LETTERS

We are always pleased to receive your letters and feedback. Please email the editor at bfjjodel@talktalk.net

Remembering Rex Coates

Dear Brian, I wish to add my tribute to Rex Coates (pictured). Rex’s expertise covered the whole speed envelope of aviation, rebuilding everything from a Piper Cub to a Mach 2 Supersonic Airliner. His first love was his family, followed by his interest in Miles Aircraft.

Rex owned Miles Monarch G-AFLW, which I had photographed at a White Waltham air display in 1985, without realising it had possibly just made its final flight after a heavy landing. He also owned the Messenger and King’s Cup winner G-AKBO (restored by the late David Fenton), and a Miles M.18 on display at the East Fortune Museum. Coming back from France, his Monarch suffered a bird strike, with a seagull embedded in the leading edge of the plywood leading edge. Rex confided in me that he never wanted an office job, he wanted to be with the aircraft and work with his hands, and this is why he worked in the aircraft maintenance industry.

Therefore, due to his long service to society and aviation, Rex was part of the country’s backbone and team of unsung heroes that made this country great. I was first acquainted with Rex, on acquiring Miles M38 Messenger G-AJOE in 2001, and we regularly met up at the Great Vintage Flying Weekend. As a newcomer to Miles aircraft, I soon learned there are very few people who have any experience today of Miles aircraft, or the 155bhp Blackburn Cirrus.

Rex was a revelation, a very friendly and approachable enthusiast who would always help anyone. Once, in May 2005, flying from Hamburg to the Great Vintage Flying Weekend in stormy weather, the engine seized over Goes, in North Holland. In the ensuing downwind landing, I hit an unseen dyke channel and the wings and undercarriage were wiped off. Sadly, the aircraft was a total write-off, but I bought the aircraft from the insurers for €3,000. The wreck ended up at Classic Aero Services in France with Patrick Siegwald, and a CAA Engineer oversaw all the work.

Over a period of several years, I worked with both to get the aeroplane rebuilt but without Rex, a rebuild would not have been an option. The wing spars were spliced at 1:30 ratio, and the aircraft finally ready. I then flew the aeroplane to PPS at Booker where Rex subsequently certified the aircraft. The picture (below) shows G-AJOE after its first post-rebuild flight from White Waltham to Henstridge.

Rex visited me several times in Hamburg and would regularly maintain and sign-off G-AJOE. With the passing of Rex, the world and the LAA now loses an expert engineer and specialist for Miles aircraft.

Rex lived a full and interesting life and maintained an interest in Miles right up to the end. My only regret is that due to pressures of life, and Covid-19 restrictions, the flight with him in my Witney Straight never took place.

The only consolation for me, is that he was so deservedly awarded the RAeC ‘Old and Bold’ trophy in 2019 at the RAF Club, but he will be sorely missed in Miles aircraft circles – and

of course by his family and friends. Let’s all wish that Rex’s last flight be his most beautiful. Peter Bishop.

Help please: 1

Dear Brian. I was fascinated by Ian Graham’s letter in the May edition about his aunt’s encounter with a DH.6 on a beach in the 1920s, while it was giving joy rides.

His speculation about the remarkable impression that it must have made on his aunt, and about how many people must have been inspired to become aviators as a result of ‘such cheap and accessible flights’ really chimes with my doctoral research into the democratisation of flight. I am looking into what made flying more than just a commercial or military activity, one carried out by ordinary people. Ian is right, I think, that joy rides will have been pivotal in making people ‘air-minded’ when flying was still very young; but presumably most of them will not subsequently have taken up flying.

Futurologists, pundits and enthusiasts back in the mists of time, speculated that one day there would be a flying machine in every garage. The myth started even before the car was commonplace, when almost nobody had a garage. It is woven through popular culture and has an enduring potency, even if in reality it seems absurd, improbable and frankly undesirable, now.

I am fascinated by the myth and interested in discovering if all our rational assumptions about why private aviation did not become universal are true, historically. I’d be very grateful if readers of Light Aviation could possibly suggest examples of accounts in books etc., of aviators having first been inspired to fly with a joy ride in the inter-war years, and also examples of the ‘aeroplane in every garage’ myth. I’d love to hear their thoughts. Regards, Peter Eveleigh. peter.eveleigh@postgrad.manchester.ac.uk

Help please: 2

Harry French, a former RAF Engineer, is an enthusiastic model maker and has been researching a pre-war American air racer, the Powell-PH Racer. A Bristol Cherub powered biplane, the aircraft competed as number seven in the 1925 Mitchell Field Race.

Harry is particularly keen to know if any of our vintage experts know the colour scheme of the aircraft, or perhaps where this information might be available.

If you can help, then Harry can be contacted on 01472 814491.

Flying single-seaters

Dear Brian, I enjoyed reading Clive Davidson’s article about flying single-seaters, and agreed with everything he said about flying the Nipper. It made me reminisce about my first flight in G-JE 20 years ago. I was both nervous and apprehensive as it was my first experience of single-seat flying, so I sought the advice of those who were familiar with the type.

I still remember the words of a veteran Nipper pilot who warned me that the Nipper could ‘sink like a brick’, and that if the engine failed I would be landing pretty much below me, due to the poor glide performance.

Those words often echo in my ears and never more so than when I suffered two partial engine failures on take-off.

True to form, I got that sinking feeling (in more ways than one...!), but both outcomes were good, with no damage to the aircraft nor injury to me. Testimony to the fact that this is a robust little machine.

Two decades on and this diminutive aircraft always makes me smile and I still enjoy the pleasure of flying alone. Kate Howe.

Careers in commercial aviation

I was delighted to read that Jade Collett has been able to complete her PPL training with the help of the bursary from the LAA. However, I would like to suggest that now is not the time to take on large debts in pursuit of an aviation career due to the surplus of pilots.

My son has only ever been a pilot and many of his friends have become Captains on wide body jets after working in other jobs and careers for 20 years or so before switching to commercial aviation. Indeed, one friend was a midwife for 15 years and went on to have a long career as a pilot ending as a training Captain on B767 and A330.

Very few companies fund the basic minimum training up to CPL/IR and Jade may like to consider applying to the RAF, Royal Navy or Army for pilot training. If successful, jobs in commercial aviation may be available after a career in the military without having to take on large debts.

The industry is not what it used to be, competition is driving change, and companies (both manufacturers and airlines) will be looking at single pilot operation and/or control from the ground in the not too distant future. John Martin. ■