Popular Flying February 1959

AVII OINS ROGER DRUII INE

DRUIIINE TURBULENT DRUIIINE TURBI and DRUIIINE CONDOR

Lieht Aeroplanes designed to modern and up to date standards. A11 Druine types have p":;i iilrJ;;h;L;;d;i;l Frenc6 Flight tesi centre at Bretignv' Druine aitctaft are tested, safe, and simple to construct' you can build a Turbutrent in your garuge and remember, less metal fittings to make than similar tYPes.

PIons ond enquiries in English speoking countries, write: (Sole Agents) PoPULAR, FLY!NG AssoclATloN, Londonderry House, 19 Park Lane, London, W.l

Amateur built Turbulents are flying in France' Denmark' Africa, GermanY and U'S'A' United Kingdom, Australia, lssued by Avions Roger Druine' Paris

BUILD AND FLY YOUR owN HI9!--PIIFORMANCE

- Ji6 ni' i rn-nr' erni r! E -!I-GI -cgsr, oF F LYI NG' r6in rus HUNDREDS oF orHER . ,, HOMEBUILDERS ''

E.A.A.

EXPEHIMEI{TAL AIRCRAF'I ASSOflATIOiT

Simplitied detailed construction prints now availahle' FOUR nroven. economrcal o.''gii'il'tfioose from' .(l) Single place irlavboy. low wing. tuggliJunJrutt' designed for aerobatics' iii'fi i' piit"' i;iiv u"i..Ia':uv-i@ J ow- * in g' comrorta ble cross-country uno ,t'oo"uiit'" f ll Two ,place Flut-R-Bug' Iilfl 'f; ,#t{#a;;,tiru'Y,'n'!;il*":'1"!i;*'"'f i'1!E; Two place Skv-Coupe. t';;1t:;iai' high wing'.cabin' tri-gear' All purpose general. ut]r]tv' ina' peisonal-airplane' For comolete deraits wrrn i.L?rliii". -brochures.^photograplrs. t_views and C.A.A. ..gu"triioris on homebuilt airplanes. mail sl .bii'rp"iGg-ing and p'-ostal expenses) to:

sTlrs AIRCRAFT, P.O. BOX 30848, RIYERSIDE' CALTFORNIA

TIIUHSTOI{ EI{GINEERIAJG LTD.

STAPLEFORD AERODROME, nr' ROMFORD

ESSEX Phones: STAPLEFORD 210 : ONGAR 135-6-7

ENGINE OYERIIAUT SPECIATISTS

A.R'B' APProved

Exchange Gipsy Major, -Qirrus Major and Cirrus Minor F-ngines

C. of A. Overhauls and Maintenance

A non-profit organisation dedicated to the advancement of home-built aircraft and private aviation.

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Junior Member (less than age 19)

$10'00 ' $s'00

Subscription to SPORZ AVIATION $5'00

Member grades include subscription to monthly E.A.A. magazine SPORT AVIATION and receive the " Amateur Builder's Manual "'

E.A.A. Data Book $1.50

EXPERIMENTAT AIRCRAFT ASSOffATI()N yTII W. FOREST PARK DR. HALES CORNER, WISCONSIN

Londonderry HoLlse, 19 Park Lane, W.1

Telephone: Hyde Park 3050

Advertising FRYERS ADVERTISING SERVICE

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H. BEST-DEVEREUX

CONTENTS

1.

lndividuol rrrembership qf the P.F.A. (two pounds per annunt) entitles euch ntember lo popuLAR FLyrNc f ree o.f charge. Adclitional copies may be o b ct ine d.fr o ttt P. F. A. H e ad q u ar t e r s at Lo nclo nd e r r.y House, 19 Purk Lune, Lonclon, W.l, at ls. 8cl. inclucling postuge. P.F.A. Groups receive one copy .free und Secretaries may obtoin tt discount ol' 3tl. per copy on uthlitional ortlers by tha Grottp.

FEBRUARY 1959

The Popular Flying Association is the founding and representative body in the United Kingdom of amateur constructors and operators of ultra light and groLtp operated aircraft

WrrH the contents of this number of popuLAR FLvTNG we feel that the reader can hardly fail to note the slightly international flavour in the following pages. For a long time most people have imagined that the French are the only amateur builders on the lace of the earth, but our Gallic friends would be the first to admit that this is not the case. To help us in placing the widest possible variety before our members we have been lortunate this month in obtaining first-hand details from their designers of some American types. These, added to the details of other amateur builder,s aircraft, go to make this issue an especially informative one for the amateur constructor.

Equally international is the news of amateur-built Turbulents built lrom P.F.A. suppiied plans being flown in four different coLlntries. Such is the amateur spirit that there are no boundaries in our sport and the only obstacle to crossing frontiers in the little atrcraft we champion are paper ones. However, perhaps something can be done in this direction arising from the approaches already made at high level by the P.F.A. and its fraternal body in France the R.S.A. As these words are being written the British delegate to the Federation Aeronautique Internationale conference is presenting our views on the appointment of an F.A.I. Commission to meet in Paris for the purpose of bringing together the representatives of amateur builders in order to achieve greater status and lreedoms for our sort of aircraft. So, despite the fact that the winter weather may suggest that your Committee hibernate, there are, in fact, occasional stirrings in such matters as putting our views to the new Standing Joint Committee on Private Flying and Gliding, sponsoring the import of some American radio sets for our members, issuing plans, chasing subscriptions

and petrol rebates, thinking of next September's rally and the many other things that go towards trying to make the P.F.A. a healthy and live body for the amateur who is flying for fun.

We know that in these things we have had successes but we are not complacent, others are envious and would like to spoil any success because we do things our w&y, the arnateur

way and thus the cheapest possible way, so a word to our members that for once forget the international politics, and watch mindfully against the stealthy attempts within the U.K. to deviate group loyalty from its foundir-rg and representative body which has no commercial ties and can therefore represent our members without f,ear or favour.

TIHE TAYTOR IMOINOPtAINE G=AJCT

by JOHN TAYLOR

Being the story, so comtnon in other countries, o.f a man who does something about his desire to .fly, by designing and building his own aeroplane. I-et this be a lesson to those who saY 'It can't be done .'-(Ed.)

My desire to build a small ultra-light dates back many years-to schooldays in fact; I am now thirty-six, it seemed to be just a natural urge thwarted by two constant companions, lack of money and lack of facilities for building. A1though I didn't realise it, I had no design knowledge either. The alternative appeared to come first by building models and then designing them, followed later by designing both the aircraft and their engines. I built numerous model engines from 30 cc. down to a half cc. compression ignition type, my last being a one tenth cc. which has run for many hours in a variety of models and is still performing. The aircraft ranged from lightly loaded high and bi-planed difficult to fly jobs, with scale size control surfaces, up to large low wing models with pendulum operated controls and fantastic wing loadings. These yielded a great deal of amusement and information, but the urge for a full-sized effort persisted.

After years of hesitation, and many discussions with my wife, I decided that it was now or neverThe design of a tandem seater low wing job was started. Thousands of calculations were made and numerous drawings produced, until after about twelve months, I very reluctantly decided that the original bugs, money and space, were still there and the two-seater was beginning to look expensive. I shelved the lot and started the design of a single seat low wing job to the following specification: money f,100, dimensions to suit our upstairs dining room. The little aeroplane in mind would, if built, be just a ' one off special', so I decided on the present lay-out in the faint hope that this machine might be suitable and adapted for amateur construction like the Turbulent, though I feel certain revisions would be necessary before this could be considered.

To obtain my lay-out, the first considerations were that the aircraft would be for sport flying,

PoprrIur Fl.t,ing, Februai.r,. I959'

and consequently the basic requirements were narrowed to a small field. Principally, these were, small in size, low initial cost, easy to maintain, cheap to operate, and safe to handle. With about 35 b.h.p. in mind coupled with the above necessities a fair picture was then visualised and the decision on low, medium, or high wing was made. Then sketches were made until I had something which looked about right, even though a bit short. The final small sketch was then scaled up and the various items shown in their respective positions to ensure that the design would progress without finding later that a rear spar was passing through the pilot's body or that an aileron cable was required to saw through the top of one's trousers at some point on the pilot,s knees. My face is very red as I pen these words ! From here onwards, it appears to be a question of advanced planning, or perhaps just thinking ahead for any conceivable snags, most of which do not show up on inadequate drawings, but present themselves with alarming horror, and shocks to the nervous system, as construction progresses.

Due to the aircraft being built in one room, separate wing panels became essential, with the accompanying joints, etc. Also the fuselage was to be of limited length, though I did not regard this as of too much importance, as a ' safe ' aerofoil section, together with adequate tail areas and solne adjustment of the ratios in the control system can, to a large extent, combat the disadvantage of a short fuselage.

The moderate aspect ratio quickly decided the size of the wing panels for a given area, the room decided the overall length, and finance determined the engine, a 36 b.h.p. JAp. While this is a reliable and sturdy motor with useful power, its lines leave something to be desired aerodynamically. I have, however, redesigned the exhaust system and heated air intake with an improvement in appearance.

On completion of the general layout the window was measured to ensure that the components would go through with a little to spare, and actual stressing was then started. This stage, with drawing as well, took approximately seven

Popular Flying, February, 1959

months. Not being connected with the aircraft industry-to my regret-my brief stressing and design knowledge has had to come from home study over a period of some years. I must state in fairness, however, that I am an engineer with many years of tool room, petrol engine, and drawing office experience.

When the design work was completed, construction was started, the facilities consisting of one ordinary dining table, afl assortment of wood-working tools loaned by a good friend, several clamps, a small lathe and bags of enthusiasm-the latter being of some importance

I estimated the construction to take about eighteen months of evenings and week ends. Having worked for some eleven months of that time, T now estimate about fourteen months. Then my neighbours will enjoy the sight of my little aeroplane being loaded on to a lorry from the window of an upstairs flat, and, shortly af,terwards I hope to enjoy the pleasure of realising my lifle's ambition by flying an aircralt built by 'yours truly'.

I must add that during construction t gained much advice and material assistance frorn our genial friend Doug. Bianchi. On more than one occasion his ever-present enthusiasm lifted me from the depths on those few occasions when one wonders-' Is it worth it'.

O.f course I dicln't do it atl myselJ'!

OVER THERE

In America as well as Europe the ' homebuilt' aircraft is the epitome of aviation enthusiasm. With a slightly different system to the European methods of certification, the American amateur is permitted to make aircraft which reflect the relative cheapness of engines and other parts. Also the restrictions on performance are not so rigid, thus allowing the enthusiast to produce faster and hotter touring and aerobatic arrcraft. Therefore the range of aircraft is somewhat wider than ours and an encouragement for the day when the current negotiations to widen the scope of amateur building by permitting heavier and faster types have been realised. Already the import restrictions on American engines are eased and any of our members wishing to obtain one of the excellent American flat four engines should not be put off with the old story that it cannot be done.

Many of our overseas readers have asked for details of metal types as alternatives to the all wood types mostly favoured in the United Kingdom. It would be impossible to list them all in an issue of this magazine without tremendous effort, but we have selected a small number to whet the appetites of the aerobatic enthusiast, the quick air tourist, and the fly for fun type.

Without a doubt the editorial schoolday hero of the Cleveland pylons Steve Wittman ably supported by his wife Dorothy Wittman is the doyen of amateur constructors across the pond. Twenty-five years ago Steve was building his own aircraft, and racing them in a way that would make our National Air Races look like kids on fairy cycles. Over the years this ex schoolmaster from Oshkosh, where he now runs the airport, has steadily built a series of racers which have become more and more the essence of refinement. Ever see a Cessna landing geat? Steve's the boy who designed it. So here ate a few details of his latest available to amateurs, the " Tailwind ".

WITTMAN TAILWIND-MODEL W-8

Span20ft. 11ins. Dihedral zero.

Wing area 83.5 sq. ft. Laden weight 1,300Ib. Empty weight 700 lb. Wing loading 15 lb. sq. ft. Baggage 601b. Cruising 150 m.p.h. at Wing section is modified 4309. 5,000 ft. and 7O per cent Top speed 170 m.p.h. power.

Rate of climb 900 f.p.m. Take off run 800 feet. Stalling with flaps 50 m.p.h. Range over 600 miles. Length 19 ft. 3 ins.

A11 this with a 90 h.p. Continental or 100 h.pLycoming.

The wings are wooden structure with plywood and fabric covering, while fuselage is steel tubing, fabric covered. 'Lightr and radio are fitted. So if you want to go faster, Steve Wittman will sell you the plans for one hundred and twenty-five dollars.

At present eleven Tailwinds have passed their C.A.A. experimental flight test and there are 1l I being built.

Examples are being built in Sweden and Belgium so the type looks like being popularOn test 49 has been pulled so the ability to stick together seems to have crept into the design somewhere ! Considering the performance the cost of building is very reasonable, enough steel tube costs about f,100 while total cost averages f,700. Bits and pieces supplied by Wittman do not seem dear and for example the two fuselage sides welded come out at f,50 the pair ex-works,

If you all kneel down I'll look taller. Steve Wittman's Tailwind-a zip ship with a plastic proboscis

Poptrlar Flyins, Februor.v. 1959

plywood comes to f,30 and the motor mounting complete with Wittman patented undercarriage costs f,72, less wheels. All these prices are at the disadvantageous exchange rate to English customers and yet still seem reasonable.

For the aerobatic enthusiast George Meyer of Corpus Christi, Texas, has produced what might easily turn into the modern poor man's Jungmeister and could also be a useful mount for a tsritish entrant at Coventry if some money could be raised by a few patriotic people to run such a venture. His aeroplane is the Meyer Little Toot which must be surely one of the most " sexy " biplanes ever produced. The specification is attractive so read on:

The normal fuselage is a metal monocoque alt of the cockpit, with a tubular truss forward and metal covering. Tail is full cantilever metal, while the wings are wood throughout, and of simple construction. A Cessna 120 undercariage is f,tted. Materials average out at seventeen hundred dollars depending on sources of supply and engine used which may be between 90 and 150 h.p.

Plans are in eleven sheets with most items full size. If you can't manage the monocoque fuselage and tail, then there is an alternative tubular type depicted.

For the technically minded this one is stressed for l0g either way up !

Probably the most active supplier of plans, and up until recently kits of parts, is Ray Stits of Riverside, California. We say recently kits of parts, because Ray has a-nnounced that he is now fully occupied on a production type aircraft and therefore cannot continue to do two things with one pair of hands, so to speak.

Detailed construction p{ans are now available for four well known and proven models. They are the single seat Playboy Model SA3A, two seat Playboy Model SA3B, the Flut-R-Bug 546B, and the SATD Sky Coupe.

Both versions of the Playboy are basically similar and use many common and standard

MEYER LITTLE TOOT

Wing area 123 sq. ft.

Empty weight 914Ib.

Top speed 127 m.p.h.

Dihedral z,ero top,3 deg. lower.

Laden weight 1,230Lb.

Cruising 110 m.p.h.

Rate of climb 1,000 f.p.m. Stalling speed, power off, Length 16 ft. 6 ins. 55 m.p.h.

The engine fitted is a 90 h.p. Continental and the gross weight quoted includes starter, generator, battery and radio equipment and assumes a 2A0 lb. pilot. Radio would be uselul to tell the judges at a competition what you thought about them if they disqualified you !

Plans cost fifty dollars and inc;lude an alternative construction so that the amateur cafl choose according to the material available.

Popular Flyinq, February, 1959

George Meyer's Little Toot

Yessir-they come purty smart Jrom Texas

Smooth type for getting around but the bounder has left his spats off-Stits playboy

lPhoto : Courtesy E.A.A.

parts from other types. Undercarriage is Cessna 120 or 140, while tailwheel, cowlings, exhaust, pulleys, cables, and instruments, etc., are types easily bought over the counter in the States, where total material cost is about f,275 with a used Continental 65 h.p. engine. The twoseater with a Lycoming 115 h.p. engine is more at the equivalent price of f,400.

Both versions of the Playboy are aerobatic and we have it that they are smooth to fly and sturdy jobs.

The Flut-R-Bug is a light, high lift economy model, which is easy to fly and very safe. It has found particular favour in operation from small flelds and at high altitudes. We have even heard of one used for chasing eagles in New Mexico. Wings are quickly detachable and the plans include details of the trailer hitch and wing rack assembly.

Latest in the Stits line is the Sky Coupe which is an excellent example of well engineered and simplified design. This little aircraft is intended as a utility runabout and personal aircraft. The cockpit is a 40 inch wide job, and a jump seat for the family sprog can be installed in the extra large baggage compartment. Control response is good with safe and easy flight characteristics while there is room to move on long trips. Some idea of how care pays off is the fact that a cleaner cowling and spats give a speed increase of 8 m.p.h.

Again, the availability of used 65 Continentals shows up well in the necessity to lay out the equivalent of about L275, in the States, for the whole set of material. A sensible arrangement is the ability to swap around the 65 h.p. engine for an 85 h.p. version. All these designs use a steel tube fuselage and tail surfaces, spruce spars, and cut out plywood ribs. Full size rib layouts are included with each set of plans, while many fittings are shown full size'

Stits does not believe in designing for midget pilots and all his aircraft are very roomy and fitted with dual controls. Many constructors have built these aircraft in eight months which certainly illustrates their simple engineering.

Plans are reasonable in price and are as follows:

Single seat Playboy including six photographs

Two seat Playboy including seYen photographs

Flut-R-Bug including five photographs

25 dollars

35 dollars

35 dollars

Sky Coupe with 27 sheets in the set 45 dollars

STITS SA.3A P"I,AYNOY

Span 22 ft. 2 ins. Empty weight 600 lb'

Wing arca 96 sq. ft. Baggage 40 lb.

Laden weight 864 lb. Top speed (85 h.p.) l45.

Wing loading 9 lb. sq. ft. m.P.h.

Cruising (85 h.p.) 130 m.p.h. Rate of climb 1,000 f.p.m-

Take off run 300 feet. Stalling 45 m.p.h.

Length 17 ft. 4 ins.

Performance figures slightly reduced with 65 or 75 h.pengines.

STITS SA-38 2 seat PLAYBOY

Span 24 ft. 2 ins. Length 17 ft. 10 ins.

Wing area 108 sq. ft. Empty'weight 795 lb.

Laden weight 1,450Ib. Baggage 50Ib.

Wing loading 13.6 lb. sq. ft. Top speed 150 m.p.h.

Cruising 135 m.p.h. Rateof climb 1,000f.p.mTake off run 400 feet. Stalling 55 m.p.h. Takes any Lycoming between 100 and 180 h.p., figures quoted using 150 h.p. Lycoming 0-320.

STITS 5A.68

FLUT-R.BUG

Span 26 ft.

Wing area 130 sq. ft.

Laden weight 1,031 lb.

Wing loading 7.9 lb' sq. ft'

Cruising 90 m.P.h.

Take off run (laden) 300 ft. These figures are with 65 h.P' fitted with 90 h.P. engine'

Length 18 ft.

Empty weight 575 lb. Baggage 20lb.

Top speed 100 m.P.h. Rate of climb 1,000f.P.mStalling (laden) 40 m.P.h. Continental, can also be

STITS SA.7D SKY COUPE

Span 27 ft. 4 ins. Length 19 ft'

Wing area 130 sq. ft. (approx.) Emptv weight 750 lb'

Laden weight 1,300Ib. Baggage 90lb'

Wing loading 10Ib. sq' ft. Top speed 140 m'p'h'

Cruising 120 m.P.h. Rate of climb 1,000 f.P.mTake off run (laden) 300 ft. Stalling (laden) 48 m'p'h' These figures include 85 h.p' engine with starter and generator, radio, metal ProP', and cabin upholstery'

Popular Flying, FebruarY, 1959

Turbulent auartet

should reduce the VW whisper still further. Total cost, everything included, came out at [400.

From 'down under', where Walter Watkins of the Ultra Light Aircraft Association of Australia's Victorian Division beats the homebuilders drum we received their Christmas card in the form of P.F.A. 445 airborne as VH-PWH in the hands of Peter W. Hodgens, its owner and builder, of Bondi Beach, New South Wales. Peter obviously lladn't spent much time on the beach as this Ttrrbulent was knocked out in twelve months flat. First flight was 13th November, 1958.

Four P.F.A. amateur constructor members have sent us details of their Turbulents within the space of six weeks. First of these hails from Norfolk, Virginia, U.S.A., and is the work of two enthusiasts, L. Warren-Carter and J. M. Mathias, Jnr. Unfortrinately we are unable to publish coloured photographs but a print received shows that P.F.A. 417 is a superbly finished job in orange, with black lining, and white top. fhe whole task involved 2,300 man hours over two years, many hours being spent on the flnish which is lightweight glass cloth on to ply surfaces and then just patience in rubbing down eight coats of flller and flnish on the fuselage. The wings have a total of nineteen hand rubbed coats of dope. The engine is a VW converted to take twin Bendix mags which are gear driven from the back of the motor. A ram air intake is fitted with hot air selector, the hot air being supplied from a neat muff on the port side exhaust system which runs the exhaust from two cylinders into a common tail pipe which

Popular Flying, February, 1959

Nearer home at Belfast the Reverend padraic O'Kelly has sent us news of the successful tests

lVing_dowry-Down Ultder, peter Hoclgens puts his rurbute* 'l;': o"/;?Wi;iic atltucte' for

of his Turbulent P.F.A. 163, registered G-ApCM. Jock Eassie of Short Bros. and Harland made the first test flight at the Ards aerodrome, and by all reports the first flight made by Father O'Kelly must have been a low level aerobatic sortie to avoid the radio, T.V., and press who turned out in great force to make Northern

N.417. M-rarine ,fr1;*O sweeter

ronic sot-ra-rhe o"''

Ireland's flying priest front page news. Construction took three years and cost about f,450. In the construction great help was given by J. Kirkpatrick, the Shorts apprentice supervisor, who we fancy needed all his skill in handling apprentices with the ' Bhoy' Kelly himself! However, patience and virtue have their own reward, and how many private owners can say these days that they have a private aeroplane that is newly built, and of post war design? One day we hope to publish some details of the trials and tribulations of the Belfast boy while building his Turbulent. We rather like the little story behind' Charlie Mike's' registration, the Ministry of T. and C.A. couldn't understand the firm

YT/TRE THREAD INSERTS

For new parts or repairs ATRCRAFT SPRTNG WASHERS to 2.5P.47. Specifi cation CIRGTIPS AND RETAINTNG RINGS

to S.B.A.C. and other standards

A.l.D. A.R.B. approved

Manufacturing Co. (1938) ttd. COMBE DOWN, BATH Telephone: Combe Down 2355/8

ror a crescendo

request for these letters, neither could we, encyclopaedias, the good book, Latin scholars, and various learned friends, were consulted, all to no effect. The mystery was solved quite easily, Father O'Kelly is a V.H.F. radio fiend, and Charlie and Mike remain the only letters in the phonetic alphabet not mucked about with. Not only butter comes from Denmark either, news has also been sent of Hans Axel's Turbulent and registered in the peremptory Danish style of OY. Hans, in a long letter to P.F.A., tells us how much he enjoyed the work and of his elation at the performance of the Turbulent. Also his letter contains many thanks to the P.F.A. for the help in completing the project.

The Popular Flying Association

The Popular Flying Association is the founding and representative body in the United Kingdom of amateur constructors and operators of ultralight and group operated aircraft.

The non proflt making, amateur enthusiasts' organisation interested in getting you airborne at minimum cost savs:

FLY FOR FUN

IN AN AIRCRAFT YOU HAVE BUILT YOURSELF

Here is your opportunity to join the increasing number of enthusiasts who are building ar-rd flying their own aircraft throughout the world. Amateur construction is on the up and up-every day sees an increase in the number of ordinary people who want to fly cheaply and have the thrill of ownership in the greatest sport of all. Whether you wish to build and fly alone or as a member of a p.F.A. Group it will pay you to join the PopuLAR FLYING ASSOCIATION.

A MODERN AIRCRAFT

whether you wish to fly a single seater or a two seater light aeroplane the popuLAR FLYING ASSOCIATION can supply you with sets of constructional plans together with practical and technical advice from experienced designers and engineers. Low wing, High wing-open or closed-tandem seating or side by side, all tastes are catered for with one common feature-p.ou.n and safe designs which will give you many hours of enjoyable flying at a price you can afford.

A SAFE AIRCRAFT

Overleaf there are details of eight aircraft, all suitable and all specially designed for amateur construction-which one will you build? At the present time more than one thousand sets of plans for these types are in the hands of amateur constructors all over the world. The popuLAR FLYING ASSOCIATION in conjunction with the French Reseau du Sport de l'Air, the American Experimental Aircraft Association and Associations of ultra light aircraft constructors in Ca,ada, Australia, New Zealand and South Africa forms an integral part of a movement to bring cheaper flying within reach of its members.

HOW LONG AND HOvv MUCH

You can build an ultra-light aircraft in between five hundred and fifteen hundred man hours depending on your skill and the number of pre-labricated parts you buy. A single seater can be made for as little as L275 including engine. Two seaters have been made for as little as g400 including engine.

Following the negotiations carried out by the Popular Flying Associatiort on behalf of amateur constructors ultra-light aircraft clo not need full certificates of Airworthiness but are flown on permits to Fly issued on the recommendation of the popuLAR FLytNG ASS)1IATI)N.

Druine Turbulent

Span: 2l ft.7 ins.

Empty Weight: 341 lb.

Total Weight: 620|b.

Maximum Speed: 87 m.p.h.

Cruising: 75 m.p.h.

Landing: 28 m.p.h.

Construction : Spruce, P ly, Fabric.

Druine Turbi

Span: 28 ft.9 ins.

Empty Weight: 610 lb.

Total Weight: 1,100 lb.

Maximum speed: 97 m.p.h.

Cruising: 76 m.p.h.

Landing: 33 m.p.h.

Construction : Spruce, Ply, Fabric.

Druine Turbi Sport Similar to Turbi.

Druine Condor 65 h.p. 90 h.P.

Span: 27 ft.6 ins. 27 ft.6 ins.

Empty Wt.: 6301b. '195lb.

Total Wt.: 1,215 lb. 1,370 lb.

Max. Speed: 115 m.p.h. 137 m.P.h-

Cruising: 103 m.p.h. 121 m.P.h.

Landing: 38 m.p.h. 42m.P.h.

Construct ion : Spruce, Ply, Fabric.

Piel Emeraude 65 h.p. 90 h.p.

Span: 26ft. 26ft.

EmptyWt.: 590Ib. 8l6lb.

Total Wt.: 1,1001b. 1,445lb.

Max. Speed: 118 m.p.h. 135 m.p.h.

Cruising: 104 m.p.h. 120 m.p.h.

Landing: 40 m.p.h. 43 m.p.h.

Construction : Spruce, Ply, Fabric.

Currie Wot

Span: 22 ft. I in.

Empty Weight: 395 lb.

Total Weight: 645 lb.

Maximum Speed: 80 m.p.h.

Cruising: 70 m.p.h.

Landing: 28 m.p.h.

Construction : Spruce, Ply, Fabric.

Luton Minor

Span: 25 ft.

Empty Weight: 390 lb.

Total Weight: 627 lb.

Maximum Speed: 85 m.p.h.

Cruising: 75 m.p.h.

Landing: 28 m.p.h.

Construct ion : Spruce, Ply, Fabric.

Luton Major

Span: 35 ft. 2 ins.

Empty Weight: 600 lb.

Total Weight: 1,030 lb.

Maximum Speed: 105 m.p.h.

Cruising: 95 m.p.h.

Landing: 35 m.p.h.

Construction : Spruce, Ply, Fabric.

Recommended Engines for Ultra-Light Aircraft

Price List of Plans per set

l. All are obtainable from Popular Flying Association.

.2. Prices include one year subicription to P.F.A. including PoPULAR FLYING magazine.

3. Inland Postage and Packing, flve shillings.

4. Overseas post and packing, twelve shillings and sixpence,.or Dollars U.S. 1.75.

5. Purchase bf plans includei price of licence to build one aircralt for amateur use only.

'6. Terms: Cash^with order. Overseas use International Money Order.

7. United States prices: Convert at three dollars per pound sterling.

Druine Turbulent [10 lOs. 0d. per st.e

Inboard profile, one-fifth scale prints, f,1 10s. 0d. each, 1s. 6d. post. Popurln Fr-vlNc AssocIa,rtoN, 19, Park Lane, London, W.1 SUPPLIERS

Spruce and Ply: Slingsby Sailplanes Ltd.,_Ki1lVmo-orside, Yorks.

Piywood: London Plywood Co. Ltd., Enfield, Middlesex.

Dope and Finishes: Cellon Ltd., Kllgston, Surrey.

Titanine Ltd., Kingsbury, London, N.W.9-

Nuts, Bolts and A.G.S.: Aircraft Materials, Ltd., Midland Road, T,ondon, N.W.1.

Aeroiite 300 and 306 Glue: C.I.B.A. (ARL) Ltd., Duxford, Cambridge.

Turbulent Aircraft Kits and Parts: Rollason Aircraft and Engines Ltd., Croydon, Surrey.

Propellers: Airscrew and Jicwood Ltd., Weybridge,.Surrey.

Fabric and Madapolam: A. H. Vane & Co., Empire House, St. Martin's Le Grand, E.C.l.

The Monsoon

P.F.A. member Renato Levi is well on the way with his side by side two-seater wooden lo#wing monoplane. This aircralt is intended as a simple rugged job which will take a good deal of punishment on rough airflelds.

The wing structure is based on a wide section box spar anq ? p-lywood leading edge coupled yjtl, g parallel chord plan view arid using a N.A.C.A. 230 series section.

With an 85 h.p. Continental fitted the Mon_ soon is of very pleasing lines which it is hoped to enhance still further with a Wittman' style undercarriage. As can be seen from the phoio_ graph, construction is well on the way urrd *. look forward to further news of this interesting amateur project.

That looks like an approved part on there! Bob Harclinsham9nlff Executive oJ'rhe A.R.B.. seems to find *e nfiiioi built demonstration Turbulenl a strange lhing to have in the hallw_ay_of Lorydolderry House, ,hile Cilonel iriaiy Ggugh., M.P.., and Chairmgn of ihe Royal Aero Ciu6, tries the cockpit for size. Norman Jones grins knowingli; w.ith about fifty press men pres_ent, M.T.C:.A. would lta'rit) dare pinch him for arriving in park Lane with his furiiteit without .prior_pe_rmissioi, without radio, and at nigni. H.B-D brought his g.uardian angel along though, 1"s7 in case. Occasion was the press parly givenby the "Royil Aero ?yb.,y put over facts., mostly-depieising, ibout thi itoii it Brit ish Private Aviation.

The fol lowing letter has been receivedfrom Maurice Intray' Kth December, 1g5g.

My dear Dev, May I express to you and all members of the Popular Flying_Association who so generously contributed to the presentation which-you made to me on my retirement as Hon. Secretary of the

Popular Flying, February, 1959

Association, my sincere thanks for a very kind and generous gesture?

I ?* deeply appreciative that you and the members feel that my past efforts deserve some form.of recognition, and can only say that any contribution that I have made- towards th; puilgilg of the association from a bright idea in 1946 to its present narionai status is in effort which, thanks to the splendid support of many of our members, has given me great pleasurl and satisfaction.

The P.F.A. has now arrived as a bodv of national importance in light aviation, and is, I am sure, under your guidance and with the backing 9f ou1 enthusiastic membership, des_ tined to play alarge part in the future of our sort of flying. As you know, I am still keen to do what I can to further the movement, and will be happy to serve in any capacity my small talent and timl permit, but, I feel that there are many enthusiasts who are far more capable and I hope that they are. now prepared so to do. Ours, if any, is a real " do it yourself " movement and must be supported actively by all those who really believe in flying for fun.

In closing m1V I once again repeat my grateful appreciation of the very kind festure-riade to me and wish you as our new C[airman, and all my many frields qmong our membership, the very best of good foriune for your futuie endeavours on behalf of P.F.A.

Yours very sincerely, M.tunrcr.

Wet weather hobby-or a Monsoon builcling up

The f ean Lennox Bird TroPhY Directory of Stockists

Jean Bird, a well-known woman pilot and P'F'A' memberwhohadconsiderableexperience.in -""V spheres of flying, including ferrying with A.T.A., instructin!, club and. photographic Ortrr*, was killed in-April, lg57 ' in a flying accidlnt while engaged on air survey duties'

In her memory the British Women Pilots' Association has established the Jean Lennox SirA ftophy, which will be awarded each year to a British woman pilot who has achieved a noteworthY Performance in aviation'

Currdiaut., for the award must be British women pilots holding at least a. Student Pilot's Licence or a '( B " iertificate in gliding' T1' " noteworthy performance' may be one single event o, u i.ri.s of achievements-for example: ,rrr.rrutty rapid training progress' completion of , furti",rtu.ty lengthy or -difficult flight' the guinirrg of a number of qualifications' or successful handling in an emergency'

The Trophy is a Chinese antique carvlng rn jade (chosen to commemorate the fact that Jean Birdf,rstlearnttoflyinHongKong).Thewinner

t."p the Trophy for a year and will also receive a certificate to keep permanently'

The flrst award will be made in April' 1959' and anyone with an interest in aviation may nominate candidates. If you know of any ,"t i.u.-ents in aviation by women pilots durin-g the year lst January to 31st December' 1958' we should be glad to receive details' These should include the pilot,s name,licence category, nyirg experience, and a full description of the ,"rriJr.r*nt (inciuding dates where applicable), and should be sent not later than 31st January' 1959, to:-

Miss M' Woodall' SecretaryoftheJeanLennoxBirdTrophy Selection Committee' 71, Vale Road, Worcester Park, SurreY'

Al1 nominations witl be treated in strict confidence, and candidates will not be told the names of their nominators'

New Aircraft

G,lnrnNo Btl'Ncnt LrNNnr' 90 b'h'p' Continenta1. Garland Bianchi Aircraft Co' Ltd'' Boyne Hill Works, Boyne Hill' Maidenhead' Cunnrs Wor. 36 b.h.p' J'A'P' J99' V' Bellamy' Hampshire Aeroplane Club' Eastleigh' Hants' DnutNB TunnurnNr' 32 b'h'p' Ardem'

JopBr D.lll- 90 b'h'p' Continental' Rollason Aircraft and Engines Ltd'' Croydon

AirPort, CroYdon, SurreY'

Engines

CoNrtNBNrer AND Sussex Aviation

mouth, Hants.

J.A.P. Jg9. (Overhauled)' Popular FlYing Association.

AnPstvt 4C02. Rollason

DnutNn Tunsul-nNt, DRutxn

TuRnl, PtBt- EtrlrR'tuoE,

LYcotvttNc. Hants and Ltd., The AirPort, PortsCoNoon, DnutNe Popular FlYing

Plans Aircraft & Engines Ltd'

Association.

CunntB Wor. Popular Flying Association orV. Bellamy, Hampshire Aeroplane Club'

LuroN Mtuon, Luiou Mlron' Popular Flying Association or Phoenix Aircraft Ltd'' Cranleigh Common, Cranleign' !'ltt''

Srtrs Ptnvnov, Srtrs Frur-R-Buc' Srtrs Srv - -Cor"u. Stits Aircraft' West Riverside Airport, Box 3084 B' Riverside' California' U.S.A.

Mnvnn Lrrrt.s Toor' Meyer Aircraft' 1846 Hawthorne, CorPus Christi' Texas'

WtrrtreN TurwrNp' S' J' Wittman' Winnebago County Airport, Oshkosh' Wisconsin' U'S'A' ConsBN Besv Acn' Ace Aircraft Manufacturing' Inc., P.O. Box 124, West Bend' Wisconsin' U.S.A.

Slrv.q.v-STARK Srvnoppen' Salvay-Stark Aircraft Co., s}g6 PoPPY WuY' Burbank' California, U'S'A' Juncl Tnupnrn' Marcel Jurca' 2' Rue des - -Champs Phillipe, La Garenne-Colombes' Seine, France'

Jopsr D112. Avions Jodel' Beaune' Cote d'Or' France or Popular Flying Association'

1959

Popttlar Fl:tins,

FebruarY'

POPT]LAR FLYING ASSOCIATION

AIRWORTHINESS PROCEDURE FOR ULTRA LIGHT AIRCRAFT _______-<>___

CONTENTS

INTRODUCTION

Part l-Requirements for Recommendation of Permit to Fly for Ultra-Light Aircraft.

Part 2-Basic application of Requirements.

Part 3-Notes on the interpretation and further application of the Requirements with list of definitions for guidance of constructors.

Issued by: THE POPULAR FLYING ASSOCIATION

LONDONDERRY HOUSE PARK LANE, LONDON, W.I

The 1956 Permit to Fly system established between the Ministry of Transport and Civil Aviation and the Popular Flying Association required that the Association should have a working code of airworthiness procedure'

One tf the principal obstacles to the production of ultra-light aircraft before 1956 was the expense and professional work involved in meetingtherequirementsforaBritishCertiflcate of Airworthiness with the need for a Type tested engine, accessories and equipment' By rninisterial dispensation these requirements are now no longer applicable. lt rests with the Popular Flying Association to recommend the issue of a Permit to Fly for a United Kingdom registered ultra-light aircrafL Past experience hai shown the dangers of haphazard design and construction of such aircraft and it is apparent thatifthenewpermitsystemistobesuccessful recommendations must be based on sound and establishedprinciplesofaeronauticalengineering coupled with a responsible approach to the p.otl.*, involved in a voluntary organisation carrying out airworthiness investigations'

It was agreed by the Technical and Operations CommitteethattheFrenchairworthinessframework as applied to ultra-light aircraft could be profltably used as basis of, the Association's ,."o-*.ndations to the Minister' The advantages of this step are widespread and far reachi"g. The French system was examined at close qriarters and its application studied in discussions with the Reseau de Sport du L'Air, the Bureau Veritas, the Air Registration Board, amateur constructors, and designers' A11 concerned in the discussions agreed to its simplicity of operation success in producing workable aitciaft without excessive administrative top hamper. It was also felt that a bilateral agreement t.t uir*orthiness could help the movement in such matters as validation of approval in respect of ultra-light aircralt designs'

Based on the background of successful French procedure coupled with proven procedures

applicable to British civil aircraft, the Airworthiness Procedure Plan was drawn up in diagrammatic form (see Fig. 1). This plan lays out the main headings and guides the reader through the procedure necessary to obtain a Permit to FIy. Detailed remarks on the main headings are contained in Part 3' Sect[on l. APPucnrtox

1.1. The text applies only to aircraft complying with the established definition of an ultralight aircraft.

1.2. Commercial undertakings producing series aircraft for sale have the option of complying with full C. of A' requirements or Permit to FIY requirements' Section 2. RnQursr pon PBnutr

2.1. Application is made to the Popular FlYing Association'

2.2. Documents accompanying application to be:-

(a) A 3-view General Arrangement with main rigging dimensions (Prototypes onlY)'

(b) A brief weight analysis, particularly in respect of weight empty, weight of fuel, oil, variable loads, maximum weight, and centre of gravity ranges'

(c) Main characteristics of engine'

(d) Chatacteristics of propeller' (Manufacture, tYPe, diameter and Pitch')

(e) List of Instruments'

(/) ProPosed date for InsPection'

(g) Airfield for tests'

(/z) Name and licence details of test pilotis' Section 3. DrstcN LNp CoNSTRUcTIoN

3.1. In the case of prototype aitctaft or Major Modification adequate compliance with acceptable design criteria to be shown'

3.2. Before final covering an official P'F'A' inspection of the structure is necessary for all aircraft'

3.3. Aircraft to be submitted for final inspection completely assembled' engine and instruments in Place'

Popular FlYins, FebruarY' 1959

3.4. Minimumessentialinstruments andequipment to be fitted as prescribed in A.N.O. and A.N.R.

3.5. A prototype design must show adequate protection for cockpit if aircraft is overturned.

3.6. No modifications or deviations from drawings without agreement with Popular Flying Association.

3.7. Further examinations may be considered necessary by Popular Flying Association before authority for flight.

3.8. Shoulder harness to be fitted for all occupants.

Section 4. Frtcnr Tnsr AurHonlsATroN

4.1. Following final inspection a provisional flight authorisation for flight tests is issued valid for three months. This authorisation is conditional on adequate third party insurance cover.

(See Secrion 10.)

Section 5. Tnsr Frtcsrs

5.1. (Prototype Aircraft).

After preparation and initial test flights the aircraft must undergo an endurance test of a minimum total of 15 hours of flight with 50 landings (single-seater), 25 hours of flight with 100 landings (multi-seaters).

5.2. (Series Aircraft).

Aircraft constructed from P.F.A. approved sets of plans will be recommended for Permit to Fly with a reduction of flight test to 5 hours, 15 landings, this including the endurance flight in 5.3.

5.3. (Al1 Aircraft).

One flight in each case to be to maximum safe endurance.

5.4. No adjustments permitted other than strictly routine maintenance.

5.5. Following satisfactory initial test flights and before endurance flights take off and landing distances using 50 feet, obstacle not to exceed 600 yards, without brakes, grass surface no wind.

5.6. Radius of test and endurance flights not to exceed 10 nautical miles from airfield and avoiding built-up areas.

Section 6. SupprsuBNTARY Tnsrs

6.1. (A1l Aircraft). These may be called for at maximurn c. of g. limits if considered necessary.

Section 7. CoNrnor or Tnsrs

7.1. Tests for all aircraft are to be supervised by the Popular Flying Association or an organisation acting with their approval.

Section 8. IssuB or Penurr ro FLY

8.1. The Permit to Fly is issued subject to, satisfactory assessment and report to the Ministry of Transport and Civil Aviation by the Popular Flying Association.

Section 9. Vlrmrry AND RENEwAL on' Prnulr TO FLY.

9.1. Valid for one year, invalidated by unauthorised modiflcation or an unsatisfactory state of maintenance.

9.2. Renewal on basis of inspection by Popular Flying Association.

Section 10. lNsunRNcE

10.1. Valid and sufficient third party insurance' is essential for at least f 10,000.

Section ll. MoomlcarroN

11.1. Modiflcation from declared standard on' which certiflcation is based must be officially agreed in writing by the Popular Flying Association, failing which, certification is invalid.

Supplementary tests as necessary to be carried out to the satisfaction of Popular Flying Association.

Section 12. RssrRrcrroNs oN Uss

12.1. These aircraft must follow the rules of' air traffic and additionally fly only in the United Kingdom unless otherwise specially authorised by the Ministry of Transport and Civil Aviation.

12.2. Aerobatics not permissible.

12.3. A11 flights must be in contact flight conditions.

12.4. Hire and reward flying is not permitted..

Section 13. RnctsrRluoN

13.1. The aircraft to bear prescribed registration letters in accordance with the Air Navigation Order.

lContinued.

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Ff ET OZ

CI

News has been received from Mr. E. O. Tips, the well-known Belgian designer of the famous Tipsies. His latest design, the Tipsy Nipper, is following a very severe programme of tests as the following notes will show.

The Nipper, relistered OO-NIX, is fitted with a V.W. modifled engine giving 38 b.h.p. and a bLrbble type hood. This aircraft has been on test for some months and is giving excellent results.

All the main structure has been statically tested by the S.M.V., the Belgian A.R.B., and has withstood loadings for aerobatic conditions.

Tl"re proposed engine for the standard version is the HEPU (VW) of 40 b.h.p. at 3,500 r.p.m. This engine has been officially tested by the German authorities and, Mr. Tips states, is very reliable and requires no maintenance.

In one of the prototype Nippers a Stamo engine is being fitted, and gives 45 b.h.p. at 2,800 r.p.m. Dual ignition is fitted and this engine is already flying in German Turbulents.

OO-NIX has been flown for many hours in all sorts of conditions by Bernard Neefs, the Tipsy Test Pilot, and also Mr. Masters of Fairey's, at Ringway. A11 are full of enthusiasm about the good ground handling, take off and landing performance in cross winds, as well as aerobatics. Eight turn spins have been performed right and left as well as the usuai gamut of aerobatics. It is hoped to have at least one Nipper at the P.F.A. Rally in September.

Trmspn. Many of our readers interested in amateur construction have mentioned from time to time that they would like to increase their knowledge of timber and glues as used in aircraft construction.

A series of authoritative articles has been produced in the journal of the Society of Licensed Aircraft Engineers and have been

Popular Flyins, Februar.y, 1959

written by Mr. D. W. Richardson, M.B.E., A.F.R.Ae.S., M.S.L.A.E.

of the de Havilland Aircraft Company Ltd. This author is wellknown for his skill and knowledge appertaining to the subject, and his very original work is based therefore on fact, and not second-hand data. Members interested should write direct to the Society of Licensed Aircraft Engineers at l, High Street, Maidenhead, Berkshire.

At the last meeting of the Executive Committee of the P.F.A. two eminent members of the amateur aircraft construction movement were elected honorary members of the P.F.A. The first is Paul 'Poopdeck' Poberezny, the founder and President of the Experimental Aircralt Association of the United States of America, Paul is a keen constructor and was responsible for the first post war Corben Baby Ace to be constructed. He has also built a snappy little job known as Little Audrey, while in between answering stacks of letters he is currently trying to finish off his ' Pober Sport '.

Our second eminent honorary member is the modest and ever popular Georges Beraud, the President of the Reseau du Sport de l'Air. Many of our members have had the pleasure of meeting Georges at the P.F.A. rallies at Sywell and Cardiff. His two seat Jodel with a 75 h.p. Continental, and the tropical khaki hat arc well-known figures wherever European amateurs foregather.

To both we say ' ahearty welcome to membership of our association'.

The Popular Flying Association is represented on the Minister of Transport and Civil Aviation's Joint Standing Committee for Private Flyin_e and Gliding by the P.F.A. President, Peter G. Masefield and the Chairman of the P.F.A., Harold Best-Devereux. On the Radio sub-committee we are represented by Captain 'Teddy' Davies, a member of the Executive Committee and well-known as an expert electrical engineer.

The Garland Bianchi Aircraft Company announce that they have been appointed agents for propellers manufactured by Helices Regy of France. This organisation make propellers for all sizes of engines from pop bottles upwards.

SMALL ADVERTISEMENTS

Members of the Popular Flying Association may hav,e the use of^t!-i2 ,column .for"advertising articies ianted, exchang-e or disposal .fot. ON E INSERIION up to 24 words FREE. If-mgre than one insertion it must i" iiia cash ii advance at the rate rif \d. per word (min. 12 -w-ords)' Boi. No. ls.6d. extra. Non-Memberi chargeable at the rate of 6d. per word (min. 12 words). Box No. ls. 6d. extraCheques and Postal Orders should be crossed and sent to Fryers Advertising Service,lO Mitcham Lane, S.W.l6.

FOR SALE

DRUINE TURBULENT UNDERCARRIAGE, brand new' Box 106, P.F., 19, Park Lane, W.l.

HALF PLATE AND ENPRINTS of photographs in popuI-ln rivrNc, many in stock. Also sets of 25 ultra light a-ircraft. p.p.l.'I-onOirnderry House, 19, Park Lane, London, W.1'

De HAVILLAND LEOPARD MOTH, Gipsv Major I 0 engine' tvt"ioltv MR 80 radio, two years C- of A. to go, carefully mairitained since makers rebuild. Apply: H. Best-Devereux, Flat 6,22. Hall Drive, Sydenham, London, S.E.26.

NORD NORECRIN, REGNIER ENGINE, 200 hours since ""*, ZO channel Lear VHF, full mod. standard. 1,200,000 francs franco. Apply S. A. N. Bernay, Eure, France.

NEW Continental 80 h.p. flat four aero engine. Avro Avian ui.rtig" bi-plane. New Slingsby Mqtqt Tutor fuselage'

P. H6uston, Kings Mill Lodge, S. Nutfield, Surrey.

NEW PIEL EMERAUDE NOSE COWLING, professionallv -ia" i., aircraft spec. material. Box 101, P.F., 19, Park Lane, 24-VOLT TWO CHANNEL EKCO V.H.F. RADIO' Box 102, P.F., 19, Park Lane, W. l.

DRUINE TURBULENT AIRCRAFT, Ardem enging, a-pp1o1i*utitv 60 hours since new, fully overhauled. Box 103, P.F., 19, Park Lane, W.l.

De HAVILLAND CHIPMUNK, completelv overhauled like ""* "lt hour engine with maker's overhagl, spinner-mod. niOio. One year-or three year C. of A. Colour to choice. Si", Elst."". -Apply, E' Chick, Elstree Aerodrome. ELStree

3586.

BENES-MRAZ SOKOLS, choice of two, one with thirtv iro.r.iiir"" new. Three seats, retractable undercarriage, fast' Box 104, P.F., 19, Park Lane, W.1.

AUSTER J.4. First-class condition. Long range ta!\, .it"""".. 50 hours to go on engine. Price f,900. Box 105, P.F., 19. Park Lane' W.l.

\vANTED 70 h.p. SALMSON RADIAL ENGINE. K. St. High Street, Dorking. SurreY.

WANTED J.A.P. J.99 ENGINE AND WINGS

t"tor. So* 107, P.F., 19, Park Lane, W'1'

EXCHANGE

Cyrien, 79, for Motor

WOI-tl,O LIKE TO TRADE 35 m.m. colour slides of present ;;; fl;;r antique aircraft, lor similar with anyone interested' n-"erO Ju-..on, I665 N. 4th Street. Columbus l. Ohio' U.S.A.

FORTHCOMING EVENTS

Februalv lOth P.F.A. London area Noggin and Natter at the - K ronleld Club.

March lOth P.F.A. London area Noggin and Natter at the I(ronleld Club'

March 13th British Gliding Association Ball at Londonderry House.

Aoril t4th P.F.A. London area Noggin and Natter at the ' Kronleld Club.

Mav 2nd Air Rally at Woburn Park. Details lrom Royal Aero Club Air Touring DePt'

May 9th-l8th National Gliding Championships at Lasham' Hants'

May 23rd

P.F.A. Annual General Meeting and Social Evening'

.June 26th t lth International Air Tour in Sicily'

Jone 27th-2911-r Royal Aero Club Invitation Rally at la Baule'

July 4th-6th Royal Aero Club Invitation Rallv at Deauville'

July 4th-6th Rallv of the Wines of Anjou at Angers'

-lulv gth-l lth National Air Races and Lockheed Aerobatic Trophy contest at CoventrY'

Sr-pt.erragrn 5TH PoPULAR Ft-vtNc AssoctartoN Ra'rr-v'

.SEPTEMBER 6TH

-seotember 7th *-io-iji[

s.B.A.C. Displav at Farnborough'

Tiel Aviatiort,

BUII,D YOURSETF A1[ EMERAUI}E

Elegance - Safety - Comfort - Performance

Superb Controllability

Economical to operate

Easy to build and flY

Spars, engine bearers, undercorriages and all components available from:

Tiel Aviation

]0, ALLEE DE NEMOURS LIVRY-GARGAN, S et O. FRANCE

Plans sets from Popular Flying Association.

REGIOI{AI. REPRESENTATION

At the last meeting of the P.F.A. Executive Committee it was decided to extend a specif,c invitation to Groups to nominate area representatives. It is anticipated that four or five areas would be involved and for a kick off Northern, Midland, Welsh and Southern are rough indications.

These members would need to be enthusiasts for the cause of Group flying, have unlimited patience, tact, and spare time, be able to write, and once in a while be prepared to travel to London to a P.F.A. Executive Committee meeting of which they would be full members. By this means we would be assured of better Group representation in all matters. Please send nominations to Jill Exell at Londonderry House.

Poptrlar Flying, February, 1959

Aircraft Materiai., Accessories, etc.

For POP RIVETING PARACHUTE FTTTINGS AND tIFE.SAVIt{G EQUIPMENT

Aircraft Materials Ltd

Midland Road, London, N.W.l EUSTON 6151 (7 lines)

pages monthly

Famous for aecurate and hishly detailed scale drawings !

Whether it is ultralights, the latest jets, or n_ostalgic old timers. you can rest assured ihat they are covered by .'Aeromodeller,'. Each rssue teatures at least two l/72nd scale draw_ ings always backed by faitual informition and first class photogiaphs. Current seriii teatures " Famous Biplanes ', by Georee Cox. covering well-known aircraft sulh as th-e Avro 504, Boeing F484, Fairev Fantome. FLi qB.42.Atbatros DIil, Heyiord, Sristoi pZfi.

!.9.5u, S.P.A.D.. etc.. with manv more-G tottow. ln " Aircralt Described', several ultra-lights such as the Druine Turbi, the Turbulenr and the Bebe Jodel nave aliiaJv appeared, in many cases back numbers ani reprints olthe articles are available.

Send stantped (4Ld.l sel.f-addressecl envalooe .lor.lree specimcn copy oI the mapazinc together with latest list ol siale drawiigs to:

M ODEL AERO NA UT!CAL PRESS LTD.

I

38 cLARENDoN RoAD, wATFoRD, HERTs

THE

British Interplanetary Soeiety

12 Bessborough Gardens, London, S.W.l

The Society publishes a technical lournal and a popular magazine, Space.flight, and holds regular lectures, visits, etc., in London and many other towns. Fellowship t3 3. 0. Membership f2 2.0. Application .forms, lecture programmss, and other particulars available on request.

AIR-BRITAIN is THE NATIONAL ASSOCIATION OF AVIATION ENTHUSIASTS, and offers services of every kind to its members. These include six regular publications, over 100 Information Specialists to answer queries, regular meeting places in all parts of the country antl a nation-wide aircraft reporting corps.

Full details may be obtained from:

HONORARY SECRETARY, AI R.BRITAIN

ROUNDWAY HOUSE THE ROUNDWAY RUSTINGTON SUSSEX

MODET AIRGRAFT

THE OFFICIAL JOURNAL OF THE SOCIETY OF MODEL AERONAUTICAL ENGINEERS

Full reports of International and National Rallies, including the World Championships. Plans and constructional details of record-breaking and contest-winning models. Prototype features. Engine Test Reports. (ll6d. monthly -from any newsagent or bookstall).

FREE specimen copy from MODEL AIRCRAFT

19-20 NOEL STREET . LONDON . W.I

AIRCBAFT MATEBIAI,S I,TI)

Midland Road, London, N.W.l

EUSTON 6151 (7 tines)

for AGS, AS and BS Standard Parts, Fabrics, Materials, Steels and Non-Ferrous Metals to approved specifications

THE POPULAR FLYING ASSOCIATION THE ULTRA.LIGHT AND GROUP AIRCRAFT MOVEMENT

AIMS AND OBJECTS

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

2. To encourage the co-ownership of ultralight and light aituaft, whether home or factorY built.

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

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

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

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

7. To encourage amateur constructors and to make available working drawings and kits of parts of approved designs of suitable aircraft.

8. To make adequate supervision available for amateur construction, maintenance and repair through the facilities of the Inspection Organisation of the Association.

g. To assist members in obtaining materials, equipment and accessories for the construction and operation of ultraJight aircraft.

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

1 1. To investigate and co-ordinate methods of training, a-nd to encourage the improiement of flying efficiency by the award of proficiency badges.

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

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

14. To provide a central pool of information and to encourage the exchange of information and ideas.

15. To conduct research into new features of design, construction and operation of ultra-light aircraft.