Dates for the Diary 2015
Sunday 4th January Snowball Meet ‐ Bicester Coincides with Bicester Heritage Brunch and Open Day
Saturday 31st January Winter restora on workshop visit. Sni erfield and Bericote Farm. www.vintageaircraftclub.org.ukwww.vintageaircraftclub.org.uk IssueIssue 4848 WinterWinter 20142014 Contact Steve Slater for more details.
Saturday 14th February Valen ne Rally ‐ Sywell
Saturday 7th March Annual Dinner and Awards Evening Li lebury Hotel, Bicester
Sunday 22nd March Spring Mee ng ‐ Turweston
Saturday 18th April Daffodil Rally ‐ Fenland
Saturday 2nd May ‐ Monday 4th May Yorkshire Tour VAC/IAC joint event
Sunday 15th June Wellesbourne Wings and Wheels
July / August West Country Tour t.b.c In associa on with Aeronca Club, more details in the Spring Issue
V A C Saturday 19th / Sunday 20th September Sackville Farm ‐ Members event Combined with the balloon mee ng
Saturday 10th October AGM and Autumn Fly‐In TBA
The Vintage Aircraft Club Ltd (A Company Limited by Guarantee) The Journal of the Vintage Aircraft Club Registered Address: Winter Hills Farm, Silverstone, Northants, NN12 8UG Registered in England No 2492432 VAC Honorary President D.F.Ogilvy. OBE FRAeS Vintage & Classic Chairman’s Notes
VAC Commi ee Winter 2014 With the aircra safely tucked away You might no ce that the Sackville than a decade as Chairman, Vice‐ Contents or securely ed down, the December Farm Barbeque date is a li le earlier Chairman and finally Membership Chairman Steve Slater 01494‐776831 magazine is always the me we can than we normally plan. The reason Secretary. The words ‘thank you’ look back at the year past and for that is we hope to combine our seem inadequate! Thanks of course, [email protected] equally, look ahead to the future event with a hot‐air balloon fly‐out, are also well due to Sandy Fage, who Page Title Vice Chairman Peter Wright flying season. Of course for many, which might even mean some has kept the club and the commi ee including myself, a highlight was members may wish to stay over on on an even keel as Secretary and Type Club Liaison [email protected] 2 Who’s Who ‘VAC 50’ at Popham, perhaps the Saturday to sample a late‐evening or Treasurer. best birthday party the club could early Sunday balloon flight. More on 3 Chairman’s Notes have hoped for. I know I said it in my that as plans develop. I also would like to pay tribute to two Membership Paul Loveday 01327‐351556 4 Members’ notice last Chairman’s notes, but I make no people who have avoided joining the Secretary e‐mail p.loveday@ scali.co.uk board excuse for saying it again. THANK Finally as I started. A few BIG thank‐ commi ee, but who have New Members YOU to so many people, for making yous. First of all to Paul Loveday, for transformed the club’s presence at Newsle er Editor th 5 Sackville Farm VAC’s 50 anniversary year such a his hard work on the magazine and events. Cathy Silk and Vron Tanner stupendous success! elsewhere. Paul is standing aside as ably aided by Dave Phillips, John 6 Nanchang flight test Broad and other members, have Secretary & Sandy Fage 01327‐858138 9 Celebrating 50 years of revolu onised the clubs Treasurer e‐mail [email protected] the Taylor Titch by F1 merchandise offering and, as well as Air Racing in Spain making a significant contribu on to club funds, their display and stand 12 LAA Rally Flight Safety Robb Metcalfe has become a major focal point for 13 The RAF History of de e‐mail [email protected] members new and old. Thank you Havilland Chipmunk all!
WK514 / G-BBMO We also enjoyed some fun at 15 Air Experience in a Press & Public Alan Buckley 01908‐503691 Wellesbourne, with the Cub Rela ons e‐mail alan@flying‐aeroba cs.freeserve.co.uk Nanchang CJ-6 and sprou ng wing strut brooms cks and formation flying some of the commi ee donning 16 Internet Drone Halloween headgear to ensure that Ground Visits Steve Slater as above 17 Around and About Not quite as sunny, and definitely vice‐chairman this year, but has All‐Hallows did not go un‐no ced, more blowy, was the Club AGM at agreed to con nue both with the but for me and many others, one of Co‐ordinator 22 Our current British Wellesbourne. I suspect that we set magazine and to take on the role as the highlights was Ron Webster’s Light Vintage Aircraft another first for as an excuse for a membership secretary. Peter Wright ground‐running of his latest home‐ Flying Events To be allocated for overall control by event Heritage delayed start to an AGM, as a Co‐ordinator. 26 A weekend in Guernsey number of us were s ll out on the airfield tying our aircra down! (The - did the earth move for VAC Sales Cathy Silk subsequent into‐wind departure set you silk [email protected] a new STOL record for Peter Wright 28 The Dangers of High and I in the Cub, followed by what Visibility Clothing was later described as a geo‐ Trophies Steward Rob Stobo 01993‐891226 sta onary climb‐out!). 29 Book Review e‐mail robstobo@stonesfield.f9.co.uk Back to the AGM though, and our 2015 calendar of events was of course an important agenda item. Based on member feedback, we are con nuing to try to spread events across a wider range of venues including a couple of weekend tours, The aim of the Vintage Aircraft Club is to provide a focal body for owners, pilots and enthusiasts of vintage and classic light one up to Yorkshire and one taking aircraft by arranging fly-ins and other events for the benefit of its members. us into the West Country . In each case we will be sharing our fun and The Vintage Aircraft Club is affiliated to the Light Aircraft Association and supports the General Aviation Awareness their local knowledge with local has agreed to assume the role of built radial engine. Check‐out our Council. members of the VAC, the Vice Chairman and we have another Facebook page for a video of this Interna onal Auster Club and the new volunteer, Robb Metcalfe, who remarkable engineering feat in Aeronca Club. They should make has agreed to take over the Safety ac on. Who says AGMs are dull? Vintage and Classic is the quarterly newsle er of the Vintage Aircra Club and as such is a privately produced magazine. The exci ng addi ons to our calendar, Officer role from Dave Norris. views contained within its pages do not necessarily reflect those of the Editor or the Vintage Aircra Club. The magazine is free more in the next magazine as plans to members, but £5.00 when purchased separately. come together! John Broad is also standing down Steve Slater from the VAC commi ee a er more
2 3 MEMBERS NOTICES Sackville Farm Barbecue ‐ 4th October 2014
ackville Farm team always fine food. Around a dozen people did with display smoke and climb away Annual Dinner and Awards S produce the most superb food and drive in and really enjoyed the superb but then flew back to White Waltham. this year was no excep on, all expertly hospitality of the Sackville team. I received an email later from Bob With this issue you will find both the nomina on form for the pres gious VAC Awards, and the Menu for the cooked by Tim Wilkinson with saying “We flew up but you had all potatoes, salads etc provided by the Cathy Silk & Veronica Tanner drove gone!” I found this rather amusing as Annual Dinner. Please give some serious considera on to who should be the recipient of an award and return the rest of the team. The only difference over from the Coventry area with all I had taken a couple of snapshots of completed for to Rob Stobo by the required. Date. The awards will as usual and where possible be presented at this year to previous years was the the VAC merchandise and were his aircra , which I emailed back to the dinner . weather! looking forward to mee ng all those him.
VAC Ground Events This does raise an important point regarding fly‐ins generally and that is that someone has to be the first to The club will be having the following ground events with full details to be no fied via email arrive. If you fly over and don’t spot January 2015 ‐ RAF Upper Heyford any other aircra then it is quite likely that you might be the first. Obviously February 2015 ‐ Secret Restora on Hangar “somewhere in the Midlands” at larger aerodromes where many aircra are based there will be other For details of all VAC events contact Steve Slater aircra parked around but at smaller strips this may not be the case. We Members Blog think a PA28 flew up from White Waltham as well but also didn’t come Ron Smith a regular contributor to this magazine has an interes ng blog which he shares with his fellow down to see what was going on. enthusiast brother Jim. This site is well worth a visit. www.ronandjimsmith.comwebsite The a ernoon sunshine was superb with almost unlimited visibility, just As the VAC have done in the past, the who would be there and to sell some perfect for si ng outside the Sackville Other events BBQ date is either the Saturday or the of the super goods. Lots of gi s Farm clubhouse enjoying the company The following events have also been no fied to the club. Sunday of the weekend at the start of available as Christmas presents and of fellow aviators. The thanks of the October with a decision needing to be you can of course contact them to buy VAC go to Tim and his friends for all made around the Wednesday before by mail order. I had the VAC gazebo their work in pu ng on the event and May 2nd ‐ 4th ‐ Bonjour Bodmin Deux (Aeronca Club) to enable the Sackville team to get to use as the focus of the club providing all the superb food. May 3rd ‐ Abingdon Air Show prepared. An idea of expected ac vi es. May 29th ‐ 31st Aero Expo ‐ Sywell numbers planning to a end is also June 20th ‐ 21st Air Britain Fly‐In North Weald provided around this me and for this July 11th ‐ US Classics ‐ Shobdon (Aeronca Club) year there was a fine list of about 50 people and some 40 aircra . August Steak‐Out ‐ Stoke Golding August 15th ‐ US Classics ‐ Shobdon (VPAC) Unusually for this late in the year, that September 19th ‐ 20th US Classics ‐ Old Buckenham (VPAC) weekend had a large number of other interes ng events planned although most were on the Sunday. As people registered their interest in the BBQ New Members. they were also saying they could only make the Saturday, which somewhat We welcome the following new members to the Vintage Aircra Club. limited the decision process. Checking S. Farrant Godalming R. Grainger Northampton the weather earlier that week The first to arrive from Old Warden in The Sunday proved to be a glorious suggested a cold front would pass the award winning and immaculate sunny day for all those other events A. Hall‐Carpenter Ipswich J. Pollard Harpenden through on the Friday evening and be Piper Cub was Bob Willies. The that were on; just goes to prove that clear of Sackville by the morning and machine looked superb with the you cannot be everywhere at the T. Short Friskney so the Saturday was set. As with bright yellow paintwork gleaming in same me! anything to do with the weather in the the sun contras ng against the shining UK this is not quite how it turned out wet leaves of the hedge behind. Soon Plans are being made for the VAC as the cold front bumped into the the wonderful noise of a big radial Sackville Farm BBQ to be the same huge high pressure area that had been aircra engine could be heard and, as weekend as the balloon mee ng they giving several days of glorious we all came out to look, the Nan‐ have at the airfield for next year. sunshine and that had stopped Chang CJ6 G‐BXZB flown by Bob Davy Keep an eye out for the calendar of Front Cover :‐ Isaacs Fury G‐BWWN / K8303 depar ng Stoke Golding moving east. Now, that shouldn’t flew across the overhead and into the events and put this one in your new have deterred people from driving up downwind leg for, what we thought, diary or iPad thingy! Rear Cover :‐ Piper J‐3C‐65 Cub G‐BROR depar ng Turweston as it is worth a ending the BBQ as a was a landing. He actually powered social occasion as well as to enjoy the through finals to a deligh ul barrel roll John L Broad 4 5 Nanchang flight test a 'chute on inside a cockpit because With the cylinder head at 120c and compressed air emana ng from you might loop through a restraining oil at 30c we can taxi ‐ release the under the panel and sounds not lying a warbird is a dream of drag. And then there's the full them. With the Chang the issue is strap and won't be able to bale out.) brake lever, open up the thro le unlike the old busses I used to go to F many a school kid and a lucky few retractable main gear; its design that the nose wheel castors ‐ call it a Then climb in and strap in. On my sloooowly and this 1.4 ton bird gets school in, in the '70s. Something was carry it on into adulthood by joining started life on a Mig15 jet fighter and nose‐dragger if you like ‐ and is le is the air valve: turn it all the way under way, the trailing link gear pneuma c on them too although I up. However not all of us are cut out consists of a light but beefy steered by differen al brakes .... open then minus a quarter turn so soaking up White Waltham's grassy don't know what bit. to be Top Guns (Pop Guns maybe) aluminium cas ng with a trailing link ‐ which, ahem, are operated by the valve is free and... more in a and the only way ever to fly one is to when tucked away its considerably deflec ng the rudder pedal in the minute. Just above my knees at the buy one. Or more likely a share in neater than a Yak 52 and the third direc on you wish to go and then base of the panel are a long line of one. What you get your hands on is reason why the 'Chang is so much squeezing the bicycle brake lever on switches: flick the first five up from going to be a func on of wallet size faster. Flying controls are fabric‐ the control column. Did I men on le to right and the radio one too. and which country you live in ‐ the covered. At the front end is a license‐ that the brakes are air‐driven and I'm 'Chang 2' of the Chang Gang USA ideally ‐ but without a doubt the built deriva ve of the Ivcheno/ fade like a bastard just when you display team today so Im wai ng for best value bangs‐per‐buck warbird on Veyedenev A14, the daddy of the need them most? Hmmmm. 'Chang 1' to check in (his name is the market has to be the Nanchang M14 you will find in la er day Yaks, Shall we go for a quick training flight actually Lee, or Godzilla, but don't CJ6A. For 1/20th of the purchase Sukhois and the Pi s 12. In China its to find out what its like? As you walk call him that to his face.) 'Chang price of a P51 and with running costs known as the Huosai 6A and it's up to it you no ce that the Chang is check in' he says. I say 'two,' then I to match (1/20th I mean!!!,) the good lightly supercharged 10 litre, 9 quite tall, it has to be to keep that see him over to my right making a old 'Chang is nevertheless capable of cylinders produce 285hp ‐ not a lot is long propeller off the ground. I climb twirling finger in the air, which 186mph flat out, 230mph going it?! Some people in the USA have up the side of it using the neat li le means 'start.' I reach to my right and downhill, and can loop and roll from tried to tune the engine to produce a step at the trailing edge of the wing (I operate a big push‐pull mechanical straight and level. Another entry‐level lot more ‐ up to 400hp in fact ‐ but took the springs out so that it retracts fuel pump lever as with my le hand warbird, the T6 or Harvard is at least with mixed results. Whack the in flight ie slipperier) and the I switch the mags on, and lean over twice as much to own and run but the thro le fully open on a cold day with recessed hand hold under the rear to push the start and boost bu ons performance is almost iden cal ‐ I high pressure and there's a canopy. I push the bu on in at the on the le of the panel with my right bumps. To change direc on I stamp Tea And Medals recently flew a forma on display with reasonable chance you'll blow the front lower le corner of the front hand as the dissimilar lengths of my on the rudder then squeeeze the one including a forma on loop so pots off. Here in the UK we've given canopy and slide it back ‐ if I've got fore fingers and middle fingers mean brake lever while opening up the With Waltham receding into the you'll just have to take my word for it. up on the CAA ever le ng us bolt the me I pause and take a big sniff of 50 I can't do it with my le hand (its ok, thro le. I don't have a problem with distance behind us Chang 1 calls The CJ6A doesn't have a tail wheel more powerful M14 Russian engines years of leather, oil, petrol, display I'm from a village ‐ my sister is also steering but I've known some 'manual 1 go" and we swap to a like the T6, but its got bags of on the front but in the USA there are smoke (and probably occasional my cousin.) Oh and between my students take literally hours to get to discreet frequency so that he can everything else. Looks? I prefer my plenty with them on as its a simple puke.) Its niiiiiice! Then I lean over to knees the s ck is held with the brake grips with it. Once bumping down direct the aeroba cs. It may all look one. The CJ6A is s ll a rela vely rare mod and they're good for 200mph in the rear right of the cockpit and start pedal depressed. Interes ng huh? the runway it gets much easier, that and sound like a load of boy scout sight in UK skies but across the water the cruise. That's Mk1 Hurricane/ priming with the single ac on kigas A er a couple of blades the prop tall tail almost immediately effec ve bo***cks but the calls and hand in the USA, Australia and New Mk1 Spi ire territory. plunger. Its warm today so 6 shots fires and with my third hand I reach once the aircra accelerates. A er signals have evolved from the Zealand there are hundreds ‐ they to the right and behind to squeeze we line up I give Chang 1 the thumbs military over decades and really are even get their own parking place at that kigas primer a couple of mes up and he then repeats the twirling the most efficient and fool proof way Oshkosh. In the UK five there are un l the engine is running ac on so we both spool up the to conduct forma on flying. The currently on the register ‐ two at smoothly... and relax. Warming up engines to around half power with an thesis of it is when people don't White Waltham, one at Booker, one an old radial takes me ‐ in the the brakes applied. Then he taps the really know what they are doing or at Redhill and one in France. winter months I wouldn't even front of his crash hat twice then an haven't learned the pa er its bother to strap in before star ng the exaggerated nod as we amazing how quickly things can Spi ire Rivets. engine due to the lengthy warm up. simultaneously open to full thro le unravel. For example what if you But what exactly is a Nanchang CJ6 ‐ a A er start checks consist of and release the brakes. Lee then change to a discreet frequency but Chinese Yak? It looks like one and we switching on a few more services backs off the thro le a li le to give there's already someone on it and jokingly refer to it as a 'Wok' above my knees, making sure the air me a chance to adjust mine to stay in you can't get a word in edgeways. notwithstanding its actually a gills are closed to speed up engine posi on. A steady le foot pressure The answer is to 'collect' back on the different beast altogether. The CJ6A warming, and checking the smoke is needed to counter torque and at previous frequency or go to 'manual shares less than 10% commonality system ‐ the on/off bu on is on the 100kmh I pull back on the s ck to 2,' whatever you briefed during the with the Yak52 and is much more like top the s ck, gun‐bu on style (I told raise the nose wheel perhaps 6 walk through. We are now level at the Yak18T ‐ they are distant cousins. you we were Pop Guns.) When inches off the runway, and hold that 2500 and s ll at max con nuous It has an alloy wing and fuselage and ac vated it squirts what is in essence posi on. And hold, and hold, and power of 2250 rpm and 7.1 'bananas' is held together with nearly as many Just An Aeroplane should do it. Then I slide down the baby oil through diesel injectors into hold. At 130kmh the main wheels of manifold pressure (we never were flush rivets as a Spi ire. The wings wing on my backside, walk the long the exhaust stubs. This rubber‐ finally uns ck and the old girl gently quite sure of the units and it doesn't have detachable outer panels ‐ on the Is the 'Chang difficult to fly? Certainly way round to the front to get the ro ng liquid is nevertheless claws her was into the sky at just ma er as long as you know the ground that is ‐ with a very not, so just like a Hurricane or early‐ pitot cover and start pulling the prop environmentally friendly, especially over 1000fpm a er a ground roll of numbers.) The ASI is nudging pronounced washout which gives mark Spi ire then. Yes really, the through. This is to get any oil which to the display pilots. In the old days at 400 metres. Chang 1 raises his fist 280kmh, trueing out at 160kts as we another pointer to the 'Chang's pre y Spi ire is a doddle (I've twice flown a may have collected in the bo om they used diesel or bunker oil ‐ let's then pumps it down, which means translate into a shallow dive, losing decent cruise speed. With the aircra Mark 9) and is only mildly tricky on or cylinders and prime fuel into them at just say for one reason or another raise the gear. This is done with a another 1000 and the speed going flat out the outer wing sec ons near the ground, so just like a 'Chang the same me. Round we go and up they tended not to make old bones. gear knob at the le of the main creeping up to 340kmh (180kts, are at zero angle of a ack so then?! Its a cliche, but if you can taxi again to the cockpit, pull out the This eco stuff also costs £2.50 a litre, panel ‐ push the knob in at the end 210mph) before Chang 1 calls producing li le or no li and induced either then you can probably fly parachute and strap it on (don't strap even at the industrial scale with of it and then li it to the top detent. 'smoke on go' and starts a 3.5g pull. which we use it. This accompanied by a whoosh of I'm on the right because I'm naturally 6 7 'handed' that way and if I'm lazy on end of downwind the speed finally the rudder I gently dri out of gets back to 200kmh for the gear, Performance Celebra ng 50 years since the design of the Taylor Titch posi on rather than dri towards followed by 170kmh for the split Vne Never exceed speed: 370 km/h the other Chang. Plenty of le flap. On finals we check 'green, red, (206 kts, 230 mph) by F1 Air Racing in Spain rudder on the way through ver cal blue' for gear, prop and mixture and Maximum level speed: 300 km/h and then as we reach the top I start fly down to 150kmh. It doesn't go (162 kts, 185 mph) he design of the Taylor JT.2 Titch an absolute delight to fly; yellow li le aeroplane would look to slide back a couple of feet so pull around unless you keep the speed at Range no reserve: 700 km (372 nmi, T also shares the same year, and predictable, manoeuvrable, vice‐free good on camera as all the other ghter and inside Chang 1, which has 150kmh or above on approach, get 425 mi) therefore 50th anniversary, as the and just great fun. Although a li le faster racers went past it! the rather weird effect of shortening the gear up early and then make Service ceiling: >6,250+ m (20,500+ forma on of our Club. John Taylor apprehensive approaching for my the distance I travel and so he sure there's enough room between ) submi ed the drawings for the Titch first landing, I needn't have been, To cut a long story short I started magically comes back into posi on you and the ground to raise the flaps as an entry to the 1964 Norman the flare and landing were out from Hinton‐in‐the‐Hedges on again down the back of the loop. We without sinking onto it. Go below Armament Jones (Rollason Aircra and Engines progressive and smooth with s ck Saturday 24th May 2014, se ng complete the loop and carry on up 150kmh and you'll be on the back of 2 x 7.62mm machine guns Ltd) sponsored Midget Racer Design forces and movement harmonising course for Goodwood to refuel again, but as the nose gets to 60 the drag curve so don't, un l you Weapons sta ons and hardpoints Compe on. The compe on was with the decreasing speed. Next before crossing the Channel direct to degrees Chang 1 calls 'rolling' and we commit to land. The landing itself is under the wings Bombs set up to encourage Bri sh subjects stop was her new home at Hinton Deauville LFRG. During the run‐up to roll onto our backs then out of the sooo easy, just like a standard light Rocket launchers to design a spor ng Midget Racer where I was confident enough with the trip I had spent some me loop at 90 degrees to the entry aircra but with a bit more sink if aircra which could also be flown the landing characteris cs to use the delibera ng on the route down to direc on. There follows a series of you let it develop, the trailing link History and used by an average Club pilot. 500 metre grass strip. Spain but with a 38.5 litre fuel tank breaks, crosses and re‐joins, soaking up all manner of abuse, from By November 1964 the entries were every me I factored in various culmina ng in a pull up in front of the pilot or the surface he's landing Just a er World War II and with the judged and John Taylor's Titch The Taylor Titch had limited success winds, the whole route structure, the 'crowd' (actually a rectangular on. world order changed forever, the design was awarded second place; a as a racer in the 1970's and 80's but fuel stops and diversions had to be wood west of Reading in Berkshire.) Russians decided to share team of young design engineers Zulu Hotel certainly looked the part changed. I looked at so many As he calls 'roll smoke go' we switch A er landing you have to wait un l technology to empower their red employed by the Bri sh Aircra with her bright yellow paintwork, combina ons and permuta ons that on our smoke as we roll away from the cylinder temp falls below 150c friends, the Chinese. All sorts of Corpora on (BAC) at Luton took first teardrop sliding canopy and carbon I researched just about every airfield each other and onto our backs then before switching everything off the military equipment was sent over, place with the Beta. fibre spinner and instrument panel. in France and eventually se led on out of the clover in a dive to 'miss' other way around to turning it on including aircra , tanks, cars and taking my old RAF 140Nm Nav Rule each other at the bo om (its quite and then killing the engine with the even motorbikes. For example the (which was one sector in s ll air) and important to know who’s going to be mags. And don't forget to close the CJ750 motorbike was built un l quite planning on the hoof. Several ex missing who beforehand) to air gills on the way out and make recently alongside the CJ6 and is in Search And Rescue (SAR) pilot hopefully produce a 1000 wide sure you turned the air off or next fact a Chinese copy of a Russian copy friends ques oned my wisdom of smoke heart. We are more a novelty me you fly you'll need to call into of the German R71 infantry bike of not taking the shortest Channel act for posh par es and small shows the local diving centre to get some WW2 fame (you know, the war films crossing but the Titch hadn't missed rather a deadly serious military style bo led air on the way to the airfield. with the bike and side car with a a beat in the year I had owned her team and so are not averse to the machine gun in it.) Likewise the so it was a calculated risk which I odd gimmick eg we perform an What do they cost? A 'project' in the Russians sent the Yak 18a design was prepared to accept. At admirable 'cock and balls' if USA can be had for as li le as across ‐ not the big beefy 4‐seater Goodwood I donned my lifejacket requested, and have stuck various US$50,000 but then you'll need Yak 18T of today but a squiffy li le and ensured that my McMurdo substances into the smoke system another US$15,000‐20,000 for a tail dragger, itself based on the UT2 sponsored Personal Locator Beacon including blue dye which only dyed basic prep to flying condi on. In the trainer of WW2. The Chinese (PLB) was a ached to me and close the trees behind us when we ground UK you'll need another US$10,000 or licenced‐built these as the Nanchang to hand. Crossing the Channel in ran it. And ini ally we tried using old so to ship it and some taxes on top. CJ5 but quickly red of its wheezy good weather was my primary cooking oil from a Chinese takeaway Unfortunately you can't get a Chang performance and realised that they objec ve for the whole trip as I don't to produce the smell of Chinese in a container so it travels as deck would have to up their game to train I bought Titch G‐AYZH in April 2013 Unfortunately Formula One air have an ar ficial horizon, just a slip cooking ‐ unfortunately all it did was cargo and that's the main reason for a new genera on of pilots des ned from Terry Gardner who had taken‐ racing had reached its pinnacle in UK ball and card compass. The weather to block the tank's filter and cake the its rarity in Europe ‐ expect to pay for jet fighters. They came up with on the plans‐build project in 2001 by the mid 1980's and un l this year was perfect, I didn't tell the Titch she fuselage with skanky old lard which £60,000 and up for one here. Its not the CJ6 with 260hp in 1961 and then a er its two previous owners had no pylon racing had taken place for was over the sea (a trick I learnt with Lee took several weeks to remove cheap but compared to anything else the CJ6A with 285 hp shortly failed to complete the aircra first over fi een years. I was therefore the Auster) and we set course for while I watched. that has real teeth you just can't do therea er. Its flat runway manners registered in 1972. Terry completed intrigued to see an ar cle in one of Deauville. A few minutes here to any be er. and slipperiness coming back in were Zulu Hotel in April 2007 and flew her the online avia on newsle ers relax a er an extremely hec c build‐ Back To Base ideal as a trainer for the out of Wolverhampton (Halfpenny promo ng a Formula One air race up to the trip, take stock and have a General characteris cs seats: 2 underpowered jets of the era and Green) for six years un l he needed scheduled to take place at Lleida look around ‐ I no ced the newly We return from the training area at Length: 8.46 m (27 9 in) several Air Forces also used the the hangar space for his soon to be Interna onal Airport (LEDA) in Spain applied red race number 22 2000rpm and 6.8 bananas and 145 Wingspan: 10.22 m (33 6 in) Chang as a Counter Insurgency completed Cassu racer. As you can on 1st June 2014. I sent the contras ng nicely against the yellow kts TAS burning 60 litres per hour, Height: 3.3 m (10 8 in) (COIN) and light patrol aircra with imagine, there is no dual to solo organisers my best wishes by email wing. With France now in sight, for down from the 75 LPH we were Empty weight: 1,095 kg (2,414 lb) all manner of guns, rockets and check‐ride with a single‐seater so a and also suggested that if they had me the part of the trip which could using during the display. We hoon Max. take‐off weight: 1,400 kg (3,086 bomblets ‐ there is currently some li le me was spent taxying around any vintage support races in future easily have been a stopper, was into the circuit pulling a fair bit of G lb) footage on the net of North Korea the airfield, ge ng used to the years, I might be able to par cipate almost behind us and Catch‐22, and bank to use the energy without live firing rockets for the controls and cockpit environment with the Titch. To my surprise I got a which was Custard's new race name, closing the thro le ‐ you mustn't end Powerplant: 1 × Huosai HS6A entertainment of Kim Jong Un. un l I felt confident enough to open swi reply from Air Race F1 CEO Jeff delicately felt her way onto French up with the prop driving the engine (different variants use different the thro le and get airborne. From Zaltman, invi ng me down to Lleida tarmac for the first me. because its geared and might drop a types) radial engine, 213 kW (285 Bob Davey the first leap into the with the Titch; in a later telephone tooth or worse. Somewhere near the hp) Wolverhampton skies the Titch was call he explained that the bright
8 9 need working on before being bubbly on the rostrum where we more mes for fuel on the way over the Pyrenees I could make it to allowed to race. Race day on Sunday were all presented with Lleida 2014 home, calling in at Souillac LFSL, Lleida without stopping. By early 1st June soon came around and the Race Pilot medals. Loudun LFDL, Deauville LFRG and a ernoon the weather cleared as weather was beau ful, light winds, Shoreham EGKA, before arriving forecast to blue skies and light winds blue skies with the odd fluffy white It was a privilege to be allowed to back at Hinton just as the sun was so we set off, eventually climbing to cloud. Star ng on the back of the race the Titch with the other ten beginning to set, twelve and a 8,500 , serenely winding our way grid in the Silver race allowed me the pilots, everyone got on fantas cally quarter hours a er first taxying out amongst the snow capped privilege of leading the pack out to well with each other and the great of Lleida. mountains, leaning out the mixture the runway for the start. We camaraderie and professionalism will A wonderful ten day adventure; to save precious fuel on this cri cal followed the race control truck out ensure that this race series con nues sector. Clear of the mountains, the to the grid like a string of waddling and grows in future years, rivalling open plains rolled out in front of us ducklings, weaving side to side Formula One at Reno. All good things and thoughts of a Lleida and a cold striving for some forward vision. must come to an end and a rela vely beer for the first me overrode Outbound Le Harve heading for Deauville Once all the racers were in posi on, early night meant that I was ready to thoughts of forced landings and green flag up, full power against the leave the hotel at 07:30 the next having to use my McMurdo PLB. brakes and wait for the green to morning to fly Catch‐22 back home. From Deauville I had planned to do mountains so quite an easy decision. Unsure of exactly how much fuel I Race Medal drop. The weather was forecast to be good one more sector before sunset to Catch‐22 was going to have to spend had approaching Lleida, I elected to Cholet LFOU; however, Catch‐22 the night outside on the apron at join high in the overhead instead of thought differently and however Biarritz as there is no hangarage; I my usual run and break, only to later much I swung the prop she did not secured her as best I could using discover that I had ten litres want to hot‐start. Eventually the O‐ sand filled e‐down bags and ropes remaining, which is more than a 200 relented and se led down to her provided by the Handling Agent quarter of a tank for the Titch and usual rasping burble from the short‐ before walking over to the airport much more than I had an cipated. I stub exhausts and a er this twenty hotel with the few clothes and wash was the first racer to fly in; the three minute unforeseen delay we set off bag I had stowed in the locker American aircra had been shipped south with the se ng sun just above behind my head. over in a container and the five the starboard wing. A quick calcula on indicated that it would be dark at Cholet so I diverted to Le Mans LFRM and spent the night flying every day, covering more than there, se ng off again on Sunday 1,500Nm, either at 10,00 over morning for Angouleme LFBU, about Eyeing up the next pylon mountains, or at ten metres above 20Nm east of Cognac, for yet the ground during the race. A another refuel. The most common We were off, with Catch‐22 at the with a ridge of high pressure over wonderful group of people to be reason for delay through France was back but not too far behind #55 the Pyrenees, through France and associated with and a wonderful wai ng for someone to exchange the Patrick Gajan in his CP80. A er a lap into the UK. I elected to take li le aeroplane in which to do the use of their Total fuel card for cash, I was catching him, a er two laps I advantage of westerly tailwinds trip, fi y years a er John Taylor first and with this accomplished at was with him and a er three laps because of the fuel problem in Spain submi ed her design. She was never Angouleme we were on our way to was in a posi on to ease out to the and fly northeast direct to Perpignan going to win a race but I s ll the next fuel stop at Arcachon LFCH, right and overtake him. Flying at LFMP to refuel. Climbing to 10,000 maintain that Catch‐22 the Titch was about 20Nm southwest of Bordeaux. 160mph, wing‐ p to wing‐ p, ten over and between the mountains, the sweetest natured and cutest From here the inten on was to fly metres above the ground the Titch seemed perfectly happy li le aeroplane down there and, we along the coast towards San The following morning I peered French aircra flying in had been concentrates the mind and all this and once again didn't miss a beat didn't come last. Sebas an in Spain before se ng nervously through my hotel room delayed by weather on the eastern whilst also being overtaken by the despite her race the previous day. course inland for Pamplona LEPP, curtains but the view didn't fill me side of France. A few hours later Des faster racers crea ng a lot of A er Perpignan we had to stop four Trevor Jarvis nestling amongst 5,000 mountains. with joy. It was s ll raining with a Hart with Cassu G‐BOMB arrived turbulence in their wake. We The Flight Plan was filed to reflect 400 cloud‐base and the TAFs and a couple of hours a er that we managed to hold our place to the this but passing abeam Biarritz I was suggested this would not clear un l were joined by the French chequered flag, providing some told the weather on the Spanish side early a ernoon. This enforced delay con ngent. excitement at the back of the pack of the Pyrenees was worsening and gave me the opportunity to email for the es mated 10,000 spectators. although Pamplona was s ll VFR at Pamplona to inform them of my Prior to the race weekend we spent
this moment, San Sebas an was not. inten on to try to get there later and me qualifying at Lleida for our The Silver race was won by Des Hart A decision had to be made, not only pick up fuel before finally depar ng Interna onal Formula 1 race license, in his Cassu so he moved up to quickly but had to be the correct one for Lleida. Their reply was not one presented to us on successful Gold for the final race. This was won as fuel was going to be ght. The that I had expected and was very comple on of training by IF1 by #6, Frenchman, Chris an Guilie in choice was to con nue to Pamplona unwelcome; fuel was not available to President Steve Senegal, over from his self designed, self built and self amongst the mountains without an me without a Carnet between San the States for the occasion. All the raced Arle y II at a lap average of in‐range diversion and worsening Sebas an and Lleida and cash would aircra also had to pass 238mph, easily bea ng his three weather, or return to France and not be acceptable. I couldn't risk scru neering before being allowed America based Reno‐racing rivals. divert to Biarritz LFBZ. Either way the ge ng stuck in Pamplona and to take part in prac se races and The three podium finishers of each weather was not good but at least decided that the forecast tailwinds despite her trip down, Catch‐22 was race, as is tradi onal, wasted a lot of Biarritz was not surrounded by were such that if I flew a direct track one of the few aircra that didn't About to coast in at Shoreham
10 11 LAA Rally ‐ Sywell The RAF History of de‐Havilland Canada DHC.1 Chipmunk C1/0550 – WK 514 (G‐BBMO) The LAA Rally was once again a resounding success for the VAC, and the club thanks must go to all those DHC-1 ‘Chipmunk’ - who helped set it and run the stall. Background Our thanks to Dudley Pa son for allo ng the club space in his home built sec on alongside some very The first original design of the de interes ng projects currently under Havilland of Canada (DHC) Aircra construc on. Company, the DHC‐1 ‘Chipmunk’ was a replacement for the long‐serving Special men on must be made of DH82C Tiger Moth. The design team those stalwarts of VAC for the aircra was led by Wsiewolod merchandising who made no small Jakimiuk (‘Jaki’ to his colleagues) a contribu on to the success of the Pole who had been responsible for weekend. Cathy Silk, Veronica the design of two very successful Tanner and Jean Slater. Polish fighters – the Panstwowe Zaklady Lotnicze (PZL) 24 and PZL 50 aving flown the Chipmunk had the results of his research efforts – but had fled from his homeland in whilst serving in the Royal Air with him – I felt that… in deference H September 1939 at the start of Force, I had some familiarity with its to the memory of his involvement hos li es. Making his way to history and role as a basic training with the aircra and group, with a England, he joined the de Havilland aircra within that organiza on. It good deal of self‐interest as well as a Aircra Company and worked on came as a surprise therefore, on sense that it might prove interes ng As is usual the LAA have made a modifica ons for the Mosquito joining the Mike Oscar Group, to to the group as a whole, I would set visual record of the event for which before being moved to Downsview in discover that, whilst G‐BBMO was about trying to unearth the story Neil Wilson the PR Guru of the LAA Canada. was to be found interviewing Cathy being flown in its RAF livery as behind the aircra for which we act WK514, the markings and colour as the present custodians. In so and Veronica. The prototype aircra (CF‐DIO‐X) scheme weren’t immediately doing, I have garnered an was first flown – by de‐Havilland test recognizable as those associated apprecia on and sense of privilege pilot Pat Fillingham ‐ at Downsview, with a RAF flying training unit. It was, at being involved with jointly owning near Toronto, on the 22nd May 1946 therefore, intriguing to learn that the and opera ng this, it transpires, (the first UK built Chipmunk was also ‘silver with blue flash’ colour scheme rather uniquely historic aircra . flown by Pat Fillingham on 26 August and markings had nothing to do with 1949). Having been called the any ‘training’ organiza on but, I very much hope that you will find ‘Jakimiuk’ throughout the design and All members will be pleased to note that a number of awards presented at the LAA Rally went to rather, faithfully reproduced the the following pages interes ng, development phase, the aircra was livery of the aircra during its service enjoyable and – even if for some VAC members. given the name (by then Managing within Fighter Command in the perhaps more than others – Director of DHC, Phil Garre ) of a 1950s. Addi onally, being familiar informa ve. In places I have These are listed here. creature admired for its ‘friendly, with the use of rank pennants within ventured ‘off‐piste’ into a broader energe c and agile’ nature... the the RAF, it was interes ng to note contextual viewpoint; introducing Dudley Pa son G‐ZIRA Z‐1RA StummelFlitzer AIR SQUADRON TROPHY BEST PLANS BUILT AIRCRAFT Chipmunk; as with the naming of all the unusually large pennant on narra ve about the unit that the subsequent DHC aircra , the either side of the engine cowling aircra served on or other more Steve Mar n G‐BWOB Luscombe 8F Silvaire JOHN RANDALL TROPHY BEST VINTAGE AIRCRAFT Chipmunk is an animal indigenous to (RAF rank pennants on aircra are general facts rather than just the Canada. Bob Willies G‐NCUB Piper J3C Cub ROY MILLS TROPHY BEST CLASSIC AIRCRAFT more generally somewhat smaller straigh orward history of the aircra and located closer to the cockpit). itself. Principally, this represents my Designed and built to possess ‘full Bob Willies G‐NCUB Piper J3C Cub JIM EMPSON TROPHY BEST FABRIC PIPER However, on realizing that this was a empt at providing a more fighter characteris cs’, the aircra the rank pennant of an Air interes ng and colourful backdrop to has been described as being ‘just like David Beale G‐HEKL Percival Mew Gull THE POOLEY SWORD BEST REPLICA AIRCRAFT Commodore ‐ rare on any aircra the straigh orward backstory of the a Spi ire to fly but with a lot less and, as far as can be ascertained, aircra given some of the fascina ng Phil Humphrey Pietenpol Air Camper COMMENDATION CERTIFICATE PART BUILT power’ – a mere 145hp from a completely unique on a Chipmunk – informa on unearthed during the straight‐four Gipsy Major compared it seemed obvious and important research process. to around 6 mes that from a V12 that we discover the precise iden ty Merlin! – due to the fact that control of the Air Commodore concerned. In the final analysis, it is hoped that harmoniza on and handling the informa on that follows may characteris cs are considered perhaps enable you to derive an similar. The current con nued use of Having learned the very sad news even greater degree of pleasure two T.Mk10s by the Ba le of Britain that the individual who had from flying the aircra through a Memorial Flight (BBMF) for pilot previously researched and gathered fuller apprecia on of its’ remarkable training serves as a testament to details of the aircra s’ history had history. this. passed away ‐ as, it would appear,
12 13 DHC built a total of 217 Chipmunk aircra at Downsview (the last in Air experience in a Nanchang CJ‐6 and forma on flying 1956). Two of these aircra (G‐AKDN t the VAC AGM one of our [Can. 11] and G‐AJVD [Can. 10]) were younger members, Michael produced for the parent Company in A Miklos, got a rare chance to sample England and subsequently loaned to the Nanchang CJ‐6. Lucky man! the Aeroplane and Armament
Experimental Establishment (A&AEE) The start of an amazing discovery to at RAF Boscombe Down, Salisbury in an absolutely awesome flight, the Summer of 1948 for evalua on ge ng into the cockpit which has purposes. tandem seats and with a bubble shaped canopy giving superb As a result of the favourable visibility. Considering it’s an old evalua on that the aircra received design I was impressed the engine from A&AEE – under Specifica on started first me. A Radial engine 8/48 – a fully aeroba c version of sounds grand with what seems like a the aircra (the T.Mk10) was equipped with Chipmunks in the spraying, and designated the Mk 23 ‐ musical humming. When on the ordered as an ab‐ini o trainer for early 1950s for ini al and refresher was produced by Farm Avia on ground the feeling compared to a did not come out! When the aircra aircra . One me we flew over a the RAF; subsequently, aircra training of Na onal Service pilots. Services in the UK; a small number of home medics massager, must be like was at certain a angle with the private airstrip at speed of a Jaguar E ordered under Air Ministry contracts similar conversions were carried out a expensive luxury massager. smoke system (baby oil) going it ‐Type leaving deep smoke rising off were also allocated to both the Royal Under an agreement between de in Australia. Several Chipmunks have looked like someone was having a lot the ground! Navy and the Army Air Corps. Ini al Havilland and the Oficinas Gerais de been modified over the years, most The flying controls feel like ul mate of cigars inside, typical my camera UK produc on of the Chipmunk was Material Aeronáu co (OGMA) of notably perhaps Art Scholl’s Super power is definitely in your hands, went flat and spare ba ery was in Had a surprise of flying to the clouds carried out at de Havilland Ha ield, Portugal, 10 Chipmunks ‐ Chipmunk N13A (Can. 23 ‐ ex RCAF and it is a pleasure, but the CJ‐6 the car. The smoke was outstanding, which we did at a medium rate of (a total of 101 T.Mk10s, including manufactured at DH Broughton for 18001) which was completely re‐ wants to fly you. The thro le is at one moment it looked like a climb, when we got above the clouds civilian aircra G‐ALWB, and 20 use by the then Portuguese modeled for performance in air iden cal to that found in a MIG 15. transonic vapour due to the air just it was such a beau ful sight and I T.Mk20s for the Danish Air Force) Aeronáu ca Militar (AM, Army shows (a 260HP Lycoming engine The aircra is so stable, smooth, star ng to break away from wing was on cloud 9, the clouds looked but with space at Ha ield limited by Avia on) ‐ were subsequently replacing the 145HP Gipsy Major). robust, reliable and comfortable. root. like floa ng snowballs. Diving to get produc on of the ‘Comet’ airliner, disassembled, shipped and then re‐ A total of 1283 Chipmunk aircra back below the clouds the aircra produc on of the Chipmunk was assembled in Portugal by OGMA. A were produced… 217 in Canada, 66 It is interes ng and unique to hear Flying low and at extremely fast felt like a tank, an awesome moved to the de Havilland further 66 aircra (Ini al under‐license in Portugal and 1000 the pneuma cs out loud when the speed in this machine is exhilara ng experience. Broughton (pronounced – “Bru on”) requirement for 60 aircra was [some mes misquoted as 1014] in gears or flaps are engaged and it and is similar to a Spi ire. Many plant at Hawarden (pronounced – increased to 66 to make up for the UK. Worldwide, the type has had became cool when the air was mes was at an enjoyable rapid I’m so thankful to pilot Bob Davy for “Harden”) Aerodrome, Cheshire. aircra losses caused by accidents) many users including: Burma, released, this does not happen with speed of about 186mph but it was this once in a life me opportunity. were manufactured under‐licence by Ceylon, Chile, Colombia, Denmark, typical aircra . the way it was so swi in Bob gave me some very interes ng Ini ally intended to be 750, the Air OGMA between 1955 and 1961. Egypt, Iraq, Ireland, Jordan, Lebanon, and valuable informa on whilst in Ministry se led on an order for 740 Together, these aircra were in Malaya, Saudi Arabia, Syria, Thailand flight too. Chipmunk T.Mk10 aircra under six opera on with Força Aérea and Uruguay. By the mid 90’s most separate contracts. The first RAF Portuguesa (FAP, Portuguese Air military Chipmunks worldwide had The whole experience was Chipmunk – C1‐0001 ‐ WB549 was Force) un l their replacement in been re red from service but tremendously unforge able, words delivered to Oxford University Air 1989. widespread affec on for this long‐ cannot describe the full sensa on. In Squadron in February 1950; serving and much‐loved aircra has the car to go home I was speechless therea er, all 17 University Air Civilian versions of the RAF T.Mk10, ensured that many con nue to fly on with the feelings of ul mate Squadrons replaced their Tiger designated the Mk 22, became today in private ownership. performance and my pilot’s skill. Moths with Chipmunks. Addi onally, available in large numbers from the
a number of RAF Basic Flying late 1950s. Addi onally a heavily Nick Coley Training Schools and Volunteer modified version of the aircra ‐ Michael Miklos Forma on flying with a Piper Cub is accelera on compared to a lot of Reserve Flying Schools were also specifically designed for crop very engaging, we were doing 74mph and CJ‐6 stall speed is about From the Hangar Troll 68mph. Cub was at max RPM and full forward trim at 75mph. A er this we ou may have no ce that as of You will also no ced that there have broke away from forma on and did Y the AGM I have handed the reins been one or two changes in the some combat manoeuvres. We then of Vice Chairman to Peter Wright, make‐up of your commi ee. These used the legendary Cub with and have taken on the role of can be found inside the front cover. Stephen and Peter as a slow moving Membership Secretary. target! When doing wide loops it’s As the fes ve season draws near let like a warbird and was one thrill of a I will s ll con nue to produce the me wish you and yours a very Happy ride. magazine and I look forward to and Peaceful Christmas, followed by receiving your reports etc during a great New Year in 2015. This aircra is fully aeroba c and we 2015. So please keep them coming. did some skilful manoeuvres, doing a 4g stunt was alright, the eye‐sockets 14 15 light‐ish 21 yr old weight was no arm, restric ng my movement. I insufficiently with into‐wind aileron… INTERNET DRONE advantage as it had needed to be didn’t stall it as I was nervous of the and the into‐wind wing rose! supplemented for CG by a lead Bristol Cherub stopping with the Despite a good basic training I had onfession me! My literary cushion. thro le closed and not much iner a not up to that moment fully efforts for 2014 started with a C in the prop. Presumably from an understood the interac on between ‘pos ng’ (I believe is the term) on Level at a giddy 2,500 , soon to be engine airscoop on the side of the the control inputs required for a an Interweb discussion forum. As if an involuntary 3,000 in thermal pylon came fearsome 'slurping' and crosswind landing. I trickled on that were not embarrassment ac vity, the overall Drone spi ng noises in my le ear power, flew up the runway and enough, an anonymous forum experience was very pleasant whenever power was reduced landed shamefacedly using my new‐ reader – in the lingo a ‘forumite’ – indeed, like something out of a towards idle. I therefore kept a found knowledge. promptly suggested that the Harald Penrose book. There was nervous hand on the thro le offending wordage might bear splendid visibility and a genteel (insufficient fric on) and the other All this with no gliding experience, repe on in Vintage and Classic. airflow around the cockpit compared on the s ck as I didn’t dare let go to next to no briefing and possibly no
to the full‐on blast of the Tiger Moth fiddle with the bungee pitch trim valid licence! Or it may have been Previous web discussion had with which I was familiar. Just a device. only late that 'Self Launching Motor concerned the 1980s opera ons of slightly queasy feeling from the Glider' on a PPL ceased to mean Duxford’s first pleasure flying rather poor windscreen op cs. VNE Ambling downhill took an age with what it said. contractor, Russavia Limited. This if I recall was 70 mph and the cruise the engine not fully thro led and an was of course the eponymous a good 60. Indicated RPM while eye on VNE. Safely over the M11 G‐AEDB was acquired in 2012 by enterprise of Captain Mike Russell spraying in some fabric repairs to the Derby (who was really the maestro cruising was 1150 so there must motorway the thro le could at last Mar n Honeychurch. Like his late and his great cast of suppor ng wing root ends. Surgery had taken of looking a er G‐AEDB) hopped in have been some ra o issue with the be closed ready for the life‐changing restorer colleague Ben Cooper, volunteers. Recollec ons of Mike’s place to probe the always via a running change. Twenty indica on. The near 40 of wing experience of landing. Mike had said Mar n has a real empathy for BAC Drone were clearly evoking troublesome wing fold arrangement. minutes later I was bounced with the felt a bit heavy and ponderous when “don’t flare it” but I couldn’t stop aeroplanes of the pre‐war Hanworth some interest, therefore I added the During that work I had long looks same opportunity! disturbed by turbulence but the myself and ballooned slightly, like a Air Park. For sure we have not seen following: around the aeroplane to inform a aeroplane turned on a sixpence with big control line stunt model when (nor heard!) the last of The Drone! Oh dear! I'm about to join the ranks decision on whether to fly it if Mike's I ended up flying for 40 mins, this only a li le rudder needed for a over‐controlled. While sor ng this of those who log a one‐off flight in a offer ever came good. He made so long because I was unsure how to balanced turn. out I was also dealing with a rare type ‐ and then become a self‐ many such offers that the chances get down from the 3,000 to which I crosswind component which had appointed ‘legend in their own seemed reassuringly slim! had eventually ascended. No longer On the downside were the dra ed blown up while I was away. lunch me’ by wri ng it up. because the ‘fuel depth gauge’ Mark Miller 'Z' type shoulder straps, obviously an However, I was completely caught However, I did volunteer to jot a few The sunny Sunday of 6th July 1986 seemed to be sinking significantly. addi on, which slipped off the out by the further effect of rudder as lines on flying the one‐ me Russavia must have been one of Russavia's shoulders and then down each upper I kicked it straight and countered BAC Drone… best ever days. The Tiger Moth G‐ My first impression while taxying was of enormous wings sprou ng from behind and above either shoulder, not being familiar with a glider layout. The Drone responded well to rudder while turning into wind to await a Green from the Tower, but having paused the li le wheels became stuck fast against a slight bump in the grass. Full chat plus slackening the harness and rocking bodily fore and a proved just enough to get mobile again, but did precious li le for self‐confidence.
Takeoff, on the other hand, restored it. Easing the power buzzily through the gate ‐up from 'Tortoise' to 'Hare' ‐ produced quite reasonable The Drone had always interested me MOTH, joyriding Rapide G‐AGTM, accelera on. While wondering through its local connec ons at the DH2/Gunbus replica G‐BFVH, whether the tail should be raised, my pre‐war Ely Aero Club. No less a Chipmunk G‐BCIW and Drone were dilemma was solved by no cing that luminary than John W.R. Taylor all ac ve. Meanwhile I was coming the Drone had li ed off and was wrote a Plane of the Month about it and going in G‐AGTO, giving Auster climbing away happily at 53 mph. in one of the large format Model rides to some of the associated This I could not believe, having been Aircra magazines of the early 60s. helpers. Mike in the Drone shared condi oned to expect very marginal JWRT depicted with his own Box Duxford's regular 'Feeding the Lions' performance. In fact the upwind end Brownie photo the tricycle display slot with, of all disparate of the aerodrome was passed at undercarriage then fi ed to G‐AEDB. things, The Fighter Collec on’s first much the same height as I was used In 1986 I had helped Mike Russell by Thunderbolt. Then Peter Kirk from to from Auster flying with 3 POB. My
16 17
Around and About with Paul Morton Seen just a er it had deposited nce again the Bri sh weather paid havoc with Air Shows, What with gales and squally showers at Sywell it put pay hundreds of poppies during a minute O to the WW1 display and both Lancaster's appearing, but a great thank you should go to those aviators who did fill silence for those who were injured the gaps under some what extreme condi ons to make it a great day for the public with fast jets and no less than two P‐ and lost their lives in WW1 over the 51 Mustangs, Spi ire and the Red Arrows. crowed at the start of the show TJ652/G‐AMVD Auster 5 which had a previous serial of TJ565 show super airmanship by its pilot as condi ons were challenging for this 1944 veteran
One of the display highlights was the Duxford based Fighter Collec ons restored Gloster Gladiator N5903/G‐ GLAD which was originally built in Once again on my travels, , all taken at Wolverhampton Airport at their Wing & Wheels Bank Holiday event. 1939 and was restored back to flying condi on in May 2013
A real classic in the form of De Havilland DH‐89A Dragon Rapide G‐ AHAG in her 1960s Scillonia Air‐ ways livery.
The Heston based aircra has been on a 30 year restora on project and was well worth the wait.
Head turner once again was Aero
An ques Cur ss‐Wright Travel Air
Mystery Ship G‐TATR built in 2012 Nigel Musgrave on a super clear the crowed were wowed by its sheer morning arrived over the welsh speed along the crowed line mountains from his Mona base in
Auster J/1N Alpha G‐AHCL to
Halfpenny Green
He le on Sunday lunch me in his
1946 built aircra when the Bri sh
weather started to change for the
worst.
Baxterly based rare bird to the Fly‐ In was Hatz CB‐1 G‐HATZ Piloted One of the show organisers Ma hew and owned by Sam Rollason. Bonnington cranks up 1946 vintage SNCAN SV‐4c Stampe G‐ASHS which He has kept her American moved into the sta c line up along registra on along with its UK side other classic aircra which were markings that she was imported displayed. with and Sam has owned the aircra for 17 years.
18 19
A nice trio of Texans were present with Ta enhill based G‐BSBG/20310 From Derby 1960 built Piper PA‐22‐ in RCAF markings along with G‐ 150 Caribbean G‐ARFB was a TDJN/313048 from Gloucester welcome visitor to the event owned Airport in USAAF markings and G‐ by a consor um of pilots from the BUKY/52‐8543 in US Navy livery west midlands. which is a new resident at Halfpenny Green from Duxford .
I only went to LAA Rally at Sywell on Flying the flag for the Interna onal the Friday but it was so windy. Auster Club was Kev Hale in his military marked Auster AOP‐6 Looking more vintage than they are, a TW536/G‐BNGE always a welcome great line up with G‐BDFB Currie Wot sight at many a Fly‐In around the UK (Built 1991) G‐ZIRA Stummelflitzer (Built 2008) and G‐BUCO Pietenpol Air
Camper (Built 1992) but all making a nice line up of aeroplanes.
Not a contender for a Concours d’ Elegance with a paint job sadly lacking Amongst the many visitors to the AGM at but a fine specimen of the type was G Wellesbourne were this superb looking ‐AVDV Piper PA‐22 Carribbean with its tail wheel mod. Luscombe 8E Silvaire Deluxe,
The original aircra had a nose wheel configura on when built in 1956
Seen here at the Cotswold Airport Vintage Fly‐In one of the most immaculate examples of the type s ll flying, was Dawn and Graham Wasey and this immaculate Piper J‐5A Cub Cruiser, one with their 1972 built Robin of only a small number on the Bri sh register. DR400/140 G‐BALF
20 21 Our current Bri sh Light Vintage Aircra Heritage in the case of mainly wooden were o en used for long distance Hawk, Messenger and Gemini were airframes used by Miles and Percival record breaking flights by such some of the most successful light ooking at the current stock of Beagle B121 Pup and the Sco sh companies which have done good aircra in the past is the notable pilots as Kingsford‐Smith aircra produced. It is a shame surviving light vintage aircra Avia on Bulldog series, which can work include Cliff Lovell, The L deteriora on of original glued (London/Australia), Edgar Percival, that Hawk Major G‐ADMW is which are either s ll flying or assist owners to maintain their Newbury Aeroplane Company, structures which when discovered in Jean Ba en and Amy Johnson, whilst currently languishing in the RAF preserved for sta c viewing in aircra . Hungerford, Skysport Engineering at the early 1960's led to the loss of a the Hawks with their open cockpits Museum's Reserve Store at Stafford avia on museums, we can be good number of Miles Messengers, were more suited for use by flying gathering dust, having been thankful that there are s ll some Geminis, Percival Proctors and some clubs. The Percival Q6 which first repainted as DG590, then excellent examples of classic types to Moth Minors in this country and flew in 1937 was a clean looking, dismantled and donated to the RAF be seen from past years. In these abroad due to stricter controls being twin engine, six‐seat monoplane Museum either by John Gunner, it's following pages, I am featuring some introduced to counteract these with a cruise speed of 175 mph. previous owner or his family. This examples of these venerable aircra effects. Now any rebuild of any This sold in small numbers, totalling type was never really representa ve for which detailed histories have wooden structures using modern 27 including 7 used by the R.A.F. for of a Miles aircra type used by the been made in past Air Britain glues is a major undertaking and communica on du es. Later most RAF, rather the Magister which was publica ons or can be accessed on lengthy process which needs strict of our civilian aircra were built in significant numbers (1293). the Internet via the likes of inspec on by the authori es. impressed in 1939 for military This could perhaps be an alterna ve Wikipedia or other web‐sites. Apart from approval of a completed service during W.W.2. A er many if a redundant specimen were to be
renova on by the CAA in the form of years restora on work having being offered by someone. It begs the In the 1920s and 1930s the Bri sh DH60 Moth (Finmere 25.6.89) a Cer ficate of Airworthiness, some done in the Isle of Man, where it had ques on will DMW ever be a avia on industry together with the aircra like the Dart Ki en or lain dismantled for a long me, G‐ renova on project for the R.A.F. U.S.A. led the world with their light One such company which has been Sandy, John Pothecary at Shoreham/ B.A.Swallow can gain a Permit to Fly AFFD is a long‐term, part‐ me Museum? It could have been a aeroplane designs, which were used especially prominent in this bsiness Salisbury, Personal Plane Services, via the L.A.A. (Light Aircra project at Seething, Norfolk. restora on possibility to flying for home markets as well as being is The An que Aeroplane Company Booker and Air Atlan c at Coventry, Associa on) which involves a less Problems include outer wing and condi on again for either a exported to all corners of the globe. run by Ron Souch. Many fine all in different ways responsible for arduous, although s ll very thorough aileron a achments and the main dedicated individual or an In this respect Geoffrey de Havilland examples of our best preserved helping to maintain our slowly inspec on. spar amongst others, so that return organisa on like the Shu leworth was very much a market‐leader with Bri sh vintage light aircra have diminishing collec on of current Collec on or The Real Aeroplane his popular aircra accepted both by appeared over many years from vintage light aircra . Of course Company, if prac cal and affordable the flying fraternity in the U.K. and in their workshops, presen ng many projects can take several years and handled by the likes of a many foreign countries worldwide me culous authen c details to the to reach frui on and access to parts company such as Ron Souche's during a growing interest in private original aircra , finished to an may nowadays even be non‐existent, An que Aeroplane Company. flying. Since de Havilland introduced extremely high standard of necessita ng complete fabrica on of A empts to try and contact either the DH60 Moth in 1925 and the later excellence. Although Moths are a replacements involving a lengthy, John Gunner or any family member advent of the de Havilland Gipsy 1 par cular speciality for Ron, for dedicated and costly me scale. have so far proved in vain. engine, by 1929 the largest which he has an immediate love, Bri sh engines such as de Havilland propor on of all light aircra included such types as the Gipsy's, Blackburn Cirrus used in Messengers and Geminis were of registered in the U.K. were Moths of Leopoldov L.7 Colobri G‐AYKS, many aeroplanes, even if available course to be seen at various rallies, one sort or another. This was B.A.Swallow G‐AEVZ, Avro 638 Club on the original machine s ll o en air races, fly‐ins and breakfast exemplified by many long distance Cadet G‐ACHP, Porterfield Collegiate need spare parts, whilst others like patrols before the influx of foreign flight records being broken by pilots, G‐APZL and Rapide G‐ACZE amongst the rare Armstrong Siddeley Genet B.A.Swallow II imports, predominately from the such as Francis Chichester (later Sir), others. Truly a real champion of 11a on the Robinson Redwing and U.S.A. in the 1960's. Some notable Jean Ba en, and Amy Johnson our surviving Bri sh vintage light the Pobjoy Niagara, or alterna ve pilots par cipa ng in air races at that amongst others, many of whom used aircra stock, someone we can only Pobjoy Cataract on the Comper Swi The B.A.Swallow II evolved from an to airworthiness may take some me were Fred Dunkerley, Ron DH60 Moth marks. The DH60 Moth value very highly. must prove a headache for restorers. original licence produc on of the considerable me s ll. Luckily Paine, A.J. Spiller and Percy Blamire in its various guises proved to be very popular German Klemm L.25 complete aircra plans are available o en seen perhaps at the King's Cup, very successful in an expanding Other notable restorers and Another major problem to overcome monoplane. The one shown here is market worldwide with flying clubs one of only three examples which and even air forces using this proven, survive, orginally built by the Bri sh well‐built and economical aeroplane. Aircra Manufacturing Company Ltd. Luckily we are s ll able to see this at Hanworth. This model is with a and other prime examples of the Pobjoy Niagara II engine, shown at Moth family, such as the Hornet, Shoreham a ending P.F.A’s.Fly‐In‐ Puss, Leopard and Fox Moths that Spring 1990. emanated from the de Havilland factory, which have been lovingly Amongst other aircra cared for by either the owners or a manufacturing companies in the band of specialist restorers who help 1930's, Percival and Miles Aircra keep these vintage specimens (originally Phillips & Powis) produced airworthy. Kemble Messenger G‐AJOE ‐ AB Fly‐In 2.7.2011 popular designs such as the Gull Four
and Six and the M2 Hawk and M2F In recent years, The De Havilland Hawk Major. These sold moderately in this case. held at Coventry or elsewhere. Support Ltd has been set up as a well at that me when civil avia on Miles were responsible for a prolific The DH84 Dragon, first flown in 1933 Type Design Organisa on for vintage was beginning to expand, the Gulls number of designs of which the and carrying 6 passengers with their de Havilland aircra , including the Shoreham May.2000 22 23 baggage, proved to be economical Croydon and then Hanworth Air Park on fuel and was accepted by many when larger premises were opened civil as well as military operators. I there in 1935. Monospar aeroplanes was fortunate to experience evolved from the ideas of a Swiss unexpectedly my first viewing of a engineer Helmut J. S eger who DH Dragon in June1951 when G‐ACIT created new techniques of designing showing a dark red fuselage with can lever wings. silver wings flew into Heston Airport, with a con ngent of four other Although very li le s ll remains of aircra from Denham Airfield for our once great aircra B.O.A.C.'s Sports Fes val (part of the manufacturing industry, created to a Fes val Of Britain celebra ons)‐see large extent by the U.K. being heavily “Avia on World ‐ Summer 2010 “. G‐AKEX shown at N.Weald 09.6.2012 involved in two world wars, we can Later in the 1950's Dragons G‐ACIT be thankful that these vintage and G‐ADDI owned by Air Naviga on currently being rebuilt at Great sea ng 4 persons. As well as aircra survivors can be seen at & Trading Ltd. were employed for joy Oakley in Essex full‐ me, by group produc on at Thruxton, some was various air displays, fly‐ins and ‐riding flights taking off from member and master wood worker done by Rollason Aircra & Engines avia on museums, bearing Southport Sands. John Tregilgas and may well appear at Croydon where a good supply G‐AEDU Goodwood 01.7.11 testament to a crea ve aeronau cal on the U.K. register some me ofstored, redundant Tiger Moth heritage which fortunately s ll lives The example shown opposite owned on in these magnificent, preserved then by the Beagle Aircra Co. was Dragon Rapide, although somewhat a er being fi ed with an addi onal specimens and represent some of at the W.S.Shackleton Sales smaller and using some new long‐range fuel tank for the flight our best light aircra designs of Weekend at Sywell 15.4.62 and is construc on methods. Dragonfly G and was seen at various U.K. yesteryear. now on sta c display at the Science ‐AEDT was displayed frequently at loca ons before its arrival at Newark Museum Collec on at Wroughton, the DH Moth Club Rally at Woburn The aircra is representa ve of well Lawrence Hole near Swindon. Abbey and other venues un l 1998 over 100 Monospars, first built at when it was sold abroad to New The a rac ve looking DH94 Moth Zealand as ZK‐AYR. A total of 67 Minor first flew in 1937 and proved were built, of which only one G‐ very successful as a more modern AEDU now remains in this country, low wing replacement design for Sywell 15.4.62 G‐ACIT seen exhibited here in 2011 at the earlier moth biplane series, albeit Goodwood Fes val of Speed. with somewhat lower power. Possibly only as few as four survive around 2014 or later to join our airframes and wings were kept, The long term rebuild of the GA ST‐ today in the U.K, although only one diminished stock. G‐ANVY (ex SE‐ which I well remember seeing in the 12 Monospar VH‐UTH has been now is s ll airworthy. G‐AFOJ can CEA) and NPP are also expected to late 1950's. Later some aircra proceeding well at Winthorpe, be seen as a preserved example at be renovated in due course later. were converted back to Tiger Moth although the lack of any general the excellent De Havilland Museum standard for personal reasons of the avia on drawings means it can only owners. be exhibited as a sta c display at Newark Air Museum as the sole Auster aircra s ll remain a part of example of this mark. This machine Monospar VH‐UTH our avia on heritage ever since the was first returned to the U.K. in 1962 early introduc on of the Taylorcra Plus A‐D models introduced from America in the late 1930's, the founding of Taylorcra Aeroplanes Summary: (England) Ltd and the name change Type First flew produc on nos. nos. s ll preserved in the U.K. to Auster in 1946 when the war ended. Some good examples exist DH60 Moth 1925 over 1500 about 18 (various marks) PFA Rally Wroughton 3.7.93 of the Taylorcra Plus D, Autocrat, Percival Gull 1932 48 1 EZJ Aiglet, Autocar, AOP6 and the Alpha Percival Q6 1937 27 1 FFD amongst others which o en can be Miles M2 Hawk Major 1934 64 2 DWT, DMW at Colney, Her ordshire. seen at Auster Club events in the Miles M38 Messenger 1942 80 5 JOE, JWB,KBO,KIN, KVZ Percival Proctors were manufactured Luckily, you can s ll occasionally see U.K. In 1960 Auster were taken over, Miles M65 Gemini 1945 170 3 KKB, KKH, KHP in the hundreds from 1939 during the remaining two‐three Thruxton together with Miles Aircra by the DH84 Dragon 1932 202 2 CIT, ECAN WW2 as a development of the Jackaroos (from an original 19 new Beagle Aircra Company, which DH94 Moth Minor 1937 ca.140 4 FNI, FOB ,FOJ ,FPN a rac ve‐looking Vega Gull. Due converted Tiger Moths), appearing unfortunately was dissolved in 1969. Percival Proctor 1939 almost 1500 7 LJF, NXR, KIU (HTE, KEX, NPP, NVY) to the problems associated with at a Moth Club fly‐in somewhere. In Thruxton Jackaroo 1957 19 3 OIR, NZT, PAJ ? glued wooden structures in the the late 1950's, Thruxton Aircra First flown in1935, the DH90 Auster (orig.Taylorcra ) 1939 over 840 ? S ll a moderate number 1960's, few examples exist today, was set up to convert several Dragonfly was a luxury touring BA Swallow 1933 135 3 DPS, FCL, FGE however it is encouraging to hear surplus, ex R.A.F. DH Tiger Moths to aircra for four persons and a pilot Monospar 1932 45 1 VH‐UTH that two Proctors, HTE and KEX are an enclosed cabin configura on with similar features to the DH89 DH90 Dragonfly 1935 67 1 EDU
24 25 A weekend in Guernsey ‐ did the earth move for you? naviga on so as not to cover any parking. He then con nued to look even for me. Checking on the more track miles than necessary. a er us, arranging, amongst other internet later, we discovered that About half way, it was becoming one things, concrete e‐downs for the the earthquake, with it's epicentre o get three days off work in the Filing the flight plan soon becomes your hotel having a G&T. There is of those goldfish‐bowl type flying two nights of our stay. I must about nine miles west of Jersey, T summer season is a rare run‐of‐the‐mill a er comple ng a never any harm in making a phone days, the hazy cloud mixing with the therefore confess to feeling slightly occurred at 12:54 and I'm pleased to occurrence. For those three days to few, or commercial so ware such as call to air traffic and the handling horizon and the sea, not ideal. There embarrassed as the Gipsy report that my landing was at 12:44, include the weekend and with a Sky Demon will produce the plan for agent the day before or the day of was plenty of shipping in the nonchalantly dripped black oil onto so not me on this occasion. This was weather forecast good enough for you for a subscrip on fee. I use the departure, just to check if they have Channel, which is always comfor ng, their spotless new concrete apron. the first earthquake in the Channel Austering is even rarer. The weather AFPEx account from NATS, which is any informa on or last minute and the ETA for 50N had come Wearing our hi‐vis jackets, we were Islands for almost a hundred years was forecast to be best in the free to use and doesn't take long to changes which you haven't picked forwards a few minutes, meaning taken to the ASG office, arranging to and I wasn't even aware it had southwest and as we had previously set up and become a registered user. up. To know where you are likely to the tailwind was a li le stronger refuel and pay our bills on departure, happened, probably thinking the flown to Alderney and Jersey in TBU If you want to file your return plan at be parking means that you can plan than forecast, which was also good. I and handed over a copy of the GAR rumble was a jet taking off whilst we the 1947 Terrier 2, for this trip we the same me as the outbound, this where to touchdown for the shortest was s ll in radio contact with London form, which I knew they would want. were standing with the handling chose Guernsey as our seaside can be done up to 120 hours in taxying distance. Informa on so requested the latest agent on the apron. des na on. advance: in sec on 18 (other Guernsey weather just in case I With a final check of the latest TAFs needed to divert to the Isle of Wight. and METARs, especially important for the Channel Islands, which are About ten minutes before arriving at highly likely to be quickly engulfed in the Channel Islands control zone mist or fog, it's me to put on the boundary was the me to call them lifejacket and climb aboard. It wasn't for zone clearance under Special long before we were depar ng VFR ....then.....pop...BANG..."what Hinton and heading south with the the....". The signs were all there for inten on of coas ng‐out at carb icing but having either missed Hengistbury Head VRP. Once steady or ignored them it was only a ma er in the cruise I noted mes for take‐ of me before I got the symptoms. off and 50 North, ready to pass to Warm moist air mass, constant London Informa on a er asking thro le posi on at an economical WW2 Gun emplacement them to ac vate my flight plan. cruise power, no regular carb heat Climbing to FL60 ready for the applica ons; I deserved the scare crossing I called Bournemouth for that snapped me to my senses. The car hire desk was inside the A hire car for three days was found Guernsey Airport. zone transit, only to be told to Although the Gipsy immediately Arrivals hall, only a five‐minute walk on the internet for less than £55, standby. Ge ng closer to the zone I cleared itself a er its quick ice‐lolly, away, and it was here, away from enabling us to discover the whole of Anyone thinking of flying to the informa on) just add DOF/yymmdd, called again only to be told to the carb heat was selected on more the jet noise and drone of the the island during our short stay. The Channel Islands for the first me but meaning Date Of Flight in year, standby again, so rather than orbit than off for the rest of the trip (RAF Trislanders and Islanders, that I first hotel recommended to us was the are a li le uncertain of what to month, day format. A VFR flight plan awai ng clearance I descended to Chipmunks with Gipsy engines used became aware of the earthquake. Fleur du Jardin, having a lively bar expect, then I hope the following can and should be very simple and below 2,000 feet, reposi oning to have their carb heat permanently "Did you hear it?" asked the lady and restaurant, both frequented by notes are helpful, whilst also offering guidance for its comple on can be between Bournemouth and wire locked to hot). behind the car rental desk. I asked the locals which is always a good a few words of cau on. found online at websites such as CAA Southampton to coast‐out under the when it had happened and worked sign. As is true of all the south and I usually start to look at the Met docs CAP694. It is permissible to Solent CTA at Lymington. It was not We had crossed 50N and I hadn't out that it would have been about westerly isles off the UK, when any Office website surface pressure write VFR in the Level/Al tude box un l approaching the coast that contacted Jersey Zone for entry, I the me we had landed. O en an weather comes through, it arrives charts no sooner than three days in and DCT (Direct) to a coas ng‐out Bournemouth finally called me back quickly said goodbye to London Info Auster bounce ‐ yes ‐ but a very quickly and is usually on the advance ‐ the forecast always seems waypoint such as VRP NEEDLES. The on the radio but I no longer needed a and switched frequencies but magnitude of 4.2 on the Richter deck as advec on fog. A weather to change drama cally if earlier than next point I used was DCT VRP service from them and changed back couldn't raise them for a few scale would have been a hard one front passed through as forecast on this ‐ checking for any fronts that CASQUETS, then DCT VRP NORTH to London Info', passing them a minutes. When we did make radio might be lurking mid‐Atlan c and EAST, followed by DCT. Also in revised es mate for 50N. The CTA contact I gave them a good listening any troughs likely to prove sec on 18 you will need to give the and airway above us had a base of to, accep ng their "friendly problema c along the route. It is all es mated elapsed me to the 3,500 feet so I eased up to 3,000 feet reminder" about ge ng clearance very well ge ng down to the French border in hours and minutes and was fairly happy to maintain this before entering the zone. Cleared to Channel Islands but it is even be er since departure: EET/LFRR0115. as my crossing al tude. At least Guernsey not above 2,000 feet we to know what weather to expect down at this height the outside air con nued over the sea, abeam the during your stay and for the return A GAR form should be submi ed to temperature was perhaps six Casquets Lighthouse VRP, religiously flight. Make sure you have a look at the des na on airport in advance degrees warmer but the visibility applying carb heat every ten an up to date Pooley's ‐ or online ‐ as and this can be done online for free was not as good. minutes. Once over the island, our procedures tend to change since through the AOPA website. The clearance was to join right base for your last visit. For this flight the handling agent or airport security The sea crossing was about fi y runway 27, number two to a Channel Islands Class A airspace had will invariably ask for another copy minutes and the Gipsy se led into passenger aircra that I could see on changed. As in the past, a flight plan of the GAR to be completed on her 2150 RPM economical cruise, finals. and a General Avia on Report (GAR) arrival so I always print‐out and carry giving about 75 knots with the fine for Immigra on/Customs and the with me a few extra completed pitch prop. As in the past, once set We ini ally followed air traffic Terrorism Act 2000 would be copies which saves you from having up, I le the engine alone when out instruc ons a er landing un l the Right Base for 27 needed. to fill in forms when you could be at to sea and concentrated on accurate ASG marshaller took over for 26 27 Saturday a ernoon and by Sunday Spi ires and Mustangs out to the If you haven't flown a vintage morning condi ons were classic post runway. Lined‐up awai ng take off aeroplane across the sea before I Book Review ‐cold‐front with clear blue skies and clearance, an airliner taxying in hope this has given some unlimited visibility, just right for the reported windshear on finals, a encouragement to do so, whilst also return Channel crossing later that warning for us to expect a possible no ng the risks and procedures. The day. bumpy departure. Cleared for take aeroplanes do not know they are Heathrow off with a turn out to the north not over water and if you fly them Driving past the airport ‐ en route for above 2,000 feet we were on our regularly over land for a few hours at From Tents to Terminal 5 more sight seeing ‐ seemed an ideal way home. a me, there should be very li le opportunity to call in and refuel TBU, file a flight plan and pay the landing Ian Anderson and parking fees. Doing this now gave us the rest of the day to enjoy Published by Amberley Publishing the island without having to think about the pre‐flight chores and wwwamberley‐books.com would allow a quick getaway if needed. Later on, whilst si ng outside for lunch, the westerly wind ISBN 978‐1‐4456‐3389‐3 was no ceably stronger than that given on the TAF but would So back £17.99 hopefully reduce later in the day as the forecast ridge of high pressure became dominant. lthough architectural design is The dimensions and the quan es of construc on industry, and I gained an Time to fly home and the wind was The Needles VRP A not one of my strong subjects I materials used reveal just how much insight into how and why an airport I s ll blowing at about 20 kits, no real did find the subject ma er of this has gone into making this a world visited regularly during my younger cause for alarm as it was straight book to be both interes ng and class airport. years developed. down runway 27 but the problem enlightening. As I lived, up un l was going to be taxying‐out with the difference other than wearing a The visibility was excellent and from leaving home to get married, fairly The book follows the development of Also covered are the possibili es of standard Auster brakes and massive the Casquets, heading towards the lifejacket. I remember from my early close to Heathrow and have always Heathrow not only by decades but by sigh ng a third London Airport at Needles VRP, it was just possible to Terrier fin and rudder that turned days of touring, when a trip across to had an interest in avia on the the introduc on of new airlines with Maplin, and the final selec on of the aeroplane into a weather vane make out the south coast of England. the Isle of Wight seemed a long way development of much of the earlier their varied types of aircra , and Stansted in Essex. whilst on the ground. I phoned Despite the obvious lack of moisture over water, so perhaps a trip to life of the airport was something I their hangarage requirements to in the air, I set my co‐pilot the task of tower and asked if they would be Bembridge or Sandown might make was aware of even if I did not take enable all types of maintenance. The book is well illustrated with line happy for someone from ASG calling for carb heat every ten for a good trial run. Have fun and much no ce unless it affected the Similarly the development of access drawings, black and white, and colour minutes, whereupo handling to wing‐walk out with us n I applied it for a don't forget to claim back the pursuance of my hobby. by means of both private and public photographs the reproduc ons of un l lined‐up on the runway minute each me, which seemed to outbound fuel duty at 37.7 pence transport, including the underground which are very good. centreline. They gave the go ahead keep up morale in the right hand per litre. The book charts the Heathrow from rail links from central London and the and arranged for the Ops vehicle and seat. As expected, the Gipsy behaved its very beginnings, star ng with its Heathrow Express from Paddington. The line drawings showing both driver with a radio to accompany us faultlessly on the way home despite Trevor Jarvis connec on to the first Ordnance various areas of the airport the and the wing‐walker; he knew the the headwind component giving us a Survey Line across Hounslow Heath The coverage of both the RAF Ba le construc on of a number of the drill, having recently accompanied longer me over the sea. with its end at Kings Arbour at of Britain sta c displays and Royal buildings. The photographs cover Heathrow. The loca on of the nearby Aeronau cal Society garden party of such areas as the first arrivals of airfields is also covered along with a 1954 were an unexpected part of the various aircra such as the Tu.104, THE DANGERS OF HIGH-VISIBILITY CLOTHING descrip on of the land taken into use book, along with the 50th and construc on of some of the for the new airport. Anniversary Fly‐Past is also covered buildings. Some of the aerial views e all are aware that the refuelers, refueling aircra wearing the nylon will not only burn but will along with a lis ng of the aircra are obviously taken from depar ng W majority of aerodromes their Hi‐Vis Jackets. By all means melt into your skin exacerba ng any The book then goes forward to bring taking part. aircra whereas others portray views require that personnel wear Hi‐Vis wear your jacket when walking burns considerably. If you’ve ever the story right up to date with mixed of the airport char ng its changes Jackets when airside. However, the around the airfield but take it off seen the effects of nylon burns on a runway opera ons, the introduc on The book ends with a series of and not normally seen by the implementa on of this safety before approaching the refuelling human body you’ll not want them on of the A380 and the possibility of the appendices which cover a range of traveller . requirement can cause serious safety area and definitely before yours. construc on of a third runway. subjects from how the dimensions of issues. commencing refueling. (Firemen the runways from 1959 to the and refueling staff wear non‐sta c It also pays to wear natural fibre The development of the buildings present changed, to a lis ng of Paul Loveday The jackets are made of nylon or producing H‐Vis jackets, or they clothing when flying for the same and their methods of construc on airlines and airliners operated by similar man‐made fibre and, as we all should.) reason. give the reader an insight into the decade. know, such materials generate a lot requirements of the aircra operator of sta c electricity just by being Take it off also before flight. They and the problems faced in mee ng This was a book which I was not sure worn. One of the major causes of fold up small and can easily be Robb Metcalfe these criteria. The changes in the about when I received it, but on fuel fires is sta c electricity, that’s tucked away in any aircra , so there Club Safety Officer sizes and capacity of these new types reading I found it to be very why we earth our aircra before is no need to fly wearing one. If you of aircra all have to be taken into informa ve and easy to understand refueling, yet we s ll see pilots and do wear one in flight and have a fire considera on prior to construc on. despite my lack of knowledge of the
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Items for publica on should be sent to the editor by le er, e‐mail or on a CD or floppy disc. Photo‐ graphs can be sent either on a CD (preferred) or by post for scanning. All photographs and ar cles are copyright of the originator and the Vintage Aircra Club. The address to send items for publica on is 16, Norton Crescent, Towcester, Northants, NN12 6DN
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