. What’s most noticeable about the aircraft is just 28 LOOP NOVEMBER 2010 www.loop.aero
Although you can see the 152 in the SkyCatcher, Cessna says it is a clean sheet design. The struts, for instance, are more sweptback allowing two large doors to be used and to improve vision. Instead of the old control yoke of the 152, and most other Cessnas, the SkyCatcher has a control stick – a simple step to improving enjoyment of the aircraft. The panel is thoroughly modern with a Garmin G300 avionics package – a mini glass cockpit – plus Garmin radio, transponder and GPS. This can be expanded with a second G300 to use as a Multi Function Display for navigation, and even an auto-pilot. www.cessna.com
FAST FACTS Cessna SkyCatcher Max cruise 118kt Rate of climb 898ft/min Range 400nm Max weight 600kg Empty weight 378kg Base price in US $112,250
‘how right’ it looks, with little upturned winglets, broad wings, large forward-hinged canopy, large baggage compartment and large cockpit. It’s been designed with Americans in mind so the seating area is generous unlike many sport aircraft. Flying the SportCruiser is thoroughly enjoyable – it performs well and will do most of things that recreational pilots want at reasonable cost. It’s fitted with a Dynon Avionics glass cockpit, well proven in the kitplane world, comes with a Ballistic Recovery Chute and Garmin 495 GPS, transponder and audio panel, leather seats. This is not a bare bones aircraft! Upgrades include a second Dynon unit and auto-pilot. www.piper.com
FAST FACTS PiperSport Max cruise 120kt Rate of climb 9est) 1000ft/min Range 600nm Max weight 600kg Empty weight 387kg Base price in US $119,000
Right: Cessna's SkyCatcher could open up new markets for light aircraft
Above: PiperSport based on Czech SportCruiser
www.loop.aero AUGUST 2009 LOOP 05
COVERSTORY
The main players continued FLIGHT DESIGN CT
EVEKTOR SPORTSTAR MAX The Czechs play an important part in the Light Sport industry, with many designs and makers based in that country. One of the biggest is Evektor, which has many aviation interests. In the UK we’re used to the EuroStar, available as a kit and a factorybuilt microlight (built here by Cosmik Aviation). The SportStar Max is the latest version built to meet the LSA criteria and it has a useful performance increase over the EuroStar. It’s available now, in the UK, on an EASA Permit to Fly, a category which the UK CAA isn’t entirely at ease with – another thing to be sorted. It’s another aluminium aircraft powered by a 100hp Rotax, with spacious cockpit and bubble canopy. Now while this formula repeats itself, the SportStar/EuroStar does come with a pedigree – safe, enjoyable flying and, most importantly, support. A recent scare over wing spars was allayed when the factory paid for every aircraft to be fixed. www.evektor.com
Above: Evektor SportStar Max now available in the UK
The best-selling LSA is the German Flight Design CT, one of the first aircraft to receive LSA approval in the US. The CT has been around since 1997 as a factory-built microlight and had a major refresh in 2008 with the launch of the CTLS, specifically designed to meet the LSA criteria. The CT is available in the UK at the moment only as a 450kg microlight, the CTSW. More than 1400 CTs of various configurations have been delivered worldwide. The CT’s airframe is 98% Carbon-Fibre Reinforced Plastic, just like the Sting, which has enabled the designers to create not only a aerodynamically efficient shape but also a spacious one. The CT looks small from the outside but seems to grow once you’re in it! The cockpit is 49in wide and tall too, with sports leather seats. Flight Design says the cockpit has a ‘safety cell’
design to protect the occupants come the worst, and four-point harnesses are used. A BRS chute is also fitted, and doors are large ‘gull-wing’ types on each side. Engine is the ubiquitous 100hp Rotax, and the panel uses Dynon avionics – but at almost $140,000 for the base model, it’s not cheap. www.flightdesign.com
FAST FACTS Flight Design CTLS Cruise speed 115kt Rate of climb 805ft/min Range 972nm Max weight 600kg Empty weight 326kg Base price in US $139,800
FAST FACTS Evektor SportStar Max Cruise speed 110kt Rate of climb 1020ft/min Max weight 600kg Empty weight 338kg Base price (est) $110,000
The other players
Above: Flight Design's CT Left: Funk's FK9ELA1 Right: The Savage Cub from Zlin
ZLIN SAVAGE CUB
BREEZER
FK-LIGHTPLANES FK9ELA
THE German Breezer has just gone on sale in the UK. In fact, the aircraft has been around for ten years just waiting for a market category to arrive. We flew it a few years ago – the aircraft flew very nicely, very positive in all axes and feeling much more stable than many of these very light aircraft. The Breezer is all-metal construction, low-wing with a bubble type canopy and spacious, roomy cabin. www.breezeraircraft.co.uk
Another German, Peter Funk, owner of Fk-Lightplanes designed his own LSA, modifying one of his earlier aircraft. It is the Fk9ELA, a highwing, two-seat 100hp Rotax powered aircraft, but optimised to fit the proposed new ELA1 category from EASA. Fk says its has improved aerodynamics, more cockpit space, additional luggage space, bigger instrument panel with a glass cockpit and electrically operated flaps. www.fk-leichtflugzeuge.de
30 LOOP NOVEMBER 2010 www.loop.aero
ZLIN is a famous name in aviation but the Czech company has turned towards the US for inspiration for its Savage range of high-wing two-seat aircraft. They are Piper Cub look-a-likes with the seats inline rather than side-by-side. Of course, Savage is not the only company producing Cub-a-likes - Cub Crafters and Legend, both US companies, are direct rivals. Like the original Cub, the Savage has a fuselage of welded steel tube frame, and wings with an aluminium spars and ribs, all covered with fabric. It’s powered by a 100hp Rotax although its draggy airframe limits cruise speed to 90kt at 75% power. The Savage Cub is the latest version and can be had with big Tundra wheels and tyres if required -
TECNAM P2008
REMOS GX BEAUTIFULLY made and finished, the Remos GX is a development of the German company’s earlier model, the G3. The main change is a new carbonfibre reinforced wing to add to the carbon and kevlar fibre reinforced cockpit, giving extra strength and ridigity at low weight. The Remos goes head to head with its compatriot, the Flight Design CT. Both have spacious cabins with two doors, Rotax engines, ground-adjustable props and Dynon avionics. Both have an emphasis on safety and frugal operation, with the Remos
having an edge on short takeoff and climb rate, while the CT is a little faster in cruise. www.remos.com
FAST FACTS Remos GX Cruise speed 107kt Rate of climb 1280ft/min Range 480nm Max weight 600kg Empty weight 320kg Base price €84,000 +VAT
Above: Remos GX, another which uses carbon fibre reinforced plastic for its construction
Italian company Tecnam actually has a range of four LSAs – the latest P2008, two versions of the P92 high-wing, and the low-wing P2002 Sierra. The P2008 is a high-wing design that’s similar to the P92 – a general update if you like. It features a larger carbon-reinforced fuselage and fin, with a metal wing and a metal ‘all-moving’ tailplane following usual Tecnam practice. Tecnam went to the CFRP fuselage to be able to design the aerodynamic shape it wanted. Mind you, it has designed a fairly complex wing using metal... The aircraft was launched at last year’s AERO Friedrichshafen show and comes with a very full panel: the demo aircraft shows a glass cockpit on the pilot’s side with a full set of traditional analogue instruments on the right side. Big doors and seats, control sticks rather than yokes, and substantial undercarriage should appeal to flying schools. www.tecnamuk.com
FAST FACTS Tecnam P2008 Cruise speed 117kt Rate of climb 1400ft/min Range 690nm Max weight 600kg Empty weight 354kg Base price €75,284 +VAT
Left: Aveko's fast VL-3 Right: allmetal Roko Aero
FLY SYNTHESIS SYNCRO
AVEKO VL-3C-1
ROKO AERO NG4
The Italian Fly Synthesis company produces several light aircraft including a low-wing twoseater, the Texan, and an amphibian, the Catalina NG. But at AERO Friedrichshafen it launched a high-tech aircraft aimed at the LSA sector, the point nose Syncro. The use of carbon fibre in the fuselage and wing moldings has given it a light, aerodynamic structure and quite an unusual look with large side windows. www.flysynthesis.com
SPEED was the main aim of the two brothers, Peter and Mjrec Karbt, who designed the Aveko VL-3 and they achieved phenomenal performance from the VL-3 Sprint version with retractable undercarriage. To meet LSA rules however, they had to slow it down so added fixed gear, increased the size of the wing and replaced the variable-pitch prop with a ground-adjustable prop. It’s still a sleek looking aircraft however, so the benefit is low fuel burn while cruising and a sportscar-like seating position. The one we flew (LOOP,June 2008) handled wonderfully and was finished immaculately. www.vl-3.com
ANOTHER Czech LSA, this time an all-metal lowwing called the Roko Aero NG4. First seen at the 2007 AERO Friedrichshafen show as a prototype, the aircraft is now in production with sales around the world. It’s a very nice looking conventional aircraft with a claimed cruise speed of 130kt. Appearance-wise it’s very similar to the PiperSport/ SportCruiser, with a large cockpit, control stick in a recess in each seat, Dynon avionics and space for a large moving map in the middle, such as Garmin’s 695 GPS. Irish pilot Hamilton Goulding was one of the first to buy one, flying it home from the Czech Republic via Denmark, where he’d arranged a VAT-saving deal, to southern Ireland. www.rokoaero.com www.loop.aero NOVEMBER 2010 LOOP 31
32 LOOP NOVEMBER 2010 www.loop.aero
COVERSTORY
Waiting in the wings ICON A5 WHAT more can we say about the ICON A5 amphibian? Ever since the aircraft was first shown at the 2008 EAA AirVenture, LOOP has stayed close to the project bringing you updates and video reports. The A5 has been under development ever since, with exhaustive flight testing on water, on land and in the air. The latest position is that a revised design is being incorporated to make the aircraft spin resitant. Also, the flap mechanism is being removed since they offered marginal benefit for added complexity. We can hardly wait for the A5! It promises to be a highly usable amphibian working well on water and on land, with a thoroughly modern cabin. It incorporates folding wings to make it easy to trailer the aircraft home - just as you might a sports boat.
The airframe is carbon-fibre reinforced plastc again, and power is the usual 100hp Rotax. With an estimated base price of $138,000, so far ICON has more than 600 orders - let’s hope some of them are for the UK. www.iconaircraft.com
FAST FACTS ICON A5 Max speed 105kt Takeoff and landing distance 750ft Range 300nm Max weight 650kg Payload up to 240kg Base price $138,000
YUNEEC E430 WHO would have thought an electric aircraft possible? Until we saw it launched at Oshkosh in July 2009, we wouldn't have thought it possible. But Chinese company Yuneec specialises in electric power, having produced radio controlled electric cars and, more rcently, electric power for paramotors. It approached the project almost like building a big model aircraft. The e430 is a high-wing, two-seat, LSA carrying an 83.5kg battery pack and a 54hp electric motor up front. It is undergoing test flights and results so far are encouraging – flight times of two hours for a cost of around $5-worth of electricity. And, of course, the aircraft is almost silent with very few moving parts in the power train. It all bodes well. However, the e430 does have very long, 13.8 metre, almost gliderlike wings, to help it achieve lift which, in turn, mean the cruise speed isn’t the fastest at 52kt. www.yuneec.co.uk
www.loop.aero NOVEMBER 2010 LOOP 33
AEROSWITHALAN
PHOTOS www.airteamimages.com
Seen display pilots using extreme spinning as apart of their routine? It's perfectly safe provided you meant to do it, says Alan
34 LOOP NOVEMBER 2010 www.loop.aero
Modifying spins Alan Cassidy discusses how to go beyond the normal spin tin to the realms of extreme spinning
N
ORMAL spins, if there are such things, pose complex questions in aerodynamics, but really quite simple ones in handling. All aerobatic pilots must become familiar with the way their aircraft spins and must know, at the very least, an emergency recovery technique that will get them out of what might be a confusing situation. Unintentional spinning is clearly dangerous, and any emergency recovery technique must be simple and easy to remember. Intentional spinning, as an academic exercise or as part of a competition or display repertoire, carries very little risk and the exponent may well learn other recovery techniques that are specific to a particular situation or aircraft type. Once a pilot has the required skill and experience levels, spinning is most definitely not a situation wherein the aircraft is out of control. On the contrary, a number of control options are available to change the nature of any intentional spin. The ability to modify a spin, and to recover from it with speed and accuracy, is a skill set of inestimable value to any aerobatic pilot. The knowledge such skills bring makes flying safer for those pilots.
NORMAL SPINS Different aircraft have different ‘normal’ spinning characteristics. So ‘normal’ means normal for that type, rather than normal for all types. My use of ‘normal’ in this article really means ‘un-modified’. That is, using the simplest control inputs: fully deflected elevator and rudder, with throttle closed and ailerons neutral. Many aerobatic types are cleared for spinning inverted as well as upright, so a normal spin might have the elevator fully deflected in either sense. In either case, this would still be ‘normal’ in the context of this article. During a normal spin, the aircraft rotates about both yaw and roll axes. Angle of attack
varies from left wing to right wing, but in both cases is mostly over-critical on both sides, and does not change very much. Once stabilised, usually after perhaps two turns, the ratio between the rates of yaw and roll will be steady. Similarly, the pitch attitude will become steady, although in some aircraft the nose will continue to pitch up and down cyclically as rotation continues. A secondary effect of the continuous yaw is that wings and fuselage both develop the characteristics of a gyroscope. The wings also produce gyroscopic effects because of the rolling motion. The balance of these gyroscopic forces is what determines the rate of rotation and pitch attitude during the normal spin. For example, a side-by-side aircraft with a heavy glass-fibre wing and wing tanks (think some versions of Slingsby T67) will have a lot of wing gyro and this will tend to lift the nose more, making the normal spin flatter. An aeroplane with light empty wings and tandem seating (think two-seat Pitts) will have a normal spin that shows an more nose-down attitude. So, normal spins are not all the same. What, then, do I mean by ‘modified spins’ and how do they differ?
MODIFICATION Well, as I said earlier, spins combine both yaw and roll. In a ‘normal’ spin, the balance between these two motions is determined by the mass distribution in the wings and fuselage. A ‘modified’ spin then, by my reasoning, is one in which the pilot makes control inputs that change the balance between rolling and yawing motions. Thus there are two types of modified spin: one in which the yaw is magnified and the rolling component reduced, often called ‘flat’ spins, and the other in which the yaw is reduced and the roll more dominant, often called ‘accelerated’ or ‘high-rotational’ spins. Modification is achieved primarily by moving the control column. This changes
All aerobatic pilots must become familiar with the way their aircraft spins – and must know an emergency recovery technique the position of the elevator or the ailerons. Modification is not achieved by changing the rudder position, which always stays the same. Modifications can also be enhanced by adding power during the spin, as the slipstream greatly empowers the tail surfaces and any inboard part of the ailerons that sits in the propwash zone. The flipside of using power to augment the spin modification process is that we then get a third variable in the equation: the gyroscopic effects of the propeller. The gyro sometimes works with the ‘blown’ controls to make the modification even more effective, but it can equally work against the desired effect. It all depends on the direction of rotation, as determined by the rudder, and the type of modification you seek. Because of these tertiary gyroscopic effects, I will describe the modifications as performed in the direction that makes the modification most effective; the direction in which the flight controls, the propwash and the gyro all work together. I will also assume that the aeroplane we are flying has a nose-mounted propeller that turns clockwise when viewed from the cockpit. This is the case in the Lycoming 0-series engines common in western aerobatic aircraft, but it is not the case with Russian radial engines or Gypsy Majors. For these latter types, you will need to transpose ‘left’ and ‘right’ from now on! Before I go on, I should raise another note of caution. Playing
with spins is not inherently unsafe in a suitably approved aircraft. Goodness knows, I have been doing this for over a quarter of a century and I am still here. But I do take the precaution of starting modified spin training at a good height, usually over 4000 feet, and I always plan to recover above 2000 feet when flying with students. Ideally, anyone learning advanced spinning should seek an experienced instructor and a suitable two-seat aircraft. Whilst it is possible to teach yourself flat spinning – I did exactly that – progress is bound to be quicker when flying is carried out under expert guidance.
SPIN ACCELERATION If we are to use the most of all the controls available to us, our upright accelerated spin should be done with right rudder. The most reliable way to achieve a modified spin is to start with a normal one. To execute an accelerated spin, start by making a normal spin entry to the right. The modification to reduce yaw and increase roll is made, perhaps counter-intuitively, not with the ailerons but by reducing the deflection of the elevator. To accelerate your upright, right-foot spin, keep the ailerons neutral and slowly, progressively, move the control column forward. Initially, this movement might be quite easy, but then it will need more ‘push’ to keep it going. The nose will slowly pitch down and as it does so the rate of rotation will increase. In a type with
light, short wings (read Pitts again) the increase in roll rate is really dramatic. This is the most effective airborne demonstration of the ‘ice skater’ or ‘swivel chair’ effects otherwise known as the law of conservation of angular momentum. Adding some power will lower the nose further and increase the roll rate even more. The yawing motion of the spin will become very small, possibly so small that you just don’t register it any more. The windscreen will be full of whirling green, the ASI will be reading surprisingly high for a spinning aircraft, and the altimeter will be winding down faster than an alarm clock on a wet Monday morning. In my Pitts, I call this the ‘Black and Decker’ spin for reasons to anyone familiar with the operation of a pillar drill.
RECOVERY As a result of the modifications we have applied, the yawing motion has largely disappeared while the rolling component has increased in spades. The speed of recovery will depend largely on how much of the aircraft mass is counted in the wing assembly. Rolling momentum has built up with the increased rate of rotation and this has to be overcome. Without wing fuel, and especially in a biplane, wing momentum is very small. The simple combination of releasing the forward stick pressure and changing to left rudder will stop the accelerated spin very quickly. In a type with wet wings,
Taking a breather in-between spins to let the stomach catch up www.loop.aero NOVEMBER 2010 LOOP 35
AEROSWITHALAN it may take longer, but avoid the temptation to use opposite aileron as this may well slow the recovery. If you have applied some power during the spin, reducing it now will slow the recovery from the spin. The recovery depends on rudder and the rudder is more effective with slipstream over it. This type of spin loses a lot of height for relatively few turns. Consequently, it is not a favourite with display pilots, although anyone familiar with a Jurgis Kairys show will probably have seen him start much this way. I really only use it to demonstrate the veracity of my theoretical teaching and the predictability of the aircraft’s response. It is also the type of spin that caused the RAF to lose a small number of Bulldog aircraft in the 1970s and ’80s, because this modification changes the airflow over the Bulldog’s rudder and renders it much less effective in the recovery. This problem can be overcome by using more power to energise the rudder during the recovery process.
SPIN FLATTENING As for accelerated spins, the primary method for flattening
a spin is to use the control column after a normal spin has been established. In this case, however, the spin will be performed with left rudder and the modification will be made by adding right (out-spin) aileron. In a left-foot spin, the left wing is generating less lift and more drag than the right wing. Applying full right aileron droops the left aileron, deepening the stall and increasing the drag. Adding full right aileron in a stabilised left spin will result in a noticeable increase in yaw. This will, in turn, increase wing gyro and raise the nose a bit. It will also reduce the overall rate of rotation. The spin can then be made flatter and faster by adding power. More power, more modification. The boost from the propwash forces the tail down because of the full back stick and enhances the rudder. The gyro from higher prop rpm also works to raise the nose further. Thus, in a fully developed flat spin, the power is high, the rudder is full and the control column is in the back right corner. Indicated air speed will be low, possibly zero. The pitch attitude may be so flat that the
fuselage is actually level. Height loss per turn can be quite low; I once counted over the beach at Southport 14 turns in 2000 feet of land-sea descent. The rolling component of the spin has been greatly reduced; may even be negligible. Yaw is intense. The view out is spectacular – well worth the effort.
RECOVERY In a flat spin both the fuselage (engine, pilots, fuel – so quite heavy) and the wing develop significant rotational momentum. This mitigates against rapid recovery, even in a Pitts. Stopping a flattie requires the harnessing of all the available resources. The first recovery resource is the rudder. This is the best way of countering the yaw. The first recovery action must be to reverse the rudder; in this case, full right rudder. The second recovery action is to reverse the ailerons. In-spin aileron will increase the drag on the fast-moving right wing and also slow the yaw rotation. Then moving the stick forward will reduce the overall alpha of the wing, sufficient to break the
Height loss per turn can be quite low – I once counted 14 turns over the beach at Southport in 2000ft of land-sea descent
applying the recovery controls will delay the spin recovery by something like two turns.
INVERTED FLAT? There is not enough room here to describe the inverted versions of these highly modified spins. The principles, however, are the same: back stick to accelerate, out-spin aileron (now the same side as the rudder) to flatten. In all the aircraft I fly, recovery from inverted spins is quicker than from upright ones.
CONCLUSION stall. In my Pitts, this recovery action will stop a fully developed flat spin in half a turn. Observant readers will have noticed that in my recovery notes I have not mentioned power. That is because I have not changed it. Power is applied throughout. The very propwash that enhanced the yaw that caused the spin is now helping to stop it. Yes, the propeller will be creating some gyroscopic force and this will tend to hold the nose up, but the effect of the increased propwash on the rudder and elevator is far greater than the gyro. Closing the throttle before
There is a great dichotomy among aviation safety pundits. The first group advocates the avoidance of situations likely to cause what they consider to be ‘loss of control’ situations, such as spinning. The second group would suggest that the best route to safety is by developing a fuller understanding of every facet of aviation and a set of skills to match. Guess where I sit! Its rather analogous to being in a zoo. There are be signs that say, ‘Don’t feed the lions!’. But somebody does just that, every day. The sign should say, ‘Don’t feed yourself to the lions!’. Be safe and enjoy your flying.
Modifying spins is something for experts, or to be practised with an expert instructor!
36 LOOP NOVEMBER 2010 www.loop.aero
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ASTM1431B certified Boeing certification D6-17487
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www.loop.aero NOVEMBER 2010 LOOP 37
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CLUB
ADVICE || CLUBS || FLIGHT TRAINING || SAFETY || PLACES TO FLY || PEOPLE TO MEET || THINGS TO DO
LOOP flight
T H E
P L A C E
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GRAND TOUR Go for a paddle in Bournemouth Page 42
B E
NEW PILOT UK's youngest balloon pilot Page 47
PLANE CRAZY Sailed the world, now fly it Page 50
NICK HEARD Just how much cloud is too much? Page 44
Like to get your helicopter licence? Phil Croucher explains what’s involved in the PPL(H). See p48
GET RATED Take your helicopter licence Page 48
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CROSLAND MOOR
From flying round corners to flying Crosland Moor Moor, a sleepy little vi village illage near Huddersfield, has an airfield owned by James Whitham, a former motorcycle racer. Dave Rawlings went along to meet the man and find out about the airfield
I
+THE VITALS
ICAO CODE EGND LOCATION 1.5nm SW of Huddersfield. Lat/long N53 37.28 W001 49.72 FACILITIES Parking, hangarage, tearoom with honesty box. Cafe 1/2m, pub with food 1m RUNWAYS 07/25 asphalt/grass (500m asphalt, 250m grass). 2.7% gradient down 07. Circuits LH 1000ft aal. Elev 825ft amsl. PPR only RADIO Huddersfield Radio 128.375
LANDING FEES Microlights £3, singles £5, twins £10, helicopters £10 (free to club members and reciprocating clubs) EVENTS Events throughout the year, including bacon butty fly-ins. Xmas dinner on 15 December DETAILS Crosland Moor Airfield Sandy Lane, Huddersfield, HD4 7BX. T: 01484 645784 or 01484 654473. www.croslandmoor-airfield. co.uk
40 LOOP NOVEMBER 2010 www.loop.aero
N AMONGST the rolling hills and villages of West Yorkshire is Crosland Moor Airfield. Owned and run by James Whitham, it’s the only airfield near Huddersfield for at least an hour by road and the place to go for local pilots. The David Brown Corporation bought the land in 1946 looking to build a strip near the factory. The strip was finished in 1948 with hangars and a farmhouse. But due to an economic slow down David Brown decided to off-load it. “In the late sixties my dad got wind David Brown was selling the airfield," said James. “He put in an offer and they accepted it. We moved in in 1972. “As a kid I was almost the airfield mascot. I was always hanging around and people would ask if I wanted to go along for a flight. I spent hours flying in the back of loads of different aircraft. “My sister still lives in the farmhouse and we’ve kept the airfield open ever since.
“When we moved in, it was mint, everything was built to run with military precision. There was edging along the runway, a massive boiler to heat the hangar and it even had runway lighting. But we couldn’t afford to keep a lot of it. I remember my dad turning the runway lights on and watching the electricity meter and said,‘no, they’re coming out’. A week later he’d dug them up.” James’s father passed away in 2002 and with a huge bill for inheritance tax the airfield might have closed if someone with less determination had been at the helm.James and his three sisters came up with an ingenious plan. “The only way was to sell the mineral rights of the land to the nearby quarry. I said I didn’t mind holes everywhere but don’t dig up the runway! “We came to an agreement and managed to keep everything. It seems airfields close because the land becomes so valuable that the owners think, ‘I can carry on here or I can sell it to Beazer Homes for
The feeling here is really relaxed... as long as people use common sense, we're fine
ten million quid’. I honestly think I would’ve packed up flying if I had to move. Also, I didn’t want to have to say to 30 odd blokes that there wouldn’t be an airfield or runway.” Crosland Moor, or Huddersfield International Airport as it’s also known, is an exceptionally friendly place. The clubhouse is a static caravan, which James purchased for £800. “It’s is known as Terminal Two, because the old caravan blew away in a violent storm. It cost us £400 and another £400 to get it up to the airfield,” said James. The airfield has a really friendly feel. Even if the clubhouse is empty, the door is always open. There’s an honesty box for tea, coffee, landing fees, crisps and even pot noodles. If someone does turn up they are quick to engage in conversation and talk about flying. “The feel here is really relaxed, nobody turns up in a suit, wanting their aircraft washed and bought round to the front. They all turn up with their overalls on, pull their own aeroplane and prat about for
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AVIATION WITHOUT B ORDERS
Smiling Wings day NOT everyone is lucky enough to get a flight in a light aircraft whenever they want, but there are certain charities out there that look after disadvantaged children to give them a taste of flying. This is exactly what Aviation Without Borders did recently with the help of Airbus as Hawarden Airport. Twenty-five young people from across the North West and North Wales area soared high over Broughton throughout the day. Young people and their families enjoyed a day including a flight in a light aircraft supported by flight related charities Aerobility and Fly2Help. Those who stayed on the ground were treated to a range of flight-related activities run by Airbus graduates. Aviation Without Borders trustee, Stan Stewart, said, “It’s fantastic these children are given a chance to fly in a small plane – something they never thought possible. They have
SHOOTING STARS
Big smiles all round – that's Smilings Wings Days
+PHOTO ALBUM
SHERWOOD FLYING CLUB First Solo Nick Willett Radio Telephony Daniel Neal M Swinburne Air Law Dai Davis David Mackie www.sherwood flyingclub.co.uk
MID-ANGLIA SCHOOL OF FLYING First Solo Drew McCourt PPL Skills Test Mike Thyne Jonathan Delahoche PPL Ray Edgson www.masf cambridge.com
During school half-terms, the Imperial War Museum at Duxford hosts event for school kids where they learn about wartime events and activities. Got a pic? Send to Incoming@loop.aero + AWA R D S
HANGARCHAT
Last chance to vote! THE LOOP Hangarchat Awards are in full swing now and every vote counts. The Awards give you, the reader and pilot, the chance to vote for your favourite clubhouse, instructor, airfield restaurant and much more. If you have someone or something you think should be nominated, the categories are; Best Facilities, Most Helpful ATC,
LOOP BEST OF 20 10 •
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P Friendliest Clubhouse, Hero OF 2 Of The Year, Best 010 b Hire Aircraft, Club ld Of The Year, Airfield he Of The Year and the Hayward Aviation Special Safety Award. If you know of any club or person that deserves to win one of these awards email: awards@loop.aero and we’ll log your votes. LOOP BEST OF 20 10 •
ENSTONE FLYING CLUB First Solo David Vinyard Alain Couturier PPL George Pinfold www.enstone flyingclub.co.uk
LOOP BEST OF 20 10 •
Main photo: former motorcycle racer James Whitham surveys his airfield. Top: Sonex kitplane. Middle: LOOP's Dave Rawlings inspects the hangar. Above: inside Terminal Two
clubs@ loop.aero
www.loop.aero NOVEMBER 2010 LOOP 41
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visitors. Last weekend we had over 20 people fly in – that’s pretty good for this time of year. If someone flies in, has a brew and puts money in the box we’re happy. “There's a really good gastro pub about half a mile away, as well as a café about 100 yards further down. They do an excellent breakfast and pilots get a 20% discount.” It’s not only pilots who turn up at Crosland. “We’ve had some famous people fly in over the years – Harold Wilson, Princess Anne, Mick Jagger, who hung around for a bit and signed some autographs. “We’ve had Tony Blair, Gordon Brown and even the Queen flew out of here. I got a call asking if I ran the airfield, it was the police. He said, ‘We want to take a Royal visitor out of your airfield in a helicopter.’ I asked who and he said, ‘I can’t really tell you but they don’t really come a lot more famous than this!’” It seems the honesty box doesn’t work for everyone – rumour has it that the Queen still owes her landing fee!
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a bit. In fact some people do more pratting about than they do flying. They will turn up, pull their aircraft out, rev it up, make a cup of tea, put it back and go home. They’re all enthusiasts!” said James. “We’re not officious here, as long as people are using their commonsense we’re fine. Nobody has to wear hi-viz jackets. Occasionally we get a complaint but since the microlight training has stopped, it’s gone quiet. If we do get a complaint it’s usually from someone who hasn’t lived here that long and didn’t know we were here. But I try to find who they are and invite them up to the airfield or go round for a cup of tea – that can usually sort it out. The airfield is popular with local pilots and more want to hangar their aircraft at Crosland. There isn’t another airfield in the area – the nearest is around 90 minutes away in the car. But it’s also popular with other pilots around the country, “We have about 25 resident pilots but every weekend we have loads of
had to overcome disadvantages in their lives, which may have made them think they could not do anything like this.” Aviation Without Borders has four main activities: air shipments of humanitarian aid, ‘Smiling Wings Days’ like the one described here, escorting sick children to and form the UK for treatment, and it has plans to operate a fleet of light aircraft in Africa for humanitarian missions. www.aviationwithoutborders.org
flightCLUBEVENTS
SEND US YOUR EVENT NEWS. GO TO... www.loop.aero GRAND TOUR
SHOW
T H E F LY I N G S H O W, N E C B I R M I N G H A M , 2 7 - 2 8 N O V
Look at the lighter side of life The Flying Show is making a welcome return FOR everything to do with lightweight flying this is a one-stop shop. There will be more than 50 exhibitors on show where you’ll be able to pick up a bargain
or two. Plus there will be a huge netted indoor flying area, managed by the BMFA, who will host a full programme of model aircraft displays.
All sorts of aircraft will be at the NEC
Over the two days there will be a live build of a Skyranger kitplane – watch as the builders tackle jobs, discuss the process and answer your questions. On the educational side there will also be seminars over the weekend including talks from industry experts – free to attend once you’ve paid for show entrance. Tickets cost £12.50 or £6 for members of the BMAA, LAA and BMFA with a valid membership card. www.theflyingshow.co.uk
Bournmouth Bournemouth has seven miles of stunning golden sands and sparkling sea. The vibrant town also boasts boutique shops, hotels and restaurants as well as watersport activities.
Strong showing of microlights
TRY THIS Bournemouth Surf School EVENTS PLACES TO GO IN NOVEMBER
+ 5-6 November BMAA Fir Park Bonfire Fly-in, Fir Park Farm. A weekend filled with barbecues and beer, plus camping and even fishing or clay pigeon shooting if you fancy it. 07816 326368 www.bmaa.org + 9 November Flying through an Era of Volcanic Ash, Royal Aeronautical Society, London. A conference looking at the eruption of the Eyjafjallajokull volcano in Iceland last Spring which caused significant disruption. Tickets £195 plus VAT. www.aerosociety.com/ conference
you need to know about installations and pilot maintenance for the Rotax 912 four-stroke series of engines. 01280 846 786 www.laa.uk.com + 14 November Aviation Weather School (Part 1), Wombourne, Staffordshire. Full day course designed for all pilots at whatever level of experience. It teaches what you really need to know about the weather. Exploring making predictions from air masses, highs and low, fronts and clouds as well as spotting those all-important weather windows. 01902 895252 www.weatherweb.net
+ 11 November GASCo/ CAA Safety Evening, Bristol. Call 01275 472514 + 15 November GASCo/ CAA Safety Evening, + 11-12 November Sandbach, Cheshire. Pilot Training College Call 01889 508406 Assessment Day, + 16 November GASCo/ Birmingham Airport. Aimed at anybody CAA Safety Evening, Manchester Barton. considering training to E: nick.duriez@ be a professional pilot. cityairportltd.com www.pilottraining college.com + 17 November LAA Courses - Wooden + 13 November Aircraft, Field Rise, Kite LAA Homebuilder Courses - Rotax 912, Hill, Wanborough, Wilts LAA Educational Centre, A comprehensive day Turweston. Everything course dedicated
to learning the fundamental woodwork techniques. Includes: cutting, shaping, multiple part production, boring, laminating formers, rib production and internal finishing of timber. Also covers the tools required. 01280 846 786 www.laa.uk.com + 17-18 November The Challenges for Flight Simulation – The Next Steps, Royal Aeronautical Society, London. www.raes.org.uk + 20 November LAA Courses - Avionics, Turweston Aerodrome Conference Centre. Introduction to typical Permit aircraft avionics, their selection and installation. The course assumes no previous knowledge or attendance of the aircraft electrics course. 01280 846 786 www.laa.uk.com + 20 and 21 November LAA Courses - Working with aluminium, Turweston Aerodrome The course syllabus will include: measuring and marking, cutting and drilling,
42 LOOP NOVEMBER 2010 www.loop.aero
deburring, fluting and straightening, countersinking and dimpling, in fact, all you need to know to get you started on your aluminium aircraft project. 01280 846 786 www. lightaircraftassociation. co.uk + 23 November Royal Aeronautical Society Designing Light Aircraft, More Methods and Tools, London. Conference aimiung to review design data, design software and affordable tools now available to designers and entrepreneurs. www.aerosociety.com + 24 November GASCo/ CAA Safety Evening, Bournemouth. Call 01202 578558
+ 27 November LAA Homebuilder Courses - Jabiru engine maintenance, Southery Airstrip, White House Farm, Nr Downham Market, Norfolk 01280 846 786 www.laa.uk.com 27-28 November The Flying Show NEC, Birmingham. See preview above. + 30-3 December Pilot Training College Assessment Day, London Heathrow Aimed at anybody considering training to be a professional pilot. www.pilottraining college.com + 1 December GASCo/ CAA Safety Evening, Shoreham. Event tbc
– check with GASCo at www.gasco.org.uk + 2 December GAPAN Aptitude Tests, RAF Cranwell. If you’re interested in becoming a professional pilot, then you should attend one of GAPAN’s regular aptitude assessment test days, held at RAF Cranwell. The tests gauge your chance of successfully completing the training. Each participant will also receive a one-to-one feedback session. £175 020 7404 4032 www.gapan.org + 4 December LAA Homebuilder Courses - Weight and Balance, Watchford Farm, Devon. 01280 846 786 www.laa.uk.com
Learn to surf in the English Channel. The Bournemouth Surf School will supply board, wet suit and two to three hours of training. Who knows? You might be good at it. The course prices start from £25. www.bournemouthsurfschool.com
EVERYTHING ELSE Plan your stay... EAT HERE: URBAN REEF Restaurant overlooks Boscombe promenade offering panoramic views of Bournemouth Bay and serves award-winning fresh, local and seasonal foods. The restaurant has a beautiful 1950s inspired interior and designer furniture with a triple height glass frontage flooding the building with light. www.urbanreef.com
STAY HERE: THE CUMBERLAND HOTEL Set in a stunning building, the Cumberland Hotel is now one of Europe’s only free standing Art Deco boutique hotels and was built in 1937. Room prices start at just £35. www.cumberlandbournemouth.co.uk
EAT HERE: CHEZ FRED A fish and chip shop that has been award the much-coveted fish and chip shop of the year award, twice! The takeaway menu is reasonably priced as is the dine-in option, and who can refuse fish and chips at a seaside resort? www.chezfred.co.uk
SEE THIS: BOURNEMOUTH AVIATION MUSEUM ... Where there's a cockpit from a Vulcan bomber on display! The Museum is a registered charity operated entirely by volunteers. It aims to provide an interesting and informative visit for people of all ages and and has been described as a little gem of a place. www.aviation-museum.co.uk
THE STRIP COMPTON ABBAS (EGHA)
+ 14 November, Rememberance Sunday, The Imperial War Museum, Duxford. Special service of remembrance. www.iwm.org.uk/duxford
CONTACT: Compton Abbas Airfield, Ashmore, Dorset, SP5 5AP. Tel: 01747 811767. A/G: Compton Radio 122.700 RUNWAYS: 08LH/26RH, grass, elev 810ft. Circuit height 800ft QFE LANDING FEES: microlights £6, single engine £10, twin engine: £15. Overnight parking £10 hangar, £5 outside www.abbasair.com
WE’VE CREATED SOMEWHERE SPECIAL FOR YOU TO LAND... WWW.LOOPTV.AERO LOOPTV is the best place to land for your aviation films, video, product tests, interviews and show reports. Upload your own videos online and whilst you’re there comment or rate on someone else’s!
WHILST YOU’RE THERE LET US KNOW YOUR THOUGHTS... JUST REGISTER, LOGIN AND COMMENT! www.loop.aero NOVEMBER 2010 LOOP 43
flightCLUBFLIGHT SCHOOL
Nick Heard
Clouds can be uncharted territory for VFR pilots, but with thought and planning they are nothing to be scared of
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
I
was chatting to a PPL friend recently at Old Buckenham, who had just returned from a short flight. He had taken off, decided that with a cloud base of around 1500ft, the weather was not quite right for him, turned round and landed back at the airfield. Fair enough – it’s nice to see someone making a sensible decision, and not pressing on in conditions which he was not comfortable with. Now I had been flying at about the same time, and had thought it was a really nice day. The difference was that, although the base of cloud was indeed around 1500ft, there was only perhaps two- to three-eighths cover, and I had been happy to get above the cloud and enjoy the conditions above. So who was right and who was wrong here? Answer: neither! We were both flying in accordance with Visual Flight Rules (VFR), but my colleague preferred not to venture above the cloud – as I said before, a perfectly reasonable decision. But in chatting with him I did point out that he would have been quite legal to operate above the cloud in those conditions, in that he still could have remained clear of cloud and in sight of the surface. The VFR rules do not preclude going above cloud. Now I want to tread carefully here, as I don’t want to change any pilot’s habits or perceptions as far as flying above cloud goes: if you prefer to stay below all
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cloud, then carry on doing just that, even if it limits your flying. However, there are often beautiful flying conditions to be enjoyed above cloud (as that day), but there are a few considerations before getting yourself there. First, the base of the lowest cloud must be at a reasonable height above the ground – let’s say around 2000ft as a working figure to start with. A much lower cloud base might cause you concerns as you descend from above the cloud. Next, there must clearly be a lot of gaps in the cloud, and it should be blue sky above that cloud – not just more cloud. Accurate assessment of cloud cover is not easy (one pilot’s two-eighths is another’s five-eighths), and you must gain your own experience here. It might also be sensible to fly above cloud only if you are staying in the local area, where conditions are unlikely to change very much. Flying a route to another airfield could possibly lead to difficulties if the cloud base is somewhat lower in the vicinity of your destination, which you may not notice from above. Get below cloud early if the gaps appear to be closing. Don’t wait until there is one small gap left in view – you can’t descend vertically through a gap, you obviously have to be able to maintain a sensible descent angle! Don’t forget that you must still consider an engine failure
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whilst above cloud, and setting up for a forced landing will be more difficult as you may not be able to pick a field very easily whilst above cloud – another reason for only considering doing any of this when the cloud base is reasonably high and well-broken. If you happen to finish up above total cloud cover, then don’t panic! Do not attempt a descent through cloud if you are not IMC rated! Stay in the clear conditions above cloud, and get some assistance quickly by using the distress frequency (121.5). Make a PAN call and explain the situation. They will have weather reports across the whole country and you can hopefully work out which direction to go to find clear conditions to get below cloud again. You may then still be able to make it back home below cloud, but otherwise divert and get your breath back before doing anything else! Once again, I want to emphasise that I don’t want to change any pilot’s habits here just by a written article. Flying above cloud is an issue which again requires a bit of experience and judgement, and something which should certainly be discussed with an instructor if there is any doubt. An IMC Rating adds a significant capability to a pilot’s skill and confidence in operating above cloud, but VFR rated pilots can still manage it with a certain amount of caution.
If you happen to finish up above total cloud cover, don’t panic!
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44 LOOP NOVEMBER 2010 www.loop.aero
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+3 TO REMEMBER
MAKING the right choices at the right time is a cornerstone skill of flying. Here are three ever-relevant reminders to log away.
Bounced landings #1 A bounced landing is not uncommon, and can perhaps be caused by a misjudged flare, which itself may be the result of landing on a runway of different dimensions than the pilot is used to – it’s a visual illusion. If you do bounce on landing, avoid the tendency to shove the nose forward, which may well result in a broken nosewheel on the next landing. If the bounce is not excessive, hold the landing attitude and let the aircraft settle again onto the runway. If the bounce is big, it may well be best overall to go around and try again.
GURUS
Q&A
ALL YOUR QUESTION ANSWERED BY THE BEST IN THE BUSINESS +STAR QUESTION
Carb icing on the ground #2 Not all engines are the same, or even all installations, and some engines can be extremely prone to carburettor icing, which can start to develop as soon as the engine is started. Spotting it is important. Check the rpm drop carefully during your engine runup checks – a large drop in rpm followed by recovery of rpm may be an indication of rapid ice formation. Consider another carb heat check as you line up on the runway. If it’s that bad, you might even consider not taking off until conditions change. Better safe then sorry.
Listening squawks #3 The Listening Squawk system is alive and well and has stopped a number of incursions into controlled airspace. There is an excellent diagram on the Fly On Track website, which indicates all the areas operating within the scheme, and appropriate frequencies and transponder codes. I now have copy of it in my flight kneeboard. Dial up the frequency, set the squawk (with Altitude reporting on), and listen out carefully. www.flyontrack.co.uk
BREAKING THE LAW Q| A few friends and myself were sitting round the clubhouse the other week and were discussing some ‘hypothetical sequences’. We couldn’t agree on what would happen if a pilot was caught breaking the 500ft flight level in an urban area, without prior permission or during a display? Would they get banned and what would be needed to prove the pilot
HAVING A WOBBLE Q| I overheard a group of aerobatic pilots talking about ‘the wobblies’ – what are they? A| The ‘wobblies’ is a colloquial name for a group of symptoms that have occasionally been experienced by some serious aerobatic pilots. These symptoms usually include a loss of the sense of balance, often accompanied by some sort of oscillation of the visual picture seen by the pilot. There is a medical term of Benign Positional Vertigo (BPV) which has also been used on occasion to describe this condition in the aerobatic context. BPV produces a lot of hits on Google, but very
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CLEAR PROP
YOUR GURUS...
PROPELLER ADVICE FROM PROPTECH
NICK HEARD
DENNIS KENYON PHIL O'DONOGHUE DOROTHY POOLEY LUKE HALL
Decades of flying experience in all conditions... including combat
Former World Helicopter Freestyle Champion Dennis is our rotary expert
Flying instructor and aerobatic pilot. Phil is our resident Brains for testing gear
Top instructor and examiner, Dorothy shares her wisdom
Luke is 'Mr Cambridge Aero Club', and talks about comebacks
Vital to observe the 500ft rule at all times!
NEED TO SPEAK YOUR MIND! THEN EMAIL YOUR OPINION TO LOOP incoming@ loop.aero +NOTAM
had actually broken the law? – Name withheld A| Although LOOP doesn’t condone breaking of any laws, this question intrigued us so we got on to the Civil Aviation Authority to see what it says. “Any pilot or company in breach of the Rules of the Air is liable for prosecution. For us to have a realistic chance of conviction in a low flying case such as this, we would need very good evidence, ideally on video. few to do with aerobatics. BPV is usually reported after experiences that include high amounts of negative G, rapid rolling under negative G conditions or rapid transitions from positive to negative G with associated rolling motion. Quite often, the symptoms will only manifest when the pilot lies down on his back with his head tilted backwards. There have been two suggested mechanisms for this lack of wellbeing. The first is damage to some of the small sensory hairs in the inner ear, causing a malfunction in the sensing of balance. The second is damage to the brain stem through small
“There is no set punishment. If found guilty, the pilot would face a fine (set by the presiding magistrate) and, depending on the severity of the offence would probably be required to undertake some additional flying training, organised by us. “A suspension of the pilot’s licence would be unlikely however – such action would be reserved for the most serious cases.” – CAA spokesperson amounts of bleeding, which causes problems for the brain to interpret the signals it is receiving from the balance system. There is no theoretical reason why both causes might not exist at the same time. Treatment is usually simply to refrain from inverted flying for the winter season and try again next year. Others have postulated a series of head movements to resolve potential issues in the semi-circular canals of the inner ear. Minor symptoms should not be ignored, as continuing to fly, especially with negative G and rapid rolling, will make matters worse.– Alan Cassidy
WELSH RALLY GB Restrictions are likely when the Welsh Rally GB, final round of the World Rally Championship, is staged in mid and south Wales from 11-14 November. Police and media helicopters may be in use. www. walesrallygb.com WELLESBOURNE Night training from 3 November to 10 December. REDHILL Nite that runway 08R/26L is preferred. R18/36 only available when crosswind on 08/26 exceeds 7kt or when requested by a pilot.
nyone who has had the misfortune to suffer a propeller failure mid-flight knows just how much more dramatic it can be than any engine failure. It can literally tear an engine from its mounts. When you understand the stresses a prop goes through, it’s not hard to see why. During normal operation, 10 to 20 tons of centrifugal force are acting to pull the blades from the hub. The blades are routinely subjected to bending, flexing, and vibratory forces. Damage such as a stone nick, corrosion, or a ground strike, may act as a stress riser and become the initiation site for a fatigue failure which can progress to an abrupt failure. Due to the catastrophic nature of a propeller failure, it is essential the prop is properly maintained according to the recommended service procedures. This means being inspected and overhauled at the specified intervals. Of course, we know a propeller should also be inspected before flight
A
to detect impending problems before they become serious. Any grease or oil leakage, loss of air pressure, unusual vibration, or unusual operation should be investigated and repaired as it could be a warning of something serious. Bearing all the above in mind, looking after your propeller during the winter period is important, especially for those who do not hangar their aircraft. Winter can be a time of inactivity for the GA world, but give your propeller a thought, as there are things to ensure that your propeller and aircraft are ready for spring.
Q| Is my propeller due for overhaul? A| Most propeller OEMs issue service information on propeller hour and calendar limits. Even fixed-pitch props have overhaul periods so do not forget them. If you are not flying during winter, it’s the perfect time for any maintenance or overhaul work even if it’s a bit early – propeller shops get busy around Easter and the start of the flying season. Avoid the rush!
■ Do not use solvents that might affect paint or chemically attached parts ■ Never scrape the blade or use abrasive cleaners. To help prevent water ingress and corrosion, either cover the prop or rotate it so no spinner port/blade is directly facing upwards. It aids drainage and stops water lying in hub sockets and blade retention components and eventually finding its way past seals. Also, if you have a variable pitch propeller, run the aircraft occasionally, get it warm and cycle the propeller. This keeps everything moving, not only the components, but the lubricants as well.
Q| Can I do anything to look after my propeller in the winter? A| Clean your prop after each flight, or as regularly as possible – especially if you operate in or near salty environmental conditions. Clean blades using fresh water, a non-alkaline/non-corrosive cleaner and a soft cloth or soft brush, then thoroughly dry with a soft cloth. But please follow a few general rules: ■ Always have the blade pointing down to prevent moisture collecting in the hub ■ Do not use a pressure washer. It forces water past the hub seals and can cause internal damage ■ Prevent soap or cleaning solvents from running into or splashing the hub area ■ Do not use caustic or acidic soap solutions. Irreparable corrosion may occur
Q| Are there any winter flying precautions? A| If you use your aircraft during winter, be aware of water, snow or ice collecting inside the spinner shell during periods of inactivity, which can cause vibration.If the prop is fitted with de-ice equipment, ensure it is kept in good serviceable condition. If you have a propeller owner’s manual make sure it is up to date. If you have any questions then contact the Proptech customer support at www.proptechpropellers.com
BLACKPOOL Watch out for geese flying north-south across the approach to R28. www.loop.aero NOVEMBER 2010 LOOP 45
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46 LOOP NOVEMBER 2010 www.loop.aero
flightCLUBFLIGHT SCHOOL
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MY FIRST SOLO TONY ‘TAFF’ SMITH WHO Tony ‘Taff ’ Smith, classic aircraft restorer, adventurer, airfield owner and potential record breaker DATE 1982 WHERE Sherburn Aerodrome AIRCRAFT Cessna 150 “I can remember the reg – G-YIII” HOURS WHEN SOLOED 10 HOURS NOW About 2000 INSTRUCTOR Jacko Jackson
TO FLY SOLO TO CAPETOWN, FIRST YOU HAVE TO FLY SOLO
Taff recently attempted the London-Cape Town-London record
+NEW PILOT
WHEN I first went solo I didn’t think I was ready. I think it’s tradition when pilots are getting ready to go up for their first solo that they think they are making a mess of the lesson beforehand and will never be able to get the hang of flying. Then the instructor says, “you’re ready” and he gets out. I think it’s fair to say that not many people think they are ready at that point. I came late to aviation, I was 40 when I started and I don’t remember my solo being anything dramatic. The main thing I remember was the surprise at how much more lively the aircraft was without my instructor in it. I was also surprised about the fact I was alone – it was a huge feeling of excitement and thinking, “bloody hell, this is it!”. I think it went quite well. One of the things the school did that
was very good was they because of his years just kept me in the air of experience. That and said, “Well you’ve experience definitely done it once, so you rubbed off. He also it was a huge might as well go and do trained me on my feeling of it again and again.” tailwheel conversion So rather than do one excitement and I remember some of circuit and come in to his words quite clearly and thinking, on my first flight in a land, I spent about 45 minutes in the circuit he said, “Taff bloody hell, tailwheel, and landed about six if this was a Spitfire, this is it! times. I remember you’d be off the runway.” thinking that was The other thing about particularly good as it really my first solo was that I wasn’t consolidated my confidence by nervous. I was apprehensive, making me repeat the process. but nerves didn’t come into it. In my training I was very lucky But I think flying is black and to have an instructor called white, and once you’re off the ‘Jacko Jackson’. He was a former ground you’re either doing it squadron leader in the RAF and right or doing it wrong and he was the Lancaster pilot for there’s nothing in between the BBMF for many years. I was and the apprehension just ex-RAF as well as Jacko and evaporates when you get in the although I wasn’t a flyer we got air because you know you’re on very, very well. I think he doing it right. gave me high quality training www.caperun.co.uk
MILLI KARLSTROM
+INSIDE TIP
UK’s youngest female balloon pilot MILLI Karlstrom, a 17-year-old from Northwood in Middlesex, has become the UK’s youngest female qualified hot air balloon pilot. Milli picked up her licence on her 17th birthday from the CAA office
at Gatwick. She was taught to fly by her father, Kenneth Karlstrom, Managing Director and Chief Pilot of Virgin Balloons. Her first balloon flight was at the age of two. “I was flying in Kenya at the time
and Milli came along with me,” said Kenneth. “I’ve never pushed her but she’s always wanted to fly balloons. Her older sister got her balloon licence last year, Milli went along for the
So that’s what a balloon licence looks like!
check flight and the examiner let Milli do a check flight as well, which she passed but was too young to get her licence, so she’s done it twice,” he added. Milli is only the second woman to collect her PPL(B) on her 17th birthday, and, for the time being, is also the youngest qualified hot air balloon pilot in the country. “It almost doesn’t feel real. I can’t really get my head around the idea if I’m honest,” Milli said. “Being a pilot is so different to being a passenger. While you can still enjoy the amazing views, I love the excitement of not knowing where the wind might take me and making decisions on the best way to react. My solo flight was my favourite so far. It was liberating to be completely in control!” Ian Chadwick, the CAA’s Balloon Inspector, said: “Milli has worked hard to obtain her licence and it is a testament to her commitment that she has qualified at such a young age. It is great to see young people taking up hot air ballooning and we wish her all the best.”
Flying safely should be at the top of every pilot’s checklist and that’s the case for the majority of pilots. But there’s always room for improvement and LOOP’s little Inside Tip is here to help you fly even safer.
IT’S GETTING COLD, BE PREPARED WITH the winter months getting closer and closer it’s wise to let your passengers know what they need. Make sure everyone is properly dressed, including proper winter footwear and hats for the environment over which you will be flying, just in case the worst happens and you have to force-land. If the required items are not being worn, make sure they are readily available. Pilots and passengers need to dress for the cold, even if it is only because the heater quits. You will need to stay warm enough to continue the flight.
www.loop.aero NOVEMBER 2010 LOOP 47
flightCLUBGET RATED
SEND US YOUR EVENT NEWS. GO TO... www.loop.aero RATINGS WATCH
PILOT SKILLS INSIGHT
Why not go for a spin? So you’ve got your PPL, what to do next? Phil Croucher, Head of training and Chief Ground Instructor at Caledonian Advanced Pilot Training extols the virtues of getting a PPL(H)
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eroplanes are all very well, but they do have some disadvantages. For one thing, there is an ungentlemanly scramble down a runway to get airborne. For another, you mostly end up in a place you don’t want to be, such as an aerodrome – you still need transport at that end of the trip to do anything interesting. Time to think of a helicopter! It’s an interesting point to note that, although you can be longer in the aircraft, a trip taken by helicopter is often less in door-to-door time. So how do you obtain a PPL(H) if you already have one for aeroplanes? Fortunately, the theoretical knowledge you have studied so hard for is mostly valid. Engines and aerofoils work the same way in both types, with a few differences here and there - for example, rotor blades work pretty much the same way as propellers do, except that what is called the helix angle on a propeller is the induced angle on a rotor blade. Both of them alter the angle of attack within the blade pitch angle.
Otherwise, as long as you have held an aeroplane rating for the past ten years, for the theoretical knowledge, you are credited with: * Aviation Law and Operational Procedures * Navigation & Radio Aids * Meteorology * Human Performance * Communications (PPL), if already held This only leaves Aircraft General & Principles Of Flight and Flight Performance & Planning to be taken. A word of warning here. Even if you are not going to proceed to a commercial licence later (but especially if you are), it is to your advantage to take the ground studies seriously. The process is quite lax in some schools, but you are doing yourself no favours if you skimp them – you are sharing airspace with people who have taken the time and trouble to obtain higher licences and it is only fair that you should do the same. But anyway, the subjects are interesting anyway, right? As with aeroplanes, you may not take the Skill Test until the above examinations have
48 LOOP NOVEMBER 2010 www.loop.aero
been passed (within 6 months), but you can do the flying training while you are studying. The Skill Test must be taken in the same type of helicopter for which you have been given instruction, because helicopter licences are based on type ratings. If you are lucky enough to have your own twin (many people do), you also need 70 hours PIC, plus a First Multi-Engine Pre-Entry Conversion course, which is a mini-CPL that ensures you have all the training required to cope with a complex helicopter, involving airframes, engines and performance. We are currently the only school approved to provide this course. Normally 45 hours is required for the issue of a PPL(H), but your aeroplane PIC time reduces the 25 hours’ worth of dual instruction time within that down to 20 hours. Your aeroplane PPL also allows 10% of your PIC time to be credited to the potential PPL(H), up to 6 hours, so the costs might not be as bad as you think. You will find it a lot of fun! www.captonline.com
Guide prices to what it costs to get extra ratings. Ring each club or school for full details. Some offer aircraft choice, or may have additional fees (eg approaches). MULTIFLIGHT LEEDS/ BRADFORD 0113 2387135 + www.multiflight. com + PPL(H) R22 training £240 + VAT per hour + PPL(H) R44 training £388 + VAT per hour + Full price for a PPL(H) at 45 hours is £10,350 +VAT in the R22. )The price quoted is with a £10 hr discount when you pay 10 hr block payments.) + The CPL(H) is at £9625 +VAT for 35 hours including 5 hours of night flying + Please note that PPL(A) converting to PPL(H) can reduce the training to a maximum of 6 hours or 10% of the PIC hours if less than 60. HELICOPTER SERVICES 01494 513166 + www. helicopterservices. co.uk + PPL(H) course £12,311 + VAT + A109 course £12,000 + VAT + AS355 course £10,200 + VAT + Also conversions on R44/R22/H269/ B206/H369/AS350/ EC120/SE313/SA341 POA + Also initial instrument Ratings,
instructor and Examiner courses POA ALAN MANN AVIATION GROUP 01276 857777 + www.alanmann. co.uk PPL training prices per hour + Schweizer S300 £295 + VAT per hour + Robinson R44 £425 + VAT per hour + Bell 206 JetRanger £625 + VAT per hour + CPL/FI Rates: Refer to above PPL rates + £20.00 + VAT per hour + Owners rates (Instructor Only): £100.00 + VAT + Pilots can get a 5% discount for a prepaid prebooked course LONDON HELICOPTER CENTRES 01737 823514 + www.londonhelicopters.co.uk + Pre paid 45 hours training £11,902+VAT + R44 training £240 per hour plus VAT HELI AIR 01789 470476 + www.heliair.com + Hourly training rates, excluding VAT + R22 £265 + R44 £430 + Hughes 269 £300 + Bell 206 £550 + EC120 £590
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G
oing flying this weekend? Will you be off to the south coast, working your way down through the busy air corridors that are Luton, Stansted, Heathrow and Gatwick plus a host of other active airfields? Before you go, you need to know what are the sensible things to do. The last thing you want is an in-flight problem. Smooth is good. Stay sane. Stay safe. Stay legal, as they say. So, who do you turn to? It has to be the experts, the people who have been developing flight briefing systems for over a quarter of a century, a company that conducts a relentless research programme to provide the data that ensures you get where you want to without any snags. Turn to skybookGA(tm), the most integrated briefing service available, which ensures the relevant information for your flight is at your disposal wherever you are, whenever you want to go, before you set out. Bytron Ltd has spent many years perfecting its commercial flight briefing service for major airlines, NATS and airport authorities. skybookGA(tm) is a spin-off from this focused commercial programme. At the invitation of Thomas Cook Airlines, which uses Bytron’s eFlight Briefing package for its operational aircraft, Bytron has been working with Rolls-Royce subsidiary DS&S to create its first fully integrated and connected Electronic Flight Bag (eFB), allowing maintenance data and engine monitoring on a
global scale. It is this sort of dependable background that gives the GA pilot confidence in the skybookGA(tm) package and assures him that he is getting the same accurate data that underpins much of the commercial aviation sector. When Bytron was formed 1984, its objective was to provide electronic briefing systems that would dispense with the uncertainty of paper trails and fax messages that often reduced data provision to an unacceptable level of uncertainty, and which often left captains or their crew trying to track down essential data for flight plans and, in many cases, footslogging round far-flung airport locations before the full flight briefing plan could be assembled. It was Byron’s mission to abolish these unwieldy processes and it has been a long, hard slog that has brought in its wake great benefits, not only for pilots, but also the environment. SkybookGA(tm) benefits from the lengthy development process that Bytron have relentlessly pursued. Rightfully known as ‘the one-stop shop for pre-flight briefing,’ skybookGA(tm) offers a comprehensive range of planning aids that allows the pilot to customise routes, visualise them, and view them in 3D with Google Earth and Virtual Earth. Detailed and accurate planning also helps with fuel economies. Once you, the pilot, have the route to your satisfaction, a click of a button provides a full
report on the relevant weather and NOTAM that may affect your flight. It’s bang up-to-date information and an approved CAA source. FANTASTIC FEATURES Features include Personal Location Point information, which allows you to create waypoints and store them for future use in your Personal Route Brief. Airfield Brief is another useful feature, which allows you to search for airfields by name, or ICAO and IATA codes. The information includes full airfield and runway details, plus NOTAM/METAR/TAFS/LTAFS/SNOWTAM affecting that airfield, along with a list of neighbouring airfields. The Great Circle Route Briefing will, on entering departure/destination airfields, route width and upper flight level, and create a route using the shortest course between the departure/destination airfields. The brief calculates all FIR and airfields within the route’s width and upper limit and provides NOTAM and MET briefs for these airfields. SIGMET provides advice on potential weather hazards other than convective activity over an area of 3,000 square miles at any one time and produces data on icing, turbulence, dust and volcanic ash. AIRMET provides regional weather forecasts for the GA pilot, covering regions within the UK and is updated regularly throughout the day. GAMET provides area forecasts by European FIR for flights operating at
low-level four times a day. Two of skybookGA(tm)’s integrated features that pilots specially praise are the Quick Weather Maps and Danger Area Briefs. Quick Weather Maps allow you to view prevailing weather conditions and trends at a glance. They provide information on windspeed and direction, temperature, dew points, cloud cover, pressure, and any significant weather changes. Danger Area Brief allows searches for international and domestic NOTAM affecting Danger Areas by FIR, an area name or number during specific time periods. It includes easy-to-view charts of UK Danger Areas. International NOTAM contains information about the establishment, condition or change in any facility, service, procedure or hazard. International SNOWTAM notifies pilots of the presence of - or removal of - snow, ice, slush or standing water associated with the movement area. The most recent development provides for the creation of a Pilot Log (Plog) based on departure, destination, flight level and flight corridor, and even has the ability to calculate fuel burn. It’s also possible to export routing data to a GPS device. It is small wonder that GA pilots increasingly cherish the comprehensive briefing data that skybookGA(tm) offers. They can feel confident that every eventuality has been covered, just a few minutes before setting off to the airport.
NEW AND IMPROVED! Skybook GA™ now has loads of new features, including: RESTRICTED AREAS (TEMP) MAP This has now been updated so you can see multiple NOTAM that are centred on the same point.
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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.
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flightCLUBPLANE CRAZY PLANE CRAZY
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MIKE PERHAM
First by sea and then by air Mike Perham shot to fame last year when he became the youngest person to sail solo round the world, now at 18 he wants to circumnavigate the globe on his own by air
A
FTER you’ve seen the world at sea level, what is the next big adventure? For 18-year-old Mike Perham it will be an attempt to fly round the world in a twin-engine aeroplane and add another adventure to his already full CV. If Mike completes this task he will become the first person to sail and fly solo around the world. He’ s currently undertaking his PPL at Cabair at Elstree and hopes to start his trip next summer.
I’m hoping to complete my PPL by the end of the year, but that’s weather dependent of course.
Q| How’s the training going? A| I’ve just passed my Air Law exam and about to go solo. I’ve got about 17 hours at the at the moment, but it’s taken a bit of time. I’m currently studying film production at Southampton so I fly when I can.
Q| What about the hours when you’ll be on your own? A| It’s not something you can do a lot of planning for. It’s like going to the moon – you don’t know what it’s like until you go and do it. I couldn’t just test what it would be
Q| Are you nervous about your first solo? A| Not really, I’m really excited. Sailing and flying on my own has never been a big thing. For me it’s a sense of adventure, which is hard to explain if people haven’t done it. I’ve soloed boats from a young age. And this trip will be different because every evening I’ll be with other people – unless something has gone very wrong!
Training for flying round the world: 18-year-old Mike Perham
50 LOOP NOVEMBER 2010 www.loop.aero
like to sail on my own for 50 days. The sailing side and navigation weren’t problems. The big thing is how things affect you when you’re on your own. Q| Have you always had a passion for flying? A| My childhood dream was to be a helicopter pilot but then I got into sailing which became my first love, so I ploughed head-on into that and put flying to one side. But over the last two years I’ve been looking into flying and after my last trip I thought I could get into it and then I thought, ‘well, it would be fun to fly around the world’. Q| Have you chosen the aircraft you’d like to fly in? A| I would quite like to take a Diamond DA42. I’m training in a single engine at the moment but as soon as I’ve got my PPL, I’m starting training on my MEP Rating. I’ve chosen the DA42 because it’s got everything I need, it’s a good plane and the two engines will make it safer. And it’s a nice sexy looking plane. Q| When are you planning on going? A| I’d like to go this coming year, starting in the summer. If I’m completely honest isn’t that far away. If I can plough into this full time, maybe five-to-six days a week, there’s no reason I shouldn’t have a couple hundred
of hours and my Instrument Rating beforehand. Q| Would you consider a career in flying? A| Possibly, I’m not too sure what I want to do for a career at the moment. If I could go from adventure to the next, and then to the next for 50 years, I’d be happy! Q| Do you have your route planned out? A| Yeah, it’s pencilled in at the moment but not finalised. I’m talking to lots of people who have ‘been there and bought the teeshirt’ and they all have different opinions of where to go and where not to go. But it is pretty much east through Europe, then south all the way through Asia to Japan, and then the Aleutian Islands over to America and Canada and back over the North Atlantic. Q| Where do you foresee any problems occurring? A| I think America and Europe will be the easiest but everywhere else is a bit of an unknown. I’m still learning a huge amount of what these places will be like and how the admin works. I’m looking for a flight planning organisation to help with that side of things because it’s not a small amount of work. Q| How long do you think the trip will take? A| I’m planning on it taking three
Solo sailor: Mike’s return months. In fact, there will be about 30 flying days but you can’t be expected to fly for 30 days nonstop. Q| Do you have any doubters? A| There will always be doubters, but I think everybody does no matter what they do. When I was ready to go on my sailing trip I was speaking to three experts about the trip. Between them, they had been round the world six times. They said I was ready and good for the job. People like that don’t tell you you’re ready unless you are. It’s the same now that I’m flying. I’ve been taking to guys that have been flying all their lives and at the moment they’re saying, “Mike you’re nowhere near ready.” They know more than I do, but that will change.
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BUY AND SELL YOUR AIRCRAFT ONLINE AND IN LOOP MAGAZINE www.loopmart.aero SHOESTRING RACER
TURBO ARROW PA28 RT-201T
Tel 01746783413 email ronsuebadger3@googlemail.com
Year 1980 Airframe 3937 hrs. Engine 874 hrs GPS GNS430. Transponder GTX330 mode S RNav KNS 80 New. Radio KX197.ADF K86 Audio+Markers KMA20.4 way intercom Brand new Hartzell prop fitted A/P plus extras. £55,000 ono.
CESSNA T303 CRUSADER
One seater racing aircraft, new engine, ready to race. Trailer included. Maintained in approved wksp 35,000 Euros o.n.o Located: Rouen (LFOP)-France Contact: +33 6 09 31 55 55 Email: claude.james@scj.fr
1980 PA28R
JODEL D112
Total time airframe 10400, Engine 2000, propeller new king radio H.S.I., R.M.I. A sound GA. A/C 6/10 inside & out, PRICE £41,000, Contact: Brian Marindin: 01392 364216/ 07966594106.
2 seat aircraft, Continental C65 new cylinders fitted, new mags, carb overhaul, In Good condition, new permit. £9,250. Contact Chris Murgatroyd on 07711132247.
Nice example of this fast 6 seat twin. Low engine hours on factory re-manufactured engines. Low prop hours. Digital glass avionics, nice paint, new interior. Go to www.airbaseuk.com for spec sheet & video. €167,000 Euros no VAT. Go to our website for full details or call us AirBASE Aviation Ltd Tel: 01953 860701 Email: info@airbaseuk.com www.airbaseuk.com
PA 20/22 PIPER PACER 4 SEAT TAIL DRAGGER
CESSNA 182Q, 1979
Low airframe hours, good paint & interior. New zero time engine and new three blade high performance propeller. Full IFR avionics + GPS & autopilot. £69,950 NO VAT. Go to our website for full details or call us AirBASE Aviation Ltd Tel: 01953 860701 Email: info@airbaseuk.com www.airbaseuk.com
Lycoming 0320 150 HP '0' Time engine. Airframe manufactured @1960 and 1800hrs. 'N' Registration. Narco MK12D NAV / COM, ILS/ OBS. Narco TXPNDR. 4 place intercom. STOL Kit with droop wing tips and vortex generators and horizontal stab. New annual. Based - Compton Abbas, 1/4 share available, £6,000. Mark Leonard 01929 459208, mandsleonard@aol.com
GRUMMAN AA-5
ZENAIR ZODIAC 601 HD
PA 24 Comanche 260 1965
1974. Capable 4 seat tourer. 100 kts on 35 lph. 3000 hrs TTAF&E, 200 STOH. New prop. ARC to 8/11. Nav/Com, VOR, DME, Mode C. Cover. Flies beautifully. £15,000. Call David on 01296 612955 (eve) or 020 7691 4035 (day).
205 hrs TTAF. Lycoming O-235 255 hrs STOH. Good panel with Icom A200, AV80R GPS, electric trims, turn co-ordinator etc. Permit August 2010. Good condition, excellent flyer. £16,500 ONO. Tel 01244 671417.
TT 4450 hours. Engine 1665 from new, 630 STOH (new cylinders). 3 blade Hartzell prop. 210 hrs from new. Full airways with FM immune Narco 121 VOR/ILS. Last annual August 2009. £30,000. Contact: 01491 573845 or email denise@rotherfieldgreys1.fsnet.co.uk
SLINGSBY T67C
Europa Classic 912 P.O.A.
160HP Aerobatic Public Transport C of A, Fresh Annual, Airframe 2950 Hrs. Engine 600 Hrs, newly resprayed, new interior, Kingsilver Crown Com Unit, VOR, ADF, Transponder. £29,950 + VAT. Call Richard Brinklow Day 01892 520500 Eve 01892 824131.
Great condition. Dependable touring aircraft 120kt cruise. 4hr range. One owner. May be sold with year permit. Contact Alan 01245-264186 alan.stewart@blueyonder.co.uk Photos/video at www.alandstewart.pwp.blueyonder.co.uk
Premier services at premium prices, Nicholson McLaren apply the highest standards of care and precision to your engine for optimum performance and reliability. Our aim is to be competitive and reliably the best in the UK. Our capability list enables us to offer the full range of rebuild and overhaul facilities, including shock load examination and dynamic testing for: • Textron Lycoming • Teledyne Continental Motors • Constant Speed units • Fuel Metering • Accessories • Bendix & Slick Magneto specialists • Carburetor Overhaul & Service specialists • Carburetor Recall service as per bulletin 582A • Heater Service Agents specialising in Janitorial B series, South Wind plus C&D Associates Heaters. EASA 145 approved, the company is working to deliver a totally professional package of work covering engine and accessories.
www.loop.ae ro NOVEMBER 2010 LOOP 53
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BUY AND SELL YOUR AIRCRAFT ONLINE AND IN LOOP MAGAZINE www.loopmart.aero Piper PA22 Tripacer G ARDS.
1967 CHEROKEE 180
Beagle Pup 150
100 hours engine, hardly used since overhaul. This plane is practically as new, the best you will see, Recent rebuild, recover, and repainted. £22,000 ono. Kept in a Private Hangar at Newtownards. Contact: Chris Donaldson on 07768797550.
Total time airframe, 8500’. Engine, 1125. King & Narco Radio Equipment with 1 TKM MX-170 Com/Nav. Sound well maintained, Piper 6/10 inside & out. Price: £25000 Tel: 0044 1392 364216 Email: info@airwaysflighttraining.co.uk
Owner offers this Series 2- B121. PUP 150 (Lycoming 0-320). Fresh annual. Always maintained, delightful handling 150hp pup is a joy to fly. Leather seats, long range tanks, Cleveland disc brakes, Cambrai cover and four place intercom. £29500.00. Contact: 07961 408444– whiskybravo47@hotmail.com
MX-7-180 MAULE 1991
PA18-150 SUPERCUB
PIPER CHEROKEE PA32-300 (6/7 SEATER)
1980 BEECH BARON BE58 G-OSDI
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
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
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
Built 1991, considerable maintenance, very good mechanical condition. In need of coat of paint. Great flyer. Annual – next June. All logs/hours available, airframe 920hrs aprx, engine 120hrs aprx and prop 6hrs aprx since major overhaul. Comes with spare parts worth £8.000+ Total Price £38,000 – no offers. Call Colin on 01543 250505 /07831 845 405
1981 CESSNA 152
bellanca 7GCAA citabria TTAF 9436 TTE 2403 STOH 500, ARC due Dec 2010, Nav/Com1: KX155A, Nav/Com2: KX175B, ADF: KR85, Transponder: GTX320A, Always hangared and based at Sibson (EGSP), Red Cambria Cover,
Very Good Condition. Price: £17,950, Contact: Alan Jury 01780 720170. Cessna P-210 Pressurized Centurion II
1982. TT: 2900, Engine TSIO-520AF engine (Eagle Engines Golden Series) TSOH: 1140. Interior 8/10, Exterior 8/10. Avidyne and Garmin Avionics. € 234,500. Tel: +00 41 91210 3128/745.66.89 Email: aeromeccanica@bluewin.ch
BASED AT KILKENNY AERODROME IRELAND, CURRENT UK ANNEX 2 CERTIFCATE OF AIRWORTHINESS, AIRFRAME 1840HRS SINCE NEW, ENGINE O-320 900 HRS SINCE 0 OVERHAUL, EXCELLENT COMPRESSIONS AND OIL PRESSURE, SENSENICH PROP, (CRUISE), MOGAS STC, KING 155 NAV/COM, INTERCOM, NARCO AT150 TRANSPONDER, VERY NICE WELL CARED FOR AIRCRAFT IN GOOD OVERALL CONDITION, IN REGULAR USE, VERY ECONOMICAL TO OPERATE SAME OWNER FOR 9 YEARS PRICE E40,000 CONTACT VINCENT VAUGHAN 00 353 86 8497878. BRITTEN-NORMAN
1970 Piper Arrow1 200hp
Corrosion proofed from new always maintained / hangared at Exeter, never used for training 3 blade prop, FM immune & mode S A/F 3837, eng 2300, prop 104. New annual. £28,000. Contact: 07770 238570 pedrothepongo@yahoo.com 01626 833977 julietock@btinternet.com
Loop stripad ad 216x20 1009:Layout 1
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For competitive aviation insurance... Authorised and regulated by the Financial Services Authority
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
Hayward Aviation Ltd info@haywards.net Tel: 020 7902 7800
54 LOOP NOVEMBER 2010 www.loop.aero
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BUY AND SELL YOUR AIRCRAFT ONLINE AND IN LOOP MAGAZINE www.loopmart.aero G-CCZU - 2004
G-CCLW - 2003
G-CEWN - 2008
G-KELV - 2005
G-CEZG - 2008
OE-FYB - 2008
NVFR 4 seat DA40D with 2.0l Thielert Centurion JET A1 powerplant with FADEC. Extended baggage compartment. Total hours Airframe 1008 Engine 44 and Propeller 0. £109,000 + VAT Tel: +44 (0) 1777 839200 – Ext 203
Full IFR 4 seat DA40D 1.7l Thierlert Centurion Jet A1 powerplant. Total hours Airframe 1703 Engine 535 and Propeller 68. £99,000 + VAT Tel: +44 (0) 1777 839200 – Ext 203
Full IFR 4 seat 2.0l DA42 with G1000 Dual screen Garmin G1000. Long range tanks. De-icing. Oxygen. Platinum design package. Total hours AEP 190. €420,000 + VAT Tel: +44 (0) 1777 839200 – Ext 203
Full IFR 4 seat DA42 1.7l Thielert Centurion Jet A1 powerplant with FADEC. Dual screen Garmin G1000 glass panel cockpit. Total hours AEP 470. Always hangared. Cover and Electric Tug included. £265,000 + VAT Tel: +44 (0) 1777 839200 – Ext 203
Full IFR 4 seat DA42 2.0l Thielert Centurion powerplant with FADEC. Dual screen Garmin G1000. De-icing. Long range tanks. Oxygen. Platinum design package. Total hours AEP 213 €420,000 + VAT Tel: +44 (0) 1777 839200 – Ext 203
Full IFR 4 seat DA42 2.0l Thierlert Centurion powerplant with FADEC. Dual screen Garmin G1000. Long range tanks. Extended baggage compartment. Total hours AEP 443. €350,000 Tel: +44 (0) 1777 839200 – Ext 203
G-LLMW - 2006
G-ITFL - 2007
OE-ADC - 2009
EC-JKE - 2001
Full IFR 4 seat 1.7l DA42 with G1000 Dual screen Garmin G1000. Long range tanks. De-icing. Oxygen. Extended baggage compartment. Total hours AEP 395. £330,000 VAT PAID Tel: +44 (0) 1777 839200 – Ext 203
Full IFR 4 seat 2.0l DA42 with G1000 Dual screen Garmin G1000. Long range tanks. De-icing. Extended baggage compartment. Platinum design package. Total hours AEP 190. €420,000 + VAT Tel: +44 (0) 1777 839200 – Ext 203
VFR 2 seat 125hp DA20-C1 Eclipse. Garmin 430 GPS/COM/NAV with Glidescope receiver. Extended baggage compartment. External power socket. Sheepskin seats. Total hours AEP 270. $185,000 + VAT Tel: +44 (0) 1777 839200 – Ext 203
IFR 4 seat DA40-180 with Lycoming powerplant. MT 3 blade hydraulic constant speed propeller. Meticulously maintained. No damage history. Total hours Airframe 1730 Engine 1730 Propeller 42. €100,000 + VAT Tel: +44 (0) 1777 839200 – Ext 203
ZLIN 526
Airframe 2250H, Aerobatic to 3500H, engine WM6III - 900H on condition. C of A until 21/05/11. Propeller Avia V503A at zero hours. Many spares available. £44,000 ono. Allan – 07921694967. Email - jasbaldry@hotmail.co.uk
FIREFLY T67C
ROBIN DR400 REGENT 180HP
1979 PIPER PA28-161 WARRIOR 11
YAK 18T
Mooney M20J
1989 Public transport 160hp, TTAF 4890. 160hrs on factory engine. King Com, Kns 80 DME, ILS Markers, A.D.F. Transponder ARC. June 2010. £27,500 no Vat. Tel: 02088928832 07885283228
Manufactured in 1990, a/c has a total time of 2050 hrs a/f and engine. Engine with 0 hrs. Very good condition, is always hangared and has a full set of covers included. Cruises happily at 120 knots, carries 4 adults and luggage, making it a fantastic touring aircraft it is very easy to fly. WILL TAKE ANY KIND OF VEHICLE IN PART EXCHANGE. £65,000 – Simon York. 01423 340209
Engine and prop just been overhauled TTAF 9795. Garmin 430, Garmi GTX 330 mode S transponder. ARC to 10/03/2011 Well maintained £49,950 NO VAT Contact: Paul Villa email paul@apollo-aviation.co.uk Tel 01273 440737
EASA C of A, Termikas overhaul in 2007, long range fuel tanks in wings, Becker radio & mode S TXP. Excellent condition. YAK UK Ltd, 01767 651156 www.yakuk.com
1987. Private aircraft, second owner. Airframe and engine: TT 760 hrs, Lycoming IO-360-A3B6D, 200 hp, fuel injected. Interior 7/10, Exterior 9/10. Garmin Avionics. $ 144,400. Tel: +00 41 91210 3128/745.66.89 Email: aeromeccanica@bluewin.ch
GLASTAR, TAILWHEEL
Aviamilano F14 Nibbio 180hp.
PITTS SPECIAL S1
Cessna 120 1946
Rollason Condor D62C
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
This is a great example of the Cessna 120. 1946 2000 TT 550 on engine. Flys lovely. for more info please come and see for your self or phone me on 07545922794 or richard.flanagan@ gamstonflighttraining.co.uk
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
DHC1 CHIPMUNK 1950
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.
PULSAR XP Airframe: 11750 hours, Engine: 1036 hrs. C of A until June 2011, new annual, A/Ds up to date, Large box of various manuals. Price: £32K NEW PRICE £27,000 Contact Paul – 01502 678125 Mobile: 07745 775937 Email – paul@blaircroft.demon.co.uk
Rotax 912. Built in 2001 she has only 101 hours. She is equipped with a transponder and a Garmin 250XL GPS and Comms unit. I recently took her on a flying holiday around France where at a cruising speed of 95-100kts she was only burning a meagre 13 lph!! Permited until August 2010. Contact: me at dave@theploughinnhorbling.co.uk or call me 07957 864886
www.loop.ae ro NOVEMBER 2010 LOOP 55
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BUY AND SELL YOUR AIRCRAFT ONLINE AND IN LOOP MAGAZINE www.loopmart.aero Aviat Husky A-1B-180
See full spec on our website www.aviataircraft.co.uk Contact: +44 (0)1952 770428 CESSNA 182Q, 1979
High spec, IFR Certified. Manufacturers new, two year warranty applies to this aircraft. Price £125,000.00 (VAT paid via Denmark).
JABIRU G-HINZ
BELLANCA SUPER VIKING 1971 'N' Reg.
DYN AERO MCR01 SPORTSTER
1680 hours TT A/F and E. Lycoming IO 540 300bhp Turbo-normalized. 2-axis autopilot, oxygen, extra fuel tanks, electric trim, good radio fit, good, original interior. £22,500 no VAT. Tel: 01491 573845 (Oxfordshire)
R912, PV50 prop, TT 270hrs Dynon EFIS, Garmin GPS295, GTX327, Icom IC-A200, Micro Avionics ANR headsets & intercom, Hyd disc brakes, new Cambrai cover, hangered. New permit July. Contact: Paul on 01309 641451 or 07786 055520
ROCKWELL COMMANDER 112, G-BDKW
SOCATA TOBAGO TB10
Total hrs 2300, Engine 200, Prop 200. Colton respray 2004. comprehensive Garmin avionics fit with 530 moving map & tecas. Long range tanks. Black leather interior. Well maintained & in excellent condition. £68000.00 Contact: 01913734453 & 07977571387
Built and owned by an engineer. TT 500 hours. Excellent condition. Leather interior. Electric trim and panel-mount throttles. Icom radio, Garmin Mode S. Headsets and fitted Garmin 196. New permit. £20,000. Derek - 07860 208080.
Low wing, retractable, four seat tourer, excellent condition, interior beige leather, airframe 2162 hrs, engine and prop 370hrs. Annual to October 2008. Full airways instrumentation, Bendix King KX 20 TSO COM/NAV, KR 85 TSO ADF, Skymap IIIc. Garmin GTX 320 Transducer Mode S, NS 800 RNAV. Email john@jtjaklaschka.co.uk Tel : 01473 620677
TTE 1853 (927 STOH), Prop 75 SOH. New ARC Oct 2009. Complete new avionics upgrade Nov 2006, Garmin GMA 340, GNS 430, GTX 330, GI 106A . King KR87 ADF, K1265 DME. Narco comm 2. 4 place intercom, music input. Complete interior upgrade 2007, two tone grey leather executive finish. Stunning condition, always hangared. Full maintenance manuals and Cambrai covers. Project near completion forces reluctant sale. Contact: Matt Colebrook on 07748 622842 or Email mattcolebrook@gmail.com
MAULE M-6-235
SLINGSBY T61F
1981 MODEL CESSNA 172P
THE CLASSIC TAILDRAGGER
Reg: G-MOUL Jun'90 T/T: 770 hrs 0-540-J1A5D Factory O/H Jun'01 Engine TSOH: 238 hrs Always hangared, prop O/H Jun'08, ARC June'09, well equipped £54,000 VAT paid E-mail: MKlinge1@aol.com Tel. 07831 612233
Venture motor glider, Very good condition, 1600cc Rollinson engine, Runs on AVGAS/MOGAS, Complete with new Annual inspection and ARC to 2011. Hours: engine 1009 hrs airframe 5186 hrs. £12,000. John Giddins - 078 99987537.
G-Reg. TT airframe 9562.01 (as at 16TH Sept 09). Engine 0-320-D2J (160 BHP @ 2700 rpm) total hours on this engine (as at 16th Sept 09) only 79.45. New Airworthiness Review Certificate (ARC) on 10th June 2009. New paint and interior in 2005. VHF NAV/COM 1 – KX155A. VHF NAV/COM 2 – RT 385A. DME KN-64. 300 ADF R-546E. New in 2007 mode ‘S’ Transponder Garmin GTX 330. Four place Sigtronics I/C. Asking Price: £37.500. For more information please contact the CFI & Operations Manager: Tel: 07899917698. E-mail: charles.hales@gmail.com
VANS RV 9A DIESEL
PIPER PA28 CHEROKEE 140. G-AVLE
Rallye 235C
Airframe 7245 hours. Engine 475 hours since zero time (Norvic, new millenium cyclinders). Always hangared. 1 owner last 20 years. Narco Mk12D. GTX320 encoding transponder. Good condition o riginal paint. No accident history. Annual Dec 2010. £17950. Tel: 07786383415. Email: vssnottm@btinternet.com
Taildragger in a superb c ondition. A unique aircraft. Four seats. Year 1979. TTAF 1500 hrs. Engine Lycoming O.540, 80 hours SMOH, Prop new overhaul. Paint/exterior as new. Delivered with new annual. Price 59.000 EUR. si@sigurnes.is
120hp Wilksch (WAM) engine, 120 hrs TTE&AF. May 2007 build. MT three blade C/S prop, glass panel, colour GPS two axis autopilot transponder mode C. 115/120 knots on 15/18 litres per hr. Permit May 2010. £60,000. 07860 558558.
Reduce your flying costs, fly on a permit
RALLYE MINERVA 220
PRACTAVIA SPRITE G-BCWH ROLLS ROYCE 0240 LICENSED 1968 one owner a/c always hangered near London. In 1986 a BRAND NEW ENGINE. engine fitted with a turbocharger was installed but the turbocharger was ALL METAL AIRFRAME COROSION TREATED DURING BUILD. removed. The turbo manufacturers claimed that for continuous use 235 bhp LOW HOURS AIRFRAME AND ENGINE. with 250 bhp for five minutes would have been delivered. PANEL MOUNTED ICOM RADIO AND SKYMAP 111c. Some strengthening modifications have been retained. Otherwise the engine IMMACULATLEY FINISHED 2 SEATER TOURING AIRCRAFT, without turbo is rated at 220 bhp 400 hrs later still giving breathtaking rate of climb. Short take off and landing, excellent all round visibility, fully ALWAYS HANGARED. IFR with 2* VHF, 2 NAV, ILS, DGO, RMI, 2*ADF, transponder, special extra FULL FLIGHT TEST REPORTS BY WELL KNOWN BAE TEST PILOT instrumentation. Not flown since £20,000 spent on new CofA. Brand new ROLAND BEAUMONT. propellor (some £8,000). Included a mountain of new and used spare PERMIT UNTIL JUNE 2010. engines, blocks, pistons, con rods, crankshafts, autopilot parts, etc. Ideal OWN AND FLY THIS UNIQUE AEROPLANE. aircraft for business or pleasure. £30,000.1009:Layout 1 20/10/09Contact Loop stripad ad 216x20 10:05 Page Tony Crook, Box 66,1272 Kensington High Street, London W8 TEL: 01253 397637 6ND or phone 0207 602 4992 or fax 0207 348 0389
For competitive aviation insurance... Authorised and regulated by the Financial Services Authority
The classic 120kt taildragger - fully refurbished and corrosion proofed in 2003. Arc until November 2011. Airframe: 5060hrs, Engine: O470A - 430hrs, Prop: Harzell 3 blade - 212hrs, PPonk undercarriage upgrade. ADF, GPS, NavCom, Xpder, 4 place intercom. Excellent short field performance and touring capability. Currently based near Andover. Illness forces sale. £40,000ono. Contact Brian Metters 01225 446669, bhmetters@gmail.com 1993 AG - 5B Grumman Tiger
TTAF 3385hrs. TTE 986 hrs. New ARC just completed including propeller and carburettor overhaul. Arc expires 12-07-2011. Aircraft bare metal resprayed, corrosion proofed and interior refurbished 2007 (see www.flymoore.co.uk). Airframe, engine and upholstery immaculate condition. IFR a vionics. Based at Blackbushe for viewing. £54.000 Tel: Ian 07941 578182 email: ianjamesward@tiscali.co.uk
Hayward Aviation Ltd info@haywards.net Tel: 020 7902 7800
56 LOOP NOVEMBER 2010 www.loop.aero
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BUY AND SELL YOUR AIRCRAFT ONLINE AND IN LOOP MAGAZINE www.loopmart.aero PA28-161
PA28RT-201
G-ELZY…1986…TTE 2130…TTAF 6880…engine build in 2004…KX155/GTX328/x1 King non G/S indicator…£33,000 + VAT with new Annual. Contact: Robert Wildeboer 01243 755064. rob.wildeboer@goodwood.com.
G-LAOL… 1979… TTE1260… TTAF4440… TT prop 480 since 2006 o/haul…GNS430…GMA340…KMD250… GTX328…KX165…ADF650…KN64 x2 G/S indicators…STEC single axis A/P…£44,950 + VAT. Contact: Robert Wildeboer 01243 755064. rob.wildeboer@goodwood.com.
PA28-181
PIPER ARROW 200 11
JABIRU SP470
De Havilland Chipmunk
Only 95 hrs, Vacuum Pump A/H. D/I. VSI. Transponder. Intercom. Murray Flint Painted. VGC. £23,500 01580 240277 / 07970040724
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
CESSNA 177RG
One owner!
G-OODW…1984…TTE 542…TTAF 9790…engine build in 2009…Garmin 430/S-Tec ADF650D/GTX328/KX155/KMA124/ KN84D/x2 G/S ind, Annual due Jan 11, £46,000 + VAT. Contact: Robert Wildeboer 01243 755064. rob.wildeboer@goodwood.com.
1974. TT 2715 A/F Engine 718 Prop 160. A very sound airplane. Always hangered. New C of A Jan 2010. All a/d’s complied with. King IFR. £43k. ONO No VAT. Contact Mr. P. Brunton 01970 612 567 (office), 01654 702248 (home).
Dyn Aero MCR01-VLA(Sportster)
ROBIN DR 400 180
1974 RG One owner since new. Twin KX 155 radios with twin VOR/ILS indicators. Four headsets. 1900 hours. Engine 770 hours. Based at Biggin Hill. Contact: Don Ward 01689853700 kestores@ntlworld.com BEECH BARON 95-B55
Tecnam P-2006T
Year 1982, Total Time Since New: Airframe - 2530hrs, RH Engine 535hrs, LH Engine - 625hrs, Right Prop - 72hrs, Left Prop 72hrs. Last Annual - April 2010, New Exterior Paint, very good condition, always hangared. Avionics: King KY196 COM, King KY-196 COM, King KN 53 NAV, King KNS 80 NAV/RNAV, King KR87 ADF, King KT-76A Transponder. Priced to sell, For further details or to view please call us on +44 (0)1952 770189
T7-reg, 2010, New aircraft, Total Time: 65 hrs., ENGINE Rotax Type 912 S3, Garmin, GNS430W NAV/COM/GPS, SL30 NAV/COM, GTX328 XPDR "S", GMA340, GI106A VOR/LOC/GS Indic. Mid Continent MD200-306 VOR/ LOC/GS Indic. Bendix KI525A HSI, KN63 DME, KDI572 DME Indic. KR87 ADF, KI227 ADF Indic. KA44B ADF Antenna, KG102A Directional Gyro, S-TEC55X Autopilot Artex ME406 ELT. € 285,000 VAT free. Stefano Scossa - 0041 912103128. aeromeccanica@bluewin.ch
DYN-AERO MICROLIGHT
Cirrus SR22 G2 Turbo GTS
2008 ACA CITABRIA AURORA
N885SR, 2007, Always hangared, SN: 2369, Total Time Airframe, Engine and Propeller: 410 Hrs, TBO: 1740 Hrs, Continental IO-550-N, 310 HP, Flown only by the owner. maintained by Cirrus Authorized Service Centers. $ 335,000 VAT free. Stefano Scossa – 0041 912103128. aeromeccanica@bluewin.ch
160 hours TT. 118hp Lycoming. Very Economical. Aerobatic +5/-2G. Full Gyro Panel. KMD150/ SL30 NAVCOM/GTX328 MODE S TXPNDR. JPI Fuel Computer. Aileron Spades. CFP-2 Corrosion Protection Package. High Spec. Perfect Condition. £86,995 (No Vat). For more details and a full specification contact European Dealer, Blue Yonder Aviation Ltd. Tel: +44 (0) 1787 224290 or mark@blueyonderaviation.co.uk
SOCATA TB9
Grumman SUPER AA1
Excellent condition. Built to a very high standard. Excellent avionics: Garmin GNS 430, Garmin 495, garmin 327, second radio, VOR + ILS. Murray Flint Paint. Propeller, cowl and cabin covers. Detailed feature article of actual aircraft in LAA magazine (Aug 2008). Approx 450 hrs TTAF/E. Contact Pat Kaina for more details: 07714326221, patrick_kaina@hotmail.com. Offers in the region of £48,000, offers considered.
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. May part-ex LAA or dismantle with enough interest Contact: David Hook - 07711 698636
150BHP upgrade! Only 2850hrs airframe and 380hrs factory zero-timed Lyc O-320E2G, 80hrs since factory o/h on Hoffman prop. 1500ft/min ROC, and 135 cruise @ 28L/Hour. Mark 01296 612316 or 07932 620039.
1981 ENSTROM 280C TURBO SHARK
MOONEY M20K
456HRS. 120 kts at 14 litres/hr. Fantastic vis. Adjustable seats. R912, SS tuned exhaust, CS Prop. One builder owner from new. Permit 2011. £40,000 Contact: GBYEZ@live.co.uk tel 07747690078
Dolt year 2000; 570 hours, Airframe and engine, annual due Sept 2010, 1 owner, hangared from new, immaculate, standard VFR instrument and KMD fitted, reluctant sale, kept at Oban Airport Contact: johnmac1933@btinternet.com, home: 01631 710643, work: 01631 563519.
On Behalf of a Major Finance Company
FOR SALE
Cirrus SR20 - G1. Y.O.M – 2003. Registration Number: G-CMLS. Engine: Teledyne Continental IO-360-ES. CAPS ballistic recovery system. Avidyne Flight Max EX 5000-C MFD slaved to GPS. Sandel SN338 EHSI Compass System. Garmin 340 Audio Selector Panel. 2 x Garmin GNS430 NAV/COM/GPS. S-Tec System Fifty-Five X Auto Pilot with ST360 Altitude Selector & Alert. Garmin GTX327 Mode ‘C’ Transponder. EMAX Engine & Fuel Monitoring on MFD Airframe & Engine Hours: 592 TT Location: South West England. Offers Invited Tel: +44 (0)1442 832234 or email: gordon.wyles@wyleshardy.com WYLES HARDY & CO Ley Hill Road, Bovingdon, Hemel Hempstead, Herts HP3 0NW UK T: +44 (0)1442 832234 www.wyleshardy.com
PIPER NAVAJO PA31-310
Jabiru J400 G-KEVI
Only 890 A/F HRS, 100 HRS engine, good component times, original paint and interior, private use only, King digital avionics. Phone James or Paul on 01328878809. For more details.
peter@nelson01.eclipse.co.uk tel: 01395 578487
Dyn-Aero microlight (£55K ono) Rotax 100hp / Grand Rapids glass cockpit / txpr modeC /skymap gps 250 hr / new permit (July 2010) based Branscombe E Devon
1967 BEECHCRAFT MUSKETEER A23-24
2884 A/F HRS, 60 HRS engine and prop, Colton paint in 2005, annual and ARC due August 2011, Skyforce moving map, Narco digital avionics. Phone James or Paul on 01328878809. For more details.
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
ADVERTISE HERE! 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.
CALL CHRIS 01223 497060 OR EMAIL chrisw@loop.aero
www.loop.ae ro NOVEMBER 2010 LOOP 57
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Pitts S2B
D-IGCA, 1964, Airframe TT: 2500 hrs, Interior - 9/10, Exterior - 9/10, Very well maintained aircraft, Valid ARC, 100 hrs on overhauled engines TCM IO-470's and engine accessories. € 150,000. Stefano Scossa – 0041 912103128 aeromeccanica@bluewin.ch
LANCAIR 320
ADVERTISE HERE! CALL CHRIS 01223 497060 OR EMAIL chrisw@loop.aero Slingsby Firefly T67M-Mk2.
Airframe - 5960 hours (in 22 years), engine - 390 hours since major overhaul (with a TBO of 1600hrs) OH, propeller - 360 hours since major overhaul (with a TBO of 750hrs) OH Date Feb09. Fully aerobatic. Bendix King avionics. Price: £42,000, Robert –07737745604, 01666825962.
Reims built cessna F172N
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
GT AIRCRAFT SALES
BAe JETSTREAM 31 1982 BEECH A36 BONANZA 1986 BEECH E55 BARON 1978 CESSNA CITATION 500 1976 CESSNA CITATION 550 II 1981 CESSNA 182P 1973 CESSNA 310Q 1970 CESSNA 340A RAM VII 1979 CESSNA 421C GOLDEN EAGLE IIIs CIRRUS SR20 GTS 2005 CIRRUS SR22 G2 2004 DESSAULT FALCON 50 1984 GRUMMAN GA-7 COUGARs PILATUS PC 12-47 2006 PIPER PA28-161 WARRIOR 1979 PIPER PA28-180E CHEROKEE 1970 PIPER PA32R-300T SARATOGA IITC 2005 PIPER PA31-350 CHIEFTAIN 1973 PIPER PA34-200T SENECA IIs PIPER PA34-220T SENECA III 1985 PIPER PA44-180T SEMINOLE 1981 PIPER PA32R-300T SARATOGA IITC 2005 SLINGSBY FIREFLY T67C 1990 SOCATA TB-10 TOBAGO 1981 SOCATA TBM 700 B 2002 YAK 50 1976 INSURANCE
€ Euros
€399,000 NO VAT £139,000 + VAT £160,000 NO VAT €675,000 + VAT $1,375,000 + VAT £65,000 NO VAT £49,000 + VAT €325,000 NO VAT from £155.000 + VAT £125,000 + VAT $280,000 NO VAT $4,700,000+ VAT from £45,000 $3,000,000 + VAT £35,000 +VAT £23,000 NO VAT €330,000 NO VAT £129,000 + VAT from £69,000 £129,000 NO VAT £120,000 NO VAT €330,000 NO VAT £42,950 NO VAT £32,500 NO VAT $1,525,000 NO VAT €59,900 NO VAT
$ USD Accepted
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 d amage history. £70,000. Phone 07850689792, 01572724991, nhoughton@btconnect.com
FINANCE
WE CAN HELP YOU SOURCE AND BUY THE AIRCRAFT YOU WANT OR WE CAN WORK TO SELL IT WHEN YOU DON’TRON HARRISON FOR WORLDWIDE AIRCRAFT SALES
PHONE/FAX: UK + 44 (0) 1305 814040 email: ron.harrison@gtaviation.co.uk. website: www.gtaviation.co.uk
SALES Loop stripad G. adT. AIRCRAFT 216x20 1009:Layout 1
FOR BUYING OR SELLING PRE-OWNED AIRCRAFT
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 SENECA 1
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
ROBIN DR 400/180 REGENT.
1988, Lycoming 0360-A3A, Sensenich 76EM 855-0-58, TTAE 2100 approx, Exterior: 8/10, Interior: 7/10, EASA C of A July 2009, New ARC Aug 2010, King Avionics, this aircraft looks nearly new inside and out and the asking price reflects the engine hours and would otherwise be considerably higher, engine has been extended to 2400 hrs, been repainted in 2006 when the wings and tail were re-covered and the wing spar mod also done. £54,000 No VAT. Contact John Kistner – Mistral Aviation. 01730 812008. Sales@mistralaviation.co.uk CIRRUS SR22 N719CD – GOOD CONDITION
2001. One owner. TT Airframe and Engine 1054, Prop 650. Dual Garmin 430's, Avidyne MFD, Sandel EHSI, S-Tec 55 Autopilot with Alt hold, Garmin Mode S Transponder, WX500 Stormscope. Portable Oxygen system, Cover. Annual to May 2011. £115,000 VAT Paid. Always hangared, view Plymouth. Contact Robin Taylor 01364 73336, 07798 663034 or robintaylor@airteccc.co.uk
ROCKWELL COMMANDER 114
ACROSPORT II
Offers around £85,000. FREE HANGERAGE. FREE STRIP AVAILABLE. She is in exceptional condition and hangared 10 miles west of Salisbury on a private 1000 metre strip. Full ownership or 1/2 share, Engineer on site.10 hrs since complete engine overhaul. KFC200 flight director coupled to 3axis autopilot, NEW :-GSN430, SL30 navcom, GTX330 Smode transponder, GMA340 audio panel, EDM700, Leather seats. Oxygen, TT1560 hrs grahamdimmer@hotmail.com or 07836205010
Lovely two seat Biplane in excellent condition. Continental 165hp engine with Christen inverted system. Airfame 220hrs, Engine 900hrs. Full canopy plus aeroscreens for open air flying. Brand new radio plus transponder. New tailwheel, full set of Cambrai covers. Smoke system. Fresh LAA Permit. £26,000 ono. Please contact Malcolm - 07785 286338 Or Email - malcolm@capitalaviation.co.uk
1980 PIPER SARATOGA PA32
PITTS S2A – THE CLASSIC
301T Turbo, Hangared, Fixed gear csp 154kt, Full king avionics 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.
20/10/09
000 No 10:05£92, Page 1 VAT. 01226 790735
For competitive aviation insurance... Authorised and regulated by the Financial Services Authority
G-STUA: the classic Pedigree Pitts is up for sale, Factory Built: 1978 s/n 2164, TTAF: 3,664, TTE: 1,230, Last Annual : April 2010, Last Prop Overhaul: April 2010 (@£3,500 cost!) CSU (overhauled): April 2010, Always Hangared; same ownership 15 years. The perfect aerobatic machine from fun for 2 on a sunny day and standard to advanced aerobatic competitions. A very tidy ship in good condition. Based at Stapleford Airfield Asking - £41,000 (no VAT). Contact Patrick on Mobile : +44 7879 88 22 55. E mail: pmr@flylea.com
Hayward Aviation Ltd info@haywards.net Tel: 020 7902 7800
58 LOOP NOVEMBER 2010 www.loop.aero
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BUY AND SELL YOUR AIRCRAFT ONLINE AND IN LOOP MAGAZINE www.loopmart.aero Cessna A-185 Skywagon F
Ikarus C 42
D-ELFO, 1980, Total Time: 3300 hrs, Engine TCM IO-520-D, TSOH: 1443, Oerhauled: 9/06, Propeller Mc Cauley D3A4C403/80UA-10, TSOH: 1000, OVH 5/03. Interior / Tan, 8/10. Exterior - 8/10. $ 144,400 VAT free. Stefano Scossa – 0041 912103128. aeromeccanica@bluewin.ch
912 Rotax engine, Radio Transponder, VSI GPS Only 24O Hours from new, 5 years old. £50,000, Contact: Bobpage66@yahoo.co.uk
SLINGSBY FIREFLY T67M MKII (160HP)
1969 PA23-250D AZTEC Year 1993, Total Time Since New: Airframe - 4418hrs, Engine - 587hrs, Prop - 408hrs, Fresh Annual and all service bulletins/mods up to date Very good condition, Priced to sell. For further details or to view please call us on +44 (0)1952 770189.
PIPER PA32-300 CHEROKEE SIX 1978, G KNOW, TT Airframe 2811 Hours, TT Engine 10 Hours Since Rebuild, TT Prop 10 Hours From New, Brand New Hartzell Three bladed prop. King Avionics, full IFR fit. including Piper Autocontrol IIIC 3 Axis Autopilot, Cambrai Cover, External Power Lead, Tip Tanks (Fuel-84 US Gallons), Life Jackets, Electric Trim, Sun Screens. Club Seating, Cream Leather Seats with Blue Piping (New 2005). £73,000.00 Offers Invited, Vat Paid. Hangered at Stapleford Essex. George 00447904338864
Piper PA-28R-201T Turbo Arrow III
7343 Airframe HRS 934 ENG HRS, Deice, Good paint and interior, annual and ARC due FEB 2011. Garmin 430 & Mode “S” Xponder. Owner pilot for last 20 years. James or Paul on 01328878809, for more details.
HB-PMS, 1978, TT: 3500 hrs, TCM TSIO-360-FB TT: 600, Prop Hartz BHC-C2AF-1BF TT 3400, In good condition. No damage history. €46,200. Stefano Scossa – 0041 912103128 aeromeccanica@bluewin.ch
PA28-161 Warrior II
FABULOUS TOBAGO 200 XL
2007 Super Decathlon
1997 Super Decathlon
170 hrs TT. Fully Aerobatic with 180hp Fuel-Injected & MT Composite C/S Prop. Mode S. Full Gyro Panel. GPS. Annual carried March 2010. One Owner. £100K. Call Mark at Blue Yonder Aviation for full info 01787 224290.
310 hrs TT. 85 hrs Prop. Fully Aerobatic with 180hp Fuel-Injected & C/S Prop. Annual just done. 1950lbs GW increase mod. £70K. Call Mark at Blue Yonder Aviation for full info 01787 224290.
2009 build SportCruiser plane for sale
100 HP Rotax, analogue panel with Garmin 328 Mode S transponder, Large 695 GPS, BRS, Test Hours only, beautiful plane in white, blue and silver bargain at £78,600 inc VAT, ready for permit & to fly home. Call Ben on 0207 536 6356 for details, or see www.czechsportaircraft.co.uk 1970 CESSNA 172H REIMS
ADVERTISE HERE! 1988, TTA 8665, TTE 280 Zero-timed rebuild 2006, Prop 280, Full King IFR, Trig Mode-S, Full repaint 2006, Public CoA ARC 24/2/2011, Ext 8/10, Int 7/10, Privately owned, Beautiful, reliable aircraft. £44,950. mjw3136@mjwade.co.uk 01280 860355.
CALL CHRIS Eng less than 600 hrs from new Prop 30hrs SMO. Remanufactured by Socata in 1997. King Avionics full airways, Skymap 111c. All 500hr items completed 2008, Cambrai cover, dingy, Workshop manuals. No VAT (VAT paid). Like new £59950.00 or consider shares. 0789 4472 360 rodshears@ntlworld.com
01223 497060 OR EMAIL chrisw@loop.aero
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
ROBIN ATL
Turbulent druine d31
RALLYE 150SV
Serial Number 64 - Manufactured June 1986, Total time - 2708 hours, Engine time - 186 hours, CoA until 27/12/2010, Becker Radio with intercom / 2 headsets / Garmin GPS, 1QUE / Fuel consumption - 15 litres per hour. Barry Walker - 07836 779168, 01453 548387.
G-ARIM. A/F and engine zero hours. Dismantled and in dry storage in North Berwick. Estate sale. £4,490. Contact sa300.duster@virgin.net or Phone 01620 850448.
Fully refurbished sporting Breitling sponsored livery. Please see the website www.GKHRE.co.uk for full details, price and contact.
KITS OR READY BUILT
ENSTROM F28A G-BONG
Runs on unleaded Mogas. Fuel injection engine. Fully approved in the UK. Basic insurance around 1k. Type ratings. Servicing and spares always available. Rotorway 162F. Brand new. Radio Fitted. Others available Price £39,000 + VAT. SOUTHERN HELICOPTERS LTD. TEL 01279 870211 E-mail jon@rotorway.co.uk Website www.rotorway.co.uk
TT 2975, good component times, engine 530 hrs, Annual until Oct 2010, Met Silver with red leather. Bargain at only £32,000 NO VAT. Tel 01978 780197 or 07780 700418
De havilland dh60 moth major
SORRELL HIPERBIPE SNS7
G-ACNS S/N 5068 1934, impressive history, rare. £70,000. Phone Croydon Parry 0207 6229115
Aerobatic/touring Biplane on LAA permit to April 2011. Fuel injected Lycoming IO360,Hartzell C/P prop. Christen inverted oil & full inverted fuel system. £21750. 01394 448231 or 07929666069
www.loop.ae ro NOVEMBER 2010 LOOP 59
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SA341G CIVILIAN GAZELLE HELICOPTER FOR SALE
TTAF 10900 Approx, Lycoming 0320-E2G, Mccauley 1C172/BTM7359, superb condition with no history of accident damage. £38,000 Contact: Grant Miles 07957 358908
GROUPS & SHARES
Excellent Engine & Component Times For Further Info, Contact +44(0)1328 830060 or jeremy.a.taylor@btinternet.com
ROBIN 340 SHARE IN EAST SUSSEX
fly this cub for £30 per hour - 1/5 share available
One of the best Cubs about. Airframe lovingly restored & recovered 2009. 1946 L4, Continental C85 engine. New permit until June 2011. Electric starter & wing tank. Well managed group with plenty of availability.
Hangared at excellent strip near Horsham. Share £5000; hangarage £50/month; £30/hour wet. 01428 642601 / 07887 715757
A one sixth share, well equipped with very low engine hours & good availability. Private strip & hangar in East Sussex £95pm £60ph wet. £4200, Non-equity share considered. Contact Bryan 01444 892841 BJ@F2S. COM or Geoff 01323 833641
Chipmunk 1/6 share £5,000
1/8 SHARE GLOSAIR AIRTOURER SUPER 150
PA-30 £17,000
SYWELL BASED BEAGLE PUP 150
£120/month; £80/hour wet (fuel and oil), Hangared at Oaksey Park, Full conversion training available, On-line booking system and good availability, Contact Ken on 07785 537603 or email fraser@dalgowan.freeserve.co.uk
Based at Rochester, semi aerobatic two seat tourer with C/S prop, recent full respray & new leather. Bored with Cessnas and Pipers? Fly an aeroplane with character that always turns heads whenever you land. A very friendly group, on-line booking and good availability make this a viable alternative to renting. Engine fund. £75 PCM and £85 PH wet. 1/8 Share £3000. Contact Dave on 07711 189933
25% shares G-BAKJ. BRNAV/ GPS approach approved. Dream Panel. Leather interior refurbished. Engines under half life, hangared near London/. 160kts cruise. For full specifications and photos contact grahamcolover@aol.com or call 07768063289
1/6 th share available £5,100, Good availability, Friendly group, Hangared, Delight to fly this Historic Aircraft. Contact: Phil 01327830549 07794624509. e-mail: intermanxnorton@me.com
Bölkow 209 Monsun
1/6TH SHARE
PA28 140 Cherokee
YAK 52 CENTRAL SCOTLAND
Thruxton based two seat, semi aerobatic tourer. Excellent availability. Friendly well organised group. 1/5 shares (£4000) available. £70 pcm, £65 per hour wet. See http://groups.yahoo.com/group/ D-EGHW/, Jonathan - 01264 333606, jsb@jsblake.co.uk
IMC equipped, recent ARC at Headcorn (Shenley Engineering), lovely to fly, c urrently hangared at Biggin, friendly group online booking. £4,750, engine fund visit www.triquetra.co.uk/bams or call John 07786 566477.
1/12th share in a fine PA28 140 Cherokee. Well equipped (IMC), good availability with web based booking. £2,000 per share £75 per month £70 per hour wet. Based Gloucester/Kemble. 07595 373539 stephen.white2@btopenworld.com (Treasurer Gatti Flying Group)
Shares for sale in Yak52 group based central Scotland. 100hrs A/F & Engine since overhaul. Gorgeous example Warbird flying at flying club rates. Full details from declancurtis@talktalk.net / 07736800682
C150 CHEROKEE WARRIOR ARCHER CHEROKEE 6
FIFTH SHARE PA28 PIPER WARRIOR 11
NORTH WEALD BASED BEAGLE PUP 150
PA28 – 161 WARRIOR II
Pitts Special S1-E Tex
Wellesbourne Warwickshire, no capital Flying Club. No minimum daily or weekend hire, £40 per month, rates per hour, wet, fully inclusive, weekday/ weekend, Cessna 150 Aerobat £79/£89, Cherokee 140 £89/£99, Warrior £99/£109, Archer £109/119, Cherokee 6 £189/£199. FREE BROCHURE 01789 470424 www.takeflightaviation.com
Based Old Buckenham, Norfolk. Zero timed eng/prop, EASA C of A, Hangared, E-Allocator booking, Full Panel plus auto pilot. Low Hrs and experienced pilots welcome, excellent availability. £150/ mth + £70 wet. £8000. Call Ray on 07810502850 for viewing and trial flight.
1/6th share available. £5300 ono. CofA completed Jan 2009. Well run group. See www.swiftflying.co.uk Contact Roger Hayes on 01285 851311 or 07860 257333
A fifth share available at £10,000 in this superb 1984 PA28 -161 Warrior II based and hangared at Humberside Airport. Only three other shareholders and operational costs are £84 per hour wet with no monthly standing order. Excellent condition rated at 9/10 inside and out. Contact Chris Dale on 07711 438999 or e-mail chris.dale@gbpom.co.uk
Share available in G-BMTU at Sherburn in Elmet, IO360 S injected, TTE 680hrs, TTAF 200hrs. Half or third shares considered to suitably e xperienced pilots. Contact Neil Pogmore neilpogmore@yahoo.com 07714 205147
SHARE FOR SALE BASED WELLESBOURNE
SUPER L4 CUB
MOONEY M20J
ROBIN REGENT
MX-7-180 MAULE 1991
Be free from flying club restrictions: shares available in Mooney M20J hangared at Booker. Touring and day trips in style at 150kts, fully equipped. See www.zitair.aviators.net
1/6th shares available in friendly group operating a Robin Regent out of Spilsted Farm Strip, E Sussex. GMIFF built 1991; 1568 TTAF; 828 TTE; always hangared; no outstanding ADs; full IMC kit; Skymap. £90/mth fixed; £80/hr. Call: John on 01424 845400 or Roger on 01424 838403
Based at Co. Durham, G-BTXT. Dec 91. A.R.Cert June 2011. TTAc and engine 1106 hrs. Lycoming 0-360-C1F. Hartzell c/s prop 436hrs. KX155, KI203 VOR, KR76a txp, KN64 DME, AvMap Geopilot Plus. Vortex Generators. 1/4 share at £9,750 07801 184372
Yak55m G-NOIZ
GRUMMAN TIGER
PIPER 28R -180
White Waltham based Fabulous condition, £30,000 spent in 2008/9 upgrade. 375TTAF, new prop, engine, plugs, spades. 1/3rd share £18,350 Simon - 07730506129
Swindon based Grumman Tiger share for sale. 1/5 share in AA5B based at Draycott Farm. £7000.00. £65/hr wet. £100/month. ADF, RNAV, Mode S. May consider non-equity membership. Contact Tony Tel: 01635 200431. tony@redshiftdesign.co.uk
Kirknewton/Edinburgh Based. Always Hangered. 3 Blade Prop 180bhp. Engine 653 hours. Fully equipped. 1/4 Share Available. New C of A £7500 Tel 07836 379711 Email: biodun@sfg.co.uk
ROBIN HR100/210 SAFARI £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. Julian 07872824605
1/6th share available in well run group based in own hanger at Wellesbourne. 95 hrs TTAE with new full permit. Wilksch WAM 120 diesel engine, MT 3 blade C/S prop. Very economical 16ltrs hr JetA1 at 140 knts cruise. Well equipped for touring, Garmin GNS 430, Garmin VOR/ILS, Garnin mode c transponder, digital EMS. All fixed costs £60/month including home landings, and £35 pr hr wet. Contact: Mark Weaver 07801 126877 or Steve Arnold 07779 311769
Based in Fife/Glenrothes. 1940, TTAF/E1200hrs, Super Cub Fuel system 4.5 hrs endurance, solo from the front , Cleveland brakes/800 tyres, Comm KY96A, intercom P & S 1000., £43/ hr wet with free landings, £80/month, Sixth shares at £3,700. Contact: sa300.duster@virgin.net or telephone 07836 589898
SPORTSCRUISER
Loop stripad ad 216x20 1009:Layout 1
2 shares available in a group of 5. Superbly equipped new aircraft arriving April 2010. £16k per share, £6k of which deferred for 2 yrs. £70 p/mth £45 per hr wet. 20/10/09 Page 1 Call Mike10:05 on 01234 355149 / 07725 560809
For competitive aviation insurance... Authorised and regulated by the Financial Services Authority
Hayward Aviation Ltd info@haywards.net Tel: 020 7902 7800
60 LOOP NOVEMBER 2010 www.loop.aero
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BUY AND SELL YOUR AIRCRAFT ONLINE AND IN LOOP MAGAZINE www.loopmart.aero GROUP FLYING
1/6 SHARE AUSTER D4/108
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
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
PIPER ARROW 2 1/5 SHARES
JODEL DR1051M1 1/2 SHARE
ROBIN DR400-160
2 1/5th shares for sale in friendly 1973 Piper Arrow 2 group based Denham. Fully IFR. £8000. Wet £80 per hr. More details at: http://n747mm.helihost.org/ad/ Contact 07956 282 940 or andrewflyboy1@aol.com
G-BHTC 3-Seat (or 2+2) at Oaksey. 1/2 share with great co-owner. 30 hours on 105hp Potez gives 3-seats & 100+kts cruise at 21 ltr/hr. 1520 airframe hours, new permit & beautiful. £12,500 Contact: 07967 805059
Two 1/6th Shares. Hangared at Headcorn, IMC equipped, maintenance by Shenley Engineering, June completed annual, lovely to fly, great tourer, friendly group, online booking, £4,750, engine fund Contact: www.triquetra.co.uk/bams or call John 07786 566477.
SOCATA TB10 SHARE LIVERPOOL
WELLESBOURNE WARRIOR II
Hangared at Liverpool. Perfect 4(5) place touring 180hp gives 120kts at 35Lph. 2 Bendix King NAV/COMM with Glideslope, DME, ADF and 2-axis autopilot. 1/12 share £3,500. £120pcm £75p/h. Airframe 2846 hours. Engine 1744 hours inc healthy engine cash fund standing at £15,000. Friendly, well run and established group with excellent availability. Call Alan 07976 667807. www.deltaecho.co.uk
PA28 161 Shares for sale at £2500 each. Small friendly Group. Recent Annual. £70PM, £70PH Wet. For further details Phone Norman 01608 664613 / 07917 312158 David 01455 613001 / 07980 705844
PIPER ARROW 200HP 1/6 SHARE – SUFFOLK
1944 L-4J PIPER CUB
3 Blade C/S Prop. Twin NS800 FM immune RNAV, Michel MX 170C Nav/ comm, Garmin 340 Comms Box,TXPDR GTX 327. Autopilot; 2 x Altimeter; 2x CDI/GS; Slaved DI, ADF, 4 place intercom; Two-tone leather interior. 4-man liferaft; two lifejackets, McMurdo Fastfind GPS ELB. Internet booking system. 815m grass airstrip. No hangarage or landing charges. One-sixth Share available £6,000.00. Hourly rate £90.00 wet : Monthly charge £97.00 (Mar 09). For details: Peter Tel +441284706222. email petespencer@kesdale.com
Low-hour continental 65A engine, Sensenich propeller Brand new aluminium wings. USAF D-Day markings Permit renewed May ’09 White Waltham based. Two reluctant sellers due to relocation! £6500 per share 01886 880568
EV97 EUROSTAR £3,700, £55 /month, £35 /hour wet, Tenth Share of G-CFEE EV97 Eurostar, Microlight hangared at Redhill. Micro/NPPL/PPL licenses, All metal, 2 seater with luggage shelf, 3 blade carbon prop, 100 mph cruise, 3.5 Hr fuel capacity 188kg useful load, Inexpensive and practical sport plane in immaculate condition, low hrs engine and maintenance fund accumulated, Nimble and responsive handling, class leading performance, unobscured vision.
ADVERTISE HERE! CALL CHRIS 01223 497060 OR EMAIL chrisw@loop.aero
Contact Julian 07872824605
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www.loop.ae ro NOVEMBER 2010 LOOP 61
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Clubs and Schools
Aircraft Dealerships and Parts
West London Aero Club
� � � � � � � � �
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
Clubs and Schools
White Waltham Airfield, Maidenhead, M4 Junction 8/9, M40 Junction 4
Hampshire Aeroplane Club
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
Operating from
GOODWOOD
DEREK DAVIDSON flyderek@hotmail.co.uk Instructor/Examiner
DON’T CHASE SHADOWS
Cessna 172/Cirrus SR20 PPL Training / Hire
www.hampshireaeroplane club.co.uk
Avionics MODE S IS HERE TRIG and FUNKWERK units in stock for immediate dispatch.
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
www.airworlduk.com
Aviation English to Level 4.5 or 6 if required (by arrangement) certification 1 hour only
Batteries
Premium Aircraft Batteries and Chargers Call AQS 02086 062950 arage Hang ailable av now ll for ca s price
Avionics
To advertise here please Christmas Special
call Ryan 01223 499791 or email ryan@loop.aero
62 LOOP NOVEMBER 2010 www.loop.aero
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Propeller Overhaul
Aircraft Maintenance
Software
Pilot Life Assurance
Microlight Services
Fly in to Galaxy Microlights... UK ULPower Dealership
Galaxy Microlights is a Wiltshire based small microlight aircraft repair and service centre providing the following services: ● Permit inspections ● Check flights ● Repairs ● Maintenance ● Fabric Covering & Paint Spraying ● Micro Avionics
07841 614577
Galaxy Microlights Ownership
www.galaxymicrolights.co.uk
Aircraft Kits
Tailwheel Conversions
Aircraft Respraying
Mark Jones
Call us now for a competitive quote
mark@galaxymicrolights.co.uk
Hangar Space
Fuel Tanker
Helicopter Training
To advertise here please call Ryan 01223 499799 www.loop.ae ro NOVEMBER 2010 LOOP 63
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Aircraft Covers
Maintenance and Propeller Overhaul
Pilot Shops
Hangar Doors
Overseas Property
Pilot Services
● Professional ATPL (A) Available ● CAA & FAA Revalidations and Check Rides ● King Air Type Rated ● Safety Pilot ● World Wide Ferrying ● One On One Training
www.pilotservices.org.uk Tel: 07859 815050
Business Opportunity
For Sale
Active Flying School & Maintenance Business The businesses are based at a CAA licensed airfield located in East Anglia. The airfield benefits from an excellent catchment area and close access to the A1. The school operates a modern fleet of training aircraft offering ratings for PPL (JAR), NPPL, Night, IMC etc. + AOPA Aerobatic courses and tail-wheel conversions. Other income streams include fuel sales, parking, hangarage and ground school. The training fleet is offered on a sale or hire basis. Maintenance is carried out in house with full EASA Part M, subparts F & G + M3 approvals covering all types of Annex 1 & 2 aircraft including wood, fabric, metal etc. Additional income generated from external maintenance contracts. The site offers huge potential for expansion and development. Call 07860 633 611 for information on Maintenance Business Call 07931 785 076 for information on Flying School Business
64 LOOP NOVEMBER 2010 www.loop.aero
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Ground Support
Pilot Life Insurance
*
*
* in most cases
IF YOU'RE READING THIS, THEN SO ARE THOUSANDS OF POTENTIAL CUSTOMERS TO ADVERTISE YOUR PRODUCTS AND SERVICES HERE PLEASE ContACT RYAN COOGAN on 01223 499791 or at ryan@loop.aero www.loop.ae ro NOVEMBER 2010 LOOP 65
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INSTANTEXPERT
Mike Miles’ Bulldog retired from the RAF in 2000 but still wears the colours
+PRE-OWNED AIRCRAFT
Scottish Aviation Bulldog Was this Britain’s best-ever light aircraft? + B U L L D O G FA C T S
+ Made in UK + Two seats, 200hp Lycoming engine and constant-speed prop, low wing, all-metal airframe + Designed as an ab initio trainer for the RAF (and Swedish Air Force) + Aerobatic +6/-3 g + Big brother to the Beagle Pup
B
ULLDOGS are a development of the Beagle Pup and the two share a common Owners Club, and type support. The Bulldog was built by Beagle’s successor, Scottish Aviation, to be an ‘ab initio’ trainer for the RAF. The Swedish +MODEL HISTORY
+ May 1969 First Bulldog prototype, designed and built by Beagle, flies at Shoreham Airport + Dec 1969 Beagle Aircraft factory closes + 1970 Scottish Aviation buys production rights from administrator + 1972 First 58 Bulldogs delivered to Swedish Air Force + 1972 RAF orders 130, designated Bulldog T.1. Other countries follow + 1977 Scottish Aviation absorbed into British Aerospace (BAe) + 1984 Last delivery – in all, 320 made and delivered
Air Force also bought them. The RAF retired its Bulldog fleet in the late 1990s/early 2000s and they went into civilian use. They are rated for aeros, and have a constant-speed prop and 200hp – perfect for a military trainer and good fun for PPLs. Owner of the one here, Mike
Miles, says, ““It feels like it’s hard-wired into your muscles _ it’s responsive to the ultimate degree. There’s some talk of it being difficult in the spin but if you follow the procedure, it’s fine. At the end of the day it was designed as an RAF trainer – it’s not going to kill you.”
+VITAL CHECKS
+OWNING ONE
!
Fatigue Index The Bulldog is fitted with a meter in the centre console between the seats that measures the aircraft’s use. It not only records hours flown but landings and takeoffs, ‘g’ pulled during aeros, and by dint of a complicated calculation comes up with a Fatigue Index (FI). The limit is 114 (roughly 5000hr) when the aircraft is either grounded or the wing spar replaced, extending the FI to 200 (roughly 8760hr). See Service Bulletin BDG/100/170. If you don’t do aeros, the FI grows much less quickly! PHOTO Mark Jefferies www.yakuk.com
Bulldog cockpit with full harness, dual controls, huge baggage bay 66 LOOP November 2010 www.loop.aero
MIKE Miles has owned his 1974 Bulldog for ten years, ever since it was ‘retired’ from the RAF in 2000. The aircraft, still bearing its RAF number XX630, is used regularly by Mike for touring and he flies 100-200hr a year. He’s been to the Malta Rally four times, and around France, the UK and Ireland as part of ‘Intrepid Aviators’, a group of like-minded pilots. He says the Bulldog is not the cheapest to operate but not ridiculous either. Fuel burn is around 7 gallons per hour when cruising at 120kt though this shoots up if you thrash it, such as when performing aerobatics. Insurance with a hull value of £30K is £1500pa, the annual is around £1500 and between £300-500 for a 50-hour check. Hangarage is £200pcm. The engine is a Lycoming IO-360 which had to be replaced recently when it reached 2400hr. “The power was going off because the cams were worn,” said Mike.
+2F O R S A L E
PRICE: £5000 1/6 SHARE 1973 Mk1, based Goodwood. Low FI reading, 200hr since new engine, £130pcm, £40 per hr dry. www.xx554.com
PRICE: 48,700 euro Hungarian reg, TT 3372hr, TTE 2639, 824 SMOH. New paint. http://twitter.com/jetflyhu
www.loopmart.aero
+PROS AND CONS
PROS + First rate handling + Aerobatic +6/-3 g + Genuine warbird + Excellent visibility + All-metal airframe + Good support + Roomy cabin + Holds value
+THE DATA
SCOTTISH AVIATION BULLDOG Cruise 120kt @ 70% power Stall speed 50kt (full flap) Fuel burn 7 USG/hr at cruise Engine 200hp Lycoming IO-360-A1 B6, fitted with Hartzell 2-blade constant speed prop Wingspan 10.11m Length 7.08m Max weight 1066kg Useful load 417kg Seats 2 Manufacturer Scottish Aviation, Prestwick Type Support D H Support www.dhsupport.com Owners Club Beagle Pup & Bulldog Club www.beaglepupandbulldogclub. org +LOOP SCORE
Running costs Durability Performance Reliability Handling TOTAL SCORE
★★★★★ ★★★★★ ★★★★★ ★★★★★ ★★★★★
+OR THIS...
Beagle Pup 150 £29,500
CONS + Airframe spares expensive + Wing spar ‘lifed’ + Heavy, so fairly thirsty + Only two seats + Rarely come up for sale
Slingsby T67 Firefly 1989 £35,000
22/25
Haywards LOOP FP
30/4/10
09:12
Page 1
*A new engine core is defined as a Lycoming factory new engine that has never been overhauled or rebuilt (otherwise known in the industry as a “first-run core”).
**An original factory engine is defined as an engine that last left the Lycoming factory as a New, Rebuilt or Overhauled Engine.
For complete details, visit Lycoming.com or call 800-258-3279 to find an authorized Lycoming Distributor near you.
Certain restrictions apply. These offers require the return of a new engine core or an “Original Factory Engine.” Offer subject to end or change at any time. All offers quoted in USD. See your distributor or visit Lycoming.com for more details. Discount program cannot be combined with the Fleet Rebate Program. © 2010 Avco Corporation. All rights reserved.