SINGLE SEATERS

Budget flying

Brian Hope and Clive Davidson look at low cost single-seaters and the joy they can bring…

As we celebrate the Association’s 75th anniversary, it is natural that we consider some of the aeroplanes which members have built and enjoyed over those seven-plus decades. Of course, in the early days the Air

Registration Board, which initially only very begrudgingly allowed us to build anything at all, permitted only single-seat ultralight types, which undoubtedly spawned a number of suitable designs over the ensuing years. When it became possible to build two-seaters, one of the principal problems was the lack of suitable engines, high purchase tax rates making them very expensive to ship in from the US. As Britain moved out of post-war austerity the two-seater, seen by most as a more practical machine, outgrew the single-seaters in popularity. However, although something of a niche market these days, they continue to have a following and new types do occasionally become available. For those on a tight budget, a single-seater may well make the difference between flying, or taking up tiddlywinks, so don’t be too fast in discarding what can certainly be an affordable entry into aircraft ownership – and a lot of fun! The earlier types in particular, with

VW or Rotax two-stroke engines, can be bought and maintained for what is in aviation terms, a very affordable amount of money – a set of four VW barrels, and pistons costs less than the typical aero engine’s set of spark plugs for instance. So, let’s take a look at some of the bargain bucket single-seat machines that have formed part of the LAA fleet over the years. Most were built in tens at best, not hundreds, but there are undoubtedly many languishing in barns and sheds, no longer loved and possibly available for the asking at not a lot of money. My advice, if you are serious about doing some investigations about the possibility of acquiring a budget single-seater, and you don’t mind getting your hands dirty learning how to bring it back to flying condition, is to join your local

Strut, and also get in touch with LAA members at local airfields and strips. They are the people who will know what’s out there and you will almost certainly make the acquaintance of members who know the ropes when it comes to VW and two-stroke Rotax engines. I’ve said it before, I know, but the LAA is a self-help organisation, it provides a variety of routes to enable you to fly affordably, but you have to put in some effort if you want to make things happen. Another piece of worthwhile advice is not to take book figures at face value. Useful loads in lightweight single seaters can be tight, so check a particular aircraft’s weight and balance to make sure you are not too heavy for it. Empty weights of aircraft are generally heavier than manufacturer’s quoted figures. You may need to join Weight Watchers! When we first get into owning an aircraft, most of us are wet behind the ears so take a knowledgeable friend or, better still, an LAA Inspector to look at anything you may consider buying. If it’s a bit tired and tatty, that doesn’t mean it’s a non-starter – literally or metaphorically speaking – but knowing it’s likely pitfalls before you part with your cash gives you bargaining power that might still make it a viable proposition.

Duplicate checks

How much can you expect to pay? Well, I would be surprised if any of the aircraft listed, other than a Colibri or a Nipper, reached £10K in very tidy condition with a Permit. Some, Turbs and D9s may make £8K. If it’s tired, sad and unused in a barn somewhere, then considerably less. Most of the rest will be around £3K-£5k in running order. These are ballpark figures based on typical sales but I have known of aircraft being given away just to get rid of them, and there are undoubtedly particularly nice examples of all types that fetch above the norm. Just don’t pay a lot of money for an aeroplane that needs a lot of work! Whether you buy something that needs work or not, I say again, seek help from knowledgeable members; you’ll make friends, learn a lot and will save a fortune, one way and another. And don’t house your new acquisition at a strip or airfield if it needs work before it is ready to fly. Take it home, or to a mate’s place, so you aren’t haemorrhaging money on hangar rent. And finally, before I keep going for another three pages, when the aircraft is ready to fly, let an experienced pilot of the type take it aloft for the first time as he will be able to quickly assess if everything is as it should be. Let’s take a look at what you may find available.

The Luton Minor

The Luton L.A.4 Minor has a parasol wing and was designed by C H Latimer-Needham specifically to appeal to homebuilders, and first flew in 1937. Arthur W J G Ord-Hume collaborated with Latimer-Needham after the war and the design was improved to become the L.A.4A and enjoyed a fair degree of success There are still a number flying, most using the VW Beetle, although in the dim and distant past they used such as the pre-war JAP J99 and Bristol Cherub flat twin engines. There is certainly still one extant with a J99, but a VW is a far less expensive engine to keep running. Length: 20ft 9in (6.32m) Wingspan: 25ft 0in (7.62m) Wing area: 125 sq ft (11.6m2) Empty weight: 390lb (177kg) Gross weight: 627lb (284kg) Powerplant: VW Conversion Approx cruise: 70mph Below Luton Minor Photo: Anthony Noble

Below right Jodel D9 Bébé Photo: Neil Wilson

The Turbulent

Pretty well the first post-war design available for UK builders was the Druine Turbulent, the plans for which were sold by the Association following one of the leading lights, Harold Best-Devereaux, travelling to France to test fly the aircraft and arrange an agreement with designer Roger Druine. This cantilever low wing monoplane has stood the test of time and is still in use by the Tiger Club display team. Rollasons Aircraft and Engines built 31 examples from 1957 and the type was also popular with homebuilders. Length: 17ft 4.5in (5.30m) Wingspan: 21ft 5in (6.53m) Empty weight: 349lb (158kg) Gross weight: 620lb (281kg) Powerplant: VW conversion Approx cruise: 80mph Below Turbulant Photo: Neil Wilson

Right Taylor Monoplane4 Photo: Neil Wilson Jodel D9 Bébé

The D9 Bébé was the first successful design for Jean Delemontez and Edouard Joly and first flew in 1948. Popular with French homebuilders, only a relatively small number were built in the UK compared to the Turbulent and the British Taylor Monoplane. The D9 is the grandaddy of the many two-seat and larger Jodel variants, all of which feature the trademark cantilever cranked wing but in the PtF world, the two-seaters have enjoyed significantly more success as factory-built aircraft. That’s a shame because, if you can find one, the D9 is a very nice little machine. JodelAircraft@groups.io Length: 5.45m (17 ft 11in) Wingspan: 7.00m (23ft 0in) Wing area: 9.0 m2 (97 sq ft) Empty weight: 162kg (357lb) Gross weight: 272kg (600lb) Powerplant: VW conversion Approx cruise: 80mph

Taylor Monoplane

The most popular of the pioneers was the Taylor Monoplane. Designed by John Taylor to be built in a single car garage, he in fact built the prototype in the lounge of his first-floor flat. The prototype flew with a JAP J99 in 1959 but was soon modified for the VW. It was the first post-war British design made available to builders. TaylorTitch.co.uk Length: 15ft 0in (4.57m) Wingspan: 21ft 0in (6.40m) Wing area: 76 sq ft (7.06 m2) Empty weight: 410lb (186kg) Powerplant: VW conversion Approx cruise: 100mph

Brügger Colibri

Swiss designer Max Brügger’s MB-2 Colibri first flew in 1970 and proved a popular plans-build project at home and abroad. A number have been built in the UK, their roomy blown canopy and general design presenting a relatively modern appearance. In 1977 Max flew an MB-3 all metal example but none have been built in the UK. Length: 4.80m (15ft 9in) Wingspan: 6.00m (19ft 8in) Wing area: 8.20 m2 (88.3 sq ft) Empty weight: 215kg (474lb) Max take-off weight: 330kg (728lb) Approx cruise: 100mph

Evans VP1

The Voksplane VP1 was designed in the US by aeronautical engineer William ‘Bud’ Evans, although, no disrespect intended, it looks like it could have come off the drawing board of a cartoonist. However, in its own way it is actually very clever as it was designed to be very simple to build, very minimalist and boxy so that the non-craftsman could build one relatively easily. The prototype first flew in 1968 and over 6,000 sets of plans have been sold worldwide – so simple certainly has appeal. Here in the UK it was also popular with a reasonable number being completed. evansvolksplane.com Length: 18ft 0in (5.49m) Wingspan: 24ft 0in (7.32m) Wing area: 100 sq ft (9.3 m2) Empty weight: 440lb (200kg)

Above Brügger Colibri Photo: Neil Wilson

Below Evans VP1 Photo: Neil Wilson

Max take-off weight: 750lb (340kg) Approx cruise: 70mph

Clutton FRED

Designer of FRED, the Flying Runabout Experimental Design, schoolteacher Eric Clutton, took a similar path to Bud Evans, in that he designed the aircraft to be simple to construct, but also with foldable wings, so it could be towed to and from the airfield, thus saving hangarage. In reality, foldable aircraft tend to be kept at an airfield anyway, and usually rigged, but the ability to take it home for maintenance or repair off season is certainly useful. First flight was in 1963 and initially the aircraft was powered by a Triumph 500cc twin with a chain reduction drive. This was soon replaced by a VW. https://cluttonfred.info Length: 17ft 0in (5.18m) Wingspan: 22ft 6in (6.86m) Empty weight: 533lb (242kg) Gross weight: 773lb (351kg) Approx cruise: 60mph Above FRED Photo: Dave Marshall

below Tipsy Nipper Photo: Nigel Hitchman Tipsy Nipper

The Tipsy Nipper is unique in this list or aircraft in that it is aerobatic. Designed by Belgian Ernest Oscar Tips of Avions Fairey, it features a steel tube fuselage and rudder with a wooden wing and tailplane, and first flew in 1957. Around 110 were factory built, including 32 by Slingsby Sailplanes in the UK, and perhaps 100 kits were also sold, mostly by Fairey in Belgium. Many pilots have been introduced to aerobatics via the very affordable Nipper over the years. www.tipsynipper.com Length: 4.5m (14ft 9in) Wingspan: 5.99m (19ft 8in) Empty weight: 299kg (659lb) Powerplant: Stark Starmo VW conversion Approx cruise: 90mph

Whittaker MW5, MW6 and MW7

Mike Whittaker’s family of aircraft were all designed in the 1980s around the Rotax 477 and 503 twin cylinder two-stroke engines, the five being a microlight singleseater, the MW6 a microlight two-seater, and the MW7 a light aircraft due to its reduced wing area and higher stall speed. Construction is mainly of aluminium tube, fabric covered. The MW5 is now operated as an SSDR (Single Seat Deregulated) microlight, and if modified as a single-seater, so too can the MW6 be. The MW7 remains a light aircraft but is an eminently affordable machine to buy and operate. The aircraft have been quite popular over the years and a number of MW5s have been factory built. Specs are for the MW5. www.mwclub.org Wingspan: 8.54m (28ft 0in) Wing area: 11.2 m2 (121 sq ft) Empty weight: 145kg (320lb) Gross weight: 285kg (628lb) Powerplant: Rotax 447 twin cylinder, 40hp. Approx cruise: 60mph

TEAM Minimax

The Minimax first flew in 1984 and was sold as a kit or plans. It was popular in the UK with more than 70 being built and an active club supported builders. The aircraft itself is a wooden structure with a fabric covering and can be built as an open or closed cockpit. The wings are demountable so the aircraft can be trailered. Engine of choice is generally the Rotax 447 40hp or 503 50hp two-stroke. This microlight category aircraft is now an SSDR, so can be operated very inexpensively. www.teammini-max.com Length: 16ft 0in (4.88m) Wingspan: 26ft 6in (8.08m) Wing area: 118 sq ft (11.0 m2) Empty weight: 400lb (181kg) Gross weight: 700lb (318kg) Powerplant: Rotax 503 twin cylinder, 50 hp (37 kW) two-stroke.

Above Whittaker Photo: Alan D R Brown

Below TEAM Minimax Photo: Neil Wilson Approx cruise: 75mph

Like all SSDRs, the Minimax and the MW5 (and MW6 if it is operated as a single-seat SSDR) are no longer considered as part of the LAA or BMAA fleets and do not require an annual Permit to Fly. However, if you skimp on maintenance and thorough inspections, don’t be surprised if something goes wrong. You would be very wise to have your aircraft receive a thorough check each year by a suitably experienced person, even if you are yourself, a qualified engineer – two pairs of eyes are better than one. Have fun and be safe.

Flying single-seaters…

By Clive Davidson

During the winter before I started to learn to fly, I bought a book on homebuilt aircraft so that I had some idea of the type of aircraft that I might be able to afford, once I had my licence. The aircraft were mostly two-seaters but several single-seaters caught my eye, and one made me laugh out loud in near disbelief! That was the Tipsy Nipper and my uncharitable thought: ‘...who on Earth would fly one of those?’, came back with total clarity five years later. Within that time, I had gained a PPL, and had become a member of the Wasp

Flying Group at Panshanger, with our orange and black Auster. I had also managed to log my target of an hour a week for three years to have the then required 150 hours’ P1 to start my

IMC rating at RFC Bourne and go on to become an AFI and QFI at Elstree, as well having the aerobatic restriction removed. By now I had a wider understanding and involvement of light aviation and as

Ron Mitcham had now hangared his red and white VW-powered Tipsy Nipper in the hangar, I had to have a gander. Not only did I have a look at it, but I met Ron who, with great enthusiasm, showed me his pride and joy. When he had completed his narrative of how he had to come to the inescapable conclusion as to why he had decided to track one down, he paused and asked, “Would you like a go?” My derogatory comment rushed back to me, but I looked down at the open cockpit canopy, raised my head to look at him and with a smile said that I would be delighted! I was soon sitting in the snug cockpit, strapped in comfortably with elbows in the wing roots and sufficient room for a headset to clear the large Perspex canopy. The one thing I do remember from his briefing was that it was both a high-lift wing, but also a high-drag wing, and that on the final approach to land I should carry some power and not get slow as she will sink with a high rate of descent. This was to be my first singleseater and this ‘baptism’ was to prove an absolute gift and a changer of my outlook. As always caution held sway, it’s a simple machine with few checks to do, but each vital. I had great fun getting aloft, and climbing out of the circuit I reminded myself never to judge a book by its cover, as this was both entertaining and a very practical, inexpensive means of flying. Having left the circuit and banking rolling from side to side, stalling and visiting a few local spots, I returned, joining deadside. All checks carried out, and turning onto final, all was well. But from having a standard approach picture with the nose slightly to one side to offset the crosswind, reduced power and pulled the carb heat on, I have to admit to losing the plot. I should have carried more power to counter the drag of the wing and the low inertia of this lightweight machine at a slow approach speed. The threshold was slowly making its way up the windscreen as I sank further and further below the glide path. Yes, I had been feeding in more power with each supposed correction reducing my rate of sink, but too little and too late. It didn’t quite happen that the trees on the undershoot masked my intended touch down point, but I had to respond finally by adding full power to arrest the far too premature descent and fly level. I avoided the tree tops and the squawking, nesting birds, which could have quite easily become my neighbours, to fly over them and regain the full sight of the runway. The landing itself was fine, with the nosewheel held in the air as the mains touched. All well and good but I had learned a valuable lesson!

Engine problems… Sometime later, I was attempting to improve my aerobatics. I was at a sensible height, had chosen my field, in fact I had two parallel fields, both into wind, to put down should I have an engine problem. Well, I did have a problem, I had managed to stop the prop with a bit of negative ‘G’ while inverted, trying to give the manoeuvre, a Cuban, a better shape rather than letting the nose drop of its own accord when upside down. So, I pushed from inverted and the prop obliged by standing still. Oops! “No problem, I will restart it from a dive,” I thought. And dive I did, with great gusto towards my fields. But, and it is a rather big ‘but’, as the small prop and the relatively high compression VW resisted any more than one encouraging prop rotation, she was having none of it… and I was chucking height away at a prodigious rate. I chose the right-hand field of the two and shot off a Mayday. I was still a bit high and started to turn away but realised my mistake as that reserve of height was squandered just by turning away! Boy does this aircraft lose inertia and gain drag! My father for some inexplicable reason had impressed upon me from a very early age, never to stretch my glide. I came close to bruising that immutable law, but just made it over a hedge and into a very, very muddy field. I hauled the stick back as the ground rushed up to meet and grab the Nipper. The mains squelched in and the nosewheel leg compressed to the shortest possible size and stayed down. I am not claiming the shortest of landing runs for a fixed-wing aircraft, but the Nipper must have come astonishingly close! I got out and pulled the nosewheel up from its low stance. I thanked my lucky stars walking around the mud-bespattered airframe. I had learned another valuable lesson, little aeroplanes are not toys and need to be taken seriously. They lose energy very quickly, because they have such low mass, so make sure you don’t let the speed fall below best glide speed due to inattention. It has been many years since I have had the good fortune to fly a Nipper, but I have learned from mistakes and experience and taken on board the briefings and advice given by those who know a specific aeroplane. So, I hope some of you reading this article decide to search out some of the interesting and fun aeroplanes Brian has outlined above. But remember, these lightweight machines are not going to handle exactly like the larger two-seaters you are probably used to. Heed the advice of an LAA coach, an Instructor and owners of the same or similar types before you fly it. Build up your experience slowly, only flying in benign conditions initially, and they will all give you a huge smile every time you fly. Happy landings… from a good, stable approach of course. ■