Popular Flying March/April 1961

Atiation's Piper Apaclte G-ARBIY at Duhlin. Airport.

*g1- '* "*-H *r fiirg .F $HELL A]r|[I BP Al/IATIO]tl PRODUCTS

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Populor FlAing

MAGAZINE OF' THF], POPULAR FLYING ASSOCTATION

Publishecl bv THE POPULAII FLYING ASSOCJATION

L.ondonderry House. l9 Park Lane, W,l. Telephorre : GROsvenor 1376

Managing Edifor ROBERT GOODAt,I-

(.ONTENTS

l. Eorrclnral.

2. T:e-e MnsgprulD TROPHY.

4. GErrrNc PRrvnr-E PLANnS ArRsoRNe

6. WrrH rHE GROUPS.

8. FlrceNHana Arn Rallv.

10. Lrcur ArRcn,tpr Rouxo-up.

12. ArncnAFT CoNSrRLrcrtoN AND MAINTENANCE.

I5. Jncrc Lasr A Tnlsurr.

I6. P.F.A. Mnulspnsstp Ca,n,tpRtc;N.

EDITORIAL

NIEW members are beginning to join the Popular ' \ Flying Association movement as a result of the Ch.airman's campaign announced in the previous issue. Readers will flnd a further membership form in this issue and present members are urged to make an effort to persuade light and ultra light enthusiasts of the benefits of P.F.A. membership. What are these benefits?

Among material advantages may be mentioned the availability of plans for ultra light aircraft constructional enthusiasts, tlte arranging of Permits-to-Fly, advice on constructional and engineering problems, Group membership, navigational advice for the light aircraft flyer, free advertising in the classffied columns of this journal.

There is in addition the satisfaction that is derived from belonging to a movement that is pledged to assist the promotion of ultra light and light aircraft operation in this country. There is a social side to membership of the P.F.A.-and one includes the annual Rally in that category-and there are other pleasurable occasions. All this must surely be worth a modest f2 per annum.

Realising the need to give a muclt-needed stimulus to private flying, with the desirability of enjoying public awnreness and support, the P.F.A. Executive recently decided to endeavour to increase th:e readership of " Popular Flying " by making it available on the bookstall and by subscription. These moves are now in hand and a magazine-only subscription of f.l .for 12 issues has been inlroduced.

Individual membership oJ' the P.F.A, (two ltounds per annum) entitles each member ,o PoPLILAR iryrNc .free o/ charge- Additional copies -mty be

Po1tular Flying, Marth-Apri!, 1961 '

It should be emphasised, however, that this is not intended in any way to replace membership of the Association which still remains the prime object and in fact is better value and obviously a more satisfactory proposition for those who fly or intend to fly.

THE EDITOR.

The Ponular Flying Assot:itttion is the representative body in the IJnited Kingdom o.f amateur conslruclors and operators of ultra-light and ' grottp operated aircraJi.

obt ai ned f r o m P. F. A. H e adq uarter s at Lo ndonder r y Hcuse, 19 Pa.rk Ln.ne, London, l'y.l , at ts. 6d. including postoge. P.F.A. Groups receive one copy free and Secretaries may obtain a discount rtn arlditionul ordars .from ha G rotrp.

The Masefield Trophy

rf\HE Masefield Trophy was presentectr to the Association in 1950 by our president, Mr. Peter Masefield, I to be awarded to the group which had shown rnost efficiency during a given year for its flying and allied activities.

In presenting the Trophy, Peter Masefield particularly asked that the safety record of the group and its efforts to promote safety should be taken into account.

For the first two years of the Competition, Cardiff Ultra Light Flying Club proved that they were the most efficient group in the way they operated their Tipsy Trainer. The following year Experimental Flying Group won the Trophy with their Moth Minors at Redhill.

U LTRA LIG !.{T SCORES

In those early days the fact that a group operated an ultra light aircraft carried a great deal of weight and in the following year, 1953, the Montgomeryshire Ultra Light Flying Club won the Trophy with its operation of a Tipsy Trainer from the eyrie at Welshpool.

Tn 1954,47 Sqn Flying Group won the Trophy, but a year later it passed into the hands of the Cambri<ige Private FlYing GrouP.

By now the Association and its groups were growing so fast that much. of the judges' time was spent travelling, and the bias towards the ultra light was being outstripped by the larger groups with. several aircraft. The Warwickshire Flying Group in 1956 demonstrated the supremacy of the large group with. a number of machines. This groupi, while it was a member of the Association, was one of our largest groups, and with its films and television interviews, did much to strengthen the Association and bring it to the public eye, besides landing the Trophy'

The Suez crisis in 1957 limited the flying )

activities of the groups so much that it was decided not to run the competition that year.

The beginning of 1958 saw a complete change in the judging panel and to the new judges it was obvious that the growth of the competing groups would make the Trophy a battle of giants with the smaller groLrps pushed out by sheer weight of numbers.

REVISED RU LES

The original rules and questionnaire were revised and a system of ratios devised to place all competing groups on the same level. This was done by sending questionnaires to the groups from which information was obtained on the number of aircraft, total hours flown, numbers of pilots and students, etc. From this was calculated the average hours per aircraft, hours per pilot, pilots per aircraft, and the ratio of pilots to students.

This data was averaged for each. ratio and marks awarded according to whether a group's particular ratio was average, just above or below average, very low or very high. These four sets of marks gave a basis, and from the rest of the questionnaire information was gleaned on such matters as premises and equipment, method of instruction, social events, lectures, touring, etc., but above all, the safety record, which, needless to say, is always checked with Lloyds. The marks thus allocated add up to produce the short list.

In 1958 our modified judging was justified by the fact that two big groups were on the short list with two of the small groups. Round two

Pottulur .Fl.vins. Murch-Apri!. 1961

olthe competition comprised visits to the groups, where the facts given in the questionn.aire were checked. Were the maintenance and machines as good as we had been led to believe ? Log books, pilots records, even the balance sheet were looked at. One of the most important requirements was group spirit.

SPOT VISITS

Spot visits made sure that the group was not seen on its best behaviour, with everything clean and tidy, but just as it would normally be throughout the year.

The judges did not require the casting vote of the Chairman in 1958, for they quickly decided that the Sir Armstrong Whitworth Flying Group were the winners with Glamorgan Flying Club and Sherwood Flying Group coming second and third. Th.us a one 'plane outfit, with sheer enthusiasm and hard work had won the Trophy from the big groups.

The 1959 Competition was held along the same lines and again the A.W.A. Group took the Trophy with the Fakenham Group second. A group which did not get on to the short list but who are worthy of mention is the Great Easton Flying Group. They were quite resigned to the fact that they did not have a chance, but as they said in their covering letter, they were prepared to put up some opposition to the bigger groups.

The winning group f,or 1960 has yet to be decided ; the forms h.ave been sent out once again and are beginning to come in. Those who return their questionnaire within 14 days get a bonus point, while those who only manage to get their forms back inside the four weeks time limit get nothing. Forms returned during the 4-6 weeks period lose a point, while forms returned later than six weeks are disqualifled. The Hornet Private Flying Group have probably set up a record by returning their questionnaire completed in four days.

The AWA Boys reckon that they must win Populor Ftyins. March-April. 1961,

the Trophy as they cannot get it off their club room wall! But the McAully Group say they are quite prepared to accept the wall as well ! 600 Sqn. Flying Group at Biggin Hill feel that the Trophy would be well partnered by their Squadron Plaque in their crew room. Lincoln have also commented and Blackpool & Fylde would no doubt like to have it as an additional attraction to the illuminations. The Rutherglen Boys, of course, feel they are ready to win the Trophy and take it north of the Border and in fact there is every sign of keen competition throughout the Groups for the honour of being the next Masefield Trophy winners.

R.M.

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FROM ALL 'ebliirlsEl--L-ens ?0t, or, in ccse of difficutty,92s. bv -"- post, from the publishers GEORGE NEWNES tfD., Tower House, Southompton Street, London, W.C.2. (Fully descriptive leoflet on reguest).

Getting Fris)ute Plurles Airhorrle

HE increasing popularity of private aircraft in foreign countries has encouraged hopes that Britain might secure a greater share in the export markets for such planes'

tr', it',. United States there are about 70'000 private aircraft. Some are quite large' They include privately-owned airliners'

In Britain, private flying is static' or' in some ,erp..ts, deciining. But it is flourishing in Fran"e. During a trip this autumn in my Proctor to Cannes and Geneva' I saw only one other British private plane' a Miles Messenger at Lyons.

Ai tn. various airfields t visited' there were pt.nty of French light planes' and some Ameriiu, tn., with French registration markings. Aboutzssmallaircraftwereparkedonthe Customs airport at Cannes' This year' for the fi.rst time' there was no room for the Proctor in the hangars.

ManY Restrictions Iil, J;:',,[,'J: J,il'". 3;' f''i' ?:[T''-#l

The number of French private pilots has increased from 8.699 in 1955 to about 10'000 to-daY.

griiist private aircraft numbered 867 in Septembe.. fht total was made up of 496 business and private planes ' 322 in clubs and groups, ana ig in training schools' The total iu-U.i of private planes in France is now about 3,000.

AirfieldsinFrance,opentosmallcivilplanes, number 302. In Britain there are 102 civit airflelds theoretically available for light aircraft' but there are many restrictions on their use'

Some are owned by aircraft manufacturers or other firms. Prior permission to use them is usually necessary--and not always given' Others' including Gatwick, Surrey, wilt not accept small civil planes unequipped rvith radio'

A radio set for a light aircraft costs about L250 to f350. When you have it, you are not much better off. An instrument rating' a set of expensive blind-flying instruments, and some form of approach. and landing aid, are still required U.for. one can fly under the direction of ground controllers in really bad weather'

The larger types of planes, suitable for use by business executives, are expensive' Over 500 twin-engined de Haviland Doves have been sold' The Dove. as an executive aitctaft' can accommodate five or six passengers, and' as a miniature airliner. eight to 1 1.

lt costs about f36.000. An additional f'10'000 is required to provide it with radio and full equipment for bad weather flying' These charges are small, compared with the costs of jet-powered aircraft, carrying about th'e same numbers of passengers. which are now being produced in. America for business flying'

What is needed is a modern single-engined British aircraft which sells at f 10,000 or thereabouts.

In recent years' the only British firm designing small single-engined civil planes and selling them in appreciable numbers. was Auster Aircraflt. lt is now a subsidiary of the Pressed Steel CompanY

There are about 23 United States companles producing light planes, nine in France' five in ituly, and seven in Western Germany' Some of the American. companies have had long experience in this business. One of the largest' the

P/)pulttr Ft.vint:. Mtrrh-April. 1961 '

IfBritishfirmsaretoincreaseliglrt^ai*raftexports,effortsmustfirst be made at home says at C**olor. L:^E s. Payne, Ailcorrespondent of the .o Daily Telegraph.,, . Y" ,r" lrro.6t.a to Air commod"tt Payne anA tne on Daily T;I.grir1r;;-ior perrnissron to reprint this article.

Cessna Aircraft Company of Wichita, Kansas, was incorpoarted in 1927 and has produced more than 35,000 aircraflt.

lf British manufacturers want to export reasonable numbers of light aircrafi, they must. do more than dream about a new golden age for private flying. There will be considerable difficulty in promoting sales of srnall British planes abroad.

The first essential is to create an adequate British home market. Without this, British flrms will lack the experience required to compete with foreign manufacturers.

Unfortunately, British aviation authorities have been more active in restricting, than in encouraging, private flying. This tendency is particularly obvious in their attitude towards small airf,elds.

The British approach to this problem seems to be that a licensed State-owned airfield must have an ambulance, fire-tender, charge-hands and policemen, traffic controllers constantly on duty, telecomrnunications, and, perhaps, a meteorological station and some form of approach aid. Thus, the upkeep of even small airfields becomes expensive. The British authorities then say that they are a nuisance, too costly considering the traffic they handle, and must be closed down.

That is what happened to Croydon. with the result that London is one of the very few European capitals without a Customs airport for small aircraft in its immediate vicinity. The same fate would have overtaken the Customs airport at Lympne, near Folkestone, if it had not been taken over by an independent airline which still allows it to be used by light aircraft.

Cutting the Costs

A LARGE number of the small French -fLstate-owned airfields are run by one gardien who seems able to complete with all the necessary work, including refuelling aircraft. The British authorities should modify their ideas about the minimum facilities required at airhelds used by small planes.

Some airspace must be provided for private aircraft. Britain is covered with a network of airways corridors reserved for aircrafl flying under the directions of ground controllers. These airways extend upwards to 25,000ft. and downwards usually to not lower than 2,500f1., except in the London area (1,5001t.) and at Manchester (1,000ft.). But they descend to ground level near airports.

As a first step towards providing more airspace fbr private flying, airliners and other transport aircraft could be made to fly above 3,000ft., except within a specifled radius of their terminal airports. This would reduce the noise from large modern airliners heard by people on the ground.

British manufactu.rers of light planes, in co, operation with the Air Registration Board, must find means of reducing the great expense of inspections for airworthiness certificates, now mainly due to labour costs.

They involve excessive dismantling, to see that everything is all right "inside." This is a costly business and has some hazards. In the process of reassembly, mechanical faults, which did not exist before, can be, and sometimes are, created. More up-to-date methods of inspection could prevent this and would be cheaper.

Private flying, like private motoring, has become more difficult, mainly because of the density of other traffic and the need for extreme caution. lt is also getting increasingly expensive.

There are navigational ai<trs which were unavailable a f-ew years ago. But they are costly and considerable experience is required to use them properly. Further, there is a definite limit to the weight of ancillary equipment that can be carried, besides passengers and luggage, in small planes.

It is possible that aircraft able to take off and land vertically, and almost fool-proof to operate, will eventually be produced. But there are few signs of reasonably-priced vehicles of this kind being available for private flying in the forseeable future.

Populur k'ly irtg, Murch-Apr il, 196 l,

withthe

continuedbuthadmadeprogress.Duringthe evening Dennis Kirkham, winner of the spot landing contest, was presented with the Bill Higgins Memorial TroPhY'

One of the most pleasing points about this gathering to my mind was the close friendship Letween the groups in this area'} which was emphasized by the fact that both the North Xorfott and The Waveny Flying groups attended the dinner and received a good deal of leg pulling into the bargain'

Birmingham Airport group are now operational again *ittt a rebuilt Tiger Moth' while the Moritgomeryshire Ultra Light Flying Club are run.ring a dance and raffi'es to raise funds so they may become airborne once again'

The Winter months are now behind us' and with the better weather the fine weather pilots are beginning to return to the airflelds and ;;;.pt: to 1ne stalwarts, the spring weather Iir., a chance to spread their wings and leave the circuit.

In the case of 181 Proctor Group of Baginton' s.cretary Geoffrey Grimmett went to Ethiopia early in the New Year to look at some aeropiun.t. Geoffrey says that all went fairly well to pir" "ra is sending us the story of the flight at a later date.

While th.e winter months may frustrate the enthusiast, it is the high spot for dinners and social events. One such event' to which I had the privilege to be invited' was the McAully Group's Annual Dinner and Dance at Colne House, Cromer'

The Dinner, besides being well attended by group members, was first class' and was rounded Im o-V the best after dinner speech I have heard for aiong time-from the group's chairmanTony Sutherland. The toast to the Guests was propot.O by Bill Bryan, and the toast to the group tV the writer. Dancing continued until the "urty hours. It was good to see a group which despite some serious set backs had not only

Nearer home the Mill Hill Group have now got a Gemmini and twin conversions are well in hand.

Our best wishes go to Ron Flockhart (Lotus Flying Group) and his wife for their future happilrers in itre years to come' Should any of o*^*.*bers be in doubt, Ron's Mustang for the record Australia-England attempt is not on the Lotus group strength as an ultra light !

North of the border Dr' Frank Roche of the Rutherglen Flying Group and our representative for Scotland, has been spreading the gospel of our brand of flying and is busy helping some enthusiasts at Prestwick to form a group and get started on building an ultra light two seater' From his latest letter, it would appear lhat interest in aviation in Scotland is on the up and up.

Mr. Blyth of the Yorkshire Territoriat Flying Group, and our representative for that area'j te1ls me that despite the winter weather his group utilisation is still increasing and they will have to have another machine to help out their present TaYlorcraft.

Bill Woodhams of the Armstrong Whitworth Flying Group and our Coventry Engineering

Office at Baginton, has managed to find time from getting the Turbi ready for this summer to help a new group over the first hurdles to getting started, and we look forward to its affiliation to the Association.

By now most groups will have received their petrol rebate, and judging by the letters that I received from some groups this was not a minute too soon.

I would like to point out that this delay is caused not by the inefficiencies of the Association or the Ministry of Aviation, but by the group secretaries who fail to fiIl in their group's application forms promptly or correctly. Forms are sent to the Ministry in batches and if a form has to be returned to a group delay becomes inevitable.

ln actual fact, once we receive payment from the Ministry, the groups receive their rebate within a week to l0 days. If anyone still has any doubts, I should be delighted.to give him any assistance to help to speed up the process. While on the subject of rebate, I would like to emphasize the fact that the amount deducted by the Association has been reduced to l+% for rebate claimed in excess of f 100 in each six month period, although the amount for the f,rst f 100 still remains at 2t%. The P.F.A. makes a point of not deducting more from the rebate as a group improves its utilisation. To the impatient groups I would say that any money saved is worth waiting a little longer for; the answer lies with all the groups and it is up to you to see that your application forms are returned promptly and correctly.

ROY MILLS.

A happy group at the McAully Group's annual dinner and dance at Colne House, Cromer. Photograph by oourtesy of Eastern Daily Press.

Populur L l-virtg, l\'lurclt-A1tr rl, l,961,

HE tg6l Fakenham Air Rally at Little

Snoring Airfleld, Fakenham, and organised by the McAullY FlYing GrouP was undoubtedly a considerable success' ln all 53 aircraft attended the two-day event' Apart from the ever-present Austers, Messengers and Tigers' aircraft on show included the group Chairman's Tipsy Bellfair, a Rollason Turbulent, an Oxford Piper Colt, an Air Coup6, a Globe Swift from York, the Czech Aero 145, a Cessna

FAKENF{Ahfl AIR RALTY

'o Sky1ark," a D. H. Beaver from Woodbridge and six ChiPmunks from Cranwell'

One of the highlights ol the first day's programme were two jun-rps by Mr' Mike Reilly' captain of the British Parachute Team, one a delayed drop from 10,000f1, with the 'chute opening at 1,500f1. Other events included a treasure hunt, flour bombing and the manufacturers' demonstrations. Members of the group were able to fly in the Air Coup6, Piper Colt and

Mr. W. Willis, yice.chairman of the McAully .Flying 'Cro,rp, inspicting thendemonstration Aero L45')

Aircraft in this line up inclu(e a,local Auster J chairman Mr. T. Suiherland and still carrying York and the D. H. Beaver from the American 8

4, the Tipsy Bellfair G-AFJR,now owngd by the-group iti king'i Cup itr Race number, the Globe Swft.from Flying"Club at Woodbridge, Suffolk'

Pttpulur ttlying, Nlurt'lt-April, 1961.

Aero 145-" we were favourably impressed by all three " reports group secretary Mr. Denis Kirkham. The second day's flying programme, which was to have included the Elwyn McAully Memorial Trophy aerobatic contest, had to be curtailed on account of winds gusting 30-40 knots. This trophy is in memory of the late Etwyn McAully, founder of the group and one of Britain's leading aerobatic pilots.

Celebrities at the Rally included Mr. C. Nepean Bishop (C.F.I., Tiger Club), S/Ldr. D.

H. ('Nobby') Clarke, D. F.C., A.F.C., an exBattle of Britain pilot, Mr. Norman Jones of the Tiger Club, Miss Sue Burgess, lady parachutist and pilot, also of the Tiger Club.

The McAully Flying GrouP which was founded in 1957 is a co-ownership Group of people from a[[ walks of life-farmers, business men, farm workers, shop workers, school teachers and many others who spend most of their week-ends at Snoring either flying or learning to fly. The Group currently owns two Tiger Moth aircraft, and has the use of two other cabin aircraft which are privately owned.

At the dinner dance that wound up the Rally Mrs. Barbara McAully, widow of the group's founder, was made an honorary member of the Tiger Club.

Lt. Cmdr. R. E. E. Taylor with the Oxford Aviation Piper Colt. We are greatly indebted to Mr. Frank Bryanfor these pltotogralths.

Populur Iilyitrg, h:lutch'April, 196L

PERMIT CHARGES

rf\HE Popular Flying Association has anI - ooun..d that a three monthly Permit-to-Fly may now be obtained at a cost of 15/-' Permit' for a full Year costs 30i-.

In future Pernrits-to-Fly are to be issued to non-men\bers of the Association at a cost of f'4'

EXECUTIVE AIRCRAFT

E\EVELOPMENTS in the executive aircraft t) " fl.ld include a growing demand tor the smallest machine in the Piper range, the Colt' a single-engined two seater which came off the production line last November' The price is fz]g} and it can be operated for about l0d' a mile, including depreciation, insurance and servicing.

KTDLINGTON ENTERPRI.SE

The Oxford Aviation Co' Ltd', of Kidlington haveannouncedtheirintentionofoperatingan Executive Charter Service, using Piper Apaches 10

and Aztecs. lt is also the Company's intention to operate single engine Tripacers for flying tuition and also a 'o learn as you fly " service for business men.

CORAL ISLAND AIRSTRIP

Preliminary investigations have started at Hayman lsland, a resort on Australia's Great Barrier Reef, to prepare for the construction of an airstrip to cost about f'A300,000' The present aircraft link with the island is the " Golden Islander " amphibian service operating from Mackay, in northern Queenstand' The airstrip will be on the reef between Hayrnan and Hook tslands. Aircraft will land on a surface of crushed coral well below the level of the water' which will be hetd back by massive banks'

STRAIN ON PILOTS

The question of how much flying and consequential physical and nervous strain a pilot can stand before his proficiency is impaired is to be studied by a team of physiologists and psychiatrists under the direction of the Air Ministry's Flying Personnel Research Committee' Popular FlYing, Murch'APril, 1961

ROLLASON TURBULENTS

Rollason's of Croydon Airport are still busy building and flying the Turbulent. To date the company has produced l8 of these aircralt and there are more to come. The spares and components side has also kept busy and this seems to show, says the company, that there is a keen interest in this game little aeroplane. Turbulents are built at Rollason's from start to finish by hand exactly as they might be by the amateur. It is interesting to note that in this age of machines and mass production there is still a corner of Britain where craftsmanship counts, and where an aircraft can be found coming offa production line built from start to flnish by skilled hands.

Rollason's say that their Tubulents "have now been developed into a high state of perfection and are clocking up an enormous number of hours, proving themselves to be a sturdy and reliable little all-weather aeroplane, apart from proving to be cheaper to fly than to run a saloon car. Many Rollason refinements such as sliding cockpit canopy, uph.olstery, efficient differential brakes, eleven channel radio

Popuku' Flying, March-April, 1961

transmitter-receiver, wheel spats and fairings, cockpit hand engine starter, impulse mags, 40 b.h.p. engines, etc., havc gone into making this very popular aircraft."

Rollason's are starting construction of a Turbulent intended for a Certificate of Airworthiness. " This has of course involved the Air Registration Board," say Ro[ason's, oo and, being just about the smallest machine they have ever had to contend with, has caused a great deal of interest." One must not forget in all this to mention the name of Mr. Norman Jones, the driving force behind the Rollason Turbulent project and whose unbounded faith and enthusiasm in the aeroplane has helped immeasurably to put it on the map.

Photograph: James Wilde.

This photograph, of a Turbulent wing under construction at Rollason's, shows the best and most accurate way of building up a wing unit. With the main spar flat and the ribs and rear spar accurately built upwards and bracing members fitted whilst in this position no wing twisting troubles should arise.

Part 2 : '[hq: Fabric Couering (Conrinuec{)

TN his previous article Mr. Deverell took the lconstructor through the operation of giving the fabric one coat of dope and continues bv describing the stringing procedure. In a later issue Mr. Deverell will be dealing with the subject of care and maintenance of fabric-covered components.

First, dope on to the fabric al each rib boom, a strip of l" Egyptian tape; this is to reinforce the covering where stringing operations are to be carried out. The "string" used is a waxed linen braided cord, a very strong cord for its size, and rolled flat on the reel in order to avoid unnecessary protrusions in the vicinity of the ribs, when the stringing operation is complete. Those who are not sure of the method of stringing had better have their inspector show them first, as to do it incorrectly will not only spoil the whole job but can be useless and even damage the fabric. The stringing spacings on the aircraft we are concerned with is three inches with a doutble knot on the sixth " stitch "; the knots are usually on the surface for convenience and the joining link between each o'stitch". A stringing needle is required at least nine inches long and about 5164'thick, with an " eye" aL the end to receive tl6 cord. lt is best to have the wing trestled with the chordline horizontal and the wing at a convenient height for working above and below. Next, from the vicinity of the rear surface of the main spar, mark off the three inch spacings on each side of each rib boom, top and bottom, taking care to avoid putting a mark immediately over the aileron cables as it is undesirable to have the cord binding against the aileron cables when passing the cord through the wing. Enough cord is threaded on to the needle to completely string one rib and it should be noted that the cord is not doubled.

We now pass the needle straight down through both surfaces of the wing and on one side of the t2

rib, then pass the needle and cord back up the other side of the rib, to join the end of the cord and be secured by a knot which, if not known, will need to be demonstrated. We next pass the needle straight down through the wing three inches away and continue the process to within three or four inches from the trailing edge. It is a good idea, when passing the needle through

by A. Deuerell

the wing, to feel gently around with it before passing it through the other surface. This ensures that there is no obstacle, such as control cables, in the near vicinity. The stringing is sealed with two inch serrated tape doped on and rubbed down with a pad of fabric. The whole component has now had one coat of dope but before we proceed with the doping operations, there is one more job required to be done.

lt is of vital importance that the component be suitably ventilated not only to remove damp in a natural way but to equalise pressure inside to the surrounding elements. This is achieved by doping on little vent eyelets in each bay on the under surface just in front of the trailing edge. These eyelets are merely little oval shaped pieces of thin acetate with an oval hole of, about f " across the narrow width. When the dope is dry, a hole is cut in the fabric with a sharp pointed knife, through the hole in the eyelet. lncidentaly, boxed-in wood components should also be suitably ventilated for the same reasons.

For the beneflt of future inspection, " Woods Rings " should be doped on in suitable places, such as in the vicinity of control cable pu[[eys, on the under surface. These rings are of the same material as the eyelets only they are approximately four inches diameter. When inI'opttlur b'lying, M urch-April, 1961.

spection in the wing is required, the fabric is cut out from the centre of the ring with a sharp knife and the inside of the wing can be seen. The ring prevents the fabric tearing. After inspection, a rip off patch is then doped over the hole and ring. The second coat of dope is now well scrubbed in to the fabric and allowed to dry after rubbing down with a pad of fabric.

After the third coat of, dope has been brushed on, it is wise at this stage to start preparing a good smooth surface. Great care is needed when gently rubbing the serrated tape edges with a very fine sand paper. These edges can be virtually moulded into the rest of the fabric. A safer way is to very carefully resort to rubbing down with'owet and dry". Be careful not to press on the fabric or saggy patches can occur and do not overdo the rubbing in the vicinity of stringing, ribs and structure or one can rub through the fabric with disastrous results. Thoroughly dry and clean the wing and carefully brush on anoth.er coat of doPe. IncidentaTly, a well ventilated room is required for these doping oper-

ations as the fumes can be rather overpowering; also do not attempt to carry out doping operations in extremes of temperature or cold or humid draughts. The effect of the dope relies entirely on the right conditions when applied. For a really good final finish, the final coats, well thinned down, can be sprayed on and allowed to dry for at least 24 hours. Beware of flre risk; do not have open electric or coal fires, etc., anywhere near the building, during these operations. Remember, although dopes appear to be dry within a matter minutes, it takes at least twenty-four hours under the best conditions for the shrinking effect to take place. Before the finisher colours are applied, an aircraft primer sealer is sprayed on. We are always amazed at the remarkable glossy finish that can be achieved on fabric components if things are done the right way and with care. Cellons are always very helpful with advice if asked for. Do not spoil a good job by a hurried finish.

The Legerud of Sairut-Effwperyl

QHOIJLD one take a legend and try to cut it x]down to size ? It is a somewhat debatable point. The human race, in the main, does not begrudge its heroes the trimmings added on by time and memory. But in the case of the famous French aviator and poet, Saint-Exupery, perhaps this objective assessment had to be written so that fact could be distinguished from fiction. It is a readable volume, giving as it does a great deal of the background to SaintExupery's life from his student days to the final flight when he vanished in his Lightningin 1944 on a reconnaissance flight from Corsica.

One of the early chapters tells how SaintExupery, frustrated in his efforts to fly while on compulsory military service, manages to persuade his mother, at great personal sacrifice to herself, to put up the money so that he can take a private flying instruction course. These early flights left an indelible impression on Saint-

Exupery for there is passage after passage in his books describing the feeling of union between. pilot and aircraft and the sudden metamorphosis of an aircraft which, one moment cold and inert, springs to life through the pilot's action-" the mystery of metal turned to living flesh " as he describes it in Night Flight.

One whole chapter is devoted to attempting to solve the mystery of Saint-Exupery's last flight and end. After dealing with all possible contin gencies Migeo concludes that Saint-Expury was shot down by a German fighter but even so one is left with the curious feeling that the case is still not proved.

An interesting biography which might usefully be read in conjunction with the Saint-Expury classics, Night Flight and Wind, Sand and Stars.

G. Saint-Exupery. By Marcel Migeo. (Macdonald 30/r.

CLASSIFIED ADYERTISEMENT ORDER FORM.

Rates: Members of the Popular Flying Association--one insertion up to 24 words FREE

Additional insertions: 4d. per word (min. 12 words) and words in excess of 24 at same rate. Box No. ls. 6d. extra.

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To the Advertisement Manager, " Popular Flying," Londonderry House, 19 Park Lane, London, W.l.

Please insert the following advertisement for... insertions. Is Box No. required ?........

.enclosed made payable to Popular Flying Association. NauE

AooREss

populor F!.ving, Mttrch-April. 1961

TRIBUTE TO JACK LAST

TACK LAST was known to us all in Norfolk

J u, a local character, for his good humour and his outspoken Norfolk turn of phrase. He was a first-class all-weather flyer and hardly ever missed a Sunday's flying summer and winter. He would visit his farming friends on a Sunday morning, land on their flelds, have a " noggin " and then take off on the next visit.

His flying career began in the early years of the last war. He was trained in Canada and later became a flying instructor on Beauforts. He was one of the original members of the Snoring Group, one of the first groups to re-commence flying in Norfolk after the last war. Jack was a keen continental flyer and made several trips with friends to France and Germany during the summer months. Apart from being a good all-

Popular Flying, March-April, 196l

weather pilot Jack was an exceptional navigator; he would fly for miles, rarely looking at a map yet having thoroughly memorised his route and always 100% on course.

Among his other interests was his support for Norwich City Football Club of which he was a member. During the club's Cup run of the year before last he was at every game until they were defeated and generally flew his aircralt to the away fixtures. Fle was also chairman of the Aylsham pistol and rifle club in which he took a very keen interest.

Jack Last did a great deal to promote private flying and he will be remembered by many, many people as a grand type and a very good friend.

M.J.H.

The late Mr. C. J. t.ast who was killed w'hen he v'as struck by his aircra.ft at Seething airfield, Norfolk. during a gale.

Members of the Populctr Flying Association may have the use of-this column.for'advertising articies ionted, exchanged or disposal ./br ONE INSERIION up to 24 words FREE. IJ more than one insertion it must be pald cash ii advance at the rate oj'4d. pe, word (min. 12 w-o-rds). aoi No. 1s. 6d. exta. Non-Memberi chargeable at lhe rate oJ 6d. per word (min. 12 words). Bo.r No. 1s. 6d. extra. Cheques and Postal Orders should be crossed and sent to P.F,A.

NEED USED JAP. J99. engine, must have log book and propellor. Patrick Packard, 3615 Brotherton Road, Cincinnatti, Ohio, U.S.A.

SW,A,LLOW GROUP have Vacancies for new members must have P.P.L. Sec. D. Bernard, 156 Eastcote Roao, Pinner, Middx.

M.P.M. FLYING GROUP have room for two new members with PPL (Elstree). Sec. R. W. Mills, 68 Kennedy Road, Hanwell. W.7.

PERCML PRENTICE. 4 seats, fitted l0 channel STR9X, recent respray, 3 years C. of A., half run and ready for immediate delivery. Offers considered around II.650 Box. 112 P.F.A.. 19 Park Lane, W.1.

WOULD LIKE TO TRADE, 35 m.m. colour slides of present day flying, antique aircraft. for similar with anyone interested.

R. Bud Jameson, 1665 N. 4th Street, Columbus l, Ohio.

TAYLORCRAFT 'D'. Cirrus Minor 1,619 hrs. (179 to So) ; two seats : 4*-5 galls per hr. ; 10 gallon tank

C. of A., March, 1962 (3 years) : blue and red, green interior lying at Yeadon. f,600 or offer. P" E. Blyth, Yorkshire Territorial Flying Group, Stone Mill, Maltby, Nr. Rotherham

" MOTOR TUTOR " FUSELAGE. Set of new instruments for J.A.P.-Powered Ultra-Light, " Luton Minor " Drawings, P.F.A., BIazer Badge. Roberts, 28 Mumbles Road, Blackpill, Swansea.

FOR SALE, Unused " Motor Tutor " Fuselage with Drawings and Instruments, f,30 the lot. Roberts, 28 Mumbles Road, Blackpill. Swansea.

JAP 99 ENGINE/PROP. WANTED. J. Connor, 3 Hog Lane, Elstree, Herts.

LUTON MINOR OR SIMILAR ULTRA LIGHT WANTED must have permit to fiy Blyth, Stone Mill, Maltby, Nr. Rotherham.

TIGER MOTH for Sale, f250. C. of A. expired February, 1960. Engine hours only 350 since complete overhaul. Airframe 2350 approx. Recently fittecl new lower main planes, new rear fuselage, new prop, electric intercom, rebuilt undercarriage. Or will break, for spares. For prices of parts please enquire to 23 Norwood Avenue, Southport, Lancs. Delivery : buyer collects from Kidlington.

MILES MESSENGER G-AGPX for Sale. Engine hours

358 (S.C.O.) Cirrus Major Engine supplied by Blackburns, Air Frame hours 1840 (II7 since C of A). Three years C of A-falls due, March, 196?.. The aircraft is painted two toned Blue and is beautifully equipped with special leather upholstery by Reeve & I(enning. A full blind flying panel with M.R. 80 (23 channels) V.H.F. and a special Lear A.D.F.

12 D. radio compass installed by Whittimores of Croydon and endorsed on the C. of A. The aircraft is equipped with a 500 watt generator which gives ample output lor V.H.F. and radio compass to be used at the same time and gives sufficient power for the self-starter. The aircraft is equipped with dual control, and has a metal propeller. Maintained on quarterly R.Ae.C. schedules. Can be inspected at Stapleford Aerodrome. Price L2,4OO. P. J. Butterfield, Fairwinds, Park Lane, Broxbourne.

PUSS MOTH for sale. Full details, colour photograph and demonstration on application to Dr. G. W. Hall, Roberts Hall, Royal Military College of Science, Shrivenham, Nr. SwinCon. Wilts. All offers carefully considered.

TAYLORCRAFT for sale. Apply G. R. Heneage, Humber Flying Group, Royal Dock. Grimsby.

P.F.A. MEMBERSHIP CAMPAIGN

fN the previous issue P.F.A. Chairmano Mr. -David Armstrong, made a strong appeal for more individual members of the Association. 66 Like the London store that ( never knowingly undersold'r" hesaid, 66 we feel that we can claim to give the best seryices 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."

Haye you enrolled a new member yet ?

To PopuLAR FLYTNG AssocrATroN Londonderry House, Park Lane. W.l

Dear .girs,

Please enrol me as q member of P.F.A. amd send me PoPULAR FLYING commencing with the current issue to the address helov,. I enclose remittance ,for f2.

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Cheques to be made payable to POPULAR FLYING ASSOCIATION

Popular Fl.ying, Murch-April, 1961 , t6

For POP RIYETING PARACHUTE FITTINGS and LIFE.SAVING EQUIPMENT

Airerilfa Materials

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MIDLAND ROAD, LONDON, N.W.l. EUSTON 6151 (T lines)

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

Full details may be obtained from:

Whether it is ultraJight, latest jets, airliners or nostalgic old timers, you can rest assured that your interest will be satisfied by " Asnouoosusn " with every issue, out on the 15th of the month. Accurate 1l72nd scale drawings 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 :-

Thurston Engineering Limited

STAPLEFORD AERODROME, nr. ROMFORD

ESSEX Phones: STAPLEFORD 210 : ONGAR t3S-6-7

Engine Overhaul Specialists

A.R..B Approved Exchange Gipsy Major, Cirrus Major and Cirrus Minor Engines

C. of A. Overhauls and Maintenance

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

FREE specimen copy from MODEL AIRCRAFT

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Af,reraft Materiatrs [td.

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

Rollason Aircraft and Engines Limited

AIMS AND OBJECTS

We make no apology for basing " this announcement on a recent statement by 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 :

1. By manufacturing the Turbulent and pricing it under f 1,000.

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 o' 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 tguring 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 aircraft enthusiasts "