Popular Flying Sept/Oct 1961

MAGAZINE OF THE POPULAR FLYING ASSOCIATION

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British Executive and (ieneral Aviation Limited are proud to announce their first twin engine luxury executive aircraft the BEAGLE 13.206. This fi.verseven seat aircraft will be on show for the first time at Farnborough, see it on Stand G from 3rd September.

BRITISH EXEcUTIUE AND GENERAT AVIATIoN tlMlIED, Sceptre House, Regent Street, London, W.l. Regent 3101-5

AERODROMES AT SHOREHAM, REARSBY AND KIDLINGTON

@lyHH[ru3fl@

Touch d.own at one of the Aviation Dealer points and fi.ll up with fuels and oils that are famous throughout the flying world. shell-Met and B 'P ' Ltd' haue just prod,uced, a free map showing where pilots can get Shel] or BP products at airfi.elds all over the British Isles. r The long experience of shell-Mex and B.P. Ltd. stands read.y at the service of all privateairmen, all clubflyers' executive aircraft or helicopter pilots, aerial-spray contractors and air-taxi OperatOrS. Now fast cross-country travellin$ by air becornes a really practical proposition. I Make a note to get your map from your local Authorised shell and BP Aviation Dea}er. At most of these points you may use your Shell or BP Carnet to purchase your fuel and' oil requirements on credit'

SHELL-MEX AND B.P. LTD" SHELL-MEX HOUSE' !,lr''C'2 REGISTERED USERS OF TRADE MARKS' DISTRIBUTORS IN THE UNITED KINGDOM FOR SHELL & BP GROUPS

. Poptulor Ftying

EDITORIAL

Managing

CONTENTS

1. EnIrontl.L.

2. Mlvon oF SwANSEA'S 'Mnss.q,cn.

3. CnaNrrELD REMINISCENCE.

5. ArncnAFT CoNSTRUCTIoN AND MAINTENANCE.

6. Wrrn Tsp Gnoups.

8. PrcrunE PARADE.

10. Arn MrNtsrnv ScnorlnsHIPS.

I 1. Boor Rpvlnws.

12. AIn-TEsr-THE AlncouPn.

15. Lrcnr Atncnln'r RouNo-UP.

l Individual membership o.f the P,F.A. (lwo pounds per annum) entitles each member ,o PoPULAR -rlvrNc Jiee oJ'charge. Additional copies -may be obt ained fr om P, F, A, H eadquar I e r s at Lond o.n de r t y House, i9 Park Lane,

P opular Flying, $eptember-Qctob er, 1961.

HIS issue will be on sale at Swansea during the Association's Rally and so Popular Flying takes the opportunity of welcoming the various contingents participating in the flying programme and also any new readers of the magazine. Perhaps P.F.A. members will be indulgent if we repeat, for the beneflt of these new readers, that full membership of the P.F.A. may be obtained for an annual subscription of f2 and for those not requiring the full facilities of membership but interested in the light at cr aft movement nevertheles s, the magazine subscripti on only is 201- for 12 issues.

As "Popular Flying" goes to press there appears to be the likelihood of a strong muster for the Rally and anything from 50-100 entries are expected. Following a visit from a P.F.A. representative to France at least four French crews will be present at Fairwood, including M. George Berraud, President of the Rdseau du Sport de L'Air, the French equivalent of the P.F.A. There is also the probability of some interesting new French designs being seen at the Rally. There has been an encouraging response from the Groups. The Hertfordshire Experimental Group is due to be represented by two aircraft, a Turbulent and an Aeronca Champion, and they will possibly have a static exhibit of their current work on view as well. M.P.M., Elstree, expect to be at Fairwood in strength and it is hoped that the Rutherglen Group from over the border will put in an appearance despite last year's vicissitudes. Locally, it is hoped that the Bristol Channel Group and the Swansea Flying Club will be taking part.

One interesting item in the flying programme is the possibility o.f a fly-off between the McAully and the Armstrong Whitworth groups for the Masefield Trophy. As the matter stands at the moment there is an insufficient margin for the Trophy to be awarded to either Group and it is likely that the winner will be decided as a result of a contest involving a fixed-distance flight to Fairwood, circuit procedures, spot landings, etc. All in all the Rally should be an outstanding success and should give a further boost to the light aircraft movement. THE EDITOR.

The Popular Flying .4ssociation is the representative body in the United Kingdom oJ' amateur constructors and operators of ultra-light and group operated aircraft.

Iondon, W.1. at ls. 6d. including postage. P.F.A. Groups receive one copy Jree and Secritaries may obtain a discount on additional orders from the GrouP.

MESSAGE FROM THE MAYOR OF SWANSTA

14th August, I 961

Ifrfrrs me much pleasure to welcome the Popular Ftying Association International Rally to be held at the Swansea Municipal Airport on the 9thll}th Septernber.

I am satisfied there could be no more ctetightful venue. The Airport /s situated on the fringe of Gower, an Area of outstanding natural beauty. It is also on the threshold of Swansea, a large, spacious and modern industrisl town and seaside resort.

I wish the Rally every success.

(Signed) A. MOR.GAN, MaYor.

(Councillor Andrew Morgan, J.P.)

The most compact up-to-date guide to the world of aviation

Compiled by WILLIAM GREEN

The Observer's World Aircroft Directory is a veritable mine of information and an indispensable complement to the annual Observer's Book of Aircraft. lt contains numerous reference features and complete catalogues of aviation records. lt includes equipment and routes of Civil Airlines and full data on tlre equipment and insignia of the World Air Forces.

Details of missiles, glossaries of fixed-wing aircraft and rotocraft, data of engines and missile terminology, etc'

500 general aircraft types are described and illustrated with photographs. This encyclopaedic directory has been designed to serve as a one-volume reference library; a guide to the many asPects of aviation today for the flying enthusiast. 352 pp. Size 5|ins. by 7$ins. Over 800 illustrations. From all booksellers l5/- net.

A futty descriptive prospectus of this important book ovoiloble on reguest from the Publishers:-

Popular Flyins, September-Ot'tober, 1961.

On the eve of this year's Rally, Dr. F. E. Roche, Secretary of 39 (Rutherglen) Group, F.F.A., has written this gem on the misfortunes that befell a colleague and himself when flying to Cranfield Iast September. Although perhaps not the ideal way to get to a Rally, this flight was in many ways a memorable experience.

TURBI

G-APBO made her first flight on 'r- 22-7-60. Harry Devereux took her round for an hour and a half, and pronounced her a 'sweet little aeroplane'. During the whole of final assembly we had neyer seen a cross wind at the field (which runs east-westwise) but on the day of H.B-D's arrival, a steady ten knot wind from the north blew across the strip and stayed with us for the first nine flying hours.

The Rally was now ciays away, and as we were all up to the eyes in our various jobs, most of the testing was carried out with dusk coming on. This was naughty, but dictated by circumstance. One evening, I became fascinated with the light in a fairground in the Clyde Valley, and after flying round the area for half an hour, I suddenly realised that the field was fllteen miles away in opeR country, and that it was dark. [t was my ninth night landing. The other eight were with an instructor at Scone ! We got nine hours test flying in, and the permit to fly arrived three days before the Rally. Looking back, we made a wrong decision. The Turbi should have had fbrty or fifty hours of flying, with moderate cross country work, before being put to the long jaunt south.

Solo to Reffiew

On the morning of 8th Sept., the field was soggy from a night of rain, so we decided that it would be prudent to fly her solo to Renfrew Airport where I could pick up my co-pilot, and leave with a full tank. We climbed away for the East Coast behind a front that had gone through in the wee small hours. We had CAVU conditions all the way to Newcastle. The small transistorised intercom worked well, and helped us to check each other's map reading and relieved the monotony.

lopular Flying September.October, 1961.

There was dense haze inland of the town so I decided to dogleg in from the city to Woolsington. At 2,900 over the built-up area the instrument panel started to vibrate, and the revs fell to 1,500. Within a minute the panel was really jumping, and the motor was banging and transmitting a somewhat frightening vibration into the airframe. I reckoned I could nurse her over to the aerodrome at her then rate of descent. This was a wrong decision. The Town Moor in Newcastle can be used in emergency, and was just astern of us. Unfortunately, we only learned of this concession afterwards, and so I pressed on. Woolsington was about fi.ve miles ahead to the right, and things looked feasible, when the revs went below 500, and we began to lose height rapidly. Quick scanning below indicated that electric pylons had suddenly sprouted up everywhere. A large field appeared one mile ahead, running 45 degrees out of wind. I made for this, and reckoned that we could clear the wood that ran along its near edge. Up popped another line of pylons hiding coyly behind the far border of the wood. An inferior field lay parallel and in front of the big field. Time had run out. I stuffed the nose down in an aileron turn, levelled off, and tried to swishtail off the increased airspeed. The far hedge came up and we had still 35 knots indicated. Stick hard back scraped her over the hedge, and hard forward the neutral stopped her from ballooning up. She dropped on heavily, and shed her starboard wheel in a pothole, slewing round on the wheelless stub.

Police Help

As we surveyed our old friend, the Rally looked very far away. I left my co-pilot, and made for the nearest road, which involved going

through a latge dairy farm byre' I was very impreised by a lone cow-hand therein' I mJntioned that we had dropped in from aloft' and were in need of a telephone' He indicated the happy bovine throng all munching peacefully in their sialls. o'Ah can't use it" he quipped, in pure Durham, o'and they don't need it!" A mil. ulottg the road, spirits somewhat low' I flagged down a police motor cyclist' This bo!- wut ex-R.A.F. and in thirty seconds was on the blower to H.Q' from a police call box. From then on, things rea1ly hummed' By the time we got back to the kite, we had the charming company of a pipe-smoking inspector and a humorous, lean and agile superintendent of police. The local school had just debouched a horde of youthful intellectuals who were giving my cobber a rough time' Some of them rno*.d wiling to do a one wheel take-off'

Came the Dawn

Two extremely attractive young women in jodphurs came on the scene, and asked us up io tt. farmhouse for tea, and indicated that we were in 'oone of daddy's flelds"' We were taken over terrain reminiscent of Hill 60, and in the intimacy of the Land-Rover, the farm alsatianendeavouredtohavealightmealotrtof my companion. Dad, busy and al1 as he was with the harvest, was there to greet us' The master of Manor Top Farm, Kenton Bank' his wife, and two charming daughters excelled themselves in hospitality. Putting the harvest (a very poor one), to one side, dad's only interest was to get Turbi to Woolsington for repairs' so that we could make the Rally' As a result of all-round co-operation from the police, dad' and dad's lorryman, plus the skilted help of Messrs' Donnachie and Forsyth, Chief Engineer and Second, at Woolsington the Turbi was on a 20-foot lorry at eleven. Mr' Donnachie drove us to his home on the coast, which we entered armed with three fish suppers'

In spite of the lateness of the hour' Mr' Donnachie regaled us with some good yarns from Coastal Command in which he had been a good and loyal driver. He gave us a shout at

3.45, ancl at 4.10 a.m., the lorry slipped out of the farmyard, police escorts on motor-cycles ahead and astern, and the Turbi, quite out of her element, began the stow, last four miles to Woolsington. t shall never forget lifting her starboard wing tip over halt signs, crossing signs, and school signs in that cold Durham dawn.

Owing to att this intelligent and charitable cooperation, the aircraft was repaired and ready by breakfast time. The carburetter fault was remedied, and we got away before noon on the lngoldmels leg. Once bitten twice shy, John Oriffy, my co-pilot, was taking no chances, and flew to York at 4.500ft. There we were' purring along, hope rostored, and right on track, when we came tl'rrough on the intercom, oDoc' I think she's starting to run rough again, l'm going to set down'. He did a classical preIuutio,l".y landing in a field next to the mainline to York, at Pilmoor Junction' We had a quick look round, and found the magnetoes hotter than that on which Old Alf burned the cakes.

Back in the Air

After running repairs I took her round the circuit and found l-rer faultless' John did the same, and when he landed, the mags were cool' We took off, and flew without further worry to Ingoldmels. We got there, 40 minutes before sulrset. We had a lifr into town, I phoned the Group, and tl-rey got the call just as they were sittrng down to dinner' Like the gooO lads they are, ihey took off in Hugh Lhup*o,r's Roo/or, and i-n:t ine at Feterborough' I had succeedectr in rooting out a man who only did rush jobs. [t cost a lot of money, but it was further education, an'd well wortl-r while' I had not been aware tirat a Ford Zepl'tyt could corner at seventy true. We got to tl-le Colleg: al 11.10 p.m. Food ha<1 been left for us in a charming lounge and then our ears were assailed with comrniserations, congratulations' and, from the more knowledgeable, reprobation' It is probabty superfluous to mention that the flight back to Scotland was comp'leteIy uneventful !

Part 4 : Repwirs to the Fabric co,uering

IAMAGE greater than that dealt with '-' again, the original damage rnust he carried out properly.

in a previous article must be repaired by clear of supporting structure in order that

The whole panel will require renewir-rg if tl-re damage is more extensive than this, and in any case, the structure witrl reqLrire examination. An insertion repair is illustrated and is straightforward, altl-rough extreme care is needed to avoid pulling the stitches anci l"raving the final repair far too strack for the dope to pultr up properly. The damage is cut out square to the warp and weft, witl-L a diagonal cut in each corner so that the four edges can be folded under for a half inch.

LA. f)eL,erell I

The new patch, of similar material, is treated likewise as shown. It is advisable to pin the patch in place in order to allow the herring bone stitching to be carried out properly. The stitching is finally sealecl with doped on serrated three inch tape. Four coats of dope will finish the job, each coatapplied wtrrenthe previous one has thorougl-ily dried, the fourth being applied after the third has been gently and carefr.rlly rubbed down.

The complete panel replacement, mentioned

insertion, but once ; the repair can be

above, is ioined by the "balloon" seam as described in a previous article; restringing of ribs is carried out where necessary.

It is advisable to call in the advice of a qualified man in this latter case; indeed that is not a bad idea in any case. I would like to encourage all owners to keep a log book for their aeroplane. Although an official tyre log book is the best, a good note book can serve the same purpose. This book can be a yery interesting diary of the flying hours of airframe and engine and a log of all maintenance and repairs. One must appreciate that maintenance is prevention and" not cure. Good maintenance prevents little troubles appearing and is in fact money in your pocket.

It is very rare that a very expensive snag suddenly appears; it is nearly always a development over a period of time. Good maintenance can prevent the snag reaching an expensive stage. The log book is handy in telling us when we did an oil change, last checked the tyres, lubricated certain moving parts, nuts and bolts checked, certain glue joints checked, etc.

NEXT ISSUE ; The material used in light aircraft construction.

Popular l;lying, Septanbe r-Octobar, 1961.

Facq,r<- \ '

'fo*o',EI, lx \

HeqQrr(q BoNE_ SrcrcHlxq

withthe

going they will be needing replacement motots again in about two years' time-which says something for their utilisation and budgetting.

George Stuart of the Biggin Flill Flying Club lells me that things are on the up and up and that they are looking for a Linnet.

The Association's newest Group is the Corvex Group, PFA No. 195 and like the Hertfordshire Experimental Group, is a constructional group. The Group secretary is Mr. Shand and their present base is at Potters Bar. I understand from Mr. Shand that work on their own design ultra light aircraft is now well in hand, but they do not anticipate becoming operational for about 18 months.

The Hertfordshire Experimental Group whom we had the pleasure in welcoming in our last edition, inform us that the first of the Group's projects, a Turbulent, has made its first flights at Panshanger, and is now completing its test flying prior to getting its full permit. Performance is claimed to be excellent, and it is hoped that it will be able to get to the Rally. The Group arc at present investigating a side-byside two seater, with a view to construction.

Silence from Biggin Hill must indicate that all is going fairly smoothly for the Groups in that part of the world. News from 600 Sqn. Flying Group is that they have purchased two new motors for their Prentice and Tiger Moth. Arthur Crisp tells me that the way things are

The Falcon Air Touring Group have now become fully operational with the purchase of a Piper Tripacer. We can expect to see the word "limited" behind their Group's title in the near future, and we look forward to hearing of their progress.

To those groups who have been patiently waiting for the Turbi G-APFA, the following news will be of interest:

Lincoln Flying Group had the machine first this year, and despite the fact that there was still some work left to complete the aircraft and several snags found during operation, they managed to put in20 hours flying, and according to Tom Hayes, the Group's secretary, they thoroughly enjoyed every minute of it, and are now looking forward to the day when they can have a second turn with the machine.

The second Group to have the machine was the Bustard Group at Boscombe Down, who logged 15.05 hours in its brief stay-by any standard good going and is exactly what the Turbi was meant for. We can only wonder who were the Turbi's hanger mates at Boscombe-and whether the group had time to evaluate G-APFA's critical Mach number ! At present the machine is with the Southport Group, who are no doubt comparing it with the Aircoupe.

Popular Flying, Septenther-O ctober, 196l

Frorn Doc Roche at Rutherglen comes news of the formation of a group enterprise to help other constructors. The Group are prepared to give advice and to manufacture (at prices with which because of the lack cf overheads, the industry could not compete.) Honduras Mahogany propellors, with ARB approval. The flrst prop is on test at Stapleford with the Group's Turbi, and is 5ft. 9ins. by 2ft 8ins. pitch.

The Group are also open to make any part of an ultra light aircraft to order, and will carry out these services under the name of Roche Aircraft, Airscrew Division. While this has been going on the Group has also found time to design a side-by-side variant of the Turbi, and give their club house and hanger a bit of care and maintenance. But they say that they have very little to show for the flrst part of the year in view of the fact that their arccraft was unserviceable for most of the time.

The Rutherglen Group are also going to purchase a Tiger Moth and have Peter Gibbs away at Plymouth doing his assistant instructor's rating. The boys from Crosby on Eden near Carlisle are now using Yuille fleld, and are cooperating with the Rutherglen Group.

D. W. Yernon of the Southport Group has become our area representative, to help us in our expansion. His main task will be to assist new groups to get on their feet and to collect news from the area for the magazine. He will also be able to give us the latest news from other areas. Finally it is pleasing to hear of the West Lancs Group (which has been non-operational for some time) getting their feet off the ground with the help of the Blackpool & Fylde Group.

ROY MILLS.

Gessn a

a range of thoroughbreds

APPOIilTED REGI

THE NORTH & Westair Limited, WESTMIDLANDS Squires Gate Airport, Blackpool, Lancs. EAST ANGLIA & W. H. & J. Rogers (Engineers) Ltd., EAST MIDLANDS Gt. Barford, Bedford.

WEST Steels (Aviation) Limited, Clifton, Bristol.

SCOTLAND Air:work Services Limited, Perth Aerodrome, Perth, Scotland.

Popular Flying, Septernber-October, 1961,

IIEAGLE Airedale G-ARKE

E-D photographed at the Salon d'Aeronautique at Le Bourget heading an executive queue whiclt includes a Morane Saulnier Rallye, a Grumntan Gul.fstreant and a Beechcraft.

M^,1,::l#;, fi'#:'tr :;:i!,:): shire Aero Club, taking delivery o.f his Czechoslovakian Meta Sokal Aero 145 at Elmdon.

M^ r!,i,"ir,{,, l:f.:,:;;:;; his modffied Chipmunk ready for the start of the King's Cup Air Race.

Fairwood pictures by courtesy of tl

I)ACK in the U.K. G-ARKE L' /s inspected at Shoreham by Prince Phillip.

o' ff

to a flashback to the Welsh Air Derby of 1953 held at Fairwood -q smooth take-off by one of'the Proctors.

rf HfS Miles Hawk t- rourrding a pylon National Air Races held years ago at Fairwood.

l o' South Wales Evenir,g Post," Swansea.

,i?, lY:;:'f:if ff;ff;,

trainer in the a .few

AIR. VIINISTRY SCHOLARSHIPS

rfrHE Air Ministry free flying scholarships scheme, at present restricted to members of the Air Training r Corps and R.A.F. sections of the Cornbined Cadet Force, is to be opened to boys attending schools where there are no air cadet units.

In addition to the 350 Flying Scholarships now awarded to members of the Air Cadet organisations it is planned to make available 100 Flying Scholarships a year to boys genuinely interested in the possibility of joining the Royal Air Force who are attending schools at which there is no unit of the Air Training Corps or R.A.F. Section of the Combined Cadet Force. Candidates for the scholarships will have to pass the same medical, educational and other tests as volunteers for aircrew.

f. 17 ,00A S cheme

The cost of a flying scholarship is about f.170. The maximum cost of the new scheme will therefore amount to f 17,000. Experience has shown that ex-flying scholars have a better chance of successfully completing R.A.F. flying training and some flnancial saving as a result of this should outweigh the cost of flying scholarships.

Statistics show that the number of ex-flying scholars who enter thd R.A.F. has averaged, since the inception of the scheme, about 100 a year.

The new scheme wrll not affect the award of flying scholarships to members of the air cadet organisations. Boys who belong to the R.A.F. sections of the Air Training Corps and Combined Cadet Forie will continue to have a better chance of 'securing a flying scholarship than those who do not.

The Air Ministry Flying Scholarships scheme started in May, 1950, when f,30,000 was provided

fbr 200 scholarships during the financial year 1950-51. It was then hailed as the most important development in the British air cadet movement since the formation of the Air Training Corps in February, 1941. Over 30 flying clubs received Air Ministry contracts for flying instruction using the clubs' own aircraft and instructors. Each course, to include at least 30 hours flying, was to last about two months including two consecutive weeks' of continuous training. Accommodation is provided on club premises where necessary.

3,000 P.P.L',s.

The maximum number of scholarship awards has varied from year to year; in 1953, it was increased to 500 which is the most in any one year so far. Any proflcient cadet of either the Air Training Corps or of the R.A.F. Section of the Combined Cadet Force who is over 16| is encouraged to apply for an award. He is first required to submit to a series of tests, interview and medical examination at the R.A.F. Aircrew Selection Centre at Hornchurch, Essex.

If successful, he is allotted to a flying club near his home as soon as possible after he reaches his 17th birthday.

Today, there are well over 3,000 cadets and ex-cadets who are qualified to private pilot's licence standard and entitled to wear the specially designed flying scholarship badge-a bird with outstretched wings in gilt on a background of R.A.F. blue enamel.

Flight Briefing for Pilots-Vol. 1. N. H. Birch and A. E. Bramson (Pitman, 15/-).

rfHIS extremely useful and handy flrst volume r of "Flight Brieflng for Pilots" has been approved by the Guild of Air Pilots and Air Navigators who recommend it for student pilots taking the P.P.L. The Guild add that students taking the Flying lnstructor's Course would also benefit from studying it.

The authors N. H. Birch, who is the Hon. Secretary and C.F.I. at the Warwickshire Aero Club and A. E. Bramson are both experienced flying instructors with Commercial Pilot's Licences and are freemen of the Guild. Mr. Bramson in fact is a member of the Panel of Examiners. The authors say in their preface, rightly, that as most private flying training is done al week-ends and on those occasions C.F.I.'s have more than enough to do, it follows that only a limited time can be devoted to individual flight brieflngs. Hence one of the objects of the book-"to ensure that the student pilot is aware of the aim of each exercise and the reason for the behaviour of the aircraft under various flight conditions".

Each of the many informative well set out chapters contain, where applicable, a section headed "Flight Practice" which provides the pupil with a stage-by-stage sequence of control movements for each manoeuvre and which is designed to supplement the instructor's flight briefings.

Much thought has been given to providing the pupil with a sound working knowledge of the fundamental principles of flight to make sure that he will not "\ryaste time in the air learning facts he could have mastered on the ground. Maximum time can therefore be devoted to flight practices which ultimately affect the speed at which the pupil will progress towards his Private Pilot's Licence".

Popular Flylns, September-Octobet, 1961,

This thoroughly practical and informative volume will undoubtedly soon flnd its way on to the bookshelves of the flying clubs as well as in the homes of not only potential pilots under training but also a good many who have long since qualifled.

The Wrong Side of the Sky. Gavin Lyall. (Hodder & Stoughton, 15/-).

rFHIS is a first novel by Mr. Lyall who served -r- two years as a R.A.F. pilot and who started his first four thrillers sitting in crew-rooms between flights. He says he "got about one-fifth the way through each before running into total non-sequiturism of plot". Now with the Sunday Times he has managed a little tirne from his journalistic duties to finish this one; a story of adventure and intrigue in the Middle East with of course, as the title indicates, a flying background.

FLT(i}IT BBTMBIN{;

FOB

PILOTS

3 Yolume one

By N. H. BIRCH and A. E. BRAMSON

This book covers the basic theory of flight together with fundamentals clearly explained and excellently illustrated, by Bramson, and then goes on to describe the basic flying manoeuyres giving explanations and clear instructions on the practical exercises needed for the pupil pilot. AII exercises in the bool< are geared to the Private Pilot'S Licence. The bool< has received official approval from the Panel of Examiners of the Guild of Air Pilots and Air Navigators. l5/- net.

Populor Flging .AIRTEST

No. l-TEfltr AIRCOUPE

F1RED Weick's original Frcoupe has in. recent years taken on a new, virile lease of life in the form of the Aircoupe produced by Air Products Co. [nc., of Carlsbad, New Mexico. This latest development, handled in the U.K. by Air R.ent Ltd. at Stapleford, Essex, whilst outwardly unaltered has benefltted from the steady development that is only possible with a thoroughly sound basic design and has all the signs of becoming as renowned in the air as the Volkswagen is on the road.

Still looking very up the minute with its low wing and tricycle undercarriage the Aircoupe in the air proved to be a most enjoyable machine to fly. On entering the cockpit, which is of the step-in variety, one is immediately impressed by the neat cockpit layout which combines the luxury feeling that we have to expect from American aircraft with a tidy functional appearance.

CHECKING THE COCKPIT "

The 90 H.P. Continental engine is started easily by pulling the starting toggle, situated centrally and high up on the instrument panel, having first turned on the master switch and the fuel cock. When the engine is cold it may be necessary to prime it first by pumping the throttle. Checking the cockpit on this delightfully simple aircraft is really a case of setting the screw-type trim in between the seats and checking the fuel state. The fuel is contained in two wing

tar-rks totalling 15 imp. galls. and a f,uselage tank of 5 irnp. galls. This gives a total of 20 imp. galls, or.just over four hours' duration. The two wing tanks have a rather obscure gauge tucked or rather hidden in the side panel of the cockpit. Tl-lese two tanks drain into the fuselage tank whicir has a simple and reliable wire float-type indicator placed in front of the windscreen and this tank which is the last to en-rpty holds one hour's fuel.

Taxying is a sheer delight with the tricycte undercarriage and excellent all-round visibilitytire disc brakes are operated by a substantial fly-off handbrake which is comfortably situated between the seats. The brakes are non-differential in operation but this ref,nement is unnecessary with the steerable nosewheel which gives one the feeling that one could taxy through Piccadilly in the rush hour without embarrassment.

STRAIGHTFORWARD TAKE-OFF

The take-off is straightforward. The throttle may be opened quickly without any tendency to err from a straight course. A fairly hefty pull back on the wheel is required to unstick at 90-95 m.p.h.but once this is done the Aircoupe comes off cleanly without hesitation. Indeed later take-offs which I made showed that if a short take-off was required the wheel could be held right back from the start and the aircr.aflt would unstick in perfect safety at 90-95 m.p.h. On the day I flew the Aircoupe the air was very turbulent with wind gusting up to 30-35 knots and I was a little surprised to flnd what coarse use of the ailerons it was needing. This initial surprise was overcome when I realised that this was due to rather low stick gearing and not to any lack of power in the ailerons, a fact that one gets used to in the first few minutes.

The climb away is made at 65 m.p.h. and at a very healthy rate of clirnb I made to be just over 800ft./min. solo. This slide-rules out just about right for the manufacturers' figures of 700ft/min for two up and full fuel. The angle of

the climb is steep and the nose tends to interrupt the view dead ahead just a little.

Cruising at 2,250 r.p.ffi., 114 m.p.h. came up and this was held with the aircraft trimmed 'hands off'. The elevator trim is effective enough as a cruising aid, although it tends to be a bit fussy for use in the circuit but all trim forces can be over-ridden with one hand in any position. The vernier adjustment to the throttle was invaluable to setting up cruising r.p.m. and holding it with a positive lock, leaving one hand free to operate the M.F. receiver and Superhomer fltted to his aircraflt.

GENTLE TURNS

Gentle turns could be made on aileron alone but more ambitious changes of direction required a touch of rudder. Having rolled effortlessly into the turn it was necessary to hold off bank slightly to maintain a steady turn. Steep turns were a delight. It is possible to ro1[ into a steep bank and pull right back on the wheel. lf a turn is held it is just possible to get the Aircoupe to come to what is almost a stall when it just rushes a little and carries on.

continuecl on next Page

Popular Flying, September-Ot:tober 1961

The Aircoupe-continued"

Atternpts at level flight stalls proved fruitless. Decreasing speed at a standard one m.p.h. per second only resulted in a minimum flight speed of about 47 m.p.h. In this state with the wheel hard back the Aircoupe rushes down at a rate of descent of between 600-650 ft/min but still remains on an even keel with plenty of 'bite' to the ailerons. Coarse use of the rudders in this state only produced a slight swing of the nose. The rudders with their very restricted travel appeared to be fitted more by way of pandering to convention than anything else and one feels that they are something added to the original pedalless system as originally designed and now only fitted as an extra.

Landings were so simple that one finds it hard to comment. On my first landing I was a little concerned as to what the effect of the low stick gearing would be in the very bumpy conditions, but this proved to be groundless. The Aircoupe required a little rudder to keep straight on the approach, which I made at 70-75 m.p.h. in view of the turbulence but normally should be made at 65 m.p.h. A.S., but otherwise trimmed out nicely. The roundout gave me some surprise as I pulled back on th,e wheel and found uryself

hard on the stop without any apparerit checking. I was further surprised when the wheels rumbled on in a reaT daisy-cutter of a landing.

BASIC DATA

Span 3Oft. Length 20ft.2ins.; Wing area 142.6 sq. ft. Range 500 miles. Ceiling 18,000.f. Cruising speed 720 kts. T.O. run 900 ft. Gross wt. 1450 lbs. Empty wt 900 /bs. l'-uel consumption 5.5 U..S. gaillhr.

..LANDS ITSELF"

Having recovered from this surprise I tried some more landings and found that the Aircoupe virtually lands itself. Even if one just flies straight in without checking, the Aircoupe pulls off the smoothest of landings. About the only criticism one can make is the somewhat lame comment that kicking off drift in a crosswind landing left me with the impression that a little more could be desired.

A11 in all the Aircoupe seems to be an ideal, cheap to run, touring aircraft. Its flying characteristics, whilst being a little strange at first have that endearing property of all thoroughbreds of growing on one. Training 1'rom scratch should be ridiculously easy, though rvhether a pupil so trained wor-rld require anY further training before flying other aircraft is a point of interest.

For those who want to buY an Aircor-rpe the basic aircraft costs f,3,515 in the U. K. although with extras the Price can reach f.4.200. lf You cannot afford this amount Yott can hire one for f 5 or a little over per hour on a 300 hr. basis, with all mailrtenance and insurance costs Paid. F.W.

The Aircoupe's neat cockPit laYout.

Popular F l1,ing, S e p te mber'O ct ober, 1967

MR. GEOFFREY DE FREITAS, M.P. for Lincoln, told members and guests of Lincoln Aero Ciub at their annual dinner that the activities of flying clubs were o'part of our national life but they have been neglected too 1ong."

MR. J. BARING and his colleagues, Mr. J. Carver (a B.O.A.C. pilot) and two R.A.F. cadets fron Cranwell recently flew to France in four Turbulents from the Tiger Aeroplane Club, Redhill. The contingent toured French flying clubs to dernonstrate the Tubulent's qualities.

THE DUKE OF EDINBUR.GH recently paid a surprise visit to Shoreham Airport where he toured the light aircraft manufacturing plant of the British Executive and General Aviation Ltd.

WE ARB MUCH INDEBTED to the editor of The Post Magazine and Insurance Monitor for permission to reprint the following extract fron-r a recent issue. This note, by the journal's aviation correspondent, points to the dangers of taxying pilotless aircraf,t !

"A member of an aviation insurance department staff present at the recent air racing weekend at Coventry says that he saw a Tiger Moth aircraft being taxied with no person in either cockpit, but with someone walking alongside holding on to the throttle. He wishes to know if this is allowed and if it is not, what is the position under a standard aircraft policy if tliere should be an accident ?

"During the war with thousands of Tigers in use and when staff shortages were a problem, such incidents were not unknown, and probably 99 times out of 100 no accident occurred. Nevertheless, there were occasions when aircraft did get away under power without anyone

P opular Flying, September-October, 1961.

aboard, and they can be very alarming indeed. With a firm hold on the throttle this is unlikely, but a person can trrp, or the aircraft might suddenly accelerate and drag the person outside it off his feet. One can also imagine the aircraft losing speed on rough ground or on a slight rise, and going off rapidly once the obstacle was passed. Moreover, anyone who has taxied a Tiger rather fast and then had need to stop suddenly to avoid collision, expecially on tarmac, will be aware how difficult such stopping is in an aircraft like the Tiger not fitted with brakes.

"[ must conless I am not sure of the exact legal position under Air Navigation Regulations, although no doubt major airports. hardly likely to be used by a Tiger or like aircraft, would have their own rigid regulations. The cover under the standard policy does rather rely on such regulations to deal with matters of this kind not specifically dealt with under exclusions of other policy conditions, but it would appear that apart from the need to observe any relevant Ministry Regulations, the policy would allow taxy-ing without specifying how it is to be done, so long as it is done by a licensed engineer or qu:rlified pilot.

"The insurer is obviously ataconsiderable disadvantage if he is at risk in such a case, since any third party whose property was damaged would have little trouble in demonstrating that due care was not being observed.

BEAGLES AT FARNBOROUGH-Though formed less than a year ago the Beagle Group gives an indication of its plans and capability by introducing no fewer than seven new types of aircraft at this year's S.B.A.C. Exhibition and Flying Display at Farnborough.

SMALL ADVERTISEMENTS

A4cnrbcrs ol' the Popular Flying Asso''icttictrt nruy- hrtvc thc u1e al^t!'-i! t'olttntn ./or advertising otiiiieJ'*ri1r7, )linang.cT or disrtosal lor oNE tNSERTtoN up to 24 ,;;;; Fiia;:'ii'ioii iion one insertion it must 'ii pri-ritn ii odionr"'i"iil''"tL o1 4d' p"'.worrl (min' 12 words)' Box No. l.t. 6d. extra. ii"-'il"'ii"rt" chiis?aile at the rate oJ'6d' per word (min. 12 words). Box No. 'ls. 6d' extra' Cheques nnd Postal Orders shottld be crossetl and sent to P'F'A'

PERCML PRENTICE. 4 seats, fitted 10 channel STR9X' ;;;;;;;;;;.y, r vJu." C. of A., lialf run and readv rel '-ry^- i"![liti-'i"i;i..v.- -or"ts considered around f'1'650 Box. 112 P.F.A.. 19 Park Lane, W.1.

P.F.A. MEMBERSHIP CAMPAIGN

WOULD LIKE TO TRADE, 35 m.m. colour slides of present ;;; fl "-i" ".;;t iq ue- ai rcraft, for s m a r w ith anyone nterested'

fr.'ri;d'i7;;;oi,lees N.4th Street, Columbus l, ohio'

NEED USED JAP. J99. engine' must have- los book an9

".""i"ffoi. --Patrick Packard", 3615 Brotherton Road' tlin;innarti. ohio, U.S"A.

SWALLOW GROUP have Vacancies for-new members

;;J h";" P.F.i. sec.- D. Bernard, 156 Eastcote Roaci' Pinner, Middx.

TAYLORCRAFT'D'. Cirrus Minor 1,619 hrs' (179 to

TN L recent issue P.F.A. Chairman, Mr' IDavid Armstrong, made a strong appeal for more individual members of the Association' oo Like the Lonrlon store that ( neYer knowingly undersold'r" hesaid, 66 we feel that we can claim to give the best services at lowest cost and my invitation 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 give-so join us now and have a voice in the future development of ultra light and light aviation."

F";'r i"i,r;*:d"- isez'd vEiitj :' blue and red. green interior

'"i',"i*" ii,ii. : ++-i gatts pr hr' ; l0 gallon tank

i,i;;;i'V;;;;. - eabb'"i 6m.'' P. E. Brvth,-Yorks.hire

t"r.'it"ii"i fir6f cioun, Stotte Mill, Maltbv, Nr' Rotherham

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

LUTON MINOR OR SIMILAR UITRA I-IgHT WANTED

;;; h;;;-p.;-ii t" ni stvtlt, stone Mill, Maltbv, Nr' Rotherham.

PUSS MOTH for sale. Full details, colou1ph,o-t9-graph. and

Have you enrolled a new member Yet ?

To PopuLAR FLYING AssocIATIoN Londonderry House, Park Lane, W'1'

Dear Sirs,

a"-;;ii;;i"; t" "ppii*ii.n to Dr. G' w' Hall' Roberts

tliiil'n."rr Militarv' C;ii;c; of Science' Shrivenham' Nr'

3*inaon-,'wittt AlI offers carefully considered'

TAYLORCRAFT for sale. Applv,G' R' Heneage' Humber

Fiiing Group, Royal Dock' GrimsbY'

Please enrol me as a member of P.F.A. and send me PoPULAR ELYING commenclng with the current issue to the address below. I enclo'se remittance for f2'

MILES MESSENGER. New three-vear C of A' Nil hour

b#;Tt4;;* I 6;;i";. -Repainted-and re-carpeted.^ PYSI

Jo[#oi. Metal prop.-:aiu ieei. M'R'60 radio' M'R'70 D/F'

b"1l&;'6;ffi;[. -i;;'t"i;Zh,tes. Best offer over f2'000'

27 Lennox Cardens, London, S.W.l'

AVIATORS in The North West fl.v with'The Southport.Aero Cf oU. M"a.tn aircraft, fully equipped for touring wlth trtlt] ounii. "o.rrtehensive radio. night flying eo-uipment' ^ l\o 5;i;;i.; ffi. nnnual sulscriptioh ontv f-t' operating from wi,,iJ"iri,-il"ui s"utiipo'i"';ni..o'i'e " at i5 per hour ;;;l ;;;;i";i'iiourtv raie for mid'week touring' Secretarvb.- \il: V;;;";- iI Nor*ood Avenue, southport' Lancs' Tel. 85080.

MESSENGER, Excellent condition'--Cirrus Maior engine' i;l i6i t,.i nvi;L ;;;;i';i;h rvi n. a-o iz: chan ner s) V'H' F' a nd i""i-n'.o.F' ."uiiio "o-pitt' bual -co-ntrol' can be inio?t"J'"t'stupGi"tA'aJt.aiorn"' -sz,ooo' J' Butterfield' fuii*inOt, Park Lane, Broxbourne, Herts'

FOR SALE two new seat-tvpe parachlltes;-u.npacked f,8 each' Box I13, P.F.A., l9 Park Lane' London' w'l'

McCOULLOUGH 4 Cylinder horizo-ntally. oooosed 2 stroke ;;;i.; 1";;l; ;ith ca;6;;eitir.-rotal-weiiht 70 lbs' develops ;ii;. b?s. - iii.'b.iiitii tqns or Braunston 376 or write J it'.'i.uurL..'- ciio noao,'Braunston, Rugbv'

BEGINNER'S GUIDE to wooden aircraft, construction ! B;"-kG; O-etaiiing step-by-51sp construction. ofl Luton Minor iiiJ."-it. -i"i.iri?v -lh,iJt.utJa -ind packed with hints and ".i.i"i"ti.ri ]i;;-;it"i't" ";v amateur constructor regardless ;i'iii;;.i;;i.' ai- p"ii r.e6. Arthur w' J' G' ord-l{ume' Rosem'ead-, Lake. lsle of Wight'

Name

Address

Date

Cheques to be made Payable to POPULAR FLYING ASSOCIATION

AERONCA C.3 lor sale. In very good.conditio.n with major 3""..rr""i' r-ui."it - ib-pl"te' o nty req uirqs^ -1esin s -an d fi n a I X"-.'iii-. Sit. or. to owner's pirsting' f 150' G' H' Baker' i1m..i.' Mess. R.A.F., Vallev, Arrglesey' McCULLOCH 4138 AX engines. -Ne.w and^secondhand' E;;;;."7ii'p ui +too rpm.36 lbs basic wt' Also parts lor dviu*pt.i.. Hou'ell. Sg Albert Road, Horley, Surrey'

Popular Flying, September-Oc1s6s7, 196l'

For POP RMTING

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l|OHIRIRY $I[ffITIRY IIR-BRIT[II{ ROUNDWAY HOUSE THE ROUNDWAY RUSTINGTON SUSSEX

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Whether it is ultra-light, latest jets, airliners or nostalgic old iimers, you can rest assured that your interest will be satisfied by " Atnolloorurn " with every issue, out on the 15th of the month' Accurate l/72nd scale drawings of a few ol our ultra-light series from " Aircraft described " are shown here. TheY are available as reprints atPrices from 6d. upwards according to scale and size. Our 160 oaee fullv illustrated Plans Ha-nAUooi< 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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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 " 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 up6'Rollasons the light aircraft enthusiasts ',