Popular Flying Jan/Feb 1958

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A }IONTHLY MAGAZINE OF THE POPULAR FLYING ASSOGIATION

fANUARY-FEBRUARY 1958 r'1i.5;f,5 !il:, ;"111.;; if,;:, i

One shilling and sixpence

Gently does it

High rotor speed of Bristol Sycamore permits smoothvertical landing in autorotation at maximum all-up weight

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Bd,srors@e

BRISTOL AIRCRAFT LIMITED \ ,,PI ;+it

A,ouR MEMBERS ARE FULLv AWARE an Extraordinary General Meeting of the Association was held on 2lst December last to consider and vote upon two resolutions put forward by the Executive Committee which would have the effect of increasing both Individual Members' and Group subscriptions. Alter a very full discussion in the coLlrse of which the reasons for these increases were put by Committee representatives the Meeting saw fit to accept these proposals unanimously. We feel, however, in the light of subsequent events and reactions that further comment is called for. ln the first place the attendance at the Meeting was extremely poor and the absence of representation can only be taken to mean that the Membership was in general prepared to accept the increases without protest especially as very few letters were received prior to the Meeting expressing an opinion on the proposals-of the five letters received only one made a formal protest against the increase. This was from a Group which has had an extremely difficult time in recent months largely due to its displacement from a service Aerodrome. The letter, which suggested a sliding scale for Group fees, was read to the Meeting so that its point of view could be considered by all. Ol the remaining four letters two came from Individual Members both approving the [ndividual Members' increase. The other two from Groups which whilst expressing dismay at,the size of the increase decided to support the resolution. We cannot do better than quote from one letter 'However, it was decided although the f,l0 0s. 0d. per annum fixed affiliation fee might prove to be rather a burden during the first year or two, in view of our other heavy commitments,

to support the two resolutions, as it was lelt that it was very necessary that the Executive of the Movement should be sufficiently well supported financially, to enable it to press on with the good work which it has already been carrying out so effectively during the past few years' This from a Group which, in addition to taking on all the normal problems of Group operation, has taken on the problem of operation from an abandoned airfield and the construction of a hangar and club premises on the site.

With due respect to many of our other Groups, this shows a splendid spirit fully in keeping with the principles and traditions of the Popular Flying Movement and a contrast to verbally expressed opinions to one of our Committee by members of several Groups based not twenty miles from Hyde Park Corner who expressed dismay before the Meeting that the subscription was going to be increased. The Committee member concerned quite rightly pointed out that it was up to the meeting to accept or reject the proposals. As the Groups concerned did not send representatives we can only hope that upon mature reflection they decided that they could accept the proposals.

It is an odd comment upon the movement that of the twenty odd Groups based around London only one bothered to send a representative whilst Groups as far away as Cardiff, Birmingham and Coventry managed to send representatives. Such apathy gives neither encouragement nor guidance to the Executive Committee on the difficult problems that they have to face on behalf of the movement and it is to be hoped that if these recently accepted increases do not find favour with the majority of our members they will attend the next Annual General Meeting and give the Association the beneflt of their opinions.

We h4ve now sold over 100 sets of working drawings for Turbulent and Turbi and the demand still continues both from home and overseas enthusiasts.

Whilst many members keep us well informed as to their progress there are others who have

not done so. If you have purchased a set of drawings please do drop the Editor a line reporting progress-if any. If you have not started construction and there are good reasons why you have not we should equally like to hear of these as your problem may have been solved by another enthusiast and we shall be glad to pass on the information. Contrarywise we would like to hear how you have solved your problems. It may well be some one else's problem too. In short to those of our members who haven't told us recently do let us know how and if you are progressing with construction-we do not want vast detail if you are too busy-just enumerate the various components completed to date. We would like to publish details in due course-so make sure your name is on the 1i st.

The illasefield Trophy

The Masefleld Trophy has been won by the Warwickshire Aero Club, who are to be congratulated upon having achieved an extremely high standard of operation in all their many activities. This Club is one of our larger units, and they operate seven aircraft, Taylorcraft Plus D G-AHVS, Tiger Moths G-AOIM and G-ANON, Auster 5s G-AOCU and G-AOTG and J.1 G-AIZU, together with Fairchild Argus G-AJOZ.

Nine entries were received for the Trophy last year, and the finishing order was as follows:

1. Warwickshire Aero Club.

2. Cambridge Private Flying Group.

3. Southport Aero Club.

4. Experimental Flying Group.

5. Armstrong-Siddeley Flying Club.

6. 47 Squadron Flying Club.

7. Montgomeryshire Ultra-light Flying Club.

8. Cardiff Ultra-light Aeroplane Club (No return).

9. Croydon Flying Club (No return).

How to Win the King's Cup with a Little ,Un

Memories of Baginton told by the Barton Flying Group of Barton, Manchester

Do all Groups have the same trouble in deciding on the aeroplane to buy? We ranged from the sublime to the ridiculous, from Proctors to Comper Swifts in our original discussions, and finally, after one member offered to give up his work and live on the petrol rebate from a Proctor, we decided we wanted a Tipsy. At this stage the Jonahs all waded in-'ns spares, laid up lor months', 'light as a feather, turn over in a gentle breeze', 'kill yourselves', and similar encouragement whilst we looked for one of these rare machines. Eventually a fellow told us he knew of a man who had a friend who had one which was for sale. We viewed her finally at White Waltham one sunny Saturday afternoon (what visibility they have there !), and decided we would have it for very much less than was being asked. Many weeks, and haggles, later we took delivery, our leave-taking of White Waltham being cut short by a message from Control'clear off in 15 minutes or you'll be here till tomorrow-the Duke's coming to fly'. The writer'cleared off' just before the Heron, shaking his flst, well down in the cockpit. The weather decreed that Coventry would be as far as we should go on this flight and there we first made lriendly acquaintance with the ArmstrongSiddeley Flying Group. This friendship has grown although so far we are deeply n their debt for kind acts and hope to put this right some time.

Back at home base 'the man from the Board' kindly proffered a box of Swan Vestas on his first inspection, subsequent attention to the machine being very costly in consequence.

A11 being put to rights we decided that the next

venture should be the King's Crp, no less ! The smallest, lightest, boldest and most easily impressed member of the Group 'volunteered, to enter the machine and preparations were put in hand at Sherburn-in-Elmet. The machine was only ready on the morning before the practice day, and then fate struck in the shape of a sick magneto. Once again our friends at A.S. Flying Group came to our aid with a spare mag., and it lell to the writer to leave for Coventry at dawn, collect the mag., take it to the nether parts of Yorkshire, have it fitted, and then ring the competitor so that the latter gentleman may come over and fly down to Coventry. However, during the whole of the day the weather was such as has never been seen since Noah got so worried and upset, and by the time the aircraft was ready even the birds were walking. On top of this our Gentleman Competitor came on the phone to say that he could not fly across the pennines and so take the Tipsy to Coventry, and it would. therefore seem that the writer would have to do it. The writer had been driving since early morning and was hungry, and since the visibility in the hangars was bad, let alone on the field, he set his face against this idea altogether. However, further pleas from the anxious man in Manchester prevailed, although there were very hard words when he said the sun was shinin! there and at Coventry. It was too, but at Sherburn it seemed unlikely ever to shine again. The writer now spoke to the local met. man for advice on a flight to Coventry, and was met with an Aurora-like 'W-h-a-t'? All else failing it was felt that to go by 'rail' would be best in the

Popular Flying, Januury l Februory, l95g

circumstances, and af,ter having wrung the mechanic's heart to gain assurances of the safety of the pilot-to-be (and his widow and two little orphans), as the flight was to be conducted at the height of some one hundred feet only, cloud base being some one hundred and fifty feet only. Those who have done any instrument take-offs will know the heavy heart with which this take-off was done without any ! Finally the shine of rails, not so very far below was discerned and we 'set off'. A veil should be drawn over the rest of the flight, except to thank British Railways for the very nice shine on their main line rails, to apologise to the pilot and co-pilot of a Viking which flew beneath me at Bawtry (and I thougl-rt I was low)-we looked long and hard at one another and it would be hard to decide who felt more sorry for the other. Finally an apology to the driver of the No. 8 bus in Melton Mowbray bus station who seemed to bite his tongue instead of the meat pie. To him I would point out that Melton Mowbray is sited on rising ground and the gap between the cloud base, myself and the No. 8 bus was then about 50 feet-and in a torrential downpour into the bargain. Strange as it may seem the sun really was shining at Rugby, the 'front' having passed through. I had formed the opinion it was a wall not a front. However the rare atmosphere was reached at 2,000 feet again and as Baginton was in sight it was decided to arrive in the 'grand manner'. As the speed built up a little reflection showed that any handicappers might suspect that this strange bird normally flew at this speed, and as later experience showed that they did, it was as well that the arrival was more circumspect. Credit is due to Mr. James Batho who in his generous way had been keeping the aerodrome open late for this solitary aircraft. Not much of that spirit about nowadays.

Air racing proves to be much less exacting and frightening than might be thought and it certainly provides a lot of fun particularly when you are operating on a shoestring. The P.F.A. had given us a lot of 'push' and it was a big help to see the smiling Imray sorting things out for us novices. Obviously many of the entrants have spent more

Popular Flying, January f February, 1958

than the profits on a Bank Rate leakage on their machines, but with animal cunning it is reasonable to expect a fair chance amongst them. Some very interesting things are to be seen; one engine which cruises at2)00 revs. was seen to give 3,200 revs. on a ground test! There is a lot of practice flying to be done over the King's Cup course for, of course, there is no time for navigation. The writer (*ug again) and the competitor came to the conslusion that the organisers had studied the surface of the moon and discovered that its counterpart on Earth was to be found in the area Baginton/Sywell/Peterborough/ Baginton.

The great day arrived and having made a brave show in the National Air Races we prepared for the King's Cup. As you may have guessed the Tipsy was first off. We were on the line in plenty of time and then some certified maniac persuaded the pilot to switch off. This is not a thing to do lightly with a Walter Mikron engine and so we spent the last moments of the count-down swinging the prop in a frenzy. If any American rocket scientists want to know what final success is in matters of this kind we can tell 'em. We hung on to the Tipsy with the engine going all out until the flug fell (not difficult really) and then away she went. Actually it is quite a thrill after all the weeks of polishing and such like to see your aeroplane set off in a big race. We recommend it to all and sundry. You may tell the handicap for we walked over to friend and competitor Fred Dunkerley after the Tipsy was away, and he had over half an hour to wait even then. As we all know we were all able to wave Fred off and then see him back again very smart like, half an hour handicap or no ! Nevertheless the Tipsy was the second in sight (with binoculars) but then we had the humiliation of seeing every damned aeroplane in the race overtake it, some of them inside the boundary even ! We shared a big drink out of Fred's big cup later however, that is when we could get it away from some rude petrol company man with a loud voice who seemed to imagine he had won it. We know which free petrol we shall accept next yearl lcontinued page t6

The first picture shows Mr. Best-Devereux of the Technical Sub-Committee in flight over Elstree Reservoir. No points are awarded for identifying his mount as a Turbulent ! The picture was taken during the visit which this machine paid to Great Britain last year. This particular model, built in France, was flown from Roger Druine's workshop to Elstree, around England and back to France without incident-save for a small misunderstanding with the runway whilst taxiing which necessitated a new propeller. We are indebted to Charles Brown for permission to reproduce his Picture.

The second picture depicts the Luton Minor now living at White Waltham. This machine was constructed by Arthur Ord-Hume, seen here in the driver's seat, from the remains of his previous Minor which, in turn, was built from the wreckage of a far distant G-AFIR of 1938 vintage. Powered by a 37 h.p. J.A.P. engine, the Minor cruises at about 65 m.p.h. Frank Parker, 'FIR's new owner, hopes to visit many Groups just as soon as warmer weather arrives. The writer appreciates this last bit since his nose and ears turn blue and take days to recover from the effects of flying lidless aeroplanes in Arctic conditions.

Picture number three is, perhaps, a little out of place for the aeroplane is no longer in existence. It is the pre-war Luton Major two-seat tandem monoplane which had folding wings. The Major, of all-wood construction, had a span of 35 ft. 4 ins. (11 ft. 8 ins. folded) and a length of 23 ft. 9 ins. The empty weight was 600 lbs. and the all-up weight 1,030 lbs. The prototype was fitted with a Walton Mikron Series I which gave the Major a cruising speed of 87 m.p.h. The stalling speed was 38 m.p.h. No flaps were fitted. Initial rate of climb was 700 ft. per min., and the take-off rLIn, in still air, 80 yards. The Major was test-flown by Group Captain

(then Squadron Leader) E. L. Mole at Denham Aerodrome on 12th March, 1939.

During the war, the Luton Aircraft factory at Gerrards Cross, Buckinghamshire, was destroyed by fire together with this aircraft, three others in various stages of construction, a Luton Minor production model and the one and only Luton Buzzard single-seat pusher'powered-sailplane'. From the wreckage, the badly burned drawings for the Major were salved. Recently, Phoenix Aircraft Ltd. has taken over the interests of the Luton Aircraft Company and have embarked on the redesign and construction of a new prototype of the Major. It is the ultimate intention of the company to prodr.rce the Major for construction by amateurs and to make the drawings available through the P.F.A. This company are also working on the Minor and, as stated last month, drawings for the latest version will shortly be available.

Picture four is of a little-known two-seat, side-by-side biplane-the Robinson Redwing Mk.2. The Redwing first appeared in 1930 fltted with an 80 h.p. A.B.C. Hornet engine. Later models had a wider and shorter fuselage and G-ABNX, seen here, has a Genet motor. 'BNX appeared alter the war in a hangar full of old office furniture at Elstree. The College of Aeronautical Engineering at Redhill rebuilt the machine and put it into flying trim. However, other than limited test hops, it remained in mothballs, save for a brief appearance at the 1951 Hendon 'Fifty Years of Flying' show. Two years ago it was taken over by a group of enthusiasts who planned to fly it. Unfortunately they were unable to work on the machine and it now lies at Panshanger. If anyone in that area is interested in this delightful biplane, they should contact Mr. Gilbert at the aerodrome.

Picture number five, shows the Hirtenberg

Popu lar Flying, lanuary f February, 195&

H.S.9a belonging to the Hirtenberg Croup at Denham, which was the subject of a feature article in popurlR FLvTNG for September last.

Our last picture is of the Aeronca Champion. This machine was savagely attacked by another aeroplane during a storm at Shoreham last year whilst they were both 'living rough' behind a hangar. Champ took a pasting and had its

tail practically severed. The machine is now at Elstree where, under the lovin g care of Ernie Chick, the l'uselage has been repaired and recovered. The Champion, seen here in its original American markings, will grace our skies again this coming summer.

Next month we will present a page of pictures of anrateur-constructed aircraft from America.

Popular Flying, January February, t958

One of the most active flying organisations around Southern England is the Tiger Club. Although not strictly P.F.A. nlotters, their doings are usually interesting and we are glad to publish this.

BERCK WEEK END

(Being a tale of travel when the TIGER CLUB paid its first visit to foreign climes)

Contrary to best story-book principles, Saturday, 10th July, 1957, did NOT dawn bright and clear; in fact, this was very far from being the case, the rain coming down in torrents and the wind blowing at a force which caused un-picketed Tiger Moths to shift uneasily on the ground. This was the more unfortunate as it was the day on which the Tiger Club had been invited en masse to visit their continental contemporary, the Aero Club de Berck, the start having been arranged for I 1.00 hours sharp.

When this time came, conditions were still very I.M.C., so it was agreed to postpone moving off until later in the day, a decision to be made at 14.00 hours. By then conditions were very definitely moderating, so it was decided to go through Customs at 16.00 hours, and in due course things were made ready for this.

First set-back came when G-ANZZ, presumably tired of waiting in the rain, refused to " flood ". After much effort the overflow-pipe which had presumably been " gummed-up " with oil, started to exude petrol, and continued to do so for the better part of flve minutes thereafter. As'ZZ was in the door of the hangar, this held up two other aircraft parked therein with the result that when these latter taxied down to Customs they arrived simultaneously with a Transair 'o Dak " with resultant delay in getting

through the official proceedings, However, by the courtesy of a local Customs man-to whom many thanks-they were enabled to bypass some of those coming in.

Whilst struggling with 'ZZ Jack Peircy had remarked: " I wish I was in 'NSH; she always starts at once ", which was an unfortunate remark to make for now she stubbornly refused even to kick. So once again, everybody waited, with engines running, whilst Frank Hounslow was fetched from Rollason's whereupon she started at once ! Thereupon, the gaggle of six aircraft-G-AoAA,

G-AODR, G-ANZZ,

G-ANHI, G-AOXS and G-ANSH taxied out and took off, with the weather rapidly clamping again.

Once airborne, conditions were not too bad, but as the writer is of the fraternity who likes as much air-space as possible between himsell and the deep blue sea, things did not look too bright for the forthcoming Channel crossingNorman Jones in Hornet Moth G-ADNB had flown on ahead of the main bunch so when we arrived at Lympne and the Hornet was seen on the ground a landing was decided upon to check up on the weather across the Channel-

The Bottles of Berck

Popular Flyinq, Januaryf February, l9it"

All, this is, except Jack Piercy and James Gibbons in'NZZ who seeing a certain brightening of conditions over the water set course for Cap Gris Nez without further ado.

A cuppa at Lympne and an improvement in the local conditions decided us to push on, so having again cleared Customs we took-off-and saw no more really bad weather until our return the next day! Just as we were leaving the coast we were somewhat disturbed to observe Dennis Hartas descending almost to water level and wondered if anything was wrong. However, he climbed up again and in the speedy G-AODR vanished into the airspace ahead of us. When asked later why he had done this he told us that he wanted to get an accurate QFE on his .altimeter and as if to prove that he had done so pointed to what he firmly declared were saltspray markings on'DR's cowling!

Contrary to previons expectations we were able to cross the Channel at a reasonable height; in fact the French coast was visible almost immediately after we had left England. However, once across, the broad sands of France at low tide proved too alluring and height was rather substantially reduced. We hoped that the sand-yachts did not feel tl-rat competition was too strong !

Nearing Berck we joined up iir formation as ls our wont when visiting, ar-rd led by Norman Jones made a circuit of the airfield whilst lonewolf Dennis aerobatted overhead, all of which pleased the onlookers on the ground more than

somewhat. As we circuited we could see no signs of 'NZZ and were a little worried. We need not have been for on taxi-ing in we were met by its crew who had a few caustic remarks to say d propos people who go off on circuits of France and the like whilst on a simple cross-country !

Apparently they had already been at Berck for an hour and a half, had pushed 'ZZ into the one and only hangar, and were beginning to get worried about US!

Although not normally a Customs airport, the French authorities had laid this on especially for the occasion and we were soon being interviewed by a stately and courteous official who had arrived on a bicycle, and who passed everyone through with the minimum of fuss and bother. Then having stored all our aircraft in the commodious hangar we were ready to be entertained-and this we most certainly were !

Hotel accommodation had been arranged by our hosts, both locally and at the nearby town of Le Touquet. Jackson and the writer were lucky in the draw and had been billeted in the Bagatelle, but half a mile from the airfield. Transport had also been laid on and in due course ' Jack' and I were taken to our hotel by the charming Madame Rollins at whose home we were later to be entertained. Having had a brush up we rejoined Madame who had waited for us with her car and were just entering it when a horrible sound of high-speed skidding came from the main road that ran past the hotel

and a large car snaked into sight and continued to weave along for a further 100 metres eventually flnishing up with its rear wheels in the ditch. Fortunately it did not overturn and we drove over to render assistance. However, Norman Jones and some others of our party had got there first and by dint of a certain amount of muscular effort got the thing back on the road once more. Whereupon the driver, having thanked them stepped back into his machine and drove away as luriously as before ! Our fair driver knew the occupant: "E eezdrunk ! ' said she, disdainfully, and proceeded to drive us most efficiently and carelully into Le Touquet.

We then had our flrst experience of true French hospitality, and what hospitality this is ! The lounge of M. and Madame Rollins' charming house was cl-roc-a-bloc with food and drink and we wondered who was going to eat it all. However, in due course the rest of our party drifted in from their hotels; throughout the evening more and more locals arrived and soon everyone was being plied with as much as they could manage in the way of refreshment.

At this time we were not sure if Madame Rollins was married or not and when one of us addressed her as Mam'selle she threw up her hands and cried: ' Mais non ! I have been married for 14 years. You are very good for me ! '

By 23.30 hours certain of us were wilting more than somewhat, so pleading that we were trds fatigud we prevailed upon Mons. Rollins to drive us back to the Bagatelle. This he duly did, touching on occasions 120 km.p.h., which as the car was (for us) on the 'o wrong " side of the road was on occasions slightly hair-raising. However, he r,vas as good a driver as his wile and safely delivered us, enjoining us to be sure in the morning to ring for a car to take us to the airfleld. After brief ablutions and a glance out of the window at what appeared to be a flood-lit duck-house we tumbled into bed and slept.

Before we left him Norman Jones had suggested that we be at the airfield early on the following morning as it was hoped that we might get a chance to fly some of the French aircraft

present, so having made the most of what was left of the r-right, we arose fairly early and desccnded to the dining rooms below.

After breakfast we still had time to spare so gave the hotel gardens the once over. These proved to be quite extensive and housed a very representative aviary which included many variations of the domestic fowl-one bantam type with auxiliary lif,ting surfaces in the shape of small feathers protruding from aft of each claw particularly took our fancy-moor-hens, peacocks, swans (labelled'sauvage'), monkeys and other live stock made a most interesting collection.

As the airfield was but half a mile away we did not consider it necessary to call for a car and walked it, arriving only five minutes after our promised E.T.A. of 10.00 hours. However, there were no signs of Norman, nor any other members of our party, so we made ourselves comfortable outside the estaminet and awaited their coming.

The wir-rd was again somewhat strong so we deemed it prudent to leave our Tigers within the har-rgar; the Frenchmen, however, were early on the scene and proceeded to get out their Jodels, Minicabs and the like and line them up on the airfleld, where, being low-wing monoplanes they stayed, steady as a rock in a wind that would make us tie our Tigers down once we got them out. Time wore on, but there was still no sign of the rest of our party and we began to wonder what had happened at the Le Touquet casino after we had left them the night before. At last, just as the local clock struck twelve a convoy of cars arrived bearing the missing Tiger Cubs, as cheerlul as you like and looking as if they had meant all the time to arrive at that hour.

By this time the sky above was becoming quite congested with aircraft; Jodels, Minicabs, Nor6crins and Stampes were appearing from all directions and altogether things were beginning to look up. In one machine were two highly respectable gentlemen clad in bowler hats and Handlebar Club moustaches.

Having then got out the Tigers and battened

Popular Flying, Jannaryf February, 1958

them down, we set about reluelling which was not all that easy as. the only bowser was a small one worked by a hand-pump. By the time we had got most of the aircraft filled up we were about ready for our promised lunch which was to be eaten in the hangar lately vacated by the aircraft. There was as yet no sign of this, but by 14.00 hours it had appeared and we sat down. Thereafter, course alter course, and bottle after bottle, were produced and we wondered at what time we were supposed to perform our formation and aerobatics, if indeed we would be able to perform them at all. We carried on until 15.15 when we decided that we must take action and all left the table. M. le President looked rather alarmed as we did so, but it was explained to hiru that we had to fly so all was well. As the photographs show we had not indulged too freely and managed to produce quite a respectable series of evolutions. 'SH's inverted aerobatics also went down quite well, so everyone was happy.

It was then necessary to refuel with oil which was even more difficult than with petrol; the only oil available was in what appeared to be half-gallon cans, but we eventually managed to half fill each machine, by which time it was necessary for us to start our journey back to England, home and beauty. At first Customs could not be found to give us outward clearance, but in due course the self-same stately official appeared, and with th.e same efficiency as before we were duly passed out.

After a formation farewell we turned north and were soon passing over the wide expanse of sands noted on the previous day. The wind was still strongish, and on passing Boulogne,. we started to climb up for the return crossing which took rather longer than the outgoing one, owing to the increased wind-speed at the 2,500 feet at which we flew. As we neared the English coast the weather which up to then had been fine, started to deteriorate and when we landed at Lympne it was blowing half a gale and raining hard. Clive Compton having successfully landed G-AOXS was mildly surprised to flnd himelf twenty feet in the air again; however,-he coped, so no damage resulted.

Popular Flying, JanuarylFebrttary, 1958

Clearing in without trouble we adjourned to Control to see what was the position at Croydon and were surprised to be cleared in independently, V.M.C. Judging by the conditions prevailing at Lympne this seemed scarcely credible, but there it was and we departed, The flight to Croydon was one of the worst we remember for many a long day. It rained all the way, the " bumps " were colossal, the visibility between one and three miles and altogether it was most unpleasant. One of the pilots, an experienced Meteor type was even ill en route which showed how bad were the conditions.

The occupants of G-AOAA had decided that this was a day for o'Bradshawing " and were quite glad that they had done so. As we approached Redhill the clouds were all but down on the

Homeward bound over the sands at Boulogne

hills and we wondered where were the V.M.C. conditions of which we had heard and whether we were going to be able to fly up the 'o freelane " to Croydon anyway. However, at the appointed spot we turned north for Godstone and found that we had just room to get throughwith the clouds brushing our top wings and the neon signs of the local cinemas flashing by beneath us. As we passed to the right of Kenley, the skies magically cleared and there we were in complete V.M.C. conditions with that landmark of V.M.C. clearance the B.B.C. Television mas[ at Crystal Palace plainly visible for all to see !

It had been a most enjoyable week-end and all returned the richer in experience and more than grateful to our French hosts for their excellent hospitality.

AMATEUR AIRCRAFT GONSTRUCTORS' GUIDE

by Arthur W. J. G. Ord-Hume P.q.nr V.

Aircraft Woodwork

Before dealing with actual carpentry, there are two dumb assistants who each play a vital part in woodwork. They are therefore worthy .of detail. One is the brad (known variously as .gimp pin, tack or nail) and the other is the screw.

The aircraft brad is a sharp-pointed brass nail with a flat head. It is available in lengths from * irr. to I in., and in thickness from 22 S.W.G. to 18 S.W.G. It is different from the commercial nail in that its flat head does not cut the surface of the timber when it is driven home. This flat head also increases the pressure which the nail can exert on the wood.

As a general rule, brass brads are used only to secure a joint until it is dry. When attaching plywood to a structure, it is common practice to tack it on with brads and remove them when the glue is dry. With modern synthetic resin glues, no great advantage is to be gained by leaving them in place although if they are they will not corrode or damage the wood by their presence.

In place of brads, ordinary staples may be used where they can definitely be removed after the glue has set. For the use of staples, a good stapling machine (such as any of the Velos office models) should be bought and the base either folded back or removed altogether by the withdrawal of the pin at the joint. The machine is then held firmly in contact with the wood and the staple driven home by pressing the knob with the other hand.

In the removal of brads or staples, exercise care not to damage the fibres of the wood in the process. A screwdriver with a cleft in the blade and the end bent through 60' is ideal for the job.

The wood screw is used for the additional attachment of certain parts such as wing tip bows, inspection panels, hinge seat members and so forth. Screws for aircraft use are made of brass and may be cadmium plated to resist corrosion. They are available either roundheaded or countersunk and should only be used as specified on the drawings.

Wood screws are designed to cut their own threads in the timber and they derive their holding power from these threads. If the screw is driven into the wood without a pilot hole, the timber may well split. If the pilot hole is too big, the threads cut by the screw will be insufficient to hold the screw tightly.

Pilot holes for screws should be drilled to enable the screw to be used to its maximum advantage. Two drills are necessary-one to drill the hole for the shank of the screw and the other, smaller in diameter, for the threads.

The first hole should be very slightly smaller than the diameter of the screw shank. If it is too large the shank will not be a tight fit and the entire load will be thrown upon the head of the screw which may pull through the timber.

If the clearance hole is too small, the shank will bind so tightly that the threads will be unable to draw the screw into the hole and they will ream out the second hole.

This second hole again must be of the correct size to allow the threads to get a proper grip in the wood. If it is too large, all the wood necessary for the screw to bite into will have been removed and it will not hold. There again, if the hole is too small, the wood is likely to split.

Also of importance is the length of this second hole. If it is too short, the screw may tend to

Popular Fly ing, fanuary f February, 1958

hold the members apart or fail to draw them tightly together. This is particularly the case with hard woods.

Carefully measure the screw to be inserted and select two drills accordingly. Il many screws of the same size are to be used, fit a stop ,on the drill shank so that all the holes are of the same depth. A piece of wood such as a dowel rod of the right length will make a good drill stop.

If the screw to be used is a countersunk one, use a proper wood screw countersinking bit. Woodscrew heads have an angle of 90". Do not use an ordinary large twist drill as a countersinkthe head angle is 120' and also the edges of the drill will chip the surface grain of the wood.

In aircraft carpentry, there are only two basic types of joint which are used. Each of these depends on careful workmanship to enable it to develop its maximum strength.

First is the scarf joint in which the two pieces of wood are equally tapered over a precise length so that they fit together, one onto the other. The scarf joint, properly made, will at least equal the strength of the surrounding timber since it presents a very large surface for gluing. For example, a one inch square spruce strip, scarfed up out of two pieces with a one in sixteen taper have between them a glue area of sixteen square inches.

The scarf method of joining is the only method which may be used for joining or splicing spars, longerons, stringers or any other strip of timber. It is also used for the joining together of two panels of plywood to make one.

The width of a scarf is sixteen times the thickness of the wood-a piece of +" thick plywood will need a scarf one inch wide (16 times +"") and a strip of *" x f;" wood will require a twelve inch one (16 times f;").

When joining a piece of timber of unequal section such as *" x t", one can either scarf the $' face 8" long, or the $" wide face 14" long. For ieasons of economy, however, it is usual to make the scarf as short as necessary. In all cases, however, timber which has one face three or more times width of the other must be

scarfed on tl-re broadest face-for example a plank 4" x l" would have a 4" wide scarf 16' long.

The accurate cutting of a scarf requires a really sharp smoothing plane with a very fine setting. After marking out for the scarf using a carpenter's square, rule and pencil, the timber may be roughly cut to the angle of the scarf using an ordinary tenon saw. Care must be taken however to avoid splitting the wood during this operation.

Secure the required portion of the timber to the bench with the longest edge of the scarf lowermost and supported by a piece of scrapwood with a straight edge. This is so that as the thin edge is prepared, the end is supported and remains level with the lower edge of the timber-if it is not supported, it will bend down under the weight of the plane and the scarf will not be accurate. Firmly locate the timber and the supporting board to the bench with G clamps to prevent it moving during planing.

The cutting of the scarf will be facilitated if the plane is held at a slight angle to the direction of the cut so that the wood is sheared off. This angle may be between about 15' and 20". When scarfing plywood, it is important to keep the cutting edge at a convergent angle to the cut or else the blade will dig in and chip away this very hne edge. The plane sliould be set to give the finest possible cut. A coarse setting will chip the wood and fail to produce good work.

Take great care whilst planing to ensure that the surface being produced is level and true. Use a square and a rule and check frequently. When both pieces of timber have been preparcd, try them together as a final check for accuracy.

In scarfing plywood, the finished edge should show the three laminations as straight bands. The glue used in the manufacture of plywood is a synthetic resin which will show up as two parallel, straight dark bands. If these glue lines are not parallel but are converging, wavy or kinked, then the scarf is not true. This can be caused by faulty planing or, as usually the case with kinks, by an uneven base board, dirt on the board under the plywood, or by the presence

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of knots in the base board causing the cutting edge of the plane to lift at one point.

When gluing up a scarf joint, one must apply even pressure along the total length and width of the joint. The glue should be applied ,evenly to both faces and then the two pieces rubbed together to exclude any air bubbles. Select two pieces of scrap wood several inches longer than the total length of the joint and place these one on each side. To prevent the .adhesion of glue to these clamping blocks, insert a strip of waxed paper between the block and the joint. The wrapping paper from sliced loaves of bread is ideal for this purpose ! Clamp up using G clamps at intervals to ensure adequate pressure. Achieve adequate not excessive pressure. Never put a clamp directly into contact with aircraft wood-it will press into and damage it. The load should always be spread by transmittingit through clamping blocks.

Joining plywood presents a slightly different problem. Due to the size of the panels of ply which may have to be joined, it will not be possible to clamp the two togetl-rer as detailed above. Let us suppose that the constructor has to scarf up two panels of plywood and the ,scarfed edge is twenty inches long. First of all, a batten of wood will be required about two feet long, three inches wide and about threequarters-of-an-inch thick. A strip of waxed paper is laid over this batten and one panel of plywood laid witl-r its scarf edge uppermost and approximately on the centre-line. Tack it every six inches or so to the edge of the batten. Apply glue to the joint, shuffie the other panOl onto the scarf to exclude air and line it up in the correct position. Secure it to the batten with tacks as the other piece. Place a strip of waxed paper over the joint and prepare a strip of plywood as long as the scarf joint and about 1| inches wide. This must be short grained so that it will press the full width of the joint. Line this strip up and proceed to tack it at half inch intervals along itg centre line (the centre line of the scarf joint). Use brass gimp pins of sufficient length to go right through the joint and well into the base batten. 16

When the glue has set, the tacking strip may be removed and the odd securing brads withdrawn. If properly executed, the joint should require only a light sanding to remove any surplus glue.

We have now learned to use one of the most versatile applicetions of light clamping-the tacking strip. It is a method of applying sufficient pressure to set a glued joint when it is either impractical or impossible to use a clamp or other means of pressure application. When covering the leading edge of a wing, for example, it is impossible to use clamps for securing the plywood since both sides are not accessible. In such cases the tacking strip has to be used.

Strips may be prepared from offcuts of *", &' or t' ply and should always be short grained unless they are for special use. The whole idea of the tacking strip is that the fibres of the major (outer) veneers should press down on the joint or centre of pressure application. This means that the grain should be at right angles to the line of pressure wanted. Do not forget that any glue squeezed out of a joint will stick to a tacking strip or clamping block. Use waxed paper wherever there is a risk of this happening. (continued).

HOW TO WIN THE KING'S CUP

WITH A LITTLE 'UN-Cor/inueCfront page 5

The weather af,ter the Air Races trapped us at Coventry for some time, but when we got her home we convened a meeting and with the generous assistance of the Kemsley Flying Trust we are now having a Belfair made out of the Tipsy. This is the closed cockpit version of course, sorrowful as we are to lose all that lovely fresh air and rain economic considerations force us to accept the fact that paying customers prefer to fly under glass.

We shall be back at the Air Races next summer, Number 46 as before, but if anyone has a mqtal prop for a Walter Mikron engine (X4 if possible), for mercy's sake sell it to us. Our wooden one is about as much use as a spoon.

Popular Flying, January February, 1958

Four foreign ultra-light or light specials are represented here. At the top on the left is a converted Piper J-3 Cub, serial number N6047C. Conversions.from standard high-wing aircraft are popular in the United States. Below it is a Wittman Tailwind, modified from the normal plan or kit to include tricycle undercariiage and a sleeker wtndshield. At top right is the French M.D.G. Midgy-Club, one of a series of one and two-seaters built by a firm of instrument makers. Below it is the BHT-I Beauty, built in 1944 as a single-seater long-range ultra-light. Photos: Bob Linn, H. Beit-Deyereux and Capt. Christie.

TURBULENT-First Flight

The Druine Turbulent, built by Rollason's of Croydon, successfully completed its flrst flight on Tuesday, 31st December. The aircraft has been purchased by the Tiger Club. This Turbulent, attractively finished in grey and blue, was built from plans supplied by the P.F.A., and Mr. Jones has every intention, if orders warrant it, of laying down a production line of these extremely economical aircraft. The second aircraft has been sold

and a third airframe is already under construction. The price, complete, ex works, will be about f1,000, according to the makers.

co**uctro*

In the article on Geometry for the Constructor which appeared last month, Problem 8 referred to the dividing of the circumference of a circle into six equal parts, not five as stated. The illustration at the lower right-hand corner on Page 9 referred to the article on Engineering Drawings which appeared in our August issue and depicts methods of dimensioning detail drawings.

Group News

In addition to receiving the regular copies of such Group Newsletters as are in regular production, we do hear from time to time from those of you who are not in a position to reproduce your own magazines and we are very grateful to you for these letters. If you are not in the habit of writing to us at present, we do urge upon you that it is a splendid habit to acquire. As an example of what we like to receive list the following:Flying activities.

Hours flown.

Problems faced in operation. Social and constructional activities. Handling or maintenance notes. Talking of Newsletters, it was a great pleasure to receive the flrst four issues of a new periodical from the Sherwood Flying Club, edited by Michael Gani, their Secretary. He is to be congratulated on turning out a well-balanced production, with articles on navigation and airmanship, qrtizzes, social news and a page on cookery.

Glamorgan Flying Club

Christmas has come and gone and left its customary trail of somewhat overtrained looking members groping their way round the Club House (notably headed by the Directors of ,Glamorgan Aviation Ltd.). However, flying has been continuing as well as the weather and other things have permitted though the monthly figures are well down on their summer equivalents.

One bit of good news is that Bob Brailey has finally completed all the necessary training and is now the proud possessor of a Private Pilot's Licence No. 50011.

CHRISTMAS PARTY

What we described as 'a small and unpretentious .' party on the Saturday before Christmas was a great success. In some mysterious manner we succeeded in squeezing at onp 18

point some 85 people into the Club room. (lt was a little like the Dark Hole of Calcutta, except that there was plenty to drink.) We welcomed most of our regular supporters and one or two not quite so regular supporters among whom we were glad to see Colin and Helena Davies from St. Nicholas making their flrst visit to the Club. Bob Brailey had dashed into Court the previous Monday to get us an extension until 11 o'clock (but of course, as usual, had forgotten to take the necessary fee payable for such a maneuvre and had to borrow it from the Clerk of Court), and the party was able to go on until rather later than normal. A special word of thanks to the lemale members of the club who provided all the food.

TRAINING

Capt. Clough-Smith has continued his navigation lectures and quite a number of our members are beginning to make sense of computors, compasses, maps, straight edges, etc., and we are very glad to say that the lectures will be continued dr-rring the coming winter months. Notiflcation " will be sent to members when the dates have been finalised. Paul Cash has been valiantly keeping film shows going every Thursday evening on Liflt, Drag, Theory of Flight and aerodynamics generally, by courtesy of Shell Mex and B.P. Ltd.

The Link Trainer is now installed in building No. 30 and as soon as the electric and vacuum systems have been overhauled and contacted we will be able to offer this new facility to members for f I per hour.

There is a reasonably good prospect of a new well-equipped Auster type aircraft being purchased by Glamorgan Aviation Ltd., during the coming season, provided the directors of the Company feel confident that they can depend on hours considerably in excess of 1,200 being achieved during the coming l2 months.

Warwickshire Aero Club

The Club has flown to date over 785 hours (this compares favourably with the top Club total of 779 hours for last year). During this time eleven first solos have been made, four private Pilots' Licences issued and night flying

has recommenced for the winter months. There has also been a number of first night solos together with two pilots qualifying for night ratings.

A number of members have also successfully obtained their radio licences. One member has completed all his examinations and holds a full Instructor's rating and is, in addition, a Royal Aero Club observer.

The Club total flying time has been flown mainly on Tiger Moth and Auster aircraft, augmented by other types owned by members, namely Fairchild Argus and the recent addition of twin-engined Gemini for more advanced flying training. Two overseas flights have been made by members, one to Scandinavia, the other to France.

Wednesday evening lectures have now been resumed and these are particularly well supported and social activities have featured prominently throughout the Club year. As a result of this progress the amenities have been considerably improved within the Club House and it is hoped that this planned progress will continue.

Bustard Flying

Quite good progress has been made in that we have flown 110 hours since we took over the Tiger Moth on 2nd August, and four people have gone solo. Our mdmbership is full at 50 people, and we have just purchased an exR.A.F. Tiger Moth, to rebuild during the winter months.

CORRESPONDENCE

To the Editor. Sir, In the December issue of popuLAR FLvTNG I was very interested to read of the revival of the Luton Minor. In the historical data th-ere i,s one point, however, which is not quite accurate and I draw your attention io this as I know how keen collectors of aviation history are to have things as right as possible. your contributoi states that the undercarriage of the prototype was a straight tube similar to th-e Flying FlEa. In^ fact, the underc?rriage consisted of two short cantilever ixles pivoted at the base of the lift struts and bearing on rubbei blocks in a box inside the cockpit. No doubt also you have noted that the rate of climb quoted in popuraR FLvTNG rather suggests that Luton Aircraft Ltd. made the first Sputnik and not the Russians. The prototype Minor G-AEPD was eventually modified to _have production type undercarriage and wai sold to i private owner in Scotland. Since then I have lost touch with it and possibly one of our readers could offer some light on its eventual end. H. Best-Devereux.

Book Beviews

The Review of Helicopter Development contains a brief description of various power units, five pages of tables ol data on helicopters of the world, with corresponding pages of silhouettes, six pages of photographs and "riu*Ly drawings of the Sycamore, Skeeter and Whirlwind. Altogether this is a compact, wellJaid out and exceedingly useful reference work.

Aeroplanes and Aero-Engines is the fourth edition of the series of cutaway drawings (by J. H. Clark, J. Crawley" B. A. J. Hatton, R. J. Way and R. Wood in this casey andfeatures 14 aircraft and ten power plants, including such interesting items as the Armstrong Siddeley Snarler, the Percival E.P.9 and the ill-fated Vickers V.1,000. No other method of presentation could pack so much informative detail into the space of these pages.

Britain's Aircraft is a survey of current aeroplanes and engines at the end of 1956 and contains three_view drawings, photographs and descriptions of 30 aircraft, photographs and descriptions of 24 engines and lengthy tables of performance and other figures that fo.m u ve.y useful reference section of current and projected types.

Those of our readers who are interested in collecting facts about the aviation industry's products will be weli advised to acquire these three publications; for a very small sum you will obtain a rear storehouse of aviation facts.

Review of Helicopter Development, 3s. 6d.; Aeroplanes and Aero-Engines (4th edition),5s.; and Britatin,s Aircraft,. 2s.; all reprinted from the ', Aeroplane,, and published by Temple Press.

Renault, by Saint Loup; published by the Bodley Head, at 25s.

Ask anyone what the name of Renault conveys to them,. and you will probably receive one of a few stock replies. To young men of today, the famous .750', the .quatre chevaux' car; to his father, perhaps the immortal copper and cast-iron V-8 aero engine; to many, the nostalgia of pre-war taxis in Paris. Not until you have read this book will you realise the full stature of this French industrial giant, who created a huge industry at Billancourt out of the shrewd skill of his hands and the intelligent forethought of his mind. M. Saint Loup has assembled a monumental quantity of material in this book, and he presents it skilfully so that the image of this forceful genius rises clearly before us, driving his cars flat out in the choking dust of the great pre-1914 town-to-town races, or strug_ gling with that curious flgure of World War One politici,

Albert Thomas, French Minister of Munitions over an alltoo familiar wrangle on tank design; the great flow of .aero-engines, during and after the war revealed a side .of his character of greater interest to us, perhaps, than the part of him devoted to the motor car. In one interestpassage we see him ordering a Gipsy engine from England to copy and, if possible, improve it, quite openly. The result of this episode was the famous Bengali motor. In the SecondWorldWar he wasworrying overhisfactory, separated from it by the boundary between the free and occupied zones; fighting Petain, the Germans, his son-inlaw and anyone who looked like taking it away from him. The prototype of the famous post-war baby Renault was built in secret during the war. His factories, all the same, worked for the Germans and were bombed by the R.A.F. After hostilities ceased, Renault, like many of his countrymen, was open to attack on the score of collaboration.

The author of this work has amassed a great number of facts and figures about one of the most important of French industrial undertakings with, as far as one can judge a high degree of accuracy. Here and there it may be suspected that the translator has been at a loss for just the right technical word, but on the whole the book reads extremely well in English and none of the atmosphere of the original has been lost.

Air Dates, by Air Commodore L. G. S. Payne, C.B.E., M.C., A.F.C.; published by Heinemann at 42s. This volume contains, in its 565 pages, a vast amount of assorted information, most of it concerned with the Second World War and much of it only indirectly con.cerned with aviation. If one has any criticism to offer of this monumental work, it is on these points alone, that there is only a token coverage of the important betweenthe-wars years and that some of the items in later years are of doubtful value. It would be of more interest, one feels, to have given in one or two cases the date of an actual event rather than the date of the communique announcing the event, and the statement that 'many 'German fighters were destroyed' in 8th U.S. Air Force battles has no real value; here, however, it has proved, perhaps, impossible to set a truthful figure between German and U.S. claims in this respect. These are not important criticisms, though, beside the certain and lasting value of a work containing a wealth of r"rseful information that it would be otherwise difficult or impossible to obtain for most people. If you have a section of your bookshelf devoted to aeronautical reference books, you must certainly include this one.

Rescue! by Elliott Arnold; published by Victor Gollancz at l8s.

The content of this work is fascinating, concerned as it is with the activities all over the world of the helicopter rescue units of the U.S.A.F. Air Rescue Service-and not only helicopters, in fact, but fixed wing aircraft too, of every size. To our ears, or rather, eyes, the some-

what fulsome journalese of certain sections is distracting, but the style is trans-Atlantic, so one must expect differences. [t is always tempting to be suspicious of the 'human-interest' type of reporting, particularly where accuracy is concerned, though as far as the actual facts of each case are involved, Mr. Arnold seems to have taken great care to get them right. (Although one would scarcely agree with him that to fly a Sunderland into a hill on a flight over Scotland is to ' die a hero's death'.)

Little if any publicity has come the way of these rescue pilots; most of the incidents related here were new to us and all are interesting. British readers will recognise one episode, though; the rescue attempts when the South Goodwin lightship sank in 1954.

Ark Royal, 1939-1941, by William Jameson; published by Rupert Hart-Davis at 3Os.

Thanks largely to the considerable degree of publicity accorded her by friend and enemy alike, the career of few ships has been followed with such tense interest in its time as that of the Ark Royal, third of her name in the Royal Navy. (The first sailed against the 'Grand Armada', the second was an aircraft carrier in tl-re first world-war, but was re-named Pegasus.)

Mr. Jameson has given us a detailed history of one of the war's most important ships, and very welI he has done it, too; after the loss of Glorious and Courageous in the North Sea, one to submarine attack, the other to the guns of a German battleship, Ark Royal was the only actively employed aircraft carrier whose exploits have been-or at this late date are likely to be-chrgnicled.

SMALL ADVERTISEMENTS

Members of the Popular Flying Association may have the use of this column for advertising articles wanted, exchange or disposal for ONE INSERTION up to 24 words FREE. [.f more than one insertion it must be paid cash in advance at the rate of 4d. per word (min. 12 words). Box No. ls. 6d. exfia. Non-members chargeable at the rate of 6d. per word(min. 12 words\. Box No. ls.6d. extra.

Cheques and Postal Orders should be crossed and sent to Fryers Advertising Servi ce, lO Mitcham Lane, S. W.l 6.

FOR SALE New and unused Slingsby Motor Tutor Fuselage, any reasonable offer. Pottinger, " Creg-Ny-Baa ", Oatlands Road, Shinfield. Nr. Reading, Berks.

WANTED

For Carden-Ford Engine, Water Pump, Propeller and Exhaust Stacks. J. H. Pickrell, 82, Queen's Road, Southend-on-Sea, Essex.

AN OPPORTUNITY

An opportunity for a Licensed Pilot to become a member of the Swallow Flying Group (established owner group) operating B.A. Swallow 11. (2 seater canopy), at Elstree Airfield. Quarter share now available-inclusive flying costs less than f2 per hour. Details: A. Howell, 70, Shelgate Road, S.W.1l. Battersea 7110.

AIRCRAFT FOR SALE

Belfair Tipsy, 2 seater, full dual. Recent conversion to cabin included new C. of A. work, embracing engine overhaul and respray white and blue. Cruise 100 m.p.h., rate of climb 700 f.p.m. Fuel 3 g.p.h. Whole aircraft only 200 hours from new. At present on new permit. f.800. Barton Flying Group, Barton Airport, Manchester. BLL 7407: business hours.

Popular Flying, Junuaryl February, 1958