Popular Flying Nov/Dec 1961

TL.e Southport Aero Club's new Aircoupe G'ARHC at Woodvale.

Photo : Loker, SouthPott.

Tonch down at, one of the Aviatj.on Dealer points and flII up with fuels and oils that are famous throughor-r't, the flying world ' Shelt'Met and B 'P ' Ltd' Lt'aue just prod,uced, a free map showing w-here pilots can get she1l or BP products at airfi.elcls all over the Bribish Isles. I The long experience of Shell-Mex and B.P. Ltd. stands ready at the service of all privateairmen' aLl clubflyers' executive atrcraft or helicopter pilots, aerial-spray contractors and air-taxi OperatOrS. Now fast cross-country travellin$ by air becornes a really practical proposition. E Make a note to get your map from your local Authorised Shell and BP Aviation Dealer. At most of these poi'nts you may use your she1l or BP Carnet to purchase your fuel and oi1 requirements on credit'

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EDITORIAL

THE Rally has come and gone and plans are already -r- in hand for next year's venture. The Rally subcommittee has begun its deliberations on the venue for next year and it appears that the choice may lie between Ipswich, Ramsgate/Manston or Shoreham. As soon as the final decision is made-and this depends on a number of factors such as the availability of an airfield on the date we require it, accommodation, afid the capacity of an airfield to deai with a large, sudden influx of private aircraft-an announcement will be made so that members may reserve the date.

One decision alreadlt made is that the Rally is to be held in the early part af the year instead of in September as hitherto and that, although the precise date has not been fixed, June is the month of choice. And that meotns of course more flying ltours. By focussing attention on next year's Rally so soon after the last the P.F.A. Execwtive hope to obtain a record aircraft entry and a record attendance of members.

This year's Rally was certainly successful despite the vagaries of the weather and the difficulties with the customs officials at Cardiff. That one of our French colleagues, who had flown over a thousand miles to be present at the Rally, had his aircraft detained at Cardiff because his papers covered only customs-manned airfields -and at present there are no customs facilities at Swansea-was deplorable in the extreme.

This was certainly an occasion when, in the best interests of Anglo-Fyench relations, some relaxation in the fficial approach might haye been expected. It is, ltowever, q)lnptomatic of the prevailing attitwde towards private flvins.

THE EDITOR.

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

Individual mentbership of the P.F.A. (two pounds per annum) entitles each member ,o popuLAR FLvING .fiee oJ charge- Additional copie,s 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 Secrelaries may obtain a discount on additional orders Jrom the Group,

SUCCESSFUL P.F.A. RALLY AT S\X/ANSEA

Norman Jones awarded New Royal Aero Club Trophy: Strong French Contingent

LANS for this year's Rally began early in the and were nearing finality when for a variety succession from Cranfield to Shoreham and then became apparent that Fairwood Common would

The one doubt in everyone's mind was whether the distance would prove to be too far both for our French friends and some of our more distant U.K. members. However, almost before the last entry-forms had gone out, the first applications came in and continued to do so in good numbers up to the deadline.

Saturday, September 9th was ushered in with a little early morning mist and the promise of a good day's flying. Two members of the M.P.M. group went down to Kidlingtod to keep an eye on the A.W.A. and McAully group Tigers and those members of the committee who had not gone down on the Friday set off.

Conditions at Fairwood were excellent and by the time we arrived some 22, inchtding the French contingent were parked in dispersal. In all there were 30 entries for the Rally.

A.W.A. and McAully Arrive.

Just before 2.30 p.m. a Tiger flew over the Tower to cornplete a faultless circuit and landing. The flrst of the two Masefield Trophy contestants had arrived. A.W.A'.s ww taxied in with text-book precision. Almost on the half hour the pale blue Tiger of the McAully Group gave an identical performance, only to bounce and have to go round again, this time to make a perfect landing.

While the Masefleld contestants were being debriefed Neil Harrison and Bob Pooley were organising a landing competition in which

New Year under Neil Harrison's chairmanship of reasons the venue had to be changed in rapid to Swansea. With Peter Roberts' help it soon be ideal.

Tim Vigors in the Apache was soon seen trying to out-do the Turbulents of Colin Rogers and Margo McKellar in putting the machine on the white line.

A coach party of swimmers went off with Teddy Davis to one of the bays. Chuck Mange and Jack Reed of the Mill Hill Group and Bill Hall settled down to sorting out the Concours.

Jimmy Hunter gave demonstrations and several wives were busy selling magazines. Other members just wandered along the line of parked aircraft to find old friends and take photos.

Meanwhile Simon Ames of the R.Ae.C. was trying unsuccessfully to clear up a misunderstanding between Monsieur Barritault and the Customs at Rhoose, which culminated in Barritault having to leave his machine at Rhoose. I can only wonder at what the French contingent thought of this particular piece of English bureaucracy!

By this time the Masefield Trophy had become neck and neck with only the landing competition outstanding. A.W.A. taxied in having completed their landings, but McAully's Tiger refused to start. All the usual procedures and blasphemy failed to bring it to life. So it was decided to complete the Trophy the following morning, together with the treasure hunt.

Gradually people drifted over to the clubhouse and then by coach to the Dragon Hotel. This was truly on the Deauville style with central heating and air conditioning, with each

Popular Flying, November- December, 1961.

P.F.A. RALLY I

person having his own private bathroom . express lifts and deep plush carpets. The cocktail bar soon filled and hummed with aviators' language. Some 90 members and guests sat down to an excellent dinner.

Speeches were of the usual briefness with H.B-D. expertly translating for the French lads. Arthur Ord-Elume became a one man Pathe Pictorial and added to the bonhomie. New Trophy.

T-*;J"nes, who had arrived in a prototype Condor, was awarded the new Royal Aero Club Diamond Jubilee Trophy presented to the P.F.A. for annual award to the individual making the greatest contribution to light aviation during the year. Unfortunately Norman had had to return to Farnborough to keep an eye on things for the following day's flying at the S.B.A.C. Show and the Trophy was received on his behalf by Simon Ames.

The Concours d'illbgance went to M. Marcel Beraud, brother of the President of the Rbseau du Sport de l'Air, for his Jodel D.199. The P.F.A. Trophy for the best constructed ultra-ight aircraft at the Rally went to Colin Rogers, of the Hertfordshire Experimental GrouP.

At the presentation of the trophies Mr. David Armstrong, Chairman of the P.F.A., said that over 90 members from all parts of the country had joined in the Rally and their support was indicative of the growing strength of the Association. Over 100 affirmative replies had been received following the Association's referendum on the possibility of a P.F.A.-organised charter flight across the Atlantic to link up with the E.A.A.

The following morning rain lashed down, with the tops of the mountains hidden in grey cloud. Breakfast was, however, cheerful and we set off for the aerodrome, which was in complete contrast to the previotis day's summer. A weather forecast was obtained froq ,Rhqose which only made things look Popular Flying November-December, 1961.

blacker. News also came of three aircraft trying to get to the Rally. Joe Taylor was coming from White Waltham and two of the Groups from Rhoose were due. Just before noon we heard that all three aircraft had returned to their home stations.

Meanwhile a local clearance had encouraged some of the rallyists to take the morning air. The Masefleld Trophy teams got together and decided to use WW for the fly off. A Maggie also decided to go for a quick look round and so it was that two airuaft, a car load of spectators from A.W.A. and the judges, set off up the peritrack to the far end of the runway. Just as the proceedings were about to begin low clouds swept inagain and it rained more than ever. A flashing red convinced everybody to take cover under the aircraft while a scheduled Dakota service came in. Fifteen minutes in the rain had cured everyone's enthusiasm and the aircraft returned to dispersal, with the Magister being reported in the Movements book as returning backwards under man-power! Back in the clubhouse a picnic lunch was well under way.

A series of route forecasts were as vague as earlier met. reports and many people began to make arrangements to return home by train. The Masefleld teams decided to re-run the landing competition at a later date at Svwel1.

About 15.00 hours the weather showed signs of clearing and Best-Devereux and Jimmy Hunter took off to investigate conditions. A few minutes later they returned to say that in the Bristol Channel the weather was quite good. The Stinson Reliant from the Hampshire Aeroplane Club and the Armada Group's Prentice were flrst to leave. The rush that followed would have done justice to any 'o scramble " and within 15 minutes only one Jodel and half a dozen British machines were left.

The 1961 Rally was over. A good Rally despite the weather and the Welsh Customs Officers. R.M.

SEE CENTRE PAGES FOR RALIY PICTURES, 3

FLIGFIT TO ADVENTURE (Part r)

By Brian

A photographic expedition of six weeks, fl. planned by two friends and I, seemed a formidable proposition.

We were to attempt to fly by single engined Auster aircraft, over fifteen thousand miles of the African Continent. Certainly a much greater, and a more hazardous flight than the author had made to Morocco in a similar aircraft a year before.

Two of us were pilots and the third member a photographer, who was to keep a record of our journey on cinefilm, interspersed with still shots when something of unusual interest presented itself.

The organisation and planning time for the trip took four months, as there were many complicated and lengthy diplomatic clearances, plus the arrangement of special fuel supplies necessary from the aeronautical authorities in the twenty-three different countries, federations and protectorates we were to pass through.

Much of the immediate time preceding our

McAllister

departure was taken up with the buying of special survival equipment. Our journey was to take us through many varying terrains, from the Western Sahara desert, to the bush and jungle of West Africa to the barren wastes of the Sudan, and the tall austere mountains of Uganda and Kenya, returning to England through the blistering heat of the Nile Valley and North African deserts.

BURST TYRE ON TAKE OFF.

Our departure from England seemed dogged by ill luck, for we burst a tyre on take-off at Coventry, from where we were to fly to Birmingham Airport for Customs clearance out to France.

The tyre was repaired, but our aircraft encountered further damage on landing at Birmingham, where our port wheel seized and threw the aircraft off the runway to the left, despite my efforts to the contrary, twisting the fuselage, and braking a spar in the starboard wing, also ripping the tail wheel from its mounting.

We discovered on inspection of the aircraft, that our accident had probably been due to faulty mainterrance, and this was confirmed in the engineer's report we received. We were certainly lucky to be alive.

At this point we thought our expedition was ended, as the engineer informed us it would be many weeks before the aircraft could be made flyable.

Fortunately we were abie to obtain a similar airqaft after several days of negotiations, and finally started our flight without further mishap, eight days behind schedule.

We arrived at Le Touquet on the French Channel coast in the late afternoon, after a delayed take off of several hours in the morning at Birmingham, due to mist.

This is the first part of a story written by Coventry pilot Brian McAtlister, who with copilot and navigator George Preston, took an Auster on a 15,000 mile trip to Africa and back.

The author, Brian McAllister (standing on wheel), with his co-pilot I navigator, George Preston.

Popular Flying, November- December, 1961.

Our journey through France was uneventful and pleasant, with the weather for once staying bright and sunny, a hopeful prelude of the summer to come.

SEVERE TURBULENCE.

We arrived at Barcelona on the morning of the fourth day in bright sunshine, with a warm breeze blowing off the Mediterranean. After consulting the meteorological officer, we discovered that it would be inadvisable to fly any further that day, due to severe turbulence further down the coast, very dangerous for a small light aircraft such as ours. We decided to spend the rest of that day and night in Barcelona, and make an early start the following morning, when we were assured conditions would be favourable.

Our hotel was very comfortable, and conveniently near the city centre, so we were able to sally forth in the early evening, and taste the delights of Spanish cooking in the form of fried squid, frankfurters with warm, freshly baked bread batches, flnishing with fruit and cream. Barcelona to me always seems a hive of activity, for of course it attracts many tourists. The rest of the evening we spent sipping beer, sitting at an outside table at one of the many bistros, enjoying the warm evening and listening to the excitable flowing language which is so characteristic of the Spanish.

Our destination the following day was Malaga in southern Spain, with a refueling stop at Alicante. At seven thousand feet, our cruising altitude, the sun stillfelt extremely hot, but we didn't seem to notice this very much, for the scenery was magnificent, with the blue Mediterranean on our left, and the snow capped mountain ranges of Spain on our right, some reaching to eleven thousand feet. Our arrival in Malaga was without incident, and we spent the night at a small hotel near the beach at Torre Molinos, a sma1l village just outside Malaga.

When we cleared Customs the following morning outbound for Casablatca, the customs official became very excited when he discovered my revolver, for he said that it was illegal for anyone, save the police and military personnel, to carry firearms in Spain. They also questioned the amount of cine fllmwe were carrying, as we had two brief cases full of one hundred foot reels. It was a relief when we became airborne for Casablanca.

Popular Flying, November- December, 1961,

DESERT SURVIVAL.

Casablanca Cazes airport is large and modern, and a main routing stop for akctaft from all over Africa and Europe. It was here that ourdesert survival equipment was checked and the specially issued desert crossing clearance forms stamped. These extremely necessary and important forrnalities are usually carried out at Agadir, but due to the earthquake disaster some month earlier, only emergency services were in operation there.

To be continued.

PLANS foT ULTRA LIGHT AIRCRAFT

SINGLE SEAT

HM 290

Jurca MJ2

Fauvel

TWO SEAT Maranda

Piel Emeraud and others

also sailplanes

Briegleb

SEND AIR-LETTER FOR INFORMATION

FAH,O{DNAru

MUNICIPAL AIRPORT

BDMONTON, ALBERTA

Accounts: CANADA payable in sterling to our London bank.

Populor FlVing AIRTEST

No. z-Tfffi CONDOR

UCH of the success of ultra light aircraft in this country is owed to the successful introduction of some of the many French designs into this country. One of the most prolific designers in France was the late Roger Druine who shortly before his death followed his successful 66 Turbulent " and '6 Turbi " with the somewhat more sophisticated tt Condor."

The Condor achieves a good deal towards the personal comfort of the occupants without losing any of the basic simplicity. It is indeed an excellent compromise towards the very high standard achieved by the American industry and the simple hand built light aircraft, which can be built by the individual craftsman and who indeeed is able to become airborne by his own efforts.

That champion of the sporting pilot, Mr. Norman Jones, Managing Director of Rollasons has followed up his excellent work with the Turbulents by building a Condor with the eventual idea of offering for sale a two seat side by side club aircraft in the region of f,2,500. Lest this moderate price be thought to be at the expense of over-simplification, I must mention that the Condor has a starter generator, flaps, brakes, blind flying instruments, etc.

The Condor, built by Rollasons, is the lower powered D.61 version powered by a 75-h.p. Continental flat four engine driving a two blade wooden airscrew. This does not leave an awful lot of power in reserve, by present day standards, and it is proposed to fit one of the subsequent Condors with the 90/100-h.p. Continental, specified for the D.62. This would be a very sound idea, particularly when the 0-200 Continental is available through Rolls-Royce.

The Condor is currently flying with a weight restriction in order to keep it within the weight limit of the Permit to Fly of 1,200-1bs. This " flrst prototype " is a little overweight on the design empty weight, largely due to a little

confusion on the drawings, which has now been sorted out, and the benefits of which have been passed on to the Popular Flying Association by Rollasons. Due to this overweight and the permit limit, the Condor can only, at present, be flown solo, but Mr. Norman Jones is tackling the weight problem with his usual vigour and has already made some sizeable reductions.

Entering the cockpit, ono is irnmediately struck by a general feeling of "airiness" due, no doubt, to the large amount of perspex supported by small diameter steel tubes which surround it. Entry is made through upward swinging doors by stepping over tl"re low cockpit sides and alter settling in the very comfortable seats, it becomes quite a surprise to find such a roomy cockpit on an aeroplane of only 30-ft. span. There are rnany aircraft with side by side seating which besides being larger than the Condor have much less spacious seating arrangements. Behind the two seats is a sizeable baggage space.

The " prototype " as flown has a full flying panel with the exception of a V.S.I. These were arranged in a somewhat haphazard fashion that will, no doubt, be tidied up on subsequent aircraft. The engine instruments were in general on the starboard side and the flight instruments on the port. Controls were a set of identical knobs for carb heat, master switch, throttle, etc. The dual controls consist of a U-shaped stick pivoted centrally, which appeared to give a rather odd action in

BASIC DATA

Span 30 ft. Length 2lft. 6ins. Wing drea 134.5 s(t. Ji. Weight (empty) 820lbs; gross l376lbs. (design values).

Per.formance: Cruise 88 kls. Max. Dive Speed l4l kts. Climb 689 ft.l mins. Stall2S kts. Range 3AA miks.

Popular Flying, November-December, 1961,

thc lateral planc lrut this proved i { tice and the flap lcver situateh be- ,, ,r,i ,,,,,,,,,,,,,.f,,.l.

Ufii:xi:ii*; ;;; ;;"'' i'

Starting up is sirnply a case o1 pressing "the bLrttori, 'the engine ,,,,.,,,r,,,;ijr

ffiffiffi [*ffF*irTill]ffi

able view over the nose, which is irear tirat o1' a ti-icycle uqqel-

Mme. Druine photographerl in the Rollason-built Condor. carriage aircraft. Only a little throttie is required to taxi and differential t-he speed scale, control effectiveness is retained-right uiut i"g on the extremes of rudder p.our t'uu.i flil$. t'rlf J!flt#ii"*,#,?fl:"*'#i; ;?*1# 3:."1: complete with a steerable tailwheel giYe ggg.d il;"mp;;GO Uv u"-uui"pt .iioribftt" Ji,.u.irO Iri.e ground manoeuverability. The ground stabil- whicll ban be pic\ed- rrp by the ailerons which are still ity ir good. Quite heavy braking is possibls effective. The whole manoeuvre givs verv little loss *itt o,it causin! the tail t"o rise. r ^" r of height. Late/ aircraft will be fitted with a "safe rake-offis straight rorward and is made with 3f,}l;;t1tJ't?T-#'Jiffi "JiSYif [:t'*Lf,f"l?'13; the flap in the first position and with neutral training purposes. elevator trim. With 1200-1b A. U.W. and con-

Slideslips with both flaps up and down were possible ditions of flat calm, the Condor flew itself off but only of academic use due to the remarkable in about 200-yds. This tendency to fly iiself effectiveness of the flaps in giving a steep approach' omirfurg.fyduetoitsflatgto""al.rgt";i"O..A

At the moment it is possible to select three flap tater tafe-offs shorved thit it was-possible to H3:l',','#];

oY|it"***J.,*1?fif !i+lS *#"if"?tffi take-off with the main wheels leaving the steep approach for a light aircrait. IVlaximum flap ground before the tailwheel. Normal unstick speed ii at present 45-kts I.A.S. and the approach SpeeJ *rth around 3g-kts I.A.s. with an sbeed of 40-45-kts LA.S. sives excellent control though rt.p.vr. or 2500. rhe climb away was made at ffiII T:1'f#:t"i'#rt#Tfifil*lli"il3#'J""f,:,{ifl 45-kts at a rate of between 650 & 700-ft./min effect which, together witli good shock absorbing at 1200-1b A.U.W. Raising the flaps produced characteristics of the Jodel type undercartiage, makes no noticeable sink and 6n1y a ^ small trim for smooth landings with a very short ground run. change. ,rn ctrrLr rr,rr a' D,r.rr Lr', *;r:131""?rlJ??x,:?f,?1".'i:?.i

fri#ilo-"r"lr:Yfl

Controls on the Condor are well co-ordinated-the ficiently simple and forgiving to allow the biggest ailerons in particular being delightful, showing ex- bonehead to land in safety. cellent response and a good rate of roll. In turns^. other

The Condor has an endearing mothJike quality than rate-l turns, it was necessary to hold off bank about it and is very m[cfr a spoiii"epil"tka"roptin.i. slightly and climbing and_ gliding turns required classic With detail refinements, not present oo tt ir pibtot,pe, use of ailerons which should be both excellent for ilifroufO make u niri'ciu*s'ilub trainei*ten ntieri tr-aining and appealing_. for tlrg sportsman pilot. *iifi-.1," rno." po*".ful Continental. provided the Elevator controls were. light y+h^ a high degree of extra work involved -in Urinli"g ii into the public sensitivity and although rg.stick force per G. loads fiu"rpoii Ciiegorv ";C*r;ifi;; irai"i"g Oo"r ,oi were taken, the force_s would Qrpp39lv be.on.the.light pioriio u"-too"*itrv, i t"ii6"" trrai t"."Is the ideal side. A never-exceed-speed of 147-kts is indicative of ttrt triirrer for use ln'ttre U.K. and sinitui countries good strength factors when one appreciates the steep- and one cannot U"t-"o"gru1"tut" Mi. Norman Jones Ul'r:l"t*Xi"1i,*t".;fii;,:ffiI:? f;:['f;1"-t]iia * o" ti.:"aei*e"t oi *riu?i' iiq"ii"o r;itGFb.necessary to exceeJthilsd;a.- "aiirrettrrer end of F'w'

P op ular FIy ing, Nov embe r - D e ce nfu e r,1'961.

below left : Tyvo members oJ' the R.A.F. ground staff at St. Athan, who arrived for the Rally and sportingly helped with the marshalling arrangements.

The Lincoln Flying Group trith their Miles Messenger.

F-PEVM, D.lI9 entriel D.lLZ and nt

Mr. Colin Rogers of the Herfordshire Experimental Group with his smart Turbulent G-APWP powered bY a HEPU engine.

Mr P. W. J. Stevenson v'ho.flew tlte 1,932 black and yellov' Contper Sw',ft G-ABTC front Syv,ell.

Mr. Norn' Rally in this G-ARHZ. t appeqrs on p

RAttY IT]RES

For the three pictures on

F-PEVM, one of the Frenclt Jodel D.lI9 entries, modified front an earlier D.ll2 and named'Sylvatt Badez.'

M. George Beraud, President of thc Rdseou du Sport de l'Air (left) and his brother Marcel (right) photographed with M. Segret and his Ambassadeur.

this page we are indebted to Mr. Arthur W. Ord-Hume.

Mr. Norman Jones arrived at the Rally in this prototype 65 h.p. Condor G-ARHZ. A report on the Condor oppears otr page 6.

Part 5: Material used in Light Aircraft Construction

l\[OW we come to the material which is used generally in light aircraft construction in this country 1 \ and Europe. This can come under the heading of timber, although ontry a limited number oi types are used in aircraft structure. The Americans generally favour the use of steel tube as the basis of their aircraft structure. This latter form of construction will be dealt with at a later date.

The timbers we are concerned with are spruce and ash, and beech or birch ply. The whole strength of the aircraft relies on the quality of these materials, coupled of course, with the quality of the gluejoints and construction as a whole. These timbers are picked because they possess certain assets from the aeroplane point of view. First a timber is required that is light in weight and yet offers good strength regarding tensile and compression loads. Spruce offers all this and so is an ideal rnaterial for the construction of ribs, longerons, spar booms, etc. Ash is heavier than spruce and is now only used where crushing loads are involved, as this timber is superior to spruce in this respect.

by A. f)euerell

Crushing loads are found where bolts and steel plates are, for instance, at wing to fuselage attachment points and in the vicinity of the undercarriage and tail skid, etc. Hence the reason for the use of ash blocks in the wing box spar at points of undercarriage and fuselage attachment. A11 this is on the drawings supplied but is mentioned in order to avoid any temptation to use spruce in lieu of ash at these points. A bolted up joint will soon work loose unless the timber used resists crushing loads ; a joint allowed to work can soon develop into a serious source of danger. A great deal to do with the strength of spruce and ash, is the way they have been cut off the log, the angle of the grain, its density, moisture content and brittleness. Also, of course, the timber must be free from the many diseases and defects that can affect wood. All this may sound elementary but it is amazing how easily one can overlook some of these. This is one reason why ARB released materials are insisted on in order to keep a safe standard. Plywood is easily obtained to this standard from many reputable aircraft f,rms and suppliers. Spruce is rather more difficult

to obtain as the number of firms with approval to convert timber are very few. However, the P.F.A. can supply the name of a satisfactory supplier on request ; we cannot overstress the importance of f,rst class timber for use in aircraft. Therefore, please do not hurriedly purchase a load of timber without flrst conferring with your inspector or the P.F,A.

To delve a little more deeply into the abovementioned requirements of timber may be useful at this point for it is essential to insist on the use of approved timber in the highly stressed structural parts of an aircraft. To achieve lightness, the designer naturally calculates on known timber grades and uses the smallest dimensions practicable, allowing, of course, for a certain safety factor. It follows therefore, that the use of inferior timber could seriously cut down on this safety factor. To quote a yery simple case, if you wanted to fit a new step on a step ladder, you would not dream of making the step with the grain across it or at a very acute angle, because no matter how good the timber condition is, it w_ould collapse immediately under the weight of a child, let alone an adult. Yet, if the grain were running along the step and dead straight, this step could bear the weight of a young elephant. To be continued.

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Popular Flying, Nove mber-De c.enbcr, 196l

'Amateur aircraft construction was reprepresented at this year's ' Do-It-Yourself ' Exhibition held at Olympia. Phoenix Aircraft Limited of Cranleigh had a stand on which was displayed the fuselage of the Luton Major which is under construction by Mr. W. G. Cooper of Weybridge. A display of metal fittings for a Luton Minor was lent by Mr. R. F. Tilley, of the Tasmanian Aero Club, and metal parts for a Luton Major were lent by Mr. R. A. Jancey, of Geelong, Australia. A large painting in oils of a Minor by Mr. R. G. Bean of Blackburn & General Aircraft together with pictures of the Luton types formed an attractive background to the stand. A complete Minor undercarriage, built by Mr. Roy Goodwin of Leicester was also on show. Three years ago the P.F.A. displayed its Turbi, G-APFA, at the D.I.Y. show.

Permit applications should now include the following :-(a) Maximum permissible speed of the aircraft. (b) Maximum permissible speed flaps down, ifapplicable. (c) Maximum engine r.p.m. for take otr (d) Maximum cruising r.p.m. (e) Minimum engine oil pressure. There is no need to take any retrospective action on existing Permits, but all concerned should note that the above information is desirable for future recommendations for both issued of or renewals of Permits to Fly.

Ministry of Aviation Census. A census will be conducted during the week beginning December 4th of the aircraft movements in Popular Flying, November-December, 1961.

the F.I.R.'s and upper air regions. The purpose of this pilot census is to determine traffic density. The information required is limited and will be confidential. Postage will be prepaid by the Ministry so that other than your physical effort there is little expenditure-and the possibility of improved facilities.

Each censor's card is for a period of 24 hours and reports should be made on the hour, giving heading, altitude, position, either as a latitude and longitude or as visual fi.x, i.e. 10 n.m. north of Luton, aerodrome of departure and intended landing.

If you are on the ground at the time you make no return or if you are on the circuit you simply state so in the position column.

The Heath Parasol, G-AFZE, powered by a Bristol Cherub III, the only aircraft of its type in the country. We are in' debted to the owner) Squadron Leader L. G. Foley, for the photograph.

Several new groups are in the process of getting started and we are waiting to see which will become Group No. 200.

The Luton Wildcats, Group No. 196, has recently been formed following the disbandment of the Hornet Private Flying Group. They are proposing to operate Hornet Moth G-ADKL from Luton. The secretary, Dr. Miles Kingsmill-Moore, tells me that they have several vacancies for new members and hope to caffy out instruction for students from Luton.

From the Lancashire area David Vernon, our area rep., tells me that his group have completed 200 hours flying in the last 16 weeks and that the first of the students to be trained on the Aircoupe are now reaching the end of their course, while membership now stands at approximately 70. West Lancs Group are now contemplating a Beagle Airedale as a replacement for their Tiger Moth.

McAully Group have got their winter programme started and have several winter flying fixtures lined up. As we went to press the Group were due to fly off the Bill Wiggins Memorial Trophy for spot landings, and a short circuit race, followed by flreworks and rum punch on 5th November. The Group has also taken under its wing a junior flying Group comprised of teenagers of 17-19 years who have formed their Group under the auspices of the Norfolk Education Committee.

This followed a successful weekend during r.vhich selected teenagers interestecl in aviation were encouraged to take up the art with the backing of the Education Committee. This is the flrst scheme of its kind in the country and one for which both the McAully Group and Norfolk County Council deserve the highest praise.

At Elstree recently the M.P.M. Group dropped their first paracliutist, much to the delight of the Iocal populace and the constemation of the circuit "bashers." lt is hoped that they will be able to form a parachute section and have a private field over which to carry out their jumps. So far six people have applied for membership and a second machine more suitable for this type of operation is being looked fbr, together with equipment.

Bourne and District Flying Group have now taken delivery of the Auster from White Waltham and have begun operations. This is the first loan to be negotiated successfully with the Private Flying l,oan Trust.

Another Group attempting to get back into the operational status is the Swallow Flying Group at Elstree. Nerv co-owners are urgently wanted and interesled persons should contact D. Bernard.

The Hertfordshire Expenimental Group corltinues to make progress and is now on the hunt for its own private airstrip.

Montgomeryshire Flying Group have now become operational with a Tiger Moth, although the Tipsy still requires a Micron engine.

I understand that the Armstrong Whitworth Flying Group are going to change their name to the Whitworth Gloucester Flying Group. Besides the new narne they are evaluating a stable mate for Weary Willie, now very smart after its respray. David O'Clarey would like to point out that it was their rivals who had the magneto trouble !

ROY MILLS.

Popular Flyins, November-December, 196l

A.W.A. U/IN MASEFIELD TROPHY FOR THIRD TIME

$/HEN we last wrote of the Trophy it was apparent that A.W.A. and McAully would be on v Y the short list. Mc.dully had improved their position from 4thto 2nd and were challenging. A.W.A. on the other hand had already won the Trophy twice, determined to make it a " hattrick."

It was therefore decided to fly off the Mase- A.W.A. went off first and were quickly back field Trophy at the Rally. The groups were withexcellentfigures.UnfortunatelyMcAully's asked to select a crew of two whose experience Tiger developed magneto trouble and the should be limited to a P.P.L. of about 50 afternoon's proceedings were abandoned in hours' experience and a student pilot of less favour of dinner. than 10 hours' solo experience.

The following day's bad weather ruined a fine In order to make the navigation section as gesture by A.W.A. to let McAully use their fair as possible a route was selected through Tiger to enable the contest to be completed. Peterborough with a compulsory stop of one

Under the circumstances A.W.A. Group hour at Kidlington. Two members of the uiaimed the trophy under rule one and became M.P.M. Group were there to see fair play. the holders for the third year running. This is The route then took them down to Lulsgate and the first time in the history of the trophy that Rhoose where they had to determine the run- there has been a'ohat trick." Congratulations way in use. Arrival at Fairwood would lose to A.W.A. and also the McAully Group, one mark for each minute early and two for runners-up for the second year running. .every minute late.

To the instructors who trained the crews

A.W.A. arrived seven minutes early and must go the highest thanks because without McAully 30 seconds early. Both Groups any doubt it was their training methods that gave faultless exhibitions of circuit procedure enabled two such splendid exhibitions of flying and arrival. Everything was noted frorn land- to be given. To David O'Clarey and Barry ing, taxi-ing, rundown and reporting. McAully Tempest and others who came along to cheer fluffed their f,rst attempt and rightly decided their teams, thank you and a flnal thank-you to go round again. to those groups which entered but which did

At the debriefiing, flight planning, and flight not make the short list. navigation were marked and I can only give the highest praise to both crews, who were as near faultless as any instructor could ever wish. Theyhad gone over the route with a toothcomb although they had only four days advance notice of the route. From my point of view, what had been an easy way of separating two groups was now a nightmare with only a mark or so in it.

Both Groups were keen to complete the fly-offand each had a number of supporters on the touchlines. A.W.A.'s Tigerwas definitely the smarter and this gave them a temporary slight advani'age. Last came the landing competition.

Popular Flfing, November- December, 1961.

The A.W.A. Group and McAully Group Tigers.

Where No Birds Fly-Philip WiIIs. (Newnes, 2tl-).

IIHILIP Wills, crack British glider pilot, the man f who has 30 years' gliding experience behind him, ex-World Champion (he gained this honour in Spain in 1952 in the Sky, an l8-metre advanced sailplane) and who is described by Peter Scott, who contributes the preface, as "at 52 the Grand OId Man of Gliding," has set down his reminiscences in this entertaining volume.

It is of interest to those who fly with an engine in the front that Philip Wills began his flying career in powered aircraft. In 1927 he joined the London Aeroplane Club at Stag Lane and "nearly failed to get my pilot's licence, mainly, I think, because of an unsympathetic instructor but eventually went to Hamble where Swoffer of the Hampshire Club soon got me over the stile." Wills bought a second-hand Cirrus 2 Moth and crashed whilst sitting in the passenger seat, having allowed a R.A.F. pilot to take the controls and having done so obviously could not stop the display of aerobatics that followed. Some months later, however, Wills was back in the air in a Cirrus 3 Moth "generously provided by the British Aviation Insurance Company who said I wasn't actually covered since I was not the pilot at the time, but they would see me through."

It was to Mungo Buxton, whom he had met at f{arrow, that Wills owes his introduction to gliding. At this point in his autobiography Wills pays one of several well-deserved tributes to his wife Kitty-"the whole thing hinged on the absolute fluke that in Kitty I found someone prepared to enjoy being a glider pilot's wife. During our gliding life she has towed my trailers, which have gradually grown to a length of 33 feet, over 150,000 miles and has never failed to get me back, usually before the others."

Describing one of his 500 kilometre Diamond attempts Wills paints a graphic picture of the silent world of the glider pilot-"no man could.experience a more pervasive and subtle communication than is granted a sailplane pilot when the whole universe seems especially set for his delight, when the very air is on his side, sparkling like diamonds to the far horizon, studded with fat white cumulus, stuffed thick with hearty Rabelaisian upcurrents ; with the earth below glowing with the greens and browns of a ripe summer, and over it all the brilliant sun set in a cerulean sky. Through all this glory he flies in royal silence, shedding space from his outspread wings."

Determination is one of Wills's strong personal characteristics and this is amply illustrated in his chapter on how he was instrumental in foiling an attempt at a take-over of the Slingsby Sailplane

business, with the threat of possible closure. The author writes interestingly of how he expended considerable blood and tears in attempting to raise the required f35,000 in three months in order to resist the take-over and speaks appreciatively of the help received from the Air League, the Royal Aero Club, the Kemsley Flying Trust and others. The day was saved and the Shaw Slingsby Trust came into being. Wills pays tribute to the debt of gratitude owed by the gliding world to Fred Slingsby and the late Jack Shaw who gave momentous support to the project.

Where No Birds Fly ("they cannot fly blind as I can") is excellently illustrated and in addition to the highlyreadable reminiscence there are useful chapters for the novice on how and what to learn.

One Man and His Dog. Anthony Richardson. (Harrap, 161-).

A NTHONY Richardson dedicates his book to "all A the friends of Antis wherever they may be." For this is the story of a remarkable dog Antis, the first non-British dog to win the Dickin medal, the animals' V.C. and his equally remarkable master, Jan Bozdech, Czechrefugee; French Air Force air gunner; forward gunner, 311 (Czech) Squadron, Bomber Command; gunnery leader; radio/radar op., on Liberators.

Antis owed his life to Jan who rescued him as a puppy in a shattered house in no-man's-land between the Maginot and Siegfried Lines one day in 1940 when Bozdech and his pilot crash-landed in a Potez 63.

FLIGIIT BBIMT:ING F$IB PTLOTS: Votrume One

By N. H. BIRCH and A. E.

BRAMSON

This book covers the basic rheory 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. All exercises in the book are geared to the Private pilot,s Licence. The book has received official approval from the Panel of Exarniners of the Guild of Air Pilots and Air Navigators. l5/- net. PTT

M AlY

Popular Fiylng, November-December. 1961.

Antis more than repaid his rescuer for he acquired an uncanny sixth-sense, which, for instance, invariably detected low-flying Dorniers well ahead of the sirens and which in fact soon turned the dog into a legend.

A running fight was constantly in progress between Jan and unfriendly S.W.O.'s and others over-keen to interpret Service regulations as to the place of animals on R.A.F. stations and H.M.S. ships. But despite all Antis remained with his master, flew several times on n'ops " and was wounded twice (over Kiel and Hanover). Perhaps the most exciting episode in the book is the story of Jan's escape from Prague at the moment when he was on the verge of arrest as a result of his war-time association with the West. One shares the tension as Jan and a party of refugees, with the the dog playing a man-sized r61e, make their way along the escape route to Germany and freedom. Antis lived to the ripe age of 13* and now lies in the animal cemetery at llford.

The Observer's World Aircraft Directory. William Green (Warne, 15l-).

HIS is a fine store-house of aviation facts and figures, ranging from details of the world's air forces, including their insignia, to glossaries of aeronautical terms. To those interested in current Russian aviation practice there is a special chapter on Soviet aircraft with other sections in this enclopaedic work devoted to a world airline directory, international ci vil aircraft markings, world rotorcraft, turbine, piston and rocket engines plus up-to-date data on air-launched missiles (and a missile term directory to go with it). The aircraft directory guide, which accounts for half the volume, includes 29 pages devoted to describing and illustrating single ProF, high and low wing, light aircraft. Without doubt a suitable Christmas gift for either a P.F.A. member or his son or daughter.

Modern Airmanship. Edited by Neil D. van Sickle (Van Nostrand, 7316).

HIS is the second edition of the authoritative work edited by Brigadier General van Sickle of the U.S.A.F. First published in 1957 and profusely illustrated, it is virtually a basic instructor since it covers every phase of flying comprehensively, and expertly-aerodynamics and the theory of flight, structures, propulsion, instrument flying, met., navigation, flight control agencies, maintenance and so on. Of particular interest to P.F.A. members and light aircraft crews generally is an authoritatively written chapter on 'o Basic Flight Techniques in Light Aircraft." In an early chapter van Sickle quotes F.A.A. statistics based on averages since 1950 that aviation accidents are made up of Z4lflight instruction andno less than 52\ pleasure flying; it would appear that "Modern Airmanship" might profitably appear on the bookshelves of the flying clubs and in the homes of the private pilot.

Popular Flyins, November-December, 196l

w H E R E N O 1i"",?n",?'oJl:-';1t"il

BIRDS FLY that no man has done more for glidinq than by philio Wills the author, and that no -t - ----'r man can so we!! paint in words the picture of the air as seen tlrrough the eyes of the pilot of a sailplane. FhilipWills, after nearly th i rty years' experien ce, i ncl ud i ng wi nn ng the World Championships in 1952, tells here with humour and modesty of many of his farnous flights and records something of the history of the British gliding rnovement. He gives thoughtful and sound advice to those who are able to experience for themselves the fascination of silent flight. But those of us who may never learn to glide may here share with him the beauty of a new silent world under, within, and even above the clouds, where no birds fly. lllustrated plus 24 maps.-Foreword by Peter Scott.

2ls. FROM ALL BOOKSELLERS or in cose of difficulty 22s. 3d. by post from GEORGE NE WNES LT D., Tow e r Hse., Southo mpton St., London W C2 NE\^/NES

G.

BOOK FOR ALL THE GLIDING EOOK WHO LOVE FtYlN6 FOR EVERY ENTHUSIAST.

SMALL ADYERTISEMENTS

Members o.f the Popular Flying Association may have the use of this column for advertising articles wanted, exchanged or disposal for ONE INSERTION up to 24 words FREE. IJ more than one insertion it must be paid cash in advance at the rate oJ'4d. per word (min. 12 words). Box No. ls.6d. extra. Non-Members chargeable at the rate of 6d, per word (min. 12 words'y. Box No. ls. 6d. extra.

Cheques and Postal Orders should be crossed and sent to P.F.A.

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 1, Ohio.

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

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

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 Mi1l, Maltby, Nr. Rotherham

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

LIJTON MTNOR OR SIMTLAR ULTRA LIGHT WANTED niust have permit to fly tslyth, Stone Mill, Maltby, Nr. Ror-hcrham.

PUSS MOTH for sale. Full details, colour photograph and demonstration on application to Dr. G. W. Hall, Roberts Hail, Royal Military College of Science, Shrivenham, Nr. SwinCon, Wilts. A11 offers carefully considered.

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

MESSENGER, Excellent condition. Cimrs Major engine. Full blind flying panel with M.R.B0 (23 channels) V.H.F. and Lear A.D.F. radio compass. Dual control. Can be inspected at Stapleford Aerodrome. f,2,000. J. Butterfieid, Fairwinds, Park Lane, Broxbourne, Herts.

FOR SALE two new seat-type parachutes; unpacked f,8 each, Box 113, P.F.A., 19 Park Lane, London, W.1.

McCOULLOUGH 4 Cylinder horizontally opposed 2 stroke engine for sale with carburetter. Total weight 70 lbs. develops 72 h.p. f75. Tel. Coventry 74979 or Braunston 376 or write 'The Pebbles,' Old Road, Braunston, Rugby.

BEGINNER'S GUIDE to wooden aircraft construction ! Booklet detailing step-by-step construction of Luton Minor aircraft. Profusely illustrated and packed with hints and construction tips vital to any amateur constructor regardless of his project. 8i- post free. Arthur W. J. G. Ord-Ilume, Rosemead, Lake, Isle of Wight.

McCULLOCH 4138 AX engines. New and secondhand. Spares. 72bhp at 4100 rpm. 66 lbs basic wt. Also parts for Gyrocopters. Howell, 89 Albert Road, Horley, Surrey.

PROPELLER wanted. Compur Swift. Box 114, P.F.A., 19 Park Lane, London, W.1.

LUTON MINOR drawings f t4 10s., Materials f,l35; Luton Majcr f.20 10s. and f,250. Engines, rnaterials, wheels, etc., supplied. Stockists J.A.P. spares. Phoenix Aircraft Ltd., Cranleigh. Surrey.

WANTED URGENTLY Lycoming'55', reconditioned, with plenty of hours lelt; engine in good condition. J. A. Anning, 5 Shaw Lane, Headingley, Leeds, 6.

16

TIGER MOTH for sale. Box 115, P.F.A., 19 Park Lane, London, W.l.

AERONCA J.A.P. A.CG.B. 100. Wanted starboard leg or complete undercarriage if available. State price, condition, qlso if any other spares available. Bramhill, 7t Kingsway, Cleethorpes, Lincs.

TIGER MOTH for sale. 800 engine hours, C. of A. to August, 1963. Electrical intercom. Worcester Aero Group, 24 Burleigh Road, Dines Green, Worcester.

M.P,M. FLYING GROUP, Elstree, seeks member ; nominal share basis; must have P.P.L.-Mi1ls, 68 Kennedy Road, Hanweil, London, W.7.

GET INTO BIG TIME aviation with a man-sized four seat twin didgery doo blue Monospar complete with kangaroo emblem on fin. Two Gipsy Majors, metal structure, V.H.F. and tastefully curtained windows, all at less than f,1,251. Phone Essendon 440.

WANTED J.A.P. J.99 motor; must have log book. A. tsaglee, Samarai, Papua, Territory of Papua and New Guinea"

AIRCRAFT NUTS, bolts, turnbuckles, etc. Large stocks

A.G.S. parts for the amatertr constructor. Non-electric dialreading fuel gauges. Mounts any position in tank and cannot leak, f.2 10s. each. Aeronca 100/C.3 tail unit, nominal price. Arthur W. J. G. Ord-Hume, Rosemead, Lake, lsle of Wight. TAYLOR MONOPLANE. Compiete set of drawings and photographs, unused. X5. Box 116, P.F.A., 19 Park Lane, London, W.1.

AIR PILOT'S wrjstlet watch. Breitling r.ravitinrer chronograph, official timepiece of the Aircraft Owners' and Pilots' Association. New condition. Box 117, P.F.A., 19 Park Laue. London, W.l.

JODEL D. 1L7. Ferfect condition, Continental C-90 engine with starter and generator. 600 hrs. to run, 12 channel VHF, air brakes, 12 month's C. of A. f,1,75A. Rollason Aircraft & Engines Ltd., U.K. Agents for Jodel Aircraft. Redhill Aerodrome, Surrey, Nutfield Rid.ge 2212.

AERONCA WAI{TED, with or wr'thout Permit, also J.A.P. engine. Sale plans Nesmith "Cougar" 18; Salvay-Stark "Skyhopper" f 10; GY-10 "Minicab" f20; Druine "Turbi" f,10; "Turbulent" f 10. Book "Through the Overcast" (Jordanoff) 15/-; "Build the Luton Minor" B/- Arthur Ord-Hume, R.osemead, Lake, Isle of Wight.

To PopuLAR FLYTNG AssocrATroN

Londonderry ffouse, Park Lane, W.1.

Dear Sirs,

Please enrol me as a member of P.F.A. and send me PopuLAR FLyTNG commencing with the current issue to the address below. I enclose remittance for f,2.

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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.

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