LA March issue

Aviation THE MAGAZINE OF THE LIGHT AIRCRAFT ASSOCIATION

LIGHT

March 2023 £4.25

BELLISSIMA!

Light Aircraft Association WWW.LAA.UK.COM

The Sequoia Falco is a beautiful homebuilt aircraft, with handling to match…

BRITANNIA PROJECT

AMY WHITEWICK NEEDS YOUR HELP FOR HER 2023 CHALLENGE

MEET THE MEMBERS

CHARLOTTE DADSWELL ON FLYING, AND A LOVE FOR OSCAR

Ed’s Desk

Always be prepared for the engine to fire…

Chairman ERYL SMITH CEO STEPHEN SLATER MBE Chief Technical Officer JON VINER CEng MEng MRAeS Chief Inspector LUCY WOOTTON MEng(Hons) DIS DipHE ARAeS

President ROGER HOPKINSON MBE Vice President BRIAN DAVIES Engineering email engineering@laa.uk.com Email office@laa.uk.com Office Manager Penny Sharpe Head Office Turweston Aerodrome, Nr Brackley, Northants NN13 5YD Telephone for engineering and commercial 01280 846786

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

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

Live surprise…

N

ow I’m the cautious type, and when it comes to flying I like to stick to routines. I always start my walk around checks in the same place, use the same mnemonics for cockpit procedures (BUMMMFITCHH), and in the case of hand swinging propellers, that involves a certain set of actions which have remained unchanged since I started swinging propellers back in 1995.

Now, we’ve all heard the phrase ‘treat the prop as live’ plenty of times, but for many I’m sure it’s potentially just another saying, to which a element of acknowledgement is given, but perhaps a degree of ambivalence exists. Especially if you’ve never needed to swing an engine into life. After all, that’s why the starter motor was invented, right? Well, even if you’ve got a starter, I know a few people who find their cold-winter starting goes much better for sucking in a few blades of prime, before climbing aboard and turning that key…

Well, plenty of us still choose to fly aircraft that we must swing to start, so the prop interaction is unavoidable. My routine to keep me feeling safe, particularly when swinging on my own, involves chocks, and double checking the magneto switches and throttle position. Then when sucking in with the switches still off, I’m always prepared for a start as each of those blades are pulled through. For 28 years, I’ve never been surprised, and give or take a few bad calls on ‘is it hot, or warm…’, when engines have tried to kill me purely through the technique of exhaustion, the process has been pretty much the same.

So it was a bit of a surprise recently when, on the second blade of sucking in on a winter afternoon, that my Cub’s A75 sprang into life, mags off. The engine ran for a few seconds and stopped. Eventual trouble shooting would identify that the contacts in the vintage rotary magneto switch were extremely tarnished and not providing a good earth. If I’d given proper consideration to the aeroplane on the flight before, then the momentary run-on after I switched the mags off to shut it down might have given me a nudge as to think ‘why’. It’s a new aeroplane to me, and I had written it off to mean ‘maybe it does that…’, behaviour.

As it was, I was lucky, and no harm was done. But it was certainly a reminder to always expect the unexpected.

With this issue we say goodbye to Steve Slater, plus you’ll spot the news about our new CEO in the News pages. All the best for the future Steve, and thank you for more than five solid years of leadership.

ed.hicks@laa.uk.com

March 2023 | LIGHT AVIATION | 3

Contents March 2023

FEATURES 13 BRITANNIA PROJECT

Amy Whitewick wants your help for her new country-wide aerial image project

16 PROJECT NEWS

TriQ-200, an electric Zenair CH 750 Cruzer, and a Van’s RV-6A

20 FLIGHT TEST

Clive Davidson flies the stunning Sequoia Falco…

28 COACHING CORNER

A brush with ill-health reminds Head of PCS David Cockburn of the authority pilots have in determining their fitness to fly

30 ENGINEERING MATTERS

Freezing fuel, Jabiru rotor arms, rod-end bearing lock nuts and fault diagnosis

36 SCARF SUCCESS

Tips and tricks, from Dudley Pattison, success when preparing scarf joints

38 FLYING ADVENTURE

LAA member, Kerry Skyring – an Aussie with an Austrian-registered Kitfox – takes a whistle stop tour of four countries…

20

Sequoia Falco

44 FAREWELL, STEVE…

With Steve Slater MBE just about to step down from the role of CEO, we look back on over five years of his leadership

48 MEET THE MEMBERS

Neil Wilson talks to Aeronca owner and Goodwood Flying School CFI, Charlotte Dadswell…

13

48 REGULARS 03 EDITORIAL 06 NEWS 08 LETTERS 10 STRAIGHT AND LEVEL 46 STRUTS4U 53 WHERE TO GO 54 LANDING VOUCHERS 58 FROM THE ARCHIVES

38 March 2023 | LIGHT AVIATION | 5

LA News

News

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

STOP PRESS: New LAA CEO appointed Simon Tilling has been named as the new CEO of the Light Aircraft Association. He will start in his new role in mid-April. Simon brings to the Association a wide range of management experience gained in the technology sector and is also an experienced pilot who has owned various

LAA types, including one of the UK’s oldest Taylorcraft Auster aircraft. He’s also a former British Air Racing champion and, from 2020 to 2022, was the chairman of the Royal Aero Club ‘3Rs’ committee.

A full article on Simon will be carried in next month’s Light Aviation.

LAA’ers feature in Dawn to Dusk awards

now in its 59th year, provides a unique aeronautical challenge participating in a day’s flying using an aircraft of the competitor’s choice. The competition is an opportunity to further your flying, to expand your horizons and to give you the excuse you need to have the flying adventure that you have always wanted to have.

Entries are now open for 2023, and can be flown at any time of the year, with the cut off date for submission of pilot’s logs falling on the last day of September. Entries received after this date will be entered into the following year’s competition.

Click on the How to Enter tab on www. pooleys.com/dawn-to-dusk, or email enquiries@pooleysdawntodusk.com for more information.

LAA members made a strong showing at The International Pooleys Dawn to Dusk Competition Awards Dinner, held at the RAF Club in London on 9 February.

Amy Whitewick and members of the LAA Wessex Strut were presented with the Family Trophy for a GPS Portrait of the Wessex Wyvern – Celebrating the Unity & Courage of the LAA Wessex Strut, and A Royal Portrait – Celebrating HM The Queen’s Platinum Jubilee. Derek Pake and Adam Forsyth were shared winners of The Tiger Club trophy and outright winners of the Long Distance Medal for The Munro Dash (1,180nm). This adventure was featured in the November 2022 issue of Light Aviation. Gavin Johns and David Pitman were commended for Set Course for Scapa: A Tour of Historic Royal Naval Bases. Nic Orchard was awarded The Bonney Trophy for Dawn to Dusk Nursery edition – Building Blocks.

The Dawn to Dusk Competition,

Tatenhill Airport has a newly refurbished Tatenhill cafe, which is now open seven days a as from 16 February. Breakfast, refurbished week lunch, desserts and drinks are on the and a warm welcome is promised cafe opens menu, to all visiting LAA’ers.

6 | LIGHT AVIATION | March 2023

Royal Aero Club Awards

A number of LAA members have been announced as winners in the Royal Aero Club awards for 2022. These include Ian Gee and the Lakes Flying Company Ltd, Steve Slater MBE, Stuart McKay, and Tony ‘Taff’ Smith – Silver medals, Dudley Pattison, Ian Corse, and David Mole – Bronze Medals. Phil Jackson – Certificate of Merit. Tim Badham, Nexus Sport Aviation Journalist of the Year Trophy. Pete Kynsey, pilot, and Ian Gee and the Lakes Flying Company Ltd – Salomons Trophy for outstanding performance by a British aviator in a flying apparatus designed and built in the UK.

Rougham closure

The operator of Rougham Airfield, near Bury St Edmunds has been notified by the landowner of their intention to end the lease and close the airfield at the end of May. All aircraft owners (including around a dozen LAA members) have been given notice to quit. It appears the landowners wish to sell the land for other uses.

The LAA is currently working with the General Aviation Awareness Council and the airfield operator to, as a minimum, seek a more realistic extension to the notice period, that would allow the airfield to continue to operate until the end of the summer. tinyurl.com/roughampetition

Air Pilots call for nominations

The Honourable Company of Air Pilots invites submissions for nominations for its annual aviation industry awards.

Nominations, together with supporting citations, should reach the Company’s office by 31 May 2023 at the latest, with a suggested narrative of around 500 words.

There are 28 awards for across a number of sectors, including lifetime contribution to the aerospace industry, for outstanding courage or devotion to duty in the air, flight operations, flight test, survival and safety, and flight training.

Send your submissions to office@airpilots. org. Please contact the office on 020 7404 4032 or visit www.airpilots.org for more information.

LA News

Design verification engineer

NUNCATS Electric Zenair takes to the sky Old Buckenham-based firm NUNCATS made a successful test flight of its ‘electric sky jeep’, based on a Zenith CH750 on January 20 from Old Buckenham Airfield, Norfolk. The project, developed under UK CAA E-Conditions, has been under construction for the past three years.

The Community Interest Company (CIC), which has partnered with US Zenith Aircraft Company and several start-up investors, is the brainchild of Shipdham-based husband and wife Tim and Helen Bridge, who founded the company in 2019 and began the work during the covid lockdowns three years ago.

The test flight was piloted by Tim Kingsley, a pilot at Norwich-based air charter company SaxonAir, which is backing the project. Last year NUNCATS teamed-up with SaxonAir, the International Aviation Academy Norwich, Action Community Enterprises (ACE), East Coast College and Vattenfall to give young people aged 16 to 25 the opportunity to start building one of the aircraft at a free aviation summer school.

NUNCATS is still looking for backers and sponsors to help fund the project. The ‘electric sky jeep’ kits can also be purchased as a greener option for sports flyers. To find out more visit nuncats.org, plus check out Project News on page 19.

New and updated Safety Sense Leaflet: Radiotelephony

The CAA has published an updated Safety Sense leaflet to give pilots guidance on the importance of radiotelephony (RT), reminding pilots that Correct RT is essential for the safe operation of aircraft in a busy air traffic environment.

This latest release forms part of the popular Safety sense series, which the CAA is currently updating. tinyurl.com/caasafetysense

We are looking for an engineer to join the team at our Turweston HQ.

The role involves advising our members on the requirements for modifications, repairs and new designs, reviewing applications to ensure that they meet appropriate airworthiness requirements and sound engineering practice, and responding to technical queries. There are also opportunities to be involved in flight testing, accident investigation and liaison with the authorities.

You’d be working with an experienced team across a large fleet of almost 3,000 active aircraft. Types range from original Edwardians to the latest cutting edge technology kits, and includes types with electric powerplants and the latest electronics.

Candidates must have an engineering background, ideally with experience in the light aircraft industry, and share our enthusiasm for general aviation. We would expect candidates to have a degree in an engineering subject or an equivalent combination of education and experience. Knowledge of structural analysis and experience of demonstrating compliance with engineering regulations is highly desirable. Familiarity with light aircraft aerodynamics, structures (wood, metal, and/or composite), powerplants and avionics would also be useful.

You’ll need some IT competence, particularly with Microsoft Office, have a friendly personality and the ability to work within a small team as well as independently. Excellent communication skills and attention to detail are essential. This is a full-time post, Monday to Friday, 9am to 5pm. It is principally based at LAA HQ, but some travel will also be required. Salary in line with experience. Contact engineering@laa.uk.com

Alan’s first woodwork course Attendees of the first ‘Aircraft Carpentry Workshop’ to be held at LAA Headquarters lined up (below) on the completion of the course.

The one-day course, previously run by Dudley Pattison at his home workshop, is now headed by LAA Inspector Alan James and assisted by Andrew Marshall.

Scots session success

The LAA and BGA arranged an information session in January that included representatives from across the GA spectrum in Scotland, for MSPs outlining the Market for General Aviation in Scotland. The session was sponsored by Graham Simpson MSP.

Funding win for YES project The UK Government announced the winners of its Reach for the Sky Challenge Fund, which will help to get young people from all backgrounds into aviation.

A YES – Youth & Education Support programme was one of the winners, receiving £8,830 for a duration of two years. The project, submitted by LAA member John Theron, seeks to rebuild a EoN Primary Glider while teaching the students the theory, practical, hands on and life skills needed to complete the project at a club in Northern Ireland. John is currently building a Pietenpol Aircamper.

March 2023 | LIGHT AVIATION | 7

Letters

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

Auster AIJM in Project News

What a treat to open the January issue of Light Aviation and see Auster J4 G-AIJM, which was beloved by my father, Harold Best-Devereux. Clearly beautifully restored.

The aircraft played an important role in my parents’ courtship, including air touring in France and flights to Bembridge during the construction of the Druine Turbi G-APFA. My father bought ‘JM at a discount from the previous owner who was struggling to land it at Elstree, due to its tendency to float on landing. The problem was cured by a slightly lower approach speed.

For the 1956 fuel consumption wager, the aircraft was modified with the long-range tank mentioned and also some tweaking, including a fairing between the lower sections of the wing struts. The cowling was painted to advertise the sponsor, Pedigree Cars of Euston Road, which ‘wished Best-Devereux a Triumph’! A key objective of the flight was to raise awareness of light aviation. Similar to the aims of the UK tour that my father undertook in the Druine Turbulent earlier that year. The influence of both the RAeC and the PFA is evident in the press cutting showing HB-D and Maurice Imray, one of the ULAA/ PFA founders. My father’s logbook shows the Perth to Elstree leg being 5 hours 25 minutes.

Quite a long time to sit in an Auster! ‘JM was also flown by my mother, Lenka, and reluctantly sold by my parents with the arrival

of two children! It’s wonderful to see that ‘JM is still active 66 years later. Unfortunately, my current car barely gets any better than 22mpg.

Keep up the great work with Light Aviation.

Best regards, Igor Best-Devereux Salt Lake City, UT, USA.

Patrouille Turbulent

Ed, what a brilliant piece that was by Richard Vary on Patrouille Turbulent. Fabulously funny writing.

Cheers, Geoff (BMAA magazine editor).

ADS-B and SIL

Hi Ed I always read Ian Fraser’s articles regarding EC with interest, and find the information in them, regarding new products and current thinking, very interesting. I would, however, like to take issue with one of his views expressed in LA’s December issue.

In a previous existence, I was responsible for corralling the characteristics of a widely disparate set of avionics systems to provide a useful input to an air traffic system. I know

Above HB-D and Geoffrey Sykes who was the British Automobile Racing Club observer.

Left November 1956 RAeC Gazette with report of the contest.

how difficult it is, and compromises often have to be made.

I wonder whether Ian realises the vintage of some of the specifications used for EC? I worked in a section flight trialling Mode S radar as long ago as 1979. The ADS standards applied to EC derive from the late 1980s, when the GPS satellite-based navigation service we all enjoy today was but a pipe dream. My guess is that SIL was originally dreamed up to differentiate between positions derived from inertial, hyperbolic or VOR/DME systems, which clearly had very different accuracies.

Quite what SIL is telling anyone in a GPS-enabled world is quite beyond me, and it seems to be an unnecessary complication.

Distinguishing between mm, cm and m perhaps? In my view, the best thing to do with SIL is to forget about it. A GPS-derived position is a GPS-derived position is a GPS-derived position.

Let’s focus on the real issue – the identification of a global standard frequency for air to air reporting.

Best regards, David Lace.

Ian Fraser replies: I just read the rules, sadly. I don’t make them. My mention of SIL 1 (System Integrity Level 1) in the article was a prediction rather than a recommendation. In the case of ADS-B transmissions, SIL 1 or above indicates that the position transmitting GPS is using a satellite based augmentation service (SBAS) as well as GNSS. Any certified aviation ADS-B receiver (from airliners to air ambulances) will disregard a position transmission that doesn’t have SIL 1 or above (whether it is sensible or not, that is what their approval says they must do). As EC becomes more entwined into our safety systems I predict that today’s SIL 0 devices (which don’t use SBAS) will no longer be acceptable.

Microlights at Prestwick

Right HB-D logbook entries from the flight.

8 | LIGHT AVIATION | March 2023

I’d like to gently disappoint Tam on his claim to be ‘the first microlight to land at EGPK in many years’.

In fact on 8 April 22, Graham Simpson the Shadow Transport spokesman in the Scottish Parliament was flown into Prestwick in a Eurostar (Microlight) from Strathaven Microlights and facilitated by the Prestwick Airport Management. Graham later departed back to Strathaven in a Chipmunk, thanks to

Letters

Steve Maric the CFI. The visit to Strathaven Airfield, Prestwick Flying Club and Prestwick Flight Centre was arranged by the LAA in order to inform him about the General Aviation Sector in Scotland.

Regards, Ian Sweetland.

Coaching Corner – Transponder use

Hi Ed, Just to prove that I do read LA properly, I have a comment to amplify a statement made

by Dave Cockburn’s article in February’s Coaching Corner: Importance of Lookout.

In the first sentence of the final paragraph he states: “And of course we want others to see us – if possible, switch on a transponder with the appropriate code and ALT selected…”

Well, regarding the ‘if possible’, I reckon that it should be emphasised that this is the law, as stated in the AIP at ENR 1.6, para 2.1.1 (my underlining): 2.1.1 In accordance with the Air Navigation Order, a SSR Mode S transponder shall be operated within the airspace notified at GEN 1.5, paragraph 5.3.1. In all other airspace, when a serviceable SSR transponder is carried, a pilot shall operate the transponder at all times during flight, regardless of whether the aircraft is within or outside airspace where SSR is used for ATS purposes in accordance with SERA.13001(a) and should enable pressure-altitude reporting if available, in order to facilitate detection of their aircraft by collision avoidance systems and ATS surveillance equipment.

Cheers and keep up the good work – it’s much appreciated.

Richard Keech.

Ed replies: Thanks Richard. I had picked up on that during the edit and had meant to adjust the text to read ‘pilots are compelled to switch on…’ rather than ‘if possible…’

So I should have caught that one before print!

David Cockburn also replies: Sadly, there are still a lot of aircraft out there without ‘serviceable transponders’, so getting the wording right in a recommendation isn’t easy.

Subscription rates

Dear Editor, I have just been studying the membership fee increases with astonishment.

It is quite understandable that some increases are necessary, but these should be fair and equitable. Full membership has gone from £65 to £70, which at 7.7% is reasonable.

Full member (my current level) direct debit

has gone from £55 to £70, which at 27.25% I consider to be totally unreasonable. This is the largest increase on your new scale.

All of the old direct debit rates have increased between 22.2% to 27.25%, which is by any standard a huge hit.

In your January 2021 magazine you were actively promoting direct debit payments. I always understood that DDs were favoured as they made the administration of subscription collections much easier and cheaper.

The article states a ‘minimal added burden to members’, if a 27.25% increase is considered minimal could you tell me what a large increase would look like?

I joined the LAA many years ago when I was involved with a permit aircraft group, but have been flying a CofA aircraft since 2003, but chose to remain a supporter of the LAA. While I have your attention, I am more than a little surprised that a professional organisation seems to have been caught out so readily by scammers when banks and others are always warning of such scams.

All this is making me think seriously about whether or not to renew my subscription.

Yours, John Gibbon.

Steve Slater replies: I agree that the combination of the removal of the discount for those paying by direct debit is an added burden, which is one of the reasons we kept the increase in Full Member fee to the minimum possible.

However, the Direct Debit discount was just that. It was a discount offered a number of years ago, to attract members to use the facility. However, in the past year the banks have increased DD fees to us, and the benefit to the Association is not what it was. In fact, we were subsidising members using direct debit and we therefore elected to end the discount.

I do not think it is right to conflate the increase in membership fees with the ending of the discount. As I laid out in some detail in the January edition of LA we need to increase fees to ensure that we meet inflationary challenges in areas such as insurance and wages, to ensure we can continue to offer the levels of service all members expect.

I’m sorry you feel the way you do, but we’ve all had to make some hard decisions. If we were to do nothing, assuming membership and engineering income were to remain static, these increased expenses would be unsustainable and we’d have to cut services to members. We had no option but to increase fees to maintain a stable financial model.

Above That’s Times Sq

uare in the backgroun

d.

Light Aviation in New York

Hey Ed, Thought it would be fun to let you know that the mag has made it to New York…!

Mark Streatfield.

Slingsby Cadet

Dear Ed, I am sending you and Clive some additional detail regarding the Cadet. There are very strong roots to the beginning of the ULAA / PFA in the Cadet, as seen in the 1947 newsletter of the association printed in The Sailplane and Glider magazine (page 18, Ultralight Aircraft Association). Also attached, a photo from my father’s collection of the Motor Tutor referred to in the newsletter with Scott Flying Squirrel powerplant. HB-D’s notes are on the back. It also flew that day, which was good going on the limited power of the Squirrel!

Very best, Igor Ed says: Thanks Igor. A strong showing for the 25 horses of the Scott Squirrel!

Above In 1947, the Motor Tutor made do with just 25hp.

Left “Real action for ultra lights” was the report in The Sailplane of 1947.

March 2023 | LIGHT AVIATION | 9

Straight and Level Updates from LAA HQ Developing Our Skills Eryl Smith Chairman

A

s this month’s Light Aviation goes to press I am delighted to announce that the Board approved the appointment of Simon Tilling as the next CEO of the Association. Simon is known to many within the sport and recreational flying community, and will bring sound business management experience together with a passion for all things aviation-related. A full article to introduce Simon to all members will appear in the April magazine and there will be ample opportunity to meet with him at the various events supported by LAA across the summer. Simon will take up his role in mid-April following a hand over from Steve.

Supporting members in building, refurbishing and maintaining their aircraft continues to be at the core of our activity. Winter months, when flying days are few and far between, often results in many days spent in the hangar or the workshop attending to those ‘must do’ jobs before the start of the flying season. For some, the skills and knowledge to maintain an aircraft have been learned over many years, perhaps through a professional trade and career or maybe passed down from a family member. But for those who are new to flying and aircraft ownership, how do we gain those skills and the confidence to tackle building or maintenance jobs ourselves? There is a wealth of knowledge and help on hand

Last lap…

Steve Slater CEO

I

have to confess to a lump in my throat as I write this, my final Straight and Level column as CEO before I step down in April.

As noted above, my successor, Simon Tilling, has been appointed and, while, rightly, I wasn’t involved in the recruitment process, I am more than happy the LAA will fly on in his very expert hands.

It was August 2015 when I took over the role. I’d already been an active member both as chairman of the Vintage Aircraft Club and as a member of the then National Council. However, I was still amazed at the breadth and depth of activity the LAA is involved in, with a remarkably small HQ team supported by dozens of dedicated volunteers. There are, of course, the core engineering functions to which we are statutorily bound by the CAA, then there is advocacy on everything from airworthiness to airspace, licensing, training, airfield protection, government liaison and of course, member communications.

Most of all though, the LAA is about people. Perhaps one of the biggest privileges of my job was to have been at the head of the Association in 2021, its 75th anniversary year. I met old friends and new at events around the UK, plus a spectacular LAA Rally, as we celebrated both our escape from covid lockdowns and the

10 | LIGHT AVIATION | March 2023

through fellow members and Inspectors, plus the sharing of experience and the loaning of tools.

One way to gain or refresh those skills is through the range of education and skills courses coordinated by Brian Hope. These seek to provide expert tuition and hands on experience under the watchful eye of recognised experts in their field. I am delighted that the range of courses available continues to expand in response to member demand. Whether it’s metalwork or woodwork, composites or engines, there is a course to help you. If there are skills you would like to learn or a course you would like to see us run, then let us know and we will endeavour to meet the need.

Advocacy on behalf of members may not be the most exciting of topics but it is something that continues to exercise the Board – and consumes a significant amount of the CEO’s time. Most recently, together with other key representatives of the General Aviation Alliance, Steve provided input into the DfTs review of the effectiveness and efficiency of the CAA on matters relating to general aviation and we will await the outcome of the review with interest!

Finally, this month has also seen the announcement of the recipients of the Royal Aero Club’s Annual Medals and Awards for 2022. Once again a number of LAA members have been recognised for their considerable contributions and feats in sport and recreational aviation. The awards ceremony will be held later in the year and will be featured in the magazine. In the meantime many congratulations to all the winners! ■

founding in 1946 of the Ultra-Light Aircraft Association. The original name was changed in 1950 to the Popular Flying Association or PFA, to reflect the creation of self-help flying groups offering lower cost flying in a wide range of larger pre-war or wartime trainers, as well as amateur built and pre-war ultralights. That commitment to affordable flying continues at our heart, and in recent years the Association has demonstrated the enduring popularity of low cost, accessible flying for fun for all.

Even despite the effects of covid and rising fuel prices, we’re maintaining strong membership levels and an active fleet size of more than 2,700 aircraft (as well as 1,500 build or restoration projects) operating under the Permit to Fly system. In fact, as the current recession bites, we’ve seen an increasing number of new members join, who otherwise would have been forced out of flying by the rising cost of running certificated ‘CofA’ aircraft.

We’re looking to the future, too. We’re already seeing new, younger, members bolstering our previously aging demographic and we’re supporting future generations as well. One legacy I’m particularly proud of is ensuring we develop the interest of young people, not just as flyers but fixers, to ensure that we keep alive vital maintenance and engineering skills that might otherwise disappear. LAA-supported initiatives include airfield adventure days, flying bursaries, aviation art competitions, build-a-planes, pedal planes and support for LAA YES activities around the UK. The great news is that we have plenty of volunteers… the events prove as much fun for those putting them on as they are for the youngsters! ■

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Operational

Low-level common 130.490 Mhz: Another tool in the deconfliction toolbox Paul Kiddell turns a spotlight on a new, but overlooked, radio service…

M

ilitary aircraft in the UK have used a UHF low-level common frequency for many years to announce their position and intentions to help deconflict with other low-flying military aircraft while operating autonomously in the low flying system.

In 2021 the RAF announced a year-long trial to switch from UHF to VHF to enable civilian aircraft to also deconflict.

The CAA also announced the trial, which I felt was far too vague: “It is available for use by all aircrew, military and civilian, operating in Class G airspace at or below 2,000ft Above Ground Level in the UK low flying system (UKLFS).”

Despite this, VHF low-level common was adopted by the military as a permanent feature in late 2022 on 130.490. It’s great news that it’s now a permanent service we can use, but it doesn’t appear to have had any publicity to promote that fact!

Anyway, if I’m out bimbling on a weekday low-level in the Lakes, Cumbria, north Northumberland and the Scottish Borders (which are away from any LARS service), I’ll listen in and broadcast where appropriate.

So far this year I’ve deconflicted with a Typhoon, a Hawk, two Phenoms (all north Northumberland) and an A400 Atlas (Lake District) that all would have come into conflict with me.

Here is a practical example – I was in the orbit over Alnmouth on the Northumberland coast at 500ft agl, when a two-ship Camel call sign broadcast on LL common that they were entering the low-level system at Amble (five miles south), descending from 1,000ft to follow the coast north low-level. I broadcast my position and height and they declared they would delay their descent until they had passed me. So two RAF Phenoms safely passed either side, and above, before descending north.

I’ve had similar interactions, including with an A400 in the Lakes the other day, where we climbed to allow it to pass well underneath (as the picture shows, it appeared late on PAW due to terrain masking).

A good thing is that an increasing number of service aircraft have Electronic Conspicuity that we can see, and I could see the Phenoms

12 | LIGHT AVIATION | March 2023

Above An interaction helped through communicating on the low level frequency. Traffic appeared late on PAW due to terrain masking.

coming on PilotAware – sadly that isn’t the case with all military aircraft yet.

So, if you’re in Class G, operating low-level away from a LARS service in a known low-flying area on a weekday, then consider putting Low Level common on. It might not be perfect, but it’s certainly another tool in the box.

For more information tinyurl.com/lowlevelfreq ■

Britannia project

Britannia set to rule the skies!

Having developed award-winning GPS images created in flight, Amy Whitewick’s 2023 project is set to be bigger and even more inclusive. Bringing together a team of up to 32 aircraft and pilots from LAA Struts countrywide…

F

or me, the period around the covid lockdowns was the cause of some inspiration. I saw on Facebook a friend had attempted to record their jogging session and produce a wonky whale from it. Hang on, I thought, I could try this with an aircraft, too. And so I began drawing GPS images in flight. Since then, I’ve planned and produced several GPS images while flying my Cessna 150 Aerobat, before growing the ambition level in 2022 by joining forces with Wessex Strut pilots and friends at Henstridge in 2022 to produce a portrait of HM the Queen for her Jubilee year, taken from combined SkyDemon logs. That portrait created quite a buzz on social media and throughout the various news outlets,

going global and reaching the distant shores of New Zealand and USA, with an amusing comeback from the American Air Force that its forces needed to ‘up their game’.

New for 2023

Top New aerial art for 2023 – the Britannia project.

Above Aerial artist, Amy Whitewick.

My aim of for the 2023 Britannia project is to inspire and include a range of pilots from around the UK, with different skill sets as well as a range of aircraft types, working together remotely to produce a final GPS image which will be stitched together to form the portrait of Britannia holding a shield and spear, covering the majority of the UK. The completed project will aim to show the world how united GA pilots are in the UK and how well they can work together to problem-solve and overcome challenges.

March 2023 | LIGHT AVIATION | 13

Britannia project Left Amy’s first solo project, the Dove of Peace.

Left That was followed by a portrait of early aerial pioneer John Stringfellow, who built and flew a steam-powered unmanned aircraft.

Team work

Another important aspect of the project is to encourage pilots to take a passenger with them as navigator and lookout, who has either low or no flying hours.

Navigating and lookout is an essential part of flying a GPS drawing and the activity is more than certainly a two-person job for safety. The pilot can quickly become task overloaded flying alone while navigating a complex GPS route. I’m hoping this project will encourage younger pilots, and those interested in technology in order to get bums on seats in light aircraft.

Based on the previous pieces of aerial art, we know the project can be as equally fun for the co-pilot/passenger as the pilot, including those with limited experience, plus it gives a sense of purpose in the cockpit during the flying exercise as a team

Queen’s head

Three images below Team work among Wessex Strut members and their aircraft led to the creation of an aerial portrait of the Queen in 2022.

14 | LIGHT AVIATION | March 2023

The team of 12 crew members who form our group Art Force 1, based at Henstridge, worked together to produce the Queen’s head.

They learned a great deal from the exercise, including the need to slow down some of the faster aircraft that participated to create neat turns, and the complex issue of GPS lagging on various devices. It also gave the team new ideas on how to improve their magenta-line following, lookout and safety.

Certainly, my eyes were opened as to how important this fun task had become in improving pilot skills and awareness. The team members enjoyed completing their routes, to the point where they became healthily competitive with each other.

The final image was a complete surprise for the team – especially to see how each of their recordings joined together into the final image.

Britannia project

Britannia

This year’s GPS image will be tough – there will be many challenges in order to deliver and complete. But I trust and have the greatest faith in the UK’s GA community, whom I know relish a challenge, and enjoy the thrill and fun of flying something a little different.

The image itself is currently in the planning stages, but has already been sliced into 32 separate legs of varying complexity and length in SkyDemon software. Using a technique which I’ve perfected over the various projects, I’ve been able to extract the data from SkyDemon and replace the plotted waypoints back into flight logs, which enables me to remove ‘tags’, legs which needed to be formed to create a ‘jump’ from one end of the country to another, so that SkyDemon could plot the route.

Extracting the tags was a complex issue, taking around four hours to complete. Plotting the drawing itself took around five or six hours.

There’s 502 unique headings within the drawing (once completed and stitched together), which will cover a total distance of approx 4,050nm and will total around 53 flying hours. Each separate leg, however, is broken down into easily manageable and enjoyable chunks of around 1-2 hours in length maximum – pilots will be able to fly the route using SkyDemon and send the resulting recording back to me to be processed along with the other team members.

The project will be a relaxed affair, spread out across the summer months with no pressure on the pilots to perform. Pilots will be able to pick a day and time that suits them, with the weather conditions they prefer, in order to maintain the light-hearted and fun aspect of the project, while giving the opportunity specifically to those with less

Above left An image of Britannia helps shape the design of the route.

Top right That route is then plotted in SkyDemon.

Above right While the overall image covers a huge area, it is in fact made up of many smaller individual flights.

experience to join in. We will be working alongside the LAA to invite pilots from various Struts up and down the country to take part, and again, with no pressure, pilots can practice their route as many times as they wish and send back their preferred GPS trace.

Once the image is completed, all legs have been flown and sent back for processing, the image will be stitched together carefully using Photoshop in order to overlay the legs as accurately as possible, all the while maintaining and preserving the logs. The image will be published online and in print, as well as distributed to crew members as a memento of their success.

The data will also be extracted into coordinates and placed into an online interactive map to demonstrate the credibility of the final image. The online map will aim to be very much like the Queen’s portrait one Art Force 1 completed last year (www.artforceone.co.uk), allowing users to highlight and select routes to learn from others and track their progress. We will aim to open the map when the project begins and upload the data as each leg is submitted. The project will aim to start during the spring, and we will aim to close mid-autumn, weather and participants depending.

If you’d like to take part in the 2023 Britannia project, please email me at camelotmedialtd@gmail.com ■ March 2023 | LIGHT AVIATION | 15

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

Project News O ne of the nicest surprises from compiling Project News, apart from receiving unsolicited project reports, is contact from members who get in touch to offer help, advice or information, having read a project report. It has happened twice in as many months recently, and many times over the last couple of years, and it is always very satisfying to forward those contacts to the original report author. So I must thank all members who take the time to read through the column, and especially those who submit project updates and indeed those who get in touch with further information. Contact details are below, you don’t need to be asked to get in touch!

This month, Tim Marlow tells the tale of his Quickie restoration. The QAC Quickie Q2 is a rare beast, have you ever seen one? Would you know what it looks like? From the early 1980s era when blue foam and glass fibre was one of the most modern construction methods, it was far less rare in its heyday and had contemporaries such as the Viking Dragonfly and all the various Rutan Ezes. But even in that revolutionary era triggered by Burt Rutan’s imagination, the Quickie, and indeed also the Dragonfly, were very unusual in having a canard with a fair amount of anhedral – and the main gear mounted on the tips!

There are a number of variants of the two-seat Q2, there is a 200 where an O-200 has been fitted instead of the original VW style powerplant, and a TRI where the undercarriage is a more conventional retrofit removing the main wheels from the ends of the forward aeroplane.

Tim’s example had the wingtip wheels removed in 1986 courtesy of a hedge where she transitioned from a flying example back to being a project. Subsequent owners have changed the front wing, undercarriage and engine, making her a Quickie TriQ-200, but she hadn’t flown since that accident in 1986 – until Tim started the test flying recently. G-INFO lists 10 two-seat Quickies in the UK, all removed from flight some years ago. Aside from his example, Tim believes one other is in the process of Permit renewal.

In the best traditions of click bait headlines, might be: Builder Completes RV-6 In Six Months. Really? No, don’t be silly. But Steve Osborne did pick up a largely built RV-6 and got it to flight test stage in half a year. It was no easy task reading his update.

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

Please share your story!

G-BKSK (PFA 094A-10765) TriQ-200

Bill Teasdale

By Tim Marlow

16 | LIGHT AVIATION | March 2023

T

he Quickie line of aircraft are somewhat of a rare sight in the UK, I’d certainly never physically seen one until I took a bit of a gamble and decided to buy one.

Starting around 1978 the Quickie Aircraft Corporation offered plans for the single-seat Q1, a design penned by Burt Rutan, noted for having the main wheels on the end of the front wing. This design was modified by QAC to offer the two-seat Q2. Originally powered by the Revmaster VW engine, a modification was later released to fit the Continental O-200.

A conversion to a tricycle layout was later offered (by Scott Swing, now of Velocity), and so we have a little aircraft that comes in many forms.

G-BKSK started life in the early 1980s as a Q2 and was later modified to a tricycle gear with the O-200 engine, making it a Tri-Q200 in Q lingo. The front wing

Left Seen here at Elstree in 1984 in her original configuration.

Project News

Left Outside and awaiting that first engine run, note the totally different front wing.

Below Quite different to her original format, gone are the wingtip wheels.

was also changed from the GU aerofoil to the LS1, as the earlier type was prone to contamination issues.

Amusingly, when I bought the project it externally looked exactly the same as it does today. I absolutely credit the previous builders for all their hard work cutting foam, laying up fibreglass and sanding filler.

Ultimately it was exactly what I wanted in a project, something I could take pride in and put my mark on, but not take more than a couple of years (of weekends) to complete.

Most of the work involved refreshing things at a system level – fuel, avionics, panel layout, brakes, engine accessories, renewing some control system components, new seats and generally making sure everything was as it should be.

Above First flight completed and looking majestic against the sunset.

As the jobs list started to look a bit thin, along came the various checks for control throws, fuel flow and weighing. We were now ready for a brief engine run and a cautious taxi, all seemed to be working well and the project really started to feel alive.

Fast forward a few months, and with a Certificate of Clearance in hand, I was arranging to meet Simon Wilson who had offered to conduct the first flights. I’m pleased to say that he and the aircraft did a great job and there were no major issues.

Watching the aircraft taxi out and take-off was certainly an experience, but I’m sure nothing compared to flying it, which I’m really looking forward to. Many thanks to my Inspectors and friends for all their time and advice… and to Simon for taking the first ride.

March 2023 | LIGHT AVIATION | 17

Project News

G-RUSL (PFA 181A-13522) Van’s RV-6A

By Steve Osborne

T

he PFA serial number rather gives away the age of this project. It was originally supplied and started in 1999, but I acquired the project in mid-2022.

The aircraft has a good spec with a 180hp Lycoming brand new engine that’s never run – but it is 20 years old! There’s a Hartzell constant speed propeller, a comprehensive set of steam gauges, electric flaps, manual trim and leather seats.

The airframe was essentially built, painted and trimmed with the engine installed but the wings and empennage had been removed by the previous owner for transport.

There were five sign-offs in the build book at purchase and it has a very good level of workmanship. There was a lot of debate with regard to the engine, having never been run, but after endoscope inspection it was decided to run the engine on ‘running in’ oil through the flight tests.

Debugging the wiring, fuel lines and float mechanisms, all moving wing/rudder parts was a major time consumer. I

Above Sitting in her hangar, Sierra Lima waits for her test flight after a 23-year gestation.

Below A tidy analogue instrument panel.

had to install the manual trim, engine cover and canopy.

Then of course there were 20 years of mods to catch up on, plus most parts have been fettled in one way or another.

This is my first aircraft project apart from an engine and gearbox replacement following a successful emergency landing in my Rans S6. I have been restoring classic cars for some years and that experience has proved invaluable.

I’ve been asked what lessons I’d learned from taking on a part-built aircraft, here is a list of the main points that come to mind: ● Assess the overall risk and cost of getting the project up to date – the spec will have been made, in this instance, 20 years previously. ● Ensure you have picked up everything upon collection! ● You’re effectively building from scratch, working through the build until you ‘catch up’ to the current build point, with the devil being in the detail. You need to check absolutely everything – with no disrespect to the previous owner/builder. ● Mods – you’ll need to catch up on 20 years, in my case nosewheel fork and leg changes £800, radio and transponder requiring change at £6.2k, propeller inspection £1.5k, CHT/EGT capability £400, and satellite navigation is yet to be updated. ● Don’t underestimate the number of consumables you will need to source. ● It always takes longer than you think, six months in my case, with four months of 5-6 hours every day, to build completion sign-off. ● Ensure you have an Inspector and test pilot expert in the make and model.

So there we have it, an RV-6 in six months! Hopefully the hard work is over and the fun is just about to begin…

18 | LIGHT AVIATION | March 2023

Project News

G-CLRR (LAA 381A-15664) Zenair CH 750 Cruzer (Modified) Built by Tim Bridge – Nuncats

W

e’ve seen a couple of updates previously from Tim detailing the progress of the electrically powered Zenith CH-750, and it’s been looking like an aircraft for quite a while now. The majority of the structure was built quite quickly during the pandemic, but of course the bulk of the work has been in creating and refining the electric propulsion for the aircraft.

A major landmark was reached when on Friday, 20 January 2023, Romeo Romeo successfully took to the air for the first time at Old Buckenham Airfield, in the hands of Captain Tim Kingsley.

The ‘Electric Sky Jeep’ concept is to create a utility vehicle that can be used in third world medical provision where refuelling can be undertaken from simple solar installations tapping into knowledge and skills that are well developed in remote, but off grid, communities. Instead of creating an electric aircraft at the leading edge of technology, Tim has chosen to use existing off the shelf components such as batteries, electronics, motors and of course, not forgetting, the CH-750 airframe.

Above First flight of the ‘Electric Sky Jeep’ at Old Buckenham.

Right While Tim is engrossed in discussions about throttle ergonomics, we can take a look under the cowling.

Note the tiny motor in front of the rubber mounts, the large battery box and the inclusion of a cooling system.

The test flight is a significant step forward for the project and means any tweaks can now be made to speed up the production process, step up the trials and eventually see the aircraft take to the skies in life-saving missions. ■

New Projects If your aircraft has been featured in the New Projects list, please let Project News know of your progress at: projectnews@laa.uk.com

■ Van’s RV-14 (LAA 393-15858) 31/1/2023 Name & Address held by LAA Engineering

Cleared To Fly If your aircraft has featured recently in the magazine and has subsequently completed its maiden flight, Project News would like to hear from you at: projectnews@laa.uk.com ■ G-CMDP Europa XS Trigear (LAA 247-15793) 24/1/2023 Mr P Kember, Heybrook, New Road, Rotherfield, Crowborough, TN6 3JR ■ G-RVBH Van’s RV-8 (LAA 303-15403) 18/1/2023 Joanne & Michael Hunter, Cairngorm Cottage, Morton Oswestry SY10 8AJ ■ G-EMMR Van's RV-10 (LAA 339-14916) 17/1/2023 Name & Address held by LAA Engineering ■ G-CMCJ Kolb Twinstar MkIII Xtra (PFA 205-14411) 30/1/2023 Name & Address held by LAA Engineering

Right Such a striking paint scheme, Bravo Hotel awaiting flight test.

March 2023 | LIGHT AVIATION | 19

Flight Test

Bellissima!

Perhaps one of the most beautiful homebuilt aircraft, as Clive Davidson discovers, the Sequoia Falco has handling to match, which just leaves pilots wanting more…

Photos Neil Wilson 20 | LIGHT AVIATION | March 2023

Flight Test

T

ime is often linked with money. This boils down to the hard and practical fact that for any occupation of time, money may be charged. Our flying is no exception, recorded in log books in both hours and minutes, or in full numbers and decimal points, those points having a value of six minutes.

Flying has more than this passage of time and cost, it is, excuse the obvious pun, uplifting of the spirit in no other earthly manner. This value has a cost.

An unusual measurement of aircraft build time arrived with the tale of this beautiful, red Falco. Its creation, by its builder Tim Painter, was a truly protracted affair – 14 years in the meticulous build and four-time expired relationships.

It’s probably some sort of record without parallel either.

One thing is for sure, the effort has to be a landmark of a remarkably steadfast and resolutely conscientious endeavour.

So I felt particularly fortunate to set eyes on Falco G-BVDP. I had never seen one close up before, so it is thanks to the current owner of 17 years, Nick Turner, for sharing her for a flight test feature. Nick Turner bought ’DP from Tim who, having enjoyed three years flying the 75th homebuilt Falco, sold her and took up sailing. There’s no denying this is one of the most beautiful homebuilt aircraft types around. Just parked up, she sits there poised for the off with her nose skyward, polished and buffed to reflect the late November sunshine.

The Falco, Italian for Falcon, has been slipping through the sky since 1955 and would be followed by further designs, but has remained the tip of the prolific ‘career iceberg’ of designer Stelio Frati.

Between 1938-1943, Frati studied at the Milan Politecnico, where aside from mechanical engineering, it was without an aeronautical department. Frati would be drawn to helping the design of gliders. He became a freelance aircraft designer and also taught in this area.

One of his first projects was being involved with the Assalto Radioguidato of Aeronautica Lombarda. This was a novel idea then of a radio-controlled, single pistonengined aircraft with an explosive capability. It would be flown by a pilot who would hand over control to an accompanying aircraft using radio control, and bail out prior to reaching the proposed shipping target. (A good March 2023 | LIGHT AVIATION | 21

Flight Test

Above The Falco sits waiting with the generous canopy slid fully back.

Inset Big workshop required – a flashback to ’DPs build and Tim Painter hard at work on the one-piece wing.

idea) Thankfully it didn’t bear fruit… it was ‘our’ ships in the Mediterranean.

Frati’s first

Particularly motivated by efficiency, his gliders had minimal wetted areas and the highest of glide ratios. In 1940 he became the Italian National Champion by establishing a free flight endurance flight of two-and-a-half hours (this is unofficial as WWII prevented open international recognition).

When the Politecnico eventually gained an aeronautical department, Frati taught there for 10 years.

His first powered aircraft design was the powered glider, the Passero (Sparrow) capable of an astonishing 94mph on a minute 20hp. This trend continued, the Rondone (Swift) followed, establishing his credentials for lowpowered wooden aircraft that returned good cruising figures and won many navigation rallies. One marque flown by Inginio Guagnellini held several world records, achieving 169mph over 100km with 90hp. A light (wooden) tandem-seated jet, the Trento followed, but only a prototype was built by Caproni and used a high revving Turbomeca Palas. There was also a four-seat twin named the Airone (Heron), initially powered by two C-90s. A production run of 10 included the option of using in-line Walter Minors of 105hp, or the horizontally opposed 135hp Lycomings.

“The first Falco flew in June 1955

with a fixed pitch prop driven by a Continental C-90. That’s 70hp less than our test example” 22 | LIGHT AVIATION | March 2023

The first Falco flew in June 1955 with a fixed pitch prop driven by a Continental C-90. That is rather less than our Flight Test aircraft, which has a 160hp Lycoming 0-320 and a constant speed prop. The Italian economic boom was still in full headlong growth (aka, Miracolo economico italiano), experiencing an annual growth of GDP at 5% per year between 1958 and 1963 and so was helped by a factor of its economic timing towards success. The prototype was improved by the initial Series I, which had a slightly larger wing area, electric flaps and was given 45hp more with the Lycoming 0-290. The Series II were uprated to 150hp and, to counter this increased slipstream and thrust, the tail was enlarged. It is difficult to separate the continual features of progressive alterations and growth.

The Series III were constructed by Falco America and further by Aeromere – back in Italy – as well as the scooter and motorcycle manufacturer Laverda, which produced the final Series IV with the 0-360 B3B engine of 160hp. Changes had brought metal ailerons, rather than being of wood and fabric covered, a variety of fuel tank positions with differing capacities, a rear seat for a child, greater airframe stressing, differing engines and propellers.

Alfred Scott and Sequoia

It is a bit of a guess, but I would estimate that most homebuilt Falcos have been constructed and flown by members of the EAA, the Experimental Aircraft Association. The reason being that Alfred P Scott of Sequoia acquired the design rights to the Falco in 1978. In partnership with engineer David Thurston, the plans were redrafted from metric to imperial and these sold well to homebuilders. Buoyed by positive media coverage and an expanding reputation, Sequoia prepared sophisticated construction kits and the first was airborne within a couple of years in the summer of 1982. Well-produced kits, although demanding greater sums of money from the

Flight Test

outset, make life easier reducing the logistics chase and consequently lessening the overall time frame. Even with the kits, the Falco though is still a complex and timeconsuming build. Think 3,000 hours-plus…

Airframe details

The airframe is both strong and well proportioned, having a very small wetted area minimising drag. The structure is constructed from laminated spruce bulkheads and the skin is formed with birch plywood. The slim wing section tapers with its dihedral of 5° to an increased washout incidence of 3° using NACA sections of 6421-212 at the root and then 642-210 at the tip. It is claimed as a laminar flow wing, one which requires a scrupulously attentive polished smooth surface to maintain the attachment of the low pressure air racing over creating the lifting surface. The P-51 Mustang ground crews had to lay mats on their laminar flow wings around the fuel tank necks so as not to knock and degrade the finish with scratches. These unlikely looking tiny scars would start an early parting of the airflow from the wing, reducing its efficiency. ‘DP has two fuselage tanks, the forward capacity is 79 litres and the rear has 71.

The paperwork was all in date and we were certainly within the all max up take off weight of 1,808 lb. (Crew of 24 stone / 336lb, a tare weight of 1,198lb and fuel indicating two-thirds full in the front tank and half in the rear = 108lb and no cockpit baggage or lose articles putting us at 1,637.25lb, and comfortably inside the aerobatic weight of 1,650lb. In fact, later calculations showed we could have full tanks and still be inside the critical weight.) However, today’s primary task was to fly with Nick, not upset him, get the pictures and leave him in a fit state to fly home to Biggin and not land against a blazing winter sunset. “Perhaps aerobatics next time,” I jested, and he looked at me sideways and chortled.

Walking around the aircraft, it’s obvious that Nick cherishes ‘DP. The perfect red paint is punctuated by white stripes, which begin on the nose with a stylised Falcon head. Like the Christen Eagle, Alfred Scott had a number of paint schemes created specifically for the Falco. Lifting the piano-hinged cowlings reveals a spotless firewall forward and engine installation. The airframe has 422 hours, while the used 1970 Lycoming 0-320-B3B (narrow deck), has logged 2,232 hours TTSN. Though a top-overhaul 102 hours ago in March of 2017 freshened things up. A Hoffman constant speed prop turns HP into thrust.

Like some other Falcos the front undercarriage lacks the fairing and has a slight drag penalty, and the mains are of the trailing link type that can generally convince you that your landings are always good. The mains retract inwards sealing the gaps with their fairings. Their limiting speed is 108kt. Invariably, the limiting restriction may be the leg fairings and we would like them to remain unmodified at the same angle.

The wings have a noticeable 5° of dihedral, but not particularly the 3° washout to aid stalling by allowing the

Above The comprehensive instrument panel and helicopter-type curved joysticks.

Left Comfy cabin, red five-point aerobatic straps neatly laid on the cream leather seats.

inboard section to give up first. Differential ailerons are not gap sealed but their straight inward edges are a tight fit to the rear spar. The flaps deploy electrically to 45° in desired stages. Their limiting speed being 20° at 97kt, and 40° drag flap at 80kt.

The tail feathers blend seamlessly from the fuselage, the canopy sliding back on a central fuselage spine that blends into the fin. The rudder may be fully deflected up to 30°. The tailplane and elevators sit so as to not mask the rudder at a high angle of attack when desiring to recover precisely from a spin on a nominated line feature. The rudder has a small, fixed metal trimmer eased to the left to aid right foot cockpit pressures. The cockpit adjustable, variable elevator trimmer sits on the right elevator’s trailing edge.

Stepping into the cockpit, having opened a beautiful sliding canopy, gives the impression one is sitting in an open topped sports car. I will avoid an image likeness to the blatantly obvious, suffice to say… the one with the prancing horse – both red and Italian. The cream leather upholstery of the seats is the same that lines the cockpit interior. The view outside is uncluttered, save for the canopy roll bar and your side-by-side host.

March 2023 | LIGHT AVIATION | 23

Flight Test

Above Even with the undercarriage down, the Falco’s lines are not spoiled. Gear limiting speed is 108kt.

In the cockpit

I am sure all pilots getting into a new aircraft play with the stick, I certainly do. The paired control columns sweep from gatered bases, bowing slightly forward and then arc back like that of a helicopter, to rest comfortably in a light guiding hand. A positive circular sweep has the ailerons and elevators dance more than they will in the sky. My feet also easily find the rudder pedals – we will check their reaction as we taxi.

Sharing the controls between the two seats there is a well-proportioned quadrant featuring a black-topped throttle, a blue prop lever and a red mixture lever. Each has its own distinctive and individual shape for tactile recognition. I do like this. Yaks in particular, from the new build Yak 3s to the 52, all have the same black-top knobbed selector for both the undercarriage and the flaps.

Even so, in the Harvard with a flat flap-shaped lever and a round-wheeled one for the undercarriage, I still hold onto the rear cockpit critical wheel selector before the after landing checks has the convertee up front peering down, or not, to find and then activate the desired control. Only once have I felt the gear lever trying to be moved… a

“Sprouting from the quadrant,

each lever has its own distinctive and individual shape for tactile recognition” 24 | LIGHT AVIATION | March 2023

cajoling, light-hearted intercom reminder of “Noooo, not that one,” helping.

Delta Papa’s electric flat, flap selector is beneath the throttle quadrant along with its position indicator of up to 45°. The red pointed fuel selector is currently pointing upwards for the front tank selection. Clockwise at 3 o’clock selects the rear tank, while ‘off’ is anticlockwise at 9 o’clock. Their contents are displayed nearby on the lower row of instruments and the electric fuel pump is again close at hand under the radio stack. At the lower left-hand corner of all the instrument panel are two yellow low fuel warning lights. The elevator trim wheel is adjacent, low and beneath the throttle and close to the fuel primer.

The ‘standard six’ sit directly in front of the pilot. To the right are placards, one of which announces, ‘Intentional Spinning is Permitted’. What does it tell you about me by admitting I read that as intentional ‘Sinning’ is permitted…?

Further right are the Manifold Pressure gauge and prop rpm dial. Beneath this double row is a slightly smaller scaled row of condition instruments displaying cylinder head temps, oil temperature, oil PSI, separate front and rear tank dials and at the end of these are the (already mentioned) low fuel warning lights.

The omnipresent iPad sits above a Trig radio and transponder, while far right has four dials for Volts, Carb and ambient temps, Amps and EGTs. There is another placard for the recommended aerobatic entry speeds and weight limits. Nothing is being left to chance.

Before shutting the canopy Nick asked me to duck to one side and I had a very brief ‘Cri-Cri’ moment where I thought I might be too, ugh, tall for it to be shut. After it

Flight Test

was closed I straightened up but with my chin slightly down on my chest. It’s strange how one can adapt to the surroundings, slightly shrinking and settling in. After that I had no head room issue and my headset didn’t rub on the canopy. A lower, ‘Nustrini’ racing canopy is available, but that must make things very cosy indeed.

The start is straightforward with a three stroke prime, mixture confirmed rich, a lookout, a call of ‘prop clear’, and the key starter engaging. The warm up, engine and prop cycling and return from idle, had us ready. Nick let me taxi.

I eased forward and closed the throttle to check my brakes, my toe depression had no effect! Nick smiled and let me know that ‘…they aren’t fitted on your side’. It’s the first time I have been caught like that! His set, I am pleased to say, work. The direct nosewheel steering gives a reasonable turning circle.

Take-off

The fully fine prop had a slight pull to the left but was easily held straight with right rudder. The initially unhurried ground roll with lift flap to take-off took 10 seconds and the nose raised slowly, half way along the 750m runway. As in most performance aircraft there is little need to fly at the best rate or best climb speeds, particularly when attempting to close with another aircraft like the photoplane we have streamed behind. It’s better to keep its silhouette in sight above the horizon.

Speed safe, height safe, flaps up and gear up, power back to 24in of manifold and prop back to 2,400rpm and climb at 90kt (the manual gives a climb speed of 80kt but not a best rate or angle speed).

The cheek-to-cheek dancing of formation flight is always a great way to get the measure of a new type’s handling. The smallest of stick and rudder movements tell of the Falco’s characterful reaction.

I enjoy flying with an aircraft owner. Not just for the sure, safety aspect but the stories that invariably come out. Nick was also looking for other traffic and told me how he came to have this aircraft. He has a 1,000 hours over 30 years with more than 50 types, including tailwheel types such as Stearman and Cubs, lots of hours with the Tiger Club, flying the Tiger Moth, Stampe, CAP 10. All brilliant fun, but has since stopped aerobating. Then touring with the original Cherokee 180, the Comanche 260B, having the same speed as the Falco but double the seating capacity – and double the heaviness of controls.

He toured with regularity in Italy and the south of France and had a great desire to find a Falco. When he happened across ‘DP, he knew he had to have her.

Photos complete, we break away and I try slow flight and some stalls. The lower green arc on the ASI starts at 65kt and this was true of her reaction to sink from flight.

The white arc commences at 54kt, and this too was accurate, but accompanied with a little more gentle buffet preceding the slight left wing drop. So, in round terms it confirmed the approach speed by the standard 1.3 times the stall speeds of 70 with flaps and a flatter clean final at 85. Stick forward solved them.

Above The extended nose oleo gives ’Delta Papa an eager stance.

Left The rudder has a slightly inclined fixed tab aiding right rudder. The elevator trim is on the right elevator.

Below Flaps fully lowered to 45º.

March 2023 | LIGHT AVIATION | 25

Flight Test

Above Gear coming up, the Falco’s profile is timelessly elegant.

Neil Randall

Below Over the hedge at 70 to land, holding the nosewheel off as the trailing link undercarriage smooths our arrival.

The stability for a touring machine is as hoped for.

Conforming to fewer than the standard of three up and down cycles, before settling back to straight and level.

Trimmed for the cruise speed, then ease the nose down 10° to increase velocity by either 10kt or 10% and let go allowing the trim to take care of the speed and height, sorting itself out to fly level again. To confirm this, a nose high reduction in speed may start the same longitudinal pitching game.

Crossed controls in a steady heading sideslip trying each wing low in turn, showed at the release of the opposing rudder, the nose swung back strongly in line with our direction of travel. This is repeated with flaps down so that you know you will be able to round out in a crosswind and have sufficient control to align with the runway before ‘greasing it on’.

Looking at lateral stability the response was fair but didn’t show an immediate wing levelling, being better from

26 | LIGHT AVIATION | March 2023

a low right wing. Which then had me wondering if I was to fly an uncoordinated (feet clear of the pedals) climbing turn at 30° nose high with diminishing speed, how might she stall and react? Quite simply, from the right, as the speed neared the straight and level stall speed, she rolled towards wings level. All I had to do was push the stick forward and we flew away. But, from a climbing turn to the left at the point critical there was no sign of rolling out to wings level as the torque influencing her to roll us onto our back. A prompt stick forward for recovery at the near inverted, the nose was 30° below the horizon and quicker to continue the left roll fully around and exit. One thing did strike me however, and that was the full rudder pedal movement didn’t appear to have much travel, but I still got full deflection. Just a matter of higher gearing.

The cruise figures from 24in of manifold pressure and 2,400rpm, 75% power, gave a speed of 156kt, for a fuel burn of 34 litres per hour. And when I asked about flying at

Flight Test

“24 square, that’s 75%

power, gave a speed of 156kt, for a fuel burn of 34 litres per hour” 23 square 55% power, Nick thinks perhaps 147kt with a smidgeon over 169mph and you might burn anywhere from 23 to 28 litres, leaned out or rich, but confesses he doesn’t use those settings.

Nick is an enthusiastic owner and can thoroughly recommend the Falco with its light fingertip controls, the immediate aileron response of near 120° a second, its long-legged cruise and the fantastic visibility from the cockpit.

His favourite flight was in mid-June going to the Falco gathering, visiting Le Touquet, Cannes, Reims, Genoa and Portofino. There he met fellow Frati owners from throughout Europe, including a SIAI-Marchetti SF260, of which approximately 900 or so have been built, mostly for various military training schools. It is the ‘son’ of the Falco, being another sleek purposefully swift aircraft from the Frati stable, but built in metal. Nick’s return home was in exceptional weather with marvellous visibility and naturally easier by choosing the same route. He would recommend the Falco to anyone who wanted a classic fast aeroplane – and he has never had an issue with it. He has got used to the tempo and needs of the aircraft, getting him to think ahead 10min out from a turning point or an airfield to join.

Anticipation and forethought.

I anticipated that the approach might show the cleanliness to be a problem, in as much it might be slippery, awkward to hold the nominated speed. But with Nick pattering me through the join and downwind checks, all was fine. I tend to use the ‘point and shoot, jet technique’ of selecting an attitude where the threshold remains in the same position above the cowling and varying the throttle for desired speed, but always holding the same constant attitude and trimming. It was the first time in a long time of flying a retractable, but I remembered the PUFA check – Prop fine, Undercarriage down and locked, Flaps selected, and for my bygone days of instrument flying… Altimeter QFE set.

It was 70 over the hedge, which is 120 metres from the runway, and that lovely trailing-link undercarriage arrangement certainly works well.

It is always satisfying to fly a new type, especially one that you can confirm its reputation for fine handling and a performance to match. Satisfying to have the photos in the bag and have had the aircraft owner enjoy the whole process too.

A debrief, top up of his tanks, and we waved him off to his home at Biggin while it was still daylight.

Thanks Nick, a great experience. ■

Above Formation break showing her sporting lines (and clean belly!) means the photoshoot is over and we can explore some general handling.

Left Nick Turner, one very satisfied and amiable owner!

SEQUOIA FALCO F8L SPECIFICATIONS General characteristics

Performance

Length 21ft 4in Wingspan 26ft 3in Wing Area 107.5 sq ft Empty Weight 1,213lb MTOW 1,808lb Load limits Aerobatic +6g -3g up to 1,650lb Utility 4.4 g -2.2g up to 1,808lb

Vne 208kt Cruise Speed 130-150kt Stall Speed 53kt Rate of climb 1,000ft per min at 70-80kt Range 760 nautical miles/870 statute miles Engine Lycoming 0-320B3B 160hp at 2,700rpm Propeller Hoffman constant speed March 2023 | LIGHT AVIATION | 27

Coaching Corner

Coaching The awesome Corner… responsibility A brush with ill-health reminds Head of PCS David Cockburn of the authority pilots have in determining their day-to-day fitness to fly

L

ate last year the CAA provided feedback on its consultation on the Pilot Medical Declaration Scheme. As it happened, as some of you may be aware, I suddenly found myself in hospital during much of January. Looking back at the circumstances which led me to be there, meant that I had a bit of time to consider the responsibility which the Government, the CAA and Aviation Medical Examiners (AMEs) place on our shoulders as pilots.

As in the case of an aircraft maintenance inspection, or a vehicle MOT test, any personal medical examination is only a snapshot of the individual’s condition at the time of the examination. One’s personal medical situation may change the very next day. My Class 2 certificate had been issued less than a month prior to my hospitalisation.

I understand that an AME examination is mainly concerned with minimising the risk of a sudden incapacitation in-flight. Because many of the early warning signs of possible future incapacitation are likely to show themselves in other medical conditions, the CAA allows many of us who only operate aircraft for private purposes within UK airspace to take the full responsibility for our safety, as well as that of our passengers. If we are able to make a simple medical declaration online, we may avoid having to visit an AME. Whether we hold a certificate or have made a declaration, we then become responsible for only flying when we are fit to do so. We are expected to realise the dangers of flying if we are less than fully fit, but what is more, we are expected to be able to identify when our fitness level has dropped.

28 | LIGHT AVIATION | March 2023

We have been trained, or at least we have passed examinations, in human performance. However, as with any examination subject, if the material studied does not seem immediately relevant, it is likely to be forgotten, while we concentrate on the more important aspects of our flying training. We should therefore try to remind ourselves of the important aspects from time to time. In the past, the CAA have produced SafetySense leaflet 24 on Pilot Health which has been a useful refresher (it’s currently withdrawn pending an update), but I suspect that a considerable number of us work on the simple mantra: ‘If I’m not feeling 100% then I won’t fly’.

Unfortunately, from a practical viewpoint, most of the population of the UK is suffering from some form of minor ailment most of the time, and not just in winter. Viruses such as the common cold or variants of it tend to have effects on our general health, and if we waited until we were genuinely ‘100% fit’ we may never manage to fly.

Even the ‘I’M SAFE’ checklist of possible human factors hazards, which is given in that leaflet and is promoted by GASCo, can be pretty subjective.

Below We are responsible for only flying when we are fit to do so;

I llness M edication S tress A lcohol F atigue E ating For example, it is relatively easy to say, “I am not taking any medication so I am avoiding an unsafe situation in that category.” However, it is less easy to say “I am not ill.”

Do stiff joints or aching muscles indicate illness? Does coughing or a sneezing fit? Does a skin irritation? If we are having to visit the lavatory more frequently than usual, is that a consequence of the spicy food we may have eaten, or is it an indication of illness? Even stomach pains may have a simple explanation, although I would hope that none of us would risk flying if we were experiencing such symptoms.

I have to admit that in my case my illness didn’t appear as obvious as such. Yes, I was experiencing skin irritation, and lavatory visits were more frequent, but they didn’t seem to be affecting my driving, and the usual winter sniffles weren’t affecting the ability to clear my ears. My brain didn’t accept that there was any reason to restrict my flying – after all I had more than 50 years experience of assessing my own fitness – and winter weather usually makes us all feel a bit down anyway. It wasn’t until I noticed that my weight was reducing (in the run up to

Coaching Corner

Christmas!) that I realised something was wrong, and I stayed at home. That decision transpired to be fortunate, because it quite quickly became difficult to find the energy to stand, let alone walk. I was lucky – pain, as such, was not one of my symptoms.

In my experience, we pilots, like most human beings, hesitate to believe there is ‘anything seriously wrong’ with our health. We try to find simple explanations for any symptoms, and in some cases that may be considered a good thing, because if we have convinced ourselves there is nothing serious to worry about we shall not be affected by any consequent ‘stress’. However, we must not blind ourselves to the fact that symptoms we consider minor may develop rapidly, and if that happens while flying we may be hazarding not only our own safety but that of our passengers and possibly others.

Pilots are human, and pilots want to fly. Whatever our belief about any symptoms we are experiencing, it is likely that these will form only part of the overall risk assessment we make about the flight we propose to make. If the aircraft is serviceable, the visibility is good, crosswinds light and cloudbase high, the fact that we ourselves might be feeling slightly less than 100% may be considered an acceptable risk in the particular circumstances. If we have considered appropriate Threat and Error Management techniques to mitigate any rapid deterioration in our own health in flight, such as a qualified additional pilot at the controls or even a good selection of aerodromes within easy reach, the decision to fly might well be considered an acceptable one.

The pilot in command is responsible for the safety of the aircraft and its passengers at all times. Any rapid deterioration in fitness or additional symptoms, such as pain, is likely to assume priority in a pilot’s brain. Alleviating the pain and reaching a more comfortable environment is likely to become the sufferer’s top priority, and concentrate his or her thinking process, to the detriment of normal flight safety. A pilot in command who is unable to think clearly can no longer be considered ‘in command’ of themselves, let alone of the aircraft. This is where the ultimate responsibility comes in. If we are driving a car and experience pain or restricted mobility, we can ‘go left’, pull over and stop. There is no hard shoulder in the sky.

Carbon monoxide detectors

Carbon Monoxide has been identified as the cause of at least one fatal GA accident in recent years, and the odourless, tasteless gas is rightly referred to as the ‘silent killer’. The October 2017 issue of Light Aviation included an excellent article by Doug Blair, entitled The Canary and the Silent Killer, which I commend to all pilots. It can be found at tinyurl.com/LACOarticle.

The CAA survey about the carriage of electronic carbon monoxide detectors was completed last autumn. Its report, tinyurl.com/CAACOreport makes the unsurprising statement that a large proportion of those who responded either have fitted, or carry, one of these detectors. My own has an audio alarm and is normally kept switched on in my flight bag (avoiding damage from sun or heat), and I would certainly recommend others to carry one, but one is never

Above Do you carry a CO monitor in your cockpit?

Above right It’s worth taking a look at the report from the CAA’s year-long CO survey, if you haven’t done so already.

sure whether there might be better equipment available than one’s own. The cardboard detectors, generally available, seem to work quite well, but have a limited life once opened, so need frequent replacement. I found my own electronic detector (not the one shown) very useful when the cardboard detector in the club aircraft I occasionally flew was reported to have turned dark during flight on several occasions. The indication had usually faded by the time the engineer investigated after landing, and he could not identify any exhaust leaks which might have caused the indication. New detectors were fitted each time it was reported, but the indications kept returning.

A flight on a hot day allowed me to identify the problem.

The aircraft had a sliding canopy, and when the sun was shining most pilots had adopted the habit of leaving the canopy open until take-off, including when starting the engine (there was nothing in the handbook to say otherwise). It was during and just after engine start that my detector indicated the presence of CO. It seems the exhaust gases during start were being blown into the open cockpit by a combination of propeller wash and wind.

From that time, the starting procedure has included ensuring that the canopy is closed, and no indications of CO have been reported since.

However, even if we have detectors fitted, we should always be alert to the possibility of the gas getting into the cockpit and into our lungs. The most likely obvious symptom of carbon monoxide poisoning itself would appear to be a headache, although the smell of exhaust gases would be a good indication that CO was present.

Any suspicion whatsoever of CO in the cockpit, or a warning from your alerting device, should trigger an automatic safety drill: ● Fly the aircraft – trim to a safe speed. ● Get fresh air into the cockpit – turn off the heater, open ventilators and try to direct the air at the pilot’s face – many windows have rotating scoops to do that but a roll of paper can serve. ● Head for a safe landing site – consider a long runway because the poison will affect your flying. ● Call an Air Traffic Unit and ask for help – the poison will affect your thinking so let someone else assist. ● Watch out for damage to other systems from a leaking exhaust. ● After landing, see a doctor, but don’t drive, as it takes a while for CO to work out of your blood. ■ March 2023 | LIGHT AVIATION | 29

Engineering Matters

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

Engineering Matters Including: Freezing fuel, Jabiru rotor arms, non-standard repair – Europa rudder cable, diagnosing faults, and rodend bearing lock nuts

W

elcome to Engineering Matters – the section of Light Aviation that is dedicated to discussing all manner of topics concerning both technical and operational aspects of the LAA fleet. We all learn by sharing information, so if you have anything to

say that you think would benefit others, or have experienced an interesting technical issue or component failure, then please contact us with a description of what you encountered and include accompanying pictures. Send your submissions to LAA Engineering at engineering@laa.uk.com.

Auster trim tab bracket crack LAA Inspector, Nick Stone reported that when carrying out a Permit to Fly revalidation inspection on an Auster 5, he discovered a crack on the port side trim tab mounting bracket. This was the bracket with the adjuster cable mount and had a crack which started at the upright angle and moved outwards.

When checking the assembly, it was found that the bracket is also part of the hinge as it wraps around the hinge pin.

It would appear that if the crack continued, the bracket would only be held by the cable. The intention is to replace the bracket with a replacement Auster part.

Right and above Despite the thickness of the paint, the tell-tale signs of a crack were there, which were confirmed once the paint had been removed.

30 | LIGHT AVIATION | March 2023

Engineering Matters

Airworthiness review report – maintenance programmes

T

he following guidance can be found in LAA Technical Leaflet ‘TL 2.00: Revalidating Your Aircraft’s Permit to Fly’, which explains the Permit to Fly revalidation process with explanatory notes. It is important not to overthink the CAA’s requirements on LAA-administered aircraft maintenance programmes.

All Permit to Fly aircraft have to be maintained to an airworthy condition and in order to do that, there will be a list of maintenance tasks and inspections to be carried out – the number and depth of which will vary from aircraft to aircraft, depending on the aircraft’s complexity and utilisation.

For background information, LAA-administered aircraft are maintained under the LAA’s CAA A8-26 approval and specifically as detailed in CAP 553 BCAR Section A, Chapter A3-7.

In A3-7 Part 12 c) ‘Aircraft Airworthiness Reviews’, it states that: ‘all the maintenance due on the aircraft according to the maintenance programme has been carried out.’ Furthermore, in part 15 ‘Aircraft Schedule Maintenance Programme’, 15.1: ‘Maintenance of each aircraft shall be organised in accordance with an aircraft maintenance programme.’

The following note follows the above statement: ‘NOTE: A maintenance programme in this instance is defined as a list of maintenance tasks that will maintain the aircraft to an airworthy standard. The maintenance programme shall take account of any available manufacturer’s information or data.’

As the requirement for aircraft to have a maintenance programme is stated in A3-7, LAA-administered aircraft are required to have a specific reference in the Airworthiness Review Report to the aircraft’s maintenance programme. Where there is no specific manufacturer’s maintenance programme for an aircraft type (refer to the appropriate TADS and Operating Limitations document), CAA CAP 411 ‘Light Aircraft Maintenance Schedule’ (CAA LAMS) may be used (and referenced), or the LAA Generic Maintenance Schedule (LAA GMS).

Below The non-standard rudder cable splice as found on an Europa.

The LAA Generic Maintenance Schedules have recently been amended to better reflect the LAA-administered aircraft types and their scheduled maintenance requirements. The various LAA GMS schedules (varying depending on elapsed calendar time and/or hours flown) can be downloaded from the LAA website and tailored to a specific aircraft.

Some LAA-administered aircraft are required to be maintained to a specific maintenance programme, such as EuroFOX, Bulldog, Chipmunk, Night/IFR and four-seater aircraft. In these cases, the allowed maintenance programmes are named on the aircraft’s Operating Limitations document.

Additionally, it is becoming more common to find aircraft kit manufacturers producing their own maintenance programmes for their aircraft. These are often based around the GA industry standard 100 hour/12 month check cycle (whichever occurs first), and while some aircraft (such as glider tugs) will often hit the 100 hour limit first, most LAA-administered aircraft will remain on a calendar-based inspection schedule.

The maintenance programme reference on the LAA/ARR-1 form might be ‘CAA LAMS’, ‘LAA GMS’, or ‘G-ABCD MP/01’ etc.

Obviously, there should be some kind of paperwork trail to the quoted maintenance programme – i.e. a copy of it on file. It is not particularly onerous to modify one of the LAA GMS and once done, it can just be printed off and signed as required. Or an owner can (unless otherwise specified) produce their own, bespoke, maintenance programme (i.e. a list of maintenance tasks).

The aircraft’s maintenance schedule should be agreed with the Inspector prior to the inspection being carried out and printed each time the maintenance inspection is performed, with each task being signed by the owner (where permitted under pilot-maintenance), or otherwise by the Inspector.

Further information on what is allowed under pilot authorised maintenance can be found in LAA Technical Leaflet ‘TL 2.05: Pilot Maintenance’.

Europa rudder cable – non-standard repair An LAA Inspector discovered a non-standard repair to an Europa rudder cable. It would appear that, for whatever reason, both rudder cables had to have a spliced joint. Both CAA CAP 562 CAAIPs and FAA AC 43.13-1B contain information on how to splice cables, but these procedures were clearly not followed in the case of this aircraft.

There may be a perfectly good reason as to why the cables were not replaced for new which would be the preferred course of action.

It is without doubt, that the spliced cable joints were not carried out to an acceptable standard, in this case.

Right FAA AC 43.13-1B details acceptable methods of joining cables if replacement of the whole cable is not possible.

March 2023 | LIGHT AVIATION | 31

Engineering Matters

Freezing fuel During the recent freezing weather, LAA Engineering was notified of two cases of ‘freezing’ fuel.

One was on a hangared Rotax 91x Series powered aircraft, from where there was a strong smell of fuel. On further investigation, ice was found forming on the outside of the air filter. One school of thought is that the carburettor floats may have sunk, allowing fuel to flow back into the air filters. As this fuel evaporated, it cooled the outside air down sufficiently for the moisture to freeze on the outside of the air filters.

The second occurrence was that as an aircraft was being defuelled the fuel was cooling the collecting bucket down sufficiently that ice was forming on the outside surface.

Left Ice forming on a Rotax mounted air filter.

Above Ice forming on the outside of a bucket as it collected fuel.

Jabiru rotor arms

Rod-end bearing lock nuts

Dave Almey, of UK Jabiru importer Skycraft, contacted LAA Engineering to inform us that, out of a batch of 30 brand new Bosch rotor arms, the firm had discovered that three had hairline cracks in them, along the side where it goes onto the distributor driveshaft.

As an excellent example of a supplier being instantly proactive with this potential airworthiness issue, Skycraft carried out the following actions: ● Reported the incident to its supplier, Jabiru, which is investigating. ● Removed all stock of that batch from sale and quarantined them, along with the three that had been found with cracks. ● Emailed the purchasing customers to complete an inspection before next flight and, as there was a small risk of some cross over from the prior batch, Skycraft went back further than any possible supply of defective rotor arms. ● Skycraft identified all of the rotor arms from the batch supplied to customers and instructed them to destroy, and supply photographic proof of destruction.

During an aircraft build, there is every chance that systems and controls are connected and disconnected to facilitate correct positioning and routing of components and to make adjustments to control systems.

A 100 hour-old Van’s RV-7 was recently inspected by an LAA Inspector who was not involved in the oversight of the aircraft build.

The Inspector was somewhat surprised to find that the elevator pushrod rod-end bearing lock nuts were not locked and the throttle arm on the fuel servo was loose.

Duplicate inspections are not just for when controls are disturbed on flying aircraft, it is imperative that they are also carried out on new-builds as well.

If, for some reason, a control is disturbed, consider marking it with a tag when it is disturbed, plus record the disturbance as an open entry on a worksheet to ensure it is properly checked before that area is panelled up – and before the aircraft is flown.

32 | LIGHT AVIATION | March 2023

Engineering Matters

Lucy Wootton: Chief Inspector notes

Updates from the LAA Chief Inspector, including the process to select new LAA Inspectors

T

here is never really a quiet time for LAA Engineering nor LAA Inspectors, with many of the aircraft in the fleet undergoing their annual inspections and maintenance during the winter months, and the emails continuing to come in unabated.

I try to respond to incoming questions as soon as time allows.

New Inspectors The latest member to join the LAA Inspectorate is Michael Hill, who is Head of Engineering and a Co-Director of Echo 4, a CAAapproved maintenance organisation based at Lee-on-Solent (Solent Airport).

There are plans for three more prospective Inspectors to come to LAA HQ in March for an Inspector Induction & Interview Day, so hopefully I will have more good news for you about Inspector recruitment in the next issue!

Interested in becoming an Inspector?

We are always looking for suitably qualified and experienced people to become new Inspectors. The best advice I can give is to get some experience with an LAA Inspector local to you and keep a record of everything you assist with, as well as lots of pictures!

In terms of the actual process, the steps are as follows: Application Form: Fill in an application form, which can be accessed by emailing me at LAA Engineering. The application form can be typed on a computer, or filled in by hand, and then scanned or posted back to me, whichever you prefer. The form asks for relevant experience on both LAA and non-LAA aircraft, as well as for any courses you have attended or existing qualifications (e.g. you may already be a licenced engineer or hold an Inspector Authorisation from the BGA or BMAA). At the bottom of the form, I request the details of two referees. These can be LAA Inspectors of five years or more or senior persons in the aviation industry, but not your employer.

References: If your application looks good, then I will contact the two named referees for a formal reference.

Induction & Interview Day: If the references come back positively, then I will invite you for an Induction & Interview Day at Turweston with a couple of other potential Inspectors. This day has three parts: LAA Inspector induction – the morning will be spent going through the role and responsibilities of the LAA Inspector with lots of examples to provoke discussion and opportunities for you to ask questions LAA Inspector exam – this is a written paper. It contains three sections – one is a set of multiple-choice questions on general engineering knowledge, as well as LAA procedures; the second is some short-answer questions on various scenarios, typically faced by an LAA Inspector, and the third section involves a couple of weight and balance calculations.

LAA Inspector interview – an interview with one of my LAA Engineering colleagues and me.

At the end of this process, there may be four possible outcomes: • You are authorised as an LAA Inspector • You are authorised as an LAA Inspector, but subject to being mentored by a current Inspector for a set period e.g. your first six Permit to Fly revalidations. At the conclusion of these, I will contact your mentor to see if they think you are ready to go ‘solo.’

• I will advise that you need to do a bit more training, plus some more inspections alongside an existing Inspector and/or some

Above A screenshot from one of the new LAA Inspector webinars.

Left New LAA Inspector, Michael Hill.

more study to reach the required standard for an LAA Inspector.

Following this, you will be invited back to Turweston for re-assessment at a later date.

• I will conclude that you are not suitable to become an LAA Inspector at that time.

I hope this makes the process clear for anyone interested, and I look forward to seeing applications from some of you in the future!

Inspector Webinars As a new initiative, I have organised a series of LAA Inspector webinars with different Engineering staff on Monday evenings to provide additional training to current Inspectors. The first two Inspector Training webinars have taken place – one on the New Permit to Fly Procedures with Jerry Parr and another on Weight and Balance Matters by Francis Donaldson. Three more will take place in the coming weeks. These have proved very popular with the Inspectors so far, with more than 140 attending the first webinar and nearly 80, the second. The remaining talks are A Case Study: Designing a Repair with Ben Syson, Filling in Logbooks & Worksheets with Jerry Parr and The Modification Process with Andy Draper.

New Permit to Fly revalidation system The new Permit to Fly revalidation system is now in force with some good feedback from Inspectors and owners. Hopefully, after a bit of natural adjustment to the new forms, the procedure should be even more efficient than the FWR-1-based process.

Inspector Training Seminar The next Inspector Training Seminar location will be the RAF Museum at Hendon on 24 March 2023. Invites have been emailed out to the Inspector community.

AOPA Maintenance Working Group One of my roles as Chief Inspector, is to co-represent LAA Engineering on the AOPA Maintenance Working Group. I am fortunate to be part of this group, as it is attended by people involved across the whole spectrum of general aviation maintenance, including the CAA GA Unit.

March 2023 | LIGHT AVIATION | 33

Engineering Matters

Fault diagnosis

LAA Engineering housekeeping

LAA Engineering recently received an email from a concerned LAA Inspector who had been asked to refit a pair of magnetos following their 500-hour inspection.

The Inspector involved had not worked on the aircraft before and the magnetos had been removed due to a rough running engine by another Inspector.

On removing the lower engine cowl for access while refitting the magnetos, it became apparent that the fuel injector servo was attached by only one of the four nuts – and even that one wasn’t tight.

When diagnosing faults, it is always best to look at all possible causes before jumping to a potentially wrong reason for the problem.

LAA PO Box/G-INFO Facility This facility has now been withdrawn.

Any owner still using the LAA PO Box as the registered address for their aircraft must notify the CAA of a new registered address immediately. Any post sent to the now defunct LAA PO Box number will no doubt be returned to the sender.

Permit to Fly Revalidation Procedures The new Permit to Fly revalidation procedures are now in force. Please refer to LAA Technical Leaflet TL 2.00: Revalidating Your Aircraft’s Permit to Fly for more information. The relevant forms can be downloaded from the LAA website Forms, Checklists and Worksheets section.

Recent Alerts & AILs Please refer to the Engineering section of the LAA website for the most current information.

Van’s Aircraft Service Bulletin SB-00036 REV 1 Van’s Aircraft has issued SB-00036 Rev 1 calling for an inspection of the outboard elevator hinge on the horizontal stabiliser rear spar, and actions to be taken if cracks are found.

It should be noted that Van’s Aircraft has identified an issue related to replacement elevator hinge brackets that were recently shipped to a number of customers as part of SB00036-KIT in conjunction with the initial release of this Service Bulletin. These parts were also included in RV-4, RV-7 and RV-8 empennage kits shipped between approximately November 2022 and January 2023. Refer to the current revision of the Service Bulletin on the Van’s Aircraft website for further information.

LAA Engineering has reviewed the Service Bulletin and can confirm that it should

be complied with as detailed in the current revision of the SB. Andair fuel pumps and ethanol-based fuels Service Alert issued 06/10/22 ‘This service alert applies to Andair fuel pump models PX375-TC#7 & PX375-TC-28v#7.

Andair now has a solution so ethanolblends are no longer an issue and ethanolbased fuel can now be used with our pump models. This coincides with some changes in product design and manufacturing processes which were implemented to greatly increase durability, performance, reliability and to incorporate changes needed for ethanolbased fuels, as per service alert (October 2022). Therefore, the revision number has now changed and PX375-TC#8 and PX375-TC-28v#8 will be distributed as of December 2022.

We are also in the process of retrofitting new components or modifying existing components that incorporate the necessary changes needed for ethanol blends and encourage customers who are concerned they may be affected to contact Andair for

guidance on this matter.’

Andair has confirmed that only pumps manufactured to the ‘#8’ specification or that have been returned to Andair for an upgrade should be used with ethanol-based fuels.

Garmin G3X, G3X Touch and G5 with GSA 28 autopilot servos connected to trim actuators ‘Mandatory’ Service Bulletin No 22112: Automatic Trim/GDU 4xx Reset In G3X, G3X Touch, and G5 systems with GSA 28 autopilot servos connected to trim actuators, an uncommanded automatic trim runaway may occur when the autopilot is first engaged.

WARNING: Engagement of the autopilot with this condition may result in an uncommanded deviation from the intended or desired flight path.

The G3X Touch display may intermittently reset during flight.

Description: This Service Bulletin contains instructions to load G5, G3X, and G3X Touch (updated) software. All installations must incorporate this update as soon as practical.

administered by the LAA, an extra fee of £125 applies

Category change Group A to microlight Microlight to Group A

LAA Engineering charges LAA Project Registration

Kit Built Aircraft Plans Built Aircraft

£300 £50

Initial Permit issue Up to 450kg 451-999kg 1,000kg and above

£500 £600 £700

Permit Revalidation

(can now be paid online via LAA Shop)

Up to 450kg £190 £240 451-999kg 1,000kg and above £275 Factory-built gyroplanes* (all weights) £285 *Gyros note: if the last Renewal wasn’t 34 | LIGHT AVIATION | March 2023

Modification application Prototype modification minimum £60 Repeat modification minimum £30 Transfer (from C of A to Permit or CAA Permit to LAA Permit)

Up to 450kg 451 to 999kg 1,000kg and above

£150 £250 £350

£150 £150

Change of G-Registration fee Issue of Permit documents following G-Reg change £55 Replacement Documents Lost, stolen etc (fee is per document) £20

Four-seat aircraft PLEASE NOTE: When you’re submitting Manufacturer’s/agent’s type acceptance fee documents using an A4-sized envelope, a £2,000 first-class stamp is insufficient postage.

Project registration royalty £50

STREAM

The remarkable Stream tandem BMAA Light Sport Microlight

TL-3000

SIRIUS

LAA Permit or BMAA Light Sport Microlight

2023 Membership rates Membership Type FULL CATEGORY

For members who do not own, operate or are currently not building a LAA aircraft.

TL-2000

STING S4

LAA Permit or BMAA Light Sport Microlight

Full Member:

£70

Full Member Joint:

£80

Overseas Full Member:

£85

Joint members are members who are the partner of a full member or any children under the age of 18 and living at the family house. (including Eire)

FULL PLUS CATEGORY

For members who use engineering services: (IE/ If you own, operate or are currently building a LAA aircraft). For Group Owned aircraft, at least one member of the group must have Full Plus membership.

SPARKER

Planned Light Sport Microlight

Light Sport Microlights are factory-built For details and to see the STREAM in action, go to www.stingaircraft.co.uk Contact Peter 07905 709759 (Blackpool) or Paul 07581 471146 (Midlands) TL-Sting (UK) Ltd Courtesy of Microlight Flying Magazine

Full Plus Member:

£100

Full Plus Member Joint:

£110

Overseas Full Plus Member:

£110

Joint members are members who are the partner of a full member or any children under the age of 18 and living at the family house. (including Eire)

Under 30 Member:

£30

Please forward proof of DOB i.e. copy of passport, driving licence or pilots licence.

www.laa.uk.com

Wise up to woodwork: Part 5

Above A scarf joint is where two wooden surfaces are chamfered to create a large bonding area.

Scarf success Dudley Pattison provides some tips and tricks for homebuilders when preparing wooden scarf joints…

A

s the maximum sheet size for GL1 Finnish birch plywood is 1,270 x 1,270mm you can appreciate that there is nearly always a need to scarf it.

The minimum length of the scarf for plywood is 12:1, so for 1.5mm ply the overlap must be at least 18mm.

Note, it is usual for a scarf join to be made only where there is supporting structure present. There are many ways to scarf. From using a sanding drum on a scarfing machine, to an extremely sharp plane, to a sanding disc.

Scarfing machine

If you are building a Falco, for example, it may well be worth making a scarfing machine, as there is a lot of scarfing to do. I have to say that I have never made one, but were I to, I think it would involve mounting something like a washing machine motor, fitted with a drum of perhaps 150-200mm diameter with a firm perimeter skin onto a base board at an angle of 12:1.

The base board would have a fence running under the drum that would stop the plywood being sanded down to less than about 0.2mm thick. Using double-sided tape, attach some coarse (60 grit) sandpaper onto the drum with the join being a long diagonal. The final touch, to stop your workshop disappearing in a cloud of dust, would be to make a hood to go over the drum with an extractor vacuum attached. When scarfing thicker plywoods, I would aim to plane off most of the material before passing it through the

Mark extent of line then draw ‘squiggle’ to show extent of chamfer.

36 | LIGHT AVIATION | March 2023

sander. A piece may be passed through several times to get down to size. Obviously, the plywood is passed through the drum from the side where the drum is trying to push it back at you, you may try it from the other side, but only once.

Sharp plane

When I had the Swindon Aircraft Timber Company I was visited by an ex De Havilland apprentice. We got to talking about scarfing, and I asked how he was taught by De Havilland. He told me that it used a jack plane (a type of plane about 400mm long used by carpenters to shoot in doors). Unlike the smaller smoothing plane, the blade of which is curved to help blend one cut from the next, the blade of the jack plane is straight. The blade is wider than the width of a normal door, so the cuts don’t need to blend.

He said the secret was to get the blade extremely sharp and lay the plywood on the edge of a firm, flat surface.

Obviously, the blade is set to take off a minimal cut at a time.

Sanding disc

I have a Black & Decker Minicraft Buffalo drill, which is similar to a Dremel, but came with a three-jaw chuck that would take drills of 0.4mm to 6.4mm. I don’t think that these are made anymore, and I dread the day that mine gives up the ghost.

Dudley uses a small ATA sanding disc for making thin ply scarfs.

As material is removed, glue lines in the ply are revealed as a handy guide.

Wise up to woodwork: Part 5

I have a back up plan in the form of a small, three jaw chuck attached to a 1/8in spindle that will fit in my Dremel.

Why do I need this facility? Because I use small sanding discs of 25 and 38mm diameter that are available from a company called ATA. They are sensibly called ATAdiscs.

Drive is via a ¼in diameter shaft, hence the need of a three-jaw chuck.

With the ply component laid, and clamped, flush along the edge of a flat board with a straight edge (melamine worktop material is good for this) the width of the scarf is marked out, don’t forget at least 12 times the ply thickness. When you have your steel rule in place to mark the line don’t remove it until you have drawn a squiggly line across the scarf area which meets the ruler edge every 5 or 10mm.

These markings will allow you to see the edge line of material removal. Without them it would be all one colour.

The sanding tool is held at 12:1 angle and tilted forward slightly.

The tool is held at approximately the 12:1 angle across the scarf face and tipped forward very slightly away from you along the scarf face.

If you tried sanding with the disc held flat on the face it would jump all over the place. Only one edge of the disc will be doing the work, but it remains controllable, always pulling one way. This will also mean that the scarf face is very slightly concave. That is no problem as the joint will be filled with glue.

Using a mini sanding disc my scarfs are adequate, but the real master is Martin Honeychurch of the Newbury Aeroplane Company.

I delivered plywood to Martin some years ago and he showed me a scarf he had just done on a Tiger Moth rear coaming. It was perfect. Initially done with a small plane and finished with a scraper. We can all aspire to be a bit more like ‘Martin’? ■

Minor surface bumps are removed using the fine side of a Permagrit sanding block.

Above Got lots of scarf joints to prepare? Dudley suggests making your own scarfing machine.

Hopefull the result is a smooth transfer of the surface of one ply piece to the next.

March 2023 | LIGHT AVIATION | 37

Flying Adventure

Italy, then three countries in three hours

I

An Austroalian* LAA member with an Austrian-registered Kitfox, Kerry Skyring takes a whistle stop tour of four countries…

n the summer of 2021 Europe’s borders finally began opening after more than a year of on-off lockdowns due to the pandemic. Many will easily relate to my pent-up desire to break covid’s confines by crossing borders. This is the story of two trips in my Kitfox S5 OE-AMJ. The first excursion was from the home-base of Stockerau (LOAU), near Vienna, to Umbria in Italy departing 1 June. I had flown this route previously, but with a friend as co-pilot helping with the flying, navigating and communicating. That friend was now as isolated in Australia by covid as I had been in Europe, so on this occasion I set out solo for the shores of Lago Trasimeno.

At first glance Europe’s airspace appears as a dysfunctional mess of control zones, restricted areas, danger areas and absolutely verboten ‘bloody-don’t-eventhink-about-it’ zones. Well at least that’s how it looks to a farm-boy flyer who earned his wings around the time Marconi learned to transmit. But when broken down into

38 | LIGHT AVIATION | March 2023

Above Kanaltal Dolomites.

Flying Adventure

Above Wörthersee. Gustav, are you down there? Mahler composed some of his best by this lake and if you walk in the woods you might stumble across his hideaway hut. their component pieces, and with help from the excellent digital graphics of modern navigation apps, the lines and zones become understandable and navigable.

The route was planned to avoid the highest peaks of the main Alpine range – by tracking to the east – with a refuelling stop at the small grass airfield of Nötsch-imGailtal (LOKN), just a few kilometres from the Italian border.

The Kitfox would then slalom through the 7,000ft peaks of the Dolomites, before breaking out onto the wide and fertile Venetian plain. The fuel stop at LOKN was not essential, in fact OE-AMJ has enough range to reach Umbria in one five-hour hop. However, fuel was not available at my destination and ‘this pilot’ is more than happy to take a break at a pleasant green field where gliders are launching and landing and the locals are kind to strangers…

Asking permission pays dividends…

I often avoid controlled airspace, just as one shuns a coughing passenger on the underground, but on this flight I decide to politely ask permission to fly through some Class D, the first being the block over Klagenfurt in the south of Austria. Entry and egress were duly granted, which resulted in some nice views of the Wörthersee, and a more direct route. Note to self: ask more often.

Tanks topped up, and with a flight plan filed for the border crossing, the Kitfox is asked to reach 7,000ft as soon as possible after departure because there are just a few nautical miles before entering what the Austrians call the Kanaltal – Channel Valley – the great schism through the Dolomites along which run the main north-south transport links between Austria and Italy. Many will have experienced this dramatic journey by rail or car without even considering the small aeroplanes high above following the same route. At 7,000ft the Kitfox is still well below the highest peaks, some of which exceed 10,000ft.

Should you ever fly this route, be prepared for an FIS ‘no-pilots-land’ after crossing the border, as Italian (Padova) Information simply can’t hear your radio calls for at least 15 minutes. This is a cross-border flight and it’s important to make contact and confirm flight plan details as soon as possible – but after three crossings I’m more relaxed about the

Top Sitting on the ground at Nötsch im Gailtal after taking on some fuel for the second leg into Italy.

Above The Dolomites are an intimidating barrier.

Below The author at Castiglione del Lago Airfield.

initial lack of response to my calls. But conquer those summits and suddenly there lies the rich Venetian plain with rivers, canals and… Venice!

The route took me over Udine, east of the giant Aviano NATO base, across the Veneto to the coast and then below 1,500ft past Venice before tracking inland again from Chioggia. During most of the flight I am talking to Padova information, but there will be requests to call Venezia Lido information – and eventually Roma information.

Five-and-a-half hours of flight from home I am on the ground under the shadow of Castiglione del Lago (Castle of the Lion on the Lake) on a deserted grass strip which was once a busy wartime field lying right by the shore of Lake Trasimeno. The lake was also home to early Italian flying-boat building and testing.

Friend Edith is there to meet me and we retire to her terrace overlooking the lake and set to work reducing Italy’s wine reserves.

I chose a different route for the return journey, tracking north past Perugia, entering the Rimini D airspace, tracking around Cervia military base and then flying coastal above endless beaches where the sand struggles for light under the shade of a March 2023 | LIGHT AVIATION | 39

Flying Adventure A few days later it’s ‘arrivederci Umbria, and buongiorno Veneto’.

The green patch in the foreground is the historic Venice Lido airfield. The lagoon and Venice itself are centre-left.

The Kitfox outside the cabins, which you can rent at Caorle.

Above Art in the fields at Caorle.

Above (left) A bike was a great way to explore Caorle.

Left Beautiful beach at Caorle.

40 | LIGHT AVIATION | March 2023

million coloured beach beds and umbrellas. Although, beds and brollies are without bodies relaxing, as the covid restrictions have barely been lifted.

After a little over two hours I landed at the wonderful grass field of Caorle a few kilometres from the coast, just north of Venice.

The ICAO identifier for Caorle is ‘LIKE’, which pilots of taildraggers most certainly do. The idea was to refuel and make it back home in one more hop, but I ended up staying two nights due to storms in the Alps. And, what a brilliant place to be delayed. There are cabins and a restaurant on the field. I rented a bike and rode beside canals, then on to the sea for a swim. Remember, this is the second summer of the pandemic and the feeling of salt water on my skin is something to relish. I try to remember my last ocean dip and realise it was back in November 2019 In Australia. In any case, a long time ago, and on the other side of the world. There were few tourists on the beach due to the covid lockdown restrictions being eased only a week or so earlier. The annual ‘charge to the Med’ had barely begun and protective face masks were still more numerous than bathers.

A small footnote here. As I was flying past Venice-Lido, protests against massive cruise ships entering the lagoon were taking place, but as the Lido Airfield was busy with light aircraft traffic at my altitude of 1,000ft there was no time for photos or sight-seeing.

Another notation is a remarkable art installation in a field beside the airfield. It pays tribute to the animals who worked the farms of the region before mechanisation. This is quite arresting, as when first sighted the animals seem life-like, and then you see the plinths. I walked onto the field and felt an overwhelming urge to stroke them.

After two great days at Caorle it was off the ground again and, while talking to the very good Italian Flight Information Service, I managed to thread my way through the Dolomites and back to Austria. It’s always good to go adventuring, but coming home can be even sweeter. If flying is a virus then travel can repress it, but only temporarily and until the next booster shot.

Flying Adventure

Heading for Croatia

So where to now, my little Kitfox? Idly punching airfield designators into the nav app one morning I’m surprised to find that Croatia, even by snail aeroplane, is less than three hours away. Then the weather pattern changes and a week of high-pressure systems and a heatwave looms; perfect for a dip in the Adriatic. Friend Martin is up for it and so we start scheming – I mean planning – and pack the bathers.

Croatia is not a country endowed with numerous small grass airfields, which is the natural habitat of the Kitfox.

But while scouring the pilot forums I came across reports of a near-mythical strip named Unije on the Island of Unije. It was once a licensed airfield, but this status was removed some years ago, and sadly it has fallen into near disuse. However, there are a couple of very attractive features, including a grass surface, 100 metres from the beach and a 15-minute walk to an excellent tavern in the town. I was determined to land there and, yes, determination is exactly what was needed.

While Croatia joined the EU in 2013 it was not yet part of the passport-free travel agreement known as Schengen. This meant we would need to clear customs in both directions. Our local police play that role at Stockerau and during that summer both passports and vaccination certificates were inspected.

There’s always some confusion about being an Australian in Austria so I have invented a word to describe my status: Austroalian*. Which can also be spelt Austroalien. The latter to be used when I am in Austria and the former when in Australia. I should ask for a stamp to be made.

As well as staying out of Schengen, Croatia also has yet to join an agreement allowing mutual recognition of

Top left Venetto entering Kanaltalx.

Above left Stunning blue water.

Above right Islands in the sea…

Top right Unije Bay. Above A Customs and covid check at Stockerau.

‘special CofA’ aircraft across Europe, the category into which the Kitfox falls.

Forms were completed, numerous documents scanned and sent to the Croatian aviation authorities and before long I had permission to fly in Croatia.

But not so fast Skyring. Just 24 hours before departure I learned this would not suffice for my dream destination – the nice big field of grass, the non-airfield of Unije. To roll my wheels across this particular paddock would require separate approval for an ‘out landing’ or ‘landing upon a natural surface’. Feeling rather embarrassed I called the Croatian authorities and begged forgiveness for not knowing this – and for a permit. Its response was ‘it might be possible if you get your documents in right now’.

I should have applied a week before the flight, but within 24 hours CCAA processed the application and the permit actually landed in my email inbox during the flight while we were somewhere over Slovenia. Thank you Croatia.

Our first landing was at the airport and Island of Mali-Losinj for customs clearance and to refuel. We had flown for 3hr 20min and consumed 57 litres of Super 95.

Only avgas is available at Mali-Losinj, but the Kitfox runs nicely on that too.

The flight from Losinj to Unije was just seven minutes but still required a flight plan to be filed, opened on

“The weather pattern changes and a

week of high-pressure systems and a heatwave looms” March 2023 | LIGHT AVIATION | 41

Flying Adventure

take-off and then closed on arrival. Aviation freedoms come at the cost of time and form filling. The flying is the easy bit.

After securing the Kitfox for our three-day stay we carried our bags to the tavern and yes, a cold beer was in order, followed by a nice fish dinner.

Our host Drago Mieto met us at the tavern and we walked a further 50 metres to the apartment he was renting us for €50 per night. Drago also looks after the airfield and has hopes that it will soon re-open as an ‘official’ landing site.

The town has fewer than 50 permanent residents and no cars. Boats deliver tourists and other more essential items, and while we were there a tanker pulled into the harbour to pump water into the town’s reservoir. Yachts find shelter in the inlets and bays where the water is clean and clear. Martin commented ‘all I can hear is my tinnitus’.

From smooth… to bumpy

On our final day we carried our bags to the field and departed over the blue Adriatic with an early turn back towards land. Visibility was adequate but Saharan sand blown in by the Föhn (a warm southerly) mixing with moisture from the Adriatic almost obliterated the horizon between land and sea. Again, we had filed a flight plan for the seven minute flight to Losinj in order to pass through customs on the way back to Austria, i.e. to legally re-enter the Schengen zone. This all went smoothly and we were soon in the aircraft and ready for our flight-planned 0930 departure. This is when the operation went from smooth to bumpy. On the inbound flight we had arrived at Losinj on a Thursday when there was little traffic and the airport was not ‘controlled’. From Friday to Sunday many charter, and some small international commuter flights, use Losinj, and so its status changes. I can’t remember the last time I flew into a controlled airport, i.e. one with a big tower telling pilots what to do and where to go. In fact, by the time I had left their airspace that was exactly what the controller wanted to do – tell me where to go.

I won’t list all of my sins, but the first was not understanding the question: “Are you ready to copy your clearance?” Not long after take-off we were given a point to track to which was quite different from that given in the clearance. We could not recognise or find that reporting point. Also, after a few minutes I was becoming somewhat ‘task-saturated’, as the human performance text books might describe it.

There was adequate visibility for VFR, but as already mentioned, no horizon between water and sky and I did 42 | LIGHT AVIATION | March 2023

Above Arrival at Unije. The airfield is close to the town.

Check out that beautiful blue sea!

Below left The Kitfox tied down, ready for a for a few days stay.

Below right A view from the town looking towards the Kitfox and the airstrip.

Bottom My passenger Martin and I enjoyed the fish at Unije.

not want to spend more than a minute over water, though the controller’s directions were sending me that way.

Anyone who recalls the John F Kennedy Jr crash off the Massachusetts coast in1999 will understand my concern.

Problem two, the oil temperature was rising and near the top of the yellow band due to the 32° temperature and instructions to climb to 5,000ft. Problem three, the Kitfox refuses to fly for more than a few seconds on its own so I can’t take my hands (or feet) off the controls and search for the new reporting point on the map or iPad or take my eyes off the few clues I have regarding the horizon. A faster aircraft (you’re correct, most are faster than the Kitfox) was overtaking us from behind, which meant there was also traffic to worry about.

Eventually, after several radio exchanges, we smacked our foreheads as we finally understood our track-to instruction. It was the crossing point specified on my flight-plan for the border between Slovenia and Austria some 1.5 hours flying time ahead and completely across another country! Lessons were learned and the controller and I parted on reasonably good terms and, I’m sure, with a sigh of relief on his part.

Despite 34° heat our return trip to Stockerau across the vineyards, mountains and valleys of Croatia, Slovenia and the Austrian province of Styria was smooth and uneventful with a landing at Stockerau just 2hr 50min after take-off from Losinj. Three countries in three hours in the little Kitfox. Not bad.

Should anyone ask, I shall speak highly of the Croatian CAA, FIS operators and customs and staff at Losinj airport. They were efficient, helpful and friendly. The same can be said of the FIS in Slovenia and Austria. ■ Author's footnote: On January 1st 2023 Croatia joined the EU's Schengen zone meaning a customs and immigration stop before landing at Unije is no longer necessary when arriving from another Schengen state.

For all display advertising enquiries contact Neil Wilson 07512 773532

neil.wilson@laa.uk.com

www.LAA.uk.com

Farewell Steve…

Thank you and farewell, Steve…

T

After more than five years as the CEO of the LAA, we say cheerio to Steve Slater MBE

here is little doubt that as a 14 year-old ‘hangar rat’ moving aeroplanes and sweeping hangar floors in the 1970s at the Middleton St George Aero Club (what is now Durham Tees Valley Airport) Stephen Slater could ever have imagined that one day he’d be the guiding hand to the UK’s biggest sport flying association… but that’s exactly how things started for him.

Breaking from aviation for a few decades, Steve pursued a successful career in PR and marketing communications running a leading agency, working in sectors including aviation, the motor industry and tourism, both in the UK and in Asia but, like many people who fly for fun, Steve rediscovered his love for the sport when commitments allowed.

It was August 2015 when he took over the LAA CEO role from Phil Hall. At that point he had been a very active

44 | LIGHT AVIATION | March 2023

Above Last few days in the hot seat… The Luton Minor model behind Steve is of his own first Permit aircraft. .

figure in the light aviation community for more than 20 years, including spells as Chairman of the Vintage Aircraft Club and Vice-Chairman of the General Aviation Awareness Council.

The big challenge in 2015 was ensuring stability for the Association’s members and staff, and a busy first year followed, with weeks spent on the road visiting Strut meetings and fly-ins to speak – and listen – to LAA members, first-hand. It paid off, as ensuing membership surveys showed members felt ‘progress was being made’.

At the LAA’s Turweston HQ, Steve has overseen substantial work with the Engineering team and Civil Aviation Authority, being the first to finalise a realistic LAA A8-26 approval, which replaced earlier, less-structured, agreements – and then more recently, to facilitate a CAA audit of the process. While that’s not been a truly smooth path, the aim has been to seek to maintain a less onerous, proportionate approach.

Farewell Steve…

In a world increasingly filled with challenges to our sport, like those to airspace and drone interoperability, Steve has always ensured the LAA has been a strong voice, both independently and as a member of the GA Alliance.

On a local level, Steve’s time at the top has seen increased support for the 24 clubs and Struts across the UK, including the First European Strut based in Belgium and Northern France. Also, support for type clubs, including the Vintage Aircraft Club, Auster Club, Beagle Pup and Bulldog Club, Europa Club and Jodel Flyers.

When it’s come to getting younger people involved, Steve has been a keen supporter of LAA initiatives to encourage young peoples’ interest in flying, including Airfield Adventure Days, build-a-plane projects, aviation art competitions at air shows, with events stretching in scale from Shuttleworth air shows to Farnborough International Air Show. Allied to that, a restructured and relaunched LAA’s Armstrong-Isaacs Bursary scheme has continued to offer support to young student pilots from all backgrounds in achieving their flying goals.

Weathering the covid lockdowns of 2020 and 2021 would prove tough, as members considered their fading skills, with some deciding to give up their beloved flying hobby. It definitely wasn’t something Steve, or any other CEO, imagined they might face in a working career.

However, out of it came initiatives with the CAA and DfT to minimise impact of the shutdowns of airfield access and recreational flying. It also led to the creation of the LAA virtual pub nights, a temporary initiative to keep members engaged, which have now become a firm fixture in LAA member comms. Remarkably, the Association fared much better than many other member associations in terms of maintaining members during the covid period.

And 2022 saw the addition of a dedicated LAA Training

Above Goodbye leaky temporary building! Steve’s time as CEO has seen several improvements to the LAA training facilities that are available to members.

Below Steve and Airymouse, his Currie Wot.

workshop area at Turweston, replacing what had previously used repurposed office space, perfect for hosting an enhanced range of courses that will help members develop their homebuilding and maintaining skills.

For any leader with a great record, there will inevitably be some challenges. The financial fraud of late 2022 was one, and for which any CEO has to take responsibility. By Steve’s own admission, seven years in the roll takes it out of you, and it’s challenging to find new ways to remain creative. At the time Steve had already been contemplating retirement – the irony being that often a job which revolves around sport flying, can sometimes eat into the time you have for your own flying fun. More time with his Piper J-3 Cub and Currie Wot Airymouse, is something that Steve is definitely looking forward to.

When an MBE in the 2023 King’s Honours list was announced for his services to diversity in general aviation, it was surely a timely way to mark Steve’s true dedication to our sport.

Thank you Steve, and best of luck for the future. ■

March 2023 | LIGHT AVIATION | 45

LAA Strut News

Struts 4U

Anne Hughes rounds up Strut news & views

T

his month we have invited some of the LAA’s Member Clubs to tell us about the various clubs which support our flying activities throughout the year. Thank you to the chairpersons of the Vintage Piper Aircraft Club, The International Auster Club, The Aeronca Club of Great Britain, The Europa Club and the Vintage Aircraft Club for their contributions.

The Vintage Piper Aircraft Club The VPAC is a supporting body for owners, pilots and enthusiasts of vintage Piper aircraft, its prime mission being to help keep these wonderful aircraft flying – and to have fun while doing so. Piper ‘classics’, such as the Comanche and Cherokee, are welcome alongside their older cousins. Similar US classics (Luscombe, Stinson, Cessna and Aeroncas) are also welcome in the VPAC which has more than 300 members, including several overseas.

Benefits include communication via our exclusive email service, annual VPAC News magazine, and merchandising, including caps, jackets, polo, sweatshirts at low prices. The VPAC hosts several flying events during the season with free or concessionary landing fees for current members. VPAC’s exclusive communication service operates like an internet forum through which members are updated. The service can be used to seek, or offer, advice on all matters relating to ownership, operation and maintenance of their aircraft. Sales & Wants (aircraft or parts) can also be advertised along with any non-technical news item, events, and not least, safety matters. The service is also used to announce impromptu meetings to an airfield or place where good ‘pilot fare’ is guaranteed.

Richard Keech www.vintagepiper.co.uk 46 | LIGHT AVIATION | March 2023

Top Vintage Pipers gather at Sleap for one of the VPAC fly-ins.

Below Austers of the International Auster Club.

Bottom The smallest of the Aeroncas, the C3.

The International Auster Club The Auster marque began in 1938 when Alexander Wykes began to import Americanbuilt Taylorcraft into the UK. He then began building them at Rearsby, Leicestershire. In the early war years the factory was turned over to repairs on Tiger Moths and Hurricanes, and in 1941 the factory won a tender to supply spotter planes for the army’s guns.

The first military aircraft was the Auster AOP Mk1, this and the following variants served throughout WWII, and on into the Korean campaign, SE Asia and Aden. After the war, civilian variants became the main market, and this continued until 1960, by which time 1,630 Austers had been built, of which there are a large number still flying in many countries around the world, owned by loyal enthusiasts. The International Auster Club was formed in its present form by the late Jim Sime in 1973 and flourishes today with a growing and global membership of 320-plus.

Hamish Bichan www.austerclub.org The Aeronca Club of Great Britain The club was formed in 1992 after an Aeroncathemed fly-in at White Waltham Airfield. This was instigated by Alan Biggs, who was then joined at the helm by Roger Jones and then Pete White. The club grew and became a ‘type’ club which enables owners/operators to keep in contact and meet at regular fly-ins around the UK, with occasional trips to France and Ireland.

Roger Jones left in 1994 and in 1997 Alan Biggs passed the reins to Pete White. The club has successfully maintained the same casual approach and has gained useful contacts worldwide for advice and spares, with the help of the club website, in the capable hands of Seth White.

Part of the joy of Aeronca ownership is being able to

LAA Strut News

Strut Calendar Please contact your local Strut to check the details before attending the calendar events.

Above A Vintage Aircraft Club fly-in at Breighton. self-maintain the aircraft through the LAA Permit to Fly system and gives you the unique opportunity of being able to get to know your aircraft. The Aeronca Club hosts about six fly-ins around the UK a year. We stay in touch using email to assist our members and other enthusiasts, making their ownership and flying of Aeronca aircraft as pleasurable as possible. Have fun – fly an Aeronca!

Pete White aeronca.co.uk Europa Club A very active club, the Europa Club has 430 members. The Type, the club’s regular colour magazine, is full of tips, topics and features. The club’s website has seven times the membership visiting it on a regular basis.

The energetic committee supports our many builder and pilot members. Networking support groups thrive on WhatsApp and other social media platforms. The club hosted excellent tech talks on the Zoom platform, and these include: Hilversum Fatal Europa Incident with air crash investigators on screen; EFATO and how we deal with it; Licencing validity, regarding the uncertainties due to Brexit. Other talks included subjects such as ‘improving Europa antennas’; ‘icing, vapour lock and carburettor heat off switches in the Europa’!

Event-wise we had the first official Europa Club fly-in within the New Zealand region. We also enjoyed Sun & Fun, AE USA and our Annual Dinner at Sywell.

The feature event of the year was the Grand Luxembourg fly-in at Useldange, the largest ever gathering of Europas in continental Europe. More flying events included: Valladolid Spain; Trollveggen Norway; Oshkosh USA; Wels Austria; Bicester; Italy and Malta.

Bob Hoskins www.theeuropaclub.org Vintage Aircraft Club Originally formed in 1964 as The Vintage Aircraft Group, The Vintage Aircraft Club, now with a membership of 400, will be celebrating a 60th birthday in 2024! The aim of the club is to provide a focal point for owners of vintage and classic light aircraft and welcomes pilots, owners and enthusiasts to fly-ins and social events.

Photos of our aircraft at fly-ins demonstrate the diversity of aircraft types among our membership, which is what makes the club unique. Invitations are often received from other groups and fly-ins, which we are glad to be able to support.

During lockdown we developed the use of Zoom for our members enjoying ‘social’ evenings and also various presentations, which were well attended online. Members shared stories of flying Dakotas, the beautiful Dh Dragonfly, the replica Waterbird and much more. We are continuing to use online presentations and forums throughout the winter months. Our annual Dinner and Awards Evening gives us an opportunity to reward those in aviation who have set an example in initiation, innovation and dedicated service.

None of this would happen without the hard work of a dedicated committee who work hard behind the scenes and, in particular, our Vintage and Classic magazine editor, Tim Badham. To find out more about the VAC please visit our website and Facebook page.

Anne Hughes www.vintageaircraftclub.org.uk ■

Andover Strut: Spitfire Club, Popham Airfield, SO21 3BD. 13 March – Catalina and Me with Richie Piper. Contact Bob Howarth email: bobhowarth99@ btinternet.com Phone no. 01980 611124 Bristol Strut: BAWA Club, Filton, 1930.

Contact: chairman@bristolstrut.uk www. bristolstrut.uk Cornwall Strut: The Clubhouse, Bodmin Airfield. 15 April – TOPNAV Competition. Contact Pete White pete@ aeronca.c.ok 01752 406660 Devon Strut: The Exeter Court Hotel, Kennford, Exeter. 9 March – Gyroplanes

by Nick Wright; 11 April – D&C Police Drone Operations. Contact: david. millin@sea-sea.com East of Scotland Strut: Harrow Hotel, Dalkeith.20.00hrs. 6 March – AGM. Contact: inrgibson001@btinternet.com 0131 339 2351.

East Midlands Strut: Meeting on the first Tuesday of the month on Zoom until further notice due to venue availability.

Contact: tonyrazzell2@gmail.com. We also have a Facebook group and upload recordings of some meetings where we have speakers.

Gloster Strut: The Victory Club, Lypiatt Road, Cheltenham, GL50 2SY at 1930.

14 March – GASCO safety evening ; 11 April – Chasing the Morning Sun – Manuel Queiroz. Parking available.

Contact: Harry Hopkins phone 07902 650619 harry.hopkins@talktalk.net Highlands & Islands: Highland Aviation, Inverness Airport. 30 April – Spring Fly-In at Easter Airfield. Contact: b.w.spence@btinternet.com 01381 620535.

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

LiNSY Trent Valley Strut: Trent Valley Gliding Club, Kirton Lindsey. pilotbarry1951@gmail. com http:// linsystrut.wixsite.com/website North East Strut: Fishburn Airfield.

Brunch Third Sunday of each month.

1130-1330 at Fishburn Aviator Cafe.

Contact: alannixon297@btinternet.com North Western Strut: The Clubhouse, Boysnope. 1400. Contact: cliffmort@ btinternet.com 07813 497427.

North Wales Strut: Caernarfon Airport, Dinas Dinlle. First Sunday of the month – HEMS Bistro Café. 1300. Contact: Gareth Roberts gtrwales@gmail.com 07876 483414.

Oxford Group: Sturdy’s Castle Country Inn, Banbury Road, Kidlington, OX5 3EP. Second Wednesday each month.

8 March – Unearthing Airfield Secrets by Garth Barnard, 12 April – The Future of Aircraft Propulsion by Robert HeatheWhyte. Contact LAAOxford@gmail.com www.oxfordlaa.co.uk Redhill Strut: The Castle, Millers Lane, Outwood, Redhill, Surrey, RH1 5QB. Pub contact – 01342 844491. Third

Tuesday of each month, meet at 1900-1930. Contact: david@milstead. me.uk Shobdon Strut: Hotspur Café, Shobdon Airfield, Hereford HR6 9NR. 1930.

Second Thursday of the month. 9 March – The Cold War and My Part In It, by Mike Brook; 13 April – Midlands Air Ambulance, Our work in Medivac and Saving Lives by Nicola Beebee. Contact: Keith Taylor bushebiggles@sky.com Southern Strut: Longshore, Brighton Rd, Shoreham-by-Sea BN43 5LD. First Wednesday of the month 1930 for 2000.

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

Contact: keith.boardman@peopleserve. co.uk 07785 244146.

Suffolk Coastal Strut: Earl Stonham Village Hall, IP14 5HJ. 19.30. March – Social evening with buffett – date/ location to be confirmed; April – Strut AGM. Contact: Martyn Steggalls events@suffolkcoastalstrut.org.uk / 07790 925142 The Joystick Club: Activities throughout the year. Pedal planes and simulators at Old Warden Air Shows. Contact: Mike Clews m.clews@sky.com. 07775 847914. www.joystickclub.co.uk Vale of York Strut: Chocks Away Café, Rufforth East Airfield.1900. Contact: Chris Holliday 07860 787801 valeofyorkstrutlaa@gmail.com www. valeofyorkstrutlaa.wordpress.com Wessex Strut: Henstridge Airfield Clubhouse. 1930. 17 March – Talk by LAA Chief Inspector Lucy Wootton.

Starts at 1830 with a meal, 14 April – quiz night; 22 April – Henstridge 80th Birthday Fly-in and Meet the LAA. Check Wessex Strut website. Local fortnightly Strut walks organised by Wessex Aviators Leisure Klub. Contact: neil. wilson@laa.uk.com West Midlands Strut: There are no meetings at present but if you would like to help to get the WMS operational again please get in touch with the Strut Coordinator, David Millin. david.millin@ sea-sea.com / or Contact Barry Vickers: brvickers@gmail.com West of Scotland Strut: Bowfield Country Club, Howwood, PA9 1DZ. 19.00. Contact: Neil Geddes barnbethnkg@gmail.com 01505 612493.

Youth & Education Support (YES) – 4 March – YES Education Conference at Cosford. YES also available for Strut talks/presentations. 29 April – Young People’s Aviation Taster Day at Audley End. Contact: Stewart Luck – captainluck@hotmail.com (Contact 07974188395 to volunteer.)

NB: Thank you to all Struts and clubs for getting in touch. If you have any stories, items you wish to share or updates for the calendar, please contact me at struts@laa.uk.com March 2023 | LIGHT AVIATION | 47

Meet the Members

Oscar is always a winner…

Neil Wilson talks to Aeronca owner and Goodwood Flying School CFI, Charlotte Dadswell…

C

urrent job/past career

I am currently the CFI, Head of Training and CAA Accountable Manager for Goodwood Flying School in West Sussex. I have lived in the area my whole life and I am lucky that our nearest aerodrome is such a vibrant and beautiful place to fly and work.

I grew up always wanting to learn to fly, but only had thoughts of this as something to do for fun, so my education wasn’t particularly aviationoriented. After school I went to Imperial College in London, to study for an MSci in chemistry with conservation science.

After four years I felt that I didn’t want to go any further with chemistry, as I couldn’t see myself as a researcher or academic. The conservation science element of my course was a fascinating collaboration with the V&A museum and the Royal College of Art, looking at the

48 | LIGHT AVIATION | March 2023

Above Charlotte and the Goodwood Flying School Harvard.

Below A young Charlotte getting some early stick time!.

ageing and conservation of materials in art and museum objects. I thoroughly enjoyed this, and considered going into this field, although it would have meant further studies, and I was ready for a break from education at this point.

After graduation I worked all the overtime I could and saved up the funds to do my PPL. I still only planned to fly for fun, until my instructor suggested I might want to consider taking it further – and 17 years later I’m still at Goodwood… so it’s really all his fault!

Why aviation and what started your interest?

Where and when was your first flight aircraft?

My father got his PPL at Goodwood shortly after I was born. He subsequently imported an Aeronca Chief from Ireland and literally put his name on it,

Meet the Members

the well-known G-IVOR. At the time he started this process there were no Chiefs on the UK register, so it became something of a protracted process, but the aircraft was eventually placed on a Permit with the then PFA. Having gained some experience on this aircraft dad decided to make a strip on our farm and keep it at home for a while. I was six years old at the time, but honestly can’t say I remember the momentous occasion of his first landing at home. According to mum, myself and my brother were more interested in what we were eating than in watching dad’s arrival!

From this point on my interest grew, and like so many of us, I had posters of warbirds all over my bedroom walls! As I was quite young at the time I didn’t fly with dad in G-IVOR. By the time I was old enough he had a single-seater (an Evans VP-1), so we didn’t actually fly together until I got my PPL. That was in a Piper Tomahawk, the type we both learned to fly on.

my current role. I fly all the aircraft on the Goodwood Flying School fleet, which currently consists of four glass cockpit Cessna 172s, a Super Cub and a Harvard.

As Head of Training I am responsible for overseeing the training of all our students and maintaining training standards. We are a CAA Approved Training Organisation and as accountable manager I am responsible to the CAA for regulatory compliance, standards and oversight of the operation in general. This does, of course, mean more paperwork for me, but we have a great team of instructors and operations staff – and I enjoy going to work every day!

How did you get involved with the LAA?

I wanted to fly tailwheel aircraft as soon as possible and was also looking to hour-build toward my CPL, so started

When did you take your first flight?

It was in a PA-28, G-BEBZ, from Goodwood. The flight was actually for my brother’s 10th birthday, and we flew over Portsmouth. That’s something I still do regularly for trial lessons today!

After getting your PPL, you set your sights on instructing?

I enjoyed my own training very much and had an excellent instructor. When he suggested I should consider flying professionally I decided that I wanted to instruct too, in order to share my love of flying with those new to it, and give that enjoyable training experience to others.

Having obtained my CPL I went back to Goodwood to learn to teach on the Tomahawk with the legendary Graham Turner. This is the best flying course I have taken and I learned so much.

I never seriously considered going to the airlines, as I enjoy light aviation and teaching too much!

Taking people on their first light aircraft flight or lesson reminds us how special it is, and how fortunate we are to do it every day. It’s great to keep in touch with ex-students as they progress through their careers and some of them become good friends.

My favourite part of the job is sending people on their first solo. I’ve lost count of how many people I’ve sent on this most memorable of flights, but it is almost as exciting for us as instructors as it is for the students, who end up going home grinning for the rest of the day!

You are now the CFI at Goodwood, what does this involve?

I have taught at four different training organisations on a variety of aircraft, giving me valuable experience to bring to

Above Charlotte bought a Falconar F11-3 to help her build hours economically.

looking for a share in something suitable. Fortunately an opportunity came up at Goodwood almost straight away, in a Falconar F11-3 (Canadian designed variation on a Jodel D11, for anyone who is not familiar). This was a great introduction to tailwheel and a cheap machine to run on a Permit. I joined the PFA at this point, just before the change to the LAA, and I have been a member ever since.

How has the LAA helped you?

The LAA Permit system is fantastic, making operation of more interesting aircraft simpler and cheaper than CofA types. The LAA was tremendously helpful during the rebuild and modification of our Aeronca Chief, Oscar (of which more later) and the conversion from 11AC to 11BC. Particular thanks must go to Francis Donaldson, from whom I would receive emails on weekends and evenings, certainly going above and beyond the service you might reasonably expect. My fiancé, Andrew, had never been involved with the LAA before, having previously owned a Cessna 150… but he is certainly now converted!

March 2023 | LIGHT AVIATION | 49

Meet the Members

a Above Picking up

b.

odwood Super Cu

banner with the Go

We also appreciate the work the LAA does to support and represent the interests of our sector of aviation.

How many hours and types have you flown?

Below Charlotte got some experience on the Chipmunk at the Real Flying Company at Shoreham.

I have logged time on 29 types, excluding variants and I’m closing in on 3,500 hours.

As mentioned previously, I learned to fly on the Tomahawk, a great little trainer, for which it is hard to find a modern replacement.

I completed my tailwheel training and CPL hour-building on the Falconar, getting a good base of tailwheel experience as a result. I do remember some reactions of

Charlotte’s Aeronca Chief, Oscar, pre-rebuild.

surprise, while I was away doing my ATPL exams, after telling people I was hourbuilding on a taildragger. Most of the airline-orientated men (and I was the only woman) didn’t see the appeal! We were obviously on very different career paths.

Having heard great things about it from dad, I wanted to fly a Chipmunk before I was able to fly anything! I did this at the wonderful, and much-missed, Real Flying Company at Shoreham, where I also learned aerobatics, as well as the skills involved in operating vintage aircraft. I also worked there as an instructor until it sadly closed the hangar doors in 2017. It was this excellent training and experience which subsequently earned me the offer to fly the Stearman and Harvard at Goodwood.

Another interesting type is the prototype Andreasson BA4B, which I was very honoured to be allowed to fly. The performance of such a tiny airframe on an O-200 is very impressive, the controls are incredibly responsive and it is far more aerobatically capable than I am! This was my first single-seater, which certainly concentrates the mind. My first landing went extremely well though, despite the audience, and subsequently, I have probably never landed it better!

A very different flying experience was banner towing with the Super Cub at Goodwood. We no longer do this, but it was an interesting thing to be involved in and always attracted attention. Flying-wise there were a few minutes of excitement at the start when doing the pick-up, followed by careful watching of temperatures for the rest of the flight as the aircraft battled along with rather a lot of additional drag! A memorable trip with a banner was launching out of Old Sarum to rendezvous with a minibus near Stonehenge for a marriage proposal. A fair amount of coordination was involved, but with great support from the ground and on the radio it all worked out – and fortunately the proposal was accepted!

Any favourite, or less-loved types?

Favourites, without any hesitation, have to be the Chipmunk and Aeronca Chief. Very different machines for different types of flying, but the best fun I have had in the air!

Some are more fun or interesting than others, but no real ‘worst’ types spring to mind.

Tell us about your aircraft, present and past

Charlotte has some time in the prototype Andreasson BA4B. 50 | LIGHT AVIATION | March 2023

I owned the share in the Falconar for the duration of my hour-building, for which it was perfect, and managed to sell it quickly once this was finished. It was time to move on and spend the money on the next step.

I did not own another aircraft until we got our Chief, G-AKUO, nicknamed Oscar. After years of mainly teaching, it is a great feeling to do more flying for myself again and get out to meet friends at fly-ins.

Meet the Members

When Andrew and I decided to buy an aircraft, we were keen to find something we could keep on the farm, as dad had previously. When I say that the strip is 230m long it becomes apparent that our choices were somewhat limited if we also wanted something vintage and interesting! As we knew the Chief was capable of operating out of this strip and ticked the other boxes – old, interesting, attractive and side-by-side seating – the next question was how to find one. People love their Aeroncas and they don’t come up for sale very often. There are also far fewer Chiefs around than tandem Champs. Fortunately, Les Richardson decided to sell G-AKUO, shortly after we started looking.

Having agreed a deal, we flew the aircraft to Goodwood and started building a hangar on our own strip!

The hangar build was a project in itself, and huge thanks must go to my father, not just for doing a large proportion of the actual construction work, but for his engineering skill in devising a number of improvements and modifications, which have left us with a much better hangar than if we had built it as per the instructions!

In the meantime, we flew Oscar for one season before dismantling ‘him’ at home and shipping him down on our trailer (thanks again dad) to Mark Masters, who was then based at Lee-on-Solent.

Three years, an engine change, a modification and a spectacular paint job later, Oscar emerged from the hangar in better-than-new condition. It was my job to conduct the first flight, and I can honestly say it was perfect straight away. We cannot recommend Mark and James Masters at CAV Aircraft Services highly enough. We chose this team as Mark has lots of Chief experience and a reputation for high-quality work. Their attention to detail is excellent and they were as particular as we could have been about getting everything just right.

Andrew developed an impressive ability to source those hard-to-find parts to add the finishing touches, such as the badge on the instrument panel and the original fuel caps.

Oscar was invited to participate in the Freddie March Spirit of Aviation Concours d’Elegance at Goodwood Revival in 2021. I have been to every Revival since the

Above Andreasson biplane grin!

Below Oscar and hangar.

Bottom right Oscar at home.

Bottom left Oscar interior.

start, and more recently in a work capacity, but being involved as a participant was something else! I can highly recommend it if your aircraft is invited. To top off an amazing weekend, we were thrilled to be awarded the inaugural Rob Wildeboer Cup for best restoration. It meant a lot to us to be awarded the trophy named in memory of a much missed colleague and friend, in addition to well deserved recognition for Mark and James’ skill in preparing the aircraft.

Any favourite moments in your flying?

I am still getting used to landing at home. It is exciting from an aviation perspective, as there is not a huge margin for error. I also feel very privileged to be able to keep our aircraft at home.

The type of flying I enjoy most is going to a fly-in at a nice airfield or strip then sitting in the sun and chatting aviation with old friends and new. Having Oscar has allowed me to do more of this and share it with Andrew. A couple of particularly memorable trips were to the Swanborough Farm fly-in in August 2021, and the amazing West Tisted fly-in last July. Dad drove over in one of his

March 2023 | LIGHT AVIATION | 51

Meet the Members

vintage Fords and we had a picnic under the wing. A perfect day!

Test flying Oscar with dad after the rebuild was special, he was the best co-pilot and note taker, and still has more Aeronca time than I do.

I flew in a TB10 to the Isle of Man for TT week in 2014 with a couple of friends, which was a fun adventure. I would love to go back…

Another special flight was the sunset slot at the Flying School and a bit of formation with Rob Wildeboer in the Harvard. I was flying one of the Cessna’s and some great photos were taken, one of which heads up the Aerodrome Facebook page. This memory has particular poignancy since we lost Rob (my predecessor as accountable manager) so suddenly in July 2021.

accompanying Andrew on a trip – he flies a Citation Mustang for a very kind owner and I often get the opportunity to go along.

Like a lot of pilots I also enjoy my cars and have owned an MG Midget, Lotus Elise and currently drive a Honda S2000. I am often asked if I have driven round the track at Goodwood, but I haven’t as yet, other than a ‘parade lap’ or two in the Midget at sensible speed. Andrew has a lovely 1930s Riley Kestrel, which just happens to be colour coordinated with Oscar!

Any ‘interesting’ moments from flying?

Other than the occasional rough running engine followed by quick return to base, and one radio failure, I have not had any serious problems. Perhaps I have been lucky, but I am also very careful and considered in my flying.

Lessons learned are to use all your senses when flying. I have cancelled flights due to unusual smells and sounds, despite good indications on the instruments. You know how your aircraft normally behaves, so if in doubt, get it checked!

Do you have any aviation heroes?

Graham Turner, who runs our Flight Instructor (FI) course at Goodwood has been, and remains, a real inspiration and support to me and my career. He has some great stories from his military and airline career and is an inspirational instructor. He taught me on my own FI course and helped me gain my first teaching role as soon as I qualified. ‘GT’ is a great source of advice to all of us who teach at Goodwood and he is always willing to share his experience.

I hope I am still flying, teaching and enjoying it when I have done it for as long as Graham. He is a fellow LAA member with a very lovely L4 Cub. Graham also has an incredible aviation library and often digs out a rare gem to share with us on the subject of instructing or aviation in general.

Any favourite aviation books?

I am a great reader, although I get more done during the winter when we have longer evenings and less flying to do!

I usually have one aviation book on the go and one other. Having said that, it’s hard to think of a particular title to recommend. Graham would be the person to ask!

Do you have any other hobbies or interests?

Another hobby that gets more attention in the winter is knitting. I am usually wearing a pair of socks of my own manufacture! I have been known to knit in the cruise while

52 | LIGHT AVIATION | March 2023

What’s in your fantasy hangar?

Above Charlotte’s a big fan of knitting – and often wears a pair of socks that she has knit.

Apart from the obvious Spitfire etc., which are on most pilots’ wish lists, I would love to try float flying, perhaps in a DH Beaver in Canada. I would also love a flight in a Lysander, as the flying that was done in those during WWII was amazing – and I have some experience of landing in fields that look too small!

As a farmer I have always quite fancied flying one of the ag aeroplanes, like a Pawnee or Air Tractor. Or maybe, combining this type of machine with the float flying, a Fire Boss firebombing aircraft built by Air Tractor! On a recent trip to Spain it was this aircraft which attracted my attention over all the shiny bizjets on the apron!

Any advice to share?

If there’s any doubt, there is no doubt… there’s always another day, don’t let anything pressure you into flying or amending your plan if you aren’t comfortable with the situation. It’s supposed to be fun! That’s not to say you shouldn’t seek to broaden your experience or expand your personal comfort zone, you never stop learning, but do this sensibly or with an instructor (that’s what we’re for), not by scaring yourself… ■

Where to go

A

WHERE TO GO

selection of flying events for the months ahead, and some you definitely want to add to the calendar for later in the year. Don’t forget, GASCo are always running Safety Evenings up and down the country. We’ve got them listed here, plus keep an eye on their website, www.gasco.org.uk, for further updates.

March

May

4 30 30

13-14 13-14 19-20 20-21 27 26-29

Cosford YES Young Aviators day Popham VAC Spring Fly-in Goodwood GASCo Safety Evening

April 1 2 8 15 17 19-22 22 22 22 29-30 30

Popham Eurofox Fly-in North Coates Helicopter and Autogyro Fly-in (PPR) Perth ACS Aviation Festival Bodmin TOPNAV Competition Popham GASCo Safety Evening Friedrichshafen AERO Henstridge Airfield 80th birthday and LAA Wessex Strut/Meet the LAA day Halfpenny Green VPAC Black Country Popham Jodel Fly-in Popham Microlight Trade Fair Easter Spring Fly-in

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

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

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

Planning ahead Turweston LAA Open House (PPR) Bodmin VAC fly-in (PPR) Wycombe Private Flyer Fest Compton Abbas Pooleys Air Day Popham VPAC Southern Fly-in Sandown Spamfield Fly-in

June 3 8-10 9-11 17

Bodmin Ladies’ Day Fly-in Sywell Aero Expo – Meet the LAA in a dedicated display area Guernsey Air Rally Wickenby VPAC Northern Fly-in

July 7-8 7-9

Leeds East Private Flyer Fest North Sleap Sleapkosh Fly-In

July 8/9

Rufforth East Fly-In and Meet the LAA July 15 Old Warden Shuttleworth summer picnic evening airshow (PPR) July 15 Cromer VPAC Eastern Fly-in July 15/16 New Farm Shadowfest 40th Anniversary of CFM Shadow fly-in July 15/16 Bodmin Grasshopper Gathering L-Birds event July 24/30 Oshkosh, Wi EAA AirVenture National Fly-in & Display July 30 Lundy Lundy Sunday (Strictly PPR) August 12 Shobdon VPAC Western Fly-in August 19 Bodmin Cornish Pasty Fly-in Aug 19/20 Perth Scottish Aero Club fly-in and Meet the LAA day Sept 9 Sleap VPAC End of season Fly-in Sept 9 Bodmin Cornwall Strut Fly-in

Get ready for Spring!

Heritage Aircraft Plans De Havilland Tiger Moth (1931-1945) Druine D.31 Turbulent

£50.00

£12.99

LAA Leather Key Fobs £3.50

Aircraft Weight & Balance Handbook

£9.00

LAA Hooded Sweatshirt

£25.00

Available colour: Burgundy • Sizes: S, M, L & XL.

LAA Embroidered Patch

£5.00

Sticker Stories Airplanes

£6.50

Theroy of Flight

£30.00

Theory of Wing Sections

£30.00

“Real Aviators Fly Taildraggers” sticker

LAA Navy Baseball Cap

£12.50

£1.00

March 2023 | LIGHT AVIATION | 53

Landing vouchers

LANDING VOUCHERS Spring has sprung, the evenings are beginning to draw out, and the opportunities to fly are increasing – Hopefully increasing your chances of using these three great landing offers at Headcorn, Leicester Airport and Netherthorpe.

✁ Aviation LIGHT

Our thanks to these airfields for supporting our LAA members landing voucher scheme. Please be sure to thank them for their participation by buying fuel for your aircraft, or if there’s a cafe, fuel for you and your passengers!

Reduced £10 Landing: April 2023 Headcorn 01622 890226

A reduced landing fee of £10 is offered at this friendly airfield set in Kent, the Garden of England. Café is open all week with tea, coffee and bacon sandwiches, cakes and more. Please PPR before leaving your base. Non-radio are also welcome. Circuit direction is left-hand for both runways. Beware of possible parachute dropping, and the airfield also operates Spitfire Experience flights, so keep a good lookout. Fuel available is avgas, UL91, Jet A1. Radio frequency is 122.210. www.headcornaerodrome.co.uk

✁ Aviation LIGHT

Free Landing: April 2023 Leicester Airport 01162 592360

Set in the heart of the Midlands, Leicester is an ideal stop for a snack, Sunday lunch, or a fantastic day out, with plenty of attractions just a short taxi ride away.

With three hard runways and two grass, parking is to the rear of the tower on the hard standing. Avgas is available. Leicester A/G radio is now 122.130. PPR for latest airfield information on www.leicesterairport.com

✁ Aviation LIGHT

Free Landing: April 2023 Netherthorpe 01909 475233

Home of the Sheffield Aero Club, the airfield offers a warm welcome Tuesday to Sunday (airfield closed on Mondays), with the restaurant open Thursday to Sunday. Two grass runways available. PPR please, and get a number. Ask for advice if you have not flown here before. Safety briefing required also for departure as located under Doncaster/Sheffield CTA. Overhead joins 1,800ft and circuit height is 800ft. Avoid local villages. Avgas by arrangement. A/G Radio is now 123.280 www.sheffieldaeroclub.net

54 2023 36| LIGHT | LIGHTAVIATION AVIATION| March | July 2021

APRIL 2023

Free landing vouchers, informative webinars, great written content and lots more will help YOU improve your flying this year.

Join us on our #fly2023 challenge. Visit 23 new airfields and log 2,023 minutes throughout the year!

Sponsored by Bose and uAvionix.

Email your classified advertisement direct to the LAA: office@laa.uk.com

Classifieds

March

AIRCRAFT FOR SALE

SHARES FOR SALE

Piper Vagabond. C90-12F, 100 hours since build, Metal prop, Bendix Mags, Lifetime struts, Scott 3200, Wings Polyfibre, fuselage Ceconite. £19,750. Details – iancallier@hotmail.com

For all display or commercial advertising enquiries please contact Neil Wilson: 07512 773532 neil.wilson@laa.uk.com You can email your classified advertisement direct to the LAA at the following address: office@laa.uk.com Deadline for booking and copy: 20 March 2023 If you would like to place an aircraft for sale advert please see details below: MEMBERS’ ADVERTISEMENTS Up to 30 words: £6; 31-50 words: £12 Up to 50 words with a coloured photo: £45

Fokker DR-1 replica triplane. ‘The Red Baron’.

Aircraft fully functional, excellent condition. New Superior IO-360 engine, 180 HP. Based at Felthorpe airfield near Norwich. £60,000 or offers. peterbruegg@gmail.com

SHARES FOR SALE

​​ owerFLARM Core, model FLAPFD11E. P Brand-new, unused, never installed due to sale of aircraft. Installation manual and connection kit.

Cost £930. Accept £500 ono. Contact mike@ bagshawmail.co.uk 07766 022158

LAA Engineering advice to buyers:

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

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

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

56 | LIGHT AVIATION | March 2023

1/8 share in Tiger Moth G-ANFL based Felthorpe Airfield : Permit Licence:Limited Liability Company: tailwheel experience preferred but not mandatory. £60 per month £114 per hour £8,000 plus membership of LAA and the club; mobile 07745 775937 landline 01502 678125 computer booking

PARTS

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

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

Sling TSi: builders wanted to form a new six-person group at Shoreham. An opportunity to get involved from the ground up and have a brand-new aeroplane. 4 passengers, 450 kg useful load, 148 knots cruise, 800 NM range, 27 litres / hour. Anticipated contribution: £45,000 per person. shorehamsling@gmail.com

Christen Eagle II - half share for sale - £36k. (will consider selling third or quarter shares) G - EEGL. Year of manufacture: 1985. Total Airframe Hours: 480. Total Engine Hours: 480 Hours since top overhaul: 110. Permit to Fly to July 2023. Low-time propeller. New Magnetos Currently based & hangered at Andrewsfield.

Contact: swoboda576@gmail.com / 07711132885

For all members classified advertising enquiries contact Sheila OFFICE@LAA.UK.COM

Turnbuckles (NEW- A.Spruce) 6× MS21251-B25 BARREL, 6 x MS21252-2RS fork end, 8× MS21255-2LS Cable end, 8x MS21256 Clips. £40 Inc paperwork & postage.

Details – iancallier@hotmail.com

Wanted for Beagle Pup SER2. 150hp Engine cylinder baffles. Any condition. Full set or part. Also, drawings or information on the Cleveland brake modification. Contact: mobile – 07821 638 498 or daverbudden@googlemail.com

SERVICES Engine Overhaul. Zero time Major engine overhauls carried out on all types, since 1976, c/w dynamometer run-in and test. Bonner Engineering, Shoreham Airport. Contact Bill Bonner: 01 273 440250. aerobonner@aol.com.

Aircraft Weighing. Light Aircraft Weighing Service in East Yorkshire and surrounding area.

For details contact Demraview Ltd. Email: Demraview@gmail.com Mob: 07984 810 761

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

SERVICES & MORE

COVERS

FUEL SERVICES

Safe flying No Ethanol

TRANSPORTATION

Aircraft Transportation Specialists

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

Specialist vehicles to move your aircraft safely

Please call for more information.

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

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For all display and company advertising contact Neil Wilson NEIL.WILSON@LAA.UK.COM WWW.LAA.UK.COM

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

Contact us now for a quotation

March 2023 | LIGHT AVIATION | 57

From the archives

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

S

MONOSPAR HANDBOOK

ome of the most treasured aviation artefacts held in store at LAA HQ are our collection of handbooks and maintenance manuals for types either already in the LAA fleet or, which one day, might come into the fold.

One of the less likely aircraft types to re-appear is the General Aviation Aircraft Monospar range whose manual features here.

A four/occasional five-seat light twin from the 1930s, the Monospar would fall within the LAA’s scope, if one were to turn up today, but sadly, the only example of a Monospar type in the UK resides, flightless, in the Newark Air Museum The Monospar range was conceived as a light twin air taxi of similar size and payload to de Havilland’s Fox Moth, but enjoying greater comfort and twin engine reliability from its pair of 80 to 90hp Pobjoy radials. Structurally and aerodynamically very efficient, the first of the Monospar twins made a name for itself at the Martlesham trials by demonstrating its ability to

58 | LIGHT AVIATION | March 2023

take off on one engine, in an age when its competition generally struggled to even maintain height on one.

The Monospar’s name reflected the unique structural design of the range, brainchild of Swiss-born designer H J Stieger, who came up with a lightweight way of providing a torsionally stiff wing with just a single spar, bracing it internally in torsion with a unique arrangement of tubes and wires which allowed the wings to be fabric covered rather than be skinned in heavier plywood or sheet metal. The fuselage was built on the same principle. According to its brochure, to save hangar space the wings could be ‘effortlessly folded by one man’, and buyers were tempted with ‘a radio receiver for entertainment, with homing device for direction finding’, ‘restful seats, and soundproofing assuring easy conversation and tireless travel’ and an ‘absolutely complete instrument board’. What’s not to like? Francis Donaldson

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

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

www.andair.co.uk

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LAS AEROSPACE LTD

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