Popular Flying May/June 1978

Allpricesaresubjecttochangewithoutnoticeduetoincreasesinpriceandcurrencyfluctuations.

Popular Flying

EditorialCommittee:

EditorialAddress'

PFAEXECUTIVE COMMITTEE

President: A/CMORE.GJ.C.PAUL,CIL,

Chan-man: E.FAULKNERBRYANT

Treasurer: L.SHAW,D.Ae.,C.Eng„M.R.Ae.S.,

EngineeringOfficer: I.V.WAI141-12.C.Fng.,FR.Ae.S.

CommitteeAfonbets:

JOHNDONEORD

TONY1-ARREI

1oN)KARLAD

ERNIEHORSFALL

MIKEJOSEPH

Al1-KNOWLES,0.EtA.L.('.

1AURIEANSI1E11)

SILHARIfMACCONNACHER

JOHNPOTHEVARY

ESRICHARDSON

MIKLVANE

Ell1WIIKS

IDIWM.PS

SecretaryGeneral: J.S.J,LAUDER

Founded1946

Individualmembership:E7.50p.a.

Thehandingandrepresentativebodyin theUnitedkingdomofconateur constructorsandoperatorsofultra-light andgroupoperatedaircraft.

(G.)P•E.A.(UTAH?)Ltd

COVERCOMMENT—

CliffAnnis,seenflyinghisDII-87B

HornetMothfromGransdenLodge.

PopularFlying,May-June,1978

27

TheviewsexpressedinPOPULARFLYINGarethoseofthe contributoryandnotnecessarilythoseoftheP.F.A.The Publishersretaintherighttorefuseorwithdrawadvertisementsat theirdiscretionanddonotacceptliabilityfordelayinpublication orLSE-clericalorprinter'serrorsalthougheverycareistakento avoidmistakes.

THELIGHTERTOUCH

firs(ofMarchIasiyear,Mr.NigelFoulkesbecameChairmanofC.A.A.,succeeding LordBoyd-Carpenter,whohaddirectedtheactivitiesoftheAuthoritysinceitsformation somefiveyearsearlier-

Alsoat(hattime.the(LA.C.)PrivateAlialionC01111/1illeeofIheC.A.A.wasformed, withseatsforthevariousofficialorganisationsinvolvedinprivateandsportingaviation, togetherwithseniorstafffromvariousdepartmentsOf(henewAuthority.Iwasatthatfirst meetingOnbehalfofthePopularFlyingAssociation.whichwaschairedby110lessaperson thantheIleadofC.A.A..LordBoyd-Carpenter.ItisnowchairedbytheNew/lead Man, Mr.NigelFoulkes,and Iamstillattending011Yourbehalf.

ThebenehtsofthisCommitteewerereadilyappreciated,andtheopportunitytomeetthe Top Manandhisseniorstaffonceinawhilewasnoiwasted;theP.F.A,pointofview beingputForwardwheneverthe oeeasioll demanded. Thisheraldedanewawarenesswithin theP.E.A. of theadvantagesofkeepingaclosewatchOnOurOwIl interesis.it shouldalso benoted(hattheP.E.A.pointofviewalwaysreceivedacourteousandsympathetichearing 11-0171LordBoyd-Carpenterandhisdeparineatal'cads,andstilldoesunderMenew Chairman.ThelevelofP.F.A.interestandparticipationhasincreasedantiextendedover thesepastfewyears,anditisfairtosaythatP.FA.r,nowcpresentedonalltheimportant Committeesrelatingtoit'soperation,bothwithinC.A.A.andotheroutsidesporting aviationorganisations(P.A.C.—N.A.T.MA.C.—C.A.A.C.C.—G.A.S.C.—R.Ae.C.— F.A.1.)10 mentionbut afew.

Whilstevermindfulthat-EternalVigilanceisthePriceofFreedom",wearealsoaware thatwcareunabletoscrutiniseeverydocumentthatpassesthroutththisvastC.A.A. machine,andsometimesmattersgoalongwaydownthelinebeforewebecomeawareof theirimportance.

Itwas,therefore,withgreatinterestthatIreadthewordsofthenewChairmaninhis introductiontothe76-77C.A.A.AnnualReport.In(heclosingparagraph.underthe heading—"RegulatorvStyle—ALightTouch"—henotesthatintheaviationworld, alreadyoverwhelmedwithrules,theAuthorityshouldaimforalightEnichwherepossible, Healsopointsoutthatregulationsshouldberegaldedaspartoraservicetoatiation,and wentOntosavthat-Thereaulatormustnotarrogantlyassumethatitalwaysknowsbest, orthatregulationscanneverbestreamlinedorcancelled"....Yes,heactuallywroteall thatandmore!(ialalowgritinethemusictogowiththesewords)forthisisindeedmusic toourears, Wethankvou,Sir,forthesewisewords,andlookforwardtothefuturewithnewhope— hopeForafuturenotquitesooverwhelmedwithnewrulesandregulations,chspensations, amendmentsandyetmorenewrules!

Theconsultancymachinerywhichalreadyexistsis,unfortunately,notalwaysfully understoodbysomeoftheparttimeandamateurorganisations.Thisfrequentlyleadsto MelastIllilltIledefenceof'ourposition'or'rights'andcannotalwaysbeblamedontothe C.A.A.(althoughthereissomeroomforimprovedcommunications).

TheP.E.A.hashowever,alreadyexperiencedthe'lightertouch'inrecentmonths,when N.AT.M.A.C.droppedit'sproposednewruleSO(I&10oftheA.N.O.—anotherround inthemandatorycarriageofaiadioinadifferentguiso—aftercarefullyconsideringthe P.F.A.pointofview.N.A.T.NI.A.C.calledaspecialmeetingofdieworkinggroup,to whichtheP.E.A.wasinvited,andresultedintheamendmentswesoughtbeingadopted, evenatthatlatedate(i.e.afterthedateitshouldhavebeenbeforeParliament).The foregoingillustratestheconsiderablegoodwillthatexistsinsomequartersofC.A.A.and N.A.T.S.inparticular,andawillingnesstoco-operateinsolvingjointproblems,taking intoaccountwellreasonedargumentswhenproperlypresented—whichbringsusbackto our need foreternalvigilanceetc.

ThePopularFlyingAssociation,alter30yearsorsoonthedefensive,isnowmoving forwardtolead(hebodyofopinionthatseeksaseparateidentityforsportingaviation as a recreationalactivity,andabetterunderstandinganduseoftheC.A.A.consultative processes,andperhapsanewsystemfornotifyingproposedrulechanges?...Forsome reasonorother.Ikeepthinkingofmyearlyglidingexperiencesandthewordsofmy instructorwhensoaringtheSouthDowns."Thelighterthetouchonthecontrols,the greaterthegain",heusedtosay—Hewasrightyouknow!

IwillletyouknowhowIgeton.

Photo:GordonBain

Trail li% (4,9 PFYINGPSS

ROILLASON's"LUTONBETA" AIRTEST

byAirCmodre.G.J.C.PAUL

IamsorrythatBOACwerethehrsttoinventthe slogan"Loveatfirstflight"becauseIshouldhave likedtohaveinventeditforthebeautifullittle RollasonLutonBeta,thesubjectofthisreport.Itis possiblethatthefirstreallybrightsunshineofa springdayhadsomethingtodowithit;butitwas obviousfromthemomenttheBetagotairbornethat shewassomethingquiteexceptional,andareal honey.Somuchso,thatwithoutmoreadoweflew offtoasecludedplaceinthesky,onthesunnyside ofsomebigshiningwhitecumulus,andthere,inair likebluechampagne,playedswizzlesticks.Afterabit whentheBeta'sG-metershowedplusthreeandabit, andminusoneandabit,whichisgentleforan aircraftstressedtonormallimitsofplussixand minusthree,anda50percentmarginontopof this—andfeelinghappyandexhilarated,andmore thanevercertainthattheBetaisanexceptional aircraft—wegotdowntothemorestaidandserious partofthisair-test.

TheLutonBetahasitsoriginsinthedesign competitionannouncedbyRollasonAircraftand Enginesinthespringof1964whichcalledforasmall racingaircrafttobepoweredbyaRollasonArden engineof55hp.,havingamaximumpermittedall-up weightof7501b.,andastallingspeednotinexcessof 60mph.Theresultsofthecompetitionwere publishedintheJanuary1966 AirPictorial and showedthat,outofoverfortyentries,thefirstprize hadbeenawardedtotheLutonGroup(Messrs. Sellars,Barton,Jenkinson,SmithandStyles)for theirdesignfortheBeta.Secondprizewasawarded totheTaylorTitch,andthirdtotheMitchellPrizemanScamp.TheMitchell-PrizemanScamp grew.upintotheMitchell-ProcterKittiwakewitha 100hp.engine;andsotoo,theBetahasmadeitsfirst appearancewithabiggerengine.TheBeta,however, wasdesignedfromthestartforenginesofgreater powerthanthe55hp.calledforinthecompetition;it isinfactnowofferedinfourversions(B.I-B.4),as follows:

B.1—Continental A.65giving65hp.G-ATLY firstappearedpoweredwiththisengineandina raceatTollertonin1967,sopowered,averaged 150mph.

B.2—ContinentalC.90-8tunedandmodifiedas requiredforFormula1racingG-ATLYwas

repoweredwitha90hp.engine,andinthisform in1968averaged165mph.inaraceintheIsleof Man.G-AWHV(usedinthisair-test)isalsoa B.2variant,butdiffersfromG-ATLYinhaving shortenedundercarriagelegs,andisfaster.GAWHWwillshortlyappearsimilarto-HV,and subsequentlyitisintendedtomodify-LYtothe samestandards.

B.3—PoweredbvtheArdemMk.XIfor Formula"Vee"racing.

B.4—Thisisafulltouringversionwith generator,starter,radio,flapsandextrafuel.

Construction

Thedesignisintendedtobesuitableforhome construction;bothforthisreason,andbecausethe highfinishobtainablewithwoodensurfacesas opposedtoverythingaugemetalseemedtooffer aerodynamicadvantages,thedesignersselectedwood astheirprincipalmaterial.Thefuselageisavery shapelyoval-sectionmonocoquestiffenedwith spiuceframesandstringers.Thewinghastwospars, thefrontonebeingabuilt-upboxwithlaminated sprucebeamsandplywoodwebs,whiletherearspar issimilarbutwithasingleweb.Allfixedsurfacesare plyskinned,whileallmovingcontrolsurfacesare fabriccoveredandmass-balanced.Theoutersection ofthewingisdetachable,sothatthe20ft.spanofthe riggedaircraftisreducedtoonly6ft.8ins.whenthe outersectionsareremoved;theBetaistherefore easilytransportablebyroadandstoredinasmall garage.Riggingisnotlengthyorcomplicatedand thereis no reasonwhyanownershouldnotkeephis Betainatrailersimilartobutmuchsmallerthan thoseusedbygliders.Foraveryspecialisedracerthis couldhaveadvantages,anditcouldsavehangar charges—thoughitisdifficulttoimagineanybody wishingtotrailsuchadelightfulaircraftbyroad insteadofflyingitoneverypossibleoccasion!

Allcontrolsarcthesimplestpossible;ontheB.2 versiontherearenotrimtabs,noflaps,andno externalprotrusionswhichcanpossiblyhe eliminated.Theresultisabeautifullycleanaircraft, andthis,togetherwithaveryhighfinish,doesagreat dealtoachievetheperformanceattained.Itis, incidentally,worthavisittotheloftatRedhillwhere theBetasarebuilttoseethebeautifulworkthatGoes intothenormallyinvisiblepartsofwingsand fuselage.

InstrumentPanelofMichaelJonesBeta"BlueChip"usedintheairtest.

Theengineisattachedatfourpointstoawelded steeltubemounting,whichisinturnattachedtothe bulkheadformingtheforwardendofthefuselage. Thesinglefueltank,containing10.5Imp.gallonsis beneaththefairingimmediatelyaftoftheengine.

Thepilothasasimple"On/Off"cockonthelefthandwallofthecockpitjustadjacenttoandabove hisleftknee.Onlyotherenginecontrols,inaddition tothethrottle,areignitionswitches,mixturecontrol, andcarburettorhotair.Theseareallvisibleonthe left-handsideofthepictureofthecockpit.

Performance

Fuelconsumptionvariesaccordingtothepower used.Comfortablecruisewiththeracingairscrew fittedtoG-AWHVgave155mph.I.A.S.(158true) at2,000ft.at2,700rpm.Thiscorrespondstoafuel consumptionof44-5gal.perhourandthusasafe enduranceofalittleundertwohours,accordingto thereservedeemednecessary,andastill-airrangein goodagreementwiththemaker'sownfigureof310 statutemiles.Itisalsonoteworthyasbeingatleast30 milespergallon,aneconomyquiteunobtainablein anymotorcarofanythinglikeequivalent performance.

Atfullpowertheracingairscrewpermitsrpm.to risewellbeyond3,000.OnthistesttheBetawas recording190mph.I.A.S.at3,250rpm.(193mph. trueat2,000ft.)andstillaccelerating.Thereisno doubtthatthe195mphclaimedbythemakerscanbe obtained,andone'sownviewisthatG-AWHVis capableinitspresentstateofgenuine200mph.Safe enduranceatthisspeedislikelytobeaboutonehour.

Insomewaysoneofthemostexhilaratingaspects oftheBetaB.2'sperformanceisitsrateofclimb. Thisisagenuine2,000ft./mM.andplacesitinthe sameperformancecategoryassomeofthebetter fightersofthe1930s.Duringthesetestsitwas particularlynotedthattheContinentalengineran verysmoothlythroughoutitsrangeofspeeds,and [hat,despitetheclosecowling,atnotimedidthe cylinderheadtemperaturesrisebeyond255°C. Outsideairtemperatureat2,000ft.was5°C.

PopularFlying,May-June,1978

ItisinterestingtocomparetheBeta'sperformance withthatoftheCosmicWind(G-ARUL).The Wind, atthattimefittedwithaContinentalC.85-8-.1engine ratedat85hp.,wasgivingamaximumlevelspeedof 185mph.;ithadpreviouslygainedasecondplacein the1950racesatMiamiat182mph.,butwasthen probablymorehighlytunedandcapableofalittle over200mph.maximum.

Pilot'sSeat

For anybodyexpectingacockpitenclosurelikethe CosmicWind,theBetawillbeawelcomesurprise, onaccountofitssizeandcomfort.Thecanopy hingesopentoport,andonestepsinoverthe starboardwingroot.Atseatlevelthereisawidthof 193ins.Increasingto224ins.atshoulderlevelinside theframes,and234ins.insidetheskin.Seated normallyone'seyesareacomfortable24insfromthe nearestinstrument.Theroomyinstrumentpanelis 20iins.wide.Onesitslowinthecockpit,andwhen taxi-ingitisessentialtoweavefromsidetosidetosee ahead.Inrelationtothepilot'seyelevel,thelong widenosecowlingisrathersimilartothatofa Spitfirewiththeseatinitslowestbutoneposition; thebigdifferencebeingthattheBeta'sseatisfixed. LiketheSpitfire,theoutlookfromthepilot'sseatis transformedassoonastheaircraftstartstofly,and thepilot'sviewinalldirections,throughtheexcellent aircraftqualitycanopy,issuperb.Againlikethe "Spit.",itissomewhatlessthansuperbonthelatter partoftheapproachtoland,butmoreofthislater.

TheB.2hasnostarterandishandswung.Itisvery importantthattheaircraftisneverrunwithout somebodyinthecockpit,forwithouttheweightof thepilotthereislittleweightonthetail,anditcould tipup.Itisalsoinadvisabletoruntheengineupto morethan1,700rpm.unlessthereissomebodyon thetail.Upto1,700rpm,thebrakesarequite adequatetoholdtheaircraft, and despitetheneed theprecautionsdescribedabove,thereisno particulardifficultyintaxi-ing,forexample,down windandusingwheelbrakestokeepstraight.

Handling

TheBetaisdefinitely not a"hotship".Handling isinfactremarkablydocile,bearinginmindthe aircraft'ssmallsizeandhighperformance;obviously onecannottakeunduelibertiesandtheBetamustbe flownwithagentleandunderstandinghand;itisnot anaeroplaneforhamfistsandheavyfeet.Aheavy footwillshowuponfirsttake-off,asatlowspeedsat highpower,somerightrudderisrequiredtokeep straight,anditisadvisabletoincreasepowerfairly gentlyforthefirsttake-offortwo,untilonehasgot thefeelofit.Afterthatthereisnoproblem;thereis adequatedirectionalcontrolastheaircraftgathers speed,andifthepilothasthefeelofhisaircraft,he willfindthatthetailcomesupalmostofitsown accordatpreciselytherightmoment.This, incidentally,isoneofthesignificantthingsaboutthe Beta,forithasthatqualitypeculiartoreally thoroughbredaircraftofseemingtotellitspilotall thetimehowtohandleittobestadvantage.

Recommendedclimbingspeedacfullpoweris105 mph.l.A.S.andundertheseconditionstherateof climbis2,000ft./min.Ittakesverylittletime thereforetogetupandaway,andduringtheclimb, whichisfairlysteep,itisadvisabletoweavefrom sidetosidetokeepalookoutahead.

Theaircraftstillneedssomepressureontheright rudderpedaltokeepstraightintheclimb,butbythe timetheA.S.1.hasreachedabout170mph.,theBeta canbeflownfeetoff,andisstabledirectionally.At thisspeeditwasfoundthatsomeforwardpressure wasneededonthestick,andthisincreasesasspeed risesstillfurther.Theneutralpointonfore-and-aft trimoccurredatabout120mph.,andinfactwe sloweddowntothisspeedinordertousebothhands towritenotes.Theaircraftismarginallystable laterally,inthatitwillflylevelifundisturbedfor quitelongperiods,butassoonasdisturbedgoesoff intoanincreasingturn.FortheB.4(touring)model onewouldadvocateatailtrimasamatterof convenienceforthepilotwhoisdoinghisnavigation; butfortheB.2versionthiswouldmerelyadd unnecessarydrag,andhasrightlybeenomitted.Stick forcesareneverexcessive,andconsideringthespeed rangethevariationsoftrimareremarkablysmall.

Rolling

Rateofrollisgood,thoughtheaileronsareatrifle heavierthanonemightexpect.Personally,one thoughtthemjustright.Thedayofourtestwasvery bumpy,andlessweightintheaileroncontrolwould havemadetheaircraftlesscomfortabletofly,andin particularresultedinlessfeelatthelowerendofthe speedrange,asontheapproach.Itisinterestingto

learnthattheacrobaticpunditswouldlikea somewhatmorepowerfulrudder(andlighter ailerons?),whereasthepureracingmenwouldliketo seecontrolareasevensmallerintheinterestof reducingdragfurtherstill.Ourverdict:justright.

Thestallisquitegentleandunremarkableexcept thatthereisnosignificantaerodynamicwarning. Thereisastallwarninghornandredlight,bothof whichcameonat72mph.l.A.S.Belowthisspeed therateofsinkincreasesasthestallisapproached, until,justbeforethestall,itisoftheorderof500 ft./min.Atthispoint(engineoff,levelstall)thenose isnicelyup,andthereisamoderatepressure backwardonthestick,whichisstillalittlewayfrom therearwardlimitofitsmovement.Providedthatthe stallisreachedwithoutanyyaw,itisperfectly gentle—rathermoregentleinfactthatafullystalled Condor—andthenosedropsstraight.Recoveryis almostinstantaneousassoonasthestickisallowed tocomeforward.Ifthereisyawwhentheaircraftis stalled,thewingthatsidewilldrop,simultaneously withthenose,inthedirectionoftheyaw,and considerablymoreheightcanbelostintherecovery thaninthesimplestraightstall.Thereis,however, nothingunusualordifficult,anditisatributetothe designersthattheBetaissodocile.

However,itisaswelltorememberthatasudden applicationofpoweratlowspeedscanproducea markedyawtotheleftunlessthepilotisreadyforit, andthereforethatthepilotshouldincreasepower smoothlyandgentlyinanysituationwhichrequiresit whentheaircraftisnearthestall.

Severalrepeatedengine-offlevelstalls,with4 gallonsoffuelgonebutotherwiseatfullload,gave consistentreadingof61mph.1.A.S.atthestall.The maximumall-upweightofG-AWHVis8751b.,so weightatthetimewasabout8461b.andtheC.G. wouldhavemovedveryslightlyaftofthenormal full-loadposition.

Circuit,Approach,andLanding

Theshortassessmentis"NoProblems".Naturally anaircraftascleanasthistakesalittletimeandspace inwhichtoslowdown,andwiththisengineitis particularlyimportanttorememberthecarburettor hotaircontrol.ThesimilaritytoaSpitfirewiththe sk"Arn.rtetrWVWflenflesANWJNI.•

MichaelJones"Beta"BlueChipseenatSywell

Photo:IanBurnett

seatinlowpositionhasalreadybeenmentioned,and thisnaturallysuggeststhatthesamesortof continuouscurvedapproachwouldbeacomfortable methodofobtainingthebestpossibleviewduringthe latterpartofthecircuit.Thisprovedtobe[hecase.

Fromapositionat800ft.A.G.L.abouthalfway alongthedown-windleetheBetacouldbesetupat 100mph.I.A.S.(convenientbecauseitisaclear markonthedial)and1,700rpm.,andattheendof thedown-windlegthecurvedapproachinitiated.If thecurve,whichisquiteagentleone,isadjustedso thatafterturningthrough180°theaircraftisat about200ft.A.O.L.,and250yardstogotothe threshold,andspeedhasbeengraduallyreducedso astobe90mph.LA.S.atthispoint,itwillbefound thattherehasbeenlittleneedtoadjustthe power—becauseofthereducedspeed,rpmwillhave fallento,500-1,600rom.—andthattheBetacanbe lineduptolandstraightahead.

Duringthisfinalphaseoftheapproach,speedinay bereducedfurther,soastocrossthethresholdat8085mph.,andpowerfinallyreducedtoatrickle,or thethrottleclosedentirely,accordingtothespace available.Ifjustatrickleofpowerisallowedto remainuntiltheaircraft[ouches,bothelevatorand rudderresponseareimproved,butnaturallythe aircraftfloatsfurther.Ifthethrottleisfullyclosed therewillbelessfloat,butuntilthepilotisfully accustomedtotheaircraftheislikelytofindagentle three-pointeralittlemoredifficulttoachieve.There isnogreatchangeofattituderequiredtoachievea three-pointtouch-down,asbythetimespeedhas beenreducedto80mph.orless,theaircraftisflying atanangleofattacknotverydifferentfromthat whenallthreewheelsareontheground.Aftertwoor threelandings,anycompetentpilotshouldgetthe hangofit,andexperiencenodifficulty.

Theaircraftrunsstraightaftertouch-down,and ruddercontrolremainseffectiveuntilspeedislow enoughtouse[hetoe-operatedwheelbrakes convenientlyandcomfortably.

Summary

TheBetaiswithoutquestiononeofthemost delightfulandexhilaratingaircraftthatIhaveflown.

Infact,ofallthetypesinmylogbook,Irateithigh amongmytopten.Onemightmaketwosmall criticisms.Forme,thestickwasjusttoofarforward initsnormalposition,andIwouldhavelikedittobe justaninchortwoclosersothatone'selbowcould restonone'sthighwhenflyingalonginnormal cruise.Thesecondsmallpointisthatthe undercarriagesuspensionseemedatrifleonthehard side.Comparedwithallthegoodpointstheseitems areofsmallsignificance,andthefirstatanyrateis veryeasilyremedied.

Inspiteofitsperformanceandsmallsizeitisnot

Thephotographsaboveshowsomeofrhemetal componentsusedintheconstructionofa"Beta".

atalladifficultaircrafttofly,althoughitwould certainlybeunwisetotakelibertieswithittoonear theground.Itrespondstoprecisioninhandling;but apilotwhocanflyaTigerMothaccuratelyandwith spirit,aTurbulentdelicatelyandwithstyle,andwho isalsoathomeinenclosedcabinssuchastheJodel MascaretislikelytotaketotheBetawithnotrouble atall.Itisamucheasieraircrafttohandlethanthe CosmicWind,withwhichitmakesamostinteresting comparison.

Mygrateful[hankstoMrNormanJones,andhis sonMichaelforlettingmeflyG-AWHVforthisairtest.

Reprintedwiththepermissionof AirPictorial

Thefirst"Beta"toflyG-ATLYwaspoweredbyaContinentalA.65.

.447pPro

from IANBURNETT

Thismonthagratifyingincreaseinthenumberof letterstellingusofprogresswithprojectsthroughout thecountry—thankyougentlemen!Atthesametime theEditorialteamhavebeenconcernedforsometime atthelackofinformationcomingfromsomeofyou, especiallyregardingcompleteornear-complete projects—wecanthinkofatleastthreesuchprojects whichhaveappearedduringlastwinterwherethe onlyinformationwehaveisfromcommercially availablepublications.Whileweknowonlytoowell one'sreluctancetocommitpentopaperinadvance ofafirstflight,wefeelthatawell-deservedmention in PopularFlying directfromyouisbetterthan readingperhapsmisleadinginformationinoneofthe 'nationals'.RememberthisisYOURmagazine—we dependonyourcontributions,gentlemen!

P.F.A.Projects

602. TheprototypeCondorG-ARHZisstillgoing strong,andlivesontheIsleofMan,whereitwas recentlyacquiredbyDennisWilson-Spratt.Welook forwardtomanymoreannualvisitstoSvwell.

711The711Grouphaverecentlyregisteredtheir EmeraudeasG-BFDP,andthemachinewasat Bartonforfinalassemblyearlythisyear.Itwillbe goodtoseeitcompleteatlastaftersolongin buildingatPontefract,andlatterlyatSherburn.

838DonBosworthkindlysentussomeprogress detailsonhisLutonMinorG-BANF,whichtookto theairforthefirsttimeon18thNovemberlastyear fromShobdon.PilotfortheF/FwasTonv Maitland,andDonwasstrugglingtocompletethe5hourtestprogrammeduringtheArtieconditionsof lastFebruary.Wehopethatbynowalliscomplete andwelookforwardtoseeingDonatSywell.

1362Bythetimethesewordsareread,G.Castle's SpriteG-BCVFwillnodoubthaveflownfrom Elstree,whereithadappearedduringFebruary. Firstimpressionswerethatitexhibitedsleekerlines thanthe'prototype'G-BDDB—wehopetobringyou morenewsnexttime.

1406TaylorMonoG-AWGZhasmoved again—thistimetoG.JonesofBurton-on-Trenton 21.11.77.Wepresumeitwillberebuiltafterits accidentlastyearwithAlanNewnham.

1546AnotherCavalierhasappearedandwillno doubthaveflownbythetimeyoureadthis.Atthe beginningofMarchM.Johnson'sG-BCMJwa. receivingfinalattentionatBarton.

NOTICEOF

ANNUALGENERALMEETING

TheAnnualGeneralMeetingofthePopular FlyingAssociationwillbeheldatSywell Aerodrome,SywellonSaturday1stJuly,1978at I8.00hours.

Agendasforthemeetingwillbecirculatedwith thenextissueof PopularFlying. Nominations fortheExecutiveCommitteeandNoticesof MotionmustbereceivedbytheSecretaryatthe ShorehamOfficebythe10thJune,1978.

ect ews

3019 NewestCurrieWottoberegisteredisGCW0T—yetanotherexponentoftheCAA'slunatic registrationpolicy!

3508 TonyWhitingtellsusthathisTailwindis comingalongverywellandG-BDJCislookinglikea worthycompaniontohisbrother'sG-BDAP.Atlate Februarythesituationwasthatthefuselagefabric andpaintjobwerecomplete,withcontrols, tailplane,rudderandelevatorsfinishedandPerspex alreadyfittedintherearwindows.Theinstrument panelwascompleteandseats,fueltank,andbattery boxwereallmadeandreadyforinstallation.The engineisan0-200andwasbeingreassembledand fittedduringFebruary.Thewingshavebeenconstructedandplyskinned,buttherootsandtipshave yettobefinished.Tonysaysthathiswife,Christine, willbealadtoseetherearendofthemastheyhave beenstoredin[hebedroomforthepast18months(if it'sanyconsolation,she'snotalone!).

09-10015ThisPittsSpecialhasnowbeenregistered G-BSIS.RogerMillstellsusthatconstructionhas beenheldupsomewhatbythefactthatAerobatics International'hijacked'theiroriginalfuselageto rebuildG-AZPH—areplacementfuselageis expectedsoonfromtheU.S.A.

13-10020PercivalP.6MewGullG-AEXFhasbeen rebuiltbyTomStoreyandMartinBarracloughandis seenbelowduringenginerunsatRedhill.

ThefuselageofTonyWhitingsTailwind.

05-10032MalcolmBeckinghamtellsusthathis Spriteprojecthasnowbeengoingforsome 4 years andhasreachedthestageofcompletewings, ailerons/flapassembly.UnfortunatelyMalcolmis limitedintimeavailable(heisaHovercraftcaptain withHovermarineatSouthampton),andofcourse

theoldproblemofspaceforbuilding.Total expenditureontheprojectsofarhasbeen£350-400 andheestimatesaboutanother4yearsto completion.

34-10102CassuttRacerG-BDTWbuiltbySteve ThompsonhasrecentlyflownatRedhill.

74-10308A.J.Nursefollowsthetrendwiththe registrationG-EEZEforhisVari-Ezeproject.Italso hastheRutannumber1567andbuildingistaking placeinBristol.

60-10311LatestTaylorTitchtoberegisteredisGBFIDwhichW.F.AdamsisbuildinginRedcar, Yorks.

29-10324FollowingthestyleofpersonalregistrationsG.A.HarrisofDenhamhasregisteredhis FREDG-BGAI-1.

OtherAircraft

43-10142Weweremostimpressedbythe appearanceoftheColibriG-BFBV,andtrustthatall maygowellwiththetestprogrammefrom Netherthorpe.AlsoatNetherthorpenowwe understandistheSZEPHFC.125G-BCPX(1210019)whichlooksfairtoaviatethisyear.

01-10181LatestCavaliertoberegisteredisGBFJHtoF.J.HopeofSheernesson6.1.78.

55-10226DonaldMcNichollkindlysentusafewup todatedetailsonhisTaylorMonoproject.First woodwascutinAprillastyear,startingwiththe tailplaneandelevatorribsontheprinciplethatthe firstbitswillprobablybewrong,butthatitdoesn't costmuchtoscrapasmallrib(verysensible!).At presentthetailplane,evelvatorandrudderare substantiallycompleteamdworkisprogressingon thewingribs.Donaldpromisesusanotherprogress reportnextyear—meanwhilewewishhimallthe best.

34-10241ThisCassuttthesecondbuiltbyMick CrossleyhasrecentlybeenregisteredG-BEUN,and hastheracenumber22.

Otherprojectsnotifiedtousrecentlyinclude G-CDAHaTaylorCoot(EE.1).Mostinteresting additionrecentlythoughwastheemergenceofanonGyrofromtheWallisstable—whichmustbean event!Registeredon16.12.77asG-BFIPisKen Wallis'WallbroMonoplane,whichweunderstandis areplicaofthe1909examplebuiltbyKen'sfamily predecessors—welookforwardtohearingmore detailswithinterest.Finalcoupleofitemsarethat NipperG-AXLIwassoldtoG.McNultyat NewtownardsinDecemberandweunderstandthat theBrooklandMosquitoGyroG-AWIF,builtbyL. ChiappiinClitheroe,Lancs.hasbeenacquiredby RogerWindleyatTattershall.

NewProjects

29-10327Fred.P.Williamson,4VikingClose, Ballakillowey,Colby,IsleofMan.

81-10328FokkeWolfFW190M.C.Searle,SBV AeroServices,ElstreeAerodrome,BorehamWood, Herts.WD63AW.

64-10329SteenSkyboltC.R.Williamson,22 DerwentDrive,Oakham,Rutland,Leics.

55-10330TaylorMonoplaneE.R.Bailey,5 BrinkworthClose,HockleyEssex.SS55DJ.

29-10331FREDR.H.Hearn,3OakCottage, MaldenRoad,Bradwell-on-Sea.

55-10332TaylorMonoplaneW.R.Pickett,54Pine Road,ChandlersFord,Hants.SC5 ILG.

55-10333TaylorMonoplaneI.Cameron,1Rainton Grove,HartburnGrange,Stockton-on-Tees, Cleveland.

01-10334CavalierE.C.Mort,9WellingtonRoad, Atherton,Manchester,M299HE.

63-10335EvansVP-2T.Painter,.38Blackdown Avenue,Rushmere,Ipswich,Suffolk.

60-10336TaylorTitchM.Goode,93Hempstead Road,KingsLangley,Herts.

43-10246ThisCollibri2beingbuiltbyB.Perkins inBristolhasbeenregisteredG-BPBP.

05-10252TornWilkinstellsusthathisSpriteGBEZWhasnothingtodowiththePractaviaexample G-AXUZatBookerandconstructionisproceeding atMarlowjustdowntheroad.Afteraninitialperiod withdifficultiesoverstocksupply(particularlyfrom Practavia)thingshavenowspeededupandarecent acquisitionwastheenginefromtheCavalier0BBIJWatPanshanger(whichsadlywillneverleap intotheluft).

58-10258AnotherCurrieWottoberegisteredis MikeHarrington'smachinewhichbecameG-BPEG on13.12.77.ConstructionisproceedinginPeacehaven,Sussex.

62-10273P.R.PykettandBarryDykeregistered theirVP-1projectasG-BFJJon30.12.77.Manywill rememberBarryastheco-constructoroftheWotGAXOLandtheVolksplanewillalsoemergeinthe Andoverarea.

16-10300F.R.DonaldsonregisteredhisFlyBaby IAprojectasG-BFRDrecently.

VINTAGE AIRCRAFTmagazine

Idealreadingmaterialforloversofold aeroplanes.Nowestablishedasthe leadMgmagazineinitsfield.

VintageAircraftbringsyouAirTests, MuseumReports,WorkshopReports, andmanyotherfeatures;notforgetting ourhistoricalarticlesinthe'Golden Age'series.

Samplecopies50p+10p P&P from VINTAGEAIRCRAFTMAGAZINE 137OnslowGardens,SouthWoodford,LondonEISINA England ANNU1LSUBSCRIPTIONS£2,50 fOr roarissues.

STRUTTINGAROUND WithJimWills

IRISHSTRUT

AcceptinganinvitationfromtheRoyalAeronauticalSociety,IrishStrutmemberMichael Donohuegaveatalkonthe16thJanuary,onthe buildingofhisVP.1EI-AYY.Thetalkwasgiventoa packedaudienceandwith'standingroomonly'at TheShellTheatre,ShellHouse,Dublin.

Thelecture,illustratedbyslides,finishedwitha filmloanedbyVP.1designerBudEvans;Bud,who hadseenMichael'saircraft,commentedthatitwas thebestconstructedexamplehehadbeenprivileged tosee.Followingthelecture,19ofthosepresentmet atBuswellsHotelforageneraldiscussion;

Outofthiswasformeda'MutualAidGroup' betweenE.A.A.andP.F.A.memberswithinthe32 CountiesofIrelandandanassociationtotryto negotiatewiththeGovernmentoftheRepublicof IrelandonbehalfofthosehomeuilderslivingwithintheRepublic's26Counties.Formingthe representativebodyofthisAssociationare:Russell WynnfromCork(MilesGemini),MichaelDonohue fromDublin(VP.1)andJohnDugganfromWexford (VP.2).

ThisstepisnecessarybecauseMichael'saircraft wasthefirsthomebuiltintheRepublicandonlythe thirdinthewholeofIreland,beingpreceededby FatherO'Kelly'sTurbulentG-APCMandNoel O'Neill'sLutonMinorG-AVLX.

NoelO'Neill,whosentusthisreport,informsus thattheJeanniesTeenie2beingbuiltinBallymere TechnicalSchoolisnowstructurallycompleteasis thefuselageofColinWatson'sVP.1.

ThisreportfinisheswithNoel'sfinalremarkwhich hassomehowstuckinmymindalongwithotherIrish jokes:'overherewearemainlya"Telephone Strut",'itsjustgottobeanother'first'forP.F.A. hasn'tit!

SYWELLSTRUT

Aftertoomanyyearsofbeingaonemanband,the SywellStruthasatlastlefttheground.

Seventeenmembersattendedtheinaugural meetingwhereStuartMacconnacher,representing theP.F.A.ExecutiveCommittee,gavesomevery helpfuladviceonthesettingupofthestrut.

JimBenfield,theabovementioned'OneMan Band',waselectedasStrutCo-ordinatorwith BernardMilesasdeputyandJohnJaysassecretary. Themeetingagreedtoaproposalthattalks,film showsetc.shouldbearrangedforfuturemeetings. SywellAerodromeowner,MikeNewton,haskindly offeredthestruttheuseofaroomintheSywell Motelinwhichtoholdtheirmeetings.

TheStrutextendsawarmwelcometoeveryonein theareawithaninterestinaviation.Meetingsare nowheldonthelastFridayofeverymonthat19.45 hours(7.45p.m.).BernardMileswillbepleasedto givefurtherinformationandcanbecontactedon Northampton810604.

NORTHERNGYRO-PLANESTRUT

WeareindebtedtotheNorthernGyro-PlaneStrut, andinparticulartotheirCo-ordinatorVernonKelk, fortakingthetroubletodefinetheword'strut'.

Thedictionarydefinitionoftheword,says Vernon,istostrengthenandsupport.Hecontinues, thisisexactlythefunctionoftheStrutwithinthe organizationoftheP.F.A.TheStrutstrengthensand supportstheorganizationwhichinreturnrepresents

theinterestsofitsmembersatanationallevel.

TheStruttherefore,hasanobligationtokeepthe P.F.A.informedofallits,anditsmembersactivities, thisbeingoneofthedutiesoftheStrutCo-ordinator. LikewisetheP.F.A.through PopularFlying, NationalCouncilMeetingsandtheStrutCoordinators,hasanobligationtokeepitsmembers informedofitsactivities.Thecommunication chainbreaksdownwhen:

TheP.F.A.doesn'tknowwhatitsmembersand Strutsaredoing;

WhenmembersdonotknowwhattheP.F.A.is doing,bothchannelsgoingthroughtheCoordinator.

ACo-ordinatorcanonlycarryouttaskoneifStrut memberslethim/herknowwhattheyaredoing.Soif youfolk,outtherewillkeepusinformed.Wewill lookaftertasknumbertwo.

Thankyou,Vernonforyourobservationsonthis point,IhopethatallourmembersandCo-ordinators alikewillcommityourthoughtstomemoryfortheir futurebenefit.

SOUTHERNROTORCRAFTSTRUT

TwentymembersoftheSouthernGyroplaneStrut gatheredattheFiveBells,Wickham,nearNewbury, onSaturday,21stJanuary,1978.Afteranexcellent dinner,theladieswerepersuadedtooccupyoneend ofthelargetable:attheotherendtheenthusiasts groupedtodiscussthefuturepolicyoftheStrut.

Theydecidedthattheyshould,(a)withP.F.A. permission,re-namethegathering'TheSouthern RotorcraftStrut'sothattheycould,morereadily, embraceScorpionbuildersandhelicopterminded friends;(b)thattheyshouldmeettwiceayear;in JanuaryfordinnerandinAugustforaweekend's flyingincludingadinnerontheSaturdaynight;(c) thatanymembercouldcallameetingattheirhouse whenevertheyfeltlikedoingso,thedetailswouldbe arrangedbythemembercallingthemeeting;(d)that theStrutCo-ordinatorshouldbeJohnKitchinwho shouldattempttozoneallgyroplaneenquirieswith theaimofassistingtheformationofgyro-owning groups;(e)thatnoNewsletter,assuch,wouldbe issuedbutmerelyareportofproceedings;(f)thatno Strutsubscriptionsshouldbepayableatthistime; (g) thatalistofStrutMembersbemaintainedwiththeir addressesandtelephonenumbers;and(h)thatthe Ultra-lightGyroplaneMaintenanceManualdraft shouldbecirculatedimmediatelyafterphotocopying atcost.Mr.KitchinwastocheckwithMr.Walker (P.F.A.)andMr.Frost(C.A.A.)toseeiftheyhad anyamendmentsbefore'official'publication.

HEARTOFENGLANDSTRUT

Meetingsarebeingsupportedbyaboutadozen members,twoofwhompurchasedLutonMajorGBCKPinNovemberlastyear.Atthattimeitwas 90010complete,theenginebearersandenginehave sincebeenfitted,withthehopeofflyingitinto Sywellthisyear.(Ed.)

TheStride-Hobday-AucottVari-Ezeisnotactually onthebuildyet,butpreparationsfortheworkshop arewelladvanced.Hotwirecutter,thermometers, humiditygauge,templatesandbuildingtableare ready,alltheywantnowisthecorrectgradeoffoam materialfortheairframe.

ANDOVERSTRUT

Theterribleweatherforecastdidnotdeterthe50 orsomembersfromattendingtheStrutsValentine EventthatwasheldonFebruary18thatPopham.An amplesupplyoffoodanddrink,mostlyhomemade anddonatedbymembers,wasenjoyedbyoneandall.

Anauctionofdonateditems,togetherwiththe draw,raisednearly£200.Oneitemdopnatedtobe soldwasCapt.JohnAlcock'swalletcontaininghis drivinglicencefor1919-1920,togetherwitha photograph.ThisistobesenttoSotherby'sfora valuation,memberswillhaveachancetobidforitat afuturedate.

Allthemoneyraisedwillbeusedforthepurpose ofgettingpeopleintotheair,Avaluablecontributiontothis,wasmadebyJohnCummings, MikeHuttonandCliffLovell,whodonatedfree flightsasprizesattheevent.Dancingcontinueduntil about2.30a.m.andatonestageWilliam,theairfield dog,wasleadingthe'Congo'.Itseemsevenhe enjoyeditall.

Becauseofthesuccessofthefirstauction,plans areinhandtoholdoneeachmonth.Itemsinhand forthesecondauctioninclude:aprintofaSopwith Camel,oneofaSopwithSnipeandoneofa'StarStrutter,1A.S.I.withreleasenote, I Artificial Horizon,1Venturi,and1Calendar(Furyetc.).You do1101havetodonateitemsforauction,putyour ownreserveonthepriceifyouwish.Ifanitemisnot soldduringtheauction,theOrganiserscanadvertise andsellitforyounexttime.

EnquiriesshouldbesenttotheStrutCo-ordinator (8z.PophamAirCentreowner),JimEspin,'Biwings', ChapelStreet,NorthWaltham.'Phone:Dummer 423.

SOLENTSTRUT

YetanotherStrutmembershipbenefithasbeen demonstrated,thistimebySolentStrutmember GrahamHorn.Graham,whoisbuildingaCavalier, foundtimeduringarecentbusinesstriptotheUnited States,tocollectitemsforMikeAdam'sCorvair conversion,anitemforKenBurtt'sGanagobieand madeenquiriesconcerning'DH'contactsforRon

Souch.Graham'seffortsaremuchappreciatedby thoseconcerned:addsMikeAdams"Thissurelyis whattheStrutsystemisallabout".

NORTHWESTERNSTRUT

TheNorthWesternStrut's'OutsideEventsOrganisers'areinforabusyyearjudgingbyeventsthey intendtoparticipatein.Thefirstoftheseevents,the BlackburnRotaryClub'sLeisureExhibition,was heldbetweenApril20thand22nd.Here,aircraftin courseofconstructionweredisplayedtogetherwith theusualsaleofP.F.A.literatureandmembership handouts.Severalnewmembersareexpectedasa result.AstandisalsoplannedfortheP.F.A. InternationalRallyatSywell(June30thtoJuly2nd) andagainatBlackpoolonJuly8thand9th.

BrianWinstanley,reportingtheStrut'sNorthern areanews,hasvisitedtheworksofBritishLeyland whilstmakingafilmofhomebuildinginprogress! (themindbogglesatthethought).Toputthingsinto perspectiveandallayanyfears,thehomebuildingis thatofStrutMemberandLeylandworkerDoug Barber,whoisbusilymakingprogresswiththeconstructionofhisTaylorMonostartedinAugust1976 andnowregisteredasG-BFDZ.

NORTHEASTERNSTRUT

Hail,rain,andblackicedidnotprevent34 membersfromattending 0111' firstmeetingof1978, writesDavidBuckletheStrut'schairmanfor1978. GerryKemp,aSoneraibuilderfromThirsk,has volunteeredtotakeonthejobofTrainingOfficer. Oneofhistasksistoestablishwhatsortofformat thememberswouldlikethemonthlymeetingsto follow..Theanswersprovidedbymembersona questionaire,willenablehimtocompilealistof prioritiesthatwillbeusedtoplanmeeting programmestosuitthemajorityofmembers.

TheStrutmeetsatTheBlackHorse,Coxhoe,on the3rdWednesdayofeachmonth,further informationcanbeobtainedfromDavidBuckle, MortonCarrFarm,Nunthorpe,Middlesborough, Teeside.Telephone:Middlesborough36538.

VPSERVICEBULLETINNO.2

The followingservicebulletinhasbeenreceivedfromBudEvansconcerningtheVP-1&VP-2.AllPFA aircraftmustbemodifiedtocomplywiththisbulletin.PEAEngineering.

EffectiveallVPsatearliestconvenience,add(2)tensionclipsand(4)boltseachsideatL.Gearattach boltsasshowninsketch.Thismodprovidesaredundantloadpaththroughtheradiusblockdirecttothe fuselagesidepanelstructure.Itspurposeistopreventthepossibilityofdamagingdownloadsenteringthe floorduringhardlandings. EVANSAIRCRAFT.Ref.Page34ofPlans.

Fileendsofradiusblocktofit closelyintoradiusofclips.Bend clipsacrossthegrain.(1020Stl. maybesubstitutedfor4130in theseclips.)

24 Clip (4)Req. -09S11.4110Norm ElendR.

RadiusBlock 4624Si.

Gear

R.

JohnBeeswax's if ilegr VINTAGE NEWS

CollectorsCorner

WhentwelvepilotsformedtheVintageAircraft Groupin 1964 theiraimwastohalttheflowofold aircraftandsparestotheaviationknackersyardsof bonfiresandscrapmerchantsandsincethattimewe haveseenagrowingnumberofcollectionsbuiltup byindividualsandsocietieswhohaveassiduously scouredtheU.K.andindeedtheGlobeforancient airframesandengineparts.

Lookingintothefuturewecanseethatthe progressivedeclineinhydrocarbonfuelsat economicalpriceswillgraduallyspelltheendoflow costaviationasweknowittoday.Inotherwords commercialflyingwillbecomeathingofthepast. Thusitwillbethatthesehalcyondaysofcheap holidaysabroadandworldwidetravelwillbedenied tofuturegenerationsandtheywill,inturn,look backonourpresenttimesasthe'goodolddays'. Aviationhistoryasasubjectwillonedaybecomea nationalpastime,havingamuchwiderappealthanit doesnow..

Hencethecollectorsoftodayaremakingavital contributiontothefuturefortheyareawarethatthe officialmindisslowtoactinthiscultural direction—aswitnessthelatearrivaloftheRoyalAir Forcemuseumontothevintageaircraftscene.It wouldthereforeseemourdutyasmembersofany sortofaviationcommunitytoencouragethecollectionofallbitsandpiecespertainingtoaircraft.Let usbelikethesquirrelandhordethoseseemingly insignificantandun-interestingmodernengine airframeparts...Youcanbesurethattheywillbe neededinthefuture

Despitetheatrociousweatherofthepastwinter ourSnowballrallyheldatFinmereinJanuarybroke allattendancerecordsforthismid-winterevent.Past snowdustedfieldsbrightwhiteinthewintersunshine, twentyfiveaircraftbravedthecoldwesterlywindto attendthiseverpopularevent.Withfiftyground membersalsoinattendancetherewasagreatdemand forthebar-b-cueandhotdogs,profitsfromwhich added815toclubfunds.Thelongestflightwas notchedupbyTonyOsborneandTonyHuntintheir D.H.82ATigerMothG-ANDEfromStapleford Tawney.Withitscolourschemeofolivedraband R.A.F.roundelstheTigerlentthemeetinganairof serviceauthority.Heightandspeedcompetition winnerwasJerryJeremiahalsofromStapleford,who correctlyguessedthatChairmanTonyHaroldwas doing60ktsat200ft(orwasit200ktsat60ft?)in ChipmunkG-BDBLfromBooker.Inalla thoroughlysuccessfulVintageAircraftClubday, thankstotheorganisationofBillKnapton,Joe Pallett,DavidHarper,ArthurMasonandallofthe hardworkingmembersintheFinmerearea.

RecordSnowball

ThesleeklinesoftheChiltonDWIarewellshowninthisphotographtakenataV.A.C.GeminiPatrolmeeting. TomHayes'G-AFGH,lookinglikeamidgetSmtfire,isre-fuelledduringthelunchbreak.

Wng.Cdr.JohnMcDonald%ChiltonDWIinstoreatWycombeAirParkpriortoitscompleteoverhaul.The thoughtfullyprovidedplacardrestingagainstthefirewalltelhthecoloutfillhistoryofthelittleracingmachine.

Notethesturdyenginebearers.fortheCardenFordengineandthemethodofsupport.fromthewoodenfuselage members.Thewidetruckundercarriagedesignisalsorevealedinthispicture.Homebuildersshouldnotethe simplewingattachmentfittingsonthebroadcentresectionunit.

BrandnewChilton

Whenvintageaircraftenthusiastsgettogetherthe conversationinevitablyturnstothesubjectof replicas.Manyreplicashavebeenbuiltforthe motionpictureindustry,butinmostcasestheir constructionisusuallybasedonmoderntechniques andonlytheoutlineresemblestheoriginalmachine. Whenisareplicanotareplicathen?Surelythe answermustbewhenthenewmachineismadefrom theoriginaldrawingsandusingtheoriginalmaterials asspecifiedbythedesigner.Theaircraftthus constructedbecomesacontinuationoftheoriginal series.

RoyNerouisusingtheserigidpreceptsinthe constructionofaChiltonD.W.laregisteredGBDLV.Thuswhentheaircraftiscompleteditwillbe abrand-newChiltonRacerwhichisnomean achievementwhenoneconsidersthatthelastone builtwasfortyyearsagoatChiltonFoliatbyMessrs. WardandDalrymple.Thejobisplannedtobe completedwithintwoyearsandanyonewhoknows Royrealiseshisplansaremadewithmeticulouscare. Hisinitialresearchesledhimtotheaircraft's designer,Mr.A.R.Ward,asprightlysixtyyearold andsurvivoroftheoriginalChiltoncompany.Mr, WardprovidedRoyNerouwithasetofdrawingsand specificationsfromwhichtheaircraftistobebuilt. Inordertoshortentheconstructiontimeandstay withinthetwoyeartarget,theworkistobesubcontractedoutwiththefinelytaperedandslotted wingsbeingbuiltnearWhiteWalthambyJoe Austin.ByhappycoincidenceJoewillbeinspecting anotherChiltonforitsPFArestrictedCofA.

JohnMcDonald'sG-AFGIwillbeshortly undergoingacompleteoverhaulatBooker,involving anextensivele-buildwhichentailsopeningupthe wingsandcentresection.Thuswillberevealedand recordedthevitaltechniquesandfittingshiddenfor manyyearsofwhichaknowledge,despiteaccurate drawings,isessentialtokeepthenewaircraft identicalineverywaywithitspredecessorsand allowingveryaccuratewingjigstobemade.

Royhopesthatthepowerplantwillbea60hp

Mikronifhecangetone.Howeverhehas contingencyplanstousetheoriginal32hpCarden FordwatercooledenginefromtheChiltonG-AFGI shouldhebeunsuccessfulinobtainingLhemore powerfulengine.Evenwiththisrelativelylowpower theaircraftwasabletoachieve112mphin1939and asaconsequencewasmuchsoughtafterbypilotsin theearlypostwarracingevents.AMikronpowered versionmanagedastaggering148.75mphaverage duringtheNationalAirRacesof1958overadistance of47miles.Smallwonderthereforethatthisultra lightremainssoattractiveandwhyRoyNerou's projectissuchanimportantoneinthevintage aeroplanecommunity.

Dare Event Place

MayWhilsunCamp BostonAero27/29 Campingforthefamilydrome. atthisfriendlythreeday vintagefly-in.

JunesbliVintageAirandMotor Finmere Rally. AustinsevensandMoths, ahwhatnostalgia!

June 30thSywell Sywell

July1, Biggerandbetterevery 2nd year.Whatbetterchance toseevintagetypesfrom theContinent.

July29thVintageInvitation. Middle FlyintoArmyAirCorps\Vallop Centre.

Aug.SummerCamp. Finmere 26/27 Thatthreedayjamboree ofvintageflying, competitionsandgossip.

Sept.AusterClubFly-in. OldWarden 17th (Invitation)

Oct1st.SpotLanding OldWarden Competition.

Nov.WinterSocialEvening T.B.N. 25th

(Photo:A.J.Chalkley)

PFA LandingStripsEtAirfields

byStewartJackson

Aboutthreeyearsago,theEastMidlandStrut, throughJohnBakewellrequestedinformationabout strips,fromwhichwecouldcompilearegister.The responsewasrestrictedtothreereplies.

SincethentheAirfieldsCommitteehasbeen lookingintothelegislationandconditionsfor unlicencedstripoperations:JimEspinhaspersevered againstbureaucracyandhassucceededinopening thePophamAirSportsCentre.

ThatisaboutthetotaleffortofthePFAwhichhas gotapositivedisplay.Nodoubtthereareotherswho havealsohadsimilaruntoldsuccesses.

AttheDecember1977Councilmeeting,thewriter committedtheEastMidlandsStruttoreactivateour previouseffortsinasomewhatmorepositive manner.TheproposalsaretohaveaPFAguideto stripsandairfields.

Thereareobviouslypeoplewhoseimmediatevision isthearrivalofnoisyaerialcowboyswhowillremove allgoodwillandperhapsjeopardisetheuseofthe strip.But,please,letushonestlyaskourselves,does thisreallyhappen?

Iamastriphopper,asopposedtoanairport promenader,andbyandlarge,stripoperatorsseem towelcomethegenuinePFAmember,exercisinghis righttoFlyforFunandRecreation.

Forthosethatarestillcautiousaboutthescheme, herearedetailsofaproposedgradingschemefor availability.

Grade1 Operatesalltheyearroundatthe timesstatedinthePFAGuide. Telephonerequestedbeforedeparture.(28dayruledoesnotapply.)

Grade2 28dayRuleapplies.Prior Permissionorinvitationmustbe obtainedbutvisitorswelcomeinthe specifieddays.

Grade3 EmergencyorSpecialReasonsonly.

Thefirstgradeisselfexplanatory.

Thesecondgradeisforthebenefitoftheoperator whofearsthatoverexposuremayjeopardisehis facility.

Thethirdgradeisfortheemergencybenefitstoall whofindthemselvesinaconditionwhereaforced landingofanysortisinevitable.

Theconditionsunderwhichtheschemewould operatearethatthecirculationofsuchaguidewould bestrictlytoPFAmembers.Theaircraftconcerned wouldbelimitedtothetypesoperatedontheSpecial CategoryCofArestrictedtothePFAunlessexpress permissionoftheoperatorwasgivenoneach occasion.Agoodstandardofairmanshipmustbe observedatalltimes.

ThePFA,(ULAIRLtd.),theoperators,the landownersandallpersonsinvolvedinthe compilationoftheguideacceptnoresponsibilityfor accuracyandallflightsareentirelyatthepilotsrisk.

1hopetheforegoinghasdispelledanyfearsofan invasionofaerialcowboys,andthatallmembers whoeitheroperatefrom,orhaveanyconnection withsuchastrip,willparticipateinthescheme.

Theeventualhopeisthatonedaywemayhavea mapschemeofourown,overprintedwithPFAstrips withtherelevantgrademarkedonsothatflight planningamongstourowntypesmaybecomea

reality.Ihopeitisnotjustanotherdream.

Thefollowingisasuggestedformatofdetailsplus alocalmapofthesiteandfeaturessimilartothetype asprintedinPooleysGuide.

(Notefictitioussite)

GRADE2

P.P.O.from Owner/ OperatorMr.DavidGaylion,ForgeFarm, SuttonWalter,Oxbridge.

TelephoneOxbridge(Std0765)-4217or

SuttonWalter481

MapRef.N.52°.02.E.1023'

RunwaysNW/SE1200ft.GrassL.H. NE/SW1400ft.GrassL.H.

Windsock DisplayedApproximately11mileswestof RailwayStation Beware TVmastsixmilesEastoffield. RoadtrafficonthresholdofNW approach.Bothrunwayshave highestpointinmiddle.Overshoot ifnotdownbyadistancefrom threshold.Restrictedfuelavailable. Pilotsownrisk.Goodaccesstotown forrestaurantsetc.

IknowthatsomeStrutsalreadyhavethistypeof informationavailable,and1appealtoyouall,in yourowninterests,pleaselettherestofthePFA know.

Justsupposeyouareapproachingaweatherfront, ortheenginestartsmisfiring,wouldn'titbeniceto knowwhereyourfriendsare.

PleasesendalldetailstomeStewartJacksonat12 BedfordClose,Kegworth,Derby.Telephone Kegworth(050-97)2053orto PFA Officea Shorehamwhowillforwarditontome.ThankYou.

Quotationsivithoutobligation

Ourpersonalandcomprehensiveserviceisalso availabletomeetmostotherindividualorcommercialinsuranceneeds. Establishedover50years

TheDifferential PressureTester

byStuartMacConnacher

Theabovedeviceisusedbyprofessionalengineerstodetectthewearintheindividualcylindersof anaeroplaneengine.Itisasophisticatedformof compressiontester,whichifusedregularlyandthe resultsplottedonagraphwillshowweartendencies. Italsohastheadvantageofenablingit'susertodetect thecauseoflowcompression.Theonlyproblemto theaveragePEAmemberisbeingabletobringthe aeroplaneandenginenearenoughtoanairlineto connectupthedevice.Theairlinemusthavea capabilityof102-120PS1.

Itworksbycomparingtheairpressureononeside ofaknownorificewiththepressureontheother side.whichisconnectedbymeansofahosetothe cylinderoftheengine.Thefixedorificeusedis0-040 ins.diameterwhichisequivalenttotheoutletorifice throughtheringsofaContinental,Lycoming,V.W., orPratt,SgWhitneyreciprocatingengine.Thuswitha pressureof80psiappliedthroughaIegulatortothe firstorificeandifthesecondorificeleadingfromthe chamber,whichincludestheenginecylinder,isthe samecross-sectionalarea,therewillbcnopressure dropacrossthefirstorifice.Ifwearispresentora valveisnotseatingproperly,thenthesecondorifice willin effect bebiggerthanthefirstandthusthere willheapressuredrop.Byplacingapressureguage onbothsidesofthefirstorificeitwillbepossibleto quantifywear.

Anadaptorismadethatreplacesoneofthespark plugstoconnectupthedevicetothecylinder.To

makethisadaptor,brazeanairlinecouplingintoa hollowedoutscreenedtypeaircraftsparkplug.

Beforeusing,disconnectallH.T.leadsfromthe sparkplugs;thenremoveoneplugfromeach cylinder.Thepropshouldbeturnedtoaposition wherethecylinderundertestisatT.D.C.(i.e.All valvesclosed),inserttheadaptedplugandconnect theadaptortotheairlineviatheDifferentialPressure fester.Withthepropfirmlyheld,otherwiseitwill rotatewhenthecompressedairisapplied,setthe regulatortogive80psiinfrontofthefirstorifice. Thennotethereadingonthesecondgauge.Ifthisis 78psithereadingis80/78.Ifthesecondguagets readinglow,thelocationofthewearcanbe ascertainedbyear,e.g.exhaustpipeforexhaustvalve andcrankcasebreatherforcylinderwearetc.The checkmustbecarriedoutwiththeenginewarmtobe sureagoodsealismadebetweenringsandoil.

Makeanoteintheengineloghookandcheck previousentries.Ifplottedongraphpaperthe readingswillenableyoutopredictlikelyareas needingattentionandatwhattimetheywillgooutof limits.Avalueof80/60isconsideredtobethelow limit,belowwhichimmediateattentionisrequired, thatisexceptforaRollsRoyceMerlinwhere80/40is consideredgood.

TomakeyourownD.P.T.seethesketchbelow. Theonlycriticaldimensionisthefixedfirstorifice, sotherestcanbemadeuptosuittheairlinefittings thatyoucanobtain.Thedetailsgivenarebasedon onebuiltandsucessfullyusedbyElmerWardonhis Cessna185andP51DMustang.

LATROBEVALLEY

SPORTAIRCRAFTASSOCIATIONOFAUSTRALIA'SANNUALFLY-IN

PETERMETHERELL

ThisCorbyStarletVH-CPJis mainlyredwithHackandwhite trimandwasbuiltbyLyn Forster.

F.SmithbuiltthisverystreamlinedwhiteandredTaylorMonoplane

JodelD.9VH-RDWisredand whitewithgoldtrimandwas flownbyR.Wheatland.

Photo'sby

KenGoreflewhisorangeand whiteBedeBD4fromNewSouth Wales.

ThisgreenandwhitePittsSpecial VH-AOYisoneof10inAustralia andcamefromMelbourne.

FairchildArgusVH-ALFisin U.S.A.F.camoflageschemeof olivewithyellow-rudderand enginecowling.Itwasflownfrom Moorabbin,Melbourne.

ThisallredTigerMothcoupe completewithR.A.AF.roundel wastheonlyTigerpresent.

TheonlyVP-IpresentwasVHAGBbuiltbyG.Brainandbased atBerwick.Colourschemeis overallredwithblacktrim.

TaylormonoplaneVH-MAHis overallyellowwithblacktrimand whitewings.

VH-ULVisaverysmartorange andwhiteCorbyStarletbuiltby Bernard!Lansford.

BUILDINGA SCALE MUSTANG

By BillWilks

PartThree

Overtheyearorsoduringwhichthecontrolsurfaces hadbeenleft,theplyhadsunksothatwhathadbeen flatoriginallywasnowliketheseawitharibateach crest.Asthismovementhadhappenedgradually,I assumedthatthepartswerenowtheshapethatthey intendedtostay,andsetaboutfindingasuitable filler.Theanswer,formeanyhow,wasasubstance called"microballoons".Inappearancelikecocoa andincrediblylight—eachgranualisapparently hollow.ThenormalAralditeMY750/HY953Awas usedandmixedwiththemicroballoonsuntilitwould absorbnomore.TheresultwaswhatIremember fromearlychemistryasasupersaturatedsolution, butinsteadof"saltinwater"itwas"microballoons inAraldite".Spreadontheply,thismixturewasstiff enoughnottofalloffontothefloor,andwhencured easilymachinedtoshapewithasurformblade removedfromit'sframe.Thefinalfinishwas achievedbysanding.Fabricwasusedonthewhole aircraft.Havingdonethejob,Istillknownothing abouttheuseoffabricasnormallyutilised.The processonplywasratherlikeapplyingwallpaper. Threecoatsofcleardopepreceedingthefabric, followedbyfourcoatsonceitwasapplied.

Medapolamwasusedforpartofthejob,butwhenI triedtobuyenoughtocompleteIwasunabletoget anymore,soturnedovertolightweightDacron, whichwascheaperandbetter,butmoredifficultto apply.Beforefinalfinishingwasundertaken,the completetailplanewasassembled.Thelongbolts usedtofixthewholelottogetherwerereportedtobe absolutelyunobtainableinthiscountry,soa selectionofdifferentlengthswasorderedfrom Canada.Whatarefreshingchangetobeableto exchangehardwareformoneywithouttheusual mumbojumbowhichseemstoaccompanyany purchasejustslightlyoutoftheordinary,overhere.

Choosingacolourforaprojectsofarfrom completeseemedalittlepremature,butwas necessaryatthispointbecauseIwantedtofinishthe partsandgetridofthem,hopefullynevertomeet againuntilfinalassembly.Theinterestingpartofthis wasthataquantityofpaintwasboughtinitially, followedbyafurtherquantityatalaterdate. Althoughsupposedlyboththesamecolour,they wereinfactverydiferent.Inevitable,Isuppose,in thisdayandageoftotalindifference,butabit gallingat£16pergallon.Themakeshouldnotbe mentioned,butIhadafeelingthat[heytooktheir shaggydogoffadvertisingforawhileinordertoget himtomixmypaint!

Thus,inaratherprotractedmanner,Imade myselfenoughroomtocontinueworkonthewing. Remainingjobswere,makingandfittingthetips, makingandfittingtanks,makingtheleadingedge andfittingintheundercarriagesupport.Thislast wastheeasiest,beinga3diametertubewitha suitableflangeweldedon.Thispassedthroughthe mainspar,beingboltedtospecialstiffenersatthis point,andextendedfarenoughtobeboltedtoanash insetontherearsparjustinsidethetankbayand adjacenttorib5.

Thedrawingoftheleadingedgespecifiedahollow structuremadefromlmmply.Evenmyslight

experiencewouldnotallowthis,soabalsablockwas usedtofill[hehollowarea,andImmplyfixedonthe outside.Thefinaljobwasquitepleasing,andstrong enoughtoresistpeoplepokingandgenerallyrunning intotheleadingedge.

Wingtipmouldingswerenotavailablefrom anywheresohadtobemade.Mostoftheother mouldingshadbeenboughtout,notbecauseIliked spendingmoney,butbecausetherewasquiteenough workwithoutmakingthem.Also,withthegarage adjoiningthehouse,IbelievethatIwouldendup eitherdivorcedorpoisonedwiththatamountof fibreglassworktobedone,alongwithit'sassociated smell.Manufactureofthetipswastheusualsimple butmessyfibre-glassprocess.Plansindicatedthe generalshape,andmastersweremadeinplasterof paris,mouldsmadefromthemandthentheactual tipfromthemould.Theresultachievedisindirect proportiontotheamountoftimespentonthemaster andmoulds,andmyresultswerejustfair.Thework mademeappreciatetheamountofeffortthathad goneintoJerryBoeve'scowlings,eveniftheyturned outabitsmallinplaces.

Thereallynastyjobwasthetanks.Studyofthe drawingsledmetobelievethatthepersonwhodrew themuphadcertainlynevermadeanytotheirown drawings.Variouschangesintheconstructiondetails wereagreedwithBrianDunlopbeforestarting.The materialusedwas1..59aluminium18SWGthick. •Thedesirabilityofmakingagoodjoboutweighedthe equallydesirableweightfactorhere.18SWGwas thickerthanspecified,andL.59isveryeasytoweld, atleast,aseasyasanyaluminiumistoweld.WhilstI amnotanacewelder,whenIdoweldthingstheystay welded;andIcouldseenowaythatthesecouldbe madebycartingbitsandpiecestoanoutside contractor.

Varioussectionswerecutandcontouredtofitas muchfuelaspossibleintothebay.Thesepartswere thenweldedtogethertoformthebottomthreequartersofthetankwhereininternalbaffles,outlet, waterdrainandlevelsensormountingswerewelded.

InstrumentpanelofBill'sMustang.

FuselageawaitingengineatRedhi

Theseinternalbaffleswereflangedovertoco-incide withthewinaprofile,andthetopskinwasboltedin positionto[hesebafflesbeforethefinalwelding roundtheentiretank.Aspecial3partepoxysealwas usedroundthescrews,whichhadpreviouslyproved veryeffectiveinsealingsmallleaksinotherfuel tanks.

Thismaterialwasdevelopedtosealwineinto concretevats,sohadtobegood.Apparentlywine goesthroughanyconcretequitequickly!Last weldingjobwastofitthefillercap,andafterthisthe wholejobwasverycarefullywashedoutanddried beforetreatingwithsomeveryeffectivestufffrom Canadacalled"sloshingsealer".Thisisayellow paint-likematerial,withavilesmell,whichisfuel resistantandhas,sofar,provedveryaood.Needless tosay,thetopskinwasaverydifferentshapetothat intended,and,afterscrewingin,wasabraded, carefullydegreasedandfilledwithmoreAraldite microballoonmaterial.Atestshowedthateachlank heldelevengallonsagainsttheprototypestwelve andahalfgallons.Idonotknowwheretheyfound theextracapacity,butIwasbeginningtodoubtquite afewthingsnow,particularlyalterthepublished weighthadbeensofarout.PerhapstheywereU.S. aallons!Inordertohnishoffthcwing,thefuselage hadtobemovedout.BeingaTigerClubmember,I hadmadesomehangarageenquiries,whichhadbeen favourablyreceived,so[hefuselagewasmovedout toRedhill.Foranyonewhodoesnotknowit,the

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LONGSTREET,THIRSK •,.••THIRSK10845123096

TigerClubisTHEflyingclub,enjoyingth occupationofwhatmustbethenicestairfieldin[Ile SouthofEngland,andanenlightenedmanagement whichisveryprohomebuilder.

Withthefuselagemoved,assemblycouldstartat RedhillwhiletheWin2wasfinishedoffathome.

Theprocessoffinishingthewingoffwithfabric andsoonwasratherprotractedbecauseitwasnecessarytosummonthestockcarmentoturnitover everysooften.RightatthelastoperationIwantedto moveitslightlyandmanagedtopunchaholeinthe 3mmplysection.Fortunately,nothingelsewas damagedandafterconsultationwiththeinspector,a methodofrepairwasagreedandthejobwasdone. Intheend,onlymypridewashurt,butthelessonis important.Bitsofaeroplanearefragile,andareal carenlustbetakenmovingandstoringthem.Iwas tryingtotakeashortcut,andpaidforit.

Withthecompletionofthewing,justaboutall thatcouldbcdoneathomehadbeendone.Although allthemajorcomponentswerefinished,therewas stillagreatdealofwork[hatcouldnotpossiblybe doneexceptatfinalassembly.Thefuselagehad takenupresidenceatRedhillinNovember1976so !hat,hopefully,allwouldbereadyforSywell1977. Thefactthatitwasnottherewasnotbecausethe aircraftwasincomplete,butforotherreasonsthat werewelloutofmycontrolandonlyduetobe resolvedafteralotofnegotiationand,admittedly,

DepartureoftheWingfromBill'sgarage.

Bill'sMustangseenonitsSecondflightonthe15thOctober,1977.

helpfromtheC.A.A.,allundertakenbyJohn

Allthebitsandpieceswhichhadbeenstoredaway invariousplaceswereslowlybroughttogetherand assembledontothefuselageuntil,finally,thewing wasreadytogoon.Transportinga25footlongwing ona9foottrailerwassomethingofanepic,and RedhillStrutwereoutinsomeforcewiththeircars ridingshotguntomakesurethatnosuburbanites managedtorunintoit.Fittingwassomethingofan anti-climax.Thewholelotwenttogetherfirsttime.

Duringthepreviousyear,theundercarriage mechanismhadbeencompleted,includingthe electricmotorandit'sreductiongear.Themotoron theplanswasanAmericanPrestolitetype,andIhad feltallalongthatItwasnotmanenoughforthejob. Afterassemblingthewholelotaretractiontestwas tried,whenthemotorfailedmiserably,toomany amps,notenoughpuff.Quiteobviouslytheamount ofpowerneededwasabouttourtimesthatbeing delivered.Neverbeingonetowastetimeon somethingthatwasnotgoingtobearfruit,Idecided tothrowitawayforthwithandconstructahand poweredsystemoperatedbythesameverticalshaft andgearboxassembly,chaindrivenfromahandle justinfrontoftheseat.

CamethegreatdaywhenmybrotherandIfitted theengineintothebearersandbolteditin.Things werereallylookingimpressivenow,andlotsof peoplewereaskingquestions.1mustheremakea publicapologytoanyonewhothoughtImayhave beenalittleshortwiththeminanswertotheir question!

Muchoftheworkdoneatthisstagehadbeendone bymeatweekends,butalso,awholelotwasdonein

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theevenings.Astifftestoffortitudeifevertherewas one.Workingaloneinacoldhangaratnightisno joke.Enduranceisrelatedtothetimethatittakesfor thecoldtotravelfromthefeetupthebody,thus causingsloth,partialparalysisandaninabilityto completesimpletaskswithoutinvective!Onesuch taskundertakenbymybrotherandmyself,helpedat timesbyTomReagan,wasfittingthecowlings. Withoutdoubtthenastiestjobsofar,itwas purposelydoneatnighttoavoidsubjectingtheweekendvisitorstoallourbadlanguage.Anothermajor jobstilltobedonewasthewingsectioninfrontof thesparatribs1to5.Thisisanaluminiumstructure whichisopenunderneathtoaccepttheundercarriage onretraction.Mostoftheholeisfilledbythegear doorswhicharehingedonrib5andclosedbyaball jointedrodmountedadjacenttothescissorbrackets. Theribsforthisassemblywerecutawayatthespar endsothatonlyaverysmallportionwasscrewedto it.Thewholelotwasflexibleuntilfirmlyboxedbya sortoffrontsparextendingtorib4onlytoallow removaloftheundercarriagelegs,andsecondlyby theactualskinitself.Poprivetswereused throughout.Eventually,fittingtheouterskinwasthe easiestpart,withhelpfromTomReaganandmyson Richard.EventhoughIsayitmyself,wemadeavery goodjobofit.

Thenextretractiontestsoonbroughtusbackto earth,becausetheundercarriagemechanismwanted todigaholeinourlovelywingskin.Thismeant cuttingaholeinthetopsurfaceandmakingtwofibre glassbulgestofitontheskin.

AlongwiththecowlingsfromAmericahadcomea verynicespinnermadeinfibreglass.Thelargeendof thiswas22inchesindiameter,soobviouslysome prettyheftybackplateswererequired.Thedrawings suggested16SWGsheetmountingsinfrontand behindtheprop.,buttomethisseemedtotally inadequate,soImadeuptwopatternsandhad castingsmade.Thesewerethenmachinedtofit.The jobhadbeendoneoverthepreviousChristmas period,andtooktwosoliddaysonalargevertical millingmachine.Thiswasprobablythefirsttime thatreallyeffectivemachiningfacilitiesthatIhad availablebecameessentialratherthanjustmaking thejobeasier.

Photo:IanMacClennan

Walker.

AircraftfortheHomeBuilder

No.16OFASERIESBYALANDUNN

ROLLASON'S LUTONBETAB.2

TheBetaistheresultofadesigncompetitionsponsoredbyRollasonsbackin1964.Forty-twodesignswere submittedbeforetheclosingdateandafteragreatdealofargumentbythejudges,theBetawaschosenthe winner.JohnTaylor'sTitchbeingtherunnerup.TheprimaryconstructionmaterialsareGradeAspruceof aircraftqualityandbirchply,alsoGradeA.Mostofthefittingsaremildsteelwithwingplatesandcentre sectionattachmentboltsofalloy.Thesecanbemadefromsteelbutataweightpenalty.

Thefuselageconsistsof13framesmadeupoflaminatedsprucestripswithcrossmembers,andlocal reinforcinglaminationsatlocationpointsforlongeronsandstringers.Thewholestructureisplyskinned.Fin andtailplanearemadeupofanosespar,ribsandmainsparofboxconstruction:theyareallplyskinned.

Theouterwingpanelshaveconventionalribsskinnedononeside.Thesparconsistsoftopandbottomspruce laminations,blockedatoneendtotakeplatefittings.Therearsparconsistsoftwosimplesprucemembers boxedinwithplywoodononesideandblockedinataileronhousepoints.Centresectionconstructionfollows thesameconstructionandthemainsparissolidspruceplanksinverticallaminations.

OneadvantageoftheBetaisthatithasbeendesignedtotakeseveralengines.TheexamplesbuiltbyRollason havethepopularContinentalC-90althoughtheprototypedidhaveanA-65first.Alsothedesignisspecifically fortheVWArdemconversionandwiththisenginecomeswithintheWeeracerclassalongwiththeSoneraiand theRenegade,bothdescribed in recent AircraftforHomebuilders.

FLYINGAVOLKSWAGEN

ENGINE

Itwouldbeuntruetosaythattheinformationon whattoexpectwhenyournewlyconvertedV.W. enginefirstcracklesintolifeisnotavailable,butyou dohavetohuntforit.Theredoesnotappeartobe anyformalpilot'shandlingnoteswhichsurprisesme inviewofthemotor'swideuseandpopularity.

Someofwhatyouneedtoknowiscontainedin DonPeacock'snotestohisexcellentconversion plans.Onpage19youwillfindthattheoilpressure shouldbebetween30and40Ibs.persquareinch,and onpage14oneistoldthattheoiltemperatureshould bebetween60and90degreesCelsius.Sofarsogood, butwhathappensifthesefiguresareexceededornot achieved?Atwhatpointdoesonestartgnawingthe knucklesandlookingforagoodforced-landing field?.Withalow-technologypieceofmachinery suchastheVolkswagen,onecanexpectindividual enginestoproduceafairspectrumofdiffering indications.Performancefigureswillobviouslybe affectedbythediameterandpitchoftheairscrew andbytheall-upweightandformoftheaircraft. Thereforeanyfiguresderivingfromoneparticular aeroplanemustbeviewedinthelightofthe installationasawholeandregardedasindicative onlyinageneralsenseofwhattoexpectfromany otherV.W.conversion.

ThemotoronthefrontofmyV.P.1isof1600cc capacityattachedtoaSteinhilberairscrewof51 diameterx34'pitch.Thisisrelativelycoarseanda finerpitchcouldbeexpectedtogivemore revolutions.Contrariwisealargerdiameterwould tendtoslowthingsdownabit,soyoufitsyourprop andtakesyourchoice.

BeforeIstartedupmynewengineIgottogether allthetechnicalinformationIcouldacquire, includingtwodifferentworkshopmanuals;onthe principlethatyoucan'thavetoomuchofagood thing.Thetroublewasthatnotallmysourceswere intotalagreementsothattherewerestilllargeareas ofdoubtinmymindwhenItookthefirstswing.

OnthesubjectofoilpressureManualAsaid:-'Oil Pressure(hotwithS.A.E.20Oil)7lbspersquare inch,idling;28Ibspersquareinch,at2,500r.p.m.'ManualBsaid:-'OilPressure42Ibs/sq. in/Aluminium28Ibs/sq.in.forS.A.E.30at70 degreesC.at2,500r.p.m.'.Italsosaidthattheidiot lightwouldcomeon,inthecar,at6lbs/sq.in.and thereliefvalvewouldoperateat42lbs/sq.in.

Peacocksaysthattheoilpressureshouldbebetween 30and40lbs/sq.in.andmyexperiencesuggeststhat heisthenearesttothemark.

OnthequestionofoiltemperatureonlyPeacock hadanythingsensibletosay,andthatwastothe effectthatitshouldbebetween60degreesCand90 degreesC.Knowingverylittleaboutthe technicalitiesoflubricantsIturnedtoKemp—the engineer'sbible—fromwhichIfoundthatmotoroils areclassifiedforviscosityattemperaturesof140 degreesF(60degreesC)and210degreesF(98-9 degreesC),sopresumablyoneisnotlikelytobein troublesolongastheoiltemperaturestaysbetween thesefigures.

Intheeventmyengineturnsat2850r.p.m. staticwhenonthechocks;2900r.p.m.when

byMagnusMagdrop

climbingatfullthrottleand3100r.p.m.atfull throttlestraightandlevel.Inormallycruiseat2700 r.p.m.;foraconsumptionof2-1gallonsperhourat anairspeedof72knotsT.A.S.Sheseemsvery smoothandhappycruisingat2500r.p.m.ata T.A.S.of64knotsbutIhaveyettocheckher consumptionatthissetting.

Onstartingfromcoldtheoilpressurerisesto40Ibs persquareinchandthetemperatureslowlyclimbsto 70-75degreesCwhereitnormallyremains.Inthe earlydaystheoiltemperaturewouldgoupto90-95 degreesCandthisseemedabitonthehighsidetome soIaddedsomeWynn'stothesumpwhichbrought itdownto70-75degreesC.Perhapsthiswasquite unnecessarybutitlooksbettertomyuntutoredeye withtheneedletoleftofcentre.IfIhandletheengine atallroughly,asforexamplewhentryingtostay withGroupCaptainKnowlesinafly-pastorina sustainedclimbatfullpowerthetemperaturewill stillclimbupto90degreesplus,butfiveminutes cruisingat2500r.p.m.willbringitdownagainto7075degreesC.Oncetheenginehaswarmedupthe pressuredropstobetween30and35Ibspersquare inchwhereithassofarremained.

Theproblemofwhatfueltousehadmevery worried.Mymanualsaysonlythatthecompression ratiois7.7to1;whichisnotveryhighbytodays standards.TheC.A.A.urgesustousenothingbut Avgas100LbutIwasnotaltogetherhappyabout thishavingregardtothefactthatthisisanaerialised motorcarengineandnotatrueaeroengine.1 consultedoneofmymechanicalengineering colleagueswhoconfirmedtnyfearsthatthiswould burnauamuchhighertemperaturethanthatfor whichtheenginewasdesigned;sothatIcouldexpect toburnoutexhaustvalvesinshortorder.Headvised metoput2starmotorfuelinthetankwhichiswhat hebelievedtheenginetobedesignedfor.Still vaccillatingIdiscusseditwithanex-R.A.F.testpilot friendwhonowrunsagarageandheadvisedmeto use2starinthesummerand3starinthewinterfor easierstarting.HealsosuggestedthatIshouldcarry acanofRedextoaddtothefuelifIeverhadto accept100L.Iamnotquitesurewhatthisis supposedtodoandIhavenotinfactdoneit; assumingthatdilutionwiththemotorfuelinthetank wouldbesufficienttokeeptemperaturewithin bounds.Icompromisebyusing3starandalways filterthefuelthroughachamoisleatheraswedidin theR.A.F.Ialwaysfillthetankrightupafterflying asthisminimisestheriskofcondensation.

BeforeflyingIalwayscheckthelowlevelfilterand watertrapandsofarhaveneverfoundatraceof eitherwaterordirtinit.Ipersonallyregardthislowlevelfilterandwatertrapasbeingofprime importance,inspiteofthefactthatithasneveryet hadtooperate.Ihaveseenoneortwoaircrafton whichitdoesnotfeature,presumablypartlybecause theredoesnotappeartobeamandatoryrequirement foritandpartlyonaccountofthecost.

Ioriginallyproposedtoinstallthesamesonof filterandtrapasisusedontheCessna150with whichIwasfamiliar,butwasbroughtupshortwhen Ienquiredthepricewhichwasthenabout£50.Itjust

happenedthatIhadtheverysimplefilterandtrap thatisfittedtothefueltankofaStuartTurner marineinstallation.Ihadacquireditsomeyears beforewhenIwasoverhaulingthefuelsystemonmv boatandfound,intheevent,thattheoldonewas stillserviceable.Ihavenoideawhatitcostbutwould besurprisedifitrantomorethantwoorthree poundsattodaysprices,anditseemstodothejob justaswellastheratherpriceyCessnapattern.Itwas only I borebutitwasnotroubletodrillitoutto tomatchtherestofmysystem.Itisobviouslynotso convenientastheCessnapatternonwhichonehasto pressalittleleverandthegubbinsrunsoutatthe bottom.WiththeStuartTurnerpatternonehasto removethebrassbowl,lookinsideitandreplaceit, butthistakeshardlylongerthanpressingthelever. Anywayithaspassedthescrutinyoftwoprofessional inspectorsandperformedperfectlyinservice;andso itshouldsinceithasnothingtogowrong.

Anothercommonlyneglectedsourceoftroubleis thetappets.Ineverlookedatmineatalluntil100 r.p.m.mysteriouslywentmissing.ThenexttimeI triedtostarttheengineIdetectedahissfrommy number3exhaustvalveand,onopeningupthe rockerboxcoverIfoundthatthegaphadclosed rightup.Myhand-bookgivesthecorrectgapas 0•006orO.15mm,andnoneofthetappets contOrmedtothat.Ofcourseitwasanewengineand thevalvescouldbeexpectedtobedthemselvesinso thatthetappetgapswouldbeboundtocloseupa little,and0.15mmisreallyverylittle.AnywayInow includetappetsinmypre-flightinspection.

Onesuredeterrenttoeasystartingistheleastbitof oilordirtonthemag.points.Whereonearthit comesfromIcannotimaginebutifthereisaspeckof dirtdriftingarounditcanbeguaranteedtofindit's wayontomypoints.Ideally,Isuppose,oneshould includecheckingthegapsandcleaningthepointsin one'sdailyinspection,butIwouldthinkthatonce aftereverytenhoursflyingshouldhesufficient. Thereisnothingdifficultaboutitbutittakestime, andifonecheckseverythingoneveryoccasionit leavespreciouslittletimeforflying.

Fouledplugscanmakestartingdifficult,soIcarry asparesetalongwithmytoolsandother impedimentainthebackofmycar.Inmyservice daysIcouldalwaysgelplugscleanedbytakingthem totheM.T.sectionwhoinvariablyhadasandblastingmachine,butIhaveyettodiscoveralocal garageinEnglandwhichhasthisusefulfacility.I havethereforeacquired,fromHalford's,aplug cleaningtoolwhichconsistsofaclosedtubefullof finesteelneedles.Youremovetheplasticstopper fromoneend,screwtheplugintoit'splaceandshake hardforaminuteortwo.Itisinexpensiveandworks quitewell.

Myinanualgivesanoilchangeafter3000road miles.Atmycruisingspeedof72knotsor83 m.p.h.thisworksoutat36hours.Havingregardto thedifferenceinoperatingconditionsIhaveset myselfanoilchangeperiodof25hours.Whenthe firstoilchangewascomingupIconsultedmy mechanicalcolleagueswhorecommendedthe followingprocedure:

I.Drainouttheoldoil.

2-Removethefilterandwashwellinpetrol. Replacetheplugandfillthesumpwith flushingoil.

Runtheengineforfiveminutes. Drainouttheflushingoilandremoveand washthefilter.

Replacethefilterandplugandfillupwith newoil.

InallinnocenceIwenttomylocalgarageand askedforagallonofflushingoil.Theyhadnoneand IrathersuspectthattheydidnotknowwhatIwas talkingabout.Itriedseveralothergarageswiththe sameresult,sobackIwenttomymechanicalfriends whoadvisedmetogetagallonofthecheapestoilI couldbuyandusethatinstead.Ineverknewthere wassomuchdifferenceinthepricesofoils.

Now,havingdoneeverythingthatweshouldhave doneinthewayofpre-flightchecksandmaintenance wecheckpetrolon,afewprimingstrokes,suckin, Contact—andnothinghappens.Ihaveswungthat propfortwohoursonendwithoutachieving anythingmorethanafewsurlykicksback.Other timesitwillgoonthethirdorfourthblade.Ithink, andthisisonlyanimpressionandnotyetstatistically proven,thatshestartsmosteasilyifItendtooverprimeandsetthethrottlewithquarterchoke.

IthoughtIhadsolvedthestartingproblemby usingsomestuffcalled'EasyStart'—rawetherburst intotheairintakeandshestartsnearlyeverytime.I wasdelightedwhen,attheHenstridgerally,Ifound thatalotofotherchapswereusingit.Thisseemedto betheanswertoallstartingproblems.But,atBiggin Hill,IgottalkingtoBillWilkswhotoldmethatit wasnnefordieselenginesbutwithflatfourpetrol enginesitcouldbeguaranteedtocrackthepiston rings.Imighthaveguessedthatitcouldnotbeas easyasallthat.

Mynextideawastofitanimpulseunittotheport magneto,forwhichinstallationdetailsaregivenin hePeacockconversiondrawings.Ihadalways houghtthattheobjectiontotheimpulseunitlayin heextremecarerequiredwhenswingingtheprop; butsomeonetoldmethattheimpulseunitsprovided fortheS.R.4magnetoswereneverintendedfor aircraftuseandwereapttodisintegrateinmidair.I donotknowifthisistruebutIamdisinclinedtotest 't.So,forthetimebeingatleast,Iseemtobestuck withmystartingproblem.

VOLKSWAGEN

AIRCRAFTENGINEPLANS forAmateurConstructors

30sq.ft.ofdrawingsandaI5,000-wordmanual providedesignsandinformationenablingoneto convert anyV.W.engineupto 1600ccs.Fullyapprovedfor amateur-builtaircraft.theseplansareofferedwithlifetimefreeadviceforonly£9.50postpaid.

DonaldG.Peacock, ParadiseCottage,Keingsford,Fairford,Glos. Tel.Kempsford246

Tosummarise,thereforemydailyinspecton routineisasfollows:—

SprayallroundwithW.D.40. Removecowlings.

Checkfuelfilterandwatertrap.

PetrolOnandMasterswitchOntoenergise tachometer.

Checkoil.

Checktappetsat0.006or0.15mm.

Checkallcontrolterminalsforsecurityand exercisecontrols.

Greasemagnetochainifnecessary. Every10hourscleanandcheckmag.points andplugs.

Mag.gapO.014",pluggap0-015". Every25hourschangeoil.

Startingfromcold.

Checkfuelonandmasterswitchon Turnengine8bladesgivingtwopriming strokesonthrottleeveryblade.

Setthrottleandgiveaboutquarterchoke. Contact.

lfshefailstostartin8blades SwitchesOff. Fullthrottle;Nochoke.

Blowout—turnpropbackwardseightblades. Throttleset,quarterchoke. Contact.

Repeatadnausearn.

Oncetheenginehasbeenstartedfromcoldthereis seldomanydifficultyinrestartingduringtherestof theday.

Oncestartedcheckoilpressureabout40Ibsper squareinch.Runat1200r.p.m.workingupto1500 r.p.m.andcheckmagsfordeadcutAfterfive minutesrunuptomaximumstatic r.p.m.-2,850—andcheckmagsformagdrop. Throttlebacktoidleat1000r.p.m.foroneminute. Openupto1500r.p.m.fortensecondsandswitch off.Replacethecowlings,wrapupwarmly,re-start, strapin,checkmapsincockpit,taxitoholdingpoint, docockpitdrill—Mixturenormal—FuelOn; Altimeterset—,runupandcheckmags,lineupon runway,openthrottleandGO.

Imustemphasisethattheforegoingisjusta descriptionofwhatIhavebeendoingforthepast yearandIhavenoformalauthorityforanyofit. Indeedthisiswritteninthehopethatoneofour mechanicalGodswilldescendfromhisprivate Olympusandeithergiveithisqualifiedimprimatur orelseshootitdowninflamesandpromulgatea propermaintenancescheduleandasetofPilots HandlingNotesfortheV.W.Engine.Eitherwaya lotofus,myselfinparticular,willbeverygrateful. And,mostimportantly,willhepleasetellushowto startaV.W.enginewithoutwearingourselvesoutto thepointofexhaustion.Theexercisemustbevery goodforourpayloadsbutwewouldreallyratherbe flying.

TwoveryinterestingpointsarisefromMagnusMagdrop'sarticle.

Whilsthisconclusionsaboutthecorrecttemperaturearequiteright,hisreasoningisonlypartiallyright.Lubricatingoil servestwofunctionsinapistonengine.Itsprimetaskistoreducefriction,butitalsoservesasecondary,butvery important,purposeasacoolingmediumfortransferingheatfromthecylinderwallsandpistons.Itisnecessarythatthe temperatureofthecombustionchambersbekeptatanoptimumtemperatureforefficientcombustionofthefuel/air mixture,andthisisthedominantfactorwhichcontrolstheengineheadandoiltemperatures.Theoilisthenchosentosuit thejob.Ifonecouldavoidheatlossesfromthecombustionchamber,anoiltorunatamuchlowertemperaturecouldbe used,andthiswould,amongotherthingsreducethewarmuptime.Ashappenswithmostengineeringproblems,thewhole thingisacompromise,andoilcarriesoutthetwojobs.

Thequestionofusingmotorcarfuelsisamuchdebatedpointthesedays,andnotesgivingtheprosandconshavealready appearedin Popular Flying. Thelegalpositionisthataviationfuelsmustbeusedinallcases,exceptwheretheengine specificationspecificallystatesthatmotorcarfuelcanbeused.

RADIOTELEPHONYPROCEDURES

1.AcknowledgementofATCMessages

Pilotsshouldbeawarethattheymustreadbackin full anyofthefollowingATCmessages

ATCClearances

LevelInstructions

HeadingInstructions

SSROperatingInstructions

AltimeterSettings

VDFInformation

FrequencyChanges

Whenthishasnotbeencompliedwith,apilotcan expectthatthecontrollerwillrequestthatthe instructionsbereadback.

2. TransmittingTechniques

TheattentionofallusersofRadiotelephonyis drawntotheimportanceofusingcorrect phraseologyandprocedures.Commonshortcomings thatcanbefoundindailyuseare:—

Theclippingofwordsorfiguresatthebeginning andendofmessagesbycarelessuseofthetransmitterswitch.

Excessivecourtesiesandverbosity Introductionofhesitationsyllablese.g.—er, um,ah.

P.F.A. Engineering

Unnecessaryuseofnonstandardphraseology.

3.Toensurethatahighstandardofefficiencyin theuseofRTFisachievedandtominimisethelikelihoodofconfusion,thefollowingtechniqueshould be used:—

Prior toTransmission

Listenouttoensurethatyouarenotinterfering withanotherstation.

Knowwhatyouaregoingtosayandtowhomit istobeaddressed.

Duringtransmission

Operatethetransmitterbuttonbeforespeaking andreleaseitafteryouhavefinishedspeaking. Pronounceeachwordclearlyandcorrectly. Usestandardphraseologywherepossible(see informationCircularNo.101/1972).

Afterthetransmission

Listentothereplyanddonot assume thatitwill alwaysbetheexpectedacknowledgement. ReadbackinfullanyoftheATC instructions thatrequireitotherwiseacknowledgethereplyif appropriate.

Listenoutforanyfurther messages addressedto you.

Ifindoubt,requestthatthetransmissionbe repeated.

ByCourtesyofthe ,4 eronauticalInformationServicepftheC.A.A.

DearSirs, AGrassRootsAirfield

TheChairmanandcommitteeoftheCornwall FlyingClubwouldlikeallP.F.A.memberstoknow thattheyaregoingaheadwiththepurchaseof BodminAirfield,andhopetobecompletingupon 31stMarch,1978.MikeRobertsonhasofferedit uponveryfavourableteiinstoensurethatitcontinuesforalltimeasagrassrootsenthusiasts'airfield;providedthatownershipissharedamongst pilotsandsupporters,withnosinglepersonputting upmorethan£2000.Acompanylimitedby debentureisbeingformedandwearehopingtoget asmanyas250supporterstoputupasmallstake.. themorethemerrierandthemorecertainthelong termsecurityofourairfield.WewouldwelcomeparticipationbymembersoftheP.E.A.,foryouareour sortofflyersandwehaveyoursortofairfield!Minimuminvestmentis£100,anditisofcourseredeemableondemand.ThecoMmitteeisconsidering variouswaysinwhichadditionalprivilegescouldbe giventodebentureholders.

MikeRobertsoncontinuestogivehisfullsupport, andwethinkyourmemberswillbeinterestedto knowthatheisbuildingasuccessortotheWhittaker ductedfanaircraft.Constructioniswelladvanced anditshowspromiseofbeingapracticalandexciting twoseatacrobatictrainer/toureraircraft.

NextwewouldliketotellyouaboutourAirDay onSunday,30thJuly,1978—adayonwhichwehope manyofyourmemberswilljoinus.Camping facilitieswillbemadeavailableinanadjoiningfield, andacarprovidedfreeofchargeformembers wishingtoaetintonearbytowns.Wesuggestyou makealongweekendofit.FlyingdownFriday eveningorSaturdaymorningandremainingforas longaftertheAirDayasyouareable.Asasmall incentive,andbecauseofthegreatinterestwhich ultralightaircraftaenerate,weareoffering5gallons ofpetroltoeveryownerofahomebuiltwhojoinsus forourAirDay,andtwo£25prizes.Thefirstforthe bestkeptantiqueaircraftofanykind,andthesecond forthebestfinishedhomebuilt.

GoodlucktoallmembersofthePEAwhocanbe assuredofawarmwelcomeatalltimesatBodmin Airfield,butonthisoccasionpleaseeiyeourC.F.I. Sqd.Ldr.DickieSmerdon,aringonCardinham419, andlethimknowyoure.t.a.Ifyouwouldliketo becomepartowneroftheairfield,andwehopemany ofyouwillparticipateinthisunusualandexciting venture,getintouchwithourchairmanTerryCoxat Galgeth,Mount,Bodmin,Cornwall.

Yoursfaithfully, BodminAirfieldCommittee.

myselfreadingthroughitagainwonderingifperhaps Imissedsomething,butno,nothingwasmissedthe firsttime,andafterdoingthiseverytimeanewissue appearsIbegintowonderifIamlookingfor somethingthatisn'tincludedinyourcoverage. Therefore1wouldliketomakethefollowingpoints andinviteyourselvesandotherreaderstocomment astowhetherornottheywouldmakeasuitable additiontoyour(orshouldthatbeour)magazineon areaularbasis.

CONSTRUCTIONTECHNIQUES.Perhapsa pagecouldbedevotedtoexplainingvariousmethods ofconstruction,i.e.wood,&assfibrecomposite, weldedtubing,foam/glassfibreandcoveringsi.e. canvas,wood,glassfibreandCeconite/Dacrontype materialwithhintsastotheiruseand[heassociated `forandagainst'factswitheachmaterial.Onetype ofmaterialcouldbecoveredinoneissueandanother thenextetc.Ifeelcertainthatwiththewealthof knowledgeavailabletotheCommittee,forexample, theyshouldfindthiswellwithintheircapabilities.

TECHNICALDETAILS.Perhapsaseparate sectiononsuchtechnicaltechniquescouldbe includedas:—VarioustypesofMainWingfittingsto fuselages.Undercarriagesfixed,sprung,retractable, Instrumentinstallation,ControlSystems,wireor rod,againoneissueneedcoveronetopiconly.

Iknowthatseparateandverydetailedbookscan beobtainedkWalltheabovesubjectsbuttocover themallonewouldneedalarvelibraryat considerablecosts.Coverageneed'nt he overdetailed butenoughtogivethereaderenoughinformationin orderforhimtoatleastmakeadecisiononwhich systemormethodwouldsuithimbest.

ApartfromtheabovethereissomethingIwould liketoknowwhichmayinterestotherreadersand thatis:—

Otherthaninitialpurchasecostsandshipping costswhatothercosts/chargesetc.wouldbeinvolved inpurchasingasecondhandlightaircraftfromthe U.S.A.forexamplea5to10yearoldCessna150or Cherokee140.Ifyoucouldthrowanylightonthat subjectIwouldbeverygratefultoyou.

1lookforwardtohearingfromyoumidother readersontheabove'natters,andpromisecontinued supporttothePFAinthefuture.

Thankyouforyourassistance

Yoursfaithfully EdwardG.Grant

36KingfisherDrive, Woodley,Berks.

Theusualeditorialpleafor 177ore technicalarticle. now.follows.

DearSirs, POPULARFLYING

FirstIwouldliketocongratulatetheEditorial Committeeinproducingamagazinethatseemsto improvewitheachissue.AssoonasI'vefinished reading[helatestissueIwonderwhenthenextwillbe droppingin,andValsurethatI'mnottheonlyone whofindsthatthemagazinemakesveryinteresting reading.OncehavingfinishedreadingtheissueInnd

PopularFlying,May

ProgressReportonFormula AirRacing

TheFormulaAirRacingAssociation(FARA)is quiterightlytakentotask in thelastissuefornot giving 'PopularFlying' morenewsofitsactivities. Wesincerelyhopethatthefollowingarticlewillgo somewaytocorrectingthisunfortunateomission.

Tobeginwithitmaybehelpfultoreaderstogivea littlebackgroundoftheFormula1movementinthe UKbecausethesethingstendtogetforgotten.

ThestartingpointtothesportintheUKwas undoubtedlythepurchasein1962bytheTigerClub oftheCosmicWind'Ballerina'.Theperformanceof thisbeautifulaircraftsoimpressedsportingpilots andonlookersalikethattheideaofclosedcircuit pylonFacinggraduallytookhold.Topromotethis idea,in1964RollasonAircraftlaunchedadesign competition,themainresultsofwhichwerethe Luton`Beta'andtheTaylorTitch'.Inthemeantime thespecificationsof190cuinclass(sincerenamed `FormulaI')towhichtheCosmicWindhadbeen built,hadbeenobtainedfromtheUSAanditwas foundthattheBetaandtheTitchcouldeasilybe adaptedtomeetthesespecifications.Theprototype BetabuiltbyRollasonsflewin1967andaboutthe sametimeTomStoreyobtainedfromAmericathe drawingsofthepopularCassuttracer.

By1969therewerethreeBetasflying(allbuiltby Rollasons)andtwoCassuttsbuiltbyTomStorey. InMay1970thefirstpylonraceevertobeorganised outsidetheUSAtookplaceintheIsleofManand resultedinaphoto-finishbetweenaBetaanda Cassutt.Moreraceswereorganisedin1970and1971 undertheguidanceoftheCompetitionsDepartment oftheRoyalAeroClub:twomorenewBritishbuilt racersjoinedtheentryliststogetherwithasecond CosmicWindimportedfromtheUSA.Itshouldbe pointedoutthatalltheseracerswerecertificated throughthegoodofficesofthePFA.

Earlyin1972,owingtothefactthatseveral sponsorsweretakingacloseinterestinthesportand thereweresomespecialtechnicalproblems,the ownersofF/1aircraftdecidedtosetuptheirown Associationwiththefollowingaimsand objectives:—

byMICHAELJONES CHAIRMAN(FARA)

(1)Topromoteandadvanceclosedcircuitair racing,pylonracingandformulaairracing.

(2)Tobringtogetherformularacingaircraft owners,airracingpilots andallthoseinterested inencouragingthissportin anassociationwith theobjectofpromotingand advancingall aspectsofformulaairracing.

Toensuretheadequacyofprizemoneyforair racinginorderto encouragethedesigning, buildingandimprovementofformularacing aircraftandtoencourageformulaairracesand sponsorshipofthissport.

(4)Toco-operatewithpromotersandorganisersto encourageandassureattendanceofairracing pilotsandformularacingaircarftatmeetings approvedbyF.A.R.A.

Toco-operatewiththecivilaviation departments ofH.M.Governmentandother governmentagenciesasmaybeappropriate towardsmaintainingagoodreputationand highstandardforairracesheldinGreatBritain; inparticulartoprepare,superviseandapprove standards,specificationsandrulesregarding formularacingaircraft,airracingpilotsandair racemeetings.

Toco-operatewithotherorganisationsworking inthefieldofgeneralaviationandsporting flyingbothinGreatBritainandinternationally. Topromoteandencouragetheexchangeof informationregardingairracingwithlike associationsinothercountries. Activelytoencourageforeigncompetitorsto takepartinformulaairracesapprovedby F.A.R.A.

(9)F.A.R.A. shallbenon-profitmaking.

FARAisadministeredbyaboardofManagement, themajorityofwhichmustconsitofownersorpilots ofFilaircraft.Ithasthreemainsub-committees:

1)TechnicalThisdeals withallqueriesrelatingto technicalspecifications,structuresofaircraftbefore andafterracing,maintenanceproblemsandliaison withPFAandCAAinairworthinessmatters.Italso

'`Anaconda'amuchmodifiedWilsonCassiniseeninFrance

dealswithanyprotestsontechnicalgroundsand pilotqualification.

RaceOrganisation Thisdealswithall operationalmatterswhichariseovertheactiveracing itself;i.e.thetransportofpylons,thesettingupof thecourSe,thearrangementsandtimingofracing andpractice,officials,etc.

Sponsorship Thissub-committeearrangesthe necessarysponsorshipmeetingsanddealswiththe promotionofflyingdisplays,etc.whereF/1racing normallytakesplace.

Theassociationhasproducedanumberof publicationsexplainingitsactivitiesandmostof thesearefreelyavailable.Theyinclude 'Competition RulesfortheConductofFormulaIRacing','A GuidetoAirRaceOfficiating','Technical SpecificationsoftheF/1Class', (whicharereprinted fromthetheAmericanSpecifications),variousAir RacingAnnuals,anInformationPackagefor potentialsponsors,andlastbutnotleastaregular newsletterforitsmembers.

MickCrossley'sWilsonCassuttwithTomReagans TaylorTitchinthebackground.

approvedtherulesandspecificationsoftheFormula 1class.InrecognitonofthisachievementFARAwas awardedan FAIDiplomain 1977.

FARAhasalso,ofcourse,maintainedaclose rel2tionshipwiththeUnitedStatesAirRacing Associationwhichisthetrueparentofallpylon racing.Formula1isonlyoneoffiveracingclassesin America,alonsidetheUnlimited,theSportBiplane, theT6andFormulaVclasses.TheAmericanshave giventheAssociationagreatdealofencouragement andthebenefitoftheirlongexperience,particularly intheearlyyearsof FARA. Severalmembersof FARAhaveattendedtheRenoAirRacesatthe invitationofUSARAmembersandtwoAmerican pilotshaveracedBritishmachinesinEngland.One daywehopetobeabletoorganisepylonracingfor SportBiplanesand'FormulaVees'inEnglandbut wemusthavetheaircraftfirst.

OneofthemanyPielCP-80'snowflyingin France

AnimportantrecentdevelopmentinFARA activitieshasbeentheorganisationofairrace meetingsabroad.In1975theFrench'Aviasport' magazineinconjunctionwithAvionsMudryinvited theAssociationtoorganiseameetingatleCastellet inSouthofFrance.Unfortunatelytheactualracing wasrainedoffbyanunseasonalMistrel,butthe followingyeartheinvitationwasrepeatedwithmajor sponsorshipfromtheRicardorganisationwhorun theairfieldandadjoiningmotorracingcircuit.We werehonouredonthisoccasionbythepresenceofa frontrankAmericanF/1whichproceededtoclean up!Anothermeetingwas held inFrancethesame yearatChateaurouxandafourthmeetingwas organisedlastyearnearertohomeatSt.Valeyin Caux.OneresultofourforaysontoFrenchterritory hasbeentostimulatetheorganisationofaFrench association—APAF(AssociationdesAvionset PilotesFormules).BritishF/1racershaveregularly attendedRSAmeetingsinFranceandtheFrench havealwaysbeenveryenthusiasticfor'lesracers'but beforelastyeartheyhaveoperatedwithintheRSA. NowthatthereareseveralF/1'sflyinginFrance includingaTitch,aCassuttandseveralexamplesof PielsveryattractiveCP80,itshopedthatAPAFwill organisemeetingsoftheirownatwhichBritish aircraftwillbeabletocompete.Incidentlyamember ofFARAhassuccessfully'exported'averyfast CassutttoaFrenchowneralthoughthishasruninto 'paperwork'problemsbecausetheFrenchdonotyet acceptPFAcertificates! FARA hasalsoorganiseda successfulmeetinginDenmarkatwhichaSwedish Cassuttcompeted,andin1978wehopetoattendthe F/1meetingtobeheldinGermanyfollowingan invitationfrontheDeutscheExperimentalFlug (DEF)theGermanequivalentofthe PFA.

All thisoverseasactivityhasbroughtF/1racing tothenoticeofthe FAI (FederationAeronautique Internationale),whichhasnowrecognisedFormula racingasaninternationalaviationsport,and

PopularFlying,May-June,1978

AlthoughmembershipofFARAisstillregrettably small(incidentlythegreatmajorityofourmembers arealsomembersofthePFA)andthenumberof racingaircraftinBritainisnotlarge,weareproudof thefactthatsince1970wehavequalifiedsome sixteenracingaircraftofsevendifferenttypes,and alsothatsomethirtypilotshavecompetedatour meetings.

Duringthisperiodwehaveraisedsomethinglike 40,000insponsorshipforprizeandstartingmoney forthefortyorsomeetingswehaveheld,allofwhich has been ploughedbackintotheracersthemselves.It isnotalwaysappreciatedthatitisanexpensive businessbuilding,developingandmaintaininga racingaircraftandFARAmakesnoapologyfor adoptingamoderatelyprofessionalapproach.We haveraisedourbestracespeedsovertheyearsby about50mphwithoutsacrificingreliabilityor impairingthewonderfulversatilityoftheF/1racer asagreatmachine.Allthisdoesrequiremeticulous attentiontodetail,learningfromonesmistakesand tryingnotto take shortcuts,andalwaysitistherace itselfwhichistheultimateprovinggame.

Toensurethecontinuingsuccessoftheracing movement,FARAneedsmorebuildersandowners willingtoentercompetitiveracingeitherwithnew aircraftofexistingdesignsorhopefullywithsome newdesignsaltogether.ThePFA will beourmain sourceofrecruitment.

(ForfurtherdetailsonFormulaRacingwriteto HonSecretary,FormulaAirRacingAssociation,8 BathhurstClose,Tonbridge,Kent).

AnObjectiveLookatAircraft Covering

Nowthattheplasticaeroplaneisarealityforthe home-builder,duetoBurtRutan'sboldconceptof theVari-Eze,eventhemostdie-hardmustadmitthat someofthesenewfangledmaterialsareheretostay. True,theWrightBrothersdidnotusethem,butthey weresensiblechapsandprobablywouldhavedoneso iftheywereavailable,thuschangingthewhole historyofaviation.That'smyopinionanyway,since 1approachedtheconstructionofmyaircraftwithan openmindandfoundinmanythingsareluctanceto changeonthepartof'Thosewhoknowbetter'.

Itisaproblemforthenewconstructor,when everythingheproposesissquashedbyhisInspector, onthegroundsthat:a)itis'oldhat',orb)'ithasnot beendone'andtheeasiestwayistogivein.I'm pleased,though,thatIcoveredmyaeroplanewith Dacronandpolyurethaneandsincetheforecast sorrowandregretshavenotmaterialised,Ifeelitis timetosetoutafewfactswhichwillenablenew builderstomakeanobjectivechoice.

Beforewelookatthevariousschemes,afew wordsabout'lifetime'covers.Manysaythereisno suchthingasa'lifetime'coverandanywaythefabric needstocomeoffperiodicallyforinspection purposes.Thismaybesowithelderlyaeroplanes, whichareheldtogetherwithglueofuncertain quality,butifyouareconstructinganewhomebuilt, youhavetheopportunitytouseprovengluesand modernprotectivecoatings,toensurethatthe structureisadequatelydrainedandventilatedand thattherearesufficientaccesspanelstoenable inspectiontobecarriedout,withoutrippingoff perfectlygoodfabric.

Ifyouthinkthatyouraircraftwillnotgorottenor falltopiecesinthenextthirtyyearsorso,thenit wouldseemsensibletouseafabricwhichhasan estimatedlifeofatleastthirtyyears.Thethreemost commonfabricsareLinen,DacronandGlasscloth (Razorback).

Linenhasanaveragelifeoffrom3to12years althoughthereareprobablyplentyofaircraft,Jodels andsimilar,withmucholderfabricthanthat.(Don't poketoohard).

Dacron,properlyprotected,hasalifeofatleast30 years.

Glassclothdoesnotdeterioratebutwillabsorb knocksandmaybelimitedbydeteriorationofthe dope.Theforeigngentinthewoodpileisthedope, paint,finish—callitwhatyouwill—thatisappliedto thefabricforvariousreasons.

LinenandGlassclothneeddopetotautenthe fabricwhereasDacrondoesnotsinceitisshrunk withadomesticironorheatlamp.Asaprotective covering,dopehasbeencomparedwithcheapbarn paintbutitisonlyfairtosaythathand-rubbeddope isunbeatableifyouwantthatdeepvintagelustre whichisreminiscentofawellmaintainedgrand piano.Ontheotherhand,thelatestpolyurethanes suchasDuPonts"Wetlook'lmronwillgivesimilar results'straightoutofthespraycan'andwillbe moreflexible,durableandmaintenancefree.

Themostcommonlyusedfinishesareasfollows:

Dope—eitherNitrateorButyrate.

Dope—finishedwithsyntheticenamel.

Dope—finishedwithpolyurethane.

Allsyntheticenamel Allpolyurethane.

ThelattertwocanonlybeusedonDacron,whichis heatshrunk.

byDAVIDBUCKLE

Dopewasdevelopedfortauteningandfinishing cottonandlinenfabricsandisbestusedforthis purpose.Itiseasilyrepairedandcanberejuvenated, but'de-luxe'finisheswillcrackand'ringworm'with age.

Dopefinishedwithenamelmaydeterioratedueto incompatiblethermoexpansion,incompatible solventsystemsandoxidationoftheenamel.

Dopecanbefinshedwithagoodqualityflexible polyurethanee.g.StitsAerothane,andpresentsno problemsifrepairsarerequired.

Syntheticenamelwasdevelopedasanautomotive finish.Ithasgreaterweatherresistancethandope anddrystoagoodgloss,butmaybecomebrittle soonerandmustberemovedtoenablerepairstobe carriedout.Itispossiblythequickestandeasiest whenapplieddirecttoDacron,sinceaslittleastwo coatsgiveagoodfinishand-thincoatingsof 'Rhodius'enamelshowexcellentadhesionand flexibility.

Polyurethaneisundoubtedlythetoughest,most durableandflexibleofthefinishesandlikeall-dope orall-enamelfinishes,itavoidsthepossibilityof differentexpansionratesorincompatiblesolvent systemsofdifferentmaterialsinthesamefinish. Providedthefirstcoatisthinned50%,ithas excellentadhesiontoDacron.

Itisworthnotingthattheonlyprimer recommendedfor`Ceconite'Dacronisnitratedope. Thereasonforthisisnotquiteclearsinceitseems unnecessary.Theonlyproblemapparentisaslight relaxationofthefabricwhenitislubricatedbythe firstcoatofpolyurethaneandthismayshowupon hothumiddayswithwrinklinginsomeareasofthe fabric.Theslightshrinkageof`non-tautening'dope wouldrectifythis,butofcourse,thefabriccanbe heatshrunkjustthatlittlebittightertostartwith,or canevenbeshrunkafterthefinishisapplied.Willit shrinkonahotday?Yes,butonlywithdirect sunlightonablackpaintedsurface,inthetropics.

Therearesomespecializedaircraftcoatingssuch asEonnexandStitsPolydope,whichgiveexcellent results,butseemratherinvolvedwithamultiplicity ofcoatsanddifferentcansofthisandthat;whilenot wishingtodetractfromtheseexcellentproducts (whichmanypeopleswearby),mypersonalfeelingis thattheyaresellingyougallonsofthinnersand solventswhichevaporateintothinair(likedope), whenallyouneedisacoupleofgallonsofRhodius orInternationalPolyurethane.Youmayhave gatheredthatIambiasedtowardsDacronand polyurethaneand,ifyouwantacoverandfinish whichissimpletoapply,almostimpossibletotear evenwithaviceandapairofpliers,afinishthatyou cankick,scufforpourbatteryacidonwithout damage,ismaintenancefree,easilyrepairableand willnotsupportcombustion,thenyouwillprobably agreewithme.

Ihopetheabovewillbeofassistancetothose builderswhoarestrugglingwithachoiceoffabric andfinish.Ofcoursemuchdependsontheoutlook andrequirementsoftheindividualbuildertogether withthetypeofaircraftandtheusetowhichitwill beput.

Myownconclusions:Sticktoonefinishing materialifpossible,althoughdope,forinstance,can beusedtoattachsurfacetapesonsyntheticfabrics subsequentlyfinishedwithenamel or polyurethane. Usedopeoncottonorlinen—that'swhatit'sfor. UsepolyurethaneonDacronfora'lifetime'finish.

Finals

ThePFAcameuptrumpsagain' TowhatamI referring?AsallintelligentreadersoftheNational aviationpresswillknow,thePFAwerescheduledto presentalecturetotheRoyalAeronauticalSociety onThursday,February16ththisyear,onthesubject ofthedevelopmentandoperationofour Association.Amongtheaudiencewere representativesfromseveralstiuts,togetherwith FellowsoftheRoyalAeronauticalSocietyandlast, andprobablyleast,wasyourscribe.

ThelecturewasintroducedbyGrp.Capt.Alfred Knowles,whohandedovertoPFAChairmanDavid FaulknerBryant,toacquaintthelistenerswiththe beginingsofthePFAthroughtoto-day'sstrong movementandtherepresentationthatwehaveon everyofficialbodyconcernedwithaviation.Thiswas followedbyamostcomprehensivetalkbyour engineeringofficer,FIV(John)WalkerontheoriginationsofthePFAcertificationscheme.Hemanaged toencaptureusforanhouronthevarioustypes thatwerenowbeinghandledbytheassociation andmanagedtoalsointroducecolourslidesofmany ofthecurrenthome-builts,vintagerestorationsand militaryreplicasthatarefrequentlypassingthrough hisever-increasingportfolio.

Theeveningendedwithaquestionandanswer sessionandtheinterestfromthefloorwasevident. WetakeourhatofftoMessersWalkerandBryant, forawonderfulportrayalofPFAinterestsand intentions.Greatstuff!(Thinks—couldwehaveareplayatSywell?)

Justannounced,aretherulesfortheBill WoodhamsNavigationTrophy,whichhasbeen engineeredbyourPresident,whoisalsoChairman oftheTrophiesandAwardsCommittee.The arrangementsoftherulesforthisawardhavebeen leftinhislap'and,asonehavingtoorganisesimilar events,Icanappreciatehisproblemsinfixingupa faircontest.TheRuleswillappearinalater Magazine,butIthinkitfairtosaythatthecontest forthefinalistsisareal'stinker'.Hissuggestionis, thatthefinalistsbetaken,blindfolded,inatwoseateraircraft,toapointthirtymilesfromSywell, havetheblindfoldremoved,andnavigatetheirway back.Soundsfair,doesn'tit,butjustyouthink aboutit.AtleastwhenIhaveamaponmylap,I havesomeideaoftheareaIamin.No,Ithinkthata real`stinker'andtheMagazineCommitteewillnow issueachallengetothePresident.Findyourway backwithintheaverageoftheparticipantstimeand we,personally,willpayforyourflyingtime.Take longer,andyoupayforityourself!How'sthat?

Weareoftentellingyou,throughthesecolumns, thatwearecryingoutformaterialtopublish. However,therearealsotimeswhenwehave adequatecopytobeabletobediscriminatingonthe materialthatwepublish.Suchhashappened,we regret,withtheanswerstoourChristmasquiz,which havebeenshelvedandshelved.However,wehave notifiedthewinnerandthiswillbedealtwithatthe Sywellpresentations.Perhapswewillhavespacefor theanswerslistlaterintheyear.

WehaverecentlyheardfromPFA'soldfriend, thatenergeticengineerfromFolkestone,BillOvery, thatheagainwillbeatSywellRallywithhisstoresof junk(sorry,equipment)butalsothathehasnow enteredintoanewalliancewhichwillenablehimto offeraviationequipmentwithreleasenotesandall

theotherparaphernaliathatmakesusalllegal.We alsohearthatStephenSaywellandC.S.E.,Oxford, willagainbepresentwiththeir'goodies.'stands,for ourbenefitofperusalandbargainhunting.Bill Overyhasalsodrawnourattentiontothefiftieth anniversaryoftheformationoftheCinquePorts FlyingClub,duetotakeplacelaterthisyearand,we understand,willbeaveryPFAorientatedoccasion. Itwasonlyafewyearsagothatwerecorded,through thesecolumns,thesadclosureoftheirClubat Lympne,butitseemsthattheyarenowveryactiveat Lydd.

+

OnSywell,again,wehaveanofferfromamother ofsomeyoungchildren,whoispreparedtooperatea 'creche'fortheyoungsters,sothattheirparentscan getoutandseetheaeroplanes.Thiscanonlybeafact ifsomeotherparentscomeforwardandregistertheir namesthroughthePFAOffice,sothatwecanhave someideaoftheresponseandrequirementsthatwe mayenvisage.CouldallMemberswithsmall children,whowouldliketotakeadvantageofthis facility,informPFAOfficeimmediately?Wemight addthatweareenvisagingchildrenfrom0to7years ofage.Couldwehavesomeideaoftheneedor demandplease?

TheSywellSupplement,whichyoushouldhave receivedwithyourlastissue,wasapoorresultofa goodidea.TheCommitteeacceptedtheideathatwe should'hiveoff'apartoftheMagazineworkthat couldeasilybedonebyanotherStrut.Wechosethe biggestStrutintheCountry,theNorthWestern,and handedthewholejobovertotheirChairman.Sadly, theyhadlesscommunicationswiththePrintersthan weatShorehamhavewiththe PopularFlying Printers.Theycameupwithsomegreatnewideason formatandart-workand,weatShoreham,know thattheyputtheirbacksintoit.However, somewherealongtheline,thefinalproductdidnot comeupthetrumpsthattheyandwehadhopedfor. Nevertheless,forthoseitinerant'SywellSupplement' readers,thiswasanexperimentandIdaretosaythat thiscorningyear'sissuewillbeamixtureofmagazine Committeework,withthehelpingparttakenbylast year'sworkers.Theonethingwedopromise,itwill beoutwiththeSept./Oct.Magazine,asitwasthe previousyear.Anyonewithcommentorphotos needstogetthemtothePFAOfficewithinfourteen day'softheevent,sowatchout!

Ihavementionedbeforeaboutouroldfriendsat AERO.Forthoseofyouwhodon'tknow,this standsforTheAirEducationalandRecreational Organisation.Atonetimetheytookagreatpartin theSywellRally,butduetodiminishingfunds,they havebeenlittlerecognisedontheAviationfrontjust lately.It'sallaboutgettingthekidsaviationminded, sothatwewillhaveagenerationcomingon, interestedinreading,perhaps,BirchandBramson, orevenjusttryingtogetafewfamiliarisationflights throughtheAirTrainingCorpsattheirlocalfield.

IamproudtosaythatIwasoneofthose CommitteeMembersofthePFAwhovotedjusta littlebitofourfundstohelpkeeptheminbusiness.

Nevertheless,outofallthis,comesthe announcementthatGeorgeCox,ateacherata Walton-on-ThamesSecondaryschool,hasbeen awardedaGoldMedalthroughtheFederation AeronautiqueInternationale,forhisservicesto aviationeducation.Wewouldaddthatthissame GentlemanwasawardedtheScott-FarnieMedalfor AirEducationinGreatBritainin1972.

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

Semi-displaypercolumninch£500. Lineage(minimumthreelines)perline 50p.Discounts:seriesofthree5%• Seriesofsix10%.Agencies10%.

FREE!

MembersarenowentitledtoFourFree Adverts.peryear,subjecttobeingofnon-businessnature andtospacebeingavailable.

QuoteMembershipNo.

For£1.50wewillincludeaphoto ofAeroplanesforSale.

ThePFAdoesnotnecessarily guaranteeorendorseanyproduct offeredthroughouradvertising.

Members'attentionisparticularly drawn tobuiltandpartly-builtAlicraft.Thcyshouldsatisfythemselves (hatthemachinehasbeenclearedto P.F.A.standardsiftheysubsequently intendtooperateitthroughthe PF.A.Airworthinessfacilities.

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HertsHP1IEE

TAILWINDPLANS wanted,alsosuitable engineorGPU.JohnBakewell.52 VaughanAvenue,Hudnall,Notts.Tel. Hucknall2131.

JODEL117A Engine390hrs,SMOH, VHF,verygoodexamplelittleusedsince completeoverhaulandnewFabricin1967. Offers.P.Phelps,2-103PitmastonRoad, Birmingham,B289PW,

WANTED Turbulent,modelD9etc.or shareinultralightinSouthend-Romford area.K.Richardson,Wickford4586or Brentwood216161(Essex).

VWENGINE approvedconversionplans wanted.Loanorpurchase_J.Dilks,29 WestmeathAvenue,LeicesterLF56SS

HELLMUTHKATZ amechanicalengineer withaeronauticalexperience,whoisnow retiredwouldhewillingtoassistinthe completionofanymember'sproject,in exchangeforbedandbreaklast accomodation.Afewhoursflyingwouldbe appreciatedasabonus.WritetoBrigL. 38/21,A-1200Vienna,Austria.

HOTAIRBALLOON syndicatebasedin Sussexrequiresnewmembers.Further detailsFromPalGallagher,Crawley23243.

IHAVE uniquevintageaircraft,2seat100 hp,gluefailure,engineOK.Anyoffer considered.E.Trollope.098-54401.

S.T.O.L.Performanceon1500VWandup.Foldingandroadable..onown wheelsortrailer.Easytofly.Cheaptobuild.Longestsinglecomponent129" long.Plansconsistof26highly-detailedsheetsplusriggingnotes,construction notesandmaterialslists.

PerSet—f1.5

InformationPack—f1

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

BACKNUMBERS of POPULARFLYING

30peachlute.p.&p. Vol.17No.6

Vol.18Nos.2,3,4,5,6

Vol.19 Nos. 4,5 Vol.20No.4

Thereareveryfewofsomeissues sopleasestatealternatives. also

1973&1975SYWELLREVIEWS 40peachinc.p.&p. FROM— THEP.F.A.OFFICE

ADVERTISER wouldliketohearfroman memberwithanairstrip,preferablywiIhi1 a25mileradiusofCravenArms,Salm, whowouldbepreparedtoaccommodatea LutonMinorandpermitit'soperatio fromtheairstrip.Pleasestatefinancial arrangementrequiredDonBosworth,Ivy Cottage,ChurchBank,Chin,Craven Arms,Salop.(Chin493).

FORSALE 15ftBluebirdcaravanforsale. datedbutinexcellentcondition.Sleeps4 comfortably,rearendisdetachable allowingforhangarage/transportofsmall aircraft.Offers,R.Lloyd,HighWycombe. 26200ext.2331.

FORSALE unsusedsetofEvansVPI plans820.Unusednosewheelfittedwith 50(3k5tubelesstyre£25.Tel.L.Millen, Sittingbourne77278_

WANTED Bendix360radioor mustbesmallandcapableofbeing operatedbyadrybattery_Tel.R. Bradshaw,Newborough286.

FORSALE modelDR1050,lowhours, plentyofenginehoursremaining,re-newed fabric,UHEzVOR.Tel,R.Guise,St. Alines10253)720672officehours.

BD-4KITWANTED Lookingfor completeBD-4kit,nonorpartly assembledAlsowanted180hpLycoming engineneworfewhoursonly.Mr. Wallimann,8124Maur/Switzerland

WANTED Nipper,Turbulentoranyultra lightaircraftingoodflyingcondition—to formsmallgroupinHerts-Bedsarea.E.R. Gourd,25SlimmonsDrive,St.Albans, Heris,Tel,StAlbans31359.

PLANS:

SimplybuiltVWpowered.Onbone verticalandonehorizontaltailcmpen nage.Onepiecebentupaluminiumgear. Simple3-bulkhead.woodfuselagewithno metalfittingsorclothcover.Noengiiie mount_Simplewing,plankspars,ribsstack-sawedfromFply.EvansVP-1 roadtowswithouttrailer,andstoreseasily ingarage.ForPlanandBrochureprices seeP.F.A.officeadsertisement.

Thepopularsingle-place,lowwing,all woodmodel.30to60h.p.100m.p.h„ with1300VWengine.Span 21',Iength 15'. Brochure,35pplusIOp.p.&p.:Plans. £12,plus501,.p.&p.,Construction photos.From:Mrs.J.'Ijaylor,25ChesterfieldCrescent,LeighonSea.Essex_

Asupersingle-place,lowwing.acrobatic tourcr/racc,.Simpletobuildwood constructionfor40.to95h_pengines. Superbplansforthissuperbaeroplane includefullsizeribsheets,material listandnumerousadvisorynotes.Span 18'9";Length16'IF.Brochure,45pplus 10pp.&p.;Plans,El6,plus50pp.&p.; ConstructionphotosFrom:MrsJ. Taylor,25ChesterfieldCrescent,Leighon Sea,Essex.

TAYLORMONOPLANE

TAYI.OR TEICH

for the AMATEUS

APractical(blaretodesign constructionandrepairofALL [gransalwoodenpropellers E2 50 Incpp

ERICCLUTTON

92 NewlandsStreet, Stoke-on-Trent, ST4 2RF, ENGLAND.

HAVEAirPictorialsfordisposal. 'ompleieyears1954to1963inclusive.Also 968,1969and197(1.Anyoffersor whanges.MausinstrumentsetcIbr TaylorMono.KeithWigglesworth,5Mead Highburion,Huddersfield,West 'orks.lel.Kirkburion4055.

May

TIMEANDSPACEavailabletoassistwith yourproject,includingfinalassemblyand flight.E.WB.Trollope,Tel.098-54401, Wiltshire

WANTEDVPIenginecowlingandrev counterforI600ceVW,alsofueltank.1. Visser,15CardenPlace,Aberdeen.Tel. Aberdeen571926_

WANTEDenginetogive35hp,anything consideredbutwouldlikeArdemor finishedconversion—cashwaiting.Ihavea mintsetofplansforVari-vigeenwould exchangeforgoodiesforaGanagohie project—Alarnerer,wheels,pullies,tube etc.Alsowantedlargeorsmallquantitiesof avdelclips.KenBurn.Tel0703-843065 (day)or0703-893878(evening).

OVERSEASTitchbuildervisitingUK April/MaywantstomeetTitch builderfownerstodiscussproblemsandsee completedproject.AlsorequiresMap. starlet,Alternaior,Airfilterandexhaust systemforContinentalC90-14F.Contact MrsHastings.236DillotfordAve., Styvechale,Coventry.Tel.Coventry78835.

FORSALEVW1700Eex12171400la, remainingcompletewill]fullelectric,.Self starter,magneto,cart)etc.Thist[350 secures.R_Haync,Tel.Chelrenham27765.

FORSALE2setsshoulderharnessnewand utilisedmanufacturedbyGQParachute Co.Itd.Singlereleaseandattachment point1:50 1IP rkes,lel047337537.

WANTED AirPictorials/airreserve Gazettes/ATZGazettes 1939-42,1945-48, 1950. AirBritain anymagazinespriorto 1955. PopularFlying Vol8No6,Vol9No 4(1haveVol1No21/3Nocover)1/72/2 2/33/34/24/35/25/55/66/16/46/57/4 (nocover)7/58/310/110/2spare—will exchangethese19issuesforthetwo1 require. LightPlaneandPrivatePilot VolI Nos3,4,13-15,Vol2Nos1,2,5,7,13-15, Vol3anyissues.R.E.Ogden,13Western Avenue,Woodley,KerbsRG53B.J.

NARCOMARK10Comm&Nav transmitter/receiverwithVORIndicator £100.J.1.Parkes,Tel_047337337.

EORSALE.IsetofplansforEvansVP-I, including(ailribsandconstructor'slog hook{1.20_Tel.:L.Millen,Sittingbourne 77278.

JODEL112inverygoodorderFulldetails fromDavidWalling,20AldsworrhClose, Fairlbrd,Glos.Tel.0285712506

WANTED.Cub.Vagabond.Ausier1,72, Nipperorsimilar,onewithoutC.ofA.and requiringworkpreferred.DetailstoF. Bolton,18Deeside,Blackpool.

FORSALE.LutonMinor1A4A0-AXOR 1969199runonly110hrs.sincenew1937. Repaintedorange;white,Shorrocksradio, hangaredatEdinburghAirport.Wehold thelargeremainingquantityoforiginal199 spares,thesewillbeincludedinthesale. HughMcGovern.Shop0314472255, Home0313442397.

Tel.—Dunstable62068

OPENMONDAYTOSATURDAY-9A.M.TO 6 P.M.

StocksofmostmaterialsfortheHomeBuilder

Fabric,343,575,Linen7F1/5CandDacron

Dope(ClearandColour),PinchinJohnson, TitanineandRhodius

Spruce,PolishPineandAsh

ControlCablesmadeuptoorder

Adhesives,AeroliteandAerodux

Fibreglass,ResinandMicroballoons

SteelTube,SheetandRod

GL1AircraftPlyfrom0.8mm.to3.0mm.thick

Widerangeofinstrumentsinstock

C.A.A.welding.Machiningandre-sprays

Sends.a.e,forpricelist

Altimeters,ASIs,AGS.Adhesives,Alternators. Betas,Brakes,Bolts,Batteries,Raffles,Brackets,Bushes. Condors,Carburettors,Cables,CylinderTempKits,Controls, Crankshafts,Canopies,Cowlings,Cylinders.Coinpasses, Dope,Drives,Ducting,DrainValves.

Engines(Continental,(lipsy,Lycoming,Ardent),Extinguishers,Lx!lutistPipes, Filters,FuelCocks,FuelPumps,Tittings,FlyingWires,Fabric,Torte [Inds,Fasteners. Generatob,GMeters.Gyros,Glue,Grommets,Gaskets,Gauges. IIarness,Hinges,HomebuildersService.

Instruments,invertedSystems,InlbrinittionPackages, II1Spertion PaRel4 Jodels,JubileeClips,Jets. kitsforVWconversionsandCylinderTemperature, Leads,LogBooks,LandingLights.

Magnetos,Manuals,MasterCylinders,MixtureControls. NavigationLights,Nameplates,Notices,Nuts,Needles OilPressure.OilTemperatureGauges,0Rings.

Plans,Propellers,Plugs,Plywood,l'ins,PitotBeads,Pleyiglass Pulleys,Pistons.

QuickReleaseFasteners. RevCounters,RateofClimbIndicators,RodEnds,Rings,Racing specialbts.

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

Tigers,Turbulents,Tyres,Tubes,Turnbuckles,Tailwheels,Tanks, Tape,TowingHooks.

Undercarriages.

VoltageRegulators,Ventilators,VacuumPumps,Valves. Wheels,Wires,Windscreens.

XeroxCopyingService. Yourenquiriesarealwaysvvelcome. Zerohourengineoverhauls.

Telephone021-692-1245(10lines)

Andwrite,callorvisit

ROLLASONAIRCRAFTANDENGINESLIMITED BRIGHTON,HOVE&WORTHINGJOINTMUNIC,AIRPORT, SHOREHAM-BY-SEA,SUSSEX,BN4SET

Telephone:Shoreham-by-Sea(Sussex) 62680

Publishodl'nPLiplsalllsrrieaassogsoionPUlAIRLTD.1asIreharrrrlrirrPogslarSlasngAssocranion.IermoralIliglaltng.Shoreham Annum,Shorghonr,ha-Sca,SgasgsMooedogsBroom'DsCma,nPunka,.MoriralOltSo:sta.:a