Eoa, season we have the "fashionable" thing in aviation, this year the catchword is executive flying, a lush and descriptive term imported from the U.S.A. Almost any club bar or any place where flying people gather we hear of Cessna 310's, Apaches and Aztecs as well as other exotic products until recently only available to the denizens of the new world. Now the dollar restriction is cut, you, dear reader, can buy the aircraft of your choice, and using your super miniaturised auto pilot VHF, cum VOR, flash hither and thither impressing your friends and clients, you might even impress yourself with how much more experience you need to make use of this fine equipment if you are to fly about with abandon at about twice your accustomed speed. If you are of the stuff that the average amateur constructor and group member is made of the whole matter is, of course, purely hypothetical, you just cannot afford that sort of flying. However, there is no need to be despondent, the importers are also bringing in some delightful little pasture aeroplanes such as the Piper Cub range, the Cessna 150 and others. These aircraft are still a shattering price after the three hundred quid Tiger but they are value for money and no doubt a goodly number of the more fortunate will buy them.
'fhis still leaves a large and unsatisfied market of younger people, those who have not yet made enough to be comfcrtably off and middle aged, the young people in fact who if able to afford flying now would be a tremendous investment in forward
and quick thinking minds in the future. What for them ? Is there not some merit in making aviation for the young "fashionable" so that the future executives will not regard flying as a novelty, but as a necessity in the make up of even a straight business man who may never aspire to the tycoon type of aviation with its flying boardrooms, but who, in the equivalent of a Messenger, in twenty years time will be hopping about all over the world on the job done by the junior executive. The government does not have to throw away millions on the project, all that is necessary for a start is for a piece of paper with a sufficiently important signature to circulate in certain quarters with
a message "encourage the young to fly". Give A.T.C. cadets light aircraft to build and fly, encourage edubational establishments that making bits and pieces of little aeroplanes is not akin to a do it yourself atom bomb. Let there be a little common sense shown in establishing gliding and power flying sites where the young can spend a holiday in the great adventure of improving themselves, for this, one does not need a collossal infrastructure of controllers, marshals, etc., just a number of the early birds who still exist and who can teach sport flying for flying's sake., Then believe it or not there would be a market for little aeroplanes, British ones, at least we think so.
The P.F.A. has been conscious for a long time that a need exists for a pilot's badge and a blazer or flying overall badge. Many have been the designs and many have been the hours put into this task, mostly without success, until at last there came a deflnite pattern arising from two suggestions, one by John Blake the Committee Vice Chairman, and the other by Neville Birch and his wife. The two have been combined into the results published on the back cover. The basis of both badges is a blue shield depicting the front view of an ultra light aeroplane, and a flaming torch denoting the training interest of many groups. The idea seemed a happy one, and it is now too late to alter it, the badges are made and available from H.Q. so we hope that the day is not far off when a repeat order can be placed with the manufacturers.
We think that the wings badge, shown actual size on the cover, is the best we have seen for private pilots. Only if you hold, or have "held, a private licence can you be
supplied with these wings which are made in a superior quality gilded wire and metallic braid. We feel that many groups will wish to use these wings for presentation to prize pupils and other worthy of a memorable gift from fellow members. Order now and be among the first to wear this high class product of the badge makers art, but, when ordering, quote your PPL number, and confirm that you are a paid up P.F.A. members. Thirty shillings is the price.
The blazer, or flying overall badge, shown full size, is produced in similar material to the wings badge and makes even the shabbiest flying suit look worth stealing. Wear it on your breast pocket or as a shoulder flash, in either case show your friends that you are a member of the only truly amateur aeroplane body. Price is two pounds. Cash with order.
Metallic lapel badges and aircraft transfers are being investigated and news of these will be published in Popular Flying.
It se:ms'rather a sltame that Groups do not send more aircraft on the Con.tinental Royal Aero Club. As value for money, they are absolutely wonCerful and should be anyone wanting a change lrom the wnhealthy cttitude to avialiort in this country.
The Rally described is one organised by the Royal Aero Club. For your entry fee of f2.2s. you are met at a foreign destination, driven to a five-star hotel, wined and dined for three days and then driven back to your aircraft again. And, arriving at the right time or travelling farthest, wins a prize too.
Colleague Martin Barnes and I took off on a June day for L,a Baule in Brittany, from Ringway Airport, Manchester. The forecast visibility was one mile, wind nil, a stationary cold fro:rt and no hope of chang: !
Getting clearance from Manchester's control zone was the first difficulty as air traffic is strictly controlled up here. Visibility being below the legal minimum, we had to avoid all airways and control zones and so elected to go as far towards the sea crossing as possible, making our first stop Stapleford Tawney -north east of London. This meant bringing into play the pilot's safety valve, the "Special VFR Clearance". This simply means that the aerodrome zofie controller gets you to hell out of his zone clear of traffic and you then keep out of airways and in sight of the ground. This is fine ! You can travel, except for one thing. Air Force traflic-ours and U.S.A.F.run their business their own way, so if you are flying "Special VFR", in what is left of our island when the airways are taken away, you need to look out.
Taking off at 11 a.m., control held a DCTC at the end of the main runway until we had cleared the field.
Some of you may already be imagining the two pilots in our 90 m.p.h. Auster bending over the instrument and radio gear to work this Special VFR thing out. Don't you believe it. When we can't see, we get on a railway
Popular Flying, MarchlApril, 196O
line the rell
Rallies organised by the seriously considered by
and we stick there ! And we did, with flrst landmark the radio telescope at JodBank.
We flew at 300 feet for a good hour on the "iron beam" until gradually visibility crept up to two miles and, as we neared our flrst destination, we began to work out a course on D.R. for the last ten miles-the railroad didn't quite reach ! One circle at the end of the railroaC then seven minutes at 140' and there it was. A leisurely lunch and the weather rolled up the cold front and there was glorious sunshine.
From Stapleford we flew to Lympne, a grass customs' airfield perched on the edge of the English Channel near to Dover, crossing the shining estuary of the Thames on the way, and leaving London a grey haze on the starboard wing tip. From 1,000 feet above Lympne, we could clearly see the white cliffs of France across the Channel and so we went in, cleared customs and filed our plan for Le Touquet, the Casino tcwn, aad the first convenient customs field in France. Any of you who have flown across sea, will know how your eyes atch the distant shore even if it is only forty miles across !
The French coast line was clearly visible from 3,000 feet, but everywhere except the golden beaches was hidden under a nearly solid layer of cumulus-a fairly common feature there on a hot day. This meant losing height to go under and flnd Le Touquet and at 300 feet we levelled out along the sand dunes and went under the clouds and up the sandy river estuary to the field.
It was a pretty rough ride under active cumulus and the approach to the L shaped
fleld, set in pine woods, over the old port area (updraughts), then over the tidal river (downdraughts) and immediateiy on to the runway (updraughts), all in a crosswind, seemed to last far too long-to say nothing of having to keep eyes upwards as well as forwards looking out for Silver City freighter aircraft dropping through the cloud. We were coming in witltout radio. (If you want to tangle with a Frenchman on VHF radio you can-but not us !) and no signals mean O.K. in France. The freighters, incidentally, bring tourists's cars to and fro between England and France -non-stop dawn to dusk, and they land, turn rou.nd and take off again in about ten minutes flat. They don't like being kept waiting for light planes on 60 m.ph. approaches !
One thing about France-you certainly know you are there. From the moment the little man with the beret asks "Essence monsieur?", you never forget it. There is atmosphere, a smell even, compounded of French cigarettes, French lavatories, French men and women, French cooking-everything French-it's wonderful ! Filled with this "joie de vivre", w€ called to report at the tower and clear customs. French customs give no trouble at all to genuine tourists, but like Customs offi.cials anywhere they neither look happy to see you come nor sad to see go.
Formalities completed, we filed for our next destination-Deauville. The French met. boys warned us of active cumulus all the way, so we decided to fly all the way there off shore to avoid the met. report to show you understand it ! Anyone who thinks "the French all speak English" is in for a shock.
We took off and beat it under the clouds along the river to the open sea again and then swung south to follow the coastline about a quarter of a mile off shore. Any R.A.F. types will remember this coast as a particularly "hot" one. To-day it dreams in the sunshine, but scars are still visible. Bomb craters show in beach and field and gun emplacements of the German's "Atlantic Wall" are still intact.
seas, passing Berck-sur-Mer where there used to be a particuiarly active, but not particularly accurate, anti-aircraft battery, now a little holiday resort again, Le Treport famous for the German's "Abbeville Boys" flghter squadron, Dieppe, scene of bloody fiighting and so on past wrecks of tanks and ships half buried in the sand, to Le Havre at the mouth of the Seine, over 100 miles downstream from Paris. On over the wide estuary and on the shore at the far side is Deauville with the airfleld set in orchards on a hill top away from the town. Martin set her down, as it was now 'l p.m., we decided on a drink and a stretch.
The next leg was to Dinard/St. Malo, about 150 miles but, when we went to file our plan, the controllor lmet. man shook his head and said "I speak wiz my colleague at Dinard". This is a good time to mention the French telephone system. If you speak French like a native, O.K. but, if like me, you can only mutter in the language, the;r keep off the phone. If anything can make strong men weep, it is the French telephone. To get back to the story. The met. man after ten minutes delay and many many "e11o's" got througlt to "Jacques" at Dinard. Jacques was evidently a very dear friend and, whilst the clock went five, ten, fifteen minutes, the health of Marie, Paul, Jean, Henri, Pierre, Louis, Georges, Maurice, Charles and Francois was sought after. Finally, as an aside, we got what we wanted to know-"Dinard, she is closed", then after another five minutes excited conversation, "till tomorrow." Well, the sun was going down, the sky was blue, the sea was blue, it had been an almost perfect day of flying and the prospect of a night in Deauville was good enough. We had a taxi down the hill into town, settled in a hotel and set out to find French food. Next the Casino and finally to bed.
The morning was grey with cloud about 100 ft. coming in off the sea. We got to the fleld about 9 a.m. and started the coffee drinking routine anrl, talking to the very charming lady in the cafe to whom everything was "Tr6s
Popular Flyins, Marchl April, 196O
jolie". By 10 a.m. it looked better, by 10.15 we decided to go, by 10.30 you couldn't see across the fl:ld again. By 10.45 it was better again. We tock off to follow the met. man's advice to keep to the coast once again as the hills on the direct track were in cloud. We were now flying very low along the cliffs and bsaches packed with shell craters still with their evidence of the invasion. wrecked ships, the Mulberry harbour still there cast uo on the shore, past Lion-sur-Mer, Caen, Arroma*tches, the scenes of the blood spilled for the very freedom we were enjoying. Finally, as the clouds began to lift a little, the tip of the Cherbourg peninsula came into view and we swung south again over the necli of land arnd into the Bay of Biscay at last. We still sta-ved close to the coast as the cloud had not yet risen above 500 ft., ald rain sclualls were now driving in ofi the sea. Nearing Dinard, however, we swung low down and around Mont. St. Michel, a mysterious pinnacle of rock rising out of the sea with a monastery on top, surrounded by a fringe of picturesque houses, looking like an illustration from a fairy story. A long causeway runs to the land at low tide. Strangely, there is an almost exact replica of this place, situation and everything, huirdreds of rniles away in Cornwall, called St. Michael's Mount ! From here to Dinard was only a few minutes flying time, and then we cculd see the delightful anchorage guarded at its mouth by the twin towns of Dinard and St. Malo, one on each side. It is a wonderful sight from the air, with yachts leaning against the wind amongst the wooded islands, and on the far side the airfield. There were actually a few sunbeams too, just to paint the colours a little brighter. Martin took her in, tc an aoparently deserted field. The French love and admire flying in a way unknown in England, but the pilot is always left to get on with it. If you don't get a green you go on in and land anyway, the red is the only colour. they expect you to react to. We had a leisurely lunch here and then filed for the final leg to La Baule, which is known as Escoublac by the
Popular Flying, MarchlApril, 196O
French, just to make things more interesting ! So far navigation had been non-existent, simply a matter of flying along the coast of Normandy and trying to make the mao flt the picture. The cloud base had now risen to 1,000 ft., and so we could at last try the compass out. However the wind had rise: to about 30 knots at that height, and this leg turned out to be the worst of the lot. We were to fly south over the Brest peninsula, and although the highest ground was 800 feet the gap proved to be rather less in squalls, and led to quite a bit of bucketing about looking for dimples in the tops of hills. The scenery, which should have been magnificent in any other weather, was composed mainly of small flelds, all too small for forced landings-or if not they had a tree in the middle, and this has a very depressing efiect after a time. But by this time the squalls and wind had forced us to reduce speed to avoid overstressing the airframe anyway. We finally crossed the River Vilaine, and there, across the coastal marsh, was La
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Baule, and just around the corner the estuary of the River Loire. I think we made altogether f,ve circuits of the fleld whilst squalls lashed across, and the speed on the downwind leg of the landing was something to remember, but we soon lost all that when we once got her turned into wind ! The sodden grass field didn't seem to want us to land there either, but we flnally persuaded the plane and the field to stay together. We put the plane away and were then absorbed into the hospitality of the Rally. Glasses of wine and handshakes all round with the hosts from the local aero club, and then transport down to the hotel in La Baule. A sumptous apartment suite in L'Hermitage Hotel, a full flve star place, and straight into a hot bath. Then the dinner for that evening, held in the hotel restaurant. This turned out to be one of those affairs which lasted fairly late, including all the line shooting, and, by the time it was over, it was time for the Casino to open and so we went there, followed by some night bathing for the water was warm after the day's sun. (It had shone there !)
The following day brought the weather down lower still which was a pity as the whole thing was completely out of character. Later in the day as the front cleared, we investigated the charming town of La Baule-a very respectable high class French resort and the even more attractive holiday port next to it called Le Pouliguen. We then hired a small French car and took in St. Nazaire as well. Although St. Nazaire really is a naval port, the whole town has been almost entirely rebuilt since the war ! The French rarely talk about it, but their suffering during the last war must have been terrible in places like this with almost incessant bombing as well as having to slave under the Germans.
Later that evening the dinner was held .in the Casino and was a splendid occasion, concluding with a firework display in the gardens and, when finally all the lights in the dining room were extinguished, cascades of flreworks were set off from the roof giving the impression
of being inside a waterfall .of coloured fire. A marvellous show. Then on to the tables again in the Casino which exercise a kind of fascination for some people-me amongst them. There are, however, no one armed bandits. No Las Vegas this !
The following day, Sunday, we decided to go to Paris as the weather had cleared and was perfect by then. We took off at 11.00 after having the brakes adjusted and filed for Le Mans. A smocth enjoyable trip across the seemingly endless unchanging plain of France, past Chateaubriand arrd with the valley of the Lcire visible on the starboard wing. Finally to Le Mans with the flrst hint of thunderstorms showing ahead. Le Mans race week had finished just before we arrived and the whole place had a desolate air. No one had cleared up the paper and rubbish and the race track was clearly defined by a srowstorm effect all the way round. We had a low run round the race circuit-nothing like so fast as the cars though-- and then in to land. Le Mans is about the worst looking airfreld you can imagine, but it is there and you can use it cheaply as and how you wish so it is no use complaining. We had lunch in a cafe on the field. We were unexpected and took the lunch that the local airfield staff had-l}l- for the two of us. They tell you France is expensive !
We refuelled and left at 2 p.m. for Paris with a warning of thunderstorms ahead. On the 100 mile trip we must have gone around twenty of them, dark ugly thunderheads, just waiting to eat iittle aeroplanes ! We squeezed in betrveen two which had just decided to amalgamate, which we will never do again, and finally straight ahead was the biggest single thunderstorm we have ever seen and Martin has some twenty years flying to look back on.
This monster was sitting slap on top of the cathedral city of Chartres-or so we believed -because you certainly couldn't see it and we do pride ourselves on our navigation. Everywhere else around was in sunshine and as we particularly wanted to low level photograph the cathedral, we edged a little closer in smooth
Popular Flying, MarchlApril, 196O
still air. By this time we could look almost straight up to the anvil-probably 20,000 feet by now. Then for some inexplicable reason a dense black roll of cloud seemed to spring from the edge about five miles off and close on us at a fantastic rate. The engine, ailerons, rudder and elevator caught on quickly, as we had, and a tight 180 slowly but, oh so slowly began to put a little sunshine between us and that spar cracker on our tail ! We must have gone twenty miles before it was even safe to turn and go round it again and we could only think that the whole damn thing must have collapsed nearly on top of us. When we flnally got round the back of it, the edges of the city were emerging from the deluge into white sunshine and the fields of crops were flattened in a damp path where it had passed. By this time the compass was acting like a record player so we decided to travel by our favourite railroad method for a while until things calmed down.
Soon Paris was in sight, and what a sight ! Set in a natural saucer of hills, the city seems to blend into woods and green expanses in a way no other city does. Our destination field, Toussous Le Noble is set on the outer fringe of the city-almost on the top of the Palace of Versailles which, from the air, looks like an enormous iced cake.
However, it is not too easy to flnd your particular field as Paris is absolutely pockmarked with them-mostly uncharted. The River Seine, strangely enough, is hardly ever visible until you are right overhead and probably because of the woods, so you need to keep a close check on your last few minutes of flying time. Joining the pattern at Toussus can be fun. On this afternoon, there were four 'copters on training flights and a swarn of light planes milling around-ore of them with a dead engine-which we noticed when nearly too late ! We finally muscled in ard what should we flnd on the park but six Catalinas. And we thought they had all been boiled up for soup for sailors !
Hangaring was generously provided free in Popular Flying, MarchlApril, 1960
a hangar owned by Boisavia-a plane manufacturer-and a free lift to Versailles with a French doctor enthusiast who owned one of their planes-a giant four place high wing job that should, on inspection, be capable of standing almost any punishment.
Then a couple of days in Paris, over which a discreet veil may be drawn, and f,nally one sunny morning we hired a cab out via Versailles to the field and began to dig out the Dalton and the maDS for our trip. Having heard and signed the met. report, we took ofi for Le Touquet again and, with a last look at Versailles and Paris (over which it is forbidden to fly) we sat back for a fairly uninteresting trip across rural France to the coast. Le Tcluquet was, as is so often the case, enjoying a 300 foot cloud base again, so we eased in without turbulence this time and sat down to lunch. Once again the sun broke through and when we asked the met. men for the English Channel weather, we were told "perfect 12 miles visibility." So we cleared Customs, paid our dues, took off in between freighters and headed for the sea. Half a mile out from the French coast, we were on instruments and had to stay like that until the English coast loomed up. The man must have meant L2 metres. Then English Customs again at Lymp:re and we took off for home.
Harald Penrose, well known as Chief Test Pilot for Westland's for many years has now had his Currie Wot fitted with a 55 b.h.p. Lycoming in place of the JAP. J. 99 previously fitted and which decided to rid itself of its prop at an inopportune moment.
Talking of Currie Wots highlights the historical 'first ever' propjet ultra light aircraft which Was the Mikron engined Hot Wot converted to take a Rover industrial gas turbine. Of course Viv Bellamy who was behind the whole thing was surrounded by those who told him that it just could not be done, particularly with a fixed pitch prop. Well it could and was and from this truly amateur step forward has arisen sufficient interest to encourage manufacterers to think about an aircraft unit. The possibilities are atffactive, an engine running like a dynamo with no need for the ever present tinkering, at least not for 1,000 hours, ninety horse and probably seven gallons an hour, at abor.lt 8,000 feet, of cheap fuel. Development is continuing, we hope to see it at the Rally this year.
We have news that Marcel Jurca who built the rugged little Ternpete single seat aerobatic aircraft is now engaged on a tandem two seater on similar lines with a fashionable swept lin, retractable undercarriage and end plates on the wing. The name-Sirocco, engine 90 bhp Continental. A single seat version of the Sirocco is to be called the "Ombre" or Shadow.
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On Saturday, 2}th February, the Fakenham Flying Group staged the flrst of the season's Rallies, to enable Group Captain Collard, who is Member of Parliament for Norfolk North and the Secretary of the Conservative Party's Aviation Committee, to see something of the way in which Groups operate light aircraft.
In spite of weather that was keeping the circuit-bashers well in sight of the aerodromes we pushed off bravely on the Lancashire Aircraft Company's Prospector into murk that turned out to be perfectly flyable-in fact. what looked from the ground like a thoroughly unflyable day turned out to have a visibility of four to six miles with a cloud base of flfteen hundred to two thousand feet. Under this, we slipped happily along all the way to northern Norfolk.
We were not the only ones to find that the weather was perfectly flyable. Sixteen visiting afucraft turned up to welcome Group Captain Collard and in spite of wind gusting to 20-25 knots at times and driving rain, all the modern visitors, the Pipers, the Propectors and the Prentice, demonstrated their performances before the spectators and the television cameras.
Group Captain Collard himseif flew the Prospector and the Turbulent and has accepted honorary membership of the Fakenham Group and the Tiger Club.
Another Member of Parliament, Mr. J. A. Leavey, M.P., was present, having arrived i:r the Piper Apache with the Marquess of Kildare. It is most important that the government of this country be made aware of the strides now being made in light aviation and these visits by Members of Parliament to active airflelds are of immense value. We have lost, iir Mr. Frank Beswick, a good friend of flying in the House, but it seems likely that more than one Member is interesting himself in our activities.
The programme consisted of a fly-past, as mentioned, of a number of aircraft and was
Popular Flying, MarchlApril, 1960
Eddie McAully (whose a:robatics are well worth watching; he was having a quiet work-out with the Bishop on Sunday morning that was a joy to soe). A visiting Olympia, flown by Barry Ternpest, also went through a repertoire of aerobatics. Ken O'Rourke, who made a parachute jump from the Prospector later in the programme, found himself taxying very fast down-wind at one point, on his way to tug the glider with ANFO, causing Norman Jones, coming along up-wind in the Jodel, to feel his brakes in a thoughtful manner. The four Turbulents made two formation runs across the aerodrome in very gusty conditions, but held their own aqainst the wind with the ease characteristic of this little aircraft.
After the flying, the rain. Torrential rain, fortunately after the display, but before we had got all the aircraft under cover. Eventually, the steaming mass of bodies crammed into the small but cheerful clubhouse of the Grcup dispersed, mostly to an evening pafiy at the Crown in Fakenham, where those of us who stayed overnight were very well received.
Sunday, like Friday, was perversely a splendidly fine day ; there was a good deal of talk and a good deal of flying out at the airfield and a lot of coffee was drunk. The Prospector was very busy demonstrating and the very handsome Jackaroo of Sheila Scott's trotted
t,r'.lvo1y about with some heavy bodies inside it. It returned from one flight with a great deal of the paint missing from up frort oil top, having peeled off in flight and the alarmed ow:er looking as if she wondered where th; prcc3ss would stoP.
We left about a quarter to twelve in perfect weather, breaking our journey at Cambridg: for lunch. An unubual sight at Marshall's is the Bgnson gyrocopter, G-APUD, of Wing Comrnander Wallis ; what with oCd Air Force aircratt, Club machines, gyrocopters and various airliners, Teversham must have the most mixed bag of inhabitants of any aerodrome in the country. Fair Oaks, when we landed there, was a sight to gladden the eyes of those who support flying ; there were six aircrrft ir the circuit, several out moving on the airfield and visitors and pilots in abundance' And yet, in the hangat, a great crowd of privat: aircraft that ought, on a fi.ne Sunday afternoon, surely have been in the air.
Among the local craft at Little Snoring were two old friends ; the ex-Barton Tipsy, converted almost to Belfair standard by her previous owners and very smart in blue and *hit", and AEKV, the Fricker-Gough-VigersFakenham Drone. We have always had an affection for 'KV ; after all, it was the only arrival "officially" at the PFA's flrst rain-stoppeC-play rally at Shoreham. (Oh! what about it. Tig:r that won first Ptrze ? Ed')'
The Executive Committge welcomes the following new groups enrolled during the last month'
Group No. 167--The Canuck Flying Club operating an Auster J.4. from Grostenquin, Near Metz, France. This Group is a training group with membership restricted to Royal Canadian Air Force Personnel.
Group No. 168-The R.A.F. Waddington Group formed to build a Luton Major and to train members to PPL standard.
Group No. 169-The Conningsby Group operating a Leopard Moth from Conningsby' This is a private flYning group.
Group No. l70-Brooklands Flying Group operating from Ringway with a Cessna 172'
Group No. 171--The Southwell Air Touring Group operating a Miles Messenger from Tollerton, Mike Gani, moving light of the Sherwood Flying Group is in on this somewhere'
Group No. 172-P.F.A. Group l7Z is the name and no nonsense, operating a Taylorcraft.
Group No. 173-The Tipsy Flying Group, the first U.K. Group formed to build the P'F'A' approved Tipsy ultra light single seater' Neil Harrison, moving spirit behind G-AOTK is behind this one to operate from Newtownards'
Group No. 174-The FK Flying Group activated by Denis Nahum who entered the Bleriot monoplane in the Daily Mail Race' This newly rebuilt Messenger prototype G-ALAP, also provides recreation for P.F. eCitor when escaping from H.Q. bumf.
Group No. 175-The Manchester Ftying Club operating an Auster and building a Luton Major under leadership of John Cowap'
Group No. 176-The R.A.F. Chivenor Group, keen types operating a Miles Hawk Trainer ex Lincoln GrouP.
Group No. 177-The York and District Group, all the paperwork is done, now to find an aircraft !
Putzer Buzzard, Continental C-90.Another year has almost gone, and once more it is time to let you know that we are still going strotg, and to tell you of our year's activities.
lfhe year began with three of our members obtainiirg their assistant instructors ratings, and leaving the group. This forced us to become virlrally non-operational, and with the faithful Tiger up for sale, the end of the group was well in sight. However, just when all seemed to be over but the shouting, a Magister came up for sale with a new C. of A., and with a couple of new members, the group restarted.
Once we got KKR going round the houses at Elstree, we soon found more members, and put the M.P.M. Flying Group back on it's feet. Our membership is now 9 and in the nine months since KKR was put on the strength, we have done 183 hrs. flying.
One of our members, Toni Trent has got his commercial licence, and is now panting after the instrument rating. Roy Mills (yours truly) obtained his radio rating and it is hoped that other members will soon do the same.
A precautionary landing by the Hol. Secretary (Roy Mills again) and Frank Anderson put paid to the Group's no claim bonus, and to the Maggie's antics for a few days, but a new prop., starboard wing and undercarriage has put KKR back on top of the world, and a good 10 m.p.h. faster, much to the pleasure of the throttle bending fraternity in the Group.
Radio, navigation lights, generator and a few more dials in the cockpit are envisaged for t'he near future, and if we find a few more members, who knows, perhaps a stable mate for KKR.
By the way, last year we gave an open invitation to. other groups to visit uS-so far, we have had no takers, but the invitation is still open, so how about it ?
Populu Flying, MarchlApril, 196O
As we approach the end of our third year of operations, we can review the past with some degree of self-satisfaction, and the future with relative complacency. For the record, since we formed in August 1957 we have flown over 50C hours on our Tiger G-ALND, achieved 12 first solos and brought 8 students to P.P.L. standard. This latter figure, hcwever, is slightly biaseC since certair of our members had eerlier flying experience but, nevertheless, we have our own two prize babies who had never held the pcle before they put their muCdy size lO's in our cockpit.
From the servicing side we completed renewal of our 3 year C. of A. last April (59) and November saw the refitting of a Gipsy Major which should give us a further 3 years running at our present rate before it's time expired. Our second string (bag) G-APMM, ex. R.A.F. DE. 419 and which is being completely refurbished, saw only little progress last year due to our servicing commitments on the other aircraft. However, both the fuselage and mainplanes are now in the process of being recovered and flnal reassembly should commence within the next two months, (P-s-s-tanyone got a Gipsy Major going cheap). Financially, like all similar groups, we are broke but having finally paid the Kemsley Trust Loan we are not unhappy.
Our story, no doubt, is similar to that of many other groups but in the hope that it may stimulate the interest of the casual reader of P.F. to have a go, let's recapitulate. It begins in early 1957 with a small number of impoverished civil servants and then underpaid Service mea at Boscombe Down. The rising costs at the commercial flying clubs had reached a stage where even a baulked landing meant a visit to the Bank Manager for an overdraft and general discussion soon estab-
llsheC that there was a sufficient number of enthusiasts within the Establishment to at least "warrant an investigation into the practicabil:ty of operating a light aircraft flying club for the benefit of Ministry of Supply personnel at the Aircraft and Armament Experimental Establishment, Boscombe Down." Permission of the Air Commodore Commanding wes sou-ght and readily given, but it was sooil realised that it would be impracticable tr opelat: the club at Boscombe Down. Flying of experimental aircraft at week-end and in the evenings would have immediately put'an embargc on our activities and also the vast areas oi imitation Portland stone would have created havoc on our landing gear. In addition, dospit: the size of the airfield the amount of grass area free from obstruction, e'9., football prtchl:, radar gear, etc. and sufficiently near tc the hangars to preclude a taxying cross c:untry was very limited. As a result we had tr look further afleld.
The R.A.F. Station, Old Sarum, was the next immediatg choice, but although the Air Ministry encourage the formation and operat,on of Service Flying Clubs as part of their recreational facilities, the presence of a civilian element within our club immediately introduced difficulties. After a period of correspondence between the various departmelts, a contract was at last agreed which defined the terms of rentage, limits of meinbership and insurance requirements. This was a rather frustrating period since the summer months were beginning to run out, but at least the paper mashers on both sides were satisfled and the agreement was signed. In this respect I should like to thank the Station Commander Old Sarum at that time, W/Cdr. Kentish, A.F.C., who was most helpful and of;ered every assistance.
Meanwhile, when the first light began to glimmer over the hill from Old Sarum the potential members were asked to dig deep into the tea swindle kitty for their first subscript-ons and an approach was made to the Kemsley Trust for a loan to purchase one aircraft. The choice of the aircraft was largely influenced by the ardent desire to commence flying as soon as possible, the large training programme that it looked we would have and the cost, both initial and maintsnaace. The obvious pick of the bunch was the Tiger and thus our search was directed along these lines. During this shopping spree amongst the fraternity we made many friends, in the corners of dusty, A.R.B. approved Nissen huts and palatial M.T.C.A. condemned hangars, and later when we were stuck for the odd spare they have proved steadfast and most helpful' For this we thank them. At last we found the right aircraft but our hopes were soon dashed, the Kemsley Trust Loan had not yet been approved, the dealer's wife wanted her summer holiday and could not wait for the lclly. The aircraft went elsewhere.
The days rolled past, we had our full quota of members, fast forgetting how to fly, an airfield to fly frorn, a promise of a loan but
Popular Flyins, MarchlAPril, 196O Kronfeld Drone, Carden'Ford. Luton Buzzard, Anzani.no aircraft; well not at the right price, anyway. Our budding C.F.I. S/Ldr. Franklin, however, heard a buzz from a fellow pilot regarding a Tiger Moth in a hedge in a field near Winchester. Fortunately his next flight took him in this region ! ! He was able tc obtain the map co-ordinates of the location and a car sortie was made in that directior. Our impressions, gained from the air, was that aircraft was not in use, but an indignant owner soon put us right about its flying qualities. As chance would have it he was contemplating selling but, as yet, had not advertised. We were first in the queue and the price was too good to be true. However, subsequert to our visit he must have taken expert, and from our view ill-advised, opinion. On our next visit the price was more representative of its value, but we agreed and the t"XT1t"J'u'J,[*,
,,r0, 1es8, derivery date to Old Sarum, that old stalwart "Franky" Franklin and self up. In front of a welcoming committee of local dignitaries and the Press, all I can say is that I arrived; the landing was compared to that of a lame duck on wet ice. However, it was a start. The end of the summer of '57 and throughout 1958 we plodded on with the flying, the unstinting efiorts of Franky contributing greatly to our training programme. At one stage we lost an urdercarriage leg due to a combination of flying inexperience and the presence of a largc obstruction on the side of the airfield but, in general, our unserviceability time was not too great although the aircraft was beginning to look a little tired. As a result we decided to anticipate the C. of A. date and the aircraft was temporarily withdrawn in February '59. In view of ttre fact that we wanted a three year C. of A. we really went to town during this phase and gave it a good going over, including refabricing the fuselage. Eventually the job was complete, although it tcck somewhat longer than anticipat:d, and old G-ALND stood there in her pristine glory of silver and blue, gently spattered with the efflu-
Popular Flying, MarchlApril, 196O
via of the attentive hangar starlings.
In order to re-awaken the latent enthusiasm of the non-working all flying soction it was decided to recommence flying by running a rally. This consisted of the usual short cross country, identifying unusual objects en route (unfortunately the couple moved during the day), spot landings and a flour bag bombing run. Alas, due to the over enthusiasm of one member who wanted to drop his flour bag to early, the poor aircraft and contestant landed covered with white distemper. Nevertheless, a good time was had by all and the bucket and mop gang soon gave the aircraft the necessary face lift.
Progress during the summer of 1959 was again good, the fine weather helping to boost flying. Two members pinched the aircraft and went jollying in Northern France for a week, eventually bringing the aircraft back covered in hotel labels, like a day tripper to Calais bag, and smelling faintly of cheap wine and Continentai cigarettes. These types have since been advocating converting the second Tiger to a Jackaroo, but I think that even our group would kick at the distracting scent of the boudoir in the glasshouse during solo cross country.
Then engine change I have commented upon and we are now looking forward to a summer's flying with quit? a reasonable and tidy aircraft. Our first club flying project will be another rally, (l am determined to win that engraved tankard), but we are due to run a beer and bun session to kick off the season and celebrate payment of the final instalment of the Kemsley Trust Loan, not the same week-end obviously. In closing I would like to disclaim some of the malicious gossip regarding our group name. It was chosen not because we were denied the use of our original rightful name, but solely because of the local associations of that bird in this area.
Good flying and call in and see us when you are down this way. Old Sarum is on the list of R.A.F. controlled airfields open to civvy usage.
It is a popular misconception that to work in metal requires great skill, complicated a:rd costly machine tools and a lot of time. This impression is quite erroneous and, with a little experience, the amateur will flnd it no more difficult to manufacture metal fittings and components than to make a wing rib out of wood.
Metal is a medium for construction just as is wood. It does, however, require a different technique in working. As with wood, there is a right way and a wrong way to fabricate aircraft metal parts. The wrong way may seem the simplest and quickest. This is a delusion for it is the right method which saves time, money and embarrassment in the long run.
In addition to goneral workshop tools there are a few special items required, in particular the scriber, hacksaw, centre-punch and cold chisel. The use of these tools has been detailed in an earlier article. A useful accessory which will speed work if a quantity of metal work has to be done is the electric drill. It is well worth going to the expense of equipping oneself w-th one of these for a power drill will come in useful for all branches of aircrait construction and will save much labour and time.
If a lot of sheet metal cutting has to be done, the hand guillotine will facilitate the job. A model which will cut 14 gauge sheet or *" bar costs about f5.
Steel is strong and, when properly worked to make a part or fitting, its strength may be used to the best advantage. However, there are certain factors which can adversely affect its ultimate strength. One of these is structural failure which includes fatigue, excessive wear through improper manufacture and cracking. The other is corrosion. The subject of corro'
sion has been considered earlier on and it may still further checked by assembly with an approved jointing compound and application of adequate flnish.
Structural failure, when the molecules of metal separate without necessarily being subjected to ultimate load, can, in the main, be avoided during the working of the metal into the fitting.
When bending metal, it is important that the inside line of the bend should have as large a radius as is practicable. In fact, there is a minimum radius to which metal may be bent safely. This is because the metal on the inside of a bend takes a much closer radius than that on the outside of the bend. The inner surface fibres are compressed whilst the outer ones are stretched. The central, internal fibres are the only ones which are subjected to pure bending with neither compression or tension. The tighter the radius of the bend, the more pronounced is this effect. The larger the radius, the less is the effect of this bending and compression.
Certain alloy steels and aluminium alloys may not be bent excessively without heat treatment (annealing) followed by normalising or age hardening. This is due to the inherent brittleness of the internal structure of the metal. The surface fibres, being neither able
to stretch or compress, teat under. the load being upon them in attempted bending'
Considering again this stretching a:d stretching of opposite surfaces during bending, it is easy to see that any surface imperfections on the side being subjected to tension will leaC to the metal being torn or cracking. These cracks may be so small that they are not visible to the naked eye, but nevertheless they are there and a highly stressed part thus made wilt crack through and fail in service with possibly serious results.
The fear of this may easily be avoided. Only use aircraft quality steel sheet and do not scratch or mark the surface permanently, for a deep score will most certainly cause a crack to develop if the piece is bent' This also applies to a file mark or a nick with a hacksaw.
In ordinary sheet metal layout work, the shape of the part to be cut out together with any bend lines and so forth, is usually transferred orto the metal by scratching with a sharp scriber. Whilst this is suitable for general engineering, it can be a dangerous practice to adopt on aircraft metalwork as can be appreciated from the foregoing remarks.
There are two alternative methods by which layouts may be drawn accurately onto metal. One is to use a ball-point pen which, on certain metals in particular non-ferrous metals, is quite accurate. A pencil does not produce a: accurate, fine line and is also hard to see.
The second method, however, permits great accuracy and is in use throughout the aircraft industry. The metal is painted with a special dye preparation which will show up light scratch marks without the need for scratching the actual metal surface. This dye, manufactured under the trade name "Spectra-Blue", is applied by brush or swab to the metal after thorough cleaning and de-greasing. It dries almost at once. By lightly drawing the scriber acros the blued surface of the metal, a clear line can be made where the point of the scriber has removed the dye. By using this method, not only is the metal surface protected, but
Popular Flying, MarchlApril, 196O
the layout stands out clearly and is easy to follow. The dye is readily removed afterwards by use of a solvent such as thinners.
When marking out sheet metal, it is necessary to allow extra for any bending radii. The minimum bending allowance for most metals is one and a half times the thickness, written as "llT" for short.
It is often possible to simplify the making up of a bent up fltting by "cheating". The metal is bent up f,rst and then marked out carefully (preferably on a surface-table using a scriber block) so that all that remains is to cut the part out-already bent. Whilst this is a sound scheme for the unimaginative approach to simple 90' bends in simple fittings, it is more often than not necessary to tackle the job the long way round. This entails a few simple calculations.
There are two formulae for evolving this. The first is a very accurate method :(0.01743R + 0.0078T)O
where R-bend radius in inches
T-metal thickness in inches
O-angle to be bent in degrees.
The second method is a little less involved. Since a radius is a portion of the circumference of a circle expressed in degrees, the length of the circumference of a circle is 2xRx3.14
where R-radius of circle
Therefore for a bend of 90' the length of the bend will be 90
360 or2xRx3.142
4
which is, of course, one quarter of the length of the circumference. If the radius is $", the length of the radius for a 90' bend is 90
2*tx3.142x :0.196 inches
360
This formula holds good for all gauges of metal. As we have seen, however, only the centre of the piece of metal is subjectd to pure bending, so to this formula must be added
Members af the Pooular Flying Associarion may have the use of^tltil iiiu:ii ioi" "aiiri itins ar lii-ti i"wanted, e xchang i or dispo sal. for. o N E iNSiitblON ip to 24 words FREE. Uryq,, than one insertion it must i, ,rii-iitn ii c,lronr"-o-i tie rate of 4d. p"r word.(min' l2-words'l' b"i tlo. ls.6d. extra. Non-Members t'hargeablc at lhe ralc ol 6cl' per word (min. 12 words). Box No. ls.6d. extrc' ""Cniiiii:i iia Fiitii oiirrt shoulel be uossed and sent to P'F'A'
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TIPSY BELFAIR. Genuine example of the type' Pern.rit
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NEW MOTOR 'TUTOR FUSELAGE and J'A'P' J'99 iir,lCmf. Roberts, 28 Mumbles Road, Blackpill, Swansea'
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J.A.P. J.99. Crankshaft in good condition-'- Reasor-rable pii;". John Taylor. 45. Sunnyside Road, llford'
Pre-war 600 c.c" Douglas engine complete with -pusher pi"piiio. as fitted to B.A.C. Drone. H. Poulsom, 47, Station Road. Taunton. Somersel
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of the blade with the left hand and draw the file along the edge of the metal parallel to the edge and not across as in the normal manner' As the file marks disappear, lessen the pressure of the stroke. Draw-filine removes metal quite quickly so care must be taken to watch the layout lines to ensure that too much is not removed. Also watch that the file is held at right angles to the fitting so that a true edge is produced ; if the file rocks, the edge will become rounded.
To file a radius on a (netal fitting, or to file a curve, support the metal being filled as close to the vise jaws as possible, frequently repositioning the metal in the vise as the edge is liled. This applies to both inside and outside curves. Never trv to flle metal without properly and securely holding it in the vise' The metal will vibrate, damaging the file teeth, destroying the efficiency of each stroke and' with thin gauge material, will bend the metal.
The final step is to tear a strip of emery cloth a few inches longer than the file blade and about l+" wide. With the emery strip held alonq the file blade, polish the edge in the same manner as draw-filing. Alternatively, use a smooth file having first rubbed chalk into the teeth.
If the fitting has to be bent, now is the time to do it.
When working with aluminium, remember that the metal is very soft and that a hammer blow will cause the metal to expand or stretch at that point. To bend a flange on a light alloy sheet, clamp the flange portion between two stout pieces of wood and, using a block of wood and a mallet. tap the body of the sheet over, leaving the flange straight and true' If, however, it is desired to make up a curved section, such as a cowling stiffener' advantage may be taken of the readiness of the metal to expand by hammering with the mallet directly on to the flange. As the metal expands, the piece will bend uP.
The practical aspects of work in light alloy will be detailed in a later article on cowlings and fuel tanks.
Popular Flyins, MarchlAPrll, 196O
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