Popular Flying May/June 1977

Popular Flying 49

Allpricesaresubjecttochangewithoutnoticeduetoincreasesinpriceandcurrencyfluctuations

Popular Flying

PFAEXECUTIVE COMMITTEE

President: A/OgnitG.JC.PAUL,C.B.. M.A.,CEng.,F.R.Ae.S.

Chairman: D.F.FAuLKNIRBRYANT

Treasurer:

L.SHAw,D.Ae,,C.Eng.,M.RAe.S.. A.M.S.L.A.ET

EngineeringOfficer:

F.I.V.WALKER,CEngF.R.Ae.S.

tee:Ale»thers:

DOIID. BIANCHI

EDWARDDAvis

LESDRAY JoHN DU NEORD

MissPATHOLNIES

ERNIEHORSFALL MIKEJOSEPH

LAURIE MANSFIELD JOHNPOTHECATSY

•fonREAGAN

MIKE VAISEY

BILLWILKS

secretorGeneral:

J. S.J. LAUDER

-7

7 I4, /4,9 PLYINGNO

Founded1946

Individualmembership:£7.50p.a.

The foundingandrepmventatbvbodyinthe UnitedKingdomof runaleur constructors andoperatorsof UM a-lightandGroup operatedamend).

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Theviewsexprescedin POPULARTTYING a•eMaw ofthecantrihniarsand 110f necessarifr thoseoftheP.17.4.ThePublishersretaintherighttorelitseorIiithchaw advertisenrewsattheirdiscretionanddonot acceptanyliabilityfordelayinpublication orJarclericalatprinter'serrorsalthough everycareistakentoavoidmistakes.

COVERCOMMENT—

SandyBaggallayseenlandinghisJurca

M.J.-2ATempeteG-AYTVatSywell

1976.

(A PopularfdringPhotograph)

As everyissuegoestopress.theEditors trytocoutureup Sa»ce newaspectof 'PopularFlyingtofillthesecolunmsemit lirespurenthusiasm.As ice weredoing this,acopyoftheNotthWesternStrut's /Yews/Hierpoppedthroughtheeditorial lenerba.v'TO'.hereMeleaderwilier hadexpressedmostthatwasinourminds. IIe therefaiareindebtedtoBobHarper to reprodm-ehiswordshere.%dzichwe Minkaughttobefoodforthought

"PopularFlOng-isatitlewhichhas alwayspuzzledmesomewhatsince. to the uninitiated,itdoes'Crylittletoconvey thetruenatureofouractivity.Alterall, everysinglecommeicialairlineinthe worldspendunimaginablesumsofmoney tryingtomakeHying"popular".Tothe initiatedthe'us')ontheotherhand.there can he nodoubtatallthatwhatwedois very popularindeed!So whatarewe reallygettingatwhenwetalkabout -PopularFMngIbelievethatitsmeaningisthreefold. Thetirstweallknowabout,insofaras weenjoyourhobby—inmanycases(mine included)tothepointofinlpoverishment. Thesecondimplicationconcernsthe popularisingoroursportamongstthose whowouldliketobecomeinvolved,and soswellourranks.Thisinpracticeseems torequirelittleconsciouseffortonour part,sincethoseinterestedtendloseek usoin,ratherthantheotherwayabout Thethirdisperhapslessobvious,hutI believeinthesedaysofrestrictionof liberties,environmentalpollution,noise abatement.activistgroups.airfield closures.increasingcosts,etc.,etc.,we shouldbeconsciousoftheneedtomaintainourrighttoaplaceinthescheme of things.Thismeansweshouldendeavour tocreateapublicimagewhichwillmake ouractivitiesacceptableandevendesirable tothepublicatlargeandtothevarious armsofauthoritywhichmightseekto influenceorevencontlolus.

Allthisboilsdowntowhatinthe advertisingbusinessistermed"Public Relations-.Itisthematterofshowing peoplewhohavenoparticularreasonto favourusOrouractivities,thatweare basicallyasoundbunchofchaps(and chapesses)whoconductthemselves sensiblysoasnottoendanger,inconvenienceorannoythepublic,andwhose activitiesaddtothegeneralqualityoflife inthecommunity.Thisobjectivecallhe reachedinthreemainways.firstand foremost,itgoeswithoutsayingthatall pilotsshouldflytheiraircraftwithproper regardforthelawsoftheail-.Iftheydo this,thentheriskofupsettingpeopleon thegroundwillautomaticallybeminimised duringnormalflights.Secondly,wecan domuchtofosterourimagehytalkingto therightpeople.Bythis,1meangiving talkstolocalgroupswhichhavenoparticularinterestinflying,suchasRotary, W.I.,LuncheonClubsandsoon.Such people,Ihnd,alealwaysinterestedto listentotalksaboutsornethingasinterestingandexcitingasflyingandsoit

providesanelegantopportunityto promotetherightsortofpicturetothe rightpeopleOntheseoccasions,oneis nottalkingto-theconverted--onthe contrary,butoneistalkingtopeoplewho veryoftenwieldsomekindofinfluencein thecommunity—andthatcan'tbehail.

Journalismisanotherareaof"Public Relations-whichmustbeconsidered althoughithastobetreatedwithcareifit isnotto-back-fire-andproduceresults r.(r ttrelycontrarytowhatonemighthope

Letmesayhereandnowthatillnoway doIwishtodenigratetheactivitiesof Journalists,whoareahighlyprofessional groupofpeople—andwhodoanessential andworthwhilejob.Myreasonforexhortingcautionissimplythatthereme twokindsofnews:GoodNewsandRad News.AsalwaysitistheBadNewswhich travelsthefastest.thefarthestandmakes thebiggestimpact.I'msurethatanyof ourownmemberswhoareinjournalisns wouldagreethatanewsitemcanbegiven avarietyof'slants'simply by themanlier inwhichitisreported.Forthisreasonone musttakecaretoseethatwhateverstto beprintedinanewspaperor,forthat Mailer,anyothertypeofjoutnalisnot goingtoundoby'sensationalism'the littlegoodthatmayhavebeendoneduring nlanvmonthsofsteadyeffortinother directions.

Crystallizingthesevariousthoughtsinto positiveactionwhichwecantaketohelp usalongtheroadto good publicrelations, Iwouldofferthefollowingsuggestions: AlwaysflywithintheInwandwithconsiderationforothers.

Contactsecretariesoflocalmoupsand clubsandoffer10givetalksonourkind of flying.TheSocialEditorofthelocal newspaperoryourlocallibrarycouldno doubtassistherewithalistofaddresses 10Write.to.

EncourageyourlocalNewsReporteron asociallevel—invitehimtomeetingsand soOn,sothatthe-Press"areawareofour continuingpresenceinthecommunityand areinapositiontoprintnewsitemsand Ramseswhenappropriate.

--PopularFlying-iswhathelpstokeep usallsane.Itprovidesuswithendless hoursofelHoyment,withsocialcontact amongstpeopleinallwalksoflifeand fromallpartsoftheworldandforbrief periodsinourlives,weenjoyafreedom whichisbeyondthekenofothermortals. Thesearequalities\sotthpreserving.

Youmaysay"it'llneverhappentous-. Maybenot-•butitcouldandifitdoes thenthat'swhenwewantasmanypeople rootingforusaswecannluster.Ibelieve thatgood"PublicRelations-todayisalso goodinsurancefortomorrow.Let'sdo nowallwecantomakeourkindofflying truly"Popular-.

Well, Mereyouhareit,whatagrew attitudetotake.Thankyou,RobHarper. Muyyour SIIM continuetoprosper.on thoughtssuchasthese.

ENJOYTHESKY Part13."LooseEnds"

Itseemstomethatbuildersoflittleaeroplanescan bebroadlydividedintotwocategories;thosewholike flyingandcanonlyafforditbybuildingtheirown aircraft,andthosewholikebuildingthingsandaircraftinparticular.Icomefirmlyintothefirstclassbut Ienvythelattertypeofbuilder.Heisinnohurryto finishandcanpotteralonghappilyforyearsto produceperfectionattheend.Therearcaveryfortunatefewwhofallintobothclassesandtheyareeither giftedamateursortrainedcraftsmen.Icanthinkof threeatleast,who,havingbuiltoneaeroplanein reasonabletimeandgotthemselvesflying,arenow wellintonumbertwoandinonecasenumberthree.

Isuspectthatmostofthesadlyabandonedprojects arestartedbymyfellowenthusiasticbutignorant pilots.Thekeenpilot,preciselybecauseheiskeenon flyingandisprobablyverygoodatit,looksforhigh performanceandprobablytwoseatssothathecan takehisfamilyandfriendsuptosharehisenjoyment withhim.Thefactsthatthebuildingofsuchanaircraftwillbecomplex,difficult,expensiveandtime consuming,getsbrushedasideinthefirstflushof enthusiasm.Itisessential,therefore,beforeone commitsoneself,toobtainandunderstandallthefacts andtoexaminetheminthelightofone'sowncompetenceandresources.Onemustalsobepreparedto compromiseonperformance,accommodationand comfort.

IdecidedthatIcouldaffordtolayout£250peryear andhopedtocompleteintwoyears.Inthemeantime Ihadtokeepmylicencecurrent,sayanother£50per yearsothatIwouldbespending£300peryearonmy hobby,andthiswastheverymostIcouldafford.My buildingprogramme,thereforehadtobegearedto thisexpenditure.Itwasgallopinginflationandsoaring costsofmaterials,thathelpedtosetmyprogressback byayearandknockmyprogrammeoffit'scritical path.

Buildingtimeisalsoconditionedbyone'sother commitments.Thefactthatyouareconstructingan aeroplanewillneverstopthegrassandtheweedsfrom growing,orthepaintfromweatheringofftheoutside ofyourhouse.Childrenandwiveshavetobetaken awayforholidays,friendshavetobeentertained,and youwillnothavemanyfriendsleft,ifthisconsistsonly ofacanofbeerinreturnforacoupleofhoursof labouringinacoldgarage.Idoubtthatmanyofus couldaveragebetterthantenhoursaweekworking onourdreams,andthissuggestsaperiodoftwoyears forathousandhourproject.Addtothis,thetime spentwaitingforessentialmaterialstocome,andthe needtodelayorderingorbuyingmaterialinorderto spreadthecost,sinceonlyafoolwouldgointodebt forhishobby,anditwouldseemthatthreeyearsis theprobabletimerequiredforthesimplestaircraft.

Ireckonthatthereareathousandhoursofwork,at myrateofworking,inaV.P.1andBudEvanssuggests sixmonthsasthebuildingtime.Icoulddoitinthat timeifIworkedfulltimeeveryweek-endandforfour hoursoneveryweeknight,butthisassumesnoother commitments,materialsreadilyavailableondemand andnoneedtospreadthecost.Idoubtthatmanyof usaresohappilysituated.Isupposethatwewouldall likeatwoseater,fullyaerobaticaeroplane,which wouldcruiseattwohundredmilesanhour,andI

believethattherearesuchaeroplanes,1knowfullwell thatthebuildingofonewouldbefarbeyondmyskill andwouldrequireamuchdeeperpocketifIcould evermanagetofinishit.Wemustberealisticandtrim ourdreamstoourcapabilities.Formyownpartthe decisionastowhattobuildwasnotreallyverydifficult. Limitedfundsdictatedasingleseaterand,inanycase, 1couldnotseriouslyimaginethatanyoneelsewould wanttoflyinanaeroplanethatIhadbuilt.

Theone-piecewingputmeofftheTurbulent—how doyougetittotheairfieldwithoutacraneanda lorry?IconsidetedaTipsyNipperbuttheindivisible costsseemedmorethanIcouldbear.7hisleftme ditheringbetweentheEvansV.P.IandtheCurrie Wotand,intheend,itwasthebrilliantsimplicityof BudEvans'drawingsandtheVolkswagenenginethat decidedmeandnow,withhindsight,Iknowthatthis wasrightforme.

Afteralongandcarefulstudyofbothsetsofdrawingsandspecifications,IfeltquitecertainthatIcould buildtheV.P.1andthatmypocketcouldbearit.Iwas farlesscertainabouttheCurrieWotwithit'sWalter MicronEngine.Andnow,asabonus,Ifindthatin theactualperformancetheV.P.1producesbetter climbandcruisefiguresthanmanymoreelabotateand costlydesigns.Iammorethanhappyinmychoiceof aeroplanes.Itisalmostimpossibletoarriveatthetrue costofbuildingsinceonereceivesanenormousand surprisingamountofhelp.One'sinspectorwill invariablyhaveusefulcontactswithintheindustry, throughwhichmanyodditemscanbehadeitherat cost,orrecoveredfromthescrapdumpfornothing. Mycolleaguesatworkkeptproducingvariousparts whichtheythoughtmightbeuseful,andveryoften theywere:mymagnetoswitchesandtailwheelcame thisway.Butthemostfruitfulsourcewillprovetobe themonthlyP.F.A.Strutmeetings.Justmentionyour needtooneofthechapsatthebarandinnotimeat all,thewordhasgoneround,andsomeonewill appearatyourelbow,eitherwiththeventthingyou wantorwithinformationastowheretogetit.

Thefactthathadalotofhelpinthiswayneednot invalidatemycostings,sinceitisfairtoassumethat anyotherbuilderwillbeabletocountonjustasmuch assistance.Evenso,Ifindthatthetotaloutlay,asnear asIcanmakeit,is:

Thisexpenditurehasbeenspreadoverthreeyears andtenmonths,betweenOctober1972andAugust 1976,fromfirstsendingfortheplans--sayfouryearsat £285peryear.Actualbuildingtime,fromfirstcutting wood,tofirstflight,wasthreeyearsandtwomonths. Idonotknowwhetheritisreasonabletoaddincertain toolsat£31,overallsat£6andalltheextrabeerto slakethethirstthattheworkengenderedandhasgone unrecorded.Perhapstheinclusionofbooksneeds someexplanation.ItincludesBillBeattie'spilot's

notesentitle FlyingtheV.P.s andalsotheF.A.A. HandbooksonAirframesandPowerplants.Thelatter areexcellentmanuals,butveryexpensive.Outofall thebooksinmylibraryIincludetheseintheoverall costoftheaircraft.becauseIwouldnototherwisehave purchasedthem.Undoubtedly,thebestwaytotemper thecosttotheindividualandsimultaneouslyreduce thebuildingtime,istofindacompatiblepartneror partners,andthismakessense,becauseanaircraftin singleownershipisgrosslyunderused.

However,thisisacounselofperfection,whichis noteasilyrealisedsince,leavingasidepersonality problemswhicharealwaysthemostdifficulttoresolve, yourpartnermustobviouslyhaveaP.P.L.andlive withinveryeasytravellingdistanceofyou,apretty rarecombinationofqualifications.Alittleselective drinkingatStrutmeetingswouldseemtobethebest waytoexplorethepossibilitiesofsuchanarrangement.Anotherwaytoreducethecostandbuilding time,istobuyupanabandonedprojectandcomplete it.Ihavehearditsaidthatmostprojectspassthrough thehandsofthreeownersbeforetheyfly.Iknowof threesuchaircraftnearingcompletionatthehandsof theirsecondowners,andeverycopyof PopularFlying carriessomesuchadvertsiements,andsomeofthem soundlikefantasticbargains.Justbequitesurethat thepaperworkisuptodate,andtakeyourinspector alongwhenyougotolookoveryourbargain.

AnyoneasignorantasIam,isgoingtoneedafew bookstoturntoforinformation,adviceandinspiration.Iamacompulsivecollectorofbooksonany subjectthatinterestsme,asuckerforsecond-hand bookshops,sothatIamprobablytheleastreliable compilerofaselectivebibliography.However,for whatitisworththisismylistofrecommendedreading matter.AttheheadofmylistIwouldputJohn Urmston's BirdsandFoolsFly.(Nowoutofprint.—Ed) Theotherhalfofthequotationis"andbatsand bloodyfoolsflyatnight."Iamnotabsolutelysure thatthisisawisefirstselectionsince,ifoneisdithering astowhetherornottobuildatall,theself-confessed lunaticdoctorwillpushyouovertheedgeashedid me.Howeveronceyouhavestartedtobuildandthe inevitabledoubtsandfitsofindecisionsetin,aquiet eveningwithJohnUrmston,willrekindleyour enthusiasmandgetyougoingagain.Imusthaveread thisbookatleastfourtimesinthecourseofbuilding 007.

OnceonehasstartedtobuildonehasBudEvans' meticulousbutverycondensedbuildinginstructions includedwiththeplans.Oneshouldfollowthem literallytothelettersinceeverysinglewordcounts, andwhenindoubtfollowthemblindly—theydo work.NextIwouldputtheP.F.A.Handbookwhich containsawealthofinformationonalmosteverything fromenginestogroupflying,muchofitnotreadily availablefromelsewhere.Ifounditparticularly valuableonthetechniquesoffabricworkanddoping. Beingring-boundonecanaddinone'sownabstractionsfromothersources.TheAmericanF.A.A.AirframeandPowerplantsHandbooksinthreevolumes aretrulyencyclopaedicintheirscope.Theyare certainlynicetohavebutonlyaverydedicated amateurcouldreallyjustifythecost.Howeverifone hasawealthyauntwhocantakeahintonChristmas presentsanddoesnotconsider£.12toomuchtospend onafavouritenephew,don'tmisstheopportunity.

Atonetime,Iwasseriouslyconsideringmakingmy ownpropeller,indeedImaystillattemptit,asitis nicetohaveaspare.Ididquitealotofresearchbut theonlybookthatIcouldfindthatdealsatall adequatelywiththesubjectis Engineeringforthe

AmateurAircraftBuilder byRaoulJ.HoffmanavailPopular Flying,May-June, 1977

ablefromtheAmericanExperimentalAircraftAssociation.Italsocontainsanimmenseamountofunusual andthoughtprovokingmaterialnotstrictlyapplicable tobuildingaV.P.Ibutgreatfunallthesame.Another booknotstrictlynecessary,butafruitfulfountof informationisthe Guidetoflontebuilts byPeterM. Bowersavailablefromthesamesource.

Asonenearstheendofconstruction,one'sbedside readinghastobeBillBeatty's FlyingtheEvansVP— thePilotsNotes.Anyonewhowasinthewartime R.A.F.willrecalltheimportancethatwasplacedupon thethoroughunderstandingofthepilotsnotesforthe typesuponwhichonewassupposedtobecurrent. ThelastpageofT.M.themonthlyissueof Training Memoranda, alwayscarriedapopularadvertisement suitablyslantedsuchas"PilotsNotes—Preventthat ThinkingFeeling-or"HaveyouMacreadyourPilots NotesToday?"Iwasinasquadronthatwas re-equippedwithaverydifferenttypeofaircraftto theonewehadbeenflying.Theysentustheaeroplanes,butnopilotsnotesandnotevenaninstructor togiveusalittledual.Itcostusoneexperiencedpilot andonevaluableaeroplaneforthelackoftenbob's worthofpilotsnotes.

WhenyoutakeoffillyourV.P.Iforthefirsttime youwillbeflyinganewtypewithnochanceofany dual.BillBeattywillsaveyoufromfinishingupina heap.Ifoneshouldfeeltheneedforageneralrefresher courseinthefundamentalsofflightandground subjects,thenBirchandBramson's FlightBriefingfor Pilots Volumes1and4shouldfillthebillquite adequately.Mylistofrecommendedreadingistherefor:

Birds&FoolsFly byJohnUrmston—Vernon&Yates. P.F.A.Handbook—P.F.A.

F/j, theEvansV.P. byBillBeatty—J.W.Beatty,U.S.A. Airframe&PowerplanisHandbook 3Volumes,F.A.A., U.S.A.

GuidetoHoniebuilts byPeterM.Bowers--Modern AircraftSeries,SportsCarPress,U.S.A.

FlightBriefingforPilots byBirch&Bramson,Pitman. EngineeringfortheAmateurAircraftBuilder byRaoul J.Hoffman,E.A.A.,U.S.A.

OnceonehasobtainedthecovetedCertificateof Airworthinessoneisconfrontedwiththeproblemofa placetokeeptheaeroplaneandfromwhichtoflyit. Formostofusthecommercialairfieldsarenonstarters,bothbecauseofthecostandalsobecausefew ofthemwillacceptnon-radioaircraftwithoutsevere restrictions.ThebestairfieldsofwhichIknowarenot unsympatheticandwilltakeusinatneedandallowus toflyoutofhoursbut,preciselybecausetheyarenice people,efficientandreasonableintheircharges,everybodywantstoflywiththemsothattheyareverybusy andwecanonlybeanembarrassmenttothem.So becausetherearesoveryfewlicensedairfieldswhich willacceptnon-radioaircraft,andbecausetheradio costsnearlyasmuchastheaeroplane,thehomebuilderwillalmostinevitablyfindhimselfflyingfrom aprivatestrip.Thishasthegreatadvantagethatthe pilothasabsolutefreedomtocomeandgoashe pleases,butitalsocarriesobligations.Thestripowner isalwaysafarmerandafarmerhastobcagood neighbourandso,byextension,dohisguests.This cansometimesmakefordifficulties.

Thereisacharmingstoryofachapwhoflew,and maybestillflies,fromafieldintheMidlands.Onthe North-Westsidetherewasapheasantryinawoodof talloaksandbeeches.TotheNorth-Eastlivedanold ladywhohadbeenbombedoutofCoventryandwas convincedthatallaeroplanescarriedcookieswithher nameonthem.OntheSouth-Eastsidewasablood-

stockbreederwithstablesfullofhighspiritedand nervoushorses,sothattheonlyapproachwasfrom theSouthWest,downtheprevailingwindandonto adownhillslope.Take-offhadtobeuphillinthe oppositedirection.Thesamechaptellsofgropinghis wayhomeonewinter'sdayinpoorvisibilitywithcloud baseatabouttwohundredfeetwhenhefoundhimself followingapheasantdownalineofgunswhoput morepelletsintohisLutonthantheyeverputinto thepheasant.

Onegreatadvantageofnothavingradioisthatno controllercanorderyoutoflytoapatternwithalong poweredapproach.Folasingle-enginedaircraftthis isthoroughlybadairrnanshipandcanbedownright dangerous,andyetyoucanseeithappeneverydayat everycontrolledairfield.Irecalloncoccasionwhen, blindlyobeyingthecontroller,Ifoundmyselfona threedegreeapproachinaCessna150atfivehundred feetandabouttwomilesfromthethresholdwith nothingbuthousesunderneathme.Isuddenly realisedmyperiloussituation,pouredonthepower andclimbeduntilIcouldmaketherunwayonaglide. YoucanbesurethathadIsurvivedanenginefailure andtheinevitablepranginthehousesthecourtof enquirywouldhavepinnedtheblameonmeascaptain oftheailcraftandnotonthecontroller.Inmyyouth themarkofgoodairmanshipwasconsideredtobea perfectlyjudgedglideapproachtoathreepointlanding,indeedthe"A"licencetestrequiredthatthe aspirantshouldcarryabarographintheaircraftwhich wouldshowanyuseofpowerontheapproachasa jaggedplateauontheotherwisesmoothapproach curve—andwouldresultinfailureofthetestanda roundofdrinks.Everylandingwasapracticefora forcedlanding,andforthesingle-enginedpilotthat shouldsurelyalwaysbethecaseeveninthesedays whenenginesaresaidtobemorereliable.

Noonewouldbesofoolishastodenythevalueof radioaidsbutletusalwaysrememberthattheyare onlyaidsandnotourmasters.Theyareinnoway essentialtotheartofflight,indeedover-relianceon radiocananddoesmilitateagainstgoodairmanship. We,andnotthecontrollersontheground,arethe captainsofouraircraft,andonlyweareresponsible forkeepingagoodlookouttoavoidcollisioninthe airandforsoconductingourflightthatnooneelseis placedinperileitherintheairorontheground.That beingthecasethesingle-enginedaircraft,withorwithoutradio,shouldbeflownatsuchaheightthatinthe eventofenginefailurethepilothasasmuchtimeas possibletoselectalandingplace,andthisincludes makingacircuitofanairfieldataheightanddistance whichwillpermitasafeglideapproachandlanding fromanypoint.

Themostthatweultra-lightpilotsrequireinthe wayofcontrolisthewindsock,the"T"andthesignal square.OurneedsarequitedifferenttothoseofAir Transport,taxiandcharteroperatorsorevenflying schools.Wearefairweatherflyers.Wedonothaveto flyreeardlessofconditions,indeedweareenjoinedto flyonlyinV.M.C.,andmostofusarehappyenough tocomplynotbeingequippedforI.M.C.Andyetour legislatorsseemdeterminedtoHytoforceusintothe samelegalframeworkofcontrolasthechapswhofly formoneyratherthanpleasure.

Noplanningauthorityeverlookskindlyupon applicationsforlicensedair-strips,fromwhichtraininggroupscanoperateandIcanonlythinkthatthis derivesfromcompleteignoranceofthesortofflying wedo,thesortofaeroplanesweflyandthesortof peopleweare—andofournumbers,whichnoware considerable.Exceptinwartimeithasneverbeeneasy fortheimpecunioustogetflying.Inwarthepilotisa publichero,inhappiertimesheislookeduponasjust

PopularFlying,May- June,1977

anoisynuisance.Yetifwedonotencourageour youngmentoflyinpeacetheywillcertainlynotbe availablewhen'theblastofwarblowsinourears'. True,wemayneveragainbecalleduponto'flyfor England',butIhaveanastyfeelingthatthetimemay notbeallthatdistantwhenwemayhavetoflyfor Europe.

Isupposethattherecouldnothavebeenagreat manyofusflyingforfunbeforethewar.Wenearlyall gotintotheR.A.F.and,inaservicewhoseoperational aircrewcasualtieswereoftheorderof50%„avery highproportionofussurvived.Icanonlyattribute thistothefactthatwewereintheR.A.F.purelyfor thefunofflyingandfornomoreworthyreason.Itwas neitherpatriotismnorasenseofdutythatgotusinto Hurricanes,Spitfires,WellingtonsorLancasters,but thepureenjoymentofbeingpaidtodosomething thatusedtocostusthirtybobanhour,andachance toflyaeroplanesthatwecouldneverotherwisehave attainedto.Isupposetosomeextentitwasour attitudeofmind,acheerfulirreverenceandadeterminationnottobeoverimpressedbyregulationsand redtape,butIamsurethatwewerethebetterpilots, principallybecauseofourhardwonpre-warflying, inverydifferentsortsofaircraft.AndIammorethan pleasedtoreportthatflyingaV.P.1fromafarmstrip isinnowaydifferentfromthehappyhoursIspent flyingaKnonfeldDroneoutofafieldnearCambridge backbeforethewar—excepttheV.P.climbsanawful lotbetter.

Fortheownerofanultra-lightaircraftanyold stripwilldo,thoughsomestripsarebetterthanothers. Afarmstrip,operatedunderthetwentyeightdayrule, needsnoplanningpermissionandthatgoesforthe greatmajorityofthemandaccountsfortheremarkablecoynessoftheirowners,whoareunderstandably reluctanttocompromisetheirownopeiations.The instructionalgroup,however,canonlyoperatefrom alicensedfield.Thesearehardtofindandtheplanners seemdeterminedtomakethemevenrarer.Afterfive yearsofmembershipIcanfindonlyonethingwrong withthePopularFlyingAssociationandthatisthe factthatitcontainstoohighaproportionofgeriatric pilotslikemyselfandnotnearlyenoughyoungmen andwomen.Thereisonlyonereasonforthisandthat isthehighcostoflearningtoflywhichsimplycannot beaffordedbyayoungpersonstartingoutonacareer.

Andyettheprovisionofcheapflyinginstruction throughtheencouragementofinstructionalgroupsis oneofthedeclaredobjectsoftheAssociation.Iknow verywellthatthelackofsuccessinthisonedirection isnotforwantoftrying,butthateveryattempttoget asuitablelicensedfieldhasbeenblockedbythe planners.Ifevertherewasaplanningblightthisisit. Itseemsthatcheapflyingfor OUT youngpeoplecannot beachievedwithoutactiveGovernmentsupport.That doesnotmeanmoney—wehaveneveraskedforthat —butratherpermissiontoflyfromafewofthedisusedR.A.F.airfieldsandtheuseofahangaratarent ouryoungsterscanafford.Italsomeansadirective fromtheMinisterforSportthroughtheMinisterfor theEnvironment(whatahorridword)tothelocal authorityplannersthattheymustfindaplaceforus intheirplans.Wewillprobablyneverachievethis becausewearebynatureindividualistsandnota manipulated,mindlessmob.Weare,alas,nota politicalproblem.

Butthoseofuswhodoeventuallygetourfunny flyingmachinesintotheairfindthereanewjoyin livingandanunboundedsenseoffreedomwhichis giventonobodyelseatall.Othersmayflyhigheror fasterorfartherandmakearichlivingfromtheair, butwestilltakeoffintothegoldenlightofthedawnof aviation,andoh,howfortunateweare.END.

4 Projects

OnceagainwehavelittleProjectsNewstoreport, saveafewnewly-registeredaeroplanes.Tomakeup, wehaveincludedasurveyofU.K.-designedhomebuilts inNewZealand,wherethemovementisperhapsthe nearestincharacterandactivitytoourown.

IANBURNETT

PFA/1378.S.BoothhassentussomedetailsofPFA Project1378,—NIPPERT66Mk.IIIReg.G-AXZM.

"ThisprojectwasstartedbyWendyMillsatDoncaster.MyselfandcolleagueAlanYoungpurchased theairframefromWendyMillsin1975.Itwastransportedtomycellarbytrailer.Weboughta1600cc enginefromVWandproceededtoconvertitforuse inZM—theheadsweresenttoRoyWailingGreenwoodforthesecondplugholestobedrilled—healso supplieduswithanewprop.ZMwascompletedon 3January,1976.andthefirstflightmadeon4April. 1976byAlan.ThisprovedverysuccessfulandC.ofA. wasissuedshortlyafterwardsinApril.Wcfound everyoneconnectedwithPFAmosthelpfulandwould liketothankourlocalinspector,LesRichardsonand theengineeringofficerF.I.VWalker.forhelpand advicegiven-.

PFA/1410.TimGriffithshaswrittentotellusthat TaylorMonoplaneG-AVPXwasoriginallybuiltbv AndrewPerkinsofAJEPatPanshanger.Duringhis ownershipvariousmodificationstothebasicdesign wereincorporated.includingaturtlebackrear fuselage,aconvertedRF4canopy,solidcentrewine sparsectionwithundercartattached,anddetachable wings.Priortohissellingtheaircrafttome,the canopy,cockpitseatingandinstrumentpanelwere reworkedtomakeroomfora6'2"pilot.Withthe permissionoftheCA.Aandafterstresscalcs..the A.U.W.wasincreasedto750lbs.Anewspringsteel undercarriagewasfabricatedtogetherwithdifferential brakesandasmerabletailwheel.Theaircraftcruisesat 90m.p.h.andusesgallsoffuelperhour.Itis presentlybasedatInvernesswhereitsharesahangar withaTurbulent,aJodel117,aJackaroowhichis abouttoundergoasex-changeoperationintoaTiger Moth,sometimesaNipper,andmostofaStampe SV4C.

PFA/1441.DavidMagillregisteredhisTaylorMono projectasG-BEMFon2-2-77.Constructioniswell underwayinBelfast.NorthernIreland.

73-10200—D.C.Bonsallhaswrittentotellusthat his'Mustang'projectisneithertheBushbyorthe Stugeonairmodelaswesuggestedin PopularFlying. ItisMfacthisowndesign,it'sconstructionbeingof wood,foamandfibreglassandispoweredbya150h.p. LycomingenginedrivingathreebladeHoffmanconstamspeedpropeller.Astheaircraftistobeasnear scaleaspossible,hchasbeengivenpermissionbythe C.A.A.andtheMinistryofDefencetopaintitin militarycoloursandhavetheoriginalcallsignofa WorldWarTwoMustang.Theaircraftisatailwheel typeandhehaddesignedandbuilthydraulicretractingmaingear.Thehydraulicmotorispoweredbythe 12voltaircraftbatteryandhastwoback-upsystems: thefirstasmallmechanicalhandpumpincaseofan electricalfailureandthesecondisgravityloweringof theundercarriage,actuatedbytheoperationofasmall mechanicalreliefvalve.Anotherfeatureheistryingto incorporateisthecoolingoftheenginebyair,ducted fromtheunder-bellyairscoop.Thisshouldreduce dragandimprovepropellerperformanceasthecowlingwillnotbebrokenatthefront,acruisingspeedof 240knotsisexpected.Theengineisatimeexpired Lycoming0-320whichhehasbroughtbacktomanufacturerNoverhaulspecifications.allpartsbeingcrack detected,measuredandrenewedwhererequired.The projectwasstartedapproximatelytwoyearsagoand Mr.Bonsallestimatesthatitwillbeafurtherthree yearsbeforeitwillbeseenatSywell.

NewProjects

17-10234PazmanyPL-4.A.J.Sear.18Lansdowne Crescent,Malvern,Worcs.

63-10235EvansV1'-2.D.W.Ellerton.30JerseyAve.• Cheltenham,Glos

74-10236Vari-Eze.L.J.Turner.Kingswood.London Road,Ascot,Berks.

10-10237BabyGreatLakes.D.S.Morgan,5Staplers Reach,Rowner.Gosport.Hants.

61-10238PazmanyPL-1.G.J.Anderson,4Craigside Avenue,Belford,Northumberland.

74-10239Vari-Eze,D.Sadler,cloBrown&Root(UK Ltd.,82PallMall,LondonSWI.

77-10240HawkerCygnet.A.V.Francis,18Churchill Road,Kewsworth,Dunstable,Beds.

34-10241Cassutt.M.Crossley,10BUnderwoodRoad, Caterham,Surrey.

S.BoothatthecontrolsqfNipperT.66Mk.III,G-AXZM,P.F.A.1387.

OtherProjects

G-BEKLBedeBD-4E. RegisteredtoBrookemore BedeAircraft(U.K.)Ltd.atShobdanon11-1-77with thec/nBD-4E/2.Wesuspectthatthisisinfactthe machineoriginallyintendedtobecomeG-AYKB, whichhasbeenatShobdonforsomemonths.

G-BEKRRandKR-2. KenRavenregisteredhis RandKR-2projectonI 4-I-77—the firsttoappearon theBritishRegister.Sinceitsmentioninthesecolumns somemonthsago,constructionisstillgoingwellat Wivenhoe,Essex.Ithasc/nEAA/102591.

G-BEMTBedeBD-5G. RegisteredtoG.Smithof Aberdeenon7-2-77withBedec/n206.

NewZealandHornebuilts

Nolessthanten 9.31Turbulents constructedunder PFAauspicesarestillactive in N.Z.Allstillhave constructor'snumbersintheoriginalPFAseries:

PFA/428—ZK-CDD C.E.Reid:Blenheim.

PFA/437—ZK-BVT K.Cropp:Masterton.

PFA/505—ZK-BWE B.C.Shepherd:Whangarel.

PFA/506—ZK-CACC.M.O'Brien& W.D.Power. TeKowhai.

PFA/568-7.K-CAXJ. F. Hansen: TeAwamutu.

ZK-DQG—AACA-150A E.C.Craigle:Auckland.

ZK-DSU—AACA/178 M.D.Gibbs:Wellington.

TaylorJT.2—Titch.

ZK-DGB—AACA/113/1 S.G.Andrews:Napier.

ZK-DNH—AACA/194/1J. N.Byers:Christchurch.

IsaacsFury11

ZK-CYO—AACA/70/1 L.S.Hale:Ngarua.

ZK-DM1N—AACA/179/1 L.B.Thompson:Aukland.

PFA/573—ZK-CAQJ. G.Inglis:Towai.

PFA/584—ZK-CBM S. J. Parlane:Waimamaku.

PFA/1624—ZK-CGT C.G.Munro&J.E.Penno: Dunedin.

PFA/1631—ZK-DNLA. V.Caplin:Ngaruawahia (OriginallyZK-CDT— rebuiltin1973)

PFA/1637-ZK-CPIJ. H.Snackers:Christchurch.

TaylorJT.1Monoplane

ZK-CPC—GT-1 R.A.Krammer:Nelson

ZK-CQE—JF-1 G.Gotlieb:Wellington.

LutonMinor

ZK-BZQ—PAL/I131W.V.H.Wright:Kaitaia. ZK-CLL--PAL/1153 C. J.M.Netherelift Hastings Asfarasisknown,all the aboveaircraftare currentlyairworthy.

ZK-CRS—AACA/44/1 F. J. Dodd:Wellington.

ZK-CTV—AACA/51/1J. C.Wheeler:N.Plymouth.

ZK-CVH—AACA/49/1 G.J.Wright:Dalgaville.

ZK-CVQ—AACA/47J. W.Morris:Whenuapai.

ZK-CWG—AACA/43/11.L.Cameron&A.H. Klenner:Kapuni.

ZK-CWV—AACA/68 M. J. Alcock:Tauranga.

ZK-DHK—AACA/131 R.W.Adams&W.H. Slack:PalmerstonNorth.

JURCA TEMPETE

AlRTEST byAirCommodoreG.J.C.PAUL

Atatimewhentherearefewerandfewerfirms buildingaircraftinBritain,andonlyasmallnumber ofnewdesignsappearing,itisnotwithoutsignificance that,underthecontrolofthePopularFlyingAssociation,somethingliketwohundredamateur-builtaircraftarenowunderconstructioninthiscountry,and thattheP.F.A.itselfholdsadesignapprovaljustas thoughitwerealargeaircraftfirm.

Thebuildingtimeforahome-constructedaircraft variesfrombetweentwoyearsanduptofiveormore: andforeverytenstarted,perhapsfourfinallytakethe air.Some,suchasJohnIsaacs'beautiful7/10th-scale replicaoftheHawkerFuryand6/10-scaleSpitfireare alsothebuilders'owndesign.Suchprojectsrequire morethancommonskillsandpersistance,anditis moreusualforamateurstobuildtoaproprietary designalreadyapprovedforsuchpurposesbythe P.F.A.SuchanaircraftistheEvansVP-I.

Thesubjectofthisreportisanotherproprietary designbutmoreadvancedandofhigherperformance. TheactualaircraftisJurcaM.1.2ATempeteG-AYTV, builtforhimselfbySandyBaggallayandverykindly loanedforthistestandreport.Allfiguresandthe descriptionwhichfollowrefertothisparticularaircraft.

Generaldescription

MarcelJurca,thedesigner,livesinFranceandshows alikingforheftierandmoresolid-lookinglighter-type aircraftthanisusualforhome-builts;heis,infact,an ex-militarypilot.InadditiontotheTempetehehas designedtheSirocco,atwo-seaterwhichisineffectan enlargementofthesingle-seatTempete,andanumber ofscalereplicasincludingthoseoftheNorthAmerican MustangandFocke-WulfFw190

AtfirstsighttheTempetelooksamuchbiggeraircraftthanitis,forthefuselageisratherlargeandhighslabsided,makingthewingslookdisproportionately small.Buttheall-upweightis,infactonly975lb.and thewingspan19ft.10in,only1in.greaterthanthe TipsyNipperOneeffectoftheseproportionsisthat thebigfuselagecontainsthemostroomyandcomfortablecockpitofallultra-lightsingle-seaters.Another isthatevenwithonly65h.p.,theTempeteisanotably agileperformer.

Constructionisalmostentirelywoodandfabric, withtheexceptionofthemainundercarriagelegs

whicharesimilarinappearancetothefamiliarCessna patternbutmadeofspringsteel.Thefuselageisaslabsidedroundedtopstructureofplywood,stiffened whereappropriatewithformers,stringersandlongeronsofspruce.

Thewinghasasinglebox-sparwhichcarriesboth shearandtorsionloads:therearenoflaps.The aileronsarecarriedonstrengthenedribstransmitting theirloadsdirecttothespar.Thefixedtailplanecarries theelevatoronthreeplainhinges,andapilot-operated trimtabisattachedtothetrailingedgeofthestarboardhalf.Atailfinandruddercompletetheempennage.

Allcontrolsurfacesarequiteplain,withoutthe additionofaerodynamicbalances,slotsoranysuch. devices.Theonlyunusualfeaturesofthedesignarethe wingfencesextendingfromleadingtotrailingedgeof eachmainplaneimmediatelyinboardoftheailerons.

Themainundercarriagewheelsarefittedwithbrakes operatedindividuallythroughheelpedalsadjacentto therudderpedals,orlockedonforparkingbymeans ofalargebrakelever.Thetailwheelissteeredthrough itslinkagetotheruddercontrols;or,byremovalofa lockingpin,canbemadefreetorotatethrough360 deg.Fortaxi-ingthelockingpinmustalwaysbein position,butitsremovalmakeshan.dlinginsmall spacessuchasaconfinedhangarrelativelyeasy. Groundhandlingisnormallyaone-manjob,withthe exceptionofenginestartingwhichrequiresswinging byhand.

Thepowerplantisa65hpflat-fourContinental A-65-8turningafixed-pitchtwo-bladedwoodenpropeller.ltisfittedwithneithergeneratornorstarter motorwhich,inadditiontohandswinging,alsomeans thatanyelectricalinstallationsmustbebattery-driven.

Althoughatfirstsightadisadvantage,itmustnotbe forgottenthatmodernradioandinstrumentsinaircraftofthissortuseonlyverysmallamountsofpower, andthesavingbothinweightandininitialcostand subsequentmaintenanceislikelytobeinfavourof batterypowerinallbutthemostsophisticatedultralights.Myownexperienceiscertainlytothiseffect,and atricklechargerinone'sownhomeistheonlyextra equipmentneeded.

Theengineisfittedontoanormaltypeofsteeltube mounting,behindwhichisthecustomaryfireproof

SandyBaggallayseenwithIrisTenipeteatGoodwood

bulkhead.Fuelissuppliedfroma13imp.gal.tank installedintheupperpartofthefuselageimmediately aheadofthecockpit,andfeedsbygravitytothecarburettor.Arnimerpumpinthecockpitisusedforprestartdoping.

Cruiseconsumptionis31,-gal.perhour,sothatat thecruisespeedof107m.p.h.(TAS)andwithahalf hour'sreserve,theaircraftwouldhaveastillairranee of321statutemiles.Thisisconsiderablymorethan mostultra-lights.

Thefillercap,ontheportsideofthedecking immediatelyaheadofthewindshield,containsaslidingdipstickfuelindicatorandalsoavent.Itisimportantwhenreplacingthefuelcaptoensurethatthis angledventpipefacesforward,foroneofitsfunctions istoprovidesomepositivepressureinthetankwhich wouldotherwisebesubjectedtoanundesirable reductioninpressure,sincetheareaisapparentlyone oflowpressureinnormalflight.

Theenginecruisesat2,150r.p.m..andmaximum permissibleenginespeedis2,300r.p.m.

Accommodation

Emptyweightoftheaircraftis683lb.permittinga disposableloadof292lb.ofwhich13aal.offuel wouldtakeup94lb.Thisleaves198lb.cockpitload. sothatapilotwhoisnotover-plumpandfliesat,say 180lb.canputintothelockerprovidedbehindthe cockpit18lb.ofluggagewhich,againforanultralight,isverygenerous.

Thecockpititselfisnolessthan291-in.wideatseat levelwhile,whennormallyseated,thepilot'seyeswill be241in.fromthenearestinstrument—compare,for example,theChipmunkatonly17in.andaircraftlike theTurbulentatlessstill.

Pilot'scontrolsarcextremelysimpleandcomprise carburettorheat,foreandafttrim,andthrottlelever

ontheportsideofthecockpit;rudderpedalswith heelbrakepedalsadjacent,andparkingbrakelever adjacenttotheportpedalsAcentralnarrowconsole carriesthefuel"On/01T-cockandprimerpump. Ignition"On/Off-switchesareontheportsideofthe instrumentpanel,whichisfittedwithIhenormalbasic instruments,includingbattery-operatedturnandslip indicator.Atthetimeofthistestnoradiowasinstalled. Thisisabouttobelilted,andwillcompriseabatterypowered360-channelASH-360assuppliedbySlingsby Sailplanes.

OneofthedelightsoftheTempi:ft.apartfromits commodiouscockpit,istheexcellentviewobtained fromit.Fortheauthorthebestpossiblecomfortwas achievedbysittingonafairlythickcushion,sothatone couldseestraightaheadoverthenosewhiletaxi-ing andlanding.Thecushion,incidentally,hasahistory, havingbeensuppliedbyFaireyAviationin1930as partoftheequipmentoftheFaireyII1Fflownbythis samepilotfromH.M.S. Courageous. ItsFleetnumber 37isstillmarkedonit,andonesatonitthen,inlieu ofaparachute,becauseinthosedaysdeck-landingaircraftdidnotcarryparachutes.Anyway,thiscushion litsverynicelyintotheTempete.

Forentryintothecockpitthecanopyhingestothe right:thisisunliketheoriginaldesignbyMarcelJurca, inwhichthecanopyslides.Thecanopycontainsa smallopeningclear-viewpanelonitsportside.

Handling

Theenginerequiresfromfourtosevenshotsof priming,startingfromcoldaccordingtothetemperature,andthensuckingin over eightcompressions beforeswingingwithianition"On".

Startingfromcold,bytheexperiencedowner, seemedreasonablystraightforward,althoughnaturally aswith,anyaircraftofthissortthereisaereatdealin

knowingit.Itisadvisabletostart upfromcoldusingchocks.Ahot startshouldbemadewithoutany doping.

Warmingupfor5minutesona colddayhardlygottheoiltemperaturegaugeoffitsstop,infact. duringthesubsequentflightit neverexceeded40C.Althoughit wasacoldday—OAT(outsideair temperature)at1.500ft.waszero --itisclearthattheinstallationis wellcooled;thehotsummerof 1975worriedtheenginenotatall. Runningupagainstthechocks produced2,050rp.m.,andno significantmug.drop.Engine checks,includingtestofcorbhot air,areallnormal.

Taxi-ingdowna12knotwind withgustsupto20producedno problems.thecombinationofIailwheelsteeringandwheelbrakes allowingtheairciafttomanoeuvre easilyasdesiredwithoutexcessive useofpower.Theheelandtoe action,withtheheelpedalsdisplacedinboardoftherudder pedals,requiresalittlegetting usedtoandinitiallysomecareis neededtoavoidham-footedbraking.Viewpercheduponmyown cuslnonwasgoodallrotmdincludingstraightaheadoverthe nose.Pre-take-offchecksarcsimple andnormalfortheengineandtype ofaircraft.

Ontake-offthetailcomesup moreorlessautomaticallytothe rightpositionwiththetrimset neutralandtheaircraftunsticks readilyatabout55in.p.h.Thisis belowthestallingspeedinclear air,andobviouslythereisconsiderablegroundeffect.Forthis reasonitisdesirabletoensure thattheaircraftisallowedto gatherspeedbeforeroundingup intotheclimb,forwhichtherecommendedspeedis 70-75m.p.h.lASAccelerationisgood,andittakes nolongertoreachthisspeedthantowriteaboutit. Atlowspeeds,andduringtheclimbatfullpower, somerightrudderisnecessarytokeepstraight.

Immediatelyafterleavingtheground,thereisconsiderablevibrationduetothemainundercarriage wheelsspinningatrifleoutofbalance.Applicationof theirbrakesimmediatelystopsthis,butonthefirst fewtake-offs,untilthepilothasbecomeadeptatthe heelandtoebusiness,itisprobablybestignoredinthe interestsofkeepingstraight.Ifyouaskwhynotstop itwiththehandbrake,theansweristhatwiththe excellentG.Q.harnessproperlytightenedup,the hand(parking)brakecannotbereached,whichinitself isasafetymeasure,sincethereisthennodangerofits beingleft"On"forthesubsequentlanding!

Therateofclimbwasnotaccuratelymeasured,but accordingtotheV.S.I.duringtheclimb-outwasofthe orderof500ft./min.forthefirst1,500ft.atfullpower and70m.p.h.1AS.

Stallingspeedwasindicatedconsistentlyat58m.p.h. (50.5kt.),whichissomewhathigherthanthenormal runofultra-lights.Thereislittlewarningofthe approachtothestallotherthananincreasingrateof sinkduringthelastfewm.p.h.beforegettingthere

Thereisnoperceptiblebuffetinthestraightandlevel stall,anditoccursfairlysuddenlywithadecisivedrop ofthenose,accompaniedbyonewingdroppingsimultaneouslyifthereisanysmalldegreeofskidineither direction.Recoveryisnormalandquick,withnogreat lossofheight.Whentheaircraftstallsfromstraight andlevelflightthestickisnotbackasfarasthestops. Whentheaircraftstallsinaturnthereissomepreliminarybuffetwarning.

Atthenormalcruisingspeedof2,150r.p.m.and107 m.p.h.,controlsarenicelyharmonised,andtheaircraftcanbeflownfeetoff,andhandsoffwhentrimmed tothespeed.Directionalstabilityispositive,andfore andaftstabilityalso.Lateralstabilityisneutral,and theaircrafttendstostayinwhateverattitudeitisput.

Surprisingly,inviewoftheailerondesign,thereis notagreatdealofailerondrag,andifputintoa30degreebankedturntoport,andtrimmed,theaircraft willstaythereuntildisturbed.Becauseoftheairscrew rotationitwillnotdothesameturningtheotherway. Asspeedsincreasetheaileronsbecomeincreasingly heavy,andbythetime150m.p.h.isreached,the pleasantharmonisationhasbeenlost.

Elevatorcontrol,ontheotherhand,remainslight. andinconsequenceitisdesirablewhenmanoeuvring intheverticalplaile—i.c.,looporstallturn—to

exercisesomerestrainttoavoidpullingmoreGthan intendedTheaircraftlosesspeedfairlyquicklygoing up.andgainsspeedrapidlywhenpointedsteepls down_VNEis191m.p.h.(166kt.).Havingsaidthis onemustalsoaddthattheTempeteclearlyhasgood acrobaticpotential;itisclearedforspinning,andin facttheFrenchtestcentreatBretignvreportedvery favourablyonallitscharacteristics.

Someofthecharacteristicsmentionedabovehavea hearingonhandlingtheTempéteinthecircuit. Anotheristhefactthatwhenspeedisfinallyreduced tothatrequiredovertheboundarythenoseisconsiderablyhigherthaninnormallevelflight,andatthe angleofattackbeingflown,itisevidentthatwing,as wellastheotherdrag,ishigh.Thusalthoughthe Tempetedoesnotlosespeedparticularlyquicklywhen uicnasingattitude,itdoeslosespeedmuchmore quicklyattheangleofattackusedduringthefinal approach.However,thedescription,assooften,is morecomplicatedthantheactualprocess.fortheaircraftmakesfairlyplainwhatitisdoinganyway.

Itseemedtolikeacircuitpatterninwhichonecompletedthedownwindlegpassingtheintendedpointof touch-downat90m.p.h.IAS.at800ft.and1,5001.600r.p.m.ontheengine.Atthispointthecarburettorhot-aircontrolsshouldbehalfout,otherthan whichthereisnothingelsetodoexceptflyacurved approachpath.stillat90m.ph.,untilcompletingone's linalturn.Thisprocedurekeepstheintendedpointof toucla-downconstantlyineasyview.Afterfinals. reducespeedsoastopassovertheboundaryat 75m.p.h.

Usingthismethod,theaircraftfloatsalittlebutnot much.andalightflareasspeeddecaysproducedthe desiredtail-downthree-pointlanding.Oncedownthe aircraftstaysdown,andisnotundulybotheredeither bycross-windsorroughishgrass,althoughthelatter maybotherthepilotastheundercarriagespringingis bynomeanssoft.

Thisisratheralongdescriptionofwhatisessentiallyaverystraightforwardandsimpleaircraft.Any pilotwhocanhandle,say.aCondorcompetently shouldquicklyfindhimselfathomeintheTempete, thoughIwouldrecommendanybodywhohasnot flownwithatailwheelbeforetogetsometailwheel experienceunderproperlysupervisedconditionsbefore hislirstflightinit.Whenaccustomedtoit,thereisno doubtpilotswillfindtheTempetearewardingand excitingaircrafttofly.Butagain,Iwouldrecommend anybodytoaccustomthemselvestoitinstages,making quitesurethattheyhavemasteredtheaircraftinall normalflightregimesbeforemovingontomore advancedexercises.

Totheownerandhuilder,SandyBaguallay.I wouldliketooffermymostsincerethanksforbeing allowedtodothisairtestonhiscreation;andalsoto offercongratulationsonbuildingsoextremelywella mostinterestinganduniqueaircraft.

JurcaM.J.2ATempeteSpecification

(including94lb.fuel)292lb. Fuel,max.

Fuelconsumptionat 2.150r.p.m. 3!gal./hr.

fleightlimitations: Stall ..58mph.1AS

Neverexceedspeed..191mph.lAS

Polormance(asmeasuredonthistest): Cruiseat2.150rp.m...107mph.IAS-1500ft Maximum,2,300r.pm115mph.-2000ft.

ReprintedwiththepermissionofAirPictorial

30sq.ft.ofdrawingsandaI5,000-wordmanual providedesignsandinformationenablingonetoconvert anyV.W.engineupto1600cc.Fullyapprovedfor amateur-builtaircraft,theseplansareofferedwithlifetimefreeadviceforonly£9.50postpaid.

DonaldG.Peacock, MeadowCottage,ArdleighHeath,Colchester,C077QB Tel.Colchester230446

Ourpersonalandcomprehensiveserviceisalso availabletomeetmostotherindividualorcommercialinsuranceneeds.

EAAACROSPORT

PaulPoberezny,PresidentoftheExperimentalAircraftAssociationdesignedtheAcroSportl'ortheE.A.A.Air EducationMuseumFoundationforuseasaprojectinoccupation-relatedtraininginHighSchoolsthroughoutthe U.S.A.AnunusuallydetailedsetofplanshasbeenpreparedsochatconstructionofanAcroSportfromthemis relativelyeasyforStudentsandanyfirsttimebuilders.Agreatnumberofisometricand"explodedviews-are included,forinstance,toaidbuilderswhoareunfamiliarwithengineeringdrawings

TheAcroSportisconstructed(Ishii:methodsandmaterialsthatarethoroughlyproven,afuselageframe-work weldedupofaircraftqualitytubularsteel.wingsofwoodwithsteeltierodbracingandall-overfabriccoviniffil. ThecowlingandturtledeckarefabricatedfromsheetaluminiumandtheWheelpantsareoffibre-glass.

Manycustombuiltbiplanedesignsbeganashighlypersonalisedmachinesofrendesignedquiteliterallyaround thedesigner/builder/pilot.AsaresultsomearetoocrampedI.orlarger,tallerpilots.TheAcroSporthasacockpit designedfromthebeginningtohecomfortableforpilotsuptooft.6ins.tallandweighing230-240pounds.The airframeitselfissomewhatlargerthanthereall)"midget-biplanestoavoid"touchy.'High(characteristicsandto allowmorebaggagetobecarriedforthoselongerflights.Awiderangeofpowerplantsareadaptable...from 100to20011.p.

.fwoversionsoftheaircraftcanbebuilt,theAcroSportandtheSuperAcro.TheSuperAcrohasawingincorporatinganearlysymmetricalairfoilforoutstandinginvertedperformance-thehandsdownchoiceforacrobatic pilots.Otherwisetheairframesarethesame.

180h.p.AcroSportSpecifications

Plansanddetailsarcavailablefrom: E.A.A - AraMusi.umHA:ND:mos. P.0Box229,HalesCorners. Wis.53130.U.S.A.

360,00forfullsetofplans. 34,00forfullcolourInfoPack.

SI5.00forSuperAcroSportWingDrawings.

ReadersshouldnotethattheAeroSportisnotyet aP.F.A.approveddesign.ProspectiveAcroSport buildersshouldfirstcheekwithP.F.A.Engineering.

PILOTINGOLDAIRCRAFT

ManylightaircraftontheBritishRegisterare,by now.whatmightreasonablybecalledold.Aircraft r)hichwerebuiltpriorto1960mayperhapsbeso regarded.Somerecentaccidentssuggestthatnotall pilotsareawarethatoldaeroplanesdonotneeessaril dchiesetheairworthinessstandardsormorerecent ijpes.particularlywithrespecttoHyingqualities,[he purposeofthisCircularistoemphasisethispoint.

Itisbroadlytruethatmanyofffieairworthiness requirementsapplicabletolightaeroplaneshavenot changedgreatkovertheyears.Forexample.the generalstrengthrequirementshil‘ealteredonlyin mattersofdetail.Moreover.ifexperiencehasshown dangerousweaknessesinaparticulardesign,mandatoryactionwillhavebeentakentoputmattersright.

Sofarasflyingqualitiesareconcerned,however. therehasbeenasteadyimprovementinthequalities requiredandindeedprovidedbythedesignersasnew t pcshavecomealong,andingeneral.retrospective changestoearlieraircrafthavenotbeenmade—simply becauseitisoftenimpossibletoalterthequalitiesin anysubstantialwaywithoutmajorredesignTheaeroplanesareoftennota•"forgiving--asmorerecent typesandunlesstheyareflownwithaproperunderstandingoftheirparticularqualitiesmaynotbe adequatelysafe.

Thetwomostimportantareasinwhicholderdesigns sometimescompareunfavourablywithmorerecent onesare:—

01 Lowspeedstability,controllabilBi.alulstall qualioes,.specilically:

la) thegenerallylowerlevelsofstabilityabout thepitchandyawaxes:

tb)controlforces.Lightelevatorforcesmay alloWinadvertentlylargeexcursionsinpitch attitudeandspeed:lightandpossiblynonlinearrudderforces(i.e.notincreasingprogressivelywithrudderangle)maymake accuratedirectionalcontroldifficultontypes whichrequirecarefulattentiontodirectional control.

Ic)verylimitedstallwarning,evenatotal absenceonsomeJieryoldtypes:

(d)apropensitytowingdropatthestallunless extremecareistakentoavoidyaworsideslip.

Thesefourtogethercouldleadtoinadvertentstallingfortheuninitiatedorunwaryandanystallmay resultinconsiderableheightlossandevenaspin.It mustalsoberememberedthatthereiireotherfactors, notexclusketoolddesigns.whichifpresentwill furtherdegradestallqualities.Theseincludecg positionstowardstheaftlimit,bankangleandrateor approachtothestall.

Ili) Landing

Particularlyinthecaseofaeroplaneswithatailwheelunder-carriageprudenceinlaudingis neededdueto:

Palrelativelypoordirectionalcontrolrelying solelyonruddereffectivenessand.often.

erraticdifferentialbraking:

(1-0thecriticalityofevensmallcrosswindcomponents,andthedifficulttransitionasthe tailislowered,whenruddereffectiveness declinebeforethetailwheelisfirmlyclown andresistingthetendencytoweathercock intowind.

tortheneedformoreaccuratespeedandpitch attitudecontrolandtoknowhow lo cope iththeunintended''bounce-

Thereisreasontothinkthatlessexperiencedpilots. particularlythosetrainedonthemoremoderngenerationsoraircraft_aremostlikelytogetintodifficulties Ilromthesecauses:Sshatusedtohecommonknowledgeofthesecharacteristicsis11MSlesswidelythe Case.

Pleasetherefore,before oustart toliv an\aeroplanewithwhichyouarenotfamiliarhutparticularly inthecaseofanaeroplaneoravintageageneiation or[WOearlierthanthatonwhichyouWeretrained, readallyoucanaboutit,particularlyaboutitsliving qualitiestalktosomeonewhoisusedtoflyingitand, aboveall,wheneverpossibletrytoarrangeathorough flightdemonstrationandcheckhyalivinginstructor hoknowsthetype.

FLYINGFORFUNfromAtoZ

Altimeters,ASIs,AGS,Adhesives,Alternators.

Betas,Brakes,Bolts.Batteries,Barnes,Brackets,Bushes, Condors,Carburettors.Cables,CylinderTempKits,Controls, Crankshafts,CanopiekCowlings,Cylinders,Compasses.

Dope,Drives,Ducting,DrainValveL

Engines(Continental,(tipsy, Lacorning,Ardem),Extinguishers,ExhaustPipes.

Ethers,FuelCocks,FuelPumps,Fittings,IlyingWires,Fabric,Cork Ends,Fasteners. Generators,CrMeters,Gyros,Glue,Grommets,Gaskets,Gauges. Harness,Hinges,HomebuildersService.

Instruments,InvertedSystems,InformationPackages,Inspection Panels. dodels,Jubilee(lips,Jets.

KitsforVW'conversionsandCylindertemperature. Leads,LoeHonks,Lund's-1gLights.

Magnetos,Manuals,MasterCylinders,MixtureControls NasigationLights,Nameplates,Notices,Nuts,Needles. Dii PreSSure.OliTemperatureGauges,0Rings.

Plans.Propellers,Plywood,Pins,PitotHeads,Plecglass, Pulleys,Pistons.

QuickReleaseFasteners.

RevCounters,RateofClimbIndicators,RodEnds,Rings,Racing srektalisis.

Stampes.SmokeSystems,Starters.Shadsles.Spruce,Spinners, Switches,Spats,Screws.

Tigers,PurIndents,Tyres,Tubes,Turnhuckles,Tadwheelsranks, Tape.Tossing ilonks Euderaarritfes.

VoltageRegulators,VentilatorsVactmmPumps,Valves. Wheels.Wires,Windscreens. XeroxCopyingService. Yourenquiriesarealwayswelc Zerohourengineoserhauls.

Anti 'crust, callor visit ROTLASONAIRCRAFTANDENGINESLIMITED BRIGHTON,HOVE&WORTHINGJOINTMUNIC.AIRPORT, SHOREHAM-BY-SEA,SUSSEX,BN4 SFJ

Telephone:Shoreham-by-See(Sussex)62600

ByConflesyofIhe hilh011eltionSenice tilTheGillAviationAwhority.

Atita

VestpocketKodakandwalkingstick

ThegrasscoveredhillsatMiltonAbbaswere dappledwithburstsofspringmorningsunshineand newhornlambsrompedaroundthefeetofthetired ewes.QuitesuddenlythesoftpurrofaPobjoyaeroenginecouldbedistinguishedabovethesheepnoises andaredandwhiteCowerSwift,whichhadbeen flyingalongtherivervalleybelow,bankedtowardsthe hilloutlinedwithahaystackandlandedonitsrising turfslope.Thesheeppausedasayoungmanemerged fromthecockpit,liftedthetailplaneontohisshoulder andhauledthetinyaeroplaneundertheleeofthehaystack.Whiletheycontinuedtheireternalsearchfor tastymorselsofgrass.thepilotquicklyfoldedtheaircraft'swingsandsecuredthemachinewithacoupleof pegsandarope.Thentakingawalkingstickandvest pocketKodakcamerafromtheaircraftlocker,heset offonacrosscountrywalkingadventure.

ThelateGeorgeErringtonwasaremarkableman. Notonlywasheapractisinglicencedengineerhut alsoahighlyskilledtestpilotforAirspeedLimited (andlaterfortheHawkerSiddelyCorporation).Asan 'impecunious'(hisownwords)youngman,hedeterminedtoachieveownershipofaComperSwiftaeroplane,toprovehistheorythat,tobe or anyusean aeroplanemustbecapableoftakingitsdrivertohis destination,direct,withouttheaggravationoflanding atanairportandwaitingfortransport.In1934Ilewas fortunatetopickupabrokenC.L.A.7Swift'fairly cheaply',withitsengineneedingacompleteoverhaul. HavingbeenalicencedinspectorwiththeComperAircraftCompany,hewasnostrangertothe airframe andherapidlysetaboutacompleterebuildofthelittle aeroplaneanditsPobjoy'W75h.p.engine.His machinealreadyhadledabusylife,havingbeenpreviouslyownedbyacolourfulcharactercalledAlban Ali,whousedherinhisworkasagovernmenttea plantationinspector,touringtheAssamareainthe foothillsoftheHimalayas.RegisteredVT-ADOand christened'TheScarletAngel',thelittleaeroplanewas thereforenostrangertolandingonpaths.hillsidesor pologrounds,whicheverhappenedtobeconvenient. In1933,duringaperiodofextendedleave,AlbanAli attemptedtoflyhisaircraftbacktoU.K.forroutine overhaul.However,onthelegtoCairo,lieranoutor oilanddaylightatthesametimeandtheensuing forcedlandingremovedtheundercarriage.Pressedfor time,AlistoredthemachineatCairoandcontinued diejourneybysea,sellingtheaircrafttoErrington sometimelater

GeorgeErringtonpursuedhistheorywithvigour, systematicallyworkinghisnewlyregisteredG-ACTF underalmostallconditionsofweather,tolandrightby the"door-ofhisdestination,eventouringGermany andScandinaviadurnig1935.HisSwiftcouldtake himanywhereandinanarticlepublishedinthe Aeroplane in1937,hedescribeshistechniquesofMI1landingsandaerialsheepherding,thatweresometimes requiredtoensureasafelandingpath.13y1939hehad

CamperSwiftG-ACTF,oneeflownhj.GeorgeErrington,emerges,frotntheworkshopfollowingacomplete overhaulbyJoeAustin,seenassemblingthetailplane. amassedaconsiderableamountofsmallheldexperience,preferringtheCowerSwiftwithitssimplicity. speedandS.T.O.L.tomanyoftheotheraircraftavailable.

Indeed,hisarticlesandothersonthesubject or an idealtouringsingle-seaterhavegivenrisetoaresurgenceofinterestintheCowerSwiftontheContinent.InSwitzerland,anairlinecaptainwithSwissair iscompilingplansanddrawingsortheaeroplane,with theintentionofbuildingacompletelynewmachine. whilefurthernorth,inGermany,theorganisers of an expositionofAviationSportsareanxioustoborrowa ComperSwiftforaweek,todisplayintheirmuseum. expensespaid.

MeanwhileintheLlK,FrringtoMsG-ACTFis lookingforwardtoanotherseasonoftravellingfollowingathorouehoverhaulandrecoveringbyMr.'Joe' Austin,scheduledtobecoMpletedbyApril.Justin timetoseeanotherlambingseason'?Notabadpaton thebackforanoldangelofforty-five.

PiperOwnerspleasenote:

ThefollowingFAAAirworthinessDirectiveconcerningPiperAircraftfittedwithwingstrutsisof importancetoP.F.A.memberswhoareowners or suchaircraft.

77-03-08Piper:Amendment39-2933.Appliestoall PiperAircraftwithsteelwing-liftstrutsexceptPA-18 Series,SerialNumbers18-7609036andupandPA-25 Series.SerialNumbers25-7656010andup,certified inallcategories.

Todetectandcorrectexcessivecorrosionofthe wing-liftstruts,accomplishthefollowing:

Forallairplanes,withinthenext30daysafterthe effectivedateofthisAD,unlessalreadyaccomplished,performthecorrosionimpedance measuresonthewing-liftstrutsspecifiedunder NOTEinthe"InspectionProcedure"ofPiper ServiceBulletin528,orF.A.A.approvedequivalent.

Forairplaneswhichhavewing-liftstrutsinstalled for5yearsormore,withinthenext30daysafter theeffectivedateofthisADunlessalreadyaccomplished,performtheInspectionProcedurespecifiedinPiperServiceBulletin528orF.A.A. approvedequivalent,andthereafteratintervals nottoexceed1yearfromthelastsuchinspection. Thecorrosionimpedancemeasuresneedonlybe accomplishedonce.

Forairplaneswhichhavewing-liftstrutsinstalled forlessthan5yearsasoftheeffectivedateofthis AD,beforetheaccumulationof6months, accomplishtheinspectionprocedurein(b)and thereafteratintervalsnottoexceedIyearfrom thelastsuchinspection.

EquivalentmethodsofcompliancewiththisAD mustbeapprovedintheU.K.byP.F.A.Engineering orC.A.A.

Vintagenewsround-up

RoyNerouhascompletedtheoverhaulonhis(wait forit)LeichtflugzeubauKLEMML25-laG-AAHW withwhichhesodeservedlywontheConcoursprize atSywellseveralyearsago.Ifyouhaven'tseenthisone intheairyouhavemissedagreatexperienceasit exudesthespiritofaviationprogressofthetwenties. RoyisalsosearchingforasparePobjoyNiagaraIV forhisredandsilverComperSwiftG-ABUS,whichis basedatHalfpennyGreen.Heisplanningtorefitthe originalspatswhentimepermits.

IncreasingcostshaveforcedtheVintageAircraft Clubtoraisetheannualsubscriptiontofourpounds, effectivethisyear.DavidHarperhasjoinedthecommitteeasrallysecretarytotakechargeofcollecting, organisinganddisseminatingalloftheairshowdetails tomembers.ArthurMasonhasalsojoinedthecommittee,associalsecretary,toco-ordinatethefestive sideoftheclub'sactivities.JohnOldacreremainsthe VintageNewsEditoranddoesasplendidjobofproducingthispopularmagazine.

KingsCupWinner,JohnBradshaw,hasadded anotherairframetohisPercivalProvostcollection.At themomenthisimmaculateG-AWPHisinstore. whileJohnisorganisinganotherveryexcitingand worthwhileprojectandwildhorseswillnotmakeme revealwhatitis!!!Haveyouboughtanydope recently?Fourgallonsofbutyrateplusthinnerscost £78.Whatdotheyputinit—golddust? Beeswax reckonsittobedaylightrobbery.Talkingabout money(andwhoisn't),IanScott-Hillhaswrittena fascinatingarticlein"VintageNews.'aboutlearning toflyinthethirties.DualinD.H.GipsyMothswas£2 perhourwhilesolowas£1.50,butwhenonerealises thatthebuyingpowerofashillingthen,wasasa poundoftoday,therelativecostofflyingwasmore likethirtypoundsperhour,andfanmentions'acash flowproblem'whenhewaslearningtofly.Hesoloed in1934andobtainedthepreciousAirMinistry"A" licenceinNovemberofthatyearandwearehappyto reportheisstillflying.Congratulations,Sir....and whilethehangardoorsarestillopenhowaboutthis opinionfromahighlyexperiencedandrespected WorldWar11fighterpilot,whosawactionover France,Germany,Italy,theBalkansandNorth PopularFlying.May-June.1977

Africa.Statinghispreferenceforthefighteraircrafthe flewinbattle,helistedtheKittyhawkasbest,closely followedbytheMustang.TheHurricanecamethird andtheSpitfirelast.Nowthatisalisttotalkabout!

Spot(—waitforit!)landings

Duetounsuitableweatherontwootheroccasions, the1976competitionwasheldon6thMarchinbenign conditionsatEinmere.FirstprizewenttoAlan ClewleyinhisredandwhiteJ/IAutocratG-AMTM demonstratinghisusualhighstandardofaccurateand polishedflying.Runner-upinthecompetitionwas ChairmanTonyHaroldinthesilverandyellowTiger MothG-ANFM.

TheVintageAircraftClubCalendar1977

Thefollowingcalendarisanoutlineonlyandmay bereviedfromtimetotime.V.A.C.memberswillbe notifiedofmeetingsbypostsometwoweekspriorto therelatedevent.

SatSun. 30-31 July

Sun. 7AUg.

Sat.Mon. 27-29 Aug.

Sun. 18 Sept.

Sun. 2 Oct.

Fri. 25 Nov.

BLACKBUSTIEAIRFESTIVAL OrganisedbytheB.A.U.A.

Date Event Place Blackbushe Airport Hants.

VINTAGEAIRCRAFTCLUBSPOT LANDINGCOMPETITION1977

SUMMERCAMP.Ourannualholidayforthewholefamily.Brine youraeroplaneandletthekids pitchthetent.Watchthesun setacrosstheglowineembers oftheBarBCue

SouritCOASTBARNSTORM

LunchatShoreham.Ashoreline patroltotheI.O.W.,Teaat Bembridge.

TEAPATROL

Achancetodefendyourairfield againsttherestofthelight aviationworldofteahoovers.

WINTERSOCIALEVENING Buffet,beerandchat.Achance togettoknoweveryone.

Finmerc

Finmere

Shoreham Bembridge

Finmere

Royal Oxford Hotel (provisionally)

Spotlandingwinner.AlanClewley'sredand$rhite AutocratatFinniere.

Photo:A.J.Chalkley

THE1976RSARALLY

Situated30kms.westofLimoges,ontheRiver Vienneinsouth-westcentralFrance,StJunienwas thevenuefortheReseauduSportdeLlAir(R.S.A.)

1976AnnualRally.Asmallgrassairfieldsituatednext tothetown'sabattoirdid 110E,onlirstinspection.sound atallsalubrious,hutwithnoentryfeepayablethe prospectofmanyuniqueaircraftandtemperatures roaringintothehigh80'sthesurroundMgsbecame irrelevant.

Withsomanyaircraft(upwardsof30(J)theinherentlysmallairfieldovercameitsaccommodation problems,byutilisingaholeinthehedgeandsome neighbouringfieldswhere,amongstthecowpats,the visitingaircraftwereparkedHovvever,themeatof iheoccasionweremarshalledinrowsinfrontofthe

smallhangar.doubling asarefreshment:briefing room,andherethcproductsofFrance'shomebuilt industrywereonview.

JoiningtheFrenchmachines \Sere seyeralBritish aircraftincludingDavidFaulknerBryant'sWot,the Whitings'Tailwind.MikeVoisex's[AltonMinor, ChrisLovell'sClipperandtheSouthWalesFlying Group's'Swastika'coveredJodel112.Othernotable arrivalswereCliveCanning(again!)inhisThorpe T-I8,GerardTitecainhisCessna120.aLycoming poweredNoreminfromVloroccoplusseveralofthe foreignvisitorsfromalloverEuropewhowerealso welcomedatSywellin1976.

WithothermenloriestoonumeroustomentionI'll letthephotographssaxtherest.

.1 GeneralviewaiSi•ullenshowingDareBryanCyIIiiiandAliAcI.(1iS(11••SLutonIIWoe (Photoike

Europe'sIII'S!Breez E-PVQR, isownedbyFrancoisExpilly,hosedatToulouseandpoweredbyaConlinenial (Plwtovialike

Phonguraphyfrom UM10boll(W7

SpriniairFPXKDpoweredbyaContinental0200AisownedhytheIconMorance.AcroClub andwasbuiltbySOCAFAemployees.firstHightwasin1975.I.F-GFRJCLli-PVC2\wasbuiltbYkilnClaudeLeeil'andispowered byaWalterMikronILBuilthYII .Letchure isdieMP205liusardFPTXTwhichisbasedatRouen.FPVC)11PoiezID60wasbuilt layJacquesDelaureVolkeswagenpoweredDraine1)31libbulentFPSS1--isbasedatSiJunienandhastheconstructionNo.182. OneofthefewBritishdesignsllyinyinFranceistheTaylorTitchFPSSKwhichispoweredhyaContinentalAbs.RobertDenizteX RD105Raid-DrbeFPKXDisafamiliarsightatallRSAmeetings.OneortheninnycamouflagedJureaMI2DTempetesnow flyinginFrance.b-PPZBisownedbyAndrePhilippi.Atevetymajorrallythereisoneimiderninedaircraft.F-WSSITthisFrench gyrocopter,theNotpilleJN-2remainsstrictlye:Irthbotind_

(Photos/itU.Junk's)

MAYDAY ORHOWTOPANICQUICKLY

Severalyear'sago,fwastheveryenthusiasticowner andveryselfconfidentpilotofanAusterJIN,which forthepurposeofthisnarrativeweshallcallG-ANUT. Havingspentseveralweekendssinceit'spurchaseon aeronautical'visiting',wehadoureyetotherally calendarand,thefirstthatparticularyear,wasthe BlackbusheRallyontheEasterWeekend,oreanised bytheBerks(orwasittheHeston/Hanworth)Strutof theP.F.A.ThemorningoftheRally,Sunday,dawned withlowcloudandgenerallypoorflyingconditions. However,1hadarmedmyselfwithanexceptionalcrew andwethoughtitworthanattempttogettoour objective.

Itooktheleft-handseatandalongsidemewasquite anexceptionalpilot.Ihavereasontobelievethathe maybethelastsurvivoroftheEnelandtoAustralia AirRace,whichtookofffromMildenhallin1934in searchoftheMcRobertsonTrophy.Forthoseofyou thatdon'tremember,competitorsincludedtheflamboyantAmerican,RoscoeTurner,fittedoutinsomethingnearanAirMarshallsuniform,Amy(Johnson) andherhusbandJimMollison,flyingaDHComet namedBlackMagicand,ofcourse.ScottandCampbell-Black,theultimatewinners,flyinganotherComet, G-ACSS,theGrosvenorHouse,nowonshowatOld Warden.Withsuchaco-pilotintheright-handseat. whathadItofear?Myrearseatwasoccupiedbyan ex-R.A.F.MasterNavigatorwhowasatthistime earninghislivingasatrans-continentalnavigatorwith aGatwickbasedCompany.

HowcouldI,asthemereP.PL.Holder,arguewith theadviceofthecrew?Wesetoff,havingcircuited Shorehamthroughtheriver-breakintheDowns,and setcourseroughlyforBlackbushe.Ratherthanthe clagmoderating,iteotworse.Ceilinedowntoabout 350feetandyetmytwopassengersurgedmetocarry on.ImustadmitthatIwasshakenbytheaccuracyof themap-readingbythebackseater.Atthreehundred feet,flapshalf-wayandaboutsixtyontheclock,he wouldsay:—'Straightonupthisvalleyforanother twomilesyet,turnsharptostarboardafterthevillage church,followtheroadpasttheparishhallandtake thefirstforkontheleft.'Withsuchlowflyingtechniquesheledmeoverundulatingterrainathighspeed andfedoutturningpointswiththirtysecondstospare. Averyunsafewaytofly,youmaythink,andI'mdamn sureyou'reright.AsIpoledalong,Ireflectedatthe messtheseso-calledexpertshadgotmeinto.However, unlikeacar,Iwasunabletopullintothenearestlayby,soIhadnoalternativebuttogoon.EventuallyI receivedinstructionstopulltheJINIupandover,and there,theHogsBackdisappearedbelowatabout fiftyfeet!Downwedroppedand,withthesameprecise navigation,BlackhusheRunwaywasaheadofusfor astraightin,which,beingnon-radio,wepromptlydid.

Onarrivalatthe'Bushe,IlearnedmyfirstP.F.A. lesson.Iftheweatherisgrotty,don'tattempttobea hero—you'llprobablybetheonlyonetomakeit.And wewere.Everyone(oralmosteveryone)hadupped sticksandgonehomeandtherewerewe,arrivalsby air,andnoreceptioncommittee.Weleftthedismal scene,trudgeduptheA30,orwhateverit is, andfound ahostelryafterabouttwomileshardslog,wherewe settledintoasoftchairandorderedlunch.Meanwhile, backattheranch(sorry—airfield)thedrizzlebeganto turnintodefiniteprecipitation.AstheMetManlater said,youcan'tblameitontherain,it'sjustthe weather.

Adecisionwastakenthereandthen.Nomoreprovaricating,it'sjustnoton.Allstandinaline,thumbs elevatedjustlikeso,andseeifwecan'tgetaliftback

toShorehamontheoldfashionedwheelsofanearthbasedtinjob.This,toourimmensereliefwasaccomplishedandweonceagainprovedtheageoldadage— ifyou'vetimetospare-20byair.

Thefollowingmorning,withtheskieslookingmuch clearer,itwasdecidedtohaveanotherattempt.This timeitwasdecidedthatIshouldstillhavemy6,000 hourco-pilot,withthenavigatoractingascarferry driverand,thus,wewouldbereturningtoShoreham withonlytwoup.UponarrivalatBlackhushe,itwas obviousthatsomeofthelocalshadbeentakingan overnightinterestinour'plane.TheMagswitches were'on',thethrottleopenandseveralotherindicationsbetrayedtheinterestofinterlopers.Howeverwe didacarefulpre-flightcheckbeforeclimbinginand taxyingfortherunwayinuse.Followingtheearlier Metbriefingandtowerclearancewetookoffandset courseforShoreham.

byCharlesLawrence

Atthisstage,itmightbewisetotellyou,thatthis particularAuster,G-ANUT:hadinitsearlierdays beenfittedwiththehighlyreliableMurphyfive channelradio,whichrequiredacrystalforeachofthe fivechannels.Thisradiowastime-expiredonit's licenceandwasthereforeremovedbeforethelastof C.ofA.However,onthetheorythatitmaybeofhelp inanemergencyandknowingthatitworked,thatall theholesandterminalswerethere,Ihadquiteillegally re-installedit—justforemergencies—asIjustifiedmyself.ItsohappenedthatIhadcrystalsforbothBlackbusheandShorehamfrequencies,althoughIhad neverusedthem.However,to continuethe narrative:

Onthejourneyfromthe'BushetoShoreham,my Co-Pilotrequestedalittlepracticeonthepole,which Ireadilyaccededto.AfterafewminutesInoticedhim twiddlingwiththeoverheadtrimmer,whichasAuster Pilotswillbeaware,isquiteeffectiveoverasmall degreeofarc,unlikeasimilarcontrolonPiperAircraft,whichyouwind, adnauseam. Shortlycamethe shoutedrequest(allconversationintheAusteris shouted)'wouldyouliketotakeafeelofthecontrols, Ithinkthereissomethingpeculiar.'Igraspedthe stick—theusual'Ihavecontrol'and GRAUNCII, the stickcamebackintomystomach.Allmusclespushing. IjustaboutgottheJINintolevelflight.God!somethinewasseriouslywrong.Irequestedmycolleague totakethepressureonthecontrolcolumnwhilstf un-buckledmy harness andkneeledonmyseat.facing rearwards,tryingtoidentifythecauseofthetrouble. Itwasobvioustousthatapartoftheairframeor controlsurfaceswasabouttodropoff,butdespite hangingoutofbothsidewindows,wecouldn't ascertainwhich.

Onre-gainingcoatiol,itwasobvioustomethatwe wereabouttoshedsomepartofthetailempennage, butwhichand,ofcourse,howsoon?Onreflection,I hadtheultimateinpilotexperiencesittingalongside me,whatwashisadvice?'Wellhereweareattwo thousandfeetandIfeelthatwemustmakeasmaller holeinthegroundfromtwohundredfeet'.Whatan excellentidea!Chopthethrottle,downwegoina gentleglideandhereweare,twohundredfeet.sixty ontheclock,andthesurfacewind09/27.Onlytrouble allfieldsseemtobe18/36andnarrowatthat.Just then,beingbehindtheDownsthatlinetheapproaches totheSouthCoast,weespiedthatonebreak,theriver valleythatleadstoShoreham.

Wepromptlydecidedthat,emergencylandingithad tobe,butwhynotontheairfielditself?Iimmediately thoughtofthatthingIhadkeptforjustsuchasitua-

tion—theunlicencedradio.Switchiton—ahealthy humfromtherearfuselage.Dynamotorschurningand dozensofvalveslightingup.Thevarious'ready' lightscameupontheselectorpanel,Igrabbedthe corkscrew-leadedmikeanduttered'Mayday,Mayday,Mayday,thisisgulfalphanovemberuncletango, controlfailure,clearairfieldandalertcrashtender.' Theradiorepliedthatuniformoscarwasdownwind andoscarcharliewasturningfinals.'Whatareceptiontoamayday'Ithought,doubtingthattheyhad evenheardme.Bythattimewewereaboutonemile crosswindfinals,withallpanicatourendandyetno signoftheairfieldbeingcleared.

Forthesecondtimeinmylife,Ipressedthemikeup closeandsaid`MAYDAY,MAYDAY,MAYDAY AIRCRAFTOUTOFCONTROLANDLANDING AHEADFROMNORTHREQUESTCRASH CREW'.Thiswasansweredtotheeffectthatoscar charliewasclearedandthatuniformoscarcouldland. Damnit!Can'ttheyhearme.Abandonradioand pressonwiththeapproach.Ihadalreadydiscussed (orscreamed)tinswithmyNo.2.Ifavoureda90 degreecross-windlandina,acrossthegrassstrip27/09. WewereapproachingfromdueNorth.Down,now, toonehundredfeet,overtheairfieldboundary,but stillabout90ontheclock,whichweseemedtohave accumulatedinthefinaldescent.Down,down,but howtogetridoftheexcessspeed?Theuseofflaps.I felt,mightalterourconfigurationtotheextentthatthe offendingaerofoilmightatlastdropoff.So,comein foracleanlanding,1thought.Halfwayacrosstheairfieldweweredowntoabouttenfeet,butstillreading 90orsoknots.Wewereheadingdirectlyforthe terminalbuildingandthefiguresintherestaurant, throughtheplateglass,werebeginningtotakeshape. Ican'thonestlysaythatIcouldseethewhitesoftheir

eyeswhenthefinaldecisionwastaken,butitwas prettyclose.Onlyonethingtodo—fullthrottle,two pilotstryingtokeepthestickfromcomingback,anda zoomatforty-fivedegreesupandoverthecontrol toweratthetopofthebuilding.Fortunately,their aerialsarenotthathigh,butIwasassuredthatthe controllersthrewthemselvesontheflooratthesign oftheimpendingimpact.

Happily,welevelledoutatthreehundredfeetand didatightturn,notwishingtogooutoverthesea. Theaeroplanewasstillholdingtogetherandwecame aroundthrough270degrees,overtheriver,heading towardtheactiverunway.Crossingthethresholdat abouttwenty-fivefeet,Ftookallrisksinmyhandsand, breathingasilentprayer,heavedonfullflap.Down shecame,asAusterswill,likealift,gentleholdoffand herewewereonMotherEarthagaininonepiece.As wetaxiedintodispersal,myhandsbegantoshakeand itwaswithreliefthattheswitcheswerefinally'off'. No,AirTraffichadnotheardme,itsubsequently transpiredthatthe'mike'leadhadgoneopencircuit. Andthetroublewiththeairframe?Itseemedthatone ofthepianowiretrimcableshadshearedandmy co-pilothadwoundonfullelevatoruptrim,from whichpositionitwasnotpossibletoretrieveit.Ifyou doubtmyword,justtryflyinganAusterwithfull climbtrim,andyou'llseewhathappens.

Beforethelettersstartflowing,letmesayhereand now,thatalotoftheflyingIdidwashighlyundesirable,butlet'sfaceit,wcallgetleadintoexceedingour limitationsatsometimeoranotherand,atleastI learnedmylesson.Evenmy6,000Co-Pilotadmitted itwasoneofhisnastiestmomentsintheair,andhe claimstohavebaledoutwithhis'chuteonfire!Come tothinkofit,Ihaven'theardofhimflyingsince,the lastIheardhehadboughtayacht.

Romford,Chelmsford&Herts.StrutsRally

AirShow

GloucestershireAirDisplay

InternationalAirFair.P.F.A.Participation

AirDays

TaildraggersFly-in

AirShow&Fly-in

AirPageant.P.F.A.Participation

ShuttleworthTrustFlyingDay deHavilandMothClubRally

AirDisplay

VintageAircraftFlyingDay

EastMidlandsStrutRally

JUNE3-5Stauning

K.Z.InternationalRally AirDay&Fly-in

SouthernStrutJubileeRally

SwedishAnnualHomebuiltRally

VintageAirDay

NorthEasternStrutRally

JULY1-2-3SYWELL

POPULARFLYINGASSOCIATIONANNUALRALLY

July24-Aug.1BrienneLcChatea

30-31Blackbushe

July30-Aug.6Oshkosh(Wisc.)

31OldWarden 31Bodmin

AUGUST6-7Denham

7Barton 28-29OldWarden

GroupNews

Duringthepastfewmonths,variousmembersof yourCommitteehavebeenoccupiedinwavingthe Association'sflagintwoareasaffectingtheoperation oftwo-seatGroupaeroplanes,inparticularthose operatinginthetrainingrole.

Thefirstinvolvesapaperentitled"TheRegistration ofFlyingTrainingOrganisations-,publishedbythe AircraftOwnersandPilotsAssociation(AOPA),asa resultofanapproachmadetothem,ascustodiansof privatepilottraining,bytheCAA.Thedetailsofthis paperaretoolengthytoreproducehere,coveringas theydo,somethreeA4sizepagesofverysmallprint. Briefly,theydealwithlayingdownminimumrequirementsforallorganisationscarryingoutpilottraining, undersuchneatlygroupedheadingsas:Qualification ofInstructionalStaff,FlyingTraining,Ground Training,ControlandDiscipline,RecordsandLog Books,DutiesoftheCFI,AeroplaneProvision, MaintenanceandRequirements,Equipmentfor GroundInstruction,GeneralAccommodationRequirementsandsoon.Undereachoftheforegoing headingsisaminuteaofdetail.Forinstance—to quoteGeneralAccommodationRequirements:—

"Thefollowingminimumaccommodationistobe providedandreservedforuseforthepurposeofthe course:—

AseparateofficefortheuseofCFI/Instructors. ALecturelBriefingroomofadequatesizetomeet thenormalstudentrequirementsatanyonetime. Theseroomsaretobesuitablyequippedandflirnished,withproperprovisionforheating,lightingand ventilation".

Withoutdoubt,manyoftheproposalsarevery laudablesuggestionsandmany,ifnotall,ofthose carryingoutpilottrainingarealreadyabletocomply, toaverylargeextent,withtherequirements,butspare amoment'sthoughtaboutthedeeperimplicationsof theproposals.Apartfromthesmellof'BigBrother' andhisdesiretocategoriseeveryoneintoaneat, standardpackage,whataboutourGroups,whohave nodesiretofollowthepatternofthecommercial flyingclub(school),butwhosimplywanttoteach peopletoflyforpurelyrecreationalpurposesandwho doitforthefunofit?Dotheyreallyneedallthe paraphenaliaandorganisationofthecommercial outfit?Iftheyareforcedintothesamebracket,then thenewcomer,wantingtolearntoflyforpleasure,will havenothingtochoosebetweenhislocalGroupand thecommercialschoolaroundthecorner,atperhaps £17perhourplus.ThelocalGroup,withitsfriendly atmosphere,dedicatedinstructors,competitiveprices andgraduateswithprobablyfargreater'seatofthe pants'flyingskills,willdisappearandthatwillmean morebreadfortheBigBoys.Onamoreseriousnote —theproposalsgoontosuggestthatonlyaircraftwith PublicTransportorGeneralPurposeCategoryC'sof Abeallowed,effectivelyprecludingmanyJodels,Cubs andthelike,onSpecialCategoryCofA,atpresent carryingoutsterlingworkinthisrole,nottomention thesingleseatultra-lightonwhich,atpresent,the studentcanaccumulatehissolotimeatthediscretion ofhisInstructor.TheAssociationisconcernedto maintainthisfacility,whileacceptingthatitisreasonabletoagreethatsuchaircraftaremaintainedin accordancewiththeGeneralPurposeMaintenance Schedule.

Theforegoingisjustonesmallexamplefromthe proposals,buttherearemanyotherareasthatsetthe alarmbellsringing,asfarasPFAtrainingGroupsare concerned.Thematterisbeingkeptunderclose scrutinybyChairmanDavidFaulknerBryant,at

byMikeVaisey

PrivateAviationCommitteelevel,wherehehasbeen assuredthatthematterwillnotproceedpast'GO', withouttheAssociationhavingitssay;andbyJohn Pothecary,whoisdealingcloselywithAOPAonthe matter.WeareassuredbyAOPAthatthereis absolutelynointentiontocurtailtheactivitiesofthe smallertrainingGroupsrepresentedbytheAssociation,buttheproposals,willinfact,dojustthatand withsuchmattersastheMandatoryRadioproposals stillvividinourmemories,wecan'thelpbuthavethe saltcellarhandy.

Towardstheendoflastyear,wereceivedaletter fromthePolicyDivisionoftheBoardofTrade, drawingourattentiontoanaspectoftheSecond ReportoftheLawCommissioners,whichdetailed proposalstomakevoidexemptionclauses,suchas thosethatarefoundonthetypicalflyingclubApplicationForm,commonlyknownasthe'blood-chit'. Theselimitorexcludeliability,intheeventofdeath orinjury.TheLawCommissionersrecommendations donotspecificallyrefertoflyingclubactivitiesin particular,buttoallaspectsofourlives,whetheritbe thedisclaimeryoufindonyourticketwhenyougoto amotorracemeeting,orwhatever.Thisseemstobe allpartofthetrendtowards'consumerprotectionism', thatmanypeopleregardaspartandparcelofwhatis becomingourfeatherbedsociety.However,itisclear thattheblood-chitwouldcomewithinthescopeofany forthcominglegislation,whichhascomeonestep nearertobecomingfact,bytheintroductionintothe HouseofCommonsofaPrivatemembers'Billby MichaelWard,M.P.,entitledTheAvoidanceof Liability(EnglandandWales)Bill.Forsomeyears theblood-chithasbeenthesourceofsomecontroversy.Newcomersareoftennotimpressedbybeing askedtosignawaytheirrighttoclaimandformany yearsalso,thevalidityofthewaiverofclaimhasbeen insomedoubt.Itisbelievedthatthedisclaimerwould standlittlechanceatCommonLawandthereislittle caselawasaguide.Onthefaceofit,theproposalsof thenewBillwouldexposeFlyingClubsandGroups tounlimitedliability,buttheCarriagebyAirAct (ApplicationofProvisionsOrder)1967,providesfor amaximumlimitofpassengerliability,formerlysetat £37,450butnowraisedto£40,950.Inthedaysbefore gallopinginflation,when£37,450wasalotofmoney, Clubsusedtobeabletoobtainexemptionsfromthe Order,whichbyvirtueofapplyingtheblood-chitto allmembers,allowedthemtohavealowerlimitor excludeliabilityaltogether,withanobvioussavingin insurancepremiums.

InthelightoftheproposedBillbeforeParliament andalsothedifficultiesexperiencedbytheBoardof Tradeadministeringtheexemptionsystem,theBoard nowintendstowithdrawexistingexemptionstowards theendofthisyear,aftertheforthcomingflying season,onadateyettobeannounced.Thiswould bringeveryoneundertheprotectionofCarriageby AirActlimitsandwouldobviouslybepreferableto exposuretounlimitedliability.TheAssociationhas beenactivelyinvolvedindiscussionswiththeBoard onthesubjectandregistereditsobjectiontothewithdrawalofthebasicrightoftwoindividualstocontract togethertowaivetheirrightstoclaimoneagainst another,aswouldbeoutlawedbytheBill.However, almostwithoutexception,mostClubsandGroups havetheirpassengerseatsinsuredforbetween£30,000 and£35,000alreadyanditisfeltthatitwouldnot presentconsiderabledifficultiestoincreasethisligure tothepresent£40,950,thusmakingtheexemptions unnecessaryanyway. continuedonnextpage

PORTRAITOFASTRUT

THEHERTSSTRUT byTonyFarrell

TheStruthaditsfirstmeetingon29thDecember, 1972,andwasorganisedbyJackGowland,whowas thenamemberoftheExecutiveCommitteeofthe P.F.A.andTonyFarrellacommitteememberofthe HertfordshireFlyingAssociation.TheStruthasmet onthelastWednesdayofeverymonthsincethen-usuallyatTheBrookmansParkHotelinBrookmans ParknearHatfield,Hertfordshireat8.00p.m.

TheStrutisorganisedinaninformalway.Thereis nocommitteeorsubscription.Mostmeetingsare informalsocialgatheringsinthebarandsince The HertfordshireFlyer ceasedpublicationtherehasbeen nomeansofwrittencommunicationwithmembers.

Fromtimetotimespecialeventsarearrangedand thesehaveincludedvisitstoinspectaircraftunder constructionatalocalfarm,toRushGreentoinspect someTigerMothsinprocessofrebuildingforthe U.S.A.market,talksfromaC.A.A.inspector,St. JohnAmbulance,AirLeague,aferrypilotonasingle enginedeliverytoS.Africa,filmsincludingSywell70, avideotaperecordingofaseriesofTVprogrammes onHendonmuseum.

Wehadonefly-inatOldWardeninJune,1973, attendedby32aircraftandmarshalledby1066 (Hitchin)A.T.C.cadets—theirfirstofficialcontact withtheP.F.A.Weareor2anisingafly-inatStaplefordTawneyjointlywiththeChelmsfordandRomford Strutson1stMay,1977.

DespiteoursmallnumberswearestronglyrepresentedattheP.F.A.InternationalRally.For1976we suppliedtheChiefAircraftMarshall(TonyFarrell), organisedthebookinginofaircraftandourcadets suppliedthemarshalls.Atpastrallieswehavewonthe besthomebuilt(MikeVaisey—LutonMinor)andbest originaldesign(JimCoates--Swalesong).

Anyonewhowantsasocialeveningwithdiscussions aboutaircraft,withplentyoffreeadviceandassistance iswelcome.Memberspleasethemselveswhenthey attend,althoughwewouldliketoseesomeofthose whohavesaidtheywouldliketojoin,buthaveyetto turnupatameeting!Introductiontoanon-profit makingflyinggroup,basedatPanshanger,whoflyan Auster,isavailable.Forthoseinterestedinfostering aninterestinlightaviationamongtheyoung,the HitchinA.T.C.isalwaysappreciativeofanythingwe candotohelpthecadets.

Thepresentco-ordinatorsfeelthatsubscriptions andmoreformalmeetingsmaybeofmorehelpto

GROUPNEWS -realignedfromprerionspage

TheBoardhavegivenadequatenoticetoallow plentyoftimeforGroupstoamendtheircover,ifthey sowish.Ofcourse,anyinsurancesalesmanwilltell youthatyoushouldspendallyourmoneyoninsurance,butinpracticeareasonablebalancemustbe struck.However,withthehighlevelofcomtsettlementsthesedaysandthepotentiallydisastrousconsequencesofasuccessfulclaim,notcoveredby adequateinsurance,itisperhapswise,aswehavesaid beforeinthesecolumns,toconsiderwhetheryouhave adequatecover,notsimplyfromthepointofviewof amount,butalsotheTYPEofcover.Yourbroker shouldbeabletogivesomeverysoundadvice.Our friendsintheglidingworld,typically,havevery

PopularFlying,May -June,1977

members.Anewslettercanthenbestartedagainand memberscouldcontributepositiveideasastotheformatofthemonthlymeetingsandyearlyevents. JointCo-ordinators

JackGowland,17BluebridgeRoad,Brookmans Park,Herts.,PottersBar55373,UnlistedP.F.A. Inspector.

JackhasspentseveralyearsinaviationasanaircraftfitterandhasworkedforHandleyPage,Hawker Siddleyandanaircraftmaintenanceorganisation.At presentheworksforLondonTransportinthebus overhauldivision.HeisaP.P.L.,memberofWasp groupandfliesanythinghecangethishandson.He designedandbuilttheJennyWrenwhichisstoredin hisgarageatthemomentinaslightlydamagedcondition.AtthemomentheislookingafteraTurbulent whilstitsownerisintheU.S.A.Otherinterests: Sailingandlookingafterhisdaughter'spony.

TonyFarrell,14AldertonClose,Loughton,Essex. 01-508-8899.ProfessionalAccountantworkingfrom home.P.P.L.,memberoftheWaspgroupanddraws thelineathelicoptersandgyros.Atpresentyours trulyislamentingthelossofaclient'sCherokee6.No, Ididn't—hesoldit!P.F.A.Interests:SywellCommittee,ChiefAircraftMarshallatSywellandcurrently P.F.A.StrutSecretarywithJimWills.

MeetingPlace

BROOKMANSPARKHOTEL,BROOKMANS PARK,Mt.HATFIELD,HERTS.LASTWEDNESDAYOFEVERYMONTHAT8.00P.M.

comprehensivepolicies,whichcoveralleventualities fromsuccessfulclaimsagainstinstructorsfornegligence,toinadvertantnon-completioninthepast,ofthe now-doomedblood-chit.

Allthismaysoundverydryanddustybutalasitis apartoflivinginthe20thCentury.PersonallyI'd ratherbe"goneflying".Boththeforegoingmatters are,atthetimeofwriting,stillproceeding,soitisnot practicalwithintheselimitedpagestogiveyou,the reader,morethanabriefoutlineofwhatishappening behindthescenes.Wewillbringyoufurtherdetailsin duecourse.Groupsparticularlyaffectedhavebeen madeawareoftheproposalsalready,butifanyother Groupsareinterestedinmoredetailedinformation, theyshouldcontacttheOffice.

TonyFarrellandtheWaspGroupAusterG-AIBX

CedricDrinkwaterasksustonotifyallmembers thatasfromApriltheROMFORDSTRUTwillnow meetonthefirstTuesdayoreachmonth,at8.00p.m., intheLectureRoomatStaplefordAeroClub, StaplefordAerodrome.StewartJackson,theEAST MIDLANDSSTRUTco-ordinator,recentlytoldus thattheirrecentspeaker,F.G.Maccabee,authorof 'LightAircraftDesign',gaveaverygoodtalk(so goodinfactthatIlewasstillcontinuinginthecarpark oftheFlyingHorse,Kegworth,afterclosingtime). Stewartalsotoldusthatthenewslettercirculationlist hadrecentlyheen'pruned'—ifyounolongerreceive yourcopyoftheStrutnewsletteritisbecauseyouhave notpaidlately

FromtheSOUTHERNSTRUTwehearthatthe organisationoftheirJubileeRally,June6-7,iswell underway,andthatcampingisavailableontheairfield.Strutco-ordinatorLaurie(thenosh)Mansfieldis preparingfortheeveningbarbeque.

AnewsletterfromtheWESTMIDLANDSSTRUT tellsusthattheyarenowmeetingatRAFStation CosfordonthefirstWednesdayofeachmonth.It wouldappearthatonehastobeaStrutMemberto obtainsecurityclearancetoentertheStation.the positionfornewmembersisthereforeobscure: furtherinformationcanbeobtainedfromMalcolm Robins,Tel.Uttoxeter(08893)4051.Cosfordisavery interestingStation,asitholdspartoftheRAF Museum'scollectionofaircraftincludingLincoln, Vulcan,York,Bleriot,Catalina,Liberator,Mosquito, SpitfireandTSR-2,tonamebutaveryfew

FromtheREDHILLSTRUTwehearthatfounder memberMikeHallamhasretiredfromthepostsof StrutCo-ordinatorandnewslettereditor.Thislatter jobisnowinthehandsofDickBarnby,Myrtle Cottage,LowfieldHeath,Crawleyandheisonthe lookoutforanypublishablenews.

TheNORTHWESTERNSTRUTseemtobe

workingtowardsatakeoverbidfor 'Popular Flying'. TheFebruaryissueoftheirnewsletterisatwentypage editionwithmanyverygoodarticles.ProjectNews andeventheirversionofAircraftfortheHome builder.Ouronlywishisthattheysendussomeof theirsparearticlesforinclusionin 'PopularFlying'.

From theMarchnewsletteroftheNORTHKENT STRUTwelearnthatHeadcornAerodrome(Lashenden),usedbytheStrut'smembersandothers,had enforcementnoticesserveduponitsowner,Chris Freeman,bytheKentCountyCouncil,operative fromSeptember1976.Followingreceiptofthenotices, anobjectiontothemwaslodgedbyChris,thelocal enquiryretheenforcementnoticeswasbegunon8 MarchatCountyHall,Maidstone.Forthosenot familiarwiththisairfield,itwas,beforethewar,a privateairfieldbelongingtotheFreemanfamily. DuringthewarHeadcornwasanauxiliarylanding groundandwasusedinturnbytheCanadianAirforce,theRAFandAmericanAirforce.

Thefieldwasagainusedforcivilflyingfromtheearly 1960'stothepresentday.In1971thefieldwaslicenced bytheBoardofTrade.Theenforcementnotices,if carriedthroughtotheultimate,wouldmeanthatuse ofHeadcornWouldbeconfinedtotheFreemanfamily only,underthetermsoftheTownandCountry PlanningAct,1971.Theoperatinglicencewhichnow existswouldautomaticallyberevoked.

Thisisyetanothercaseof'BigBrother's'thumb usedtoerasetheexistenceofanotherofourairfields, wemustnotallowtheplantosucceed,forifitdoes, thenthisisthesmallendofthewedge.Thereforeitis thedutyofeachoneofyoutowrite,objectingtothe proposedclosure,statingtheappealreference: APP/5278/C/76/4311-4467,toE.L.Crawford,ARIBA, InquiryInspector,DepartmentoftheEnvironment, BecketHouse,LambethPalaceRoad.London,SEI 7ER.

M.K.G.

JANE'SPOCKETBOOKOF HOME-BUILTAIRCRAFT

CompiledbyMichaelJHTaylorEditedbyJohnWRTaylor

Withmuchthesamespiritofadventurethatinspiredtheearlypioneersofaviation,moreand morepeoplethroughouttheworldareusingtheirskillsandtimetoconstructaircraftintended torevivethemagicof realflying.

Thesearethehome-builts,andnowadaystheyrepresentanoteworthyproportionofthetotal numberofprivately-ownedaircraftontheworld'slight-planeregisters.

ThisnewPocketBookfromthepublishersof Jane'sAlltheWorld'sAircraft describesand illustrates125suchaircraftfromtheAbeMizet II totheZenairZenith,bywayoftheChasle Tourbillon,EAABiplaneandBurtRutan'srevolutionaryVeriEze.

Foreachtypefullspecificationsaregivenplusabriefhistoryofitsdesignanddevelopment, andwhereappropriateanaddressisgivenwheredetailsorplanscanbeobtained.

'Maintains Jane's customaryhighstandardsandisunique in itscomprehensivecoverageof theworld'scurrenthome-builtaircraft.'

AirCommodoreGJCPaul,CB,DFC,FRAeS. PresidentofthePopularFlyingAssociation

256pp£2.75(PVClimp)

£3.75(hardback)

DANGERAREASAdvicetoPilots

A.I.C.I. No.77/1976highlightedtheriskpresented tocivilpilotsbytarget-towingmilitaryaircraft.Thisis onlyoneofthenumeroushazardswhichmaybe encounteredinornearadangerarea,andincidents haveoccurredinwhichcivilpilotshaveenteredactive dangerareaswherepenetrationshaveleadtoairmisseswithmilitaryaircraftoperatingwithlive weapons.Ineitherevent,essentialmilitarytraining canbeseverelydisrupted,andlivesendangered.

Thereisnocompulsionforcivilaircrafttoavoid themajorityofdangerareas,butpilotsarereminded thatsomedangerareascontainairspaceprohibitions madeundertheMilitaryLandsAct1892(asituation explainedinA.I.C.No.15/1976).Itisalsoopportune toremindpilotsthatthe1.C.A0.definitionofa dangerareais"Anairspaceofdefineddimensions withinwhichactivitiesdangeroustotheflightofaircraftmayexistatspecifiedtimes.Theeffectofthe creationofadangerareaistocautionoperators,or pilotsofaircraft,thatitisnecessaryforthemtoassess thedangersinrelationtotheirresponsibilityforthe safetyoftheiraircraft."

Itisappreciatedthattheremaybeastrongtemptationtoflythroughanapparentlyinactivedangerarea duringtheScheduled,orNotified,periodofactivity ofthatarea:butappearancesmaybedeceptive.A goodexampleisEGD129Weston-on-the-Green,a dangerareawhichisoftenpenetratedbycivilaircraft: inthisarea,personnel,upto25atatime,aredropped usingthefree-fallparachutingtechnique.Bodiesfreefallingfrom10,000feetmightnotbeseensufficiently soonforadequateavoidingactiontobetaken, especiallysincehigh-anglevisionisrestrictedinniany lightaircraft

Air-to-groundtiringrangesoftenappearinactive totheeyeoftheitinerantaviator,butashort-cut acrossthedangerareamightwellleadtoanairmiss, orcollision,withahigh-speedmilitaryaircraftwhich, aminuteearlier,wasupto10milesawayturningonto itsattackWheninsidethedangerarea,thepilotof themilitaryaircraftdoesnotexpectacivilaircraftto

BookReview

Jane'sPocketBook14—HomeBuiltAircraft. PublishedbyMacdonald&Janes,LibraryEdition, Price£3.75.PaperBackEdition£2.75.

ForsometimenowJane'shavebeenpublishing smallspecialistpocketbookswhicharederivedfrom thatmammothundertaking—Jone's AlliheWorld's Aircraft, andnowatlastisamuchneededbook tocoverhomebuiltaircraft.Thetaskofcompilingthe pocketbookhasbeenmadesomewhateasierbythe factthatJane'snowhasaspecialsectionforhomebuntsandthepagesfromthepocketbookaredrawn fromthemainpublication.Itisafascinatinglittlebook andamustforthehomebuildingenthusiastOnthis firsteditiontheEditorshaveobviouslyhadavery difficultjobtokeeptoaneconomicsizeandatthe sametimetodecidewhattoputinandwhattoleave out.Sonieverywellestablisheddesignsdonotappear butsomepracticallyunknownonesdo.Nodoubt successiveeditionswillgetthebalancejustrightbut theEditorshavefullmarksforthefirstattempt.The bookhasaphotographofeachaircraftfacedbythe particularsonthefacingpage.Spacehaspresumably preventedtheverygoodthree-viewdrawingswhich have madefane's famous,butmaybethesemayappear atalaterdate.Iamsurethedrawingswouldbevery welcometoallwhowillbuythisbook.Itisanexcellent littlebookandwellworththemoney.

F.IN.W.

flyinfrontofhintandisconcentratinguponhisattack procedure.Hisabilitytotakeadequateavoiding actionmaywellbelimitedbyhismanoeuvreenvelope which,athighspeed,islikelytooccupyagreatdealof space.

Onepointthatcannotbeover-emphasisedisthat theactivitylistedatRAC5-2intheU.K.AirPilot describesonlythetypeofactivitymostlikelytobe encounteredinaparticulardangerarea.Areasare notreservedforonetypeofactivityonly,and,infact, variousactivitiesmaybeencounteredinonearea simultaneously.Thesehazardsmight.forexample, includeballoonstetheredbysteelcables.

Whilemilitaryaircraftengagedinpre-setrange patternsoutsidedangerareaswillfollowthenormal RulesforAvoidingAerialCollisions,itissuggestedat paragraph2.1.RAC5-1-1,thatpilotsofitinerantaircraftflyingclosetodangerareasshouldkeepalookoutforsuchaircraftand,bytakinganynecessary evasiveaction(unlesstheRulesforAvoidMgAerial Collisionsrequireotherwise)ingoodtime.permit hemtocontinuethesemanoeuvresunhindered.

Allpilotsshouldthereforeappreciatethattheairpacearounddangerareasmaywellbecongestedand houldavoidtheseareasbyaswideamarginas iossible.The"see-and-avoid"principleofopenF.1.R. flyingshouldberigidlyapplied.Suchself-discipline houldhelptorestrainthepossibleexpansionof langerareasMgeneralandobviatetheneedtoincrease hesizeoftheexistingbusierrangestocontainthe completeattackprofile.Aboveall,itshouldreduce theriskofcollision,andtheincidenceofairmiss occurrences,betweenaircraftofwidelydifferingperformancecharacteristicsengagedonavarietyofroles intheopenairspaceoftheF.1.R.

ReprintedironianAeronaulicalIplararationCircular issuedbyiheNationalAirTragicServices.

Doncaster Sailplane Services for

HOMEBUILDERSSUPPLIES

G.L.1aircraftbirchply0.8mmto5mm. Fabric-2weightsforsupportedandunsupported areas.

Dope—tauteningandcolouretc. Jointingcompound—forwood/metal. Spruce,DouglasFir,WhitePine,Ash,gradeA. A.S.I.V.S.I.compassesetc.etc.

5.5I4andS.510steelsheetandT45tubes. Controlcablemadeuptoorder.

V.P.1.StrutTubes,UndercarriageStock. Cavalierplansandallrawmaterialtobuild. Fibreglassandresin,releaseagent,pigmentetc.

Sena's.a.e.forpricelist

DearSirs, GYROUPSET

Thankyouverymuchindeedforyourgoodwishes formyrecoveryaftermyembarrassing"upset"with mylittletwo-seaterautogyro,asexpressedonpage25 of PopularFlying forJan/Feb.77.

Iampleasedtosaythattheaircraftwasdismantled andcompletelyre-built,withtheexceptionofthe rotors,whileIwasstillinfull-lengthplaster.Muchof thetimeIhadtorollaroundthe"hangar"floor;it's quitedifficultwhenyoucan'tkneelorcrawl,orstand upwithoutusingbotharms!

Quiteconsiderableforcewasinvolvedintherotorinduceddamage.Thefuselagewasacceleratedso rapidlyintherollingplane,toport,thatbothpilot's andpassenger'slapstrapswerebroken.Myrightleg wascaughtintheaircraftbythenosewheelsteering assembly.Iwasluckymyfootstayedonatall!

Somedesignimprovementshavebeenincorporated inthenewtwo-seater,whichhasanewprimary structure.

TheC.A.A.Medicalspecialistswereveryco-operativewhenIneededtoflytheRolls-Royce0-200-B poweredWA-I17foraUnitedNationsFood& AgricultureSeminar,carryingmulti-bandremotesensingequipment,inmid-July.Althoughinfulllengthplasteronmyrightleg,Iwasabletogetenough "wiggle"ontheruddertoflytheaircraftonlysometen weeksaftertheaccident.ThedelegatestotheSeminar seemedsurprsiedtoseeapairofcrutcheshandedto thepilotafterhe'dextricatedhimselffromtheautogyro.Itwascertainlygoodformoraletoflyagain, althoughIcouldnotdriveacar.

Anyway,allisnowbacktonormal,andI'mvery busyindeed.Manyprojectsareunderwayatthesame time,withtheworkingrolesofmyautogyrosfor variousremote-sensingjobsnaturallytakingpriority.1 expectonetobeflyingshortlywithinfra-redlinescan, micro-waveradiometerandmulti-bandphotographic system,allgoingatonce!It'sinconnectionwithwater resources.TheWA-120isduetogototheScience Museumforanexhibitionthereofremote-sensing.

Meanwhile,the120h.p.superchargedradialtwostrokeenginedWA-118isundergoingacomplete re-designandre-build,toconformtomylatestideas. Itshouldbegood,ultimately,foraltitudesexceeding 30,000ft.

Incidentally,theautogyroWorldRecords,for straight-linenon-stopdistance,andduration,have nowbeenofficiallyhomologatedinClassE3(anyautogyro)andE3A(autogyrosunder500kg.a.u.w.)by theF.A.I.TherearestillfiveWorldRecordsinthe100 km.closedcircuitawaitinghomologation,butthe TypeWA-116/McandWA-116/Fnowholdevery worldrecordforultimatespeed,height,rangeand endurance.

Onthefixed-wingfront(yes,Idostillflythem!)the replicaofthe1909"Wallbro"Monoplane,thefirst aeroplanetobemadeofsteeltubing,isproceeding well.Ihopeforfirstflight(whichwillbeapretty cautious"hop",Idon'tliketheideaofliftingtailplanes)laterthisyear.

Thanksagainforthekindwishes;allthebestto youandallintheP.F.A.

Yourssincerely,

DearSir,

VISITINGDUXFORD

IntheJanuary-Februaryissueof PopularFlying, on page23,inthelastparagraph,yousaythatpilots wishingtovisitDuxfordbyairnotonlyhavediscouragingrulestocopewithbuttheyarealsogiven theimpressionthattheairfieldadministratorsdonot welcomevisitorsbyair.MayIexplainfurther?

AlthoughboththeImperialWarMuseumandthe DuxfordAviationSocietywouldliketoencourage visitors,theairfieldisstillownedbytheMinistryof Defence;itisnotpartoftheMuseumsiteandrules madebyM.ofD.forlandingtherecanonlybepassed ontoprospectivevisitorswithourregrets.Imake quitesurethatpilotswhoringinunderstandthatwe regretitverymuch—therulesarenotofourmaking. Incidentally,theinsurancecoverrequiredis£150,000 andnot£100,000asyousaid.

Wesincerelyhopeandalmostconfidentlyexpect theserulestoberelaxedsoon.Pleasewatchtheentry inU.K.AirPilotforchanges.

Yourssincerely, DONSEEN/I/AY, DUXFORDAv.Soc, Chairnian IT/OXFORDAIRFIELD,CAMBS.

*** *

DearSir, LUTONMINORS

Theproprietorofthe'CharnwoodHotel"in Enderby,Leics.,aMr.CarabinewhohasaWallis Gyrocopter,loanedmesomeaviationmagazinesto readwhenIwasstayingatthehotel.

Iwasquiteexcitedtoseethepre-warphotographs, andtoreadthestoryaboutMr.BillMason,withhis sonJack,andhisLutonMinor.ThiswasMr.Vaisey's article"LutonSquadronNews"ofcourse,inVol.20, No.6.

Ihadmyself"helped"Mr.Masonatleastonone occasionwhenhewasbuildingthisairplane.Ihave oftenthoughtabouthimasIwasanapprenticeat Shorts'SeaplaneWorksandknewhimquitewell.He wasoneofthese"neargenuis"andconsequently alwaysinterestingtotalkto.

Iwouldlovetogetintouchwithhimandwouldbe mostobligedifyoucouldletmehavehisphonenumberoraddress.

IthinkBillmightremembermebutIdidnotknow hissonquitesowell.Jackwasshotdownearlyinthe warandwasaprisonerinGermany—Ilastremember meetinghiminapubontheRochester-Maidstone RoadoneitherV.E.orV.J.Dayjustafterhisreturn fromGermanyandcompletewithafewS.S.trophies.

Bill,andI'msureJack,hadsomanyintereststhat hebecameoneofthe"mostunforgettablecharacters Ihavemet"inmylife.Itwouldbeinvigoratingto hearthestoriesoftheeventsofhislifeovertheyears sincethewar.

Yourssincerely,

TONYRose

P.S.—Iwasalsointerestedtosee,inanotherissueof PopularFlying abeautifulperspectivedrawingofthe Pazmanyairplane—Isuspectthat"Les"Pazmany drewthathimselfasheisanexpertdraughtsmanas wellasaverycompetentengineer.Ihavealsohadthe pleasureofworkingwithhimatG.D./Convairin SanDiego.

K.H. VVALLIS

REYMERSTONHALL NORFOLK

"HERONSGATE,"5RIVERGARDENS, BRAY,MAIDENHEAD,BERKS.SL62BJ

DearSirs, VINTAGEAIRCRAFTINDEVON

IwasinterestedtoreadinGroupNewsinthe January/Februaryissueof PopularFlying, oftheprojectoftheS.WalesSwallowGroupinrestoring SwallowG-AFGD.Asthearticlestates,thisaircraft wasstoredformanyyearsinDevon.

Whatisnotstatedisthattheaircraftwasstoredata farmbelongingtooneBertramArden,nearExeter,in cornpanywiththefollowing: I.SurreyFlyingServicesAL.1G-AALP.

DH82AG-ACDA(thefirstDH82/)

SwallowsG-AFGCandG-AFHC TaylorcraftPlusC.2G-AFTN

Mysourceofinformation,LeslieHunt's"Veteran &VintageAircraft",statesthatMr.Arden'sairciaft were"apparentlybroughtoutandtaxied,though seeminglyheisnotpreparedforthemtobeviewed exceptfromadistance."

ThefactthatG-AFGDhasescapedfromthis strangesituationleadsmetowonderwhetherthe collectionhasbeenbrokenup,andifso,whathas happenedtotheotheraircraft--theyarcallworthy candidatesforpreservation,especiallytheAL.1.

Cananyone,especiallyWestCountryreaders,cast anylightonthis'?

Yoursfaithfully, AP.K. WILLIAMS

176Winirr HARTLAM: BARN[S,LONDON S.W.I3

DearSir, LUTONMINORS

InoticefromMikeVaiseysarticleinthelatest PopularFlying thatheseemstoconsiderthefolding wingLutonMinoranovelty.

AstheoriginaldesigneroftheLA4aMinorand founderofPhoenixAircraft,IthinkIshouldadvise youofwhatIthoughtyoualreadyknew;namelythat therevisedversionoftheMinor,nowstyledtheOrdHume0-H4BMinor,isofferedforamateurconstructionwithfoldingwingsandtailasstandard. Shouldyourequireanyfurtherdetails,pleasedonot hesitatetocontactme.

AnnmitW.J.G.ORD-Hum,

I4Ecitwool)RoA

CHSWICK, LONDON W4

Sorry,InawhilsttheMaga..-rineEditorsarewellaware oftheexistenceofthefoldingwingversionoftheLuton Afr.Ord-Ilioneshouldbeequallyawarethatwe makeapointofnotadvertisingordrawingourreaders' attentiontoadesignwhichhasnotyetbeensubmittedfor approvalfromP.F.A.Engineering.Itwouldbeugbrtunatetowhetmembersappetitesfordesignsivhichmaynot proveacceptable.Beforereadersreachjbrllwirpens. weagreethwanexceptionwillhavetobemade.for entriestothedesignconipetition,butwejUelthatmembersreadingthesedetailswillrealisethat,intheearly stagesatleast,theyarepipe-dreams,someofwhichwill cometofruition,andsomeofwlilchmayproveimpracticablebeförethefirstwoodiscut.

Editors.

CAVALIER SQUADRON NEWS

byDavidBuckle

Bynow,mostregisteredconstructorsshouldhave receivedaquestionaire,whichwillbeusedasabasis foraCavalierconstructors'mutualaidscheme.Ifyou arebuildingaCavalierandwouldliketohelpother builders,orreceivehelpfromthem,andyouhavenot receivedaquestionaire,pleaseletmeknow, Ifandwhenthisschemcgetsofftheground,the CavalierSquadronNewsFeaturewilldisappearfrom PopularFlying sincethedesignhasprovenrelatively easytobuildandtroublefreeinservice.Ofcourse, engineeringbulletinssuchasthelatestmissivefrom K.&S.Aircraftwillbenotifiedinthemagazine,just incasealonebuilderwedon'tknowaboutislurking outtheresomewhere.

Briefly.theK.&S.Bulletinstates:"TheS.A.102.5 Cavaliermustnotbeconvertedtoretractablegearas thechangesrequiredwillweakenthewingstructure andcouldcausestructuralfailureinflight."

Severalbuildershaveaskedaboutpropellersizes andithasproveddifficulttopindownthe"ideal" combinationsincetherearesomanyvariables.Howeveritisinterestingtonotethattwoexpertprop. makerscameup.quiteindependently,witha70"x54" propellerforthe125h.p.Cavalierandexperiencewith. theaircraftnowflyingindicatesthatthisisagood ch.oice.

STOPPRESS—Fromthe P.F.A.Office

NominationsarcinvitedforP.F.A.ExecutiveCommitteeMembers.

Nominationsrequireaproposer,aseconderandanindicationfromthenomineethathe/sheiswilling toserve.NominationsmustbereceivedbyP.F.A.HeadOffice21dayspriortotheA.G.M.,whichisto beheldonJuly3rd,1977atSywell.

SuggestionsarealsoinvitedfortheRoderickTurnerMemorialTrophyandtheLoisParkerMemorial Trophy.Fordetails,seepage20oftheMarch/Aprileditionof PopularFlying.

PrimaryVFR

LowCost,Compact NavcomandTSO'd

Transponder: RT-553Navcorn, RT-777Transponder....

Total$1840

Options(add$): RT-553withAuto Omni$75,RT-553A (720CornChannels)

$100

SplitNay-CornVFR

IndependentSetsfor SimultaneousNavand CornOperation:RT-551 Corn,R-552Nay, CID-552NayIndicator, RT-777Transponder...

Total$2630

Options(add$):RT-551A (720CornChannels) $100,R-552(withGS/ DMESwitching)$65, R-554NavwithIntegral GlideslopeReceiver $560,CID-554(with GlideslopeIndicator)$75

PrimaryIFR

BudgetPricedAvionicsPanelforMinimumIFRCapability:A-550AudioArnplifier, RT-551Corn,R-552Nav,CID-552Nav Indicator,RT-553Nay/cornRT-777Transponder...Total$4060Options(add$): AM-550AudioAmplifierwithMarker BeaconReceiver$265,RT-551A(720Corn Channels)$100,R-552withGS/DME Switching$65,R-554 NaywithIntegralGlideslopeReceiver$560, CID-554NavDisplay withGlideslope Indicator$75,RT-553 withAutoOmni$75, RT-553A (720Corn Channels) $100

TrainingIFR

MinimumPanellnstaationfor

InstrumentFlightTraining:AM-550

AudioAmplifier&MarkerBeacon Receiver,RT-551 b Corn(360 Channels),RT551ACom(720 Channels),R-552 Nay,R-554Nay (withGlideslope Receiver),CID-552 NavDisplay.

CID-554Nay

Displaywith GlideslopeIndicator,R-556E ADF,RT-777

Transponder....

Total$7140

Pricessubjecttochangewithout notice

PrecisionIFR(TSO'd IncludesDME,IntegratedHSIandEncoding Altimeter:AM-660AudioAmplifierwithMarker BeaconReceiver,RT-661Com(360Channels), RT-661ACorn(720Channels),R-662Nav,R-664 CID-664NayDisplay NavwithGlideslopeReceiver, IM:13ME-Jfl....f.):

withGlideslopeIndicator, NSD360Navigation SituationDisplay, R-556EADF (non-TSO'd),RT-777 Transponder, 1U306Encoding Altimeter,RT-888 DME....Total$15625 Options(add$): NSD-360Slaved& Lighted$979,1U306

EncodingAltimeterLighted$75

RT-667Transponder

Fitsstandardinstrumentcutout.An availableoptiontotheflatpack transponderinallsystems-add$50

seel PDC:Co

Finals..

InournowhighlyorganisedP.F.A.Office,wehave asystemwhereeveryexecutivememberandevery departmenthasit'sownin-tray.Therearetraysfor everyonefromtheChairman,throughengineering, strutandgroups,downtotheEditorslowlytray.From thesewecollectourincomingpostorinformation,or itispostedtous.Wehavelongsuspectedthatanyone visitingtheP.F.A.Offices,withapieceofpaperwith noobvioushome,havebeenslippingitintoOUR basket.Afterall,theywouldn'tdaretodothattothe Chairman,wouldthey?

Wealsohaveahighlyefficientsystemfordealing withHeadOffice'sincreasingpost.Aslettersare opened,theyhavearubberstampappended,indicatingtheexec,ordepartmentthattheyareforwarded to.Wehaverubberstampsindicating'Engineering', 'Treasurer'andsoon.Butwedon'tseemtohave stampsFor'don'tknow'or'bloodysillyquestions'.It seemsthattheselatterfallintoacategorywherethe nearestrubberstampisused,andforreasonsunknown tous,thisusuallyistheonewhichsays'Editor.' WhichexplainswhytheEditorsareindentingfora biggerin-tray.

Alltheabovewaffleisintendedtoback-upour excuseforhavingoverlookedaratherinteresting 'handout'whichmusthavearrivedinthetraybefore Christmas.ItisfrontaSuffolkFirmwhoofferpracticaltrainingintheuseofsurvivalequipment,asthey say,aimedatthepracticalapplicationofknowledge, andwhereverpractible,demonstrationsorhandlingof theequipmentratherthantheory.Actualfiringof rocketsandpyrotechnicswillbecarriedout.Land survivalcoursesarealsoavailable,involvingffivingoff theland'inremoteareasanddealingwithsimulated emergencies.

Weunderstandthatthesearealsoavailableaslong week-endcourses,whichmightseemintelligentfor thoseofuswhoflyinthelesserpopulatedareasofthe U.K.Thissoundslikeagreatideaforanorganised StrutWeekend,tolearnalittlemoreonhowtostay alivewithanaeroplane.

Onthesubjectof'longWeekendCourses',there seemsmuchtorecommendthem,asanextra—strut activitythatcanbeorganisedwithhalf-a-dozenorso people,togooutandexperienceanewanduseful activity,whichcanalsomakeasuitablesubjectfora winterlecture.YourScriberemembersasimilar organizedweekendtrainingactivityafewyearsago, arrangedatthatparticulartimebythelocalAero Club.WewentdowntoDorset,abouteightofus,for alongweekendandattendedlecturesandtrainedlike mad.Awonderfullysuccessfulcoupleofsocialevenings,butunfortunately,frommypointofview,the wholesessionwasatrainingcourseforaparachute jump.Ifyouareasking'did?,thentheanswerisyes, Ileaptoutofaperfectlyservicableaircraftwitha bundleoflaundryonmyback.Icanonlysayfirmly thatthatwasmyfirstANDLASTexitfromanaeroplaneinthatmanner.IhopeIhavemoreintelligence now!

AsMemberswillnowhavebeeninformed,through theirNationalCouncilRepresentative,theCommittee decidedtoreplacethebus,whichhasbeenwithusfor fouryearsnow,withamoreviablevehicle.Itwasfelt thatasingledeckercoachwouldfulfillourrequirementsbetter,causelessnavigationhazardsfordrivers seekingtoproceedundertoo-lowbridges,beeasierto maintain,havealuggage-lockerundertherearforthe 'equipment'and,aboveall,becapableofmorethan

PopularFlying,May-June,1977

the43m.p.h.speedevidencedbyourlongfaithfulbus. Itwas,therefore,withgreatsadnessthatthebus wasdisposedof,notforscrap,thankgoodness,but forrestoration,andadecisionwastakentopurchasea coachtoprovideforthenecessaryP.F.A.transportation.Atthetimeofwriting,thereplacementcoachat therightpricehasnotemerged,andsotheP.F.A.is without'Official'transportationatpresent.However, withtherallyseasonjustunderway,wewillobviously havetohiretransporttofulfilourcommitmentsinthe interim.

OnthesubjectofFly-insandRallies,therearesome thatneedclarification.LastIssue,welistedMay22nd atOldWarden,asa'taildraggersfly-in'.Itseemsnow thatthisparticularmeetinghasexpandedandincludes anA.O.P.A.fly-inandconference,organisedbytheir specialeventsdepartment,withaninvitationtothe P.F.A.,thedeHavillandMothClubandtheAuster PilotClub.Itseemsthatthisparticulardayissetaside forinformalconferences,discussions,debatesand socialactivities,withalistofspeakersfortheday's events.Sinceallthisinformationisculledfrom A.O.P.A's.Magazine, LightAviation, andtheP.F.A. HeadOfficeseemtohavehadnoadvice,wecanonly assumethatthe'day'is'on',andthattheremustbea lackofcommunicationsomewhere.

Stillonfly-ins,theremaybesomeconfusiononthe twoeventsinJunescheduledtotakeplaceatShoreham. OnJunethe6/7th,thelocalStrutareholdingtheir rally,withovernightcamping,dancingtoagroupand barbecue.Onelandingfeecoversallmovementsfor thetwodayrally.TheShorehamAirDay,June26th, asadvertisedlastissue,istheAirport'sownactivity,foramassiveflyingdisplay,includingallthe armedservices,thatisguaranteedtogetallthelocal aggro-erswritingtothepress.Nevertheless,P.F.A. participationisaskedfor,partlyintheformofstatic exhibitsandpartlyintheformofaflypast.There aremanycompetitionsonthisdaywithalargebottle ofScotchgoingtothewinnerofthesealedtimeof arrival.Staticexhibits—Oh—well,perhapswecanput StanleyLauderinaglasscase.

Anothereventthathasbeendrawntoourattention, isaspecialprogrammearrangedattheHendon Museum,byouroldFriends'Arms&ArmourPress', tolaunchthepublicationofthe LancasterManual, attendedbymanydistinguishedguests,andaccompaniedbyauniquecolourfilmonoperationsin WorldWarII.Moredetailsfrom01-794-0246.Thisis scheduledfor14thMay,1977andrequiresa1entry fee.

EnjoytheSky.Youhaveprobablybeenfollowing thisseriesofarticleswrittenbyBobLowe,onhis buildingoftheVP-1.Asthereisacompletelackof suchinformationandexperience,theMagazineCommitteedecidedtore-printthesearticlesinonepublication,whichwillbethesamesizeastheMagazineand contain44pages.Thiswillbeavailableasa Popular Flying Publication,at£1postfreeandis,wethink,the onlystoryyettoappearinthisCountryofahome aircraftbuilder'sday-by-dayexperiences.So,youcan buy,forEl,thecompleteexperiencesofahomebuilder.NOWFORTHESPECIALOFFER!The firsttwenty-fiveordersfor EnjoytheSky, toarriveat theP.F.A.Office,willreceiveacopyautographedby RobertLowe.

Justsendinyourremittance,theofficewilldothe rest.

POPULARFLYINGispublishedin Januaryandthereafterinalternate months.Alladvertisementstobesent to:AdvertisementManager,Popular FlyingAssociation,TerminalBuilding, ShorehamAirport,Shoreham-by-Sea, Sussex.

Semi-displaypercolumninchL5-00. Lineage(minimumthreelines)perline 50p.Discounts:seriesofthree5%. Seriesofsix10%.Agencies10%.

FREE!!tiltrenjbetrosarFeouniowFerieleAdverts.peryear,subjecttobeingofnon-businessnature andtospacebeingavailable.

Q uoteMembershipNo.

For£1-50wewillincludeaphoto ofAeroplanesforSale.

ThePFAdoesnotnecessarily guaranteeorendorseanyproduct offeredthroughouradvertising.

Members'attentionisparticularly drawntobuiltandpartly-builtAircraft.Theyshouldsatisfythemselves thatthemachinehasbeenclearedto P.F.A.standardsiftheysubsequently intendtooperateitthroughthe P.F.A.Airworthinessfacilities.

HONIEBLILDER or S— FMaterials. Machining,Welding,Fabrication andInspection--calluson: 0494-35342. PractaviaLtd.,WycombeAirPark, Bucks.

PLANS!PLANS!PLANS!

A FROMODELLERPLANSSERVICE is en Worldrownedforitsvastrangeof subjects.Flyingmodelsofalltypes plustheuniquescaledrawingsseries esmanyPF.A./E.A.A. whichinclud subjects,e.g. CURRIE WO1,ISAACS FD H IC/& SPITRL,s S2A, THORP T18, TAILWINDetc. Sendforlatest AeromodellinangPlsHandbookMu.I price30p-F-10ppost.

Model&AlliedPublications

PlansService,P.O.Box35

HemelHempstead

HertsHP1IEE

HOME-BUILT AIRCRAFTSUPPLIES

A.N. andA.G.S.Hardware.Rivets aspeciality.4130and 1 .45steeltube. S.5I4steelsheet.Fabric.Dope. MaskingtapeSkinpegs.Flight instruments.U.K.Distributorsfor WESTACH engineinstruments.Lyster AviationLtd.,AviationWaySouthendAiroott,Southend-on-Sea,Essex.

MAGNIFICENT,Full-ColourPrint ofHawkerFury byGeoffShaw.

Writeto:

CornishPublications (PopularHying), P.O.Box8,Plymouth.

HANGGLIDERPLANS forsale.Co rn pletset,unused,withflyinginstruction forMcBroorn'Argus'of230sq.ft.Pries ge £5orwillexchanforTaylorMonoplane plans.Conditionimmaterialsolongas readable.ThesewillNOTbeusedfo building--onlyasinformationforpossible conversion.D.G.Anderson,6Burnside Place,Troon,Ayrshire,Scotland.

S.T.O.L.Performanceon1500VWandup.Foldingandroadahlew —onon wheels Or trailer.Easytofly.Cheaptobuild.Longestsinglecomponent12'9' long.Plansconsistof26highly-detailedsheetsplusriggingnotes,construction notesandmaterialslists.

PerSet—L15

InformationPack—75p

ERICCLUTTON,92NEWLANDSSTREET,SHELTON STOKE-ON-TRENT,STAFFORDSHIRE,ENGLAND.

FRANKLINENGINES foryourhomebuilt,60and125hpwillsoonbeavailable. FordetailssendS.A.E.toPractaviaLtd., WycombeAirPark.Bucks.Tel , 04943534i.

FREI)BUILDERS.Beup todate.Send orr w ectionst S.A.Eforfreelistofcodraings.EricClutton,92NewlandsStreet, Shelton.Stoke-on-Trent,Staffordshire.

WANTED.AcopyofHaraldPenrose's book"ThePioneeringYears.-Upto£15 offeredl n rnpting.Vane ormintcopy.OfferstoAla Dunn.130AbbeyRoad,Soing,Sussex,SN5OAD.

BESTPERFORMANCEPROPELLERS forVW Cont„Aeronca,etc. P.F.A. approved.MakerofBE2c4bladedprop asseenonB.B.C.TVseries'Wings.. BrianMills.Tel.022-026-2951.

FORSALE Cessna300.360channel radioandVOR.Tel.0463-83-242.

NIPPERIIIFORSALE completed1976 —1600ccengine—verylowhours(22hrs. onengine.12onairframetodate).Also setEAABiplaneplansforTaylorTitch orMono.ContactSunderland282203or 284731.

VOTMERSPORTSMAN ultralight amphibianforsale.CurrentC.ofA.Low houredContinentalC90pusher.2seatoUn sidebyside.Dualcntrol.iqueopporn tunitytosharethefuandversatilityof and combinedsealandplane,withoutthe time-consuminghardworkofbuilding. Tel.J.Crawford,IdeHill,Kent246.

FORSALE Dynamicthroatmicrophones •-brandnew.£6each.BrianMills.Tel. 022-026-2951.

FORSALEAstroliteamplivoxheadset. c Noiseancellingmike.Natoplug£20.3 brandnewpackswardaemshielded ignitionleads118.Phone01-346-3889 evenings.

IAYLORTITCH Projectforsale.Plans, spars,ribs,tailplane.elevatorandrudder, sprucetocompletewings,metalfittings, virtuallyallAGSparts sheetmetals, instrumentsVolkeswagenconversion plans(mint),etc.Everythingcostedat 1973prices,thelot£325.Toviewcontact RayWhite,21WenriseDrive,Minster Lovell,Oxon.Tel.AsthallLeigh370— eveningsorweekends

WANTEDcrankshaftgearforC90with electricstarter—Ecernden,GreatLane. ClophBedford0525-60412.

WANTED—Bensen gyro-gliderorgyrocopterifreasonablypriced.Detailsand pricetoS.Armstrong,BlackSpring, m,NrGrantham,Lines.or CastleBytha Tel.CastleBythom516.

BLACKPOOLAIRPAGEANT May27th,28th&29th

AllP.E.A.memberswithaircraft cordiallyinvited.Therewillbevarious advantagesavailabletomembers.

deloilsfrom- -

ERN rs-r tIORSFALI.

Preston718553

VW1500-1600ENGINES bothwithtwo TunasSR4m al ags.,£95each.soone GipsyMothpropellerandoneTerrier k2propell Mer.Bothserviceable,sorry nopaper-workBestoffers,S.A.E.onlyto D.Glover,Lineside,Hubberts-Bridge, Boston,Lines

WANTED 2seatbiplanewithspecialcat. C.of A. PhoneNigelShow,Dorchester 5489.

AIRCRAFTPLUGSPANNERj" AF withdrivebar£3.50postpaid.Without drivebar£1.20.Therealthing limited q uantityonly.Panelmountingtoggle switches.3way.springreturnorlockon. Idealfordualfuelgauge or on/off/test facility,highqualityEleachpostpaid. NarcoSimplexer28chVHFwithpower unit.goodorder.bargain£30.00.Engine cowlingsAuster/Lycoming Mk.5fuselage.undercarriagelegs.offers.Fewonly Aeroquipre-usablehoseends,straightot 45-bend r BSP50peachOthersizeson request,completehoses.norelease,state wantsWantedheatedpitotunderwing mounting12Vvacgauge21”smallventuri todriveturnindicator.DW.Buckle, MortonCarr,Nunthorpe.iddlesbrough. Cleveland.

CONTACTREQUIRED withPazmany buildersformutualassistance.Mr.P.H. Chamberlain,14MoatLane,Wickersley, Rotherham,S.Yorks,S66ODZ.Tel: Wickersley5601.

FORSALE ContinentalEnginehearerEmeraudeorwide2place,£25. suit BrianMills.Tel:021.026-2951.

JODELD117. 800hourstorunonC90 newpermit,VGC.Te1.0463-83-242.

AND WTE—ReasonablymodernNavrna condADF.Cash.Pleasereverse-ring 04326280daysor043276478eves..I. 0. Wallis.

ALARGEq uantityofgenuinelinktrainer instrumentsand air publicationsforsale orexchange.ContactGHarris,17 ChurchillAvenge,Boutue,Lincs.

PopularFlying,May-June.1977

FORSALETaylorMonoplaneGAVPX, NewC.ofA.Totaltime450hoursfull canopy.1500S.Volkswagenengine. SpringSteelundercarriage.Brakes.Steerabletailwheel.RadioandfittingsavailaHe.BasedatInverness.1:1250ono, Reasonforsale,underutilisationdueto instructingcommitments.ContactTim Griffith.Dallas(Scotland)274.

FLYIN...ToBAGBY (EASTPOINT).N.YORKSHIRE

SATURDAY—SUNDAY 23rd24thJULY,1977

GrassField—NoRadioNoLandingFees—Free(lamping MYSTERYPIOZLS!!!

GrandSaturdayNightKneesup... Entertainment--Prizes—Food RealYorkshireAle.. BringandBuyStall, Aerobatics.

SECOND ANNUALRALLY COMPTONABBASAIRFIELD nearShaftesbury.Dorset

MAY29th.1977

DetailsfromSecretary: StuartMcKay,0628-82-3475

FORSALEaveryprettyEmeraudeCP 301ACommIIaetc.£2350.Tel.Raiford 821404.

WANTEDVW1500or1600cc.,newor lowhours,alsowantedTypsyNipper,aircraftwouldconsideraircraftrequiring repairs.C. or A.etc.A.J.Gray,14Caer-narvonRd..Borras.Wrexham,N.Wales.

WANTEDFOR('90.0-200.Tocomplete myBeta.panofmagnetoswithgears (preferahlyBendix).0-200eamshart.ear burettor.enginecontrolsandintakehox. DetailspleasetoT.MartinJones.3t; SouthMenne.Chellasion.Kerby_Tcl. Derby701127.

CONTINENTALandVWcylinderhead machiningforsparkplugs.14mmand 18mmhelicoilsinserted.BrianMills.Tel_ 022026:2951.

NORTFIEASTSTRUT P.F.A.FLY-IN

13RUNtoN

NORTHUNIBERLAND

SATURDAY—SUNDAY 18th-19thJUNE,1977

BruntonisacompletesertieCuble. disusedairfield.Noothertraffic. Nocontrolledairspace.Noradio. Nolandingfees.Freecamping.

Refreshments,Competitions

Prizes.

Ftwihertient/1s: (it-encti.TayLEHI078373502 DsvioBUCK!)064236538

TURBULENTairframewoodwork90", omplete.plans,releasenotes,etc.,spac needed£75cash.SAE.onlytoD.Glover Lineside.Hubberts-Bridge,Boston,Lines

ANYONEinterestedinlbrmingaliving grouptooperateFromaSouthernairfield, Goodwood,Shoreham?orperhapsthere's avacancyinanexistinggroup.P.Lade, •Newcroft,'Hillhrow.Liss,Hants.

FORSALE—CurrieWottailplaneand fourwings.Someworkneededonthe latter.Tel.:E.Ray,Stonehouse(Glos.), 3348evenings.

FORSALE-NewnesAemEngineering, pre-war.6solumesplusdatasheets,all excellent.Otters,Hatfield63313.

MAGAZINESwanted—Vol6.No.2and Vol.8,No_5of PopularFlying. Offers pleasetoStuartMcKay.16Thatchers Drive,Maidenhead.Berks,SL63PW.

PARKAIRNipperradioforsale.Completewithheadset-mike,battery,harness, etc.Vetylightandsmall.Nearlybrand new.£250:RingI.Jennison0254830909.

Further&gulls: JOHN:Wittrust, 0845 23235 PHILIPLASSEN 08456 242 DissToBuc8i.: 0642 36538 AllcircuitstoSouth_ Landindirectionof"T-. Caution-Gradient

.AirenifiwithRadiocall Teeming124-4 5412'N0110'W

SPRITEBUILDERS.Inordertomak ureourrecordsarcuptodateandtha SpriteBuildersreceivethelatestmodilica ionsanddesigninlbrmationrequir ill planpurchaserstocompleteaques tionairerecentlymailedout.Someslues ionaireshavebeenreturnedtousdueIs - hangesoraddressthathavenotbeet :citifiedtous.WouldanySpritebuildei whohas1101receivedaquestion:lireant wishestocontinuetoreceiveinformatiot pleasecontactPractaviaLtd..Wycomb AirPark.Bucks.Tel_(0494)35342

MAGAZINEwanted-January1939copy of PopulurFlying tocompleteset.1:2paid I'mgoodcopy.Box101,P.F.A.Office.

AVAILABLE--SeveralQualifiedFlying Instructorsofferingtheirservicesona part-timebasistoPEA.Affiliatedtraininggroups.ContactMikeVakey(Group Secretary)orMichaelJoseph.c/oShorehairOffice.

FORSALE-FourLucasSR4magnetos onemagminuscap.OfferstoB.Arnall, 93HayhurstRoad.LutonBeds.(Luton 592635).

DRAWINGSMITaylorTitchasnew£12. 'Peacock'VWconversionplans£9.Small lengthsofT45tubingwithpaperwork£6. Phoneorca11es-eningsonly,S.Rose Brenaud,LondonRoad,Billericay,Essex, Tel.:Billericay3795.

DRUINETURBULENT—excellentcondition,only117hrs.totaltimesincenew. IhIlycowled1500VWengine2GPH., C.ofA.toDecember1977.£1.650o.n.o. Tel.:SouthOckendon3003,D.Goss.

WANTEDFORJODELDIIAplans, particularlyofwingandribs:ingorribs fromabandonedproject;propellorfor 65h.p.continental.JohnDeHe:veilingham,14CorbyRoad.Swayfield.Nr. Grantham.Lilies.Tel_CorbyGlen216 (holluelorSpalding66258(office).

WANTED—ContinentalC90or0-200 alternativeLyeomingtipto125hp.Plcferal*lowhoursalso3.25x12or3.25x 14ssheelrims.PhoneNewtonAbbot3533.

WANTEDJODELDIIundercarriage partsincludingbrakes.wheel,legs,etc. B.Arnall.93HayhurstRd.,Luton.Beds. (Luton5926351.

WANTEDforContinentalC90abarrel andcylinderhead,pairofmagnetos (BendixorEisemanni.andgenerator. BarrelandheadexaPC60GPHwoulddo. PhoneRonJones.Berkhamsted(04427). 4531.

WANTED--TipsyNipperaircraft.preferablywithcurrent C ofA.PhoneJ.E. Hobbs.Bembridge3219evenings.

WANTED—PFA-typeaeroplanesuitable orrebuildoralmostcompleteabandoned project.Details,price,etc.,toM.Hutton. 4SherringhamAvenue,Feltha.n.Middx. Tel.01890-6678.

PIPERJ3CUB1945.newimmaculate Fabric,CofAtillFeb.1978500hrs.to run,3gtds.perhour,£3400.RingMrs_ Allman.Crawley(0293)21095(evenings).

WANTED-TtmsterIPlansand/orprotect.AlsoWaiteMinor4-3105hpengine: BohWharton,63HeolGabriel.Whitchurch.Cardiff.CF41.1W.Tel.Cardiff 614873after9p.m:

PLANS:

MONO.Thepopularsingle-place.low wing,allwoodmodel.30to60hp. 100m.p.h.,with1300VWengine. Span21'lengthBrochure.35pplus 10pp.&p.:Plans,£12.plus35pp.&p: Constructionphotos.Front:Mrs_.1. Taylor.25ChesterfieldCrescent.Leighon Sea.Essex.

['ITCH.Asupersingle-place,losswing. aerobaticioureEracerSimpletobuild woodconstructionIbr40to95h_p. engines.Superbplansforthissuperbaeroplaneincludefullsizeribsheets.material listandnumetousadvisorynotes.Span 18'9":Length16'IV.Brochure,45pplus 10pp.&p::Plans,1:16,plus35pp.&p.: Constructionphotos.From:Mrs,J. Taylor.25ChesterlieldCrescent.Leighon Sea.Essex.

VP-1.Simplybuilt—VWpowered.Only oneverticalandonehorizontaltailempennage.Onepiecebentupaluminiumgear_ Simple3-bulkhead.woodfuselagewithno metalfittings or clothcovet.Noengine mount.Simplewing,plankspars,ribsstack-sawedfrom;."ply.EvansVP-1 roadtowswithouttrailer,andstoreseasily ingarage.ForPlanandBrochureprices seePF.A.officeadvertisement.

VINTAGE AIRCRAFTmagazine

FOR itslatestissue VintageAircraft Magazinetakesona slightlytransatlanticflavourwithmajorfeaturearticleson Lindbergh's"SpiritofSt.Louis"anditsnewhome,the NationalAir&SpaceMuseum,Washington,D.C.

CliffAnnistellshowherebuilthisHornetMoth G-ADKK(BestVintageAircraft,Sywell1975),Mike BarnettcontinuesthesagaofDuxford'sMustangrebuild andChrisWillswritesabouttheVintageGliderClub.

Addtotheseourotherregularfeaturesincluding DavidOgilvy's AirTest, A.J.Jackson's VintagePhoto Forum,NewsReview andournewreaders'letterspage Air - Mail andyouhavetheidealreadingmatterforall loversofoldaeroplanes.

April-JuneIssueavailable1-4-77.

Price45pplus15pp.& p. from VINTAGEAIRCRAFTMAGAZINE

137OnslowGardens,SouthWoodford,LondonE18INA England

ANNUALSUBSCRIPTIONS:£2.40 forfourissues.