February 2010

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WELLthatwassomeJanuary!Afteranincredible starttotheyearwithsuperbweathermakingtheNew Yearfly-inatPophamatremendoussuccess,itall wentratherdownhill.First,heavysnowprevented mostofusfromflyingandnowrainhasmuddiedup manystrips makingitinadvisabletousethemforriskofchewingthemup. Betterdaysaheadnodoubtbutwintercanbeprettygloomyfor usflyingtypes.

Still,Ihopethemagazinewillbrightenyourdayalittle.Francis' flighttestofthefirstUKexampleoftheTitanMustangmakes particularlyinterestingreadingthismonthbecauseitalsohighlights someoftheissuesthatcanarisewhenLAAassessesanewtypefor UKbuild,Problemswithkitqualityandoddhandlingtraitshaveto beresolved,asindeedtheyhavebeenwiththeMustang,inorder thatbuilderswillnotonlyhavearelativelystraightforwardbuild, buttheywillbehappywiththewayinwhichtheircompleted aircraftflies.

HowardCox,whoyouwillrecallflieshis81)5inIreland,writesthis monthabouttheEuropeanFlyingRallyChampionshipsinSpain,at whichoneoftheUKteam,ChrisBarnes,flewhisLAAPermitGlastar

toacreditable16thplaceoKer$1,aswellaatopt triptoandfronttastellon,delaPlatai-Aipteepantireuidu sunshine,andaLsoperhapkiannispiratiOnaleatidatpaert; membersheexteridtkeliOWlitiwitighp

There'sabeaMithilpitts.rgbpilettaW,Cd, lovelyAcroSpottwhithhastaXeuitiVelikiayearata YonhavetOa:dmite,thatClbSedderftlinatinnier ProleCt_tbrutighhireTelighkillkOhdiadSticid; DavidWard. WhenyouitumisitetithenextvUgeirtiwillseeanittiepai'tokaowtheEiVV.Plaii4g40takethetimetoreaditndti' gettinginvolved...formanYlatilac-The3EMbga. onourlives,enablingusto-partittpatiliiith OtherwitenothaVegained:oomnehpIealinte'ik in'GettoknoWthetAx,frycitotilliwtoplytiiiitp. thenextgenerationwillbeiasifoitunateaamehfave anassociationliketheLAkavallalitetithen;bigynteli newis041karidi)avkaw/kSiglortilbge,Well; Flysafely.

Brian

HowabitofanoverhanItureed rebuildforthis beautifulPithSpecial,pitito Iheaubkos,p5O

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"GETTOKNOWTHE " AMEMBERSHIPINMATIVE

Rogerhasvacatedhisusualslotthismonth,soIcantellyou aboutanexcitingnewiniative- Get toknowtheLAA.

Asolidmembershipbaseisthebeatingheartofany association,andisthekeyfactorinthelevelsofserviceand achievementthatwillultimatelybeattained.Hereatthe LAA,weprideourselvesinhavingasubstantialnumberof long-timemembers,and,despitetheuncertainfinancialtimes, wehavemanagedtokeepouroverallmembershipnumbers reasonablystable.

However,weareconstantlyawarethatourgrowingcommitments, particularlyintheregulatoryfield,requirenotinconsiderablefunding, andthatfundingiswhollyreliantonmembershipsubscriptions.

ItisafactthatwhenwewelcomenewmembersintotheAssociation, theygenerallytellusitistheirfriendswhomadetheintroduction.An associationbuiltupbyfriendstosupportasharedpassionispowerful indeed,anditisexactlythatstrengthwhichhelpssecureourfuture.Our membershipisourprinciple'salesforce',abletodeliverthemessage ofwhoweareandwhatwedofarmoreeffectivelythancouldeverbe achievedbysnapsholadvertising.

Solet'smake2010theyearwhenweasindividuals,presentour AssociationtotherestoftheGAmovementandactivelyencouragethem tojointrs.LetustaketheleadfrommemberRodBailes-Brownandhold some GettoknowtheLAA eventsatstripsandairfieldsupanddownthe country.Theformatcanbeveryflexible,andbeoperatedbyeitheran individualmemberorasmallgroupofmembers.Theeventsneedriotbe weatherdependant,andsetupcostswillbenegligible.

Theideaistoadvertiselocal GettoknowtheLAA eventswithposterson club noticeboards,bywordofmouth,mentionsintheaviationmedia andonforumsetc,andpresentaninformaltalkexplainingthebenefits ofPermittoFlyaircraftandthegoodworkLAAcarriesoutforthebenefit ofallrecreationalpilotsandenthusiasts.

Thereshouldalsobeanopportunitytoshowone,orperhapsseveral, LAAaircraftdependingonwhoispresentingtheevent,helpingpeople relatewhattheyheartosomerealLAAhardware.

THETEAM

PATRON:HRHPrinceMichaelofKent, KCVO,FRAeS

PRESIDENT:SirJohnAllison

VICEPRESIDENTS: LaurieShaw,OAF,CEng,MRAeS, StewartJackson

LAABOARDOFDIRECTORS

CHAIRMAN:RogerHopkinson

VICECHAIRMEN:JohnBrady, lamesTannock

DIRECTORS:MikeBarnard,John Broad,HarryHopkins,BrianHope, StewartJackson,BarryPlumb, LordRotherwick

TREASURER:Bobtittleda le

HEADOFFICE

TurwestonAerodrome

NrBrackley,Northants NN135YD

TEL:01280846786

FAX:01280846780

WEBSITE:www.laa.uk.com

TheTurwestonofficeisopenfrom 0900to1700Firseveryweekday exceptpublicholidays.Membersand thoseinterestedinfindingoutmore abouttheLAAarewelcometovisitany timeduringopeninghours

ENGINEERING

CHIEFENGINEER:FrancisDonaldson, B.TechC.EngFRAeS

CHIEFINSPECTOR:KenCraigie

DEPUTYCHIEFENGINEER: JonViner

DESIGNENGINEER:AndyDraper

AIRWORTHINESSENGINEER: MalcolmMcBride

CHIEFENGINEERING ADMINISTRATOR: MaxineOades

ENGINEERINGADMINISTRATOR: FionaStorer

TEL:01280846786

FAX:01280846780

EMAIL:engineering@laa.uk.corn

COMMERCIAL

EMAIL:office@laa.ultcom

CHIEFEXECUTIVE:PeterHarvey

OFFICEMANAGER:PennySharpe

ACCOUNTS/RETAILMANAGER: DaveDale

OFFICEADMINISTRATOR: SheilaHidden

PILOTCOACHINGSCHEME PCSCHAIRMAN:IonCooke

Naturally,wealso wanttoencourage asmanyattendees aspossibletojoin, preferablyontheday, butattheveryleastwe canMantaseedthat maygerminatelater.

LAAHQwillprovide posters,flyers,/21A Today and LIGHT AVIATION magazines, plusadvisorynotes withrelevantfactsandfigures,all weneedyoutodoisvolunteeramorningorafternoontoruntheevent, Thoughthisisaninitiativethatwecanrunthroughouttheyear,we havechosentomakeMay GettoknowtheLAA monthsothatwecan benefitfromadvertisingtheeventsonanationalbasis.There'sno reasonwhythereshouldnotbedozensofeventsaroundthecountry throughoutMay,runbyStruts,smallgroupsofmembersbasedatlocal stripsandairfields,orevenindividualmembers,whichishowRodran hisevent.AllthesupportyouneedwillbeavailablefromHQforthe asking,includinganewmembershipoffer,andwithluckandafairwind weshouldbeabletowelcomeahostofnewmemberstoourAssociation. Pleasedoconsidergettinginvolved.

Simplycontactme,BrianHope,atbfgodel@talktalk.neteitherto registeryourinterestinIIoldinga GettoknowtheLAA event,ortoseek furtherinformationifyourequireit.

Let'sworktogethertoshowoffourAssociationandwelcomenew membersintothefold.Itisvitalthatweretainandbuilduponour membershipinorderthatLAAisnotconstrainedinthevitalworkit carriesouttokeeprecreationalaviationavailable,affordableandfun. GettoknowtheCAA- telltheworldwhatagreatAssociationweare! BrianHope

NATIONALCOACH:PeterDavis TEL:01280846786

LIGHTAVIATIONMAGAZINE

EDITOR:BrianHope, 60QueenboroughRoad, Sheerness,KentME123B7

TEL:01795662508(eveningsonly)

EMAIL:brianhope@laa.uk.com

Members'articles,lettersandnews itemsarewelcome.Pleasesendtothe editorialaddressabove

WRITERS

AdrianMeese,AlanChalkley, FrancisDonaldson,StanHodgkins, MalcolmMcBride,MelvynHiscock, BobBowden

PHOTOGRAPHY:DaveSpurdens, MalcolmFish,RoryGame, AirTeamImages

ORIGINATIONANDPRODUCTION

LOOPPublishing(UK)Ltd, 9-11TheMillCourtyard, CopleyHillBusinessPark, Cambridge,CB2230N TEL:01223497060

WEB:www.loop.aero

DESIGN:BillSpurdens,DanPayne

ADVERTISINGSALES

VictoriaGriffiths TEL:01223497060

EMAIL:Victoria@laa.uk.com

MEMBERS'CLASSIFIEDADS

Pleaseusetheformonthemailing sheetwiththismagazineoremail sheila.hadden@laa.uk.corn

Whileeverycareistakenwith contributors'manuscriptsandphotos, neitherTheLightAircraftAssociation northepublisher canacceptliabilityforlostordamaged material.Theviewsexpressedby contributorsdonotnecessarilyreflect thoseoftheLAA

L NE S

BELITE,aUSultralitemanufacturer, hastwothree-axismachinesthat maybecontendersintheUKSSDR category.Initiallyavailableasa taildragger,theSuperlitevariant featuresasteeltubefuselageand usescarbonfiberinthewing, firewall,seatandfloor.Anew

tricycleundercarriageversion, theBeliteTrike,sharesmany similarities,butfeaturesasteel tubecockpitwithanalloymonopole rearfuselage.Readytoflyprices startat$25Kandarangeofkitsis availablefromunder$10,000. www.beliteaircraft.com

LUSCOMBE EVENTS2010

ENTHUSIASTSoftheLuscombe havetwomajoreventsonceagain plannedfor2010.Firstwillbethe EuropeanLuscombeandFriends Tour,departingfromCroftFarmon themorningofSaturday29May andfinishingontheeveningof Sunday,30May.Thenightstop willbeatSywell.

FridaytoSunday6-8Augustwill seetheever-popular2010European LuscombeandFriendsRallyat OakseyParkairfield. Full camping facilities,alongwithhogroast, barbeques,LustyLuscombeale, musicand other entertainment willbeinfullswingthroughout theweekend.

Fulldetailsofbothofthese eventswillbeavailableon theLuscombewebsite,www. europeanluscombes.org.uk. Tel:07968980624.

OVERthepast15years,the AviationForParaplegicsand TetraplegicsTrust(APT)has givenhundredsofseverely disabledpeoplethechanceto experiencethechallengeofflight inoneoftheirspeciallyadapted aircraftatOldSarumairfield. Manyhavegoneontogaintheir pilot'slicence,andwithita freedomwhichtheythoughthad beenlostforever. APTnowneedstoraise E20,000oritwillnolongertobe abletocontinuetooperate.Can youhelp?Donateorraisemoney? Donationscanbeacceptedat www.disabtedflying.orgorsend achequepayabletoAPTtoAPT Hangar3,OldSarumAirfield, Salisbury,Wiltshire,SP460Z.

BrianHope,60QueenboroughRoad,Sheerness,KentME123B7. EMAIL:BEJJodel@talktak.netTEL:07949650847

LAAAGMON13FEB

THEAGM(technicallyaGeneral Meeting)takesplaceatthe ConferenceRoomintheLAAHQ buildingatTurwestonAerodrome, NorthantsonSaturday,13February. Themeetingwillstartat11.00am, butwillbeprecededbyanopen forumat10.00am.Admittancewill bebycurrentLAAMembershipcard.

LAASHOPSALE!

WHYnottreatyourselftoasmart newLAAfleeceorpoloshirt?The LAAShophasaWinterSaleof clothing.AUitemshaveatleast30% offtheusualprice.Orderscanbe placedbypost,phoneoronline.See pages58-60. www.laa.uk.com

VACCALENDAR

THEVintageAircraftClubhasits usualpackedcalendarofeventsfor 2010somakeupyourdiarynowand joininthefun. 14Feb:ValentineRallyatOld Sarum.Tel01722322525orVAC mobile07731991545.StrictlyPPR. 28Mar:SpringRallyatTurweston. Tel01280705400orVACmobile. 18Apr:DaffodilrallyatFentand. Tel01406540330 27-29August:Anglo-IrishFly-in. VenueinIrelandtbc 19September:TurwestonClassic Event(runbyTurwestonAerodrome).

SANMARINO—AVAT LOOPHOLE?

sp. CAASAFETY AWARDS

THECAAGeneralAviation

SafetyAwardsareaccepting nominationsforindividualswho havemadealastingcontribution tosafety,aswellasone-offacts ofskillorbravery.

TheGAcommunityisalso encouragedtonominateanyone theyfeelhasmadeaprolonged contributiontoaviationsafety; thiscouldincludeaerodrome managers,airtrafficcontrollers andmaintenanceengineers.

Nomineesshouldbeover 16yearsofageandcanbe organisationsaswellas individuals.Theclosingdatefor nominationsisMonday,30April 2010.Forfurtherinformation contactRichardTayloron 02074536025.

TRIGAvionicshassponsoreda lightweightModeStransponder,the TT21forthefirstUKBuild-a-Plane project,theRans56G-TSOB,which spendsitslifeflyingyoungsters,and visitingshowsaroundthecountryto promotetheBaPproject.

"Trigishelpinguswiththe missionaryworknecessarytoget morepeopleintoaviation,"said

StewartLuck,theprojectdirector. "Wewhole-heartedlysupportthis grassrootsinvolvement,"saidAndy Davis,CEOofTrigAvionics,"and wewanttohetpthemgetmore youngpeopleinvolvedinaviation. Iftheywanttoenhancesafety fortheyoungstersbyinstallinga transponderintheirhome-built,we shouldbeabletosupportthatwish."

ThezerorateDanishVATloophole hasnowclosed,buttheindependent stateofSanMarinoinItalyisworth investigating.Tangosetteisalocallybasedaircraftbrokeragewithawide rangeofserviceswiththebenefit ofthestate's2%VATrate.Perhaps we'llseenewaircraftandkits headingsouthratherthannorthen routetotheUK. www.tangosette.com

AEROEXPOLONDON

LAAwillagainhaveamajorexhibit atAeroExpo,whichtakesplaceat WycombeAirPark(Booker)on 25-27June,2010.AeroExpois thelargestgeneralaviation exhibitionintheUK,attracting exhibitorsfromaroundtheworldand LAA'spresencehasgrownyear-onyeartotheextentthatwearenow oneoftheprincipalfocalpointsof theshow.Plansareafoottoextend ourshowingyetfurther,andonce againourthemewillbeaffordable flyingandhowtogetstarteddown thatroad.Youcancheckoutdetails abouttheExpoontheirwebsiteat www.expo.aero

THEMOGAS/AVGASDILEMMA

Whileethanolinyourcar'stankmaybehelpingtoconservefossil fuels,itbringswithitahostofpotentialissuesforlightaviation

DURINGaRotaxLineMaintenance CoursewithConradBeale,the issueofmogaswithethanolwas extensivelydiscussed.Rotaxallows 10%ethanolinthefuel,while CAAforbidsanypercentage.I understandthatwhiletheengine itselfmightbesuitable,otherparts ofthefuelsystemmaynotbe.

However,onmyaircraftthe fibreglassfueltankmadeof Derakane470-36epoxyvinylester is100%compatiblewithethanol and,consideringallotherpartsof thefuelsystemareautomotive, mogaswith10%ethanoldoesnot poseanydanger.

Avgasisnotrecommendedby Rotaxduetothehighleaddeposits intheengineandIfeeluneasy aboutusingafuelclearlynot recommendedforthisengine.Is thereasotutiontothisdilemma? AnthonyvanEldik EuropaMono912111

BarryPlumb,ChairmanofLAA's EngineeringCommittee,replies: Legally,whilemicrolightsare currentlyallowedtousemogas containingethanol,groupAaircraft suchasyourEuropaarenot.This isaratheroddsituationsincethey canhavevirtuallyidenticalengines. Leavinglegalitytooneside,there isthequestionoftheadvisabilityof usingmogaswithethanol.

COMPATIBILITY:Younotedthe questionofmaterialcompatibility, andethanolcancausesevere corrosionofmetalliccomponents (particularlyaluminium)and chemicalattackofnon-metallic components,resins,rubbers, elastomersetc.It'ssurprising howmanymaterialsareadversely affectedbyethanol,andhowmanyof themcanbefoundinafuetsystem.

PHASESEPARATION: Normallythe ethanolwillbeinsolutionwithin thepetrol,andtheconcentration willbeuniformthroughout. However,ethanolformsavery weakmolecularbondwithpetrol andisalsohighlyhygroscopic.ie itreadilyabsorbswater.Therefore, ifthefuelbecomescontaminated bywaterasaresultofexposure tomoisture-ladenatmosphere, condensationintanks,orrain waterpenetrationthroughpoorly fittingfuelcaps,thewaterand ethanolcombineandseparateout asanethanolrichwaterlayerat thebottomofthetank.

Afurthercomplicationisthat thisrelationshipistemperature dependant,lowertemperatures promotingearlierseparation.So whileafuelsamplemaybeOKon theground,lowertemperaturesat altitudecouldpromoteseparation. Shouldseparationoccur,the fuelsystemgascolatormaybe overwhelmedbythequantity ofwater/ethanol,leadingtoan enginestoppage.Evenifthepetrol continuestoreachtheengine, thefuel,nowdevoidofethanol, willhaveareducedoctanerating; removing5%ethanolwillreduce theoctaneratingbybetween twoandthreepoints,whichcould leadtoenginedetonationand damage.Oncethefuelhasphase separated,itmustbedrainedand disposedof.

FUELSTORAGE Fuelstorage canbeaproblem,particularly long-termstorageinvented aircrafttanks.Inwarmconditions, theethanolwillevaporateoff preferentially,leavingadepleted octanefuel.

VAPOURLOCKING: Vapourlocking withethanoladmixedfuelscanalso beaproblem.Avgashasavery lowfuelvapourpressure,much lowerthanmogas.Mogasvapour pressurewillalsobeincreasedin winter(toassistwithstartingin

coldconditions)bytheadditionof highervapourpressurefractions. Addingethanoltothefuelfurther raisesthevapourpressure. Thereisalsoaratherstrange processwhereadditionofethanol initiallyraisesthevapourpressure considerably,buthigherethanol contentcausesthevapourpressure tofallbacktotheoriginallevel; thehighestvapourpressuresare inthe3%to10%range.High vapourpressurefuelswilltendto formvapourbubblesatalower temperature.Thiscancausea probleminaircraftfuelsystems wherethefuelpipeworkinfrontof thehrewallissubjecttoheatgain fromthehotairinsidethecowling. Thiswillleadtovapourbubbles forminginareaswherethefuel pressuredrops-fuelfiltersorthe suctionsideoffuelpumps. Vapourlockingcouldresultin aleanmixture,orevenengine stoppage.Peoplemaythinkthis isaremotepossibility,butwe havealreadyhadareportofa precautionarylandingdueto partialenginefailureresulting fromthisprocess.Inthiscase,the ownerusedmogas,whichhedid notrealisecontainedethanol.

EUDIRECTIVE: Allofthishas ofcoursebeenbroughtabout as a resultofanEUdirectiveon

renewablefuels,whichhasbeen adoptedinUKastheRenewable TransportFuelsObligation,which mandatesthatfuelsuppliers progressivelyincreasethequantity ofbio-fueladdedtoroadfuels. Dieselfuelhasupto5%FAME(Fatty AcidMethylEster)addedtoit,while petrolhasupto5%bio-ethanolor upto14%ETBE(Ethyl.TertiaryButyl Ether)added.FuelscontainingETBE areOKtouseinaircraftenginesand fuelsystemsastheyexhibitnone oftheabovetechnicalproblems. Unfortunately,theUKfuelindustry hasalmostuniversallygoneforthe bio-ethanoloption.

'SUPERUNLEADED'ANDTESTING: Mostfuelcompaniesarebynow sellingfuelcontainingethanol, particularlythesupermarkets. Therearestillsomeareaswhere infrastructurechangeswithinthe distributionsystemrequiredforthe introductionofethanolhavenot beencompleted,butthesearefew andfarbetween.Thismeansthat mostforecourtpetrolnowsoldin UKcontainsupto5%bio-ethanol. Oddlyenough,someofthehigher 97and98octane'Superunleaded' fuelsarestillethanol-free(butnot ShellVPower)andifyoucanobtain thesefuelsthentheyshouldbeOK touseinaRotax-poweredEuropa. TheproblemhereisthatthereisnoD.

LETTERS

indicationoftheethanol contentatpointofsale,andthe onlywaytofindoutifitcontains ethanolistotestit.TheCAA publishedatestmethodusing aphaseseparationtechnique, butthisisratherinexactatlow ethanolcontent.Alternatively,the 'Bluebottle'or'Bluebird'testkits availablefromAirworldUKgivean instantcolourchangeindication whenethanolispresent.Ibelieve thatConairSportsalsosellsa testkit.

EASAANDSIOBIA: Thesafety problemsnotedabovehavebeen thesubjectofanCASAresearch programmeknownasSIoBiA (safetyimplicationsofbio-fuels inaviation),whichhasbeenin progressoverthelastyear.This wascarriedoutbytheUniversity ofAachenunderthedirectionofan EASAsteeringcommittee,ofwhich Iwasamember.Thefinalreport willbeissuedverysoon,andLAA Engineeringwillbeusingthis reporttotrytocomeupwithsome mitigatingmeasuresandoperating procedurestoallowoperatorsto safelyusemogas.

ThefullSioBiAreportwillbe publishedviatheEASAwebsite, andwillbeover200pagesof 'interesting'reading.

Insummary,seekoutfueloutlets providingethanol-freefuel;use

higheroctanegradesiffoundtobe ethanol-free,andkeeptestingthe fueltomakesurethespecification doesnotchangewithoutnotice.Be patientandawaitfurtherdetails fromLAAonthepotentialforfuture useofmogasandthemeasures requiredtouseitsafety.

ENTHUSIASTSHELPUSTOHELPYOU!

Oneofthebigwantsformost enthusiastswithintheLAAisthe grantingoffullair-sideaccess atourmajorrally.TheLAARally thisyeartakesplacefrom3rdto 5thSeptember,againatSywell, Northants,andwillcarryonin asimilarfashiontothepopular SywellRevivaleventof2009. PlanningisunderwayforSywell AerodromeandMICAStoonce againprovideair-sideaccess,ina controlledandsafemanner,similar to2009.

Nowpicturethis,its2010-and youandpossiblyfellowenthusiasts havetravelledtoanairfieldand findthatentryisnotallowed.What canwedotomakeourlivesand thoseoftheairfieldswewantto visitsimplerandeasier?

Whatifweasenthusiasts,could useourMembershipcardasan formof"callingcard"tovisit ahangaroranairfield,andby presentingthecard,weshowthat

weareresponsibleenthusiastsand havebeenthroughabasicDo's andDon'tssession-wouldthatnot helptomakeourlivesandthose ofothersalittleeasier?.Whatdo youthinkandwhatotherideasdo youhave?

Windforwardintothefutureand anLAAenthusiast(indeedanyLAA member)arrivesatanairfieldand presentstheirLAAMembership cardtothetower,ortoanoperator andisallowedintoahangarto view,makenotesorphotograph. Onexittheyexpresstheirthanks andretrievetheirLAAWatch/ Membershipcardandgoandvisit thenextoperatororairfieldand thesameprocessisrepeated.

Airsideaccessatfly-insisa majorissueforenthusiasts.

Oristheresomethingelseat thetopofyourwishlistthatasan enthusiastyouwouldliketosee addressedasamatterofpriority? WithMKAS(MiltonKeynesAviation Societywww.mkas.net),thefirst enthusiastSocietyaffiliatedtothe LAA,andwithaseatontheNC, nowisthetimetoletusknowwhat youwantustodotomakeyour enjoymentofthewonderfulworld ofaviationevenbetter. Contactmeeitherbypostat 8BurrClose,Barton-Le-Clay, Bedford,MK454R7,orbye-mail atandre.faehndrich@ntlworld. comandletsworktogetherto makeithappen. AndreFoehndrichoftheMAAS

OBITUARY:DONALDELLISORE.1925-2009,byRosemarieMartin

DONALDEllis(Don)escaped thebondsofearthpeacefully on29December2009,after alongillnesswhichhebore withfortitude,stoicismand amazinggoodhumour.Hewas firstandforemostacommercial pilotdevotedtoaviation.He alsopilotedhovercraftallover theworlddemonstratingtheir successfulamphibiouscapabilities andwasappointed0.B.E.in1978 forhisworkwithTheBritish HovercraftCorporation. NotablyhewasCaptainofthe hovercraftSRN6onadangerous tripuptheAmazonwithMichael Bentinewhoinhisbook"The LongBananaSkin"referredto himwithrespectandwarmth. HedescribedDonasaFrancis Drake-likecharacterwhoseskill andquietcheerfulabilitywasthe verybestexampleofhowtocarry outadifficultjobperfectly.Healso mentionshowDonbecameagreat favouritewiththeCommanding GeneralBenavidesofPeru,who wasaccompanyingtheteam,and thattheGeneralsummedDonup perfectlywith"Esunhombre".

ThejourneystartedatIquitos, covered450milesandrequired negotiatingthePongode

Manseriche,therapidsthat hadclaimedsomanylivesfrom conventionalcraft.

"Donbroughtthehovercraft, completewiththedelighted General,throughthatmazeof swirlingwatersasthoughhewas drivingabus."

DonwasborninEastGrinstead on9May1925,theyoungestof fourbrothersandtwosisters. Inthatyearhisfamilymovedto theIsleofWight,andin1932 toHawkridgenearFolkestone. DuringthewarDonjoinedThe FleetAirArmandwassentto Canadawherehetrainedasapilot andwasawardedhis"Wings".

Duetoaseriousinjuryduringa basketballmatchhespentmany monthsinhospitalinCanada beforebeinginvalidedoutofthe service.Itwasoverayearbefore hewasdeclaredfitenoughto returntoBritaintohelpinthewar effort.

In1958DonreturnedtotheIsle ofWightandfoundedtheGliding ClubatSandown.Itwastherehe metwartimeATApilotandAirport CommandantMaryWilkins,who hemarriedin1961.Hisjoywas completewhenhepassedhis medicaltoflyaeroplanesagain

andfromthattimehebecamea commercialpilot.Hewentontofly manydifferentcraftincludinghis ownBASwallow.

HejoinedBritishHovercraft Corporation(BHC)in1965as CommanderPilotandInstructor. DuringhistimewithBHChe raisedtheprofileofhovercraft worldwide,andalsospenta concentratedperiodoftime inSaudiArabiamanagingthe promotionofsalesandthe provisionoftraining.

In1980Donreturnedtothe

al=11C7.

IsleofWightandbecameairport managerandpilotatSandown. Duringthistimehewasasked byRichardNobletoundertake thetestflyingfortheARV Super2,whichhedidwithhis characteristicenthusiasmand success.In1997hereluctantly retiredfromflyingduetoaformof leukaemiaandfailingeyesight.

Donwasalwayshappyand optimisticthroughouthislife.A gentlemantotheendheleaves hiswifeMary,towhomhewas devoted.

CRAFTSMANSHIPIN AVIATIONISNEVERLOST

ByJohnBeeswax

IThasbeenarguedthatthepresent dayLAAisthe'new'British aviationindustry.Thatmayormaynotbe true,butonethingiscertain-alotofhighly skilledcraftsmenonceemployedinthe Britishaircraftindustryarenowredundant Happily,theiraptitudeandexperienceis neverlost,andaperfectexampleofanewVan's RV-9AbuiltbyGwynneGrififthprovesthispoint Beautifullyconstructedfromabasickit(nota quick-build),thisnewaircraftrepresentsonly 18monthsworkbyanLAAmemberwhofellin lovewithaeroplaneswhenhewasaschoolboy inWales.Followingitsfinalassembly,thecream andredVan'swasrolledoutfromthehangar atRAFMona,Anglesey,foritsinitialcompass correctionswingtobegreetedwithadmiration fromtheLAAmemberspresentwhoknewthe carefulworkthathadgoneintobuildingit Afterleavingschoolat1.4,youngGwynne beganahard-wonapprenticeshipwiththe SaundersRoeAviationCompanyatBeaumaris, Anglesey,in1958.

Aftercompletinghisfive-yearapprenticeship, hecontinuedwiththecompanyuntilthe Beaumarisfactorywascloseddownin1964. Whilehehadbeenthere,hehadworkedon

AvroVulcanfuselagesectionsthatrequiredthe highstandardsofworkmanshipthatwasthe hallmarkofallBdtishproductsinthosedays. Afterthefactorydosure,Gwynnestudiedfor hisMerchantNavylicensesandbecamean EngineerOfficerontheSouthAmericanrununtil marriageandagrowingfamilypersuadedhimto quitthesea.Hehadacquiredafundofpractical engineeringandbusinessacumenandstarted acranehirebusiness,whichflourishedwith allthecivilconstructionindustryprojectsthat aboundedinNorthWalesinthosedays.

Onceestablished,andnowworkingback intheEli,Gwynnereturnedtohisfirstloveaviation.Helearnedtoflyin1976,goingsoloin justsevenhours.HavinggainedhisPPLhelost notimebuyinghisownaircraft,aBeagleTerrier, G-ARLR,whichhekeptatRAFMona,Anglesey. Itwasatthistimethathebecameawareofthe PFAanditstremendousadvantagestoanyone capableofbuildingormaintainingtheirown aircraftDespitelimitedfreetime,hebegan constructionofaRandRobinsonKR2andwas oneofthefoundermembersoftheNorthWales Strutin1982.Lackoftimeforcedhimtopart withthelittleRand,buthecompletedanAero DesignsPulsarin19924993.Poweredbythe-then revolutionarynewRotax912engine,hisPulsar, G-WYNS,couldexceeditsVNEinlevelflight,but onceagain,hiscrowdedbusinesslifeandlackof sparetimeforcedhimtoselltheaircraft

Duringtheensuing15yearsbeforehis retirementhestartedtwofurtherprojects,both Van'sRV-6Akitsandrevelledintheindulgence ofworldngwithsheetmetalagain.Thoughboth aircrafthadtobesoldasuncompletedprojects duetohiscontinuedlackofsparetime,they

werecompletedandareflyingwiththeirnew ownerstodayHowever,Gwynneneverstinted inhishelpfortheStrutandgaveseveralhandsonworkshoplecturesattherenownedRAF Mona'NissanHut'(offondmemory)topasson hisairframemetalworkskillstoStrutmembers. Inearly2008,andaftersellinghisvarious businesses,GwynneretiredandboughtaVan's RV-9A-abasickitneedingallofhisairframe rivetingexperience.Heconstructeditinhis 2oftx25ftgarageworkshopathishomeat Penmaenmawr,enjoyingeverylovingmoment Hisbiggestproblemwasstoringtheairframe componentsinthehouse-leftwingonthe landing,rightwinginthehalletc.Helaterrented additionalworkspacetogivehimmoreroom tocarryouttheimportantworkforwardofthe firewall.Eventuallytheairframecomponents werefinishedand,completewithitsbrand-new Lycoming0-320engine,itwastransportedto anaviationpaintspraycompanybeforebeing traileredtoRAFMonainSeptember2009for finalassembly.Allthepre-testflightPermitto FlyinspectionworkisbeingcarriedoutbyIAA's DruidPetrieofApacheAviation,Caernarfon. TosayGwynneGriffith'snewVan'sRV-9A, G-CFMC,isanexcellentexampleofaVan'sisan understatement-itisasnearperfectionasone canbe.Builtbyamastercraftsmanwholearned histradeduringtheheydayoftheBritishaircraft industry,itisajoytobehold.WewishGwynne manyhappyretirementyearsofflyingit

PIPER'S'FIRSTCLASS'CABIN

Wetendtotakeluxuryforgrantedthesedays -comfortableseats,heatedcockpitsandplush trim.Ofcourse,luxuryaircrafthavealwaysbeen available,butataprice.

Seventyyearsago,thePiperAircraft Corporation'smainproductionlineatitsnew

AVan'sRV9A,lovinglyconstructedbya

manwholearnthistradeduringtheBritish aircraftindustry'sheyday,isproofthat vitalskillswillneverdie

LockHavenfactorywasbuildingthelow-cost utilitytandem-seatPiperJ-3CubsatE250each. Theywereverybasicand,in1535,WilliamPiper authorisedhisengineeringteamtodesignand buildatwo-seatside-by-sidetouringversionof theCubthatpossessedgreatercomfortandjust ahintoftheluxurythattheAmericanpublic enjoyedintheirautomobiles.

Thesubsequentaircraftwasdesignatedthe .1-4Cub'Coupe'andtheprototypefirstflewin May1538.Limitednumbersofthej-4Coupe werebuiltuntilAmerica'sentryintoWorld WarTwoinlatetwitTheybecamepopularas touringaircraftandlatermodelsIJ-4M.powered bya75hpContinentalengine,hadalargeio5lb capacitybaggagecompartmentcombinedwitha rangeof460miles,includingreserves.

Today,theyaregreatlysoughtafter.Of onlysixontheBritishRegister,justthreeare airworthyandoperational.(Mythanksto PiperHistorianandtheVintagePiperAircraft Club's VPACNewseditorRogerPeperellforthis inforrnation4Itis,therefore,agreatprivilege tobeabletoseeoneofthesebeautifulvintage aircraftflying.

PaulandJosephineClarkeownPiper.1-4Cub CoupeG-BRBVandkeepitsafelyhangaredat theirfarmstripnearLampeter,Ceredigion. TheirCubCoupeisoneofthemosttravelled vintagePiperaircraftintheUKtoday,andthey visitmanyairshowsandfly-inseveryyear. Paulisanextremelycompetentpilot;heis instrumentratedandhasplanstobecomea missionarypilotworkinginAfricawhenfamily commitmentsperrnit.Inthemeantime,he andhislovelywifeJousetheirkijtoflytoany tinyfarmstripdestinationtokeepinprecision handlingpractice.AsfarasPaulisconcerned, themoredemandingtheterrain,thebetteritis tohonehispilotingskills.

TheirCoupewasbuiltatLockHavenin1520. Itsglossywhiteandorangecolourscheme complementsitssturdyconstructionand ruggedlysprungundercarriage.TheContinental A75-0enginegivestheaircraftsparkling take-offperformancecomparedwithits5ohp and65hppredecessors,andausefulcruising speedof56mph.

Despitetheindifferentsummerweather lastyear,PaulandJowereabletoattendthe DevonStrutfly-outtoLundyIsland,theVPAC PophameventandreturnhometoCeredigionin thesamedayt

AcloserlookattheCoupe'scockpitrevealsthe comfortfactorthatmakeslongflightsapleasure. Awideandcomfortablyupholsteredbenchseat runstheentirewidthofthecockpitTheview overthenoseisexcellent,allowingthepilot bettercontroloflandingsandtake-offsalong narrow,mownrunways-a'firstclass'cabinfor grass-strippilots.

TheinstrumentsaresimpleandPaul'sGPS isonhandtoprovidebackupguidancetothe normalmapreadingroutine.Incidentally,in 1541,theCubCoupewasoneofthefirstPipersto befittedwitharadioasafactoryoptionalextra. Usingshort-wavefrequencies,theRCAradios werebatterypowered-noelectricalgeneration systemwasavailable.

Withitslarge36ftwingspanandlow(4omph) stallingspeed,theCoupecouldsqueezeinto andoutofthesmallestofusablepasturesand achievedgrowingpopularityamongmany discerningAmericansportspilotbeforethe impendingwarputastoptoproduction.

Itsetatrendforpersonalprivateluxurytravel thatwastovanishuntilmanyyearslater.Weare indebtedtoPaulandJoClarkeandtheirfellow Piped-4CubCoupeownersforrestoringand flyingthesebeautifuloldaeroplanes.

Gleaminginthemidwintersunshine,thenew Van'sRV-9A,G-CFMC.Finalinspectionchecks andPermittoTestFlyaretobecompleted,but Gwynnehopestoflyitsoon. Photo:A.Cholkley.

PaulClarkeattendstopre-flightchecksofhis immaculatevintage1941PiperI-4ECubCoupe aftervisitingawell-knownNorthWales'grass airstrip. Photo:A.Cholkley.

.-

GwynneGriffithattendstosomeminordetailsin thecockpitofhisnewlyassembledVan'sRV-9A priortoitsroll-outfromRA'Mona'slargeand well-equippedhangar. Photo:A.Cholkley.

PaulandJoClarkeheadbacktotheirown airstripinCeredigion.ThePiperJ-4ECoupe hasasparklingtake-offcapabilitythankstoits ContinentalA75engine. Photo:A.Cholkley.

EFLEVAGROWSINSTATURE WITH15,000MEMBERSHIP

RogerHopkinson, PresidentoftheEuropeanFederationofLight ExperimentalandVintageAircraft,presentshis2009AnnualReport

2009 hasbeenanimportantyear intheprogressofEFLEVAandthe changingregulatoryenvironment TheFederationnowrepresentsthe interestsofutnationalorganisationswitha combinedmembershipofover15,000.These organisationsare:

IGO(Austria),EAA(CzechRepublic),EAA IDenmarkl,RSA(France),OUV!Germany),ILAS (Ireland-thisistheIrishLightAviationSociety,a recentamalgamationoftheSAACandtheCAAC), FCAP(Italy),NITSF(Norway),AAE(Portugal),AAE (Spain),EAA(Sweden),EAS(SwitzerlandLAA ILK)andFIAA(UK).

Wealsohaveastrongaffinityandcontactwith otherinternationalbodiesinourareaofaviation interest,includingtheEAAinUSAwith-170,00o members(3,000ofwhomareinEurope).

In2008,ourinitialworkintheExperimental andVintagecommissionswastounderstand theregulatoryarrangementsexistingamong ourmemberswithinEuropeandelsewhere anddevelopaknowledgebasethatwillensure, asexperts,thatwearestronglypositionedto beinvolvedanddirectlyinfluenceregulatory discussion,viaEuropeAirSports.Thatwork islargelycompleteandwehavebeenableto moveforward.

During 2009, therewerenotableeventson theregulatoryfrontandwerespondedwhen requiredtoimportantconsultationsthat affectedourinterests.TopicscoveredbyEASA NPAsduring2009included: ImplementingrulesforPilotLicensing FlightTesting AuthorityandOrganisationRequirements OperationalSuitabilityCertificates ImplementingrulesforAirOperations Compositestructures

Wecontinuetohaveourtechnicalexperts workingonEASAworkinggroupsand,through ourassociationwithEuropeAirSports,wehave representationonotherswherewehavean interestThesegobeyondimmediateregulation oneisonthesafetyimplicationsofbio-fuelsin aviation,forexample.Wehavealsodeveloped importantworldngrelationshipswithnational aviationauthoritiesandgovernmentofficials.

DuringDecember,theEFLEVAVicePresidents coveringeachofoursectorinterests(Light, Experimental,andVintageAircraft)together withourVicePresidentConsultationand myselfmetwithseniorEASAofficialsto reviewourpositioninthecurrentregulatory environmentAttheendofthemeeting,EFLEVA wascongratulatedasbeingbothprofessional andknowledgeable.

RECOGNITIONOFPROPORTIONATE REGULATION

Therehavebeenimportantchangesinthe directionofEASAduring2009.InFebrualy,the EuropeanParliamentissuedaresolutionon anagendafora'SustainableFutureinGeneral andBusinessAviation(2008/2134(INIly.This

'Itisvitalwekeep abreast,asregulatory changesoeasily hasunintended consequences'

developmentwassignificantlyinfluencedby EuropeAirSports.AParliamentresoluhon isanimportantstatementandthisonehasmuch toencourageus.Itrecognisestheimportanceof our,sector,theneedforproportionateregulation andsubsidarity,anditrecognisesourneedfor airspaceandaccesstoaerodromes.Wecannot expectthoseprinciplestobeimplemented withoutanyactivityonourpart,butitdoes,as aresolution,giveusagoodbasisonwhichto frameourargumentsandfightforourinterests. Thereisalsogrowthinthesafetyremit ofEASA,initiallyintoOperationsandPilot Licensing,andmorerecentlyintoAerodromes andAirTifficManagement,increasingtheir accountabilityandworkload.Wesawproposals designedforCommercialAirTransport potentiallybeingappliedtoourinterests,an unacceptablesituationthatweandEuropeAir Sportslobbiedagainst,sowewerepleasedto seeanEASAboardannouncementattheend ofpoopthatsaidthattheboardrecognisedthe "importanceofproportionateregulation,with specificreferencetogeneralaviation."Itwent ontosaytherewasa"commitmenttoalignthe Agency'sproposalsasfaraspossiblewithICAO SARPs,EU-OPs,andadoptedJARs,subjectto ensuringhighsafetyandregulatorystandards." Finally,therewasa"commitmenttopropose appropriatetransitionmeasures,"which impliesthatsuchtransitionmeasureswillbe consideredintheregulatolyproposals.

EUROPEANLIGHTAIRCRAFT

Thelong-awaitedCommonResponseDocument (CRD)fortheEuropeanLightAircraft(ELA) process,includingtheLightSportAircraft(LSA) specification,isscheduledtocomeoutby theendof_January.Thisisthenextstepinthe developmentoftheprocessforLightAircraftand particularlytheEuropeanLightSportAircraft, which-intheUSenvironment-existsinboth FactoryandExperimentalforms.

Youwillrecallthatwewerealsodirectly involvedthroughEuropeAirSportsandthe EASAMDM032worldngpartyintheproposals. Itisavitalpartofthefutureforsportsand recreationalflyingandwillhaverepercussions forusall.

ANNEXII

Avery/clearstatementwasmadethatthereis "nointentiontochangeAnnexIIasawhole, microlight,amateurbuild,etc."Somemightsee thisasastatementthattheywillnotbeaffected.

However,itisclearthatdespitethisstatement itisvitalwekeepabreastandinvolved,as regulatorychangesoeasilyhasunintended consequences,orindeedpresentspositive opportunities.

Wenotethatnationalaviationauthorities areincreasinglyfollowingtheEuropean/EASA policiesintheirdomesticregulation-including PermitstoFly,whicharesoimportanttoour amateurbuildandvintageinterests.Thisis underlinedbyanewEASAtaskplannedto startin 2010, calledBRmo,tolookattheELAii categoryandreviewtheopportunitytomodify basicregulationbyconsideringwhatmore couldbedoneusingcurrentlyunrecognised processes/meansofcompliance.Thisisvitalto ourinterests.

Ourvintagesectorisofparticularinterestas welookatthecurrentposition.Thissectoris NOTsimplythatasdefinedinAnnexII.EFLEVA vintageinterestsareoverseenbythewhole spectrumofailworthinessandoperational regulations,bothnationalandEuropean.The aircraftrangeisvast-fromaPouduCielviathe Ju52/3mtoaVulcanBomber.Thisrangeisvital tooursportandmustbekeptoperational.Some flywithafullEASACertificateofAirworthiness, othersEASArestrictedCertificateof AfiworthinessorevenEASAPtF,andverymany operatewithaspecificnationalcertification.

Similarly,operatinglimitationsandtailtory over-flightarrangementsvarywidely.Manyexist basedoncircumstanceswhereaninappropriate legal'CommercialOperations'definitionand implementationcouldeasilypreventflying.This iscurrentlyreceivingdetailedattentionthrough EuropeAirSports.

Wearemakingprogress.EFLEVAinvolvement hasspecificallyandfavourablyinfluencedthe EASAPermittoFlysystem,whichhasbeenof significantbenefittoVintageinterests.Much ofthiswasdiscussedwithEASAinourrecent meeting.Thedifficultnewsisthecomplexity, butthegoodnewsisthatEASAislisteningtous.

INTER-STATEFLIGHTS

Amatterofparticularconcerntoourmembers istheabilitytoflyunrestrictedacrossEurope. TheEuropeanCivilAviationConference(ECAC) RecommendationINT.Sud.(datedip82)states: "...thatMemberStatesaccepthome-builtaircraft withacertificateofairworthinessorapermit toflyissuedbyanothermemberState,toflyin theircountrywithoutanyrestrictionsotherthan thosestatedinthecertificateofairworthinessor permittofly."

Somestateshaveimplementedthis withautomaticfreemovement,othershave not,andthenationalpositionisnotalways dear.WehavediscussedthiswithECAC, anditssecretariatistoconductareviewofthe extenttowhichmemberstatesimplement thisrecommendation.Weseethisasthefirst stageinaskingforafullerimplementationof thisrecommendation.

DreamscometruefortheownersofanAcroSportandaPitts51%

IFYOUhaveanyprojectnewsyou'dliketo share,emailmeatableese@btinternetcom nrwritetomeat9TuristallGreen,Tunstall, Woodbridge,'Suffolk,IP12211.Alternatively, youcancallmeon098104366o2.

Thankstoallthosewhohavealready sentdetailsandphotographsoftheir VeepsfortheMarchissuewhenweshall becelebratingwhatwouldhavebeenthe lateBudEvans97thbirthday.Anddon't

DavidWard'sEAA/tyroSport 2 G-CCFX

AFIFIMOFNOVEMBERTOREALLYREMEMBER

IT wasasachildinthe1950sthat DavidWardfirstknewthatwhat hewantedtodomostwastoflya biplane-andnowhisdreamhas becomereality.

On5November,zoos),David's AcroSport2G-CCFXsuccessfully completeditsmaidenflight

fromWombletonairfieldinthe experthandsofCasSmith,CFIat FullSutton.

Cassaid,"Itisabeautifully constructedaeroplaneandlovely tofly.Thecontrolsarewellcoordinatedandatacruisespeedof uomphitflieshandsoffItstalled

• forgettheBudEvansCommemorative,' Fly-inatBreighton0117March:OrganiSer2; KeithWigglesworthhopestoattracteven/.V airworthyVPintheUKandextendsxri,',„4';/ invitationtopilotsofall.home4nulltKiferattr

'DaveboughttheplansfortheAcro Sport2in1988andhasspentmore than20yearsbuildingtheaircraft'

atthecorrectspeedwithout droppingawingandrecovered instantly.Todate,theweather hasbeenagainstcompletingthe airtestsbutithashadanhour-

and-a-halfofflightthatincludes fivetake-offsandlandings.Its maximumspeedisi8omph,with aclimbrateof 1,200fUrIlin."

Daveboughttheplansforthe

CLEAREDTOFLY

Adozennewaircraftwereclearedtofly duringDecember;theSportCruiserremains popularwiththreenewaxon?plestaking flight,closelyfollowedtwobraceofRVs,If you'reluckyenoughtohetheownerofone oftheseaircraftdosharethestoryofthe buildandthefirstflightbyemailingmeat ableese@btinternet.comorwritingtomeatg TunstallGreen,Tunstall,WoodbridgeWm 211. G-CFXNCZAWSPORTCRUISER 338-149032112/09 RUnderwood,2Chandlers Quay,Mahlon,CM9415andDBoyce,

36MaldonRoad,Burnham-On-Crouch, CMo8NS

>G-DOIGCZAWSPORTCRUISER 338-148594112/091 HowarthDoyle,46 HomewoodRoad,Manchester, /V1224DW > G-CFLIEUROPA249-131444/12/09 A&EBennett,39Westview,Parbold,Wigan, WN87NT

>G-EDDSCZAWSPORTCRUISER338-14660 14112/09EliBishop,16KingsLea,North Do(field,Selby,YO8sTU G-CETYRANSS6-ES204-1463414/12/09 JNorth,14MorriottsClose,Fahnersham, Bedford,MK437HD

>G-CFUAVANSRV-9A320-1410314/12/09 PJRoy,51RowlattDrive,St.Albans,411,34IVA andNAOnions,WindyRidge,DunmowRoad, NorthEnd,Dunmow,CM63.81

G-DOIG

.11

Afuel-injectedLycoming0-360-A4MisthepowerhousebehindtheAcro.Davidhasfinallymovedoutofthediningroomandintothecockpit!

AcroSport2in1988andhasspent morethan 20 yearsbuildingthe aircraftfromscratch.Hesaid,"I'm now66yearsoldandmywishto buildandflymyownaeroplane hasfinallycometrue."

David'sprojectbeganinhis diningroomwhereheconstructed thefirstwoodenwingribs.He progressedtothegaragesothathe mightaccommodatethefuselage, thelargestcomponentatrgtgin longwithaheightof61t.Thewings werebuiltasseparatesingleunits foreasytransportation,theupper spanbeing21ft.Hechosetodo everyaspectofthepracticalbuild himselfandsaid,"Ihadthegreat

privilegeofinitiallyhavingPFA InspectorDonHarkertnowretired) toguidemethroughit.Withouthis encouragementandknowledgeI don'tthinkIcouldhavecompleted thisproject.Forexample,he explainedthepracticaltechniques ofdrillingholesthroughthespars priortofittingthedragandanti dragwires."

Theaircraftispoweredbya Lycoming0-36o-A4M,converted tofuelinjectionwithaPrecision AirmotiveSilverHawkExInjection kit.ItisalsofittedwithaChristen Invertedoilsystemandawooden propellermadebyChrisLodge. Theriggingwascompleted

"I'mnow66yearsoldandmywish tobuildandflymyownaeroplane hasfinallycometrue"

BenChester-MasterT51Mustang AWINTER'SDEADLINE

IAM220hoursintoaTitan

T51Mustangbuild.Thisisthe onlyexampleofa'standard' 'ratherthanfast-buildkit)in Europe.

ItisintendedthattheTitan willbeaSuzukiV6-powered version-whichisnotcertified bytheLAAatpresent-with 'beefy'undercarriageandan Stanprop.

ThesuccessworldwideoftheV6 powerplanthopefullybodeswell

>G-CFSBTECNAMP2002-11GSIERRA

alongwith,ofcourse,thevital assistanceofLAAEngineering andEuroAviation,theUK importers.

Ihavebeenimpressedby Titan'scomponentquality, supportandpracticalapproach, andIaimtohavetheT51builtby theendofnextwinter.

CONTACTS

BenChester - Master E:bencmoster@btconnertcom

withthehelpofDavid'sson, Gavin,usingadigitalspiritlevel, afishingscale,anda'goodear' asrecommendedbyaWorldWar Onebiplaneriggerwhocame tolookattheaircraftduringits construction.

Theaircraftisnowbasedat BagbyAirfield.Beforeitwas transferredfromWombleton, Davidtookhisfirstrideinthe frontseatwhichhedescribed as"betterthananythingIcould everhaveimagined."Henow intendstofocushisenergieson completinghisPPL;hissonGavin, aflyinginstructoratNewcastle Airport,willbeteachinghim. David'swifeJansaid, "I am ventproudofhisachievement increatingsuchabeautiful aeroplaneandalsoforpersevering oversuchalongtimewhenmany wouldhavegivenup."

Davidsaidthathisfamily

andfriendshadconsistently encouragedhimtocompletehis aeroplaneandhepaidtribute tohiswifeforhersupport.He alsothankedMarkGoldring whotookoverkomDonashis LAAInspectorandhefondly rememberedSpencer,hisloyal labrador,whospenthundreds ofhoursinthegaragekeeping hi01conipatmyover 12 yearsofthe build.Sadly,hediedbeforethe maidenflightFinally,hewould liketothankthestaffattheLAA fortheirsupport David,aretiredartlecturer,now usestechniqueshemastered duringthebuildtocreatelarge 3Dariworksbyweldingtogether tubularsteelstructures,whichare thencoveredinpolyesterfabric andsprayed. Thereisavideoofthemaiden flightat www.youtube.com/ watch?0=3WbquD060-4

BenintendstofitaSuzukiV6inhisTitan,andbeflyingbyspring2011.

>G-BUDSRAND1/11-2129-1093724/12/09 >G-TICHTAYLORTITCH060-3213 733A-1486414/12/09 PGGale,Fitzroy DWMunday,15RowcroftClose, 24112109 RDayitt,81BothRoad, Farm,Brotton,Westbury,BAlyGRP. AshVale,Aldershot,G1112.ALH. Thatcham,BerkshireRa93BD. PHOTONIGELHITCHNIAN PHOTODONHEWINS >G-CCFXACROSPORT23/11/09

G-CFSB

>PROJECTNEWS:SPECIALREPORT

011yElmer'sPittsSiSeG-MI1GG ETJUSTSORTOFGREW!

IGAINEDmyPilot'sLicencein

October2003and,whenIhadmo hoursinmylogbook,Idecided thatIwasreadyforaPitts-the solereasonIhadlearnttoflyinthe firstplace.IboughtmyPittsSiSela factoryBISIdt)G-MAGGon16April, 2005,andIhaveneverregretteda forasecond.

'MaggwasbuiltbyGeoff MastertonforRichardPickin in1983.Thereasonforthe registrationG-MAGGisthat Richard'swife'snameisMaggie who,asanairstewardessatthe time,broughtbackmanyofthe partsfromtheStates.

She(thePittsthatis)hasfactory SITwingswithsymmetrical

ailerons,alargerrudder,aileron fencesandspades,sprunggear. Haighlothabletailwheel,servoassistedelevator,tailbracesand awidenedfirewalltostreamline thecowlings.

Themotorisamodified Lycoming0-360A4Awitha forward-facingfuelinjectorunit andacrossover4intotexhaust Richardownedtheaircraftfor fiveyearsandsoldherontoColin Boardmanin1988.Heownedher forthefollowing17yearsuntilI madethepurchasein2005.

Onlytwocarefulownersbefore me-neverraced,ralliedor over-revved!

I'vecurrentlygotapproximately

395flightsinMaggandIstillfeel thesamelevelofexcitementas thedayIfirstboughther. Somehowshehasbecomea memberofthefamily. Icompetedinacrobaticevents during2005andnoon,gaininga coupleofsecondplaces,buthave notcompetedrecentlydueto workcommitments.

InMay2008,Iwassignedoff formyDisplayAuthorisation andfeltthatIhadworkedhard togetit.ItwasafeelingthatI cannotdescribe.Iwassigned offMrIntermediateDisplay AerobaticswithLomcovak manoeuvres.Perfect.

Iwaskindlygivenaslotatthe OldBuckenhamAirShowinJune 2008andeverythingwaslooking great.Iputinahugeamountof

practice.Nervesandadrenalin wererunninghigh. Ichangetheoilevery15hours; Ifigureit'sasmallpricetopay tolookafteramotor.Theoil haddonephourssincethelast change,butIthoughtthata changebeforetheairshowwould beprudent.Itgivesyoupeaceof mindwithaerobaticswhenyou knowthattheoilisclean. Twodaysbeforetheshow,I droppedtheoilonlytofindthe worstaluminiumcontamination Icouldhaveimagined. Devastationisnotthewordforit ShouldIchangetheoilanddo onemoreflightfortheairshow? Hardlyanoptionatall,soIpulled thecylindersoffandtherewas theoffendingpart-apistonpin endcaphadstartedtobreak

>G-CFYDAEROPRART1122-LFOXBAT 317A-1475o15/32/09 APFenn,ByeCrass Farm,Hereford,HR2441

>G- RINZVANSRV- 7323 - 1398215/12/09 PChaplin, 43ChurchStreet,Ridgmont,Bedford,11I1(43oTZ

>G- CGARACROSPORT2072A - 1425523/12/09 PDSibbons,84Kingsway,Duxford, Cambridge,CH24QN

NLW PHOI1ECTS

FIVE:shiny,newprojectshovebeenregistered thistimeround.Wewishthebuildersevery

successandlookforwardtofollowingtheir upsanddowns.

Pyou'report-waythroughaprojectyou canemailmeatableese@banternetcomto keepeveryoneup-to-datewithyourprogress -itmightevenbethemotivationyouneed totrudgethroughthesnowtothatchilly workshop!Itdoesn'tmatterwhatstageyou're at,whetheryou'vejustcoveredyourfirst-ever aileronoryou'vefinishedyourlatestwarbird rebuild,dropmealineatgTunstallGreen, Tunstall,Woodbridge,Suffolk,IP12211.Oh,and pleaseremembertotakesomephotographs!

Thetypenumber338Ahasbeenallocated10 aCSASportCruiserprojecttrialexamplefrom thenewUKagent(asopposedtothetype338 forthebuildssuppliedbySpriteAviation).This isaone-offprojectregistrationwhilethekitis beingevaluated.

> 3381144955CSASPORTCRUISER

PdPLhermette,MaytreeCottage,Highstead Lane,Chislet,Pent,CT34LX

>33oA- 14953PIONEERHAWN

RDoughton,VVoodscombeForm,Nomansland, KrTiverton,Devon,EX168NT

>333-3/4952TECNAMSIERRA

up.Interestingly,therewasno damagetothepistonorboreat all.ShouldIjustchangethepiston pin,re-assemblewithcleanoil andflytheshow?No.Iwould neverhavethesamefeeling oftotalconfidencethatyouso desperatelyneedinanaeroplane. Mywifehassupportedmewaytoo muchformetoletherdownby takinganunnecessaryrisk.

IphonedOldBuckontheway backfromthestriptoletthem know;theycouldnothavebeen moreunderstanding,butIstill feltreallybadlythatIhadlet themdown.

Soitwasoutoftheairin_June 2008andbackintotheairin Septemberwithalovelyzerotimed10-360,thebankaccount somewhatlighter.

Restoredandin flyingcolours!011y wantednothingbut thebestforhisPitts.

Whilethemotorwasawaiting parts,Idecidedthatitwould beprudenttorestoretheentire firewallforward.Imadeanew stainlessfirewallandhadthe enginemountcracktestedand resprayed.Allinvertedsystems wereinspectedandreassembled. Thehoseshadallalreadybeen done,soitwasmostlyaclean-up operationwhilereplacingallthe nutsandbolts,etc.

Beforetheproblemswith themotor,Maggwasbooked inmid-Novembertohaveher bottomwingsrecoveredbyRoger Burrows.Myplanwastogradually restoreheroverthenextthree years,bottomwingsfirst,thentop, andthentherestoftheairframe. Therewasnospecificreasonfor therestorationexceptforthefact thatshewaszfiyearsoldandstill inheroriginallivery-atestament tohowwellshehadbeenbuilt Butshewasstartingtolookher age.Thetopwinghadneverbeen openedupforinspection,there wassoniccrackinginthedopeon thelowerR/Hwingwherethere hadbeenareactionveryearlyon, andsonicoftheribstitchingwas startingtofail.Duetothespendon themotorthiswasallputonhold. Theproblemisthatonceyou've hadaplan,it'shardtogetitout ofyourhead.TocutalongMAN; short,mywifesaidthatsinceMagg wasamemberofthefamily,we shouldstillgoaheadanddothe lowerwings.Backonthephone If)RBandshewasbookedinfor JanuaryDoor).

RogerDoggitwasthemanfor thepaintasIhadheardnothing butgoodreportsand,musicto myears,hewaskeentokeepher weightdown.Fortunately,both menarereasonablylocaltome; RBiszomilesawayinWattonandRD ziomilesawaynearPrioryFarm. Thenmymindstartedtowork overtime.IfI'mdoingthebottom wings,whynotdothetopones? Surelythatwouldbewise?ThenI coulddothefuselagenextwinter. Agoodplan.Whilethewings wereoff,I'drestoretheseatback forward,andthenI'donlyhave thebackendtodoandthewings won'tneedtocomeoffagain. MaybeIshoulddothetailplane

DBurton, 23 PorkClose,Coldean,Brighton, EastSussex,BAn9111

>315B-1495thEROTECHNIKEV-97BEUROSTARSL AWoolley,408BroxtoweLane,Nottingham, 111G8fiND

>329-14954SILENCETWISTER

Nameandaddresswithheld

CATCHINGUP

>RIT-7G-RVTT

AndyPhillips'RV-7G-RVTTfromlastmonthin theClearedtoHysection.SeenhereatPopham

_.diffsf4

Withthewingsoff,011ydecidedtodotherestorationallinonego.

Adeterioratingpistonpinintheoldenginelead011ytoputinanI0•360.

neproniein .. IS conceieqe,_ Obsessive

surfacesaswell;oh,andtherudder. Youcanseewhereitwasgoing, can'tyou?Back On thephone tothetwoRog'sandaftermuch grovelling,theybothagreedtothe additionalwork;RBwasgoingto recovertheentireairframeandRD wasbookedforthepaint.Ibanked onathree-monthprojectwith medoingthestripdown,general restorationandre-assembly. TheproblemisthatwhereMagg isconcerned,I'mtoldthatIhave ObsessiveCompulsiveDisorder. Workstartedinmid-Feb2009 andIwasworkingztoto3ohours perweekatmyproperjob,and aboutziohoursperweekonMagg. Iftherebuildwastobedonethen

onNewYear'sDay.PHOTONIGELPITCHMAN >JodelTh4oG-JRME NigelHitchmancoveredtheconstructionof G-RV

shehadtobebetterthannewand hopefullythebestPittsoutthere. SoIdismantledtheairframe backtonothing,rightbacktoits originalkitformallthoseyears agoandbasicallystartedagain. RBfoundnoproblemswiththe woodenstructures-acouple ofminorgluejointsandhe commentedthatthebuildquality wassecondtonone.Onehuge sighofrelief.Therewereafew corrosionwormsonthefuselage tubing,allofwhichweredressed out,butshewouldhaveflown anotherzoyearswithoutproblem. RBhadthewingsallfinished andreadyforpaintwithinthree weeksandImanagedtogetthe

AndyWood'sJade!Di4oacoupleoftimesover theyearsanditfirstflewhackinSeptemberIt ispicturedherevisitingBreighton. G-GGFX

Sirk

>PROJECTNEWS:SPECIALREPORT

fuselagestripped,inspected, gritted,repaintedandassembled readyforcoveringbythetime hewasreadyformetopickup thewings.Iwasluckythatthere wasnotalotofassemblytodo toenablethefuselagetobe recovered.Thefuselageandthe tailassemblieswerealldone withinanothertwoweeks.Things werelookinggood.

Ineverrealisedjusthowmany individualcomponentsthereare inalittlePitts;itmustbeknocking onforjustshortofamillion.Still, eveiythingwasprettymuchon target-exceptforthefactthat thepaintbriefIgaveRDwas goingtobetricky,verytricky.It tookforever,eventhoughIwas constantlydowntheretrying tohelpwiththemaskingand

workingoutwheretolayall thelines.Magghasnostickers anywhere.

Allthelinesaretapering,andthe painthastoaddminimalweight butthefinishhadtobeasgood asanyAstonMartin.Thepanels werealltobepaintedindividually sothattherewasnooversprayon theinside,whichmeantcountless assemblyanddisassembly.Idon't knowhowRogcoped,buthe did;hevieweditasachallengeto makeitthebestaircrafthe'dever painted.IhavetosaythatIthink hesucceeded.Hecertainlyisgood withaspraygtm.HiswifeTina mademesandwicheswheneverI wasthere.Allinall,agreatset-up.

Maggwentintotheworkshop inmid-FebruaryDawithfrost ontheground,andre-emerged

C.essentiallybrandnewsix monthslater,justastheleaves werestartingtofall.Shetool< meapproximately900hoursto restore,inadditiontohowlong ittookthetwoRog'stodotheir bit,Abigjob.Thereweretimes whenIreallyfeltdespondentas deadlinesthatIhadsetmyself wereconsistentlymissed,butif youaregoingtodoajob,it'sgotto bedonewell.Youhavetohitthe jobhardandkeepfocusedonwhy you'redoingitinthefirstplacethepureloveofflying. Maggnowweighsinat824Ib empty(withoilandunusable fuel),cruisesat'bumphandwill do-fflomphstraightandlevel. Shehasastarter,GPS,radio andsmokesystemso,allthings considered,isaverylightPitts.If youloseallthecreaturecomforts andworkoutthemaths,you'd belookingata25o1bPitts,butI liketheturnkeyoperationtoo much.I'veclockedupzohours onthemotorandapproxiohours ontheairframe.Theriggingisall

adjustedandsheisflyingbetter thanever.IfIcouldrewindtime,I wouldstillbuytheaircraft,I'dstill rebuilditandwouldnotchange anything.Isetouttomakeherone ofthebestintheUK,andIliketo thinkthatIhaveachievedthat. Myheart-feltthanksgotoJaney (mylongsuffering,understanding wire),RogerDoggitforthepaint, RogerBurrowsforthefabric, TimHarrisforhishelpwiththe fuselage,JamesMilne(myLAA Inspector),TimBishopforthe hangarage,AlistairMilneforthe constantuseofhistrailer,Paul BennettandJohnAllanforthe photos,JasonMatthewsforthe hoursspentinfrontofacomputer helpingmesortoutthecolour scheme,andtoallmyfriends whowonderedwhereIhad disappearedtoforsixmonths. Neverletyourfearsstandinthe wayofyourdreams.

CONTACTS

011yElmer W:www.elmers.co.uk

THEPLANESINSPAIN

RallyFlyingisacompetitionfor'ordinary'pilotsinvolving bothnavigationandflyingskills..,andthere'saworld championship! HowardCox reportsfromthe2009event

7THEUROPEANRALLYFLYING CHAMPIONSHIP.CASTELLONDE LAPLANA,SPAIN.6-13SEPT2009

ONEofthegreatjoysofflyingyourself abroadisthatyougettovisitout-of-the-way placesandmeetthelocals,somethingthat yourfellowcountrymenwhohavebeen 'bussed'inonapackageholidayorlow-cost airlineseldomdo.

However,thesedaysyourentryintoFrance willmoreihanlikelybeaffectedbythe low-costcarriers,assomanyofthecustoms airfieldshavebeenincorporatedintothe Ryanair,EasyjetorFlybenetworks.Sadly,

undertheinfluenceoftheseairlines,what oncewerepleasantrefuellingstopshave becomesoullessplacesthatyoujustvisitoutof necessityasyoucomplywiththeregulations. Withthisinmindwhenplanningourroute toandfromtheSpanishcityofCastellonde

'Ithoughtwemight

avoidlandingatany frenchairport...butour planswerethwarted'

laPlanaforthe7thEuropeanRallyFlying Championships,ChrisBarnesandIthought wemightavoidlandingatanyFrenchairport asChris'GlastarG-CBARhadtherangeto over-flyFranceifweloadedfullfuelinthe ChannelIslandsandheadedforSanSebastian. Alast-minutecheckofNotamandourplans werethwartedwhenwediscoveredthatthe airportwasbeingrefurbishedandwasclosed tovisitingGAtraffic.

TheEnglishsummeralsoinfluenced ourplansandcalledforanearlygetaway onWednesday2September,aheadofan approachingstorm.Chrispickedmeupfrom Eggesfordafteralast-minutepanicwhenhe

Turningbaseover thegolfclubandhoteLs forCastellon.

Evidenceofvisitorsfromspace?No,justlookingdownattheirrigatedfieldsoftheEbroValley.

CastellonAirfield-bathing,tapasbarsandflying.Whatmorecouldyouwantfromacompetition? foundaflatmainwheel.FirststopwasJersey, then,aftersomeheadscratchingoverthe weatherandnumbercrunching,weplumped afueltop-upstopatLaRochelleandalong thirdstagedirecttoCastellon.

TheroutefromLaRochelletookusalongthe Biscaycoastline,atonepointpassingsome massivesanddunes,thenalongclimbto clearthewesternendofthePyrenees.Once acrosstheSpanishbordertheheathazeof Franceclearedgivingussomespectacular viewsofrangeafterrangeofrocky,aridhills interspersedwithfertilevalleyswithirregular fieldpatterns.

Furtheron,ourroutefollowedtheriverEbro wherethefarmingwasfarmoreindustrialised withmassivecircularirrigatedfields.Then,for thefinalhalf-an-hour,wewerebackoverhigh groundaswecrossedthemountainrangethat borderstheMediterraneancoastline.

Inthelast3oyears,Castellon,whichlies aboutfivemilesinland,hasgrownfroma smallruraltownintoamajorproducerof ceramictiles,andisnowasprawlingmassof industrialestatesandapartmentblocks,not thesortofplacethatwouldfeatureonanytour

guide'slistofplacestovisitFortunately,50 yearsago,theCastellonAeroclubsitedtheir airfieldwellawayfromthecityandclosetothe seainanareathatisnowpopularasaresort forSpanishholidaymakers;idealForvisiting pilotsastherearetwohotelswithinwalking distance,andforrefreshments,afteraswim, somebeachsidetapasbars.

CRAZYIDEAS

'ThiswasmysecondvisittoCastellonforaRally FlyingChampionship.Thefirstoccasionwas in1986atatimewhentheFAIallowedthehost nationtodevisetherules.AlthoughIhada greattime,theruleshadsomecrazyideaswith aircraftdispatchedattwominuteintervals withonlythegeneraldirectionofthestarting

'Therearetwohotelsin walkingdistanceand forrefreshments,aftera swim,beachsidetapas'

pointgiveninadvance.Thenavigator receivedtheflightinstructionsiwominutes beforetake-offand,asaresult,aircraftwere goinginalldirections.Sinceeachturning pointhadtobephotographedatlowleveland withsomeinvalleysandothersonmountain tops,itwasallratherchaotic.Sincethose days,acommitteeoftheFAIGeneralAviation Commissionhascompiledasetofstandard rulestoimprovesafety.

Theessenceofthemodernnilebook isforcompetingteams,ofpilotandnavigator, toplotandaccuratelyflyamulti-legged routeusingthewritteninstructionsthat areprovidedbetween15and30minutes beforetake-oft

AccurateLat/Longs,ordistancesand bearings,aregiventoplotthepositionof turningpointsandETAsaregiventothe nearestsecondforthecompetitor'sdeclared groundspeed.

Theinstructionpackalsocontainsasheaf ofen-routephototargetsandasetofturning pointphotographs;however,someofthe turningpointpictureswillbefalse.The organiserscanaddinafewlittletricksby

>NAVIGATIONCOMPETITION

havingcurvedtracksortracksfollowing asignificantfeature,andtheymayalso withholdthedetailsofasectionofaroutein asealedenvelopethatcanonlybeopened afterpassingaparticularturningpoint.Two envelopesareincludedintheinstructionpack marked'CorrectandIncorrect'.Itisuptothe crewtodecideifthepictureisrightorwrong andopeningthewrongenvelopeincursextra penaltypoints.Thereisalwaysaspotlanding tobemadeonreturningtotheairfieldand somedmesanintermediatespotlandingcan bemadeelsewhere.

WhileIwasrepresentingtheFA1onjury duties,ourtwoteams,ChrisBarneswith MartinReynoldsandRodneyBloiswithPaul Srniddy,and30othersfromalloverEurope tackledtheSpanishcountrysideoftheCosta

Azahar.Theroutesflownhadamixoflowlevellegsnearthecoastlineandalongvarious dried-uprivervalleys,butmostoftheinland trackswereoverthemountainsthatarethe majorfeatureoftheregion.

SincethepreviousChampionships,muchof thecoastalplaintothesouthoftheairfieldhas beenswallowedupbyCastellon,whiletothe norththeoldseasidevillagesofBenicassim andPeniscolahavemushroomedandlook justlike'bucketandspade'destinationswith high-riseapartmentsandhotels.Toaugment afeelingthattheareawillsoonbejustlike theotherCostas,theregionisbuildingits owninternationalairportafewmilesinland fromwherewewerebased.Therehadbeen talkthattherewouldhavebeenachanceto usethepristinerunwayforanintermediate

Theorganisersmaywithholddetailsofasection ofarouteinasealedenvelopethatcanonlybe openedafterpassingaparticularturningpoint'

BackatEggesford beforesunset,intime forjamsandwichesand lashingsofgingerbeer.

spotlandingtest,butsomeonehighupin officialdomwithnosenseofadventuregot windoftheideaandsaidno.

FIRE - FIGHTING

Forthefirstfewdays,thetemperaturessoared, andalthoughitwasveryhotonboardthere waslittleturbulenceorthermicactivityinthe mountainstocauseanyproblemsontraining flights.Evenwhentheresidentfire-fighting aircrafttacklingabushfireflewinandoutof thefieldalloneafternoonuntilsunset,pilots werefreetogooutandtrainwheneverthey chose.However,justwhenthebulkofthe competitorsarrived,theheatwavebroke,the mountainsdisappearedintocloudandso preventedmanyfromgettingtogripswiththe mapsbeforethecompetitionstarted.

JesusMas,thechampionshipdirector,had attheoutsetplannedthatthischampionship wouldhaveminimalpomporneedless displaysattheofficialfunctions.Boththe openingandclosingceremonieswouldbe heldontheairfieldwithjustafewspeeches andflagraisingtostarttheevent,andwhen

itcametotheclosingnight,theemphasis wouldbeinpresentingtheprizes;bothwould haveanoutdoordinnerprovidedbyaLocal restaurantFearingthattheopeningdowould bespoiltbyrain,thedinnerwasmovedto theirpremises,butunfortunately,onthefinal day,justastheclosingceremonywasdueto start,theskyblackenedanditpouredwithrain curtailingtheprizegivingaseveryonerushed tofindcover.

Foralmost30years,Polandhasdominated thetwosportsofRallyandPrecisionFlying, inpartduetothenaturalskilloftheirpilots, butalsobecausetheyhavefundingforsport flying.Quiterecently,theFrenchGovernment earmarkedtaxationleviedongamblingto bechannelledintosportand,unliketheUK, poweredflightisincluded.Theresultofthis largessisthatFrancenowhasabroadbaseof pilotsflyingincompetitions,heitaerobaticsor thesenavigationaldisciplines.

AtonestageinthisChampionship,itdidlook asthoughthehostnationmighthaveateam inthemedals,butintheendtheindividual goldmedalwenttotheFrenchcrewofJulien

MASTERMAP-STAGEC 7thE.R.F.C.Castelkin2009

MastermapofStageCshowingrouteandlocationofphotographictargets;theairfieldisontherighthandsidetowardsthebottom.Thisroutetookthecrewsintosomeofthehigherpartsoftheregion.

CheriouxandDavidLeGentil,withPolish crewstakingthesilverandbronze,andPoland takingtheteamprize,withFrancesecondand Spainthird.OurGreatBritainteamwasplaced 5thwithindividual16thplaceforChrisBarnes andMartinReynolds,and34thforRodney BloisandPaulSmiddy.

TheseFMchampionshipsarenotjust aboutwhocollectsthemedalsthough,they arefarmoretodowiththecamaraderieof pilotsgatheringforacommonpurpose. Someteams,suchasthosefromRussia,Cyprus andAustria,flewin011commercialflights andhiredlocally;othersbroughttheirown planesandhadstoriestotelloftheirtripto reachCastellon.Themostadventurouswas thejourneymadebytheIsraeliteamof RegevandZakladinaValentinTaifonriE motorglider.Itwasnotjustthelongdistance thatmadethisanepicjourney,buttheyhad toovercomeallsortsofman-madepaperwork obstaclesthathinderfreeflightoverthe easternsideoftheMediterranean.

OurownflighthomeonStmday13September wasaccomplishedbeforesunsetLoaded

withfullfuelandbaggagewewereawayfrom Castellonwhileitwasstillcool,althoughit didrequireanorbittogainheighttoclear thealoofthillsafewmilesfromtheairport Ourplanwastotakethedirecttrackoverthe PyreneestoBergerac,providedthemountains wereclearofcloudandthattheplanewould behappyatio,000ft.

Asitturnedout,wehadnotroublein gettingclosetott000ftandinthemainthe mountainswereclearofcloudandsafefor aVFRcrossing.BergeraconahotSunday afternoonwassomewhatdead,withonlya Flybeflight,RodneyandCelesteBloisintheir Cessna172andourselvesdisturbingthepeace. FromBergerac,wecontinuednorthtorefuel onGuernsey,andthenChrisdroppedmeoff atEggesfordbeforeheadingeastwardsto Hampshire.

Forzolo,theWorldRallyFlying ChampionshipistobeheldinSlovakiaand therearestillplacesavailableintheUKteam. Ifyouenjoyflyingabroadandfancytaking onanewchallenge,contact chairman@ rallyflyingclub.orgwww.rallyflyingclub.org

Stage

re..cs"

CP08'

CP66

D LINGWITH ENGINEFAILURE

Enginefailureisrare,than<fully,butdoeshappenso pilotsshouldbeprepared. JonCooke advises

FLYINGisgreatfun,butbrings withitaneedforthepilotto maintaingoodpracticeinall generalhandingmanoeuvres.It istooeasytoassumeyouraircraftisgoing toperformthewayithasforthelastfew hundredhours,forgettingtherisks.Buthow oftendoyouaskyourself,"Whatif?"

Whatiftheenginefailsshortlyaftertake-off? Whatifyouareflyingen-route,andtheengine startstomisfire?Whatifyouaredownwindin thecircuitandyourenginefails?

Therearemanywaysinwhichanengine failurewillmanifestitself,butitisunlikely tobeasuddenandimmediatefailure. Thepilotshouldbepreparedtorespond withtheappropriateactionsatanypoint duringtheflight.

Separatingthescenariosintoeitheran enginefailureaftertake-oftorenginefailure duringthecruisewillassistinexplaining currentrecommendedprocedures.However, itmustbeappreciatedthatitwillbenecessary toassesswhatactionsarerequiredforeach individualcase.Thereareanumberof variablesthatmeanyouwillhavetodecide exactlywhattodoontheday.

ENGINEFAILUREAFTERTAKE-OFF

Priortotake-off,thepilotshouldself-briefon theaircraftsbestglidespeedandthewind direction,togetherwithvitalactionsinthe eventofanenginefailure.Thiswillreducethe timerequiredtoperformthosevitalactions shouldtheybecomenecessary,releasingvital extracapacitytodealwiththeemergency. Ifitisyourhomeairstrip,Irecommendyou becomefamiliarwithfieldsonthedeparture trackthatmaybesuitabletolandin,inthe eventthatyouneedto.

Shouldtheenginefailshortlyaftertake-off, thepilotmustcontinuetoflytheaircraftasa firstpriority.Thismeansimmediatelypitching toadoptthebestglidespeed.Pleasenotethat inaircrafttypeswithgoodclimbperformance, thismayrequireasignificantpitchchangefrom theclimbingattitude.

Maintainingflyingspeedwillpreventthe aircraftfromstallingand/orspinning,and isyourbestchanceofsurvival.Avoidthe temptationtostartanalysingtheproblemat thisstage-pitchfortheglidespeedandtrim. Remember,flytheaircraft! LandingareaselectionwasdiscussedinPete! Harvey'sarticleinNovember;yourheight willdeterminehowmuchchoiceisavailable, togetherwithhowmuchtimethereistomake thatchoice.Afieldaheadortothesideofthe nosewillgenerallyprovidethebestoption 26 LIGHTAVIATIONI-F.RRLIARY20I(11

intermsofpilotworldoadandassessmentof glideangle.Ifthereisasignificantcrosswind, alsolookintowindforasuitablefield.

Carryoutitemsfrommemoryfromthe checklistasandwhenyouhaveLime.For single-engineaircraft,Itendtouseaflow patternbarnright-to-leftorleft-to-right dependingontheaircraftforimmediate actions,whichtakesinitemssuchasbel, mixture,throttle,carburettorheat,magnetos andmasterswitch,backingthatupwiththe checklistwhentimepermits.

Whenwasthelasttimeyoupracticedan EngineFailureafterTake-Off?Ihaveincludeda 'RecordofRevision'toplaceintoyourlicence, whichisprintedelsewhereinthismagazineuseittorecordwhenyouhavepracticedthese essentialrevisionitems.

Le.rearemanyways in whichanengine failurewillmanifest iseif butitisunlikely to be asuddenand immediatefailure'

ENGINEFAILUREDURINGCRUISE

Duringinitialtrainingforyourpilot'slicence, youaretaughtanumberofexercises,sonle ofwhichareusedeveryflightandpracticed regularly,andsomeofwhichareonlyrequired inanemergency.Asaqualifiedpilot,regular practiceofemergenciesbecomesyour responsibility.Yourchancesofsurvival intheeventofarealcrisisintheairwill greatlyincreasewithpracticeindealingwith differentscenarios.

Exercise16inthePPLSyllabusisForced LandingWithoutPower.Ihaveincludedacopy ofasamplePPLbriefprovidedforinstnictors in'InstructionalTechniquesfortheFlight Instructor'.Thisformsthebasisofaknown sequencetoperformintheunlikelyeventofan enginefailure,whichwillproducesuccessful resultseverytimeifpracticedregularly.

Intheeventofanenginefailureduringthe cruise,youraimultimatelyistosurvive!That said,theaimoftheexerciseistoflyaforced landingpatternwithoutpower.

Assumethatouraircraftisinthecruise.All iswell,andyouhavejustperformedyour en-routechecks.Theenginemissesabeatand youlookiiitocheckthetemperaturesand pressures.Itisthenthattheengineproblem

causesthewholeairframetovibratebefore itfailscompletely.Whatnext?

Intheeventofarealenginefailure,the temptationistostartdealingwiththe engineproblem,sinceitislikelytomanifest itselfasapartialenginefailureinthefirst instance.Remember,flytheaircraft!Adopt thebestglidespeedforyouraircraft-this willprovidethebestglideangleinmost cases.Ensuretheaircraftisproperlytrimmed inpitch,asthiswillsignificantlyreduce yourworkload.

Selectafieldnext-thefiveSsaretaughtto assistPPLstudentswithfieldselection-size, shape,slope,surfaceandsurroundings.You canpracticefieldselectiononanyflight: considerthefiveSswhilehavingalookatwhat isvisibleatdifferentheights.Trythisatsooft, mooftandz000ft.Differentseasonswillprovide differentcuesastothebestplacetoland.

Gliderangevarieswithaircrafttype.Asa ruleofthumb,acircleprojectedthrougha pointabouttwo-thirdsalongthewingforalowwing,andtwo-thirdsalongthestrutforahigh wingwillprovideanapproximationofyour glidingrange.

Onceafieldisselected,chooseanaiming pointabouthalfwayintothefield.Next,select apointbeyondthedownwindthresholdofthe fieldforyourbooftarea-about45degreesto andmillawayfromyourinitialaimingpoint. Theflightprofileuptothispointcanthenbe adjustedtoachieveyourr000ftareaatyour pre-determinedheightabovegroundlevel.As aguide,youarewellplacedtoachievethisif youarersooftattheusualdowbwindposition inmostGAaircraft

Onlywhentheaircraftistrimmedfor theglide,afieldhasbeenselected,andan approachplannedandinprogress,should yourattentionbedirectedtorestartingthe engine.Itmaybeasimplecaseofselectingan alternativefueltank,butemphasishastobeon flyingtheaircraftfirstandforemosL

Ifarestartisnotpossible,aMaydaycallon theradiowillassistindrawingattentionto yourpfight.Declaringanemergencyonthe radiowillalmostcertainlyleadtoloadsof questionsfromthecontrollerastheytryto assist.Again,donotbedistractedfromyour primarytaskofflyingtheaircraft.Areplyof "Standby"willnotoffend,andallowsyouLime toprioritisetasks.

Shutdowncheckscanbeperformediftime permits.Ensurethatelectricsarenotturnedoff yettoallowuseofelectricallyoperateditems, asfitted:Ilaps,intercom,electrictrimand radio,forexample.

Briefyourpassengers,commensuratewith time.TheANOrequiresyoutohavealready briefedyourpassengersonwhattodointhe eventofanemergency-youdonormallydo thisbeforeyourflight,don'tyou?

Fromther000ftpoint,theforcedlanding

Aimtomaintainaimingpointatconstantsightlineangleduringturnfrombaselegontofinal

Thisistheidealpictureandanarrival

Aircraftislowontheapproachand Aircraftistoohighontheapproachandwill atXisguaranteed. willlandshortofX. landtoodeep.Adjustglideslope.

Sideelevationshowshow incorrectsightlineangle translatesintopoorarrival.

ExampleA Iftoolow,'cutthecorner'to shortenfinalapproach.

ExampleB Iftoohigh,extend X approachtogivemore timetoloseheight.

becomesthesanleexerciseasaglideapproach. Yourinitialaimingpointhasbeenselected halfwayintotheheldinitially.Thisallows amarginforselectionofflaps,aswellasan areatoallowformisjudgmentandabnormal windgradientThereisanoldadagethatit isbettertohitthefarhedgeat3oktsthanthe nearhedgeat7okts.Thisisindeedtme,hence selectingtheaimingpointhalfwayintothe fieldinthefirstinstance.

Whenflyingtheglideapproach,thereare anumberofmethodsforheightloss.You willappreciatethatitisnotpossibletogain height,although,iflow,turningtowardsthe aimingpointwillshortenthedistance,thereby alteringyoursightlineangle.

Useofthesightlineangleisnowcommonly taught,andisanexcellentmethodforassessing theglide,onceyouhavepracticeditafew times.Simply,imaginetheaimingpoint asafixedpointinthewindscreen.Ifthat pointmovesupthescreen,theaircraftis descendingbelowtheprofile;converselyifthe pointmovesdownthescreenthentheaircraft isabovetheprofile.Yourreferencepointin aconstantpositioninthescreenprovidesa constantsightlineangle.Varyingyourbank angleduringthebaselegtofinalsturnallows assessmentandcorrectionofthesightline angleinthismanner.

OthermethodstouseareS-turns, side-slipping,divingoffheight,orbiting, oradjustmentofcircuitlegs.Ifyouare

Ifyouarenetin currentpracticefor side-slipping,Ihighly recommendthatyou obtainsomeinstruction'

notincurrentpracticeforside-slipping, Ihighlyrecommendthatyouobtainsome instruction.Usedcorrectly,itmaysaveyour life,andisexcellentatprovidingthepilot withavariableverticalprofilecorrection,and assistsincorrectionforwindgradientinthe latterstages.

Onceyouarecertainofachievingyouraiming point,youcanmoveyouraimingpointtowards thethresholdofthefieldbyuseofflapsand/ orside-slipping.Makesureyouflytheaircraft anddon'tbetemptedtostretchtheglidemanypilotshaveshownthatitdoesn'twork.

Fieldtypewilldeterminethetypeoflanding required.Ideally,asoftfieldlandingwith touchdownasslowaspossiblewillproduce bestresultsandleastdamage.Aircraftand undercarriagetype,plussurfacetypeand conditionwilldeterminewhattypeoFlanding willresult.Sufficetosaythatifweachieveour initialaim-tosurvive-thenitwillhavebeen successfuI.Anythingmorethanthatisabonus!

Whileinstructing,Ihaveseenmany failedattemptsatPracticeForcedLandings. Generally,lackofsuccesscanbeattributed tofailuretopracticetherequiredtechniques regularly.Isuggestthatanytimethe oppommitypresentsitself,providingyouhave properlybriefed,thenpracticetheprocedures described.WhenflyingtoaFamiliarairfield withalongrunway,iftrafficpermitsthen joinoverheadforaPracticeForcedLanding. Remembertowarmtheengineeverymooft though,andconvertitintoanormalcircuitif workloadbecomeshighduetotraffic,ATC,or aircraftconsiderations.

Betterstill,callacoachtocomealong, tohelpwiththelookoutwhileyouare concentratingontheflying,andcritiqueyour practice.Alwaysbepreparedtoconverta PFLintoarealforcedlanding!Therehave beenanumberofoccasionswherethe hasbeentaken!

Icannotemphasiseenoughthatallpilots areresponsibleforensuringthattheyarein currentpracticeinnormalandemergency proceduresfortheiraircrafttype.Forsingle engineaircraft,thisincludesEFAT0s,forced landingsandglidecircuits.Putthe'Recordof Revision'providedintoyourlicence,andkeep atrackofwhenyoulastHewtheseessential tasks.InsteadofwaitingforyournextClass RatingRenewal,contactanLAACoachtohelp youwithrevisionofforcedlandings-itmay wellsaveyourlife.

GeneralRevision

Itisrecommendedthatallexerciseslistedarerevisedona regularbasisinordertomaintainpilotproficiency.Pilotsare stronglyencouragedtocontactLAACoachestoassistwith revision.

Considerationshouldbegiventoaircrafttype,andadditional exercisestorevise.Forexample,revisionofside-slipping, spinning,oraerobaticsintypes,wherepermitted.

LicenceRevalidation

AllcoachesareFlightInstructorsorClassRatingInstructors andcancompletethe'onehourwithaninstructor'requiredfor licencerevalidation.ForJAR-FCLSEPtheonehourcanbe completedanytimeinthefinal12months.ForNPPL,theone hourcanbecompletedatanytimeduringSSEAvalidity,

SigningofLicences

AllcoachesareRevalidationExaminersandcansignyourlicenceasrequiredforClassRatingrevalidation.Revalidation mustbesignedinthefinal3monthsofvalidityasrequiredby theANO.SomecoachesarealsoFlightExaminersandcan performClassRatingRenewal.

www.laa.uk.com

Established1922

MemberofB.I.B.A.

CompetitiveQuotationsforalltypesofaircraft(private&commercial). Commercialcoversarrangedforaviationorientatedbusinesses. Uniquegroundriskscoverfacilityforallaircraftincluding homebuildprojects.Hangarpremisescoveravailable. WehavebeenassistingPFNLAAmembersforover35years.

Quotationsandadviceprovidedwithoutcostorobligation.

P51TIT UST

>ASKanyBritwhatwastheiconic WWIIalliedfighterandtheywill mostlikelysaytheSpitfire,butask anAmericananditwillbetheP5iMustang. Designed,builtandflowninjust117claysin 1940theMustangwasultimatelyfasterand longer-leggedthanallitscontemporaries; asanescortfighteritslaminar-flowaerofoil andtremendousfuelcapacitygaveita superbsix-hourenduranceatatimewhen theSpitfire,asaninterceptorfighter,had beenplannedformissionsnotmuchover anhour.

OriginallydesignedtouseAmerica'shomegrownAllisonengine,theMustangwasfound tobeloomphfasterathighaltitudeonceit hadbeenfittedwithatwo-stagesupercharged

mein MIMI

Merlin,toppingoutatziziomphTASat3o,000 feetWhileitcouldn'tout-turntheSpitfire,the Mustangwasnotfarshortinmanoeuvrability -especiallyafterpilotslearnedtodropafew degreesofflapduringtightmanoeuvring.Over 15,000Mustangswerebuilt,andatitspeak, NorthAmericanwasapparentlychurningout morethan800permonth.

Asanaircrafttoreplicate,theMustangis awholeloteasierapropositionthanthe Spitfire,asthestraight-taperedsurfacesofthe Mustangareamuchsimplerjobtobuildthan theellipticalwingandtailoftheSpitIt'salso difficulttofindroomfortheoutward-retracting undercarriageintothethinwing-inthe Mustang,thegearisinwards-retractingwhich givesitamuchmorestable,wider-legged

stancethantheSpitfirewiththebenefitthat thestowedwheelsoccupythethickestpart ofthewing,underthefuselage.Thelonger noseoftheMustangavoidstheproblems whichsmallscaleSpitfirereplicabuilders haveingettingthecgfarenoughforward with arelativelylightweightenginefitted.The distinctivecombinationofateardrop canopy(orrazor-backiandunder-slung radiatorductmakeMustangreplicas immediatelydistinctiveevenwhenliberties havebeentakenwiththeproportions.

PREVIOUSREPLICAS

PrevioushomebuiltreplicasoftheMustang havebeenbuiltinsmallnumbersinseveral countries,includingtheFrenchheavyweight

woodenplans-builtJurck ducitsum(MustaPppetitnt:#*)and3/4 staieltimgaeiglotibaseininlorStewart sr#0,goato:* ChevYttatrneOtifthemail,theallcompositeThiltiOrkuStangbyKitfoxdesigner DanDenneywhithrnithabreathtaking Falconer1/12enginahaseperformanc0.equal.tO theoriginal. Attheotherendofthescale,thewoaftath fabric5151Mustangisanultralighttitha two-strokeengine-completewithanoptional manualretractableundercarriage.Ofallthese types,onlyoneexampleeachofthetwo_Lorca designshaveflownintheUKtodate—noneof theothersquiteseemingtofitinwiththeUK homebuiltscene.

FIRSTACQUAINTANCE

ItwasatOshkoshin 2002 thatIfirstcame acrosstheTitanT51.Mustang,thebrand-new prototypehalf-hiddenbehindanexcited crowdofenthusiastswhowerefinngquestions atthedesigner,JohnWilliamsandhis colleaguesfromTitanAircraftwho,inbetween interruptions,weredoingtheirbesttofitthe 'wlngaon.

walerealistic-looking3/4scale gabouttobesuppliedinfast-build tforMforamateurconstructionunderthe 51%rule,builtofgleamingaluminiumlikethe originalsbutpoweredbythereadilyavailable andeconomicalRotax912-ULSengineofjust mohorsepower-andlookingdiminutive withinthescalesizedenginecompartment

Couldsuchaconceptpossiblywork?

Titanwasalreadywellestablishedasthe manufacturerofthe'Tornado'ultralight, whichisofhighwingpusherlayout,several hundredofwhichhaveemergedfromtheir facilityatAustinburg,nearCleveland,Ohio. Putalongside,theT5i.Mustangtowersover thecompactTornado,butamazinglythelatest versionoftheTornadousesthesameRotax 912-11LSengine.

IMPRESSIONOFBULK

Actually,althoughtheMustanggivestheinitial impressionofbeingquitebig,thisisbeliedby itsactualdimensions-just24feetwingspan and23feetsixlong-andoncloserinspection yourealisethatit'sthetallundercarriage,Ds

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Four-bladepropisatadonthesmallside.

deepfuselageandlongnosewhichgive theimpressionofbulktowhatisactuallya fairlycompactaeroplane.Onaconventional Rotaxpoweredtwo-seaterlikeaEuropaor Pioneer300,thepropellerspinnerisatabout chestheightNotsotheontheMustang-the enormousspinneriswellaboveyourhead.

Thesmallsizeofthe64-inchdiameter four-bladepropelleristheonlythingthat jarsvisuallywhenyouseetheaeroplaneat adistance.Onlyasyougetupclosedoyou realisethatit'sascaledreplicaandthatthe proportionshavebeentamperedwith-the wingsareshorterinspanthantruescale, givingitsomethingofacaricatureeffect,and theslidingbubblecanopyhasamorebulbous shapetomakeroomforthepassenger'shead. Thenyounoticehowlightweightsomeofthe detailsare,suchasthethinmouldedgrpwing andtailtipfairingswhichsquasheasilyinyour handifyousqueezethem.

WiththeT31beingdesignedtobepowered bythelocihorsepowerRotax912-ULSor115 horseturbo-chargedour,itwouldobviouslybe aneconomicalmini-warbird.Butwoulditbe powerfulenoughtogiveadequateperformance -especiallyasitboaststwoseatsinclose tandem,abitliketheAustralianSupermarine SpitfireMk2.6?

LiketheSpitfire26,theT51isofalmost entirelyrivetedaluminiumalloyconstruction andhasaretractableundercarriage,thisone poweredbyanelectro-hydraulicsystemwith theaddedcomplicationofafullyretracting steerabletailwheel.Themainundercarriage featuresrealisticoleo-pneunlaticlegs,fitted withspeciallycastwheels,reproducing thespokedlookoftheoriginal,andwith narrowsectiontyrestheylookjustrightThe tailwheelletsthesidedownslightlywithits huboflightweightmouldedblackplasticpresumablytosaveweightandpreservethe cg-butthenhowmanyhomebuiltscanboasta retractabletailwheelanyway?

UKAPPROVAL

Scrollforwardto2005andLAAEngineering startedtoreceiveenquiriesfrommembers aboutthepossibilityofbuildingthemselves aT51.Initiallyitlookedbleakasthe manufacturerhadnostressingdossierfor theaircraftArelationshipwasstruckupwith JohnWilliamsviaapairofLAA'erskeento setupanagency,DaveSmithandChrisFirth,

andeventuallyTitanagreedtocarryoutload testingonasacrificialairframetoaschedule puttogetherbytheLAA.IvisitedTitan'sfacility inSpring2007toexaminethedesigndetails oftheaircraftwitnesssomeoftheloadtests andflythedemonstrator-averypackedfew days-facilitatedbyDaveandChriswhohad meanwhilesetupacompany,EuroAviation,to marketthetypeintheUK.

JohnWilliamsturnedouttobeahuman dynamowhoseconsciousnessseemedto reachout,tentacle-like,toeverycornerof thebusybutsomewhatchaoticfactory.John seemedequallyateasewhetherhewastalking design,drivingtheforklift,loadingsandbags onwings,negotialingabusinessdeal,clearing snowofftherunwayorflyingtheT-51-andhalf thetimeseemedtohaveamobilephoneglued tohisear!

TherewereafewdesignfeaturesIwasnot altogetherhappywith,includingthetransport jointinthefuselageframe/whichtheyagreed todeleteforUKkits)andthedetaildesignof thefuselageframewherethewingsattached, whichtheyagreedtoalter.Thetailsurfaces failedunderultimatetestloadings,butwere quicklyreinforced,retestedandcleared.

CONSTRUCTIONDETAILS

TheconstructionoftheT5-1isunusualinthat thefuselageisbuiltaroundaweldedsteeltube framemadeuppredominantlyofy8insquare sectionsteeltube.Thealuminiumalloyside panelsarepermanentlyattachedtotheframe usingmultipleshortlengthsofaluminium alloytophatsection,whichareslottedover thepre-paintedframemembers,encapsulated inadhesive,andrivetedtothealuminium skins.Thisgivesthecharacteristicflat-sided appearanceoftheMustangfuselage,while aluminiumalloyhalf-roundformersprovide theshapetotheskinningwhichmakeupthe topandbottomturtledecks.

Whiletheusualarrangementwithan aluminium-cladsteeltubefuselageisto makethesteelframetakealltheloadsand havetheskinsasanon-structuralcovers, ontheT51thealuminiumskinsareclearly structural,astheycarrytheshearloadsdown thefuselage,makingitineffectasemimonocoquestructure.Initially,LAAwere concernedthatencapsulatingthesteeltube namewithinthealuminiumalloytophats mightleadtohiddengalvaniccorrosionin thesteeltubeframe,buthavingseenthe

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MALCOLM ESH

qualityofthepaintworkonthesteeltubeframe andtheneathtofthebonded-ontophatswe weresatisfiedthatthisriskhadbeenproperly addressed.

ThewingsareofconventionalalumMium alloyconstruction,apartfromtheleadingedges which,asonthesuccessfulTornadoultralight design,doesawaywithconventionalribsand insteadhasthealuminiumskinsbondedtoa hot-wirecutexpandedfoamcore;theresult beingaverysubstantialandsolid-feelingDbox. Thewingismadeinthreepieces,withanine footwidecentre-sectioncarryingtheretracting undercarriagelegsandtheirhydraulic retractionjacks.

Thetailsurfacesarebuiltupfromalumininin sparsandribs,andarepartaluminium,part fabriccovered,withfoarn-filledleadingedges likethewings.

Theflat-fourRotasfitseasilywithinthescale prohleofthecowlings,sothere'snoneedfor theoffensivebulgesthatmarthelinesofa numberofotherwarbirdreplicas,Abeautifully madepairofexhaustmanifolds,withsixstub exhaustoutletsperside,givestheimpression thatthere'saVizunderthebonnet, WhenfittedwiththeRotasengine, thepropellerofchoiceisthefour-blade hydraulicallyoperatedconstantspeed

Theflat-four Rotaxfitseasilyorithin thescaleprofile ofthecowlings'

Whirlwindpropeller,speciallydesignedfor theTsitoreplicatethestyleifnotthesize)of theoriginalIlamiltonStandard.

'Thisisanon-certifiedunitwithmoulded compositeblades,manufacturedunderthe WhirlwindnamebyTitanthemselves.

AuniquefeatureoftheMustangisthe arrangementofthecoolantradiator,mounted withintheexternalunder-slungductjusttothe rearofthepilot'sseat

Thecoolantpipesarevisibleonthefloorof thecockpit,andpresumablyprovidesome welcomecockpitheatinginwinter.Theflow ofairthroughthecoolingductiscontrolledby alargehingedflapassemblyattherearend oftheduct,calledthe'dogbox')operatedby aBowdencableandapush-pullknobonthe panel,Thefailuremodeshavebeenconsidered -itthecablebreaks,thedogboxopens, increasingthecoolingairflow.

THETESTAIRCRAFT

ThesubjectofthisreviewisthefirstT51to becompletedintheUK,whidihasbeenput togetherfromthe'fastbuild'versionofthekit byLAA'erDaveStephensunderthesupervision ofhisLAAinspector,DennisGoss.Thisbuild hasovertakenthatoftheEuroAviationagents, whichcameoveratthesametime.Theproject gotofftoaslowstartbecauseofvariousdefects inthekitassupplied,whichnecessitated severalhundredhoursofre-work.

Inresponsetoalonglistofcriticismsofthe kit,designerJohnWilliamscameacrosstothe UKtoexamineitandmeetwithDaveStephens, LAAEngineeringandtheUKagentstodiscuss whathadgonewrong.

Johnadmittedthatthetwoquickbuild kitsthatcametotheUKhadbeendelivered latefromoneoftheircontractorsandthat timepressurestogetthekitscontainerised andontheirwayacrosstheAtlanticledto thenormalpre-deliveryinspectionchecks beingneglected.Sufficetosaythatafter thisunfortunateoccurrenceproperquality controlprocedures,andhigherstandardsof workmanshiparenowinsistedupon.

WithinspectorDennis'help,Dave'sT51 emergedfromhisworkshopafteracarefullyrecorded"2,900hoursofwork,andlooks

PHOTO: MALCOLM FISH

magnificentinpolishedaluminiumwitha'Big BeautifulDoll'colourscheme.

Alongwithvariousimprovementsmade atLANsbehest,Davehasincludedsonie modificationsofhisowninthebuild,including theuseofaspecialelectronicundercarriage controllerdevelopedfortheTsibyKenSmith inNewZealand.Davewasn'thappywiththe ideaofthesubstantialelectriccurrentneeded todrivetheundercarriagehydraulicpump beingroutedthroughseveralsmallsequencing microswitches.Theelectroniccontrolunit avoidsthis,andreducesthecurrentthrough themicroswitchestomuchlowerlevelswhich shouldprovidebetterreliabilityandlongevity. Incasetheelectronicsfails,agatedemergency switchonthepanelcanbethrown,bypassing alltheelectronicsandniicroswitchesand applyingbusbarpowerdirectlytothe hydraulicpumptolowerthegear.Andif THATfails,anemergencyhydraulicvalvecan beoperatedBornthecockpitwhichdumps thesystempressureandletsthewheels[all byacombinationofspringsandgravity.The undercarriagecontrolleralsoincludesagearupwarningsystern,operatingoffthepitotstaticpressure,whichsoundsawarningbii22e1 inthecockpitifeverthewheelsareupwhen theairspeedfallsbelowSoknotsorso.

UnlikeintheSpitfireMk26,theMustangis suppliedwithpartialdualcontrols.Dueto thedeeperfuselageontheMustang,themar passengersitsinamuchmoreuprightposition withhisfeetinawellbehindthewingmain spar,ratherthanraisedalongsidethepilot's thighsasintheSpitfire.Daveelectednotto httherudderpedalsfor(herearseatposition becauseliefelt[hatthepedalscouldcause problemswiththecontrolsbeingrestrictedby anon-pilotpassenger,andthatevenwith[he pedalsinthestowedpositionthere]nightbea riskofthebrakesbeingaccidentallyapplied. Thedesigneralsocommentsthattheshort lengthoftherearstickmakestheMustang seemabirsensitiveinpitchwhenllown fromtherear.

Whencompletedandrolledout,BigBeautiful DollcausedquiteastiratitsDamyn'sHall base.Theweightandbalanceshowedthatthe hadturnedoutwiththecgahitrearward, whichwascorrectedwith22Ibofnoseballast mountedjustbehindthepropeller.Empty weightwasIA-Willi,whichwithamaxgross weightOf1,4solbleavesapayloadof43411)for crew,baggageandfuel.

INITIALTESTFLYING

Anumberofproblemsaroseduringlestflying.

On[hefirstday'sflying,Davehadtomake animmediatereturntotheheldbecauseof amajoroilleakfromacrackedfittinginthe engineoilfilterhousing,possiblyduetooverenthusiastictighteningofabanjobolt.Once thiswassorted,andDavehadputaFewhours 2 (mtheaircraft,hereportedpitchstabilitydidn't seemright,givingtheinipression[hatitwas hyingtotucknosedownathighspeed,while atlowspeedthestick'wentlimp',withthe feelingthatlefttoitselftheaeroplanemight settleintoadeepstall.

DavebroughttheaeroplanetoTurweston forasecondopinionandaftertryingvarious 'fixes',theproblemwassolvedbyinstallingan elevatordownspring,whichisawellknown methodofartificiallyincreasinglongitudinal staticstability.AstheT9alsosufferedfrom aratherextremenose-downpitchtrim changewhentheflapscomedown,Dave's modificationcleverlyarrangedfortheamount ofdownspringtensiontoreduceastheflaps werelowered,soastogivepartialautomatic ttitncompensationwithflapoperation.

OnthisparticularT5i,anunusualproblem cametolightduringtheflighttestprogramme whenitwasnoticedthatthefuselageskin underneaththeelevatorcontrolsystem bellcrankinthemidfuselagesection

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thetwomouldedfueltankswhichareburied inthewingcentresection,betweenthefront andrearwingspars.Thecirculardialsappear inthecockpitatthepilot'ssides,inthegloom wellbelowthelevelofthepilot'sseatlustto makeitmoredifficulttoreadthedials,theyare notmountedperpendiculartothepilot'slineof sightsoitneedsabitofpractisetounderstand whattheyaretellingyou.Tryingtoreadthe gaugesemphasisestheunusualdepthofthe Mustang'scockpitcomparedtoaconventional typeoflightaircraft-justlikeintheoriginal fighter,ifyoudropyourpendownbesidethe seatthere'snowayyouaregoingtobeableto reachitinflight.

UnliketheSpitfireMkz6wherenormal operatimloftheretractableundercarriage involvesthesequencedoperationoftwohand leversandtwoswitcheswhichoperatethe twolegsindependently,intheMustangwe justhaveasinglethree-positionselectorlever mountedlowdownontheleftsideofthesear Thesuccessfulraisingandloweringofthethree wheelsisindicatedbyatriangulararrayof lightsonthelefthandsideofthepanel,which alsoincludestheemergencyloweringswitch.

Theflapsarecontrolledbyanelectricram,via acentre-biasedtoggleswitch,whiletheelectric elevatortrimisworkedusinga'cooliehat' switchonthestickgrip,withthestandardMAC typemulti-barLEDpositionindicatordiscretely placedatthebaseofthepanel.

AfteraFewminutestoacclimatiseinthe cockpit,memorisethepositionofeverything andfrankly,enjoythefeelingofsittingperched uphighintheTsi,we'rereadytogo.Startup isnormal912,exceptforfirstrememberingto selectfinepitchonthepropellerlever.Abitof choke,throttlesetjustso,ignitionswitcheson andthepush-buttonstarterbringsMrRotaxto lifewiththatcharacteristicrattleandshake.

Despitethelackofforwardview,the Mustangiseasytotaxithankstoitscompact dimensions,tailwheelsteeringandeasily operatedtoebrakes.Thehighseatingposition, thelongcowliiigdominatingtheforward view,theridequalityfromthatwide-spread mainundercarriagewithhard-sprungoleos, thestubbywingseithersidewiththeirflashy Americanmarkings,allcertainlygivethe feelingofaspecialexperience.

Aftertheusualcyclingofallessentials,pre

MINIMERLIN

A possiblealternativeengineifitmeetsUK requirementswillbetheSuzuki2.7lV6with i83hp.Thisautomotiveengineconversionis anin-houseproductthatwillactuallywork outacheaperoptionthantheRotas.

take-offchecksintheTmincludementally rehearsingtheoperationofthegearcontrols, thedogbox/coolingflapandtheproperuse ofthepropellerRPMcontrol.Accustomedto RPMandmanifoldpressurebeingdescribed intermsof'22square(orwhatever)witha CSproponaLycoming,youhavetothinkin advancewhatindicationstoaimforwitha constantspeedproponanenginewithamax continuousRPMof5500.

TAKE-OFF

Linedupandopeningthethrottlefully,the Tm'sRotaxproducesanimpressivegrowlfrom thestubexhausts,buttheaccelerationdown therunwayisabitlethargic.Keepingstraight iseasy,andafterafewsecondstheelevator comesalive,allowingthetailtoberaisedand allatoncewehaveaviewoverthenose.The speedbuildsuntilat5oknotswecanliftoffand climbawayat65.Onceclearofthegroundand withapositiverateofclimbestablished,it'san easylieachdowntotheundercarriageselector lever.Asasomewhatsceptical'retractable' pilot,Ican'thelpwonderingwhetherthrowing asimpleswitchcanpossiblymakethethree undercarriagelegsfoldaway-andiftheydo, willtheyevercomedownagain?It'sdifficultto keepyoureyesofftheundercarriageposition lightsuntil,afterafewsecondseachhasin turnchangedfromgreentoblue-allthree legsaway,great.Youcanfeeltheaeroplane acceleratingjoyfullyasitridsitselfofthe unwelcomedragfromthethreedanglinglegs. Awaywiththetake-offflaptoo.Hello,what's Pratannoyingbuzz?Ah,it'stheundercarriage upwarninghorninaction-itgoesawayasyou acceleratethrough75knotsandsetupforthe fullpowerfinepitchclimb.Atsoloweight,we getgoomoofeetaminuteatanyspeedbetween 70and90knots,Iwoifwebringthespeedback to65knots,butthatgivesamuchworseforward view-andthatirritatingbuzzerTwo-up,the climbperformanceismuchreduced,withan initialrateof600ft/minatthe1,45o1bmaxgross, oncecleanedup.Withthelegsdangling,it'salot lessstill,andthiswillneedtobeborneinmindif operatingfrom a shortstripwithtyeesattheend -youmustn'tgetsuckeredintogoingintoafield whichyouwon'tgetoutofitthewheelswon't disappearimmediately.TheMustangneeds morespacetotakeoffinthanland.

THECRUISE

Levelledoff,andbringingthepropeller pitchcontrolandthrottlebackoncewehave pickedupspeed,theMustangsettlesatizo knotsindicatedwith53o0rpilland 24 inches ofmanifoldpressure,atsoloweight,whichit willhappilydoallday.Flatoutyields13oknots trueairspeedat(woofeet.Thecontrolsfeel responsive,pleasant,andreasonablywellcoordinated,althoughideallytheelevatorcould beabitheavierandtheailenmslighter.

STABILITY

Thelateral/directionalhandlingoftheTfil isinteresting.Directionallytheaeroplaneis nicelybalanced,andadequatelyyawstable butnotoverlyso.Laterally,theTmhaspositive dihedraleffectwiththeflapsupbutneutral withflapsmorethanhalfdown.Thewaythis showsitselfisinsideslips,whenyoufindthat onceasideslipisestablished,whilstyouhave toholdtherudderovertokeeptheyawgoing, there'snoricedtoholdthelowwingdown withaileron-aridwhenitcomestolettingthe slipoff,iecenteringrudder,youhavetouse

abitofoppositeailerontorecovertowings level.Inpractice,unlessthepilotisspecifically lookingforthishewon'tnoticeit-he'll'justfly theairplane'.

Inpitch,theTiislightandfairlysensitive, butwiththatlongnoseasanattitudeindicator infrontofyou,thepitchcontrolisactually prettystraightforward.Thankstotheeffect oftheelevatordownspring,theT51hasa positivestickforcegradientagainstspeed,ie progressivelymorebackstickforceisrequire/1 toholdthespeedbelowthetrimspeed,and progressivelymoreforwardstickforcetohold itabovethetrimspeed.Whereitisunusual isthatithasadivergentphughoidmode, ill otherwordsifyouletgoofthestickwhen theaeroplaneisflyingataspeedotherthan thetrimspeed,ratherthanhominginonthe trimspeedandsettlingbacktoitinacouple ofcycles,theT5iovershootsthetrimspeed byprogressivelygreateramountswitheach cycle,leadingtoaseriesofprogressively steeperclimbsanddives,untilthepilothasto intervenetoavoideitherstallingorexceeding Vne, or both.

Interestingly,whilethephugoidisafavourite ofmagazineflighttesters,thephugoid characteristicsarenotofrealrelevanceto

PHOTO: MALCOLM FISH

thepilotofaVERsportplane,asthephugoid periodevenforalightaircraftissolong (typically5osecondsorinoreithataVFRpilot willinstinctivelycorrecttheoscillationbefore heevennoticesitishappening.Onlyifyou weretoleavetheMustangunattendedin pitchforaminuteortwowouldthephugoid motionmakeitselffelt.Anaeroplanelikethis isbasicallyflown'handson'anywaysothe phugnidcharacteristicsareconsideredOK. Whileastableliepositivelydamped)phugoid isarequirementinmoderndesigncodesfor certifiedaircraft(includingCS-VIA,andeven SCARSectionSiitwasnotarequirementofthe nowobsoluteBCARcodes,whichappliedto UK-designedlightaircraftuptoandincluding theARVSuperTwo.

'theairflowthroughthatbigunderfloorduct isobviouslyoffairlysignificantvolumeflow ratebecauseopeningandclosingthe'dogbox' hasanoticeableeffectontheMustang'spitch triminflight-whetherthrmighthechangein draglow-downonthefuselageortheeffecton theairflowoverthetail,Idon'tknow.

STALLING

Inthestall,whenIflewittheT5iwasbenign withflapbetweenupandhalfdeployed,with

agentleosedropataverylowindicated speedarm',RI4okts.WithfullIlaptherewasa rapidleftwingdropwithlittlewarning.Dave hassincefoundthattheflapswererigged slightlyasymmetricallyatthetime,andreports improvedcharacteristicsnowthattheyare inbettersynchrony.Iftheproblempersistsit wouldbenobigdealtolimittheflapdeflection.

AEROBATICS

AgreatfeatureoftheTsiisthathopefullyitwill beapprovedintheacrobaticcategory,even though,withtoohorsepowerit'snevergoingto beinthePittsSpecialclass.Rather,it'ssuited togentleChipmunk-stylemanoeuvres,which hownicelyoneintotheothertakingadvantage ofthenicelightcontrolforcesandavery acceptablerollrateofabout8odegreesper second.Loopscanbeenteredfromlevelflight at130knots,howeverevenafterthepropeller constantspeedinghasbeenadjusted, allowingthethrottletobekeptopenduring manoeuvres,theT51stilllosesheightduringa sequence.Asadisplayaeroplane.Daveadvises thatrunninginat-Typofeetwouldallowa Cubaneight,aloopandarollortwobeforethe heightlosswouldmeanbreakingoffforyour levelflypastsfca'thecameras.

'Hello,what'sthat annoyingbuzz?Ah,it's theundercarriageup warninghorninaction'

Whenseeninflight the151,thoughnot anexactreplica,could certainlybemistaken fortherealthing.

SpinninghasyettobeinvestigatedonDave's T51,althoughwordRomthedesigneristhat there'snoproblem.ExCAAtestpilotand formerRedArrowDanGriffithwillbetesting thespincharacteristicsduringFebruary,aspart oftheenvelopeexpansionexercisepearcgs haveyettobetried)andtocompletetheformal independentflighttest

LANDING

Timetoland,andafterzippingaboutat 120 knotsittakesquiteaconsciousefforttoslow theMustangdowntothegearlimitingspeed of85knots.Sighofrelidastheundercarriage positionlightsgogreen,one...twos.pause... three.Life'sgoodlOneoftheveryniceaspects oftheTsiisthattheslowstallspeedallowsa verymoderateapproachspeedofjust55-60 knots,withfullflapgivingagoodviewforward overthenoseandtheMustangfeelingnicely speedstableinthisconfiguration.Thelanding worksbestasawheelerratherthanathree pointer,thepositionofthemainwheelsgiving notendencytobounceontouchingdownclust atweakofforwardstickkeepstheMustang pinneddown,allowingyougetontothebrakes -althoughwithatouchdownspeedofaround soknotsthelandingrollisbriefeveniftheD.

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aeroplaneislefttorolltoahaltinitsowntime. Again,thestiffoleolegsandwidestancemake themselvesfeltasyoutaxibackin.

InsomewaysDave'sT5iisatypicalexample ofthekindsofdifficultiesyouarelikelyto encounterifyouarethefirsttobuildanew typeofkitintheUK,especiallyifyougowith alesser-knownmanufacturerwithoutan establishedtrackrecordorknownquality standards.LAA'ersfollowingonwithlaterT5is willbenefitfromallthathasbeenlearnt,and thehigherqualityofkitwhichEuroAviationis nowproviding.

COMPARISONWITHMK26

SohowdoestheT51comparewiththeJabini eightcylinderSpitfireM1626?Withonly2/3 ofthepoweroftheSpitfire,the151naturally hasn'tgotthesamegetupandgo.Afterall,the Mustangweighsacoupleofhundredpounds morethanatypical911-ULSpoweredtouring aeroplaneslikethePioneer300orEuropa,and 400lb(theweightoftwopeople)morethan 912-ULSpoweredmicrolightsliketheFoxbat andIkarus,sothere'snoreasontoexpectany morethantourer-typeperformance.Onthe otherhandtheT51is,withanyluck,goingtoget alimitedacrobaticclearance,whichhassofar eludedtheAustralianSpit

TheT51benefitsfrombaggagecompartments frontandrear,andalessclaustrophobic rearcockpit,althoughbothaircraftarereally +isratherthangenuinetwoseaters,not onlyduetocockpitsizebutalsobecausethe performanceisverymuchaffectedbythe weightofthesecondperson.TheSpitfireisvery tail-lightonthegroundandeasilynosed-over, whiletheMustangisalotmorestableonits feetNeitherismorethanacaricatureofthe originalwarbirds,nordotheysetouttobe. ThegoodnewsisthatTitanhasdeveloped itsownpowerplantfortheMustang,calledthe Mini-Merlin,whichshouldsatisfythosewith ayenformorezippyperformancebefittingof afighterreplica,andarealisticbarkinflight ratherthantheRotax'sfamiliarwhine.Titan's powerplantisaV6basedonaSuzuki2.7litre automotiveengine,reportedlydeveloping183 horsepowerat6,000rpm,andturnsalarger diameterpropellerthantheRotaxatarelatively lowRPMviaacustomreductiondrive.With anextra83horsepowerovertheRotax,the Mini-Merlinversionshouldcertainlygowell butIwonderwhethertheextraweightoftheV6 (whichreportedlyweighsover3oolb)isgoingto pushtheT51beyonditsaerobaticweightlimit, whichwouldbeagreatpity.Weknowthatthe buildersofatleastoneofthetwootherMustangs intheUKarekeentopursuetheV6option,ifthe engineeringissuescanberesolved.

Nodoubtanypilotsofrealwarbirdswill regardtheT5iwithmuchthesamedisdain asthosekitcarLamborghiniswithaBeetle floorpananda-thoobugengineuptheirchuffs. Butasmostofuscan'taffordthatfour-figure sumtofillthetanksofarealMustang,let alonethemulti-millionpurchaseprice,the alternativepilot-friendlyT51canprovidealot offunforthemuchmoremodestoutland.If youenjoytheChipmunklandIdon'tknowa taildraggerpilotwhoseflownonewhodoesn't) youwillfeelrightathomeintheT51.Just remembertoincludeputtingthewheelsdown inyourpre-landingchecks!

UKagentsEuroAviationLtdemail: euroaviation@btinternetcom;phone:07970 934265or0794]840553.Abasicaircraftcanbe completedfromaround$85,000.

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theaffordable2-seattopqualitysportplane excellenthandlingeasytofly•wingladinginunder5min largecabin(43•I.adjustableseats•85krcruiseon82HP verylargebaggagearea •5+Ftenduranceatavgliffhour (dealaircraftforshortWassstrieS fuildualcontrois.manualflags veryrobusttube&fabricairframe Forallenquiriescontact: LambenAircraeEnomeenng HangarstiWevelgeei B-sanrnWeveigem BELGILS1 Ettear.initclnL/unr:berr-unftoralrcilrr Tellu32i5640TO26

600kgMAUW280kgusefulload LAA kit aircraftwithextensivefactory assistanceto:educeassemblytime

MANXMISSION

When SimonCollins' wifesuggestedapre-Christmastriptoseefriends ontheIsleofMan,hethoughtitwasunlikelytobepossiblebutwent throughthemotionsanyway.Hewasgladhedid

WHENmywifewonderedifwe couldflytotheIsleofMantovisit friendsjustbeforeChristmas,the lastthingIwasgoingtodowasto tryandputheroff.

Iwasn'tgoingtomentionthefactthatthe planehadlessthan30hoursontheclock,or thatitwasaCo-mileseacrossingoververycold waterandtheweatheratthattimeofyearwas unlikelytobesuitableanyway.Then,there wasthepaperworkheadachetosortouts. PreventionofTerrorismActetc.

Ohno,mywifewaskeentoflyand 1 know howluckyIamtobeinthatsituation,soI decidedIwouldgothroughthemotionsof planningforpracticeandseehowfarIgotI certainlydidn'twanttodiscourageherfrom futuresuggestions.

SpecialBranchapprovalisrequiredforflights totheIsleofMan,NorthernIrelandandEire [andtheChannelIslands-Ed],andaGeneral AviationReportformhastobefilledinand faxedtoSpecialBranchandthedestination airfield.Aquicksearchonlinefoundtheform, andmylocalairfieldatSleapknewwhereto faxitto.

Nextupwastheissueofsurvivingaditching, andagaintheinternetprovidedawealthof informationongettingtheplaneontothe watertherightwayupandstillafloat,plus thereassuringnewsthat88%ofditchings inlightaircraftaresuivivable.Somewhat

moresobering,however,wasthefactthatof alltheditchingsthatweresuccessful,over halftheoccupantsdiedthroughdrowningor hypothermia-survivaltimeoncewetcanbeas lowasgominutesinnormalclothes.

MamilitaryhelicopterpiloLIhave completedcountlessrunsintheUnderwater EscapeTrainingfacility,aswellaswet winchinganddinghydhits,soIwaswellaware oftheneedforthecorrectgear.Fortunately,I haveaccesstosurvivalandimmersionsuits, andSleapFlyingClubwasabletoloanacouple oflifejacketsandanEPIRB.AllIhadtodo wastosurvivethe45minutesmySARfriend atValleyreckoneditwouldtakehinttoreach meinhisSeaKingfrontwhentheMaydaycall wentout.Unfortunately,therewasnoroomin theplaneforadinghy,butIfiguredtheplane shouldfloatifitsurvivedthelanding,being mainlyplasticandfoam.

Thefinalpieceofthepuzzletobecompleted wastheflightplan.ThelasttimeIfilledonein wasmanyyearsago,anditwasanA4paper

'Itwasreassuring toknowthat88%of ditchingsinlightaircraft aresurvivable'

form.ThistimeIusedthenewNATSonline AFPExsystem.OnceIhadmyregistration approvedalongwithapassword, flightplans foreachwayweresubmitted,readytobe activatedbyATConceairborne.Whileonline, IalsousedafreeprogramcalledNotamPlot, whichplotsallNIOTAMonamapwitharoute overlay-allveryefficientandfairlypainless.

Onthedayoftheflight,theweatherlooked epic,andanothercheckonlineconfirmedthat apartfromsomeisolatedsnowshowers,itwas 50milesvizandblueskiesalltheway.

Suitedupandfulloffuel,wetookofftoward Anglesey,withSnowdonclearlyvisibleoffto oneside.WithjusttwoclaystoChristmas,RAF ShawburyandValleywerebothshut,sothat limitedmetoLondonInfoforcomms,andI lostthemjustasIwascoastingouLFortunately, IwasabletoraiseRonaldswayshortly afterwards,andfrom45ooftIcouldalreadysee theislandonthehorizon.

Thearrivalwasquickandeasy,unlikethe landingandhandlingcharges,whichwerejust overL.However,weweretreatedtolunch byourfriends,whichtooksomeofthesting outofit.Otherwise,itwasanexcellentday out,relativelystraightforward,andtheplane hasnowproveditselfover 12() milesofwater, increasingmyconfidenceinitsreliabilityand performance.Icanhighlyrecommendgiving thisago. www.surrey.police.uk/about/gar.asp

BEW THE YELLOW

Flythroughabigverticalgusttooquicklyandyou willbreaktheaeroplane. FrancisDonaldson, Chief EngineeroftheLAA,explains

WORDS&PICTURES

FrancisDonaldson,ChiefEngineer

HAVINGdiscussedsomeof thedangersoflow-speedflight, intermsofstall-spinaccidents, intheNovemberz000issue, ourEditorhasaskedthatwemoveon totherisksassociatedwiththehigh-speed endoftheflightenvelope,andtoexplain themeaningofsomeofthosedimly remembered'Vspeeds'fromthe PPLsyllabus.

Atypooliilitenvelop:ts[Huntrd;edprlue page47,undle,simplyaemphicalporhdy{il eltheMil1101;11ediiigeciammeud,:nnd level:,whichpaw(Weidemphinenme 0(05 delinemomnrnei-;thelefthundHewspendnideeiIhnloenvelope,epresentthe piisili':iititlnueonvestallhuunthitiennutlet varyingpositiveandeeLnInve“ondniens. l'hezehuesan'etitcedn515111512,1n1,10;e11 weinht,the.1)(•edinprepernen,31tothe :quarelentelHeriu]tioerofnlisnnitcittrin inpulling.

hitevnnple,,iininihn,etetnn"swinnsh,ne

tocreatefourtimesasinuchliftastheydoattig -theliftrequiredgoesupwiththesquareof thespeed,sotwiceasmuchspeedisrequired tosustaintheaircraftalzgazitdoesarlg.Ifyou lookatthesampleflightenvelopeyoucansee thatifyoureadacrosstotherightfronttheztg pointonthelett-handverticalscale,theline cotstheenvelope'spositivestallboundatyat a speedwhichis twicethe tig stallspeed.

THEGLIMITS

Thesu-a]nht horizontallinestharmarkthetop (Indhonor]]edgesofIheHightenvelopearethe ttareandnegativemanoeuvringglimitsfor theaeroplane,normallythepositiveglimitis a•outtwicethatlornegativeg.Pilotsgenerallv puttertoHyight-side-up,sodesignersdoter needtotaterforhiphnegativeg manoeuvring. any eut-and-untnerohnriecraftaresometimes blessedwith equalsitengthin thepositive andnegative g sense,buteventhepilotsof thesetunlineted'hotshipsiamb:usetheir exnemetiegitlivepLdpEd.nhiymeteiybecause ettheInoteHeneuspltvsitittctitrtl eire,:ts iifl the

pilotsundernegativegthanpositive-hurst bloodvesselsintheeyeshardlybeingan attractivefeature.

Thevariousdesigncodesforlightaircraft callforthepositiveandnegutiveglimitsto benolessthanprescribedMinimums, WPically +4, -2 or+6,-3foranacrobatic aircraft,whichreflectthemaximum accelerationsnormallyencounteredforthe t.q.)eofoperationconcerned.

Theconiersoftheflightenvelopewhere thepositiveandnegativestallboundaries intersectwiththerespectivepositiveand negativemanoeuvringglimitlinesarelabelled points'Atand'G'oftheenvelope.PointAisa particularlyimportantfeatureoltheenvelope forthepilot,becausethespeedcorresponding withpointAisthespeedabovewhichthepilot canoverstresstheaeroplanethroughharsh useofthecontrols.ThisairspeediscalledVt., themanoeuvringspeed.Belowthisspeed,if thepilot pullshaulback onthestickthenthe aeroplanewillstallbeforetheglevelreaches theaeroplane'sstructurallimits,andsoprotect

>ENGINEERING

theairframefromoverstress.Abovethisspeed, thepilothastomoderatehiscontrolinputsto avoidoverstressingit

VELOCITYNEVEREXCEED

Theright-hand,high-speedboundaryof theflightenvelopeisusuallyaverticalline correspondingtotheaircraft'sVNE,orVelocity neverexceed'.Thisisindicatedbyashort redradiallineontheASI,and/orbythetop endoftheyellowarc.Thisisthemaximum airspeedthattheaircraftshouldeverbeflown aiTheprototypewillhavebeenflowntoa slightlyhigherairspeed,typicallysokhigher, toestablishthatthereisanadequatemargin ofsafetyincaseofinadvertentexcursions, forexampleduetoASIcalibrationenorsora partlyblockedpitotTheairframeisnormally designedtobeabletodealwiththeflightloads andtobeflutter-freetoairspeedsnotless than-100/saboveVNE,thishigherspeedbeing calledthedesigndivespeed, VD. However, speedsaboveVNEareverydangerousterritcay becauseoftheinevitablevariationsbetween individualairframes,especiallywithanolder oramateur-builtaircraftFlightbeyondVNEis normallyonlyeverknowinglyundertakenby specialauthorisation,withasoloflightcrew, equippedwithaparachuteandajettisonable doororcanopy.Therisksathighspeedare notonlyflutter,butalsostructuralloads-for example,duetothewingtorsioncausedby theaerodynamicforcesonthewing,whichtry totwisttheaerofoilleadingedgedownward athighspeed.Orthecriticalpointmaybe theforcesonthetailplanethatareneeded tobalanceoutthewingsnose-downtwisting action,orsomethingmoremundanesuch astheairpressuretendingtocollapse thewindscreen.

Thetopright'high-speedpositiveg'corner oftheenvelopeislabelled'pointD'whilethe bottomright,high-speednegativegcorner iscalledpointE.Whiletheangleofattackof thewingisthepositivestallangleatpoint A(about+15degrees)andthenegativestall angleatpointG(about-isdegrees),atpointsD andEtheangleofattackisconsiderablyless, because,atthehighspeedsinvolved,thewing

Theamountofgthat canbepulledathigh speeddependsonthe roleoftheaircraft'

canproducethenecessaryliftatafractionof itsmaximumliftcoefficient.

Theamountofgthatcanbepulledathigh speeddependsontheroleoftheaircraft. Forlightaeroplanes,forsimplicitythedesign codesnormallycallforthepositiveglimitto bethesameatpoint'D'asatpoint'A'andthe negativeglimitLhesameatpointEasatpoint G,sotheright-handsideofthemanoeuvre envelopeisrectangularinshape.Forlarger aircraft,theglimitsareoftenlessathighspeed thanatlowspeed.

THEGUSTENVELOPE

Themanoeuvrelimitsarenotallthattheflight envelopehastoconcernthepilothowever,for italsocontainstheso-called'gustenvelope' whichpilotsshouldalsounderstand.The purposeofthegustenvelopeistodisplaythe aeroplane'slimitsinrelationtodealingwith atmosphericturbulence.

Briefly,asweallknow,theairthrough whichweflyisveryrarelysmooth,normally itcontainsaturbulentelementUnlikewaves atsea,whichtendtoformthemselvesintoa fairlyordered,repetitivepattern,turbulence intheairisrandominnature,sothataswe cleavethroughitweencountersuddenupward anddownwardlurches,completelydifferent fromtherhythmicpitchingandheavingofa boatintheoggin.Theturbulenceiscausedby thermals,downdraughts,orographiceffects, theremainsofotheraircrafts'wakesandsoon, thecombinationofwhichmakesourchosen mediumlikeaprettyroughenvironmentat times-and,unlikeatsea,wehavenovisual warningofwhatweareabouttoencounter. Somedays,wecanflyalonginperfectserenity forminutesonendandthenbehitbyasudden 'bump'thatcomesoutofnowhere;otherdays, theairseemstobeinaconstantfuroreandthe

aircraftisneverstraightandlevelformore thanamomentortwoatatime. Whiletheturbulencethatbanksusover oryawsusroundandtriestothrowusoff courseisannoying,theguststhatboost anaircraftupanddownbodilyarethe onesthataremostlikelytodostructural damage.Thishappensbecauseavertical gustalterstheangleofattackofthewings andcausesanalmostinstantaneous changeinthewingliftThefasterwe flythroughturbulence,thegreaterthe effectontheaircraftintermsofthe instantaneousgthatisinduced.Even thoughatahigherspeedagivengust causeslesschangeintheaircraft'sangle ofattack,thehigherspeedresultsina greaterliftchangebecauseofthespeed squaredtermintheliftequation.We won'tgointothemathematicalproof here,buttherelationshipturnsout tobelinear-inotherwords,the amountofgcausedbyagivengustis directlyproportionaltothespeedwe flythroughit.Flythroughabigvertical gusttooquicklyandwewillbreak theaeroplane.

Theothersignificantfactoristhatfor agivenairspeed,thegustresponseisinversely proportionaltothewingloading,ietheweight oftheaeroplanedividedbyitswingarea. That'swhyifaEuropaandaSportCruiserare flyingalongsideeachother,bothatsaynokts, andencounterthesameverticalgustthe Europapilotwillfeelalotlessofajoltthanthe SportCruiser's.Bothaircrafthaveaboutthe sameloadedweightbuttheSportCruiserhasa wingareaof131sqftcomparedtotheEuropa's 102sqft.TheSportCruiser'swingloadingisalot lessthantheEuropa'sandthegustresponse isthereforemoresevere.Thisisthepricethat theSportCruiserpaysforitsslowerapproach speedthantheEuropa,andwhymuch faster-cruisingaeroplanes(suchasexecutive Lets)havemuchhigherwingloadingsthan tightaircraft,otherwisethegustresponsethe passengers(nottomentiontheairframe)would sufferwouldbecompletelyunacceptable.You can'tsipyourdryMartiniwhilezippingalong atssoktsifyouarebeingshakenupanddown at+/-Sgeveryfewsecondswhenever'George' takesyouthroughapatchofturbulence!

SLOWDOWN

Fordesignpurposes,thismaelstromofrandom gustsisquantifiedbyastandardinternational assumption,basedonactualmeasurements madeyearsago,thatthemostseverevertical gustthatyouarelikelytoencounterinbumpy conditionshasanupwardordownward velocityof5ofeetpersecond,whiletheworst thatyouwillencounter'outoftheblue'in generallysmoothairis25feetpersecond.The internationaldesigncodesthereforecallfor aeroplanestobestrongenoughtocopewitha zsfUsec(nowadays7.5m/sigustatanyspeedup toVNEwithoutdamage.

Theimportantthingforpilotstorealise isthataeroplanesareonlydesignedto copewiththeworstcasesoft/sec(15m/s) gustwhenthespeediskeptbelowalesser speed,whichiscalledV2,thedesigncruise speed.Encounteringasoft/secgustata speedbetweenVzandVNEwillmostlikely dodamage,orevencausetheaeroplaneto breakup.Thissituationisonlyavoidedif pilotsrecognisewhentheyareflyingthrough

generallygustyconditionswhena5oft/sec gustmightbeexperienced,andelecttoavoid airspeedsaboveVcuntilsmootherconditions areregained.Withsomeslipperyaircraft thismeansslowingtoaspeedwellbelow normalcruisewheneverthecumulusclouds startbubblinguponahotsummer'sday, orwheneverastrongwindkicksup low-levelturbulence.

Actually,flightmanualsandpermittofly 'operatinglimitations'sheetsdon'trefertoVc, butrathertoVNO,whichisknownvariously asthe'normaloperatinglimit'or'structural cruisingspeed'.VNOisaspeedspecifiedbythe designerwhichisnomorethanVc,butmay beslightlylessthanyrifthedesignerwants tointroduceafurthersafetymarginagainst accidentaloverstressthroughgusts.Thegreen arcontheASIstartsatthestallspeedand finishesatVNO,beingtherangeofairspeeds thatcanbeusedinallconditions.Theyellow arcontheASIstartsatVs°andfinishesatVNE, beingtherangeofairspeedsonlytobeused withcautioninsmoothconditions.

Thegustenvelopeoftheaeroplanecan besuperimposedonthemanoeuvring envelopeasshownabove.Insomecases, particularlywithaerobaficaircraftwhich havehighmanoeuvringglimitsanyway,the gustenvelopefallswithinthemanoeuvring envelopeandsodoesnotinfluencethedesign oftheaeroplane-anExtraforexample. Thesameoccurswithaeroplanesthatare slowinrelationtotheirwingloadinglega PiperCherokee40)andsoarenotvery responsivetogusts.

Ontheotherhand,iftheaeroplaneisfast inrelationtoitswingloading,suchasone ofthenewbreedof'fastmicrolightsand VLAs'thenathighcruisespeeditwillbevery responsivetogustsandthegustenvelopemay resultinglevelsexceedingthemanoeuvring limits,andthereforecreatethecriticalcases forthedesignerwhenstressingtheaircraft Inthiscase,thedesignerhasthechoiceof eitherbeefinguptheairframetocopewith thegreatergustloads,sothepilotcanblaton throughturbulenceathisnormalcruisespeed,

orthedesignercanreducethevalueofVcand V.10tothepointwherethegustaccelerations fallwithinthemanoeuvreenvelope,which meansthatthepilotwillhavetoslowdownon achoppyday.

Anexampleofthiscameupintheinitial approvaloftheZenairCH6oiXLbytheLAA, whentheoriginaldesignworkshowedthatat theaircraft'snormalcruisespeed,thepositive gduetoa5oft/secupgustwouldexceedthe 3.8gmanoeuvrelimitbyaboutio0/0.TheCzech AircraftWorks,whoweretheapplicantfor theapproval,hopedtodemonstratethat theairframewasstrongenoughtobeableto copewiththisgustloadcase,butloadtests showedthattakingintoaccountthenormal 50%ultimatefactor,thewingstrengthwas onlyadequatefor3.8g.CZAWaddressedthis byreducingthevalueofVctobringthegust loaddowntomatchtheactualstrengthoftheir airframe.TheconsequenceisthatXLpilots canonlyusethefastcruisespeedpotential oftheaircraftwhentheyareflyinginsmooth conditions.Someofthewingfailureswitha*

>ENGINEERING

theseaircraftabroadmaywellhavebeen theresultoftheirpilotsfailingtoobserve thisprecaution.

Incaseallthissoundsverytheoretical andirrelevantinactualflying,itisn't.I rememberwhendisplayingtheSpitfire26 ayearortwobackatoneoftheLAAgarden parties,astrongwestwindwasblowing overtheairfield,thoroughlychurned-upby itspassageoverthehangersandtreesalong theairfield'supwindboundary.TheSpitfire 26beingnon-aerobatic,ithastobeflown athighspeed in adisplaytomakeanykind ofvisualimpressionbefittingofafighter replica,sowiththebenefitofaconstant-speed propellerthebestresultscomefromleaving thethrottleprettymuchfullyopenthroughout Unfortunately,however,forallits-thohp powerplant,theSpitfire26hasaboutthesame wingloadingasajodel.

Runninginatthestartofthedisplay,looking for15oktsattooftAGLforthepull-upintothe firstchandelle,IfoundthatbeforeIhadeven reachednoktsintheshallowdiveI wasbeingbouncedupanddowninthe seattoanuncomfortabledegreeandIwas worriedabouthittingmyheadonthebubble canopy-thetell-talesignsonthegmeter reading+3andbeforeIhadevenstarted thedisplayproper.Itwasimperative,both formyawncomfortandconsiderationsof airframestrength,toavoidbeingbounced aroundanymorethanthis.Theonlyoption wastothrottlebackinthelastpartofthe divetopreventthespeedincreasingfurther, andkeepthedisplayspeeddowntono morethannoktsforeachsubsequent'pass'. Thismeantalotlessenergyforthedisplay, chandellesthatwereofnecessityflatter, withtheirapexesmuchclosertotheground, andalotofextracareinenergymanagement thanifIcouldhavegiventhelittlereplica itshead.

Anotherimportantairspeedis\/11,the maximumairspeedachievedinlevelflight atmaximumcontinuouspowersetting.The gapbetween1/1,,the750/0powercruisespeed andVNOsignifyhowmuchoftheaeroplane's cruiseperformancehastobethrownawayin

'17N0(inmilesperhour) =33xAl(maxgross weightin pounds/wingareain squarefeet)'

turbulentconditions.Withsomeaircraft,141is lessthanVNOsothepilotisn'ttroubledatall byturbulence-exceptinsofarashiscomfort isconcerned.Inothers,VHandeventhe750/a powerspeedarewellaboveV50andthepilot hastotreatthemaximumlevelflightspeedas somethingforuseonlyonthoserarecalmdays -orupabovethecloudtops.

CALCULATINGVNO

Sowhatcanyoudoiftheaeroplaneisonein whichVHOisn'tpublished,asonthemajority ofolderhomebuiltsandvintageaircraft?Afew

yearsback,ahomebuiltCubbyIIshedits wingswhiledivingtoescapefromsevere turbulenceoverIrishcoastalcliffsina strongwind.Iwroteanarticleaboutthis inwhichIsuggestedthataconservative defaultvalueoftwicethestallspeed couldbeusedforthegustpenetration speed.Unfortunately,asexplainedin theNovember-issuearticle,thestall speedindicatedontheASIisoftenwell belowthetruestallspeedandtherefore doublingthisnumbermaywellproduce aspeedwhichisunrealisticallylowas aspeedtoselectwhenencountering turbulence.Particularlyifyouwere goingintowind,youmightrunoutof fuelordaylightifyouputteredalongthat slowly.Onthebasisthatalllightaircraft, flownflapless,havealiftcoefficient ofabout1.4atthestall,Itherefore nowsuggestamorerefinedwayof calculatingasafevalueofV50basedon theaircraft'swingareaandmaxgross weight,asfollows:

VNO(inmilesperhour)=33)c‘amax grossweightinpounds/wingareain squarefeet)

Forexample,anEvansVPihasamax grossweightof75o1bwithamosqftofwing area. So V50 is 33X V7750/=HOmph.

AstheVPionlycruisesatabout75mphat thebestoftimes,itspilotisnottroubledby V50 considerations,becauseitissuchadraggy machinewithaslowcruisespeed.

However,ifweconsiderthatmanyof themodern'fastmicrolightsandVLAs' haveaboutthesamewingloadingasthe VP1,andhencethesame V50, yetare advertisedwithcruisespeedsofnomphor more,youcanseethatsomecustomersare inforadisappointment

Whenconsideringthenextaeroplane youaregoingtofly,theflightenvelopeandthe criticalairspeedswilltellyouquitealotabout howtooperateit,andwhatitwillbeliketo fly.Ifyouarechoosingyournextproject,and ahighcruisespeedcoupledwithshort-field performanceisattractingyoutoaparticular aeroplane,findouthowV50relatestothe normalcruisespeedbeforedeciding.

CAAEmergencyMPD2009-10wasissued inDecemberlastyearbecauseofpossible problemswiththestrengthofwingsparmaterial inEurostars.ThisMPDisagoodexampleof manipulatingtheflightenvelope'criticalspeeds' torestrictthemaximumachievableflighttoads. Whenitcametolightthatsomeofthespars mightbeunderstrengthbecausethematerial usedwasn'tuptospecification,intheinterests ofsafety,themaximumpositivegflightloadhad tobereducedfromthenormal4gtonomore than3g.Topreventthepilotpullingmorethan3g inadvertentlyinmanoeuvring,theMPDreduced themanoeuvringspeedVAto88mph. TopreventEurostarsexperiencingmorethan 3giftheyencountereda50ft/secondupgust, hadtobereducedto106mph.Butsincemost microlightpilotsarenotconversantwithVcor VN0(they'renotincludedinthemicrolightpilot trainingsyllabus),theMPDreducesthenever-

exceedspeedVNEfrom146mphto106mphand sopreventpilotsexceeding106mph,irrespective oftheperceivedturbulencelevet.

ThisgivesEurostarpilotsaratherrestricted speedrangetooperateinbuthasatleastkept thefleetflyingforthetimebeingwhilethespar issueisbeinginvestigated.Theserestrictions willapplyuntileachindividualaircraft'sexisting wingsparmaterialhasbeengivenacleanbillof health,orthewingisreplacedwithanewwing fromEvektor.

giOINGflyingthisweekend?Willyoube

offtothesouthcoast,workingyourway downthroughthebusyaircorridorsof Luton.Stansted,HeathrowandGatwick plusahostofotheractiveairfields? Beforeyougo,youneedtoknowthebestroute, withthebestinformationatyourdisposal.So,who doyouturnto?lthastobetheexperts. TurntoskybookGA,themostintegratedbriefing serviceavailable,whichensurestherelevant informationforyourflightisavailablewherever youare,wheneveryouwant,beforeyousetoff.

INDUSTRYEXPERTISE

Theservicewascreatedbyflightplanningexperts Bytron,behindcommercialflightbriefingservices usedbymajorairlines,NATSandairport authorities. skybookGA isaspin-offfromthis professionalcommercialprogramme. WhenBytronwasformed1984,itsobjective wastoprovideelectronicbriefingsystemsthat woulddispensewiththeuncertaintyoffaxand papertrailsthathinderedreliabledataprovision. Theirmissiontoabolishunwieldyprocesses broughtgreatbenefitstoprofessionalpilots-and nowGApilotstoo. skybookGAbenefifsfromthelengthy developmentprocessthatwentintothe professionalservice.Rightfullyknownas'the

GPSROUTE EXPORTER Easytouse,this featureenablesyou toconvertand download the ratite plotcreatedon skybookGAinto 50 GPSfile formats.

RESTRICTED

AREAS(TEMP)' MAP

Thishas How beer] updated soyou cun stcemultiple NOTAMthatace' centredonthe samepoint

one-stopshopforpre-flightbriefing,' skybookGA offerscomprehensiveplanningaidswhichallow pilotstoeasilycustomiseroutes,visualisethem, andviewinbothGoogleEarthandVirtualEarth.

AttheinvitationofThomasCookAirlines,which usesBytron'seFlightBriefingpackage,Bytronis workingwithRolls-RoycesubsidiaryDS&Sto createitsfirstfully-integratedandconnected ElectronicFlightBag(eFB),allowingmaintenance dataandenginemonitoringonaglobalscale.

FANTASTICFEATURESFORGA

Thebeautyof skybookGA isthebreadthofservice itoffers,cateringwellfortheshortestlow-level flight,allthewaytoupperlevelcross-border journeys-alwaysbeingeasytouse. skybookGAfeaturesincludePersonalLocation Pointinformation,whichallowsyoutocreate waypointsandstorethemforfutureuse.Airfield Briefisanotherbrilliantfeature,whichallows searchofairfieldsbynameorICAOandIATA codes.Theinformationincludesfullairfieldand runwaydetails.plusallNOTAM/METAR/TAFS/ LTAFS/SNOWTAMaffectingthatairfield.

TheGreatCircleRouteBriefingwillroutewidth andupperflightlevel,andcreatearouteusingthe shortestcoursebetweentheairfields.Thebrief calculatesallFIRandairfieldswithinthemute's widthandupperlimitwithNOTAMandMETinfo.

NOTAMF&G

Hasbeen added to allbriefingpacks: Plain languor display ofNOTAM upperandlower heights (F& G Iields).

SATELLITEIMAGES

Thedisplayfor satelliteimages hasbeenupdated te carouse/ display toczidsaarrhiag whichnow eon beopenedino seporntewindow.

SIGMETadvisesonpotentialweatherhazards otherthanconvectiveactivjtyovera3000square milearea,generatingdataonicing,turbulence, dustandevenvolcanicash.AIRMET'sregional weatherforecastscoverregionswithintheUKand isupdatedregularlythroughouttheday.

Twoof skybookGA's integratedfeaturesthat pilotsparticularlypraisearetheQuickWeather MapsandDangerAreaBriefs.QuickWeather Mapsallowyoutoviewprevailingweather conditionsandtrendsataglance.Theyprovide informationonwindspeedanddirection, temperature,dewpoints,cloudcoverand pressure.DangerAreaBriefsallowsearchesfor internationalanddomesticNOTAMaffecting DangerAreasbyFIR,areanameornumberduring specifictimeperiods.Itincludeseasy-to-view chartsofUKDangerAreas, InternationalNOTAMcontainsinformation abouttheestablishment,conditionorchangein anyfacility,service,proceduleorhazard.

ThemostrecentdevelopmentisthePilotLog (Plog),basedondeparture,destination,flightievel andflightcorridor,andevenfuelburn.Routing datacanbeexportedtoGPsdevicestoo.

It'ssmallwonderGApilotscherishthe comprehensivebriefingdatathatskybookGA offersTheyfeelconfidentthateveryeventuality hasbeencoveted,beforesettingofftotheairport.

RAINFALLRADAR

Metimagesare updatedevery-15 min-Shows the previous3,6,9and 24hawsarid Iorrantsthe nextthree floors' expectedroiefoll.

METARFEED

Thisloadsairfield METARdetailsontoC GoegleEarthWind• speed,din ectionand'hi( cloudcoverarc 0s. displayed.Yoiican alsoseelivewcnthe, along yourroute

NDUCTIONAIRDUCTING

TonyPalmer explainshowtobringairintotheengineintakesystem

INTHEfollowingarticleIwilltry togivesomegeneralrulesand tipswithregardtoinletsystems forcarburettors-wewillnotbe goingintoanymaths,sodon'tstopreading quiteyet!Thisisonlygoingtobeaguide forbestpractice.Sometimesitmaynotbe possibletocomplywiththerules,butitis oftenpossibletomakethebestofabadjob.

Aninternalcombustionenginelikescoldairas itisheavierthanhotairandthereforecontains moreoxygenperunitofvolume,andoxygenis thecomponentofairthatsupportscombustion. Therefore,formaximumpowertheidealplace totakeairfi-omisoutsidethecowl,butthis needstobeateitherahighpressureoratleast anambientpressurelocation.

Whendesigningacarburettorinletsystem onanengine,pleasemakesureinthe developmentstagesthat,asaminimum,you aremonitoringthefollowingparameters:

Allexhaustgastemperatures

Allcylinderheadtemperatures 5.Carburettorbodytemperature

Importantly,knowwhatthetemperatures mean,andwhattoexpect.Alwaysdoinitial testsonthegroundtetheredatfullpower. Thisalsoappliesifyoustartchangingsettings, likeinstallingsmallermainjetsforeconomy, ordecidetofitadifferentspecificationfixed propelleroravariablepitchpropeller.

Considerthepossibleramificationssuchas aleanmixture,over-heatingand,atworst, meltedpistons.Youwillneedtomonitorthe

engineparametersthroughouttherev/load rangetomakesurethemixtureiscorrectinall sectorsoftheperformanceenvelope.Testin safetyonthegroundratherthanriskan in-flightfailure.

Withregardtotheopeninginthecowlfor thecombustionairsource,ifyoutakeitfrom theundersideofthecowlthepressurewill bepositivebecauseofforwardvelocityand aliftvector.Thepressureincreaseatabout vomphcouldbeasmuchasfivepsi.Ifyou placetheinletonthesideofthecowlwith, say,aNACAduct,assumingthefaceispartially facingforward,thiswillgeneratealowpositive pressurewiththeadvantagesoflowdrag.

ButdoNOTinstallaNACAductonthetopface ofyourcowlawayfromhighinertiaairiwhich Ihaveseen).Thiswilltendtosuck,asthereis negativepressure;althoughtheenginewill runitwillnotdevelopfullpower.Inarecent articlein Kitplane magazineabuilderhadput acoolingairdunontopofthecowlanditdid nottakeinsufficientair.Eventually,heused ittotakeairoutforcoolingpurposes.Other goodreasonsnottoputitontoparethatina climbitwillbeblanked,andwhenparked, rainandleaveswillsurelyfindtheirwayintoit. Notwithstandingtheabove,thefinallocation willtosonieextentbedictatedbythelocation ofthecarburettorandthefilterassembly.

Ifasignificantlyhighpressuresourceisfound fortheinductionair,thiswouldineffectbea formoflowpressuresupercharging.Thenyou willhavetocoupletheventinyourcarburettor

floatchambertothatsamepressuresource otherwisethemixturewillbeweakandthis mightresultinholed/meltedpistons.

CARSHEAT

Carborettedengineswillneedsomeformof heatingsystem.Thismaytaketheformofa traditionalcarburettorheatsystemthatuses atwo-wayvalvetotakecombustionairfrom eitherthecoldsourceorfromahotsource; normallyamuffaroundtheexhaustsystem. Ifthecarburettorcanhaveanelectrical heatermounteddirectlyatthebutterfly spindle,thecarburettorbodywillbeheated directlytostopiceformingintheventurilocal LOthebutterfly.Thiswillhavethefollowing advantages:

Theairenteringtheenginehasnegligible heating,socarbheatcanbelefton continuouslyinicingconditionswiththe benefitoffullpowerifrequired.

Youdon'thavetobuildandfindspacehra ductedhotairsystem.

Youwillnothavetoattachadoubleskin aroundasectionoftheexhaustsystem.

Weightofalltheaboveissaved.

Costofalltheaboveisotf-setagainstLhe costoftheheatersandswitches,butbuying lightnessisworthitsweightingold!

ElectricheatersareavailablefortheBing carburettorandafewyearsagotherewas anarticleonmakingyourownin Popular Rotaxalsodoahotwater-driven systemthathassimilarbenefits.

Ifyoumusthaveatraditionalcarburettorheat circuit,itisimportanttokeepthelengthofthe inletsystemasshortaspossibletoreducethe pressuredropthroughfrictionlosses.Thetype ofductingwillvary,butmostuse'scattube whichisagenericnameforrubberisedtube withahelixofspringwirethroughittostop itgettingflattenedatbendsandreducingthe cross-sectionalarea.

Therearevarietiesofthistube.Somehavethe innerfacewithaconvoluted'groove'generated bythespringwire,butthereisasuperior tubeavailablethatistriplelayeredandhas asmoothinnerfacewhichreduceslosses, especiallyatbends,andhasbetterinsulation qualities.Thissmoothborehoseandfittingsin 54mmboreareavailablefromParrySawahon 01293419615ifyouhavetroublefindingit. Withregardtobendsinducts,wewill alwayshavethem,butifwecankeepthem assweepingcurvesthenwewon'tget compressionoftheairontheoutsideofthe curve.Ifwehave,forexample,aright-angle bendinacircularductandthecentreline radiusis115lixductdiameter),whatwill happenisthatthemassofairwilltrytocarry oninastraightline,whichmeansthat,say,the outside200/0ofductwillcontainabout40% oftheairbyweight.ifwethenhaveastraight sectionofthreediameters'lengthafterthe bend,theairwillre-distributeitselfsothatthe pressureisagainuniformacrosstheduct.This willbedifficultsometimesandifyouwereto ducttheaircomingoutofatightbendstraight intothemouthofacarburettoryouarebound togetstrangethingshappeningwithregard tothemixture,andthiswillvaryatdifferent flowratesfiethemixturewillnotbeconsistent throughtherevrange).

Theansweristofitaflowstraightener whichisbasicallyahexagonalegg-box

Aacrosstheductthatcutstheairintosmall parcelsandeffectivelyreducesthebendradius toaboutmD-thistamesalltheturbulence. Thefabiruengine,forinstance,hasasingle carburettormountedattherearundersideof theengineandisveryclosetothefirstoff-take totherearpairofcylinders.Iftheaircomes throughthecarburettorspinningorpiledup ononeside,itwillnotbeevenlydistributed toeachcylinderandthiswillcausesome cylinderstorunrichandsometorunlean,with variationsintheexhaustgastemperatures givingtheindications.Theenginewillnot puiducefullpower,itwon'tlastaslongif youdon'trichenupthemixturefortheweak cylindersbutthenyouwillbethrowingaway fuelthroughtheothercylinders,anditwill notrunsmoothly.Thecureistoinsertaflow straightenerinthe last sectionof Scat tubejust beforethemouthofthecarburettorandthis willtakeoutanyrotationofthegasstream andshouldevenupthedistribution.Iwould imaginethiswouldbemoreimportanton thesix-andeight-cylinderenginesasthefuel mixturehasfurthertogodownthemanifold {seeillustrationA).

AIRFILTERS

Airfilterbodieswillputarestrictionintheair flowsoyouneedamuchbiggersurfacearea fortheairtoslowdowninatransitionsection. Bernoulli'sTheoremstates,initswiderform that,"Atanypointinatubethroughwhicha fluidisflowing,thesumofpressureenergy,

Twoviewsofafairlycoarseflowstraightener mountedinanelbow.

A genericplenumforaV6,witheither-endfeed ortopfeed.Fromtheproportionsshownthey probablywouldnotneedanyextravanes,butit dependsonyouravailablespaceandlayout.

potentialandkineticenergyisconstant," So,putsimply,ifweslowtheairdown, thepressuregoesupandifwespeeditup, thepressuredrops.Thecontainedenergyis constantexceptforthefactthatitwillreduce duetofrictionlossesfromthesurfaceof theductandthiswillbedependentonthe smoothness,thelengthandthesizeused withregardtoactualvolumeofairrequired fortheducttotransport.Therewillbesome pressuredropacrossthecarburettorventuri, thecombinedlossisapprox0.5psi.Aftertheair filter,wegatheritagainintoaduct,theangleof thesetransitionstostopseparationshouldbe morethan15degreesincluded,butagainthisis difficulttoobtaininatypicalinstallation.

PLENUMCHAMBERS

Ifyouwanttofeedmulti-cylindersafterthe carburettor,ormulticarburettorsfromasingle airsource,thebestandsimplestwayistofeed themultisourcesfromaplenumchamber.

It'sthesameprincipleastheairbox, ieweducttheairvia,say,aroundductto largeboxwhichcontainsalltheoff-takesto eachusercomingfromthatbox.Thebox wantstohaveaboutthreetimestheswept volumeoftheengineforanenginerevving atabout5,000rpmbutthebiggerthebetter withinreason.Theideaisthattheaircomes intothatbox,slowsdown,thepressurewill rise,mostoftheturbulencewilldieoutand thefeedtoeachcylindershouldbeequal. Don'tmaketheintakedirectlyoppositean off-takeasthatcylinderwillgetmorethanits fairshareunlesstheplenumisquitedeep Bettertocomeinoneendatgo-degreestothe off-takesandifthereisanydoubt,asuitable placedguidevanecanbeadoptedtodivert andslowdowntheincomingairstream(see illustrationB).

SAFETYSPOT GETTINGGOING

TimetowriteSafetySpot!Sometimesit'shardtogetstarted;butmyreason tolingerisn'tthesameasapilotholdingbackonthatfirsttestflight...

SOMETIMESoneofthehardest thingstodois'getgoing'. StartingSafetySpotisagood exampleofwhereIsufferfromthis reticencephenomenon.

IknowIamnotaloneinthisaffliction.For instance,Ihavejustgotoffthetelephonetoa memberaskingustoextendhisPermitFlight ReleaseCertificate(PFRC)sothathecantest flyhisaircraft.ThePFRCbytheway,isthe documentthatauthorisesflightsonaircraft thatdonothavevalidCertificatesofValidityfor theirPermitstoFly.Inthiscase,thechapneeds todohisinitialflighttestasitisanewmachine, alife-changingmomentifevertherewasone.

Hehasbeentryingtogetthisflighttestdone nowforages,buttheweatherhasbeenabit againsthim(aPFRConlylastsamonth)forthe lastcoupleofmonths.Anyway,hetellsmethat todaylooksgoodandhe's'readytogobut, andyou'veguessedit,hejustdoesn'tseemto beabletogetgoing.Heexplainedthatactually therehasbeennumerousoccasionswherehe couldhavetestflowntheaircraft,buttherewas alwaysthatfinalthingtodo.

Inmycase,thereasonswhyIfinditdifficultto getgoingvary;Isupposethatthisistrueforus all.Inourbuddingtestpilot'scaseIthinkthatit islikelythat,afteryearsofdedicatedbuilding, withalmosteverywakingmomentthinking

abouttheconstructionofhisdreammachine, he'sjustmilkingthemoment.Idon'tblame him;Iwouldtoo,andIwishhimwell. NowthatI'vegotstartedandI'veshakenoff mydisinclinationtowardsmating-upwiththe keyboardforafewhours,whathaveIgotto sharewithyoufromthismonth'sSafetySpot platter?Thefirstitemisafairlystraightforward enginefailurethatdidn'tgetintolastmonth's SafetySpotduetolackofavailablespace.I includeitnowbecauseitdemonstratesthe importanceoftheverycloseinspectionof everyitemonanaircraftoccasionally,ifthe inspectionisnotcalledupintheaircraft's MaintenanceSchedule,

Van'sRV6A:oilpipefailure

BACKinSeptemberIreceivedanAAIBInitial AccidentNotification.Nothingunusualabout that,youmightsay.True,ifyoucouldmeasure themicro-saccadeactivityofmyeyes,you wouldseethesamepatterneachtimeIlook atoneoftheseAAIBIANsheets.One...type. Two..,wasanybodyhurt?Inthiseventthe twochapsinvolved,bothLAA'ers(andVan's enthusiasts)wereuninjured,somyheartrate wentbackdownanotch.

Thirdboxontheform..,whathappened?Pan calltoAberdeentosay,"Nooilpressureand enginefailure,landedinfield."Assessment... non-reportable.

OK,thisreportcanwaituntillater! Somethingworriedmeaboutitthough, soIdecidedtogivetheowneraring.liesaid thattheaircraftwasundamagedandthathe hadpulledoffagreatfieldlandingso,as

'Somethingworried meaboutthisreport,so Idecidedtogive theowneraring'

always,"WelldoneJohn,goodjob." JohnWheeler,theP1andowneroftheaircraft wrotemeareport(whichIalwaysappreciate) whichwentsomethinglikethis: "Theaircraftdeparteditshomebaseof Perthearlierinthedayforaflightofjust underonehourtoPeterhead,toattenda barbecue.DeparturefromPeterheadrouting backtoPerthwasrecordedat14.25,using runway28.Enginecheckswerecarriedout priortodeparture.Somethreeorfourminutes later,arequestwasmadetoAberdeenRadar forclearancetoenterthezone.Ireported myaltitudeas1,400ftontheQNHasIwas

Thereisnospecificrequirementto disassembleandcheckthisRV6engine oilpipeand,duringnormalvisual checks,itwouldbeimpossibletoseethe extentofthefatigue/corrosiondamage thatleadtothefailureofthepipe whichleadtoatotalin-flightoilloss. Thisoilpipe,incidentally,providesthe variableoilpressurefromthepropeller governortothepropeller,controllingthe propeller'spitchandthereforeRPM.

alaatINItu101010Hd

WithMalcolmMcBride AirwortinessEngineer

expectingaclearanceofthatorderviatheVFR lanes.WhilewaitingforareplyfromATC,the enginerpm,whichIhadsetto2,450,suddenly surgedtoabout2,900.Myimmediatereaction wastopullthepowerandthepropellerpitch back,butpitchcontrolwashavingnoeffect andascanoftheoilpressureconfirmeditwas readingzero.

"IdeclaredanemergencyontheAberdeen frequency,notifyingthemofatotallossofoil pressureandmyintentiontotryandnursethe planebacktoLongside.Aberdeennotifiedthe emergencyservices.Inthecourseofthenext coupleofminutesorso,wecoveredabout threemilesbutlostabout600ft,finishingupat about900ftontheQNH,about800ftagl.Not seriouslyexpectingtomakethefield,wewere alreadyscanningforout-landingoptions.About thistime,theenginestartedtoproduce'death rattle'noises,followedaboutfivesecondslater byatotalstoppage.Wewerenowaglider!

"Ourpositionwasmid-waybetweentwosets ofHypylonssetat90degreestoournortherly trackandaboutonemileapart.Onourleftand paralleltous,wasafieldofabout800yards, slightlyundulatingandslopingtothesouth.It wasalsooccupiedbyasizeableherdofcows, fortunatelymostofthemofftothewestside ofthefield.Imadeanimmediategentleleft turn,havingtopickupmyportwingwithheavy aileron,duetoacross-windgustandthreaded mywaythroughthecows.Initialtouchdown wasatapointabout40%intothefield,onthe mains.Thiswasfollowedbyacoupleofshort hopsoverundulationsbeforesettlingintoa fairlysmoothrun-out,withmostofthebraking comingfromtheshort(ish)dampgrass.

"Cellphonephotographslaterconfirmedthe tracktobeprettystraight,withmostofthe loadbeingtakenonthemainsandthelower extremityoftherudder!Oncomingtorest andensuringthatpassengerandpilotwere unharmed,systemswereswitchedoffand isolatedandbothpartiesquicklyexitedthe aircraft,takingthefireextinguisherwiththem, thoughfortunatelytherewasnofireandnofuel spillage.Itwaslaterconfirmedthatthetanks

containedaround90litresoffuelbetween them.HelpquicklyarrivedfromLongside, beingassistedinpinpointingusbyanoverflyinglocal,andtheyquicklysurroundedthe aircrafttoavoiddamagebythecows.

"John WheelerwasdespatchedtoLongside fora'cuppa'andtowatchforsignsofdelayed shockkickingin.Noneoccurred.About20 minutesafterarrivingatLongside,police arrivedtocarryoutabreathtestonthepilotat thebehestoftheAAIB,thetatterpresumably notifiedbyAberdeenATC.Needlesstosaythe resultwasclear!

'Workbeganstraightawaytoremovethe wingsandpreparetheRVfortransportation backtoPerth.Thistaskwascompletedthe followingevening(Sunday)andtheaircraft recoveredtoLongsideonafarmer'slow-loader trailer,withimmensesupportfromlocal flyersandhandymen.ThejourneytoPerth wascompletedthefollowingFriday,usinga professionalcarrierfromAberdeen.

"FollowingarrivalinPerth,theupperengine cowlwasremovedtodeterminethesourceof theleak.Itwasevidentthattheoilpressure

Closeupimageoftheoil pipeshowsallthesigns ofafatiguefracture.

controllinefromthepropgovernorhad fracturedimmediatelyoutboardof thefittingthusresultinginthelossof pressuretothepropandthesuddenincrease inrpm.Thiswouldaccountalsoforthetotal lossofengineoil."

Thislookstomelikeafatiguefailure.The pipeismadeofsomekindofalloy,notsure what,andit'sprobablyprettyold.Theend fittingisacompressiontypeandthereforethe materialisrunningatquiteahighpre-stress and,fitteddirectlytotheengine,willbeinan areaofvibrationandsubjectedtocontinual changesintemperature.

Inotherwords,eventhoughtheactual loadingstakenbythepipe,generated principallybytheoilpressure,arequitelow, thematerialthatmakesupthepipewouldbe workingquitehard.IthinkthatIwouldbe temptedtotakethese'permanent'pipesto bitsnowandagaintotakeacloselookat theareaaroundtheflare.Johndidwellto gettheaircraftdowninonepieceafterloosing ailhisoil,butthingscouldhaveendedup verydifferently.

Maintenanceschedules

ONEoftheproblemswearestartingtograpple withhereatHQisthemanagementofthe maintenanceprocessonouraircraft.Ifyou thinkaboutit,it'squiteachallengetrying toputtogetheramaintenanceregimethat accommodatestheneedsofsuchadisparate fleet.LAAEngineeringisuptothejobbut, becausethisisanextremelycomplicated challenge,we'renotrushingintoanything. IntheCertifiedlightaircraftworld,thatis aircraftthatoperateunderafullCertificateof Airworthiness,eachaircraftwilloperateunder amaintenancescheduleagreedbytheCAA atthetimeoftheaircraft'sinitialapproval. Normally,thiswillbetheschedulelaidout bytheaircraft'smanufacturer,butsometimes theymayspecifyan'offtheshelf'schedulelike LAMS(LightAircraftMaintenanceSchedule). Somecommercialoperations,orcomplex aircraft,mayrequirespecificschedules.

Becausealtouraircraftareessentially classedasindividualsitwould,atfirstsight appearobvioustoall,justtoadopttheLAMS schedule.It'sagoodschedulebutdoesn't workverywellforverylowusageaircraft;and manyofouraircraftdoless(sometimesfar less)than50hoursperyear.Itmaybethatan aircraftwouldtakethreeyearstogettothe first100-hourcheck,andthreeyearsisalong time,forexample,betweenremoving,cleaning, checking,andre-greasingwheelbearings,

'LAMSisagood schedulebutdoesn't workverywellforvery lowusageaircraft'

atasknormallycarriedoutatthe100-hour annualcheck.

Inmyearliestdaysinaviation,Iwas amemberofalocalglidingclubwhere maintenancewasverywellmanaged.Every year,eachoftheclub'sgliderswasde-rigged andfullyservicedintheworkshop...no argument,everythingcameoff,flyingcontrol surfaces,wheelsandbrakes,pulleysand fairleads,normallyeventhetowreleasewas sentoffforrefurbishment.Inotherwords,each seasonstartedoffwithfullyoverhauledgliders, andmostofthemembersgotinvolved. Doingitlikethiswasgoodinanumberof ways,anditgavenon-engineeringtypesthe chancetoseehowthemechanicsofthemachine workedunderthewatchfuleyeofexperienced inspectorsandengineers.Thiswasanexcellent learningexperienceforallconcernedand ensuredthatnothingwasoverlooked.

SAFETYSPOT EV-97:in-flightcanopyfailure

HEREisaquestion:"WhatamItalking about?"Clue1:Forthoseofyouwhofollow suchthings,2009wasagoodyearbutspoilt bytheBritishweather.Clue2:Ioftensee thesewhenoutwalkingmydoglateinthe evening.Er,OK,I'mnotverygoodatquizzes either.Theansweris,ofcourse,shooting stars.Or,rathermorecorrectly,meteors.Why, youmayask,shouldIbeinterestedinsuch

trivia?Well,lastyear'spassingofthecomet SwiftTuttleraisedafeweyebrowsbothhere attheLAAandintheofficesoftheUKAAIB. Here'swhy.

Apilot,whoisanextremelyexperienced instructor,wasflyingherEV-97backtoher homeairfieldafteratripvisitingfriends. Thetripwasuneventfuluptothepointwhen thecanopyexploded.Thingsthengotalittle

WhatcouldithavebeenthatbrokethisEV-97Canopy?Speculationcontinuesastothecause-and alienshaven'tbeencompletelyruledout.

hairybecausethepilot'sfacewascutquite badlybut,demonstratingsomeexcellent airmanship,thepilotgottheaircraftback downintoafieldwithoutanyfurtherdamage. Takealookatthepicturesandyou'llsee whatImean.WhenthechapsfromtheAAIB andCosmikgottheretheycouldn'tunderstand whathadcausedtheinitialcanopyfailure ortheverylocalisedimpactmarksaround theairframe..,especiallythewings.Francis Donaldson,theLAAChiefEngineer,hadread thepaperbeforecomingtoworkandhad notedthatSwiftTuttlewaspassingthrough theEarth'satmosphereattheverymoment ofthecanopyfailure.Bearinginmindthat SwiftTuttleonlyvisitsusonceevery130 yearsthis,ifitwasthecause,ranksasvery badluckindeed.

Afterconsiderationthough,noevidence ofmeteoriteswerefoundanditlookslike anunfortunatebirdhitthecanopywhich shattered.Inthegeneralturbulencecreated whenthecanopydisintegrated,atie-down, youknowthesortofthing,ametalscrew coupledtoashortlengthofrope,flewout thecockpitbutremainedattachedbythe rope(temporarily)totheaircraft.Thiswould (well,may)bethecauseofthedamageto thewingskins.IspoketotheAAIBaboutthe incidentandtheyconfirmedthattherewas noevidence,orremainsof,abird.Iwanted totakealookbutthewingskinsmysterious vanished..,wasitthemenfromtheMinistry?

ilikilisiklistra is 'Asaintrearileoutofthe -**witfailedbutyfor itakkihratithyihetie lSotebelng tost

WithMalcolmMcBride, AirvvorthinessEngineer

TaylorMonoplane cylinderheadfailure

SOMETIMESwhenIreceiveafieldreport aboutproblemsaffectingoneofouraircraft,I knowthatifIamtohaveanychanceofgetting tothebottomofthestory,Iamgoingtohave toputonmySherlockHolmeshat,getoutthe magnifyingglassfrommytopdrawer,andask KenwhereIputmycape.

Inthecaseofthispuzzle,firstreported tomebackinNovemberlastyear,itstarted fairlystraightforwardlywithareportfromthe ownerofaTaylorMonoplanedescribingwhat happened.Ishouldsaythatthisaircrafthad takenquiteafewyears(andtwobuilders)to getintotheair,havingbeenfirststartedin 1973.Sometimein1974,anewVolkswagen type126Aindustrialenginewaspurchased fromthemanufacturerandsomewherealong thefinethecylinderheadsweremachinedto takeasecondsetofplugs.

Asissometimesthecase,theaircraftproject wassoldunfinishedtoanewbuilderwho completedthemachinein2009.That's25 yearsfromconceptiontobirth.Thechapwho completedtheaircraftflewitsuccessfullyfor about10hoursandthensoldtheaircraftto anotherchapwho,inturn,flewtheaircraft foranother10hoursbut,findingtheaircraft difficulttostart,soldtheaircrafttoJeff Llewellyn.IwillletJefftakeupthestory:

"Havingpurchasedtheaircraft,Iarranged withthepreviousownertoleaveitinhis hangaruntilIcouldarrangehangaragecloser tohome.Iwasunabletovisittheaircraftagain untilOctober2009,whenIattemptedtostart theengine.Thereisnostarterfitted,sothe propellermustbeturnedmanually,andIwas unabletostarttheengine.

"Whenquestioned,thepreviousownerhad saidthathefeltthattheenginehadbecome progressivelymoredifficulttostart,but putthisdowntohisinabilitytoacquirethe correcttechnique.Ihadnotoolswithmeto investigatetheproblemsoreturnedhome. Icontactedthepreviousownerwhokindly providedalistofpossiblecausesofthe engine'sreluctancetostart."

It'sastrangefactthatallengineshavetheir foibleswhenitcomestostarting:somewon't startunlesstheyarehot,otherswon'tstartif theyarehot.Ithinkthatit'struetosaythat

'It'sastrangefact thatallengineshave theirfoibleswhenit comestostarting'

ittakesquiteawhiletodevelopthekindof relationshipwithanenginethatmeansshe'll startfirsttime,everytime,foryou.Inthiscase Jeffwasverymuchonafirstdate...let'ssee whathappenednext.

"Ireturnedtotheaircraftwithacolleague whoisfamiliarwiththeVWengine.Together, wecheckedthroughthefuelandignition systemsandalsoremovedthetopsparkplugs forexamination.Iratherwishthatwehad removedthelowersparkplugsaswell!

"Furtherattemptstostarttheenginewere successful,almostcertainlybecausemy colleagueemployedthecorrecttechniqueand astrongrightarm.Iwarmeduptheengine andconductedstaticpowerrunstoamaximum of2,800rpm.Magnetochecksshowedno observabledifferenceinrpmalthoughwhen theright-handmagnetowasswitchedoffthe enginetachometerfelltozeroindicatingthat theinstrumenttakeoffisassociatedwiththat magneto.Oilpressureatidleindicated30psi andat2,800rpm,35psi.

"Ishuttheenginedownand,afterashort wait,requestedmycolleaguetorestartthe enginetocheckthewarmstart.Astheengine fired,aloud'bang'washeardandtheengine wasobservedtoberunningonthreecylinders.

"Investigationaftershutdownrevealedthe

SAFETYSPOT

lowersparkplugfromnumbertwocylinder haddepartedtheengine.Theplug,still attachedtoitssteelinsert,wasfoundsome distancefromtheaircraft.Bearinginmind thattheengine,includingitscylinderheads, wasallegedtobenew,Iwasverysurprisedto seetheconditionoftheplugandthatasteel inserthadbeenusedinanaluminiumalloy headwithnoapparentmeansofmechanically lockingthetwotogether."

Youcanseefromtheaccompanying photographswhathashappened.Forsome reason,asteelsleevewasmanufacturedto accepttheextrasparkplugsrequiredfor

'Icheckedthroughthe aircraft'srecordsand couldfindnomention ofthisconversion'

aircraftuse.Icheckedthroughtheaircraft's recordshereandcouldfindnomentionof thisconversion.Infact,Icouldn'tsaythatI likedthelookofitatall.Itturnedout,after wearingoutafairamountofshoeleather,that

theoriginalthreadscutintotheheadsduring theoriginalconversionhadstrippedand anothersetofheadshadbeenfitted.These headshadpreviouslystrippedandtheowner tooktheheadstoanengineeringfirmthat specialisedinhottingupmotorcycleengines. Theownerremembershisdaddoingthejob yearsagoasafavourforamateofamateyouknowthesortofthing.

Inanyevent,itwasfairlyluckyforthe ownerthathewasn'tonhisfirstflightinthe aircraft..,aloudbangwouldn'thavebeen goodthen,wouldit?

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Thereisn'tenoughspaceheretolistinformationaboutallourbooks'contents. Comprehensivedetailsabouteverybookcanbefoundinouronlineshop -vvww.laa.uk.com-whereordersmayalsobeplaced.

TipsandTricksforAircraft Homebuilders,bySonjoEnglert KitplaneConstruclion3rdedllion AircraftDesignCoursebyBillWhitney (inc4xdvds)

UnderstandingAircraftStructures, 4thedition,byCutterandLiber

TheSportploneBuilder-Aircraft ConstructionMethods,TonyBingelis,Vol1 SpoitplaneConstructionTechniques-A Builder'sHandbookTonyBingelis,Vol2 SimplifiedAircraftDesignforHomebuilders DesignofLightAircraft,RichardDHiscocks TheDesignoftheAeroplane,DarrylStinton EvansLighlplaneDesigner'sHandbook WSEvans

VolksPlanePlansandPilotHandbookVP1

LightAirplaneConstruction,LPazmany

LightAirplaneDesign,LPozmany LandingGearDesignforLightAircraft, Vol1,LPazrnany

FlightTestingHomebuiltAircraft, VaughanAskue

LowPowerLaminarA/CDesign

LowPowerLaminarAircraftSlructures

LowPowerLaminarAircraftTechnologies AirfoilSelection

AHistoryofAerodynamics

HomebuiftAerodynamicsand FlightTesting AircraftWeightandBalance

>LAAMAILORDER

Onlythemostrecent editionswillbe supplied.Ifanew editionisduewithinsix weeks,theorderwillbe helduntilthen.

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Wehavebooksonchoosing,planning,designing,building,fitting,finishing, repairingandHyingyourhomebuittlFulldetailsofallourbookscanbefoundon ourwebsitewww.laco.uk.com,whereeverythingintheLAAshopcanbefound.

THEFIRSTHOMEBUILTAEROPLANES

Thesedaysanybodycanbuildhisorherownaeroplaneintheir garageorshed.Butbackinthe1930sitwasadifferentstory.Aircraft wereconsideredtoocomplexfortheordinaryman.DIXchampionFJ Cammthoughtotherwise,andstartedPracticalMechanicsmagazine, whichtoldthereaderhowtomakeallsortsofthingsathome.In 1935hepublishedaseriesofarticlesonhowtobuildtheFlying Fleaaircraftwhichcreatedasensation.Althoughthisaircraftwasnot asuccess,itsowedtheseedsofamateurflyingandbuilding.WhentheFlyingFleawas groundedbecauseofmishaps,PracticalMechanicsagainrosetothechallengewiththe tinyLutonMinor,expleiningtoitsreadersexactlyhowtomakeoneathome.The1939-45 warstoppedeverythingandwhenpeacereturnedhome-builtaircraftwereeffectivelybanned untilArthurWJGOrd-Flume,thepost-warpioneerinamateuraviation,revivedthepre-War Minordesign,andbaffledwiththeauthoritiestogetamateuraircraftflyingagain,hisnew LutonMinorbecomingMefirstBritishdesigntogainpost-Warapproval.Inthisfascinating anduniquebook,allofthePracticalMechanicshome-builtaircraftarticlesarerepdnted justastheywerepublished-fromtheFlyingFleatotheLA.4aMinor.108pp,large-format illustratedthroughout,incsomecolourphotos,

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MILESAIRCRAFT-THEEARLYYEARS

TheStoryofFGMilesandhisAeroplanes1925-1939-one ofthemostradicalBritishdesignersandmanufacturers uptoWorldWarTwo.ThedistinctiveMilesHawkseriesof monoplaneswaspopularamongstprivatefliersbothintheUK andoverseas,whilethederivativeMagister!minerwasakey partoftheRAFexpansionprogramme.Thisisthehistoryof MilesfromhisbarnstormingdaysatShorehamtotheaircraft producingyearsatWoodley.Hardback,dusicover,448pages whichincludes10Incolour,includingunique1940scolour cinestills!Price: S58.00

>PRODUCTS&GEAR

r u s

Newgearforpilotsandbuilders

>TRIGAVIONICSTI122 MODE-STRANSPONDER

TRIGAvionicshasjustlaunchedahighpoweredversionofitsminiatureTT2I ModeStransponder.

Thenewtransponder,theTF22,isbased onthepopularTT2i.Thekeydifferenceis thehighertransmittedoutputpowerofthe TT22,whichqualifiestheunitasaClass transponder.Theseareusuallyusedonhighperformanceaircraftcruisingatover175kt andoperatingabove35,000ft.

TheTT22isfullycertifiedwithEASAETSO andFAATSOapprovalforIFRandVFRflight TheTT22weighslessthan5oog,andconsists ofafrontpanelcontrollerwithaseparate transponderblock,makingitidealforplanes wherethereisnotmuchpanelspace.An altitudeencoderisbuiltintothecontroller.

TheTT22ispartoftheTrigAutomatic DependentSurveillanceBroadcastIADS-Bi productline,andincludesextendedsquitter ADS-Bout,akeyfeatureoffutureairspace plans.AnappropriateGPSreceiveris requiredtoenabletheADS-Bcapability.

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>HOOK-N-PULLTIEDOWNS

IFYOURaircraftspendsalotoftime withstandingtheelements,itwouldbewise toinvestinsometiedowns.

Hook-N-Pulltiedownsuseclosed-end'S' hooksmadefromhigh-qualitysteelwith heavyplating.Thetiedownbarsarehighgradealuminium,alloyedforstrength.

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Thenylonropeisresistanttoabrasion, rot,mildew,petroleumproducts,and manychemicals,whileitsslightelastic characteristicsresistshockloads.

Price:.91.2.5o W:www.aircraftspruce.com

>AIRBOXAIRSPACEAWARE

AIRSPACEinfringementsseemtobeonthe increaseandnormallyhappenforoneoftwo reasons.Thefirstisasaresultofthepilotnot knowingwheretheaircraftis,andthesecond fromalackofknowledgeaboutchangesto airspacerestrictions.

TheAware,whichwasconceivedbyNATS andAirbox,aimstosolvebothofthese problemsbyofferingalow-costmovingmap withadefinitive,butfree,airspacewarning databaseupdatedinaccordancewiththe AIRACcycle.

TheAwareunitisavailableintwoguises: thefirst,costingE145,isthestandardGPS unitwiththeairspace;thesecondisthe Aware+,whichcostsEmubutalsoincludes navigationsoftware.

Price:£149

W:www.airspaceaware.com

>THEVULCANEFFECTDVD

ARAREthinghappenedlastsummerinthe skiesEdGreatBritain.TheVulcanreturned tothem.After36yearsofbeingseenonlyon theground,afewpeoplethoughtthatthe GreatBritishpublicshouldbeabletosee somethingashistoricasaVulcanXH558in flightTheirfundraisingwascompletedjustin timeforthefiftiethanniversaryoftheVulcan andthisDVDcommemoratesthatmilestone. Forsome,theVulcanepitomisespride inaBritishachievement;forothers,it'sa reminderofacriticaltimeinourdefence againstnuclearthreat-and,foreveryone, thethrillisinthesight,thesoundandthe feelingofallthatpower.

Halfthesaleproceedswillgotothe Vulcancharity.

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LightAircraftAssociation

1946J/1AUTOCRAT,7600hrs,780hrson Cirrusengine,freshpermit,tiredaeroplane. Nearlyoriginal,noelectrics.Icomhandheld. Youngfamilyforcesreluctantsale£8,500 Phone07881805131

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PIPERPA15VAGABONDC90-8Evraprop both233hoursAF1.520dualcontrolssealed liftstrutswithnewforkends.Wonbest VintageCupatSywellRevivalInjuryforces sale216,500DonLordBrighton01273 558888

TR!KIS300hrsFullpanelnew SkymapMcTransponderEngine 10-24013lowhrsNetherthorpe NoselegMODElectricVariableProp. ContactGeorgeon07902349061or kilcoranuk@yahoo.com

TURBULENTDRUINED31,TTAF/EZero, 1600ccVW,LucasSR4magswithRollason chaindrive.Dismantledandindrystorageat NorthBerwickaringatrailerand94,500after contactingsa300.duster@virgin.netorphone 01620850448

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GLASTAR.LYCOMING0-320160HP. TTAFE800hourssincenew.248,000.Full detailsandphotosatwww.glastarflyerco.uk PermittillJanuary2011.ContactPeter HaywardTel:01692402810

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SUPERL4CUB,TTAF1150,TTE1300. Continental085-12,SuperCubfuelsystem, solofromthefrontseat,4.5hour endurance.Clevelandbrakeswith800tyres, KY67comm.P&SIntercom.923,500 contactsa300.duster@virgin.netorphone 01620850448

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ALLENHASLEDINE-WELDER.MobileCAA ApprovedwelderPre-fabricatedpartswelded,repair.anyaviationweldingconsidered. ContactAllenon01981510330oremail: allenhaseldine@msn.com

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VWENGINE1835CC.Garageclearoutto includetwoLeburgignitionsandtwomags, twosetsofcylinderheads.Inspectionmount POSAcarbpropellor(new)andspinner £1,500Tel:01926812994or07817596051

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FORSALEA65-8FENGINE.Nilhourssince overhaul,newcylinders,newmagnetos.overhauledcarb.£8000Tel:07545066199 www.s2taviation.co.uk

AA5GROUPGAMSTON,,/1sharesogreat availabilityin4seattourer.A/F1900hrs,zero timeengineLycoming0-320150hp. Details:http://www.gbcpn.co.ukTel:07976 802107Gamston_aaa5@btinternet.com

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ROLLASONCONDORBASEDCOMPTON ABBASAIRFIELD.Two1/5sharesavailable inyoungbutwellrungroupusinglowhoured twoseatplaneonpermit.£2250.00pershare plus£65permonthand£7perhourdry. Checkoutavailable.Superblocation,friendly group,nice,tidycheaptorunaircraft.Tel: 01202551336

JODELBEBEPLANS.Unusedsetofplans forJodelD9Bebe.Forsale,£20.EmailHarry Bottatharry@beningtonlordship.co.uk

KR2/KR2SPLANSFORSALE,brandnew andunused.£90.00&p+p.Allenquiriescontact:michaelon07792896160

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TrainintheU.S.—StudentVisasAvailable Acceleratedtraining•ExperiencedflightInstructors Safe,moderntrainingaircraft•FAAapprovedfor PrivateInstrumentandCornmercial(single&multi) Pilotandmedicalexaminersonsite•Cincinnatimetro area sportysacademy.com

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VHFRTAVAILABLEIFREQUIRED

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VHFRTLICENCE

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Phoneme for achat

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HASANYONEASETOFWARPDRIVE BLADES? (preferablytapered),suitablefora Rotax912ULinstatedinaEuropa,thatmay wishtosell.PleasecallTonyBurbridge. ClareandIcouldtenchyoumoreinoneday,bytalkingleyou.Thanyou couldlambywatsInngTVleosorry.CDROMs,.unlilyoureyesrayout. Fiveday.full-arneGroundSchouolalourname. aHsevenexams.andIpromiseyouwillenjoyII. ComedownanddoanyoralltheacornsyouneedGobackToyourwile andschoolandpetonTWITyourlife,youknowwhatImean! Threedecades a teacherlesaminer TelephoneDerekDavidson,lam-8.30am8. evenings.07831517428(mobile) Emailflyderek@totmailico.uk

2FORFREE!

Thesetwoairfieldsarebothgettinginvolved tosupportLAAflyingandofferonefree landingtoasingle-enginepistonaircraft duringFebruary 2010. Sowhynotlingera whiletosaythankyouwithacupofteaanda sandwich.You'llbegladyouwent!

away_

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Free

Locatedroughlyhalfway betweenthecoastalresort ofSidmouthandHoniton, FarwayCommonisideally locatedforavisittoDevon. It'sjust5mfromSidmouth, withpubs,restaurantsand B&Bscloseby,andstagesan annualfly-infortheDevon Strut.CallExeterApproach inboundandout,then SafetyCom.Avoidcrossing theExetercentrelineabove 15ooft.Elevationofthe airfieldis77ift,andfourgrass runwaysavailable:10/28and 18/36.CallTerryCaseforPPR On 01395597535. W:www.farwar common.com

A/CREG:

OldBuckenham

Free

Oneofthefriendliest airfieldsanywhere,that'sOld BuckenhaminNorfolk,and what'smoreithas800metres ofhardrunway,usefulinmidwinter,aswellastwograss runways.Facilitiesincludea nicecafewithoutsideterrace ifit'ssunny,fuelandseveral veryniceclassicStearmans whichgetflownonnicedays! PPRon0195386o8o6or07789 847848.BuckenhamRadiois 124.40,andcircuitswillbeo7L or25R,downwindlegisnorth ofAttleborough.Nooverhead joinsandnodeadside. W:www.oldbuck.com

A/CREG:

AVERYNICEVINTAGE

THEvintageaircraft movementgoesfrom strengthtostrength, thanksmainlytotheVmtage AircraftClubwhichexiststo promoteolderaircraftand helpkeepthemflying,and alsotothevariousone-make ownersclubs.

Inthefirstcoupleofmonths oftheyear,it'sthevintage typeswhoarestagingthe fewfly-insthatarebracing theweather-ofcourse,the

FEBRUARY

weathercanintewene,but theVAChasbeenverylucky inthepast Visitorsarewelcomeatthese events,soevenifyouarenot flyingin,orhaveamodern aircraft,turnupandseethese wonderfuloldaircraft,tall<to theirownersandpilotsandwhoknows?-itcouldbeyou intheseatofthatclassicAuster inyearstocome. AswellasVACeventsonas Febmaryand28March,Old

4CMSafelyEveningAndrewsfield VNN: coacouk 7VintageFly-in,OldSarum vAENvalelsarumonlieldopuk

7BreakfastPatrolSturgateLines WNW lincolnaeroclubcouk ISIAAACMTtAveklunAerodraRe01280846786 I4ValentineRallvVintageAucratClubOldSorum ',WANvintageoccroficluEorguk

20IAABallennbody:FlyInSher:kcalNorfolk 21-23HellExpoHouston,TexusUSA vAM hec,expocorn 27 CobaltDegreeOpenDayBournemoulh wvAvcobaltcam

MARCH

2CAASafelyLvening,SeethingNorfolk

SarumAirfieldisalsoturning overthefirstSundayofeach monthtoavintagefly-in. Theothermajorevents overthewinteraretheCAA's SafetyEvenings,where speakersrunthroughsome ofthecommonissueswhich affectUKflying-inalightheartedinformalyetvery usefulway.Theeveningsare free,butit'scourteoustoring theclubinvolvedandletthem knowifyouintendtobethere.

4CMSafer,/EveningOranstlenCombs 7VintageFly-inOlcSarum 7'BudEvansCommemorativeFly-inBreighlon MN/realcerocom

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APRIL

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Step1Fuselage1Step2Fuselage2

lleewefel)AVIAeHlepLblvtit P CI

MakeyourownSpitfire!

INSTRUCTIONS

p1Fuselage1

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Step4Wings

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Step5Propellor

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Step5Propellor

Step3TailFin

Step4Wings

GARMINGPSandAVIONICS DYNONAVIONICS

GNC400panelmountGFS£2999

GNS430WGPS/COM/NAVE4999

SuppliedwithharnassforLAAaircraft

GPSMAP6951565

7"displayportable

GDU370£2250

7"displaypanelmount

GPSMAP96£240

GPSMAP96C£295

GPSMAP196£345

NEWmra500£539 touchscreenGPSwith aviationandroaddata

NEWwra550..f950

GPSMAP296f595

GPSMAP495£825

GPSMAP496£935

AirGizmoDock£75

ci IC-ABE Propack £260

IC-A24E Sportspack £233

IC-A24E Propack £310

IC-A210 £795

IC-A110 £550

WeMLRafullrangeofloam Accessories

Receivers

NEWBlack-BoxFlightMonitor automaticallytunesintoairband frequencyinrange f60

Linden1.1830XLTE56

LIGHTSPEED

GTX328ModeStransponder£1640

GTX330transponder....Call

SL40Comm £1095

SL30Nay/Comm £2250

GPS150XLpanelmount11850

GNC250X1GPS/COM£2195

GMA346Audiopanel£875

GMA240Audiopanel£599

GI106ACOI E1195

MD200CDI E1295

EF1S-D6 £995EMS-D10£1065

EF1S-D60 E1195EMS-11120..£1235

EFIS-D10AE1375Flight0EK-0180£2000 EF1S-13100£1500HS34HSImodule£425

!heAynationConsumer Productoftheyear2003

TherevolimonaryliglASIX10Zuluoffers. UnrivalledcomfortBluetoothmobilephone connect-anyandauxiliarymusicimplit

ZuluANAGA version.£525

ZuluANRHelicopterversion E560

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RCALLAN

USDApprovedInstrumental Attitudeindicators

RCA12-7 E479

RCA22-11,.f579

RCA26A10/B6d-hr. f1450

FICA20EKEft,i £1550

DirectionalIndicators

AV8ORGPS £485

NEWAV8ORACETscreen£1150

AV80RACEchigh"'GODRIVE£1250

SKYMAPIIICwithdatabasef950

KMD150GPSIpanelmoundf1795

KY97AVHFComm14v£1095

KY96AVHFComm28v,,,,£1095

KR87AOFsystemIOHCI£1595

KN64DMEINC)£1195

KY196AVHFCommINCL£1500

KY197AVHFCommICHCIf1500

SENNHEISER

HME95LightweightGAHeadset£135

HME100GAHeadset £169

HMEC250ANRGAHeadset„£299

HMEC25KALighgNeightANRE430

INTERCOMS

HM2placeportable £79

HM2placeforloomw/PTT£99

HM9placeportable £99

SigtnmicsSPA400£145

PSEngineering

PM501panelmount4place £185

PM10004placepricesfrom £225

PM3000stereo4place £375

PMA4000AudioPanel £499

PMA6000CAudioPanel £695

JPINSTRUMENTS

FS450fuelflowE399

PRECISION,Tr'ic.alcciacompassUR FALCONGUAGE {NONApprovedinstrumentsi 6H02V-3traccumienII1 £325

CHO2E-3lelerpel et;ird f839 f325

EIGO2E-31elesr E835

TCO2E-3-2alfhsrfig f279

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Magnetmcompasses f69

VertmaIcardcompass E149

BoseXHeadset AvailableVersions Battery-twinplug-straightcable Battery-twinplug-coilcable Battery-U174Helicopter-codcable Installed-Lenaplug-straightcable Installed-Lunaplug-coilcable

AMERI-KING AK-451ELTisaTSO'd.JAAJTSO'd approved405MHZELT£599 .s. haa bah555.555i5i• Tulerurs-c1555a5c:53CI155,12C25 40,555,5.,5PahclicWP5•55555 Orcd.• neld:.,,SedEi G S• s'it:-aCCCSS,1125Web _any,: ro•5•55lec•telltour'L!iid AK-350-30AltitudeEncoder£135

MICHEL/TKM

MX11replacementCornf650

MX170CNav/Corn f1195

MX300Nay/Corn £1195

MC60VORGSIndicator£360

MICROAIR

M760transceiver £640

HEADSETS

LOW, PRICE

AirMO beervalueGAHeadsetf59

AirMI0( hes:valueAUgesiset£169

HM51childheadset f79

Peltor8006GAheadset£145

PallorHelicopterheaoseht22,11£159

PeltorHelicopterheadset£159

DavidClarkH10-30,, £210

DavidClark1110-13.4 E230

DavidClarkH10-13H £240

DavidClarkH10-60,,,,£260

SVADAHRS-2l0£750

SV-A0AHRS-210E500 SV-GPS-250170rho£125

SV42serooliginablf475. AP79MterhteWW1!: f285. EFIS-D10A4tenon£2325 nearingDIGAila120 NEW SkyView EFISandEMS SV-D700assay£1690 5V-91000Wasp..E2250

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MICROAVIONICS

NEWIntegralHelmetwith: Voxheadset E345 VoxandPARheadset£406 PoweredRadioInterlace,,£169 UL100headset £180 UL200headset E240 HelmetwithVisor&AirDam£138 Singleheadstrobe f79 Highpowerstrobesavailabler single,doubleortripleheallrom£152