Popular Flying July/Aug 1961

When taking wing r r r . . most private airmen throughout Britain use fuels and oils

supplied by Shell-Mex and B.P. Ltd.

SHELL AND BP AVIATION SERVICES

shell-Mex and B.P. Ltd,, shell-Mex House, stran d, w.c.Z

REGISTERED USERS OF TR,A.DE MARKS

OISTRIBUTORS IN THE UNITEO KINGDOM FOR THE SHELL AND BP GROUPS

1

12.

13.

Popular Flying

EDITORIAL

S this issue goes to press members were still returning the referendum indicating their views on the Chairman's proposal, put before the annual general meeting, that the P.F.A. should consider organising an Atlantic charter flight in the summer of 1962 at a cost of approximately €40 for the return trip.

CONTENTS

It was further proposed that the flight should be timed to coincide with the Summer Rallies of the Experimental Aircraft Association but for those who wished neither to attend the Rallies nor to make their own arrangements in the U.S.A. an itinerary had been worked out to provide five days in l{ew York Jbllowed by a week at Miami at a total cost of f,ll}, to include hotel charges, internal flights and conducted tours within the U.S.A. plus the return Atlantic flight.

The charter company concerned is offering these arrangements on the understanding that the flight would be fully subscribed to the extent of the 118 seats on the Super Constellation which would make the trip, with the inclusive holiday in the U.S.A. conditional on at least 32 members on the Atlantic flight charter taking part.

Without tn any way wishing to influence members' decisions -in any event their views will have"been made known by the time this issue is in circulation-the P.F.A. would benefit, i.f the event were a success, to the extent of a much-needed increase in revenue, a boost in the aviation world, probably an increase in individual membership and the forging of closer links with the E.A.A.

If the referendum indicates that P.F.A. members wish this flight to be arranged the Chairman has already announced the proposal that two seats on the trip should be offered free to the individual member enrolling the greatest number of new members over a stated period of six months. In any event several members have indicated views for the raising of additional finance for the Association and it is hoped that these suggestions will be discussed in a future issue of oo Popular Flyipgi' THE EDITOR.

The Popular Flying Association is the representotive body in the Un.ited Kingdom of amateur conslructors ond operators of ultra-light and group operated aircraft.

1. Eorronr^q,r.

2. WsrcoME ro SwrNsEl,.

4. Wlrn rHE GRouPs.

5. S.A. GovnnNoR-GnNnR,q,r's Cup Rl.cr.

6. PrcrunEs FRoM P.l,Rrs, CARornr', Svwmr .tNo DEAuvue.

10. M. oF A. Pnoposlrs olr Ppnurrrs-ro-Frv.

1. " RBnn Youn PBnurr ClREpunY."

" BunoINc AN AIRCRAFT rN THN ATTTC."

"ArwAYS ANoTHER DAwN" --Ruvlnw.

Individual membership oI the P.F.A, (two pounds per annunr) entitles each member ,o PopuLAR FLvING Jree oJ'charge. Additional copies may be obtained from P.F.A. Headquarters at Londonderry House, 19 Park Lane, I.ondon, W.l, at ls. 6d. including postage. P.F.A. Groups receive one copy free and Secretaries may obtain a discount on additional orders from the Group. Popular Flying,,Iuly-August, 1961.

COMMOAI, SWAAISE/ Venue of 196 I P.F.A. Rally

ITAIRWOOD Common Aerodrome, Swansea's I Civic Airport, is situated in farming country four miles from the town in the centre of the Gower Peninula.

The peninsula measures approximately sixteen miles long by eight miles wide at its widest point and is fast becoming famous as a holiday area because of its excellent beaches and pleasant countryside.

The four most popular bays, Langland, Caswell, Oxwich and Rhossilli are within easy reach and provide perfectly safe bathing and surfing. Of these Rhossilli is the largest, having nearly three miles of firm clean sand and making an ideal emergency landing strip at the western extremity of Gower.

An aerodrome could hardly be better located from an approach point of view, there being no obstructions of any kind for miles around. The countryside falls gradually away to the sea on three sides and the nearest hill, Cefn Bryn, rises to a height of only 560ft. A.S.L. some five miles south-west of the field.

Fairwood was built as a flghter station at the beginning of the war to protect the ports and industries of South Wales. Its construction was afeat of engineering as the land on which it now stands was once a marsh, thousands of tons of rubble being tipped into it before a start could be made on the runways.

The station became operational in June, 1941, with the "Hurricanes" of 79 Squadron and during its career was the base of several famous units, including one of the two "Whirlwind" squadrons,

263, and also Czech, Dutch, French, Norwegian, Polish and Commonwealth squadrons.

P.F.A. INTERNATIONAL RALLY SWANSEA

September 9th arud 10th

A PPLfCATION forms for the 1961 'L I International P.F.A. Rally are now in the hands of members. After two years' absence the Rally has returned to the coast and those who like to combine good flying with excellent bathing and first-class accommodation will find themselves well catered for at Swansea.

A block booking has been made at Swansea's brand new Trust House, The Dragon Hotel. The hotel is air-conditioned and there is a bathroom to every room. Although the cost is a little above normalf,5 per person-this sum includes lunch on Saturday and Sunday, free transport between hotel and the station and beaches, aircraft parking fees, the banquet and overnight accommodation on the Saturday at the Dragon. By present-day standards the cost is reasonable enough.

Early booking is essential as the accommodation is strictly limited.

NOTE: See page S-Fairwood Aeroilrome Runway Lengths.

Additional reservation forms can be obtained from the P.F.A., Londonderry House, 19 Park Lane, London, W.1. p opular Flying, truly-August, 196 | "

Several famous R.A.F. personalities commanded the station, including the Atcherley brothers, one of whom, now Sir Richard, was a member of the Schneider Trophy team and King's Cup winner in 1929.

After the war the aerodrome fell derelict until acquired by Swansea Corporation, rebuilt and finally opened as a civil airport by Douglas Bader on June lst, 1957.

The Swansea Flying School and Club had, however, been in occupation since negotiations with the Air Ministry in 1950 and have been there

ever since. They operate an "Autocrat" and a "Tiger Moth" and flying instruction is in the capable hands of Mrs. Suzanne Ashton, C.F.I.

The newly formed Gliding Club is also in residence at the field and will doubtless be in action durring the Rally week-end, so keep a sharp look-out for low-cables. In addition, there are a lew private and charter aircraft at the airport.

The Manager, Mr. Cooper, will be pleased to welcome you and together with local P.F.A. and Flying Club members will be keen to make yollr visit a pleasant one. Visitors with radio may contact the Control Tower on 122.1 mcls. A limited amount of hanger space is available as an alternative to picketing, otherwise please bring your own cables, just in case.

So with fingers crossed for fine weather, come along and visit the "Welsh Riviera" on September 9th and 1Oth !

Here's wishing you all a most enjoyable Rally. P.D.R"

AIways Another llawn

Illustraterl, 251- net. HODDER and

FAIRWOOD COMMON AERODROME, SWANSEA. Not to scale.

Popular Flying, ,Iuly-Attgust, 1961

The thrilling ltfe story of America's most famous rocket test pilot and the modern miracle called X-15

A. SCOTT CROSSFIELI) with CIay Blair, Jnr.

" Brilliantly and completely told in the tradition of Lindberg and St. Exup6ry." Washington Post.

STOUGHTON

ixiHoT.-{:} ....:. CLUBi AAAIN 6ATE

withthe

arriving, including the Aircoupe demonstrator and tl-re Beagle Auster Terrier. G-APFA. the Association's Turbi, which after a long spe'll on the ground did its stint with the grourp and helped to swell the nurnber of r-rltra-lights in attendance.

Again we are able to announce that three new groups have been accepted and we take this opportunity of extending a warm welcome to Nos. 193, L94 and 82 groups.

No. 193 Group is the Maghaberry flying group operating from Maghaberry Aerodrome.

No. 194 Group is the Hertfordshire Experimental Group. This is a constructional group and it is understood from their secretary that several of the machines at present being built are nearing completion, including his own Benson gyrocopter and two Turbulents by Messrs. Rogers and Conner.

The Third New Group is 82 which has regrouped after several years of disbandment' Now known as the Kingfisher Flying Group the members not only have their old number back but also their Auster 4 G-ANHL which was sold by the group when it disbanded but is now being purchased from S.B.A.C. Trust.

Lincoln Group held their first Ra1ly on June lTlh at Skellingthorpe Aerodrome' Overcast and fresh winds did not deter 14 akctaft from 4

100 Squadron Group have been making the most of the long sumnrer days and recently set up what they believe to be a record for one Cay's flying. Starting with a first take-off at 3.30 a.m. (on Monday, 24th June) they proceeded to flog their faithful Tiger until l0 p.rn. that evening. Twenty-seven people took part including John Miles, the group's C.F.l. Arthr-rr Crisp tells me that crew changes took 30 secs. and refuelling two minutes. witli the exception of the flrst and last refuellings which took three minutes. Arthur also tells me that their barbecue was also very successful and that most of Biggin Hill turned up to see a couple of Maggie vrings burn.

McAully Group held their atrnual general meeting recently. Various reports showed everything to be highly satisflactory. The group has also held a successful yor-rth weekend in conjunction with tlie Norfolk County Council' Despite the unsettled weather the week-end went smoothly and everyone enjoyed themse'lves and the day's flying. The course was entitled "An introduction to flying" and was designed to encourage a limited number of trainees to take further flying training with the group. All expenses for the course are borne by the Norlolk Education Committee. G-ANFO is now back on the group's strer-rgth after its C' of A. together with a Turbulent on loan from the Tiger Club. The Gror-rp's aircraft flew to the U.S.A'F' base at Weathersfield where tl,ey took part irl the Armed Forces DaY DisPlaY.

ROY MILLS.

Popular Flying, Julv'Arrgrrst, 196l'

S.A. GOVER.NCR GENERAL'S CUP RACE

by Peter Moir

T 0931 on a bitterly cold morning I sat in the right-hand seat of Jack Davidson's Tripacer CCA rvhilc .track held her with the brakes against take-off power, and intently watched the starter's fag. The flag fell, Jack released the brakes, and for us the 1961 Governor General's Cup Air Race had started. It had begun two and a half hours earlier for limit man Dr. N. J. Gilliland in his Autocrat, while scratch man Dick Harmse was not due to take off in his fuel-injection Bonanza fot another two hours.

Air races are fun -:nd the 1961 South African Covernor General's Cup Air Race was no exception. Flown over a 1,153 mile route through all foi-rr provir-lces, it provided plenty of fun for all tire competitors. Changes of scene, too; from the dry, brown, wintry highveld, past the rugged grandeur of Basutoland, through greener N.rtal, over more mountains and miles of afforestatioi-r, through the hot lowveld and thence over the flat l-Lighveld agairr, on to the fiirish among the pictr-rresque mine dumps of the Reef.

Thil ty-eight aircraff came under starter's orders on that cold morning at Baragwanath aerodrome, near Johannesburg. The previous day they l-rad all becn processed by the handicappers and flown at fult power both ways between trvo points to establish top speeds. Pipers predominated: there were nine Tripacers, two Corlmanches, two Pacers and one Cruiser. There were ten assorted Cessnas, three Bonanzas and a Debonair, two Globe Swifts and two Tiger Moths. The balance of the field comprised single examples of Autocrat, Hornet Moth, Proctor, Ercoupe, Fairchild 24 and Turbulent.

Yourugest Pilat

Youngest pilot was l8 year old Mathilda Rossouw, whose pilot's licence had been issued only a fortnight before; she was navigated by her

flying instructor. Veteran of the race was C. S. Coppen, who flew in the first Governor General's Cup Air Race in 1937. I was navigating Jack Davidson, owner of the hotel at the small Zlululand coastal resort of Richards Bay. We got away nineteenth in the fletrd of thirty-eight.

The first leg of 263 miles to Kimberley was without incident except for Durban undertakers Campbell Dove and Basil Swanson in their Tripacer. They were flying really low over the flat, featureless country near Kimberley when they identified their position over a saltpan with a road curving around it. They were sure it was the correct saltpan and road right on their track, but when they had flown their ETA by two minutes without seeing Kimberley they realised that it wasn't. They had been blown well off track, and they gave a colourful description o f

FAIRWOOD AERODROME

RUNWAY LENGTTilS : 11012903,500ft. 050/2304,850f1. 16013403,960f1.

Position : 5I"o 36'N., 04o 04'W. Elevation : 300ft. A.S.L.

Papular Flying, luly-A ugust, 1961 -

the episode during the compulsory one hour refuelling stop at Kimberley.

S"f"ty First

South African Airways had kindly altered their schedules in and out of Kimberley so as to interfere with our activity as little as possible, but Tom Griffiths of Bloemfontein was held on the starting line pending the arrival of a Viscount. Tom and his engine both became a bit heated in the ten minute wait. He could have been off and well clear before the Viscount entered the circuit, but to aerodrome controllers safetY first is the order of the daY.

Yowgest

We relaxed on the second leg of 265 miles to Harrismith. Favourable winds at altitude demanded that we climb high, and Jack flew that leg at 10,000 feet ASL, in crystal clear air, smooth as a billiards table and with unlimited visibility which made the navigation a gift' At Harrismith we had to let down to 300 feet above the aerodrome for identification before turning on to course for the next leg of 47 miles to Ladysmith.

That leg to Ladysmith really gave one the impression of racing. Flown at low altitude, wiitr a tailwind of nearly 40 knots, we fairly tore along. Our groundspeed was 170 mph in the Tripacer, so you can imagine how the Bonanzas urd Cotnmanches moved. This leg was marked by violent turbulence, particularly over the Van Reenen pass, and with no wish to pun, it is worth recording that the Turbulent was particularly hard hit. Hollander BettBuitenhuis and his ex-Luftwaffe navigator Heinz Hersh had reason to bless the sponge rubber they had stuck to the top of the Swift's canopy. The Swift has precious litile head room even in smooth air, and in

Pilot witlt Navigator and Aircraft

turbulence such. as was then experienced, it is rril.

The public of Ladysmith enjoyed watching the faster aircraft, particularly tl-re Bonanzas and Commanches, screaming over the line at fuil bore, going downhill and ridir-rg the 40 knot tailwind.

We spent the night at Ladysmith, accorrmodated in the motel on the aerodrome and entertained by members of the Country Club. More th.an one crew went to bed that night later th.an was wise in view of the arduous flying scheduled for the second day. At Ladysmith the Autocrat was still holding first place, but the Turbulent had relinquished second position to one of the two Tiger Moths entered by the Defence Flying Club. Meanwhile Jack and I had been fortunate enough to improve our position from nineteenth to fourteenth.

Ingenious Fuel System

Many felt that the handicapping of Nic Turvey's Turbulent was unrealistic, and later in the day Nic was forced to retire from the race Popular Fly ing, July.August, 1961.

when it became obvious that he could not finish the course in daylight. But Nic did not complain about the handicapping. Instead he showed me his modification to the fuel system. In the minute luggage compartment behind his head he had stowed a reserve fuel tank connected with a plastic pipe to the main tank.

A further fuel supply was contained in a 26 oz. gin bottle, and the drill was that when Nic's fuel level had dropped in the reserve tank he would reach behind his head, remove the filler cap and empty the contents of the gin bottle into the tank. This was a praiseworthy acrobatic feat, for Nic is a big fellow, and the Turbulent fits him like a glove. Despite his ingenious fuel system, Nic nevertheless had to land at Nelspruit for additional fuel, so he lost more time.

Nic was not the only pilot with fuel trouble on that 344 mile leg to Tzaneen via a check point at Nelspruit. Monty Vermeulen found himself short of fuel in his Tripacer and landed on a road near a farmhouse, borrowed ten gallons of motor spirit from the farmer and took off again, to the astonishment and delight of the farmer's native labourers. Monty was sweating profusely when he recounted this experience at Tzeneen: he claimed he had not recovered from his fright, but I suspect that it was just the heat of the day; we had flown from bitter cold at Johannesburg to midsummer heat at Tzaneen.

Compalsory Stop

At Tzaneen there was a compulsory stop of some three hours, during which the aircraft were refuelled and the crews fed magnificently by a band of industrious women. We enjoyed the hospitality of the Letaba Flying Club and particularly appreciated the shade of their large open thatched shelter, from which we watched the preparation of our lunch on several open flres made in 44 gallon petrol drums.

It was on this leg, too, that Willie Botha of Somerset East got into trouble: trouble not directly of his own making. Flying through majestic mountainous country Willie saw another Tripacer ahead of him. Willie was racing Popular Flylng, July-August, t961,

the hard way, doing his own navigation, and the temptation to rely on the Tripacer in front was too great, so Willie tossed his map in the back of the aircraft and confldently followed his leader. Shortly after that his leader altered course violently and after ten minutes altered course agait and then again. Now Willie realised that the aircraft in front was mildly lost, and since he had not been watching either the ground or a ffi&p, so was he. He then abandoned his leader and flew on until he was able to fix his position. The aircraft in which he had placed his faith had led him some thirty miles off track !

Erciting Finish

Things became exciting as the field closed up on the 234 mile leg to Brakpan via Potgietersrus. We had improved our position to ninth, but although we expected to overtake a few of the slower aircraft the faster boys were coming up from behind, and Pretoria Insurance representative Nollie Nieman, the eventual winner, had an interesting modification to his Fairchild. The Ranger engine in the 24 has a notorious thirst for oil, and Nollie had rigged up a plastic pipe from his oil tank to the cabin; therb the pipe terminated in a screw cap from a plastic bottle. On the floor behind his seat were six quart plasticlbottles of oil, and his navigator periodically had the job of screwing a bottle on to the pipe and then sitting on the bottle to force the oil through to the tank.

Nollie was lying second, six minutes behind C. H. J. Van Aswegan of Plettenberg Bay, who was in a Cessna 172, blut Van ran foul of the confusion of built-up areas, roads, railways, mines and industrial developments which comprise the Reef and could not locate Brakpan aerodrome. The public on Brakpan aerodrome could see him stooging along the Reef between Germiston and Brakpan, searching. Then he saw Nollie's Fairchild, and followed it into second place. That lapse cost him [300 in prize money-f,5O a minute. Third man home was T. Delyannis of Johannesburg who, in his Proctor, has been placed third in the last three Governor General's Cup Air Races.

SYWELL, D

Top: The Bolkow Junior, originally the Andreassort BA-7, photographed at tlrc Paris Air Shov,.

Centre: WlCdr. John Severne polishing the Duke of Edinburgh's entrY before the short circuit Norton-Grffiths Trophy race at Cardiff.

Below: Peter Houston's home' built Turbulent, fitted tuith a J.A.P. engine and stnce replaced with the Ardem.

Photographs by Ji Popular l;lying, Jul,

IR DIFF EAUVILI-E

Top: A study o/' the Arroy.' Active

Below, : " The Cenon," GAMNZ, qt the Tiger Club display at Sywell, Northampton, one o.f the three surviving special single-sealer aerobatic Tigers.

BLAKE.

at Sywell.

Centre: A Deauville. prototype Turbi at

M. of A. PROPOSALS ON PERMITS-TO-FLY

f N late June the P.F.A. received the following I letter from the Ministry of Aviation:

Ref.: AOS 3/01 20th June,1961.

ArnwonrHlNEss CoNrnol on' UrrRa. LIcsr Arncna,nr.

The fatal accident to an aircraft flying under the "Permit to Fly Scheme" for ultra light aircraft has raised the question of the legality of the present system under which recommendations for Permits to Fly for these aircraft have been made direct to the Ministry by the Popular Flying Association. There are it appears no legal powers to delegate authority to make such recommendations to any organisation other than the Air Registration Board. It has, therefore, been decided to alter the procedure so that recommendations to the Ministry for the issue of Permits to Fly will be made by the Board.

The revised procedure has been discussed with the Board and we believe that it can be introduced without any disruption of the system of airworthiness control of ultra light aircraft flying on a Permit to Fly. The Board will rrow, however, be officially involved to & greater degree, but the PFA will continue to play an important Part.

You will appreciate that the change has been made primarily for legal reasons and that it does not in any way reflect on the work done by the members of the PFA presently concerned with the Permit Scheme, all of whom have to our knowledge worked extremely hard to good effect, often in difficult circumstances.

Consideration has also been given to pilot qualiflcations. It is, I think, agreed that it has always been the intention that the pilot of an aircraft flying under a Permit to Fly as opposed to a C. of A. should be competent to cope with the lower standard of airworthiness such aircraft may well have. I have in mind particularly possible lower standards of controlability' therefore we feel that those who fly these

aircralt should not be student pilots but should at least hold a private pilot's licence. At present this is not one of the conditions under which Permits to Fly are issued for ultra-light aircraft, but it is intended to make it so in future.

Yours sincerelY, (Signed) R. Goodison.

Under Secretary, Aviation Safety and General.

Apart from the knowledge that the Royal Aero Club had received an identical letter the previous week, this was the flrst official indication of the Ministry's intention to make the changes described.

The notiflcation given to the Royal Aero Club enabled the matter to be placed on the agenda of their Aviation Committee meeting on 21st June and this matter was also discussed at our Executive Committee meeting held on 3rd July.

The Royal Aero Club and the P.F.A. subsequently sent letters to the M. of A. pointing out that prior joint consultation had not taken place and, as a result, a meeting between the Ministry of Aviation, the Air Registration Board, and the P.F.A. was held in mid-July. P.F.A. was informed that there were no lega1 grounds for continuing the present delegation unless new legislation to cover this point was introduced and M. of A. felt unable at the present time to consider recommending such action. With respect to the restriction on the flying of ultra light aircraft by student pilots, the meeting agreed not to take this suggestion any further.

Final agreement by the P.F.A. to these proposals has been deferred pending the receipt by us of notes of the meeting and other documents requested from M. of A.

This progress report is intended to give members up-to-date information on the situation and to indicate that P.F.A. is remaining vigilant in upholding the interests of all light aviation enthusiasts.

DAVID ARMSTRONG, Chairman, P.F.A.

Popular Flling, tul!-August, 196l

-and

A. Deverell, writer of our series of articles on aircraft construction, takes time off this month to stress that owners and groups should-

READ THE PERMIT CAREFULLY !

fT is apparent that some misunderstanding I exists in various quarters concerning the conditions of operating an aircraft on a Permit and also group operated aircraft whether on a Permit or C. of A.

First, any owner or group operating a Permit aircraflt, must read tl-re Permit very carefully and make sure everyone understands its meaning. The conditions are written very plainly on the Permit and there should not be any difficulty. One big point needing emphasis is that a series atcraft due for a C. of A. may be test flown without a valid C. of A. as long as the appropriate application has been made to the Air Registration Board for a C. of A. and the test flight is for the purpose of obtaining a C. of A.

This is not so regarding the Permit. A test flight to obtain a full Permit can only be made when application has been made for a Permit to Test Fly and this application can be made through the P.F.A. Inspection System. On completion of all requirements a further application is made through the same channels for the full 12 months' Permit.

Another important point is the matter of maintenance. Apart from being common sense, it is strongly advisable to run an aircraft, and especially group operated aircraft, on an inspection schedule. A well maintained aircraft not only achieves more flying hours, but the cost of C. of A. or Permit renewal overhauls can be very low. It is therefore a means of saving money. Nothing is more depressing or more expensive than trying to keep a neglected aircraft airworthy. Good maintenance is "preysnfisn"-the prevention of irritating and expensive snags cropping up. P.F.A. approved inspectors, who are Licensed Engineers, can prove invaluable for their advice and assistance

Popular Flying, July-August, 1961.

in these matters and some groups are sensible enough to have an inspector on their membership or "on call" for inspection. One cannot over-emphasise the importance of having an expert to carry out an inspection at regular intervals.

A simple and straightforward inspection schedule is all that is required for the majority of private owners and groups. Any owner or group having difficulty over this matter should immediately contact the P.F.A. whose engineering team will be only too willing to help and advise. A little attention to the welfare of the aeroplane is a sensible requirement and if we are to continue to have the benefits of Permitsto-Fly and group flying then we must be prepared to spend a little time on the aeroplane and keep her in trim.

Also closely applied to the subject of maintenance is the purpose for which the aircraft is used and the type of C. of A. issued as a result.

Group operation comes within the scope of the three year C. of A. since flying is not for hire and reward. However, to satisfy this rule the group member must hold a share in the value of the aircraft and have a say in its affairs. Student pilots must have been members of the group for one month before receiving instruction in order to satisfy the requirements of the three year C. of A. Temporary membership of short duration is not permitted and is often the cause of irritation between a group and local club as it is regarded as a way round expensive maintenance borne by the club. The secretary is also required to have the name, address and date of expiry of a member's P.P.L. before the member is permitted to fly the group aircraft. Ignoramce of these facts is not an excuse to let a member fly on an ex$ired licence.

Builtling &n Aircraft in the Attic !

UR member, Mr. Arthur W. J. G. Ord-Hume, of Lake, Isle of Wight, deserves congratulations for his never-say-die attitude in the matter of finding space for building his L.A.4c. Minor Coup6 (based on the Luton Minor)-he solved his problem by constructing the aircraft in the attic of his bungalow !

Power for tlre aircraft, G-ARIF, is a 55 h.p. Lycorning. Span is 25 feet with slotted ailerons for low-speed handling. The machine is a cabin machine which is tailored to Mr. Ord-Hume's own requirements. A full instrument panel is carried comprising electric turn and slip, artificial horizon, directional gyro and rate of climb and descent. A recording log tachorneter is also

incorporated and the ignition switch is automobile-type with key devised by the designer.

Construction is we[[ advanced, the fuselage construction being completed save fot' the installation of controls. The complete tail unit is finished and both wing panels are ready for assembly.

There is a strong possibility that the machine may be completed this autumn.

" The machine is' being built," writes Mr. Ord-Hume, " in my small but well-appointed attic space which provides a warm, dry workshop more than thirty-flve feet long and twenty feet wide with ample headroom. Entrance for all materials is through the normal attic flap. The complete akcraft components will be removed through a hole in one end of the roof achieved by cutting one rafter and removing some tiles and sections of tile batten. The roof is lined with felt and a section of this, too, is detachable.

" Construction of the Coup6 began two years ago at Panshanger where the basic fuselage was built. This lay dormant for a year and was then brought down here on the roof of a car, creating a minor sensation on the Portsmouth to Wootton car ferry ! A small piece of surgery on the roof permitted the fuselage to be slid into ptace. Pressure of other work dictated that for a further nine months little could be done on the machine. However, in January this year, work re-started with gusto and there is progress to show."

Book Reuiew

Space Flight Pioneer

Scott Crossfield was the first man to fly at Mach 2. He accomplishecl this feat in November, 1953, in a D-558-II Skyrocket flying from the NACA (National Advisory Committee for Aeronautics) desert base at Edwards in Southern California. In his recently published autobiography 'o Always Another Dav,n," Crossfield relates the events that led him from his first flight in a Curtiss Robin to attempting to build his own aircraft at the age of 77+ (" This fullscale airplane that could take me into the boundless sky turned into an intense work of love"), to joining the Navy and logging 1,400 hours of single-engine time as a flying instructor through to the time when he was able to move to test flying, the branch for which he had trained and where he could combine engineering skills with

Populer Flying, fub-August, 1961.

his thirst for flying.

Much of the volume is devoted to exciting chapters dealing with Crossfleld's consuming ambition to take part in planning, building and flying an advanced research aircraft. This he did when he joined North American to play a leading role in the X-15 project, the prototype of man's first space ship, first flown by Crossfield and the type in which a fellow test pilot achieved Mach 3.3 and, early this year, reached 169,000 feet.

The language of the book is of the immediate pre-space flight era-exciting, exhilarating, dramatic. The reader is at once engulfed in the new spece age technology-liquid oxygen fuel systems, altitudes on the fringe of space, powered escape systems and so on. Even so it is a human story, full of anecdotes and with a vitality in its telling. Such as this: " I pulled the nose up and climbed; there was not much time. The jet engine, fed by scoops that were far too small and inefficient, would soon starve for want of air. My flngers had flicked across the separate switches for the four rocket barrels. I felt a gentle forward surge, indicating a successful light-off. Chase pilot Fulton drawled on the radio

"A1l four going.

" I glanced momentarily at the rocket pressuregauges. They were in the green-I think. My eyes were still adjusting to the glare of the sunlieht.

" Five ten fifteen seconds. My Mach meter and altimeter seemed to be running a clock-like race. Speed: Mach .9 and increasing. Altitude: 40,000 feet and increasing. My chase planes were far behind, left in a cloud of rocket dust. Altitude: 43,000 feet."

Too far removed from the man in the Turbulent or the Tiger ? Not really, for as one reads on there is, as ever, a good deal of common ground. An absorbing book.

G.

Always Another Dawn by A. Scott Crossfield with Clay Blair, Jr. (Hodder and Stoughton,2Sl-)

A YEAR

69 aetive trroupS 3 r

OF PROGRESS

groups : engineering executiYe's aehievements

EMBERS of the Popular Flying Association, meeting at Londonderry f{ouse, for the annual general meeting, heard a number of encouraging reports from the Chairman and executive members on the progress of the organisation. Mr. Roy Mills was able to report 69 very active groups out of the 80 groups affiliated to the Association, with more applications continually coming in, of the McAully group ieceiving the backing of the Iocal authority and news of loans from the S.B.A.C. Trust. Mr. W. H. Barber, of the engineering team, stated that plans of the Taylor rnonoplane were available, that during the year under review 65 Permits to Fly had been issued and that four prototypes were under construction by members. There were four additional prototypes in the early stages of construction and work was going on on three new engine designs. ffe commented that there was a lack of suitable power units.

POINTS FROM THE CHAIRMAN'S REPORT.

In his annual report to the Association the Chairman, Mr. David Armstrong, commented on the tremendous enthusiasm with which the staff and the executive committee carried out their duties during the past year. " Their generosity to me, as their new Chairman, has been of great help in the difficult task of coping with these new duties."

RALLY

" Cranfield in September, 1961, brings to mind the very successful Air Rally we held there and which was attended by 60 aircraft during the week-end it may be more than coincidence that in a year marked by fi.ercer competition from rival associations for the favours of aviation enthusiasts, that our Rally eclipsed all others held that year."

GROUPS

" Co-ownership Group activity has been well maintained during the fairly difficult year, with over 80 flying groups now affiliated. The lack of an alternative to the Kemsley Flying Trust was felt by many groups, and I feel that the recent announcement of the formation of the

joint S.B.A.C./B.P. Trust will have deligl-rted all members, and we are very pleased to see that the administration is in the hands of Basil Meads, M.B.E. Initial discussion and correspondence have taken place and it has been agreed tl-rat the new Trust will act, as before, on the recommendations of this Association. It is too early to assess the full impact that this Trust wi[[ have on light aviation, but the composition of the Trust Governors may indicate that the granting of loans would be conditional on the strict maintenance of flnancial soundness as well as making out an attractive case in the first place.

CONSTRUCTION

"Adrian DeverelI has been corresponding with our members at home and abroad on all aspects concerned with the construction of ultralight aircraf,t and a marked increase has been recorded over the past three months. "

ENGII{EERING

" Perhaps th.e Association's greatest activity has centred round the work being undertaken by the Engineering Executive under Eric King. . Technicat offices are now operational at Luton, Coventry and Belfast and negotiations for others at Bristot and Preston are under way.

Popular Flying, July-August, 196l

T:?esfone bring new economies to of lisht aircraft with

operators

T:ro$ton e RIBBED TY}IES

FOR operators of light aircraft Firestone Ribbed tyres mean real economies. Firestone Ribbed have a deeper tread of specially compounded rubberto give more landings per tyre. Safety-tensioned Gum-dipped fabric cords strengthen the tyre carcass which means longer wear and many more remoulds. These are improvements based on experience- Firestone's long experience and study of the needs of the aircra{t industry where, more than anywhere else, experience counts.

MORE LANDINGS PER TREAD

MORE TREADS PER CARGASS

Jircstonc ryRES - corsistently good

FIRESTONE TYRE & RUBBER CO. LTD., GREAT WEST ROAO, BRENTFORD, MIDDLESEX" A.I.D, & A,R.B. APPROVEO.

SMALL ADVERTISEMENTS

Nlcrrrhcr'.t ol the Populur Flying Assrt< itttitttt rtrury ltrn,e lha t.tsc ol thi,s t r,!ttrnn lor advcrtisinq articles ttiotlted, cxchangcd or di.snosal .lbr ONE INS{:RTION up !o 24 h,ords FREE. I.l more th.an ottc insertion it must ltt ltairl ta.yh in aCvance at the rate oJ'4d. per word (min. 12 words). Bo.r No. l::.6d. e.rtra. Non-Members chargeahle at the rate oJ'6d. per tvrtrcl Qtrin. 12 words). Box No. l,s. 6d. extra. Alt:qttes and Poslal Orders shotrld bc t'rossed andsent to P.F.A,

PERCIVAL PRENTICE. 4 seats, fitted 10 channel STRgX' recent respray, 3 years C. ol A., half run and ready for immediate delivery. Oft'ers considered around t1.650 Box. I l2 P.F.A.. 19 Park Lane, W.l.

WOULD LIKE TO TRADE, 35 nr.m. colour slides of present dav flying, antique aircraft, for similar with anyone interested. R. Bud Janreson, 1665 N. 4th Street, Columbus 1, Ohio.

NEED USBD .IAP. J99. engine, must have log book and propellor. Patrick Packard, 3615 Brotherton Road, Cincinr.ratti, Ohio, U.S,A.

SWALLOW GROUP have Vacancies for new menrbers nrust have P.P.L. Sec. D. Bernard, 156 Eastcote tLoao, Pinner, Middx.

TAYLORCRAFT 'D'. Cirrus Minor 1,619 hrs. (179 to go) ; 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. f600 or offer. P. E. Blyth, Yorkshire Territorial Flying Group, Stone Mill, Maltby, Nr. Rotherham

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

LUTON MINOR OR SIMTLAR ULTRA LIGHT WANTED must have permit to fly Blyth, Stone Mill, Maltby, Nr. Rotherharn.

PUSS MOTH lor sale. Full details, colour photograph and demonstration on application to Dr. G. W. Ha!1, Roberts Hall, Royal Military College of Science, Shrivenham, Nr. SwinCon, Wilts. All offers carefully considered.

TAYLORCRAFT for sale. Apply C. R. Heneage, Humber Flying Grcup, Royal Dock, Grinrsby.

MILES MESSENGER. New three year: C of A. Ni[ hour Cipsy Major 1 D engine. Repainted and re-carpetecl. Dual control, Metal prop. Jaru legs. M.R.60 radio. M.R.70 D/F. Glider tow hook. Two parachutes. Best offer over f2,000. 27 Lennox Gardens, London, S.W.l.

AVIATORS in The North West fly with The Southport Aero Club, Modern aircraft, fully equipped for touring with. full panel, comprehensive radio, night flying equipment. No entrance fee. Annual subscription only f,1. Operating from Woodvale, near Southport. "Aircoupe " at f,5 per hour dual or solo or hourly rate for rnid-week touring. Secretary- D. W. Vernon, 23 Norwoocl Avenue, Southport, Lancs. Tet.85080.

MESSENGER, Excellent condition. Cirrus Major engine. Full blind flying panel with M.R.80 (23 charrnels) V.H. F. ancl Lear A.D.F. radio compass. Dual control. Can be inspected at Stapleford Aerodrome. f2,000. J. Butterfield, -Fairwincls, Park Lane, Broxbourne, Herts.

FOR SALE two new serit-type parachutes; unpackecl f.8 eaclr, Ilor ll3, P.F.A., 19 Park Lane, London, W.l.

McCOULLOUGH 4 Cylinder horizontally opposed 2 stroke engirre fbr sale with carburetter. Total weight 70 lbs. develops 12 h.p. f,75. Tel. Coventry 74979 or Braunston 376 or write 'The Pebbles,' Olcl Road, Braunston, Rugby.

BEGINNER'S GUIDE to wooclen aircralt construction ! Booklet detailing step-by-step construction ol Luton Minor aircraft. Profusely illustrated and packed with lrints and construction tips vital to any amateur constructor regardless of his project. 8/- post free. Arthur W. J. G. Ord-Ilr,rme, Rosemead, Lake, lsle of Wight.

P.F.A. MEMBERSHIP CAMPAIGN

fN , recent issue P.F.A. Chairman, Mr. rDavid Armstrong, made a strong appeal for more individual members of the Association. " Like the London store that 'never knowingly undersold'," hesaid, 66 we feel that we can claim to give the best seryices at Iowest cost and my inyitation to you to join us is coyered by our undertaking to maintain this claim in the future. The greater the membership, the greater service we can giye-so join us now and have a voice in the future development of ultra light and light aviation."

Have you enrolled a new member yet ?

To PopuLAR FLYTNG AssocrATroN Londonderry House, Park Lane, W.1.

Dear Sirs,

Please enrol me as q member of P.F.A. and send me popuLAR FLvTNG commendng y,ith the current issue to the address heloy'. I enclose remittance.for f,,2.

J{ame

Addre,s.s Dole

Cheques to be made payable to POPULAR FLYING ASSOCTATTON

AERONCA C.3 lor sale. In very good condition with nrajor overl.rar,rl alrrrost conrplete, only requires rigging and final cloping. Sale due to owner's posting. f350. C. H. Baker, Of'llcers' Mess, R.A.F., Valley, Anglesey.

McCULLOCH 4138 AX engines. New and secondhand. Spares. 72bl'tp at 4100 rpm. 66 lbs basic wt. Also parts for Gyrocopters. Hou,ell, 89 Albert Road, Horley, Surrey.

Flyinq, J uly-Aueilsl, 1961

For POP RMTING PARACHUTE FITTINGS and LIFE.SAVING EQUIPMENT

Aireralf,t Majerials

LIMITED

MIDLAND ROAD, LONDON, N.W.I.

EUSTON 6151 (7 lines)

#.H+'flry=S> PAEUSmD ilhilnttYfr;2t*

d;?- j[L i ill Whether it is ultra-light. latest jets, airliners or nostalgic old timers, you can rest assured that your interest will be satisfed by " Arxol.roorrrtn " uith every issue, out on the 15th of the month. Accurate 1/72nd 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 ofl 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 135-6-7

Engine Overhaul Specialists

A.R..B Approved

Exchange Gipsy Major, Cirrus Major and Cirrus Minor Engines

C. of A. Overhauls and Maintenance

AIR-BRITAIN is

THE, NATIONAL ASSOCIATION OF AVIATION FI"\THUSIASTS, and offers services of every kind to its members. These include six regular publications, over 100 Information Speciaiists to answer queries, regular meetl'ng places in all parts of the couniry and a nation-wide aircraft reporting corps.

Full detail.s ma.v be obtained front:

ll0l{0[[Ry $r[ffrT[RV flff-BfftTffi{ ROUNDWAY HOUSE THE ROUNDWAY RUSTINGTON SUSSEX

MODET ATN CRAFT

THE OFFICIAL JOURNAL OF THE SOCIETY OF MODEL AERONAUTICAL ENGINEERS

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

*

FREE specimen copy from MODEL AIRCRAFT

19 -70 NOEL STREET - LONDON W.I

Aireraf;t Materials Ltd.

Midland Road, London, N.W.l

EUSTON 6l5t (T tines) 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 f1,000.

2. By offering low priced and iig 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-

'6 Rollasons the light aircraft enthusiasts "