Popular Flying April 1957

Jrror*G FRoM rHE RESroNSE received so far our first issue has been very well received and opinions expressed both by letter, telegram and word of mouth indicate that we appear to be going a long way to filling a niche in aviation news which has been empty for far too long. It has always been a matter for regret that our contemporaries have in the past been too pre-occupied with bigger and possibly more commercial things in aviation. In these times when the problems of air defence and air transport loom large, scant attention is given to the doings of the enthusiastic amateur aviator - in fact not only scant attention but very little, if any, encouragement.

Already commercial aviation is pondering the problem of airline pilot recruitment, but a vigorous policy of encouragement by the governments since the war to private flying would have gone far to help in the provision of pilots to flllthese vacant places. If entry into the flying world is made so difficult and costly as it is today what encouragement is there for the youth of today t to turn its thoughts skyward and regard the air as a place where one can earn a living? The financial investment which a professional pilot has to make in order to qualify is now a very large one and unless there is a steady encouragement not only to make youth air-minded but also to get him airborne cheaply and with minimum red tape then the future supply of commercial pilots will be meagre indeed.

We hope that we have made our point that private aviation has a big part to play in the aeronautical future of this country of ours. That it can play its part we all know but whether it willbe encouraged to do so remains to be seen. What is wanted is active encouragement from officialdom not passive resistance disguised as lip service.

now under the capable management of BRITTEN NORMAN

Ltd. manufacturers of G-APFA, the Turbi WELCOMES

the Private Flyer Make BEMBRIDGE

lk No landing fees for privately-owned or Club aeroplanes

* 4250 ft. grass strip

* 73 and 100 octane fuel

* Full maintenance and overhaul facilities

f, Limited hangarage available

f Fully-licensed bar

f, Light refreshmentslobsters and prawns when in season

* 10 minutes walk from sea-buses to all parts of the island pass airport gate

AIRPORT your seaside sunspot

A BOVE is a photograph of the Coventry Victor 'Flying /1 Neptune'engined 'Piper-Cub'aeroplane, with Mr Peter Masefield at the controls during its original flight tests' Mr Masefield is President of the Popular Flying Association. He expressed entire satisfaction with this 60 b.h.p. smooth running, vibrationless engine, as did over a dozen other pilots who took part in the tests.

fhis is the oero enginewhich wos recently shown on lTV,being instolled in the'Druine-Turbi' oeroplone: 'Build it yourself ' progromme.

Manufactured under Weaver's Patents by THE COVENTRY VICTOR MOTOR COMPANY LTD Aero Division, COVENTRY

Mr Peter Masefield YYas greatly impressed by the smoothness of this Victor 'Flying Neptune'

Photograph by The AeroPlone

EXECUTIVE COMMITTEE

We announce with regret that Group-Capt. Edward Mole and Mr. A. R. Weyl, both of whom have been associated with our movement since its early days, have now resigned from the Executive Committee. We would like to take this opportunity of thanking them for their past services on behalf of the Association and wishing them success for the future.

On the Wing

BY ARBUTHNOT

A brief visit to Yeadon found the Appleyard Chilton G-AFSV in service with its leg out of splints again, and wearing its trousers properly. This engine change has been so successful that another conversion of a Chilton is now in hand at Denham. The Luton Minor G-AFIR is now undergoing its annual Permit to Fly check, and should shortly be back in service resplendent for the Summer season. West of London we find P.F.A. member Hugh Kendall renewing the C of A on the 'hot rod' S.K.l. We are hoping, however, that the not too distant future willfind Hugh and his wife back on the ultra lights and achieving the sort of efficiency that enabled him to win the Daily Express race a few years ago.

After a serious car accident Harry Judd of the Aldenham Group is now back in circulation, but as a result of his accident is not fit to fly yet, bad luck, Harry.

The effect of this fuel shortage was very apparent when visiting the Aviron Group at Panshanger recently. No flying could be undertaken and faces were glum indeed. However, the Group retains its enthusiasm under the guidance of Paul Falber, the Secretary, and Baron de Saigny the C.F.I. who was well known pre-war as the operator of the Norfolk and Norwich Aero Club at Mousehold and an early exponent of steep climbs with sailplanes, an H.Il in particular, using a belly hook. Also at Panshanger the Herts Potrice Group operate a very clean Tiger Moth on which instruction is given by Dave Brown who as a change from writing Pilot's Notes during the week, puts it all in practice at week-ends. With the Biggleswade Group Tiger as well, Panshanger bids fair to oust Elstree as the aerodrome with most GrouPs.

Lord Brabazon of Tara is well known for his sporting achievements and recently at an august dinner of aviation personalities, he gave our Association a real boost. His Lordship stressed the important part that ultra light construction could play in making aviation a success for the youthful but impecunious. After several amusing references to Santos Dumont, the noted Btazilian designer of the 'Demoiselle' for which plan sets were available about 50 years ago, Lord Brabazon told his audience Yery forcibly that there is now no excuse-plans can be purchased-now is the time to get out our bradawls, and chisels, and whatever else one uses to get building. Sound advice indeed from our Number One pilot-one member of the audience thought so and placed his order for Turbulent plans there and then at the dinner. VERB. SAP !

The Annual General Meeting of the Popular Flying Association will be held at Londonderry House on SaturdaY, 25th May, at 2.30 P.m.

P.F.A. visits the Experimental Group

Important events in the history of the Experimental Group have always occurred under the influence of Taurus. The Group was formed in Muy, 1947 as a kind of 'Headquarters' Group (flree flying for the boys) where aircraft given to the Ultra Light Aircraft Association could be operated and made available to U.L.A.A. for demonstration flights and social visits.

During a recent visit, records going back to 1947 were studied. The pioneering influences of M. O. and I. G. Imray and R. W. Clegg were clearly indicated and as they were also the leading lights of U.L.A.A., it is hardly surprising that the changing fortunes of the Association were reflected in the Group. These officers eventually managed to obtain a disused blister hangar at Elstree Aerdrome and the Group and its equipment-recorded as consisting of a work bench with two vices and some knocked down Horsa glider spars-moved in.

Group funds were then approaching f,50 and with security behind them, a series of cheap but usually uneconomic or incomplete aircraft were stabled at Elstree for varying lengths of time. Keen spotters may have noted a Comper Swiflt, Dingbat, Motor Tutor, Martlet, Heath Parasol, Zaun,koenig and Bibi. The current British Air Racing Champion was not the first to recognise the handicappers' horror of surface imperfections.

G/C Edward Mole flew the Bibi into second place in the 1949 Grosvenor Trophy Race with the aircraft resplendent in a mottled coat of filler and stopper-and having collected mud from a ploughed fleld en route.

In spite of an encouraging start, the period at Elstree provided plenty of growing pains and the Group could only manage 2$ flying hours with the flrst half dozen aircraft. Jean Bird then joined the Group and her professional approach to

flying allied to a dislike of needless beaurocracy and headstrong pilots, gave the Group the leadership it needed.

Flying instruction was then being given on an Auster at 38s. per hour and whilst most members would have been content to continue hiring this aircraft, Jean was planning for additional expansion and she realised that maintenance and flying requirements often claimed the aircralt at the same time and that the successful Group must operate at least two of a kind.

With financial assistance from Jean Bird, the Group purchased what many people consider to be the most beautiful light aircraft-a DH Moth Minor, G-AFPR. Unfortunately it became apparent that this atcraft did not like the Elstree runway and a series of ground loops of increasing violence ended tL a cracked main spar. De Havilland's were atthat time engaged in work on the Comet and were not interested in Moth Minors. There was only one thing to be done A Rice Trailer was borrowed and G-AFPR was squeezed in and taken to Hatfleld where it was parked in front of a Comet l. De Havilland's then became very interested in Moth Minors and were able to locate the required drawings and stress calculations.

The blister hangar at Elstree was scheduled to be dismantled as one corner was overlapping the limits of the local reservoir watershed area, and G-AFPR never renewed acquaintanceship with the Elstree runway as the Group moved to Redhill early in 1950 before repairs were flnished. The aircraft was towed to Redhill behind another Minor-this time a Morris, and took about the same time for the journey as the Zaunkoenig, which was flown over by Jasper Glew.

Mr. Graham Douglas, the owner of the aerodrome and flying club, very kindly allowed the

Group to use a Nissen hut at a nominal rent and flying instruction on the Moth Minor commenced in May of that yeat at a charge of 35s. per hour'

From many points of view Redhill was an ideal aerodrome. It had good hangarage and maintenance facilities and sleeping accommodation and canteens were available-and it was already being used by No. 15 R.F.S., R.A.F.V.R., a gliding club, private owners and a flying cluband it was of sufficient size to allow all interests to operate without undue friction.

A second Moth Minor, G-AFOZ, was soon purchased and these two aircraft (plus the Heath Parasol for a short period) kept the Group busy for two years until both had to be sold due to maintenance problems. Ken Sirett became an assistant Instructor and his help reduced the backlog of pupil pilots to such an extent that the first full year's operation at Redhill produced nine P.P.L.'s, the total Group flying hours exceeded the 1,000 mark and daily flying times of individual aircraft sometimes went into double figures.

Other Redhill achievements were the award of the Masefield Trophy in Muy, 1952, and a series of Nissen hut parties which attracted greater attention each year until, finally, they became part of the Aeronautical Calendar.

Statistical records of the Group showed that high utilisation and handling by alarge number of pilots was proving too much for the Moth Minors and it became obvious that maintenance charges were draining Group resources. A decision was taken to change over to an aircraft that ihad been designed fot ab initio instruction and the first Hawk 3 trainer, G-AMBM, was purchased in November, 1952. An intensive series of tests showed that operating costs could be reduced to a figure approaching that of the Moth Minors if revs. could be kept down to about 1,600 on circuits, full throttle flying merely adding 30s. an hour to the fuel bill. Flying rates were accordingly set at 37s.6d. per hour and it says much for the flying discipline of members that the funds were not rapidly diminished.

Rex Nicholls was the next member to obtain an Assistant Instructor's Rating and his services

were soon required as Jean Bird returned to her aviation career and handed over the C.F.I's responsibilities to Ken Sirett. The Group was now consolidating and expanding its flying training programme to such an extent that nearly 500 hours were flown in 1953 and the R.A.F.V.R. were becoming swamped with applications from Group members. Plans were in hand for a target of 1,000 hours during the following year, but the R.A.F.V.R. was disbanded and this in turn necessitated the closing down of Redhill Aerodrome. Attempts were made without success to operate from Kenley and from other aerodromes in the locality but finally the Manager of Croydon Airport agreed to accept additional aircraft and the Group moved there in May, 1954, in company with the Surrey Flying Club (re-f,ormed lrom the Redhill Flying Club) and a few private owners. The administrative buildings at Croydon are fairly large but all accommodation had previously been taken and Group business is to this day carried out in the airport Club or over a cup of canteen coffee. No move can be carried out without some upheaval and temporary loss of members, and flying hours in the first few months suffered accordinglY.

Ken Sirett left the Group in 1955 to take up a career in aviation and his position as C.F.I. was then fiIled by Rex Nicholls who has recently taken on Eddie Adams, ex C.F.S., as an Assistant Instructor.

Honorary memberships of the Group were recently given to Jean Bird and Ken Sirett as a mark of appreciation for their services. Ex C.F.I.'s are not the only members who are professionally engaged in aviation. Don Chubb, the present treasurer, who recently returned from a spot of Meteor flying, has gained his C.P.L. plus instrument rating and is flying Vikings of Eagle Airways Ltd. One member is flying whirleybirds for a Whaling Company and another is sampling American aircraft whilst hawking gasolene in Canada.

Petrol rationing and the additional petrol tax has caused the postponement of most of the competitions for the early part of this year and has also temporarily raised the flying rates to f,2 10s.

Popu lar Fl ying, Apri l, 1957

per hour; but a party called to celebrate the 3,000th hour of Group flying was recently held at the Surrey Flying Club Premises and Rex Nicholls announced provisional details of an April Navigation Competition and a flying camp to be held at Ipswich in the third week of July.

The Group now realises that Croydon Airport is due to be closed down when Gatwick becomes available and it willbe faced with a fourth change of address in ten years of operational history. The record of the Experimental Group shows over 3,000 hours of instructional flying on seven different types of aircraft at three aerodromes without casualty or major accident and this has

been achieved by an insistence on good instruction and flying discipline. The maximum daily flying hours on one aircraft is 13 and in 1955 G-AITN flew a'total of 511 hours.

For the interest of spotters and type hunters the following list shows the aircraft flown by the Group, their registration numbers and the hours flown:-

Bibi G-AGSR, 7.15; Zaunkoenig G-ALUA, 46; Auster G-AIGT, 36; Heath Parasol G-AFZE, 1.15; Moth Minor G-AFOZ, 629; Moth Minor G-AFPR, 301; Hawk 3 G-AMBM,246; Hawk 3 G-ALIO, 820; Hawk 3 G-AITN, 782; Hawk 3 G-AKAS, 43; Hirtenberg G-AGAK, 155.

Airfields in use by the R.A.F. at end of War and since disposed of by Derequisition, Sale, Relinquishment of Lease, etc.

The publication of this list does not indicate that these airfields are availoble, or even that they exist. Private owners or Groups interested in a particular field are urged to find out locally the availability, condition and ownership. It is pointed out that many of these fields may no longer be recognisable as such. Please let us have any information ))ou may acquire; its publication will assist others.

Runways and Airfields ANDREAS, I.o.M.

ANGLE, Pembroke

ANNAN, Dumfries

ATCHAM, Salop.

BANFP BOREHAM_ Essex

BOULMER, Northumberland

BROADWELL, Oxon. BRUNTON, Northumberland

BURY ST. EDMUNDS, Suffolk.

CHARMY DOWN, Somerset

CHARTER HALL, Berwick

CHEDBURGH, Suffolk

CHEDWORTH, Glos.

CULMHEAD, Somerset

DALLACHY, Moray

DOWN AMPNEY, Glos.

DOWNHAM MARKET, Norfolk

ELSHAM WOLDS, Lincs.

FERSFIELD, Norfolk GLATTON, Hunts.

GRAFTON

UNDERWOOD, Northants. GRANGEMOUTH, Stirling GREATDUNMOW. Essex HARROWBEER, Devon HUNSDON, Herts. IBSLEY, Hants. KINNEL, Forfar. KNETTISHALL, Suffolk NORTH CREAKE, Norfolk OULTON, Norfolk POULTON, Cheshire RACKHEATH, Norfolk RAMSBURY, Wilts. SALTBY, Leics. SCATSTA, Shetlands SNETTERTON HEATH, Norfolk SNITTERFIELD, Warwicks.

STANTON HARCOURT, Oxon.

STONEY CROSS, Hants.

SWANNINGTON, Norfolk

TEALING, Angus

THORPE ABBOTTS, Norfolk

TURNBERRY, Ayr.

WIGTOWN

WINFIELD, Berwick

WRATTING COMMON, Cambs.

YORK

Grass Airfields

AKEMAN STREET, Oxon.

APPLEDRAM, Sussex

ASHFORD, Kent.

BARTON BENDISH

BATTLESTEAD HILL, Staffs.

BELLASIZE, Yorks.

BIRCOTES, Notts.

BIRDHAM, Sussex

BISTERNE, Hants.

BODORGAN, Anglesey BOLTHEAD, Devon

BOTTISHAM, Cambs. BRACKLA, Nairn

BRAUNSTONE, Leics. BRAY, Berks.

BRENZETT, Kent.

BRIDLEWAY GATE, Salop.

BURNFOOT, Cumb.

CASTLE COMBE, Wilts. CHAILEY, Sussex CHARLETON HORETHORNE, Somerset COOLHAM, Sussex DEANLAND, Sussex DENTON, Northants. EAST WRETHAM, Norfolk FINDO GASK, Perth FIRBECK, Yorks. FRISTON, Sussex. FROST HILL, Hants. GRAVESEND, Kent HEADCORN, Kent HENLEY, Berks. HIGH HALDON, Kent HORNE, Surrey KELMSCOTT, Oxon. KINGSNORTH, Kent KIRKPATRICK, Dumfries LASHENDEN, Kent LITTLE SUTTON, Cheshire LONG NEWNTON, Wilts. LYMINGTON, Hants. MACMERRY, E. Lothian MATLASK, Norfolk MERSTON, Sussex MILL ISLE, Co. Down NEEDS OAR POINT, Hants. NEWCHURCH, Kent NEW ROMNEY, Kent

NORTH LEACH, Glos. OATLANDS HILL, Wilts. ORSTON, Notts. OVERTON HEATH, Wilts.

PAPPLEWICK MOOR, Notts. PENKRIDGE, Staffs. PENSHURST, Kent SAWBRIDGEWORTH, Herts. SELSEY, Sussex SHREWTON, Wilts. SNAILWELL, Suffolk SOUTHAM, Warwick STAPLEHURST, Kent STOKE ORCHARD, Glos.

STORMY DOWN, Glam. SWINGFIELD, Kent TATTON PARK, Cheshire THEALE, Berks. WALTHAM ST. LAWRENCE, Berks. WANBOROUGH, Wilts. WESTHAMPNETT Sussex WESTLEY, Suffolk WHITEFIELD, Perth WINKFIELD, Berks. WINKTON, Hants. WOODCHURCH" Kent WORCESTER ZEALS, Wilts.

The 'Flying Neptune'

The Coventry Victor Motor Co. Ltd. have issued this specification for their'Flying Neptune' Aircraft Engine. This engine is installed in G-APFA, which is completing in the Isle of Wight.

SIZE:.

85 mm. bore x 80 mm. stroke 55 b.h.p. at 3,000 r.p.m.

CAPACITY:

1,815 c.c. /

CRANKCASE:

Elektron'C' Solution treated.

CYLINDERS:

Of aluminium-silicon alloy with special centrifugally cast liners of high tensile iron.

CYLINDER HEADS:

Aluminium alloy RR.53.B. heat treated with shrunk-in Austinetic iron valve inserts to DTD. 334.

PISTONS:

Aluminium 'Y' alloy heat treated, each fitted with one scraper and two compression rings.

GUDGEON PINS:

Of high tensile steel, hardened, ground and carefully lapped, fully floating and retained in position by two circlips.

CRANKSHAFT:

High Duty Alloy steel, drop forged, heat treated and accurately ground, perfectly balanced and running in three well proportioned main

bearings with special provision for thrust loads. Solid balance weights to each throw. Crankshaft drilled for oil pressure feed to all bearings.

MAIN BEARINGS:

Shell type, steel backed with white metal facing.

CONNECTING ROD:

Of 3% nickel steel, drop forged. Big ends having detachable white metal shell bearings; small end fitted with bronze bush, self oiling.

CAMSHAFT:

Solid steel, hardened and ground mounted over crankshaft, and running in three bronze bearings of ample size. Duplex chain driven.

OVERHEAD VALVES:

Of Austinetic steel to EN. 59 rocker operated by push rod easily adjustable tappets valve gear assembly totally enclosed.

IGNITION:

(ouu) Lucas fully screened Impulse starting 4-cylinder magnetos.

CARBURETTOR:

Solex, horizontal, drip-proof, of the fully compensated type.

LUBRICATION:

By C.V. Gear type oil pump mounted on crankcase with pressure feed to all bearings. Gudgeon pins and small moving parts are fully lubricated by splash. A readily detachable oil filter is accessiblymounted on the crank case.

OIL CAPACITY: Approximately 8 pints.

COOLING:

By air directed through easily detachable cowling over finned cylinder barrels and heads, giving complete cooling under all conditions.

ROTATION: Anti-clockwise, facing the propeller.

ENGINE MOUNTING:

Flat base with eight holding down bolts l" dia. (ready for frame mounting).

OVERALL DIMENSIONS: Width 30"; Length24l"; Height 22" approximately.

DRY WEIGHT: Approximately 2l0lbs.

For the Amateur Constructor

1. Techni cal Data Circulars, by which means our constructor members receive details of airworthi_ ness procedure, modifications and recommendations are sent out from Londonderry House.

2. Technical Data Circular No. 1 refers to material equivalents and bolt sizes for Turbulen t aircraft. Issue I of this circular contains certain ad_ ditional notes which refer only to Turbulents with Constructors Numbers below 400.

3. Technical Data Circular No. 2 lists certain stages of inspection which should be recorded in respect of structural inspection before spars and leading edges, etc., are boxed up.

4. Technical Data Circular No. 3 is similar in content to Circular No. 1 but concerns Turbi arrcraft.

5. Technical Data Circular No. 4 refers to essential registration requirements for both Turbulent and Turbi aircraft.

TncsNrcar, Darl CrRcuren No. I - Turbi

Conversion Chart

x 14 l"x15t"x16 1"x19 *L" x 12

Note 1: British bolts are BSS. 6 Al. Low Tensile steel 35_45 tons sq. in. 5530-7110 kgs. sq. in. On sheet steel fittings: Mark off radii as shown on plans, except for 6 mm. and 7 m1n. bolts, where mark off radii as shown on plans plus 0.010 in. and 0.020 in. respectively.

Sheet steel Spec. 3.S.3. 28 tons sq. in.14424 kgs. sq. cm. Steel tube: Specification T.45. 45 tons sq. in.i77l0 kgs. sq. cm.

1. Plunger marked 23 mm.on plan make 23.4 mm.

Pedal tube (4)

Main axle

Radius rods

Silentbloc housings (2) u/c leg & control column (l)

Axle ends (3)

2. Ream out to $" for Silentbloc bush $,, centre hole.

3. Ream out to suit outside diameter of bush g3.

4. Rudder pedal hinge to suit and pack under one side with 1 mm. ply.

Where bushes are welded on to fittings do not open out holes without making allowance on outside diameter. e.g. Control Column -ioint to floor is 12 mm. tube reamed 7 mm. hole, therefore increase outside diameter to *,, to allow for reaming hole to *s".

THE AMATEUR AIRCRAFT CONSTRUCTORS GUIDE

ByArthurW'. J. G. Ord-Hume - Pafi2

How Much Will it Cost ?

The series of articles, of which this is the second, is being written for the amateur constructor by an engineer of considerable experience with ultralight aircraft. we think that he has a number of very important things to say, and we think he is saying them well. Even the most experienced of builders, the most confident of constructors, will do well to remind himself of them.

The cost of building an ultra-light aircraft will depend on many things. Initially, it will be governed by the type of machine chosen for construction. Because of the fact that steel tubing is rather costly, a parasol monoplane single-seat aircraft might well cost more to build than a single-seat monoplane of low wing configuration'

The most expensive item will be the engine' Whilst an Aeronca-JAP or Bristol Cherub might be obtained for less than one hundred pounds, a new aircraft eqgine with propeller may cost over two hundred po-qnds.

It is therefof#xtremely hard to estimate the cost of the power unit. If the constructor is lucky, he may be able to obtain a suitable engine very cheaply. With regard to new aircraft engines, the ARDEM 4CO2 as fltted in the Druine Turbulent is approximately f,160. in this country for the basic automobile engine. This has to be convert-' ed before flight. The work involved includes the removal of the air-cooling ducts, flywheel and so forth. The cylinder heads have to be drilled to take the extra sparking plug (two per cylinder) and a duplex magneto fitted in place of the existing coil ignition. Conversion is completed by the attachment of the propeller hub to the brankshaft'

The Aeronca-JAP en$ine, of which the Popular Flying Association holds the remaining stock, may be obtained for something likef'100 new, but this engine is not suitable for the Druine Turbi; investigation is in hand to assess this engine for the Turbulent.

The Walter Mikron engine, of which there are

a few available, develops 62 h.p. and is suitable for the Turbi. The cost of these is up to f'200'

The new Coventry Victor Flying Neptune engine, due to fly very shortly in the Popular Flying Association's Turbi, at present costs well over f200.

If the constructor is prepared to allow f'200 for the power unit, this should be sufficient' As stated, he may well be lucky enough to obtain a suitable unit for less.

The airframe cost, whilst still not easy to estimate precisely, presents a more positive case'

Although materials vary in cost from place to place, spruce itself is little dearer to buy than ordinary commercial timber. The constructor should, where possible, request that the timber be cut and planed to size for him' This way, all unsuitable material will be discarded before he gets it. Furthermore, it is a great saving in time to obtain timber prepared in this manner'

Plywood costs between one shilling and sixpence and two shillings per square foot' Sheet steel is usually sold by weight and the price is fairly constant. These factors enable the costing of a particular airlrame to be carried out with reasonable accuracy.

If the constructor has to employ the services of somebody else to manufacture parts or to execute welding, the total cost will, naturally, be more'

As a rough basis upon which to work, the costs relating to a typical single-seat all wood low wing monoPlane are as follows:-

Spruce for fuselage longerons, bracing, etc' Planed to size, f,8; Plywood for fuselage, f'10;

t:'-

Spruce for wing and tailplane spars, ribs, etc.

Planed to size, f,10; Plywood for wing leading edge, etc., f.7; Mild steel sheet for flttings, f,3; Turnbuckles, nuts, bolts and other A.G.S., f,7; Control cable, f,l; Steel tubing for undercarriage, etc., f,10; Synthetic resin glue, f,l; Brass brads, screws-and misc. hardware, €1; Fabric, serrated tape, thread, etu; f,S;, Dope (approximately six gallons), [9; Whee]q, f,8; Metal for cowlings, fuel tank, etc., [3; Instruments, f,11; Inspection fees, regi straticiti J eert ifi cat iop, f,3..

These flgures arb intended purely as a rough estimate and cannot be used as a precise guide to expenditure.

The cost of operating the completed atcraft will once again depend on the type of machine, the engine fltted and the overheads to be covered.

Aircraft fuel costs only a few pence more per gallon than ordinary motor car petrol. The largest engine which the amateur may use will only consume approximately four gallons of petrol per hour plus perhaps half a pint of oil. Supposing that our aeroplane cruises at eighty-five miles

eorrect way to use these tools and materials to produce an airworthy aeroplane.

The principle raw materials to be used are wood and metal.

To begin with, we will deal with the metals. These will be both ferrous and non-ferrous in sheet, tube and wire. A ferrous metal contains iron in one form or another. A non-ferrous metal is one which contains no iron. This embraces light alloys such as aluminium and dural, and heavier metals including brass, copper and tin.

Ordinary iron is in the main unsuitable for aircraft use owing to its coarse structure and uneven strength. From iron, however, by addition of certain other minerals, steel is produced. Steel is a high quality, fine textured metal of high strength. By adding again to steel certain precise quantities of carbon, grades of steel can be produced varying in stiffness and brittleness. The higher the carbon content, the harder the steel but, without heat treatment, the more brittle it becomes.

per hour, that gives us a fuel consumption of The following list details ferrous metals and something better than twenty air miles to the their uses:-

sallon.

r-e-4 l\l/,, Third party insurance, which is essential before 4 \Dn. aircraft is allowed to fly, costs approximately I 0 f10 per year.

The Popular Flying Association can insure the aircraft against all risks for an annual premium of 9\ of the declared value, should this be required.' The annual premium, therefore, on an aircraft valued at f,500 would be L45. This special comprehensive policy includes third party coverage. Attention should be drawn to the fact that it is only necessary for an aircraft to carry third party insurance.

It willbe seen that the amateur-built aeroplane costs little more than a second-hand car. Its running costs are also comparable to those of a small car.

Materials for Aircraft Construction

Before commencing construction of an aircraft, we must know something about the materials with which we will be working, the tools re' quired to work with on these materials and the

cASr rRoN. Brittle and weak. Fairly soft and is readily cast and resists compressive loads. Used for machinery, surface plates and, when processed by 'chilling', for piston rings. Unaffected structurally to any extent by heat. Due to its graphite content, it is slightly self-lubricant.

wRoucHT rRoN. Soft, malleable and ductile. Is strong and may be worked by all methods except casting. Is readily welded and magnetised. Used for cores of dynamos, chains, etc. Cannot be hardened by heat treatment.

srEEL (row c,LnnoN) MILD. Ductile, less malleable, stronger and harder than wrought iron. May be worked by all methods including casting. Is easily forged, welded, stamped or machined. Used for bolts, rivets, tubes, fittings and all uses where very great strength and hardness is not required. Mild steel cannot be hardened by quenching, but may be case-hardened.

srEEL (rvrno. ce.nnoN). Stronger and harder but less ductile and malleable than mild steel. May be worked by all methods but is not so easy to

Top LEFT. G-APFA. The Associated Rediffusion Turbi under construction in the workshop o[ Messrs. Britten-Norman at Ryde. Isle of Wight.

Photo H. Best-Devereux

BorroM I-srr. The Rutherglen Group get busy. This enterprising Group are not only building their own aeroplane (a Turbulent) but they have undertaken the construction of a hangar as well. (This is the hangar. Ed.)

ToP RrcHT. The Two Experimental Group owned Hawk 3's shown here will be assisted by G-AKAS during the Summer Season-see page 5.

Photo Rex Nicholl.s

BorroM RIGHT. This attractive aeroplane B.A. Swallow 2 Cirrus Minor I is the property of the Swallow Group. The cabin hood is a later addition and was not fitted to the original Swallows.

Copyright H. Best-Deverbux

I'opttlor Fl.ving, A pril. 1951

work as mild steel. Used for bearing shafts, high tensile bolts, tubes and stressed parts where great strength is required.

srEEL (urcH c.nnnoN). Strong and less ductile. Its strength and hardness depend on the heat treatment employed. It may be forged or cut and rolled from billets. May be made very hard without undue brittleness and is used for cutting tools of all descriptions such as drills, chisels and so forth.

. Steel, when heated, undergoes changes in its internal structure. These changes affect its properties of strength and hardness. If steel is worked continually, it will oage' and become brittle. This will also occur if steel is exposed to prolonged heating. It can therefore be appreciated how important is heat treatment which enables a piece of metal to develop a certain characteristic or state thus ensuring that it gives the best possible service.

The following processes apply to ordinary carbon steels and not to alloy steels.

NoRMALISINc. When a piece of metal is bent or forged, internal stresses are set up which may have a deleterious effect on the ultimate strength of the piece. By normalising, these concentrations of strength are smoothed out thus producing an even internal structure. To normalise steel, it is heated to a cherry red and then allowed to cool in air.

ANNEALTNG. If it is desired to form a piece of steel by pressing, hammering or bending, it is often desirable to render the metal to a soft state when cold. This not only makes it easier to form, but it reduces the likelihood of cracks developing in the metal. To anneal steel, it is heated in a fire to cherry red and then allowed to cool very slowly with the flre or in hot ashes.

HARDENING. To produce maximum hardness in medium or high carbon steel, it is heated to cherry red and then quenched very rapidly in either water or oil.

TEMrERINc. When a tool or a piece of metal is hardened as above, it will become brittle. In the case of a cutting tool, it is desirable that this brittleness should be removed without affecting the hardness to any great extent. This is achieved

by tempering which is a 'low heat' treatment. The temperatures involved are insufficient to cause the piece to glow. When a piece of bright steel is heated slowly, it will be seen to change colour. When the source of heat is removed and the steel cooled, the colours will remain, ranging from deep purple near the point of application of the heat, to a pale straw or yellow at the outer edge of the coloured area. These are the temper colours and each one corresponds to a precise temperature. By reproducing a certain colour on the cutting edge of a tool, we can achieve a known degree of hardness. It should be remembered, though, that the edge or section to be tempered must be cleaned to a bright surface, otherwise the temper colours will not show.

As a guide, the following colours and their temperatures are recommended for the tempering of tools:-

Pale yellow-Scribers and scrapers, 220" C.; Straw yellow-Punches, taps and dies, 240' C.; Brown yellow-Drills, saws, 260" C.; Dark purple-Cold chisels and screwdrivers, 290' C.; Blue-Springs, 320" C.

Since the above temper heats are achieved only momentarily as the temperature slowly rises, the right colour must be watched for closely. When it appears, quench the part fully and quickly in either water or oil.

Concerning heat which is visible by the glowing of steel, the following table lists colours and their temperatures'-

Faint red, visible in darkness, 490"-510' C.; Dull red, 700" C.; Brilliant red or blood red, 800' C.; Cherry red, 900'-1,000" C.; Orange, 1,100' C.; White, 1,300o C.; Bright white, 1,400' C.;Dazzling white or welding heat, 1,550' C. CASE HARDENING. The purpose of case-hardening is to combine the hardness of high carbon steel with the toughness of low carbon steel. This may be achieved by the introduction of extra carbon into the surface of the low carbon steel. In practice, the steel is heated for a period of time in a furnace with other materials rich in carbon. The duration of the process depends on the thickness of the 'case' desired. Usually the case is only about .003 inch thick.

Poptlar Fly ing, A pr il, 1957

Alloy steels are produced for a variety of special purposes by the addition of certain other minerals. Due to the critical nature of their properties, it is inadvisable for the unskilled to attempt heat treatment which is usually carried out under the finely controlled conditions of an electric furnace. Among these alloys are tungsten, chromium, cobalt, nickel, vanadium and molybdenum.

It is not generally appreciated that pure iron is soluble in water. The action of dissolving produces rust. When iron is combined with carbon to make steel, it not only rusts like pure iron, but the rate of corrosion is more rapid due to the galvanic action between the iron itself and the carbides.of iron (the combination of iron and carbon). If steel is alloyed with a percentage of chromium, stainless steel is produced which will resist corrosion. However, the mild steel used in aircraft construction will rust and steps must be taken to prevent this.

The ideal method of protection is deposit via electrolysis a coat of another metal which does not rust on to the mild steel. Such metals include tin, copper, nickel, chromium and cadmium. It is usual for cadmium to be used for protective plating in the aircraft industry. The process may be carried out at moderate charge by any firm which specialises in this type of work.

A further method of corrosion protection, although not so effective, is painting. For this, a suitable primer for metal is used. When painting an assembly of welded tube (such as a control column, undercarriage leg or similar part) it is advisable to paint the inside of the tube as well. Remember that the inside is just as likely to rust as the outside. The best way of painting the inside of the tube is to fill the tube completely with paint taking care to avoid trapping any air, and then let the tube drain thoroughly.

The following list details non-ferrous metals and their uses'-

ALUMTNTUM AND DURALUMTN. Soft, weight/ strength ratio good (weighs only $ of steel). Resists corrosion when in pure state. Used for rivets, sheets and castings. May be cast, forged or rolled. To increase its strength, it may be al-

loyed with copper, tin, nickel, magnesium or zinc. Duralumin is less ductile than aluminium and not as soft. It corrodes more readily. Properties improved by heat treatment. This is carried out by the use of a bath of molten salts and should not be attempted by the amateur.

coppER. Soft, easily worked, especially if annealed flrst. Used mainly for manufacture of tubing for fuel and oil lines, electrical wires and parts. Rather heavy. Will become hard and brittle with age.

TUNGUM. An alloy of brass and copper. Used in preference to copper for fuel lines as it does not age appreciably in service and is less likely to fatigue with vibration.

BRoNZE. An alloy of copper and tin. IJses confined mainly to bearings for wheels and in engines.

rrN. A very soft, ductile metal. Will not corrode. Readily formed and solders well. Often plated on to steel. Used for fuel tanks.

Aluminium alloy should be protected from corrosion. Preferably, the metal should be anodised which consists of immersing the parts in a solution of chromic acid or sulphuric acid and potassium di-chromate and passing a current of electricity through them. After treatment, the parts should be washed clean and painted with primer. Anodising flttings or parts is carried out by the same firms who specialise in cadmiumplating ferrous metal parts.

In aircraft construction there are three other applications of metal.

First of all there are A.G.S. parts. Aircraft General Stores consist of nuts, bolts, washers, turnbuckles and so forth. These parts are readily obtainable from approved stockists.

Secondly there is control cable. This is made from strands of high-tensile steel wire twisted to form a flexible cable. The standard aircraft cable used is made of seven strands, each strand consisting of many more fine wires twisted together. The centre strand, or heart strand, is straight and the other six are preformed around this. These strands are preformed to prevent the cable from kinking easily and allows it to be very flexible. Cables are measured by the safe limit which they

will take measured in hundred-weight. The cable used in gliders and light aircraft is mostly l0 cwt.

The final application is hard steel wire, better known as piano wire. This is often used for bracing inside wings and is measured in Standard Wire Gauge. Wire, of a larger diameter and usually of streamlined section, is also often used

for external bracing, as on the Tiger Moth. These wires are of high tensile steel rod and are mea_ sured by the diameter of the ends (which are threaded) and the safe load in pounds, e.g. $ in. B.S.F., 35,000Ib.

The methods and processes involved in working metal will be dealt with in later articles.

Masefield

Trophy 1956 Contest

The time is once again approaching when the 'chairborne types' from headquarters will be making their annual pilgrimage to the Groups competing for the 1956 award for the Masefield Trophy.

This time no less than 10 Groups are eligible for competition; these are - strictly in alpha_ betical order - The A.S. Flying Club, Cambridge Private Flying Group, Cardiff Ultra Light Aero_ plane Club, Croydon Flying CIub, Experimental Flying Group, Forty-Seven Squadron Flying Club, Montgomeryshire Ultra Light Flying Club, Shropshire Flying Group, Southport Aero Club, Warwickshire Aero Club.

The 1955 joint holders are Cambridge private Flying Group and Forty-Seven Squadron Flying Club, who will no doubt be defending their title for 1956. For the benefit of all our new Groups affiliated during the past year, the regulations governing the award of the Masefleld Trophy are printed below. Groups will see that in order to qualify they must have been operational for the whole of the year for which the competition is judged, thus any Group affiiiating and becoming operational prior to 3tst December, 1955, is eligible to enter the 1956 contest.

Members will note that all Groups listed above are training Groups and whilst the regulations do not speciflcally bar a non-training Group from entering, the markings are so arranged that unless a Group can score points in respect of pupils

trained, it does not have much chance of success. This is no anomaly but was in fact a deliberate arrangement made to encourage and stimulate the formation of training Groups in the early days of the Association,s life, and your Commit_ tee still consider that this emphasis should be retained.

We now have, thanks to the generosity of Major W. A. Weaver, Managing Director oi tt . Coventry Victor Motor Co. which produces the 'Flying Neptune' engine, the offer of the Weaver Cup for the best amateur constructed aircraft, also to be cornpeted for annually. What is wanted therefore is a third Trophy for annual competi_ tion among the co-ownership Groups, which are purely Private pilot Groups and do not under_ take flying training.

To revert to the Masefleld Trophy; as we stated above, we hope to make our annual pilgrimages very shortly, but the present curse of petiol rationing may make it necessary to combine our visits to try and cover two Groups in any one weekend. We are even faced with the appalling thought that we might even have to visit the Groups by air ! That is if we can twist the arm of one of the several 'prospects, we have lined up for the job (Chairman of Airworthiness sub_commit_ tee you have been warned ! Ed.).

However we come we shall do our very best to visit as many of the competing Groups as possible, even if the 'first round, is conducted on

Popu I ar Flying, A pril, 1957

paper and as a result the half dozen most likely Groups are selected for a visit. So to the competitors, please complete the form which has been sent to you under separate cover and return it to P.F.A. if you have not already done so. We can then get cracking.

The Masefield Trophy Regulations

1. The Masefield Trophy is to be awarded annually to the Popular Flying Association affiliated Group which has shown the highest standard of efficiency in all flying and allied activities.

The Trophy will be awarded by the President of the Association on recommendation of the Executive Committee of the Association. This recommendation will be based on confidential reports by judges appointed by the Executive Committee, together with the Committee's own knowledge of the Group's abilities and achievements.

The decision of the President and the Executive Committee shall be final.

2. In considering the records of the competing Groups, the guiding principles and marks awarded, will be as follows:-

(i) Safety in operation. I Two-thirds Total

(ii) Maintenance efficiency. / Marks.

(iii) General Group efficiency. I One_third Total

(iv) Other forms of enterprise.,.[ Marks.

3. The following general rules were submitted for consideration of the General Council and were approved:

(i) Competing Groups must have been affiliated to the P.F.A. prior to, or from, the commencement of the Operational Year.

(ii) The 'Operational Year' for the purpose of awarding the Masefield Trophy shall commence on the lst January.

(iii) Any competing Group must be operating at least one aircraft-preferably an ultra light aircraft, but consideration will be given to the fact that some affiliated Groups operate light aircraft.

(iv) A total of 50 hours flying time in the.Operational Year' shall be deemed necessary for qualification.

4. In assessing the relative merits of competing Groups, the following points will be taken into consideration:-

(a) rrvmc EFFTcTENCv

(i) Number of aircraft operated.

(ii) Number of hours flown per aircraft p.a.

(iii) Training efficiency based on number of licences, and number of first Solos, etc., achieved by the Group.

(iv) General efficiency in respect of:-

(a) Condition of flying records, regulations and procedure.

(b) Standard of flying discipline.

(6) ulnrrNrNcr

(i) General condition of aircraft.

(ii) General condition of maintenance records, regulations and procedure, etc.

(iii) General condition of workshop, hangar and equipment.

(c) crNnnar

(i) Condition of Club records, rules and regulations.

(ii) Condition of Club premises.

(iii) Enterprise, recruitment, publicity and fund raising. Support of the Association's functions (Rallies, Meetings).

(iv) General financial state of the Group.

TURBI PLANS

The existing French Turbi sheet 2 is now replaced by Plan No. P.F.A. 53-03 and 53-04. These sheets are drawn to a much larger scale (approximately one-fifth) and have been complgtgly re-annotated in English. They show, in addition, considerably more detail than ihe French plans.

Further sheets of plans for the Turbi are in course of preparation, and these will be announced in popurln FLyTNG when available.

Aircraft Quality Material FOR THE HOME CONSTRUCTOR

M atntenance Requirements and the Co-Ownership Group

One of the more complicated aspects of Group operation of a light aircraft which holds a Certificate of Airworthiness (as opposed to an ultra light aircraft operated on a Permit to Fly) is the requirement for a maintenance schedule for the akcraftin question.

In the case of the purely co-ownership Group composed of a small or even large number of persons holding Private Pilot's Licences, the matter is straightforward; the aircraft is treated as a Private aircraft and the aircraft should be registered in the sub-divisi on (d) Private of the C of A only. The operators may opt either for the annual C of A or the three-year C of A.

In the case of the aircraft operating on the three-year C of A a maintenance schedule has been prepared by the Royal Aero Club in conjunction with the Air Registration Board. The R.Ae.C.3 Schedule, as it is designated, is mandatory for operation of an aircraft on the threeyear C of A and only aircraft not exceeding an all up weight of 3,500lb. may use it.

The basic feature of the R.Ae.C.3 Schedule is a quarterly airframe inspection which must be carried out on or before the date upon which it is due. Failure to comply with the Schedule may render Groups liable to proceedings under Article II of the Air Navigation Order 1954. The Air Registration Board reserves the right to inspect the aircraf,t and its records at any time and it is therefore essential to ensure that the Schedule is at all times rigorously observed.

The regular airframe and engine checks for the whole three-year period are as follows:

(a) A quarterly Airframe Check, (6) An annual Airframe check, (c) A complete overhaul of the Airframe every third year, (d) A ten flying hours Engine Check, (e) A minor Engine Check,

Amajor Engine Check.

All checks with the exception of the ten hour Engine Check are Certifiable in the Log Books and must be carried out by a firm approved by the Air Registration Board for the purpose. The ten hour Engine Check which is not certifiable may be carried out by the Group.

An aircraft may only be placed on the threeyear C of A R.Ae.C.3 Schedule immediately following a renewal of the existing C of A. Groups intending to change over to the R.Ae.C.3 Schedule must inform the Air Registration Board at the time of renewal of the C of A.

Full details and copies of the Schedule are available from the Air Touring Department of Royal Aero Club, Aviation Centre, 19 Park Lane, W.l. The Schedule costs 5s. unless the applicant is either a Member or Associate Member of the Royal Aero Club, in which case it is issued free.

Turning now to the annual C of A. For an atcraft registered in the sub-division (d) Private only, there is no mandatory maintenance requirement from the time of renewal to the date of expiry of the C of A., so far as the airframe is concerned. The engine of course is subject to the minor and major checks required for the type.

Although there is no mandatory airframe check as stated above, most Groups do in lact carry out reasonable maintenance checks which vary with the type of aircraft operated. A good general basis is to take the quarterly airframe check and the ten hour Engine Check of the R.Ae.C.3 Schedule, and adjust it according to experience of the atcraft operated.

In addition to the foregoing checks, mandatory or otherwise, most sensible pilots will carry out what is usually called a Daily Inspection prior to commencing the day's operations. This is more than usually necessary when an aircraft is flown by a group of pilots. The last pilot may have

failed to notify some small snag at the end of a previous flight. This can prove atrap for the unwary and many Groups keep a'o Snag Card " in the cockpit on which unserviceability of components can be noted and only crossed off or signed for when the particular snag has been cleared. We commend this scheme to any Groups that do not already have a suitable safeguard of this nature. It only takes a moment to note a snag and a fellow Group member's safety may depend upon it.

A1l the foregoing is relatively simple stuffwhen we come to consider the case of the larger coownership Group, which undertakes Flying Instruction. Here, thanks to the ambiguity of the Air Navigation Order and Air Navigation Regulations, we run into immediate trouble over interpretation of clauses relating to instruction in flying and hire and reward flying.

The Ministerial interpretation of these points takes the view that when a pupil pays for instruction in flying, such flying becomes hire and reward flying and this automatically classifles the airuaft as a Public Transport Aircraft. As is well known a Public Transport Aircraft has to be maintained, and quite rightly so, to a far more detailed and rigorous maintenance standard than a private aircraft.

'But wait a minute'you will say'our aircraft is a Group aircraft owned or operated by a closed Group. The instructor does not charge for his services and the money the pupil pays is only the cost of operating the aircraft. Nobody makes or attempts to make a proflt out of the operation and nobody outside the Group can drop in and obtain a flight, let alone instruction in flying. How can it be Public Transport if we are flying our own aeroplane?'

The Association's view is that you are perfectly correct in your attitude to this type of operation. In fact the Association has gone further than this and has recently asked the Minister of Transport and Civil Aviation to classify all Flying Club as well as Group flying on this basis, and remove it from the Public Transport category. This is, however, another matter and will be dealt with on another occasion. Popular Flying, April, 1957

In the meantime we are faced with the apparent paradox whereby a Group owned aircraft flown by its owners only is a Public Transport aircraft in the view of the Ministry of Transport and Civil Aviation. The Ministry very naturally have taken the advice of their legal experts in the matter and rightly or wrongly the experts' views incline towards the fact that this type of flying is flying for hire and reward and aircraft so used become public transport aircraft. However, in order to resolve the difficulty the M.T.C.A. have covered the point to their own legal satisfaction by granting to Groups a dispensation from maintenance to public transport aircraft standards. This in effect means that subject to certain requirements in respect of membership, etc. L Group may operate a training programme and maintain its aircraft to more realistic schedules. In fact under the dispensation a Group may, if it wishes, operate with an aircraft registered in the sub-division (d) Private of the C of A and if it so desires, can enjoy the facilities of the three-year C of A.

This then is a tremendous advantage in lowering maintenance costs for the ayerage training Group, and whilst some Groups have gone the whole way and placed their aircraft on the threeyear R.Ae.C.3 Schedule, others with possibly a higher individual aircraft utilisation have struck a medium and devised a schedule half-way between the two extremes on an annual C of A basis.

A word here to new training Groups. If you do not apply for the dispensation, which is done by dropping a line to the Secretary of the Association, who then takes the necessary action with M.T.C.A. to set the process in motion, you will be faced with the alternative of maintaining your aircraft to an approved schedule. An approved schedule is what its name implies. A schedule approved, in this case by the Air Registration Board, and a Public Transport Maintenance Schedule, can run to sixty or seventy pages of foolscap. If a Group prefers to go to this extreme, the Association will be able to give advice and assistance in providing the necessary schedule. However, we will assume that the average Group will prefer to obtain the dispensation offered by

M.T.C.A., let us therefore return to the point where the Group has applied to the Association for the necessary action to be taken.

In the case of a civil Group, we will deal with a Service Group in a moment, the M.T.C.A. will want to make an inspection of the Group's operational base and learn something of its set up and constitution before granting the dispensation. They will also require that a third party insurance policy be in force. The dispensation when it arrives will also stipulate that membership shall not be for periods of less than one month and that no charge for instruction in excess of the normal operating charges for the aircraft shall be levied, and the instructor shall not be paid for his services.

It is for these reasons that the requirements respecting instructional flying are made a part of the Association's regulations governing affiliation for co-ownership Groups and Clubs. A Group therefore on affiliation to the Association should be automatically in a position to apply for and obtain this dispensation from maintenance to public transllort requirements.

The Service Flying Group or Club should also obtain the dispensation and being by its very nature restricted to Service circles, is not generally the subject of a visit of inspection by the M.T.C.A., the dispensation is of course subject to the same conditions as those applied to a civilian Group.

To sum up. A co-ownership Group which does not undertake flying instruction may operate its aircraft as a private aircraft without further action; on the other hand a training Group must either maintain its aircraft to a full Public Transport Maintenance Schedule or apply for the appropriate dispensation, which in the view of the M.T.C.A. is necessary if the Group wish to operate to simpler maintenance schedules.

Finally, let us clarify the policy of the Association, in respect of maintenance requirements for co-ownership Group aircraft. Whilst the Association is grateful to the M.T.C.A. for the dispensation granted to co-ownership Groups in respect of maintenance standards, the Association can never agree that the type of operation

undertaken by its training Groups places them within the sphere of hire and reward flying, and therefore the necessity for a dispensation does not arise. The Association is, however, conscious of the ambiguity of the pertinent Sections of the Air Navigation Order and Regulations and will continue to press for their clarification and amendment in order to remove Group type operations from the sphere of Public Transport operations once and for all.

The following letter, which describes the picture on this page, has been receivedfrom the Montgomeryshire Ultra-light Flying Club.

'Herewith a picture enclosed of some of the crew chatting to Miss Ivy Benson, at the final briefing before the Flap commenced at the Montgomeryshire Ultra Light Flying Club's annual Ball held on Valentine's night in the town hall, Welshpool. Left to Right: Mr. Guy Baker, owner of the Autogiro, at the moment being overhauled at Birmingham, Mr. Claude Millington, Treasurer and wearing the lady photographer's duffie coat; note tension on lower retaining pin. This was necessary to hide paint covered overhauls [sic] underneath. Miss Benson looks as though she requires a reflll and Mr. Kite, Secretary, bought a round. Please note that Mr. Baker and Mr. Kite are wearing the socks this week. We are sorry that we could not get the Tipsy in, but the barman objected.

'The ball was a greal success with 450 dancers present and Miss Ivy Benson and the chairman's

wife, Mrs. Eric Ward, presented the prizes. The next morning some of the girls braved the elements to have a flight in the Tipsy from the mountain airstrip although there was slight snow falling at the time.

'The flying is held up at the moment owing to a split petrol tank, it is being rebuilt and on its return the Tipsy will be going in for its C of A, ready for the summer.

'We are hoping to hold a camp on the sands near B1ack rock during the season, when it is hoped that some of the other groups will join us. We had a weekend there last year which was a great success. Anyway more details later.'

Notice to Passengers

The rules set out below came into our possession recently from a usually unreliable source. Please note that any resemblance to any airline, solvent or in the red, is purely coincidental.

If you will kindly observe the following rules, it will be a hell of a lot easier and more comfortable for the crew. After all, whose aeroplane is this anyway?

l. Keep your goddam feet offthe seats.

2. Don't get snooty with the crew, remember your pilot is still learning to fly and he is more scared than you.

Keep your goddam feet offthe seats. If a fellow passenger gets anxious, knock him on the head with an empty bottle. Eyes forward all the time.

Leave each member of the crew a healthy tip.

Don't ask embarrassing questions of the crew, such as:

Where are we?

What time wilt we land?

Who made the last landing?

How fast are we going, how high are we and what city was that we just passed over? Hell-they don't know.

8. If you don't like the food, to hell with you. The boss does.

9. Keep your goddam feet offthe seats.

10. Only 6 people in the rest room at a time, please observe.

I 1. Save your gum for the next landing. If it falls off your ear don't stick it under the seats.

12. Keep your goddam feet offthe seats.

13. Be thankful you arrive-anywhere.

14. Always let the crew get off flrst - after allthe damn thing might be on fire. Don't bother the hostess - she's along for the ride too.

Shut up - and keep your goddam feet off the seats.

Don't be so inconsiderate as to ask for magazines, papers, playing cards, etc., before the crew has had a chance at them flrst. If an engine falls out, don't show any fearit might frighten the crew. By all means - don't get air-sick. At least wait until you get offthe aircraft. Don't expect the coffee to be hot. you want - egg in your beer? And for Pete's sake - keep your feet offthe seats.

The Swansea Flying Club intend to arrange an interesting Programme for the official opening of Fairwood Common Aerodrome on lst June. Fuller details next issue.

Petrol Rationing

The following letter has been sent us by the Ministry of Transport and Civil Aviation:-

The Ministry of Power instructed the oil companies that as from 17th December, l956,deliveries of aviation spirit grades 73 and 80/82 mix for private and club flying should be reduced to 75 per cent of what would normally have been supplied. The Ministry of Power have now instruct: ed the oil companies that with effect from 17th April deliveries are to be limited to 90 per cent of normal.

7.

The Popular Flying Assocratron AIMS

AND OBJECTS

1. To cheapen the cost of flying by the use of ultra light aircraft and amateur construction and maintenance, and bring it within reach of thousands who cannot at present afford it.

2. To encourage the co-ownership of ultra light and light aircraft, whether home or factory built.

3. To promote the formation of groups of enthusiasts interested in the design, construction and/or operation of ultra light and light aircraft.

4. To co-operate with all other organisations interested in aviation.

5. To encourage the design and production of suitable aircraft, engines and equipment.

6. To encourage amateur designers of ultra light aircraft and to assist them by means of the Association's Design Team.

repair through the facilities of the Inspection Organisation of the Association.

9. To assist members in obtaining materials, equipment and accessories for the constructionbnd operation of ultra light aircraft.

10. To represent all members in approaches to government departments on design, construction and airworthiness requirements, and in all matters concerning the operation of their aircraft.

11. To investigate and co-ordinate methods of training, and to encourage the improvement of flying efficiency by the award of proficiency badges.

12. To organise rallies and to promote other sporting and social events.

13. To provide a service for members includins the classification of suitable landing grounds and the provision of special insurance rates.

7. To encourage amateur constructors and 14. To provide a central pool of information to make availa6le working drawings and kits and to encourage the exchange of informaof parts of approved designs of suitable tion and ideas. aircraft.

15. To conduct research into new features

8. To make adequate supervision available of design, construction and operation of for amateur construction, maintenance and ultra light aircraft.

Individual membership of the Popular Flying Association costs only Sl ls. a year'

Full sets of plans for the construction of the Druine Turbulent single-seater ultralight aircraft are available at a cost of f9 gs.,rvhich includes I Y9a1's membe"rship of the P.F.A. Plans for the two-seater Turbi costf,l3 13s. (also - inclusive of a year's subscription).

The following publications are available: t.6.

GUIDE TO GROUP AND ULTRA-LIGHT FLYING 2S. 6d. (2S. 9d. POSI fTCC) AIRWORTHINESS PROCEDURES FOR ULTRA-LIGHT AIRCRAFT 5S. (5S. 3d. POSI fTCE)

Plans, publications, advice and full details about the Popular Flying Association may be obtained from:

THE SECRETARY, THE POPULAR FLYING ASSOCIATION

Royal Aero Club Aviation Centre, Londonderry House, l9 Park Lane, London, W.1. Telephone: Regent 3050

Basol 99 is harmless on fabric, paint & metal and so kind to the hands. A cleaner plane means a faster plane, so write or telephone

BASOL LTMITED

l2 Bolton Street, London, Grosvenor 3752

THE COMPLETE ATRCRAFT C

Bf,SO[

tEA N ER

m&r8$ss8r&EREf,lr&r

Used by Aircraf t Manuf acturers, Airlines and Flying Clubs throughout the world

Aviation Diary

May 5

May l8-20

May 24-

June

May 25-26

June 1-2

June 8-10

June 9-10

June 9-16

June l0

June 10

June l5-16

June l5-17

Jtne 2l-24

2

Tiger Club Rally

A_ir Rally and International Touring Meeting organised by the euiberon Aero Club. Paris Aero Show.

Popular Flying Association A.G.M.

International Rally of the Wines and Ch0teaux of Anjou, organised by the Aero Club of Western France.4th International Rally of the Wines and Products of Provence, organised by the Fr6jus-St. Raphael Aero Club.

International Air Rally organised by the Austrian Aero CIub.

Sywell

Quiberon Paris

Londonderry flouse

Anjou

Fr6ius Vienna/ Aspern

4ne_glr Gliding Week, organised by the Western France Aero CIub. Angers National Air Races-First Round, and Royal Aero Club Aerobatic Competition, organised by the Royal Aero Club. .yeadon

6th International Air Display, organised ypenburg by the Royal Dutch Aero-Club.- Air Force

1Oth International Air Rally, organised Base'Rijswick by the Lower Normandy Aero elub. Flers

4th International Tourist Rally, organised by the Zoute Aviation Club (invitation). le Zotte

9th International Aerial Tour of Sicily, organised by the palermo Aero Club. ' palerrno

June 29-30 Invitation Air Rallv.

July 5-8

July 6-8

July 9-14

3rd International Watch Rally, organised by the Swiss Aero Club. Invitation Air Rally.

La Baule Bienne Deauville

International Air Week, organised by lhe Pescara Aero CIub. pescara

July l2-13

Jnly 27Aug. 5

Aug. l8-25

Atg.23-25

Sept. 2-8

Sept. l4-15

Sept. 19-22

Nationa_l Air Races. King's Cup and Locheed Aerobatic Trophy, organised by the Royal Aero Club.

B.G.4. Natiolal Gliding Championships organised by the Surrey Gliding Club. -

International Parachute Contest, the 'Adriatic Cup,' organised by theAeronautical Union of Jugoslavia.

International Rally, organised by the Sporting Flying Club.Society of British Aircraft Constructors

-Flying Display and Exhibition.

Baginton Lasham Tivat-Boka Kotorska

Copenhagen

Farnborough Sywell

P.F.A. Rally. Innsbruck and Salzburg International Air Rally. organised by the Austrian Aero Club. Innsbruck

SMALL ADVERTISEMENTS

Membars^ of the Popular Flying Association may have the use of this c_?!yAl l_9r^qqvert is ing art ic.les wan t ed, exchange or disposal .for' O N E INSER.TION up to_ 24 words FREE. If more tian one insertion it must b1, Oail cash ,in advance at the rate o1 4d. pe, word (mii.' l-2 ;;;;;\'. Box No. ls. 6d. exta. Non-members-chargeable at the rate "f Oi. iii word(min. 12 words). Box No. ls.6d. extraCheques and Postal Orders should be crossed and sent to Fryers Advertising Service, lO Mitcham Lane, S.W.16.

__Y:,!+:"^ a large qxa-ntity of.propellers to Drawing No. 25701 l2lB for disposal, rhese are in excellent condition aidaie available at fl5 each ex-works. These airscrews are suitable for Miles Gemini and Auster Autocrat aircraft. These pio- pellers,can be supplied to Groups at a price off I 2 I 0s. pirs5nal Plane Services, 325 Stanes Road, West. Ashford, Middlesei._Aiglet and Chipmunk a-irc_raft for disposal. Further partic_ ulars'phone CROydon 9308.

Published on the third Monday of each month bv Popular Flying Association, .Lotdonderry Hous_e, 19 park Lane, London, W,I Designed bv Frvers Advertising Serviie - - rtiiiiii'notit i-oii;hr;i Li;i;A-,'ronVii,

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