May 2014

CHANGESAFOOT...

TheinterestingexerciseoftheLAA'sChangeChallengehas resultedinplentyofcommentonourAssociation... andthereareplentyofpositivemovesahead

T heChangeChallengehasbeenaninterestingexercise,albeitthat thecommentsprettywellfellintolinewithwhatmanyofuswould haveexpected.TherewasalotofpositivityintheresponsesandI ampleasedthatontheholethemagazinefaredreasonablywell.Iknow. it'swhole,justwantedtomakethepointthatIhavenotedthecomments aboutproofreading!ItisanissueIhavebeenawareofandampleased toreportthatI'mworkinghardwiththeteamthatproducesthe magazinetoresolveanyproblems.

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THETEAM

Patron:HRHMINT-Michas iotKeel KCVO. FRARS

President:SirJohnAllison

Chairman:RogerHopkinson

CEO:PhilipHRI

ChiefEngineer:FrancHsDonaiiRR,Es.Ten C.EFIRFRR•S

ChiefInspector:f<enCrape

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Engineeringemail: cilte -v77

COMMERCIAL

Email: ollicelaa.Lnic COM

OfficeManager:FerrySiRdpe

HeadOffice:TiJr...vestnnAorpirome

NorthantsNN:35YD

Tel:012808.16786

LIGHTAVIATIONMAGAZINE

Editor:P:rionIbpe. 60 0000nborougilRoad. Sheerness Ken MEI?327 Tel:795667508

Email: BEliociel@taiktail:ner

BrianHope EDITOR blpociet@rall,talh.let

6NEWS

CurrentitemsincludeGlasgow CommonwealthGamesairspace. DiabetesandEASAPart

Med.anumberofeventsand Farnboroughresponsereminder

10 OVERTHEHEDGE

CelebratingfiftyyearsoftheVAC

12PASSITON

Aninvestigativedelveinto youroilfiltercanultimately saveyoumoney

14 PROJECTNEWS

Projectupdatesthismonthinclude aBlueTwo.aSonex,anRV-8and atailwheelBristellNG5

19WINGINGITPARTIII

PartthreeinFrancisDonaldson's wingdesignseries

24AEROFRIEDRICHSHAFEN

NigelHitchmanreportsonanother interestingyearatEurope's biggestGAexhibition

28 CHANGECHALLENGE

TheresultsoftheLAAbChange Challengearein.Wesummarise yourresponsesandseewhat'snext

34ZENAIRZODIAC

CliveDavidsongoesflyingin thiswell-caredforexample,and exploresabriefhistoryofthetype

42 SUN'NFUN2014

BrianHopereportsfromthe world'ssecondlargestfly-in

46 C/SPROPELLERS

AndyHillexplainshowtosetup andflighttesthydraulicConstant Speedprops

49 WHERETOGO

Thestartoftheflyingseasonseesa greatchoiceoffly-instoattend

50 SAFETYSPOT

Nipperwingbolts,fillingout yourlogbooksandthemeaningof provenance!

58 LAASHOP

Books,charts,clothingandmore 60 LANDINGVOUCHERS

Fourlandingvouchersagain thismonth

61 CLASSIFIEDS

Bargainsgaloreinabuyers'market

64 MEETTHEMEMBERS

WemeetformerLondonBus driverSimonPratt,whoshares aLuscombeSilvaireatFarthing Cornerairstripwithtwofellow LAAmembers

66 CEOTHOUGHTS

Philencouragesusalltolooktothe futureandgetstuckin!

CHAIRMAN'SCHAT ROGERHOPKINSON

A syouwill

knowwe,theLAA,thoughtto followontheGovernment'sRedTape ChallengewithaChangeChallenge ofourown,andtheinitialresponsetothatis reportedonpage28.Wewillbedeveloping anactionlistonthesuggestionsraisedasthe yearprogresses.Justunder40%ofpoints raisedwererelatedtoEngineering,whichthe reportcommentson,andnearly25%related toafocusonpreservingtherighttoflyand associatedadvocacyactivity,withsomeuseful points.Withonly78responses,barely1%ofour membership,theadoptionoftheChallengecould beconsideredratherdisappointing;however, itispleasingthatmanycommentedtheyare generallyhappywithAssociation.Restassured, theareasraised,includinglevelsofservice,are activelybeingaddressed.

Iwashoweverparticularlystruckbya commentmadeseparatelybytworespondents callingformorerecognitionthatLAAisa members'AssociationWithalltheworkthat hasbeendoneinrecentyearstopositionthe legalstructureandoperationalgovernanceof theAssociation.rightthroughtoclarifyingthe relationshipwithLAAClubsandStruts,thatwe areamembers'Associationhasbeenforemost inthemindsofusall.Indeedthisisessential, notjustbecauseweareinlaw,butbecause lustasimportantly,wehaveahighdependence onvolunteermemberstoworkeffectively. particularlyintheareas•ofprotectingand enhancingourabilitytoenjoyourpassionand thevariety of activitiesandeventsthatsoovertly makeuswnatweare.

So,given thatthought. itisworthlooking atwha:ourmembershipreallyis.Overthe yearstheAssociationhasrananumberof surveys,themostrecentbeingin2005,2008 and2011:anotherisplanned,probablyfor 2015toupdateourdataTheresponseshave beenverygoodwithalmostaquarterofthe membershipresponding,thusgivingahighlevel ofconfidencetotheresults(>95%confidence limitforthosestatisticallyinclined)Fromthese surveys,andinformationfromourmember database,wecandelaverygoodleelforwho ourmembersare.

Broadlyspeaking,halfourmembers(that's 4.000otyou)fiyorarebuildingorrebuildinga Permitaircraft-theaircraftfleetcurrentiyflying being3,600aircralt.Oftheremaining4,000 1members.over3.200arecurrentpilotsoperating

acertifiedaircraftindividuallyorwithin a group. Thebalanceismadeupofnon-flyingenthusiasts. Lookingatthatfromtheperspectiveofthe activityandsocialaspectsofLAA,aminoritylessthan20%belongtoLAAclubsandStruts. Abouthalfotourmemberssaytheyhavenever attendedaclubeventortheRallyandmany morehaveonlyoccasionallydonesoSothere isasignificant,possiblemajoritysegmentof ourmembershipforwhomtheorganisedgroup socialactivityisperhapsnotpartoftheirlives. Thatmightneedqualifying.Certainly historically,saypre-90s,socialactivitywasabig partoftheAssociationandindeeditsupported aircraftconstruction/rebuildactivityaswell. todaytypegroups(Van's,Jodelandothers) operateInternet-basedfellowshipgroupsand pursuetheirpassionindividuallyortogetherin anenvironmentwheretheLAAsimplyensures. viaourairworthinessandeffortstomaintain flyingprivileges,thattheycan.Hereculturaland technologicalchangeisalteringwhatweare asanAssociation,becauseitisintacteasier tobeanindividual/smallgroupprivatemember todaybecauseyounolongerrequire'physical' meetingstobecomeengaged.

Thatsaid,itstilltakesvolunteers to manage thekurtuargroupsandanyeventstheymay organise.andcertainlyatgrassrootslevel thatsocialinteractionbetweenmembersdoes continue,thetypicalgroupsofownersand friendsmeetingattheirbaseonaweekendfor example.albeitinalessformalandstructured mannerthanthetraditionalclubor Strut.

Ourmembers,thoseforwhomtheAssociation exists(andyes,whoowntheAssociation). perhapsarechangingoronecouldsaythe spectruminwhichtheycannoweasilyoperate haswidened.Itdoesthoughstilldependon volunteerstokeepthecogsturning,whether theybesittingattheircomputer,organisinga Strutflyunorsimplykeepingthespiritofthe Associationaliveandwellastheyputtheworld torightsonaweekendmorning.

LookingatattendanceatourAGM,orthe interfacewithourClubsandStrutsatNational Councilinthecontextofthatperspective.makes onewonderhowweshouldengagewithwhatis increasinglyasilentmajority-perhapsanother survey?OristhereabetterwayIwonder. At ourlastBoardmeetingthistopicreceivedsome attention:weneedtounderstandhowitaffects allofourAssociation.

Amembers'Association—letusunderstandthat

COMMONWEALTHGAMESAIRSPACE

TheGovernmenthasannouncedthat airspacerestrictions will beputinplace fortheGlasgowCommonwealthGames from13July—6August2014.

Inasimilarsystemtothatadoptedfor theOlympics,albeitonamuchsmaller scale,therewillbeaninnersurfaceto 6.000ftProhibitedZone.EGP502,into whichonlydesignatedaircraftwillbe allowed,andanoutersurfaceto6.00011 RestrictedZone,EGR503.accessto whichwillbecontrolledbyanairspace bookingcellknownasHERMES. establishedattheGlasgowAirportATC. Aflightplanwillnotberequired,but pilotswillneedtogivespecificdetails abouttheproposedflightwhenthey book.Providedtheflightintothezoneis approved,thepilotwillbeissuedwitha uniquepermissionnumberandadiscrete

DUXFORDBONUSDAYS2014

AnIWMDuxfordFly-inBonus Daythatwillsoonbeuponus istheLAABonusDayon7 June.Anidealopportunityto visitoneofthebestmuseums inthecountrywithhalf-price landingfeesanddiscounted admission,orsimplysoakupthe atmosphereandchattofriends oldandnew.Pleasebookyour landingslotorarrivalbycarby

calling01223833376. Saturday23Augustsees anotherLAA-centricevent withtheVan'sRVBonusDay. ArriveinanyVan'sRVaircraft, meetfellowpilotsandcompare notes.Half-pricelandingfees anddiscountedadmissionto themuseumalsoapplyforthis event,andagainpleasebook yourarrivalslot.

SSDRRALLYANDWORKSHOP

TheBMAAisplanninganSSDRRallyandworkshopatEnstone. Oxfordshireon14-22June.Thefinalweekendwillbeabigjamboree opentothepublic.ThiswillbethefirstbigeventforSSDRsfollowingthe rulechangesthatallowanysingle-seatmicrolighttobederegulated(still tobeannouncedbutexpectedinearlyMay).

Thechangeswillalsoallowatwo-seatmicrolighttobederegulatedand flownasasingle-seater,provideditmeetstherequirementtoraMTOWof nomorethan300kgThereisnolongeranylimitonemptyweightorwing loading,althoughtherequirementfora35ktstallspeedstillapplies.There isalsononeedtoholdanoisecertificate,buttheaircraftstillhastoobey noiseregulations.

AttheRally/workshop,theBMAATechnicalOfficewillbeoffering adviceandinspectionservicesforthosewhowantit,andmostofthe manufacturersofnewSSDRshavepromisedtoattendtoshowofftheir wares.HylightwillbeshowingitsDragonfamilyandBrianHarrison expectstotakealonghisairworthyGoldwingandalsohisnewElf,which heishopingtomarketintheUK,andthee-Goisalsoexpectedtomake anappearanceYonshouldseeagoodselectionofpower-plantsfrom Bailey,Polini,BriggsandStratton,SimoniniandHO,plussomeWankel rotaryengines.

Aprogrammeoftalksisplanned.aimedatthoseownerswhowantto movetoSSDR,plusthosewithadesiretodesigntheirownaircraft.BMAA CTO,BenSysontopresenthistalkonboltedaluminiumtubeconstruction LAEngineeringalsoplanstohaveapresenceattheevent.

squawkcodewhichmustbeusedforthe durationoftheflightwithinthezone.Entry requestswillbesubjecttoamaximum24 hours',minimumtwohours'notice.The entryandexitlanesthroughthevisual reportingpointsatAlexandria,Ardmore PointandGreenocktoroutetoorfrom GlasgowAirportwillalsobesubjectto compliancewiththeconditionsforflight withinEGR503.

TheProhibitedZonewilloperatefrom 08:0013July(UTC)to18:006August 2014(UTC).andtheRestrictedZonefrom 00:0121July(UTC)to22:593August 2014(UTC).

Aseriesoftemporaryevent-based restrictionswillalsobeputinplaceatthe locationsforthedurationofthetriathlon. roadcycle,shooting.anddivingevents. airspacesafety.com/commonwealth/

GOODWOODROADSHOW

ThefirstettheLAARoadshows takesplaceatGoodwoodover the weekendofMay24-25and ithasplentytoofferbothfly-in visitorsandthoseattendingby road.Theclubhousewillopen earlyforbreakfastforthosewishing tocamp,andabarbecuewillbe heldontheSaturdayevening.The Boutlbeeaircraft,andCape-toCairoadventurerTraceyCurtisTaylor'sStearmanwillbeonshow. plusarangeofmanufacturers'

aircraft.Youcanarrangetovisit nearbyTangmereMuseum (minibusavailable)forareduced LAAadmissionrate,evenarrange toplaygolf.Themotorracingcircuit willbeinactionaswellthroughout theweekend.Hotelsareavailable nearbyforthosewhowishtoslayin theareabutnotcamp. Thispromisestobeareallyfun weekendsocomeondowntothe GoodwoodLAAroadshowand haveagreat weekend

CLASS2,LAPLANDDIABETES

TheUKCAAbeganissuingEASAMedical certificatestopilotsbeingtreatedwithinsulin andotherbloodsugarwhichcanpotentially causehypoglycaemia(loweringoftheblood sugartoalevelwhichcancauseincapacitation) inearly2012.Followingtheintroductionof thenewEASAPartMED(medicalregulations foraviationmedicals)inSeptember2012,the UKCAAusedaflexibilityclauseintheEASA requirementstocontinuethisregime.EASA subsequentlyrequestedthattheUKapplyfor aderogationtoprovidesafetyassurance,and thisprocesshasmeantthatpilotswithdiabetes treatedwithmedicationwhichcancause hypoglycaemia(lowbloodsugars)couldregain theirmedicalcertification.

Thederogationprocesshasmeantthatthere hasbeenacontinuousreviewofthelatest medicalevidenceandsomefurtheradjustments totheguidelines.Themostrecentchangeto theprotocol(January2014)suggestedthatall

diabeticpilotsrequiredfurthercardiological evaluationandexercisetesting(onthe treadmill)shouldtheywishtoretaintheir unrestrictedlicence.

OnbehalfoftheLAAandBGA,Frank VoetenAMEandMDAtotheLAAandBGA, discussedthischangewiththeCAA'sMedical Departmenttoensurethattheregulationsand requirementswerecongruouswithup-to-date medicalevidence.The(January2014)change totheprotocolshouldhavebeenapplied onlytothoseoninsulinandotherpotentially hypoglycaemicmedication,asthoserequiring thesemedicationswillhaveahigherriskof cardiovascularevents,andthishasnow beenadjusted.

Thisshouldmeanfarlesslikelihoodofa cardiologicalevaluationbeingrequiredbythose diabeticsuffererswhodonothavetocontrol thediseasewithinsulinandotherpotentially hypoglycaemicmedication.

LEARNTOMARSHALWITHNORTHWEALD'STEAM

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RIPDAVIDLOCKSPEISER

DavidLockspeiser,formerHawkerTestPilot andaircraftdesigner,diedafterashortillness inlateMarch.Bornin1927,Davidstudied aircraftdesignatMilesAeronauticalTechnical SchoolandHawkerSiddeleybetween1945-9. AfterflyingwiththeRAFhejoinedHawker AircraftLtdasatestpilot,flyingvariousaircraft andprogrammes,butmainlyontheHunter ProductionDevelopment,weaponsdevelopment anddemonstrationsbetween1955-68.Aftera spellwithBAChethenbecameatestpilotwith

LockheedAircraftServices,Singapore. OldermemberswillrecallthatDavidalso designedandbuilt,withhelp,theLDABoxer,a single-enginedcanardproof-of-conceptutility aircraft.ItwasaregularattendeeatPFARallies inthelate'70s/early'80s.HeformedLockspeiser AircraftLtd.andhaddevelopedtheprojectto theproductionconfiguration.However,before thesemodificationscouldbeflown,theaircraft wastotallydestroyedbyanarsonattackonthe hangarwhereitwaskept.

ENCOURAGINGNEWBLOOD

Atatimewhenconcernsare beingexpressedaboutwhere thefutureofGAliesinterms ofencouragingyoungsters intothesport.anewcharityin Scotland.TakeOff,isentering itssecondyearofofferingeight youngpeople10-hourflying scholarships.

TakeOffoperatesin conjunctionwiththeScottish AeroClubatPerthandlast yearcollaboratedwithPerth andKinrossCounciltoprovide theeightflyingscholarshipsfor pupilsinthelocalauthority's area.TheCounciliscontinuing itssupportfortheschemethis yearwithfivescholarshipsfor studentsfromlocalschools, andtheAeroClubwillsupport afurtherthreefromtheClub's ownJuniormembership.

TakeOffChairman,IanGrosz,

aprofessionalhelicopterpilot andLAAmember,explainedthat theprincipalgoalofthescheme istowidentheopportunityfor accesstoaviationforthose whootherwisewouldnot,or mayneverevenhave consideredit.

"Weemphasisethepersonal developmentaspectsofour scholarshipprogrammeforthe youngpeopleweworkwith andbelievethattheconfidence gainedfromflyinganaircraft solo,atanagepossiblybefore beinglegallyabletodriveacar, issomethingthathasenormous benefitsinlife.Itcanprovide theself-beliefandmotivationto encourageyoungpeopletowork hardtoachievetheirgoals."

Thecharityrecentlyhadits firstscholarshipsolowhen LoganClarke.18,aformerpupil

atPerthGrammarSchoolwho ishopingtojointheRoyalNavy, soloedtheScottishAeroClub's Eurostarfixed-wingmicrolight aircraftatPerthAirport.Heis nowcontinuinghistrainingto gainhisNPPL. wwwtake-off.org.uk

FARNBOROUGHCONSULTATIONEXTENDED

Followingacomputerglitchwhichlost ConsultationresponsesbetweenFriday 11April2014al11:02toWednesday16 April2014at10:08,TAGFarnboroughhas decdodtoextendtheconsultationperiod bytendaysItwillnowendonMay12.

Ifyouhavesubmittedaresponsetothe AirspaceChangeProposalsiteatwww consultation.tagfarnborough.comanddid notreceiveaconarmationemail,youare advisedtoresubmityourresponse Membersareurgedtorespondto

(Above)18 - year - old Logan Clarkepicturedfollowinghis firstsolothroughTakeOff's scholarshipprogramme

thisproposalwhichwillhaveamaiorly damagingeffectonsportandrecreational flying:nSouthernEngland.Fu:1details andadviceonhowtomakeyourresponse areavailablefromtheLAAwebsiteNEWS sectionwww Iaaukcom

AIRWORTHYLANCASTERSUNITEDINTHEUKINSUMMER2014

TheCombinedOps,MilitaryandAirShow atHeadcornAerodromeonAugust16-17 isplannedtowelcomethefirstshowingof theCanadianWarplaneHeritageMuseum's prizedAvroLancaster,whichisscheduled todepartHamilton,Ontarioon4Augustand arriveinEnglandon8August.TheNorth Atlanticcrossingwillincludeenroutestops

atGooseBay,Labrador,Narsarsuaq,and Keflavik,priortoarrivingatRAFConingsby, homeoftheBattleofBritainMemorial Flight(BOW).

ItwillbejoinedatHeadcornbytheBBMF Lancaster,offeringarareopportunityto seetheonlytwoairworthyLancastersflying anywhereintheworldintheairtogether.

Ticketsfortheeventarenowavailableonline pricedat£8forAdult(£12onthedoor),£6 forChildrenandSeniors(£9onthedoor), whileunder5sgofree.Familyticketsare availablefrom£21onlineor(629onthe door)andcanbepre-bookedat www headcornevents.co.uk. Formoregeneral informationvisit wwwcombinedops.co.uk.

ZULU.2ANRGAversion E595

ZULU.2ANRHelicopter£595

ZULL1.2ANI1GAcoilcord E595

ZULU.2ANRLemopanelversronE595 SierraANNGAversion E449 withbluetootharidmusicinput

uPsvOl5usDa.3 A7drudeandideaskui eeirpLireSusErninziudnn Irpondiagruins .approachpioNs uppkvidockirristui,op N2Aukerlsmodule

EKP-VEFISSystem £1895

ULTRAEFISGPS f825

Pricesincludeprogramming

AMERI-KINGAK-451-21ELTJ150 approved406MHzELT £599

AMERI-KINGAK-451-15 ELIM50

HELICOPTERversion £795

FASTFIND220 PLB £199 GMEMT4100 PLBE249

HM51 childheadset £89

Peltor8006 GAheadset £199

Peltor Helicopterheadset £225

DavidClarkH10-30 £199

DavidClarkH10-134 £229

DavidClarkH10- 13H f249

DavidClarkH10-60 E259

NEWDavidClarkProXENC £416

SennheiserHME110 £189

SennheiserHMEC250 £315

SennheiserHMEC26BKE499

SennheiserS1 passive E266

SennheiserS1noiseguard £542

SennheiserSI DigitalANA £724

hrlEi0HCIcomeMOO

ADEROHMsystem

AR6201VHFCom8.33kHz £1295

BXP6401 dass2xpndr.f '1695

BXP6401 classlxpndr E2065

BE6400encoder £199

721 ModeStransponder £1395

U22 ModeStransponder £1560

1731 ModeStransponder £1575

TY9I VHFGum8.33kHz £1295

ATR833transceiver f1095

ATR833 withLCDdisplay.. f995

TRT800Htransponder 0720

0.0. E575

RCA82Aelectricturncoordinator f575

JPINSTRUMENTSCMapproveul

FS450fuelflow £495

EDM700seriesenginemanagement systemlur !Troutengines fromE1195

4300LIFESAVERElectrichorizonvvithInow emergencybatterybackup fromE2495 MD200-3063"CourseDevIndE1195 1394T100-7ZTurnCoordinator E530 7000C.31VerticalSpeedInd 450 M090DuarteClock 165

Arneri-KingAK350-30£149 ACK-A30 £199

A20 GAIdNin plug £700 420 GAMinplugsvibluetooth£771 A20 HelicopteruvIbluetooth £771

0H030%idcuumhut-lion f350

GH025electrichorizon14voll E795 00031D.Gvacuum .f350

GD023D.G.electric E795 13024VerucelSpeedIndicatorE119

BZW-413TumEpoiclinator E295

BG-3EAltimeter20,000'3pointerE269

60-19AltimeterI0,000'2.25" E169

131(134A.S.I.20-100KNOTS£119

131(15ASI20160KNOTS.. £119

MCO22Vertical cardcompass f149

NEWHM40 ANR £229

Paneldock /ERA500 Paneldock FEFIA795

Paneldock GPS695

Paneldock 296/495 iPad kneedock

CELEBRATIONS

TheVintageAircraftClubis50

CongratulationstotheVintageAircraft

Clubonits50thanniversaryofenjoying theflyingofclassicoldaircraftandthe camaraderieassociatedwiththem.TheClub's Committeeandmembersheldamemorable SocialDinnerandprize-givingeveningat LittleburyHotelinBicestertocelebratethe occasion,butthemaincommemorative eventwillbeanexcitingtwo-dayFly-inat Pophamon26-27July.Bookingsforlocal accommodationneartheairfieldarealready reachingarecordlevel.

Atthedinner,ageneroustributewas paidtoRoyMills.thefoundingmemberof theClubIn1964.Roywasthe(unpaid) SecretaryofthePopularHyingAssociation (theforerunneroftheLAA)Hisdayjobwas withGlaxoPharmaceuticalsresearchingnew medicinaldrugsfortheNHS,butduringhis lunchbreaksandweekends,hewoulddash acrosstoElstreeAerodromewherethePFA thenhaditsoffice.Asearlyas1962.Roy hadbeencampaigningintheaviationpress.

(Above) Thisrarepicturewastakenat PortsmouthAerodromeattheVAG's veryfirstSouthCoastBarnstormin1966. FutureChairmanBillWoodhamsissecond fromleft,DennisFryandRexCoates fourthandfifthfromleft,andownerofthe SpartanArrow,RaymondBlain,andhis wifeCarolynareontheright.Another futureChairman,CarlButleristhirdfrom theright.RaymondBlainwas the firsteditorof VintageNews.(Photo:AlanChalkley)

tryingtodrawpeople'sattentiontothefact thatoldaircraftwerebeingunceremonious!y schippedbyairfieldownersbecauseof unpaidhangaragedues.Hestressedthat ourBrit:shaviationheritagewasbeing threatenedbecauseatthattime,thegeneral publaiaspooularacclaimwasreservedfor theaviationindustry'snewancllastmodern arrcraft.ThecelebratedannualFarnPorough

AirShowswere:heepitomeofadvanced Britishaircraftdesignandthehighly-skilled testpilotswerehouseholdnames,familiar tomillionsofaviationenthusiastsSadlyall thesefactorshadpushedveteranaircraftinto thebackgroundandhadmadeolderaircraft unfashionable

Roythereforeconvenedaninformal meetingatElstreeAerodromeonasunry dayinthesprinoot1964Itattractedtwelve aviationenthusiastswhohadthepreservation ofUK'saviationheritageatheart.Roy's cheerfulpersonalityputeveryoneatease asheposedthequestionastowhatexactly shouldbedefinedasavintageaeroplane Aftersomedrscussionitwasdecidedthat aircraftbuiltordesignedbefore1939. ie.morethan25yearsofage.shouldbe regardedasvintage.Thisdatewasaccepted andRoymovedontoexplaintheadvantages ataPFAGroupInthosedays,members ofaGroupwithinthePFAcouldnotonly carryoutlimitedflyingtrainingifasuitable

(Right)John Pothercaryflyinghisbeautiful RobinsonRedwing,G-ABNX,shortlyafter take-offfromShorehamAirportonthe1966 SouthCoastBarnstorm.

(Photo:AlanChalkley)

(Below) It'shardtoresisttheglamourofthe pioneeringperiodofscheduledairtravel. VACmembersareproudtoacknowledge thatMrHaroldBoultbee,designerofthe H.R42,wasanearlyandsupportivemember oftheGroup'sidealstopreserveUK's aviationheritage.

(Lett) VACChairmanCarlButler (right) presentsVintage NewseditorTonyHaroldwiththeprestigiousGeorge DavidsonTrophyattheAnnualDinnerin1974.Tonywas asuperbartist,writerandhistorianandhischarismatic personalityattractedmanynewmembers.Hebecame Chairmanin1976. (Photo:CarlButler)

flyinginstructor wasenrolledwithinthe Group,theycouldtransfertheirolder aircrafttoaPermittoFlyandbenefit fromthecheaperoptionofcarryingout overhaulandmaintenanceoftheiraircraft themselvesThisseemedtobeanexcellent optiontoassistowners,sotheformationof theVintageAircraftGroupwasadopted. pendingaproperlyconvenedinaugural GeneralMeeting.

Threemonthslater.inJune1964,a formalmeetingwasheldatthePFAoffice atElstreeAerodromeandtheGroupname wasconfirmed.Roywasappointedits Chairmanandthefirstcommitteemembers wereelected.Itissignificanttonotethat80 year-oldMrHaroldBoughee,designerotthe famousfour-enginedHandleyPageH.P.42 biplaneairliner,becameanearlymember andgavehissupporttotheVintageAircraft

(Above) PianoexpertandrestorerErnieLingardfromBoston,Lincs.,wasnot onlyaregularattendeeatmostoftheearlyVAG/Cmeetingsinhisbeloved TipsyTrainer,G-AFVN,withhissonDavid—hehelpedorganisethemtoo.

(Photo:ErnieLingard)

Group'saims.Theveryfirst fly-inwasarrangedatSandown AirportontheIsleofWightinSeptemberof thatyear.

Afterseveralyearsitwasapparentthat veryfewoftheactivevintageaircraft hadbeentransferredtothePermittoFly register,insteadretainingtheirCofA status.Therefore,in1968,followingBill Woodhams'electionasChairman,avote wastakentodispensewiththeGroup designationandrenametheorganisation theVintageAircraftClub.

AfteranillustriousregisterofChairmen thatincludesCarlBuller.TonyHarold, DavidHarper,JohnStainerandJohnBroad, currentChairman,SteveSlater,headsup aClubthatisinvitalgoodhealthatfifty yearsofage.Itisasvibrantandsupportive ofitsmembersandtheiraircraftasitever was,andwithitsenterprisingandeffective Committee,itremainsapotentforceinthe sphereofrecreationalflying.Itsmembers

continuetosethighstandardsofsafety andthepreservationofvintageandclassic aircraft.

Itwouldberemissofmenottoattribute muchoftheClub'ssuccesstotheexcellent VintageandClassic magazineItisalso goodtoseethe'V'logoonthecoverof eachissue,ithavingoriginallybeencut fromsheetsofredandyellowFabian(who canrememberthatstuff?)andstuckonto thefinsofmanyoftheearlymembers' aircrafttoidentifytheirloveofvintage aircraft.Themagazineiseditedbylongtimemember(andVice-chairman)Paul Lovedayandisaioytoreadanditslively articles,fly-inreportsandhigh-quality colourphotographyattractawideaudience otreaders

MaywewrsheveryoneInvolvedwiththe VintageAircraftClub's50thAnniversary celebrationsatPopharngoodweather,and manymoreyearsofkeepingclassicand vintageaircraftintheair.

DISSECTAND INSPECT

BrianHopesuggeststhatsomeinvestigativedelvingintoyouroilfiltercansave youmoneyinthelongrun

F ormanyofusbroughtuponaircraft fittedwithsmallConfinentals, changingthefilteratoilchangetime meantremovingtheveryrudimentary oilscreenatthebackoftheengine andwashingitthroughwithpetrol(nodoubtI shouldaddherethatothercleaningagentsare available,andarenodoubtsafer!).There'san oldjokethatthesescreensonlycatchparticles largeenoughtohaveapartnumberstamped onthembuttheydoatleastseemtocatch themoresizeablechunksofcarbonandthe occasionalsliveroffool'sgoldoraluminium.

Allthemodernenginesnowhavespin-onoil filters,andmanyofushaveaddedthesame toourContinentalsviathehandywidgetthat boltstotheoilcooleroutletonthesideofthe accessorycase.Lycomingshavehadthemfor years,althoughquitewhytheyatepositionedso

thatoilspillsdownthebackoftheenginewhen youremovethem.I'llneverknow:thedesigner musthavebeenaprettymiserableso-and-so. Anyway,thefirstpointIwanttrimakeisdon't skimpontheoilfilters,buytheproperapproved canistersTherehavebeeninstances.mainly withRelaxengines,wherecheapooilfilters havefailedanddumpedtheorout,andthe fivequidbargainautomotivefilterfumedinto amulfhthousandpoundenginerebuild-not veryclever.Also,considerwhetherextending oilchangesbecauseyouhaveaproperoilfilter isreallythebestwaytocareforyourengine Followthemanufacturer'sguidelinesofcourse, butonsrrallContinentalswhereanoilchangeis recommendedat25-hourintervals,istherereally anyadvantagetoextendingthatto50hoursjust becauseyouhavefittedadecentoilfilter?The oiltakesplentyofabuseinanair-cooledengine,

itactuallydoesalotofthecoolingaswellasthe lubricationsogiventhat,andMefactthatpig enginesaren'trunthatregularly,maintaining 25-hourchandescertainlyisn'tgoingtodoany harmisit?Corhsideritcheapinsuranceforthe longevityofyell(engine.Justmyopinionof course,andI'mnotsuggestingitisanymore validthananybodyelse's!

NOWWHAT?

Fi.ght,we'veremov•dtheohfilter,now what?YoucantossJtintothebin,fitanew one,refillwithoilandbeonyourway,andI don'tdoubtthat'swhatmostofusdo.Fine. bibwithalittleextraeffortyoucaninspect thefilterelementandseewhetherthere maybetroubleloomingHavingaseriesof fillerelementswillshowupanysignificant change.thesuddenappearanceofmany

morewhitemetalparticles,forinstance. afteralongperiodofreasonablyclean elements,couldindicateyouhaveamain orbig-endbearingissue.Itmightwellsave youapacketifyouhadtheengineinspected straightawayratherthancarryonrunningit andexacerbatingtheproblem.

Oilinspectionplaysamajorpartinthe maintenanceofmanylargecommercial engines,anddecisionsonreplacement ormajorrefitareoftenbasedonthose findings.Youtoocanhaveasampleof youroilanalysedeachtimeyoudoanoil change.therearelabsthatwilldothatby post,butasahalfwayhouse,inspecting yourfillerelementischeaperandeasier,and certainlybetterthansimplydiscardingthe filterwithoutlookingatthemysterieswithin. Itisaparticularlysensibleprecautionfor enginesthatarerunning'oncondition'past TBO,alongwithrecordingoilconsumptionand otherrelevantparameterslikeoilpressureat particularRPM.Beforestartingtodissectthe filter,notefromthepicturesthatmyglamour modeliswearingdisposablegloves.These daysinindustry,healtharidsafetyisamajor concern,andusedoilanditscontaminants are,likemanyproductsweallusedtoconsider perfectlysafe.nowconsideredahealthhazard. Itcostslittleornothingtotakeprecautions,so whynot?Ifnothingelseitmakescleaningup afterwardsawholeloteasier.

OK.whenthefilterisoffyourengineitwill stillhaveafairamountofoilinsideit.This isbecausethefilterhasadiaphragmatthe frontwhichpreventsitemptyingbackintothe enginewhenyouturnitoff,thusatstart-upthe enginedoesnothavetorefillthefiltereach

time,enablingtheoilpressuretocomeup morequickly.Theeasiestwaytoemptythatoil istopunchaholeinthetopofthefilter-don't useadrillasitwilldepositswarfintothefilter. Thenlettheoildrainoutovernight. Thereareanumberofproprietaryfilter openers-checkouttheusualaircrafttool suppliers.TheContinentalandLycomingfilters aresomewhatlargerthanthetypicalautomotive unitssoaspecialaircraftcutterwillberequired. RotaxandJabiruetcareamuchsmaller diameter,andanautomotivecutterwillprobably suffice.Alternativelyyoucanmakeyourown, wecarriedanarticleintheJanuary2010issue onmodifyingapipecuttertodothejob.Theunit usedinpicture1isanAirWolfmodel.

Thecutterverycleanlysplitsthebottomoff thefilterjustabovetherollededge,butplease becareful,thecanisteristhinsheetsteeland wedon'twantyouslicingyourhandsonthe edgeOncecut,thefiltercomesapartandthe mainconcertinaed'paper'elementisevident.

NextjobistocarefullyuseaStanleyknife tocuttheelementfromitsmetalcontainer. Slicearoundthecircumferencetopand bottom,andthenalongitslengtheitherside oftheverticalmetalstrip (seepicture 3).You shouldthenbeabletoeaseouttheelement inasinglepiece.Openouttheelementand youcaninspectitformetalparticles;therewill besome,butfearnot,asmallishnumberof twinklyparticlesisinevitable.

Itisaquestionofjudgementofcourse,but ifyousavetheelementseachtimeyou changethefilter,overtimeyouwillgetto knowwhatisnormalsothatanymajorchange inthenormwillbeevidentandshouldset alarmbellsringing.

My thankstoLAAInspector.Gary'Pie Hands'Smithinthepreparationofthisarticle We'realwayskeentoreceiveyourtips andadvicetosharewithfellowmembers. Rememberjustbecauseyouknowhowtodo somethingdoesnotmeanwealldo!Please contacttheeditoratboan.hopegIlaa.uk.com.

OilfilterandAirWolfsplitter.Notethe smallholepunchedintopofthefilter todrainretainedoil.Alsodateandengine hoursaremarkedonfilterwhenitwas fittedtotheengine.

00Thecomponentpartsofthefilter. Theoilentersthefilterthroughthe foursmallholesintheendplate,passes throughtheelementandexitsthrough thelargecentralhole.Thereisapressure reliefvalveinthetopofthefilterto allowtheoiltocirculateshouldthefilter elementbecomeclogged,oriftheoil istoothicktoeasilypassthroughthe elementwhencold.

O Slicearoundthetopandbottom circumference,andthenalongeach sideoftheverticalmetalstrip.

Easeouttheelementfromthe metalwork.

OO

Inspectthefilterformetalcontent. Thisfiltercomesfromanengine thathadfournewcylinder/piston assembliesfittedonly50hoursago, soitwasexpectedtofindsomesmall particlesofmetal.

Pr je News

Projectstoinspireotherstobuildtheirownaeroplane

CompiledbyDanielFrancis

Withtheprogressofspringinevidencearound us,andtheclearingraincloudsencouraging,, ustolookskywards,theflurryofnew projectregistrationsandaircraftclearedtofly continuesunabated.Ofparticularinterestthis month,wehavetworeplicaFokkerbuildsaboutto start,plusafurthertwoexamplesoftheincreasingly popularEuroFOX912,andthreefromVan's.Obviously forthebenefitofmypredecessorAdrian,wearealso pleasedtoseean'oldschool'EvansVP-1.

StoriesthismonthhavebeencontributedbyAndrewBest,Tim Shaw,AndrzejZmyslowskiandNigelStokes—allatdiffering

stagesoftheirbuilds.Andrew,withhisBlueTwoproject, takesusintodetailaboutthebeginningofthebuild process.Tim,buildingabeautiful(intheeyesofthe beholder!)SonexinGrimsbytellsaveryamusingstory ofhisprojecttodate,withmanytalesoforganisinghis compactworkshopandkeepingonspeakingterms withhisbuildpartner.NigelStokesisliterallyatthe verybeginningofhisBristellbuild.Andlastbutnotleast, Andrzejandhisfellowfirst-timebuildershavejustreceivedtheir machinebackfromthepaintshop,whichconcludesafive-year project.Whateveryou'vestartedandwhateverstageyou'reat,get intouchwithProjectNewsat projectnews@laa -archive.orguk

BYANDREWBEST

FOLLOWINGONFROMlastmonthsallocationofapro)eelnurniieiand inspectionrecordIhaveofnciallystarredmakingBlueTwo Thestructureis(AnnulledasacompositesandwichHatisanpuler loadnearhiglayeretcarbonhbreandepoxy(tyoically200gmSnh or160gm/norcarbonwellinmainlytwo!avers-Inureinhighstress areaslikeHewingfuselagejunction)amid-layerofbluefoam(DOW Floorrnateat34kg/mnataround10mmthick,andaninnerlayerof carbontwillBecausecarbonfibreisstrong-HomanquotesaTensile strengthof530N/inntfurcarbonfabricinMOS385resinonlyavery thinlayerofbetween0-1Ommisrequiredformeshof;heaircraft structuretoadsUnfortunatelyforthoseofususedtot'nakirtcttrlings ito steelaluminiumandweedwhereninelimosoutoftenfailureocciirs intensionittakesawhiletogetusedtothefactHalcarbonfibre(ails mainlynuetocompressionbuckling(Hilescrippling)Itisforthisreason thatwehavethefoamandtheinnerlayerofcarberidoll)Iheouter layertakesthestructureloadsthefoamandTheinnerlayerstabilisethe structureandresistbuckling

IHavestartedasallgoodhomebuitdersdo.withthetailplaneThe tahplanesectionisIna;voiecuttofornitheouterprofileandthencutagain toremovetheinriercot - leavingashapedwaIofloamataboht.Estrnin HickRemovingtileinnercoresavesaworthwhileartiounfofvde:ght

Asinglelayerof160ginchirboriclothisepoxiedtotheinsidesurfaces, winchImustadnhthiabitfiddlywitonlya7ernmsectiondepthItishere thatyoudefinitelyappreciateHeiu-oPerglovesBlobsofepoxyaregreat alserene-singyourJeans.socksshirtpulloveietcandilleyaresuper° atresistingthewashirigmachinecycleHowever.Heytendnottohetoo greatalproinotinggeoofamilyharmonyStill,sacrificesHavetohetrade AsimprerectangularspariThylOrnnnofreamwithcarboncloth laid at/45'oneithersidetetaketheshearloadsclosesthetailolaneA singltiayerof160gmclothistnenwrappedascundtneoutsideTwo iayersofi1dgnnunidirectionalWog)areaddedaroundthecentresection ts)resisttheincreasedbendingLadsthere

This8ffspantailplane(withoutelevator)HatImadeasatestsample weighed25kgSuppocingit.narigwhichreplicateditsmountingin-the finoftineactualaircraftIwasabletoloaditwithflibrhkgofsandbagsI waswakingforthebangbutwhilsteachtipdeflecteddownby35mm theyreturnedtotheirstartncipositiononunleadingAtflyfrogn[Ho calculationssuggestedth.atrwouldsupporttinsloadIwasandam stillimpressedbyithepenerroanceoftheoaten/featr,structureBytiny timeI'vegultheelevator,ienges,trimLathmicrobailoonstiitet.paintand counterbalanceweigly.son,Iestimatethefinishedweglsitwhlbearound 7kg(Icealarea18ft)

BYTIMSHAW

AFTERANHOURofto-and-fro,MikeMoutatLeeWilkinsonand myselffinallymanagedtosqueezethecomponentpartsofSonex KitNo1.600intothebackofaninadequatelysizedvanandstart theslowjourneyfromSandtofttoGnmsby.

Mycarwasejectedfromthedrycomfortofthegarageand relegatedtothesnow-covereddrive,asthesingle-spacegarage filledwithlargewoodencratesandlongcardboardpackingcases. Therewasnowherenearenoughspacetostoreanaircraftsothe sparebedroomwasfilledtotheroofwithcanopies,propellersand myriadofaluminiumparts(wereshestillaround,mywifewould havegoneballistic!).ThiswasthefirstweekofFebruary2013.

Ithoughtthat,aftercelebratingthecompletionofyearoneof thebuild,itwastimetoassesstheprogressandmaybeshare someotthechaoswithothers.

ANEWPROJECT

I'dhadahankeringtobuildagain,afterbuildingtheMiniMaxand restoringtotheairaRansS10.andwaslookingforasuitable (ie.affordable)project.IhadwatchedMikeMoulai'sattempts togetUKapprovalfortheSonexthroughtheLAAandthought thatittickednearlyalltherightboxes.AsIdidnotfancya10yearproject,thequick-buildSonexfittedthebillandwasfast, efficient,andcapableoftouring.Therewasonlyoneproblem... actuallytwoproblems:problemone-affordingit,andproblem two-God,itwasugly!

Anyway,allofthissoonbecamemoot,asmywifewas diagnosedwithterminalcancer.Allofasuddenthedesire tobuildagainwaspushedfirmlytothebackburner.Moving forwardstwoyears,mywifehaddied,myfinancialcircumstances hadchanged(thankgodforinsurance).andIstillwantedto build.LeeWilkinson,whosharesflyingtheShadowwithme.was quitekeentobeinvolvedtoo.Therestillremainedoneproblem however.TheSonexwasstillugly!

Moremonthsofresearchingdifferentaircraftandtheirbuilding processes,IstillcamebacktotheSonex,eventhoughIhadnever workedwithrivetedaluminiumstructuresbefore.Mymindwas madeup,theSonexitwasAfterall,I'mnotsocutemyselfand, what'smore.I'dbesittinginsideit,lookingout,notlookingatit!

GETTINGUSEDTOTHELOOK

Thekitwasorderedandpaidfor.Thelongwaitfordeliverywasfilled byplanning,buildingaworkbench.andcollectingtherequiredtools (andmanyIdon'tneed).Ihadwantedtheplansinadvance,so thatIcouldspendtimelearninghowtoreadandunderstandthem. HoweverSonexwasunwillingtosendthemtotheUKwithoutthe kit(theywanttokeepcontrol),soIhadtowait.Strangelyenough, aftermonthscftrawlingthroughSonex-relatedinformation,thelooks startedtogrowonme.AndIfiguredthatacleverpaintjobwould helpimmensely(Istillhavetolearnthatskill).

UNPACKING

NowwearebacktowhereIstartedthestory.Thecaseswere unpackedoverthecomingweek.andtheitemscarefullyticked offthelist.Carefullybeingarelativeterm,aswewere totallyunabletofindfourmajorcomponents.Afterfiring offemailstoSonexandMikeMoulai,Ifinallyconfirmed theirworstfears.Theyhadindeed,soldtheirkittoapair ofmorons.Thepartswereexactlywheretheysaid theywere

PROJECTNEWS

However,therewereafewpartsthatwere tofollowandwespottedthattheyhadsent tworighthandverticals,insteadofaleftand aright,andcompletelymissedoffthetrim system(hurrah,onetotheMorons!).Long sheetsofmetalwereslidunderthebenchthat filledthesinglecargarage.Pre-bentleading edgeswerestackedbehindthebench, tightlystoredintheirboxessothattheydidn't unbend,andlonglengthsofanglewere squeezedalongthebenchshelf. "Look,westillhaveroomtomove..,alittle anyway."

Leeshookhisheadandpointedwearilyto thehugeboxofpre-builtwingspars. 'Ohwell,let'smoveeverythingaroundagain"

QUESTIONSOFSTORAGE

Theplanhadalwaysbeentobuildthetail sectionsfirstandthenstoretheminthe sparebedroom.Thenthewingswouldbe next,storingthembyhangingtheminthe garageroof(asIhadwiththeMiniMax).The nextstagewouldbetobuildthetailcone andfuselagesides,beforedismantlingthe benchandjoiningfuselagetogetherand attachingtheundercarriage.Atwhichpoint itwouldbeafreestandingassemblythatwe couldmovearound.

Nowtheoryisagreatthing,and measurementsaregreat,butputtingthem intopracticecanbequiteadifferentmatter. Yes,allofthebitswouldfitintothegarage. buttherewerealsosanders,pillardrills, grinders,compressors,rivetguns.drillsanda millionotherbitsandpiecesthathadtohave homeswithoutcausingdamagetodelicate alloyskinsetc.Thenextyearwouldbespent trippingover,dropping,losing,findingand

losingagainahundreddifferenttoolsorparts thatjustdisappearedamongstthechaosof toolittleroom,andaseriouslackoftidiness.

APROPERAEROPLANE

However,amidthechaos,weslowlystarted tocreatethepiecesofaproperaeroplane.As perourplan,theverticalstabilisertookshape, thenthehorizontalstabiliser,thenrudder andelevators.Eachparthadtobechecked, clecoed,up-drilled,de-burred,corrosion proofed,andclecoedagainandthenriveted. Inall10,000rivetstobeset.eachone requiringafour-orfive-partprocess.There wasalotofworkahead.

Asthepartscametogether,theinspector calledtocheckthembeforewecouldseal uptheskins,butprettysoon,workingabit everynight,wehadacompletedtailsection. Therewereofcourseproblems(partofthe funofbuilding.isovercomingthedifficulties) andifitwerethateasy.therewouldbeno satisfactioninthedoingofit.Veryearlyonwe hadasetback.Oneofthenewpacksofdrills wehadboughthadbeenlabelledwrongly andsomeofthefirstmajorboltholeswe drilledwereslightlytoolarge.Muchswearing followed.ButachattoJohnCook,our inspector,easedourminds.Theholeswere drilleduptothenextsizebolt.Firstlesson learned,alwaysdoublecheck(alessonthatI havehadtorelearnonnumerousoccasions).

Withthetailcompleted.theleftwing wasstarted,andwithourconfidenceand experiencegrowing.itsoontookshape.With theleftwingcompleted,theplantostoreit hangingfromtheraftersappearedtobenot suchagoodidea.WhenIhadstoredthe MiniMaxwing,ithadbeenawoodenframe,

whichthestriplightsshonethrough.Thiswas asolidaluminium.stressedskinlump,twice thesizeandamilliontimesthedensityIcan honestlysaythatnotalotoflightwasable topenetrateitwhenplacedintherafters! Leecametotherescuebysourcingsome freestandingspotlights-godknowswhat myelectricitybillwillbe,butit'sbetterthan buildingbybraille.

Oncewecouldseeagain,thesecondwing cametogetherprettyquickly(wehaddone agreatdealofthepreparationwhilebuilding thefirstwing).Thoughitcangetconfusing buildingamirrorimagetotheplans,allwent welluntilImadethedecisionnottoup-drill thesparmountingblocks,adecisionthat wouldhauntmelater.Wewerenowsix monthsintothebuildandhadacompletetail section,twocompletedwings.evenlessroom tomoveandremarkablywewerestilltalking toeachother.

Thefuselagesectionwasthenlaidouton thebenchandstarteddespitestillawaitingthe missingparts.Thesedulyarrived,justinthe nickoftime(thanks,Sonex).Withthecockpit sidesbuiltandstored,therearturtledeck tookshapeonthebench.Itwassotallthatit wasalmostupagainstthesuspendedwingin theroof.whichthenprovedtobeasourceof numerouscutsandgrazestomybaldpate, asIdrilledandrivetedwhilststandingonthe bench!Forsomestrangereasonpeoplewere startingtocallmeGorbachev!

AIRCRAFTASSEMBLY

Finallywedismantledthebench.Thefront andrearfuselagehalveswerejoinedtogether, alongwithfittingthefirewallandfloors.The enginemount,undercarriageand (Above)A wingawaitsthefittingof thetopskin. (PhotoTtmShaw)

thewheelsandbrakeswerealsoattached. Atlastwehadafreestandingaircraftthat justfittedintothegaragewithbarely2into sparewiththedoorsshut!Allofthemajor componentswerenowbuilt-allwehadtodo wasfitthemtogether.

Thefittingofthetailwentwell,aftera bitoffiling,abitofwigglingfollowedby somejudicialjigglingandabitmorefiling Theelevatorsandrudderweremuchthe same.Thalwaseasy,justthewingsnow. Thesaying,'pridecomesbeforeafall: comestomind.Maybeweweregettinga bitcomplacentorjustabitsmug,orwedid notnavethebesttoolsforaverydifficultjob (ormaybewewerejustapairoftoolsonthe job),butthemountingofthewingsturned intoanightmare.

Drillingthroughtherightwingsparblocks tothefuselageangles,ontowhichtheywould bebolted,wentverybadly.Theholesended upovalnotround.Fittedlikethat,thewings couldhaveflappedlikeahummingbird Potentially,thiswouldmeanorderinganew

ALTHOUGHCOMPLETEDLATElasIyear.

G-GORyhasrecentlyemergedfromthepaint shopproudlywearingitsnewlivery.Andrzej, oneofthethreefirst-timebuildersofthe aeroplanetells ProjectNews thestory: G-GORVisaquick-buildVan'sRy-8. commencedinlate2008andcompletedfour yearsandsevenmonthslaterIfwewere notallworkingalourdayjobswewould havefinisheditmuchsooner.TheLAA's metalwork,electric,andavionicscourses wereinvaluable.

ItwastestflownbyourLAAinspector.Nigel Jones,inAugust2013andhasflownabout40 hourssofar.However,itwasonlytrulyfinished aftertheaircraftwaspaintedin2014byMick Alten&SonsofTurweston.Paintingatter completionwasagooddecision,inretrospect asithasbeenassembledanddisassembled sooftenduringthebuildandtestingthatthe paintwouldhavebeenveryscuffedbynow. Ithasafixed-pitchSensenichprop.and Lycoming10-360(fuelinjectionmeansno carburettoricingproblems),bothbought throughVan's.Aglasspanelmeansnovacuum

cockpitangle.drillouttheold,refitandmake newwingblocksandthentrytore-drillthe holesagain.However(aftermanyexpletives), wehadallweneededtomakethenewparts, exceptfortheangle.Thiswassourcedfrom Germanyandwasdeliveredtwodayslater withgreatTeutonicefficiency.Aweekotwork andwewerehacktotheplaceitallwent wrong,drillingthespars.Leeonceagain cametotherescue,sourcingbetterdrills andbits,andwithlessonslearned,theright sparwasdrilled-correctly!Itwasasmall setback,andnotatotalcatastropheTheleft spardrillingwentwelltooasaresult.Ilater foundoutthatoffourcompletedUKbuilds. threealsohadmajorproblemsatthispoint.

RIGGINGTHECONTROLS

InJanuarythisyearelevenmonthssincewe started-SonexNo.1,600wasmovedouttoa localfarmstrip,wherewecouldfitthewings andtailtoenableustorigthecontrols.AsI write,theelevatorsareattachedanciworking atthecorrectanglesofdeflection,asisthe

rudderThetrimtabisattachedbutnotyet correctlysetupThespatsareattachedand thewingsshouldgoonthisweeksothatwe cansetuptheflapsandailerons.

Afteronefullyearofwork,weare90% done,andonly90%togo.Thisbuildhas been,thusfar,agreatexperience,with mostlyhighsandyes,afewlows.When thingsgowrongitwouldbeveryeasyfor buildingpartnerstofallout,butLeeandI haveremainedgreatfriendsandlaughed ahellofalotmorethanwedisagreed. Wehavecreatedasleek,sturdyand well-builtairframeofwhichwearerightly proud.Wehavenowspentsomuchtime togetherlockedinasmallgarage,thatour respectivepartnersarestartingtothink thatwemightbegay!Wehavecompleted abigchunkofaeroplaneandstillremain thebestoffriends.Ihavenoideawhen shewillbeflyingbutwewillgetthere.All weneednowisanengine.whichIcan't afforduntilIsell CocotheShadow, Anyone wanttobuyanaeroplane?

pumptofailandwhenwecommencedbuilding weplannedontwoDynon'classic'screens upfront.butthentheSkyviewsystemwas introducedandthethinnerscreensmeantthat wecouldalsofitonefortherearseat.Withrear seatthrottleandrudderpedals(butnobrakes) aninstructorhassomeoversightovertheantics upfront.Ithasanautopilot,buttheservoshave yettobefittedandtest-flown.

TheDynonsystemisfabulousbutthe screenshavenotalwaysbeenreliable,and theyflewbackandforthacrosstheAtlanticon severaloccasionsbeforethe-8evenleftthe groundThosescreengremlinsarebehindus nowandtheyseemverystable.TheGPSderivedsyntheticvisionmodeisfuntowatch butafterflyingthroughtheWelshvalleyswith itonwewouldhesitatetouseitinanIMC emergency.Thepicturedefinitiondoesnot seemgoodenough.

WeinstalledtheVerticalPowerVP-100digital bus.nowsupersededbymoreadvanced VerticalPowersystems.Ithasprovedvery reliable,givingalltheinformationyouwillever needabouttheelectricsystem,aswellas

fault-findingandfaultprotection.Wehavetwo GarminSL-30radiosandaGMA-240audio panel/intercom.Thoughwatchout,theGMA240willblowaninternalfuseifyouflywithtwo monoheadsets.AskmehowIknow!

Oneofourgangofthreeisanexperienced tailwheelpilotwhoislookingforwardtohaving our-8clearedforaerobatics.Theothertwo aretailwheelnewbiesandlookingforwardto reducingthenumberofbouncedlandings andgo-arounds.It'sajoytoflythough.withno slopinthecontrolsandnolackofpowerunder thebonnet.Visibilityisexceptional,andthe seatsverycomfortable.Evenatfullpoweritis consuminglesslitres/milethanaPA28-161at cruisepowerItisasportingaircraft,solacks thesoundproofingoffactory-builttourersto keeptheweightdown.ANRhasanadvantage overpassiveheadsets,butpassiveheadsets canbeworncomfortablyforlongflights.

Thelastfiveyearshasbeenapositivelife changingexperience.Ifyouarebuildingkeepgoing-youwillhavenoregrets.Ifyou arejustthinkingofbuilding,whatareyou waitingfor?Getstarted!

A:

BYNIGELSTOKES

WELLI'VECOIVIMITTEDng/selfnowHo embarkingonnewaba.randmostofmy chumsthinkIvegadmid-ifecrisis..iiNchal Ma;XISpaSstreer05dge wculd Doa gigantic matg?mat;calinexaettudeNottorrhefirst timenmyliTemyheadhasbeenturnedoyan a:,.ractriLprospectan,Jthe.[lollofsomething tanTal.soi:iv I...vaswandefInc)around[lieLAASvwetiRallyin 2012androundingacornersawaserrs,alional idy on fullsr-kwShc-..BristellNO5,nvited morethanacasualglancesgewasslee:,,and ,i,exyandwas,tobeadaw.-ed%myitdtier aridyyiy scaontHOn.aShe waspe.rteolforme EarliertlityearthadsouredFrancetora towdayspaPoneer300GCEIX,onginat:v supechlybuItuyFrankbogclandnov.owned

byagodHerdglmine,RogerAndrews Rog,H-snaredtheflyingwith lire and I hegar. Lehea111:leervousoftnespeedquietness andcomfortofthetitfieHoneeNoneidthesegualitescouldbeascrieedto,gyown aeroplane,amych-,ovedandusedJodel

O-BDIklWhenIsaw'heBustellw.111its generowsly-sizedcockpit,goo°leadcapacity outydingwinglockerssleekinessliggeshng quietandreasonablynighspeedclosingand amodernenginetha;pronvsedeconcmical crusewithmogas,wetiitwasgamenoel Imustsayiwasexcitedhysheonallenprt.yf buddingherOutnervousofmyabil,tyorto lue more accuratelackofittwas•Urrreci onby sevEraco,leagueswry,w-tnirepresentto,seemy heslat;onanditwasFrankhr-Gelfwlicdelivered

II Probablytheonlycompletedtaildragger Bristellinexistence,thecompany demonstratorassnappedbyNigelHitchmanatFriedrichshafen.Whatabeauty!

thelcuck-outHownyyjeneroislyoffering ha workshopspaceancenthusiasucmoralsuppoL Iyecg,,:senaJalyry6cylinden33Mrs horzontailyopposed,aircgoledoigineTgis cnoiceisnot Mnout'Ishi itics,astheo'ficial a,ternativeistheybiquitousRotas912Despto !tspopularityRencverbeenarardeoadmirer otUlu912Ishuddereverytimeitseizesto a1.aitandIam:otkeenoncarrying•g.rry -heextracon-iptexyaroweigh;ofagearlpo anewater-cootingapparAtusTheJab'has itsdetractorsorIbelieveHatoitOtheright coolinghafgesanoouttets,iis a reliable modtgnproductw.rhThetv.maddedber)ef,ts or 'rule'iersepoaerandavc.ryfla[powercurve thatenminafesrhenecessityfora'wchnly'prop Anetgei•aecisionIhavemace,wOchcauses scrograofmyfnenostoshaketneirheads ,ndsheliefatmypo-covedsrup!dityisto chooseialwheciftversionThisdecisons cGrupoyndedinitsappareyl Osryershy byfhb raothatVornscyitthatI'm:heiead°udderof thisversion in the05OhweYI-Intorai:ennv, interapruodastheysay.

W1

nthelastcoupleofarticles,we'vebeen lookingatdifferentwaysofmaking aircraftwings,andcontrastingsomeof thedifferentstructuralconfigurationsthat havebeenpopularforlightaircraftover theyears.Thismonthwe'regoingtolook atdifferentmaterialchoicesandhowthey impactonweightandcost. Themornstructuralelementofalmost allaircraftwingsrsthemainspar,so we'regoingtofocusonthisalone,andin party:Liar.themos:hignly-madedsection atthewmgrootofatallycamilevered wing.Takingthesubtemnithismonth's thghttestreportasanexamOethe ZenairCH601HD.wehavea2711span wilig :ondamaxgrossweightof1.20015 (5,5kg).designedtotakealoadfactor oforleast-4glimit,withanultimate facto,of1.5Thismeansitmt.isnotsmfer anypermanentdamagea:Ag.andat Agitshouldbeabletotake55%more loadw:herdcoflaponoallogether.From

PARTII

ByFrancisDonaldson ChiefEngineer

Theabovesketchamplyshowsthelengths youhavetogotowithasparusingsteel forthesparcap,topreventthesparcap frombucklingincompression.Because steelisahigherstrength,higherdensity materialthanaluminiumalloy,ithastobe usedinthinsectionstomakeitsweight effective,butgenerallyhastobeformed intocomplexshapeslikethistoprevent thethinsectionsbucklingincompression prematurely.'Dumbbell'sectionspars likethiswerepopularinthe1930sbutare seldomseennowadays.

theZenairdrawmgstherootchordis 1480mmonothoaerofoilthicknessis18% Forcomparisonpurposes.weAlalsolook altheimplicauonofthinningthewingtoa moreconvenYonal13%

Iheanalysisoftheaeroplaneshows MatthepeakutpwaMbendingmoment onthewmgatapointjustryursidethe fuselagesick:is1,349kgTilimit.2.023kg ultimate,and:hever:inalshearatthis pointis788ygtiorit,1183KgultimateWith an18%rHck,t48ltmrrichordw.ngthe maximumthicknessotthewingis266mm, whereasdthewingworechangedto 13%thicxilwouldbeA02mmthickWell assumeasinglesoaris5lacedat:hepoint 01maximumOycknessandMattheupper anoluwurwingskinsareatotalof5mm Oncksothesparneughliseither261mm or187mnidependngonourchoice citnicknoss

ThewingsparofanaeroolaneHkethis actsasacanuleveredbeam.sofromsAnple

bendingtheorywecanapply:

Bendingstress=Bendingmomentx distancefromneutralaxis/momentot inertiaofbeamcrosssection

Inthiscase,themaximumstresswillhe atthepoints[hatarefurthestawayfmm theneutralaxis,i.eattheextremeupper andloweredgesofthespar.Weknowthe depthof[hesparandforasymmetrically cross-sectionedspartheneutralaxiswill behalf-wayupitsheight,sothemaximum stresswillbeexperiencedhalt[heheight awayfromtheneutralaxisInthiscasethis isI30.5mmor935mmdependingonour cnoiceofsection.

Itweweretryingtodesignasingleplanklikesprucespartocarrythetotalbending andshearactingonthewing.lookingto [heLAAtechnicalleaflet1.16 Material AllowableStrengthData weseethat Sitkasprucehasanultimatecompression strengthparalleltothegrainof32.4Mfla. Usingourbendingequationwecan calculatethatinordernottoexceedthis stresslevelinourplankdikesparwiththis bendingmomentanddepth,weneedthe spartohaveamomentofinertia(knownas the'Ivalue'or'secondmomentofarea')of notlessthan80x10-mmk

TheIvalueforarectangularsectionaboutits centrelineisteD412wherebisthewidthand Dis!heheightofthebeam'scross-section. Transformingthisequationintermsofbwegel.

"Muchofthewood inthesemassive, plank-likesparsis lazyandnotdoing verymuchforthe strengthofthewing"

b=12x/(D")

fromwhichweca1culatethatthe261mm deepsparotthe18%thickwingwould neeetobe54mmthickUsingadensity forspruceof0.45x101kg/m/suchaspar wouldneed14,000cubiccentimetresof sprucepermetrelength,weighing6.34kg permetreWiththepriceofaircraftspruce currentlyrunningataboutapoundper100 cubiccentimetres,thismakestheplank sparcostapproximately[140permetre. basedonthesectionrequiredattheroot. thoughclearlyyou'dnotwanttorunsuch amassivesparsectionrightoutto[he tip.you'dtaperitofftomatchtherapidiy reducingbendingmomentoutboardfrom theroot.

ComparisonofWoodSpar Configurationsofequalbendingstrength

Goingthroughthesamecalculationsfor the13%thickwing,thesparbeingnow 187mmdeep,wegetaminimumIvaluefor thesparreducedto57.3x10'mrre,butthe widthofplank-likesparrequiredtoachieve thisina187mmdeepsparbecomesa massive105mm,meaninga39%increase insparcrosssectionalareaoverthatinthe deeperwing,andaweightnowincreased to 8.8kgpermetreandacostof14195 permetre.

Ofcourse,muchofthewoodinthese massive,plank-likesparsislazyandnot doingverymuchforthestrengthofthe wingbecauseit'stooclosetotheneutral axistoexperiencemuchstrain.Whilefor simplicity'ssakewecanlivewiththiskind ofwastedmaterialinastrut•bracedwing orbracedbiplane.whereplank-likespars arepopular,aplank-likesparwouldbea veryunusualchoiceinacantileverwinglike we'redealingwithhere.Toseewhy,let's considerwhathappensifwereconfigured ournotionalwoodensparasanIbeam orboxsparwithtwobooms.each40mm deep,oneatthetopandoneatthebot[om ofthespar.andusedarelativelythinand lightweightplywoodweborwebslinkingthe twoboomstocarrytheshear.

Withthe18%thickwing,fromourequation fortheIvalueofarectanglewecan now workouttherequiredthicknessofour1 beamorboxsparwhichturnsouttobe 81mm.Inotherwords,withthisconfiguration wecangetbywithtwosparboomseach measuring40mmx81mm,thismeans weareusingjust46%ofthevolumeof spruce[hatouroriginalplank-likespardid. weighing2.9kg/thetreandcosting64per metreruninspruceNaturallythere'salso therelativelysmallweightandcostotthe plywebtoconsider,hutneverthelesswe canexpecttohalvetheweightofourspar bymakingitasaboxorIsection.Also, it willbemucheasiertofindgood-quality spruceinthesesmallercross-sectionsthan insinglehugepieces,andtherewillbeless riskofhiddendefectslurkinginthematerial. Somemaypointoutthat[hecomparison betweenawoodenplankandboxspar isn'tquiteassimpleasthisbecauseofthe so-called'formfactor'effect.Testsshow thattheactualpeakbendingstresslevels beforeasimplesparfailscanslightly exceedthenormally-understoodmaximum allowablecompressionstresstorthe material,becauseofthesupportingeffect oftheadjacentlesser-stressedfibreswhich addbackbonetotheirover-pressured neighbours.Butforsimplicity'ssake,and conservatism,we'llconsiderformfactorsto bebeyond[hescopeof[hisarticle.

EraComparison.4thethinnerwingweft: used,withthespardepthbeinglimitedto 187mmandhalfdepthto93.5mm,thebox sparwith40mmdeepflangeswouldneed awidthof129mm.meaningamaterial quantityandsparweightof59%greater thanMeequivalentIsectionorboxsparon thethickerwing.aweightof46kgand11102 permetrerun

COMPARINGTHEFIGURES

Interestingly,comparingthesewiththe figuresaboverevealsthatthere'smore benefitingoingtoaboxorIsectionsparon thethickerwingthanthethinnerone,that's becausebykeepingthechosendepthsof

thesparboomsthesameinbothcasesat 40mm,onthethinnerwingtheboomsare beingrelativelylesseffectiveinkeepingthe loadcarryingmaterialwhereitdoesmost good,farfromtheneutralaxis Sofarwehaveonlyconsideredaspruce spar.Themaximumallowablestressvalues forthedifferentsparmaterialsthatwemight useinourdesignvaryenormouslyfromone materialtoanother.forexampleintermsof ultimatetensionstrengthT45steelisroughly 11timesasstrong,and6061-T6aluminium alloyisfourtimesasstrong,whencompared toSitkaspruce.Soatonelevel.onemight expectthatforoursparofknowndepth tobeofequalstrengthinSitkaspruceas inT45steeland6061-T6aluminiumalloy, thesparcrosssectionwillhavetohavea momentofinertia(lvalue)11timesgreater insprucethaninT45steel.andfourtimes greaterirSitkasprucethanin6061-T6 aluminiumalloy!

Therearetrapsfortheunwaryhere though.becausethisisassumingthatthe criticalcaseforthesparistheultimate tensioncapabilityofthematernalWhereas tensilepropertiesareusuallythelimttino factorinmetals,infibrousmaterialssuch aswoodandcomposites,it'susually thecompressiveratherthantensile characteristicsthatgovernthedesign sizingSilksspruce.forexample,hasa maximumproportionallimitstress(i.eyield stress)paralleltothegrainincompression ofonly22MPa.andatultimateof32MPa. comparedtoanultimatetensilestress of65MPathereisnodefinabletensile yieldinwood,alongthegrainat!eastThe relativelypoorcompressioncharacteristics ofwoodareduetotheeasewithwhich thetubularwoodfibrescancollapsein compressioncomparedtowhattheycan takeintension.Aswoodhastypicallyonly hallasgoodcompressionstrengthasits tensilestrength,awoodstructureisusually sizedbyitscompressionfiguresfatherthan thetensionvalues.

Insalsoessentialtobeartrimindthat astructuremustsatisfythelimitcriteria aswellastheultimateone,thatis,as wellasnotcollapsingatlessthanthe ultimateloaditroustalsonotyield(i.e. sufferpermanentdeformation)alless thanlimitload.Somemetalsarekindlyon thetyroorforgetfulstressmanbecause theirpropertiesaresuchthattheystart toyieldintensionatastresslevelthatis almostexactlytwothirdsofthestressat whichtheybreak.Thismeansthatifthe 'ultimatefactor'forthestructureis15 (as Is common)thenitthestructureis designedtocopewithultimateloadthen itwillalmostinevitablysatisfythelimit MadcriteriatooOthermaterialsneed morecare.forexample304stainless steelyieldsatlessthanhalfofitsultimate tensilestress.soifastructurein304was designedtoonlyjustmeettheultimate condition.Itwouldsurelyyieldatlessthan limitloadWhendesioninginstainless steeltherefore.Msthelimitcondition whichisthe'critic:a!!casetomeet.forif limitconditionsaremettheultimatecase isboundtobeOK.butnotviceversa Conversely,for399steelbarmaterial,the tensilestressatwhichyieldoccursis90% otthetensilefailurestresssointhatcase Cstheultimateconditionthatmustbe

Comparisonofwoodandaluminiumspar configurationsofequalbendingstrength

18%thickwingwood boxspar

18%thickwing aluminium I spar

"It'sessentialto bearinmindthat astructuremust satisfythelimit criteriaaswellasthe ultimateone"

carefullydesignedfor.becausedesigning andtestingonlytolimitloadmight leavethestructureunabletomeetthe ultimatecondition.

Whendesigningsparsusingmaterials moredenseandwithhigherstrengthvalues thanwood,naturallythevolumeofspar boommaterialisreduced,andthestronger thesparboommaterial,themorespindly thesoarboommemberscanbecome.Ifwe lookatredesigningourwoodsparabove in6061-T6aluminiumforexample.from Mil-Hdbk5wenotedownlimitandultimate

(Right) Typicaluseofaflangedaluminium alloysparcap,wherethelengthwisebend inthematerialhelpsstiffenthesparcap andpreventitbucklingincompression. Italsoplacesthematerialwhereitis mosteffective,asfarfromthespar's neutralaxisaspossible.Bucklingin woodsparboomsislessofanissue becausethematerial,beinglessdense, isusedinlargersectionswhicharemore bucklingresistant.Pre-formed,right-angle extrusionsareoftenusedtomakeup sparsofthisconfiguration.

WINGINGIT

tensilestressfiguresof241and262MPa respectively.Comparingyieldandultimate properties,262/241is1.08.thisislessthan theultimatefactorof1.5whichmeansthe ultimateloadcasewillbethecriticaloneto designfor.Theultimatebendingmoment onthewingis2,023kgm,soassumingthe 18%thickwingwithaspardepthof261mm, ifweassumewewillmakeoursparbooms (actuallyweusuallycallthemsparcaps whenmadeinmetal)from50mmwidestrips of6061-76wecanworkoutthethicknessof caprequiredusingourbendingtheory,just aswiththewoodensparboomsThisgivesa sparcapthicknessof86mmi.e.asparcap crosssectionalareaof8.6x50=430sq. mm.With6061-T6havingadensityof2.7x 103kg/mitheweightofthissparboomwillbe 2.32ka/metrelength.Thatisonlyabout80% oftheweightofthesprucebox Or Isection sparbwoodenboomascalculatedabove Withthecostof6061-T6rectangularbar beingabout£4.50per100cutdccentimetre, thecostofour6061-T6sparcapsisonly about£38permetreruncomparedto£64/m foroursprucesparbooms

Weneedtotakecarehowever,because we'vesomeotherimportantelements torememberwnenworkingwithmetals. Firstly,unlesswebondthesparcapsto thewebswe'regoingtoneedfastenersof somesortthroughthecaps,normallyrivets orbolts.Theholesthatwillperforatethe sparcapforthesefastenerswillsubtract fromthecrosssectionalareaofthecap.so we'regoingtoneedtomakethesparcaps biggertocompensateforthislostmateriai Ifweusetworowsofrivetstoattachthe sparcaps,we'llbebeststaggeringthe rowssothatinnoplacedotworIvetholes interferewithasinglecross-section.Ifwe userivetsof5mmdiameter,we'llneedto addatleastthesameamounttothedepth ofoursparcaptocompensate,sowenow have55mmdeepcapsratherthan50mm deepones.Thismeansthattocaterforthe rivetholes,wearehavingtoaddanother 10%tothesparcapvolumemostofwhich, inbetweentheboltholes,isJustgoing alongfortheride

Andofcourse,drillingholesinaluminium shouldberingingalarmbeilsaboutfatigue forwhataboutthosestressconcentration factorsthatwe'veailreadabout?Asimple, plainholecanmorethandoublethelocal stresslevelinthevicinityclosetothe hole.Weight-wise,withaircraftstructures. wecan'taffordtodoubletheamountof materialtobalancetheeffectofeverystress concentrationbutgooddesignpracticeis toapplyanextrafactorofsafetytoaccount forthisThedesigncodeCS-VLAgives usefulguidanceinsuggestingthatfor metalstructuresusingconventionaldesign features,anadequatefatiguelifewillresult iftheallowabletensilestressatlimitload isnotallowedtoexceedhalfthevaLieof theultimatetensilestressforthematerial. With6061-76,asintheexampleabove,this meansthatwehavetoineffectreduceour allowablelimittensilestressfrom241MPia tohalltheultimatestressof262Mpa.i.e. 131Mpa.Workingthroughthecalculations again.thisresultsinthethicknessofthe sparcaphavingtobeincreasedfrom8.6 mmto11.4mm,sooursparcapshave nowgrownby42% in crosssecaento accommodatethebadetlectsoftheholes

"Weneedtotake carehowever becausewe've someother importantelements torememberwhen workingwithmetals."

andotherstressconcentrationsonthelikely fatiguebehaviourofthestructure,andthe weightandcostofthesparcapswill dseproportionately.

Thesmallersectionsusedinametallic structure,comparedtoawoodenone,bring problemsoftheirownbecausethemore slenderthesparbooms.themorelikelytney aretofailthroughcompressionbuckling.In practise,withmetalandcompositespars. Lsoftenbucklingofonesortoranother leadingtoprematurecollapsewhich definesthetalurepointratherthanthe materialreachingitslimitingtensile.shear orcompressivepropertiesWithatypical aluminiumalloysparwithstripsofaluminium alloyrivetedtoaflatorflangedaluminium web,bucklingonthecompressionsideof thespar(i.e.,normallyontheuppersurface forpositivegloading)maytaketheformof thesoarcapfailingasacolumnoverthe relativelylittle-supportedsoanwisedistance betweenadjacentpairsofribs.Alternatively, particularlywithunbalanced,openspar capsectionssuchasL-shapedextrusions, bucklingmayoccurinacombinedflexuraltorsionalmodebetweenribs.hencethe preferenceforbalancedsectionssuch asl-beams,andcausedsectionssuch asrectangularboxesortubularcaps. Otherbucklinofailuremodesinclude so-calledinter-rivetbuckling,aseriesof smallcompressiveripplesforminginthe compressedboominthegapsbetween adiacentrivets,oftenthefirstsignsofthis occurringaretherivetsbreakingin tensionduetothepartssplittingapartas theyconcertina

Whendesigninginmetal,there'ssome benefitinusingaformofsparcapthatwill

havebenignbucklingcharacteristicsandstill carrysomeloadafterithasbuckled,thisgives thepilotasportingchanceofgettingdown inonepieceevenafter'0severeoverstress. AgoodexampleofthisistheMk.26Spitfire. whichusessparcapsofseveralroughlyone inchandaquartersquarealuminiumalloy tubenestedalongsideoneanotherwithaone eighthwallthickness(theoriginalSpitfireused concentrictubes).boltedandrivetedfoan aluminiumalloyweb.LoadtestsontheMk.26 wingsinAustraliashowedthatevenafter bucklingatbeyondultimateload.thisform ofsparcapstillallowedthewingtosupport severalgonthetestrig,albeitmarkedly'bent' atthatpoint.Thesamewouldnotbesaidofa typicalsparwithcapsofanglesection,which usuallyfailquitedramaticallybycomparison Carealsoneedstobetakenduringthe designprocessnottoassumethatmultiple thinstripsofsparcaprivetedorbolted togetherwillactthesamewayunder compressionaswouldasingleblockof materialofthesameexternaldimension. Van'sranintoproblemsalowyearsback withthis,andhavesincemainlyswitched tomachinedbarsratherthanmultiple lamina:ionsformingtheirsparcapsWhen closetothepointofcrippling,evena tighayboiled-togetherstackolsparcap laminationscanslideoneovertheother likeashearedpackofcards.allowingthe captobendratherliketoeindependent leavesofamditi-lealspringratherthanas asinglecomponent thoughcommoninthe1930sand'40s. nowadaysit'sraretoseesteelusedin makingsearcapsforlightaircraft,perhaps becauseofthefactthatduetoitseven Iggherstrengthfiguresthanaluminium, theverythinsectionsthatItallows(and indeedrequires.withitshigherdensityifnot tobeoverweight).meansthatcontrolling compressionbucklinginthematerial becomesadortLnantproblem.Backin the1930s,manufacturersbecameadept atrollingWmsteelsectionsintocomplex shapessoastocontrolthebuckling tendency,rivetingandboltingtheparts togethertoformcomplexgirdersasinthe Hurricane,Wellingtonandcontemporary designswhichaboundedwithmulti-faceted rolledtubes.corrugationsandlippededges. butthedevelopmentworkthatwouldneed togointothiskindofstructuremakesit unattractivetothehomebuiltdesigner. Nextmonthwe'lllookatotheroptionsfor spardesignsinmetalandincomposite materialsandexploretheirequivalentweight andcostcomparisons.

"Thoughcommonin the1930sand'40s, nowadaysit'srare toseesteelusedin makingsparcaps forlightaircraft"

OurthankstoLightAviationreaderDave ScottwhopointedoutthatwhereFrancis's PartIIintheseriesdescribesthewings oftheDHMosquitoashavingexternal skinninglaminatedfromcrosseddiagonal lathsofspruce,asontheCometPacerand Albatross,infacttheMosquitousedtwo spars.buttheskinwasofplyonspan-wise douglasfirstringers.Thetopskinhadthe stringerssandwichedbetweentwolayers ofply.butthelowerskinonlyasingle plyallassembledusingthetraditionalde Havillandprocedureof"glueandscrew." DavehassentafascinatingbooklettoHQ withpicturesofconstructionoftheMosquito wingskinsinHighWycombe'sfurniture factories.Ed.

ThePelegrinTarragonfrom Latviaisverysimilartothe MillenniumMasterbuthas beencompletelyre-engineered byCFMAirofItaly,whoalso didthedesignoftheFlying LegendsHurricaneand Tucanoreplicas (thelatter wasfeaturedintheMarch issue,Ed.) Theprototype Tarragonflewlastyearand hasaccumulatedaround50 hoursofflighttime,itwas alsoavailablefordemorides theweekaftertheshow.The secondproductionaircraft, presentattheshow,hasyetto fly. www.tarragonaircraftcorn

(Left) TheSoftexV24isa compositefour-seaterwith alargecabinandretractable landinggear,poweredby twoover-wingmounted Rotax912engines.Cruise speedis270kmhwitharange of1,500km.Withanempty weightof720kgandMTOWof 1,300kg,agoodpayloadcan becarried.Designedandbuilt inKiev,Ukraine,aversionwith two160hpLycomingengines andMTOWof1,400kgis alsoplanned. wwwsoftex.aero

(Left) CFMAir displayeditsnewest design,theDardo,atwo-seat,side-byside,all-composite,Rotax912-poweredultralight tourer.Witha600kgmaxdesignweightitisexpected tohavea75%powercruisespeedof250kmhandafullflapstallspeedof 64km/h.Littleotherinformationwasavailableandthewebsite www.cfm-air.com doesn'tseemtohaveanyinformation.

(Above) TheATOLamphibianisan attractivealbeitconventionaldesignwhichis alsoavailablewithskis.Whatisunusual,when comparedtomostoftheaircraftondisplay,is thatitisconstructedmainlyfromwoodwith fabriccovering.Theoriginaldesigndatesback to1984andfiveexamplesofthiskitwereinitially completedandflown.Thedesignwascompletely updatedin2011andthreenewaircraftbuilt,the mostnoticeabledifferencebeingaone-metre increaseinlength.PoweredbyaRotax912,the theaircraftisavailableasa495kgultralightand 650kgMTOW LSA.www.atol.fi

(Above)The IdintoslightamphibiousPrandtlplane,aresearchprojectinvolvingateamof Italianuniversitiesandcompanies,iscertainlyaneye-catchingdesign,basedontheboxwingconfiguration.Theaircraftondisplayisamock-up,withtheflightenginesintended tobeductedfansratherthantheverysmallpropellers.Theaircrafthasbeentestedin awindtunnelandtowingtank,andthedesigngoalsproven.However,atpresentthere appearstobenoplanstoproduceaflyingaircraft. www.idintos.eu

(Above) TheSparrowMLisatwo-seat tandemcompositeaircraftwithapusher configurationandtwinbooms.Powered byaRotax582ithasacruisespeedof 87mph;theRotax912isofferedasan option.Withanemptyweightof270kg andmaxallowableweightof450kg,the payloadisonly180kg,thusfuel,pilot andpassengerweightwouldhavetobe carefullymonitored,thecaseformany 450kgmicrolights,ofcourse. www.witcz

ApollofromHungary (www.halley.hu) hasdisplayeditsautogyros forseveralyears,butthisyeartherewasanothernewtwo-place tandemautogyrofromHungary—theSkycruiser (picturedabove). Thecompanywebsitealsoshowsaproposedenclosedcockpit model. www.skycruiser.hu

(Left) TheNordic AircraftOmsiderisa two-seattandemallcompositeamphibian, I I poweredbyaRotax 912ULS.Theaircraft wasfirstconceived inthe80sandfurther developedandtested aftertheformation ofNordicAircraft in1999.Withmuch testinganddevelopmentcarriedout,theprototypehasflownfor morethan500hours.However,althoughtheywereabletodesign, buildandtesttheprototype,thereisnohistoryorfacilitiesfor aircraftproductioninNorway,soamanufacturingpartnerwas sought.In2013thefuselagemouldsweretakentoATECaircraft intheCzechrepublicandasecondprototypehasbeenproduced usingwingsfromtheATECFaeta.Thefirstflightisexpectedin May2014andordersforproductionaircraftarenowbeingtaken. www.nordicaircrafttumbIrcom

Autogyrosseemtobegettingmoreandmorepopular,withmany companiesnowproducingtheirowndesigns.Itisparticularly interestingtoseesomanyondisplayinGermany,whereautogyros werebanneduntilonlyaround15yearsago!Threecompanies exhibiteddesignsbasedontheCellierAviationXenonwithtwin boomsandtwintails,andtherewerelargedisplaysfromTrixy, Magni,J-ROandRotortec,whileAuto-GyrodisplayedaBosch electric-poweredCavalonintheelectricaircraftarea.Spanish companyELAunveileditsnewELA10Eclipse (picturedabove), itsfirstenclosedcabinmachine,ontheFridayoftheshow. www.elaaviacion.com

TheDARsoloisaSSDRfromBulgariathathasbeenflyingfor fiveyears.Itfeaturesacompositefuselagepodandlandinggear, withaluminiumwingsandtailandachoiceofengines.Witha 27hpHirthF33BS,ittakesoffin100mandcruisesat62mph.The weightsgivenareempty130kg,MTOW245kg,wellinsidethe proposednewUKSSDRrules. www.aeroplanesdarcom

",

(Left)The Aerolite 120ismorelike atraditionalearly three-axismicrolight withaluminiumtube constructionand Dacroncovering, andisspecifiedfor theEuropean120kg emptyweightSSDR category.Theoriginal AerolitewasbuiltbyTerryRaberintheUSAandwasOshkosh GrandChampionultralightin1997.Inthesubsequent15years, 170aircraftwereproducedbutin2012therightsweresoldto U-Fly-ITInc,whichstartedproductionoftheAerolite103.Ayear onandVierworkGMBHstartedimportingthemintoEurope. www.aerolite120.com

Anothernew innovativeAutogyrocamefromNiki RotorAviationofBulgaria,thefirsttimeIrecallseeingaBulgarian gyrocompanyatFriedrichshafen.TheLightning (above) isa compositeenclosedcabinautogyrowiththetailunitattachedto thefuselagebyaroundboomaboutwhichthepropellerturns,I guesssimilartotheStemmemotorglider.Itisalsounusualinthat itispoweredbya95hpD-MotorLF26engine.Nikialsoproduces thesimilarKallithea,whichsharesthefuselageandrotorof theLightning,buthasaRotax912engineandaconventionally attachedtailonaboomcomingfromthelowerrearofthefuselage. www.nikiaviation.com/en

TheSkyperGT9isanewall-metaldesignfromTomarkaero,the designersofthesuccessfulViperSD-4.Itisdesignedtomeetthe EuropeanandUSLSAruleswithaMTOWof600kg.Itfeaturesa wideandroomycockpitandispoweredbytheubiquitousRotax 912.Cruisespeedis220km/hwithasix-hourendurance. www.tomarkaero.com

LAACHANGE CHALLENG

AreviewoftheAssociationbyitsmembers,andconsideredopinion onhowitshoulddevelop.

A lthoughcommentsandsuggestions

frommembersarewelcomeatany time,theLAAChangeChallenge. inlinewiththeGovernment'sRed TapeChallengeandtheCAAs statedaimtotakeafreshlookathowGAis regulated,soughttohighlightanopportunityfor memberstoconsiderhowtheAssociationmeets itsobligationstoitsmembers.TheChallengeran throughoutFebruary,andthememberresponses andLAAreplydocumentwerepublishedonthe websiteinmid-April.Ourapologiesforitbeing acoupleofweekslaterthanpromisedbutas youwillsee,itrunsto96pagesandcoversa verywiderangeoftopics.Youcanaccessthefull documentundertheNEWSsectionoftheLAA websiteat wwwlaa.ulccorn

Theresponsetomembers'commentstakes theformofanintroductorygenericanswer tothemajortopicsthathavebeenraised

byanumberofresponders,wenadditiona: commentmadeonindividualmember's responseswhereappropriate.Thisarticte setsouttheAssociation'sgenericanswers. whichcoverthevastmajorityofCnallenge responses,andclearlydefinescurrent Associationpolicyandpossiblechangesinthe futureItisintroducedbyoreCEO,PhilipHali

DearAAAMember

ImotileAketostallbythankkk.?allofthose 17LanbersMk)tookthetimetocontributeIn ourChangeChallengeIIisveryimportant thalevenThoughthescopeofLAAsformal responsibilitiesandotheractivitiescontames toexpandwemum-notforgetthatthe1AA is a memberSassociationatnpoisonally committedlolisteningloUSrsuggeskorksang needsotourmembershipandmpiemenlirg positwechangeswherevernecessaiy

Thecousukationhasdeliveredsome esceilcutideasaboillHell/initiativesand projects. along 'kith suggesiters astohow ourexaslinosetOCesPughtbeimproved ClearlyweneedlocontinuetoworAhardto ensureThalwedeliverourcurrentprocess and0017)177(n7lcat0a05rarprovementinlkatives siciudingthebelleruseoftechnologyto addressseineofTheitemshighlightedby reseonderstotheChangeChallengeThe AssociationissuccessfulInkeepingthe costofflyslgloa OPIIIIMIM InlOuphThe useOfasmallteil-taseteamsopoorted byvolunteersWheslthegreaterUseof technologywillbringbenehls.weneedto berealisticaboutwhatcanbeaclAevedvain resonicesaaaaahlecurdSMSiirethatkte priorelseOureffortsproperly ChomessagethatcomesacrosshumThe ChangeChallengethaton;Boardneedsto

sows

(Left) Happymembers,that'swhatthe LAAstrivestoachieve.HereSteveMoody (seated)congratulatesbuilderDave Robertsonajobwelldoneaftertestflying hisBXCherry,whichhasbeenmodified totakeaRotax912ratherthanasmall Continental.

(Right)Engineering aimstoclearanumber ofnewdesignseachyear.ThisAmerican single-seatPanther,originallydesigned aroundtheCorvairautoengineconversion, willtakearangeofenginesupto160hp.It isapotentialcandidateforreview.

bebetteralcomminicatingilsactivitiesand notions,soThalmembersatebetteraware orTheworktItatgoesontosupporttheir HeedsandfreedomsTheMileLAAteam wohilsinmanywaystoachieveMISThrough coordinationwitholl;oraviationassociations andengagementwiththeCAAandilanous governmentdepartments

WhqstIhopethatOurresponsetothis consultationwillanswerttopoiiilstailsed youdon'tneedto wait torthenextCltarve Challengetosliare your viewsonour AssociationIwelcomecorrespondencefrom ourmembersatanytimearidmilalways attemptloansweryour[penesorconcerns Finallywewillbeconsolidatingthevanops suggestionsandideasthattheChange ChallengehasgeneratedintoanSCIONlistfor pubhcaWnOHTheLAAwebsitelaterintheyear PhilipHall ChiefExecutiveOfficer

CONSULTATIONRESPONSES ENGINEERING

LAAEngineetingteamhasawelnadjusted mixofskillsencompassingthedesign, inspectionanoairworthinessdisciplines,and arefellowenthusiasts.immersingthemselves totallyinthesportingaviationsceneBy adoptingapragn-iaticandrisk-based appmach,wehave,overtheyears.developed auniqueexampleofhowalarge.variedang expandingfleetotaircratt.maintainedand operatedlayamateurs,candeliverexcellent safetyperformancethrougneffectiveselfregulationOurCAAapprovaldefinesdistinct rolesandresponsibilitieswithintheteam thatensureproperchecksandbalances areobserved.whilestillallowingtheteam scopetohelppromotesateandtunflying inanextremelycost-effectivemariner.The excellentsafetyrecordoftheLAAfleetandme continuedgrowthofthemovementintheUK. helpedbyincreasedlevelofdelegationlaythe CAAtotheLAA,showthattheoverallpictureIs extremelyhealtily

Akeyelementofoursuccessisthehigh levelofsafety-relatedinformationandadvice providedtothemembershipbywayof technicalarticles,technicalleafletswritten correspondenceandtelephoneconversations Equallyimportantistherespectandtrust

whichhasdevelopedbetweenHQstaff,our inspectorsandIAAaircraftownersanopilots ThisisassetNalinmaintainingasafetyethos andpromotingopencommunicationonsatety mattersgeneratedbyourgeographicaly diversefleet

WhilsttheresponderstotheChange Challengeseemgenerallyhappywiththe servicethattheyreceivefromtheEngineering team,clearlynotailresponders'expectations havebeenmetAsever,deliveringgood customerserviceremainsaprioritytor theteambutfromthecommentswehave received,thereareclearlyareasthathave causeddisappointment.Weneedtobeclearer inourpublishedprocessesandensurethat membersunderstandwhattoexpectwhen theyusetheteam'sservicemandinturn. whatLAAEngineeringwillrequireIromthe member(crmanufacturer/supptier)tocomplete theprocessWebetievethatitisimportar4 tomeasureandmonitorourperformance andthereforewewillintroduceandpublish performancestatisticswhichwillheipeveryone taunderstandthelikelytimelinesfordealing withdifferentkindsofrequestsandnow,for example,thesemayvarythroughouttheyear duetheseasonalvariationinflyingactivity.

Themodernworldprovidesvariedmethods ofcommunication.manyofwhichthe AssocNtionalreadyuses.TheEngineering teamreceivesrntormationindifferentways throughtelephonecalls.emaits or printed matteroftenconnectedwiththesame queryorapplication.Thekeytosuccesslul communicationwithourmembersisintegrating andtrackingalloftheinteractionsconnected withtheirprojectsandkeepingthemfully inforn-ied.Thismodern-dayissueisnotunique to bleLAAandwewillevaluatetheneedto investinaCustomerRelationshipManagement (CRM)softwaresystemtotrackandcoordinate ourEngineeringinteractionswithourmembers. Withoutdoubtthemostin-depthandcomplex activitythatthedesignteamengageinis clearingnewtypestofly.OurEngneeringteam hasadutytoprotectourmembershipfromthe ill-advisedcommercialsaleofunder-developed orHawedproducts.Inthe1980sandearly90s, wesawthecommercialmagazinessingingthe praisesofalmostartynewdesignappearing onthemarketLAAmembersbuyingthose

typestoooftendiscoveredMaltheyhadspent largesumsofmoney en edrcraftwhichwem laterfoundnottoliveupbntheclaimsmade ofthem:theyQuicklylostvalueandinsome casesbecamedifficulttoinsurebecauseor thenumberofaccidentsthatoccurredAsa result.wehavesincebecomemomcriticalin pgris.oprotectmembers' assessingnewdes interestsThisisthemainreasonwhyLAA Engineersnowusuallyvisitamanufacturerat thestartofanewinvestigationtoexperience theaircraftforthemselves,visitthefacilitymeet thedesignertodiscusstheprocesspathand aboveall.seeifitisaprojectworthpursuing onbehalfofthemembership.

Unlikeinsomeothercountriesthatoperate art-experimental'systemforhomebuiltaircraft, currentlytheUKAirNavigationOrderrequires thatamateur-builtaircraftcanonlybeissued aPermittoFlyiftheyarefoundtobetidy airworthy.Thismeansthereisnoalternative buttoinvestigatethedesignofallnewaircraft typesindepth,aprocesswhichLAAperforms underourCAAapproval.Gettinganewdesign acceptedinvolvesthedesrgnstaffexarPoing theaircraftanditsdrawings.buildmanualetc andco•rdinatingaflighttestinvestigationby asuitablyqualifiedpilotMorecritically,aswith manyotherEuropeancountries,Owprocess alsoinvolvesthedesignstaffcheckinga designsubmissionfromtheapplicant,usually involvingasubstantialweightofsupporting calculationand/orloadtestreportsprovided bythedesignerThemainvariablesinthe durationoftheapprovalprocessoverallare thetimetakenforthedesignertosupplythe necessaryreports,thequalityoftheworkwhen receivedandthenumberofermrsthatcometo 'ion(when4ischecked.

Bycomparison,theactuartimetakenby LAAEngineerinatocheckworkwhenit arrivesiscomparativelytrivia'.Eventhebest designersfrommajorkilsuppliersoccasionally trekemistakesandthroughmanyyears' experience,theLAAEngineeringstaffare adeptatlocatingandpointingthemout,even ttioughtheyhavegoneunnoticedinother countries.Insomecases,whenfindinggaps orerrorsinthesubmissionfromthedesigner, LAAEngineeringwilltaketimetolookfor alternativesolutionsWemayspecifyteststhat theapplicantcanperhapsundertaketomake

LAACHANGECHALLENGE2014

goodtheshortfallinthedesignsubmission, withoutwhichtheonlyalternativewouldbe tobogdowntheprojectcompletelyandthe designwouldneverbeabletobecleared.

Duringthecourseofthedesigninvestigation, itisoftenthecasethataspectsofthedesign don'tmeettheacceptablestandardsdefined inthepublisheddesigncodes(e.g.BCAR SectionSandCS-VLA)whichweuseasa guidetoassessairworthiness,Ifthereisa serioussafetyimplication,LAAEngineering willoftenworkwiththedesignertomodify thedesignsufficientlytomeettherequired standard.Thesemodificationsareoften incorporatedintoproductionkitsandfuture designs,bringingsafetybenefitsandoften easingthewayforthedesignbeingaccepted inothercountries-manyofwhichaccept designsthathavebeenclearedbyLAAwithout furtherinvestigation.

Modificationsistheoneservicefrom LAAEngineeringwhichregularlyprovokes commentfromourmembers.ItisLAA Engineering'ssecondbusiestactivityafter aircraftPermitrenewals,andrequestsrange fromasimplechangeinexhaustsystemto newwingdesignsandnewtypesofengine. TheEngineeringteamassesseseach modificationindividually,takingintoaccount notonlytheapplicabledesigncode requirementsbutalsopreviousmodifications alongsimilarlines.Theamateur-builtscene oftenleadswithinnovativenewoptionsand insuchcasestheengineershavetoconsider theadequacyofexistingdesigncode requirementstocoverthenewinnovation,how tointerpretthecertificationcoderequirements appropriatelyforanon-certifiedaircraftor whethernew'in-house'requirementscan bedevelopedtopreserveadequatesafety withthelightestpossibletouch.Muchofthe frustrationfeltintheareaofmodifications

stemsfromthefactthatoptionsreadily availableforuseonamateur-builtaircraft aresuppliedfromcountriesoperatingan Experimentalcategorysystem.Underthese systemstheownercarriesalltheliability foranamateur-builtaircraftandneitherthe airworthinessauthoritynorthehomebuilder's associationareinvolvedinapprovingthe product.Setagainstthisbackground,even thelight-touchinvestigationcarriedoutbythe LAAcanappearburdensomebutbecause thereisnoequivalentexperimentalcategory foramateur-builtaircraftintheUK,theLAA canonlyapproveamodifitissatisfiedthatthe aircraftwillremainairworthywithitinstalled.

Manyofthemodificationsthathavebeen acceptedinthepastarenotavailablefor 'repeating'fortheverypracticalreason thattheinformationisoftennotavailable inaconcisepackagethatcanbeeasily understood,butisspreadacrosslongtrailsof correspondence.Whilstweremainhappywith theoriginallymodifiedaircraft'sairworthiness. itwouldnotberealistictoexpectanLAA inspectortochecktherepeatedmodification forconformitywiththepapertrailfromwhat wasapprovedoriginally.Itisalsoworth rememberingthatnotallmodificationsthat havebeenacceptedinthepastwerelong termsuccesses,norareallmodification applicantskeentohelpotherswishingto followsuitwithacopyoftheirmodification.

Ourinspectorsarenotdesignengineersand whilstmanyofthemarecapableofproviding guidanceaboutmodificationmatters,they havenotbeenselectedorapprovedonthe basisofanydesignexpertise.TheLAA's approvalfromtheCAAreliesonourqualified designstafftoapprovemodifications, undertheCAAsoversightprogramme.We will,however,investigatethepossibilityof introducingmodificationmentors,regional

volunteerswithaircraftdesignexperience,who mayormaynotalsobeLAAinspectors.These mentorswouldworkwithapplicantstohelp thempreparetheirsubmissiontoproduce clearandcomprehensiveapplicationswhich wouldmakeiteasierforLAAEngineering toprocess.

ItisclearfromtheresponsestotheChange Challengethatsomemembershavebeen frustratedbythemodprocessandthatthey havesometimesfeltunsureoftheprocess andhowmodsareprogressing.Weare currentlyworkingtoimprovethewayin whichwemanagetheapplicationprocess andcommunicateprogresstotheapplicant. Wehavealreadytakenstepstointroduce additionalinformationonlinethroughtheweb portal,sothatallLAAaircraftownershave accessto'MyAircraftData'whichprovides usefuldataabouttheiraircraftincluding thestatusofanymodificationapplications. Thisinformationisupdateddailyfromthe operationaldatabaseusedbytheEngineers (see LightAviation. January2014,Ed).

Providingstatusinformationisonlypartofthe solutiontoanimprovedservice.Alotoftime isspentbyboththeEngineeringteamand theapplicantschasingmissingorambiguous information.Wewillalsoreviewtheexisting technicalleafletsandassesswherebetter educationalmaterialsmightbemadeavailable bothtotheownersandtheirinspectors, explainingsuitablemodificationcontent andpresentationstyles,howtonavigatethe processandwhattoexpectateachstageof theapplication.Wearecommittedtocontinue workingtofurtherimproveourmodification approvalservice.

ENGINEERINGFEES

Ithasbeenmanyyearssincethestructure ofourEngineeringfeeshasbeenassessed

I andareviewisnowlcngoverdueFor examplepresently our coststoprocesseach modificationappIicabonaresignificantlynigher hailtheappiicatioriieechargedAsaresult weneedtoconsiderintroducingaproportional chargingmodelhatreflectsthetimetakenon °TieringmodificationapplicationsWemust ensurethatwesakeagoodbalancebetween proportionatefeesandtheneedforinnovation especiallywhereamodificationDevelopedby onemempermaygoontobenefitmanyothers

INSPECTORS

Ourteamofnspectorsiswellresoectedacross themembershipanditisreassuringtoseeihat messagereflectedinyourcomments

Ourinspectorsperformabmadly siotitar roletoaLicensedAircraftEngineer(LAE) inthattheybothprovidecertificationof maintenanceonaircraftandinsctmecases. arealsoapprovedforsigningoffaircraft duringbuildorforfirstnightelacompleted aircraftThemaindifferenceis:hatLAEscertify maintenanceonfactory-builtCofAaircraft. •whereasLAAtnspectorsuseaparallelbutnot interchangeablesystemtocertifymaintenance onmainlyamateLribuiltandorphanedvintage Permittoklyaircraft.Thismeansthatour insoectorsoftenhavetobepreparedtowork withIessguidanceinformationandmore unioueaircraftratherthaninanenvironment iirhereeverythingispreciselydefinedand documentedLAAinspectorsareencouraged toworkalongsideownerstodevelop maintenanceskillsandknowledge,sothat theycanbetterdischargetheirresponsibilityto maintaintheiraircraftinanairworthystare AnotnerdifferencetonoteisHatLAA inspectorsareapprovedbyMeLAA to providetheonlyacceptablesignatureona wholerangeofin-hof.seTAAgeneratedforms andapplications.usedtofuntnewholeLAA

"Asnewtechnology becomesavailable, itisimportantto takeadvantage ofthebenefitsto increaseefficiency andreducecosts"

airworthinesssystem.IntheUKLAEsare directlyapprovedbyfheCAAbutourLAA inspectorsareapprovedbytheU\A.under powersdelegatedtotheTAAbytheCAA. Irrespectiveoftheirtechnicalknowledge.TASs arenottrainedintheuseofLAAprocedures andarethereforenotautomaticallyapprovedTo undertakethem.Approximatelyhalfofour370 LAAinspemorsarehowever.practisingTAEs. eitherintheGeneraAviationorCommercialAir Transporrsectors

Therenavebeenseveralcommentsnoted intheconsultationsuggestingthatweshould makeSPARSavailablenorlusttoinspectors buttoaircraftownersaswellWearecurrently workingtoreplaceSPARSwithTypeAircraft DataSheets(TADS)whicharefreelyavailable throughthewebsTe:orbothinspectorsand ownersalikePublishingtheinformationusing TADSbringsMeaddedbenefitthattheycan beTodatedindivaluailymeaningchangescan bequickIyandeasilymadeavailabletoal!.

Weexpecttonavecompletedthetransferof allSPARSinformationonaircraft.enginesand propellertypestotheweb-basedTADSsystem bytheendof201-1

PERMITRENEWALS

ItisacommonmisconcepuonHaithePermit renewaifeeisfortheadministrationactivity inprocessingdePermitapplicationAmore accuratestatementisthattnePermitfees contribuietowardsthecostofpmvidingour airworthinesssystemandofmaintainingour approvalfromtheCAA.whichenablesusto keepourfleetflyingbless:expensesinclude thecostof-employingcorrectlyqualifiedsiaff. directCAAfeesandotheroverheadssuch asliabilityinsurance,printingandpostage Othersubstantialcostsareassociatedwith overseeing,;rainingandauditingourteam nf LAAinspectorswhounderpintherenewal process.aswellasmanyotheraspectsofthe airworthinesssystem.

Theairworthinesssystemprovidesa comprehensiveservicethat.inadditionto promptlypbeeessingPermitrenewals,deals withspecificairworthinessissuesthatmay ariseeTheronindividualaircraftoracross apartiedartypeorclassofaircraft.The ieamwilloftenliaisewithmanufacturers. suppliers,accidentinvestigators,airworthiness authorities,insurers,andaircraftmaintenance andrepaircompaniestpresolveproblems.

Asnewtechnologybecomesavailable,it IS importanttotakeadvantageofthebenefitsto increaseefficiencyandreducecoms.Inthe future-wewillheinvestigatingwaysinwhich wecanintroduceeasy-to-usetgclinologyinto thePermitrenewalprocess.perhapsenabling inspectorstosubmitPermitrenewalsdirectly viatheInternet

Apossiblemergerwithourcolleaguesat theBritishMicrolightAircraftAssociation

LAACHANGECHALLENGE2014

(BMAA)hasbeencommentedonseveral timesintheChangeChallengesubmissions. Itistruethatthetwoorganisationsshare manycommongoalsandobjectives—and approximately700commonmembers However,thatdoesnotautomaticallymean thatamergerwouldbeinthebestinterestof eitherorganisation.Adetailedinvestigation intoamergerwasperformedin2008butwas notpursued.

Theoperationsofthetwoorganisationshave complementingratherthanoverlappingroles TheIRMAAhasaconsiderablefocuson abunitiopilottrainingandtheoversight offactory-builtmicrolights,theLAAhas traditionallyconcentratedmoreonamateur aircraftbuildingandtheairworthinessof orphanedaircrafttypes.Therespective teamshavebuilttheirskillbasesarounci thosecoreactivitiessoitisunlikelythatthere wouldbescopeforasignificantreductionof frontlinestaff.However,someduplicationin managementrolesmayexist.

TheRallyremainsaflagshipeventinthe UKlightaviationcalendarandonewhichwe allenjoyattending.Thelowriskstrategythat wehaveadoptedthroughpartnershipwith SywellAerodromebringsamuchlowerlevel offinancialrisktotheAssociation,whilststill deliveringasafeandfunevent.

SywellAerodrometakesresponsibilityforall oftheairsideoperationsattheevent.Itisits responsibilitytodefinetheaircraftarrivalsand departuresprocedures.andsubmitthemto NATSforapproval,whichthenformthebasis oftheAICwhichispublishedbeforeeach Rally.Whilsttherehasbeenalotofcomment ontheuseofaslotsystem,itisthissystemthat fulfilstherequirementundertheAirNavigation Orderforbookinginandout,andhelpsto regulatetheflowoftrafficintotheevent.Itis alsoworthrememberingthatRallyisprotected eachyearbyaRestrictedArea(Temporary) andpermissiontoentertheRAWisgranted throughtheslotsystem.

Itisdisappointingthateachyeartherearea smallminorityofvisitorstotheRallywhofailto followtheprocedures,puttingtheothervisitors atrisk.Wehavemadeseveralsuggestions tobothSywellAerodromeandNATSonthe publishingformatofthejoininginstructions, andwillbegivingtheproceduressubstantial coveragein LightAveation magazine

Severalcommentshavesuggestedthatwe shouldadoptsimilarprocedurestothoseused

attheOshkosheventin[heUSAWhilstthat eventhasmanymoremovementsthanourown Rally,theproceduresusedatthateventwould notbeacceptabletoNATShereintheUK

MAGAZINE

LightAviation magazineneedstoappealtoa broadcrosssectionoftheLAAmembership anditgenerallysucceedsindoingso.We continuallystrivetoimprovethequalityof theeditorialcontentinthemagazineandwe recognisethatweneedtoensurethatour proofreadingprocessesareabletoeliminate grammaticalgaffswhilstsafeguardingour abilitytobringup-to-the-minutenewsto themembership.

Wewelcomesuggestionssuchasthoseto includemorecontentfocusedonmicrolight aircraft.Asubstantialpartofthemagazinecontent isproducedbyourmembersandthereisalways spacefortripreports,reviewsofthelatestgadgets andofcourse,yourengineeringprojectstories.

Wehaverecentlyinvestigatedthepossibility ofintroducinganelectronicversionofour magazine.Disappointingly.duetotheextra designandproductioncostsassociatedwith publishingapaperandelectronicmagazine sidebyside,itisnotcurrentlyfinancially feasibletoproduceanelectronicedition withoutincreasingmembershipsubscriptions. Weexpecttheproductioncoststodropas technologymaturesandwewillreviewthe possibilityonanongoingbasis.

Weareworkingwiththesuggestionraised intheconsultationtofryandmakeback copiesofthemagazineavailableina downloadableformatfromthemembership portalonourwebsite.

TheLAABoardandstaffunderstand theimportantrolethattheStrutsandtype clubshaveplayedthroughthehistoryofour Association.TheycontinuetosupportLAA activitiesatalocallevel.coordinateLAA eventsacrossthecountry,encouragenew membersintotheLAAandactasaconduit forideasandlocalissuestoreachHO Wehopethattheywillcontinuetomakea significantcontributiontoourfuture.Around halfofourcurrentBoardmembersare activelyinvolvedintheStrutsystemandthe HQteamarealwayspleasedtobeinvited toattendclubeventsInfactournewCEO, theChiefMspectorandtheAirworthiness Engineer,andvariousBoardmembershave alreadypresentatquiteafewStrutevenings

acrossthecountrythisyear.

Werecognisethattherecentworkto documentandformalisethegovernanceof ourStrutandTypeClubssystemintroduced someregulationsthatweretoobureaucratic intoneandaimedtointroducechangesthat wereunwelcomeinsomeclubsTheBoard andNationalCouncilrepresentativeshave workedtogethertoreviewthedocumentation andamendtherulesforeveryone'sbenefit. TheNationalCouncilhasagreedtobemore effectiveinensuringthatallofourStrutsand TypeClubsfollowthenewrules

OUrrulessurroundingThirdPartyPassenger FlyingarestillahottopicwithmanyofourStrut members.Ourcurrentrulesarebasedonthe guidanceprovidedbytheCAAinrelationtoits rulespublishedintheCharityFlightsAlawhich providesarecognisedbaseline.TheCAAhas indicatedthatitwillbereviewingitsCharityFlight rulesandwewillreviewourTPPPrulesinturn.

BOARDGOVERNANCE

Asamembershipassociationitisessentialthat ourBoardmembersandtheprocessesthatare usedtogoverntheorganisationmaintainthe highestlevelsofintegrityandtransparency.It isalsoimportanttorememberthateachofthe Boardmembers.includingtheCEO,areLAA membersfirstandBoardmemberssecond,and theydevoteasignificantamountoftheirown personaltimetoworkingfortheAssociation. Therehasbeenaregulardebateaboutthe bestvenueandformatforourAnnualGeneral MeetingEachyearsubstantialcoverageand noticeisgiventhroughthemagazineand websiteyetthemembershipturn-outremains low.WhilsttheRallywouldseemanobvious choiceofvenue,previousmeetingsheldat theRallyhaveproducedmixedattendances. Thereisahopethattechnologymayprovide thesolutiontoabetterrepresentedAGM, andwearelookingattheuseofwebcastand onlinevotingtechnologiestoboostinteraction withthewidermembershipandthoseunable toattendinperson.

Wehavereceivedcommentthatweshould distributepapercopiesofAGMdocuments. howeveritisverydifficulttojustifyspending thousandsofpoundsonprintingandpostage whenwecanmakethemavailableviaour website.Pleaserememberthatifyouwould likecopiesofanyofthemeetingdocuments. theseareavailableonrequestfromtheLAA officeteam.

theaffordable2-seattopqualityspottplane

excellenthandling,easytofly largecabin(43•)adjustableseats verylargebaggagearea idealaircraftforshortgrassstrips fulldualcontrols,manualflaps veryrobusttube8fabricairframe Forallenquiriescontact: LambenAircraftEngineering Hangar59.WeveigernParlieH 5-8560Wevelgem BELGIUM Emailinfo@iarribert-aircrattcorn Tel(+32)56431626

wingfoldinginunder5min

85-90ktcruisewithRotax912i8 5+ henduranceatavg.14lit/hour

600kgMALAN,275kgusefulload

LAAkitaircraftwithextensivefactory assistancetoreduceassemblytime

AIRTEST

anextra52kgoffuelaroundPerformancewiseweshouldbereasonablymatchedto the182intermsofkeepingupandclimbing toheight.

ALLROUNDVISIBILITY

Theone-piececanopyislargeandallencompassing,fittingovertheentirecockpit likeanLAA-approvedgreenhouseItrs hingedinfrontofthecockpitandsecured fromtheinsidebyfour.(twoaside)latches. Thesehavealargelockinghandlemounted betweenthetwoseatbacks.Itcertainly lendsitselftotoday'stasklargewithout anyblankingstruts,andit'ssmokedtint canonlyhelpintoday'sunusuallybright conditions.

IadjustedstrapswhilestillonMewing walk,takingcarenottostandontheyellow

'avoidareabeforesteppinginandlowering myselfdown.UnlikesoftieairlineseatsI haverecentlyendured,thelumbarsupport providedintheZodiacisactuallyveryweft shapedandpositionedmostcomfortable Acomfortablepilotisahappyandrelaxed pilotabletosettleandmoreeasily'feel' theaircraft.

Asthecanopycamedownandwas latchedIfoundthatIhadtoMtmyhead ontheleftandrealisedthatwithmynewlyawakenedawarenessofsealingposture(in asurprisinglycrampedSF260)thatevenat myheightofsixfeet,Iamsrightlytootallfor someaircraft.

Thetwoaforementionedtrimtabs.elevator andaileron,areelectricallyoperatedwith twologicallypanel-mountedactuatorsone mountedverticallyfortheelevator,theother

horizontallyfortheaileron.Theyareclearly markedtoshowtheirstandardpositions.I thoughtitoddtohaveanaileron,trim,and Terryrhusthaveseenmyraisedquestioning eyebrowashecommentedthatflyingitsolo heneededaslightamountohrightailerorr trim.Itwashandyifthefueltankswereoutof balance.Handily.theeWvatorturncanalso beadjustedbythumbfromthestickswitch. Thethrottleonmyside,theright,had beendisconnected.Threequestions:why wasitdiscormected,shouldIflyitfromthe lefthandseat.couldIflyit4romtheright handseat?

Terrysaidthatthecablehadbecome kinkedandastherewasapotential restrictionhehadremoved11andwas awaitinganewcable.Thalwasfinewith me.Ileantoverandfoundthatwhilst

TheZenairZodiaclirstappearedin1984as ChrisHeintz'sCH600.whichwasdesigned tobeamateur-builteitherfromplansorakit suppliedthroughHeintz'scompanyZenair PreviousZenairdesignshadspannedthe fullrangefromasimplesingle-seatultralight toathree/four-seaterwithmorethanasiight resemblancetotheRobinHR200/2000series aircraftwhichHeintzhaddesignedforAvions RobinbeforemovingtoCanada. TheCI1600wasdesignedtositmid-way inHeintz'sproductrangeasasimplelow wingsidebysidetwo-seatertobepowered byaconvertedflatfour1/Wengine.Aswith Heintz'spreviousdesigns,the600hadanallaluminiumstructureassembledlargelywith easily-setblindAvexrivets,andleantheavily onoff-the-shelfaluminiumalloyextrusions, straightlinesandflatortlat-wrappedpanels tominimisetheamountofmetalformingthe builderhadtodo.TheCH600featureda parallelchordwingof27ftspanconsisting ofa7ft6inwidecentresection,and9ft9in longouterpanelssetwithmarkeddihedral. MostnoticeableMatureoftheZodiac's wingwastheverythickfiat-bottomedand blunt-nosedaerotoitsectionrtemployed. presumabrywiththeiwntaimofmiMmising theweightofthesparandmaximisingthe liftatslowspeeds.togivethetwo-seater somechanceofperformingwithonlythe relativelymeagre55to60horsepowerofthe typicalhome-converted1834VWThe7odrac hadanall-movingrudder,likethatonthe earlyJodels.andwasavailablewitheither nosewheelortailwheeltypeundercarriage Thebubblecanopydesignwasuniquein Matitwasdesignedtobeside-hinged,and bycombiningthefunctionofthehingesand thecatcheswasabletoopenetnertoteftor rightdependingonwhichoccupantwanted toenterorexitfirst.Abigtalkingpointwas Heintz'sdecision,forsimplicity'ssake,not tofitconventionalningestothelong-span aiieronsbuttorelyonflexingoftheportion Ofupperwingskinfinkngtheaileronstothe wing,whichgaveastronglyresilientfeelto sidewaysmovementsofthesingleY-shaped controlceiumn.Heintzwenttogreatlengths todemonstratethatthefatiguelifeofhis 'hingeless'aileronswasn'tanissue,butfor thesceptics,conventionalhingeswerealso offeredasan()Hon

TheCH650isthelatestiterationofthis venerabledesign.ThefirstUKexample iscurrentlyunderconstruction.

Aswithmanytwo-seatVWpoweredaircraft, theCH600wasnotinitiallyagreatsuccess. perhapsbecauseitwasoutshonebythehuge numberofmoreradicaldesignsthalwere springingontothemarketatthatparticulartime. Manyofthesenewtypesfeaturedthethen-new Relaxtwo-strokes,thehighpowertoweight ratiosofwhichseeminglyopenedupwhole newrealmsatpossibilities,comparedtowhich theVW-poweredCH600perhapsseemeda littlestaid.Intheearryninetieshowever,blents savedtheZodiacfromsinkingjagobscurity byofferingalternativestotheVWengine. tweakingthedesignastherebadgedCH601 withbigger44inwidecockpitandpoweringit withMedinkynew80hpFicftax912four-stroke whichwouldgivetheZodiacamoreMisty powerpiantthanitsRashinthepartcompetitors andalotmorezipthanZodiacowners!lad previouslyenjoyed.yieldingcruisespeedsup to120mph.TheheavydutyCH601i-IDversion, whichemergedshortlyafterward,hadaslightly reinforcedstructureallowinganincreaseinmax grossweigh;from1.058to1,2001h,permitting evenmorepowerfulbutheavierenginessuch asmecertificatedContinentalC90,0-200 orLycomina0-235tobeusedor.forthe experimenters,convertedcarenginessuchas theSubaruorCorvair

TheCH601andits•erivatives, wdic.irinmany courftriesguaiifyasrnicrolMhts,havegoneon tobecomeoneofZenair'smostenduringand popularmoclefs,withnewversionscontinuing toflowfromHeintz'sdrawingboardalongside themanyspin-oftsfromHsboxyhigh-vyingane

equallylong-livedSTOL701Withthedesign nowsomuchmoreadequatelypowered,the CH601HDclearlylhadthepotentialforbetter cruiseperformance.butwassomewhatheld backbythebigfathigh-liftwind,sokleintz brought CU! analternahvesetofmarkedly tapered,shorterspanouterwingpanelsthat couldmateupwiththeexistingcentresection toproducethe23ftspanCH601HDSvariant. ThesmallerwingareaofMeHDSoffered higherspeedsthantheHD.claimingcruise speedsupto135mphbutnaturallyatsome costtofierdperformanceespeciallyas,likeits predecessors.theHDSlackedflaps Withthehybridgo-fasterwingtheHDS lookedratherstrangelyproportioned,the smallareawingssomehowemphasisingthe verythickcentresechon.Heintzrectified thisintheredesignedandmuchrnorc aestheticallypteasingCH601XLwhich emergedin1998withanall-new,thinner sectionwingoftwo-pieceratherthanthreepiececonfigurationfeaturingelectrically drivenplainflaps.AconventionalforwardhingedcanopyalsoreplacedMeunique 'eitherway'side-hingedarrangement.Witha furtherraisedmaxgrossweightof1.320Igon thelaterexamples,(thoughmostexamples are1.232IbvariantsintheUK)theXLtails witlUnneatlywithintheUSLightSport category(Heintzhad.alterall,beenonthe committeeMotdraftedtheLSAdefinition) andconsequentlyhasbeenproducedas afactory-builtLSAaswellasavailablefor amateur-butideitherfromkitsorplans.

TheXL'swingnsstructurallyquitedifferentto previousmocielsoftheZodiacseries,andfell intoquestionafteranumberofin-flightbreakupswhichledtothetypebeingtemporaCy groundedinseveralcountries.Respondingto theseconcerns.Heintzdesigneda[nodpack thatcouidheretrofittedtotheXLtostrengthen thewingsandwingcarry-throughstructureand fitaileronmassbalancesTheiatestiterationof theZodiac,theCH650isafur:herdevelopment oftheXLwithaslightlyrevisedcanopyand deckingandincludesallofthesibuctural upgradesdevelopedbyHeintzontheXL.As asimple-to-build,andrelativelyaffordable amateurbuiltaircraftofmodestperformance ;hereseemsnoreasontobelievethatthe Zodiacderivativeswon'tbewithusforameat manyyearslocome.

tie2iteizta

'ATsRotax912installationiscertainlyrather 'busy'.Thetypehasawiderangeofother engineoptions.

Thecleanundersideofa wellcaredforaircraft.Note nosewheelsteeringconnected torudderpedals.

Verywell-equippedcockpitwithlovelyredleathertrim.Notesomewhatquirky'r shapedstick.

strappedinIcouldstretchoverandstill reachthelefthandthrottlewithmylefthand. sonoproblemthereeither.

ThereisnomixturecontrolastheBing carburettorsonthe912ULSengine incorporateanautomaticaltitude compensatingdiaphragm,whichmakesfor aneasierlifeandinbuilteconomy.Magsare centrallymountedandarecombinedwith akeytypestarter.Thefuelselectorsand indicatorsarecentrallymountedandablue lightshineswhentheelectricfuelpumpis on.Therearenoflaps.Thisisinteresting

andexplainsthelackofwhitearconthe ASI,andpossiblysomeoftheZodiac landingsIhaveseen.Ihavenorudder pedalbrakesonmyside,therighthand side.Iwillrememberthatbefore anylanding,

'AThasquiteabusypanelwithafair amountofavionicsiontheinstrument coamingthereisanexpensive-looking carbonmonoxidedetector(whatprice canweputonsafety?),aTCAStoindicate transpondingtrafficandalthoughnot presenttodayasitmightrestrictourview,

amountforanPad.Centralontheleft instrumentpanelisaGarmin296,andthe centralradiostackhasanlcomA200and aBendixtransponder.Andfurtherlefton mysideisanEDM,anEngineDataMonitor fromPowerModulesthatshowsallofthe requiredparameters.

WE'REOFF

Webacktracked07firstandwerefollowed byJennyandNeilinthe182,theyrolled, wewaitedandastheyliftedfromthe concretewetoorolled.Assoonaswewere

TheZodiachasbecomeapopulartypeinthe UK,thoughperhapsbecauseofthewallowy Fordcarconnotationsofthatparticularhandle, onthissideoftheAtlantictheyhavegenerally beenknownbytheirofficialdesignationof CH601.FromareviewoftheHDdrawings whenthetypefirstmadeitsUKappearance, andnotapparentlytooimpressedbysome thecost-cuttingfeatures,Heintzhadincluded, thePFAconservativelyinsistedthatbuildersfit conventionalturnbucklestotensionthecontrol cables,anoff-the-shelfgascolatortothefuel systemandadditionalprotectionagainst thebigsidewaysopeningcanopycoming unlatchedinflight.

FirsttoflyintheUKwasContinentalIpoweredHDmodel,G-BUTG,completedin 1993byPFAinspectorJohnScott.Testedat CambridgebyJohnBrownlow,TOwasfound tobesomewhatneutralinpitchstability,soto impartmoreconventionalhandlingitwasfitted withlocally-designedtailplanespanextensions asaPFAmod,increasingthetailplanespan byafooteitherside.Thisfeaturehasbeen reproducedonseveraloftheUK-builtHDsthat followed.Tothesameendothershavemade modificationstoextendthefrontfuselage lengthbyfourinchesorsotobringtheCofG forward.Oneaircraft,builtbyLAADirector JamesTannnock,hasanelevatordown-spring

G-BUTGwasthefirstZodiacCH601 toflyintheUKandremainsincurrent use. (PhotoJohnAllan)

toachievethesameaimofstrongerapparent pitchstability.

OthermodificationspopularamongUK buildershavebeenfittingacustomfronthingedcanopy,fittingpulleysintheelevator controlcableruntolessenthefrictioncreated byfairleads.andtosubstitutelarger,widertyredwheels.LAArecordsshowthat50ofthe ULandHDmodelhavebeenbuiltintheUK, plusafurthertwentyXLs,withanotherthirty ninestillunderconstruction.Whileallbutone oftheXLmodelshaveoptedforstandard Rotax912-ULorULSpowerplants(theone exceptionhavingaLycoming0-235),other

enginesfittedtoLAA-registeredHDsinclude fiveContinentalC90/0-200andsingle examplesoftheMid-Westrotary,Lycoming 0-235andULPowerengines.Anearly, plans-builtHDwasfittedwithaVWengine buttheperformance,thoughacceptable, wassomewhatlack-lustreandthiswassoon hoikedoutandreplacedwithaContinental. Thoughafewhavebeenbuiltfrom plansorfromkitssuppliedbyZenairor sistercompanyZenithAircraft,mostofthe CH601variantsintheUKwerebuiltfrom kitssuppliedunderlicensebytheCzech AircraftWorks,basedatKunovice.Czech Republic.Underitsenergeticboss.Chip Erwin.CLAWitselfhasdevelopedvarious improvementstothetype,includingits owndesignoffront-hingedcanopyand theflap-equipped,lightweightCH601-UL thatqualifiesasa450kgmicrolightinthe UK.AfterbreakingwithZenairi.CZAWwent ontodesignandbuildtheSportCruiser, amorestreamlinedandrefinedlooking aircraftaltogether.butundertheskinthe basicdesignofthewingsharessomethe DNAoftheCH601XLwhichprecededit ontheKunovicefactoryjigs.CZAWhas subsequentlybeentakenoverbyCzech SportAircraftwhichproducesthePS-28 CruiservariantoftheSportCruiser.

ea, etginipp

'heightsafe,speedsafe(acallnormally associatedwithflapandundercarriage retraction)andestablishedintheclimb,I called,"2Airborne."toletLeadknowwe werefollowing.Wehadagreedthatbecause ofthelikelydifferentclimbingratesand cruisespeedsthatLeadwoulddoagentle righthandclimbingturnawayfrom,and aroundthenearestvillageandwewouldcut theinsideofthecornerandturnbeforethe village-bothapprovedroutestoravoiding villagesandreducingnoisenuisance.The tacticworkedwellbutwedidhavehadto callfortheCessnatoslowdown.Positioned ontheirrighthandside,wecontinuedour upwardflight.

Atfirstsightthecentrallysplitcontrol stickdoeslookoddbutitisangled correctlyandstrangelyenoughitisalso easytoflywiththerighthandfromtheright seat.Thephotoshootworkedprettymuch asthebrief.fromanoperationalpointof viewIdidbecomeawareratherquickly howsensitivetheaircraftwasinpitch.Very littlestickmovementwasrequiredforthe nosetomoveupordownandtheresponse wasimmediate,sharp,andsensitive. PerhapsafamilytraitwiththeSportCruiser lineage?Lookingatsomeofthepictures itcanbeseenthatwhentherudderis appliedcoarselythenthenosewheelcan beseentobedeflectedaswell.

Afterwewerewavedoffwiththecamera shootcompleted,IhandedcontroltoTerry andweflewbacktoHenstridge.Aswe cameintothecircuithecommentedonthe highapproachspeedheusedandflew itat70kt.Hehelditoffbriefly,themains touchedandwealmostimmediatelyran onthethreewheels.Thelandingrunwas about400mbutaswehad750mthere wasnodoubtorcockpittensioningetting down.Ithoughtofit,nottoounkindly,asa 'scoot'backontoearth.Terrysmiledand toldmehistestpilotwasalwaystrying tolanditonthemains.Foroursecond 'handling'sortieIdecidedIshouldreally trythesame.

ANOTHERGO

Thesecondtimeweflew,itwouldjustbe Terryandmyselfclimbingtoaltitudetolook athercharacterandpersonality.Throttle replacedIcouldnowflyintherighthand seatwitharighthandthrottle-great.We flewfrom25,myfavouredrunwayasithas betterescapeoptions,andIclimbedupto thesouthtowardsandbeyondtheBu!barrow mastsandhills.

Westartedfromstraightandlevelflight, trimmedforaneconomiccruiseof85ktand relearntthatsheisverysensitiveinpitch. Theslightestpressureaftandsherises andtheslightestpushforwardandshe descends,butweknewthisandalsohow smallthelittletrimmingblipswereneededto adjustandremovestickpressures.Andwith sympathyinthecalmconditionsthiswould presentnoproblemtoaswitched-onpilot.

Ieasedthestickforwarduntilwehad10' ofpitchandthenletgoofthestickaswe neared95kt.Theusualthinghappenedas thetrimmerdiditsworkandthenosepitched up'looking'forthetrimmedspeed,85kt, passedandthenoseloweredagaintryingto reestablishourspeed.Thesecondphugoid didn'tdeviateasmuchandthethirdcycle hardlybotheredtoshowanything,dyingout promptlyiorareturntostraightandlevel. albeit200ftlowerthanwestarted.So,stable inpitchalthoughprettysensitive.

Iwasintriguedtoseehowtherudderand balanceactedwithoutafin.Beforeslowing downItriedcrosscontrols,leftsticktobank leftwinglowandmaintaindirectionwithright rudder,releasetheopposingrudderand weswinglefttowardsthelowerwing.Good. directionallystableRepeatnow,butthistime releasethestickandthewingrises.Good, laterallystable.

Nowtheturnoftherightwinglowandwith leftrudderopposing.Andrepeat.Letthefoot comeofftherudderpedalandsheswings right.fine.Crossedagainandreleasethe stickand...Iwaitedand..,thewingstayed low!Unusual.Hmmm,Ihaveonlymetthisa fewtimes,thefirstbeingaFrenchnosewheel

microlightbiplanewhichhadwingsthat pivotedforrollcontrol.Sosheisdirectionally stabledespitetherebeingnofin,butnot laterallystablewithrightwinglow.

PREDICTABLESTALLBEHAVIOUR

Standardstallsandrecoveryareadoddle, whentheairflowhasbeenbatteringthe elevatorwiththesticktwitchinginresponse, thenosedropswiththestickstillheldback at58kt.Theusualthingsofahighrateof descentandalowfluctuatingairspeed accompanytherattleoftheburblingairflow andstoppromptlyasthestickiseased forward.Absolutelystandard.

Thestallsinthe30°bankedandclimbing turnwithcruisepowerset,provedtobe onthesafeside.Ofthefourwedidshe correctedwhetherIwasinbalanceorIkept myfeetclear.Eachtimesherolledtowings levelandatthatpointIeasedthestick forwardandsheremainedsafelysettled... perhapsadifferentmatterifIhadmissedthe wingslevelcue,buteverythinghasitslimits. Ihavenevermetanystudentorlicensed pilotthathascomeanywhereneartosuch anabuseoftheairframeasinthisexercise, butitisgoodtoknowthatifpushed,sheis safeinthisarea.

Atthechosencruisespeed,turnsdon't needmuchbalancingrudder.Therateofroll froma30'angleofbankthrough60°rolling to30°ofbankintheoppositedirectiontakes twoseconds,ineitherdirection.Thatisuntil Itriedagaintotheleftagainandfoundshe wasvisiblyfasterinthisdirection,torque reactionperhaps.

THATLANDING

BackinthecircuitIstartedwithastandard approach.Ithadbeenpointedouttomethat itmaybeawkwardtoholdthenosewheeloff afterlandingonthemains,butIwasrather keentobeabletomanagethis.TheZodiac undercarriageisslightlyclosecoupled,but theelevatorsobviouslyworkastheycan raisethenosefromtherunwayontake-off. Inreverse,inalandingflare,thepoweris)

AIRTEST

probablyfullythrottledback,(heelevators havelosttheslipstreamandtheireffectiveness degradeswithreducedspeed.SeImightneed gamesmanshipandknowhowtocheat!

Terryhadshownrneastandardapproach attitudeandflare,rernemberthereareno flapstolowerandtheapproachspeed wasinitiallySOkt(high.Iknow)andthen70 overthehedge.Iintendedtoapproachat 70ktfromalowerthanstandard500ftwhen establishedonfinalMythinkingwasthanina standardaircraft,aHaplessapproachisflatter thanwithflapsandIwishedtobeabletoraise mynosejustalittlebittokeepitfromtouching therunwayforadecentwhile.Wellitworked. asIkeptatrickleofpowerontoimprovethe elevatoreffectiveness.ButImadeabsolutely surethatIdidn'tcovertheendoftherurryay orhorizonwehthenoseasImigh(havestruck thetail.Ihavetosaythatthestick'sreaction stillremainsverysensitiveandeffectiveinthe rolloutwiththenosewheelintheair.

So,progressingfromtheknowntothenew, Itriedaglideapproach.ActuallyItriedtwo asthefirstfoundmewithdoubtifIcould maketherunway.Ihadplannedtohavethe thirdoftnerunwayasanaimingpointand thenslip,butthosehighliftwingsarealso HOdragwings.Thesuccessfromthose approacheswasthatthenosewheelcould neheldabovetherunwayandthetechnique cakedforadefiniteflareandlowholdoff,not agentleflareallowingthemainstotouchas sheroundsout.Great,great(unand verysatisfying.

IhavetothankTerrySnqthforallowingme toflywithhimandIappreciatethecareand attentionhelavishesonhisbluebirdHe obviouslymanagesandoperatesherwell andknowshertraitsIreallyappreciatethe largecanopyandthesuperbHeldofview Shehasagoodrangeofspeedsinthecruise andlonglegstoo.Iappreciatethatitmay takesomeawhitetosettletosuchsensitivity inpitch,butthatS;ustamatterofgettingto knowherandweallsoonadapt.Thecircuit workthrowsupnoproblemsalthoughaswe haveseen.somelandingsmaybeslightly flat,againlustachange:ntechniqueworks Ilikeher.Butmoreimportantly.herowneris Menseentobereturningwithasmilefrorna flightandthenrooksatterherinhishangar.A signofagoodmatch!

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SUN'N FUN

—n1975theveryfirstSun'nFunFly-inwas 1athree-dayeventorganisedbythelocal chapteroftheEAAandwasrestricted toEAAmembersonly.Itattracted1.980 yattendeesand365arrcraft.

nghoweverthethereispracticallynothingelsetodointhe 29'1leIfiew:rkmthi.fe,li-fy'ladlocalareaOtherthanthefly-in,irsasleepy, unieflfo8n

.availableforOpgradingthbStillonthe enOinefront,Continental showedanewversionofits0-200,the AF.crAlternativeFuel (p/ciuredleft) Tkielighiwe-ght0-200Dyvasdeveidp*cl phncipallyIckthency.vDriandanorrCess,,a dcnuirotddhpIokr10-20G.astithed to-odic/aC150:Eindcoura05sGnirk dr-crad,rfre:,./.1.•made100dc•acrlin iddikd-Ht, hasl[u

sto:•hoDonginc•uso19CLL. 95hp:.sothdtIcanuse•helull_ •ellL•

edgidek.lietallist:rsdhhedie harcer•-.drilledcrankshallacrierr-sleet.. Sicre•dieddssnc-kind:cc.thescol..:s eiMeliacomp•Eke.;.2thdn or

'2.l&C idthcurinlhis•uolpumpadd vaccurnpudicaprerdirespd•scrt.Il-12,1is

tcH. -43-•• .:coo...4.4patuoing forthosewithhadilionaltastes.•ntrochiceci deiiiiTatiktittse•cohldcrintbejustifidd-and alimewhenyoueitherwent•orHillglass-.Hilo itisriotpossibletofiteitherastherearenoallthehellsandwhistlesorsckvoolarialcduce drivemechanisms. Thisyear...vehaveOleekvMac:Ultri; lheengthetealnieda•thr:L•32.rna•ket scvdcalLIlOma.rutacttrrer-sinparticataiSir,vo Cle;ive.:•• Heck-rdnicel clikr•licndsr:to-use[herinec•doveengines— eciondCdehlierttICle•CundThekn-iginewiltirkdorporatresau-snoredandaltrtudeCcdrn cdtleeavailar)efr,ratkra••.1okkothc•yoac ceadilicikl.Analtornakddkuicnkisindicitcy.stlpVSI.Ckricker.acdalyksic vcorningsCOPs•erics.115hp.onlyancutJcppcscedd•abr,soal•pcn-tc.VIDI2kdick I pour;dsheavierandavaildhloricd,.../IiHDE..s.It20osn'thav,e:CodcrtaldilidiHti is2rcerlitiedbutLa.:,dualCDIHoHt(1:andunternaltkailoryiD1/2•kel oarc11-;anamech.-mei:alLc?!p.n-•poptc,n.Youwleed charyii•cdaddlticoalIcatures paysvccirmoney.astlseyEkEy.viedexpect yle'.toLchckwees322.000anci525.020k ciedendind:DV0pronskkr(either. iket•ertidc,aC.,Flddrournispoodlocioaten Last‘,.HarDr•-ndntraricc•adRsDi.asingle.andausdtaloackup•0yourASI.Priccvccd Hide:cid!•.:1'e'Et rciinberrsladditionalkatcressuchccduidrocinh;dieptAvkilapfoilair.clodel as(2.172-3groundsdeed.track.E:Iti•udeandcolaIHoboidhavuarordirhodiikelor kor•c•i)speed.Hi-kiiiinirnecidacdndbac hedce.vecuCsci.luclitlylaunches:1theveryIhadcopedcne-TechchHCe.5.tho

Grrick.cr.•herednkfrolcuic;cifX.It Ici:Ceea4aSSH.GITZ,2•M

•••da•leandcrdv,arslo.„ntCX-1. niakeanappoartnoiri•:ul'kuloritr.•02,/ It hdsil(kwnsitcskeesIIfrpkcseu•cdrIld

SUN'NFUN2014

andtransponderissuespreventeditfrom makingthetrip.UnfortunatelytheThatcher forumwentlittlebetterastheycouldnot maketheprojectorwork,soitwaslittlemore thanadiscussiontosayhowgoodthe0X5 hadturnedout.Itwasreassuringthough thattheguywhohasbuilttheprototypeis theantipathyofaracingsnakeandeven withfullfuelthereisroomforapassenger fromthe590Ibusefulload.Climbrateisin theorderof1.000fpmandcruisearound 125mphonan85hpRevmaster.

ForthefirsttimeThatcherhadastand, ratherthanjustanaircraftortwooutonthe flightline.AveryniceCX4wasonshow, andtherewereexamplesofthekitsthat arenowavailablefortheairframes.These areproducedbyWestburyManufacturing andarefullyendorsedbydesignerDavid Thatcher.TheCX5airframekitcosts$21.500 andthe0X4$16.300includinghardware andweldments.Youcanofcoursebuild theentireaircraftfromtheplans(CX4$360, CX5$475),ormixandmatchasindividual componentswillbeavailable. www.cx4cominunetycom

TheSonexissomethingofaMarmite aeroplane;youeitherloveitoryoudon't. PersonallyIhavealwayslikeditsrakish, sportystylingandasI'vementionedbefore, itsdesignisverycleverinthatitisactually quiteaboxyaeroplanehutdoesn'tlookit.It wasn'treallydesionedasanall-outtourer,so itsrathersmallcockpitmightbeconsidered limitingforsomepotentialowners.Enter VikingAircraft,producersoftheveryneat. andEggenfellner-engineered,Hondaengine conversion.Theyhavecomeupwiththe VikingSportkittomodifytheSonexwith moreuprightandwidermouldedseatswith headrests,mouldedsidepanels(withcup

holder,noless),morebulbousfuselagesides inthecockpitarea,largerforwardhinging canopy,largerslopinginstrumentpanel, andamounttortheVikingHondaengine. Tobefair,althoughtheprototypeisflying. itdoesnotyethavetheinteriorcompleted oranicepaintjobsoitwasn'tpresented inthebestlight.Thekitwasalsotiltedtoa V-tailWaiexratherthanaconventionaltailed Sonex.Nodetailsofpricingwereavailable vikingaircraftengines.ning.com/viking-sport AKGisanAustriancompanythathasmade itsnameinheadphoneandmicrophone systemsintherecordingindustryandhas nowturneditsacoustictechnologyskills toanaviationheadset,callinguponRed BullAirRacecompetitorHannesArchfor collaboration.ThisisaheadsetintheBose classandwillbepricedatasimilarlevel,but Icanhonestlysayitisthemostcomfortable headsetIhaveevertried,albeitonlyforafew minutesofcourse.Iwillbesurprisedifthis headsetdoesnotprovetobeawinner. www.akg.com/AKGAviation-1704.html

ThenameJimBedehasreverberated aroundthesportflyingworldfordecades; heisageniusdesigneroramanwitha

sorryhistoryoffailedenterprises,depending onyourviewpoint.Hisson,JBJunior,now headsuptheBedecorpcompanyand isresurrectingahandfulofpastdesigns andworkingonanewoneTheBD-4was asuccessful2-4placemachineandis availableagain.butnowcomeswithan all-metalwingratherthanthemoulded sectionsthatslippedonto[hetubespar oftheoriginal.Alsoresurrectedisthelittle knownBD-6.asingle-seat.miniatureBD-4 lookalikewhichcomesasaplans-build,and theBD-17Nugget,anothersingle-seater, althoughitnowhasalongerwingtogetits stallspeedbelowtherequired40mphofthe LSAcategory.andthuscarries[hemoniker BD-17L (picturedbottomright). Designedfor rapidbuild.theBD-17Lusesahoneycomb aluminiummaterialthatisgluedtogetherto formthefuselage.Originallyconfiguredfor theunfortunatelynolongeravailableHKS engine,ithasbeenre-enginedwiththeHirth F-23two-strokePriceisaround$37,000. Anallnew,two-seataircraft,theBD-22is plannedtomakeitsdebutatOshkoshlater thissummer. www]imbedecoin

Fancyadiesel0172?RedHawkwillsell youaCessna172thathasbeentotally dismantledandstrippedtobarealuminium andthencompletelyrebuilttoan as-newcondition.Powerplantisthe135hp ContinentalCenturion20(formerlyThielert), turningaHartzellthree-bladec/spropwhich givesitamaxcruiseof127ktburningjust 6.7USG/hofJetAl.Theaircraftfeatures state-of-the-artAspenandBendixavionics andwasconceivedasanaffordableoption Mrflyingschoolswhichsimplycannotafford brandnewaircraftTheRedHawk0172is pricedataround$250,000,about$100,000 lessthananall-newCessna.2

gong'

WecongratulateMatthewBoddingtonandSteveSlateron winningnumerousawardsinbothUKandEuropewith theirsuperbrestorationoftheBE2-TheBigglesBiplane Replica.Theychose POLY-FIBER forthecoveringfor itseaseofapplicationandunrivalleddurability.Wewish themmanyyearsofenjoyableflying.

Ifyouuse POLY-FIBER foryourprojectorrecoveryou willbeawinnertoo,becauseyouhavechosenthebest. Fiftyyearsoftrouble-freeusehasmade POLY-FIBER the clearchoiceofcommercialshops•ndhomebuildersalike. There'snobetterwayto coveran aircraftthan POLY-FIBER -yours included! www.aircraftcoverings.com

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C/SPROPS

SETTINGUPHYDRAULICCONSTANTSPEEDPROPS

ByAndyHill

H avingbeeninvolvedinflight-testing manyRVsovertheyears,aswell asflyingmyownRV-8G-HILZas partoftheRV8torsaerobaticduo, thisarticlesetsoutmyapproachto settinguphydraulicC/SpropellersonRVs.I suspectthisisanareaoftenoverlookedduring RVinitialtest-flying,judgingbymyexperience offlying(orjustlisteningto)RVswithvalid Permits,perhapspartlybecausethereislittle practicalguidanceonthesubject. Pleasenotethefollowingparagraphsapply totheprocessthatIconductaspartofan RVtest-flyingprogram.Thepracticesmay notbeapprropnate,orevensafe,forallpilots orcircumstances,andotherpilotstesting

TAAaircraftmayhavedifferentmethodsof achievingthesameaims.

ADJUSTMENTS

Therearethreeseparateadjustmentsthatthe owner/builder,LAAinspectorandtestpilotneed tocheck,verifyandadjustasrequired:theRPM controlsystem:thegovernedRPM:andthefine pitchstop.TheRPMcontrolsystemcheckis equivalenttothe'rangeofmovement'checks onyourflyingcontrols.ThegovernedRPM checkisaboutsellingupthe'highRPM'stop onthecontrolleverofthegovernor,toensure thatinflight,whenthepilonsRPMcontrolis fullyforward,theRPMthattheengine/propeller stabilisesalwillcorrespondascloselyas

possiblewiththemaxpermittedengineRPM. Thelinepitchstopisamechanicalstopinthe propellerhub,restrictingtheblades'finepitch travel.Thefrnepitchstoponlycomesintoplay whentheaircraftisstaticormovingforwardat lessthannormalclimbspeed,toholdtheblade pitchslightlycoarserthanthegovernorwould otherwisemovethemto,whenthepropcontrol issettohighRPM.ThisistoholdtheRPMdown slightlyoninitialthrottleopeningsothatasthe aeroplaneacceleratesrapidlyclowntherunway, theenginedoesn'ttemporarilyover-speeddue tothebladesnothavingenoughtimetocoarsen upquickly

Itmaysoundobvious,butthecontrol systemconsistingoftheRPMcontrollever

RunningaC/Sprop tomaximumRPMon thegroundisfraught withriskandisbest avoided.Betterthat thetestpilotisaware thatadjustment maybenecessary andispreparedto reduceRPMshould anoverspeedlook likely.

andrtspdsh-odlln.aalemustcesetuc,so tnatthecontrotarmonthegovernormoves InrouglianappropratearcandtheMax RPM(rinePrJcIrJgovernorsJdoposvionmust bepositivelyactievabjei.e.thegovernor operatingarmmustcomeuphardagenut thestopprovidedbynicgovernedmaxHPM adjustmenJscrewtothispositionitneedsto becheckedthattheodot'sRPMlove.isnot againstthequadrantstop,andthat-heRPM feleflexcablehasnotceachedthelimitaj its traveljhisensuresaiereisslit,somespare travelavailableinthesystemfaradjustment. enginevibraJion/movementsettlinginetc Ontheotherhandthcotherendot Itrerange:hereisnoobviousuperational requirementfortheminimumRPMstop/Imit tobeabletobereached:ndeedtheVans governorinstructionsmakeclearthatthis stopwillnotbeacnrevedwithtneshipped partsHoweverthereistheconsideration Ha,coarserbladesonawindmdlingengine canexiendglidingrangeitthepropremains cantrollablesoevenitnorusedinnormal ftyrngtherssomebenefitinhavingthe systemabletomovetoorcloselo tire extremeofcoarsepitchtravelonthegovernor as'welllhisisriotafeaturetati2evaluated (Hiringtheflighttesiphasehowever,(unlike fnepitchend)butindoespeHapsmerit -Hitherinvestcation

GOVERNEDRPM

ForapropgovernorsLpciedforuseor Lycorring320orHOseriesengine, typically,thegovernedRPMdssetup accuratelyarthefactorysothatwhenthe controlamisonthelimitclins:rave!at thehighRPMend,theproppitchadjusts itseljJostabilrseatthe•-edkne270ORPM inflight.rhisusuadydoesn'tneedfurther adjustment

thegovernedRPMeouloonlybeverHed onInegroundifthebladefinepitchstops werefirstbackedoftalong\Naysothalthey don'trestrictHetravelberorethegovernor comesinJoeffectWithasmall,highlypoweredaircraftdkeanRV,tryingJotesj full-throttleRPMduringgroundrunningis.not agoodideaoecauseofthenesofjumping thechocksorover-neadngtheengine

Instead,Irecommend'youensurethetest/ checkpilotJsbriefedthatthegovernedRPM hasnotbeenvendedyet,theycanthen checkthisonearyflightsandthestopon thegovernorpitenconlrotjeveradjustedif necessary.Theenginesnouldstabiliseat 2.700RPMgoringalapowerclimboutand whenflatoutinlevelflightIfyoudohod oroblemsinthisareatnough.beierewading inandadjustingtheaovernor,O'sjustas welltobesunyou'rencd.beingHisledbya calihratonerroronthetacho.

TheHartzellfinepitch stopsareadjustedvia thethreadandlocknut (arrowed)located on theendofthecylinder assembly.

MAXSTATICRPM

Ihefinepitchstopsarcmoreddliculltoverify dueto-heverytransientperiodthattheytake effect,andareoftenoverlookedYouare amierrjtosetthe.pitchstop,sothatwiththe aeroplaneatthestartofthetake-ofiroll,the RPMisheld100RFMarsnbelowthein-flight governedfigure.This:stoensurethatas theaeroplaneacceleratesatfullpower.He propdoesn'toverspeedbeforethegovernor intervenestocoarsentheblades

Foraiderjifiedapplication.thefinepitch stop(PPS)willhecorrectlysetatthefacJory torthespecificenginepowerHowever, giventhatmostRVownersbuyapropeller fromVan's;withoutthe„abilityJospecify Lhepreciseenginemodel,tHsinvariahR requiresadjustmentJoachieveastaho RPMof2.600-2,650RPMasspecifiedH hemanualsWithahalf-decentengine insratlation,exhausretc,dsnotunusualtor thepropellerassuppliedtoyieldavalue neater2,900RPM!

BesureyouareclearwhattheRPM limitaJdansareforHeer;gineandpHdpejter. WhjIsttheremightbeabroadlimitof 0700RPM,engineandpropellerwillhave 'overspeed/oversw!ng'tolerances.To preven;owneronnktelactorensureyourtest practicesdonotexceedtheseabsolute redlineor'neverexceed'values.

C/SPROPS

Thepropellermanualmaygiveinstructions onsettingupthefinepitchstops,e.g.by temporarilyhackingoffthegovernorcontrol leverstoptoapositionthatwouldallowan excessivestabilisedRPM(i.e.>2,700RPM). andthendoingfullpowergroundrunsonthe engineandadjustingthefinepitchstoptoget thedesiredmaxstatic,inmuchthesameway thatpeopledowithsmallgroundadjustable propelleronRotax.Asyou'llhavegathered,I donotlikeseeingchockedRVsblaringaway whiletieddownorwithpeopleonthetailthepower-to-weightratioistoohigh,andthe codingisinadequateforyourbrandnew,not yetruninengine.

Instead.Iprefernottointerferewiththe governorcontrolleverstopandtocheckthe initialRPMonthetachoduringaquickburst offullpowerduringan'abortedtake-off'at theculminationofthetaxitrials,immediately priortofirstflight.Withplentyofrunway ahead,andpropcontrolatmaxRPM,I smartlyapplyfullpower(obviouslytaking caretoavoidnosingover).Astheaeroplane acceleratesto30-40ktIfindthere'senough timetoobserveandmentallynotethe immediateRPMachieved,andthenacouple ofsecondslater,andjustbeforeIthrottle back,thestabilisedRPMreducingasthe governortakeseffect.Ialsogetfeedbackon engineresponse,otherengineindications,a feelforthesteeringandbrakesandasoften asnot.oneortworandomFFISwarnings/ alarmsthattheownerhas(not)setup.

Ofcoursethisabortedtake-offtestneeds tohecarriedoutwith[heabilitytotake-offif circumstancesrequireit(throttlestuck,for example),withinsuranceinplace,allchecks complete,strappedinandthetowerawareof what'sgoingonParticularlywithatailwheelequippedmodel,thepilotneedstobe reasonablyinpractisewithRVstodothistest insafety-buthopefully[heLAAprocesswill haveensuredthisanyway.

Havingrecordedthefiguresonmykneepad, providedbothRPMvaluesandeverything elsenotedasacceptable.Ibacktrackforthe maidenflightitselLIftheinitialRPMinthetaxi testwasexcessive(2,800-2.900),thistimeIwill applypowergently,soastogive[hegovernor timetodoitsjobandhopefullykeeptheRPM to2.700orbelowduringthegroundroll.If, whenIglanceatthetachoimmediatelyafter lift-offIseetheRPMhasstabilisedatabove 2,700thenIamreadyloinstantlytweakthe RPMcontrolbacktomanuallybringitwithin theredline-wedon'twanttooverspeedthe

engineorprepformorethanthebriefesttime.

Duringthefirstflight,onceestabrishedin theclimbaproperaccuratefigureforthefull throttlegovernedRPMwillberecordedon thekneeboard.Aftertheflight,makeinitial adjustmentstostaticand/ergovernedRPM asrequiredbyalteringthefinepitchstopsor governorleverstoprespectively.Apartfrom followingthecorrectprocedures(e.g.LAA inspector,duplicateinspections,adjustin accordancewiththemanual).makesureyou noteexactlyhowmanyturnsofadjustmentare appliedeachtimeThemanualstendtogive aguidefiguree.g.'oneturnproduces25RPM change.'butIoftenfindtheseinaccurateand youwillhavetoestablishthefiguresforyour ownparticularengine/propcombination.

Onsubsequentflights,continuetorecord thepeakandgovernedRPMontake-offanobserverisusefultocloselywatchand recordtheinitialandstabilisedRPMvalues. Itmaytakethreeorfouradjustmentstoget themsatisfactory.andavoidanexcessive temporaryovershootintoredlineterritory. Eveniftheyarenotabsolutelyspotenbythe timeyoufinishtheprogramme,theowner andinspectorwillbynowbefamiliarwiththe adjustmentprocessandknowhoweasyitis. soiffurtherrefinementsareneededinservice forexampleastheenginerunsin.hopefully theywillbeabletodealwiththisthemselves.

BENEFITS?

Withacorrectlysetupgovernorandfine pitchstop.pilotworkloadisreducedsincethe throttlecanbeadvancedasfastasyoulike foraperformancetakeoff,allowingyou[he mostpowertobeextractedfromtheengine throughoutthetake-offandclimb.without worryingaboutoverspeedingit.Thisiseven moreimportantwithmodernEFISsystems (oftenpoorlysetup.Inmyexperience)where eventriggering2,710RPMforhalfasecond willsetoffaudioandvisualsignalsmore appropriatetoanuclearmeltdownThisis distractingatbestandatworst.couidmask otherreallyimportantwarningsandissues thatmightbedeveloping.

Asasecondarysafetybenefit,theslightly coarserbladesettingthatthisprocedure usuallygivesyouwhenthebladesareonthe finepitchstopswillmakeasurprisinglybig improvementinyourglidingrangefromafailed engineiftheRPMleverisinadvertentlyleftin themaxRPMsettingand/orifcontrolofthe pitchislostduetolossofengineoilpressure.

Thereisalsoanecdotalevidencethata

coarserfinepitchstopreduces/preventsRPM surgingthatsometimesoccurs,especially onpowerapplicationduringatouch-and-go landingorgoaround.

ELECTRICC/SPROPS

Ihavelimitedexperience(oneRV-8)otthese. Inallareasexceptaerobatics,thisseemed remarkablyeasytouseandtosetup.Van's doesnotrecommendsuchpropellersfor acrobaticuse:however.theLAAmayallow aerobaticswithelectricprops,subjecttothe testpilot'sreportCorrectlyhandledandset up.thereisnomorehazardofoverspeeding anelectricC/Spropthanafixed-pitchone, howevencareisneeded.asevenarelatively gentlewingovercangiveanaccelerationrate thatthepropellercannotkeepupwithin C/Smode.

HAZARDS

AlmostallRVswithhydraulicC/Spropellers areofa'conventional'configuration,(i.e.if oilpressureislostthebladeswillmoveof theirownvolitiontothefinepitchstop,which wilhanysubstantialenginepowerapplied incombinationwithanythingapproaching normalcruisespeedwilloverspeedthe engineandpropeller).Withnoinvertedoil system,thiscancauseproblemswhentheoil pressureislostforasecondorso.evenina simpleslowroll,half-cubanorstallturn.There arespecial'acrobatic'(counter-weighted) versionsofC/Spropellersavailablehowever,thesebringundesirablecost,weight andhubsizeimplications.Thesepropellers aresuitedtothemoreextremeaerobatic/ displayroutinesbeyondthescopeofmost RVsandtheirpilots.

Asaresult,withaconventionalhydraulicC/S prop.greatcareneedstobetakenwithany aerobaticspotentiallyinvolvingtemporaryzero ornegative'g'-forexamplewhilecarryingout theLAA'sacrobatictestschedule,Itendtosel 2.400RPMpriortoanysuchmanoeuvresor sequences.whichgivesmeabitofamargin toplaywith,andnotonlykeepaneyeonoil pressureandRPM.butalsolistenout-the firstindicationofanissueisoftenthesoundof theRPMrising,andasmartthrottlereduction shouldlimitthistoonly-10ORPM.

SUMMARY

Itrsimportantthattheowner,inspectorand testpilotareclearwhatneedstobetested andadjustedduringthetestphase,andwhat adjustswhatThestaticRPMisthemost likelyadjustmentneededWiththepopular hymning320or360seriesengines,my 'target'valuesare-

StaticRPM2.600-2650

GovernedRPM2,670-2,700

Thesemaytakethreeorfouradjustmentsto achieve.

(Editor'snote.C/Spropmaintenance. Followinglastmonth'sarticleontheoverhaul ofC/Spropellers.Andyrightfullycommented thatgreasingetc,shouldbecarriedout inaccordancewiththemanufacturer's instructions.Thepointbeingmadeinthe articleaboutadequategreasingwasageneral comment,stressedbytheoverhaulerbecause hereceivestoomanypropsthathavenot beenproperlymaintainedandasaresulthave sufferedfromexpensivecorrosionproblems.)

WHERE TO GO

We'vebeenblessedwithsomesettledweatheroflateand

anumberoftheearlyseasonfly-inshaveenjoyedhealthy attendances—agoodomenfortheremainderofthe seasonperhaps.

MaykicksoffquiteabusyfewmonthsandtheLAAteamwillbe atPophamon3-4fortheMicrolightTradeFair,thenatGoodwood on24-25forthefirstoftheLAARoadshows.Thispromisestobea greatweekendwithplentyonoffer (seetheNewspages-Ed). so

MAY

3- 4Popham. Miciorigh[TradeFan 01256397733

3-4Bodmin, CornwallACFrench Fly-in.01752406660

3-4Sywell, AtomicFestival—Vintage Music,Wings&Wheels 01435812508

3-5Lee-on-Solent, Hovercraft MuseumHovershow(provisional)

3-5Haddenham, VGCvintage GliderRally

pleasedomakeadateanddropinforadayorspendthe wholeweekend.

Attheendofthemonth,May31-June1.wehaveAeroExpoand althoughourpresencethisyearwillbemorecompact.wewillbe delightedtomeetmembersoldandnew.

TheWtGlistiscompiledcourtesyofDavidWiseandtheRAeC Eventswebsiteat events.royalaeroclub.org. whichcontainsmany weblinksofferingfurtherdetailsofparticularevents.

17-18Northrepps, RotaryFly-in(PPR). 07886264992/07771800406

18ComptonAbbas, ItalianDay Fly-in

18KemptonPark, HeathrowAircraft EnthusiastsFair.07956430048

24OldWarden, Shuttleworth EveningAirShow.01767627927

24Llandudno, SeaFrontAirShow

24-25HalfpennyGreen, FortiesWeekend, 01384221378

24-25Duxford, WMD-DayAnniversary AirShow

4Abingdon, Air&CountryShow 24-25

4OldSarum, VintageSundayFly-in, 01722322525 25-31

4 Seething, MuseumOpenDay andFly-in

4Breighton, May-hemFly-in, 01757289065

Popham, Aero/AutoJumble& ClassicVehicles&Fly-in, 01256397733

7Wellesbourne, BAeAAcrobatic InstructorsSeminar

I o Batton, LancsAeroClubSpring Fly-in&BBQ

10 WhiteWaltham, RINTopnav SouthCompetition

10 OldBuckenham, HangarDance

10-1I StowManes, FOSMAFly-in.(PPR) 01245326040/07860345403

10-11NorthCoates, SpringFly-in, 01472388850

10- 11Spanhoe, AuslorCiub&Friends ofSpanhoeFly-in(PPRI. 01780450205

10-11Dumfries, D&GAviation MuseumCockpitsEvent& Aerojumble

(incRedArrows)

5-7Wels (OE),RotaxEngineFly-in 6- 7 Goodwood,AusterClubFly-in (PPR).01243755061

6-8YubaCounty (N),EAAGolden WestFly-in

7Throckmorton, H4HCharityAir Show

7Duxford, LAABonusDay.PPR 01223833376

7Lymington, D-Day Commemoration (incRedArrows)

GoodwoodLAAFly-to 7-8 Roadvhov..,(RPM01243-755061 Levroux (F).FFPLUMFrench MicrolightChampionships 25Popham, LAAAndoyeiStrutFly-in. 01256397733

25OldBuckenham, VintageFestival 25Bruntingthorpe, ColdWarJets OpenDay

LaFerteAlais (F).SalisCollection Display

7-8Folkestone, SeafrontAirShow (incRedArrows7)

7-8Northrepps, VintageFly-in(PPR) 07886264992/07771800406

7-8StMichaels, LancsHotspots MicrolightCompetition

26EastKirkby, MuseumAmerican AirDay 8

29Hoogeveen (PH),Wings& WheelsShow 8

30-JnITelgte (D),VansRVFly-in

8 SuttonMeadows, Charity MicrolightFly-in Cosford, RAFAAirShow (incRedArrows)08706062014 Popham (themet.b.a.),Fly-in 01256-397733

30-Jn1 Sywell,AeioExpoGATradeshow 8 (pre-register).02082554000

31LittleGransden, BAeAAerobatic BeginnersEvent

31CastleKennedy, AirfieldFly-in

311Antwerp, (00)Stampe& ErcoupeFly-in

31-JnISeething, Fly-in,EveningDisco, BBQ&Camp

OldSarum, VintageSundayFly-in, 01722322525

10-I 1 WingFarm, Thruster&Microlight1 Fly-in,07712711833 1

10-11Otherton, MWMicrolightFly-in. 07973940222/078314421641

11 Popham, VintagePiperFly-in. 01256397733 1

I1OldWarden, ShuttleworthAir Show.01767-627927 1

IIOldSarum, SupportOurParas CharityEvent 3-4

17Fenland, FACEventsDay 3-4

17Popham, Aeronca'5Au-Cooled ClasscsDrive-in&Fly-in. 3- 9 01256397733

17Gamston. RINlopnavNorth 4 Competition

17-18Abbeville (F),RRRAHandicapAir Races 4-14

17-18Oakley, MicrolightCompetition I7-18Sleap, BAeAAerobatic

ComptonAbbas, MicrolightFly-in Goodwood. OHMothIrly-In(RPM. 0124375505i

OldBuckenham, PrecisionFlying Competition

Breighton, Biplane&OpenCockpit Fly-in,01757289065

Sturgate, LincsACSummerFly-in, 01427838305

Sywell, HellUKTradeShow Lee-on-Solent, D-day70thAnniv, EventsincDakotaGathering Cherbourg, (F)D-Day70thAnniv DakotasEventsincAirshow Carentan, (F)D-Day70thAnniv DakotasParaDrop(Lee-O-S> Cherbourg) LeicstoDuxford, AroundBritain AirRally Portsmouth, SeafrontD-Day Commemoration

Welshpool, BobJones MemorialAirShow (incRedArrows)(PPR) 01938555560

8Panshanger,NLFCDeHavilland DayFly-in 12-14Cannes (F),GASalon&Airshow 12-15Sywell, BAeAAerobatic Nationals 12-15Newport. loW.IsleofWightMusic Festival(incRedArrows15) 13-15Guernsey. GuernseyAir Rally

13-15WestonPark, Model&Full-size AirShow 13-15Cholmondeley. PageantofPower 13-ISStYan (F),AirFranceStaffFCFlyin(displaySat) 13-ISMeaux-Esbly (F).WWICentenary AirShow 13-15Offenburg (0),OUVGerman NatonalHomebuiltFly-in 13- IS AmboiseiFI.Van'sClubofFrance

13-16Marville (F),Fly-in

14Buck'Palace, TroopingThe ColourFlyPast@1300 14Northolt, RAFOpenDay(Advance BookingOnly)

14BigginHill. BigginHillFestivalof Flight(incRedArrows) 15 OldWarden.Shuilluvu-ci-,Air 71777'7127

SAFETYSPOT 'KNOWINGOUR

ORIGINS

With MalcolmMcBride AirworthinessEngineer

Thismonth,Malcolmencouragesownerstoconsidertheprovenanceof theiraircraft'sparts,followinga DH TigerMoth'sin-flightfailure

•

Whenyou'reinchargeofanyequipment,it'salwaysgoodpracticetogetintothehabitof keepinggoodmaintenancerecords.WhenoperatinganaircraftintheUnitedKingdom, basicrecordkeepingisalegalrequirementenshrinedintheAirNavigationOrder.From anengineeringperspective,goodrecordshelpmassivelywhenitcomestomanaging maintenancetasksthroughtheaircraft'slifeand,withsomesensibleplanning,spreadthe costsinvolvedininspection/repair/replacementmoreevenly.Allaircraftoperatingunderan LAA-administeredPermittoFlymusthaveatleasttwologbooks,onefortheengineandone fortheairframe.Iftheaircrafthasavariablepitchpropellerthenthistoomusthaveitsown logbook.Thepictureaboveshowsafullhand! (PhotoMaimlinMcBride)

H iagain,andawarmwelcome,as usual,toSafetySpotIhopethat thingsareOKforyouandyourfamily andthatyouareenjoyingthislateSspring weather.Icertainlyam:although.forsome uncannyreason,Iseemtobesurrounded bybreakdowns;therepair-listisgrowing morequicklythanthe'fixing'timeavailable. Iwon'tboreyouwiththedetails,although I'mbeginningtowonderwhetherit'ssensible torepairanythingthesedays.NotthatI wanttostoprepairingthings.I'mtoomuch ofafiddlerforthat:arch'fixers'oftheworld would.I'msure,allagreethatthere'snothing moresatisfyingthangettingsomedeceased thingworkingagainand,inthewordsofone partssupplier,perhapscashing-inonthe greenrevolution(butdon'tgetmestartedon windmillsandsolarfarms):"Repairingatoolis recyclingatool!"

It'snottheprincipleI'mquesfionise.Cs theeconomicsenseoffixfingstuffinthis mocernwoddFake,U_tratforexample. mytrustylawnmower.hvelongbeena bitofalawnmoweraficionado.Well,ies hardworkandcuttingttierueway-orfine areaaroundtheclubhouse.orthelocal churchyard..ortheoldladyonMecorner's frontgardemolfyes,andthatfifty-a-day blokewithemphysema..ischeaperthan agymmembershipand1makestheplace look.well,caredforAnywaymyfavour-1e cutterhasbroken.theresJusttwoorthree thingswmng.actuatlyfourpartsneeoedand acoupleofhours'work.Canyoubelieve thatit'scheapertobuyanewmachinefrom theUS.tanpurchasethepansviaHe (mandatory)supplychain?Fortyfiveqt.ndfor

Thepicturebelowshowstheback(orpink)pagesofanairframelogbook;mostlogbooksthesedayshavewhitepages(whichactually formthebulkofthelogbook),greenpagesand,asmentioned,pinkpages.Thewhitepages(PartA)offerspacetorecordallthedayto-dayactivityand(atleastifyoubuyonespecificallydesignedforPermitaircraftfromtheLAA)hasaplaceforaninspectortosignoffthePermitMaintenanceRelease,shouldthisberequired.Thegreenpages allowfortherecordingofindividualmaintenancechecksand annualPermitrenewalinspectionsandthepinkpages,entitled 'ModificationsandOtherTechnicalInstructions'shouldinclude alistofalltype-relatedmandatoryinstructionsincludingthose that,forsomereason,don'tapplytothisparticularairframe.It's aplacetorecordmodifications,alistoftheone-offrequirements andaspacetolistalltherepetitiverequirements.Anykindof bookkeepingtakesawhiletogetone'sheadaroundandrequires adisciplinedapproachbut,whenyougetusedtooperatinga logbook,itoffersagreatresourcetotheinspectororsurveyor and,whenmanagedproperly,cansaveyoumoney. (PhotoMalcolmMcBride)

'firfirgi -a,

abitofcleverplastic-asafamousTVmoaner mightsay,"Idon'tbelieve So.beforeIblowagasket.what'shappening intheLAA'scontinuingairworthinessworld?

Well,lastmonth'sSafetySpotfeaturedthe ongoinginvestiga0onoftheAustralianDH.82a (TigerMoth)in-flightbreak-up,asyouwillI hopehaveread,whilstthereasonforthewing failurehasyettobedetermined,itwasclear thatboththelateraltie-rodshaabeenfailing forsometimeIncidentally,ifyou'renewto thiscolumnordidn'tforsomereasonreadthe AprilSafetySpot,youcancatchupbygoing totheLAA'sexcellentwebsite.Idigress.

We'reaware,withregardtotheAustralian Mothcrash,thatthefocusofattentionhas fallenononeparticularAustraliantie-rod manufacturer.We'venoreasontobelieve thatanyoftheUK-manufacturedpartsare suspect,butneverthelesstheEmergency AirworthinessDirective(EAD)issuedby theCAArequiresownerstoestablishthe provenanceofthetie-rodsfittedtotheirTiger Moths,Ireturntothisparticularsubjectthis month,albeitbrieflyasthere'snothingmore ofaTechnicalnaturetoaddatthistime, becauseLAAEngineeringhasrecentlywritten toownersexplainingwhatwefeeltheword provenancemeansinthiscontext.Worryingly, thishasflagged-upafewexampleswhere providingthisprovenancehasoroven troublesomeand,inoneparticularcase, ratherexpensive.

LOGBOOKS AVITALAIRWORTHINESS MANAGEMENTTOOL

WhenIfirstreadthroughtheCAA AirworthinessDirective(AD)requiringthat ownersofTigerMothaircraftestablishthe provenanceoftheirtie-rods:Iwilladmitto havingtoresorttoadictionarytoestablish what'smeantbythis,inthiscontext,ratner unusualword.Ihaveheardthewordused whendiscussingapainting'sworthon variousTVprogrammesbut,bearinginmind thetegalnatureofanAD..well.bettertobe safethansorry!

Afterdiscussionswiththeairworthinessteam hereatLAAEngineeringHQweputtogether aletterofferingguidance.Here'sthebitabout 'thatword':

TheactualwordingoftheADrequires Martheprovenanceofthiscomponentis establishedand,atfullriskofsounding pedanticandtakingthiswordatface value.LAAEngTheeringhasinterpretedthat provenancereferstoanobject's'historyof ownership'.Inthiscontext,wheretheaircraft mustbeconsideredtoownthetie-rod,we believethatthisADrequiresanownerto determine,asfaraspossible.theoriginof theiraircraft'stie-rodsanddeterminethe originaldateoffitment.Youwill,I'msure,know thattie-rodsarelimitedontheTigerMothtoa servicelifeof2,000hoursor18yearsby TAISNo,29.

Asyouwillknow.mostoftheMothsonour fleetstartedtheirlifebeingoperatedona CertificateofAirworthinessand,aswould beexpected,wereeasilyabletocheck throughtheaircraft'sengineeringwork-pack toestablishwhentheirtie-rodswerelast changed:ithastobesaidthatoneortwo ownerswerealittlesurprisedtofindthata tie-ronchangewasfairlyimminent,nothaving

"Everyruleinthe

aircraftbuilder's rulebookhasan invisible,nonetheless associated unpleasantstory"

includedthisrequirementintothepinkpages oftheiraircraft'slogbook

"Pinkpages,whatarethey?"Icanhear someofyouthinking.

AsIintimatedearlier,oneparticular ownerhasn'tbeenablethusfartoestablish absolutelythefullhistoryofhistie-rodsand willmostlikelyhavetotakethewingsoffand replacethem.Thisparticularchapdidkeep goodlogbookswhenitcametohoursflown anddidrecordroutinemaintenancechecks but,havingmislaidtheaircraft'smaintenance work-pack,hadnodeeprecordofpartsfitted overtheyears.Becauseofthis,Ithinkthatit's worthaquicklookatwhat'sexpectedofan aircraftownerwithregardtorecordkeeping.I willtrynottobetooboring'

Thefailureofaprimarystructuralcomponent onanaircraftis,thankfully,averyrarething indeed.Thisis,innosmallpart,testament totheverymanysafetysystemsthathave tobechasedaroundbydesignersand manufacturersofanaircraft,orindeedan individualaircraftcomponent,beforethe aircraft(ortheindividualcomponent)is allowedtotaketotheair

Certainly,theuninitiatedlookinwonderment attheheapsofregulationthathastobe checkedagainstbeforethefirstflightofan aircrafttype:onechapexclaimedrecently, "Surelymostofthisstuffcannotbenecessary, it'sallgoldplating,"clearlynotunderstanding thateveryruleintheaircraftbuilder'srulebook hasaninvisible,butnonethelessassociated, oftenonlyhalf-rememberec,unpleasantstory oftendetailingsomebody'suntimelyend.

Onceanaircrafthasdemonstrated(tothose qualifiedtojudge)thatifsasafemachineable tobeflownbymeremortals,Thendifferent rules,governingthemanagementofthe aircraft'scontinuingairworthiness,comeinto play.Generally,therearetwomanparameters thatneedtobeconsideredbyiheaircraft's manager:operatingtime,normallymeasured inhoursandminutes:andcalendartime,which cansometimesbemeasuredinmonths,but normallyyears.Ioftenendupinconversations withmembersaboutthisparticularissue.Take, justasanexample,avariablepitchpropeller Whenthisdeviceisoperatingnormallyitwill besubjecttomechanicalwearand,because it'soperatingunderload,itwillbeeatinginto itsfatiguelife:naturallythisrelatesdirectlyto operatinghours

Whenthepropellerisn'tworkingthough, otherfactorsneedtobeconsidered,for exampleinternalcorrosionorperhapsnormal temporaldegradationoflubricants.Corrosion inhighly-stressedmaterialsisveryworrisome, asacorrosionpitwillcompletelychangethe load-bearingcapabilityofthiscomponent, especiallyovertime...noticeIsayrather

thanmynormalperhapsmorecareful'may'. IntheLAAworld,wearrates-andtherefore hoursflown-aremuchlessofaproblem thanlowusage-except,ofcourse,when rememberingthatcorrosionandpoor(or vacant)lubricitycausedbysporadicoperation may(!)exacerbatewear.

Alithisstuffhasbeenknownformanyyears andthat'swhyit'sanAirNavigationOrder (ANO)requirementthatallaircraftmusthave logbooks.TheruleislaidoutinRule1Article 34oftheorder,here'stheextract:

(1)Inadditiontoanyotherlogbooks requiredtobekeptorunderthisOrder,the followinglogbooksmustbekeptfornonEASAaircraftregisteredintheUnited Kingdom:

(a)anaircraftlogbook:

aseparatelogbookforeachenginefitted intheaircraft:and

(c)aseparatelogbookforeachvariable pitchpropellerfiftedtotheaircraft.

Thisisn'ttheplace,andI'mprobablynotthe rightperson,tocontinueadiscussionaboutthe AND,excepttoremindourselvesthatallthe rulesthatgovernoursportatthenationallevel canbefoundwithinthepagesofthis,naturally rathercomplex,document.Youcanseefrom theabovethatallaircraft(exceptgliders!)must haveatleasttwologbooks,onefortheairframe andonefortheengine.Ifyouraircrafthasa variablepitchpropeller,thenathirdlogbook willberequired.Schedule6oftheANOlists theinformationthatmustbeincludedandit's worthmentioningwhatthatis:

Thenameoftheconstructor,thetypeof theaircraft,thenumberassignedtoitbythe constructorandthedateoftheconstructionof theaircraft.

Thenationalityandregistrationmarksof theaircraft.

Thenameandaddressoftheoperatorof theaircraft.

Thedateofeachflightandtheduration oftheperiodbetweentake-offandlanding,or, ifmorethanoneflightwasmadeonthatday, thenumberofflightsandthetotaldurationof theperiodsbetweentake-offsandlandingson thatday.

Subjecttoparagraph2,detailed informationaboutallmaintenancework carriedoutontheaircraftoritsequipment.

Subjecttoparagraph2,detailed informationaboutanydefectsoccurringin theaircraftorinanyequipmentrequiredto becarriedbyorunderthisOrder,andofthe actiontakentorectifysuchdefectsincluding areferencetotherelevantentriesinthe technicallogortheapprovedrecordrequired byarticle27(2)and(3).

Subjecttoparagraph2,detailed informationaboutanyoverhauls,repairs, replacementsandmodificationsrelatingtothe aircraftoranysuchequipmentasaforesaid

Youwillseethat'subjecttoparagraph 2'comesupin(e),(f).and(g)above. Whatthisrelatestoisthatitmaynotbe necessarytodetail,forexample,anengine overhaulintheairframelogbook.ANO requirementsaside,mostaircraftengineers willadvisethattheprimarylogbookforthe managementoftheaircraftistheairframe logbookand,iftheengine'sbeen overhauled,thenthemerefactthatitwill

WhenspecialisttestingtechnicianswereaskedbyNipperowner,RobertRipley.tochecka suspectwingboltforcracks,thisiswhattheyfoundafterdroppingtheboltstemperature toaverylowvalueandpullingtheheadoff.I'venothadtheopportunitytospeaktothe engineerwhodidthetestasyet,buteventheuntrainedobservercanseethatthisbolthas beencrackedforsometime.Icanseethreespecific'zones'-workingfromtheoutside-in, thefirstzone,whichappearstoshowcadmiumresidue,mustbeassumedtohavebeen therefrommanufacture.Thenthere'saanotherclearzonewhich,althoughnotshowing evidenceoffatigue(althoughmayshowcorrosionproducts),hasalsobeenthereforsome time.Theinnerzoneiswherethetechnicianpulledtheheadoff.Worryingly,some40%of thebolt'sdiameterhasbeencompromisedbythiscrack.Excellentspot,Robert,andagreat callchangingthisbolt. (RooRc,LeRosy)

Hkaciiii;.piEnv-Lair:Lky(kinkai nfthis51.ouldheHJIPIIIHrHeC: I-I0-1uairIrctr•H..2 w511heyrkci prkereciCihiIIlnikenginelog:Dyck. shokyc.1lye'JP:kJfrik:7.i pkakk CC rrkkafter...1ft&yidiiic.:.oeparatesee:[,..)n onip-ciffaridPtikkilive.HY:foray,kys attenkr,Pie iiirsseirl I.hepinkpar-yipspveiHueyikarS.niCk.es,Iidr1

erkri•savoidpikkleaPanlsuliklisesle:Ek(1,1 (Eyck-Jai:4nkirecyaking)havinpreplay/a: apailE1CifVJustbec...3useitsprcr,prind-K.,...1p. r.:ruperii:mt.Les.Hy.mn.H. checkhy[hpnitlykkhrtoHidif [HD r-c,cs1111-.cdIsthearcmil le;:s1I-:.:anyys..lisjsf1i.c.:(tisttheyhavenI nyykki[ropynyk,ilkamajorInTY:pi es!T.11ytarg011en.

CERTIFICATESOFVALIDITY CHANGESTOISSUEDATERULES

aHe;pn(d1,-callsfrr_nrnit:rs s.vhrihaD,H malihey A \p.e, 'LillyI,yel,HIigyktirk. s.T.inaIRcl-IEJvieviLAP.pi,..c-;edir.Itir,:11[he yknikrspatiun Hnsicirlurritnfiyuytikick:Pk-itGI[Penyny; HisycncLICHInic;ALL,r.2.1 nuv; gi+neitkkdcentrallyknynCAAHascompute inkespcinpenna0knlinpirppntyl-rkmITA acdur.,I.T.tvv,i-STHIThishass:Hanulineci HieSSUI,cmcesky Jegkicnerk<1 .1n-Isanc:,tn,Cirks(7,11.11=0kalipkyaSeIC char thai•e•losi.a102 our-

Here'saseriesofpicturesoftheNipperwingboltundergoingadye-penetranttestatTurweston.Thefirstpictureshowstheareaofconcern immersedinthedyewhich,afteraperiodoftime,migratesintoanycrack.Thesecondpictureshowstheboltaftersolventcleaning..,this cleaningprocessshouldn'tcleanoutanydyeheldwithinacrack;asyoucansee,theboltlooksclean.Thethirdpictureistheboltafter developer(primarilychalkdustheldinasolventsuspension)hasbeenapplied;thisdrawsoutanydyefromthecracksothatitcanbemore easilyseen.Clearly,thisNOTcheckisnotsuitablewhereacrackexistsoutsidethevisualfieldofview..,weknow,becauseoffurthertests (theresultsshownabove),thatthisboltwasverybadlycracked. (AboToMribr enMcHisduei

abilitytoadjustcurrencydatesUpuntilthe newsystemcameintoforce.ourrulewas thatifownerssensiclypreemptedtheexpiry oftheirCon/whensubmittingjheirrenewal oaperwork.wewouldissueaCott/thatwould runfronttheexpiryofthepreviouscertificate Withinreason,weweren'ttooworriedifthe applicationcameinamonthortwoearly,as longaswestayedwithinour13monthrule. This1ssue'centralisationhasmeantthatthis freedomhasbeencurtailedstightry. ill that we'renowonlyallowedtopredateacertificate ifHoapplicationisreceivedwithinonemonth chtheexpirydateofthepreviouscertificate Ifanapplicationisreceivedoutsidethisone monthzoneand.asoneratheriratemember recentlyfoundout,thismeansevenoneday outshlethemonth,thenthenewcertificatewill bedatedfromtheapplicationdate thisis,the-yes'sideoftheanswer.The 'no'sideisthat.apartfromthetactthatI don'lhavetosigntheactuafcertificatesany more,andthere'sabitmoreadmintime requiredperapplication.we'restillchecking eachapplicationthoroughlybeforeissuing anewCcaficateofValidity.Remember tough,ifyouwanttoretainyourissuedate, don'tsendusanapplicationearlierthan onemonthbeforetheexpirydate,ifyoudo youcouldIosethatextramonthsworthof validityperiod

TIPSYNIPPER

WINGBOLTCRACK

ThereareafewaircrafttypesthatI've alwayswantedtoownandtheTipsyNipper isdetingelyonthelist.Theoriginaldesign camefromthepenofFairey'scc-founder. ErnestTipsandtheearlymachineswere builtinBelgiumatTips'AvionsFareynear GharieroiBeththeUKandBelgiandivisions ofFaheywere,asaviationhistorianswiIltell you,rathermoreusedtobuildingmilitary macanes,sothisdiversionintothesports

Whendesigned,theNipperusedspecially-madeboltstoholdthewingson.Later,a modificationwasincorporatedtoaccepttie-rodsinstead.Here'sapictureofatie-rodand aclose-upoftherolledthreads (top). NipperKitsandComponents,nowownedbyLAA'er PaulGrellier,hastensetsofthesetierodsinstockathisHampshirefacility(andwe'vejust, afterextensivechecks,acceptedtheparts'provenance!). (Photo.MalcolmMcBode)

aircraftkkmarketwasquiteunusualIhe Belgiancompanyproduced59compIeted arerattandsold78kitsbetween1959and 196I.afterwhichtherightsfortheaircraft weresoldtoCobelavia,whichassembled18 furtherNippers.In1966therightswereagain sold,thistimetotheUKcompany,Nipper AircraftLtdwhosubcontracted,torashort

2Nuts—Torquc:1.151o1:60„ru. loc; 1L.1:1n.! :

tme,hueaircraft'smanufacturetoSkngsby SailplanesatKirkbymoorside.

Nowadays.therightsfortheaircraftareheld withNIpperKitsandComponents,owned byLAA'erPaulGrolier,whomanyreaders willknowthroughhisHampshire-based weldingcompany.Airweld.Paultellsme thathe'shopingtogetthiswonderful

Here'sacoupleofpicturesshowingthewingattachmentontheNipper...itlooks prettyawkwardandtobehonest,I'mfindingitdifficulttoimaginetheloads(atleast thenormalloads)thatmayhavecausedthecrackinthewingboltdiscoveredby RobertRipley.Discoveringtheoriginthoughisn'tanythingasimportantasensuring thatourNipperfleetremainsairworthyandallNipperwingboltswillneedtobe checkedorchanged. (PholoIAALibrary)

Split pin.

Thispicture,againtakeninthehangarsatTurweston,showstaparo'NDTTechnicianDavid Wingatesetting-uptheequipmentforanEddyCurrentcrackcheckonaChipmunkwing attachmentfitting.Davidpointsoutthatthemostimportantpointaboutnon-destructive testingistheselectionofthetypeoftest.EddyCurrentinspection,cleverthoughitis,is limitedtosurface,orverynearthesurfacecracking,butthisisanexcellentwayoffindinga crackwithinabolt-hole,wherevisualexaminationwouldbeimpossible.

(PhotoMalcolmMcBooe)

Mllemachinehackintoaitprodaclunano, ifyouaskmeiswell-placedtoasNevetha goal:especiallywhenyouconsiderthat thedemslaselaqeismadefromwesect steeltube.

I'hillsthatths'machineeventhough dessetsesaiRmyyeass-agowouluMakean excellenthomes-Judderkitespeciatlywner-you constderthatthiewingassthistai.p,aneale laoriacoveredoveravvoodenconsauctiot

A/E'vegotsaely-theeeNvlseisonotabooks fifteen•:atwhichatecunentlyftylnotwentyIn variousstatesofahdEgslievelirnot eirthi stIllrheprotectstage(hearinginmind when:hesekIswereavailab:e)

RegularrcabersorSafetySpotwill rememoerthatbacknJune2013I discussedansppalehtmainoang tailure cfanAmerican-nigstoredAvearsFasey NipperasaturnedoutInediscoverycadeadT,,rkeyVuattreneartheaccidentsite andsunsequentDNA:asksshowesInatthe Nipasaswinghadfailedbecau:Ltsoraninflightsea.ssaiwiththehirdIrememberasthe smefist-sussingtisinctdenIwithourChtet Eaaineer,FrancesDooatdsonanavasUoth 'eathat,beatinginmindtheageofsomeca theseau-crassIImighton*srththinkingabout askingownerstoTakeacloseloosatsome

of[heprimarystructuralcomponents.This especiallyastheone-pieceNippermainplane isessentiallyattachedtotoefuselaoehy two5116indiameterboltsFrancisdelsome sumsatthetimethoughand,eventaking intoconsiderationthefactthattheNipperis anacrobatictype,themachines'quitelight maximumall-upweight(340kg17(18I5)actually meantthatthesehogsenjoyafairlylarge reserveofstrength.

Whenthevulturewasfoundthefocus ofattentionlifted.althoughtheeventhas inlluencedourthinkingwithregardtothe incorporationofTailoredMaintenance Schedules..Isaidearlierasyouwill recall,thatruleswereoftenassociatedwith somebody'suntimelyend.Anyway.enter stageleftLAA'erandnewownerofaNipper RobertRipley

Robert.havingreadthestoryofthewing failure,decidedtoinspectthewingboltson hismachineand,norlikingthelookofthem (especiallytheareaaroundtheOolt'shead, whichlookedcracked),decidedtogetsome newboltsThisturnedouttobeguilean expensiveprocessastheboltsthemselves aremadefromprettyhightensilesteel(5154) and,beingaboutelevenincheslong.are farfromoff-the-shelfitems.Mindyou.we're talkingprimarywingtofuselageconnection

heresotheindividualcomponentpricewasn't highinRobert'smind.tdon'tblamehim

Here'swhereIhavetoeatsomehumble pie.Robertsentthesuspectbolttoushere atTurwestonand,whilstwecouldseewhy Robertwantedtochangethebolt-there wasaclearridgerightroundtheshaltnear thehead-adyepenetranttestdidn'tshow acrack.Robertdidn'tbelievethisandsent theboltofftoalabwheretheycryogenically pulledtheheadoffYoucanseefromthe attacoedpicturesthatthiscomponenthad beencrackedforquitesometimewhichjust showsyou,horsesforcourses,dyepenetrant testingwasn'ttherightNDTtesttechniqueto useinthisparticularcircumstance.

We'vesubsequentlyaskedallNipper ownerstoremovetheirmainwingbolts(or.in somecases,tie-rods)tocheckforcracksjust incase.We'vetakenacloserlookatRobert's aircraft'shistoryandweknowthatthesebolts werechangedduringacompleterebuildin 1992AsI'veexplainedearlier,thesebolts enjoyaquitelargesafetyfactorand,asyou cansee,[hereisnoevidenceatalloffatigue inthefailedpartsowe'requitemystifiedasto thereasonforthecrack.I'vediscussedthis alittleunderthepictures

Asmanyofouraircraftarebecomingrather geriatric.itsessentialthatwebuilddeep

inspectionsintoourTailoredMaintenance SchedulesWelldonetoRobertfordoingthis onhismachineyouneverknow,hecould havesavedsomebody'sbacon!

SPITFIREMK.26

STRUCTUREFAILUREATLOWER RUDDERHINGE

LAAInspector,PhilHall,poppedintothe officehereatTurwestonacoupleofdays agowithagreatbig(andinfairness,fairly usual)smile

"I'llsendyouapictureasproofbutI'vejust foundascrewdriverlurkinginthebackofa Mk.26Spitfire..butthat'snotall"

Iwaited,wonderingwhyPhillookedlike thecatthathadjustpinchedthecream,for himtorevealall.guessingthathe'dhada goodspot.Sureenough,Phi)explainedthat he'dnoticedduringaroutineinspectionthat thepainthadcomeoffacoupleofrivetsat thebackofaSupermarineSpitfireMk.26. Thisparticularaircrafthadonlycompleted aboutseventeenhours,sonaturallyhetook acloserlook.

Asyoucanseefromtheattachedpictures, itwasworththelook,asthestructureof thefinnearthelowerrudderhingehas beencompromised.Commentingon thephotographs,FrancisDonaldson

Spottheerror!Ireceiveapicturelikethisatleastonceayear—noticethe screw-driverrightnexttotheelevatorbelcrank.Onethingthatyouwillnotice immediatelyaboutanyaircraftfitteristhatthey'llgointomelt-downifthey findatoolmissingfromtheircollection,whichiswhyyoumustn'tjustpinch one,evenforaminute,withoutcheckingfirst.Ilostagoodfriend(andmentor) becauseofasimilaroversightbyanengineer.ThankstoInspectorPhilHall forsendingthisexampleintous. (Photo.PhilHall)

AnothergoodspotbyLAAInspector,PhilHall.Hespotted thepaintdamagetotheserivetheadsanddecided,wisely, totakeacloserlook.Certainly,thisMk.26Spitfire'slower finstructurehasbeensignificantlydamagedbutwe're notsurewhy.Theimmediatelessonisthatif,duringan inspection,youseeanythingunusual,checkoutwhat's goingon! (PhotoPhilHall)

Here'sapictureofaChipmunkundergoingbothanAnnualcheck(maintenance)andan AnnualPermitRenewal(inspection).Notice,allthepanelsareoffandtheaircraftisupon trestles.ThisisaparticularlybigAnnual(athreeyearly)andtheTechnicalManagerofthis particularChipmunkgroup,LAA'erNigelGibson,hasremovedtheundercarriagelegs toreplacetherubbersuspensionblocks.Noticealsothatcylinders2,3and4havebeen removedtoestablishwhatwascausingalossofcompression.Thisaircraftisbackflying againhavinghadasetofnewpistons-moreaboutwhyinnextmonth'sSafetySpot.

(Photo.MalcolmMcBride)

observedthatwhatseemstohavehappened isthatthetailwheelsteeringarm,mounted atthebottomoftheruddersparatthepoint wherethebottomhingeisfitted,hadbeen wrenchedbackonthestarboardside,and thishasdamagedtheruddersparinthat areaandmadethebottomhingeloose.

Howhadthetailwheelsteeringbeen wrenched?We'llneverknowforsureof course,maybefromaground-loopor perhapsjustfrompushingtheaircraft backwardsandthetailwheelsuddenly slammingagainstfulllockasitattempted tocaster.

Perhapsthepilot,notblessedwith particularlygoodforwardviewonthe 26,mayhavetaxiedpastsomesortof obstructionatsometimewhichcaughton theprojectingtailwheelsteeringarm.

Twoexcellentspotsduringoneinspection, welldonePhil.Itjustgoestoshow,ifyou spotevenasmallthingthat'soutofsorts.., lookmoreclosely-asanaircraftownerit's farbettertoshowaproblemtoaninspector thanbeshownonebyaninspector;they mightnotsmileasmuchbut,inside,they'll befeelinghappier FairWinds.in

TheadminstaffhereatLAAHOaregetting quiteusedtoopening,asoneperson described,horriblesmellyparcelsdestined formydesk.Here'sapictureofthecontents ofonepacketIreceivedfromLAAInspector, PaulJenkins,acoupleofweeksago.Paul writes,"Normallythispipecontainsfuelat theelectricpumppressureofabout4psig. Oneoftheaircraft'scurrentowners,Paul Horth,wascarryingoutroutinemaintenance withacowlingofftheotherday,whenhe noticedtohisalarmajetoffuelsquirtingout ontothehangarfloor!Itcamefromthispipe atapointwhereitentersthefirewall.You'll seethatthepipehasdeterioratedmarkedly overtheyears.Paulhascutawaythecloth braidattheleakagepoint,andifyouflexthe pipe,thecracksinthebasematerialarevery evident.Therewasalsoafailureattheunion endasPauldismantleditAtthistimewe believethatthepipehasbeeninpositionfor approachingnineyearsandabout 550hours".

Onelessonhereisthatnothinglasts forever... (PhotoMalcolmMcBride)

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LAAFREELANDINGSFORMAY2014

VOUCHERMUSTBEPRESENTEDTOOBTAINFREEORREDUCELANDINGFEE

THISEX-RAFAIRFIELDOPENED in1942asatrainingfacility.Awell-maintainedrunwayandverysmartclubhousesetamongsttherural sceneryofNorthumberlandmakesEshottagooddestination.Nowequippedwithbothhardandgrassrunways,itslocationisnearthe breathtakingcoastlineandclosetotheNationalPark,sotherearegreatviewsaplentybeenjoyed.PleasecallforPPRbeforeleavingyour base.Avgasormogasavailablebyarrangement,sopleasevisitthewebsiteat wwweshottairlield.co.uk tobookforfuel.Radiois122.850.

ANOTHERGREATDESTINATION, astheflightdowngetsbetterthefurtheryougo.bothcoastsmergingwithsuperbviews.Anew terminalbuildinghasrecentlybeenbuilt.TheenthusiasticAirportManagerChrisPearsonandhisteamwillmakeyouwelcomeatthisLAA friendlylocation,LocalattractionsincludeTheLand'sEndExperienceandgreatcoastalwalksandbeaches.Theairportisagoodstopoff beforevisitingtheIslesofScilly,anotherlovelyplacetovisitforadayorweekend.PleasePPRandtakeahigh-visjacket.Airfieldisprone tochangeableweather.AvgasandJetAlavailable.Toweris120.250.AdviseacalltoNewquayon133.400andCuldrose134.050onthe waydown.

SETINTHEHEART oftheMidlands,Leicesterisideallylocatedforadaytriporasabasefortouringaroundthecountry.Radiois122.125. AvgasandJetAlavailable.Restaurantavailablefordrinksandbarmeals.Ifyoufancyanaerobaticflightwithaninstructor,aSlingsbyis availablefor40-minutetrainingflights.VisitthelocalJewryWallMuseum.TheGuildhall,AbbeyPumpingStationortheGrandUnioncanal, whichpassesthroughthecity.

TWOPLACESTOEAT, ThePilotHubandthePropellerCafé,providegoodreasonstovisitthisdelightfulaerodrome.Callinforasocialvisit, ameeting,orifyouareonthewaytoFrance,totakeonavgasorJetAl.PleasePPR.GrassrunwaysinbothEast-WestandNorth-South directions.Bewarehelicopteroperationsanddowndrafts.KeepclearofthelocalhospitalandSouthNuttield.ATIS125.300.Toweris119.600 High-visjacketonmanoeuvringareaplease.

SKYARROW6501:G-GULP.Built2001. Rotax914Turbo.Hoffmanc/spropeller. Probablythebestexampleofthetypein theUK.Garmin430.Skymap111,Garmin Transponder.VORNav,artificialhorizon.Alwayshangared.PermittoAugust2014and allMDsdone.Only205hrsTTAFE.£32500. Tel:SteveMarriott01668216438oremail smarrioftPlycos.com

TIPSYNIPPERMK1.Airframe363hours. AcroVWengine13hours.Newwing.Completerebuild2010.Aerobatic,agile.amiable.Permitfor12months.912.500..Tel Clive01424844427orJack10435813554.

DH82ATIGERMOTHG-AOZH.CofAto June2014.BasedSwindon,Overhauled Invincibleprop.Rollason-builtengine,RAF yellowwithbigroundels.720Dittelradio. sameowner12years.Largerearwindscreen.Lynxheadset/intercom.Some sparesincludingfullyoverhauledmagneto. Manypicturesonline.£55,00007771570745ortigermothflight@aotcom

JODELAMBASSADEUR2+2.Permit aircraftbasednearManchester.VGC.Includesradio,transponder,intercom,and updatedSkymap1110.TFAirframe3115. Engine2059,sinceTOH60.Sensibleoffers invited.Furtherinformation01829732334.

L18CUBG-AMEN.BasedPopham.One fifthshare.PhotosonGINFOandGoogle. PermituntilMarch2015Batterypowered Icomandtransponder.2500hoursapprox. Airframerefurbishedovertwoyearsago. Replacement090engine.under100hours sinceoverhaul.£60permonth.£45perhour wet.£4,500share.Vic07880546543or vicpipercub@hotmail.com

RUTANLONG-EZ.TFAF320hours.0235-L2C20hourssinceprofessionalrebuild. PermittoJune2014.Electricstart.Wilhelmsonnoselift,covers,Narco12Dnav/com, transponder,strobes/naylights.Offersinvited.BasedPrestwick.Phone01563540510.

W10WITTMANTAILWINDG-CEJE.LycomingEngine0-320-D3G160HP.Permitto 29.9.2014.Radioandtransponder.Strobes. AvailableJune,235.000ono.01642454973 After6pm.

VAN'SRV6.1997build.150hp.lowhours, newpermit.Highspeed.aerobatic.Analogue instruments.slidingcanopy.excellentcondition.£46.000.07500962217.

EUROPACLASSICMONOPLANE.Airframe andengine443hours.PermittoAugust 2014.Damagedpropeller.Forfullinfo,price andpicturese-mailfrankm@clara.net

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Err.

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RV71/5GROUPshareavailable.Adelightful,wellmaintainedRVT180HP.NewannualandzerotimeCSpropeller2014.570 hoursfromnew.Re-painted2014.Midlands basedatBidford.Ownhanger,Garmin, andsparesInventory.Friendlyandwellrun establishedgroup.Booking:e-allocator. E16.000.Trainingprovided.07446119234.

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VAN'SRV-6.Onesixthshare.Based Gloucester.G-GDRV.280month.E75hr/ wet.Friendlygroup.greatavailabilityLycoming160hp.Autopilot.TrigModeS.Skymap GPS.Airframe1400hrs.engine1120hrs. Noworkdue.£7,995.westerhuis@hotmail. com07960459183.

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QUARTERSHAREPIPERSUPERCUB (L180)basedonaprivatestripbetween Leics.andNobly'nearA46.Professionally maintained.E70permonth,E55perhour wet.Tailwheeltimerequired.Cheapflying.Greatavailability.£5500ovno.07986 291026.

SHAREINPOPHAMFLYINGGROUPavailable.PiperVagabond.WassmerandRobin. 21850tojoin.275permonthandE42(Vagabond)or£80(others)perhourwet.Andrew Tel:01256819909.Emailacam@talktalk.net 1/4SHAREin1946Auster5J/2G-BEAH based/hangeredEly,E50pm£40phwet.C90 electricstarl.newpermittoApril/May2015, picsonG-INFO,E3,750.andrewbutterworth live.co.ukor01284760923.

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AndyMauskie

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NEEDTOCLEAROUT?GoodhomeofferedtoalloldEAA/PFAetc.magazines, aviationbooksandespeciallyaircraftplans. Happytocoverpostagecosts.PleasecontactCraigon07726104788.

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ionun.

IwasaLondonBusdriverfora A-52numberofyears,butalmostMirty yearsagoItookaplumber'scourse andchangedcareersInowhavebeenaselfEmployedtoemannandforquiteafewyears

klowdidyougetHum;HAAT)

Iwasn'tanaeromodeller,norevenhad muchofaninterestinaviationatallasa youngster.WhenIwaswithLondonTransport IlearnedoftheirFlyingClubatFairoaksand theideaoflearningtoflyappealed.Having madeenquiriesthough,IsoonrealisedIwas notgoingtobeabletoafforditsotheidea wentontothehackburner

Thenin1995Isawanadverttrithelocal paperfortriallessonsfor£45anddecided togiveitago.ItturnedouttobewithwellknownlocalinstructorJimStevens,whoal thattimeranMedwayFlightTrainingfrom FarthingCornerairstrio.nearRochester.FC isverymuchanLAAairstripsoIdiscovered theAssociationprettywellfromdayoneof learningtoMyIlearnedonPiperCubsover atwoyearpentadinthetypical'pay-as-yougo.manner.

Didyengelsits:AAigiCi.:;fr Ne.Iwasntinthepositiontoinvestinan aeroplaneoutrightandtherewerenaanysuitable groupslocally.IrentedaRallyeandaRobinfrom Rochestermainly.butwnensomebodystarted theRobinwiththethroklewideopenanditran intotheRallye,bothofmyregularmountswere writtenoffinonefellswoop!

IthenflewtheC172sandAA5so[Cabair,who werethenalsobasedatRochester.anddid someflyingintheRobinsalHeadcorn,butitwas allgettingrathertooexpensiveandIwasstarkng todo[essandlessflying.

FatethenintervenedandIwasofferedaquarter shareintheLuscombeGtupthatoperatesout oiFarthingCorner.Thatwasin2001,Isnapped uptheofferandhavebeenamemberofthe groupeversince.Wearenowdowntothree membersandhaveadifferentLuscombe,butwe ateahappyhunchwhogelonwell.

What:sobeCAgogbovitiririkk?

Ihaveabitofacompektivestreakandhave

"Whensomebody startedtheRobin withthethrottle wideopenandit ranintotheRallye, bothofmyregular mountswere writtenoffinonefeH swoop!"

atthestripwhowillhelpoutwhenrequired, pluswehaveahelpfulandknowledgeable LAAInspector,AlanBenneft-Turner.

Followinganunfortunatemishap,our previouskuscombewaswrittenoffbutwe boughtareplacementlastyear.Wehave beenpolishingtheunpaintedsurfacesand intendbringingitbacktoasnearoriginalas weareable.

IstillhaveaUKPPLbutmightconsider gettingankASAPPLsothatafterApril2015 IwillbeabletoflyEASAaircraftshouldIwish todoso.I'mnotarabidtypecollectorbutI aminterestedinflyingdifferentaircraftand havehiredaC172ontheoddoccasionIwant totakemorethanonepersonflyingwithme.

Enjoyit!Flyingisescapismfrom[hetrials andtribulationoflife,itinvolvestotalmental commitmentsoyoureallydoleaveyour troublesontheground.

competedintheTopNaycompetitionafew times,andIliketheoddspotlanding.Ifthe opportunityarose.I'dliketohaveagoat aerobatics.GenerallythoughI'iketovisit fly-ins,usuallywithruneoftheothergroup members,orperhapslakemypartnerFran outsomewherenicefortheday.Fortunately shedoesn'tmindflyingandtoleratesmykeen interestin

Wedooccasionallycross[heChannel: France,BelgiumandSwiteenandhaveallbeen destinationsandIamhopingtovisitGermany thissummer.

Yes.Ihavedonesomoreorlessfromthe start.Thegroupisaprettymixedbagwith onememberwhomini-remotelymechanicaly minded,butmakesameancupoftea andanotherwhoisverycapablebutisa verybusydoctor.Unfortunatelythefourth member,whohasleft,wascurchiefspannermansothemantlehasfallenrathermoresin myshouldersoflateThat'snotaproblem thoughasIenjoyfettlingWearefortunate innameacapablebandofLAAmembers

PartofmycompetitivenaturemeansI regularlyflywithoutaGPSsoIcankeepmy nayskillshonedI'dcertainlyrecommend newpilotsbuildtheirnavigationalskillsrather thanrelytotallyonGPSAndfinallytakeheed oftheweather.Mostofusgetcaughtout inonewayoranother:mymosl'Interesting' experiencewasalow-levelrunintoDieppe, notouroriginaldestinationwhichwasan oldfavouriteBagnolesWeneverdidgetto Bagnolesthatweekend.

Thoughliketryingdifferentaeroplanes. I'vehadagointheHarvardatKissimmee, tookthereinsofanAN-2thatcameintoa LuscombeFly-inonce.andevenhadatrial lessoninaRooinsonR22,onthewnoleI'm happywhereIamreally Wehaveagoodgroup,anicevintage aeroplaneandbecauseitisonaPermit andthecostsaresharedby[Meepeople. affordability.Ienjoythesocialsideof theLAAtoo.notJust[heKentStrutof whichIsomenowfoundmyselfonme committeebutalsothemanyfriendsand acquaintancesInavemetalongtheway TheLAAdefinitelyworksforme

LOOKFORWARD ANDGETSTUCKIN!

ByPhilipHall

efavouriteobservationofagood friendofmine is that,"Nostalgiaisthe ritishdisease."Itwouldbefairtosay thatwealltendtolooktothepastwithrosetintedspectacles,thoselongsummerschool holidaysfullofendlesssunshine,brilliant blueskiesandicecream.Itwouldbemore accuratetorememberthatthereweremany wetafternoonsspentcountingtheraindrops fromthebedroomwindow.Incommonwith thisthinking.theGAcommunitytendstolook backtogoldendayswhenfuelwasjustafew penceagallonandlandingfeesatGatwick wereamerefiveshillings!

Iwasrecentlyin(aterttospeakattheYouthin Aviationannualconference.organise:Iby:he YouthandEducationSupportStrut(YES)and heldattheveneraoleBrooa:andsNauseam, famedasthebirthplaceofEntishavianonand motorsport.Nowyoumayhavethoughtthat thiswastoepedecrvenuetolookbackatthe goonolddays.buinoihingcouldhefurther trornthetruth.OvertheyearsIhavebeento manymeetingsandforumsandIhavelearnt tlkittheattendeestendtofailintooneoftwo oategohes,1hosethat(alkandthosethatdo. Iwaspleasantlysurprisedtuseethat.whilst therewasobviouslyquiteabitoftalkinggoing en.theconap(encewasreallyverymuchabout aettindthingsdone.

ThevariousBuild-a-Plane:projectshave reallytakenoffOfvoupardontheouna withlotsofschoasandfurtherfedi:a:alien ecalegesHilerestedintheconcept.What reallyimpressedmewashowtheseprojects

integ(atedintothewidereducational curriculum,introducing(hestuden(sto skassuchasfinancta,p:ang:ngandproject managementAirexperiencewasanother strongtopicduringthedayandthetraditional youthassociationssuchastheScoutsand Cadetswerewell-representedIcameaway withthedstinct.mpressionthatthere'NHS certainlysopeforthefuta(eofGA,especyally .nengineeringterms.

Ifwearetoprogressasanassoo.ation indeedasaflyingcommunity!tisextreme:y importanttnatwesupport[neseandsimiLar initiativesandpernaosevenI1(inkupsome newonesofourownWhilstwesnouldn't ignorethelessonsfromourhistory,there,s lit(lepointinlong!ngfordaysgeneby:aistime tostoptalking,lookforwardanddetstuckin! Onthesubjectofgettingstuckin I spent theWednesdaybeforeEasterattheexcadlent GASCoDitchingandSeaSurvivalSeminar al lheRNLICollege.nPoole,withtheseminar bropenintotheoreticalandpractica:sessions Gettingdroppedinwouldbeamoreaccurate descriptionas14poten(ialditchingcandidates weresubjectedtowaves,wind,rain,even Mende(andlightning-andthatwasbefore [icyturnedHelights01(Icertainlyrealised howhardsurvivalwouldbewithouttheproper equipmentandmoseimportantly.knowing hewtouseitIfyouregularlyflyoverwaterthis typeofcourseisanabsolutemusTandgetting yoursurvivalequipmentservicedreguladyis essentraLalterall,•yourlifeandthoseofyour friendsandfarplymaydependonit