Managing Editor ROBERT GOODALL
CONTENTS
1. Eorronnr.
2. CsemMAN's MpnasBnsutp Apprnr.
3. Psrnor Rnsars NBws.
4. RorrsRDAM AND RETURN.
7. Wrru rHE GRouPS.
8. THe Cunnrr Wor.
10. Lrcsr Arncnnrr RouNo-up.
12. ArncnAFT CoNSTRUCTToN AND MAINTENANCE.
15. Urrnl Lrcnr FrylNc Pnnurrs.
Individual membership of the P.F.A. (two pounds per annum) entitles each member ,o popuLAR FLvING .free of charge. Additional copies may be obtained.from P.F.A, Headquarl ers at Londonderry House, 19 Park Lane, London, W.l, at ls. 8d. including postage. P.F,A. Groups receive one copy free and Secretaries may obtain a discount on additional orders from the Group.
Popular Flying, Ianuaryl February, 196l
The Popular Flying Association is the rcpresentative body in the United Kingdom of amoteur constructots and operarcrs o! ultra-light and group operated aircraJt,
S will be seen from the Chairman's message in this issue, the P.F.A. has got its tail up and is going all or.rt for an increase in individual membership to give strength to the cause of light aviatio,n in general and the ultra-light world in particular. The pcsition within the Association is that while Group membership shcws a heartening increase, individual membership has decreased. The present drive for new members of the Associatio,n, at the moderst annual subscription of two pounds, is designed to correct this trend.
As is known to existing members the subscription entitles a member, CImong the other advantages of membership, to' o free copy of " Popular Flying." Some' annoya:nce was caused' to members la,st year because o,f a temporary halt in production but the journal is once egain in lively and regular publication and intends to stoy so. Indeed, plans are being laid for a tnove into nton'thly publica'tiom with a:n extemsion of the magazine's interests and an enlargement of its circulation.
Existinq members who last year did no,t receive their entitlement of issues, owing to the lapse in publication, are especially thanked for their forbearance; they will wish to know that the renewal dates of their subscriptio,ns are being moved forward appropriately.
This is a fitting noment to remind reMers that a steady flow o'f feature qrticles, photographs, letters to the editor, etc., ore greotly welcome and con contribute to'wards our gctal of makinlg " Popular Flying " a widely read, na:tionally known qviation journal.
THE EDITOR
rl.tHIS is the second issue of 36 Popular I ftying " following our decision to broaden the scope o[ the magazine to include all aspects likely to be welcomed by light avia'tion enthusiasts and I hope that you will find the contents informative and interesting.
Our new Editor, Robert Goodall, has considerable experience of high-class magazine production and has many friends in aviation circles; we are looking forward to many progressive changes in the magazine under his guidance with alterations in format and an early return to monthly publication.
The main objectives of the Popular Flying Association include the encouragement of a greater public awareness of the value of light aviation and we pay particular attentior to the need to promote an increasing use of light aircraft for sporting and pleasure purposes. We have pioneered the post-war development of amateur constructed ultra-light aircraft in this country and the formation and operation of co-ownership flying groups, and we keep in close touch with, and have great regard for,
the many affiliat:d or similar organisations which have since been formed overssas.
We differ in one important respect to most other aeronautical associations in this country in that we have two paid staff and over 40 who give administrative and technical services on a voluntarY basisand You may be interested to hear how this is achieved.
The Association was formed in 1946-as the Ultra Light Aircraft Association-to encourage the re-emergence of post-war ultra light flying and for the first few years the Association had no paid staff, the organisation being administered by a committee which devoted much of its spare-time to this work.
In lg54 the MinistrY and the Air Registration Board permitted the responsibility for supervision of design and amateur construction of ultra light aircraft and the recommendations for the issue of permits-to-fly to be delegated to the Association. While it then became necessary for a permanent office to be set up and staffed the bulk of the work continued to be carried out by an increasing
number of enthusiasts who were willing to donate their skills as a contribution towards the goal of cheaper flying. The present strength of the Association is reflected in human resources rather than in its financial reserves.
The exciting prospect before us is that our future expansion is not limited by the size of our bank balance but is stimulated by the demand put on our services. For example, over 20 skilled engineers, designers and inspectors, centred at technical offices at Luton and Coventry, are available to coyer all stages of Ultra Light Aircraft construction from the drawing board to final test flight. Our Engineering Executive has to keep a close watch on the rising graph of construction to ensure that sufficient voluntary staff is available to meet your need when it arises.
I invite you, now, to help us to extend the scope of the Association's activities by becoming an individual member of the P.F.A. or persuading one of your friends to join-a letter or phone call (GRO 1376) to Londonderry House will bring an application form by return of post. Membership costs f2 a year. Many firms find it an attractive proposition to nominate one of their staff (usually from the Publicity Department) for individual membership in order that they may enjoy our services when needed.
Like the London store that " never knowingly undersold " we feel that we can claim to give the best services at lowest cost
and my invitation to you to join us is covered by our undertaking to maintain this claim in the future. The greater the membership, the greater service we can give-so join us now and have a voice in the future development of Ultra Light and Light Aviation.
DAVID ARMST'RO}/GTo Popuun FrvrNc AssocrATroN
Londonderry House, Park Lane, W.l.
De'ar Sirs,
Please enrol me os a member of P.F.A. and send me PoPULAR FLYING comm:encing with the current issue'to the' a:ddress below. I e'nclose remitta:nce tor
Cheques to be made PaYable to POPULAR FLYING ASSOCIATION
TT has been unanimously agreed, by the Executiue Committee that the uariable Iiu\rrription of 2+% d,ri,uc\ed, from the petrol .rebate shall be reduced to-!i% for claims of f100'or more. The first ft00 uill continue to be leuied at 2l/n. The Executiue hope that as the Association progresses that this uariable subscription can be still further reduced.
In this article Mr. G. Dauid,son d,escribes his first solo flight across the Charnr,el
A S a comparatively inexperienced airman. A and a complete novice in foreign air touring, I recently undertook a solo trip from Elstree to Rotterdam.
Although the outward flight was made on the last day of May, the initial planning began some three months earlier. After discussing the project with our group secretary, Roy Mills, we began the preparation of my trip'
Up to the present time' most of my flying had been trips of short duration of an hour or so, but experience had shown Roy that even a well prepared flight plan was little value when the pilot had out-flown himself. Flights of longer duration were under-taken in which part of the flight was assumed to be I'M'C' Basic instrument flying was also part of the training, should the weather become marginal during the crossing of the " Ditch." Every opportunity of flying in drzzle and poor visibility was made to give me " feel."
At my suggestion, Roy and I went down to Lympne and went through the whole pro-
cedure of the clearance for a trip abroad, including crossing the Channel and getting to know the landmarks on the French coast. This last part of my training completely flabbergasted a French pilot, who did his utmost to stop us. I am certain that to him the Channel was one of those emergencies that one rarely has to face and that to do so for pleasure was utterly mad.
A letter requesting permission to use Rotterdam - Zestienhover was sent, giving approximate dates and the fact that I would not have radio. The reply which I received from the airport controller was both courteous and helpful.
Application was also made to the Royal Aero Club for a one journey carnet' together with maps for the flight. Waiting time for the carnet was about ten days, although a personal visit to the Air Touring Department will reward the effort with immediate service.
The only other bit of study that I put in was to run over the route from time to time to become familiar with it. Actually I put it on the waIl so that I could take a look at it at odd moments, although I must admit that the room did look rather like an operations room instead of a bedroom !
The Surday before the flight, group flying continued as normal, and at the end of the day's activities, Roy went over the Maggie for the second time that day, just to make surs that I got off to a good start. I phoned Northolt and booked a route forecast, to be collected on the morrow.
By this time G-AKKR had been filled to the brim, and a chit to be presented to the customs at Lympne for petrol rebate obtained.
We went through the flight plan together, checking the danger areas and tracks to be taken, and then, after picking up the necessary documents, parted with the good wishes and threats of the group.
Monday dawned clear and bright. The forecast confirmed my optimism, and after vrorking out my flight plan and booking out, tr took my leave of Elstree, and pushed off.
The first leg was to Lympne via Gillingham, and was as pleasant as it was uneventful.
On arrival at Lympne, the ritual of booking in and filing a flight plan to Rotterdam.
My next concern was to attend to the needs of the Maggie and then to those of the inner man, whereupon I contacted the Customs Officer, Landing Officer and Emigration Officer.
Having made my peace and donned my gear, including Mae-West, the Maggie and I began the second phase of our journey to Holland.
The light-house at Cap Gris Nez came into view about half way across the Channel, and contrary to expectation, the Maggie's engine did not select the rough running that I had been led to expect.
From the Cap my track took me inland on an easterly heading to a river due south of Gravelines, thence to Bergen-op-Zoom on a track of 065o, and finally to Rotterdam.
This inland route was chosen to avoid the control zone of Ostend and the danger area of Ypenburg.
Over France and Belgium, the sky became overcast, with the base down to 2,000 ft. i,', places and accompanied by light drizzle here and there. However, visibility remained good with the check points falling into place on time.
The landing was on the grass area beside the main runway, normally reserved for radio aircraft, including the Boeing 707. A Land Rover guided me to the Customs area, where the process, began at Lympne, was completed.
The infrequent bus service and the lack of exercise during the last three hours gave me the excuse to walk to the nearest local bus service halt, having seen the Maggie safely installed in a large hangar, in the company of several continental machines.
My stay in Holland was pleasant enough, although it involved a certain amount of business.
The return flight was scheduled for Friday morning, but the early start planned was delayed by inclement weather, which later in the morning improved to give a ground visibility of approximately five nautical miles at Rotterdam, dropping in places to 2-3 n.m.
Cloud base was also very variable, and would have been regarded as marginal in England, if not IMC, but were simply regarded at this airfield as difficult.
Popular Flying, JanuarylFebruary, 196l Mr." Our most successful rally to date was held at Cranfleld. We were fortunate in having brilliant weather and 60 aircraft attended over the week-end, including 10 from the Continent'
" The Concours d'Elegance and other major prizes were retained by the French entrants anO the prize for the best amateur-designed and constructed British ultra light aircraft went to Mr. John Taylor for his Taylor Monoplane.
The decision was mine. I was clear to go as far as the Dutch controller was concerned' If I did not like what I found, I could return' With this thought in mind I once more struggled into my outfit, and set the Maggie's nose for home.
The met man's predictions were substantially correct and no difficulty was experienced throughout the early part of the run, but towards Cap Gris Nez the cloud base lowered and reduced visibility to about 3 n'm' Before taking the plunge, I back tracked inland from the light-house, and then turned on to my compass course, using the light-house as an aiming point upon which to correct my drift' Soon I found myself cruising along in a haze, with no visible horizon at all, and had to seek the aid of the instrument. Through the murk Folkestone came into view at about one o'clock, and the tension was almost over'
While I am the first to admit that my instrument flying is far from the rating standard, the recent practice had given me confidence to tackle marginal conditions when faced with them, and had given me a sense of security, without which the trip would have been ruined'
I felt that the main task was now accomplished, the Maggie was ba-ck on its own ground again, with Lympne only minutes away'
Clearance through customs and so on we'nt without delay, and I was soon enjoying a cup of tea, before returning to Elstree'
6:
" Initial reservations have been made for the 1961 Rally to be held again at Cranfield and indications are that this one will be equally successful."
From the Chairnr'an's RePort to the Members of the RoYal Aero Club
Out of his own Professional exPerience, Ernest Gann has written a most Powerful revelation of the men who flY 'Planes -seen as men alone, living with fear, Pursued bY fate.
Book-of -the-Montlt Club Choice 21s net Hodde t t, Stoughton
T'IHREE NEw groups have joined the AssociaI tion since our last issue.
TUB Worwc Flying Group, PFA No. 188, is operating a Co,mper Swift Cr-ABUU, fro,m Redhill Aerodrome, with John Wise as Hon. Secretary. I gather from John that the Comper has had an overhaul, including a new centre section made by Doug Bianchi, before its Permit to Fly was issued. It is the Group's intention to race ABUU in this year's Air Races, which is also I believe the ambition of the Proctor Group at Baginton. This year should be a good one both for racing and vintage aeroplane specialists, and probably the first time since before the war that Compers will be entered.
Oun SrcoND new group is the Tipsy Flying Group, PFA No. I87, which as its name implies, operates a Tipsy Trainer G-AFSC from Baginton.
As you may know this machine was formerly the proud possession of the A.S. Flying Group and has given many years of faithful service, and will no doubt continue to do so with its new owners.
I am particularly pleased to see this machine pass to another PFA Group where it can continue to give pleasure at a very low cost to the Group, and thus uphold the Association's principal aim to cheapen flying.
THB Larssr group to join us is the Lotus Flying Group, PFA No. 189, which operates a Miles Messenger G-AKIO from Panshanger. Members of the group are members of the Lotus Cars staff, with C. Audrey as secretary. iXHr WoRCESTER Flying Group has been out recruiting new members, and is now again
p opulai Flyins, ianuaryl February, 196l
eligible for petrol rebate. This should be an object lesson to those Groups who still have not bothered to apply, or have failed to comply with the current Ministry of Aviation requirements.
THr 600 Squ. Flying Group are again in the news, having completed their l,000th hour of flying since their inauguration some 2$ years ago.
THr Gnoups AT Etsrnrs, have taken a leaf out of the industry's book, and have got together to run a crew room as a joint operation, while still retaining their identities as individual groups. The Swallow Group, The Mill Hill and M.P.M. Flying Groups have rented a small brick buildings on the aerodrome, (next to Hunting's Hangar). Two small rooms off the main crew room are to serve as a work shop and briefing rooms. The Mill Hill Group has recently increased its operational strength and now includes a Proctor 5 o'n the strength. Tnr Mtrrs Organisation has announced the appointment of Mr. J. W. C. Judge as pilot and aerodrome supervisor at Shoreham Airport. Mr. Judge is secretary of 615 Sqn. Flying Group which operates a Taylorcraft at Biggin Hlll. We congratulate him upon his new appointment.
To,ra Hlvns of the Lincoln Flying Group tells me that the Group membership is now 60 strong, and that they are thinking of becoming a limited company.
Fnou Crl,rrpr MtrrrNcrox of the Montgomeryshire Ultra Light Flying Club, comes the news that despite the fact they have been without their Tipsy Trainer for more than a year, they are still pressing on. It is hoped to purchase a Tiger Moth in the spring to get things going again while the Tipsy is out of action.
Tur AssoctATIoN is planning to start a training scheme for individual members in the London Area with the aid of the Training groups in the area. So far we have had two training Groups come forward with offers of help.
I'T is always a pleasure to witness an historic occasion and Bill Barber and I were among about t lO0 guests of the Gas Turbine Subsidiary of the Rover Co. Ltd. at Birmingham (Elmdon) Airport to inspect and see flying demonstrations of the first Turbo-prop. powered Ultra Lightthe Currie Wot.
Rover's connection with the development of at Elmdon gave proof that a light turbo-prop. Gas Turbine engines goes back to 1940 and engine can compete successfully with reciprothe early WhittG jet engines; and, following cating engines in the 130 h.p. class' the war, they maintained a team of develop- The Currie Wot was fitted with the smaller ment engineers to study such installations in of the two engines that will be marketed motor cars-culminating in the appearance of initially, designated the T.P./60, giving 70 Jet I at Silverstone in 1950 and the first speed b.h.p. for take ofi (at 47,OOO r.p.-.1 unO OO trials in Belgium in 1952. b.h.p. at max. cruise and the small basic size progress with industrial applications of Gas of the engine (30 inches) made possible a very Turbines also went ahead and for the past two neat installation in the aircraft. A larger years Mr. Viv. Bellamy, of the Hampshire version, the T.P.i90, will be available at a later heroplane Club, has had discussions with the date and this will develop up to 120 b.h.p. Rover Co. Ltd., concerning their suitability for Both engines have a single stage, centrifugal light aircraft propulsion and the demonstration compressor, one reverse flow combustion
chamber and a single stage turbine and are similar in weight and external dimersions; the increased performance of the T.P./90 engine being achieved by refinements in the compressor and turbine allowing a greater air mass flow and higher exhaust temperatures.
Power is transmitted in the Currie Wot installation via a manually operated variable pitch propeller; the operating mechanism was designed by the Rover Gas Turbines Ltd. and the blades were manufactured by HordernRichmond Ltd.; their operation has proved to be trouble free though it is expected that a hydraulically operated V.P. prop. will b: specified for the larger engine.
It is expected that Rover's will market complete power plant installations and the standard accessory list covers all items and instruments necessary for an installed weight, both engines, of 235 lb. The price may be about f1,500competitive with British and American engines in the 130 h.p. class when the expected extended overhaul life is achieved but not, perhaps, yet within the reach of the 'amateur constructor.
The advantages of such an engine installation are mainly centred on vibration free and quiet operation and I can think of many current light aircraft which would benefit by such an installation, but low maintenance requirements, accessibility of units and long life are also attractive 'by products' of the gas turbine, with extra safety ensured by ability to run on kerosene or diesel fuel.
A very stimulating flying demonstration was given by Viv. Bellamy and ws, in the Popular Flying Assocation, would like to echo the remarks made by Mr. M. C. Wilks, the Managing Director of Rover Gas Turbines Ltd., in a speech before his demonstration " . . . You will soon see a flight demorstration in the Currie Wot aircraft and I would like to pay a tribute to Mr. Bellamy who has put so much enthusiasm and effort into the flying work in connection with this developmentwithout these efforts of course we should not be here today."
The recently announced revised overall charges for Engineering Services to P.F'.A. members are as follows:-
" We have over 60 active flying groups and negotiations ate in hand with another 12 groups. The petrol rebate applications for these groups, now coming in, show a considerable increase on the flying hours recorded for the period ending in June 1960, and we hope to start this summer a unified flying training scheme for groups in the London area whereby training groups take on temporary pupils from non-training groups thus increasing the overall aircraft utilisation in the future."
The following letter, under the signature of Mr. J. V. Hose, of Warlingham, SurreY, appeared tn " The Times " recentlY:
Mr. David Armstrong, chairman of the P.F.A., in his annual report to the Royal Aero Club, stated:-
"Amateur construction of ultra light aircraft has developed during the year with abofi 24 fixed wing aircraft nearing completion, and great interest has been shown in rotating wing ultra light aircraft, about 12 of which are under construction. We have approved the plans of nine types of aircraft and, in addition, are guiding the design of a number of new aircraft.
" The responsibility delegated to us by the M.O.A. and A.R.B. has necessitated a volun' tary engineering staff of over 20 and this work is oew controlled from technical offices situated at Luton and CoventrY.
" You kindly printed a letter from me strongly criticizing the Ministry of Aviation's attitude towards the private aircraft at London (Heathrow) Airport. I mentioned particularly the tctal ban on single-engined aircraft'
" I am delighted to be able to state that as a result of representations which I made to the Minister of Aviation, his Ministry have confirmed to me that modern, properly equipped, single-engined aircraft will no longer be banned. This is a major concession, although a long way from the total freedom which the private flyer desires and has a right to expect at the airPort.
" Praise must be forthcoming where praise is due, and the new Minister must be congratulated for doing something really colstructive for the private flYer at last."
Willis Faber and Dumas Ltd. announce that they are now in a position to ofier cover to our member groups. The insurance is for members of the group, and is on a seat basis.
The premium for the pilot's seat is I o/", i.e. flO premium per f1,000 cover, and insures all pilot members of the group. Premium for the passenger members of the group is I2l-"/" per passenger seat per aircraft, i.e. f.6 per f,1,000 cover.
Three R.A.F. officers have introduced a variant on the familiar " do-it-yourself " theme by setting out to restore to flying condition a badly damaged aircraft which had been consigned to scrap.
Flight Lieutenant Giles Baker, son of Air Chief Marshall Sir John Baker, salvaged a single-engined two-seater Aeronca (circa 1936) and set about rebuilding it at the Central Flying School, Little Rissington, Glos. He was joined in this by two friends, Flight Lieutenant Alan Jones and Pilot Officer Thomas Salter, both technical officers.
First they beat out new panels for the engine cowling. Then began the major job of reconstructing the shattered wing. Now the aircraft's rehabilitation is almost complete. With a new propeller on order, they hope to have the aircraft flying by the spring.
" But," says Flight Lieutenant Baker, " it has been no easy job. This aircraft has a 36-ft. wing span and as we had no drawings we had to work things out as we went along, But, with the aid of modern materials, we now have a better aircraft than the original."
Cost ? f 135 for the wreck, and another hundred or so for refurbishing-'( much cheaper than buying a new aircraft."
We regret to record the death of Mr. Douglas Jack Last, of Corpusty Mill, Corpusty, Norfolk, a member of the North Norfolk flying group at Felthorpe. Mr. Last, who was 45, was killed while visiting the Waveney flying group at Seething, near Bungay. A freak wind threw one of the aircraft 6ft. into the air and it struck and killed Mr. Last as it hit the ground. We extend our condolences to Mr. Last's widow and two sons.
n NE of the most important materials in lLl g.o"ral use on light aircraft, is the fabric covering. When doped, this material has an extraordinary strength factor for its very light weight anrd[ although quite satisfactorily forms a wing control or fuselage sarrface, the shape of these co nponents nevertheless rely eutirely on the structure of the aircraft.
Further, the fabric covering does in fact contribute towards the strength of the completed component and so the method of application and repair are importart and of course, the condition of the fabric during its life. For all this, the internal structure, which will be dealt with in a later issue' must still be capable of taking the loads applied in various conditions of flight, according to the conditions of the Permit or Certif,cate of Airworthiness. One of the general conditions of a Permit is that the aircraft is non aerobatic and this is for a very good reason.
There are three types of fabric in general use, which will be described in turn' The first is an Irish unbleached linen and is known in the aircraft world as DTD 540 and is obtainable off rolls 38" and 54" width' This fabric has extraordinary strength and when doped properly will stand up to most weather conditions very well and has quite a long useful life. Indeed, this fabric has stood up to quite high speeds and engine power, as we well know from pre-war fighter aircraft' There are two disadvantages in this fabric from the ultra-light and amateur constructor's point of view and they are weight and expense' Although this material forms a very light covering for its strength, nevertheless, for ultra-light aircraft and their capabilities, DTD 540 fabric may be regarded as unnecessarily
heavy and strong. The cost of DTD 540 fabric is as much as 6/11 per yard or the 38" rotrl and 916 pe:r Yard on the 54" roll.
The fabric we are really concerned with and the type in g:noral use on light aircraft,
by A. Deuerell,is DTD 575, a cotton fabric possessing a str:ngth well within the requirements of ultralight aftcraft ancl indeed, is even to be found on some aircraft types of the 2,000lb' category and engine powers in the 150 b'h'p' realm' Possessing the advantages of being lighter and cheaper than DTD 540, this material is obviously ideal for our needs' DTD 575 possesses one great drawback and that is when doped, any damage caused by a stone, etc'' can spread; in other words, a small tear or hole can very soon develop into a long rip' Great care, therefore' must be taken during sewing operations and any damage, no matter how small, must be attended to immediately'
On the other hand, DTD 540 fabric, unless in poor condition, has a very strong resistance to damage spreading; try and tear sorne by hand and you will see what I mean' This is' of course, no excuse for neglecting damage' DTD 575 cotton fabric is on rolls 53" wide only and costs 615 Pet Yard'
The third tYPe of rnaterial used is Madapolam DTD 343a, supplied in 53" rolls and works out to 517 a yard' This extremely light fabric has no useful strength whatever and is never to be used as in the normal sense of fabric coverings. It has a valuable uso' however, and that is to cover the external of all p1y surfaces. Madapolam is applied direct
to the ply with the aid of dope and so forms ,rn absclute weather proof exterior and after rubbing down, provides a good base for a srnocth and glossy linal finish. It is this typically British technique that usually provides a better flnish and better timber protection on British built wooden airqaft as compared to foreign built machines. Perhaps the best known example was the fabulous " Mosquito," with its remarkable finish and capability to stand up to climatic conditions abroad, in spite of being all wood. The simple answer was, doped madapolam. Great care is necessary when applying this material in order to prevent bubbles as then the whole surface is spoilt. While the dope is wet apply the madapolarn and thoroughly rub down each area as applied, with a pad of the same material to exclude all traces of air between the material and the ply. If this in done correctly and with patience, a fine smooth weather proof surface can be achieved.
Do not store fabric in damp conditions or in a place where the cloth will undergo extremes of temperature.
Now we come to covering, say, a wing with the fabric of our choice, DTD 575. Because of the span size and the width of ro11 being only 53", obviously a number of lengths will have to be seamed together according to the size of the wing. These seams must be chord' wise, i.e. in the direction of flight and the type of seam used is known as the " balloon " seam and must be of a laid down width of f" with a double row of back stitching, each row f" from the edge.
It is advisable to do this seaming by machine and so lengths off the roll are cut according to the wing and then removed and stitched up on a sewing machine. Unless stated otherwise on the drawing, the warp and the weft of the material travel chordwise and spanwise and so a little care is needed when preparing fabric for a tapered or swept back
Popular Flying, Januaryl February, 196l
wing; the ribs can give a clue in these cases. The edges requiring seaming are folded back *", one downwards and the other upwards, and from this one can simply tuck the former into the latter. Ensure that each it tucked in the full distance in order to take full advantage of the two rows of stitching at the distance mentioned above. A very strong joint is then achieved. The thread used on aircraft is a linen thread released to ARB requirements and the two sizes used are, single 18s or double 40s.
On the slower speeds that are usual on ultra-light aircraft, it is quite in order to dope the fabric on the leading edge ply (assuming the leading edge is a "D" section box as on " Turbuleflt," " Condor," etc.) for a distance of not less than four inches from the rear edge of the ply, then pass the fabric back over the ribs, round the trailing edge, back towards the leading edge on the other surface and finally doped for at least four inches on the leading edge ply. The remainder of the bare ply on the leading edge, is covered with doped on madapolam and the joint of the madapolam and fabric is then sealed with fabric tape doped on. The whole wing then receives one coat of dope well scrubbed in, this is to ensure that the dope penetrates. We are now ready for stringing the fabric to the ribs but before we do, there is one little important point. It is a bad thing for the dope to stick the fabric to the ribs, etc., and there are two ways of preventing this. One is the use of dope resisting white paint. The idea
is to paint or spray all surfaces liable to contact dope where we do not wish. Rib booms are one example. The other method is to use cellotape which, of course, resists all dopes and paints for that matter. It is quite easy to put strips of this tape along rib booms, etc., and this material has a great point in its favour and that is that it cannot absorb moisture which would be detrimental to the fabric resting on it and it also acts as an excellent anti-chafe at possible points of friction such as the point of contact between fabric and ribs, and trailing edge. Now that the fabric has one coat of dope, we are now ready for the stringing operation. The idea of this is to attach the fabric to the ribs and so not only keep the wing shape under all conditions but to prevent the fabric covering from flapping under certain conditions of flight.
To be Continued
o'Fate is the Hunter " by Ernest K. Ganl (Hodder and Stoughton, Ztl-)
" Fatg is the Hunter " is the splendidly written life story of an airline pilot. There are no dull moments in a fascinating series of aerial adventures beginning at the time when the author leaves " the semi-starvation of itinerant flying " for one of the Amprican airlines until, two million flying hour$ later, on a moonlight night high over the Pacific between Honolulu and the mainland, he decides to, " set down the old flight bag for the last time."
The author vividly describes the trials and tribulations of his apprenticeship days as a co-pilot fly,rng DC-2's between Newark and Cleveland during which phase he has an opportunity of appreciating the flying qualities of his captain. This during a nightmare trip in storm conditions for which apparently the route is notorious. " Our altitude o'f more than two miles above the eqrth is /ess than half tha:t ol the mo,st pro'minent thunderheads. The' pholanx forms a solid precipice which tumbles straight down lrom the edge of our wing'tip, grey-black and green in the last light. Gre'at blossomin:g l,^e/,e of dirty white churn again:st each other all the way to its gloomy foun:dations. In:side the darker oreqs there aye frequent explosions o'f light, marked simul' taneously by savqge crashes in our e'Q:rphones." Thus the scene is set for Capt. Ross to pull so,me' superb flying out of the' bag.
During the war Gann flew with Air Transport Command and one of his assignments was
flying Lockheed Lodestars to Rio via the west coast of S. America and thence eastwards over the Andesin aircraft not equipped with oxygen. Apart from that and also the navigation of hundreds of miles of uncharted territory he also had to contend with unfriendly mechanics tampering with the engrnes.
In other chapters the author describes an unusually thrilling take-off which nearly ended in the writing-off of the Taj Mahal, the drama of wartime supply missions over the Greenland ice-cap, the challenge of flying over The Hump, plus various near-disasters for good measure. In fact as the title implies, the author is concerned about fate as it decides the life or death of a pilot and a long obituary list at the beginning of the volume-" their fortune was not as good as mine," says Gann -more than makes the point. Another theme, constantly hammered home throughout the volume, - is Gann's scathing criticism o'f the seniority system-" the accursed numbers to which we were all slaves. yet how they could devise and fix our destinies ! "
Throughout the book the reader has a consciousness of the real joy of flying and is alongside Gant in his awareness of a nearness to the infinite. There is indeed poetry in this volume which will be avidly read by all those who find serenity in the upper layers'
G.For th,e informati,o'n, of reoders, and particularly neut members Flying" prhl,ish,es bel,oru the requlations relating l;o the of P.F.A., " Popular Permit-to-Fly.
A IRCRAFT are eligible tor inclusion in the scheme provided that lLnot exceed I"r200 lb. (2) The stalling speed, flaps up, does not ,dtesign and construction are of a standard acceptable to the Popular
(f) The All-up-weight does exceed 45 m.p.h. (3) The Flying Association"
1.
Tun operatio,nal limitations are as follows:
The aircraft may congested area of ment or over any the open air.
2.
J.
4.
The aircraft may purposes only.
The aircraft may not flying.
The aircraft may not in a state of adequate working order.
not be flown over any a city, town or settleassembly of persons in be used for private be used for aerobatic be flown unless it is repair, and in sound
5.
No alterations, replacements or repairs which substantially affect the constructional features of the aircraft may be made without reference to the P.F.A.
6.
There must be in force in respect of the aircraft a policy of insurance issued by an authorised insurer which, subject to any restrictions or conditions specified therein, insures the owner of the aircraft against all liabiiity which he may incur in respect of loss or damage caused to persons or property on land or water or in the air
by, or by any person in, or any article or person falling from the aircraft while in flight, taking off or landing, and the amount of liability to be covered by such policy shall be not less than €10,000 in respect of loss or damage caused on any one occasion. For the purpose of this condition, " authorised insurer " shall have the same meaning as in Section 43 of the Civil Aviation Act, 1949.
7. The aircraft may not be flown in any manner whereby the said policy of insurance would be invalidated.
The aircraft may be flown only by day and in accordance with either (a) visual flight rules, or (b) a special V.V.F.R. clearance issued by the appropriate Air Traffic Control.
The aircraft may be flown only within the United Kingdom. Special dispensation for flights abroad can be arrange provided that the owner has an invitation from a club in the country he wishes to visit; this can easily be arranged either direct, or through the P.F.A.
Members of the Pooular Flying Association may have the use of^t!'it rolumn for adverlisins rrliii"t',ont,d, exchangi or disposal. for. ONE rtsa'hbi'oit ;;l;'iT ioiat pnnd- if-o]o-re than one insertion it mus-t 'ii ,"ii'ii'n ii cduanre'ii"*i iii i1.4d' p".*ord (min' L2 words)' ";';";i".'i;'.'6;.'";i;;:.--NZ'n-ii"iii,i',niis?'ior' at th'e rate of 6d' per iiia din. 12 words\. Box No. ls- 6d. e'rtrc' ""Ciiiii:i iia"iiiiii oiirrc inorta be crossed and sent to P'F'A'
NEED USED JAP. J99. engine, Jn-qs-t hltve.log book and '"iil"ft"i."-- prtiicr. P;c[;-rd;' 16is' s.otl'"t-ton Road, bin;innatti, Ohio, U.S.A.
SWALLOW GROUP have Vacancies for-new members Irii.tl'r-"i;"p.F.i. s""- D. Bernard, 156 Eastcote Road' Pinner. Middx. iti.i;.Ni.^F[t.* Gtoop have room for two new members with il'ili."'G[;;;isii,. ii. w. Mitt., o8 Kennedv Road, Hanwell, w.7.
PERCIVAL PRENTICE' 4 SEAtS, fittEd IO ChANNCI STRgX, i"iii'i^.Liii"i;-tv;; c. of A.' half run and readv for imilliii,i-"i"r1u"ivl-- ori"ii' considered around- fl'6s0 tioi. ttz P.F.A.-19 Park Lane, W.l.
WOULD LIKE TO TRADE, 35-m'm' colour slides of present r;*Jfr,atfxi:n"'*s:h'siJl:l,t'j3*11Ti:'si:"J:'
TAYLORCRAFT'D'. Cirrus Minor 1,6^19 hrs (l79.to
;;ii"i;;-;i-uit: ?t-s galls per hr.; l0 gallon tank; EI'"i a...'rir"iitl lbez (l veirl ; blue and red. green interior ; i:ri;;;i'V;;;;;: -edod o.'off..' ! E.. Blvth. Yorkshire
TirEt"iiuiffying Group, Stone Mill, Maltbv, Nr' Rotherham' " MOTOR TUTOR " FUSELAGE,Set. of new instru-iiiti -r#-1.,q'.p.-F"*"t"d uttra-lGtrt, " Luton Minor'
il;;wi;;t, P.FA., muret Badse' Roberts, 28 Mumbles
Blackpill, Swansea.
FOR SALE, Unused "Motor Tutor" Fqselage rvitl
bii*i"di-"itd lnstruments, f30 the lot' Roberts' 28
Mumblds Road, Blackpill, Swansea'---
iA?'ei- ENeiNETi['oF. - w4.rrmo' J' connor, c/o
3iilp.6". -Atdti;^ Seivices, Elstree Aerodrome' Herts'
LUTON MINOR OR STMILAR I-ILTRA-LI9IIT WANTED
;;.t;;*;;'*it t; nv stin"' Stone Mill, Maltbv' Blvth
(PFG. 128) Stone Mill, Maltby, Nr' Rotherham'
TIGER MOTH for Sale, f25g:^ C' of A' expired Februarv'
i'9e'o:-E;E;-t"".s "htv rso- siqce comPlete overhaul' Xii*."" Zlso uppto*. lecently fitted new lower mainil;;::";"*-ieii'fuselage. ne\r prop' electric intercom' ffi;iid "n-o"t"riiiue". oi will break 'for-spares' for prices lriiiitt- pt"itJ "nq"ir" to secretarv, 23 Norwood Avenue' $.irffi;{,-ii""..=-biti,"tvt buier collects from Kidlington.
MILES MESSENGER G-AGPX for Sale.' Engine.hours 'tti"Isc.<jl airrus Major Engine supplied .bv Blackburns' i-ri F'-i*"r'roui* ls+o"tl 17 since c of !)' Three vears 8'LrL::iirii-J"i, Mut.t, 1962. The aircraft is pa.inted two Ion""a' srui"ino-ii u"o"iirullv equipped .with spe-cial leather ;;iil.t"dit"n"En" a r"11t11s='A.rult ulind -flving. panel ;i;ili\4.R1 st (i3 it,ann"ls) v.H.-F' 11.$ a special Lear A'D'F' 12 D. radio compass i"iiittea bv Whittimores of Crovdon iial"aii-ia ";-ih; C;fA. The aircraft is eoulnned yith u'-iOO *utt generator which gives ample output for V'H'F' and iadio c6mpass to U" ,,s6a at the same time and -gives fffr"fi;U;;.-foi ttt" ielf-starter'The aircraft is,equipped "*liin I'.iuf iontrol, and-has a metal p-ropelter' Maintained ;#-q;;ft;ly"[.A;.c. ichedule-s. cu" ]"inspected .at ii;"Gi;d aerodrome. Price f,2,400' P' J' Butterfield' Fiiiwinds, Park Lane, Broxbourne'
STAPLEFORD AERODROME, nr' ROMFORD
ESSEX Phones: STAPLEFORD 210 : ONGAR 135-6-7
A.R.B. APProved Exchange GiPsY Maior, Cirrus Major and Cirrus Minor Engines
C. of A. Overhauls and Maintenance
DBIR Stn,
I would like to thank the Committee for the excellent rally they put on at Cranfield. The report the committee gave of their stewardship was every bit as good as the weather we had that week-end, and the old saying of the sun shining on the righteous could not have been more true. Most of the people I mot after the rally and during the event, agreed that it was ideally timed and situated, and would be acceptable for next Year's rallY.
There is one thing however that I would like to see continued after the party is over, and that is the friendly spirit of co-operation among the individual and group members.
The visits I make to other groups during my cross country flights are always most enjoyable but I rarely see anyone on our base airfleld.
Surely the purpose of a rally is that the Asscciation's members should get to know each other, and the friendships made during this, short period, strengthened during the following year, besides the swapping of ideas ?
Should anyone be sufficiently interested to take me up on this idea, perhaps we could use the services of this column to establish contact?
D. SexvotslN.Dsnn Sn, The M.P.M. Flying Group operate a Miles Hawk Trainer which we cruise at 110 m'p'h', at 1,800 r.p.m. and 2,000 ft., and have been most satisfled with the perfonnance and petrol consumption.
However, the British Civil Aircraft (Vol' 2) by A. J. Jackson, states that the cruising speed is 123 m.p.h., but it does not state the conditions necessary to obtain this cruise'
We would like to know through your column whether anybody can enlighten us on the correct cruising sPeed !
RoY Mrtrs, M.P.M., FLYING GROUP.
P opular Flying, JanuarylFebruary, 196l
LIMITED
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Whether it is ultra-light, latest jets, airliners or nostalgic old limers, you can rest assured that your interest will be satisfied by " Asnorrloorllen " with every issue, out on tl"re l5th of the month. Accurate l/72nd scale drau'ings of a few of our ultra-light series from " Aircraft described " are shown here. They are available as reprints at Prices from 6d. upwards according to scale and size. Our 160 page fully illustrated Plans Handbook gives full details and listing, price 2s. inc. Post For full details of magazine subscription suPPlY, Plans and our book range, send S.A.E. to :-
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EUSTON 615l (7 lines)
for AGS, AS and BS Standard Parts, Fabrics, Materials, Steels and Non-Ferrous Metals to approved specifications
We make no apology for basing this announcement on last month's back page statement of the Popular Flying Association.
We agree very wholeheartedly with the P.F.A. Aims as listed and do our best to support them in a practical way-this is how:
l. By manufacturing the Turbulent and pricing it under f1,000.
2. By offering low priced and jig built spares and components for the Turbulent, including full kits.
3. By rebuilding Tiger Moths and offering them " as new " at less than_ original manufacturer's price.
4. By offering the services of our fully approved and highly skilled engine and airframe departments for the repair, overhaul or C. of A. overhaul of your aircraft or engine.
5. By offering by far the lowest priced modern touring aircraft on the market-the 2, 3 and 4 seat Jodel range.
And here's a slogan which sums it all up" Rollasons the light aircratt enthusiasts "
Telephone: CROYDON 5151