Popular Flying July/August 1976

FROMTHEP.F.A.OFFICE

TERMINALBUILDING,SHOREHAMAIRPORT,SHOREHAM-BY-SEA,SUSSEX,8N45FF

Allpiicesaresubjecttochangewithoutnoticeduetoincreasesinpriceandcurrencyfluctuations

CASH WITHORDERPLEASE

HomeConstructorsSLINGSBY'S

STOCKTHEBESTINAIRCRAFTMATERIALS:

SitkaSpruceforspars:FinnishBirchPlyforleading edges;Ashforenginebearersandfairleads;Gaboon Ply forfuselageplanking;MultiLaminatedBeechforpropellorblanks;GlassCloth;EpoxyResin.Polyester Resin,GelCoatandFlameResistantResinforcowlings andfairings;Perspexforcanopiesandwindscreens;Steel Tube,SteelSheet,AlloyTube,AlloySheet,AlloyBar andSectionsforallmetalparts;StreamlineSteelTube forStruts;MadapolamFabric,TauteningDope„AluminiumDope,FinishingDopeforcoveringplusallthe accessoriesyouneedincludingWheels,Shackles,Pins, Nuts,Bolts,Tyres,Tubes,DiscBrakes,Parachutes,etc.

WeSTOCKtheASH360,360-channel

VTI F.Radio,1 microvoltsensitivity,2wattsR.M.S.output,lowpower consumption,willworkfromadrybatteryforaircraft withoutelectricsPYEVANGUARDSon129-9and 130.4megacycles.AircraftAerials;CarAerialsfor V.H.F.Magneticbasejustclamps on yourroof.Microphones;Headsets,Plugs.etc.

InstrumentsinstockincludeBendixJ.8.Horizons; FA.A.-approvedwithlowconsumptiontransistorinverters;A.S.I.s;Altimeters;Turn&Slipswithrelease notes; V.S.Is; Clocks;OxygenSystems.

WritefordetailsorsendforCatalogue--50p. (Refundablewithorders)

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Popular Flying

EditorialConn Hee: ALANDUNN MESEGRIGSON JOHNDAEFENDEN LAURIEMANSFIELD

EditorialAddress:

TerminalBuilding, ShorehamAirport, Shoreham-by-Sea, Sussex.I3N45FF

Telephone: Sh 0 reham-by-Sea61616

PFAEXECUTIVE COMMITTEE

President:

A/CmoR.GI.C.PAUL.C.13..D.E.C., M.A..C.Enc.,F.R.Ae.S.

(.hairman:

I)F.EAtn.RxrR131ITAVE

lUeasurer:

L.SUMS',D.Ae.,C.Eng.,M.R.Ae.S., A.M.SI..AF.T.

EngineeringOfficer:

F.I. V.WALKER,F.R.AeS.

(-animate('Members:

DOUG.MANCH!

PETERCHANNON

EDWARDDAVIS

LESDRAY

RAINDUNFORD

ALANDUNN

MISSPATHOLMES

ERNIEHORSFALL

LAURIEMANSFIELD

ROBINOWEN

LAINPDIIIECARY

ItatRIAGAN

MIKEVAMY BILLWIIKS

HILLWoODHAMS

eructGeneral:

J. S.J.LAUDER

Py A

7 717711117— 4,tIIp'S

FlPiNGPSSCP

Founded1946

Individualmembership:£7.50p.a.

Thefoundingandrepresentwitvbodyinthe UnitedKingdomofanutteurconstructors andoperatorsofultra-lightandGroup opetaied ah-erald

P.E.A.(ULAIR)Ltd

COVERCOMMENT—

TheForestFlyingGroup'sC.P.30111

Emeraudeseenonarecentflightfromits homebaseatStapleiord.

EDITORIAI

2-4 AIRTES-I—FAABIPINE

5 BEACKEUISHE 1976

6-7P.E.A.NOEECIS

VINIAGENEWS

fl-IiGROUPNEWS

AIRCRAI1FORTHEDONIEBUIEDER

3 GROUNDEFFECTANDROSSIIAITL(15YOT

4 MANANILMACHIM:

5P.FA.TELEVISED

6-17MvBABYISBORN

STRUINEWS

9

20AusIRAI.IANTURBI

21-23BEILDINGSPRITE--Pim3

TheviewsexpressedinPOPULAR FL 3'INCarethoseofthe contributorsandnotnecessarilythoseoftheP.F.A.ThePublishers retaintherighttotulitseorwithdrawadvertisementsattheirdiscretionanddo flat acceptliabilityfordelayinpublicationorfor clericalorprinter'serrorsaltlmugh eivry careistakentocuvid nustakes.

WHAT'SINANAME?

QuiteanumberofOurmembers captainairlinersforaliing.These sameMemhershavebuiltorare buildingultralights.Andyetboth machinesaredescribedunderthe generictitle'aeroplane'.Whatis thisdescriptiveword'aeroplane'? Itseemstousthatwearecursed withthenameaeroplaneandir you williieadonwewillenlightenyou astowhywethink'cursed'isthe Onlyword

Takeboats.forexample. ifwe wanttosadourhome-madedinghy onafarmer'spond,thereisno queryastowhether itresembles in anywaytheQ.E.2.Itisquiteclear toeveryoneastowhatadinghyis, whatamotortorpedoboatis.and whatahouseboatis.Onland,the motorracingfraternitywouldnot beconcernedifgo-kartracingconflictedwithameetingatBrands HatchorSilverstone.everyonebeingquiteclearastothescaleofthe operation.Comparingoursort or flyingwith.the747sortislikecomparingthevillageknitterscircleto theBayeauxTapestry.

Andyet,duetothisword'Aeroplane,'wearefixedwithvisionsof vastflyingmachines,everytimeBee applyforplanningpermissionfora strip,everytimeafannerapplies forpermissiontouseafield,infact everyhmewehavetoconfrontthe publicatlargewithourhobby.In themid1930'swehadartill-fated littlemachineknownasthe'Flying Flea'.Thecrazesweptthecountry and,readingreportsonitto-day,it seemsthateverytownhadenthusiastsbuildingthemintheirhackyard.Now,theFleawasafailure,

butatthetimeofifsheightof popularity.everyoneknewwhata Fleawas,andifyouapproacheda localfarmertousehisfieldtotry \ourFlea,heknewyouweren't askingforImperialAirwaysto operateascheduledserviceof HandleyPages,orwhatever,outof hisagriculturaldomain.

To-day,themerementionofthe word'aeroplane'conjuresupa visionofsmallonesto-day,jetstomorrow. HOW canweovercome this?Wesuggestthatitisabout timewethoughtupanewnamefor oursortofaeroplane-hutwhat? Intheinter-waryearsthename 'Moth'hadanunderstanding,and idthoughthiswasthenamefor de-Hayilandproducts,itgenerally conveyedtotheun-initiatedpublic alightaircraft.

Wefeelthatthedayhasconie, whenultralightaircraftaremore numerousthaneverbefore,when weshouldabandontheuseofthe word'aeroplane'anddecideona morespecificwordtodescribethe machinesweuseforrecreational flying.Itmustbeaword--nounif youwish--thatwecanprojectin thesamewayasweareatpresent pushingtheimageof Recreational living. Haveyou,themembers, anyideas?

TheEditorsof PopularThing havedecidedtoofferaprizeof£25 foranysuggestednameforour aeroplanesthatisacceptedbythe P.F.A.AwardsCommitteetobe suitableandapttodescribeour machines.

Letushaveyoursuggestionat

AIRTEST:E.A.A.BIPLANE 1

byAirCommodoreG.J.C.PAUL

MyownlirstknowledgeoftheEAABiplanecame fromthe LighiplaneGuide, Homebuiltissueof1965: theguidecostonedollar,andonits-lastandninetysixthpage,picturedwasheadandshouldersofa youthfulPaulPoberezny.whosebrainchildthis aircraftis.Thesameissuefeaturessuchdelightsas thePietenpolAircamper,theearlyWittmanTailwind,thePazmanyPL-I.andonewhichhasalways beenoneofmyfavourites,thoughtomyregretIhave neverflownit,theMEYER'SLITTLETOOT.That isapleasurewhich1stillhopetoattain.

IVIostoftheseandtheotherfortyhomebuilders'aircraftdescribedintheGuidearesmallerandlessrobust thantheEAABiplane,whichisdescribedas"small enoughtobesporty—largeenoughtobetractable".

TheoriginaldesignwascompletedbyPaulPobereziin, JimStewartandToniSeely,alloftheEAA.andthe prototypewasbuiltbyRobertBlacker,theaviation instructoratSaintRita'sHighSchool,Chicago.asa studenttrainingexerciseinaircraftconstruction. Wouldthatmoreschoolsinourowncountryundertooksimilarexercises!Thefirstflightoftheprototype. inJune,1960.wasbyJimReif,anairlineflight engineer,whichshouldbeasourceofsatisfactionto RayMaidment,whowasresponsibleforthemain structureofG-AVZW.thesubjectofthisreport.The prototypenowresidesintheEAAMuseumatHales Corner,Wisconsin.Somuchforhistory.G-AYZW differsagooddealfromtheprototype,notonlyin detail,thoughtheoutwardappearanceissimilar:but principallyinhayinganengineof125hp.inplaceof theprototype'sContinentalA.65.Theconstructors wereRayMaidment,whoisaFlightEngineerwith BritishAirways.andGordonEdmonson.aBritishAirwaysCaptainflying707's.ThelatterwasprincipalE responsibleforthefabricworkandouterfinish_ G-AVZWwas.ofcourse.therunnerupinthecontest forthe197-IBestHomeBuiltatSywell,andthosewho weretheremayremembertheenquiryfromGordon Edmonson.fronthis707airborneoverheadabout theprogressofthecompetition.Letmealsosaybefore Igoan furtherwhatagreat[irk[legeitis to be allowedtohandlethismostbeautifullxbuiltand maintainedhomebuiltPFAaircraft.

CONSTRUCTION

Theaircraftwhichisthesubjectofthisreportwas builtfromplanssuppliedbytheFAA.andwhichthe buildersreporttobeofexcellentquality,both

clearandcomprehensive.Thoughtheoutward appearanceissimilartotheEAAprototype,thereare changesinthesenewerplans:bintheprincipal differenceofG-AVZWisthefittingofamuchmore powerfulengine.TheaircrafthavingbeenoriginalE designedtoincorporatea9Gloadfactorisperfectly capableofacceptingenginesofconsiderablyhighei powerthanthe65h.p.oftheprototype.Thedesign followsthefamiliarL.1S.A.patternofweldedsteel tubefuselage,woodenwingsandfabriccovering_

Theupperwingspanis20feet.andthelowerspan ISfeet4inches.Thereisnodihedralatthetop,whilst thelowermainplanesaresetwithadihedraloftwo degreesThereisnowashouteithertoporbottom Eachmainplanehastwoplainplankwoodenspars,the frontI!,inchthick,andtherearIinch..Internalwing bracingisb),meansoffourtubesan.dwirecross bracinginthethreebayssoformed.Ribsarebuiltup ofsprucestrip.Aileronsarefittedtothebottommainplaneonlyandarehungfromthreehingesattached totherearspar:theyareoperatedbypush/pullrods withinthewingtotheaileronhornprojectingbelowit. Aileronloadsaretransmittedviatherearspartothe interplaneN-struts,andinterplanebracing,illustrating oneoftheadvantagesofthesmallbracedbiplaneoxer themorecomplicatedstructurerequiredtocarrythe torqueloadswithinamonoplanewing.TheN-struts areconvenientlylocatedsothattheirattachment coincidesatthelowerendwiththelocation of the centreaileronhinge.

Thefusealgefittingsoftheoriginaldesignmake considerableuseofPiper.13Cubmaterial.For instance,thetailwheelassembly,themainundercarriageandthefueltankoftheprototypewereall.13 parts:lateraircrafthavenotusedsomuch.13material. andG-AVZWforexamplehastwofueltanks.each speciallyconstructed.Thetailunitstructure.however. isstilltheEtmiliarPiperstyle,weldedtubestructures. fabriccovered:therearenotrimtabslitted:therudder hasasmallhornbalance:andthewholestructureis bracedwithwiresfromthetailplanetothetopofthe sternpost.andtothelowerlongerons.Themain undercarriagessheelsarefittedwithhydraulicalE actuatedbrakes,operatedb ,heelpedalsadjacentto therudderbar:inadditionthetailwheelissteerable. beingcoupledthroughaspringlinkagetothemovmentoftheruddercontrols.Thereisalock-onparking brake.

POWERPLANT

G-AVZWispoweredb\aconvertedLycoming 0-290GPUengine:theconversionwasdonebythe builders.Itismountedaheadofafireproofbulkhead onaconventionalsteeltubemountwhichincorporates rubberblockvibrationdampers.

Theengineisratedat125h.p.at2400r.p.m..butis capableMfgiving140h.p.at2650r.p.m.fortakeoff tindclimb.Fuelconsumptionatnormalcruiseof 2200/2300r.p.m.isliveImperialGallonsperhour.kind stgallonsperhourat2400r.p.m.Fueliscontainedin twotanksmountedinthetopofthefuselageaheadof theinstrumentpanel.Themaintankholdsten InipenialGallons.andtheotherseven.Thefuelcock mountedonthelowerpartofacentralpanelinthe cockpitgivesthreeclearlyidentifiedpositions.OFF; andapositionl'oreachtank:anadditionalrefinementisaredwarninglightonthepanelwhichcollies onifthepositionofthefuelcockisnotcorrectly registeredwiththe"on"positionofoneorotherofthe iwofueltankfeeds.Thewoodenfixed-pitchairscrew fittedisoflinerpitchthanwouldbedesirablefor optimumspeed.hutdoesallowthebestpossibletake offandclimbout.AnicepointintheMstallationisthe locationofthefuelprimerpumpintheenginebay, whichavoidstheneedforafuellinethroughtothe cockpit:andensuresthatwhentheengineislirst started,whoeverdoesitiscompelledtohavealook insidethecowling.Actualstartingisbyelectricstarter motorfromthecockpitFuelflowtotheenginedriven pumpisbackedupbytheusualauxiliaryelectric pump,whoseON'OFFswitchismountedinthe cockpit.

Onepointtonotehereistheverysmoothresponsive enginethathasresultedfromthisparticularGPU conVcrsion.

COCKPITANDCONTROLS

Controlsareaboutassimpleasispossibletoattain. Intheabsenceofanycomplicationssuchasflaps, controllablepitchairscreworretractableundercarriage,or even trimtabs,thepilothasonlyastick, rudderbarandthrottle:withsecondarycontrolssuch ascarburettorhotair:auxiliaryfuelpump:andheel brakes:theresultisaveryclean,roomycockpit. devoidofobstructions.Itistwentyandaquarter incheswideatseatlevel.thoughtheseatitselfis narrower:andwhenensconcedinthecockpitthe pilothasagreatdealofroom.Itisalsointhecockpit thatthelineworkofthebuildersisespeciallynoticeable.Thequalityoftheworkisfarhigherthanis customaryincommerciallybuiltaircraft,anditisa pleasurejusttositintheaircraftandadmirethe craftsmanship\isible.Acriticism,notofthebuilding. hutofthedesign.isthattheinstrumempaneliscloser thandesirabletothepilot-seye.beingonlysixteenand LIhalfinchesdistantfromthenearestinstrument.This isnearlythesameastheChipmunk.Thecockpitis alsoverydraughty:thishasthemeritofshowingup aninaccurateturninamostunmistakableway,but even innormalstraightandlevelflightmyexcellent skiinggoggleswereunabletorestrainthedraught frommyeyes,unlessIleanedwellforwardsoasto getclosetothesmallbetween-the-war-fightertype windshieldwithwhichG-AVZWISfitted.ItisinterestingtonotethatsonieU.S.A.illustrationsoftheaircraftshow/Imuchlargercurvedplexiglasswindshield similartotheonesgenerallyusedbStolpStarletsand otherStolp/IndPittsdesigns.

InstrumentationofG-AVZWincludesartificial horizon,VSI.aswellastheusualflightandengine instruments:itisnicelylaidout;plentyofspace,and easytoread.Radioisa360ChannelMcMullen.which PopularFlying,July-August,1976

withNATOplug.andstandardRAFpatternheadphonesandmaskmicrophonegaveexcellentresuks.

HANIMANG

TheFirstthingnoticeableaboutG-AVZWisthe easygroundhandlingwiththeaidofsteerabletailwheelandheeloperatedbrakes.Onealsonoticesthe longwidenose:onesitswellintothecockpit,sothat one-seyesarenotfarabovethelevelofthecowling; theeffectisreminiscentofsomeofthe1935/6vintage watercooledaircraftwithlongflatcowlingsaheadof thepilotIpersonallywasremindedoftheFaireyFox: asCaptainEdmondsonhasreferredtoitashis"Cloth Bomber"—perhapsthereissomethinginthis!Apracticaleffectisthenecessitytoweavefromsidetoside whentaxying,foronecannotseestraightahead.

Assoonasthetailcomesupontakeofftheview aheadbecomesverygood,andthelongflatnosemakes iteasytojudgetheattitudeinrelationtotheairfield boundary.Takeoffisbrisk,andoneisairborne rapidl\. At highpowersettingsandlowerspeedsconsiderablerightrudderpressureisnecessarytokeep straight.thoughagainthelongnosemakesitvery easytojudgeattitudeand to keepstraight.Atthe recommendedclimbspeedof75/80knots the rateof climbusingfullpowerand2650r.p.m.wascomfortablyinexcessof1000ftlmin.ontheVSI,thisbeing maintaineduptooperatingheight.

Havingfounditeasybothtokeepstraightandto judgeattitudeontakeoff,intheclearairabovethis wasforsomereasonfarlesseasy,andhaditnotbeen fortheVSIandartificialhorizon,itwouldhavebeen muchmoredifficulttosettleintoasteadylevelcruise attitudewithoutlosingorgainingheight.Figures obtainedinsustainedle\elflightindicatedacruiseof 90knotsat2400r.p.m.at2,000feet,andaflatout levelspeedof110knotswith2800r.p.m.onthe engine.Thelatterfigurewouldprobablyhavebeen exceededifthetesthadbeenmaintained,butinview ofthehighr.p.m.itwascutshort.Thesespeedswhich wereindicated,computeto92knotsand112knots respectivelyallowingfortheconditionsoftheday,but notcorrectedforpositionerrorwhichisnotlikelyto

Cockpitlayoutof E,4..1. Biplane G4417144

begreatatthetopendoftherange.Withacoarser pitchairscrew.andsomecleaningup.theaircraft wouldprobablygoa!*ooddealfaster.Atpresent,items suchastheattachmentsfortheinterplanebracing wires,presentquitelargeunstreamlinedfiatsurfaces: theownersareverymuchawareofthis,andhave improvementsinview.

Directionallytheaircraftisstable:thereisno elevatortrim,butelevatorforcesremainlightthroughoutthespeedrange:theaircraftappearedtohavefore andaftstability:itisneutrallystablelaterally.In contrasttothelightelevatorcontrolforces,aileron loadsonthestickareheavy,becomingincreasinglyso asspeedsincrease.Rateofrollisnothigh,andoneis reluctanttousetheforcewhichseemstobeneededin ordertoattainahighrateofroll.Inthisrespectthe aircraftbeliesitsappearance.forthoughitlooksat firstsightasthoughitshouldbeanagileandsprightE performer,theheavinessoftheaileroncontroldenies this.Stallat58knotsIASwasnormal,andrecovery normalwithoutunduelossofheight.Thestallis preceededbyanincreasinglyhighrateofsink,andno greatpriorindicationbybuffet.Asspeedisdecreased theangleofattackincreasesconsiderably,withthe resultthatthenoseoftheaircraftrises,andthisof Course affectsvisibilityontheapproachtoland.

Theaircraftisnotespeciall):sensitivetocircuit speeds.andseemstolithappilyintowhatevertraffic patternandspeedisdesired.untiltheendofthedownwindlegisreached,Atthispointitisdesirabletohave reducedspeedto80knots,andtomaintainthisuntil afterturningfinals.thereafterspeedmaybereduced soastocrosstheboundaryat6570knotsaccording toconditions.Itisduringthislatterreductionof speedthatthenosecolliesupsoastoobscurethe viewahead,sothatthemoresmoothlyonecanblend thefinalapproachintoagentlycurvingpattern,the longeronepresenestheviewofthcrunwayahead. Ontouch-downtheaircraftstaysputandlosesspeed quicklyonceonitswheels.Therewasnotendencyto swing,anditrunsstraight-Thisisjustaswell,forby thetimethetailisdowntheviewaheadhasdisappeared,andonecanonlyhecertainofstaying withinthelimits ofLI narrowmarkedrunwayby ensuringthatonepreservesthedirectioninwhichthe aircraftwasheadingduringthelaststagesofthelinal Hare.Itis.ofcourse,forjustthesesorts of reasonsthat militaryaircraftfirstincorporatedseatswhichcould

beraisedorlowered,andweretheEAABiplaneso fitted,thisproblemwouldnotexist_Evensoitis hardlyworththecomplication, COSI andweight.

SUMMARY

Weightoftheprototypewasgivenas670lbs.empty and1000maximumallupweight.G-AVZWconies mitat800empty,and1100maximumallupweight, whichisthemeasureofgrowthsince1960.Clearly onedoesnotwanttoaddmoreweight.Butonemodificationwhich1wouldrespectfullysuggestistothe windshield.Elimination of thecockpitdraughtswould enormouslyincreasethepleasureofHyingthisaircraft,andIwouldsuggestsomethinglikethatfittedto theStolpStarletbuiltbySidMiles,whichisoneofthe mostcomfortableopencockpitsinwhich1ha‘e flown.Theheavyaileronsare,regrettablyaninherent feature of thedesign,andoneimaginesthistobethe reasonfortheredesignwhichisafeatureofthe ACROSPORTwhichhassupersededtheEAAbiplaneintheircatalogues.WhereG-AVZWreally excelsis,inmsview,itspotentialasacomfortable crosscountrytourer,callable or usingsmallfields, carryingareasonablequantityofbaggageforone person.andhavinilsufficientperformancenottobe putoffby-headwindsorroughconditions.Butperhaps thechiefdelightofthisparticularaircraftistheworkmanshipofitsbinlders,anditsimmaculateappearance.ItisfinishedinLICelloncolourdescribedas "Flame-;theenginecowlingisburnishedaluminium: thepaintworkisParkWardqtiality:andthemoreolle delvesintothedetailofeachbitofconstruction,the moreOneadmirestheskillsoftheconstructors.My Yen,gratefulthankstobothGordonEdmondsonand RaNMaidmentforbeingallowedtoflyG-AVZWand towriteaboutit.

SPECIFICATION(G-AVZW)

SPAN:20feet

AREA:120ft.sq.

LOA:17ft6ins.

MAXIMUMpermittedAllUpweight:1100lbs. Weightempty:800lbs. Engine:Lycoming0290CPUConversion125h.p.at 2400r.p.m.

TotalFuelCapacity(intwotanks):17Imp.Gallons FuelConstimp,at2400rpm.90kts.:5!lily.Galls.Hr. RateofClimb:1000ftmin.

G-AIZ IVatushome haveofGoodwood

BLACKBUSHE1976M DUNFORD

For 7. trutmemberstheWeek-endstartedonSnturdayafternoon_TheygatheredatBlackhustietomake thehnalpreparationsforSunday,sitingthecaravan. checkingthegrassstrip,etc.Wehopedtoalsowelcome visitorsfromoverseas,whousuallyarriveduring Saturday_UnfortunatelytheweatherintheChannel preventedanyone!Tommakingthecrossing.Wedid howeverhavetwoarrivals—bothfromWhiteWaltham,theMilesM18&MonarchflowninbyRex Coates,oneoftheteamoforganisers.

SundaystartedearlyForthewriter0715hrs..this wasthetimeIhadarrangedtopickuptheAftCadets of328Squadron(Kingston)A.T.C.fromtheirH.Q. TheLadsandtheirtentswerepiledintothevanand wesetofffortheaerodromefollowedbytwocarsfull tothebrimwithfoodfortheweek-endThesechaps dofeedwellwhentheygoonanexercise.

Attheaerodromewemetupwiththerest or the strutvolunteersandmadeplansforthedaysactivity. Wehadthenowtraditionalcrew or DaveEdermaniger andBernieKinglookingafteraircraftmarshallingand booking-in,aidedbystrutmembersandtheA.T.C. chaps.Themorningwasslowtogetunderwaydue topoorvisability.butbythetimethedemonstrations startedwehad52aircraftvisitus.andalargenumber ofcars—Ihaven'tseensomanycarsatBlockbushein alongwhile.

NeilWilliamsgaveussuperbdemonstrations or the SopwithPup,SpitfireandHarvard.Itisimpossibleto putintowordsthejoyandnostalgiacreatedbyNeil whenhefliestheserareaeroplanes.LaterintheafternoonwewereshownwhatcanbedonewithaGlider

intheexperthands or DerekPiggot.whoflewa splendiddemonstrationinhisFirmglider.Those peoplewhostayedtotheendoftheday'sflyingwere .(2kensetanothertreat.DougArnold.theaerodrome owner,gaveMikeLangtonpermissiontousetheperitracktodotaxytrialswithhisAuto-Gyro.

Mondaywastheday or theMilitaryAircraft Owners'Associationmeeting,aidedbymembersof theHestomFlanworthStrut.Anumberofinteresting aircraftarrivedincludingtwoJodelsinGerman markings.Allthekl.A.O.A.membersgatherednear thecontrolTower,PFAmembersonlycomingtoour area.Despitethefactthatitwasnotourday,wedid managesevenaircraftonourparkandduringthe courseofdieafternoon,wedidhaveaPEAslot.It wasorganisedbyGordonEdmonson,whotailchased aStompeG-AZULwithhisEAAbiplane:finishing theslotwithaformationflypast or theStampeand FAAfollowedbythreeJodels.ThequoteortheweekendhastohebytheYoungLady,whowhenaskedif shewouldliketotakepartinthetlypastdeclined. saying"thatshewassufferingfromJETLAGTand shehadjirstarrivedfromFAIROAKS!

Finally,aThankYoutoallthosewhomadethe meetingpossible:Mr.DougArnold,fortheuseofhis aerodrome.themembersofhisFireCrew,whoworked overtimesothatwecouldcontinuetoflyuntildusk, theflyingclubswhosetoeswetriednottotreadon. membersofthe328Sqdn.A.T.C.(Kingston)aiwlall themembersofthe Fl/H strutnotalreadymentioned and,ofcourse,allthoseofyouwhosupportedusby AirandbyRoad.SeeyoutherenextEaster.

Top:DougArnohrsSpitfireandDesmondSt.Cyrien'sPupwhichwerehoth.floirnbyNellWTI/Innis.

AlOdle:G-A IVAI DLode/D.IIflownbyDanLordfromShoreham:G-A11/1/ IV Betaflown.fromBigginHillby ChrisBellhouse.

Bottom:RkhardGoodePewStampeG-AZNNfromt stripatYarmouth,J.of W.. midBrumLeGrangeflew AcroncaChampCI-ATLIKfroniDenham.

Projects

PEA/579-TheRollason-builtTurbulentG-ARNZ haschangedhandsonceagain—on11.2.76itwaS registeredtoN.J.Mathias

811-GeorgeShield'sall-blackLutonMinor G-ATEWwassoldtoD.A.PorteratSturgateon 18.7.76.

839—AsurprisearrivalatEairoaksduringAprilwas theMinorG-AZHIIwhichwelastheardofinbuilding atNazeinginEssex.Wehopeitjoinsthegrowing numberof"first-timers-atSywell.

1332—FirstElaglorAirscootertoappearonthe BritishRegisterisDavidEyernden'smachine whichisnowregisteredG-BDWE.Buildingistaking placeinClophill.Beds,andtheprojectalsohasthe Flaglorc/nofKF-S-66,aswellasthe"personal- one ofDWE-0I.

1557Recentlymentionedinthesepages,Colin GoodmanwasnotslowtoregisterhisVP-I,which becameG-I3DULon25.3.76.

1589--AnotherCavalierwasduetomakeitsmaiden Bightasthesewordswerewritten-thiswastheStoke Orchard-basedmachineG-BDKJ.

3204—ThoseofyouwhowenttotheHeston HanworthEastereventatthe'Bushewillnodoubt havebeenimpressedbytheBygraves-btnItTaylor TitchG-BABY,onitsfirstpublicairing—weawait furtherdetailswithinterest.

7009--T.E.Boyes'EvansVP-1projectwas registeredLISG-BDTBon15.3.76.Constructionis proceedinginSouthShields

7012-SecondVolksplanetoreceivemarksrecently wasA.KLang'smachinewhichbecameG-BDTI.on 17.3.76.ThisonewillhailfromSomerset.

14-10084—TheTTGroupregisteredtheirBede BD-5projectappropriatelyasG-BD-n-on17.3.76. ItalsohastheBedecin3795.TheGroupisbasedin Bourne.Lines,andcomprisesMessrsJ.Goode,R. Smith.G.Allen,M.Burnett,andD.Neal.

33-10067—ColinClarkreports:Ipurchasedthe excellentdrawingsfromBrianMills(MercuryAircraft&Engines)in1974.Constructionstartedafew monthsago,thepresentstateoftheaircraftisbasic fuselagecomplete.Myjobatthemomentisskinning thesemi-monococqueairframe.powerwillbea1700 c.c.V/Wtype4engine,Ihopetobringtheprojectto Sywell76byroad.F/FwillprobablybeSpring1978. Performanceon65h.p.isMax.speed143m.p.h. Cruise135m.p.h.VNE174m.p.h.Landingspeed 45m.p.h.SOOmilerange.Climb990Ep.m.

OtherAircraft

G-BDSMMotorCadet—Aninterestingmachine registeredon5.3.76wasthisSlingsb „MotorCadet Mk.3.ItisbeingcreatedbyD.W.SavageorCarmyllie,Angus.andweawaititsappearancewith interestIncidentallythe"01-quotedbytheCAAis Mr.Savage'sPEAmembershipnumber(PEA/246-1 313)-weareremindedofMr.Morrellacoupleof issuesbackandtosavefurtherembarrassmentconstructorsareadvisedthattheconstructorsnumber theyshouldquoteontheregistrationapplicationto theCAAisthecinissuedbyJohnWalker/PEA EngMeering—tmdnottheirownPEAmembership mber.

G-BDUN.T-2113-Latestofanumberofmotorisedgliderconversionstoappearinrecentmonthsisthis poweredversionofaSlingsbyT-213SedberghregisteredG-I3DUXtoEPearsonofHalifax,Yorks. Asfaraswecangather,thisistheFirstsuchconversioneverattempted,theonlypreviousexamplebeing theSlingsbyfactoryprotypeofthepoweredT.49C CapstanG-AWDV.Incidentallythec/t)quoted(11461 isthatofaSkylark213-acompletelydifferentanimal ---sotheplotthickens.

BedeRD-5G-BDT7is/roilapproxhnotelyhullcomplete

34-10102—BrianSmith'sCassuttprojectwasregisteredasG-BDTWtohimandC'.S.Thompsonon 18.3.76--alsowiththeftcmOE

ColinClork'STourbillion

PFA33-10(167

NewProjects

42-10163MotorTutor: E.M.Pearson,83MoorlandsRoad,Meant-Outlane,Huddersfield.

60-10164TaylorTitch: P.Wells,2AESR.A.F. Leconfield,N.Humberside.

17-10165PazmanyPL-4: P.W.White,19Hillcrest Road,Romsley,Halesowen,WestMidlands.

65-10166Vari-Viggen: D.F.Patten.5Buntings, Covingham,Swindon,Wiltshire.

62-10167EvansVP1:I. Daniels,4IvyHouseRoad, Whitstable,Kent.

62-10168EvansVP1:R. W.Marchant,LittleRobhurstFarm,Woodland,Nr.Ashford,Kent.

02-10169Beta: T.H.Jones,38SouthAvenue, Chellaston,Derby.

63-10170EvansVP2: A.J.Parsfield,Tonjea,HilltopManor,Wrothain,Kent.

64-10171SteenSkybolt: C.Wilkinson&R.Teverson,WaitsFarm,BelchampWalter,Suffolk.

34-10172Cassutt: Cpl.P.Wells,2AESR.A.F. Leconfield,N.Humberside.

17-10173PazmanyPL4: J.Waller,Fairhaven ShirrellHealth,Southampton.

25-10174TipsyNipper: C.Piper,16Langdale Avenue,Harpenden,Herts.

29-10175Fred: P.Williams,c/oMacNeil,19SutcliffeRoad,Anniesland,Glasgow.

63-10176EvansVP2:D. J.Bailey,21OMQ, ComptonBassett,Caine,Wilts.

11-10177IsaacsFury: S.J.Swaby,37Pastures Road,Barrowby,Grantharn,Lincs.

30-10178Petrel: S.G.Craggs,MountPleasant, Carthorpe,Bedale,Yorks.

11-10179IsaacsFury:A. W.Austin,27White Paddock.WoodlandsPark,Maidenhead.

66-10180Pfalzkuku:A. D.Lawrence,2Church Road,Efhngham,Surrey.

01-10181Cavalier: B.F.J.Hope,60Queenborough Road,Halfway,Sheerness,Kent.

FLYINGONA BUDGET?

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You'rerightuptodatewhenyou're readingBritain'sgreatestairmagazine Air Pictorial. Colour,aircraftprofiles,photos. Getitonthefirstofeachmonth.

AirPictorial,SeymourPressLtd.,334BrixtonRoad,LondonSW9

Widerangeofinstrumentsinstock C.A.A.welding.Machining andre-sprays

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114111101 14

AeroneaLuxury

JohnBeeswax's VINTAGE NEWS

Conjuringavisionoftravellingindeep-piledluxury, theword'Sedan'wasadoptedintheearlystagesofthe Americanautomobileindustry,todescribealargeand comfortablesaloonmotorcar.Followingonthesame tradition,theAeroncaCompanyofMiddletown, Ohio,chosethenamefortheirnew15ACmodel.This wasthelargestmachineinarangeofpopularlight aircraft,notedfortheirsimplicityandexcellenthandlingqualities.Fromthebeginning,intheearlythirties. theAeronauticalCompanyofAmericahadbuiltlight weighttwoseaters,allfabriccovered,withrather spartanaccommodationforthepilotandpassenger. ThenewISACmodelwassomethingdifferent.First builtin1947,itseatedfourinsound-proofcomfort, withthenewsixcylinderContinentalCI45toensure LI goodtake-oftperformanceandpracticalcruising speed.ThenameSedanbestoweduponitbyitsmakers wasmostthroughlydeserved.

Fewofthesebeautifulmachinesremaintodayand thesurvivorsarenowhighlyprizedveterans.Theonly exampleintheU.K.isG-AREXownedandoperated bytheRunfoldGroup,anenthusiasticsyndicateof eightpilotsbasedinHampshire.ThisAeroncaSedan wasbuiltatMiddletownin1948andfirstflewonthe I5thofJuneofthatyear.RegisteredintheUnited States,itsfirstowneruseditforatourofSouth AmericaandforseveralyearsitwasbasedinCaracas, Venezuela.Theruggedterrainfromwhichitoperated certainlyproveditsintegrityasapracticallighttransportaircraft,requiringtheminimumolmaintenance withthemaximtlfileconomy.Notdestinedforthe easylife.thisAeroncaSedan'snextownerflewherto thearcticcoldofAlaskaandthereshewasfittedwith floats,tobeoperatedfromthenumeroussmalllakes andriverinletsintheAnchoragearea.Deviatingfrom theiroriginalpolicyofallfabriccoveredaircraft,the

AeroncaCompanydesignedandbuil(theSedanwith allmetalwingsandfabriccoveringfortherestofthe airframe.Thisuniquemixtureofconstructiontechniquesmakesthemachineanimportantlinkbetween the'stickandcloth'eraofthepastandthe'spam cans'ofthepresent.That(hismethodofconstruction wasentirelysuccessfultherecanbenodoubt,asthe aircraftwastospendnearlyadecadeonfloatsinthe roughandtumbleofArcticflyingandiffurtherproof wereneeded,itwasfittedwithlongrangetanksand flownacrosstheAtlantictotheUnitedKingdom,still onfloats,byitsnewowner,aservingRoyalAirForce onicer.

TheAcronca15ACSedanwasdulyregistered G-AREXandrefittedwithitsorigMalwheeledundercarriage.TheEdofloatswcresoldandsubsequently fittedtothatsuperbeccentricity,theSeaTiger.Meanwhile,themuchtravelledSedanwasonitswayoutto Dubai,tocontinueflyingintheburningheatofthe desertaroundtheGulf,andspentmostofitstimethere duringthesixties.LateritwasflownbacktotheU.K., followingallextensivetouroftheMediterraneanand soldtothepresentownersfouryearsago.

Aftertwentyfouryearsofarduousflying, most modernlightaircraftwouldbefitonlyforimmediate retirement,but not soforG-AREX.Thesturdysteel tubetrussfuselageshowedfewsigns of wearand followingacompleteoverhaulin1972.duringwhichall

TheAeroncaI5CSedanfromanairstripinHampshire.Notetherelativelyshorttake-offrun1.rointhe,farhedgeand thebroadwindscreenaffordingthepilotanexcellentrimaheadduringthetake-offPhotocourtesyofI?.G.Style

themetalpartsoftheairframewerere-protectedwith thelatestzincchromateprocess,thefuselageand empennagewerecoveredwithRazorbackfabric,bein thefirstBritishregisteredmachinetousethisnew coveringscheme.

NaturallythemembersoftheRunfoldFlying Grouparehighlypleasedwiththeirbeautifulfour seater.Resplendantinacolourschemeofredfuselage andpalegreyflyingsurfaces,thegracefulcontoursof thisclassicAeroncacontrastwiththeangularprofiles ofmoderntypes.One'sfirstimpressionoftheISAC Sedanisthatitisabigaeroplane.Indeedthewingspan isallof38ft.and,withabroaduntaperedchord,the largewingareagivesalowapproachspeedwithfull loadofonly65m.p.h.Thetake-offrunrequirement isoftheorderof150yards,sothattheaircraftcanbe usedsafelyfromeventhesmallestairstripsandno doubtthiscapabilitityisalegacyfromtheearly Aeroncadaysofthethirties.Livinguptoitsname,the cockpitoftheSedanisextremelyroomyandcomfortable.Withtwolargecontrolwheelstheinstrument panelisreminiscentofalargeandcomfortable Americanautomobile.Theseatsaredeepandwide andthereisplentyoflegroom.Threeofthemembers ofthegroupareJumboJetcaptains,sotheremightbe acluetheresomewhere!

ThestalwartI45h.p.ContinentalgivesG-AREXa cruisingspeedof100m.p.h.witharangeofnearly fivehundredmiles.Theenginehasrecentlybeenoverhauledand,fortunately,sparepartsarereadilyavailableintheU.S.A.Herealargenumberoftheseolder enginesarestillinuse,andevenmoreconvenient,the fellowsontheJumbosareavailabletoobtainthe sparesquickly.Itwouldseemthat,havingbeenaround fortwentyeightyears,Aeronca15ACSedanG-AREX canlookforwardtoaflyinglifewayonintothe future.

disappointedreaderswhoweremetbycloseddoorsis, whynotjointheVintageAircraftClub,andgetallthe meetinginformationinfullanduptodate?Membershipformsareavailablefromthesecretary.No.1, ThePagoda,Maidenhead,Berkshire.(O.K.youcan putthatgundownnowTony,Ijustdidthecommercial!)

Forservicesrendered

Toloudandheartyapplauseattheannualgeneral meeting,JoePallettwaspresentedwiththeJohn EdwardsMemorialtrophy,inrecognitionofhis invaluableworkinorganisingallthegroundservices atFinmere.Presentingthetrophy,outgoingChairman CarlButler,remindedthegeneralmeetingofthe servicescarriedoutbyJoepriorto,duringandafter aroutineFinmereClubmeeting.Manydaysofpreparationswereoftenrequiredandthebruntofthe workwasleftwithJoeandafewstalwarthelpers.The trophyonlywentpartofthewayinshowingtheCub's appreciation.

OtherprizespresentedattheA.G.M.,whichonce againwasheldatCranfieldwereasfollows:OutstandingPerformanceCuptoTonyHaroldforthe mostmeetingsattended;theRoseBowltoPeter Franklinforservicestovintageaircraftengines,and theThompsonTrophyplus£10toDaveElphickfor winningthespotlandingcompetitionatOldWarden. RetiringChairmanCarlButlerwaspresentedwithan engravedtankardinrecognitionoflonganddevoted servicesonthecommittee,andinashort,butmoving, speechMr.JohnParkespaidtributefromthefloorto Carl'seightyearsasanofficeroftheClub.

Thoughtfortoday

It maybeverywelltostipulatethataircraftare vintageiftheywerebuiltordesignedbefore1940but, therereallyisroomforanotherclassofaeroplane,that mightbetermedapost-vintageclassic.Considering suchdesignsasthePiperPacerseriesandthelovely AeroncaSedan,nottomentionalloftheAustervariationsontheoriginalTaylorcrafttheme,itsurely becomesobviousthatthetypeofconstructionused makesthemuniqueintheirtime.Letsfaceit,rag, stickandwireaircraft(thanks,Rick!)werethefun daysofaviationsohowaboutveteranclassicsor antiquethoroughbredsor 9

VINTAGECALENDAR1976

.4sideviewofthebigAeronca,showingoffitsgenerous clinesandroomycockpit.Notethedoublebracingon thetail.

PhotocourtesyA.J.Chalkley

ThefirstSundayineverymonth

BykindpermissionofBillyKnapton,theclubis abletouseFinmereaerodromeforinformalmeetings onthefirstSundayineachmonth.Thisarrangement willgivemembersafirstclassopportunityfora relaxeddayofflying,awayfromthebusycircuitof theirhomebaseairfield,andtomeetothermembers forachatandapicniclunch.Pleasedonotarrive before10.30a.rn.,toallowtimeforthecattletobe movedtotheadjacentfield.

ApologyCorner

ChairmanTonyHaroldhasaskedmetoapologise toallofthosewhoturnedupatCardingtontovisit theR.A.F.Museumworkshoponthe14thMarch,as advertisedinthiscolumnintheJanuaryedition,and foundthegatesclosed.Sadlythefinalarrangements forthismeetingrequiredthatitbeheldonaweekday sotheforegoingFridaywaschosenandmembersduly notifiedbypostintheusualway.AllIcansaytothose

PopularFlying,July-August,1976

July29—August1st:AirTattoo;GreenhamCommon. TheV.A.C.havebeeninvitedtoparticipateinthis highlyorganisedinternationalairshow.Details fromthesecretary.Flyingdisciplinewillberuthlesslyenforced.Nogatecrashers.(V.A.C.members only.)

August28/29/30thSummerCamp. BickMarshairfieldinthelovelyvaleofEvesham.Bringyourtent orcaravanforthatperfectmixtureofcampingand flyingvintageaeroplanes.Competitions,passenger flying(formembersonly)andaGrandBar-B-Cue evening.(V.A.C.membersonly.)

September19thTeaPatrol. Finmere.V.A.C.pilots andobserverswillbebriefedat2p.m.ontheir flyingdutiesandpatrolsectors.Allinvadersthat getthroughourdefencesduringthepre-arranged timeswillberewardedafreetea(yurnyum).

September26th—JimEspin'sstrip. Invitationfly-into thisnewairfield.Detailstobeannouncedlater.

October17th—SpotLandingCompetition. Themain spot-landingeventintheVintagecalendar.Old WardenairfieldbykindpermissionoftheShuttleworthTrust.(V.A.C.membersonly.)

November20th—V.A.C.SocialEvening. Oxford. Detailslater.

ContinuingMichaelJoseph'spaper"GroupOwnership—theanswertocheapflying".Havinglookedat thealternativesandselectedasuitablespecification, PARTTWOdealswithchoosinganaeroplaneanddetailedcostsandthesettingupoftheproposedGroup:

Withthespecificationinmind,whichisalmost totallybasedoncost,thenextstepistothoroughly searchthesecond-handmarket,whichattimesis surprisinglylarge.'Finds'canbemadethroughthe advertisingcolumnsoftheaviationpressorcontacts withinthePFA.ltmightbeconsideredbettertobuy anaeroplanewhosepasthistoryisknowntothe GroupanditiscertainlyagoodideatoinviteaPFA/ CAAinspectortogivehisadviceonaproposedbuy.

AmongthetypessuitableforGroupoperationare:

Singleseater(f500-£1500)DruineTurbulent;Jodel D9;LutonMinor;CurrieWot;TipsyNipper;Taylor Monoplane;EvansVP1.

Twoseater(170042000):AusterArrow;J4;Piper Cub;Vagabond;PAISSuperCub;AeroncaChampion;Jodel112,117,120;TipsyB;Belfair;Minicab; Sipa;Fmeraude.

Onceaparticulartypehasbeendecideduponacost analysisisnecessary,notonlytodecidewhetherthe purchaseisfeasible,butonwhichtobasethebudget fortheGroup.TheGroupbudgetisconveniently dividedintothree,andtypicalbudgetsareillustrated separately.

INITIALLAUNCHINGOFTHEGROUP

IncludesinitialcostofaircraftwithC.ofA.and reasonableenginelife,insuranceforthefirstyear,any initialexpensesandreserves.Thiscostisdivided equallybetweentheGroupmembersassharesandis recoverableeitheronsaleoftheaircraftorofashare. ShouldaGroupstopoperatingattheendofits financialyear,itwillhaveayear'sinsurancepremium increditoratanyothertimepro-rata.

ANNUALRUNNINGCOST

Theinsurancepremium,hangaragefeesandroutine maintenanceareallnon-recoverablecoststhatare indepcndentofanyflyingthattheaircraftdoes."This isnormallyintheformofamonthlysubscription.

HOURLYRUNNINGCOST

Consumableslikefuel,oiland'life&partsmakeup thisnon-recoverablecost,whichisdirectlyproportionaltothenumberofhoursflownbyeachGroup member.Thehourlycostisoftenroundeduptothe nextfigure,divisibleby12,becausetimesarealways takentothenearestfiveminuteswhichmakesthe treasurer'ssumseasier.

Fromthecostanalysisitwillbeimmediately obviouswhetherornottheGroupislargeenoughto meetthebudget.Thecostwillalsohavetobecomparedcarefullyagainstrentingaclubaircraft.Itmay bethattheeffortandresponsibilityofownershipis notworthwhileforthenumberofhoursamember expectstoflyinthecomingyear.Ifonlyafewhours areflownthepossibilityexiststhatitwillcostfarmore thantheequivalentclubrate.Thisisperhapseasiest seenonaplotofTotalCostversusHoursFlownfora member.Theequivalentrentalcostperhourissuperimposedoverthis(indottedlines)sothateithera directcomparisoncanbemadetofindthebreak-even point,oranhourlyrateextracteddirectly.Examples oftypicalplotsareillustratedforbothsinglescatand twoseatexamples.Nowisthetimetomakethe purchasedecision.

WiththefeasibilityagreedtheGroupisfinally formedandpurchasecangoahead.Beforetheoperationcommences,however,severallegalandother requirementsneedtobesettledandareasfollows:

RegisterwiththeCAAtoobtaintheCertificateof Registration.

WritetheRulesandRegulationsfortheGroup. TheP.F.A.cansupplyamodelset.

AppointaGroupChairman,Treasurerand Secretary.

RegisterwiththeP.F.A.

FindyourlocalP.F.A.inspectorifyouhavenot alreadydoneso.

(1)Insuretheaircraft.

(g)StartaGroupBankAccount.

NoonepretendsthataGroupwillrunlikeclockworkallthetime,buthavingorganisedthepurchase andoperationinthemannerinwhichthispaper suggests,therisksareminimisedandwillbetaroutweighedbytherewardsthatmightotherwisebeoutof reach.

'hefornuttionprocessofa.flyinggrouppresentedin theform of aflow-chart.

AsamplecostingofasingleseattypeforonementherofasixmanGroup,expectingtofly30hoursperyear.The break-evenpointagainstarentedequivalent(showninclottedlines)at£10perhouris14hoursperyear.

Asam?lecostingofatwoseattypeforonememberofa10manGroup,expectingtofly30housperyear.The break-evenpointagainstarentedequivalent(showninclottedlinesat£15perhour)is8hoursperyear.

PAZMANYPL-4A

ThePL-4Aisanall-metalsinglesealaircraftwith foldingwings,sothatitmaybetowedbehindacar andstoredathome.

Thewinghasanaspectratioof8andthewing sectionisNACA633-418givingan18%thickness. Thismeansadeepsparisusedandthewingfolding jointfittingsareverysimple.Differentialaileronsare provided.hingedwithstandardpianohinge.Thespar isdesignedfor-1-90.Theoutboardwingpanelsare attachedbyshearpinsandtheswivelisastandard industrialpart.Wingtipsarcfibreglass.

ThetailplaneisTtypeprovidingaveryeffective rudderandenablingthewingstofoldeasily.Thereis noevidence of deepstallingproblemssofarandthere isverylittlestructuralweightpenalty.

Thefuselageisconstructedwithoutusinganycompoundcurvedpanels,theinsidewidthis26inches. Fueltankisfibreglass,andthewindscreenandcanopy arehotmouldedplexiglass.Thecanopyisoptional andtheaircraftmayheflownasanopencockpittype.

Theprototypeuseda1600ccVolkeswagonengine

FLYINGFORFUNfromAtoZ

Altimeters,AMs,AGS,Adhesives,Alternators. Belas,Brakes,Bons,Batteries,Baffles,Brackets,Bushes. Condors,CarbUrettors.Cables.CvlinderTempKits,Controls, Creukshans,Canopies,Cowlings.Cylinders,Cornpasses. Dope,Drives,Ducting,DrainValves.

Engines(Continental,Gipsy,Lycoming,ArdemI,Extinguishers.ExhaustPipes. Filters,FuelCocks.Fuel PUIllps. Fittings,FlyingWires,Fabric,Fork Ends,Fasteners.

Generators,GMeters,Gyros,Glue,Grommets,Gaskets,Gauges. Harness,Hinges,lioniebuildersService. Instruments,InvertedSystems,InformationPackages.Inspection

Parals• Jodels,JubileeClips.Jets.

KitsnorVWconversionsandCylinderTengseraturc. [gads.LoisBooks,LandingLights. Magnetos,Manuals,MasterCylinders,KlixitireConirols. NesigationLights,Nameplates, Notices.NIUS. Needles. OilPressure,OilTemperatureGauges,0Rings. Plans,Propellers,Plugs,Plywood,Pins,PilotHeads,Plexiglas..

hutitmaybepossibletofitlargerVWenginesaswell astheContinentalA65andtheFranklin2A-120.The enginecowlingsarefibreglass.

Theundercarriageistailwheel,themaingearbeing sprungsteel11thick.

LeadingParticulars Emptyweight578lbsWingspan26ft.8ins. Pilot 175lbs area89sq.ft.

Baggage 20lbs Chord40in. 12USgallfuel72lbs Loading9.51b/sqft. Oil 5lbsPowerloading17Iblsqft. Maximum Total 850lbsfoldedwidth8ft.

Performance PrototypefiguresquotedusingaVW1600driving thepropellerthroughthe24-to1'Vbeltreduction drive.

Maximumspeed120m.p.h. Cruisespeed98m.p.h. Rateofclimb650ft/Thin.

Pulleys.Pistons, QuickReleaseFasteners. RevCounters,Rate91'ClimbIndicators,RodEnds,Rings,Racing specialists. St:mires,SmokeSystems,Starters,Shackles,Spruce,Spinners, Switches,Spats,Screws. Tigers,Turbulents,Tyres,Tubes,Turnbuckles. Td ilwheels,Tanks. - Fape,TowingIlooks.

Linden:aHagen

VoltageRegulators,Ventilators,Virmum PI11710, Valves_ Wheels,Wires.Windscreens. XeltsCoisping serttrui Yourenquiriesarealwayswelcome_ Zerohourengineoverhauls

And1,41,2,radorrisit

ROLLASONAIRCRAFTANDENGINESLIMITED BRIGHTON,HovE&WORTHINGJOINT MUNIC.AIRPORT, SHOREHAM-BY-SEA,SUSSEX,13N4 TelephuneShoreham-by-Sea(Sussex)62680

Therecanbefewcentres—orforthatmatter outposts—ofaviation(particularlyofthelighter kinds,withorwithoutpower)fromSywellnorth whichhavenotbeenvisitedbyFryerTuck,andhe wasafamiliarandratherspecialfigureatmanyof them.Expertiseinradioandenthusiasmfor aviationacquiredinmanyhotplacesandsituations duringthewaryearsbecameawayoflifeandfrom the1950shcwasinvolvedinenterprisesatTurnhouse.Scone.Strathallanandotherplaces.andat allofthemhisenthusiasmwasinfectious.Aflight withFryerinaTigerwasamemorableexperience andtherearemanypilotswhoacknowledgeadebt forthcpracticalhelpandencouragementhegave them.Latterlyhebecameincreasinglyintriguedby soaringflightandwasforthelastfouryearsthe drivingforceinamotorglidergroupoperatingin

splendidisolationinEastLothian.

lftheindomitableFryerwaspartoftheaithorne scene,Nanwasalwaystheretootoaddherown dimensiontothefellowshipthatgoeswithflying. ftisparticularlysadthattheyhadonlyjustretired fromtheradiobusinessandsetuphouseandworkshopthattheyhadlookedforwardtoatacottage neartheairfieldatEastFortunewhenfatestrucka doubleblow.Itwasfromthesameairfieldthat DavidSpalltookoffin1970toflytoSywellina LutonMinor.arrivingtwelvehourslatertowinthe awardforthemostcommendableflight.Bythena professionalpilot.DavidwasmakingatrialHight inanaircraftinKentinFebruarythisyearwith Fryerwhensomethingwentwrong,andneither survivedthecrash.Ourdeepestsympathiesgoto NanandtheSpallfamily.

GROUNDEFFECT&HOWIT

Groundeffectis a termwhichisoftenusedbut rarelyunderstood.Itsefkctsonaircraftperformance canbequiteconsiderable.Oneonlyhastowatchthe arrivingvisitingaircraftatOldWardentoseethe effectitcanhaveattimes.

Thetotaldragofanaeroplaneismadeupoftwo components.ParasitedragandInduceddrag.These twocomponentsarealwayspresentbutinvarying degrees.Parasitedragiscausedbyskinfrictionand turbulentairflowaroundthevariouspartsoftheaircrafts'structure.Induceddragisaresultofthework donebythewingingeneratinglift.Thewing acceleratesamassofairdownwardsandindoingso createslift.Thereducedpressureonanaerofoilupper surfaceisonlyonepartofthecontributingfactors whichhelptoforcetheairdownwards.

Athighanglesofattack,thedownwashwillbelarge. thewingwillbeworkinghardandInduceddragwill belowIngeneralInduced.dragpredominatesatlow speedandParasitedragathighspeed.

Groundeffectworksonwingdownwashand1-educingtheseverityofthevortices.Theresultisareduction ofInduceddragneartheground.Atthepointoftakeoff,Induceddragisreducedbynearly50"„.Asthe aircraftclimbs,theInduceddragincreasesrapidly.At analtitudeof18feettheInduceddragisonlyreduced byabout10.

AtypicalaccidentwhichUMoccurisanaircraft takingolfusingfullpowerfromaroughheld.Theaircraftisdraggedoftthegroundin a mushedattitude. Astheaircraftclimbsthrough20feetorsotheground effectvanishes,theInduceddragisatamaximumand theaircraftstalls.

Wheninamarginaltakeoffsituationsuchas;short runway,roughgrass,hightenlperature,highaltitude. weakengine,oraheavyload;thetakeoffspeed shouldbeknownfortheaircraftfortheprevailing conditions.Thedistanceshouldbeknowntoaccelerate tothatspeed.plusanadditionalgenerousmargMof safety,bypickingupasmuchspeedaspossiblejust abovethegroundbeforeattemptingtheclimbout.

Inthelandingcase,anaircraftwithexcessivespeed atthethresholdwillflyintothegroundeffectexperiencingalargereductionofdrag.Theaircraftwill floatandovershoottherunwayunlessactionistaken. WhenHyingintoshortlieldsthe approach speed shouldbeasslowasisconsistentwithsafety.Ifyoudo

PopularFlying.Jaly•August,1976

AFFECTSYOU

byRobinOwen

overshootandthcfarendoftherunwayappearsto beapproachingrapidly,thenrecognisethatthe groundeffectisreducingyourdragandmaldngyou floatfurther.Theonlysafeactionistoopenthe hrottleandgoaroundandattemptafurtherlanding ataslowerspeed

Doncaster Sailplane Services for

HOMEBUILDERSSUPPLIES

G.L.Iaircraftbirchply0-8111111to5mm. Fabric-2weightsforsupportedandunsupported areas.

Dope-4auteningandcolouretc. Jointingcompound—forwood/metal.

Spruce,DouglasFir,WhitePine,Ash,gradeA. A.S.I.V.S.I.compassesetc.etc.

S.514and8.510steelsheetandT45tubes. Controlcablemadeuptoorder.

V.P.I.StrutTubes,UndercarriageStock. Cavalierplansandallrawmaterialtobuild. Fibreglassandresin,releaseagent,pigmentetc.

Sends.a.e.forpricelist

ManandMachine

Abriefbackgroundpictureofalastingassociation betweenaP.F.A.pilotandhisTurbulent.

KenBrownewaslivinginFranceintheyears followingWWII,andworkingforalargeinternational company.Itwasthepolicyofthatcompanytoencouragesportingactivitiesbyitsemployeesbymeansof cashsubsidiesandinthiswayKenwasabletolearn toflyonStampesatacosttohimselfofabout£.1.25 perhour.

TheStampesinusehadnointercomandsopreflightbriefingwasvitallyimportant.Inspiteofthis drawbackKenwentsoloafterjust5hours,althoughhe franklyadmitsthatinhindsightherealisesthathewas nowherenearready.AtthattimeinFrance,itwasnot thoughtnecessarytoteachstallingorspinningtopre 1stsolostudents.TheFrenchequivalenttotheG.F.T. wastogiveasolodemonstrationoffigureofeight flying,overtheairfield,beforetheairfieldcommandant withabarographonboard.Thenlandand,havingthe barographresmoked,totakeoffandclimbtoagiven heightovertheairfielddownwindboundary,closethe throttleandlandpoweroff,afteraseriesofSturns andsideslips.Thiscompleted,theexamineewasthen requiredtosubmittoanoralquestionandanswer session,againbytheairfieldcommandantonAirLaw, Met.,andonNavigation.Thebarographtraceswere studiedandaftermorepaperworkwascompleted,the commandantsentoffhisreportandassessmentand theFrenchP.P.L.,orwhateveritwascalled,was issuedabouttwoweekslater.

WhenKenreturnedtoliveinEnglandin1952he foundthecostof(unsubsidised)flyingprohibitiveto him,soturnedtoaeromodelling.Thisfailedtogive thesatisfactionhesoughtsoheturnedtogliding. Thisalsoprovedtobenosubstitute,afulldaysrigging andhandlingwasoftenonlyrewardedbyasledge ride,orevensometimesnothingatall.

Thereseemednothingforit,soinspiteofthecost hejoinedaclubatBlackbusheandgainedhisBritish P.P.L.flyingAusters.

WiththecloseproximityofsomuchcontrolledairspacetoBlackbushe,Kenfoundhimselfdoingless crosscountryflyingthanhewouldhavewishedfor andflyingthreeoftenemptyseatsaroundtheskywas, itseemed,moreexpensivethanneedbe.

ThroughtheTigerClub,Kenwasintroducedtothe Turbulent."Adelightfullittleaircrafttofly"ishow Kenputsit."AlthoughIwouldimpressuponanyone operating,orcontemplatingowningone,tomake themselvesfamiliarwiththeperformanceandlimitationsofthedesign.Thereareforinstancenogreat reservesofpowertoblasttherecklessorinattentive pilotoutofdangeroussituations,iftheyareallowed todevelop.Onereallymustrespecttheselittle machinesforwhat theyare.Provided thatthisisdone

thentheywillfind them—well,yes,a delightfullittleaircraft."

Soimpressedwasoursubjectthathedecidedto orderanewTurbulentfromRollasonsatCroydon. Thepricewas£1,250andthespecificationincludeda fullslidingcanopyandwheelspats.Thepurchaser keptawatchfuleyeonprogressduringthe4monthsof constructionandaskedmanyquestionsduringhis manyvisitstotheCroydonfactory.Hewasalways madewelcomeandtreatedwithcourtesyandrecalls havingenjoyedthosecreativeweeksimmensely.

Theblueeyesfairlygleamedwhenherelatedtome theeventsofthedayhecollectedG-ASMMfrom Redhillwhereithadbeenfinallydeliveredandparked, resplendentinthatnowsofamiliarlightbluepaint job.

Fromthatdaytothis,KenswearsthathisTurb. hasneverspentanightintheopen,andispresently hangaredatShoreham.Onecanonlyadmirethe appearanceandconditionofthemachine,anexcellenceonlyachievedbyconstantcaretoitsprotection fromtheelementsandthedamagingattentionofour littlefeatheredfriends.Covershavebeenmadefor thewholeaircraft,includingthepropeller,andthe leatheringoffoftheprop.aftereveryday'sflying— toremovethefliesbeforetheyhardenintheirown bloodanddamagethestilloriginaltractorblade, whichisalwayspolishedwithCheeryBlossomboot polish,haspaidoff.Regularwashingofthewhole machine,Kensays,keepstheeyesofitsowneralert toanysignsoftroubleatanearlystage.

TheowningofhisTurbulenthasbeenatotally pleasurableandrewardingexperienceforKenBrowne. TheelevenyearsinwhichKenhasownedand operatedG-ASMMhaveseenaP.F.A.pilotcontinuingtoflyrelativelyeconomically,andevenenjoyingseveralexcursionstotheContinent.Itwas,aswe discussedoverwaterflyingandKen'scritereaforso doing,thatIrealisedjusthowimportantisthecommonsensecautioningredienttotheoperationofan ultralight.AnyonethinkingoftakingasmallP.F.A. aircrafttoFrancecoulddoworsethantalktoKen Browne.

TheTurbulentmustbeoneofthemosteconomic aircrafttooperate.Certainlyeconomywashighonthe listofrequirementswhenKenwentshoppingandin themainhisexperiencehasshownhischoicetobe welljustified.

HowevertheTurb's.onepiecewingconstruction doesn'tmakeittheeasiestaeroplanetode-rigand removefromonefieldtoanother,asKenfoundout.

Followingearb.icing,Ken'sTurbulentsustained slightdamagetoitsundercarriageafterforcedlanding inafield,whichhadcunninglyconcealedmotedrainagerutsrunningatrightanglestohislandingdirection. TheremovaloftheaircraftfromthefieldtoCroydon forrepair,adistanceofabout12milesaccountedfor about80%ofthecostofputtingthemachinebackon thegrassatRedhillagain,readytofly.Thecarb. heatingarrangementwassubsequentlyimprovedand hasgivennofurthertrouble.

Ahappylittletale.Ihopeyouwillagree,ofan unusuallylongandhappyassociationbetweenone manandoneaeroplane,andlongmayitcontinue.

KenandhisTurb-

ulentatShoreham

(Photo.: L.C.Mansfield)

Asapostscripttothislittlestory,Imustsaythat Kentakesalmostasmuchprideinhishavingbeen oneofthethreeoriginalfoundermembersofthe STRUTideawithD.F.B.andRoyWatlingGreenwood(ofTurbulentfame)atanHaywardsHeath hotelthosemanyyearsago—ashedoesinthewayin whichhemaintainsandoperatesG-ASMM.And that'sacredittoourAssociation.

py 7 ri TELEVISED

7 771114:

OntheWednesdaytheheavensopenedand,with halfagaleblowing,theweatherwasdefinitelynot flyable.Thursdaymorningdawnedmuchthesame butbylunch-time,thingswerenoticablyimproving. Intheeveningwewerebacktoaviatingweather. readyforFridaymorning'slittlejolly.Whyallthe concern'?Well.thiswasn'tjustanyFriday,butthe dayforthestartoftheBigginHillAirFairand,to capitall,thedaythattheI313Chadarrangedtodoa shortprogrammeonthePFA.Thestarttime--9.30 a.m.

by PopularFlying Reporter

ForthepastWeek,OfficeManager,StanleyLauder, hadbeenendeavouringtoarrangeforarepresentative selectionofultra-lightsandhome-builtstoputinan appearance.Hewasfacedwithrepliesof"what,ME? IhavetoWORKforaliving,youknow".Atlastit seemedthathalfadozenwouldturnupandsure enough,come9.30wehadallthosewhohadundertakentoattend,linedupbeforethecamerasforthe tele-recording.Elventheweatherhadremainedkindto us.Rightarewereadytostart0 Notlikely,the cameracarthasaflattyre!Itwasinterestingtous do-it-yourselferstoseethatittookfourBBCtechnicianstoeffectrepairs.Olfwegoagain-—no,where's theProducergone?Oh,well,theBirdwiththesheaf ofpaperswillgoandfindhintWait—nowshe's missingtoo.ThechapsittMguponthecameralooks deadlybored.Thatlookspromising--he'smanagedto raisesomeoneonInsheadset.Allset'?No.oneofthe Pilotsismissing.

10.30hrs..eveiyonelinedup,camerasreadytoroll. Nowwehear a nunevensortofbuzz-sawnoiseinthe skxandthroughtheoilslickwecanjustidentifya wellknownCurryWot,whichhasalsoobviouslyjust identifiedBigginHill.Waitabitmore,andintaxies ourChairman,whomanagestonudgetheWotinto theline-up.NIoreintroductions.moreconsulting sheavesofpapersandat11.00therecordingstarts. Withcommendableforesighttheystartedfilmingat thebeginning.Afterthat,theyfilmedtheend.And afterthattheydecidedonthennddle,whichwasthe interviews

Our'stars',someof vs homfinisheduponthefinal result,were:DavidBuckleinhisveryfineCavalier, KenBrowne(Turb.),Dr.Crawford(VolmerJensen), Grp.Capt.AlfredKnowles(LutonDuet),Cyril Oakins(TaylorMono),RoyWatling-Greenwood (Turb)and,ofcourse,ourChairmanwithhisWot. Thefly-pastwasledbytheCavalier,fromwhichthe commentarywasradioedtothegrotmd.Ouraircraft buzzedaroundatightrace-trackpatterninfrontof thecameras,thetelephotolensesdoingagreatjob,as thelinalprogrammeshowed.Somehowtheslowest atfullthrottlemanagedtokeeppacewiththefastest, whichmusthavebeenonthepointofstall.After landing,DavidFaulknerBryantintroducedthePilots totheinterviewerandtheymanagedtogetovera littleofwhatwewereallaboutAstheprogrammewas duetogooutatoneo'clockandthcwholevideotape hadtobeeditedandthenmicro-wavedtoBirmingham RH-transmission,theremusthavebeenanall-time flaptogetusontheair.

Yourverythoughtfulreporterwasthen,seentobe humpinga12voltace,andportabletelevisionacross halfofI3.H.fieldtothePEAmarquee,whereat 13.00hrs.asmallcrowdsettleddowntowatchwhat they'dallwatchedacoupleofhoursago,anyway! Thenfollowedthefinalanalysis.Sonieclaimedthey hadgiveninformationthathadbeeneditedout, another'stardidn'tthinkhe'dsaidwhathedidsay andIthinkweallwentawayalittlebitwiserabout howtohandleapublicrelationsexercise.Certainlythe effortwaswellworthwhileandwemusthavegotover ourimagetoanawfullotofviewersand,whoknows. the1313Cmaymakeuseofthetapeagainsometime.

Again,vourreporter.whothinksofalmosteverything.hadarrangedfortheprogrammetobevideotapedinBrightonand,withBBCpermission,wemay beabletoshowittoyouallsometime.

PopularFlying,Julv-August.1976

" LYINGP5-

TheBBCplaceonrecordDarhlBuckle'sCarollerawl thePTABusgetsinontheao.

CyrilOakinssunosInslnyhlonoplane'virile111e Calner4111011kuks

BernieKingamlPoeIlambrookondulA01thePEA Stand.

MyBabyisHotn

lohnBj'grUsestaxieshisditch CI-B(113YatBlackluesheassistedhs. RasCoatesandDerrickKidhy. (allphotos:PopularFlying)

by JOHNBYGRAVES

August2ndwastheday,theclaythatwastosee realizationofafourandahalfyear'sdreamofbuildinganaeroplane,andtodiscoverwhetherinfactshe wouldfly,andatleastprovetome,andespeciallythe family,thatthesepastyearsofeffortwouldprove worthwhile.

Mypaperworkwascleared,allowingmetoundertaketheflyingtestprogrammeandthisleftmewith onelastthingtodo,andthatwastochooseanamefor myTaylorTitchregisteredG-BABY.Thentohave thischosennamewrittenonhercowlingthathidthe Continental85powerunit.

Hernamewasdecided"BarnstormerTwo,after all"Barnstormer-wasthenameoftheTurbulent whichIbuilt,andthatstoodmewell,so"BarnstormerTwo-ithadtobe!

Thepaintwasbarelydry.butby5.30p.m.therewas nofurtherexcusenottofly,so1wheeledherfromthe blisterhangeratOldWardenandontotheairfield, checkedeverythingonceagain,beforeclimbing aboard.

OutsideIwasawareofoneortwofamiliarfaces (apartfromthewifeandkids)thathadbeenofspecial helptomethroughoutmybuildingprogramme.There wasPatBarkerwhohadbeenkindenoughtoallow metoflyhisTitch.G-BABEonseveraloccasions,in fact1flewittothePF.A.rallyatSywell.

TherewasRoyNewtonwhoisatpresentnearing completionofhisTitchG-BARNandtherewere severaloftheOldWardenstaffstandingaround waitingformymomentoftruth.

TobeonthesafesideIaskedforthecrashwagon tostandby.andthencalledoverPatBarkertoswing theprop(ontheTitch).

Normallyshe'llstartfirsttime,butonthisoccasion alittlemoreeffortwasrequired,perhapsitwasthe heatoftheday—thensuddenlysheburstintolife.I linedupinpositionwiththegentleuseofcorrective brakeaction(therudderhaslittleeffect)andpointed thenosetowardstheeasternendoftherunway Noticeablewasthelackofforwardvisiononthe ground,andIwasquicktopushforwardassoonas wewererolling,togelhertailup--thatwasbetterbut IfoundthatIwasnowwindingmyselfoffat4?to portandonthisoccasionIfeltitbesttoletherhave herheadandnothetoodominant.Imustadmitthat thissituationfeltmostdelicateand1daren'triskit developing,soalittlemorecoal,atouchofright

rudder,andwewereupintothesummersky.and thingsimmediatelyfeltbetter.Thiswasafterallthe environmentforwhichshewasdesigned.

Notwishingtoclimbawaytoosteeply.Iclimbed gentlyoutatartindicated90m.p.h.,andafter familiarizingmyselfwithmynewbaby,Ithenclimbed to3000feetandmadeforadisusedairfield.Withthis inmind1couldcalluponitasanemergencylanding areashouldtheneedarise.

Forwardvisionwasperfectinthecruiseattitude, andonthissummerdavyoucouldseeformilesand mileswithnotacloudinsight.

AfteragoodlookaroundIdecreasedmyspeedto seekoutthestall,andwassurprisedtosee55m.p.h. passbywithoutanysignofastalldeveloping, 50m.p.h.andstillnothing.Theonlythingunusualwas whenIglancedoutsideandnoticedtherelativelynose upattitudeadoptedwhenlookingatthehorizon,then atapproximately45m.p.h.averyslightbuffetingwas felt.Thiswasfollowedbyacleanbreakwiththenose droppinginstantlyaway.withnotendencytodropa wingorviciousnessatall.

Nowtryagain...exactly'thesameat43m.p.h. shestalledFine,nowtotrywithflaps.AtpresentI amonlyabletoselect45-flapsetting,andmost interestedtoseeiftheirfittingwillturnouttobe worthwhile.

Withflapsextended.40m.p.h.wasreachedandat 38m.p.h.thesameslightbuffetingwasexperienced. Whenat35m.p.h.thestallcommenced,andonce againthestallwasascleanasbefore.PerhapsIhavea pitotpositionerror,forasIseemtoremember.the stallisgivenat55p.m.h.—thisIwillinvestigate.

Fifteenminuteshaspassedby,andIrductantly returntobase.OldWardenairfieldinsight,jointhe cirantandselectfullflapat80m.p.h.approaching overthehangar,downthehill,55m.p.hoverthe threshold,everythingfeelsperfect.mustlandpastthat wretchedhumpintherunway,otherwisewe'llbe flyingbackintotheair.Idon'twantanyproblemslike that,notonthisoccasionanyway.Nowholdingoff,a quickglanceattheA.S.1.shows40m.p.h.Ican'tsee forward—mustbealmostthere...blast...Itouch downalittletoosoonand We bouncestillHying touchagain...again...againandfinallycometo restandstillstraightwe'veflown.

Havingnowflownoffthelivehoursandreceived theC.ofA.,1amgettingtoknowtheaircraftbetter.

TheTitchisadreamtoHy,mypropellercoupledwith theC-85isperhapsalittleonthelinesideregarding pitch,forsheclimbsatabout1400ft.aminuteloaded, givingme140m.p.h.at2400r.p.m.

Mylimitedexperienceandamateurevaluation mightbeofinteresttowould-beTitchflyers.Iwould sumupwithmyfindingssofar.asacrispdelightful aeroplane,buttobeawareofherwishingtogoanywherebutstraight.Whenonthelandingruntheturn isunpredictable,anydirectionwilldoapparently, thoughwiththeuseofindependantbrakingasalast resort,thereshouldbenoproblems.

Thisgroundloopingtendencyseemsonlytopresent itselfwhenattemptinatolandtoofast,soInowtry toaimforaperfectthreepointstalledlanding(don't weall),checkingtherateofsinkwithalittlepotter, somethinglikecarryingoutashortfieldlandine.

Thebestrateofclimbseemstobe75m.p.h.,which allowsreasonableforwardvision,at65m.p.h.the climbisstillveryacceptable,butalittleoff-putting duetotheverysteepangleandlackofforward vision.

RegardingtheuseofHapsIfindthem--dareIsay essential—forlanding,becausewithouttheiruseher landingspeedishigher,andeverybouncefollowedby acheck,withaburstofpower,seemstoextendthe lengthofrunevenmoreprobablyO.Konanice smoothrunway,hutthenthereisgenerallyplentyof roomanyway!Allcontrolsaresensitive,yetnottoo lightandfeelwellbalanced,thoughnothavingflown thatmanydifferenttypesofaircraft,thismachine doesremindmeoftheJodelinitsgeneralfeel.When flyingtheJodelthestalldoesnotpresentsucharaised nose,butcanundercertainconditionsshowsignsof wanderingwhentoucheddown,ifthelandingrunis notcheckedanddetiationsnotanticipated.

Thenotes,asalreadystated,areonlymyopinions frommyexperience;Iaminnowayanexpertin evaluatingsuchaircraftbut,asanamateur,theabove maybeausefulintroductiontothatluckypersonable togettheirhandsonaTitch.

Youwillnoticefromthephotographthatstub exhaustsarenotfitted,but1haveweldedupan exhaustmanifoldwhichiswithinthecowling.This exitsasatwinexhaustthatjustprotrudesbelowand attherearofthelowercowling.Thearrangement certainlymakesforaquieteraeroplane,fromnotonly thepilot'spointofview,butalsofromthatofthe generalnon-flyinglocalinhabitants.whichisagood point.Theexhaustnoteismorelikeasmooth"purringasagainstthatirritatingstacattosoundeffectthatis commonwithstuhexhausts.

AtpresentIammouldingupnewlyshapedengine cowlings,givingamuchimprovedaerodynamicprofile andonethatwillcloselyhugtheengine,itwillcutout therathervastcrossfrontalareathatshehasatthe moment.

Byredesigningandfittingacompletelydifferentair filterboxfortheMartelcarburrettor,Ihavemanaged tosweepbackthelowercowling.Thenewcowlings thatwillhefittedwillgiveanevenincreasedsweep backandwillnotbeasdeep.Thelowercowlingwill thenfairintothewing'sleadingedge.

Thereisalwaysplentytodoevenwhentheaircraft isbifilt.IenjoyHyingimmensely,infactprobably evenmorethananythingelseIknow.butIdoenjo) adaptationandimprovement.1liketitivatingandjust generallymodifyingthisandthat,checkandre-testing. etc.WhenI'verunoutofideas.thenIsupposeIshall havetobuildsoniethingelse,butinthemeantimeI wonderwhatBarnstormerwouldbelikewithan 0200R.R.engine?IthinkIknowwheretheseisone, IthinkImightjustdothat... PopularFlying,JulyAugust.1976

FourviewsalJohn'sTad,takenatthePP.4.Laster RallyatBlackhushe.

RobinOwen's STRUTNEWS

Thesketchabovewaspublishedrecentlyinthe NORTHWESTERNSTRUT'S newsletter,itwas captioned'DrawingbyJohnRichardsonfromaphoto byJohnSweetinghaminBopHarpersJodelpiloted byPeterSkeels(how'sthatforteamworkiThescene isBartonaerodrome,Manchesteranditdepictsthe rallywhichthestrutheldinAugustlastyear.The strutistoholdanotherrallythisyearandfulldetails arcgivenelsewhereinthismagazine.

The EASTMIDLANDSSTRUT hasbeengiven publicityrecentlyinthelocalnewspapers,which shouldhopefullyincreasestrutmembership.The struthasbeenofferedtheuseofaprivatestripand StewartJacksonrightlysaysthatitshouldmakethe ladsdownSouthgreenwithenvy.Ashangarageis runningtowardsthe1200-f300peryearmark,this willmeanasignificantreductionintherunningcosts ofanaircraft.

MikeHallam'snewsletterfromthc REDHILL STRUT reportsthattheregularstrutmeetingsinthe TigerClubtearoomattractvastcrowds,themain winteractivitieshavebeenslideandfilmshows.The strutfly-inwasheldataprivatestripon8Maywith thepossibilityofafurthereventlaterintheyear.

MembersinthcNorthSussexandSouthSurreyarea shouldringMikeatRusper417forfurtherinformationaboutthestrut.

Staplefordairfieldwasusedbythe ROMFORD STRUT forabreakfastpatrolandfly-in.Agroup withinthestruthasrecentlyflownanEmeraude. ContactCedricDrinkwateronRomford62606for furtherdetailsofthestrut

Asimilargroupprojectmaywellbestartedwithin the GLOUCESTER/CHELTENHAMSTRUT. A VP2isbeingcarefullyconsideredatthemoment. MeetingscontinuetobeheldregularlyatStoke Orchard.

The BERKSHIRESTRUT hashadaveryquiet timerecently.However,attemptsatarevivalhave resultedinachangeofmeetingplacetotheFoxand Houndspublichouse,GosbrookRoad,Caversham, ReadingThereisanurgentneedofvolunteersto helprunthestrutaswellasorganisingarallythis

year.DerrickKidby(Reading883803)wouldbevery pleasedtohearfromvolunteers.

Meetingsofthe BEDFORDSI-HRESTRUT are heldeveryothermonth,onthefirstWednesday,at OldWardenaerodrome.Nosetprogrammeis arranged,sincethestruthasasyetnoformalorganisation,thoughallthoseattendingarewelcometobring alongslidesetcandtakethefloor.Thestrutisvery keentoexpandandatthemomentonlycharges20p permeeting.PleaserMgStuartMacConnacheron Bedford58985ifyouwouldliketojointhestrut.

TheYorkshireproblemisstillnotyetresolvedbut itishopedtoformtwostrutssoon.Acoupleofyears agothe WHITEROSESTRUT wentintoastateof declineandceasedtoholdregularmeetings.Itisnow proposedtohaveanotherattempttorevivethestrut AllPEAenthusiastsareinvitedtoattendanopen meetingatDoncasterairport.PleasecontactWendy MillsatDoncaster742801fordetails.Theareahas producedsomehighlyskillfulliomehuideNand boaststheuniqueXYLAofGeorgeShields,aswellas BaronvonPenny'sVPIConicalongtothemeeting andhelpgettheWhiteRosestrutofftheground again,nocharge,everyonewelcomeespeciallythose willMgtotakeoffice.

ItisalsoproposedtoformastrutintheHuddersfieldarea.ThisshouldconvenientlyfillthegapbetweentheWhiteRoseandNorthWestern.Would memberswhoarekeentobeinvolvedinanewstrutin thisareacontactKeithWigglesworth,Glayva,5 Meadway,Highburton,Huddersfield.Tel,Kirkburton 4055.

Imentioned inthe lastmagazinethatthe IRISH STRUT hadreappeared.Thesituationisthatno regularmeetingsareheldatthemomentduetothe politicalproblems;however.PEAmembersarevery activeandusuallykeepintouchbytelephone.Noel O'Neillhassentthefollowinginformationabout buildingactivitiesonbothsidesoftheborder.The orderoftheprojectsrelatestotheirstateofconstruction.

Conihmedonpuge /9 PopalarFlying,July-August,1976

PILOTSTRESSING

P.F.A.GAINTWONEWMEMBERS ...FROMSMALLADS

TowardstheendoflastyearIadvertisedaspare typeV/W4EngineintheP.E.A.Magazine,whichwas boughtandcollectedbynoneotherthanP.F.A. meinberWingCommanderKenWallis,ofauto-gyro fame,whoverykindlyinvitedmetohavealookathis collectionof"peculiarflyingmachines-ashecalls them.ThedateforthisvisittoReymerstonHallin Norfolkwasarrangedfor22ndMarch.Threeofmy friendsfromHumbersideAirportratherlikedtheidea asoneofthem—PaulChapman.ownsablueand whiteBeagleAiredale,andwedecidedtoflytoNorfolkOurlandingplacewastheW.W.2exU.SAT. AirfieldatShipdham,3milessouthofDercham (LiberatorBombers),nowadaysusedby"ArrowAir Services'',andalthoughwedidour'sums'before startingthejourney,theseprovedoimecessary—the veryhelpfulcontrollerofthe"LowerRadarAdvisor% Service"guidedustovisualcontactwithourdestination.(Think!!theremightbesomethinginthisradio businessafterall!!!)

WingCommanderWallismetusattheAirfieldand entertainedustoadrinkandmealinDereham,before gettingdowntotherealreasonfor MiryisiI—to see elevenofKen'sauto-gyros,plusmanyother'goodies' onwhichtofeastoureyes.Wewereamayedto realizethatthisworthyP.E.A.memberholds13 WorIdRecords in theauto-gyroheldandhispartin the007 James Bondlilmwasmuchinevidence—gyroplanelinedwithrockets.Bondadvertisingposterson hangarwalls,etcetc.Tomakeourdaycompleteour hostgaveeachofusarideonatwoseaterversionof hisaircraft,—onlyonewordwillsufficetodescribe thisexperience'Fabulous'.Threeoutofthefour visitorsholdP.P.L's.and s\e allagreedthiskindof 'lyingisinaclassofitsowngreatstuff.

!limepassesalltooquickly,andwewereoncemore airborne.thistimetoreturntoSouthHumberside, nomavisittoNorfolkthatwilllongremaininour memories.OnlandingalHumbersidetwoofmy friends.PaulChapmanandJohnLowsondecidedto becomePF.AMembers

COLINCI.ARK, SOLIIIHUMBERSIDI.

Dear Sirs.

Iam SintROgel Baconwouldbeamusedtoread theadvertisementfortheTaylorTitch,intheMarch Popularthing. Iquote:"Remarks:Suitablefor racingintheformulaone class. Notanaeroplanefor thenovice.Pilotstressedto9G.

IssomebodybreedingaspecialRaceofPilotsfor UnlimitedAerobatics'? Iam.Sirs.

Yoursfaithfully.

QUI,FNS' COLLEOL, MARKWAKEN! CAMBRIDGE,CB39ET

ED.:II onlyquotedthedesigner'shandow!

DEC•ART

TOPQUALITYT-SHIRTSATSPECIAL PRICESTOTHEP.F.A.FROMAFELLOW MEMBER WHYNOTWEAR YOURAIRCRAFT REGISTRATION NUMBEROR STRUTBELOW THEP.EA.MOTIF

Smal,Medium,LargeWhiteorPaleBlue £1.70eachplus30pPEtP.

CashwithOrderto:—

SPEEDIMAGELTD 25TEVILLEGATE, WORTHINGBN111XJ

STRUTNEWS -continuedfrompuge18

MickDonshueofDublinhasalmostcompleted V.P.EI-AVYwhichwillhethefirstIrishbuilt.Irish registeredaircraftever.CyrilMcCartneyisconstructingaLutonMinorinCarrickFergus.DavyMagill's TaylorMonoisvirtuallycompleteinBelfast.Jam Duggan'sVP2isaboutthreequarterscompletein Wexford.JohnFrew'sTaylorMonoisalmosthalf completeinBallymena.AgroupheadedbyBrendon FeeleyatCelbridgeisconstructingaVPIandanEAA Biplane,bothprojectsarcreasonablywelladvanced TwoVP2sarebeingmadeinmid-UlsterbyGeorge AdamsandFrancisMorris,theyseemtohaveaspare portaileron.Iwonderwhathappened.Chrisand KevinGalvinhaveanAerosportQuailunderwayin Clondalkin,AlexDaleyhasaVPIprojectinTipperaryandN.ReillyfromLongferdismakingaVP2. ThereisquitealotofadvancedconstructioninEire andNorthernIrelandanditishopedtohold occasionalstrutmeetingsinthenearfuture.

PopularFlying,July-August.1976

WiCoundrKenWallisandColinClarkrewlyThrfilloft

AUSTRALIANTURBI

EighteenyearsagoagroupofenthusiastsinPerth, WesternAustralia,boughtasetofplansandstarted buildingtheirownlightaircraft.

Eighteenmonthsago,workshoptechnicianMr. AlanMitchell,58,tookovertheproject.

Now,morethan1.600man-hourslater,heisabout togetthctwoseater,DruineTurbimonoplane,into theair.

ForpeoplepassingbytheMitchellhomeinsuburbanWoodlands,thenearly-completedaircrafthas becomequiteanattraction.Becauseoflackofroomin hisgarage,Mr.Mitchellhashadtotransferworkto thefrontgarden.

TheplaneisbuilttothedesignofFrenchmanRoger Druine.Poweredbyan80horsepowerDeHavilland GypsyMinorenginewhichwillproduceacruising speedofabout145kilometresperhour(85m.p.h.), theDruineTurbiwillhavearangeofabout400kilometres(250miles).

Mr.MitchellboughttheplaneforSAI.000from theUltraLightAircraftAssociationandhadit truckedbacktoPerthfromacountry townw:here it wasresting,apparentlydestinednevertogetoffthe ground.Despitetheyearsthathadpassedsincethe projectbegan,itcomprisedonlyabarewooden fuselageandanopenWing,withnofabriccover.

Witheveiyweekendandmostofhisholidays devotedtoitsincethen,plusanother5A2.000,Mr. Mitchellnowhasonlyminorfinishingandtheinstallationofaradiotocompletethejob.

DuringaholidayvisittoEnglandlastAugusthe sawtwooperationalDruineTurbisandtookoneup atHatfield,northofLondon.

"EvebeenmakingthingsallmylifebutEvegot morepleasureoutofbuildingthisthananythingI've everdonebefore,—Mr.Mitchellsaid.

TheaircraftisduetoliftofffromPerth'sJandakot AirportinApril.

VintageAircraftmagazineisanew quarterlypublicationforallvintage aircraftenthusiasts.Whetheryoufly oldaeroplanesorsimplyadmirethem fromafarwearesurethatyouwill findsomethingtofityourtastesin ournew32pagemagazine.

Thefirstissuewaspublishedon1June andcontainsadetailedhistoryof MewGullG-AEXF,workshop articlesontheBACDroneand GN.1Air-Camper,afeatureonthe AusterPilotClubandDavidOgilvy test-flyingtheComperSwift.

Stocksareboundtobeexhausted quicklysohurry!Send40pplus10p post&packingto:

AlanAlitchalinthefrontgardenofhishomeinthePerthsuburbofWoodlandswithhisDruineTurbi.

(Photo.:AustralianInformationService)

Building"Sprite"-Part 3

byBarryParkinson

Toconcludethestoryofhowthe'Sprite.wingwas built,severalitemswhichinvolvedachangetodrawing remaintoheexplained—asthesewerenumerousand themajoritywereofadetailednature.IwillonE mentionthemajorchangesthattookplace.

Oneofthesewasanalterationtothehelleranklevers thatcarrytheflyingcoiffrolcables.Thesewere originallyfittedinto'MICARTA'blocksasabearing surfacewhichweconsideredtobealittleprimitiveand couldproduceaproblemortwo.Afteracloserlook atthedrawings,andtheaircraft,wedecidedthere wouldbeproblemswiththemethodoflevermounting, particularlyfromthepointofviewoiwearandlubrication.Sothedecisionwasmadetofitallbellcrank leverswithbearingsthroughouttheaircraft.These wereofthe'greasedforliD"Ndriety,somebeingselfaligningandothersbeingfixed.andtheywereusedas andwhererequired.Asaresultofthismod..weconsiderthatwehaveafarsmoothercontrolsystemwith lesscircuitfrictionandnogreasingproblems.Evenso. ifatalaterdatetheproblemoflubricationdoesrear itshead,thentherearemethodsofinjectinggrease intoprepackedhearingsifrequired.

Anothermajorchangewasalsomade,thistimeto thewingsparattachmentpoints.Originally,theinner andouterwingattachmentscarriednobushing,the attachmentboltsbeingpassedthroughtheL65spar lugswithoutanysteelhushesbeingfittedAsweconsideredthatexcessivewearwouldtakeplacebetween steelboltsandtheTo5duralattachments,weproposed amodification—thiswastofit596steelbusheswhich wereCadmiumplatedandpressedintoposition.We alsoappliedacoatingof'TOCTITE'Grade'AV'prior toinsertingthebusheswhichappearstohaveserved itspurposewell,asnomovementofthebushinghas takenplaceduringthemanyremoveandrefitsofthe outerwingsectionstodate.Ithasalsosurvivedthe wingloadingcheckswithoutanyapparentdegradation ofitslockingqualities.

Finally,thedrillingoftheaboveholestorattaching theouterwingsectionswasajobnottobeforgotten,

asthepositioningofthesedeterminedtheamountof outerwingdihedral.Itwas,there]ore,essentialtoget thisoperationcorrectatthefirstattemptifnot,itwas acaseofascrappedmain-sparandseveralhundred hoursofworkdownthedrain.I3ecauseofourconcern thatweshouldbespotonatthefirstattempttodrill them,andthefactthatsecondchancesandrepair schemesinthisareawouldheoutofthequestion.Ro , madeaspecialdrillingjigwhichwecoulduseforboth PortandStarboardsides.Thiswaswherehistoolroom dayscameintogooduse.andalotoftimeandeffort wasspentinitsmanufacture.Ithassinceprovedto havebeenathoroughlyworthwhileeffort,asanumber of'SPRITE'buildershavingusedthisspecialtoolwill confirm.Itwouldbedifficulttodescribeitsuse.forit wouldonlyresultinalengthyandboringsetof'Flow toDoIt"instructions.soIhaveincludedaphotograph ofthejig.mountedinpositioninthiscaseonthe PortWingSparattachmentlugs.

WingattachmentpointdrillingMg.shownpositioned andreadydordrillingofhoks.

TOPWINGSKIN ar, 22 SWG

18SWG CHANNEL STIFFENING SECTION

S92MACHINEDSTEELEND FITTING,WELDEDINTOTUBE.

Somuchthenforthetwomajorchangestothe winas.Othermodificationshavebeencarriedoutto thewingstructure.butingeneralthesehavebeenofa minornatureexceptforthemodificationputoutby thedesignauthoritywhichcaughtusonthehop—this wasastiffeningmodificationtotheT/edaespar.It cameatatimewhenthestructureinthisareawas completeandrivetedtogether.Themodificationinvolvedfittingan18swgdoublinganglealongtheKft. lengthoftrailingedgeonthewingcentresection.This istheportionofwineboltedtothefuselageImust admitthatwhenwereceivedthismodificationwewere dismayedatthetho h uga,o.astrip-down ofthecompletedstructureinorderto do thejob,soonthat particularnightweswitchedoffthegaragelightsand retiredtotheGoldenBallinPoultontodiscussthe situation.Asitturnedout sNeattackeditwithavengeancethefollowingnightandthejobwascomplete insidetheweek.Imustsaywhenamod.appearsinolvinutheamountofadditionalworkk‘hichthisone did,andinparticularthepullingapartofcompleted structure,itcanbeextremelydisheartening,butin fairnesstothedesigner,thissortofthingdoeshappen onprototypes,eventhoseofthemulti-millionpound xariety.

Inoureffortstoproducethiswingwchavecarried outnumerousmodihcations.mostofwhichhavebeen ofadetailednature,butthesehaveallbeennotified andclearedwiththedesigners.Ithasn'tbeenaneasy thingtoproducebutlookingbackattheworkwe tookon.Ithinkitwasallworthwhileandhaspro\ideduswithmanyenjoyablehoursofwork,doing somethingwhichprovidesmewithagreatdeal or personalsatisfaction.

Asthiswasa'FirstOff'wingwetookituponourselvestoperformthewingproofloadingcheck.This wascarriedoutoneSundaymorningduetothe kindnessofBritishAircraftCorporationatWarton, withtheassistanceofbothDesignersMr.A.JenkinsonandMr.P.Sharmantogetherwiththeexcellent helpandknowledgeofMr.JohnWaite,whowasthen ChiefAirworthinessEngineeroftheMilitaryAircraft Division.Wnhthehelpandknowledaeoftheabove personnelthingswentverysmoothly,apartfromthe frighteningsightofseeingone'seffortsunderloadfor thefirsttime,andinparticularatthemaximumload condition.The Wing deflectionatthetipsunder maxinlumloadconditionwas5:;andtheupperwing skinshadtakenonthelookoftheripplingtide.After itwasallovereverythingwentbackintoplacewithno permanentsethavingtakenplaceinanyofthe

structure,whichwasareliefaftertheyearsofwork thatwentintoitsmanufacture.

TocompletethewingstoryIhaveincludedapart ofthewingproofloadingreportwhichwillnodoubt beofinteresttoreaders,togetherwithapictureortwo ofthejobbeingdone.

Requirementsfortheloadingcheckarespecifiedin B.C.AR.ChapterK3-2.

WINGLOADTEST

Summary

ProofspanwiseloadingconditionCMthewinawas simulatedanddeflectionrecorded.Structuralinstabilitieswerenotedandcontrolsurfacemovement andclearanceswereobserved.Afterthetestwithzero loadapplied,insignificantpermanentsetofthe strUclurewasapparent.

Torsionalstiffnessofthewingintheno-loadconditionwasdeterminedandanestimatemadeofthe flutterspeedusingthisvalueTheflutterspeedwas showntobewellinexcessoftheI•25 Vo specified by theairworthinessrequirements.

TestConditionsandProcedure

Thewingwasmountedinaninvertedpositionona steelbenchasshown in Fig.I.Verticalscalesrecorded thedeflectionofthewingtipsandfourdialgauges recordedtheverticaldeflectionatpositionsadjacent tothewingmountings.Theverticalscaleswere mountedonthefloorandthedialgaugeswere mountedonthebench,thusthedeflectionsofthetip relativetotherootwerecalculable.assumingthatthe benchwasriaid.

Thewingloadingwasappliedbylargeironweights whichwereplacedon a rubbermatandpositionedover themainspar.Noattemptwasmadetosimulatea chordwiseloaddistribution,thespanwiseloadingwas maintainedasapproximatelyuniformlydistributed. withasmallreliefatthetip.Theweightswereweighed onasprinabalance,thelargestbeingI601b.andthe smallest20Ib.Thematsweighed20Ib.foreachwina panel.

Afterrecordingzeroreadings,theloadwasapplied inincrementsofapproximately20",l,upto80"„ofthe proofload,anddeflectionsrecorded.Furtherweight wasaddedtogive86"„.92„,99"„and100"„ofproof load.Bothwingswereloadedsimultaneously.outboardoftherootmountings.Fig.2showstheload applied.

Visualinspectionofthebuckledsurface,control surfaceclearancesandfreemovementweremadeat allloadincrements.

OnacInevingI00"„load,theweightwasremoved. zeroreadingsrecordedandthewinginspectedforany permanentdamage.

ThetestwasdiseonLinLiedaL100%,asitwasfelt thatthereweresignsoftorsionalinstabilityofthespar flangeintheouterwings,andasthe\VIMgwastobe usedinaffightaircraft,nofurthertestingwasnecessary.

Inspectionofthestructurefollowingunloading showednopermanentsetordamageintheouterbody sidewingpanels,evenonthehighlybuckledleading edgeareas.Aslightamountasetinthecentrepanels wasobservedbutregardedasnotsignificantduetothe unrepresentativeloadingconditionsinthisarea(In practicethesepanelswouldformpartofabuilt-in seatstructure).

TorsionalStiffnessTest

Awoodenbeamwasclampecltothestarboardwing tipandweightswereappliedinfourincrements.giving

atorqueraboutthemainspardatum)of2331bil.o dialgaugesweremountedatthetipalongachordwise line.Goodlinearitywasapparent,andthetorsional stiffnessofthiswinghalf(fromtiptoroot)was 33000lb.ft:rad.Notethatthisfigureisforonewing loadedonly,anunsymmetricconditionUnderantisymmetrictorquethestiffnessislikelytobeslightly lessthanthisfigure.

Conclusions

ProofloadconditiononthewingwasdemonstratedwithoutsignificantYieldingofthe structure. Trailingedgecontrolsurfacesweredemonstrated tobefreemovingandwithsufficientclearanceat proofload.

Anapproximateestimateottheflutterspeed basedonthetorsionaltestsshowedwellinexcess oftheI.25VDdemandedbytheairworthiness requirements.

Fig.2.fling atfull load.Bosce.c!luretoinininusedamageIllcasetotalJOilare

Nate: Pointerlbralnonntofdeflection

.SomeofthebucAlingtakilplaceatthelustemlthestarboardit la panel.Fullloadcondition

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