LA February 2022

Aviation THE MAGAZINE OF THE LIGHT AIRCRAFT ASSOCIATION

LIGHT

February 2022 £4.25

TRIED & TESTED

Clive Davidson flies the rare negative-stagger Hiperbipe that works as a flight-testing platform

Light Aircraft Association WWW.LAA.UK.COM

MEET THE MEMBERS

PAUL FRASERBENNISON ON NEARLY 50 YEARS OF FUN

PROJECT NEWS

ZENAIR CH-750 SCRATCHES JOHN BATES’ ITCH TO BUILD

See our website for full range

www.lxavionics.co.uk Supply, design, build and install service We specialise in Avionics supply, design and build assistance for homebuilders.

uAvionixSky Echo II from £529.00 inc. VAT. Please call us to order at offer price.

GTN650/750 Xi waas GPS/NAV/COMM

GFC500 Autopilot

RV7 panel under build

G5 AI/HSI

RV9 panel under build

G3X Touch PFD

custom made loom for RV9

GNS to GTN adapter

We can help with panel and wiring design through to complete installation.

Contact us to discuss your Avionics build requirements and to go through ideas.

Call us on 01280 700020, or visit us at Turweston (next to the LAA) to discuss your requirements.

Talk to us for LAA member discounts

info@lxavionics.co.uk

www.lxavionics.co.uk

Our Address: LX Avionics Ltd, Hangar 10, Turweston Aerodrome, BRACKLEY, NN13 5YD

VAT: GB 793 1777 86 Company number 4417407 E & OE

Contents

Dave Curran’s Sorrell Hiperbipe – fun sport aircraft, but also a serious platform for low-cost flight testing.

Chairman ERYL SMITH CEO STEPHEN SLATER Engineering Director JOHN RATCLIFFE CEng FRAeS CMgr FCMI Chief Technical Officer JON VINER CEng MEng MRAeS Chief Inspector KEN CRAIGIE President ROGER HOPKINSON MBE Vice President BRIAN DAVIES Engineering email engineering@laa.uk.com Email office@laa.uk.com Office Manager Penny Sharpe Head Office Turweston Aerodrome, Nr Brackley, Northants NN13 5YD Telephone for engineering and commercial 01280 846786

LIGHT AVIATION MAGAZINE Editor ED HICKS Email ed.hicks@laa.uk.com

DESIGN AND PRINT: SEAGER PUBLISHING Production Editor LIZI BROWN Art Editor LISA DAVIES Opinions expressed by the authors and correspondents are not necessarily those of the Editor or the LAA. No part of this publication may be reproduced in any form without permission.

An exciting time

I

think we’d all agree that the LAA fleet is a vibrant mix of exciting types, providing many varied flying experiences for our members. But, as this month’s flight test feature reminds us, occasionally the LAA Permit system can provide the opportunity to create a low-cost solution to help solve a complex problem.

As you’ll read in the feature, owner Dave Curran picked the Hiperbipe as it was the perfect airframe to modify to allow the easy carriage of a variety of test equipment aloft, and the LAA Permit system, supported by LAA Engineering, provided the mechanisms to make those modifications a reality.

It’s a remarkable system, and one that you’ll see is evolving, when you read Eryl Smith’s Chairman’s update this month. As he says, “Our needs and wants will differ, but we all rely on the provision of a range of core services from the HQ Engineering team. As part of the review currently underway led by our Engineering Director, John Ratcliffe, the Board will seek to ensure that the service to members is accessible and responsive and above all provides the information and communication to meet your needs.”

I’m excited by this, as the future of the Association depends on the ability to attract new members to our ranks, and one of the best ways we can do this is by bringing new aircraft types into our fleet that those pilots are interested in. It’s an exciting time…

What flying do you have planned for this year? FLYER magazine is encouraging pilots to make 2022 the year to fly 2,022 minutes – that’s 33 hours 42 minutes – with its #FLY2022 campaign. Looking at our

fleet data, we know that’s close to a typical average for a lot of LAA members, but for others, it’s a good challenge to aim for in a bid to do just a little bit more.

Last year, after the restricted start due to Covid and some down-time fixing an engine mount crack, I flew pretty regularly for the rest of the year, except for a wet December. My local sorties with occasional land-aways totalled 17 hours of P1. So with that in mind, this year I’m keen to double that and make the #FLY2022 target with plenty more flying.

Before signing off, I’m sure all LAA members will join me in congratulating 19-year-old pilot Zara Rutherford, who has just completed her five-month flight around the world in a Shark microlight. In doing so, she becomes the youngest female pilot to fly solo around the world.

ed.hicks@laa.uk.com

February 2022 | LIGHT AVIATION | 3

life cover

FO R P I LOT S

Without specialist advice fixed wing and rotary pilots can often face significant premium increases when applying for life insurance.

• Life insurance for your family, mortgage or business.

• We help recreational, commercial, instructor and student pilots.

• Cover can be arranged over the phone.

• Our insurance advisor holds a PPL. • Online quotes.

Photo: Keith Wilson

We can usually secure standard rates with no aviation exclusions. Your insurance will provide 24/7 cover including whilst flying.

The Alpi P300R sub 600Kg High Performance Light Sport Aircraft

Probably the best in class and made from sustainable materials Fun, Fast and Affordable. Book yours for 2022!

stein pilot insurance 0800 5999 101 flyingcover.co.uk

Find out more at: www.flypioneer.uk

Contents February 2022

FEATURES 12 PROJECT NEWS

One member scratches the itch to build with a Zenair CH-750 project, while another imports a beautiful Jodel D-140E from France

16 FLIGHT TEST

Clive Davidson flies the distinctive negative-stagger Sorrell SNS7 Hiperbipe.

A rarity in the UK, this unique machine is earning its keep as a flight test platform

24 HOMEBUILDING

Richard Vary concludes his SSDR Nieuport biplane build and celebrates the first hop, and an unexpected award

32 COACHING CORNER

While the weather and short days might mean less flying, it’s a good time to use to renew your familiarity with the devices we use in-cockpit

34 ENGINEERING MATTERS

This month looking at adjustable seat systems, Auto-Gyro blade cracks, Jabiru mechanical fuel pumps and a number of undercarriage leg problems

16

Hiperbipe

40 FLYING ADVENTURE

A spell in south-west France gave Ian Fraser the opportunity to tackle some mountain altiports in his Van’s RV-6

48 MEET THE MEMBERS

We talk to Paul Fraser-Bennison about his nearly 50 years involved with light aviation, and a career that included a stint at the CAA…

40

48 REGULARS 03 EDITORIAL 06 NEWS 08 LETTERS 10 STRAIGHT AND LEVEL 46 STRUTS 4U 52 WHERE TO GO 54 LANDING VOUCHERS

12

58 FROM THE ARCHIVES

February 2022 | LIGHT AVIATION | 5

LA News

News

Plenty more news is available on the LAA website at www.laa.uk.com check it out every day!

LAA membership and fleet back on track in 2022 After the inevitable turbulence caused

by Covid and the various lockdowns, the Light Aircraft Association will start 2022 with membership numbers, as well as the number of aircraft on LAA-overseen Permits to Fly, back at 2019 pre-Covid levels.

The number of aircraft with active LAA Permits, a barometer of recreational aviation activity, was 2,831 at the end of 2021, marking a recovery from a fall from 2,785 in 2019, to 2,729 in 2020. This number includes 81 aircraft which gained their first permit in 2021, which is up from 67 last year.

LAA membership levels, which dipped to a low of 7,683 during the lockdown period at the start of 2021, recovered to a ‘spot’ total of 7,837 at the end of the year, again reverting to pre-Covid, levels.

While the early year dip can be attributed to some older members electing to ‘hang up their headsets’ the recent increase was driven by record recruitment, with more than 650 new members joining the Association in 2021, compared with 500 recruits in 2020.

Looking back to LAA Rally 2019 shows the variety of our fleet, and it’s back to pre-Covid activity levels!

LAA Engineering and admin staff changes The first month of 2022 has seen some significant changes to the LAA Engineering team, with Jon Viner assuming the role of Chief Technical Officer, working with Engineering Director John Ratcliffe, and Francis Donaldson becoming a Technical Consultant. In addition, we said cheerio to Joe 6 | LIGHT AVIATION | February 2022

Hadley, who moves on after two years with the Association, and as a result we are recruiting an additional airworthiness engineer (see job advert p31).

“The changes are part of our restructuring of the Engineering team, to make the operation more flexible and cost-effective,” says Steve Slater. “Francis’ departure after 30 years as Chief Engineer marks a major shift for us, and we’re delighted that we’ll continue to have access to his unparalleled

knowledge and experience, while Jon will bring a fresh outlook to engineering management as well as his design capabilities.”

Emma Andrews will be joining the Commercial team, supporting Penny Sharpe as Office Administrator.

She is looking forward to getting to know our members in the coming month.

Above Emma Andrews.

Left Jon Viner becomes Chief Technical Officer within Engineering.

LA News

Coventry Airport planning blow

Above The proposed gigafactory development at Coventry

In a major blow to the UK’s General Aviation airfield network, Warwick District Council voted to grant planning permission for a gigafactory to be built on the site of Coventry Airport.

The planning application had been submitted jointly by the operators of Coventry Airport, Rigby Group, and Coventry City Council.

The planning application was also approved by Coventry City Council, a few days later, which means the proposal will now be presented to the Secretary of State for Levelling Up, Housing and Communities (Michael Gove, MP), as it is a green belt site.

The Rigby Group, which owns the site, insists the airport is not viable, however, aviation businesses at the airport have been highlighting how the site has been ‘run down’ resulting in the loss of trade.

For more information on the Save Coventry Airport campaign visit: https://www.facebook.com/groups/savecoventryairport

Carbon offsetting help from Stein

Airspace4All Trust established with grant funding from DfT A new charity, the Airspace4All Trust, has been established to receive government grants with the objective of improving public safety through improvements to the safety of UK aviation, including by the efficient and equitable use of airspace for General Aviation users. The Trust will represent the interests of UK recreational aviation, air sports, private pilots and flight training, primarily but not exclusively, into the UK’s Airspace Modernisation Strategy (AMS) and individual Airspace Change Proposals (ACPs).

The Trust is chaired by Sir John Allison with Trustees drawn from across the GA and S&RA community. Sir John Allison said, “The establishment of the Trust and the award of initial grant funding will enable the Trust to provide a strong and co-ordinated voice on behalf of the sector, enhancing safety, enabling collective representation as the UK’s programme for airspace modernisation moves forward and furthering the government’s stated ambition for the UK to be seen as the best place for aviation. airspace4all.org Following the A4A Trust announcement, The GA Airspace Fighting Fund Ltd, a group established in late 2018 to ensure GA’s voice, was heard in the fair, proportionate and safe design of future airspace, has announced that it will transfer funds it raised through donations (£9,607) to the A4A Trust. Once all funds are transferred, the company will cease trading as an airspace related business. The GA AFF thanks those in the GA community who supported the fund and said those involved will continue to support the Airspace4All Trust activities. Any questions please refer to GA Fighting Fund director, Peter Harvey, at peter.harvey@peteair.co.uk

In a new initiative working with GACO, during 2022 all new Stein Pilot Insurance clients arranging life insurance through SPI will have their recreational flying carbon footprint covered for 12 months. This initiative will cover up to 50 hours flying in any machine of less than 250hp.

Each client will be sent an offsetting certificate and then be given the option to continue covering the offset cost from year two onwards.

Patently a good thing to be doing!

Please contact SPI on 0800 5999 101 or see www.flyingcover.co.uk

Shuttleworth Oshkosh – scouts and LAA members schools days A number of LAA Check out these events which may be of interest to groups of youngsters within striking distance of Old Warden. For Scout groups wanting to study for the Scouts Aviation Badge Stage 2, two events are planned for May 31 and October 25.

For Year 6 school groups there are two Schools Days planned covering STEM and other aviation subjects. These will take place on 26 May and 20 October.

The events are free, but registration is required by emailing Learning@Shuttleworth.org

New record for pedal planes set by YES

Above Fifty-nine pedal planes at Old Warden!

Fifty-nine pedal planes attended the Annual World Pedal Plane Gathering at the Shuttleworth Museum on 29 December 2021, beating the previous record of 53 set by the Experimental Aircraft Association (EAA) at Oshkosh, USA on 24 July 2019.

The record-setting event was organised as a joint effort between YES Flyers (Youth Education Support) and The Plane Guy (Andre Faehndrich), with activities provided by the Light Aircraft Association, Shuttleworth Discovery Team, IPMS Brampton and OWMAC RealFlight simulators.

members are combining forces to reduce the cost of a trip to the EAA Convention at Oshkosh this summer.

The initiative of LAA Coach Brian Mellor and travel specialist George Pick, around a dozen members have signed up already and it is hoped that the cost including flights, ground transport and accommodation at the University of Wisconsin campus, can be kept to £1,195 per person. We are negotiating a discounted admission price too!

The draft itinerary is based on flights via BA from Heathrow to Chicago on Sunday 24 July, with shared car rental for the transfer to Oshkosh. The return flight would be from Chicago on the evening of Friday 29 July, arriving back in London on Saturday morning. If you are interested in joining, please contact office@LAA.uk.com soonest.

February 2022 | LIGHT AVIATION | 7

Letters We are always pleased to receive your letters, photos of your flying, and your feedback. Please email the editor at ed.hicks@laa.uk.com

An editor’s lot…

Dear Ed, Because an editor’s task tends to be a thankless one, when usually the only time you hear from your readers is when they fire brickbats and pour boiling oil upon your head, I thought it might be a jointly pleasant experience to offer you my personal greetings for the successful production of your ‘first child’, the first, I hope, of many.

Your task shall be burdensome and pleasing – not always in equal proportions.

However, if you enter into it with the right spirit you will gain satisfaction and pleasure and, in 40 years’ time, you will be bald, crotchety, fed up, argumentative and objectionable just like the rest of us.

Kind regards for 2022 as well as the new job.

Arthur W J G Ord-Hume (Founder member of the Ultra Light Aircraft Association (1946) and the Popular Flying Association. Old, bald and crotchety.).

Sparkling first issue

Dear Ed, Thank you for a sparkling first issue. For my taste well-balanced, and a neat change in interviewing a young guy for his story instead of ancient old guys. I can say that having started flying in 1969, so I’m rather an old git myself!

Great also to have the technical section back. Also, the slimmer stapled mag is easier to fold back on itself to read on one knee.

Mike Hallam.

A digital magazine?

Hi Ed, Just wondering if there is a digital copy available of the magazines?

As we are all trying to do our bit for the environment I thought if we could have a choice to be able to either download a copy or continue to receive paper copies.

Thanks, just a thought.

Kev Colton.

Ed – At the moment, the Association doesn’t supply the latest magazine digitally, however older digital copies of the magazine can be found on the LAA website. As they are free circulation, they are not the current issues, to ensure that LAA members always have access to our newest content first.

A digital option is something that might be given some consideration, if member demand made a good case for it in future.

8 | LIGHT AVIATION | February 2022

Gyro Record Breaker

Dear Ed, As an affiliated association to the LAA, British Rotorcraft Association has co-hosted some events with the LAA, not least the Gyro Record Breaker. The last official one was 2019 just before the pandemic.

The event has been held three times at Old Warden which as I’m sure you are aware is the current stable for Little Nellie.

Year-on-year the number of gyro’s attending this event has grown and in 2019 we achieved 63 aircraft – 62 of those landed at Old Warden in one single day.

We have now firmed up the date for 2022 and this year’s event will be held on Saturday May 21, once again at this wonderful venue.

We extend a warm welcome to LAA members to attend Best wishes and good luck with the mag.

Steve Paffett.

TICH and go

In 1994, I spotted an article in the ‘PF’ mag which described a little rocking aeroplane suitable for a toddler of about one or two years old. The timing of the article couldn’t have been better as earlier in the year my daughter had just given birth to my grandson, called David.

When he was born, I was already well into building my own version of the little rocking aeroplane. It was a close copy of the one described in the ‘PF’ magazine, but I wanted mine to be a little more cheerful to look at. So, I got out my Humbrol paint tins and gave it the paint job, as shown below. One or two minor improvements were included, like the metal tube for its handlebar and all metal propeller and spinner assembly.

The timing of the project was also good as I was recovering from a prostate operation, and it

Above Great turn out of gyros at Old Warden kept me entertained. I used the registration letters G-TICH, which I thought were appropriate for this toy and for its potential P1 operator. I am aware of the Taylor Titch aircraft which originally carried this registration, I didn’t think I would cause any probs by ‘pinching’ it.

When my grandson was maybe six or seven years old, he always enjoyed a trip in my D117 Jodel G-AXFN (an ex Ernie Horsfall aircraft). On these trips I liked him to have control of the aircraft in flight, as even at that age he was able to maintain heading and altitude with ease, making me think he might one day be a pilot.

Well, I got that bit right. When David was 20 years old, he invited me and my wife to his graduation dinner at Oxford Aviation Academy, where he qualified as a first officer pilot.

Now aged 27 he lives in Dubai and flies a Boeing 747- 400.

Little did I imagine that the G-TICH would launch him to such dizzy heights, and I am so pleased to have been a part of his journey.

Bob Harper.

Left and above Bob’s grandson David in the hot seats!

Electronic Conspicuity

ADS-B In/Out | FLARM In1 | FIS-B/TIS-B

FLARM In Available with

Up to £250 Back After CAA EC Rebate

uAvionix.com/skyecho 1. FLARM In requires a supporting EFB subscription

Straight and Level A broad church

Eryl Smith Chairman

F

rom early visits to Sun ‘n Fun and the EAA show at Oshkosh two things struck me: the sheer scale of the EAA enterprise, as well as the range and diversity of the fleet gathered together under one umbrella. From the simplest to the most sophisticated; vintage and classics to the modern; ex-military and float planes – and everything in between.

Don’t get me wrong the LAA is not the EAA, but as the largest powered flight member association outside the US we have much in common. A passionate and enthusiastic membership, a grassroots network, coaches and inspectors to share knowledge, support and encourage members, and an increasingly diverse fleet of aircraft.

It is that fleet which provides our raison d’etre – and sustains us.

Over the years it has grown from the simple beginnings and aspirations of our founder members, become the home to many orphaned types, and embraced technological developments in aircraft design and construction creating a fleet of some 2,800 aircraft comprising more than 500 individual types currently in Permit. Recent years have also seen the LAA expand to take on gyroplanes which now comprise some 6% of the fleet.

With this diversity of fleet and the continuing introduction of new types comes change and challenges. Change to what many may

New recruits

Steve Slater CEO

I

think that we can look ahead to 2022 with rather more optimism than this time last year. Then, the doubts and uncertainty surrounding lockdowns saw some older members electing to ‘hang up their headsets’ and our membership levels dipped to a low of 7,683 at the start of 2021. I am glad to say these numbers have recovered, to a total of 7,837 at the end of the 2021, reverting to pre-Covid levels. Equally good news is that this recent increase was driven by record recruitment, with more than 650 new members joining the Association in the past year.

Looking ahead to the longer term, the big question is, where will our next members come from? We differ from other sport flying associations such as the British Gliding Association or the British Microlight Aircraft Association, in that they both have direct links with flying training. In effect, they can both say to the man or woman in the street: “Want to fly? Come fly with us.”

We don’t have that link. LAA members are largely already PPLs when they join us and they’re likely to have flown club aircraft or owned certificated aircraft before recognising the added value that Permit aircraft offer. I had an interesting conversation the other week with some chaps who had spent well in excess of £100,000 building a superbly equipped, high-

10 | LIGHT AVIATION | February 2022

Updates from the Chairman and CEO

regard as the traditional ethos of the Association and a need to rethink what we mean by ‘affordable’; and challenges in terms of how we maintain the knowledge across our HQ engineering team, inspectors and coaches to support members, particularly as systems and avionics in many aircraft become more complex.

As we move forward our core airworthy fleet of older aircraft will only diminish, through loss or the inevitable reluctance to part with a cherished possession when the time comes to hang up the headset – the ‘hangar queen’ syndrome! Thankfully many aircraft will continue to give many more years of flying either with current owners or ‘re-cycled’ to new ones. There are, however, limited opportunities to replenish the fleet through further transition of CofA types and so sustaining and expanding the fleet will come from encouraging new types and models, no doubt bringing new members to the Association.

So what does this mean for our membership and the services we offer you? Our reasons to fly and what we do when we fly will be many and varied, just like the choice of aircraft we own and fly. Our needs and wants will differ, but we all rely on the provision of a range of core services from the HQ Engineering team. As part of the review currently underway led by our Engineering Director, John Ratcliffe, the Board will seek to ensure that the service to members is accessible and responsive and above all provides the information and communication to meet your needs.

While there are many things that draw us together within the LAA we remain a broad church. If we are to attract new members we must continue to expand and integrate new aircraft types into the fleet, and just as those before us did, celebrate progress! ■

performance kit aircraft. How does that fit with our ‘affordable flying’ mantra you might ask?

Well, these chaps had graduated from a Cirrus, worth more than my house, and their new steed is offering similar performance and capability at a fraction of the cost!

My own performance and cost capabilities are somewhat humbler and I know that my interests (and budgets) are shared by many others. These include a lot of members who are shareholders in aircraft, without doubt the most cost-effective way of flying for fun for many. So, should we be looking at means of developing more syndicates as a way of encouraging more pilots to become owners too? It’s worth a thought!

The LAA regional Struts are also a key means of turning fellow enthusiasts into members. If you’re not a Strut member, check out the nearest Strut in your area. If there isn’t one, maybe you might want to get together with some friends and get one going.

Take a look at Struts4U on page 46 for some advice.

And how about starting them young? I was proud to be part of the LAA involvement in an event we supported between Christmas and New Year, when André Faehndrich, aka The Plane Guy, assembled a world record 59 pedal planes, along with several dozen youngsters at Old Warden. We entered into the spirit of things with our ‘Build A Pedal Plane’ assembly model and Kid’s Aviation Art drawing area, as well as assisting budding pilots with the ‘pedal past’. Impressively, our Facebook page highlighting the day attracted over 11,000 viewers, the most ever for an LAA event, so the interest is definitely out there! ■

Inspiring members to take on their own aircraft build or restoration project Compiled by Mike Slaughter

Project News I t’s that time of year, short days, low temperatures, poor weather and Omicron… not a lot to be outside for. Just the time to get in touch with Project News and share your story. Why not tell your fellow member about your completed or finished project, maybe you’ve taken your aircraft offline for a major rebuild or a ‘gadgets’ refresh.

Perhaps you have just bought a project, what are your plans and expectations for the work you have to carry out. Maybe you simply have access to a type new to you, how do you hope it will perform, has it pleased or disappointed in any notable way? Don’t wait to be asked, do share these insights with the members, we’re all inquisitive and love to hear what our fellow aviators are up to. Don’t delay, get in touch with Project News today!

In that very vein, John Bate has been in touch regarding his newly finished Zenair CH-750. He lays out the lessons he learned building his first aircraft, and offers them up as good advice to new builders.

Gordon Salter shows us a little of the process of building his latest X-Air Hawk, the Hawk is a progression of the original X-Air and Falcon models. Just about 20 years ago I built an original X-Air and I have to

say the type really is an assembly and not a build – this is not a slight, but a very positive attribute. Construction is essentially bolted aluminium tubes, with every metal component supplied powder coated, individually wrapped and identified with any required bolts loosely fitted in their respective holes. All the coverings are pre-sewn socks and are simply slipped into place and laced or strapped for tension. The documentation even then was like an Ikea flat pack, no wordy descriptions, just large clear diagrams depicting the correct order of assembly. Even the wiring was a pre-made loom with all switches and lights attached. Clearly engine and instrument variations return the project to normal build timescales but it would be the ideal type for a time-based challenge – can you build an aircraft in a day! We loved our X-Air, flew hundreds of hours in it and had a faultless trip with it most of the way down France in the summer of 2006. So, the polar opposite to a scratch built type but an excellent project for a first time builder with lovely gentle flying qualities.

To get in touch with Project News, and tell your story, report a milestone or to send a picture, email: projectnews@laa-archive.org.uk.

Please share your story!

G-FFFF (LAA 381-15485) Zenair CH-750

By John Bate

I

’ll never forget the words of the airfield-owning farmer when I first got my licence… ‘the average lifespan of a pilot is about four years’. He then (thankfully) explained that what he meant is he couldn’t understand how pilots spent so much time, effort and expense to obtain a licence to then just fly to different airfields for lunch and lose interest after a few years… Since then I have been very much aware of changing my flying direction every few years. From hang-gliders to three axis microlights, sailplanes, floatplanes, and the brilliant RRR racing in a Van’s Aircraft RV-8. Which brings me, at nearly 60 years of age, to possibly my final change. I wanted to build at least one aircraft in my lifetime to my specification, and I also wanted to return to microlight-type flying from little grass strips, plus camping – but in an aircraft with decent luggage and fuel capacity. There was only one thing for it, I decided that I was going STOL! The Zenair is a compromise STOL aircraft, which is easy to build, to fly and can also be a good everyday

12 | LIGHT AVIATION | February 2022

Project News

cruiser. It won’t go as fast as an RV and isn’t as extreme as dedicated STOL aircraft, but is a lot easier to live with. I chose a Rotax 912, as I’ve had one before, Woodcomp CS prop for the shortest strips, and an electric prop controller. Dynon avionics and an iPad with SkyDemon completes the panel. She will be painted when fully bedded in.

I’m sure all the readers are aware of what’s involved in constructing a LAA aircraft, so I won't list the details, but will pass on what I’ve learned from my first experience.

• Budget in detail. If you can just afford to do it you haven’t enough in the kitty. It's going to cost more than you expect.

• Get a move on. When you make your decision, order asap as it can take nearly a year for some kits to arrive.

• When it arrives do not do as I did and just unwrap it and put the parts safely away. Damaged parts were only discovered late on in the build. The main dealers Metal Seagulls offer an unpacking and replacement service for their customers. Mr and Mrs Porter have been so helpful to me, and I wasn’t even one of their original customers.

Replacement parts are free, but can take time to arrive.

• Don’t be afraid to accept help from those who know better. If somebody who does electrics on military jets for a living offers to help you with your avionics just say ‘yes please’!

• Use the builders forums – all the tasks you are struggling with are the same ones everybody else struggles with and the solutions are all online. Be aware though that our American cousins can cut and modify seemingly whatever they wish with no ‘mods’ paperwork at all.

• Have a contingency fund of 15-20% of your detailed original budget. At the end of your build you will resent spending more money on your overdue project. I’ve seen somebody spend four years building a RV-8 and then waste the first year of flying trying to sort out a 1,000 hour tired out engine before they finally gave in and bought a new one. I’ve also seen people carefully spend years building and then at the end do an awful cheap paint job. I now understand why. Other unplanned expenses are all the small extras such as

Above top Dynon EFIS makes for an elegantly simple yet capable panel.

Above bottom If a friend who makes sofas offers to do your upholstery, say yes!

Below left and right A splendidly ‘together’ looking CH-750 awaiting its test flight in primer. Final colours top coat to follow after the debugging phase. more rivets, but the biggest was postage and customs on ‘free’ replacement parts.

As for the actual project, what I did enjoy most was the minor decorative parts. The seat logo came from the USA by email. My local embroidery machinist sent the logo by email to Dubai to be turned into computer code for her machine, and she did the rest. The total cost for me was £32! An old school friend of mine (who makes settees) made the seats to fireproof aircraft specs.

I am forever grateful to everyone who helped with the project – from inspectors and engineers, forklifting and initial workshop assistance, flight testing, Rotax advice, electrics, and especially persons who don’t fly, but would rather sail a boat.

This year I will take full advantage of my Flying Farmers membership and I intend to visit lots of their grass strips, to put that Zenair STOL capability to good use. plus a Scottish trip involving a stop at Glenforsa, I don’t think anybody will forget my callsign, that’s for sure!

February 2022 | LIGHT AVIATION | 13

Project News

G-GSCD (s/n 180) Jodel D140E

By Will Greenwood

I

first discovered the giant Jodel on a French mountain pilots website, and having previously owned a D-140C many years ago, thought it was time to get another!

After plenty of searching, I found a ski-equipped example that was based at Courchevel in France. A deal was done – without the skis – not much use for those back here in the UK! The next challenge was delays in being able to travel due to the various Covid restrictions. Luckily, I have many friends in aviation and one particular French friend offered a temporary home for my new acquisition, so the Jodel was ferried to Toussus-le-Noble.

After a month, the restrictions were lifted and a friend flew me over to France to collect her, having taken the necessary precautions and tests for Covid. There followed a quick refuel and a departure for Le Touquet to clear customs before heading to Headcorn. Once formalities were done, there just remained a short flight home to Sussex. I enjoyed a few weeks flying her around in the UK before the French Permit expired.

14 | LIGHT AVIATION | February 2022

Above Charlie Delta in her former life in the French mountains.

Below left Owner Will Greenwood leaning on the fuselage at Lasham with Brian Smith who assisted and recorded the flight test data. It looks like a Jodel, just much much bigger!

Below right A very neat and businesslike cockpit.

Having already spoken to LAA Engineering for advice before purchase, we started on a full inspection, with my friend Robert Cole (Cole Aviation) making a full inspection of the airframe and engine, which we were pleased to discover was in excellent condition, and testament to having been well maintained. A full pack was sent to LAA HQ, along with photos, and a Permit to Test was issued.

Flight testing commenced, of which the biggest task was ballasting the aircraft up to the MAUW of 1,200kg! The D140 is legendary for its ability to carry nearly its empty weight.

This example has an empty weight of 669kg, so even with full fuel of 215 litres, there is still 380kg left for pilot and passengers. For testing, we used water barrels from Lasham Gliding Club to get her close to the MAUW. The Jodel D-140E will cruise at 120kt at 2,400rpm, lifting its own weight and will still operate out of 450 metres. My family and I look forward to having plenty of adventures in her. The full Permit was issued just before the end of 2021, so we’re ready to go!

Project News

G-CMBK (LAA 340-15758) X-Air Hawk 912

By Gordon Salter

I

t will be 25 years next year that my company started selling X-Air microlights in the UK, with the X-Air being the first three-axis microlight to be certified, at what was then the new max weight of 450kg.

As our current demonstrator is about to celebrate its seventh birthday, we decided to build another, and l have kept a brief record of the process in pictures.

It was decided that having experimented with various engine combinations over the years that it was probably time to go down the tried and tested route and fit a Rotax 912. The X-Air kits comes (as many of you who have built one will know) like an adult-sized Meccano set and having built four X-Air Hawk kits fitted with Rotax 912

Below left to right and bottom left The Hawk taking shape in Gordon’s workshop.

Bottom right ’Bravo Kilo, finished and ready for test flying.

engines before, the first been G-CGCV and two others, which we supplied to a flying school in Copenhagen, I’m beginning to know how it all fits.

The kit was started in April 2021 and I’ve built it in my spare time, and as there was no pressure to get it finished I’ve really enjoyed the building process. It takes almost as long to unwrap the part you need next as it does to bolt it together, however, it still provides a great deal of satisfaction to see it take shape.

I have to confess that I still enjoy flying more than building, and get a real buzz from flying a machine for the very first time, so l am now looking for a weather window to commence the flight testing.

New Projects If your aircraft has been featured in the New Projects list, please let Project News know of your progress at: projectnews@ laa-archive.org.uk ■ KFA Safari (LAA 402-15803) 24/12/2021

Mr R Stephens, Grand Court Farm House, Main Street, East Winch, Kings Lynn, Norfolk, PE32 1NG ■ Pietenpol Air Camper (LAA 047-15801) 13/12/2021 Mr I White, Lansdowne, 10 Henwood, Oxford, Oxfordshire, OX1 5JX

■ Van’s RV-8 (LAA 303-15802) 13/12/2021 Mr T Gravett, 10 Arun Walk, Faygate, Horsham, RH12 0BR ■ Van’s RV-14 (LAA 39315800) 8/12/2021 Name & Address held by LAA Engineering

If your aircraft has featured recently in the magazine and has subsequently completed its maiden flight, Project News would like to hear from you at: projectnews@laa-archive.org.uk ■ G-ELNA TL2000UK Sting Carbon S4 (LAA

347A-15751) 1/12/2021 Name & Address held by LAA Engineering ■ G-CLOZ KFA Explorer (LAA 417-15662) 24/12/2021 Mr Peter Marsden, 7 Primrose Road, Hersham, Walton-On-Thames, KT12 5JD

Above KFA Explorer G-CLOZ is the first of its type to be cleared to fly.

Nigel Hitchman

Cleared To Fly

February July2022 2016| |LIGHT LIGHTAVIATION AVIATION| |15 23

Flight Test

One very special biplane

The sleek Sorrell Hiperbipe looking decades younger than its design or actual age.

16 | LIGHT AVIATION | February 2022

Flight Test

T

here are very few innovations to appear in the way of aircraft design that have not been seen before. There are also many variations upon each theme that add a breadth of variety to flying designs. Take the arrangement of multiple wings, both biplane and triplanes, the earliest examples had them vertically stacked and presented to the oncoming air at the same angle of attack and the same angle of incidence, presumably for ease of construction rather than the intrinsic associated aerodynamic benefits. Biplanes prevailed, and later models had an upper set inclined further forward, and later still with a deliberately altered decalage, form, and span. Wing sections varied, as did number and placement of ailerons, but very few manufacturers produced their own biplane with backward, ‘negative’ stagger wings.

I had only been aware of the Sopwith Dolphin and the Beech Model 17 as biplanes with negative stagger.

Sopwith used it in a successful attempt at giving the pilot an improved upward view. Better known is the Beechcraft Model 17, produced from 1932 until as late as 1949.

Strangely enough my lasting impression of flying a Beech Staggerwing was one of not being able to see much outside due to such a restricted configuration. Possibly safe enough up high and alone in the sky, but certainly not within a busy circuit if the sky cannot be visually ‘cleared’.

A great shame.

Sorrel Aviation

The distinctive negative-stagger Sorrell SNS7 Hiperbipe is a rarity in the UK. Clive Davidson flies the sole UK example, which is proving to be an effective platform for airborne testing Photos Neil Wilson

Hobie Sorrell founded Sorrell Aviation in the late-1950s, and his first aircraft was a 75% scale Fokker DR1, followed in 1961 by a similar scale Nieuport 17. In between he produced a very light single-seater, the SNS-2 Guppy, which performed very well on just the power of an 18hp Cushman golf cart motor. It was the first of what would become a series of negative stagger biplanes with a wide, constant width fuselage. Another, developed with his sons and powered by a 125hp Lycoming, was curiously named Biggy Rat. It was aerobatic and the pilot had to enter via a hatch through the top of the fuselage. A two-seat version of this, the SNS-4 was developed, and that led to the Hiperbipe. Two diminutive negative stagger bipes would follow. The SNS-8 Hiperlight at the request of Rotax, which had just produced the 227 two-stroke of 28hp, and then when the firm had been taken over by Sunrise Aircraft, the SNS-9 two-seater with a 50hp Rotax 503. Interestingly, just last year at EAA AirVenture, Thunderbird Aviation, the current February 2022 | LIGHT AVIATION | 17

owner of the rights to the Sorrell designs, unveiled a Light Sport version of the SNS-9, powered by a Jabiru 2200, which it hopes to sell as a ready-to-fly aircraft for $65,000, so the Sorrell designs are still current in the market today.

Purchased by current owner Dave Curran 2011 as the basis for a versatile but low cost and quickly-configurable flight test platform (more on that later from Dave – see sidebar on page 21), G-HIPE is a model SNS-7 (Sorrell Negative Stagger), Hiperbipe – the name is derived from the words ‘High Performance Biplane’. Built in the USA in 1980, it was imported into the UK as a flying aircraft, registered in 1993 and is the sole example of the type in the UK. (I counted around 35 on the FAA register in the USA – Ed).

I was really quite taken with it in the flesh, its black with silver trim colour scheme looked much better than old photographs I’d seen on the internet of it in shades of orange and red over white.

All four of the Hiperbipes’ low aspect ratio wooden wings are virtually the same, the upper set being swept back by a few degrees, making them simpler to construct. All are cleanly attached, the top set flows into the cabin roof and the bottom set to the fuselage underbelly. Each pair braced by single wide chord interplane struts and dual streamline section landing and flying wires, they inspire confidence for its +6 and -3 aerobatic clearance. The narrow full span metal aileron and flaperons have beautifully smooth leading edges and being differential (more upward deflection than down), hopefully offset adverse aileron drag, preventing the nose swinging away opposite to a rolling input. The linkages for these surfaces are hidden internally in the fuselage. All have mass balances at the tips, extending forward beyond the wing tips. All very positive and the ailerons droop as flaps, making them flaperons. The Sorrells you see, operated from a farmstrip and short field capability was an important requirement to them.

The 4130 steel tube fuselage is Dacron covered, and 18 | LIGHT AVIATION | February 2022

remains as broad as it is at its cowling all the way back to the tail, with slab sides. It looks like a lift generating body.

I wonder if such a flat and vertical area behind the centre of gravity is just asking to be pushed by wind during an awkward crosswind landing. On the other hand, these big flat sides may provide a lifting area for extended knife-edge flight, or help hold the quarter stops in a four point roll. Perhaps… I muse – and wonder if I might find out? Then looking at the fin and rudder, they look aerodynmically blanked. I wonder how directionally stable ‘Papa Echo might be… or not?

Later on in the cockpit I would spot a placard clearing the Hiperbipe for ‘inside loop, slow roll, stall turn, Immelmann, inverted flight and upright spins’. Putting aside the perceived difficulty of a recovery from an inverted spin, I would have thought the Hiperbipe with its fin being in free clear air, the rudder in smooth airflow, the tailplane in uninterrupted slipstream and the elevator in unadulterated airstream, should have absolutely everything ‘going’ for it in this unusual flight regime.

However, that placard dashes that particular avenue of investigation. And furthermore, the aerobatic clearance weight restricts it to just a single pilot. I was on the insurance to fly solo and cleared to aerobat, but the weather over Christmas and New Year didn’t come close to allowing this to take place.

Walking around the rear of the aircraft, the wire-braced tailplane with its strongly swept leading edges and gently curved trailing edge looks unfeasibly small for the aircraft.

A single piece elevator extends aft, starting from behind the rudder. Hidden from easy view underneath that wide fuselage and tailplane, there’s a ventral fin-like piece of fuselage onto which the tailwheel unit and its mounting spring is attached to.

Inside the cockpit

It’s pretty easy to get into the cockpit via the big doors, though having long legs will help, sliding one leg into the

Flight Test

footwell, while reaching for one of the fuselage tubes that cross the skylight to pull up on, sliding onto the seat and bringing leg number two aboard.

My bêtes noires in aircraft new to me are finding the headset jacks and the fuel selector. Today both are simply solved as the jacks are between the seats, just below a red fuel tap with an ‘off’ indication at 9 o’clock, the main

Above left Poised for the off.

Below A spacious interior with curved sticks.

tank down at six o’clock, and at the three o’clock position the aerobatic tank.

Lower down is the black knobbed, vertically mounted elevator trim lever, which you lift to unlock and move as needed. The flaperon lever is bulky in comparison with a rubber bicycle type handle – pull back to droop them with a couple of positions to lock them into. Looking outside at both high and low right wings the flaps, apologies, flaperons, do look narrow, but the stick is smooth in a side-to-side sweep and function.

Back inside the cabin, Dave points out the cabin heat control and a large, but beautifully made, throttle quadrant from Andair. The red mixture and blue prop lever looks small compared to the chunky black throttle lever, which is topped with both a red and a green button, the green being for the left P1 seat radio transmissions.

Above is a rocker switch to select the main or aero fuel tank indications on a shared gauge. The fuel tanks are between the firewall and panel, above our knees and each separately filled through neat triangular quarter lights at the front of the windscreen. You wouldn’t notice them had you not been looking for them. The main tank on the left holds 20 US gallons / 75 .7 litres and the other 10 US / 37.8 litres. Typical fuel consumption is in the region of 8.5 US gals / 32 litres an hour at 23 inches of manifold pressure and 2,300 propeller rpm, giving 135 mph IAS. The engine is a fuel-injected Lycoming

February 2022 | LIGHT AVIATION | 19

Flight Test

Above The wirebraced tail group with a one piece elevator.

Right There’s a fuel filler port on both left and right, in the quarter lights of the front glazing.

Below Flowing fuselage trim lines enhance the Hiperbipe's contours.

IO-360-B1E rated at 200hp. In a previous life it was helping a helicopter thrash its oversized prop around and so has the high compression pistons. The prop is a Hartzell 72in constant speed unit. For healthy lubrication of the engine in all the attitudes it is asked to perform, there is a Christen inverted oil system.

The left-hand panel has the basic six ‘steam driven’ instruments all gathered together for ease of effective scanning and the engine instrument indicators of rpm and manifold pressure as well, plus a few ancillary indicators.

Centrally sited is Garmin aera 500, a Trig TY96 radio and Trig TT21 transponder. Taking a look at the ASI speed bands, the flaps white arc begins at 68mph / 60kt and runs to 125mph / 110kt, the yellow caution line runs from 170 mph / 143 knots up to the red Vne line of 225mph / 195kt. So a quick mental note approach could be at 1 .3 stall speed with full flap at 88.4mph, rounded for ease to 90. And the inkling of crosswind maximum of 0.2 of the stall speed, without flaps at 16mph / 14kt.

The right side of the panel, in attention-seeking orange, is designated for flight testing data collection, and has two Dynon Avionics screens: the D100 EFIS displaying flight instruments and the D120 providing engine monitoring. Switches and breakers are lined above, reflecting an easy to operate, well laid out instrument presentation. The cockpit is wider than a Cessna 172, and the two of us are comfortably seated, each with a five point harness and good all round vision.

Airborne

The injected engine starts with the prop at fine and the throttle cracked, and feeding the mixture in as it catches.

With Dave in the left-hand seat with the only set of brakes, he handled the taxying, but they appeared precise, and combined with positive tailwheel steering seemed to give good ground handling manners, despite a reasonable wind speed of 10-plus knots. The cockpit visibility is good, the slight rise of the cowling behind the 20 | LIGHT AVIATION | February 2022

A homebuilt for flight testing – owner Dave Curran’s story

V

ery few people own small aeroplanes as an investment. The vast majority invest their time and treasure in homebuilts as a means of fulfilling personal dreams and opening up new vistas. My involvement with the Hiperbipe was born out of pure and urgent necessity – still requiring vast amounts of time and treasure, but without the incentive of personal leisure ambitions. It had all begun thanks to one particular hero uncle of mine, who was ex-NASA cryogenic instrumentation specialist whose fingerprints last went into space on Apollo 12. He was also an EAA member.

His hero status was cemented when he donated a huge pile of Sport Aviation magazines to his young aeroplanemad nephew. I read them all cover to cover, several times. Contained in one of the issues was an article on the (then) brand-new Sorrell Hiperbipe. I thought it was one of the nicest and smartest designs I’d ever seen. It was to be over three decades before I was to discover just how good this aeroplane really was.

The fact that I was able to take on this particular project is due to another hero of mine, Noel O’Neill. Noel ran probably the only CAA-approved part-time M3 organisation in the UK in the 1970s and 1980s, servicing a wide range of Gypsy-powered aeroplanes in Ireland from his base in Newtownards, County Down. Tuesday and Thursday nights was when the team would assemble to work on whatever project was currently in the hangar, and on nights I could spare, I’d be in the hangar helping out (usually making the tea and often getting in the way).

Over the years, Noel and his son Colin taught me everything I needed to know on what you could and couldn’t do with little aeroplanes, particularly when I took my first foray into aeroplane ownership with a recalcitrant 1440cc Turbulent. I was to put every skill I’d learned to use in modifying the Hiperbipe.

A specialist testing platform

After 30 years in the aerospace business and 20-odd spent flight testing and certifying a variety of aeroplanes, I’d managed to build up a good knowledge of the business and the processes required.

The tragic Air France 447 accident in the South Atlantic on 1 June 2009 raised industry awareness of a particular gap in communication and tracking during airline operations. Subsequently, the range of contacts I’d built up over the years facilitated an opportunity to bring together a small consortium of companies and consultants to investigate technologies that would mitigate these types of events. This, in turn, led to an invitation to participate in a global working group to develop recommendations to do just that.

I was the last person on the team that wanted a test aeroplane. I’ve been involved with the design, build, calibration and operation of enough of these machines to know that they’re expensive, little used assets that are difficult to maintain and finicky to operate, requiring good conditions and a top-notch crew with a wide and diverse range of talents all working together to get the best quality data. But for those few occasions when you really needed flight test data, a flying test bed is priceless.

On this project, it was just me, and the last thing I needed was another distraction on top of all the other

Above G-HIPE’s owner, Dave Curran. effort that was being put in. IMHO, the ground test rigs I’d designed, built and used, represented the worst-case conditions, and I saw no need for a test aeroplane.

That didn’t stop the requests, though. The requests for the test aeroplane came primarily from a very talented software project manager called Dale Sparks. He clearly saw something that I didn’t (which wasn’t the first time) and persisted.

Eventually, after a particularly good day at the office and after a rather excellent meal and a couple of glasses of a wonderful Merlot, I relented and said I’d take a look.

Big mistake. It was a wonderful challenge. And I loved challenges.

What we clearly required was a fully aerobatic aircraft (so we could throw the equipment around). What we needed was an aircraft with space and payload (that allowed us to fit the equipment). What we had to have was a simple certification basis (so we could do it quickly). What we didn’t have was money (so it had to have low cost of ownership).

The only aeroplane that I was aware of that met all these criteria was the Hiperbipe. As serendipity would have it, G-HIPE, the only flying Hiperbipe outside North America (AFAIK), was for sale in East Anglia.

Buying the Hiperbipe.

Similarly to meeting your heroes, being introduced to favourite aeroplanes in cold dark hangars can be a chastening experience. So I freely admit that travelling to view G-HIPE for the first time on a cold November Saturday did fill me with some trepidation.

It didn’t take long to realise that the Hiperbipe design has some of the cleverest packaging I’ve ever seen in any aeroplane, not just a small one. It has the space, the access, the structure and the surface area for me to keep the modifications simple.

We bought G-HIPE without flying it – the airfield was waterlogged, but I was more than happy to get used to any quirks that it might have. Beside, Patty Wagstaff started her illustrious aerobatic career on one – that was a good enough endorsement for me.

After a couple of month’s residency in Filton in early 2011, G-HIPE was flown to Targett Aviation at Nympsfield February 2022 | LIGHT AVIATION | 21

Flight Test

Above Dynon screens provide a cost-effective source of data for flight testing. for the modification programme in April, and entrusted to the tender mercies of engineers Roger, Toby and Steph.

The rebuild lasted six months, including a lot of longoverdue fixes to the original aeroplane. Several of the installation concepts had to be developed on the fly as it was only when the covering was removed that we were able to see exactly what we could and couldn’t do with the structure. The plans were rather… shall we say… densely packed.

I designed, built and installed a completely new cockpit interior to facilitate mounting test equipment literally anywhere, completely separate electrical busbar and pitot-static systems, and new instrument panel (digital on the right and steam-powered on the left).

I have to credit Mendelssohns’ (and particularly Danny) for help in evolving the cockpit layout. Traditional test instrumentation was orders of magnitude outside my available budget, but after a lot of searching, it occurred to me that the Dynon EFIS system might have data outputs that we could use. Responding to my phone call, Danny ran the tests, confirmed that it would do what we wanted and provided a sample file within 10 minutes. He got the business and saved us a fortune. The aircraft ended up providing more real-time data than a 737 Classic DFDR. Targett’s finished the aircraft in the Poly-Fiber system, and since there was a possibility we might have to visually track the aeroplane during some accuracy tests, I chose black, inspired by the RAF Hawks.

Installation approvals

Throughout the entire design evolution and modification process, I’d been very careful to make sure that each change was thought through using good aerospace practice and custom – both technically and operationally (since I fortunately had a fair amount of FAR 25 cockpit design experience). So while Roger had been keeping Francis Donaldson informed on what was going on, the submission of the paperwork for the modification was still a nerve-wracking time. There were over130 detail changes that had been made to the aircraft, and every change raised the risk of finding something unacceptable. The Mod 3 dossier itself was more than 60 pages long, once the supporting evidence was included.

The approval process was pragmatic and uneventful.

22 | LIGHT AVIATION | February 2022

Francis had a couple of very useful suggestions that were duly implemented, and after an equally uneventful flight test programme, we were cleared to fly.

Having a test aeroplane provided several additional unexpected benefits that surprised me (and proved that Dale WAS right!). Actually being able to test the data delivery systems end-to-end in a representative environment provided a big increase in confidence that we were on the right track. Rather than having potentially vacuous discussions at the working groups, we were able to provide inputs on what did and didn’t work. It helped greatly in steering the conversations.

Unexpectedly, when we showed airlines what we were doing with actual video and actual test data, all sorts of doors opened. One contact would call in another contact that he / she considered should know, and suddenly we were into other areas of the airlines’ operation that we needed to know about to make the system work. Our knowledge base expanded rapidly and the scope of solution became much wider and more useful in providing what was really required to solve this particular problem practically.

Having actual data helped the authorities leading the discussions with industry. We were one of several teams providing test inputs, and each input helped focus discussions and resulting regulations. The resulting regulations weren't a "thought exercise". The working group, led by the very capable Philippe Plantin de Hugues, were able to point to a body of evidence that showed the practical whys and wherefores of what was being proposed.

From a purely personal point of view, the knowledge that was gained from access (facilitated by this aircraft) to both industry and airworthiness authority personnel was simply priceless. It allowed us to develop a uniquely comprehensive understanding of the regulatory and operational ecosystems in which commercial aviation operates, fully understand the problems, and then provide practical solutions (which we could then test).

Legacy

The knowledge base developed during the initial G-HIPE operations is now proving very useful in establishing operational concepts for next-generation commercial aviation applications. The fact that this knowledge is backed by the unique experience of having to operate a demanding aircraft in these ecosystems certainly helps focus modern conversations with knowledgeable clients!

After a long period on the ground due to pressures of business elsewhere, I returned G-HIPE back to the air in August 2021 in anticipation of supporting new research and test work.

While this LAA Permit aircraft did not deliver some earth-shaking discovery, what it did do was provide essential evidence that particular equipment could deliver good communications performance in situations of dire aircraft distress. And that it would greatly improve the probability of working out what had gone wrong, where and why. Quickly.

This little LAA Permit aeroplane has made its own little contribution to global aviation safety.

From that perspective alone, it was worth all the effort.

spinner is the only slight hindrance to a side-to-side visual scan of the outside world.

On the take-off roll, Dave kept things straight with the tailwheel on the ground during brisk acceleration until we were the high side of 50 before easing the stick forward.

We gained speed promptly and 'she' flew off comfortably, Dave handing me control as we climbed away at the recommended 98 mph, which the Permit flight test figures say results in 1,100fpm. It turned out Dave was no stranger to formation flying, as his early career had been as a Flight Test Engineer, accumulating 1,000 hours across 14 aircraft while working for companies including Shorts, Pilatus, Canadair and Bombardier.

At our pre-briefed speed of 105mph the Hiperbipe was proving a real joy to get to know, and we quickly worked through our schedule of photography. At the point of breaking away from the camera aircraft, instead of letting the nose drop and continue to roll away in a highly banked angle I hold the wings at 90°, feed in full top rudder and the flat plate of the lower fuselage holds us easily in knife edge flight as we fly straight ahead. “Boy! If it weren’t for the weight restriction this would be a doddle to teach slow rolls.” With that I let the nose drop and resumed balanced flight, rejoining the formation for the rest of the planned sequence. Throughout the sortie I didn’t have to squirm in my seat to keep an eye on the photo ship. That top wing that had given me concerns about upward visibility was not in the way at all. My eye level was fractionally above the top of the glazed door frame so I couldn't even see the underside of the top wing, unless I ducked down a fraction. The steeply raked windscreen perspex and lengthy coaming ahead reminded me of the Sonex. Back to ‘normal’ flight, it surprised me that when trying, and I do mean 'trying' to fly straight and level, my digital balance ball, on the Dynon screen in front of me, was indicating way out to the left, demanding I add some left rudder. Squeezing a little on with a tiny pressure, the ball sullenly slunk out to the other side.

“You'll have to calibrate your, er seat.” (Seat was not the word Dave used!). I got the hang of it but running through steady heading side slips both in the cruise and approach speeds then releasing rudder, the Hiperbipe showed directional stability but it was as if she had to think about it. Lateral reaction after releasing the ailerons but still with deflected rudder again wasn't lightning quick, but sufficient. A firm movement of the stick shows a rate of roll of around 100° a second and I am sure if you

Above 'Papa Echo leading the formation, displaying its lifting body surface. The Hiperbipe’s unusually broad, flat fuselage is perfect for mounting equipment for test - those orange panels are designated locations.

were to bully it it would be substantially faster. There is some adverse aileron yaw with the nose swinging away from the direction of roll, but with a little practice I was getting used to the relationship of the two control inputs needed. The ailerons work right down to the stall, recovery, as also in a dummy botched landing, is near instantaneous as the stick is moved forward with power and balancing right rudder. BUT, if you’re not in balance as you approach the stall she will fall away, left wing first at speeds nearly 10mph above the published speeds of 65mph to 69, with and without the flaperons. Lowering the flaperons gave a slight nose up pitch change and when trimmed out, the stall only reduces by a slight amount. It appeared manoeuvrability increased. Logically 1.3 of the stall speed for the approach would suggest a figure just under 90 mph. Back in the circuit Dave suggested I use 100 and reduce this speed to 90 over the hedge for my go. That worked well, I flared and when judged it was about to settle in the three point attitude, squeezed on power, accelerated in balance along the runway in ground effect. Once we’d climbed out, I handed over to Dave to bring us around the circuit for a full-stop landing.

At Oshkosh in 1973, Hobie Sorrell received the Outstanding New design Award. Nearly 50 years later, the Hiperbipe doesn’t look dated. It is a sleek, functional and practical machine for all regimes. When the weather improves I may get my shot at flying her solo for some aerobatics. I’m relishing that prospect and with it, spring and some better weather too! ■

SNS-7 HIPERBIPE SPECIFICATIONS AIRFRAME

PERFORMANCE

Wingspan: 22ft 10in Wing loading: 12.74 lb/ sq ft Standard fuel capacity: 32 gal (single tank) Maximum gross weight: 1911lb Empty weight: 1140lb Typical useful load: 771lb Full-fuel payload: 579lb Seating capacity: Two Cabin width: 42in Baggage capacity: 80lb

Cruise speed: 16 mph Maximum rate of climb: 1,500fpm Stall speed (clean): 49mph Take-off distance: 400ft Landing distance: 595ft Powerplant: Lycoming IO-360 Propeller: Hartzell constant-speed thunderbirdaviationmi. com

February 2022 | LIGHT AVIATION | 23

Homebuilding

Headset review

Bébé love blossoms…

Having chosen an SSDR Nieuport biplane for his homebuilding project, Richard Vary got off to a flying start with the fuselage. But now he needed lift, and some power… Part II.

I

had studied the plans, bought the materials and built a workbench in the single-car garage behind my house. I acquired tools, and had learned the basics of working with aluminium. Now, on my workbench, was sitting what was unmistakably the tail end of a Nieuport. I was well and truly committed, in one sense of that word. My family thought that I should be committed… in the other sense.

A Circa Nieuport, for those unfamiliar with the design, is an aluminium tube replica of a Nieuport 11 biplane, which in the UK falls into the SSDR category. If you have read Dick Starks’ book, You Want to Build and Fly a What?..., you will know of the antics of the Kansas City Dawn Patrol and its small squadron of these baby biplanes. I’d been inspired by the book to give it a

24 | LIGHT AVIATION | February 2022

Above The Nieuport makes an attractive garden ornament.

Seems a shame to cover it…

go. In part one (LA January 2022) I described building the basic fuselage and tail feathers. Now I had to turn my attention to lift and power…

Wing spars

The lower wings on a Nieuport are quite narrow: the aircraft is more properly a sesquiplane than a biplane. They have a single main spar, with ribs slotted over it and riveted to it, and an external frame of thin tubing.

The spar is made of a 9ft tube that has been ‘ovalled’ – that is crushed, so it is no longer a round cross section, but is taller than it is wide. Doing this evenly required some ingenuity.

My first attempt was to take two roofing rafters (long, thick

Homebuilding

pieces of pine) and put a pair of coach bolts through every foot or so along. By tightening the nuts, I could crush the tubing between the rafters until it was the correct oval shape.

It didn’t work. As I tightened the nuts there was a loud crack, and the rafters split along their length. I would need something considerably stronger.

From a metals delivery website, I ordered two lengths of steel rectangular section tube, and a small size of square tube. The latter I cut into short lengths. Using a cheap arc welder, I welded these short lengths to the side of the longer tubes at six inch spacing, so that the coach bolts could pass through them and draw the two long tubes together, squashing anything between.

This was not a fun job. I dislike steel as a material. It is cold to the touch, heavy, hard to work, greasy, dirty, and left alone it will rust. I am not a skilled welder, and welding is not a pleasant job. Once you put the mask on it is difficult to see pretty much anything that you are doing and it is easy to blast a hole in the work-piece, or drop molten metal onto your foot.

Weld splatters marred the smooth surface of the steel, and I did not want these scratching the surface of the spar, so those splattered faces became the outside surfaces of my tube squisher.

I put the halves together with some thin strip wood

between the steel and the aluminium, and tightened the nuts. It was a long and slow process to tighten 20 pairs of nuts along the length evenly so that the tube formed a consistent oval, but it worked, and I had two long, oval wing spars.

Ribs Below left Hefty pieces of steel for the Mk 2 spar tube squisher.

Below right Oval section aluminium tube for the wing spars.

Bottom left A lower left wing starts to take shape.

Bottom right Clamping the frame hard against the rib before drilling and riveting.

The wing ribs on the Circa Nieuport comprise a straight bottom piece of tube, and a curved upper piece. I needed 16 of them for the lower wings, and 24 for the upper. The plans called for yet more bending formers to be cut from scrap wood, and screwed down to the workbench. Once these were made, I could start to bend the ribs. I found it best to do these quickly, one after the other because then they tended to come out the same: if I took a break, the next ones would be slightly different.

From an old aerodynamics book I dug out a table of wing sections for gliders, and selected one as being closest to the description in Graham Lee’s plan. I plotted out the contours onto a large piece of paper, to give the outline of what should be a full-size wing section. I transferred this to a piece of scrap wood, and hammered in nails to form the outline. I fixed a short length of tube projecting where the leading and trailing edge tubes would be, and offcuts of spar tube where the spar(s) would be. (The lower wing has one spar, the upper, being larger, has two).

February 2022 | LIGHT AVIATION | 25

Homebuilding

The tubes for upper and lower ribs dropped into this jig. I needed to file notches in each end to meet the leading and trailing edge tubes.

I could then drill and rivet in place gussets to hold them together. With some practice I could produce a rib every 15 minutes or so. Getting carried away, I forgot that I needed to make eight left and eight right ribs for the lower wings. The difference between a left and right rib is purely aesthetic; being on which side the gusset plates were riveted. I wanted mine to face outwards on each wing, but I made one too many left ribs.

I did not have enough tube to make another so I looked through my scrap box to see if any of the rejected parts could be resurrected, eventually accepting that one rib on the lower right wing would have its gussets on the inward side. Once the wing was covered, no one would spot it. This was the first mistake I had made, and it bothered me. It wasn’t to be the last.

Assembling the lower wings was an enjoyable task, because now I could see them take shape. I spread the components on the flat workbench, and slid the ribs over the spars. At each point where the ribs met the outer frame, the leading or trailing edge, I used a clamp to pull the frame hard against the rib before drilling and riveting another diagonal gusset around the joint to hold them firmly together.

I cut further gussets to attach the ribs to the spar. Because the top and bottom surfaces of the spar carry the wing loads, they cannot have holes drilled into them, so these gussets had to be drilled and riveted to the front and rear faces of the spar.

That was fiddly, but by using a flexible drive I could get the drill bit square to the face, and taking off the rear casing of the rivet gun I could get it into the gap.

26 | LIGHT AVIATION | February 2022

Above top An upper wing rib in a jig.

Above left Holding a gusset in place before drilling and riveting.

Above right A lower right wing approaches completion.

Working only occasional days here and there, the lower wings took more than a year of patient work. But the trouble with a biplane is that when you think that you have finished making the usual complement of wings (two), you are only half-way through the task. With the Nieuport I wasn’t even halfway there, because the upper wings are larger, with pulleys, ailerons and other complications. My next project will be a monoplane…

Engine

I’d settled on a Verner 3VW radial, mostly because of weight, and because it would fit under the short cowl of the Nieuport.

Verner has a dealer in the UK based on an airfield in Yorkshire, from where I could collect it. I was excited to see the engine as I had only seen pictures so far. I was impressed by how light it was – I could (just) pick it up with my hands. This was to prove useful later, although I have an engine crane, I have to choose whether the crane or the fuselage is in my workshop at any one time. They won’t both fit.

The plans give no details of engine mount. I sketched out ideas on a paper napkin as I ate a pizza one evening. I came

Homebuilding

“I forgot to put myself back on mute, so my colleagues heard me filing a turtle deck stringer…” up with an idea, using large box section aluminium tube, held together by bolts with fat washers and polyurethane bushes to try to reduce the amount of vibration transmitted back to the fuselage. The design required some trigonometry. The engine must point right two degrees and down two degrees, while the propeller hub remains centred on the cowl. This means that the back of the engine must be displaced up and left of centre.

I roughed the design out and tried the engine for size. It seemed to work, so with a little tidying the rough version became the finished product.

Lockdown

The pandemic confined me to working from home. This meant that I had an extra two hours per day when I was not commuting. I would get up early and get a couple of hours of work done on the aircraft before starting my day job. I could take long conference calls from the workshop so I could file or shape components while listening to the call. On one occasion I forgot to put myself back on mute and my colleagues were treated to the sound of me filing a turtle deck stringer to length.

Below left An upper left wing and the bending jig for the upper rib surfaces.

Bottom left Cherry blossoms signal spring: time to emerge from the workshop.

Below right Verner 3VW mounted on square section aluminium tube.

As summer came, I moved the work outside onto the patio.

To shape the cowl, I made a concave former of thick pine, and gently hammered a sheet of soft aluminium into the former, periodically playing a blowtorch over the metal to anneal it. To find out how, I had watched YouTube videos of custom motorcycle makers shaping mudguards. Although I found the slow and careful process of shrinking the metal to form the nose bowl very restful, Naomi observed that the neighbours were probably growing tired of the ‘tap-tap-tap’ of metal bashing. I returned to the garage.

On a glorious May bank holiday, at home in full lockdown, I moved the entire aircraft out to be assembled on the lawn. With the engine installed, the fuselage was heavy, and I nearly lost control of it as I wheeled it down the ramp onto the lawn, the aircraft running away down the slope, and me running with it to try to slow it down before it hit a cherry tree. That was very nearly its first crash.

Covering

I wanted to cover the Nieuport in a translucent covering so that

February 2022 | LIGHT AVIATION | 27

Homebuilding Far left Airframe structure complete, now time for some fabric!

Left A budding pilot tries the Nieuport for size!

Below left Forming a cowling and sides from aluminium sheet.

Below right An old oak drawer front finds a new life as an instrument panel.

the structure of the aircraft was still visible, particularly when the sun shines through the fabric. The original would have been covered in doped linen. I cheated and used ‘antique’ Oratex, a heat shrink fabric that needs no doping. The makers of Oratex provide a very helpful brochure on using their products and there are some good instruction videos online. If you buy it through The Little Aeroplane Company in Norfolk, they will give you a training session on covering. Unfortunately, this was the middle of the lockdown, so I was relying on the videos.

A roll of Oratex is surprisingly heavy, and unwieldy in a small workshop. In the end I ran a scrap wingspar through the tube 28 | LIGHT AVIATION | February 2022

Above left Stainless steel fuel tank for a VW dune buggy.

Above Beautiful propeller custommade by Hercules.

Above right The Verner radial engine uses electronic ignition modules.

and hung it from the ceiling so that I could pull lengths off it like a very large toilet roll.

I trimmed the edges. I found that curved nail scissors were ideal on the more fiddly parts. Now it was starting to look very good. Unwisely venturing into the workshop – to retrieve her nail scissors – Naomi helped me flip over the wing, so I could repeat the process on the bottom surface. I now had a covered wing.

Oratex supplies pinked-edge tape to cover the edges, and to reinforce the ribs where they are to be stitched. Rib stitching helps to stop the fabric from being sucked off the upper

Homebuilding

surface of the wing, and transmits the lift loads from the covering to the aircraft structure. It uses a thick twine. I had to learn a new knot, a modified seine knot. I spent some time studying diagrams on the internet, and as an aide memoire ended up copying one by hand onto a piece of paper, which I laid on the wing surface next to where I was sewing.

To make the stitches look neat I measured intervals along each rib, at which I would plunge the long needle through the top surface. Once through I would waggle it about to find the edge of the lower rib, and push again so that it came through the lower surface. Now I needed to scramble under the wing to push the needle back up. If I had done it carefully it came out adjacent to the first hole, and I could tie a modified seine knot and move on. There are more than 10 stitches per rib, so the first one, together with all the leaning over the top of the wing and ducking under the bottom of the wing, took some time and left my back feeling sore. As I progressed I got faster, and considerably more supple. Rib stitching is a bit like doing 400 very slow burpees.

Overall, the process took several weeks. As another spring gave way to summer, I could again work outside. This is another benefit of Oratex, if you try to dope a fabric wing outside you will be forever picking insects out of the finish. I completed the last wing on the patio in glorious sunshine.

Flying the nest

Eventually the day came when there was nothing more I could do at home. I arranged a couple of days off work and hired a large trailer.

Using sheets of plywood, I made a 12ft long box for the wings. When loaded this would be too heavy to lift, so I built in a steel tube across the centre as an axle, plugged in a pair of wheels, and screwed a couple of handles at either end. Now the box could be moved around like an enormous wheelbarrow. The box sat on the rear of the trailer with the

Above Markings painted on the rudder and lower wings.

Below left Aileron pulleys angled to align cable to horn.

Below Covering an elevator in Oratex.

Below right A completed top left wing.

Bottom right Rib-stitching detail.

Bottom left Laying out the Oratex fabric.

aircraft fuselage in front, tailskid resting on the box so that the fuselage was horizontal in the slipstream.

I set off shortly after dawn, carefully towing the trailer around the M25. Even though this was a pretty uncivilised hour of the day, cars were pulling alongside me to look at the aircraft, before waving and accelerating away. One even rolled down his window to film on his mobile phone.

The next couple of days I spent assembling the aircraft, and adjusting the turnbuckles to get the angles of incidence correct. With the help of a couple of Tiger Club members I put the wheels on bathroom scales and hung the tail from a spring balance to check the centre of gravity. At 30% mean aerodynamic chord, it was an inch back from where it should be.

Speaking sometime later with David Bremner, builder of a Bristol Scout, he told me not to worry, as most aeroplanes of that era had their centre of gravity at 40% mean aerodynamic chord. It is only today’s aircraft, in which we expect perfect longitudinal stability, that 28% is regarded as a rearmost limit.

Still, on the Nieuport with its swept wings, this is easy to correct.

The plans advise that once all efforts have been exhausted to reduce the weight behind the centre of gravity, up to but not including dieting, then the builder should simply rig it with two inches more sweepback. I’ll try the dieting too. After all the efforts to shed ounces from ribs and brackets, it can’t hurt to lose a few pounds from the heaviest component of the aircraft.

I ran the engine. It ran, but roughly. Then I put the spark plug leads on the correct cylinders. It ran better but blew oil out of every joint. Another Tiger Club member suggested adding a breather tube, which cured that.

I climbed aboard and started to taxi it. With no brakes and no tailwheel, taxying the Nieuport is challenging. Some of the Stow Maries WWI pilots had told me that the way to turn is to apply full down elevator, full rudder, and a burst of power. This sounded like a good way to stand the aircraft on its nose, but it worked. I was just about able to turn. I taxied up and down the

February 2022 | LIGHT AVIATION | 29

Homebuilding

Above First full rig once completed, on the driveway.

Left To transport the wings and smaller parts to the airfield, Richard made a large plywood box to go on a trailer.

Below left Richard, on the right, being presented with the Albert Codling trophy for best part complete Homebuilt at the 2021 LAA Rally, at the LAA AGM. Bottom The Nieuport, fully assembled at Damyns Hall.

30 | LIGHT AVIATION | February 2022

airfield, gradually getting faster and faster, with the tail lifting.

The wind was not straight up the runway, so on one occasion as the tail came back down, I felt it break away to the right, the right lower wingtip touched the ground and around we went. A good inspection showed nothing broken, but I fitted some fiberglass rods under the lower wings as tip draggers.

They are not very authentic, but they will help save the covering while I learn.

Then, one evening as the sun was close to setting, I opened the throttle and let her run. The tail came up. There was a moment of calm as the bumping stopped and the air supported us. I thought for one glorious moment about letting the climb continue, but sense prevailed. I eased back on the throttle and the wheels touched again. We had flown!

All too soon it was time to take it all apart again, to trailer up to Sywell for the Light Aircraft Association Rally and 75th Anniversary, where the Nieuport had a place in the homebuilders’ tent. I have never been to a Rally before and it was an overwhelming experience. I spent three fascinating days meeting other builders and pilots and talking about building. I had written up my build in a short book, optimistically printing 200 copies: I had to start rationing these as they proved very popular. It is now on Amazon as The Biplane in the Garden.

The other displays in the tent were the front end of a Wright Flyer, a demonstration of blow moulding bubble canopies, a full scale Avro 504 recreation, and Mr Alan James himself, builder of Pietenpol G-BUCO, the aeroplane that started me down this route. Just over the fence sat his other gleaming project: a silver Isaacs Spitfire. Now there’s a thought…

In truth, my baby Nieuport looked small and basic next to these immaculate exhibits. But the judges must have liked it, because I was surprised and very flattered to be awarded the Albert Codling Trophy. ■

TL-Sting S4

LAA Permit aircraft OR BMAA Light Sport Microlight (600Kg)

See www.Stingaircraft.co.uk

See our full range at Popham 30 April/May 1

Life Insurance FOR PILOTS

There’s just one specialist on radar

stein pilot insurance 0800 5999 101 flyingcover.co.uk

Coaching Corner

A good use Coaching of the quiet Corner… time…

While the weather and shorter days might mean less flying, PCS Head of Training David Cockburn suggests it also helps make time for renewing your familiarity with the devices we use in our flying…

W

hile I encourage pilots to fly whenever possible during the winter months, that is probably not easy for many of us. Strips become boggy, and even if we could take off and land safely in the conditions, any ruts we make on the surface might cause serious problems later in the year after they harden. Of course, that lack of flying gives an opportunity to carry out the essential routine maintenance, and also to fix those little snags which annoyed us during previous flights. We did remember to note them down at the time so we could remedy them now, didn’t we…? We might even add some new features to the aircraft, once we’ve checked with our Inspector that they won’t affect airworthiness. In any case, a good clean wouldn’t go amiss, and if we can smarten up the finish there’s always the chance of winning the concours at the Rally.

However, for much of the time it is more than likely that we will be miles away from our aircraft, and time spent with family, holidays, or other hobbies may prevent us working on it. Nevertheless, an enforced absence provides an excellent opportunity to get to know our aircraft properly.

When did we last read the handbooks? Not just the ones for the airframe and engine, but what about the instruments? Do we know what these sophisticated engine indications mean? And what about our navigation instruments and devices? Are we really sure we know their capabilities and how to get full use from them? Many of us have recently acquired a traffic alerting device, perhaps as a Christmas present. They may appear simple, but must be correctly mounted and set up, and we need to understand exactly what they are telling us. After our aircraft has been on the ground for a long period, we need to concentrate on how it is performing rather than distract ourselves with new devices.

Reading the manuals carefully should ideally prepare us for the new flying season. Unfortunately, not all manuals are written in simple English. What is more, modern

Above If a device is portable, it’s much easier to get familiar with it while sitting in a comfortable environment. Many devices and apps like SkyDemon have a simulator mode to help with this sort of learning.

“There is a temptation to ignore the complicated bits and learn to get by just using the basics…”

32 | LIGHT AVIATION | February 2022

devices have so many functions associated with each switch, knob or screen touch that most of us will feel we are swamped with information. There is a very real temptation to ignore the complicated bits and just concentrate on how to switch the device on and how to find the basic information we think we need. I have to admit I gave up… once I had got no further than displaying the aircraft’s position on a moving map. That is a waste, not only of money, but of the effort the manufacturer put into giving us an aid to our safety. To really learn about our equipment, we need to go through the physical operations of the switches while we have the manual in front of us.

If the device is fitted in our aircraft, we need to sit in the cockpit with electrical power applied in order to familiarise ourselves properly with our equipment, and we don’t want to discharge the battery. We might be able to combine engine ground runs with this familiarisation, but a continuous source of ground electrical power would allow us to spend a lot more time learning. If we don’t have access to mains power (with a suitable transformer/ rectifier) we probably have a generator already, but if not, perhaps one would be a good idea?

It is a lot easier to become familiar with a device which is removable or handheld; the warmth, light and power available indoors provides a much more comfortable

Coaching Corner

environment, especially if the manual is online! However, even selecting switches with the manual open in front of us is only a simulation of the operations we would wish to perform with our device. For example, navigation systems are designed to be used while moving, although it may not need an aircraft. The passenger seat of a moving vehicle, even a bus, can provide the necessary motion to allow us to get properly acquainted with our device. It would be even more useful of course if that moving vehicle was an aircraft. We might be fortunate enough to find a friend with access to an aircraft which is able to fly from a hard surface. Not only would that be an excellent opportunity to familiarise ourselves with our devices, we could share the familiarisation tasks if needed, while also practising some of the airmanship which might otherwise be forgotten during long periods without exercise.

We shouldn’t restrict our reading during this winter period to unfamiliar equipment. Many pilots’ handbooks provide guidance on operating techniques. Have we allowed ourselves to slip into comfortable rather than accurate flying? For example, we may be using more fuel than necessary by cruising at an inefficient speed or mixture setting. If we normally operate from a fairly long runway, it is easy to start making our approaches, or raising the nose on take-off, at a higher speed than the designer or manufacturer recommends. If we want to fly more adventurously, and visit more challenging strips and aerodromes, we need to be practiced in flying accurately.

Not that I’m suggesting we change our flying habits suddenly once flying becomes possible again at the start of the new season. However, if we know we ought to change the way we fly, we can build our confidence by slowly adjusting our techniques and speeds from those we have become accustomed to towards those we have discovered are correct. And if we have any doubt about our ability to adjust, there are instructors, including and ideally LAA Coaches, who can help us to correct our techniques quicker than we could ourselves. They are also useful

Above Away from the comfort of a desk, flying as passenger with a friend gives a good opportunity to get familiar with using a device ‘live’ in flight.

sources of advice during these periods when we cannot fly.

Advice is easily available from other sources too.

Meetings, even virtual ones, at Struts offer expert guidance on a variety of subjects. Back issues of this magazine are full of excellent advice, as are the CAA’s safety publications including Safety Sense leaflets. GASCo safety advisors not only present their excellent Safety Evenings, but its Flight Safety magazine is available for a small contribution towards the organisation’s costs. While we do not always want to be reminded that GA flying is less than 100% safe, the AAIB’s monthly reports usually contain useful reminders about the essentials, as do the reports from the Airprox Board. Both of these are freely available online. Other useful GA safety leaflets can be found in EGAST material on the EASA website.

Security of seats

You will probably already have read in this month’s Engineering Matters that the AAIB have recently published a special report (S3/2021) into a fatal accident in November involving an Escapade. The investigation concludes that an ‘inadvertent seat movement appears to have caused a loss of control with catastrophic consequences’.

It’s not just those of us with short legs like myself who could find ourselves in a similar situation, but we are probably more likely to suffer the most serious consequences. I’d like to back up Jerry Parr’s advice that it is not just important, it is VITAL, that we all check and double check the security of our seat before take-off, including the security of any backup system which the aircraft possesses. I’d like to add that, because a sliding passenger might also find the control column the most convenient object to hold on to, we also need to check the passenger seat, if it is occupied. And we need to remember that the hazard is not restricted to this aircraft type or even to ‘seat adjustment rails’; a collapsing seat back support could be just as dangerous. ■ February 2022 | LIGHT AVIATION | 33

The latest LAA Engineering topics and investigations. Compiled by Jerry Parr

Engineering Matters Including: Adjustable seats and rudder pedals and Eurofox heater inlet/exhaust proximity…

W

elcome to Engineering Matters – the section of Light Aviation that is dedicated to discussing all manner of topics concerning both technical and operational aspects of the LAA fleet. If you have anything to say that you think would benefit others, then please email words and pictures to LAA Engineering at engineering@laa.uk.com

Adjustable seats and rudder pedals No doubt many people will have heard about, and been saddened by, the loss of a long-standing LAA member and Coach in a take-off accident in his co-owned Escapade.

The AAIB has issued Special Bulletin S3/2021, and a copy has been sent to all owners of LAA-administered Scouts and Escapade aircraft.

TLAC will shortly issue a Service Bulletin which will also be sent out to owners. The base advice is to ensure that, prior to take-off, adjustable seats are securely locked and any secondary locking devices are correctly adjusted. It is also imperative that the seat tracks are regularly inspected to ensure the locking mechanisms are working correctly.

It is certainly not only the Escapades and Scouts that could have issues like this – any aircraft with adjustable seats or controls could have issues.

It has never been the case where ‘one size fits all’ when it comes to pilots or their aircraft. The standard options to get around this problem are the use of more or fewer cushions, adjustable seats or adjustable rudder pedals. Obviously, any device that can be adjusted easily, comes with the inherent danger that it might not be securely locked in place and the parts may become worn through repeated use. This is not just the domain of amateur-built aircraft – it has long been recognised as an issue with certified aircraft, too, resulting in a number of manufacturer’s Service Bulletins and Airworthiness Directives over the years.

The worst situation is when a seat slips back on the rails during take-off, either when accelerating down the runway, at the point of rotation or during the climb. The pilot tends to be holding onto two things during take-off – the flight controls and the throttle. If the seat slips back, the result is a pitch-up situation for the airframe and a closed throttle for the engine – the worst-case outcome often occurring not far above the ground where there is little time to recover.

It is imperative to ensure that any adjustable component is properly locked before taxying, and if there is a secondary locking method, use it.

With some installations, you can only physically check that a locking pin is properly engaged by looking at it, which means

34 | LIGHT AVIATION | February 2022

Above Seat adjuster backup strap from the aircraft assembly manual.

Below Seat adjustment pin correctly located in the rail (left) and incorrectly located (right). checking its function before you climb in, even if it can’t be finally adjusted until you are in and seated.

This is particularly true with adjustable rudder pedals, where it is often very difficult to positively check that part of the system without getting down among it. Possible issues are bent locking pins preventing full engagement or, particularly with blind holes, dirt or other foreign objects may prevent the pins locking the seat in place.

With all moving parts, wear occurs and the more wear there is, the less chance there is for the locking mechanism to do its job.

Perhaps there’s a broken spring in the system that reduces the locking ability or even fouls the system. The locking holes in seat rails wear and seat rails and seats can crack – it all adds to a reduction in the ability of the locking mechanism to do its job.

Engineering Matters Auto-Gyro blades While conducting the annual inspection on an Auto-Gyro MTOsport, LAA inspector Kai Barnett discovered longitudinal cracks in the upper surface of the rotor blades from the root end hole to the second bolt hole. This was visible to the naked eye.

Rotor blade inspections have always been part of the service and inspection regime for all of the factory-built gyroplane fleet however, in light of an event abroad in the summer of 2021, the Auto-Gyro inspection has changed with the issue of SB-144 Issue 1 and the updating of the service schedules. The inspection process for the blades is detailed in SIL-28 Issue 1.

The big change was the requirement for all the blade attachment bolts to be regularly checked for corrosion and that the inspection interval for Rotor System 2 blades was reduced from 500 hours to 100 hours, once the blade life has reached 1,500 hours. This change to the schedule is a good amendment – and important.

The calculated safe service life of the Rotor System 2 blades is 2,500 hours, however it has been found that the real world service life is significantly less. Apparently, this is because the calculated service life was based upon the rotors being in flight and the associated stresses that it causes. The calculation does not take into account the stresses applied to the rotor system in a ‘non-flying’ state such as taxying (and not rotating) or at lower rpm or a combination of the two, as this is highly unpredictable and depends very much upon the surface on which the aircraft is operating from.

For many owners the news that their ‘2,500 hour’ rotors may only last

Above Note longitudinal crack beginning at blade root.

1,600 or 1,800 hours will be a great disappointment but, in reality, for most privately owned aircraft reaching 1,500 hours will take a considerable time.

Flight school aircraft used for continual training may need to figure in revised replacement costs and may even have to factor in flight cycles, touch and goes, pre-rotations and other operating regimes as well as flight hours.

Auto-Gyro currently has two types of RS2 blade currently in use in the UK: l Rotor System 2 Standard with Red End Caps l Rotor System 2 TOPP with Blue End Caps

Jabiru mechanical fuel pumps – loose inlet hose fitting LAA Engineering has received two reports of failures with Jabiru mechanical fuel pumps, where the brass hose fittings fitted to the inlet side of the fuel pumps have pulled out. These inlet fittings were press fitted into the fuel pump housing.

Jabiru first highlighted this problem by issuing Service Bulletin JSB 040-1 – Jabiru mechanical Fuel Pump in September 2016 – and this was subsequently superseded by JSB 040-2 in December 2017.

The design of the fuel pump was changed following the discovery of the issue so that both inlet and outlet hose tails are screwed in hose fittings.

Although the JSB lists the affected engines up to serial numbers 22A3811 and 33A2768, it is always possible that later serial numbers may have had the earlier type of pump fitted as a replacement from old stock.

The JSB calls up for a repetitive inspection on the press fit hose fittings

Above Jabiru fuel pump inlet fitting. every 25 hours until the mechanical pump has been replaced with the later design.

Eurofox heater inlet/exhaust proximity The Rotax 914 powered Eurofox utilises an ‘industry standard’ heater shroud wrapped around the exhaust muffler to provide hot air to the cabin. Normally, heaters are fed with cold fresh air from a duct on the engine cowling.

Unusually, the Eurofox 914 system has the cabin heat inlet mounted within the cowling, underneath the engine. Very close to the inlet are two exhaust crossover pipes, both of which have slip joints to allow for ease of installation and to take into account expansion of the system as it heats up.

Recently the CO detector mounted in a Eurofox 914 involved with tugging duties alerted the pilot to excessive carbon monoxide levels in the cabin. The pilot was very concerned by this occurrence though thankfully, suffered no lasting effects.

This exhaust system should be assembled with Loctite Anti-Seize 8151 and it makes sense that the system should be regularly inspected (and perhaps stripped down) to ensure there is no chance of exhaust gasses being drawn into the cabin heater inlet duct.

LAA Engineering is currently awaiting further comment from the

Above Eurofox 914 heater inlet duct. type’s UK importer, although it has said this is not apparently a common issue. It certainly demonstrates the value of having a sensitive CO detector fitted, something that the LAA and CAA strongly recommend. See also LAA Airworthiness Alert LAA/ AWA/20/04 and CAA Safety Notice SN2020-003.

February 2022 | LIGHT AVIATION | 35

Engineering Matters Zenair wing locker hinges One of the clever designs incorporated into a number of Zenair models and its descendants, is the incorporation of lockers in the wing, which make use of some of the free space within which to store stuff.

Normally, the locker top panels are hinged along the leading edge onto the wing spar with the panel secured in place by Dzus fasteners.

Recently, a Zenair CH 601HDS was in the process of gently recovering from the maximum speed test during a Permit to Fly revalidation check flight when the hinges of both lockers failed. The pilot is the current owner of the aircraft which was built by its original owner over 20 years ago.

The pilot found that the extra drag caused by the raised leading edges was sufficient to prevent maintaining level flight and wisely chose to land in a field rather than try and stretch it back to its home airfield. The landing went to plan and no further damage was caused to the aircraft.

When the plans were studied, it was found that the locker hinges had at some stage (and prior to the current owner purchasing the aircraft) been changed from the piano hinge, called out in the plans, to strips of rubber. The current owner had never used the wing lockers and it was not until the hinge failure that the deviation from the plans became apparent.

From the initial photographs LAA Engineering received, it looked like a corroded and failed aluminium hinge, it was then confirmed by the owner on further investigation to have been aged rubber.

After replacing the failed rubber strips with the correct aluminium piano hinges, the aircraft was flown safely out of another field (all with the landowner’s permission and assistance – he is also a pilot) back to its home base.

Above The lifted leading edge of one of the wing locker panels immediately after landing in the field.

Above A close up of the failed strip of rubber ‘hinge’.

Bristell nosewheel steering cable failure

Top and above Failed Bristell steering cable.

A Bristell NG5 suffered a failure of the Teleflex nosewheel steering cable.

Fortunately, this occurred during slow speed taxying, but still caused the aircraft to veer off the runway, fortunately with no other damage.

The aircraft has flown for 400 hours and the failure appears to have occurred at a point where inspection requires the removal of the dust covers.

Although not necessarily the problem in this case, Bristell UK said that there is a potential to damage the Teleflex cable by trying to ‘steer’ the nosewheel while stationary or, when taxying, by attempting to turn by using the brakes rather than using the rudder pedals (to which the Teleflex control is attached).

A good point with ‘linked’ steerable nosewheels is that they are less likely to suffer from nosewheel shimmy which can blight castering nosewheels. Wheel shimmy can be caused by a number of factors, including incorrect tyre pressure, incorrect torque setting in the nosewheel pivot system (normally there is a nut that reacts against large ‘sprung’ Belville washers that provide a set amount of resistance to tuning of the nosewheel fork), slack wheel bearings or general wear – all of these can be sufficient to upset the nosewheel and start the wheel shimmying. It can be exacerbated by the installation of nosewheel fairings which effectively take the centre of gravity of the nosewheel assembly aft, making it more unstable.

Obviously, it isn’t easy to see the condition of the blade roots and hub without removing the spinner, but with a torch and mirror it may well be possible to catch sight of corrosion like this before it gets too bad even with the spinner in place.

MT-Propeller blade ferrule corrosion On removing the spinner for an aircraft’s annual inspection, one blade of an MT variable pitch propeller was found to have suffered severe exfoliation corrosion.

The aircraft is hangared close to the coast – a climate that a lot of UK-based aircraft have to endure. The good news is that, according to one of the UK MT-Propeller dealers, Brinkley Aerospace, this is not normally a terminal condition, as the ferrules can be replaced.

36 | LIGHT AVIATION | February 2022

Above MTV-12 corroded blade ferrule.

Undercarriage legs Undercarriage systems on light aircraft take a pounding no matter how hard pi lots strive to pull off a greaser of a landing every time.

Sometimes, it may be a perfect landing but the final straw when it comes to a pre-existing failure or perhaps a less than perfect design.

It may be through operating from a rough strip or just high utilisation that’s the cause, or even a combination of factors – apart from questionable arrivals.

EuroFOX tailwheel spring cracks

Above and right Cracked tailwheel springs.

Tending to be the lowest part of the aircraft and therefore the closest to the ground, they are easily covered in grime, oil and mud. Not only does this potentially accelerate wear and corrosion, it makes inspection difficult.

Cleaning is an excellent method of inspection as the eye tends to pay more attention to the subject when cleaning than when just having a look at something.

Inspector Nick Stone reported that during a recent permit revalidation inspection of a EuroFOX used as a glider tug, there were indications of a small horizontal crack on the composite tailwheel spring. Being a tailwheel aircraft with the addition of the glider towing equipment mounted right above the tail spring, the inspection is not straightforward.

On this aircraft, once all the dirt was removed, it showed more damage.

Due to the nature of the damage, it was hidden by the tow hook equipment. The tail spring was removed from the aircraft to reveal extensive cracking of the spring. The spring has now been replaced with a new unit, not surprisingly the rear of the aircraft now sits slightly higher.

This is not the first example to have suffered and even steel ‘leaf spring’ designs can crack and the attachment bolts wear and crack.

Quite often it’s impossible to really check the serviceability until the weight has been taken off the tailwheel.

Sportcruiser main undercarriage legs Another report came in about undercarriage legs, this time from LAA Inspector Ian Daniels and concerning a Sportcruiser he had inspected.

This design uses composite main undercarriage legs. This became more complicated as the design has changed from the original type.

Ian said he had been asked to inspect a Sportcruiser which was found to have a cracked main leg on the front seam caused by an awkward landing. The owner ordered a new leg from the factory, but they did not mention that the old design of leg is no longer available and a new stronger leg has replaced it.

After it was fitted by the owner it soon became very obvious that this new leg is thicker by more than 3mm. This meant that the bolts holding the wheel assembly need to be longer and the clamp outboard of the two main bolts holding the leg into the box section needs at least one washer to be removed for the nuts to remain in safety.

The thickness of the leg on the section going into the fuselage box section appeared to be the same as the two bolts and nuts holding it in are still in safety.

Graham Smith, the original importer of the Sportcruiser into the UK reported that this is a common issue that has been around for many years. The uprated undercarriage was introduced about eight years ago.

The original gear legs were often cracked when a new owner would do a bad landing but with the new legs (and more experience!) the new main undercarriage legs have not been known to fail. The new part has a ‘-C’ at the end of the part number: NK 03 A-C. Given that a mismatched pair of main undercarriage legs (i.e. one old and one new type) may upset the handling of the aircraft during take-off and landing, LAA Engineering do require the main undercarriage legs to be of the same revision standard.

Mk 26 Spitfire undercarriage legs

Above Weld failure of Mk 26 Spitfire main undercarriage leg.

UK owners of Spitfire Mk26 aircraft have been sent advice by LAA Engineering concerning potential issues with the main undercarriage legs following a landing incident involving one of the LAA administered Spitfire Mk26. It appears that this may have been caused by an internal failure of the undercarriage leg. The internal failure resulted in the lower section of the leg twisting through more than 90° compared to the upper leg so that the wheel was pointing sideways rather than ‘fore and aft’, leading to a violent and damaging ground loop. The AAIB report into this accident will be published shortly.

The aircraft concerned had suffered a heavy landing previously and the legs had been inspected subsequently for damage, but it seems likely that a weld hidden within the leg had cracked, but this did not come to light until the joint broke free altogether during the subsequent accident flight. The shallow penetration of the weld on the leg concerned, when compared with the weld on another damaged Mk 26’s leg, may also have been a related factor.

Unfortunately, due to the nature of the design of the undercarriage legs on the Mk 26, the weld concerned, which attaches the upper end of the splined shaft that holds the upper and lower sections of the leg in alignment, is not visible even with the undercarriage leg stripped to its component parts.

February 2022 | LIGHT AVIATION | 37

Engineering Matters

The later Mk 26B leg does not use this splined shaft – instead, the upper and lower sections of the legs are held in alignment by conventional external scissors.

Supermarine has advised that it can no longer supply parts for the Mk 26 undercarriage legs, as since relocating to the USA, it is only supporting the later Mk 26B type. A group of owners of Mk 26s needing replacement legs have chosen to redesign the legs using external scissors like those on the 26B, to avoid the reliance on the spline arrangement, and are having them made in the UK. As part of the redesign, they have also incorporated stronger chrome-moly tube to reduce the likelihood of the legs bending in heavy landings. It may be that, in time, a different mod could be devised to add external scissors to existing standard Mk 26 legs, but as in the Mk 26B, this would also require small additional cut-outs in the wing to accommodate the scissors when the undercarriage is retracted.

This is an ongoing issue but this piece is to warn owners and inspectors of the possibility of hidden damage being caused to the welded attachment of the internal splined shaft in a heavy landing and to advise great caution in returning to service a leg that has suffered a heavy landing but not been condemned due to having become visibly bent.

The current thinking for inspection is to check regularly that the mainwheels remain in alignment and that, with the aeroplane jacked up to take the weight off the wheels, the lower part of the leg cannot be manually twisted in relation to the upper leg. It may help to remove the mainwheels and slide a length of suitably sized thick wall steel tube, not more than half a metre long, over each axle in turn so that you can apply more leverage. Whether any movement is detected or not, if there is any suspicion that the weld might have been cracked in a heavy landing, consult LAA Engineering before further flight.

Permit to Fly revalidation check flights Maximum speed test On the check flight, the aircraft should be flown to the Vne stated on that specific aircraft’s Operating Limitations.

Obviously, the aircraft’s airspeed indicator and placards should reflect the figures in the Operating Limitations which take precedence over all other sources of information.

Permit Flight Release Certificate (PFRC) Provided that the Permit to Fly Certificate of Validity has expired for less than 12 months, an appropriately approved inspector can issue a PFRC to authorise the check flight. A PFRC can also be issued for a ferry flight but cannot be

used for any other purpose. If the Certificate of Validity has expired for more than 12 months then the FWR-1 Permit to Fly revalidation application Sections 1-3 should be completed and the form sent to LAA Engineering along with copies of any worksheets raised during the inspection following the aircraft’s ‘long lay-up’ and these should include specific references to inspections relating to the extended period out of service such as age-hardened rubber components (tyres and hoses etc), a check for nesting animals and birds and replacing ‘stale’ fuel.

Once the application has been reviewed, the PFRC will then be issued by LAA Engineering.

Permit to Fly revalidations Please ensure that Permit to Fly revalidation fees have been paid when submitting the FWR-1 Permit to Fly revalidation application and that all owners and co-owners are current members of the LAA. The majority of delays in revalidating a Permit to Fly are because fees have not been paid and memberships have lapsed.

If you send an FWR-1 Permit to Fly revalidation in an A4-sized envelope (i.e. unfolded), it counts as a large letter and a single

first-class stamp will not be sufficient postage. Please be aware that underpaid items can take two weeks or more to get to LAA Engineering.

Please note that we require hardcopies of the FWR-1 Permit to Fly revalidation applications – scanned and emailed copies cannot be accepted. ■

LAA Engineering charges LAA Project Registration Kit Built Aircraft Plans Built Aircraft Initial Permit issue Up to 450kg 451-999kg 1,000kg and above Permit Revalidation

LAA Fleet Summary Transfer

£300 (from C of A to Permit or CAA Permit to LAA Permit) £50 Up to 450kg £150 451 to 999kg £250 £450 1,000kg and above £350 £550 Four-seat aircraft £650 Manufacturer’s/agent’s type acceptance fee £2,000 Project registration royalty £50 (can now be paid online via LAA Shop) Up to 450kg £170 Category change £150 451-999kg £220 Group A to microlight £150 1,000kg and above £260 Microlight to Group A Factory-built gyroplanes* (all weights) £275 Change of G-Registration fee Issue of Permit documents following *Gyros note: if the last Renewal wasn’t £55 G-Reg change administered by the LAA, an extra fee of Replacement Documents £125 applies Lost, stolen etc (fee is per document)£20 Modification application Prototype modification minimum £60 PLEASE NOTE: When you’re submitting documents using an Repeat modification minimum £30 A4-sized envelope, a First Class stamp is insufficient postage.

38 | LIGHT AVIATION | February 2022

Aircraft with current Permits to Fly: Aircraft with ‘project’ status: Aircraft with expired Permits to Fly: Total number of aircraft in the LAA administered fleet: Number of aircraft types approved:

2,829 1,565 4,579 7,408 520

Recent Alerts & AILs

(check the LAA website for further details) Europa Aircraft – All Variants: Door Losses LAA Alert: LAA/AWA/21/08 Door Losses LAA AIL: MOD/247/012 Door Latch System Stop EuroFOX Tricycle Undercarriage (3K version): Fuselage Structure LAA Alert: LAA/AWA/21/09 Fuselage Structure Under Seat Pan Weld Inspection LAA AIL: MOD/376/005 Visual Check of Weld Cluster Under Seat Pan

ANDAIR FUEL SYSTEM COMPONENTS COMBINE MODULAR DESIGN, SUPERB QUALITY AND THE FLEXIBILITY TO SUIT ANY AIRCRAFT BUILD PROJECT.

Having built a reputation for excellence in the design and manufacture of light aircraft fuel system components within the amateur-build aircraft sector, Andair has now established a significant presence in the commercial aviation market as well.

www.andair.co.uk

For all display advertising enquiries contact Neil Wilson 07512 773532 neil.wilson@laa.uk.com

www.LAA.uk.com

For the tiny sum of £2.50 a month, The FLYER Club gives you access to a whole host of ways to save money on your flying and get out to meet other pilots.

Buy membership now before prices rise!

The Benefits • Free landing vouchers • Live webinars from experts • Exclusive content • Discounts with aviation retailers • Twice-weekly video weather briefings • Plus lots more!

Find out more and join at FLYER.co.uk

* for full terms and conditions visit https://subscriptions.flyer.co.uk/

A mountain challenge…

A spell in south-west France gave Ian Fraser the opportunity to don his virtual ‘tuxedo’ in true 007 style, and tackle mountain altiports with his RV-6…

T

he James Bond theme thunders out of the screen. 007 fights his way onto a snowcovered mountain-top airfield, eventually hijacking a conveniently warmed up L39 jet.

The baddies’ guns are wreaking havoc all around but, seemingly immune, the L39 taxies out past the military clutter and over a precipice. It reappears moments later in perfect flight. Wow, was that real?

No computer-generated imagery was used when that was made, as the airfield is real, and the L39s were actually there.

The opening sequence of Tomorrow Never Dies was filmed at a small ski resort in the Haute Pyrenees region of south-west France. It has its own dedicated hard-surfaced mountain landing strip. The strip is also famous as one of the steepest finishes on the Tour de France cycle race, it’s no Mickey Mouse ‘hill’. In its usual form it is a 300m tarmac airstrip, one way in, one way out, with the threshold at 5,000ft and a mean 15% gradient rising 150ft. That’s steeper and shorter than Lukla, the infamously challenging Nepalese

40 | LIGHT AVIATION | February 2022

Above Turning final for PeyresourdeBalestas.

mountain strip close to Mount Everest.

Altiport Peyresourde-Balestas (LFIP) is a designated public airfield but only Altiport-approved pilots can land there.

To get approved you must either have an EASA mountain rating or a specific airfield permit issued by a local mountain qualified instructor.

I lived near it for a while and just had to try it in my RV-6.

Getting the airfield permit involves learning and demonstrating correct techniques and awareness of mountain flying hazards. It shouldn’t take more than an hour or two for an experienced pilot if you’ve done your homework.

Getting there

Peyresourde is in the French Haute Pyrenees, one of the highest parts of the chain of mountains between Spain and France, with some peaks rising up to 11,000ft. It is approached from the French side by either of two narrow valleys with surrounding mountains averaging about 7,000ft.

That in itself is a spectacular flight. Apart from fickle weather

Flying Adventure

and very few flat places to land, the main hazards of mountain flying are updraughts, downdraughts and ridge crossing.

It is also important to be aware of valley flying protocol (fly on the right) and valley climb (the relative rate that the valley floor beneath you is rising). The latter can exceed the capability of your aircraft and is a common cause of mountain flying incidents. The special flying skills required to visit mountains include narrow valley turns to get back out of the valleys, uphill landings and downhill take-offs (more on the latter two later). Many people think that the narrowest turn is a wing over. If you have sufficient power, surplus energy, ground clearance or sky to do it while climbing in thin air, I suppose you could, but what you are taught to do (all over the world) is a rate two turn as slow as is safe, bearing in mind your altitude. It is surprising how tight and effective that is, although it is quite intimidating pointing straight at a close

Above Altiport PeyresourdeBalestas, LFIP in 2016. 300m long 15% slope.

Below The runway is one way in, one way out! Keep the power on after landing to make it to the parking area!

valley wall during the turn.

The most interesting way to Peyresourde is via Bagneresde-Luchon, a health spa and resort seven nm east at the head of the Luchon valley. It has a flat and a normally unrestricted public airfield. Luchon Airfield makes a good base for a mountain adventure as it is only 20min walk from the town with plenty of hotels, bars and restaurants. If you visit it, beware of katabatic winds on the slopes prevalent in the afternoon when the sun goes from the valley floors. Back in the air, from the head of the main valley, you turn west climbing up a smaller side valley keeping well to the right to extend the climb distance. It’s another 4,000ft up from Luchon to safely clear the Col-de-Peyresourde ridge (a mountain pass). This is a six nm climb and you need to know your best angle of climb to plan this.

My RV-6’s best angle is at 80kt, but with a long, slow climb

Flying Adventure

Above Bagneres-deLuchon Airfield is toward the top of the picture, the town centre bottom left.

Less than a mile from clubhouse to town centre.

Right The Louron and Aure valleys, the western route to Peyresourde (via point N1). You fly up them climbing to 6,000ft, still 1,000ft below many of the peaks.

42 | LIGHT AVIATION | February 2022

Flying Adventure

I need to watch oil temperature. Normal departure from Luchon Airfield is down the valley and then to get back on route for Peyresourde, a tight 180° turn. This serves as a useful extension to the climb distance. At the top of the climb there is the ridge to cross then the altiport appears on the left. Ridges are a potential hazard if there is any significant wind so you give them a healthy clearance of 1,000ft, and cross at 45°.

To land you should follow the LFIP Altiport procedure, but caution, locals may use an abbreviated version. You enter the pattern from point E (or N1 from the other valley) at 6,000ft. It is important to broadcast frequent position reports as there are several points from which you can’t be seen by other aircraft. There are two stages to the landing procedure. It is an unmanned strip so before you are irretrievably committed you need to determine the wind, that the strip is clear of people, animals, campervans and other traffic, and confirm your altimeter setting. This you do with reconnaissance via points N2 and S descending over the threshold to observe the runway, sock and platform (the parking area at the top).

You climb to rejoin the pattern on the downwind leg.

Turning onto base at N2 you reduce to your approach speed and turn onto final. Still at 6,000ft you start your descent. The formula for final approach and landing speed is 1.3 x Vs plus % of runway slope above 10. You hold it all the way to touchdown. For the RV-6 (Vs= 47kt) on a 15% slope that is 66kt – and I round up to 70kt to make it safer and simple. Mountain strips don’t look that steep until you flare but on approach they look alarmingly short due to the relative aspect.

Landing

A few numbers to consider: 15% is 1 in 7 or 8.5° and at 70kt the runway is ‘climbing’ at about 1,000ft/min. For a mountain landing, the aiming point is just before the threshold. A successful mountain landing is determined by the flare (rotation) position accuracy; too early or late and you will land very hard. You ‘flare’ to a 70kt climb, applying power (2,200rpm in my RV) and fly parallel to and just above the runway surface. Once stabilised (typically about 1/3 of the way up) you ease off on the power a little and fly (not stall) the aircraft on. Don’t reduce power any more until well and truly landed as you still may need some speed to taxi to the top.

Without power, the roll out would be less than 100m even from a 70kt touchdown. The RV could cope with the taxi up the hill at Peyresourde but I had a salutary lesson at Megève (an Altiport in the Alps) flying a 65hp Jodel D119 with an instructor. We touched down too early and the Jodel didn’t have the power to climb up to the top of the runway. I had to get out and push. The trick is to know where to touch down so that the rollout ends just on the platform.

Back to Peyresourde. For your landing add rocks, turbulence, wind shear, a steep runway and the knowledge that you only get one go. There is no go-around option due to the mountain at the other end. When you have done it once, it’s not as bad as you might imagine. Having got out of the sky safely, you park on the platform where they filmed the Bond sequence.

What can you do when you get there? The adventure is going there rather than being there, but the local flying club

Above Peyresourde plate (current when I did it).

Below It looks shorter and a lot less steep than it really is. You can abort to the left up to a few 100m before the threshold but after that you must land.

February 2022 | LIGHT AVIATION | 43

Flying Adventure

(Peyragudes Airclub) holds a couple of fly-in events there in the summer with a picnic and spot landing competitions.

Normally, however, the airfield is unmanned and it’s a mountain walking resort. There is a café hidden behind one of the ski apartment blocks and the scenery is spectacular.

Departure

Pre-flight checks are conducted on the western edge of the platform where you can see more of the approach. You check the circuit carefully, broadcasting and listening on the radio as the later stage of finals is invisible from the platform. Then, still on the platform, you line up, satisfy yourself that it is still clear, open the throttle and depart over the precipice. This is another point of no return. You will accelerate quickly and rotation is at your normal speed. Because you are accelerating and on a hillside, the immediate perception is of a climb, but in fact you are still descending. You have to make a positive manoeuvre into a climb before the rocks at the other end arrive. After you have done it once it’s easy to find visual references, but the first time it comes at a bit of a surprise. You turn right climbing toward the downwind leg then depart on your chosen route via the reporting points.

I discovered LFIP when I lived in the Midi-Pyrénées. The local pilots are all mountain rated and use a variety of aircraft on this and many ‘altisurfaces’ (private mountain strips). Their aircraft include Rallyes, Robins, Cubs, Huskies, a Stinson, a

Above top Ian's RV-6 G-EYOR at Peyresourde in 2016.

Since then, the flying club has a new clubhouse and hangar but it is rarely manned other than on a few sunny days in the summer.

Above Author Ian Fraser at LFIP. Below Lined up to depart in the aeroclubs Robin DR300 trainer. You can’t see the runway at all.

host of ultralights and many others. STOL performance is not as important as you might think but strong gear is essential for some of the private strips. My attempts to do a full EASA mountain rating in the club’s Super Cub were abandoned due to an almost always ‘being straightened’ (repaired!) aircraft. I eventually did the Altiport checkout in their Robin DR300 (now replaced by a more powerful DR400). The mountain instructors are all club members, laid back and no epaulettes, although the language can be a bit Franglais. Only after I had demonstrated that I could do it in the Robin was I signed off and could try it in the RV-6. The RV proved to be well up to the job although I wouldn’t want to use it in any of the rougher mountain strips.

Hosting a Tour de France finish is prestigious for a local community and no expense is spared to show themselves in the best light. At Peyresourde they resurfaced the runway for the 2017 event, increasing its length by 150m and built a new three-plane hangar and clubhouse. It is to be used by the Tour cyclists again in July this year. Due to Brexit, EASA exit, and Covid, it may be a challenge to plan a trip at the moment, but when normality resumes it should be possible and would make for a very interesting adventure. If you want to try your hand at LFIP you can contact Peyragudes Airclub on its website http://www.peyragudes-air-club.fr/. Leave a message in English on the contact page and someone will get back to you. You will find them a friendly and welcoming aviation community with wonderful facilities and places to go. ■

Share your adventures!

If you’ve made a really memorable flight either solo or with friends, or visited a great destination be it in the UK or abroad, then there’s a good chance that LAA members would enjoy reading about it. So why not share your travel tales by contributing to the Light Aviation Flying Adventure feature slot?

A typical Adventure can range from 1,500 to 3,000 words. Include a selection of high-resolution photos of highlights, ideally 1mb or greater. Phone photos can be great for this, but pictures from a camera usually give the best results.

Got an idea in mind? Drop me a line!

Email: ed.hicks@laa.uk.com 44 | LIGHT AVIATION | February 2022

Winter Warmers LAA Fleece

£30.00

Available in S, M, L, XL & XXL

LAA Hooded Sweatshirt

£25.00

Available in Burgundy - S, M, L, XL & Sap[phite -S, M, L, XL

LAA Soft Shell Jacket £30.00 (sizes S,M,L available)

* Prices exclude P&P for clothing

All Log Books

£12.50 each

Pooleys Flight Guide 2022 £27.50

Prices include VAT where applicable

D

Struts 4U

Sophia Smith

LAA Strut News

by Anne Hughes

uring the LAA75 Rally at Sywell we were pleased to welcome Strut members from across the UK into the Strut marquee.

However, several took us to have a close look at the LAA Struts banner which showed active Struts highlighted on a map of the UK and drew our attention to the fact that there were ‘holes’ across the country where no Struts are currently operating. Local Struts are a focal point for like-minded people to socialise with fly-ins, BBQs, fly-outs or scrambles. They also benefit LAA members by sharing support, knowledge and encouragement for anyone building an aircraft, and therefore hold a central place in the Association. Monthly meetings allow time for socialising, under normal circumstances, and instructive and informative presentations are arranged either in person or on Zoom.

A number of conversations ensued at the Rally with parties interested in either the need for or the specific creation of Struts in ‘dead spot’ areas of the UK. In 2018 we saw the emergence of the Cornwall Strut, re-created by Pete White and fellow members, and the West Midlands Strut, which was also re-formed by Graham Wiley and Stuart Darby.

These Struts became a great success, not only serving the more Western members of Devon and the West Midlands, but creating an opportunity for LAA members who otherwise may not have joined a Strut at all.

We have been made aware that there is interest in Northern

46 | LIGHT AVIATION | February 2022

Top One LAA 75 anniversary activity from last year worth sharing - a 75 aeroplane line up by Struts from the South West.

Above Cornwall Strut is one of the newest in the LAA network

Ireland for the re-creating of an LAA Strut as the original NI Strut, run by Neil O’Neil, disappeared from our records in the early 1990s. We have also heard that members in the Cambridge area that they would enjoy meeting locally, as some travel a considerable distance to meet up with other Struts.

So how do we go about starting a new Strut? David Millin, the Strut Co-ordinator explains, “The actual creation of a Strut is not a complicated affair and provided that some simple criteria are complied with, the applicant’s submission to the Board would be welcomed.

For a Strut to exist there must be a suitable constitution and there must be a Chair, Secretary, Treasurer, Safety Officer and an LAA representative, who could be one of the other officers, and who is able to take part in Strut Leaders meetings and discussions organised through LAA HQ at Turweston. All committee officers must be current LAA members. On a discretionary basis, a little funding may also be available to assist in the initial set-up of a new Strut.

“The recent upturn of interest, which has grown our numbers, therefore actually represents significant gains for our Association. Building upon this success, the Association wishes to develop the Strut system by expanding the Strut network to provide a wider geographical coverage so providing easier access to LAA members who are not as yet supported by a Strut.

There are a few areas around the country where LAA

LAA Strut News

P

lease contact your Strut to check the details before attending the calendar events. Some Struts are using the Zoom format during winter months as we continue to follow government guidelines.

Andover Strut: Spitfire Club, Popham Airfield, SO21 3BD. 1930. 14 Feb Historic Army Aircraft Flight (Middle Wallop) by George Bacon; 14 March – (TBC) Flying the Duxford Lysander with Dave Ratcliffe. Contact Bob Howarth email: bobhowarth99@btinternet.com Phone no. 01980 611124 Bristol Strut: BAWA Club, Filton, 1930 Bristol Strut: BAWA Club, Filton, 1930. 1 Feb – TBC. Contact: chairman@bristolstrut.uk www. bristolstrut.uk Cornwall Strut: The Clubhouse, Bodmin Airfield. Virtual Zoom meetings throughout winter months. Contact Pete White pete@aeronca.co. uk 01752 406660 Devon Strut: The Exeter Court Hotel, Kennford, Exeter. 1930. Contact: david.millin@sea-sea. com East of Scotland Strut: Harrow Hotel, Dalkeith.

2000. Contact: inrgibson001@btinternet.com 0131 339 2351.

East Midlands Strut: The Plough, Normanton on Soar. Contact: tonyrazzell2@gmail.com. We also have a Facebook group and upload recordings of some meetings where we have speakers.

Gloster Strut: The Victory Club, Lypiatt Road, Cheltenham, GL50 2SY. Contact: harry. hopkins@talktalk.net Highlands & Islands: Highland Aviation,

Below A number of Struts hold fly-ins.

This one is the Wessex Strut event at Henstridge.

established Strut members.” Eryl also comments, “Now that we have recovered to pre- pandemic levels of Association membership and fleet, it’s an opportune moment to stimulate interest in expanding and strengthening Strut coverage.”

Thank you to all of you who currently support existing Struts and to those who continue to arrange the calendar events.

We are hoping that this year will see a return to what we vaguely remember as ‘normality’ and that the social events for our Struts and Member Clubs will take place as planned and bring back the enthusiasm and optimism for which the LAA is well known! ■

Sophia Smith

members find themselves geographically challenged and are not able to enjoy the benefits and camaraderie offered by being a part of a member club.”

If you think there is the interest for a new Strut near you or if you are interested in starting a new Strut please contact David Millin. (david.millin@sea-sea.com).

Pete White, Chairman of the Cornwall Strut adds, “Initially I put out an email to various aviation minded people in the West Country to gauge whether there was sufficient support for the venture and the inaugural meeting was well attended. It soon became clear that the support was there but, as was expected, finding volunteers to take up the necessary offices was a little slow in materialising. We then chose Bodmin Airfield which is a very LAA friendly venue, plus several of the members are based there or nearby. We decided to hold just the one main fly-in a year and this has now become firmly lodged in the calendar. My advice before you form a Strut is the need. Is there a reason or need for one in your area? If so, you definitely need a ‘Driver’.”

Eryl Smith, the new LAA Chairman says, “The Board would be supportive of any new Strut initiatives and would provide help and support in a practical way should that be appropriate. We would also encourage a ‘buddy’ or mentoring through start-up from adjacent Strut or

Strut Calendar Inverness Airport. Contact: b.w.spence@ btinternet.com 01381 620535.

Kent Strut: Cobtree Manor Golf Club, Maidstone, Kent. 2000. Contact: Steve Hoskins hoskinsltd@outlook.com 07768 984507.

LiNSY Trent Valley Strut: Trent Valley Gliding Club, Kirton Lindsey. pilotbarry1951@gmail. com http://linsystrut.wixsite.com/website North East Strut: Fishburn Airfield. Brunch on the third Sunday of each month. 1130-1330 at Fishburn Aviator Cafe. Contact: alannixon297@ btinternet.com North Western Strut: Veterans Lounge, Barton, Manchester, 1930 for 2000. 8 Feb – Strut AGM. Contact: cliffmort@btinternet.com 07813 497427.

North Wales Strut: Caernarfon Airport, Dinas Dinlle. First Sunday of the month – HEMS Bistro Café. 13.00. Contact: Gareth Roberts gtrwales@ gmail.com 07876 483414.

Oxford Group: Sturdy’s Castle Country Inn, Banbury Road, Kidlington, OX5 3EP. Second Wednesday each month. 9 Feb – The Joy of Gliding by Andrew Reid; 9 March – Fly2Help.

Contact LAAOxford@gmail.com www.oxfordlaa. co.uk Redhill Strut: The Dog and Duck, Outwood, Surrey, RH1 5QU. Third Tuesday of each month at 1930. Contact: david@milstead.me.uk Shobdon Strut: Hotspur Café, Shobdon Airfield, Hereford HR6 9NR. 1930. Meetings on the second Thursday of the month. Contact: Keith Taylor bushebiggles@sky.com Southern Strut: The Swiss Cottage, Shorehamby-Sea. First Wednesday of the month 2000.

Contact palmersfarm@sky.com Strathtay Strut: Scottish Aero Club, Perth

Airport, Scone. Scone Clubhouse. Contact: keith.boardman@peopleserve.co.uk 07785 244146.

Suffolk Coastal Strut: Earl Stonham Village Hall, IP14 5HJ – 1930. 16 Feb – Low Cost Airlines by Tim Gibson; 16 March – Social evening and Chairman’s Quiz (postponed from Dec meeting) Contact: Martyn Steggalls events@suffolkcoastalstrut.org.uk / 07790 925142 Vale of York Strut: Chocks Away Café, Rufforth East Airfield.1900. Contact: Chris Holliday 07860 787801 valeofyorkstrutlaa@gmail.com www. valeofyorkstrutlaa.wordpress.com Wessex Strut: Henstridge Airfield Clubhouse.

Meetings now back on the third Monday of the month. Check Wessex Strut website. Also local fortnightly Strut walks organised by Wessex Aviators Leisure Klub. Contact: neil.wilson@laa. uk.com West Midlands Strut: Navigator Café, Halfpenny Green Aerodrome 1930. Contact: Graham Wiley westmidlandslaastrut@ googlegroups.com Stuart Darby stuartdarby134@hotmail.com. or visit our website wmstrut.co.uk West of Scotland Strut: Bowfield Country Club, Howwood, PA9 1DZ. 1900. Contact: Neil Geddes barnbethnkg@gmail.com 01505 612493.

Youth & Education Support (YES) – Contact: Stewart Luck – captainluck@hotmail.com / Graham Wiley gw20home@outlook.com NB: Thank you to all Struts and clubs for getting in touch. If you have any stories, items you wish to share or updates for the calendar, please contact me at struts@laa.uk.com February 2022 | LIGHT AVIATION | 47

Meet the Members

A real high flier…

We talk to Paul Fraser-Bennison about almost 50 years involved with light aviation, and a career that included a stint at the CAA…

W

hat started your interest in aviation?

Even as a very young child I looked at the sky, fascinated by clouds and noticed aircraft too. We lived on the northern outskirts of Leeds until I was seven, so traffic from Yeadon probably caught my attention. Dad would take us to watch aircraft there to give mum a rest from two very energetic boys, and those visits most likely started our interest in aeroplane spotting.

A job move for dad in the late 1950s saw the family living in St Anne’s, under the approach to the short runway at Squire’s Gate Airport, and Autair Ambassadors would loom large over our dorma bungalow. Warton, just up the road, was very busy and English Electric Lightnings were common as they departed low level up the Ribble Estuary.

The TSR2 interrupted my 11+ exam, and I blame my lack of academic success on it, as I watched it circle out the window, instead of answering the questions.

We could cycle to the southern crash gate at the airport in minutes to watch the goings ons. It was a busy place in the early 1960s. I vividly remember one summer evening watching a Jodel landing on the cross runway and being struck by the blue tint to the canopy and seeing two people clearly in the cockpit. I think it was that moment of realisation that kindled the desire to be there myself one day.

48 | LIGHT AVIATION | February 2022

Above Paul Fraser-Bennison and his Stinson HW75.

When was your first flight?

My dad treated my brother and I to a surprise pleasure flight with Air Navigation & Trading Ltd. It cost £5 /10 shillings for the three of us to see Blackpool Tower in Cessna 172 G-ATAF. When our turn came Richard, my brother, and I got in the back with dad front right. Our pilot was ‘The Boss’, Bill Bateson.

The sensation of lift building up with acceleration was thrilling and the flight still remains a clear memory today. I particularly recall flying downwind next to the Tower over rows of terraced houses many of which, as it was still autumn, had coal fires lit. Our Cessna bumped slightly over each row like running a toy over corrugated cardboard – an early introduction to the physics of the atmosphere.

That was it. Our career paths were set in stone and a flying life would be my story. Or so I thought…

Where did you do your flight training?

Another move, this time to south Manchester, in the mid-1960s. We lobbied hard to live next to Manchester Airport for obvious reasons, and ended up in Altrincham. We were ‘sentenced to years of hard labour’ at the Altrincham Country Grammar School for Boys! Leaving there in 1972 with indifferent qualifications, hopes of becoming a pilot had already been dashed at a careers evening when a pilot in a BEA uniform looked up from his trestle table and said, “Oh

Meet the Members

no, we don’t take people who wear glasses.” Crestfallen and lost for what to do next with no chance of university I managed to get an office job in the centre of Manchester.

Dad came to the rescue. He had worked in the oil industry since finishing a job in Germany back in the 1940s, so he knew all about the impending oil crisis. The deal was this – my brother and I could live at home paying mum a peppercorn rent and as long as we put all of our wages into learning to fly, he would support us.

My salary as an insurance broker’s clerk was £800 a year in 1972 and a flying lesson at the Lancashire Aero Club, which was based at Barton Aerodrome, was £7.50p.

Walking into the clubhouse we were stopped by a man who asked us if he could help. When we explained we wanted to learn to fly he took us over to the tower, showed us a Cessna 150 and answered our questions. That was the late Mike Bowden who was Club Secretary at the time, and always made a beeline for prospective new members. His welcome made all the difference. It’s a lesson I’ve never forgotten when talking to newcomers.

I completed exercises 1 to 6 on Wednesday 2 Sept 1972 in a Cessna FA150K Aerobat G-AXVC with the fearsome instructor Peter Euteneuer. Three months later I went solo a couple of days before my 19th birthday, after just seven hours and 20 minutes. Quietly spoken Irishman Paddy McCabe sent me solo and I don’t recall any apprehension at the time, despite having only been aloft nine times.

I had five instructors teach me to fly. Apart from Peter and Paddy, there was Ian Ratcliffe who chain-smoked, Tom Dugdale a retired Farnboro’ test pilot and Arthur ‘Charlie’ Rollo the CFI. He had taught in the RAF in India, to pupils who didn’t have English as a first language, so he used his pipe as a way of gesturing changes in direction – a bit like a conductor’s baton.

I learned something from each of them, which means I have firm views about having more than one instructor to help get a broader education.

You helped a lot with the Manchester Airshow – what were your duties?

The Lancashire Aero Club has a long tradition of staging airshows at Barton, and in 1972 the committee decided on an ambitious plan to celebrate the club’s 50th anniversary by holding an event. From then until around 1990 a Manchester Airshow was held each year, regularly attracting several thousand spectators. As the event grew, I went from banging in fence posts and picking up litter, to flight line coordinator, to commentator and eventually airshow director.

We had a fantastic team in those days with Tony Brown and Paul Eite from Manchester Airport ATC and Clive Barron doing the publicity – and working miracles attracting spectacular displays far better than a small grass aerodrome should expect. I had joined the LAC committee in the late 1970s and eventually became Club Chairman in 1980.

Below 1972, learning to fly in a Cessna FA150K Aerobat at Barton.

a secondment to the second runway project, was a highlight, and that led to joining the CAA where I used the practical experiences of international airport operations to help form policy around runway safety.

I couldn’t believe I’d landed such a fantastic job, and it came off the back of my work at Manchester Airport as Technical Liaison Manager on the Runway 2 Project. The CAA needed a new Policy Officer for Aeronautical Ground Lighting and I was invited to apply.

Milestones included the change to LED approach and runway lighting – technology was racing ahead of the rule-making process, which saw me involved with trials at Manchester Airport.

I started to attract other runway associated briefs to my portfolio and joined the ICAO International Friction Task Force in 2009. We worked with other regulators, Boeing and Airbus, and academics to evolve a better way to describe braking action in the wet, or in winter conditions. It’s pleasing to note that the Global Reporting Format designed to help reduce runway overruns in winter weather was finally introduced late last year.

One morning I was summoned to the departmental director’s office for a meeting. It was with ‘Rocket’ Ron Elder (AVM ret’d), and I guessed this was really it! So, I was somewhat taken aback when he asked me to get involved with introducing GPS approaches to UK aerodromes and tasked me with being secretary to the group which would deliver this. Our work culminated with Grant Shapps MP, the Chair of the All Party Parliamentary Group – Aviation (APPG-A), unveiling CAP1122 at the 2014 Aero Expo held that year at Sywell. The fact that political decisions related to Brexit have dashed the efforts of so many and set the UK aviation industry back through the loss of access to EGNOS is, in my opinion, to say the least, mildly irritating. In fact, I might go as far as to say I’m ‘rather miffed’!

I retired in 2016, but as the phone kept ringing with people needing advice, I formed my aviation consultancy.

Since then, I’ve been trying to help deliver RNP approaches to aerodromes with approach control. It’s been a struggle due to the rigorous Airspace Change Proposal process, which still is not light touch enough.

Today, nearly 50 years after leaving school, I’m MD of my

Your current job, and past career?

When I look back at all the jobs I’ve had the word ‘career’ takes on a slightly different meaning, as in more akin to ‘career down a hill’. With indifferent academic qualifications, and my flying dreams thwarted by an eye defect, I ended up changing direction about every seven years.

Helping to run Manchester Airport’s operations, including February 2022 | LIGHT AVIATION | 49

Meet the Members

own company providing specialist support to airports, aerodromes and airfields dealing with regulatory compliance and technology developments such as GPS approaches. I’ve just taken on my first Vertiport client; a sign of things to come.

How did you hear about the PFA/LAA?

Tuesday night was club night at Barton in the 1970s, and it was announced that the LAC had given the clubhouse over to the Popular Flying Association for Strut Night on the last Thursday of every month. Mike Bowden encouraged students and club members to go along and I joined the strut at its inaugural meeting in 1973. I joined the PFA shortly after the Northwest Strut meaning, and I’ve been a member for around 48 years. Those early days as a PFA/Strut member formed friendships that have lasted the course.

One of the first was with Dave Gray, who tragically passed away not too long ago.

You helped a lot with 2021’s LAA Rally?

In late 2015 the then manager at Sywell asked me to help introduce GPS Instrument Approaches there. A long-lasting professional relationship with Phil Hall developed and we delivered the first in the country in March 2020. Since then, I’ve helped Jeff Bell and since his retirement, Michael Bletsoe-Brown, with various supporting functions, so I was in position earlier this year to see problems looming.

Without FISOs in the Tower the Rally could not go ahead.

But there were no spare FISOs in any case and time was running out. It struck me that I might be able to persuade the CAA to allow some level of operations using Air Ground Operators instead, and Steve Slater suggested talking to Chris Thompson the LAA National Coach about putting an ad hoc team together for the weekend.

Chris runs the team at Popham, and with credentials that include the Microlight Fair, I felt we were in with a chance. I put together a Safety Case and concept of operations along with a number of meetings with the CAA and at the end of May 2021 permission was granted. I thoroughly enjoyed flying in every day, despite some less than ideal weather.

Number of types and hours you’ve flown?

In nearly 50 years I’ve owned or had shares in six aircraft, but lost count of types I’ve blagged a go in – maybe as many as another 50. Despite the years, I’ve only logged 700 hours, which is due in part to a lack of money in the early years and a 10 years hiatus, 2004-2014.

Do you have a favourite type?

I got a job in 1977 working for Malcolm Rawlinson in Bolton.

He was Secretary of the LAC and was looking for a sales engineer to help expand his business selling car body panels to the UK and European motor industry.

He owned a Piper PA-24-250B Comanche G-ARLB and I had the use of it for business and pleasure. Pleasure barely describes the experience as it was the most powerful, fast, but honest aeroplane I had flown. I took it all over the UK and Europe making full use of its capabilities and my slightly rusty IMC rating. Based at Barton, I used to smile to myself hearing Cessna 172 drivers tell me it was too small at which to land.

Your current and past aeroplanes?

In the 1970s some aircraft appreciated in value year-onyear. One marque that always proved a wise investment 50 | LIGHT AVIATION | February 2022

Top left Paul owned this Tipsy Nipper.

Top middle Cloud Hound, the Stinson, when Paul first purchased the aircraft.

Top right Paul, left, flying with his brother Richard.

were Jodels. Richard and I went to the ‘bank of dad’ with a proposition. Buy a Jodel which we would run for a few years then sell it for a profit equivalent to no less than the return on a Building Society savings account.

He agreed and a chance conversation with Geoff Farr one lunchtime at Barton set us on the hunt for a D120 or 117. He had arrived in G-ASPF from Dairy House Farm near Audlem in Cheshire and would go on to write a delightful book titled Country Flying. After seeing a lot of less than ideal examples including one flown up from Bristol which was condemned by the engineers on a pre-buy inspection, we came across G-BAKR a SAN D117 at Elstree. It had just been rebuilt and was in great instantly obvious condition.

Less than £3,000 changed hands and we owned our first aircraft which we kept at the southside hangars at Ringway as the waiting list for Barton stretched into the next century.

Baker, as she is known, is still flying from Kent. We sold it for £3,500 so honouring our side of the deal.

Single-seaters such as a Luton Minor and a Nipper followed until, in February 1984, I saw an advert in Flight magazine for a Stinson HW75 for sale at Redhill. I knew all about Stinsons having seen the Fairey Aviation SR10J Reliant at Biggin Hill in the 1960s. An Ian Alan book detailed the smaller L5 Sentinel and 108 four-seater, and I had always hankered after one. Richard and I drove down on a foggy winter’s day to look at the machine. The owner wasn’t available, but one Brendan Marshall O’Brien – all swept back hair, badged flying jacket and ebullience unlimited – took us both flying. I was hooked, but we were slow to find the money and it was sold to another buyer. He turned out to be a dealer, so a few months later we agreed on a price, and Richard and I flew it back to Barton. I nicknamed it Cloud Hound. After many years of adventures in it, sadly, a friend ground looped it on landing at a Cranfield PFA Rally. I lost ownership after that but made a promise to get it back one day, which I did in 2014.

How did you and your Stinson end up as Goodwood Revival guests?

In 2018 I had a contract to help Goodwood Aerodrome install runway lighting and used my Stinson for some of the trips there for meetings. Mark Gibb and the late Rob Wildeboer took an interest in Cloud Hound which was nice, but I didn’t realise why.

In the spring of 2019 a smart looking letter dropped

Meet the Members

my hand out of the open cockpit. Both hands slowed the Mono down very slightly, so the nose gently fell.

I sat there suspended under a clear blue sky with no vibration or bumps feeling completely at one with my machine knowing, even then, that this was a memorable day.

Do you have any aviation heroes?

Wiki: Julian Herzog

through the letterbox, which was an invitation from The Duke of Richmond to me, my wife and the Stinson for the Revival Meeting that autumn.

It was one of the most memorable weekends of my life and everyone at Goodwood Aerodrome couldn’t have done more for the aircraft and their owners. The party on Saturday was a surreal experience… like taking part in a West End musical in costume while being fed!

What’s been your favourite aviation moment?

Sunday 30 June 1985 dawned warm and sunny. I’d borrowed a Taylor Monoplane G-BEYW from my friend Russell Abrahams with the intention of going to the Andover Strut meeting at Middle Wallop.

Named Red Hot by Russell, who was a perfectionist, he’d tuned and balanced the VW engine to such an extent it was the smoothest most rorty motor I’d flown behind until then.

I couldn’t get there in one go so stopped in at the Shotteswell Fly in near Banbury as I knew there was a petrol station next door. I arrived at Middle Wallop at 1315 having left Barton at 0930, and was somewhat taken aback to be awarded the Most Meritorious Flight award.

To get home I hopped over to Thruxton, as by now there was a gentle southerly breeze and I was more confident of fuel consumption. On the way home with no turbulence, unlimited visibility and a perfectly trimmed aircraft I amused myself by inducing small turns simply by holding the palm of

Bottom left Paul (right) helping out at the Manchester Airshow in the 1980s.

Bottom middle After a friend ground looped Cloud Hound, Paul lost the aircraft for a time. He purchased it back in 2014 and had it restored.

Bottom right A big radial-powered Stinson SR-9C would be Paul’s dream aircraft.

Sir George Cayley, Baronet, 1773-1857, was both the father of aeronautics and a Yorkshireman. He nailed the principles of flight and built machines 100 years before modern science caught up. He said, “The air is a navigable ocean that laps at everyman’s door.” A truth I feel we must continue to defend.

Closer to home my brother Richard achieved what I couldn’t, going from a PPL in the 1970s through instructing, to night freight flights in a Beech Queen Air, to small airlines, then retiring in 2013 from the BA 747 fleet, having flown the BAC1-11and every Boeing in their inventory. Not too shabby a result, all things considered.

Any lessons learned from flying?

Someone once said, “If you live, you learn. If you learn, you live.” And that’s stuck with me to this day. It certainly has helped me keep out of big trouble, and I’m my worst critic when it comes to flying. I’ll often fly another circuit if I am not satisfied with my last landing.

I’ve had two very close shaves, but even after 30 years I’m still too embarrassed to describe them. Seven lives left, though!

Any aircraft you’d love to own?

Although I’ll always be faithful to my Stinson HW75, its larger cousin the Reliant, especially the SR-9C with the curved windshield, is my dream aircraft. But with nearly a 50ft wingspan and a very thirsty radial it will probably remain so.

Do you have any other hobbies?

Cars have always featured large in my life, and up till 2012 would’ve described myself as a petrol head. I’ve currently got a ‘72 1300L VW Beetle tucked away in storage awaiting some TLC.

Any advice for all aircraft owners and pilots?

Don’t miss an opportunity to fly. Don’t fly with an empty seat. Do something to encourage young people especially girls into aviation. Savour every airborne hour! ■

November 2021 | LIGHT AVIATION | 57

Where to go

A

WHERE TO GO

selection of events for the beginning of the year, and some you might want to plan for in the summer months.

While they’ve yet to publish a list of events, don’t forget GASCo are running some Safety Evenings up and down the country. Keep an eye on its website, www.gasco.org.uk, for further updates.

February 25-27 18-20

Darley Brass Monkey Balloon Meet Old Warden Engineering Open Days

March 5 15-16 26

Compton Abbas Vintage Fly-in.

Air Display Symposium Defence Academy, Shrivenham Compton Abbas Open Day

April 2 Compton Abbas Vintage Fly-in 2 Bodmin Vintage and Aerobatic Fly-in 9 Turweston VAC Members Fly-in 9 Sleap VPAC Vintage Piper Fly-in 5-10 Lakeland, FL. USA. Sun ’n Fun 16 Perth ACS Aviation Festival of Flight 16-17 Easter Easter at Easter Airfield 23 Duxford IWM GA Flying day

As always, check the Royal Aero Club Events website for the latest information and web links for many of the events: http://events.royalaeroclub.org/events.htm.

Our thanks to the RAeC and to Dave Wise for the use of their data.

If you have an event you want to advertise on the list, please email the details to Dave at: dave.wise@btinternet.com.

23-24 Breighton BAeA McLean Trophy 24 Henstridge Wessex Strut Fly-in (PPR) 27-30 Friedrichshafen, Germany. AERO GA Exhibition 30-1 May Popham Microlight Trade Fair

May 1 Old Warden Premier Air Show 2 Popham Aero/Autojumble 2 Popham VAC Members Fly-in 7 Bodmin Ladies Day Fly-in 7 Fenland VAC Tulip Fly-in 7-8 Sleap BAeA Get Into Aeros event 13-14 Wycombe Private Flyer 14 Compton Abbas Microlight and Light Aircraft Fly-in 14 Sywell Europa Club Fly-in/Dinner 14 Goodwood VPAC Vintage Pipers 14-15 North Coates Spring Fly-in 21 Old Warden British Rotorcraft Association Record Breaker Meet

Planning ahead…

May 28-29 Jun 23-26 Jun 16-18 Jul 15-17 Jul 15-17 July 23-24 Jul 26- Aug 1 Aug 5-7 Sept 2-4 Sept 17

Perth Fly-in & Meet the LAA Day [PPR] Goodwood Festival of Speed Kemble Aero Expo Fairford Royal International Air Tattoo Air Display Brienne le Chateau RSA Rally Bodmin VAC Fly-in & Meet the LAA Day Oshkosh, WI. USA EAA AirVenture Rufforth East LAA Vale of York Strut Fly-in & Meet the LAA [PPR] TBC LAA National Rally and Exhibition Rougham Fly-in & Meet the LAA Day [PPR]

LAA TOUR OF SCOTLAND: 22-29 MAY 2022 Tour organiser Neil Wilson has the latest updates on the event

P

lanning continues for the LAA Tour of Scotland which is scheduled from 22 to 29 May. It seems the latest Covid variant is not as bad as earlier strains, so with England and Scotland lifting most restrictions, it is hoped that come the end of May we should have very good chance of the tour taking place this year.

May is also a great time to visit Scotland, with long warm evenings and before the pesky midges come out to play.

Whether you intend to stay in local hotels or B&B, it might be wise to bring a light tent just in case we/you get caught in a change of weather. I have spoken to many airfields who can help if things get tricky, as well as our local Scottish Struts which are willing to give advice with flight planning or a hand with maintenance if required.

After stopping at Perth on Monday 23 May, it is hoped to have a fly-in at Broadford on The Isle of Skye and then a night stop at Glenforsa.

Evening meal here and breakfast in the morning. If the weather is kind, a trip North up the Great Glen towards Easter where a great welcome is being planned. While the speed merchants and others may carry on further, the rest may wish to overnight locally in either town, but you may need to get fuel at Inverness.

Back to Perth on Thursday, for a trip to East Fortune Aviation Museum on Friday. We then have our Meet the LAA day and Perth Aero Club

52 | LIGHT AVIATION | February 2022

Fly-in on Saturday 28 before heading home on Sunday. I’ll have more information next month.

If you would like to join us, or be kept informed of plans, please email me at neil.wilson@laa.uk.com

Above No matter what type of aircraft you fly, the LAA Tour of Scotland is open to all! Tents are optional, too…

Landing vouchers

LANDING VOUCHERS With March 2022 delivering us the first few days of spring, what better way to celebrate than with these Light Aviation airfield offers.

Our thanks to Haverfordwest, Sandown Isle of Wight and Sherburn-in-Elmet for supporting our discounted and free landings

✁ Aviation LIGHT

for LAA members scheme. Please be sure to thank them for their participation by buying some fuel for your aircraft, or when on the obligatory trip to the cafe, fuel for you and your passenger!

Above all, fly safe, and have fun!

Reduced landing £10 March 2022 Haverfordwest 01437 765283

Haverfordwest is a great place to visit, and can be used as a stepping stone to Ireland.

Its website has a page dedicated to making it easy for pilots (there’s even links to the fuel rebate forms on the HMRC website!). Avgas and JET A1 available. PPR please.

Non-radio not accepted. Airfield is also home of Metal Seagulls, so if you’d like to look around its facility, give them a call. Avoid local riding stables and residences on North runway 09/27. Airfield is situated in the middle of picturesque Pembrokeshire, why not venture out for a coastal walk? Radio frequency 122.205 www.hwestairport.co.uk

✁ Aviation LIGHT

Half-Price Landing March 2022 Sandown Isle of Wight 01983 716926

Lots of improvements have been made here, including an astroturf runway, but please PPR to check the ground is OK before setting off. Facilities include a BBQ and pilot relaxation areas, showers and sauna. Circuits are flown at 1,000ft agl.

Circuit direction is left-hand for runway 05 and right-hand for runway 23. Please do not overfly Sandown, Lake or Shanklin residential areas. A/G on 119.280. www.eghn.org.uk

✁ Aviation LIGHT

FREE Landing March 2022 Sherburn-In-Elmet 01977 682674

As December wasn’t a great month for flying weather-wise, Sherburn has generously offered LAA members another chance to visit,. With both hard and grass runways, it is an ideal location to visit. PPR please. Avgas, Jet A1 and UL91 available. The Pilots Retreat gives a good choice of food. New circuit patterns are now in place so please refer to www.sherburnaeroclub.com/pilot-information.

Leeds East (was Church Fenton) now has an adjoining ATZ with Sherburn. Radio: A/G 122.610. Keep clear of all local villages. www.sherburnaeroclub.com

36 | LIGHT AVIATION | July 2021

MARCH 2022

Classifieds For all display or commercial advertising enquiries please contact Neil Wilson: 07512 773532 neil.wilson@laa.uk.com You can email your classified advertisement direct to the LAA at the following address: office@laa.uk.com Deadline for booking and copy: 16 February 2022 If you would like to place an aircraft for sale advert please see details below: MEMBERS’ ADVERTISEMENTS Up to 30 words: £6; 31-50 words: £12 Up to 50 words with a coloured photo: £45

February

AIRCRAFT FOR SALE

PROJECTS

Falconar F-9. Three-year old restoration of this brilliant 1970s VW-powered single-seater.

Leburg ignition. TTAF 1,770, 190 since restoration. TTE 190 since full overhaul. Read all about it in the Light Aviation flight test, October 2020. Always hangared. Selling to make room for next project. £6,500. 07948 048990

​​Sonex G-SNXA project for sale: Tailwheel, AeroVee, dual sticks, MGL EFIS. Wings, tail & engine complete, fuselage nearly done, partly wired - engine install, cowling, windscreen & canopy to be done. Full set of tools included.

Kit in the Midlands, I’ve moved abroad so can’t finish. £25k.

Contact me at stevemoody04@aol.com

Europa XS Kit number 467 and metal build Stand, High Top Fuselage, Tri gear, Speed Kit, Firewall forward kit, with many other modifications included. Iancook_1@hotmail.com

SHARES FOR SALE

NON-MEMBERS’ADVERTISEMENTS Up to 30 words: £22; 31-50 words: £44 Up to 50 words with a coloured photo: £60 www.laa.uk.com

SERVICES Design & Stress Analysis Service. Type submissions, modifications, engine frames and general advice. We cover everything from SSDR to A380 :- structures, powerplant (IC and electric) and avionic installations. Contact John Wighton enquires@acroflight.co.uk or call 07770399315.

LAA Engineering advice to buyers: AIRCRAFT APPROVED? Members and readers should note that the inclusion of all advertisements in the commercial or classified sections of this magazine does not necessarily mean that the product or service is approved by the LAA. In particular, aircraft types, or examples of types advertised, may not, for a variety of reasons, be of a type or standard that is eligible for the issue of a LAA Permit to Fly. You should not assume that an aircraft type not currently on the LAA accepted type list will eventually be accepted.

IMPORTED AIRCRAFT? Due to unfavourable experiences, the purchase and import of completed homebuilt aircraft from abroad is especially discouraged.

TIME TO BUILD? When evaluating kits/designs, it should borne in mind that technical details, performance figures and handling characteristics are often quoted for a factory-produced aircraft flying under ideal conditions. It is wise, therefore, to seek the opinion of existing builders and owners of the type. You should also take your own skill and circumstances into consideration when calculating build times. The manufacturer’s build time should be taken as a guide only.

AMATEUR BUILDING All LAA aircraft builders and potential builders are reminded that in order to qualify for a LAA Permit to Fly, homebuilt aircraft must be genuinely amateur built. For these purposes the CAA provide a definition of amateur built in their publication CAP 659, available from LAA. An extract from CAP 659 reads “The building and operation of the aircraft will be solely for the education and recreation of the amateur builder. This means that he would not be permitted to commission someone else to build his aircraft”. An aircraft built outside the CAA’s definition could result in an expensive garden ornament.

AIRCRAFT WEIGHING Light Aircraft Weighing Service in East Yorkshire and surrounding area. For details contact Demraview Ltd. Email: Demraview@gmail.com Mob: 07984 810761

Third share for sale, 1946 Aeronca Champ, Bodmin. £3500. Please contact 07957 690 821 for details

ENGINES Rotax 912 Engine, 80 HP, Brand new, still in original box, bought for uncompleted project.

Complete with accessories (oil cooler, radiator, exhaust system). Open to offers. Thomas Nixon 07305 961 879, thomasenixon@yahoo.co.uk

AIRCRAFT PARTS RANS S6 Parts, undercarriage all three legs plus wheels £500. 40 Ltr fuel tank £150. Exhaust system for Rotax 503 £150. Tel: 0191 236 2659 Continental A65 Parts. Crankcase 1 VG, Crankcase 2 worn. 4 cylinders. 4 pistons, conrods, gudgeon pins. 4 rocker covers. 8 rockers, pins. pushrods. engine back plate. oil pump, gears. camshaft. oil sump. oil pipe. dipstick. induction inlets. induction tubes. OPV .

Various fittings etc. Photos. Contact Pete White 07805 805679. pete@aeronca.co.uk

SERVICES & MORE

FOR ALL MEMBERS CLASSIFIED ADVERTISING ENQUIRIES CONTACT SHEILA

SHEILA.HADDEN@LAA.UK.COM

WWW.LAA.UK.COM February 2022 | LIGHT AVIATION | 55

SERVICES

COVERS

DREAM IT, FLY IT, VISIT OUR WEBSITE

WWW.LAA.UK.COM

INSTRUMENTATION

TRANSPORTATION

Aircraft Transportation Specialists Specialist vehicles to move your aircraft safely

FUEL SERVICES

Safe flying No Ethanol

Telephone: 0121 327 8000 E-mail: info@ponsonby.co.uk Web: www.ponsonby.co.uk

Contact us now for a quotation

DREAM IT, FLY IT, VISIT OUR WEBSITE

WWW.LAA.UK.COM 56 | LIGHT AVIATION | February 2022

Don’t risk it with water absorbing E5 and E10 fuels (mogas). WARTER UL91 and 100LL aviation fuels are ethanol free, storage stable and have a vapour pressure suitable for flying.

Please call for more information.

Available in 55 and 195 litre drums for immediate despatch, UK-wide, on a next day basis.

Anglo American Oil Company +44 (0) 1929 551557

www.aaoil.co.uk

SERVICES & MORE

DREAM IT, FLY IT, VISIT OUR WEBSITE

SPORTYS.COM

WWW.LAA.UK.COM

PHONE: 1 (USA) 513.735.9000 FLIGHT Flight Training • Flight Reviews SCHOOL Instrument Proficiency Checks PILOT SUPPLIES

LightAviation_2018.indd 2

Courses • DVDs • Headsets GPS • Radios • Flight Bags Kneeboards • iPad accessories

For all display and company advertising contact Neil Wilson

NEIL.WILSON@LAA.UK.COM

WWW.LAA.UK.COM

5/17/18 3:11 PM

February 2022 | LIGHT AVIATION | 57

From the archives

FROM THE ARCHIVES The stories behind items in the LAA’s collection

A

THE MASEFIELD TROPHY

fascinating artefact on the window sill of the LAA HQ Members’ Lounge is one of the Ultra-Light Aircraft Association’s earliest trophies. Housing a barometer, The Masefield Trophy is a Hordern Richmond propeller designed for the 44hp Train 4T inline four-cylinder engine, fitted to Chilton DW.1A Monoplane G-AFSV. It was the only example to use the French engine and was flown by its designer, the Hon A W H Dalrymple, in the Folkestone Aero Trophy Race at Lympne on 5 August 1939, winning at an average speed of 126mph.

After WWII, G-AFSV broke the 100km international closedcircuit record at 124.5mph at Lympne Airfield on 31 August 1947, flown by Auster test pilot, Ranald Porteus. It is thought that this was the propeller used. After many years of restoration by Roy

58 | LIGHT AVIATION | February 2022

Nerou, the aircraft is today preserved at the Real Aircraft Company – but we are hanging on to the propeller!

The trophy, awarded for Safety and a High Standard of Operating Efficiency, was donated to the ULAA by Peter, later Sir Peter Masefield, a leading figure in Britain’s post-war aviation industry.

Between 1957 and 1964, Masefield served as the first-ever President of the Popular Flying Association, at which time he was also Chairman of British European Airways, which he helped form at the end of WWII. Masefield also went on to head the British Airports Authority and in the 1960s was the driving force in the merger of Auster and Miles, to form Beagle Aircraft, Britain’s last attempt to be a major light aircraft manufacturer. Steve Slater

NO BAS W E OXF D AT O RD AIR POR T

Restoration

Servicing

Repairs

VINTAGE AND CLASSIC AIRCRAFT SPECIALISTS

The Midland Aeroplane Company Limited Hangar 8, Oxford Airport

Telephone: 01865 601970 contact@midlandaeroplane.co.uk

Together to Protect Your Investment

Three months that can do more harm to aircraft engines than an entire season of flying...

Learn how CamGuard protects aircraft engines year round at aslCamGuard.com

Some say they do the lot... LAS REALLY DO! Contact LAS Aerospace, your number 1 parts supplier.

LAS Aerospace Ltd. Exeter Road Industrial Estate, Okehampton, Devon, UK EX20 1UA Email: sales@lasaero.com

www.lasaero.com Phone: 01837 658081