The official magazine of the Aircraft Owner and Pilots Association www.aopa.co.uk

The Handley Page HP.137 has been a presence in the skies of the Farewellto an UK for over 50 years, but that era is now coming unsung to an end hero

VISIT THE ORKNEYS REVALIDATION POLICY DECISION-MAKING With travel being restricted, Nick Wilcock explains Part two of Carol Cooper's David Chambers still how to keep current during feature on how to ensure one managed to go on a tour the pandemic bad choice doesn't snowball

MAGAZINE 10.2020 FREE TO MEMBERS WWW.AOPA.CO.UK

03 CHAIRMAN'S MESSAGE GIVING THANKS EDITOR David Rawlings TO ALL HEROES [email protected] ACH YEAR we, as a nation, commemorate the ultimate sacrifice made by the people who fought and supported the fight in various roles, during ART EDITOR Dan Payne the Great and Second World Wars. This year we looked forward to the [email protected] E opportunities to celebrate the 75th anniversary of the end of the Second World War in Europe followed later in the year by that of the war in Japan and then, SUB EDITOR finally, the 80th anniversary of the turning point in our favour that was the Battle of Lucy Debenham Britain. The Great War saw the rapid evolution of powered manned flight for military purposes, which preceded the pioneering days of aviation during the inter-war CONTRIBUTORS period when intrepid aviators crossed oceans and continents. The Second World Pauline Vahey, John Walker, War brought about great strides in aviation and aerospace technology from which, George Done, Henry Simpson, until recently, we all benefitted. We were fortunate to be living in a peaceful and Richard Hawkin, Carol Cooper prosperous country, with the ability to fly to most places around the world. For that we continue to thank and remember those who established the foundations. I used to PUBLISHED BY wonder how people had coped with having their lives completely taken out of their AOPA UK hands, being drafted not only to fight but to work in factories and other places to 50a Cambridge Street, support the war effort, and for many being without the support of their loved ones. London, SW1V 4QQ Well, now we all know. +44 (0)20 7834 5631 Albeit, a different enemy and a different way of fighting it. I think we should be hopeful that the current situation will also bring about benefits. Those joining the ADVERTISING & SUBSCRIPTIONS fight this time include the scientists and technologists discovering new ways of bringing vaccines and tests to market, speedily and safely. We’ve all learnt new AOPA UK communication skills and also the importance of face-to-face communication. British Light Aviation Centre Everyone is adjusting to new ways of working where social well-being and health 50a Cambridge Street London, SW1V 4QQ are priorities. This includes the transport sector and as a consequence the aviation +44 (0)20 7834 5631 industry. The response to the COVID-19 pandemic has once again challenged the normal and, as we have learnt previously, this necessitates new technologies, new HEAD OF ADVERTISING ways of working and new behaviours, many of which can be used to good effect for David Impey our future recovery and growth. We’ve done it before. +44 (0)7742 605338 As I write, this week saw the 54th Annual General Meeting of the British Light Aviation Company Limited which trades as the Aircraft Owners and Pilots PRINTING Association. We started with a minute’s silence to remember Ian Marshall who Ruddocks died unexpectedly recently. His obituary, which follows in this magazine, has been 56 Great Northern Terrace, written by a long-time personal friend and flying buddy of Ian, Chris Royle. We Lincoln LN5 8HL also remembered long-time AOPA and Members’ Working Group member, Richard +44 (0)1522 529591 Warriner, who died in a flying accident in early August. Our condolences go to their www.ruddocks.co.uk families and friends.

As is the way with AGMs, it’s the opportunity for a change of faces on the board of © British Light Aviation Centre Ltd directors. This year, after just over ten years as a director Chris Royle has stepped AOPA is a member of the International down. I can’t tell you how long Chris has been a member of AOPA because it’s lost Council of Aircraft Owners and in the pre-digital age; in addition to being a director he also served as chairman Pilots Association. IAOPA of the Members’ Working Group for many years. We don’t lose Chris’s experience completely as he will continue to serve on the Executive Committee and represent AOPA on the Segrave Trophy nominations committee. Chris, thank you. •

Articles, photographs and news items from AOPA members and other readers are welcome. Please send to the Editor. Inclusion of material in AOPA Magazine cannot be guaranteed, however, and remains at the discretion of the Editor. Material for consideration for the Pauline Vahey December 2020 issue should be received Chairman, AOPA UK no later than 1 November 2020. [email protected]

October 2020 AOPA Aircraft Owner and Pilot 04 INSIDE THIS MONTH CONTENTS OCTOBER 2020

07

AOPA AFFAIRS WHERE ARE 07AOPA AFFAIRS AOPA's CEO Martin Robinson 18NEWS All the latest from the world of WE HEADING?to issues around taxation and VAT: the reply from government is, “We will have "There is currently a to wait and see.” And whilst the UK is WOULD just like to start saying they will not place additional by making it clear that the hiatus as people rush to requirements on our operations what we takes you through the latest from the DfT and government is responsible for General Aviation, including a new helicopter do not know is how Europe intends to I aviation policy, not the CAA. finish their EASA licences treat UK operators. We are also seeking The CAA is an independent regulator before the CAA can no answers to questions in respect of border which is required by law to recover its controls. We need to know what the rules the CAA including what's going to happen after costs from those it regulates and its longer issue them" will be as there is a need to educate that will break all the rules, more jobs at primary role is regulating safety. those who are affected by what the AOPA continues to engage with the this has a domino effect throughout changes may entail. DfT (government) and the CAA, both I have also raised with the CAA the GA on aircraft movements, fuel sales, of which have worked hard to deliver a maintenance etc. and therefore it’s issue of their charges and that we want solution for GA in respect of the COVID the UK leaves the EU and EASA. possible PPL courses will be affected in to work with the authority to seek areas Gloucestershire Airport and much more. pandemic. And GA has played its part terms of price. The PPL-training market that can help to reduce their costs to in complying with the requirements put relies on consumer confidence in the our members. I appreciate that this is a in place to protect the nation from the economy, so if unemployment continues difficult ask at this time, given the loss spread of the virus, although there have a to rise, we may see an impact on the of income the CAA is suffering from as been a few exceptions. a result of the downturn in the airline The next challenge is our exit from numbers in 2021/22. There is currently a hiatus as people rush to finish their EASA industry but we have started a process. EASA, and whilst questions have been The CAA is a good regulator – world- licences before the CAA can no longer asked about the impact of this, the issue them. However, there is another class in fact – but it’s expensive and we response is: prepare for the worst and issue which may have been overlooked, need to address this issue if we are to hope for the best – which is no way for which is that on leaving the EU we are no grow GA in the UK in the years ahead. businesses to plan. Slowly we are losing I will end by saying that we have longer EU citizens and with that goes the our professional flight-training industry automatic right to live and work in other witnessed an increase in the number and from 1 Jan 2021 the CAA will no EU states. Whilst the training of pilots in of airspace infringements and landing longer be able to issue EASA part-FCL the UK is world-class no one will seek a accidents; if you haven’t flown for a licences. As it stands today there is no UK licence where you cannot exchange it while please seek out an instructor and agreement on mutual recognition of with another state automatically. get checked out. Also take a look at the licences with the EU/EASA and it seems Where the PPL is ICAO Annex 1 GASCO website as it contains some that there is no solution forthcoming. compliant you still have international good advice in relation to safety. I would I have asked the CAA to continue flight privileges in an aircraft that meets encourage you, where possible, to send to pursue this option even when the the ICAO standards. Sub-ICAO licences these two organisations a small donation transition period comes to an end, or permit aircraft do not have those as this will help them with resources and particularly as the course will remain automatic rights, and what has been they will therefore be better placed to in line with those that were established agreed in the past with ECAC may need achieve results. under EASA. Finally, on the 80th anniversary of the In future, the requirement will be that to be readdressed next year. The issue that I have is that until the government Battle of Britain we should remember in order to fly a G-reg aircraft you completes its trade negotiations with the those who gave their lives so that we will need a UK licence and whilst this EU we are in a vacuum and it’s as if the are able to enjoy the freedoms we have, 09AOPA COMMUNITY The latest happenings doesn’t hugely impact the PPL it has including the freedom to fly. • 24TRAVEL FEATURE There may be many travel captain and the first officer are ignoring a major impact on the flight-training Blue skies and safe landing always. the GPWS and we will end up with a organisations that offer either modular CFIT accident. The links throughout all of training or the integrated course. PPL Corner aviation are well recognised and if we do The EU market, which in some cases AOPA COMMUNITY not act soon, we will have damaged our from inside the world of AOPA. Everything is 14 accounts for 50 per cent of the flight- restrictions in place, but David Chambers didn't industry, which may take years to recover training business, will disappear where Various from. I can hear people saying, “So, Carolthe Cooperapplicant IMAGES cannot obtain an EASA WORDS where is the good news?” or “Why be so Martin Robinson licence, which means that the ATO will negative?” Well, I call it as it is because CEO, AOPA UK have to find a way to survive on the UK if you ignore the facts then you will make [email protected] covered from advice on decision-making to market alone. Given the current surplus let it stop him island-hopping on his adventure the wrong decisions. of professionally qualified pilots awaiting This is also the case when it comes employment, the numbers of new entrants AOPA Aircraft Owner and Pilot MAKING THE BEST October 2020 airfields under threat. DECISIONSare likely to be severely curtailed; : PART 2 to the Orkneys. In this second part of the series on decision-making, CFI Carol Cooper continues her explanation of how to not let one bad choice lead to another

If you need to refresh your memory, part one can be found in the August 2020 issue. We left off just as Carol was explaining how acronyms can help. Next up, we start with another acronym – “DODAR”… • DIAGNOSE • OPTIONS • DECIDE • ASSIGN TASKS • REVIEW Let’s take a look: DIAGNOSE – this asks you to check and see if you know what is wrong. Knowing what is wrong will allow you to understand whether the aircraft is still flyable, if not it will also give you some idea of the time available because if you have If you have a passenger on board, make sure they know how to use theyour abnormal PLB happens? WORKING FOR YOU AOPA works tirelessly time on your side it will keep ASSIGN TASKS – in our You might think ‘you are a COVER STORY Henry Simpson visits Cranfield 10 environment we may not have pilot and of course you can 28 your stress levels down and "In this phase, therefore the problem becomes another pilot on board or even make decisions’, but if you have more manageable. you can also a passenger. If you do have never had any training it might OPTIONS – what are the a passenger they can help not be the best decision. for its members and at the AGM there were available possibilities, for summarise: if with lookout and perhaps get Remember if you have where one of the last airworthy Jetstreams example diverting, picking a the PLB or ELT (which they a problem when you are field to land in or continuing you need to land should have been briefed on, flying, you will need to make the flight? If a diversion is in a field, have and asked to operate). If you a decision. At first you will the best option, what airfield do have another pilot with experience what has become and what facilities are at that you selected a you, use them – they can read known as the startle factor. This a few updates – find out the latest from the is the time it will take you to is still flying, and talks to those who pilot the airfield, and how are you going you the checklist and keep a to get there? GPS, line on the suitable one and lookout. If you are on your own realise something unexpected chart? think about prioritising tasks. is happening. This is about DECIDE – having thought how much of an Make sure you do the most seven seconds. through the options, you need emergency is it?" important ones first. When you are training with board here. REVIEW – This is where your instructor or testing British classic. to decide and, in this phase, you can also summarise: if you you look at the situation so with an examiner you know need to land in a field, have you far and question was it the that simulated problems are selected CAA'sa suitable Revalidation one and Policy best plan – how goes it? Have going to occur during your 38 FEATUREhow much of an emergency you forgotten anything, or lesson or test. You have briefed is it? Engine fire or rough- missed it out, or is the situation for them or you have been running engine where you can’t developing in such a way that advised that some system maintain height – both will you need to make changes? failure will be simulated. This result in landing in a field, but For the single-crew private means that the startle factor one is an emergency requiring pilot would this help you when immediate actions, the other allows you a little more time.

October 2020 AOPA Aircraft Owner and Pilot

12MAINTENANCE George Done explains how to 36TRAINING FEATURE Red tape untangler ensure you're logging the correct hours in your Nick Wilcock explains the latest from the CAA pilot's book, engine book and propeller book so regarding the revalidation policy during this you can stay as safe as possible. current pandemic.

REVALIDATION BY EXPERIENCEADDITIONAL REFRESHER FLIGHT TIME ADDITIONAL TAKE-OFF AND LANDING REQUIREMENT WITH AN FI/CRI, ASSUMING THAT ONE HR HAS BEEN ACHIEVED IN THE TOTAL HOURS OF FLIGHT REQUIREMENTS, ASSUMING THAT 12/12 QUALIFYING VALIDITY PERIOD. TIME ACHIEVED BY THE HAVE ALREADY BEEN ACHIEVED IN THE QUALIFYING VALIDITY PERIOD. PILOT IN THE QUALIFYING nil VALIDITY PERIOD. nil 41 nil 12 or more 3/3 nil 11 4/4 30 mins 10 5/5 30 mins 9 6/6 OFFERING8 Part two of CFI Carol Cooper's NEW INSIGHT A bag that could save 14PPL CORNER October 2020 40TECH & BOOK REVIEWS INTOAOPA Aircraft Owner'THE and Pilot FEW' A first-hand account of the Battle of Britain reworked to THE OTHER tell a fascinating story view of extraordinary SIDE feature on decision-making and how to ensure supported the Air Training events. This book serves as your life, how to COVID-proof your cockpit plus Author John Shipman Corps, Battle of Britain a useful source to scholars Author Chris Gross From Pen and Sword Fighter Association and of the war of 1939–45, but From Air World the RAF Benevolent Fund. it is also both a fascinating WITH THE 80th anniversary One review has stated: “The read and account of the The term ‘fighter ace’ you don't fall through the Swiss cheese holes, of the end of the Battle of story of Ted Shipman, one of activities of a Spitfire pilot. grew in prominence with books on the Battle of Britain relating the views Britain there are lots of ‘The Few’, provides a most The book contains many the introduction and books already out there, but interesting insight into the unique photographs, many development of aerial by John One of ‘ The Few’ life of an airman during that from Mr. Shipman’s personal combat in WWI. Shipman tells the story of his most critical period of our collection. The author, For the Luftwaffe, a by letting one mistake compound another. father’s efforts during WWII island’s history – The Battle John Shipman, is to be number of its fighter on both sides. and is worth a read. of Britain. There are many commended on bringing this pilots, many of whom Ted ‘Shippy’ Shipman books that tell of the daring work to a wider audience – had fought with the was one of ‘The’ Few who deeds of those that took a good read.” • Legion Condor in Spain, flew with 41 Squadron in part in the battle. However, had already gained their the Battle of Britain. He left this work gives a much more Where pen-and-sword.co.uk Experte, or ace, status his father’s farm in 1930 softer and balanced account Price £14.99 in the Battle of France. and enlisted in the RAF of that time, an ordinary However, many more as a driver. He flew for would achieve that status thirteen years of his thirty in the hectic dogfights years’ service, achieved over southern England the highest grade of flying and the Channel during instructor and retired as a the Battle of Britain. Wing Commander. This book In this book, the story is based on the copious of each of the Luftwaffe’s notes that Shippy wrote 204 Messerschmitt Bf 109 in the 1970s and brings a ‘aces’ from the summer first-hand insight into the of 1940 is examined, life of an RAF Spitfire pilot with all of the individual during the early war years biographies, detailing and then his remaining individual fates during wartime and post-war the war, being highly- service until 1959. His illustrated throughout. career as a senior instructor Original German records included No 8 Service from the summer Flying Training School, of 1940 have been Montrose and the Central examined, providing a John Walker reports Flying School at Upavon. definitive list of each Find pages packed with aviation- 16AIRFIELDS UPDATE pilot’s individual claims. 43CLASSIFIEDS He then went on to teach at the Flying Instructors' It also covers, to a lesser School at Hullavington in extent, those forgotten 1942 and the Rhodesian Air 53 Messerschmitt Bf 110 Training Group between pilots who also achieved on the UK's airfields that are currently under ace status. related listings, as well as opportunities for 1943 and 1945. After the war he did tours in Germany pen-and-sword.co.uk and Cyprus. He was Where £25 Commanding Officer at RAF Price threat from property developers as well as Sopley, Hampshire and RAF shares in aircraft, and reputable maintenance Boulmer in Northumberland Aircraft Owner and Pilot until his retirement in 1959. October 2020 AOPA local councils. During retirement he actively organisations.

AOPA Aircraft Owner and Pilot October 2020 05

EDITOR'S MOMENT There were periods earlier this year when time seemed to have been passing so slowly; 28 yet as we approach the final months of a tumultuous year, doesn't time now seem to be flying by? We've gone from lockdown with no flying, to being allowed to fly for an hour, to being able to fly around the UK and it's good to see. This issue celebrates British flying, with Henry Simpson discussing the venerable Jetstream, David Chambers on his tour of the Orkneys and Carol Cooper explaining how to ensure you make good decisions – an essential read if you're feeling a little rusty before getting in an aircraft for the first time in a while! Elsewhere George Done explains how to ensure you're logging flight time correctly and Nick Wilcock goes into depth about the CAA's revalidation policy. So there's plenty to read, something for everyone and hopefully, before the weather gets too bad, you get inspired to think about flying again.

David Rawlings Editor, AOPA Magazine UK [email protected]

19 24

October 2020 AOPA Aircraft Owner and Pilot

07 AOPA AFFAIRS WHERE ARE WE HEADING? WOULD just like to start to issues around taxation and VAT: the by making it clear that the "There is currently a reply from government is, “We will have government is responsible for hiatus as people rush to to wait and see.” And whilst the UK is I aviation policy, not the CAA. saying they will not place additional The CAA is an independent regulator finish their EASA licences requirements on our operations what we which is required by law to recover its do not know is how Europe intends to costs from those it regulates and its before the CAA can no treat UK operators. We are also seeking primary role is regulating safety. answers to questions in respect of border AOPA continues to engage with the longer issue them" controls. We need to know what the rules DfT (government) and the CAA, both will be as there is a need to educate of which have worked hard to deliver a this has a domino effect throughout those who are affected by what the solution for GA in respect of the COVID GA on aircraft movements, fuel sales, changes may entail. pandemic. And GA has played its part maintenance etc. and therefore it’s I have also raised with the CAA the in complying with the requirements put possible PPL courses will be affected in issue of their charges and that we want in place to protect the nation from the terms of price. The PPL-training market to work with the authority to seek areas spread of the virus, although there have a relies on consumer confidence in the that can help to reduce their costs to been a few exceptions. economy, so if unemployment continues our members. I appreciate that this is a The next challenge is our exit from to rise, we may see an impact on the difficult ask at this time, given the loss EASA, and whilst questions have been numbers in 2021/22. There is currently a of income the CAA is suffering from as asked about the impact of this, the hiatus as people rush to finish their EASA a result of the downturn in the airline response is: prepare for the worst and licences before the CAA can no longer industry but we have started a process. hope for the best – which is no way for issue them. However, there is another The CAA is a good regulator – world- businesses to plan. Slowly we are losing issue which may have been overlooked, class in fact – but it’s expensive and we our professional flight-training industry which is that on leaving the EU we are no need to address this issue if we are to and from 1 Jan 2021 the CAA will no longer EU citizens and with that goes the grow GA in the UK in the years ahead. longer be able to issue EASA part-FCL automatic right to live and work in other I will end by saying that we have licences. As it stands today there is no EU states. Whilst the training of pilots in witnessed an increase in the number agreement on mutual recognition of the UK is world-class no one will seek a of airspace infringements and landing licences with the EU/EASA and it seems UK licence where you cannot exchange it accidents; if you haven’t flown for a that there is no solution forthcoming. with another state automatically. while please seek out an instructor and I have asked the CAA to continue Where the PPL is ICAO Annex 1 get checked out. Also take a look at the to pursue this option even when the compliant you still have international GASCO website as it contains some transition period comes to an end, flight privileges in an aircraft that meets good advice in relation to safety. I would particularly as the course will remain the ICAO standards. Sub-ICAO licences encourage you, where possible, to send in line with those that were established or permit aircraft do not have those these two organisations a small donation under EASA. automatic rights, and what has been as this will help them with resources and In future, the requirement will be that agreed in the past with ECAC may need they will therefore be better placed to in order to fly a G-reg aircraft you to be readdressed next year. The issue achieve results. will need a UK licence and whilst this that I have is that until the government Finally, on the 80th anniversary of the doesn’t hugely impact the PPL it has completes its trade negotiations with the Battle of Britain we should remember a major impact on the flight-training EU we are in a vacuum and it’s as if the those who gave their lives so that we organisations that offer either modular captain and the first officer are ignoring are able to enjoy the freedoms we have, training or the integrated course. the GPWS and we will end up with a including the freedom to fly. The EU market, which in some cases CFIT accident. The links throughout all of Blue skies and safe landing always. • accounts for 50 per cent of the flight- aviation are well recognised and if we do training business, will disappear where not act soon, we will have damaged our the applicant cannot obtain an EASA industry, which may take years to recover licence, which means that the ATO will from. I can hear people saying, “So, have to find a way to survive on the UK where is the good news?” or “Why be so market alone. Given the current surplus negative?” Well, I call it as it is because of professionally qualified pilots awaiting if you ignore the facts then you will make Martin Robinson employment, the numbers of new entrants the wrong decisions. CEO, AOPA UK are likely to be severely curtailed; This is also the case when it comes [email protected]

October 2020 AOPA Aircraft Owner and Pilot

AOPA COMMUNITY 09 HELPING YOU STAY FLYING Welcome to the AOPA COMMUNITY section of the magazine, bringing you all the NEWS AND INSIGHTS from the world of AOPA...

WORKING FOR YOU 10 News from the AGM

MAINTENANCE 12 Correct logging

PPL CORNER 14 Part II on decision-making

AIRFIELDS UPDATE 16 Aerodromes in danger

October 2020 AOPA Aircraft Owner and Pilot 10 AOPA COMMUNITY Working For You

WORDS AOPA AOPA IS STAYING ABREAST OF THE SITUATION WITH THE CAA AND EASA AOPA is promising to assist and help the CAA in anyway it needs when it comes to what's going to happen on 1 January 2021

The article below was • all current technical It goes without saying recently posted on the CAA's requirements will be retained in "It goes without that all CAA-issued design, website and AOPA has UK domestic regulation saying that all product and maintenance promised that it will keep • all type certificates and documentation will continue to on top of the situation and certificates of release to CAA-issued comply with ICAO standards assist the CAA if needed. service for aeronautical and therefore should be As UK and EU negotiators products and parts issued on design, product recognised globally. We have prepare for their next crucial or before 31 December remain kept ICAO fully informed of phase of discussions, Tim valid and maintenance our preparations and gave Johnson, Strategy and Policy • all other certificates, documentation them a fresh update last month. Director, gives an update on approvals and licences Of course, businesses CAA readiness for what the issued in accordance will continue prefer to plan on the basis end of the ‘transition period’ with EASA requirements of certainty and therefore will mean: Amid the continuing that are in effect on 31 to comply with will be eagerly awaiting the negotiations about the UK’s December will remain valid outcome of the current UK–EU future relationship with the EU, under UK law for two years ICAO standards" negotiations, particularly given there is one thing we know for unless they expire sooner the added challenge of the sure – the UK will no longer be • the UK’s existing safety current Covid crisis. But that part of the EU Aviation Safety arrangements with countries is no reason for businesses Agency (EASA) system after beyond the EU will continue; and licensed personnel not to 31 December this year. new CAA systems for take precautionary actions, That is just over three months approving aircraft parts and if they haven’t done so away and we understand that licensing overseas airlines will already. For example, a UK some businesses want clarity come into effect maintenance organisation over a future UK–EU aviation • consumer protection for air wanting to continue to safety agreement and whether travellers will be as strong as certify EU-registered mutual recognition of licences, before aircraft would need to make certificates and approvals will • aviation security standards a third-country application be included in it. will be maintained as to EASA for an EASA Part 145 We don’t yet know what rigorously as before. approval. We strongly advise the final outcome of the The end of the transition businesses not to wait until negotiations will be. What period brings us new the last moment for making the we do know is that we in the responsibilities too as we take necessary applications either CAA and many stakeholders on the design certification to the CAA or to EASA. in industry have been working tasks previously undertaken Whatever the next rounds out what a ‘non-negotiated by EASA. Our recruitment of UK-EU negotiation bring, outcome’ would look like, and plans for a well-resourced you can be reassured that the preparing for it, for the last design certification capability CAA remains committed to four years. are well on the way to making the final stages of the Our aim has been to create completion and necessary new Transition Period as smooth as much stability as possible processes have been tested as possible for consumers and within the overall framework of and are in place. We have businesses in the aviation and the UK’s relationship with the carried out a new assessment aerospace industries. We will EU. That is why, in partnership of the workload for the new do what we can. Achieving the with the DfT, the steps we have function and are confident we smoothest transition possible taken will mean that after 31 will have the capacity to meet depends on businesses playing December: the challenge. their role too. •

AOPA Aircraft Owner and Pilot October 2020 11

WORDS Martin Robinson and Pauline Vahey AOPA FLYING NEWS INSTRUCTORS FROM THE REFRESHER 54TH AGM COURSES An update of what's happening at your For revalidation of an FI certificate, the holder shall association from the AGM which took fulfil two of the following three requirements: place in September 1 At least 50 hours of flight instruction It might have been the and we are grateful for their during certificate validity as continued support. In return 54th AGM of the British FI, TRI, CTI, IRI, MI or Examiner; Light Aviation Centre Ltd AOPA works hard to ensure 2 Attend a Flight Instructor Refresher (trading as AOPA) but this we keep you flying. This was the first ever AGM in has been challenging during Seminar within the validity of the organisation’s history the Covid pandemic but the certificate; and that was conducted using an we are pleased to say that 3 Pass an Assessment of Competence online platform. membership is holding on within the 12 months preceding the As you are aware AGMs albeit slowly diminishing. It’s expiry of the certificate. are a statutory requirement important to note that not all to ensure the good financial of the association’s income is management and governance from membership, as we have For at least each alternate subsequent of an incorporated body. diversified on some of the revalidation, an assessment of competence Pauline Vahey, Chairman of activities that not only help to must be undertaken. In the case of a AOPA, guided the attendees generate revenue for AOPA renewal you should, within 12 months through the agenda, which but benefit the wider UK GA before renewal, attend a Flight included a discussion with community as a whole. Our Instructor Refresher Course and pass respect to the accounts (now aim is to keep the membership an assessment of competence. available online www.aopa. fees as low as practicable co.uk); that was duly approved and as has been reported for submission to Companies previously this principle has NEXT DATES House. Also the election and led us to look at relocating The next dates for the course are re-election of Directors to our HQ; more news on this will 24-25 November 2020. the Board. This year both follow in due course. the Chairman and the CEO, The association is in good Approval has now been obtained from the CAA to run Pauline Vahey and Martin shape generally, given this Flight Instructor Refresher Course using Zoom on a Robinson respectively, were the current state of the one-off basis due to the current pandemic. It is therefore up for re-election. Having economy; with continued imperative that any candidate is up to speed on using agreed to stand they were good management through Zoom prior to commencing the Course. Further informa- both elected. the Executive I’m delighted tion can be obtained from Course Administrator, John We said goodbye to Chris to report we have no Pett, on 07754780335. Please book the Course online at Royle as he stepped down, serious concerns about the www.aopa.co.uk and thanked him for his association’s future although contribution to AOPA for over we also recognise that we ten years as a board member. are in a very fluid situation. The AGM is also a chance Given this we also decided for our members to scrutinise to continue to financially the board’s management of support the work of the GAAC To register for a place on any of the the association. Following the and GASCO, to which we seminars please call the AOPA office formalities, we discussed the contribute non financially too. on 020 7834 5631 or join online at ongoing challenges facing Finally it just leaves me to the association, which include thank you for your continued WWW.AOPA.CO.UK. membership growth and support. The seminars start at 1100 and end retention. If you have any questions at 1800 each day to facilitate travel. We are fortunate to have please email me at chair@ a very loyal membership aopa.co.uk •

October 2020 AOPA Aircraft Owner and Pilot 12 AOPA COMMUNITY Maintenance

WORDS George Dunn IMAGES Various WHO HAS THE RIGHT TIME? The Maintenance Working Group has received a lot of questions about flight timings for logbooks, and here are the answers you’ve been looking for…

FILLING IN the journey sources. In deciding what to the moment an aircraft first log after a day’s flying is a "The definition charge a pilot using a group- moves to taking off until the routine bit of paperwork, is universal and owned or club/school aircraft moment it finally comes to rest and provides a basic record the use of ‘chock to chock’, at the end of the of the details needed for the appears to have ‘brakes off to brakes on’, or flight …” for aeroplanes, pilot’s personal logbook, and ‘blocks’ times is common, as is touring motor gliders and at a later date, the aircraft, been unchanged start to finish tacho or Hobbs powered-lift aircraft (i.e. engine and propeller (if meter readings. blocks time). For helicopters, relevant) logbooks. Also, for for decades, The former is based on it’s from rotor start to rotor cost estimation if the aircraft except for military engine revolutions, and the stop. Bearing in mind the is owned by a group, flying latter starts to count hours responsibility of the pilot club or school. pilots" (and tenths) when electrical for the safety of passengers Exactly what flight timings power is switched on, or and others on the ground it’s should be entered into the when oil pressure is detected. a reasonable and pragmatic aircraft and engine logbooks Neither is quite the same as definition, even though the has been raised by owners, blocks time but still a practical actual flying constitutes only and has also been a topic means for charging. part of the ‘flight’. of discussion in AOPA The definition is universal Maintenance Working Group WHAT'S THE TIME? and appears to have been meetings. What a pilot puts in their unchanged for decades, except The details entered into the personal logbook is currently for military pilots who log from journey log or equivalent may defined in EASA Part FCL when wheels leave the ground derive from a multitude of under ‘flight time’ as “... from to touch back down.

Ensure your logbook is filled out correctly

AOPA Aircraft Owner and Pilot October 2020 13

ON THE RECORD Regarding the times to be entered into the aircraft, engine TOP THREE and propeller logbooks, the TIPS AND ADVICE ‘old’ Air Navigation Order before it was changed in 2016 to align with EASA was quite unequivocal. The record was to provide the date and duration of each flight (or all flights that day if more than one) using the period between take- off and landing. This level of CLEAN PROP = BETTER specification is missing from 1 PERFORMANCE the EASA rules and regulations Maximise the ability of which now apply. Even so, it your propeller to provide appears that the timings as per thrust from engine power the old ANO are still commonly by keeping it clean and used, and it is the maintainer free from dead insects. who normally takes on the There are plenty of aircraft- task of transferring the details friendly products to ensure from the journey log into the you won't cause any aircraft and engine logbooks. damage. Whatever timings are actually recorded, they are important as their purpose is to allow the establishment of a sensible maintenance programme (the Aircraft Maintenance Programme – AMP – see AOPA UK magazine August 2020) that minimises the risk CHECK THAT of unwanted events, the most 2 PURCHASE potentially dangerous being Before you buy that failure in flight of a key engine, aircraft, get it checked propeller or aircraft structural over by a trusted licenced component. Wear and tear, and engineer. Pre-purchase to some extent corrosion, is inspections can save a lot continuous and the programme of trouble later! It is unlikely of regular and progressively any aircraft is perfect, some deeper maintenance/ issues can be handled, but engineering checks are the the big hidden issues are result. the ones that can bite! Other factors, such as pattern of use and environmental conditions, also come into play, so the timings can provide no more than an approximate guide. However, if the term ‘operational’ or ‘operating’ in connection with ‘hours’ appears in an engine TALK TO YOUR manual, it implies that it is 3 AIRCRAFT MAINTAINER the engine running time from Have a good path of start up to stop that should be communication with your logged. The timings entered maintainer. Ask them for into the aircraft and engine quotes and explanations on logbooks are fundamental work before they start work. to the AMP and if there are Just keep talking throughout any discrepancies. issues or the process (and choose concerns these should be one who agrees with the discussed with your regular AOPA Code of Practice). maintainer. •

October 2020 AOPA Aircraft Owner and Pilot 14 AOPA COMMUNITY PPL Corner

WORDS Carol Cooper IMAGES Various MAKING THE BEST DECISIONS: PART 2 In this second part of the series on decision-making, CFI Carol Cooper continues her explanation of how to not let one bad choice lead to another

If you need to refresh your memory, part one can be found in the August 2020 issue. We left off just as Carol was explaining how acronyms can help. Next up, we start with another acronym – “DODAR”… • DIAGNOSE • OPTIONS • DECIDE • ASSIGN TASKS • REVIEW Let’s take a look: DIAGNOSE – this asks you to check and see if you know what is wrong. Knowing what is wrong will allow you to understand whether the aircraft is still flyable, if not it will also give you some idea of the time available because if you have time on your side it will keep If you have a passenger on board, make sure they know how to use your PLB your stress levels down and therefore the problem becomes "In this phase, ASSIGN TASKS – in our the abnormal happens? more manageable. environment we may not have You might think ‘you are a OPTIONS – what are the you can also another pilot on board or even pilot and of course you can available possibilities, for a passenger. If you do have make decisions’, but if you have example diverting, picking a summarise: if a passenger they can help never had any training it might field to land in or continuing with lookout and perhaps get not be the best decision. the flight? If a diversion is you need to land the PLB or ELT (which they Remember if you have the best option, what airfield in a field, have should have been briefed on, a problem when you are and what facilities are at that and asked to operate). If you flying, you will need to make airfield, and how are you going you selected a do have another pilot with a decision. At first you will to get there? GPS, line on the you, use them – they can read experience what has become chart? suitable one and you the checklist and keep a known as the startle factor. This DECIDE – having thought lookout. If you are on your own is the time it will take you to through the options, you need how much of an think about prioritising tasks. realise something unexpected to decide and, in this phase, emergency is it?" Make sure you do the most is happening. This is about you can also summarise: if you important ones first. seven seconds. need to land in a field, have you REVIEW – This is where When you are training with selected a suitable one and you look at the situation so your instructor or testing how much of an emergency far and question was it the with an examiner you know is it? Engine fire or rough- best plan – how goes it? Have that simulated problems are running engine where you can’t you forgotten anything, or going to occur during your maintain height – both will missed it out, or is the situation lesson or test. You have briefed result in landing in a field, but developing in such a way that for them or you have been one is an emergency requiring you need to make changes? advised that some system immediate actions, the other For the single-crew private failure will be simulated. This allows you a little more time. pilot would this help you when means that the startle factor

AOPA Aircraft Owner and Pilot October 2020 15 is not present, and you have What sort of temperament that need to be considered probably revised recently have you got, are you the sort "If we need good are time, the aircraft, you – the checklist and emergency of person who doesn’t like judgement to the pilot, and where you are, actions before flight. If you being told what to do, or are perhaps the weather. are practising systems failures you the one who does things make a good Let’s consider an example: and emergencies, before you without thinking? Perhaps you You are on base leg, you put do anything you wait seven are the ‘I can do it’ type of decision, how do your flaps down on, let’s say a seconds (it’s longer than you person who thinks they can do Cessna (so they are electric); think). Please make sure you do it whether you can or you can’t. we get the ability you didn’t initially realise that practice in a safe environment Do you do nothing? It’s to make good they haven’t gone down. You and with your instructor. always the easiest course of notice that your speed isn’t I am sure many of you action. You just resign yourself judgements?" reducing and (remember the watched the filmSully : he that there is nothing you can do startle factor another seven could have made it back to the about it. seconds to realise what has runway if they took out startle Are you complacent about happened) then you have factor, if he had turned back as things? You have done passed the centre line. soon as the geese flew into the something loads of times You realise your flaps have engines, but that is not realistic. before, and it has always not gone down. Let’s think If we need good judgement ‘worked...’ so why not this about some options: you to make a good decision, how time? see you have gone through do we get the ability to make Maybe you just think you will the centre line. You could do good judgements? It comes get away with it, you always a hurried steep turn (what from training and experience, have before. happens to your stalling speed but as we are human, we also Have a think to yourself which in a turn? It goes up) to get have things which can influence best describes you. None of us back to the centre line. You try our judgement, acting against are perfect. If you know what the flap lever again, you haven't us. Stress which can manifest you are like you can try and got your speed under control itself in many forms, our own use that knowledge to improve and you are too fast. You are ego (how many times should your decision-making. We all not looking out for other circuit you have gone around from need knowledge and judgement traffic and are now too high. an approach, but you didn’t), to make good decisions. Are you cleared to land? You individual behaviour and To apply good judgement to forget that with no flaps you temperament and attitudes. a developing situation, things will need more runway to stop.

If you have to land in a field, make sure it's a suitable one

October 2020 AOPA Aircraft Owner and Pilot 16 AOPA COMMUNITY PPL Corner and Airfields Update

You float down the runway because you are too fast, you "What if the WORDS John Walker land too long, the runway is electrical system wet, and I think you can see where this is going, off the has failed – are THE LATEST NEWS end of the runway into the hedge! you current on ON UK AIRFIELDS That was not a good option, here is another. You go to the the checklist? You CHILTERN PARK been accepted under the dead side to see if you can need knowledge The site landowner has Government Garden Village fix the problem –don’t really given notice to the lease programme. know what you can do apart to apply the best holder and aerodrome from moving the lever up and operator, Chiltern Airsports, WELLESBOURNE down as nothing happens, so judgement" to vacate the site by 24 MOUNTFORD you go round the circuit again September 2020. Stratford-on-Avon to think: ‘I have done a flapless District Council Core landing, but not for ages. Can’t has failed – are you current MANSTON Strategy stated policy really remember much about on the checklist? You need On 9 July 2020, the is to “retain and support them. I think I need to come in knowledge to apply the best Secretary of State the enhancement of the faster, so I will add 10 knots judgement. Let’s say the flaps approved the granting of established flying functions to my speed.’ If the runway have failed not the electrical a Development Consent and aviation related is long enough you will be system. So you have made a Order (DCO) to River Oak facilities at Wellesbourne okay (do you know if it’s long diagnosis. Strategic Partners (the site Airfield”. The Council enough?) but if not, it could OPTIONS – we need to owner) for the aerodrome has rescinded the owner’s be the hedge again. Another land without flaps. If you are as a Nationally Significant permitted development bad option. landing at your home airfield, is Infrastructure Project. A rights and has initiated Another choice would be it long enough? You will need claim for a Judicial Review negotiations for an agreed to go to the dead side and about 10–20 per cent more challenging the Secretary’s purchase of the site whilst run the checklist. You look distance. Is the grass wet? decision has been made also taking CPO action to for your checklist; it doesn’t DECIDE – I can land safely, to the High Court. On 9 acquire the site. £1.125 mention anything about or am I going to divert to July 2020 Thanet District million has been set aside flapless apart from coming in another airfield; where? How Council adopted its 2031 in the Council’s 2019/2020 faster. It’s a legal requirement am I going to get there, GPS, Local Plan that safeguards budget to fund the CPO to carry the aircraft flight line on the chart? Frequencies, the existing use of the site action. Under an MoU dated manual if you fly an EASA where is controlled airspace? as an aerodrome. 30 August 2019 between aeroplane – are you going Get it wrong and you could be the Council and the site to get that out? Perhaps you the next infringement. RAF NORTH owners, the CPO action have an electronic copy? Can ASSIGN TASKS – if you have LUFFENHAM – 2022 has been suspended for you open that and find what a passenger you can ask them The Rutland County Council up to a year to allow the it says about landing without to help with the lookout and draft 2036 Local Plan public owners to propose limited flaps and the electrical hold things, but we are single consultation document development of the site system? Probably not. crew so we don’t have another includes a 2,215-home whilst retaining the aviation The first thing to consider pilot to run ideas by, or assist garden community for the facilities with some of is how much time you have. with flight planning. MoD site. the tenants being offered If your flaps have failed you REVIEW – have you made The public consultation continued occupancy of the have time on your side. It the best decision? Maybe ends on 9 October 2020. site to cover the period of is not an emergency that you need to change your plan, The development has the MoU. • requires immediate action, having reviewed the situation. such as a cockpit fire. So – Whatever you do, don’t DIAGNOSE – we know the forget about ‘Aviate, Navigate, problem, the flaps have failed, Communicate.’ but has the whole electrical Perhaps you could think of system failed or just the flaps? an acronym that might help Would you know how to tell you if you face a problem, the difference? Maybe you enabling you to make the best have recently practised a choices. Try using the system flapless with your instructor, with your instructor on your but did you think about what next check flight. might have caused the flaps Making good decisions to fail? Possibly not. Do you is something you should know which is the correct be trained to do; it is not circuit breaker to check? necessarily something you are Chiltern Park from the air What if the electrical system born with. •

AOPA Aircraft Owner and Pilot October 2020

General Aviation news from around the world

The new HX50 is due to start flight testing in 2022

HILL REDEFINING HELICOPTER DESIGN The new company promises an 'Elon Musk'-style disruption of the industry

by AOPA News Team tech and high-performance Aston University and a PhD personal aircraft. "The first in aeronautics from Cranfield A NEW company, Hill “The helicopter industry has deliveries of University. After building Helicopters, recently unveiled long awaited an Elon Musk- helicopter-engineering its groundbreaking new style disruption that redefines the HX50 are experience at GKN Westland helicopter, the HX50. The the modern helicopter. (now Leonardo) he founded five-seat, turbine-powered, “The wait is over,” says Hill, anticipated to take Dynamiq Engineering, 500-horsepower rotorcraft is founder and CEO of Hill delivering engineering the world’s first truly private, Helicopters. “The only way to place in 2023" analysis, design, product and luxury helicopter crafted to create something that is truly technology development to deliver a whole new experience groundbreaking is to design The first deliveries of the clients across the engineering in safety, performance, from the ground up, giving HX50 are anticipated to take industry. With hand-picked adventure and comfort. equal focus to aerospace place in 2023. engineers from Dynamiq Designed by a team led design, performance, and A 20-year helicopter pilot, Engineering and beyond, Hill by aeronautics engineer Dr. safety as well as to the artistic Dr. Hill founded Hill Helicopters formed Hill Helicopters to Jason Hill, PhD, the HX50 is a and experiential aspects. to design the ideal personal build the world’s first truly fusion of refined performance The HX50 brings all of this luxury helicopter that blends ground-up helicopter since the and elegance. Its composite together to deliver a unique the latest safety and efficient invention of rotorcraft flight. structure and rotor system, aircraft and experience.” performance technology with The company remains fully optimised engine, reimagined The HX50 is currently in the a truly luxurious and high- owned by Hill, allowing his avionics, and elevated interior advanced design phase, with tech experience. Hill received team complete creative control design, together make the three prototypes scheduled his undergraduate degree in to meet ambitious designs and HX50 an exquisite, high to begin flight testing in 2022. mechanical engineering from timelines. •

AOPA Aircraft Owner and Pilot October 2020 19

NATS ANNOUNCES DANGER LOOK BACK... THIS MONTH AREAS IN CHANNEL 88 YEARS AGO by AOPA News Team be activated by NOTAM, usually with 22 hours’ NEW TEMPORARY Danger notice. Information will Areas in the English Channel also be available from Lydd have been in effect since the Approach (120.705 MHz) and beginning of September. London Information (124.6 The details, published by MHz). NATS, are also to be A number of VFR routes THE BEECH 17 available in a Yellow AIC. from either the LYD or DVR STAGGERWING'S The complex of 11 areas VORs to various airways FIRST FLIGHT is being established to points have been established The Model 17 was facilitate transiting and to make life easier or at least The danger areas nicknamed the search operations by a less problematic for GA pilots Staggerwing as short for number of Remotely Piloted heading to France, although It’s not clear from the negative stagger. Most Aircraft Systems that will be certain levels may not be documents how the routes biplanes have stagger, operating, beyond visual line available when one or more should be used, nor if any but have positive stagger of sight, from Lydd. of four Danger Areas are additional regulation applies with the upper wing The individual areas will active. to the Danger Areas. • forward of the lower. Negative stagger-wing biplanes dated back at least to the First World War, but were still FOUR INFRINGMENT unusual. Following the first HOTSPOTS IDENTIFIED IN flight of the type on 4 November 1932, Beech built 785 of them. This LONDON AIRSPACE was an exceptional by AOPA News Team formulating a ‘Plan B’ option, number for such a high- can assist with reducing end aircraft in the worst LONDONairspace the workload during the years of the American comprises 24 different areas flight and the chance of an depression, and reflected across a volume of airspace airspace infringement from its use by the narrow extending approximately occurring. ‘Plan B’ should be strata of society that were 100 n.m. from west to east an alternative route around still wealthy: mainly top and, in some areas 90 n.m. controlled airspace when corporations and their from north to south. It ‘Plan A’ is denied due to chief executives. The encompasses the south- traffic density or when the plane also found success east of England from east weather requires a track as a racer, and second- of the Isle of Wight turning Four hotspots identified diversion. We have already hand examples proved to north just to the west of encountered several hot be good utility and push Dover, passing Southend requires the issuing of summer days with CBs aircraft. During World to the northeast of Clacton ‘safety intervention bubbling away; flying War II, the U.S. forces before turning west, passing measures’ such as avoiding through this thermic and acquired about 400 south of Cambridge towards action to known traffic turbulent air can quickly Staggerwings, the British Milton Keynes before to achieve separation. An result in an infringement obtained 106, and several turning south to the east of infringement creates a of the TMA or be a other countries obtained Oxford and back to the Isle significant safety risk to contributory factor to such small handfuls. Military of Wight. other pilots and disruption an event. The ‘Plan B’ option uses included high-speed In 2019 there were 279 to traffic with the associated is always a good ‘error VIP transport and air reported infringements of increase in workload of management’ technique ambulance duties. The the LTMA. An infringement pilots and ATCOs due to when identifying the risks final Model 17 was built of the TMA requires the the traffic density at the of your planned route as in 1949. The Staggerwing ATCO to achieve 3 n.m. or various airports. The chart of part of your Threat & Error is prized by antique 3,000 feet separation from the area looks complicated Management. aviators as a beautiful the unknown infringing but careful planning More can be found at: 1930s classic. Dozens are aircraft and invariably before the flight, including airspacesafety.com • still flying.

October 2020 AOPA Aircraft Owner and Pilot 20 AOPA NEWS GA News that matters

AOPA NEWS Karen Taylor is HIGHLIGHTS leading the charge HIGHWAY LANDING GETS POLICE ESCORT It’s not every day a pilot gets a police escort for take-off but an American Cessna 172 pilot had bikes and cars with lights blazing for its short hop back home. The pilot reportedly made a precautionary landing on I-640 because he was low on fuel. The authorities blocked 2,000 ft of freeway and the freshly fuelled aircraft lined up in the ‘fast’ lane and accelerated under an overpass before lifting off uneventfully. ACCIDENT LIAR GETS JOBS BOOST FOR PRISON TIME A US pilot has been sentenced to a year in prison for lying to federal GLOUCESTERSHIRE investigators following the 2014 crash of a Ryan Navion A during AIRPORT a sightseeing flight in New business park will create space for 1,750 new jobs Alaska. The instrument- rated commercial pilot, by AOPA News Team "We are excited by GFirst LEP, which has identified as Forest Kirst, confirmed it will provide and three passengers GLOUCESTERSHIRE Airport to be able to talk £1.885 million in ‘Growth were seriously injured is matching the county’s Deal’ funding to support the in the accident. One ambitions for economic growth about new jobs infrastructure required to passenger died of his during the recovery from deliver the new development. injuries 35 days after the COVID-19 by submitting a coming to the area" Tewkesbury Borough crash. planning application for an Council has recommended that expansion of its employment location is ideally placed for the site is allocated for growth AS2 TO START WIND sites. growth with connections by in its Local Plan, which is at TUNNEL TESTS The new business park will road and air, and we aim for an advanced stage and awaits Aerion has announced create space for around 1,750 the airport to be a gateway to approval from the Secretary that its AS2 supersonic new jobs by developing a site growth for the many exciting of State. business jet concept is between the existing Anson developments happening in “This is an important part of beginning high-speed wind and Meteor business parks. Cheltenham and Gloucester. our growth strategy to deliver tunnel testing this month. New offices and industrial It is an exciting time for the a sustainable business as part The company also noted units will comprise the bulk of county and our proposal of our long-term vision,” added that it has completed the 35,000 sq m development will allow more businesses Karen Taylor. “Connecting computer modelling of at the Staverton site, which to connect to the cyber Cheltenham, Gloucester and the AS2 design using lies in an area of strategic centre of excellence at West the Golden Valley with new aerodynamic optimisation economic growth. The rest of Cheltenham, the significant businesses and airports across tools that provided the site will be landscaped. ambition of Gloucester City Europe will form a crucial part thousands of data points “We are excited to be able and the wider region too.” of our success and that of the to develop the shape to to talk about new jobs coming The new 8.5-hectare park county.” a high level of fidelity and to the area at this crucial will sit on land to the north of Once the application is detail. According to Aerion, time for the recovery of the the Gloucestershire Airport registered, people will be able there is no need for a economy,” said Gloucestershire site and replace the northern to comment on the proposals demonstrator at this point. Airport’s Commercial Finance end of the north/south runway. via Tewkesbury Borough Director Karen Taylor. “The The proposals are supported Council’s website. •

AOPA Aircraft Owner and Pilot October 2020 21 HELICENTRE AVIATION EXTENDS 2020 SCHOLARSHIPS DEADLINE by Robert Care Licence, a Flight Instructor Scholarship, and Sam Wyss Course, and a number of "Applicants from Lichfield was awarded HELICENTRE Aviation part-funded sponsorships now have until a Flight Instructor (FI) Academy has extended worth over £150,000 in total. scholarship. For the first the deadline of its 2020 The programme is open to all 31 December time a brand new “Bristow” Professional Helicopter Pilot Helicentre Aviation students CPL(H) Scholarship was Scholarship Programme. who obtain their PPL(H) to apply for the awarded to James Lee from Applicants now have at the academy before the Birmingham, strengthening until 31 December 2020 to deadline. scholarships" the industry partnership apply for the scholarships The scholarship that Helicentre Aviation and which include a fully-funded programme, which has identifying standout future Bristow Helicopters formed modular Commercial Pilot’s been hugely successful in helicopter pilots, is now last year. The scholarship in its eighth year. It was will provide James with a originally designed to meet fully-funded 35-hour modular the company’s ongoing CPL(H) course, whilst he is requirement for suitably mentored by Bristow towards qualified flight crew, training the Oil and Gas career and developing them in- pathway he strives to achieve house for Commercial in the future. Several part- Air Transport and Flight funded scholarships were Training roles. Earlier this also awarded to finalists. year Helicentre Aviation Applications are now open was delighted to announce and prospective applicants the award of its 2019 can register their interest and scholarships. download the application Tom Barnard from London form at: received a fully-funded www.helicopterscholarships. Sam Wyss, a FI scholarship winner Commercial Pilot (CPL) com. •

AOPA GERMANY VISITS JERSEY by Richard Hawkin Table Düsseldorf with a dinner at the Somerville A GROUP of pilots, all Hotel in St Aubin. members of the Pilot's This May should have Table Düsseldorf and AOPA seen a visit to the North Germany members, visited Cape but the flight had to Jersey between 20 and 23 be cancelled because of the August. restrictions. But Jersey in The visit was organised by August was a great success Düsseldorf-based instructor although coronavirus played Michael Fröhling. Michael a part in reducing 12 aircraft specialises in instrument to five. Some of the other training and has written a seven pilots had recently book on this subject. He also been in France which would arranges social gatherings have necessitated five days There was a 10th anniversary celebration and flying trips for pilots of self-isolation on arrival from the Düsseldorf area in Jersey. Those who made and so was treated to the free to enjoy their stay. under the banner “Pilot's it were able to fly directly style of handling normally The group stayed in the Table” which was founded from Germany. associated with business island’s capital, St Helier, so by fellow instructor and On arrival in Jersey, the jets. The Covid test centre had a central location for participant, Peter Pan. group was handled by is almost next door to Gama their three-day visit before The group celebrated the Gama Aviation, the Jersey and all arrivals to the island returning to Düsseldorf on 10th anniversary of Pilot's Aero Club being closed, must be tested but are then the Sunday. •

October 2020 AOPA Aircraft Owner and Pilot 22 AOPA NEWS Obituary CAPT. IAN MARSHALL 10/11/1953–12/08/2020 Aviation has lost someone who loved flying so much that he inspired countless others to become pilots

by Chris Royale Some flying film work ensued, in a film entitledSweet Dreams THE UK aviation community in which Jessica Lange played has recently lost one of those the part of the country and rare individuals who possessed western singer Patsy Cline. This the gift of enthusing others at one time involved Ian being with their passion, and making dressed in a blonde wig to easy and achievable what had double for Jessica Lange. previously seemed difficult. He then gained an ATPL, Ian Marshall was one such moving on to airline flying with individual who touched many, London City Airways flying many lives in both general DHC Dash 7s, before moving and commercial aviation, with to Monarch and then joining his boundless enthusiasm for British Midland International flying. (BMI). Ian Marshall - 1953-2020 I first met him some 30 years This involved a step up to ago when a mutual friend flying DC9s, Boeing 737s He also lectured on the venerable Piper Apache, suggested that I join Ian in and Airbus A319/320 on subject at London City and an aircraft affectionally providing commentary for the European and Middle Eastern Cranfield Universities and remembered by many from its Biggin Hill Air Fair radio. This routes. As well as gaining his to airlines in Europe and the days with Hamble College of was enormous fun and was the command, Ian took on the Middle and Far East. Air Training. start of a lifelong friendship. role of emergency response He continued full-time It was in this aircraft that Ian was a classic example manager for BMI, becoming a instruction with West London he was looking forward to of pilots known as “self- founder member and then chair Aero Club at White Waltham retirement and touring with improvers”. He obtained his of the UK Aviation Emergency as Head of Training, at one his loving wife Sheila who had PPL in early 1978 at Booker Planning Group, only standing time instituting multi-engine always supported and helped and quickly moved on to gain down earlier this year, long training. On several successive Ian in his career. an instructor’s rating and an after leaving BMI. During years, he organised and led If all that were not enough, instrument rating followed by a this time a number of people hugely enjoyable touring Ian also obtained his PPL(H) multi-engine rating, funded by shared trips with Ian to that trips with 8 to 10 aircraft to in a Hughes 300, and took Ian’s work as a sound engineer Mecca of aviation at Oshkosh, France and Lake Como in Italy. up gliding, particularly during and then as a radio producer leaving wonderful lasting Latterly he took up instructing holidays in New Zealand, at with LBC Radio. Later in his memories. at Elstree. one time owning a glider for a airline career, and during BMI was later absorbed by Always a supporter of AOPA period. one of the downturns in the British Airways, and at this (UK), he somehow found the For sheer fun, Ian enjoyed aviation industry, Ian returned point Ian decided to leave time to serve as Chairman sailing in classic dinghies, to part time radio production the airline world to become of the AOPA (UK)’s Training initially learning at Blakeney, with Classic FM. a full-time flying instructor Committee and for which he Norfolk. Later, he and his wife Ian’s first full-time aviation and to develop his part- also wrote many practical and Sheila enjoyed bare-boating work was as a demonstration time emergency response thought-provoking articles. holidays in the Greek Islands. pilot flying the Optica for consultancy and training work If Ian was not instructing, Ian was a lifelong dog lover, Edgeley Aircraft, based at that had started with BMI. he would be flying one of the owning a succession of Welsh Old Sarum. At one stage Consultancy work blossomed, aircraft that he owned over border collies, each having this involved Ian checking with Ian being trained in Post- the years. He was constantly, distinctive personalities. out Neville Duke, one of Crash Management by IATA, restlessly looking for “that Despite significant medical his boyhood heroes, on the the RAF and British Police. He perfect aircraft”, owning challenges, Ian was always aircraft. later went on to hold roles as shares in a Cub L4, a Cap10B cheerful and positive in his He built his flying hours a member of IATA Emergency (in which he gave many their views of the world. making newspaper deliveries Planners’ Working group, the first taste of aerobatics), a In particular my family has to Europe, after which he flew Star Alliance Energy Advisory Decathlon, a Robin DR 400, a cause to be thankful for Ian’s mainly BN Islanders on charter Group and the UK Government Cirrus SR20, a Piper Cherokee help and support at a time of work. Crisis Advisory Group. Six, and his last aircraft, a great personal tragedy. •

AOPA Aircraft Owner and Pilot October 2020

24 FEATURE The Orkneys

NJOY THE E F SE L A IG E H L T P AOPA FLYING FEATURE ISLAND HOPPING IN THE ORKNEYS WORDS David Chambers IMAGES David Chambers With most of Europe locked down there are not many options for a touring holiday in your aircraft. However David Chambers was still able to get away for a few days…

AOPA Aircraft Owner and Pilot October 2020 25

ANDEMIC Fresson OBE, who pioneered You’ll need a hire car to get restrictions having inter-island air services in 1932 "The main around and there are several limited our flight and launched the UK’s first air alternative sights worth seeing depending P opportunities into mail service in 1933. on your interests: Europe, I thought I would The airport has AVGAS but it is airfield for GA • The Ring of Brodgar, a ring explore more of what the much more pricey than further of neolithic stones older than UK and Ireland have to offer. south. Hire cars are available visitors is Stonehenge I spent a couple of days in at the terminal, as is an airport Lamb Holm • Skara Brae, a 5,000-year-old the Orkneys, briefly landing bus into town. At the time of neolithic village, well preserved at several outlying islands writing, no airport shops were despite being older than the and staying overnight on the open and the café was only Egyptian Pyramids main island. open in the morning. • The Italian chapel, adapted The main alternative airfield from a Nissan hut by Italian MAIN ISLAND for GA visitors is Lamb Holm. PoWs during World War II It’s about an hour’s flight from The main grass runway at 640 • Churchill barriers – concrete Inverness up to Kirkwall where metres will accommodate submarine barriers and you are spoilt for choice with many GA aircraft but the cross causeways between several of instrument approaches – NDB, runway at 340 metres would the islands ILS, RNP (formerly known as be a bit short for some. The big • St Magnus Cathedral RNAV) and even a VOR. There’s advantage is the opening hours • Wide open unspoilt beaches a steady trickle of commercial – it’s open until official night, • Bird and marine life. traffic, including Loganair which and daylight extends quite late What you won’t find many of operates like a bus service into the evening this far north are trees, probably because it’s between the nearby islands. We in the summer, while Kirkwall just too windy. found ATC very accommodating closes at 5:30 p.m. local. The It has become a popular for practice instrument only other listed GA airfield destination for cruise ships and approaches, with the crosswind on the island with the slightly American tourists which were runway useful for landing unfortunate name of Twatt is BELOW CLOCKWISE: Plenty notable by their absence this during strong southerly winds. said to be no longer in use. of wide open space, North year. In front of the main terminal, • The main island itself has a Ronaldsay Airport, and the The islanders that we met there’s a memorial to Captain population of almost 20,000. Old Man of Hoy were very welcoming and the

October 2020 AOPA Aircraft Owner and Pilot 26 FEATURE The Orkneys hotels and guest houses would clearly like to attract more trade. "Six of the Several of the nearby islands outlying islands are connected by causeways with others easily visited by boast their own ferry, with a car or on foot, although passenger ferry airstrip. These capacity has been radically are typically reduced for social distancing. It’s a short trip over to the advertised as Island of Hoy where you can walk up towards the Old Man gravel rather – a 137 metre-high sandstone than asphalt" sea stack that’s also clearly visible from the air. Eday Airport Terminal Building ORKNEY ISLANDS Six of the outlying islands boast oversight from Highlands and remaining airfield off limits due their own airstrip. These are Islands Airports Ltd (HIAL) in to clashing with the commercial typically advertised as gravel Inverness. GA pilots need to aircraft timetable. The airfields rather than asphalt, each with obtain permission from both are easy to spot from the air and a main runway with a TODA of for any visit and must avoid it’s very much up to the pilot to at least 537 metres. All of the movements +/- 15 minutes decide which runway to use and airfields looked well kept with of any commercial flight. self-position appropriately. clear signage, good surfaces Changes to your flight times Eday airfield is also named and recently mown grass. The must be checked with the local after the adjacent beach. It is terminals each consist of a small airfield and there’s also a bit of undoubtedly the most northern building that would keep the few paperwork to do in advance. UK airport with London in its passengers out of the wind and All traffic in the Orkneys name. Clearly the locals have a rain but had limited facilities. remains on the same Kirkwall sense of humour! Each airfield has a local ATC frequency (tower and responsible person with central approach are combined), THE WORLD’S SHORTEST reporting when airborne and COMMERCIAL FLIGHT again on final before landing. A unique experience in the There’s not much high ground Orkneys is the flight between to affect flight, although an Papa Westray and Westray, increasing number of wind which is recorded as the turbines are appearing. shortest commercial passenger The weather is wet and flight in the world, at two windy more often than down minutes. Sadly the wind wasn’t south, and you have to be well blowing in our favour and we prepared for that. Our planned took four minutes to circle stay overnight on one of the round to land. islands had to be cancelled You can see the windsock because of 40+ knot winds and terminal buildings across forecast the following morning. the water from each, but there The weather on the day was isn’t an easy alternative by sea. light rain with broken cloud I doubt many passengers travel enabling easy VFR navigation directly between the two and between the islands but not instead are en route to/from great for photography. Kirkwall. For those who do fly The outlying islands vary in size commercially, it is one of the and population considerably. cheapest at £7.25 per flight. It’s Westray is the largest with an essential lifeline for islanders 600 and North Ronaldsay the in addition to facilitating tourism. smallest with 72. There are also Perhaps this destination is some smaller islands (without an one to consider for next year airfield) with fewer inhabitants, or earlier, subject to a good including one recording a weather window and allowing solitary resident. plenty of time to fly there and We managed to land on five of back. Beware that daylight them, stopping briefly and only becomes much more restrictive The Italian Church at Lamb Holm getting outside at two, with the in the winter months. •

AOPA Aircraft Owner and Pilot October 2020 27

Positioning the aircraft downwind for Westray

October 2020 AOPA Aircraft Owner and Pilot 28 COVER STORY The Jetstream

The Handley Page HP.137 has been a presence in the skies of the UK for over Farewellto an 50 years, but that era is now coming unsung to an end. WORDS Henry Simpson hero IMAGES Andy Foster, Nick Blacow, Nick Lawson

AOPA Aircraft Owner and Pilot October 2020 29

HE Handley Page The Jetstream was conceived type’s Turbomeca Astazou 14 HP.137 Jetstream by Handley Page at a time "Trouble with the engines resulted in the swift T proveed to be when it faced significant type's Turbomeca development of the Jetstream the final act in government pressure to 2 that debuted in 1969 with the story of the illustrious merge with either Hawker Astazou 14 the more reliable Astazou 16 company, but its design Siddeley or the British Aircraft engines. Production delays and would not only outlive two Corporation (BAC). Handley engines resulted the engine trouble had taken of its manufacturers but Page resisted, but with no in the swift its toll, and the cancellation of would remain a presence in government contracts and a USAF order for the Jetstream the skies of the UK for over dwindling finances, their new development of 3M, a military cargo variant 50 years. That era though aircraft would have to be powered by the Garrett TPE- is now coming to an end. I small. The resulting design the Jetstream 2" 331 turboprop, was soon spoke to the chief test pilot was aimed at filling the niche followed by the liquidation of of Cranfield Aerospace and for a short-range feederliner Handley Page. This though former chief pilot of the with the prototype first taking would not prove the end of Shuttleworth Collection, to the air on 18 August 1967. the aircraft as, similarly to de Dodge Bailey, about flying The first production model, Havilland’s last aircraft, the the UK’s last Jetstream as it the Jetstream 1, flew a year earlier DH.125, (which would approaches retirement. later but trouble with the become the successful HS.125),

October 2020 AOPA Aircraft Owner and Pilot 30 COVER STORY The Jetstream significant interest in the type large aircraft after WW1. This was BAe who further developed remained, and production was "The Mk 1 had large aeroplane thinking is the Jetstream design, fitting the taken over by Scottish Aviation, both an AC and evident in that it is “much more Garrett TPE-331 as had been which marketed the Jetstream complex compared to US fitted originally by Handley 2 as the 200 series. Scottish DC electrical equivalents such as the King Page on the fifth prototype for Aviation subsequently produced Air”. The Mk 1 had both an the planned USAF 3M model. Jetstreams for perhaps its most system, something AC and DC electrical system, The new variant, dubbed the famous operators, the RAF and usually only found something usually only found Jetstream 31, first flew in 1980 Royal Navy, who used them as on larger aircraft, and Dodge and importantly corrected the multi-engine and navigation on larger aircraft" also adds that “it had an APU certification limitations of the trainers respectively, with (Auxiliary Power Unit) bay earlier models, being certified the type finally obtaining the which, though not fitted, shows to a weight limit of 15,500 lb. government-backed orders that the large aircraft mindset.” He In terms of performance, had previously been denied to recounts that the instruments Dodge describes the TPE-331 Handley Page. were central in the cockpit like a as a very conventional direct- Cranfield Aerospace acquired larger two-pilot type, but it was drive turboprop, one in which three Jetstreams from the certified as a ‘light’ single-pilot the governor changes the receivers in 1971 after the aircraft. Dodge believes this pitch of the blades to maintain collapse of Handley Page. These certification was born out of the a set RPM as power is added consisted of two Mk 1s and a dwindling finances at Handley or removed. This is in stark single 200 series aircraft, to be Page and a desire to quickly contrast to the Astazou. “The used as flying laboratories. As certify the aircraft, however the Astazou was really a helicopter the Mk 1’s Astazou 14 engines resulting restrictions on the engine, so it treated the had such short TBO (Time aircraft, primarily the weight propeller as a rotor,” explained Between Overhaul) times they limit of 12,500 lb, meant that Dodge. This meant that the were exchanged for de-rated with a full passenger load, power lever directly controlled Astazou 16s. limited fuel could be carried. the pitch, and the governor It is here that Dodge Bailey This artificial constraint the fuel so: “The power lever enters the story. Upon leaving hindered the type’s usage and was actually a pitch leaver, so the RAF in late 1989, he joined despite making certification in a way it functioned as an Cranfield in early 1990 and simpler and cheaper, Dodge auto throttle as the engine converted onto the type by the believes it contributed to the automatically added and former chief test pilot, Angus manufacturer’s downfall. reduced power.” Dodge also McVitie. Dodge describes the Scottish Aviation continued to added that “this made glide Jetstream as “a large aeroplane produce the aircraft until 1977 slopes a single control exercise, squashed small,” he adds when financial pressure forced the same with steep turns.” that Handley Page only really them to merge with several In terms of general produced large aircraft up other manufacturers including performance, the aircraft had until the Jetstream, the name BAC and Hawker Siddeley, to a true airspeed of 230 knots becoming synonymous with form British Aerospace (BAe). It and the Mk 1 was certified for 30,000 feet but as that altitude was rarely required, the Series 200 was only certified up to 25,000, though in reality Dodge comments they typically fly at 19,000 feet. With a full fuel load the aircraft has a range of about 1,000 miles, but that is reduced to between 200-300 miles with a full passenger load. The Mk 1 had a maximum speed of 215 knots whilst the 31 is capable of 230.

HANDLING Dodge highlights that due to the requirement for six rows of passenger seats the aircraft needed a wide range of centre of gravity (CG). “The centre of gravity range is about 30 cm which is 20 per cent of the Cranfield's Jetstream 31 mean aerodynamic chord –

AOPA Aircraft Owner and Pilot October 2020 31

A historic photo from the aircraft's past

October 2020 AOPA Aircraft Owner and Pilot 32 COVER STORY The Jetstream

quite a large range,” he said. undesirable characteristic of increase, to give less deflection The result of this is that phugoid oscillation in pitch, and protect the airframe. There the aircraft is very stable at about which Dodge comments: is also a rudder-aileron inter the front of the range and “If you let it get out of control connect. “This is primarily to aid less stable to the aft. Dodge the aircraft would eventually the pilot if there is an engine elaborates that in order to loop itself.” He recalls that the out but it gets in the way a bit keep it legally stable: “They had RAF pilot's notes on the type with crosswind landings as you to fudge it,” with a spring in the state: “Control is marginal in have to overpower the desire tail pulling the elevator down. landing in strong winds – which for both to move in the same The effect of this is to make is a very strong statement direction”. the plane feel more stable to about an aeroplane.” The The Jetstream 31 continued the pilot, “... even when it isn’t aircraft is fine in roll but in to be produced by BAe until and that’s allowable in the yaw, because of the type’s 1993, with the aircraft proving certification. So when in the speed range, they needed a successful in its originally aft of the CG range, the stick large rudder for low speeds intended role as a commuter barely moves as the aeroplane but deflection at high speeds and feederliner with 381 has effectively no stability but could damage the aircraft. examples built, mostly for the that is masked by the effect To address this, the rudder American market. The company of the spring.” This fix gave pedal is connected to a torque then produced the larger the legally permissible, but tube which twist as air loads Jetstream 41until 1997.

AOPA Aircraft Owner and Pilot October 2020 33

The Jeststream cuts a fine figure in the sunset

Dodge describes the 31 as radar and Doppler, all of this assignment Dodge remembers physically the same as the pre-GPS.” Sadly, this example is being asked to formate on earlier Mk 1 and 2 but with ran out of engine life in the an ascending weather balloon, different engines and systems. 1990s and it was deemed “An interesting piloting concept, “It’s got a lot of clever stuff uneconomical to replace balloon formating….we of in terms of airflow control,” them, but Dodge remembers course had to fly orbits around he adds. “It’s a great little it fondly. “It was a great it until we could climb no more commuter.” aeroplane and we did some and it left us behind.” When asked which variant he interesting work with it," he The last airworthy Jetstream in preferred he has no doubts. said. the UK, G-NFLA, is a 31 that first “The Mk 2 (series 200) was the Cranfield trials have included flew in 1984 and was acquired optimum aeroplane, it’s the a military TCAS system, navy by Cranfield in the early 2000s. real GT version, at 12,500 lb helicopter radars and air The aircraft was acquired but with the more powerful pollution measurements. “We from BAe, which operated it Astazou 16 engines it had would fly west of Ireland to for corporate travel; that made better power to weight.” sample clean air and then catch it a fairly low-houred airframe. The series 200 at Cranfield up with that air again the next “I always look for good homes served as a test bed for day over the North Sea and for my aircraft” Dodge says, the Racal electronics “... so it see what the power stations original Mk 1s both now being had fantastic avionics with had done to it.” One interesting ground instructional airframes

October 2020 AOPA Aircraft Owner and Pilot 34 COVER STORY The Jetstream in technical colleges – one at fuselage, in which it is possible but it comfortably displays at Perth, the other in Paris – that to stand upright, provides "Cranfield is just over the 2 G.” He remarks ‘big aeroplane thinking’ making ample space for equipment. moving to a Saab that the legendary Neil Williams them ideal for the role as, A side observation in our once did a full aerobatic display despite being small in size, they conversation was that this is 340, "It's more in it! Dodge's routine is a more have the more sophisticated a selling point of the newly sedate affair, but by no means systems in common with revealed Celera 500L laminar- aeroplane than slow. The routine does give a larger types. There was, until flow design business aircraft, they need, but the feel of the type's speed though, relatively recently, another indicating that it remains an with flypasts at 220 kts which flying Jetstream in the UK, also area of advantage over types only thing for the the aeroplane can comfortably at Cranfield – G-BWWW – the such as the King Air. do at less than full power. BAE Systems flying test bed for Cranfield is moving to a Saab job."" With the type now around for automated flying tests. It was 340, “It’s more aeroplane than one final year it is hoped that operated by Cranfield but is no they need, but the only thing it will be able to make more longer in flying condition. for the job.” The Jetstream was display appearances in 2021 The Jetstream left RAF service due to be retired this year but so that people can enjoy what in 2003 and the Royal Navy in delays have bought the type Dodge rightfully describes as an 2011, both replacing it with the another year – its retirement unsung hero of British aviation. King Air; now after 50 years is now planned for late next His final reflections on the of operations at Cranfield, summer. Dodge expects the type are that it had a false sadly the Jetstream is coming aircraft, once grounded, to start with the Mk 1 due to the to its end. Dodge comments remain at Cranfield. restriction on weight, which he that availability of spares is Dodge is however determined blames on the government's becoming an issue, “We are that the aircraft will not go out refusal to order the aircraft having to hunt around for them without a fanfare and chose to after Handley Page resisted as the type is dwindling.” There work up a display on the type attempts to pressure it into are also the other problems due to its impending demise. conglomeration. “If that hadn’t associated with an ageing Having performed some been the case, had they come airframe, “... unanticipated practices last year he had his in with a 500-mile-range symptoms of faults due to display authorisation renewed 18-seater, Handley Page may old wiring which take ages to on the type earlier this year, have survived.” “Then again,” find and fix. So it's proving and it made an appearance he continues, “perhaps it harder to keep it serviceable.” at one of the Shuttleworth would have been ahead of its Cranfield though, will miss the Collection’s drive-in shows time” – predating the ‘hub and Jetstream. "The actual airframe on 2 August. Dodge’s display spoke system’ that made the is perfect for its job, there is proved very popular and it was Jetstream 31 so popular. The no equivalent aircraft, even the regarded as the highlight by decline of that system, coupled biggest King Air cannot match those who reviewed the event. with what Dodge describes it.” One major advantage of “It’s a handy aeroplane,” he as airlines wanting the ramp the Jetstream is that its large says, “the G limit is just over 3 presence of jets, led to the final demise of the type in production. The story of the Jetstream is one full of setbacks, from the rush to certify it, to the cancellation of the early USAF order. How the type and its original manufacturer would have fared had circumstances been different is a matter of conjecture, but overall it’s a story of defiance is undoubtedly a British success story with over 400 produced. The Jetstream, with over 50 years of operations under its belt, has proved the longest- lasting Handley Page design of them all, a testament to this unsung aircraft. And now that the UK’s last airworthy example is in its final year of flight we can thank Dodge Bailey for bringing The Jetstream's lifecycle seems to be coming to an end it in front of the crowds. •

AOPA Aircraft Owner and Pilot October 2020 35

Inside the cockpit of the Jetstream

October 2020 AOPA Aircraft Owner and Pilot 36 FEATURE CAA's Revalidation Policy

AND GU G ID IN A IN N A C R E T AOPA TRAINING FEATURE REVALIDATION POLICY WORDS Nick Wilcock IMAGES Nick Wilcock The CAA has announced its revalidation policy which works around the pandemic

AOPA Aircraft Owner and Pilot October 2020 37

HE CAA is well skies again; this had to be safe within the total flight time. For aware that due but not overdemanding. AOPA "Once the relevant NPPL holders, the qualifying to COVID-19 was involved in discussions requirements validity period is 24 months, T restrictions, and a temporary solution has during which at least eight many pilots would have now been achieved, which for revalidation hours as PIC must be achieved experienced problems will remain in place until 30 within the total flight time. meeting normal April 2021. Put simply, if a pilot by experience Due to the ‘rolling validity’ and requirements for revalidation has not been able to achieve have been met, recency requirements of the by experience. Although the normal requirements for LAPL(A), no further alleviation pilots whose ratings were revalidation by experience the subsequent extensions will apply after due to expire before 31 then, depending on the flying 22 November 2020 and the October 2020 were able to they have actually achieved, validity expiry normal LAPL(A) 24-month extend their validity until 22 any shortfall may be mitigated date will be recency requirements will then November 2020 thanks to by additional take-off and apply. CAA alleviations, a policy was landing requirements and in entered in the Once the relevant clearly needed to revalidate some circumstances, additional pilot's Certificate requirements for revalidation ratings thereafter. refresher flight time. These are by experience have been The authority did not want summarised in the table on the of Revalidation" met, the subsequent validity pilots to lose credit for flying following page. expiry date will be entered they had already achieved in If a pilot has achieved in the pilot’s Certificate of their normal validity period less than eight hours in the Revalidation in the normal before it was extended, neither qualifying validity period, manner. Submission of normal did they want such pilots to be then revalidation may only be revalidation forms to the CAA obliged to take a Proficiency achieved by Proficiency Check is also required; however, Check or NPPL GST when the or, for NPPL holders, a General although not strictly required only reason they had not flown Skill Test. for the NPPL, the CAA would as much as they had expected The ‘qualifying validity period’ appreciate being notified in was because of the restrictions. for all licences except the NPPL order to update their licensing But the CAA’s chief remit is and LAPL is the second 12 records. safety, so a pragmatic solution months of the two year validity Make sure you you stay legal For those pilots who took was necessary if pilots were period, in which at least six and able to fly during the advantage of validity extension to be tempted back into the hours as PIC must be achieved current climate to 22 November 2020 under

October 2020 AOPA Aircraft Owner and Pilot 38 FEATURE CAA's Revalidation Policy

REVALIDATION BY EXPERIENCE

TOTAL HOURS OF FLIGHT ADDITIONAL TAKE-OFF AND LANDING ADDITIONAL REFRESHER FLIGHT TIME TIME ACHIEVED BY THE REQUIREMENTS, ASSUMING THAT 12/12 REQUIREMENT WITH AN FI/CRI, ASSUMING PILOT IN THE QUALIFYING HAVE ALREADY BEEN ACHIEVED IN THE THAT ONE HR HAS BEEN ACHIEVED IN THE VALIDITY PERIOD. QUALIFYING VALIDITY PERIOD. QUALIFYING VALIDITY PERIOD.

12 or more nil nil

11 3/3 nil

10 4/4 nil

9 5/5 30 mins

8 6/6 30 mins

AOPA Aircraft Owner and Pilot October 2020 39

ORS4 No.1378/1385, the new take-offs and landings before of AMEs, restrictions on validity expiry date will be 30 his expiry date, his Certificate of "During introductory flights and cost- November 2022; for all others Revalidation may be signed with discussions with shared flights were reimposed. the date will be the normal a new validity expiry date of 31 AOPA queried this with the CAA 24 months after the previous January 2023. the CAA, AOPA as it wasn’t certain whether expiry date. For full information, Part-FCL this was intentional or a simple To illustrate these licence holders should refer to proposed that drafting error. Nevertheless, requirements, consider the ORS4 No.1416; National licence cost-sharing when a further exemption following two cases: holders should refer to ORS4 extension under ORS4 No.1421 PILOT A No.1418. flights should was introduced in August due Took advantage of ORS4 to the lack of AME availability, No.1385, but considers that MEDICAL DECLARATIONS be permitted the restrictions remained. she will not be able to achieve Due to ongoing pressure on for PMD However, ORS4 No.1421 was more than nine hours flight AMEs, the CAA has extended soon withdrawn as it contained time before her extended the General Exemption holders under an error concerning pilots validity date although she has concerning the use of Pilot who had converted from NPPL already flown one hour with Medical Declarations for pilots the amended to LAPL without having held her instructors. Provided that holding Part-FCL licences exemption" Part-MED medical certificates, she flies another 30 min of wishing to fly EASA aircraft implying that they could no refresher flight training and until 31 Mar 2021. Originally longer use a PMD. another five take-offs and the exemption was due to During discussions with the landings before 22 November expire on 8 Apr 2019, but was CAA, AOPA proposed that 2020, her Certificate of subsequently extended under cost-sharing flights should be Revalidation may be signed with ORS4 No.1283 until 8 Apr 2020; permitted for PMD holders a new validity expiry date of 30 at the same time the restriction under the amended exemption. November 2022. on introductory flights and cost- ORS4 No.1421 was corrected PILOT B shared flights operated by PMD on 3 Sep 2020 and applies until Has a validity expiry date of 31 holders was deleted. 31 Mar 2021; there is no longer January 2021. He has flown However, when the exemption any requirement for a PMD to a total of 11:10 flight time was extended under ORS4 have been made before any including one hour with his No.1370 until 8 Nov 2020 Make sure you check on specific date, but unfortunately instructors. Provided that he due to COVID-19 restrictions current restrictions before the restriction on cost-sharing can achieve another three reducing the availability flying flights remains.•

October 2020 AOPA Aircraft Owner and Pilot 40 TECH AND BOOKS Latest products and books

COVID-FREE CABIN What Bacoban for Aerosapce From Pooleys

Bacoban for Aerospace Aircraft Cabin Antiviral & Antibacterial Cleaner for aircraft disinfection. Following the cabin disinfection, the first passenger carrying any virus will re-infect the aircraft allowing the virus to be spread amongst passengers. This problem FIRE MITIGATION has now been solved by using Bacoban for Aerospace. BAGS BIG HIT This unique product Pioneering AvSax fire mitigation bags are now award-winning will provide continuous disinfection for 10 days! What Mitigation bags when one cell in a battery runaway events have No other product on From AvSax overheats, it can produce become available. the market will provide enough heat – up to 900°C “Products which provide continuous protection in AN AWARD-WINNING (1652°F) – to cause adjacent both a cooling and this way. Viruses, bacteria fire containment device cells to overheat. This can containment capability are and fungus will be used by some of the biggest cause a lithium battery fire typically more aligned to the destroyed continuously airlines in the world is now to flare repeatedly. Incidents existing ICAO guidance. for this period and being used by many smaller of thermal runaway are on “After knocking infections onboard companies and in GA. the rise and it can happen if down flames it could the aircraft will be The milestone is that more mobile phones get crushed conceivably take just a dramatically reduced. than 15,000 AvSax fire in airline seats. couple of seconds for a Bacoban for Aerospace mitigation bags are now on AvSax works by putting personal electronic device establishes an ultra-thin aircraft operated by more the overheating device into to be placed inside a nano-layer with a lasting than 80 airline companies the bag and adding two containment bag, allowing effect, using a sol-gel worldwide. AvSax recently litres of cold water or soft it to be moved to a place process that develops won the highly prestigious drinks, which activates a of safety. Passengers a solid gel nano-layer. Queen’s Award for polymer that simultaneously could then return to their The biocides used to kill Enterprise in the UK. cools the device to prevent seats, mitigating potential germs and viruses are Battery fires on aircraft further thermal runaway and unrelated safety hazards embedded in the porous have become a serious suppresses any blast or fire. such as injury in the case of structure of the sponge hazard in recent years This is in line with severe turbulence.” like sol-gel and are as passengers bring guidance from the CAA AvSax has been used washed out again slowly more personal electronic which states: “Since 32 times to deal with when coming into contact devices on board such the development of emergencies on board with water (bacteria, as smartphones, laptops, the International Civil aircraft since the start of enveloped viruses tablets and e-cigarettes. Aviation Organisation 2017. Every time the plane and fungi are always All are powered by (ICAO) guidance (on has been able to continue its surrounded by water). lithium-ion batteries and dealing with an in-flight journey safely. • faulty ones can go into battery fire), new products Where pooleys.com what is known as thermal designed for use in response Where avsax.com Price From £11.25 runaway. This happens to lithium battery thermal Price £400

AOPA Aircraft Owner and Pilot October 2020 41 OFFERING NEW INSIGHT INTO 'THE FEW' A first-hand account of the Battle of Britain reworked to tell a fascinating story Author John Shipman supported the Air Training view of extraordinary THE OTHER From Pen and Sword Corps, Battle of Britain events. This book serves as Fighter Association and a useful source to scholars SIDE WITH THE 80th anniversary the RAF Benevolent Fund. of the war of 1939–45, but Author Chris Gross of the end of the Battle of One review has stated: “The it is also both a fascinating From Air World Britain there are lots of story of Ted Shipman, one of read and account of the books already out there, but ‘The Few’, provides a most activities of a Spitfire pilot. The term ‘fighter ace’ One of ‘ The Few’ by John interesting insight into the The book contains many grew in prominence with Shipman tells the story of his life of an airman during that unique photographs, many the introduction and father’s efforts during WWII most critical period of our from Mr. Shipman’s personal development of aerial and is worth a read. island’s history – The Battle collection. The author, combat in WWI. Ted ‘Shippy’ Shipman of Britain. There are many John Shipman, is to be For the Luftwaffe, a was one of ‘The’ Few who books that tell of the daring commended on bringing this number of its fighter flew with 41 Squadron in deeds of those that took work to a wider audience – pilots, many of whom the Battle of Britain. He left part in the battle. However, a good read.” • had fought with the his father’s farm in 1930 this work gives a much more Legion Condor in Spain, and enlisted in the RAF softer and balanced account Where pen-and-sword.co.uk had already gained their as a driver. He flew for of that time, an ordinary Price £14.99 Experte, or ace, status thirteen years of his thirty in the Battle of France. years’ service, achieved However, many more the highest grade of flying would achieve that status instructor and retired as a in the hectic dogfights Wing Commander. This book over southern England is based on the copious and the Channel during notes that Shippy wrote the Battle of Britain. in the 1970s and brings a In this book, the story first-hand insight into the of each of the Luftwaffe’s life of an RAF Spitfire pilot 204 Messerschmitt Bf 109 during the early war years ‘aces’ from the summer and then his remaining of 1940 is examined, wartime and post-war with all of the individual service until 1959. His biographies, detailing career as a senior instructor individual fates during included No 8 Service the war, being highly- Flying Training School, illustrated throughout. Montrose and the Central Original German records Flying School at Upavon. from the summer He then went on to teach of 1940 have been at the Flying Instructors' examined, providing a School at Hullavington in definitive list of each 1942 and the Rhodesian Air pilot’s individual claims. Training Group between It also covers, to a lesser 1943 and 1945. After the extent, those forgotten war he did tours in Germany 53 Messerschmitt Bf 110 and Cyprus. He was pilots who also achieved Commanding Officer at RAF ace status. Sopley, Hampshire and RAF Boulmer in Northumberland Where pen-and-sword.co.uk until his retirement in 1959. Price £25 During retirement he actively

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AOPA Aircraft Owner and Pilot October 2020 AIRCRAFT FOR SALE AIRCRAFT FOR SHARE INSURANCE TRAINING TECHNICAL FUEL +MORE CLASSIFIED ADVERTISEMENTS

October 2020 AOPA Aircraft Owner and Pilot AIRCRAFT FOR SALE AIRCRAFT FOR SHARE INSURANCE TRAINING TECHNICAL FUEL +MORE CLASSIFIED ADVERTISEMENTS

INSURANCE

FOR ALL CLASSIFIED AD SALES ENQUIRIES

Please contact CHARLOTTE PULHAM at [email protected] +44(0)1487 830105 or +44(0)7583 140127

AIRCRAFT ENGINES FOR SALE

DE HAVILLAND GIPSY ENGINES

2 x GIPSY QUEEN MK 2 Inclusive of ancillaries. Ex DH 88 Comet replica

2 x GIPSY MAJOR 8 (10) No ancillaries, ex M.o.D. DHC-1 Chipmunk

CONTACT: TEL 020 8 954 5080 E.MAIL: [email protected]

TECHNICAL FOR ALL CLASSIFIED AD SALES ENQUIRIES

Please contact charlotte @aopa.co.uk or +44(0)1487 830105 +44(0)7583 140127

AOPA Aircraft Owner and Pilot October 2020 AIRCRAFT FOR SALE AIRCRAFT FOR SHARE INSURANCE TRAINING TECHNICAL FUEL +MORE CLASSIFIED ADVERTISEMENTS

INSURANCE HANGARAGE

OTHER

INSTRUCTORS WANTED POM Flight Training at Humberside Airport has been a long established GA flight training and members club for over 16 years. We are looking for two part time or full time instructors to join our team, to teach PPL/LAPL/IRr & Night ratings for both weekdays and weekends. Good hourly rates of pay, on-line booking system and flexibility; we operate two of the best PA28-161 Warrior II in the area, and have a healthy and growing number of students. We are a registered CAA DTO based in the Terminal Building, and have two examiners as part of the team.

Please send your CV to Chris Dale at [email protected] or call 07985-753336

October 2020 AOPA Aircraft Owner and Pilot