Popular Flying Nov/Dec 1958

Pd p)tllar FIVIng

4

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NOV./DEC. I gSg

The Popular Flying Association is t.he.f.bu

body in the United Kingdom of amateir con-structors and operators of ultra. light and group operatecl iircraft

A MONTHLY MAGAZINE OF THE POPULAR FLYING ASSOCIATTON

Volume 2. Number 5 (New Series) flr

published by THE POPULAR F'LYING ASSOCIATION

Royal Aero CIub Aviation Centre

Londonderry Flouse, 19 park Lane, W.l

Telephone: Hyde park 3050

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ROYAL AERO CLUB AVIATION CENTRE

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Editor JOHN BLAKE

CONTENTS

AN ANNOUNCEMENT

AI \S many members wilr reca, at the annual general meeting Maurice Imray announced the fact that he would shortly ..:_gl from the position of Honorary Secretary to the p.F.A.

l:,:ljr,!!rl ntember.ship of. the p.F.A. (two poutttls per annutnl entitles each ntember r, popuran nturNo free qf charge. Addition;i c;;i";;;r';'; o b t a i n e d fr o m p. F. A H e a dq u o r t e r s at Lo ndoii " ir', Housa. t9 park Lane, Ldnctoi, -w.t."ii"i{."'aii.

This state of affairs was brought about by the need f,or Maurice to give more time to his regular._ptoy- ment as Aviation secretary of the Royai Aero ciub, his P.F.A. activities as a voluntary official were widespread and it is tittle wonder that he found the going difficult. It was therefore with regret thai he tendered his resignation as secreta ry atihe september meeting of the Executive Committe;. At the .u_. time, the Right Honourable Lord Sempill, A.F.C., the Chairman of many years standing suggested ihat a full-time secretary should be appointed on a salaried basis, and, that this office shourd be under the supervision of an Executive Chairman, responsible for the day to day administration of the p.F.A. Lord Sempill was unfortunately unabre to give the amount of time to the Association,s affairs that such an arrangemgrt would entail and accordingly proposed that he should resign. After consideration theCommittee elected, on Lord Sempill,s proposal, that Harold Best-Devereux should become chairman of the Executive Committee.

Lord Sempill has kindly accepted a Vice_presidency while Maurice Imray has undertaken to remain as a Committee member in the position of Hon. Treasurer, succeeding Colonel R. L. preston, C.B.E.

tnctuatng.po^slage. p.F,A. Groups receive one coi'u Irce and secrctaries may obtain a discouni'ir ra. per (opy on additional ortlcrs by the Groui.

A messoge from the new Chairman of the P.F.A. Executive Committee to readers of Popur.q.n FrvrNc

Dear Member,

In taking over the task of Chairman of the Executive Committee of the Popular Flying Association from my predecessor, the Right Honourable Lord Sempill, A.F.C., I am most conscious of two things, apafi from the personal honour which I feel this appointment to be.

During the past few years this Association has been helped by a great number of people, all qualified to help in many different ways, and who have given a great amount of time and effort; in fact, our organisation has been more than blessed with the type of volunteer who has made light aviation a possibility rather than a pipe dream of bygone days. As always, there are many names which will never be awarded their true merit in our affairs, but that, I believe to be an unimportant part of the thoughts of those men and women who have given so generously in the past, that our future as a leading aviation body in the world is assured. Lord Sempill has a proud history in the support of ultra light aviation and among his other deserved honours is that the thanks of the little man in aviation will always be in his ears for his active prodding in the proper quarters and his example as a forceful pilot of light and ultralight aeroplanes. Few today in fact could equal his pre-war London-Berlin flight in a Drone, when it might be assumed, that but for the repression we suffered after the war, we would have had great numbers of ultra-light aircraft capable of such a trip.

Maurice Imray has also gained affection and thanks for his stalwart efforts over many years without thought of reward other than the feeling of a job well done. Knowing Maurice as I do, I could write many pages about his work for P.F.A., but it will suffice to say that whoever took his job it would be impossible to equal the affection with which he is held among the groups and members of our Movement. Risking the possibility of failing to mention deserving names I would like to think that in the future the work of Mole, Weyl, the other Imray, Clegg, Rosemary LindsayNeale will be justified by increasing success and efforts by our sort of aviation, for those who do not know, it is ' flying for fun ', a term coined by Maurice, and explaining in the proverbial nutshell our aim in life. There is no commercial aspiration, no fight with ' other bodies ' with similar aims to ourselves, just the hope that we can fly cheaply, cleanly and decently, preferably in aeroplanes we have, ourselves, built.

For the future we have great hopes, we are accepted in the international field as the founding body representing ultra-light and group aviation in the United Kingdom and already we have fraternal ties with the Reseau de Sport de L'Air and the Experimental Aircraft Association. The basis of an international movement exists and no effort will be spared to bring this state of affairs to an advantageous fruition. The future is full of hope, we have the designs, we have the facilities, and the members to do it. Is my personal aim, that we can, in a spirit of friendly competition, lead the world one day in ultra-light aviation, set too high?

Yours sincerely, ,^ \ , clLo€r

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On the Wing

BY ARBUTHNOT

Elsewhere in this month's PoPULAR FLYING the reader can flnd the account of this year's best yet RSA rassemblement, the French ultra light toy. incidentally hate to call it a Rally, at which a iotal of about one hundred aircraft passed through in the course of a week-end'

The main point in mentioning the affair here is to again highlight the success of, the T'K' Flying Group at Hatfleld in sending their newly finished Turbi such a long way on its first crosscountry flight. The moment was an historic one'

flrstly the T.K. Turbi is the first truly amateur built in this country since the war, there have been rebuilds, overhauls and others, but this aircraft is the flrst ' genooine Bedooine Ayrab' to make the grade. A second and equally important point is the fact that having bragged for some years thal a British built ultra light would arrive among our French friends at their annual pilgrimage, at last it has happened, and in doing so whipped off the third prize to bootA11 credit not only to Neil Harrison the pilot for this trip but to the lads who backed up and were huppy with the fact that they had played a partNot least is the help of Pat Fillingham, Chief Production Test Pilot of de Havillands who gave a lot of time indeed to help the aitctaft through its flrst flight and carry out later tests which will be of great value for the other Turbis underconstruction.

One hears a great deal around the aviation set up that of course these little ultra lights are no good for what is termed seriotts flyingMostly the people who say this with great conviction have never flown an ultra light, rather

First flight-the Druine Turbi (Walter Mikron 2) built by students of the Hatfield Technical College, ready to go, in the hands of Pat Fillingham, de Havilland Chief Productions Test Pilot

Popular Flying, Novemberl Decentber, 1958i

like the languid young gent who told this column with such heat that,.uUy you know the Turbulent is useless because your pyjamas have to be sent by'ail' Enquiry elicited i,e fact that despite his professed enthusiasm for .something.ror. in the hot rod line, old man ,, this youth has appar_ ently never flown an aircraft. This is , ;;i" reflection on the scene, every aerodrome is now besieged by 'experts ' who brandish note books and cameras and discuss old so and so,s Proctor and somebody else,s Gemini , a, tfrougf, sharing the innermost secrets of the owners, minds, yet they don,t fly. Here is the extension of the spectator complex, which affects oth;; sports, now very apparent in aviation. This is a pity, there are greater prizes for those who will fly, and the easy and cheap way is in an ultra light as the T.K. members have proved. An opportunity to fly the Turbi incidentally a few week ends ago confirmed the fact that th! work_ manship is equalled by the good flying .hu.u._ teristics and roominess of the cockpits.-

On the training group side no better example of how to do it could be found than the.;;ilJ;; effort of the Armstrong Siddeley Flying Club in holding their recent Tipsy Week End. Ittfrough for one reason or another some of the ,.;irri;; Tipsies were absent the tipsy spirit certainli wound up in the course of an excellent .r.riri.

croydon is a word which by all accounts wi]l appear in future British vocabularies as a descriptive and colloquial expression m.aning something other than a pleasant grass airfield serving the citizens of London who Ry, ura tfr. important visitors.who buy our goods, and hel supply our daily bread. Certainly, there trur. been times when this column has thought in the heat of the moment that drastic surgery has been necessary in certain parts of its administrative anatomy, but that does not alter the public scandal of a Minister's disregard for the .r*ni; of law-abiding members of the communiti UV peremptorily closing this historic place ugui# expert advice. One is told that niggin Hiliwith its camp-like atmosphere, so beloved of the civil service mind in aerodrome matters, is the alternative, yet aircraft from Biggin Hill will be

flying over the same area as those from previous Croydon so the noise yarn will not hold over much water. Then we are told that CroyAon cannot be integrated into the London Air Traffic pattern. Such an argument overlooks that Biggin is nearer the good-ship Gatwick and another sinister aerodrome from the point of view of traffic confusion. Nothing has been said, by the Ministry that is, about ,h. .orr.nience of users who wish to reach London qui.ny urJ not spend their time going through the inter_ minable circus act of nnaly"Uecomiig rrm"i.rity sanitary to be allowed to join the long t..t of motor traffic into London where, if you still have the strength, you can att.rO to your affairs an{ th.e1 fight your way back to your aircraft and, with luck, Ieave the whole horrible situation. One little tale about this corner of the sceptered isle affects a gent who makes constant complaints about the noise at Croydon, is he the same man who wants to build a motor_.y.t. dirt track and greyhound stadium?

^Hearing a right aeroprane passing overrread is, of course, Iike a red ,u! to a'bull io some of our citizenry who insist thit at all costs, their peace and quietness is not disturbed. Who can blame some of them some of the time ? A motor_bike with stub exhaust pipes wourd soon arouse the local constabulary, so why, in fairness, should an

stpotter's .ioy_the Mignel ry-:.M.350 at Elstr.ee during its very brief yisir to er1\y,i ii;; i;Xti;nLt., ror"sr ottempt at the flying motor car_aileroir' ;;;'', " Migiet, ,o mii-nii" ri'h,f#rerous, evers

unduly noisy aircraft have any place ln the society of reasonable people among which we nearly all class ourselves. The Piper Cub designers soon realised the value of good silencing and this has been carried on in the larger versions of the same aeroplane, strangely they seem to sell a great number of these aircraft. Equally the pre-war de Havilland breed were all well mannered with their long pipes which did not seem to affect performance very much. It has been said that A.R.B. clearance would cost a fortune but the latest bush telegraph discounts that, and it seems that ARB are prepared to play a helpful part in the desirable state of affairs of placating the ire of bucolic old colonels glaring and shouting at equally angry. young men who if they don't bust blood vessels in the meantime will eventually be complaining about the damned rockets being flred at the bottom of their gardens. Next year there could conceivably be aprize for the best silenced aeroplane at some of our competitive rallies.

That quietness can go with efficiency has been proved conclusively by the active George Stewart at Croydon. Instead of talking about it, George has got cracking, and has startled many critics by operating a Turbulent and proving that there is a need for such aricraft among folk who wish to fly cheaply. Despite bad luck this group has cracked on and their enthusiasm is the sort which encourages this association to say to the minister ' hands off CroYdon'.

Our President, Peter G. Masefield, was recently one of the members of a delegation from the Royal Aero Club which approached the Minister personally with a view to having the matter reconsidered but it is understood that despite the eminence and expert background of the delegation's members they received short shrift. How many members of the P.F.A. remember the Gatwick furore and the record of broken promises which followed, now Croydon is to be placed on the sacrificial altar, what next in this slow process of strangling aviation; presumably chopping A.T.C. Scholarships and the petrol rebate for clubs and groups, or is that letting a rather scrawny cat out of an official so hush bag?

Despite all that, there are still people prepared to have a shot at producing a light aeroplane and the Garland-Bianchi Linnet, a Piel Emeraude in disguise, has made its welcome and long awaited appearance, being test flown in the hands of none other than Neville Duke. This little example of international co-operation has enchanted all who have seen it and its excellent workmanship and cabin arrangement. Perhaps by next season we shall see a few more, as the Linnet has already graduated to a Special Category C of A, with a full Normal in view. Also in this Indian Summer another ultra light has flown to gladden the eyes of the biplane enthusiast. The Currie Wot, G-APNT, built at Eastleigh by John Currie and John Isaacs bids fair to become a popular amateur builder's mount, particularly as all the components are small enough to be built in a garage. Viv Bellamy of the Hampshire Aeroplane Club did the pushing to get the Wot built and carried out the tests. Now there is talk of a Hot Wot fitted with a Mikron engine which should be quite a dish" already in this column's eye the idea of a Hornet Wot begins to take shape. Viv Bellamy incidentally was part constructor of a Luton Minor in the Isle of Man before the war.

Also exciting pre-war nostalgia was the arrival at Elstree recently of the doyen of amateur constructors, Henri Mignet, with his 'noo Poo', the H.M. 350. This occasion was a meeting of the Tiger Club to which a number of French pilots had been invited. Infernal weather spoiled the whole affair from the point of view of visitors from France but the Scanor Emeraude, paying a personal visit to Harold Best-Devereux, managed to scrape through and join two Turbis and a Turbulent on the Elstree tarmac. A Jodel from Caen and the Mignet arrived the next morning for a too brief visit. Bad luck for the Tiger Club who do so much to wave the flag.

The Editor regrets the iateness of popurln FLyTNG this month but asks all members for their indulgence. The delay has been due to matters entirely beyond control.

Popular Fl.r'ing. Noverttbcr I Decenrber. l9,sB

The A.S. Flying Club

TIPSY WEEK.END 1958

For the weekend of 27th and 2gthseptember, the Armstrong Siddeley Flying Club were hosts at Baginton to all the Tipsy owners in the country. Having carefully swotted through the register and pumped the p.F.A. for additional info-rma_ tion, all owners were eventually contacted and invited to come along for a Tipsy (or should we say 'tipsy') Weekend.

After weeks of frantic attempts at organisation during which time everyone showed tremendous enthusiasm for the event rather than the ar_ rangements which had to be made beforehand, about ten members were seen slumped helplessly over the clubhouse bar on Friday, 26th Sep_ tember. Unbelievably everything was now ready for the morrow.

The clubhouse looked lovely. This was a miracle in itself. Just four weeks previously it had been a rather filthy hut piled nign wittr flying suits, helmets, engine spares, the aircraft spats (discarded in dusgust a couple of years back) empty beer bottles, full beer bottles and dirty glasses. There had been a large brick wall down the middle in which had appeared an ominous crack. With the Committee wielding a Targe whiplash the members had really goi down to the job under the direction of our Instructor, John Hill, who, when not aviating, supports his starving children by throwing ; few bricks together and coping with Smells on Landings. The place really looks like home now. The clubroom has been enlarged and re_ decorated with WALLPAPER this time, and is adorned by an even Bigger and Better Bar.

In fact we even dare take our friends in for a drink now.

Saturday morning. And it wasn,t raining. There were scenes of activity at the aerodrom"e from early in the morning and, afaint cheer was raised when about l l a.m. Stan Clarke rolled uf with enough supplies for six months piled in the back of his car. How he managed to get it all in we don,t know but there was abou t f2O worth of spirits, enough food to do the buffet for 250 people that even ing, 2,A00 cigarettes, 26 dozen rolls and 16 dozen sausage rolls. Not to mention a 2-gallonjar of picklel onions and two girls for good measure.

About 12 o,clock the first visitor arrived. But it wasn't a Tipsy. The boys from the T.K. Group had brought up the newly constructed Turbi. A little later on the lads from the Cardiff Ultra-Light Aeroplane Club arrived_but th;; too were minus Tipsy which was apparently left clutching its_ bottom cowling in the t ungi at Rhoose with Horrid pains insiJe. Still we *.." delighted to see them and it is lovely to know that our friends even come by road to support us. Further proof of this was afforded later in the day when John Hill and Mac rolled ,p Uy .u. from Barton where their Tipsy Belfaii is also U.S. with undercarriage trouble.

After that everyone came with a rush. There were Mr. Harris Reed from Newcastle with a friend in the Tipsy (G-AFVR), Miss Lettice Curtiss in the Tipsy Junior (G_AMVp), from White Waltham, with Dave Gibbings in the Fairey Flying Club,s Tipsy (G_AISC), urd fimmf

Popular Flying, Novemberl December. 195g

Matthews in the Belfair (OO-TIC). A few minutes later the Rapide arrived from White Waltham, piloted by Avions Fairey Chief Test Pilot, Bernard Neefs, and bringing Maurice Tips and his wife. Although unfortunately at the last minute Monsieur E. O. Tips, creator of the Tipsy aircraft, was unable to come, both his sons, Maurice and Martin were with us for the weekend with their wives.

Then we saw a red Auster streaking round the circuit and to our great delight, out clambered Harold Best-Devereux, as newly appointed Chairman of the P.F.A. with none other than Ord-Hume as passenger.

As per programme buffet lunch was now provided in the clubhouse. This was about the only thing in the whole programme which went to time. The only hitch being that although there were stacks of food, we had inadvertently forgotten to provide crockery and we had our guests eating fruit salad out of beer glasses with plastic teaspoons. Points were awarded for the least number of spoonfuls taken in the consump-

tion of half a pint of peach juice with handicaps for anyone who spilt it down his jacket.

The big question now was the official opening. No one seemed particularly bothered about this except the organisers but we did eventually get everyone jammed in the clubhouse for a short welcoming speech from Bev Adams, our Chairman, and the Declaration of Well and Truly Opened by Maurice Tips.

'Item l. Formation flypast and tour of Coventry by air in formation.' Well, you really can't imagine that it would have ever worked ! As it was, 5 Tipsys, I Turbi and I Auster took off in a heap and although they all managed to avoid collision it was certainly the most original formation flight ever witnessed. There was Bernard Neefs and Jimmy Matthews streaking off in tight formation across the airfleld in one direction while John Hill led away in our Tipsy with Mr. Reed hard on his heels-in the opposite direction. He was making the most beautiful gesticulations out of the cockpit, blissfully unaware of the lack of audience behind him !

Popular Flying, Novemberf December, l95g

" The Flying Sphinx)'-sy the Tipsy B trainer, host aircraft at Baginton for the Tipsy week-end

Mr. Reed was above him and couldn,t see them anyway.

After this there was a forced landing com- petition and flourbag bombing. The flourbag bombing was a tremendous success and every_ one was rather carried away with enthusiasm for the thing. Two goes each really was being rather mean and after everyone, including thf judges, had been well and truly smoth-ered, the prize shot was made by Arthur Ord_Hume who scored a bullseye when he landed a bag directly on top of one foolhardy member lyin! on the target.

There was a beautiful demonstration of the Belfair by Bernard Neefs, and Harold Ashworth, our C.F.I., let off steam after months of continuous circuits and bumps with an amazing display of aerobatics. Even the Tips brotherl seemed surprised at what their aircraft could do.

After we managed to persuade everybody we had finished the flying programme and pulled the unwilling aircralt into the hangar there was tea and Ted Felce played eeni, meeni, mini, mo to decide who would take who to their various hotels.

There was a lull until 8 p.*.

When the dance started in the Coventry Aeroplane Clubhouse which had been generously lent to us for the occasion. prizes were presented during the evening, the pieces de Resistance being beautiful pewter tankards

engraved:-

A MEMENTO OF A TIPSY WEEKEND: A.S. FLYING CLUB, BAGINToN: SEPTEMBER, 1958 which had been very generously presented by Monsieur E. O. Tips. They were really beautiful and were given to the captain of each Tipsy which arrived, and also to our friends from Cardiff and Barton who arrived by road because their Tipsys were unfortunately U.S. The prizes were presented by Harold Best-Devereux.

Sunday morning was somewhat marred by drizzle and thick heads but was highlighted by a beautiful colour fllm on the Nipper which was brought over by Monsieur Martin Tips. After sandwiches and drinks in the clubhouse our

Popular Flying, November I December, l95B

visitors gradually departed for their home airfields.

It was a gorgeous weekend. We all at the A.S. Flying Club really enjoyed it and judging from all the marvellous letters we have received since, so did everyone else. It was one of those few occasions when a lot of people with a com_ mon interest can get together for a good old natter and ajolly good party thrown in. It has definitely been decided that this is the beginning of what will be an annual event and we look forward to welcoming even more Tipsy owners to Baginton in 1959. [t,s a wonderful tittle air_ craft with a personality all of its own and worth making a fuss of.

And Bernard Neefs and the Tips promised to bring the Nipper over next year.

Just before closing this little account there are one or two items which we shall remember particularly about this weekend.

There was the fact that, we don,t quite know how, but that Stan Clarke, who organised the prizes, somehow finished up with the bottle of Whisky.

There was Ivor Saturday night, seen with a lampshade dahlia.

Lewis from Cardiff, late sat a-top our piano crowned and solemnly munching a

We know the rate of climb of the Tipsy is not brilliant, but we thought it was rather mean of the Gliding Club to launch off a glider just as the formation team was taking off at the-begin_ ning of the display. Seeing the take_otr from sideways-on, there was a gasp of disbelief when one aircraft seemed to separate itself from the group and rocket into the blue at about 1,500 feet a minute. As the rest of the Tipsys staggered away we suddenly realised what had happened.

We got our revenge ! The Gliding Club grumble regularly about a small red Tipsy flying across their cable but they now report that their C.F.L has gone stark staring bonkers and thinks he's getting halucinations.

And, best of all, there was the sight of 5 little Tipsys lined up on the tarmac and lots and lots of very enthusiastic ultra-light aircraft pilots.

Ruru Suuy.

THE TIPSY (G-AFSC)

The Tipsy Trainer B is an ultra-light low-winged monoplane which was designed by Monsieur E. O. Tips of Avions Fairey in Belgium in 1938. It is a side-by-side two-seater, ideal for training purposes as it is very easy to fly and there is the great advantage of having the instructor sitting beside the pupil instead of three feet away in the front cockpit, as in a Tiger Moth.

One big advantage which the Tipsy has over other training aircraft commonly used by flying clubs is the wide undercarriage. It is independently sprung through the wings and stands up exceedingly well to the rigorous bouncing it gets at the hands of enthusiastic but inexperienced student pilots, and has proved itself time and time again as being far more efficient and easily maintained than the narrower undercarriages of Tiger Moths and Austers. The wider undercarriage also makes it much more manageable and less likely to overturn in strong winds and it is a frequent sight at Baginton to have the Tipsy flogging round the circuit while the other aircraft are grounded because of windy conditions.

The Tipsy is also, as many people do not appreciate, fully aerobatic. Aerobatics with a crew of two are rather limited through lack of power but we have seen some quite impressive performances by solo pilots-including on one occasion an inadvertent tail-slide.

The Tipsy is powered by a 4-cylinder Walter Mikron II engine which is of Czech manufacture. This is a 60 h.p. engine and the cruising revs. are 2,4A0 r.p.m. at 70 m.p.h. Maximum permissible speed is 130 m.p.h.and the aircralt stalls at just under 40 m.p.h.

Since the Tipsy G-AFSC has been with the Armstrong Siddeley Flying Club she has flown approximately 1,800 hours, which is a yearly average ofjust over 330 hrs. which is some going when you remember that in 1956 she was away for 6 weeks in midsummer on C. of A. apart from the ordinary delays of maintenance and bad weather. The engine has been changed five times. 30 pilots have gone solo in her and ten have gained their Private Pilots Licence on her.

Group News

Air Touring Group

We start this month's Group News with the contents of a letter from Chris Roberts of the AIR TOURING GROUP of Burnaston House, at Derby Airport, who points out that the group is now no longer operating from either Rhoose or Exeter. Many membsrs will no doubt remember the handsome piece of Tiggery which did well in the concours at the Cardiff rally. Chris writes:-

'As you know we operate a Tiger Moth with Taxi Tiger cockpit conversion but still having full dual controls and this canopy conversion we can more than recommend, it makes for mighty comfortable Tiger flying in all weathers and a real boon in winter months. (Rollasons are the people to contact re this mod., they are very helpful.) Also the Tiger has no strakes or slots so plus the canopy mod. this makes it nonaerobatic (but she loops and rolls just the same).

Popular Flving, Novemberl December, 1958

'AIl of our flying to date has been cross_ countries and so far the Tiger has proved itself to be very economical and it enjoys ltself no end in our British low cloud, rain, mist and high winds. It never knows who it is going to haie for company at night, e.g. cows, horses, bulls, chickens. So far we have had to use about .ight different fields due to weather and have used tivo fields for full-time operation. This is where the Tiger is on its own, she goes up like a prestwick Pioneer. So in eight months operations we have done 140 hrs. This is not high compared with the training groups, but we have onlyiwo pilots. our snags to date have been one set of contact breakers go (of all things en route toJersey), one tail-skid spring and shoe change (as we iruO to operate off a runway_only aerodrome for a few months).

'For cross-country flying we find it pays in time and fuel to cruise at high revs., gi"irg 90 plus m.p.h., about 7 g.p.h. Most .r^ *.- do seem to have a head_wind component.

'We have managed to operate in fairly high winds with the Tiger much to our surprise, ,pIo 30 kts. This entails me always being tt *ing_tip walker and ballast downwind, buiit,, atways I sweat until in the hanger. By the *uy u.ryon. who knows the whereabouts of a 24 gall. Tiger tank for sale, please contact us: Mrs. C. Rober"ts, Air Touring Group, clo Burnaston Ffouse, Derby Airport, Derby., f,'akenham Flying Group

The FAKENHAM FLYING GROUP, of which surely Mr. Gillie potter must be a member, sends us news of a , fly_in ,, so those who like November weather note the address where E. McAully, their Hon. Chairman can be con_ tacted, it is: 20, King George Road, Fakenham, Norfolk. Telephone Fakenham 2052. The aerodrome concerned is Little Snoring, Faken_ ham. News of the fly-in has gone out in forthright style and stresses the important poin t that we must have more gettings together among P.F.A. types. McAully,s missive starts:_

' Greetings Fellow p.F.A. Types, 'This communication may be like a missile from outer space but in case our address conveys

Popular Flying, Novemberl December. 195g

the impression of Sleepy Hollow ,, and that we may be ready to hibernate for the winter let me put you straight on that point right away_ truth is, most of our flying is done during ihe Winter months, and now, after a year of opera_ tions, our Group has recently completed our own Club House and obtained a Club Bar Licence.

'Yes, We're going to have a fly_in get together at Little Snoring on the week_end of the l4th_ l6th November. Call it a Rally if you wish but we intend it to be a little different to the usual Rally.

'Our considered opinion up here is that there is not nearly enough liaison between p.F.A. Groups and due to this we are not getting the benefits of each other,s experience urJ .o_ operation; and though we are pleased to attend and enjoy R.A.C. Rallies when we can, we do feel that the average p.F.A. flier is not rnade of money and often finds the usual Rally a bit pricey when the cost of the journey also has to be considered.

'To get to the meat of this letter then_this is what we propose. In the fervent hope that we might start a pattern for similar p.F.A. Rallies we have decided to offer a week_end,s entertain_ ment to the first 40 members of p.F.A. who accept our invitation to stay with us in Norfolk on the week-end 14-16 November. For an all-in cost of Two pounds we will provide meals and accommodation, a Dinner on Saturday night, Transport, Hangarage_well, everything except Beer and petrol and these latter i.qril sites will be available at rock bottom prices to our visitors. For those who are unable to come before the Saturday we will adjust the attendance fee to 30 shillings. Here,s the difference_ wE,RE NoT oN THE MAKE, wE,VE PAID oUR BILLS ANo wE'nE IN FACT pREpARED To LosE A BIT To SUBSIDISE OUR TDEA THAT OUR MOVEMENT WOULD EXPAND ENORMOUSLY IF THIS IDEA CAUGHT ON.

'We intend to combine the week_end with an open day for the local townsfolk and this will include various competitions for visitors in_ cluding aerobatics, etc. It is intended to get as many different types of aircraft to take part as

possible and we hope to get at least three new types of light aircraft to attend and demonstrate.

'Given good support and clement weather (oh yes, the weather is often very co-operative in November you know) we believe you would enjoy your visit.

'Well that's the story then and if you think we're on to a good idea tell your friends about it and let us know as soon as possible if you wish to come. As I have already stated we can take 40 into our homes possibly more and then there is hotel accommodation in abundance at very reasonable prices for B. & B. for anyone not wishing to live 'o en famille " so, as ever, it,s a case of first come flrst served.'

Glamorgan Flying CIub

Our rally organising friends GLAMORGAN FLYING CLUB send news of their activities over the border and as the extracts from their News Letter show they did not just hire the local enthusiasm for the duration of the p.F.A. Rally.

Anyway, a circumstance of considerable significance has arisen since the last news letter so far as the Glamorgan Flying CIub is concerned, and that in the shape of Mr. Vernon Bernard who has joined us as Flight Operations Manager of Glamorgan Aviation Ltd., and chief flying instructor of the Glamorgan Flying Club. Mr. Bernard is a professional pilot with .all possible qualifications and a large and impressive background of flying operation to his name. He started with us on the l5th of this month and is busily getting down to re-organising the general set up of the Club and planning both the winter and the following summer season in terms of all our flying activity. We feel sure that all members will be delighted to welcome him, it means incidentally that there will be a full time instructor on duty at all times.

After a poor August, at least in the first three weeks, we entered September in what might almost be described in its context as a blaze of glory. For eleven whole days we didn't see a spot of rain and we have been subjected to what seemed like after the previous summer almost sub-tropical temperatures. The last week in August was flne and we were able to build up

our August figure to 178 hours flying which is well in advance of anything else we have done and we have entered September with a fair back_ ground of hours already in hand. Unflortunately, at the end of this month the Autocrat VN will be due for a Check 5 so we will be losing that for three weeks or so. On the other hand, as pleasure flying will be dropping to its close the 5d will be almost exclusively available for Club flying as the Autocrat goes in.

Solos have included Andrew Miles and Ifor Lewis. Colin Shaw, Glyn Rees and Jim Callan are now the proud possessors of private pilots Licences.

Glamorgan Aviation Ltd., managed to get a scoop for the Western Mail recently. Hearing that a small tanker was ablaze off the Wesi Coast, they contacted the editorial department, and suggested that they send a photographer to the airport from where they would ferry him to the coast to catch some pictures of the tanker. rhis was duly done and a series of most inter_ esting shots appeared in the Western Mail the next morning showing the blazing ship settling gently into a tranquil sea with the sun setting in the distance.

Croydon Flying CIub

CROYDON FLYING CLUB, despite their setbacks have sent news which shows that the threats to Croydon residents are not being allowed to stop them flying and that they are prepared to take their coats off when misfortune kicks in their front door. Their scribe writes:

'The Quiberon " disaster,, in which both our aircraft crash-landed, left us at the beginning of June with nothing to fly. However, a quick deal was made with Rollasons, who sold us one of their rebuilt Tigers and agreed to let us use it and pay when the Insurance claim was settled, the Assessors having quickly agreed that our old Tiger G-ANRU was a write-off. Thus, we were flying again within three days.

'The Turbulent G-APKZ, which was being built for our Chairman, George Stewart, bt Rollasons, was delivered the next day (a Thurs_ day) and to complete the five hours test flying and fifteen landings required for the permit in time to

Popular Flying, Novemberl December, l95g

Last year's winner taxies out at Saintes $i ,i ,j

" Old .failhful", tlte H.M. 296 of Baron, one o.f Mignet's staunchest supporters

The Gatard Statoplan A.G.-02 which manages quite nicely thank you without elevators

Popular Flying, Novemberf December, 1958

Prototype SIPA Coccinelle (Continental A-65) all metal two seater

For upside down gents-the Jurca Tempete aerobatic single seater (Continental A-65)

get the aircraft released by the week_end, Georgc arranged to do it all in one go, with one .top Io check an oil leak and a second stop to ..ir.t.

Special permission was obtained from the Controller at Croydon (bless him) and the little Turbulent ground round and round Croydon circuit for over five hours and fifteen landingi in a wrnd gusting to 30 knots, cloud base rarely above 1,000 feet and vis. down to 1,000 yards in the squalls. A smart b1t of work by the Ministry in conjunction with Fitz. of Roilasons and "the permit was issued on the Friday. The Turbulent appeared for the Elstree Air Display on the Saturday and was then mad e avallable to all Club members at 30s. per hour.

' In just over a month, it has now flown over sixty hours, and twenty_seven different pifoi, have flown it, whose experience ranges from a Student Pilot with about twelve houis solo, to Commercial pilots with several thousand. Every_ one reports that it handles beautifully and the Club is getting a lot of fun out of it.

'As an aftermath to euiberon, the Insurance people decided to have the damaged Auster G-ANLU dismantled and brought Uact< by road. The thought of various foreign transport con_ tractors methods of handling our poor old Auster roused George Stewart and vic cottins to vorunteer to bring it back themselves.

Customs, who did not have anything in their book about lorries with aeroplanes orrit ._ unO the ensuing pandemonium oi Customs Officials shouting in bad English and our heroes shouting in worse French, was only exceeded by the Captain of the ferry boat tiying to shoui.u.n louder that he only wanted to leave on time.

'Another anxious moment occurred when backing the truck (now I5 feet high) as it aia not seem likely to fit the boat. More shouting and various comments by hoards of French Jrif"r, and it went into the highest part of the ferry with three inches to spare.

' The voyage (of three hours) was uneventfur, except that the French purser fell in tor. *iir, Vic. This rather shook our Victor, but he quicklf got over it, leaving the purser with a Urot.r, rleart.

' At Dover, they found a French damsel (com_ plete with littre red car) in distress at the customs and very gallantly smoothed her Aifficulties, George even drove her to London in her own :ur. This upped the .,entente cordiale ,, by at least ten points.

'Another all night drive to Rearsby and the aircraft was delivered to Austers at g o,clock on the Saturday morning.

'The whole adventure had taken just over five days.'

.

'All arrangements were made, a four tonner borrowed from Rollasons (do not know what we would have done without them) and the f.r;; bookings made, all within three days. J

'An epic drive to euiberon took fifteen hours, George and Vic driving by turn and only stopping to refuel (food, wine and petrol). The Austeiwal dismantled and loaded with the kind assistance of the Aero CIub de euiberon, and they set forth in pouring rain with a load that would neither go fast, round sharp corners or under telegraih wires. They report that the French ur. u..1, ui._ rninded, having been quite taken aback ut tfr. tremendous stir caused in every small town by the sight of an English aeroplane, on an English !r.y, driven by two obviouily mad Englishiren. They made the ferry at Dunkirk witrr minutes to spare, had a long argument with the French

Adur Priyate Flying Group

At the birthplace of Miles aeroplanes a lone Maggie is the equipment of the ADUR PRIVATE FLYING GROUp, based at Shore_ ham. Due to some bad luck with a defective undercarriage the group operations were delayed last summer pending ..plur.ment parts being obtained, and it was then possible for th; Secretary, Ron Mayes and another member, to be just in time for the Deauville Rally which was enjoyed despite the row and persistent sea mist.

While the group is essenti ally a private and family affair Associate -.-t.., would be welcome, and anyone interested is invited to contact Ron Mayes at 4, Gannon Road, Worth_ ing, Sussex.

Popular Flyipg, Novemberf Decernber. l95g

The annual Rally of the Reseau du Sport de l'Air, that French organisation devoted to the furthering of amateur construction and ultralight flying of which our own Popular Flying Association is an equivalent, was held this year at the aerodrome of Saintes, which is situated between Cognac and Royan in Charente Maritime. The aerodrome is grass, with a length, on the longer of the two runways, of 1,200m. Petrol is available. The airfleld is the home of the A6ro-Club de Saintonges et Aunis, who were the hosts on the occasion of the Rally, and is situated alongside the main road into Saintes from Pons and Bordeaux, Route Nationale 137.

A number of British crews went to this Rally, including Maurice Imray, who travelled in Harold Best-Devereux's Auster, Dev. piloting; Norman Jones flew his Turbulent, accompanied by a Hornet Moth flown by " Fitz" Fitzmaurice with Margo McKellar; Neil Harrison of the T.K. Group took their very new and very handsome Turbi for its first long-distance outing. The author went with Mike Dible and his brother in Mike's Proctor.

There was a good deal of low cloud about crossing the Channel and Cherbourg, where we

Popular Flying, Novemberf December, 1958

Reseau da Sport de L'Aiy

The RALLY et SAINTES

stopped for lunch, was being blotted by occasional rain showers. The cloud gradually dispersed as the Proctor plugged south along the Cotentin peninsular and by the time we were past Jersey there was a fine evening ahead of us. It had been arranged that we should rejoin the Auster and Turbi at Angers, and so we landed_ there although there was still enough daylight for us to have made Saintes in one hop. As it turned out, the weather on the short sea crossing route, by which the others had travelled, was so foul that they put down at Alengon for the night. The reception at Angers was most cordial and we were dragged-not at all unwillingly-into a celebration over some local gliding certificates which involved a quantity of very effervescent wine. As there seemed to be some sort of competition going to see who could get a cork furthest into the air, there was rather more effervescense than wine. Eventually, a car took us into Angers itself, past the massive castle whose walls now house a tapestry museum, to what was, we were assured, the last room to, be had in the town. To this, after dining out and sampling the terrors of the town juke boxes, we returned, to face the problems of three large people and two beds. One of the upper

Saintes-les-Gondes, and the first British amateur-built aircraft to visit the R.S.A. rassemblement joins the family group

tnattresses was flung upon the floor and to this the Editor was condemned_his "o_puniom subsequently adding insult to injury by accusing him of snoring.

The next morning, after a rocar citroen company 'bus had reft us at the gates of the airfield and as we were exploring the curious 'contents of one gf th.e hangars (except the pilot, who was exploring in the bur)ou, the curious formalities attendant upon our departure), the missing Auster and Turbi arrived, the latter causing much interest among the Fren"fr_u, indeed it did everywher.. Er.rlOoOV stood about and yacked for about half_an_hour and we pushed otr, leaving the two other aircraft trundling down to the far end of the field to refuel.

Saintes, when we arrived there, was an im_ pressive sight. ^Two long rows of brightly coloured aircraft led from tie hangar and Cfri house to the grass strip. Jodels oflariou, ,Vp., predominated, including the 3_seater urrA'lfr. four-seat Mousquetaire, which ur.ir.J aurirrJ the afternoon. One had automatic stabilisers fltted and another a Kaiser engine_a remarkably good-looking home_built, frototype flat four. There were a number of Emeraudes and a *h;. host of prototype single_seaters, including the Jurca Temp6te and the Statoplan pouiinl. There was a beautifully finished Turbi "r;;;; could see no less-than four Flying Fleas. Indeed the redoubtable Henri Mignei himself h"d ";;; in one of them, and gave two of ,, "orrriJrg, if somewhat startling, demonstrations. About mid-day there were the usual speeches in the hangar, accompanied by the vin d,honneur.

M. Georges Beraud welctmed us on behalf of the R.S.A., of which he is president, and M. Marcel Agesilas, head of the Service des For_ motions Aironautiques et Sports Aeriens, gave an account of what his branch of the Mi;;.; were doing or going to do. The Auster and Turbi arrived just at the end of the speeches and shortly after that Fred Driessen and his wife and David Armstrong, who had come ou.. independently, via Southend, completed the British contingent.

A rather protracted lunch and an afternoon on the airfield were followed by a scramble for hotel rooms-some of which had acquired two separate bookings each_and the urtho, and Maurice were most hospitably entertained by M. Monnier and his *if..

M. Monnier is President of the local Club, the Aero Club of Saintonges and Aunis, and. his g.r.r*i,y as a host add:d greatly to the plJasur.r- o? the occasion. The banquet that evening was enlivened by .an impiomptu choir singing Gregorian plain "trunt_tt ough with lyrics which would have astonished that eminent cleric-and a good time, as they say, was had by all.

The party broke up in good order and those of the concurrenrs who had been boarded out in the neighbouring town of pons entered the clamorous Citrcien camionette which hrd i.;; placed at their disposal. References to pons asinorum , were received with the silence d;; deserved.

Sunday saw most of us on our way. Our Proctor left about mid_day. A brief halt at Nantes (where the constani sitence of the tower frequency was ^subsequently exptained quite simply by , llg.3-was ut trr.t, 1 fo, food, fuel and Customs, and we were Uu.( at Denham in the early evening, about tralf_past ,i.. i;;;i the others, starting later, ,urr^into bad weather that we just avoided, and in fact Fred,s proctor was ' cut off, for, a couple of days. But there, that's the luck of the gu-..

TURBI PLANS

The existing French Turbi sheet 2 is now re_ placed by ptan No. p.F.A. 53-0t "rj slo+. These sheets are drawn to a much larger scale (approximately one-fifth) and f,uu" -i"'"" ..__ pletely re-annotated in English. il";;ow, in addition, considerably -lr" O.tuii'tf,u, ilr" French plans.

Further sheets of plans for the Turbi are i n course of preparation, and these wili be an_ nounced in popuun FLyTNG when available.

Popular Flying, November December, 795g

Low Cost Aircraft Touring

A short while ago a young French girl arrived at my home, having come all the way from Biarritz on a motor-scooter. The journey had taken her quite a long time, but the cost had been low. The motor scooter, which looked rather like a well-loaded Christmas tree, had been persuaded to caffy quite considerable quantities of baggage.

When scooters were first brought out, one always imagined that they were useful for short journeys and town work, but not really8suitable for long distance touring. This girl and many others have proved that they are quite practical and useful machines for long journeys.

The same applies to the Turbulent aircraft. When it was flrst brought out in France, this diminutive aeroplane with its 30 h.p. engine was regarded as a pretty little toy to fly around the aerodrome on a fine Sunday afternoon. This may be true, but I have flown one for quite a number of hours during the last seven or eight months, and I have proved it equally suitable for aerial touring at very low cost.

The machine has arafige of a good three hours, during which one should be able to average 80 m.p.h. in still air. It is quite possible to sit in the machine for this time without discomfort. The controls are so light, and the view is so good that very soon the sense that you are flying an aeroplane disappears, and you really feel that you are part of the machine.

Popular Flying, November December, 1958

The windscreen provides first-class protection and there is no difficulty at all in looking at your ffi&p, reading a book, or having an impromptu picnic.

Very naturally, if the air is at all turbulent, the little aeroplane lives up to its name, and sometimes gives you the impression that you are flying about like a piece of newspaper, or even that you are sailing a dinghy in a rough sea. The machine is so stable and responds so quickly to the lightest touch on the controls that provided you do. not fight with it, but allow yourself, as a dinghy sailor does, to relax with the craft, you soon find that any sense of insecurity disappears.

In dealing with two other potential difficulties, of touring with light aftcraft, the Turbulent shows. up very well. The flrst of these is noise. The engine is smooth and sweet running, and very quiet. There are two advantages here. One is that the pilot does not suffer from noise fatigue which is common enough after flying a small aircraft for some time. The other is that since the noise is not bothering you, you have the confident feeling that it is not bothering anyone else on the ground either, and if, as a result of the exigencies of navigation and low cloud it is necessary to fly low over a road or railway, you have the comfortable feeling that you are probably not being noticed. It is always surprising to me how few people look up at all.

Lastly, the view through the windscreen is so

Low Cost Aircraft Touring

A short while ago a young French girl arrived at my home, having come all the way from Biarritz on a motor-scooter. The journey had taken her quite a long time, but the cost had been low. The motor scooter, which looked rather like a well-loaded Christmas tree, had been persuaded to carry quite cor{siderable quantities of baggage.

When scooters were first brought out, one always imagined that they were useful for short journeys and town work, but not really suitable for long distance touring. This girl and many others have proved that they are quite practical and useful machines for long journeys.

The same applies to the Turbulent aircraft. When it was flrst brought out in France, this diminutive aeroplane with its 30 h.p. engine was regarded as a pretty little toy to fly around the aerodrome on a fine Sunday afternoon. This may be true, but I have flown one for quite a number of hours during the last seven or eight months, and I have proved it equally suitable for aerial touring at very low cost.

The machine has a range of a good three hours, during which one should be able to average 80 m.p.h. in still air. It is quite possible to sit in the machine for this time without discomfort. The controls are so light, and the view is so good that very soon the sense that you are flying an aeroplane disappears, and you really feel that you are part of the machine.

Popular Flyins, Novemberl December, 1958

The windscreen provides first-class protection and there is no difficulty at all in looking at your map, reading a book, or having an impromptu picnic.

Very naturally, if the air is at all turbulent, the little aeroplane lives up to its name, and sometimes gives you the impression that you are flying. about like a piece of newspaper, or even that you are sailing a dinghy in a rough sea. The machine is so stable and responds so quickly to the lightest touch on the controls that provided you do not fight with it, but allow yourself, as a dinghy sailor does, to relax with the craft, you soon find that any sense of insecurity disappears.

In dealing with two other potential difficulties. of touring with light aircraft, the Turbulent shows. up very well. The first of these is noise. The engine is smooth and sweet running, and very quiet. There are two advantages here. One is that the pilot does not suffer from noise latigue which is common enough after flying a small aircraft for some time. The other is that since the noise is not bothering you, you have the confldent feeling that it is not bothering anyone else on the ground either, and if, as a result of. the exigencies of navigation and low cloud it is. necessary to fly low over a road or railway, you have the comfortable feeling that you are probably not being noticed. It is always surprising to me how few people look up at all.

Lastly, the view through the windscreen is so

good that negotiating power cables, factory chimneys or church steeples does not strike you as any stranger or more difficult than driving a car past a lamp-post or through a railway arch. Lest there is any misunderstanding, it should be made clear that the Turbulent, like any other aircraft, is subject to the Air Navigation Regulations as to flying heights, particularly near built up areas.

Here is the log of a recent trip to Bordeaux:Day I Fair Oaks to Lympne 72 miles

Lympne to Le Touquet 60 miles

Le Touquet to Bernay 120 miles

Day 2. Bernay to Angers 120 miles

Angers to Saintes (Bordeaux) 120 miles

Day 3. Saintes to Laval 160 miles

Laval to Deauville 110 miles

Day 4. Deauville to Redhill 200 miles

On to Croydon and Fair Oaks

Total distance, approximately 1,000 miles. Total flying time 12fr hours. Average speed, 80 m.p.h. Fuel consumption: petrol, approximately 25 galls., oil, virtually none. Longest leg 200 miles

-2+ hours.

Both channel crossings involved very bad weather flying and necessitated flying at 50/150 feet above sea level.

The pilot reports complete absence of any troubles and that the Turbulent was far easier to navigate in fog and low cloud than any other aircraft he had flown.

WoodenlValls

News has reached us of a real vintage piece in the shape of a 1929 German Klemm monoplane fitted with a 45 b.h.p. Salmson radial. The aircraft G-AAXK was sold by P.F.A. member Bob Grant of Dumfries to a Mr. McConnell who kept it airworthy for some years at Newtownards in Northern Ireland. Now Bob Grant

and his friend Hector Monro have flown the Klemm back to Dumfries and sold it to its new owner, C. Vick of Sevenoaks in Kent. The Klemm is now at Croydon.

These arccraft are delightful examples of the chippy's art and it is a credit to their constructors that they last so long. We say they, because a member of the P.F.A. Committee, Desmond St. Cyrien has another Klemm, recently airworthy but now dismantled, at Redhill. The St. Cyrien Klemm is registered G-AAHW and like Bob Grant's has a Salmson radial, something rather like a cross between a sewing machine and a good grade watch. Should any of our readers know of the whereabouts of Salmson spares or even a complete engine Bob Grant would like to have information at Millbank, Hazehigg Avenue, New Abbey Road, Dumfries. Why? Well he has another Klemm G-AAUP hidden away and in between building up a pair of vintage Bentleys is hoping to get airborne again. Certainly the editorial eye which remembers the Grant caravan pickingup the bits of Klemms from Hanworth in 1938 never imagined that the same man would be flying them twenty years later. Roughly in the same class as the Turbi the Klemm has a large span wing at 42 feet and lands at about 25 m.p.h. with a cruising speed of approximately 68 m.p.h.

" Tlxere's many a tune in an old fiddle " -Bob Grant' s Klemm

Druine Condor and Piel Emeraude Plans

Plans are now in stock for both of the above types of aircraft. Price is thirty-five pounds per set. In both cases the measurements are in metric dimensions but information is available for supply with each dossier which makes the question of metric diameter bolts, etc., no difficulty. Work is in hand to have translations available but that is a future project. Already amateur built Condors and Emeraudes are on the way in the U.K., and both of these types look like enjoying a great future. Pre-fabricated parts for tlre Emeraude are available and in particular the parent French company recommend the purchase of a spar ready made.

Propellers

Many members have written in to ask for a source of propellers for Turbulent aircraft. Messrs. Rollason Aircraft and Engines Ltd., of Croydon Airport, Croydon, Surrey, have had a batch manufactured and these are available for immediate delivery. Some are French manufacture while others are English. In view of the long delay involved in having a propeller made to order this news is most propitious.

WIRE THREAD INSERTS

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