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CONTENTS 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.

1.

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, 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'.