ASSOCIATION

Technical Data Circular No. I

Subject: Additional Data to Plans set Issue I. 28.6.58.

The following supplementary data is circulated to assist in construction of TURBULENT aircraft. Certain of these points are particularly included for Australian constructors.

N.B. B.S.S., D.T.D., A.G.S., are British specification abbreviations which if not available use aircraft quality equivalents.

Read in conjunction with Technical Datacircular No. 7.

TAIL WHEEL ASSEMBLY Drg. No.

23.1 Item 186. Tail wheel spring attachment bolts distance between centres: 3.5/32 ins. Rear attachment bolt centre is 21132 in. forward of front face of sternpost. 30.1 I

23.2 Tailwheel spring leaves 40 mm. wide by 4 mm. thick.

23.3 Item 191 must be tight fit in 189 and running fit on part 198.

23.4 ltem 193. Head of axle bolt is l3/16 inch diameter.

Axle nut thread is t'inch B.S.F. Grease hole bored into axle from head is 13164 inch diameter.

Tap head f inch B.S.F. to take greaser. Head of axle chamfered 1/64 inch by 45 degrees.

23.5 Delete balloon reference 376.

23.6 ltem 195. Minimum bend radius on flange 1] times thickness of metal.

23.7 ltem 196. Shape end to suit Item 203 before welding. Spindle 75132 inch diameter to be running fit on Item 204.

Threaded portion is $ inch B.S.F. with I132 inch by 45 degree chamfer. 30.1 1

DETAILS OF UNDERCARRIAGE.

24.1 Item 160. Brazed washer to be not less than 18 mm. diameter. 30.12

24.2 ltem 16l. Brazed washer to be not less than 18 mm. diameter.

24.3 Item 165. Outside diameter to be running fit on Item 177.

Final length to suit ltem 177.

24.4 ltem 166. Outside diameter to be running fit on Item 178.

24.5 Item 168. Internal diameter f inch.

24.6 ltem 169. Overall diameter to be sliding fit in tube Item 156.

Assembly to Item 157 to be push flt.

Drg. No.

24.7 ltem 170. Make flexible bush housing 159 from I inch o.d. x 12 s.w.g. T.45. Can be down to 17 s.w.g. if different type bearing used.

24.8 Item 158. Use Silentbloc bearing Part No. E. 2042 13116 o.d. or similar, with centre hole $ inch diameter.

24.9 Item 171. Housing for Silentbloc bushes 158 is I inch diameter l2 s.w.g. T.45 tube. Triangular plate welded to bush housing at top of tube extends 40 mm. from centre line of br,rsh housing.

24.10Item 172. To be sliding fit on tube Item 157. Machining radii 1.5 mm. Centre bore f; inch. Surrounding flange of centre bore 2 mm. thick.

Wall thickness at base of thread not less than 2 mm. thick. Thread is 26 t.p.i. Brass thread. (Simplified detail being issued as optional modification.)

24.llltem 173. Undercut bottom of thread 2 mm.

Cut 26 t.p.i. Brass thread on nominal diameter of 1.55 inches. Internal bore 1.44 inches.

24.12ltem 174. Diameter of spring 1.5116 inches. Delete l.l3l32 inches.

24.13ltem 175. Assembled with 4 B.A. hexagon head bolts. Lock with spring washers or wire. Word " slate " should read " slot ". 30.12

25. FOOT PEDALS ASSEMBLY.

25.1 Triangular bracket on Item 219 is Item 211. Attach with 4 B.A. countersunk steel screws and plain nuts. 30.13

25.2 ltem227. Make in 18 s.w.g. Minimum radius at bolt 5/16 inch. Centre of bolt to centre of hinge tube $ inch.

25.3 ltem 220. -Base tube g inch o.d. I 7 s.w.g. Spec. T.35. Vertical tube f inch o.d. lg s.w.g. Spec. T.35.

25.4 Item 226.and other spacers on 22g are g inch o.d. l7 s.w.g. T.35.

25.5 Delete re-ference 229 where shown as rudder cable end.

25.6 Assemble_ cable end using thimble A.G.S.969.

25.7 Item 230..Spring to be adjusted so that Ir99gr pedals are lightly fnirger pressure) held forward-

25.8 [tem 389. Just an ordinary commercial Eye Screw I $ inch long x l6 s.w.g.

25.9 ltem 225. Hole in fork end f inch dia_ meter.

Tube is l8 s.w.g. T.35. Brake cable.lug should have f inch dia_ meter x 14 s.w.g. mild steel washer brazed on- rear faie with g.oa nff"t .i spelter at fork end. 30.13

26. MAINPLANE RIBS.

26.1 Item 418.

26.1.1. Gussets are.l mm. ply with grain for and aft but this is not iriportant. 30.14

26.1.2. Gusset at lower aftiaceof front spar is 26 mm. deep, all other inteispai gussets 20 mq, deep. The two obldng gussets on trailing portion of rib are 16 mm. deep.

26.1.3. {hery diagonal rib passes through Ribs 2 and idiagon.als niay be repositioned to suit.

?,6_1 a ,Spruce section is 9 x 5 mm. (All rrbs unless otherwise noted).

26.1.5. Delete balloon refeience 4Zl,

26.1.6. Ribs 2, 3, 4 and S are is drawn. Ribs 7 and,10 have trailing .it-,"lfii"O by item 4li. Ribs 8 and 9. Use interspar section of this rib only.

26.2 l_tem 419 (Rib l).

26.2.1. Nose_ rib is 9 x 5 mm. spruce faced with 1.5 mm. pty (or t/i6 idfi plii on inboard face"

26.2.2. Interspar and trailing rib is l2 x 5 mm..spruce laced with 1.5 mm. ply (or !/J6 inch ply) on inboard face.

26.2.3. Aileron cable cut_outs are cut through spruce blocks, Uase-tines -oi or blocks denoted by dotted line.

26.2.4. Delete balloon refereniei 361 and 365. Item 1Og attached wittr- * -incfr countersunk brass woodscrews.

26.3 ltem 420.

26.3.1. Outboard side of trailing rib faced with I mm. ply, grain OireZtion immaterial.

26.3.2. Nose rib for this item is as item 418.

26.3.3. Cut slots for pulleys nominal 60x8mm.

26.4 ltem 421. Delete balloon reference on t.i_b.

30.14

27. coNTRoL_co_L_uMN AND TAIL*HEDT*'

DETAILS.

27,1 Item 203. pegs shown 22.5 mm. from axle hole are glnch diameter u"O U.ui"I. :0. t O

27.2 Item204. E-nsure that there is a minimum of 6 mm. of metal around hot" foi b;;i_,'.

27.3 Item 20g. Brazed pivot housing is f inch o.d.

27.4 ltem 209. This item is lg mm. diameter overall at collars.

27.5 ltem 212. If tank is tinned steel use 2-inch diamete,r brass filler *"k .rii"bi; threaded,-say Standard Brais Thi;A-;6 t.p.i. Filler cap to suit.

Ensure 3132 inch diameter vent hole is drilled in filler cap in addition to iinch hole for gauCg wir-e, this trote sfrouf,j naue bearing length of '14 mm. Afu_iniu_ tanks have- similar neck and cap ln com- mercial weldable aluminium. eite.naii* use piper Cub filler neck assemUt. --^ -

27.6 ltem 213.Australian duralumin spec. is AN-A-13; needs normalising.

27.7 ltem 215._Radius at 5/16 inch diameter control column pivot hole is 9 mm. 30.16

28. WING SPARS.

28.1 Main sparov_erall width is 53 mm. Spar boom width l0,lq*. Grain.f ;ab fiiy; as shown on both front and,.u. f*J*' 30.17

28.2 Drill mainspar to fuselage attachment holes, 9lt6 inch diameter i. .*tfiiiirgr.

28.3 Rear spar boom material is 12 x 10.5 mm. spruce.

28.4 Note error at outboard aileron hinge block dimension from centre line 6i block to inboard face of aO.;oining^vertl_ cals is 300 rytr.each way. Dimenjionins arrow should go to centie of block. ---o

28.5 In centre of rear_spar between fuselage sides spar is blocked with spruce in nie places. Centre and outboa.:d bi;"k.;; faced with ply nominal 1.6 mm. thiak. Remaining two blocks have l2--.;;;i supports g.lued as depicted. Drill g inch hole for elevator cable at centre oi rear spar, do not cut into spar boom. Accom_ modate elevator cable pulley by routering spar block from front face.' 30.17 their way about the skies by means of navigation, and to understand that Meteorology was something to do with the weather and not something to do with emptying the gas meter. In other words, members were being given a good grounding in preparation for the exams. which would have to be passed before they could qualify for their private Pilots' Licences.

29. FUSELAGE.

29.1 At rib gap in side elevation on fuselase drawing, 30.07, the dimension-- itfli should read l5_45. Fuselages constructed to old dimension should-have gap filliJ with. spanwise balsa block dop6d a;d taped.

29.2 T.D.C. 7 calls for dimension 170 to be altered to 221 as result of Australian ?,C,A.reqyrest. Item 19.4 refers. Cancei this item, 170 is correct.

Continued from page l3 of Shropshire, inspecting recommended areas, all of which, for one reason or another, were found to be unsuitable. The need of an airfield became acute, particularly so because the Group had raised enough money, by one means or another, to purchase an aircraft. Luckily, the Royal Air Force came to the rescue, permission being given for the Group to use the aerodrome at Sleap, for which privilege a rent is paid to the Air Ministry.

So ended the first year, during which time the Group flew some 94 hours, and considering the frustrations and disappointments caused by circumstances beyond their control, not a bad start.

The Group got away to a good start in 1956, for the aircraft had had its Certiflcate of Airworthiness extended to cover a period of three years, a considerable saving of expense. Interest increased and the competition to be the first to fly solo was very keen. As time passed so more members experienced the unforgettable occasion of flying solo for the first time. The Instructor, patient and watchful, is left behind and you're off on your own. It is an experience never to be repeated and one which can never be understood or appreciated by non-flying types.

The aircraft, a Taylorcraft, was duly collected from Stockton-on-Tees and the first flights were made by members during Muy, 1955. Mention must be made here of the hard work carried out by Dr. D. W. Hamp, Mr. O. Foster and Mr. K. Edwards, without whose efforts we should not have been able to start flying so soon. The instructional flying was, at this time, done solely by members of the Royal Air Force, to whom we were most grateful. In particular we must mention F lLt. Greenleaf, the then liaison officer between R.A.F. Shawbury and ourselves, who was particularly helpful.

Meanwhile, our own C.F.I., Mr. L. H. Phillips, was preparing to take his civilian Instructor's Licence, which he obtained later in the year.

The winter now being upon us, a series of lectures were arranged to be given at the local A.T.C. Headquarters, by kind permission of the Commanding Officer. During this time the C.F.I., assisted by F/O Deacon, did their best to. train the new ' Fledglings ' in the art of finding

On through the summer of 1956, flying as often as possible, until, at last, Mr. G. Miller became the first member to obtain his private pilot's Licence. When the great day came, Mr. Miller flew with the C.F.I., who asked him to perform all the flying exercises that he had been taught during the previous months, and when at last they arrived back over the aerodrome, glided in and touched down to make a perfect threepoint landing, Mr. Miller was flying for the last time as a Student-pilot, he had passed his flying test. Alter completing the various ground examinations, Mr. Miller received his Private Pilot's Licence. His success was soon followed by numerous others, all of whom reached a high standard.

At about this time, towards the end of the Autumn, 1956, the Group decided to build a hairgar for the aircraft, something which was badly needed. It didn't take long for a few stalwart characters to ' get cracking' digging, erecting and painting, to build a 'made to measure' building on land adjacent to the aerodrome, and by kind permission of Mr. T. Griffiths. An ideal home for Taylorcraft G-AHXG. The construction contains a number of engineering masterpieces, mainly inspired by Messrs. W. Oakley, C. Emberton and R. Jones.

Once again the winter, with reduced flying activity and more lectures. An expensive engine change in February, 1957, and then off again with renewed confidence.

The previous year had seen us fly some 150 hours, a pretty fair effort. At the A.G.M., the C.F.I. decided to set a target of 200 hours for 1957, an almost staggering flgure we thought at the time. However, everyone made up their minds that achieve it we would. Weekends were fully occupied, student members busily engaged on cross country flights to places such asWorthen, Dorrir-rgton, Ruabon, Nantwich, building up to a final effort involving landings at Derby and Sywell. Meanwhile, other members were trying, with varying degrees of success, to learn the art of taking off and landing.

The summer saw the organisation of a Clay Pigeon Shoot to raise funds for the Group, this was very successful and we hope to repeat it again this year. Our Chairman, Mr. R. Timmis, was the guiding light in this venture, ably assisted by many other members.

1957 has proved to be a good flying year for the Group and we have already passed the target of 200 hours. Lectures have again been started and are held every Tuesday evening. Early in 1958, a Clubroom was acquired and members are now busy making the place habitable and somewhere attractive to receive visitors, of whorn we hope we may see many in the future. We would welcome visits from other Groups, particularly on Sundays, when refreshments are available, served by our charming hostess, Mrs. A. Wojda. The clubroom, which was in abad state of repair, has been decorated by members, of whom Messrs. A. Wojda and T. Hockenhull have been working foremen.

So, when in the future you see a small, blue and silver high-wing airuaft flying over Shrewsbury at weekends, spare a thought for the intrepid aviators overhead, who have cut down on ' beer and fags' to enable them to afford the pleasure of flying, and if any of you feel you would like to be up there with them, then why not come along one Sunday to Sleap Aerodrome, Wem, nr. Shrewsbury, and give it a trial.

Finally, we would like to extend our thanks to the staff of the Popular Flying Association, without whose help and advice in the early days, our task would have been much more difficult, if not impossible.

The Southport Aero CIub SALE OF WICKO

Since our advertisement appeared in popurnR FLvING we have had four strong enquiries to purchase the Wicko. We hope to effect the sale before our next Newsletters.

LANDING COMPETITION-BARTON

Many members attended the landing competition last month and a pleasant day out was had by all. We were not fortunate enough to retain the visitors trophy at this meeting, it went to Mr. Westoby of Blackpool.

BLACKPOOL

And Fylde Aero Group

4 new group has recently been formed at Squires Gate Airport under the above name.

They operate a Chipmunk atf,3 18s. 6d. per hour, membership fee f,l per annum.

I am sure that they will welcome any of our members who wish to fly the Chipmunk at this cheap rate (they are usually f5 per hour). I personally have joined their group and have had a sample ride in the Chipmunk. Never having flown one before I had a most enjoyable half hour without making their instructor ill (though I tried).

WINDSOCK

Members will notice that we have a new Windsock which has again been provided by Shell Mex & B.P. Ltd. These windsocks are apparently very expensive, according to the Shell gentleman who telephoned me last week to try to talk me out of having this new one. They cost them f.24 each.

The old one was stolen. According to reports we have received, three car loads of men arrived at midnight on a Saturday recently, lowered the pole, removed the windsock and replaced the pole'

NEW MEMBERS

The Club has never been so strong in recruiting new members as during the last few months'

We now have forty-six full flying members, twenty-eight non-flying members, one junior member and five honorarY members'

We are huppy to welcome to the Club since the last Newsletter the following members:

Mr. H. H. Clumpus, Mr. R. I. Rimmer, Mr' T. G. Breakell, Mr- P. Loweth, Miss A' Lea, Mr. C. H. Mullard, Miss M. F. Wilkinson, Mr. R. A. Gee.

The Sherwood FlYing Club

We welcome the following new members and hope that their association with the club will be a happy one: Miss Gillian Levers, Mr' and Mrs. Sawyer, Messrs. F. W. Mellows, W' J' Lambert, M. D. Pockney, N. N. Ducker, J' W' Marlow, D. S. Oddy, C. N. Dean, Glenn Francis Hi1l, P. G. Jordan, M. A. Sterk, John Standley, D. G. Frost, I. G. Palmer, W. H' Morley, J' D' Andrews, and Leslie Collier.

Mr. and Mrs. Sawyer and Wilf Dale flew to Holland in a Miles Gemini over the Whitsun holiday.

Congratulations to the following on achieving their Solos, Lawrence Roe, Michael Pockney, Trevor Marshall, and K. F. McCullum.

Amongst the new members enrolled, David Frost and Ian Palmer are the youngest members in our Club, they won a Flying Bursary, and were trained at the Marshall School of Flying, Cambridge, and gained their Private Pilot's Licence recently.

FORMATION OF A PARACHUTE CLUB

Some of the members will remember the pleasure we had of meeting Mike Reilly, an Instructor of the British Parachute Club, and seeing him make a parachute jump at The Hucknall Air Display, and his subsequent record breaking delayed action descent a few daYs later.

Mike has offered us his services, if a group of members wish to form a local parachute club. A11 those interested please contact the undermentioned: Glenn Francis Hill, 54, Loughborough Road, Bunny, Notts., Telephone No. Ruddington 384.

NEW INSTRUCTOR

All members will be pleased that we have acquired the services of, Mr. Eric Dring. We formally welcome him to our Club. This brings our total strength of honorary instructors to four. The other instructors (for the benefit of new members) are: Mr. Frank Kirk, Chief Flying Instructor, Mr. Hector Taylor, and Mr' Cyril Marson.

CLUB NEWS

Glamorgan FIYing Club

Recently we moved from tsuilding No. 2 to No' 6, at the moment comprising half the Police Hut at the old entrance to the airfield. This has greatly increased our space and positioned us in a most satisfactory position on the airfleld. The Bar is now double the size and thanks to Colin Davies' excellent performance with a paint brush the inside has been made to look most elegant in a relatively short space of time. Now one only has to stroll out from the Bar to be standing on the edge of the airfield or sitting in deck chairs sipping lemon squash (or something stronger) on hot summer evenings, watching all kinds of aircraft come and go literally before one's eyes. It is all very pleasing and we do hope that some of our less regular attendant members will come down and have a look around. A projection is being erected on the end of the present building as a sort of observation room which will give us a view of the whole fleld from inside the Club House. Soon after this, when the Police move into the building we have just left, we will be decorating the remainder of Building No. 6 and should be able to offer members every facility that a club should be able to offer its members.

Rally

The Rally has come and gone and if anything it exceeded our expectations. To begin with, the weather on the Friday afternoon changed from being-to put it at its best-indifferent, into one of those sudden rare settled spells, such as we had not experienced before this year. Saturday and Sunday followed suit with clear skies, a gentle southerly breeze, brilliant sunshine and good visibility.

Club members worked like Ancient Egyptian slaves for most of Friday getting building 30 fitted up with aBar,brieflng and reception rooms; erecting flag poles, public address systems and generally laying out the ground to receive visitors. The Commandant gave us all the help we could possibly want, marked out the parking area, arranged for the crash crew to marshall aeroplanes, motor cars, people, etc., and generally keep the situation under control.

Glamorgan Aviation entertained to luncheon among others Councillor Kedward, Chairman of the Glamorgan County Council; Mrs. Winn.Iones, Chairman of the Cardiff Rural District Council; Mrs. G. R. Lewis, Chairman of the Rhoose Parish Council; Sir Hugo Boothby; The French Consul, Comte R. de Warren; Mr. William Hargreaves, Divisional Controller; Wing-Commander Ogden, Airport Commandant and Mrs. Ogden; Wing-Commander and Mrs. Elwin; Mr. and Mrs. S. Kenneth Davies; and Mr. David Llewellyn, M.P., and Mrs. Llewellyn, during the early part of the afternoon. We haven't enough praise for the patience and efficiency of Air Traffic Control who coped

Popular Flying, JulylAugust, 1958 with the conditions we provided as well as normal Schedule Traffic and Glamorgan Aviation's pleasure flying. Considering the amount of activity and the relatively small grass area available for use, a very high standard of flying was noticeable and it was very agreeable to sense an almost pre-war feeling such as one remembers of the Rallies and displays of the 1930,s. also pleasure flying is continuing to build up in a most satisfactory way, nearly 1,000 passengers have been carried.

The Dinner at the Angel that evening was a great success and extremely well organised by Mr. Gwyer the Manager. After Dinner Comte de Warren welcomed guests and distributed prizes for the arrival competition and concours d'elegance. Also Mr. Kenneth Davies, M. Beraud, leader of the French party, and Mr. Maurice Imray said a few words. Dancing went on till midnight and owing to the curious licensing laws in the principality, we were obliged to stop drinking activities which tended to have a slightly freezing effect on the performance ! Next morning, after luncheon, the guests gradually dispersed in the afternoon and all members who had been working hard drifted back to the Club building No. 6 and relaxed in the cool of what had been the hottest day of the year to date. Just in passing we would like to say how much we appreciated the help given us by Wing-Commander Ogden, the Crash Crew, Sergeant Tomlinson, who kept order on behalf of the Ministry of Transport constabulary, Cambrian Engineers who handled the refuelling facilities in spite of their own heavy flying programme with great efficiency and the Air Traffic Controllers who kept order and their heads, everybody else who took part in the general organisation, without any one of which the affair would have been very much the poorer. A final word to the caterers, J. F. Everest, who worked in extremely hot and difficult conditions, who, it was unanimously agreed, put on a firstclass show.

Apart from the Rally, June has taken its normal course. Though the weather has been generally sub-standard, flying hours were, however,another record.

More first solos-Jim Callan, Glyn Rees, John Rowland (and Terry Crook of Cambrian !*), *First on Tiger Moth that is !

For some reason we have suffered a slight setback in our press. During June we were only mention€d on 29 days out of 30 in the South Wales Echo or the Western Mail.

At the time of writing we have read with dismay of olrr old friend Frank Evans', of Swansea Flying Club, serious accident near Brecon while returning in his Mosscraft from the Deauville Rally. We hope sincerely that his injuries are less serious than they seemed from the first account in the newspapers.

No. 22 Cambridge Private Flying Group. Another Tiger Moth is being obtained to replace G.ANLG. The registration is G.AHEI. It will have Gosport and electric intercom. The machine will be fitted with navigation lights for night flying. Availability will be the beginning of August.

NIGHT FLYING

Night flying will commence on G.AHEI after reversion to G.M.T. providing the flare path is available. The cost will be f,3 l5s. per hour because of aerodrome charges. Previous experience on instrument flying is essential and can be done in daylight at normal charges.

Armstrong SiddeleY FlYing Club

This month we are' caruying the torch for Jim '. Jim Hilton now adds the distinguished title of 'Private' as prefix to his name, for the lad is now serving Queen and Country as a member of the Army.

Before his departure on Thursday, l9th June, Jim gave a little farewell party in the Clubhouse on the preceding Tuesday which was a very good way of declaring the newly erected bar ' Open 'but not a very good way of preparing for a day's work on the Wednesday by those who are left behind. For all that, we wish him well in his new life but sincerely hope he doesn't take to heart too much the traditional remarks made by senior N.C.O.'s about one's Parentage.

He must have known something of the nearness of his call-up because in the last few weeks he has been cramming in the hours. On the Tuesday in Whit week the lad was busy all day soliciting assistance from a navigator to fly down to Shoreham-by-the-Sea on the Thursday in order to attend the Royal Aero Club's International Rally. He flnally secured the able assistance of Doug Cunningham, of Gliding Club fame and one of our Associate Members, and together they set off bright and early for the warmer regions of the Sunny South.

Denis McManus takes up the story from here as he had made previous arrangements to meet the Baginton party at Shoreham, he being on holiday in London that week.

Upon arrival at Shoreham, Mac found the heavens wide open and the rain coming down in sheets. He argued with himself that no one in their right mind would fly an aircraft in that sort of weather, but since he had an hour cr so before the next train back to town, Mac decided to just have a quick look at Shoreham Airport to see what brave souls had turned up. He says his surprise was immense when he saw a very wet and sodden Tipsy parked on the grass and his pleasure was complete when he found Jim and Doug in the Airport buildings just about to sit down to lunch.

In the afternoon, between cloudbursts, the trio wandered around the airfield, getting themselves kicked out of the Control Tower by the Controller and out of the R.Ae.C. refreshment tent by John Blake.

[There was barely enough drink for the staff as it was.-Ed.l

It was pretty evident that there just wasn't going to be any Rally, so they got a lift into Brighton where they spent the rest of the afternoon. (Oh ye of little faith-it was a iolly good Rally-Ed. again.) By early evening the sky had cleared a little and the rain had stopped. Mac left for the more cheerful comforts of London and home, while Jim and his navigator returned to Shoreham. There they obtained clearance to return to Baginton-a trip accomplished without event save that it was completed in record time-for the Tipsy that is !

On Saturday, 7th June, we held our second Club dance of the year in the Coventry Aeroplane Club, by kind permission, and yet again it proved a great success. This oocasion was chosen to present the two cups awarded annually to the Best Pupil of the Year and the PupilMaking-The-M ost-Progress.

Don't quite know what the subtle difference is between the two but obviously our two instructors must know what they are at-the choice for the awards being the results of their joint deliberations.

The best progress was made jointly by our two charming lady members, Margaret White and Diane Hill.

The best pupil was Jim Hilton.

As we say, we certainly are carrying Jim's torch this month.

Now that Jim has gone, his place has been filled as Assistant Ground Engineer by Don Craven who has already proved himself capable in his new task. Don also fills the vacant position on the Club Committee so that we remain at full strength all round.

As already mentioned we have started extensive alterations to the clubhouse and this is being done in three or four stages.

The idea was first muttered in Committee some eighteen months ago and our old friend Ron Christmas drew up several schemes for the job, but it was left to Stan Clarke to finalise the arrangements and to get on with the job.

Stage one has now been completed and the bar has been moved from its position on the left of the door across to the right hand side wall and the settee that occupied this position has been moved across to the other side.

The speed with which this move was accomplished and the lack of inconvenience caused by such a move has been due to a sustained effort on the part of Derek Hart to whom we offer our thanks. We also offer apologies for the inconvenience caused by the accumulation of materials in the crew room and we sincerely hope members don't break their necks in a fatal fall in the effort to reach the flight sheets. The Committee suggest you approach Popular Flying, JulylAugust, 1958 the notice board in parties of four securely roped together. Just bear with us a little longer and members will see it was all worth while.

A hearty welcome to Neville Higgins, A.E.D.O., Ansty, who has joined our ranks recently and congratulations to Lawrence Pegg, of Test Plant Engineering who has gotten himself promotion from an Associate to a Full Member.

Nice to have you both with us and let's hope the weather improves in the coming weekends for your initial training.

And congratulations to all our full members upon becoming Associate Members of the Coventry Aeroplane Ciub. Whilst this may be an unexpected pleasure, we should explain that it comes as a result of a mutual agreement between our two Clubs whereby for an annual block payment the members of the A.S. Flying Club are now able to enjoy the facilities offered by the Coventry Aeroplane Club's clubhouse. It also brings us into line with the privileges enjoyed by the A.W.A. Club and the Gliding Club. Associate Members cards are to hand and we will distribute them as soon as possible.

(We would like to congratulate C. G. Jaynes on the June issue of the A.S. Flying Club Newsletter. The Editor and contributors have produced an exceptionally interesting issue.-Ed.)

AYIONS FAIREY 'TIPSY NIPPER'

Span, 19 ft. 8 in.; Length, 14 ft.9 in.; Height, 5 ft. 3 in.; Weight empty, 360 ib.; Engine Weight (VW) + accessories (included above), 125 1b.; Maximum designed weight, 660 1b.; Load factor, 7.5; Wing Area, 80.5 sq. ft.; Aspect Ratio, 4.8; Mean Aerodynamic Chord, 4 ft. l+ in.; Wing Dihedral (spar bottom face), 5' 30 min.; Angular range nose wheel: left, 20', right, 20"; Undercarriage travel: Nose wheel, 8{ in., Main undercarriage, l l in.

Provisional Performance figures with Volkswagen engine, subject to correction after completion of tests for propeller adaptation.

Take off speed, 38 m.p.h.; Take off run, 150 yards. Landing Speed, 38 m.p.h.; I anding run, 100 yards. Cruising Speed, 65 m.p.h. Maximum Speed, 75 m.p.h.

WINGS

These are of one piece construction and consist of a wooden structure in which all the loads are taken by a single spar. To simplify construction, this spar is of rectangular cross section of constant width and with top and bottom faces parallel to each other throughout the whole span.

The leading edge of the wings is 1 mm. ply covered, which is easily bent to shape.

The ribs are of simple Warren girder construction; they are built out of spruce strips reinforced by ply gussets.

Access into the cockpit is extremely easy, a portion of the mainplane aft of the spar folds down and is used as a footstep. When not in use, this flap, which is a metal structure, is raised and forms part of the wing.

The wing can be easily and rapidly taken off and reassembled to the fuselage for ease of transport; for instance, the fuselage with engine and tail unit can be towed behind a car whilst the wing is carried on the roof on a suitable supporting cradle.

FUSELAGE

Steel tubular structure of conventional design, bronze welded.

On the ground, the visibility is excellent on account of the tricycle undercarriage. For taxiing, the nose wheel is steered by the rudder pedals. The wheels are of ultra light construction and are very simple to build. They are fitted with maintenance-free auto-lubricating plastic material bushes.

Brakes, simple to manufacture, are fltted on the main wheels; they are operated by a lever on the joy-stick.

The fuel tank, of light alloy construction, sealed by a synthetic compound, is designed to form part of the fuselage fairing and also to support the instrument panel and front windscreen attachment points.

The engine cowling and propeller spinner are moulded in fibre glass. The cowling is attached to the airframe by small fasteners and it can be easily and quickly removed for inspection.

The lower fuselage fairing is also a fibreglass moulding, which, likewise, is easy to remove, to give access for servicing of all the controls (shock absorbers, stick, rudder pedals, etc.).

Engine

The Volkswagen car engine has been chosen as it is cheap to buy, easy to obtain and simple to maintain. For those who contemplate more than local flying, the Porsche car or industrial engine is even more suitable.

Helping The Amateur

Various solutions have been used in the past to meet the amateur requirements. 1, to supply a set of drawings; 2, to supply the raw material; 3, to supply a certain quantity of flnished parts.

Our present intention, in order to facilitate the work of the remote amateur is to supply: A kit of parts, packed in a case of approximately ll ft.6 in. x 2ft.7$in. x 2ft.3] in. and of a gross weight of less than 400 1b., enabling easy and cheap transportation, specially in the case of long distance shipment by rail or sea.

This kit of parts would contain: fuselage structure, completely finished with all the brackets and details welded in position; tricycle undercarriage complete, ready for assembly with hubs, tyres and brakes; metal rudder, finished, ready for fabric-covering; flight and t engine controls and ali the other metal parts, completely finished, ready for assembly; all bolts, screws, nuts, washers, nails, etc.; fuel tank, ready for fitting; fibreglass fairings as moulded, ready for cutting to final shape; windscreen with its fixtures; light-alloy footstep flap; all wooden parts, cut to approximate sizes, ready for finishing and gluing; three-ply sheets in sufficient quantity; a set of dimensional drawings for all the assemblies and also for the rnanufacture of the wooden components to be rnade by the amateur; a brochure with photographs and sketches describing and illustrating the building and assembly stages.

MANUFACTURING JIGS

On the inside faces of the panels of the packing case, the full size outline of the spars, ribs, ailerons, fln, tailplane, elevators, etc., will be painted. These panels can, therefore, be made into construction jigs and will avoid any errors in the interpretation of the drawings.

The provisional price for the kit as above is, f.375, packed, ex works, Gosselies.

60 pages 1/5 monthly

Famous for acaurate and h igh ly

led seale drawings !

Whether it is ultralights, the latest jets, or nostalgic old timers, you can rest assuied that they are covered by "Aeron-rodeller". Each issue features at least two 1l72nd scale draw-' ings always backed by factual information and first class photographs. Curr:nt series features " Famous Biplanes " by George Cox, covering well-known aircraft such as the Avro 504, Boeing F484. Fairey Fantome. Fiat 9\.12, Albatros DIII, Heyford, Bristol F2B, S.E.5a, S.P.A.D., etc., with many more to follow. In " Aircraft Described " several ultra-lights such as the Druine Turbi, the Turbulent and the Bebe Jodel have alieady appeared, in many cases back numbers and reprints of the articles are available.

^ Sen-d stumped (4!d.) self-adclressetl envelope Jor Jree speciman copy of the mapozina together with latest list of scale clrawiigs to:

Model I

AERONAUTICAL PRESS LTD.

38 CLARENDON ROAD, WATFORD, HERTS

The'Tipsy Nipper' NEWS ITEMS

Ardem conversion kits are being made available to help overseas constructors. This kit comprises all parts except magneto which is obtained individually. Assembly details are being included but not detail drawings of how to make each individual part.

A propeller for the Ardem engine is now being made by Airscrew Co. and Jicwood Ltd. Also Airscrew Co. have already delivered props for Turbi constructors.

A series of one fifth scale inboard profile type prints is being made available for amateur constructors and those interested through the P.F.A. These are prepared in conjunction with the designers and consist of a side elevation of the aircraft and show internal details of the aircraft. They are intended to form a useful supplement to the plans as issued and be interesting documents for those who just like that sort of thing. Price will be one pound sterling, or three dollars U.S. for those who order before lst September, 1958. U.K. post free, overseas postage extra. No. 1. Druine Turbi; No. 2. Druine Turbulent; No. 3. Piel Emeraude; No. 4. Druine Condor, others to follow. 23