Pilot 04.2024

FLIGHT TEST: STING S4 PILOT PROFILE: AGED 102,
No pun about any ‘sting in the tail’ – BRITAIN’S OLDEST FLYER

This is one superb, ultra-capable microlight MAF co-founder Jack Hemmings
Est. 1967 Britain’s best selling General Aviation magazine April 2024
Electrifying
aviation
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Preflight
The team British business frustrated
I
Editorial
Write to: Pilot, Kelsey Media, The Granary, must thank the BBGA, the British the conference,
Down’s Court, Yalding Hill, Yalding ME18 6AL Business and General Aviation trade is only now
Editor Philip Whiteman Tel 07785 616207 association, for inviting Pilot to its catching up.
Email [email protected] excellent annual conference and AGM. Less widely
Design: Sean Phillips, atg-media.com Formed in the merger of GAMTA (the appreciated is
General Aviation Manufacturers & Traders that the go-it-
Contributing Editors Eugenio Facci, James Allan, Association) with BAUA (the Business alone action denied
Nick Bloom, Bob Grimstead & Peter R March
Aviation Users Association) the BBGA is – operators of UK-
News & Flight Test Editor Dave Unwin if you’ll allow me to mix my metaphors – registered aircraft access to
PHOTO: DARREN HARBAR

Regular contributors Tim Cooper, Howard Curtis, the big fish in the alphabet soup pond of EGNOS – 3D satellite navigation with 95%
Bob Davy, Paul Fiddian, Colin Goodwin,
Nigel Hitchman, Charlie Huke & Keith Wilson
aviation associations. ‘We are the UK’s coverage over Europe. This matters not
influential voice for business and general just to business and relatively rare private
Advertising David Hennessey Tel 01732446727 aviation,’ says the BBGA on its homepage IFR operation but to all of us because, as
Email [email protected]
and, to judge by its august membership, the CAA representatives conceded, even
Management generous sponsorship from the industry helimed patient outcomes have been
Chief Operating Officer Phil Weeden and the smart London hotel venue of affected through crews being unable to
Retail Director Steve Brown
Audience Development Manager Andy Cotton
the annual conference & AGM, there’s take advantage of the reduced minima and
Publishing Director Gareth Beesley no reason to doubt its ‘the voice’ claim. enhanced safety inherent in EGNOS kit.
Events manager Kat Chappell From what was said at the conference, It gets worse: the Permit to Travel
Print Production Manager Georgina Harris
it’s the influence bit that seems to be protocol that replaced the relative freedom
Print Production Controller Kelly Orriss
Subscription Marketing Director Gill Lambert the problem. Certainly, BBGA members in flying between EU countries means that
Subscription Marketing Manager Kate Chamberlain regularly sit down with CAA officials and Air Operator Certificate operations (air taxis
lobby MPs, and they no doubt present a and all that) are subject to notice, which
Subscriptions & back issues
UK subscription and back issue order line sound, expert case – but how much sway means on-demand trips are no longer
01959 543747 can you have over people, especially possible. And you cannot transfer British
Overseas subscription order line government ministers, who may neither aircraft on a CAA Airworthiness Review
0044 (0) 1959 543 747
Toll free USA subscription order line understand nor listen? As it was, Aviation Certificate to any EU register – no wonder
1-888-777-0275 Minister Anthony Browne was unable to UK registrations are declining.
UK customer service team: 01959 543 747 attend, addressing the conference in a I could go on citing this kind of stuff from
Customer service email address: [email protected]
pre-recorded piece that the wag sat next my notes – at one point I made a remark
Customer service and subscription postal address: to me said looked like a hostage video. He to self that in saying “we are getting used
Pilot Customer Service Team, Kelsey Media,
The Granary, Down’s Court, Yalding Hill, repeated the usual line about making the to the post-Brexit situation”, the poor
Yalding ME18 6AL UK the best country in the world for GA old CAA (hard-pressed by ministers, its
through the government’s ‘flightpath to the officials do have some of my sympathy)
Distribution in Great Britain
Seymour Distribution Limited future’ but seemed at one point to confuse is unconsciously likening Britain to a man
2 East Poultry Avenue VTOL with ‘variable takeoff mass’ aircraft – who has deliberately chopped off half his
London EC1A 9PT which made everyone wonder. I would not fingers managing again to get a tune out of
Tel: 020 7429 4000
www.seymour.co.uk
have been moved to pay the ransom. his old fiddle.
The conference’s presentations and However, balancing up the doom and
Distribution in Northern Ireland and the panel discussions made it clear that a gloom were inspirational speakers from
Republic of Ireland
Newspread Tel: +353 23 886 3850
previous Aviation Minister’s arbitrary post- abroad, including Erik Lindbergh (grandson
Brexit decision, against BBGA counsel, to of Charles) and Norwegian electric
Pilot is published by Kelsey Media. The entire content is © copyright,
immediately leave the European Union seaplane entrepreneur Erik Lithun – and
and none of it may be reproduced in any form without permission. Aviation Safety Agency has caused the determined optimism shown by BBGA
(Permission to make a limited number of photocopies is usually dire problems in both regulation and CEO Marc Bailey. People like these have
given but should be sought.) Articles for consideration are welcome.
We take good care of material submitted, but do not accept
commerce. As we know from its evident put their all into aviation – let’s hope their
responsibility for loss or damage, however caused. inability to process licence applications in ambition prevails.
reasonable time (or at times even correctly)
the CAA, shrunken and de-skilled after
years of being a branch office of the
European body, was just not able to
cope – and from what was confirmed at Philip Whiteman, Editor
This is the last edition of Pilot to be published by Kelsey Media. For the May issue onward,
the magazine’s new home will be with Key Publishing – but rest assured there will be no change
in editorship nor Pilot’s hugely experienced and long-serving team of contributors.
THE MAY ISSUE WILL BE ON SALE FROM THURSDAY 25 APRIL
pilotweb.aero I Pilot April 2024 3

April
2024
COVER PHOTO: CHALMERS UNIVERSITY OF TECHNOLOGY/DANIEL KARLSSON
Basing its detailed study on the

Pipistrel Velis Electro, Chalmers
University shows how green an
electric aircraft really is
58
ON THE
PHOTO: KAREN GRIMSTEAD

COVER
14 Electric aircraft
myths – and facts
Chalmers University of Technology
Fair stood the wind for France Seen here in 1947 at the controls
in Sweden has conducted the first (but less so on the way home!) of the Mildmay Pathfinder, Mission
ever study on the environmental Accompanied by his Champ, with his Aviation Fellowship co-founder
impact of an electric aircraft wife on board and flown by a friend, Jack Hemmings is still flying at
over its entire life cycle. The Bob Grimstead heads for La Baule the grand old age of 102
conclusions are revealing!
Features
20 Flight Test:
TL-Ultralight Sting S4
The only ‘sting in the tail’ that it’s a
microlight – and a very fine one at
that! Fast and featuring airliner-style
instrumentation and an autopilot,
it’s hard to fault
38
38 Pilot Profile
MAF’s old, bold aviator
The old saw would have it there’s
no such thing, but RAF veteran
PHOTO: MAF
Jack Hemmings survived WWII

escapades to co-found the Mission
Aviation Fellowship
4 Pilot April 2024 I pilotweb.aero

Contents
PHOTO: KEITH WILSON

Fast and featuring airliner-style instrumentation and an autopilot,
the new TL-Ultralight Sting S4 is a near-perfect aircraft
Regulars
6 Pilot Notes quizzes Chalmers University of 48 Old Timers
FAA allows Velis Electro to be used for Technology about its pioneering study Pilot’s comprehensive round-up of
pilot training in USA, Bicester’s owners on the environmental impact of an events in the vintage aviation world
ask what better location could there electric aircraft over its entire life cycle
be for a 2024 vertiport and test centre 65 QFI Logbook
than one of Britain’s best-preserved 18 New Regs The top fifteen student failings
historic grass airfields… Monthly look at what’s being registered,
reregistered and deregistered 68 Safety Matters
9 Airfields Other people’s incidents and accidents
… Llanbedr Airfield, Snowdonia 31 The Cooper Column we can all draw lessons from
Aerospace Centre would surely respond The CAA is ignoring our concerns
about Electronic Conspicuity 70 Calendar
10 Flight Training All the aviation events, listed
IFA Portugal orders Pipistrel Velis 33 Airmail by location
Electros for its training fleet (maybe Let us know what you think (and maybe
you see a theme here – Ed) Goodwood win a presentation pair of bottles of 81 ILAFFT
commemorates Rob Wildeboer with Pan Am gin and vodka) How long to hold? Consternation
2024 flying scholarships in Kazakhstan
37 PTT column
13 Rotorheads Test flying an ex-ATC Kirby Cadet
Hot on the heels of Production Mk.III converted into a single-seat
Organisation Approval, eVTOL motor glider
manufacturer Volocopter becomes
an Approved Training Organisation 47 Airways
Bars and beers: a significant part of
14 Notes Special the intercontinental pilot’s life was
@Pilot_mag Pilotmagazine
Is it really that green? Eugenio Facci traditionally spent rehydrating

Notes
The latest news from the world of general aviation
NOTABLE NOTES NOTABLE NOTES NOTABLE NOTES
Dawn to Dusk plans? Hangar Homes halted... Are electric aircraft green?
Pooley’s all-in-one-day ... at Lee on Solent, at least. The claims, myths and facts
flying adventure competition The developer hopes his other are explored in a ‘special’
is now in its sixtieth year.
Time you entered? p8 Aeroparks will prove the
planning inspector wrong p9 by Eugenio Facci. The
conclusions may surprise you p14
FAA allows Velis Electro to be used

for Sport Pilot Certificate training in the USA
With its low noise and low environment, but FAA rules granted several exemptions Europe, the Electro was
direct operating costs, the have precluded its use as to Light Sport rules that will specifically designed as a
Pipistrel Velis Electro is a trainer. In a significant allow the Velis Electro to be low-cost training platform,
well suited to flight training development for electric used for flight training. but in the USA existing
in the immediate airport aircraft, the FAA recently Already certified in rules require that LSA have
reciprocating engines. The
main exemption allows the
use of electric propulsion,
other exemptions allow
students and instructors
to log time in the aircraft.
These exemptions will be
limited to 350 examples,
starting at serial number
150. Kriya Shortt, CEO of
Textron’s eAviation
segment (Textron owns
Pipistrel – Ed.) said “we are
thankful to the FAA for its
support in bringing more
opportunities for electric
PHOTO: KEITH WILSON
aviation to the United

States”. For longer lessons
and those teaching engine
management skills, students
will continue to train in
US Light Sport Aircraft rules had hitherto excluded even certified electric aircraft conventional aircraft.
NATS consults on ‘user pays’ funding model

The UK’s principal provider of such as delivery drones and eVTOL industry). The document details
air traffic control services NATS, services in UK airspace. NATS is the timetable for the consultation,
has published a consultation on also proposing a ‘user pays’ funding which concludes with a final NATS
the provision of a scheme called model, which could lead to private proposal being submitted in Q2 of
OpenAir. Basically, it is a proposing pilots having to pay for a service 2025 to the CAA.
a service that will deliver the CAA’s created by NATS to facilitate the Pilot will be tracking this story
airspace modernisation program needs of new airspace users, closely, as it could end badly
and integrate new airspace users (essentially, the nascent drone for GA.

Notes
Vertiport planned for Bicester…

Skyports has signed an network planning and The ‘strategic’ location of hubs’. By air taxi, the same
agreement to develop demonstrations’. The the UK vertiport at Bicester, journey to/from London will
the UK’s first vertiport company aims to open approximately 1hr 40min take less than 25 minutes,
testbed at Bicester Airfield its doors by the end of drive from central London it is claimed. The terminal
in Oxfordshire. The new 2024. The design, which by road and close to Oxford will house a dedicated
vertiport, which will include has been submitted to and the Cotswolds, will passenger lounge and
a compact 160sq m Cherwell District Council, ‘demonstrate how air taxi passenger processing
passenger terminal, is has drawn inspiration from services may provide a vital facilities. The operations
claimed to be ‘a critical existing Skyports testbeds link between urban centres, room will be equipped with
facility for testing ground in Paris and California. regional, tourism and retail Skyports’ suite of Vertiport
infrastructure and flight Automation System (VAS)
operations [that] will technology, which will
play a significant role include a ‘situational
in enabling the next awareness module’ to
generation of electric, low provide visualisation
noise aviation in the UK’. tools for ‘comprehensive
PHOTO: SKYPORTS
The vertiport will be airspace and vertiport

positioned to the south perimeter monitoring’. The
of the existing general airside area will comprise
aviation grass runways a single final approach
and will serve as ‘a key What better location could there be for a 2024 vertiport than and takeoff area,
node for early vertiport one of Britain’s best-preserved historic grass airfields? and one stand.
… while Finest Hour decamps to Yarmouth

Having been evicted from its Bicester North Denes Airfield served spokesperson said “we’re very
base, Finest Hour Experiences has oil and gas platforms off the East pleased to announce that our new
moved its operation to the recently Anglian coast for more than half a home is Yarmouth Heliport in Norfolk.
re-opened Yarmouth Heliport, century but closed in 2015, after We’re really looking forward to offering
at North Denes Airfield in Great helicopter operator CHC started the opportunity for our customers
Yarmouth. Finest Hour offers hands- flying from Norwich Airport. It was put to fly from such a fantastic location
on flying experiences above East up for sale in 2017, and reopened and re-introducing professional
Anglia from the cockpit of vintage last year as Yarmouth Heliport. vintage and aerobatic aviation to
aircraft, including a Tiger Moth. A Finest Hour Experiences this beautiful part of the world.”
Farewell to two old friends in aviation

Everyone at Pilot was saddened to around Berlin during the Cold War. One of the most influential
hear of the death of David Cockburn David joined the UK CAA in 1999 proponents of flight safety in the UK
on 7 January. Born in Glasgow, David as Safety Promotion Officer, offering over the last 25 years, he will be much
was awarded an RAF scholarship, and publishing safety advice and missed.
and by the age of seventeen held giving presentations at clubs and flying Alan Chalkley, vintage Piper Cub
a PPL and was a keen soaring pilot. schools around the UK – a role he enthusiast and pilot, died recently. A
After joining the RAF, he flew Varsity fulfilled with enthusiasm and dedication former BA captain – he always said the
transports and then Vulcan bombers, for over fifteen years. His excellent Boeing 747 was his favourite aircraft,
and also became the chief flying work in the field of flight safety was ranking it above J3 Cub G-ASPS, that
instructor at his local RAF GSA club – recognised with awards from both UK he owned for several decades – Alan
the first of many such CFI posts that AOPA and GAPAN (which became the was a founder member of both the
he would hold at both gliding and Honourable Company of Air Pilots, of Vintage Aircraft Club (VAC) and the
power flying clubs. Later in his which he was a Liveryman). He also Vintage Piper Aircraft Club. Writing
Air Force career he instructed on sat on several EASA and CAA working under the pseudonym ‘John Beeswax’,
Canberras and Jet Provosts. In groups and was a major contributor to he reported on vintage flying activities
Germany he flew Chipmunks on the General Aviation Navigation Group for the PFA’s Popular Flying journal for
secret reconnaissance missions of the Royal Institute of Navigation. many years.

Notes
Airworthiness
Women Go Gliding Weekend Directive for
The British Gliding Association (BGA)
has announced that its ‘Women Go
Gliding Weekend’ will take place
PT-6 turbine
on 27 and 28 April 2024. The aim
of the initiative is to introduce more
engine
women and their companions to Possibly the world’s most
gliding by providing a friendly and popular turboprop engine,
informative welcome at gliding clubs Pratt & Whitney Canada’s PT-6
and offering them some flying on the was recently the subject of an
day at an attractive price. Clubs that Airworthiness Directive (AD)
have already signed up to participate issued by Transport Canada.
include Banbury, Bannerdown, The AD addresses one in-
Buckminster, Bristol & Glos, Bognor service report of Second Stage
Regis, Burn, Cambridge, Dartmoor, Power Turbine (PT2) blade
ILLUSTRATION: BGA
Deeside, Devon & Somerset, failure and two failures during

Dorset, Edgehill, Essex & Suffolk, tests. The AD states, ‘P&WC
Herefordshire, Lasham, London, is still investigating the root
Mendip, Midland, Nene Valley, Oxford, cause of the blade failures,
The British Gliding Association is keen to Peterborough & Spalding, Portsmouth but preliminary investigation
promote female involvement in the sport Naval, Rattlesden and Yorkshire. determined that the power
turbine modules in all event
engines contained newly
Dawn to Dusk opens for entries manufactured Part Number (P/N)

3056693-01 blades from the
The 2024 Pooleys International Dawn airmanship and to demonstrate the same raw material. In all cases,
to Dusk Competition has opened for capabilities of pilot and machine in a the blades had accumulated less
entries. Now in its sixtieth year, the day’s flying, in the hours between dawn than 25 hours flight time since
competition provides ‘the opportunity and dusk, whilst undertaking an original new. Failure of PT2 blades could
to further your flying, to expand your and praiseworthy objective. Entry is lead to engine power loss or
horizons and to give you the excuse free and simple. All that is required is in-flight shut down, potentially
you need to have the flying adventure for the competitor to set themselves a resulting in reduced control of
you have always wanted to have,’ challenging goal with a theme and fly the aeroplane.’
according to a statement from Pooleys, it. You then need to write up a log of The PT6 has been in
which continued ‘established by the your preparations and flight. The judges continuous production since it
late Duke of Edinburgh, Prince Philip enjoy seeing photographs from your entered service sixty years ago,
and the Tiger Club, the objective of the flight and if you wish to include a video, and is used in many different
PHOTO: PRATT & WHITNEY CANADA

Dawn to Dusk is to encourage the most please do.’ aircraft types, including the
interesting employment of a manned The deadline for entries is 30 Beechcraft King Air, Cessna
aircraft within the limits of competent September 2024 Caravan, Pilatus PC-12, and
TBM 960, while the turboshaft
TL Ultralight fully ‘on-Stream’ version powers many

helicopters.
Well-known Czech of the latest Sting S4) by-side retractable The AD has been promulgated
aircraft manufacturer TL while its Stream tandem Sparker has just been in Britain by the CAA.
Ultralight is continuing two-seat retractable is returned to TL from
to add to its product currently undergoing BRNO University,
line. Around 750 of its UK acceptance tests where it successfully
popular Sting and Sirius in the capable hands completed their flutter
have been sold (see of Dan Griffith. test program, allowing
p.20 for a full flight test The two-seat side- the Czech LAA to issue
a Permit to Test. The UK
importers, TL Sting UK
Ltd have applied to the
PHOTO: TL ULTRALIGHTS
BMAA for the Sparker

to be considered for
UK approval and will
The PT-6 turbine engine has been in
submit TL Ultralight’s continuous production since it entered
test data as soon as service sixty years ago
they become available.

first eVTOL vertiport facility the electric charging system
Airfields
following newly introduced and the vertiport, along
CAA guidelines last month, with its existing Permanent
aimed at developing the Airspace Danger Area and in-
framework for the forthcoming house Air Navigation Service
Advanced Air Mobility Provision (ANSP), will position
(AAM) market. The SLiNK- the centre as the premier
What’s happening at our TECH vertiport portal will flight test centre for eVTOLs
airfields, aerodromes & airports support automated takeoff
and landing, and terminal
in the UK.
In a related story, Aerovolt
area manoeuvring of drones recently installed a charging
and eVTOL aircraft. SLiNK- point for electric aircraft
Llanbedr goes electric TECH is also in discussion

with policy experts from the
at Devon’s Dunkeswell
aerodrome. The charger –
with Aerovolt CAA to use the vertiport to

capture eVTOL noise and
which can also be used by
electric cars - uses a new
Llanbedr-based Snowdonia installations for electric rotor downwash data, as part energy storage system called
Aerospace Centre, which aircraft, several of which are of certification testing for this Allye, as Dunkeswell’s rural
claims to be the UK’s already completed. These new class of air vehicle. location means a limited grid
leading large-scale drone – chargers will allow electric The operators of supply. Dunkeswell will soon
and soon to be eVTOL – aircraft systems, manned and Snowdonia Aerospace Centre have a Pipistrel Velis Electro
testing facility, has selected unmanned, to use point to claim that the combination of available for trial flights.
Aerovolt to provide multiple point flying and recharging
charging systems for electric across the UK, widely
aircraft. Aerovolt installed expanding their mission
its certified smart charging scope and operational ability.
system, working to the The Snowdonia installation
AS6968 protocol currently will also feature the UK’s first
used by several certified thermal runaway detection
PHOTO: AEROVOLT
and in-development aircraft system for airside charging
worldwide, in early March. facilities, using a bespoke
Aerovolt is currently engaged wireless thermal monitoring
with nearly seventy regional and alarm system.
and medium sized UK The owners of the centre Snowdonia Aerospace Centre is positioning Llanbedr Airfield to
airports on smart charging are also planning the UK’s become the premier flight test centre in the UK for eVTOL
Solent Aeropark Hangar Homes TVR chooses

planning appeal dismissed Thruxton
The continued Solent Aeropark saga understand what this is all about, Well-known sports car manufacturer
PHOTO: HANGAR HOMES
took another turn recently, when the so rather than fight the appeal in TVR has announced it has chosen
planning appeal was dismissed by court, I have decided to concentrate Thruxton Race Circuit and Aerodrome
the planning inspector for a number on getting Enniskillen and hopefully as the location for a new European
of ‘spurious’ reasons. Hangar the Isle of Man Aeroparks ‘under my Development and Brand Centre.
Homes boss Peter Day told Pilot, belt’, so that concerns about safety Thruxton, the UK’s fastest track with a
“the planning inspector just did not and security, noise and road traffic rich heritage in motorsports, emerged
can be shown to be non-issues in a as the ideal location for TVR’s base,
future planning application. replacing its current facilities in Surrey.
“Also,” he added, “there will be The selection was not only driven
a new leader of the Council, and by the location’s proximity to the track,
probably many new Councillors in but also by its historical significance in
a few months, so they may take a motorsports. One of the pivotal factors
different view about Solent Aeropark. influencing TVR’s decision was the
After all, what is there not to like local skilled employment demographic,
about having nine new aviation- Thruxton’s surrounding community
related businesses that would help offering a pool of talent with expertise
to safeguard the airport and make relevant to TVR’s operations. How
Hangar Homes claim that nine new aviation-
related businesses would help to safeguard it more sustainable, plus the capital or whether this will affect aviation at
the airport and make it more sustainable and income derived from them?” Thruxton remains to be seen.

Airfields / Flight Training
Historic Old Sarum hangar collapses

Lack of space in the Spring issue 2020 so they have been aware of this, building… Legal action must be taken to
prevented us from reporting that and we have been trying to highlight it salvage and restore it’.
January’s Storm Isha destroyed one of constantly. It is incredibly disappointing Old Sarum airfield dates back to 1917,
three Grade II listed hangars built by that the hangar has fallen down is one of just three surviving WWI grass
German prisoners of war at Old Sarum through neglect.” airfields and has been the epicentre
airfield during WWI. In a statement, Salisbury City Council of a major planning disagreement for
Sarah Champion from the Save Old said ‘the collapse of Hangar 3 at years. The owner wants to build houses
Sarum campaign, said “It is absolutely Old Sarum Airfield is a disaster long on part of the site and has proposed
devastating. The hangar was on Historic predicted by those who have been several schemes, all of which have been
England’s ‘at risk’ register in November campaigning to save this Grade II listed rejected by Wiltshire County Council.
Flight training
News from the clubs, schools & ATOs
IFA buys Pipistrels, adds electric aircraft to

its training fleet
Portugal-based investment IFA will
International Flight increase its fleet of
Academy has ordered aircraft, which also
seven new Pipistrel includes aeroplanes
trainers in a deal worth from Cessna, Grumman
€2.1m. Two of the and Liberty, to 27. The
PHOTO: KEITH WILSON
aircraft will be the Velis company owns two

Electro, the first electric state-of-the-art advanced
aircraft certified by flight simulators: an
EASA, and the other ALSIM ALX (for SEP
five are the Explorer and MEP instrument
model, also from Two of the seven Pipistrels ordered by IFA Portugal are Velis flight training) and a
Pipistrel. With this Electros Simnest Airbus A320.
New Chief Flying Instructor for Aerobility

Aerobility has appointed former worked in business aviation, managing on the great work already done and
RAF pilot Al Rosser as its new Chief and flying Challengers and PC-12s. seeing it through the next ten years
Flying Instructor and Service Delivery Al decided to apply for the position of development as we grow the
Director. A hugely experienced pilot, at Aerobility because “I’ve always charity’s presence across the UK; this
his aviation career began when he enjoyed instructing, and this seemed will encompass even greater reach to
joined the Royal Air Force straight like an excellent opportunity to use disabled people who would benefit
after leaving school. After three tours my skills in a positive way that would from the magic of flight in their lives.”
with 216 Sqn flying Lockheed TriStars benefit the charity”. “I grew up with my Aerobility CEO Mike Miller-Smith
and a tour as an instructor on the mum suffering from Multiple Sclerosis,” commented, “with his passion for
Bulldog at Liverpool University Air he added “and it left an indelible mark aviation and many years of experience,
Squadron, he left the RAF to work for upon the way I speak to and interact I know that Al is going to be a
Marshall Aerospace, where he flew with disabled people. I appreciate that fantastic addition to the team.” He will
C-130 Hercules on post-maintenance everyone has something to give and be mainly based at the charity’s
test flights and was an instructor at the that a disability never defines anyone. headquarters at Blackbushe Airport
Flying Club. For the last 15 years he “I am looking forward to carrying on the Hampshire and Surrey border.

Flight Training
Goodwood announces TUI fly Belgium launches

2024 Rob Wildeboer 2024 MPL cadet programme
flying scholarships
Since 2022, Goodwood scholarships this year,
Flying School has offered and we hope that we can
scholarships named continue this for many
after its very popular and years to come.”
much-missed manager, The four scholarships
who died in 2021 after a available for 2024 will
sudden illness. Designed give two people ten
to help students on their hours training in a Cessna
own aviation journeys, 172, and two people
PHOTO: CAE
these scholarships have five hours training in the
been made possible by school’s Piper Super
generous donations from Cub. In addition to the CAE hosts the assessment using its B7373 sim based in Brussels
the community. Melanie scholarships, Pooleys
Wright, Flying School Flight Equipment has TUI fly Belgium has opened Other stages in the process
Operations Manager, says donated several PPL/ its 2024 multi pilot licence include a TUI Group online
“thank you to everyone LAPL course training (MPL) cadet pilot programme, HR call, so the carrier can get
who has kindly donated books to support the The training programme, to know applicants better
towards our scholarships. successful candidates. which is designed to turn and best assess their level of
Since we launched, To apply for a Rob new recruits into 737 first motivation and suitability for
we have raised an Wildeboer Scholarship, officers within nineteen the MPL training course.
incredible £25,000 and please email scholarship months, is also open to Candidates who progress
helped fifteen students. @goodwood.com applicants with little or no beyond this first stage
We’re delighted that explaining in no more previous aviation experience. can then expect a face-to-
we can offer four more than 500 words which Candidates must be face interview plus group
scholarship you would a citizen of the EU and assessment with one of
like to apply for and why, available to start training in the airline’s crew resource
and include brief details September 2024. However, management (CRM)
of any previous flying unlike TUI Airways’ existing instructors at its Zaventem
experience. All applicants fully-funded UK cadet pilot base, then a 737 simulator
must be at least sixteen training programme, cadets assessment hosted by CAE
years old and hold or must pay €54,000 towards in Brussels. Candidates
PHOTO: GOODWOOD
be capable of obtaining their training. A significant who clear this hurdle will
the appropriate aviation sum, but one that the carrier then have to pass a board
medical. Scholarships claims is ‘30-40% lower than interview, followed by
are only applicable for alternatives’. an online psychological
training at Goodwood Applicants must first pass assessment. This consists of
To remember and honour Flying School, all training TUI’s cadet pilot online a personality questionnaire,
its late manager Rob
Wildeboer, Goodwood
must be completed assessment process. This cognitive reasoning test, and
Flying School offers several during 2024. The features tests of English, a video interview. A hiring
scholarships every year deadline is 14 April 2024. verbal reasoning, logical decision is made at this point.
reasoning, and numeracy. Applications close on 1 May.
Latvian airline airBaltic expands

National flag carrier world. Having confirmed
airBaltic has announced an incremental order for
it will use its Riga training an additional 30 A220-
academy to train pilots 300s, this new order will
PHOTO: AIRBUS
for its rapidly expanding take the airline’s total

fleet. The airline already firm orderbook to eighty
operates a 44-strong aircraft. According to the
fleet of A220-300s, company, around a quarter
The Latvian flag carrier is the largest A220-300 operator in
making it the largest of its pilots graduated from the world, and around 25% of its pilots graduated from the
A220-300 operator in the the airBaltic pilot academy. airBaltic pilot academy

2024 Students Wanted
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Rotorheads
The latest news from the world of rotary-wing and eVTOL aviation
Volocopter wins production & training approvals

Volocopter has announced applicable to the operation
that it has now been and pilot licensing of eVTOL
granted Approved Training aircraft. Being awarded
Organisation (ATO) status by ATO status is an important
the German Federal aviation step towards receiving an
office (Luftfahrtbundesamt or Air Operator Certificate –
LBA) through its subsidiary, which will allow the company
Volocopter Air Services. to operate eVTOL aircraft
This certification allows commercially, once the
PHOTO: VOLOCOPTER
Volocopter to train pilots for VoloCity aircraft receives
its future products and makes type certification, which is
the company the first electric expected later this year.
vertical takeoff and landing The company also
(eVTOL) aircraft developer announced another
to become an ATO. significant milestone last Hot on the heels of Production Organisation Approval, Volocopter
has now become an Approved Training Organisation
As part of the approval, the month, when it confirmed
company will now work to it has received Production eVTOL company to hold to design and produce
finalise the training program Organisation Approval (POA) both Design Organisation the VoloCity in-house
for its electric VoloCity aircraft from the LBA, allowing it to Approval (DOA) and POA. and has entered the pre-
in close cooperation with the commence serial production Volocopter received EASA’s serial production stage
LBA. This is in preparation of the VoloCity eVTOL at DOA in 2019, followed of manufacturing. The
for the commercial launch its two new production and by the initial POA in 2021 aircraft will operate under
of electric air taxis later this hangar facilities in Bruchsal, with the acquisition of DG EASA’s SC-VTOL (Special
year, implementing newly Germany. Volocopter is Flugzeugbau. Volocopter Condition VTOL) enhanced
published EASA regulations the world’s first and only now has full authority certification category.
Sikorsky plans to put a HEX on the tilt-wing market

Sikorsky has unveiled large, ‘next generation’ system for optionally- at high speed, fewer
plans to build, test and fly VTOL aircraft — ranging piloted flight. mechanical systems to
a hybrid-electric vertical from more traditional Sikorsky President Paul reduce complexity, and
takeoff and landing helicopters to winged Lemmo said, “autonomy lower maintenance costs.
demonstrator (HEX/ configurations — which will and electrification will In partnership with
VTOL) with a tilt-wing feature varying degrees bring transformational GE Aerospace, Sikorsky
configuration. The design of electrification, and change to flight safety Innovations, the
is the first in a series of an advanced autonomy and operational efficiency company’s prototyping
of large VTOL aircraft. group, is finalising designs
Our HEX demonstrator to build a hybrid-electric
program will provide power systems test
valuable insights as we item, using a 600kW
look to a future family electric motor. This is the
of aircraft built to the first step in evaluating
scale and preferred hover performance
configurations relevant to of the follow-on HEX
PHOTO: SIKORSKY
commercial and military demonstrator — a 4,100kg

customers.” According maximum gross weight
to the company, the aircraft with 1.2MW-
HEX program will put a class turbogenerator
The HEX is Sikorsky’s hybrid-electric vertical takeoff and premium on greater than and associated power
landing demonstrator 500 nautical mile range electronics.

Electric aircraft claims, myths and facts
PHOTO: CHALMERS UNIVERSITY OF TECHNOLOGY/DANIEL KARLSSON

The study by Chalmers University of Technology assessed the environmental impact of a Pipistrel Alpha Electro over its entire life,
including production and disposal of the batteries
You have probably heard the than a piston engine’. What did lifetime, the greater the benefit of the
argument: electric aircraft actually you actually find in your study? electric aircraft. So, even considering
pollute a lot, because it takes a lot A: We found that the environmental production and disposal of the
of energy to build the batteries and impact of an electric aircraft, batteries, the electric aircraft is much
it is a problem to dispose of them considering all the different phases better in terms of both climate change
when exhausted. But is that true? in its whole life cycle, is still lower and particulate matter emissions.
Now answers are beginning to than that of a fossil fuel-powered
emerge: Rickard Arvidsson, Anders one. The electric aircraft has a higher So, this is good news. However, your
Nordelöf, and Selma Brynolf of environmental impact at the beginning study is based on an aircraft using
Chalmers University of Technology of its life due to specific factors electricity from renewable sources.
in Sweden have conducted the first during production. However, as the At the moment only about one third
ever study on the environmental aircraft begins to fly, the benefits of of the UK’s electricity comes from
impact of an electric aircraft over its electric propulsion start to kick in, renewables. Is it still better here, in
entire life cycle. Contributing editor and as it reaches a quarter of its life terms of sustainability, to fly electric?
Eugenio Facci sat down with the the electric aircraft becomes more Yes, even in this case, it is still better to
study’s lead author, Rickard Arvidsson, environmentally friendly. By the end of fly electric. We can say that because
to discuss their conclusions. its life the electric aircraft will have had we also evaluated the aircraft against
a much smaller carbon footprint than the average 2019 EU electricity mix,
Q: Typical criticism of electric the piston-engined one (reduced by which had roughly twice the carbon
aircraft includes claims that ‘it takes roughly 60% - Ed). This is true despite intensity of the current (2023) UK
a lot of energy to build a battery’, the need to produce of replacement electricity mix. In that case, the electric
‘disposing of a used battery has batteries, which happens a couple aircraft become environmentally
a large environmental impact’ of times during the useful life of preferable after about half of its
and ‘you end up polluting more the electric aircraft. The longer the expected lifetime. An electric aircraft

Notes
running on UK electricity would We based our study on the Pipistrel electrification of the car fleet (which
thus become more beneficial than a Alpha Electro two-seater, one of will be by far the main driver). In
corresponding fossil fuel-based aircraft the earliest available all-electric particular, it is already estimated that
after somewhere between a quarter aircraft. Much of the data on the demand for lithium will reach current
and a half of its expected lifetime. composition and use of the aircraft production capacity by 2030, and
was kindly provided by Pipistrel. some estimations suggest the same
Was building/disposing of a battery Regarding the production of important for cobalt. Some studies regarding
perhaps a lot less sustainable components, we relied largely on lithium indicate that we actually
in the past? Have there been previous studies done at Chalmers have enough of the raw material,
serious improvements recently University of Technology regarding, but that the real problem lies in our
that have tilted the balance? for example, lithium-ion batteries, ability to extract it and process it in
Yes, early studies of environmental electric motors and inverters. For large quantities. The infrastructure
impacts of battery production, production of everyday items such as to do that does not exist yet.
specifically of the lithium-ion aluminium, we relied on the world’s In addition, there is a high
batteries used in electric uncertainty related
aircraft and elsewhere,
typically reported
We based our study on the to such projections.
For example, there
higher [production] Pipistrel Alpha Electro two-seater are other battery
energy intensity and technologies under
environmental impacts. These largest LCA (Life Cycle Assessment) development that do not require the
studies considered smaller industrial database, called Ecoinvent. same set of metals, including lithium-
production of lithium-ion batteries, While an electric aircraft is more iron-phosphate (LFP) batteries that
which was less energy efficient per unit sustainable than a piston-engined contain lithium but no cobalt or nickel,
of output. Currently, lithium-ion batteries one, you also found that it is worse in and sodium-ion batteries without any
are produced in larger, so-called terms of ‘mineral resource scarcity’, of these metals. While the lithium-
gigafactories, with annual outputs at meaning that it uses rare materials nickel-manganese-cobalt batteries
more than one gigawatt hour. This that are fairly difficult to source considered in our LCA seem to be the
has led to notably lower impact per and produce on an industrial scale. currently preferred choice for electric
kilowatt hour of energy storage in So, do we have enough minerals to aircraft, it is difficult to foresee if that
batteries. [Technology for] the disposal convert all cars and small aeroplanes will also be the case in the future.
of batteries has not yet changed as to electric propulsion? And exactly
rapidly, but also does not contribute which minerals are we talking about? Does this mean that we will need to
as much to their life-cycle impact. We are mainly talking about the metals pay a lot more for those minerals,
lithium, nickel and cobalt, used in the and would this have a large
On which aircraft did you base cathode of the battery. In the short impact on the cost of operating
the study, and how did you collect term, the demand for these metals is an electric aeroplane (or car)?
the data? likely to increase, mainly due to the Metal prices do not reflect the scarcity
Rickard Arvidsson of Chalmers University

was the lead researcher of the study,
which he carried out with Anders Nordelöf The Alpha Electro is powered by two large batteries, one in front and one behind the
and Selma Brynolf cockpit

Notes
risk indicated by the LCA results, would happen to electric aircraft and Pipistrel reports that the
and they do not even reflect the given increased production levels, batteries in its next electric aircraft
possibility of shortages within the which would counteract potential already have three times longer life.
next few years. Rather, metal prices increases in battery metal prices. There are also battery technologies
reflect the supply-and-demand under development that focus on
balance as it stands today. How In your study, you also found achieving higher performance, such
metal prices will change in the future that, if battery capacity were as lithium-sulphur batteries, that might
is therefore difficult to foresee, and to be doubled, electric aircraft achieve much higher energy storage
so is the effect on battery prices. As would use the same amount capacity, compared to today’s
mentioned before, there are battery of rare minerals as piston- lithium-ion batteries. Considering
technologies under development engined aircraft, effectively these different developments, it does
that avoid some of the battery eliminating the problem. But will not seem unlikely that the balance
metals for which high demand we be able to double battery can in future be turned in favour of
might become a problem. These capacity and, if so, by when? the electric aircraft, even taking into
battery technologies might come Predicting battery performance account mineral resource scarcity.
to the rescue if some metal prices over time is challenging, but there
grow high. Also, prices of lithium- has been a steady increase in the Do you have a company or project
ion batteries have gone down as performance of the lithium-ion working at the leading edge of
production has increased, which is batteries studied over time, both aviation? Do you think we should
a common historical phenomenon regarding life and how much energy cover your company or project?
seen for many products. There is they can store. It seems likely that Email contributing editor Eugenio
reason to believe that the same such developments will continue, Facci at [email protected]
Electric v avgas emissions

This graph, based on the results of the study, Producing and disposing of the batteries accounts
compares the overall CO2 (greenhouse) footprint of a for about 5kg of CO2 emissions per flight hour
Pipistrel Alpha Electro with that of the gasoline-fuelled (assuming the aircraft will fly four thousand hours in
Alpha. The performance of the Electro is assessed its lifetime). However, those emissions are more than
based on charging the aircraft with the European offset by the resulting reduction in carbon footprint
Union energy mix electricity, which uses a combination while flying. When fed with ‘green’ energy, the Alpha
of renewable and non-renewable energy (column one) Electro produces almost zero net emissions while
and with renewable energy only (second column). The flying. When using the EU energy mix, it produces
graph further breaks down the environmental impact about 6kg of CO2 emissions per flight hour. Conversely,
by showing the contribution from building of the the fossil fuelled Alpha pollutes a lot more, as it
airframe (grey), building and disposing of the batteries produces about 17kg of CO2 emissions per flight hour
(orange), emissions during operation (blue) and other (and the total goes up to 21kg/hr when considering the
types of emissions (green). building of the airframe and other impacts).
30
Global 25
warming
(kg CO2 eq/h)
20
15
10
0
Electric aircraft Electric aircraft Fossil fuel-based aircraft
(long lifetime + EU) (long lifetime + green)
Airframe Battery pack Others Use phase

New regs
G-CMVM Skyranger Nynja 912S(1) S Rance, Poole
G-COZE Cozy R S Goodwin, Worcester
G-DKNI N262EM Aero L-159E Draken Europe, Teesside
G-DKNJ N257EM Aero L-159E Draken Europe, Teesside
G-EMEK PH-EUM Airbus EC175B CHC Scotia Ltd, Aberdeen
G-HFLW Airbus MBB-BK 117D-3 Seven Up Aviation Ltd, Douglas, Isle of Man
G-HITD Airbus AS350B-3 Airbus Helicopters UK Ltd, Kidlington
Compiled by Howard J Curtis G-JERK

G-JZBZ
VH-MFT
C-FWGH
CA 18 Mustang Mk 21
Boeing 737-86J
Fighter Aviation Engineering Ltd, Sywell
Jet2.com Ltd, Leeds
G-JZDF TC-CPZ Boeing 737-8H6 Jet2.com Ltd, Leeds
G-LGCD G-EHMM CEA DR400/180R London Luton Gliding Club, Dunstable Remorquer
New & restored registrations G-LUFC

G-MOES
Bell 407
Van’s RV-8
VNE Aviation Training Ltd, Leeds
M R Overall, Braintree
G-NHVX 5N-BOX AgustaWestland AW139 NHV A/S, Norwich
REGISTRATION // PREVIOUS IDENTITY // TYPE // OWNER/OPERATOR
G-OBBI Guimbal Cabri G2 Helispeed Solutions Ltd, Blackpool
G-AVCV N3492F Cessna 182J Skylane A I Freeman, Bracknell G-OLFZ P & M Quik GT450 A J Boyd, Bangor
G-BZJA Cameron Fire-90 (HAB) Chubb Fire and Security Ltd, Blackburn G-PCUB R-184 Piper L-21B Super Cub M Collenette, Lymington
G-CDGA Taylor Monoplane T P Eglinton, Norwich G-PRKY G-PEEE Van’s RV-7 N W Parkinson, Weston-on-the-Green
G-CKEB BGA.5023 Standard Cirrus S P Melhuish, Cullompton G-PSPT TL 2000 Sting S4 Arts and Travel Ltd, Lichfield
G-CKSF D-KANH Lange Antares 18T J R Klunder, Chorley G-RVEE Van’s RV-6A N C Stone, Morpeth
G-CMPL Ikarus C42 FB100 Charlie C Lee, Meppershall G-TECH Rockwell Commander 114 Case Aviation Ltd, Benfleet
G-CMRO Cameron O-31 (HAB) Phoenix Balloons Ltd, Bristol G-TUGC Eurofox 2K Ulster Gliding Club Ltd, Limavady
G-CMSU EC-ILA Agusta A109E Castle Air Ltd, Liskeard G-UBET G-NMCF Eurocopter AS355N Balladoole Estate & Aviation Ltd, Liverpool
G-CMTJ Van’s RV-12IS B-M Guinea, Colchester G-UZLR F-WWBX Airbus A320-251N easyJet Airline Company Ltd, Luton
G-CMTN Van’s RV-12IS M J Dooley, Frinton-on-Sea G-UZLT F-WWIF Airbus A320-251N easyJet Airline Company Ltd, Luton
G-CMTS CM Microlights Sunbird C W Mitchinson, Great Yarmouth G-VIVO Nicollier HN 700 P J Watson, Wisbech Menestrel II
G-CMUI N281A Aeronca 11AC Chief I M Maddock, Warrington G-WAZE AW109SP Grand New Sloane Helicopters Ltd, Sywell
G-CMVG Flylight Nine C I Farwell, Corsham G-WUNC D-AZWN Airbus A321-271NX Wizz Air UK Ltd, Luton
PHOTO: HOWARD J CURTIS
The Falconar F-11 is a variant of the Jodel D11 incorporating a larger

cockpit and a new wing design. It was produced as a kit or as plans
by Falconar Avia in Canada and G-AWHY, seen here at Kemble in
2009, was one of just two on the UK register. It was permanently
withdrawn from use on 8 February 2024.
PHOTO: PETER R MARCH
The Hawker Demon was the fighter version of the Hawker Hart Cameron Fire-90 G-BZJA is one of several distinctive special shape
light bomber and, of 305 built, G-BTVE is the only airworthy balloons built by Cameron Balloons, in this case for fire extinguisher
example of the trio left in existence. Following an 18-year manufacturer Chubb. Unusually for a balloon of its age (24 years),
restoration, it flew again in June 2009, painted in the colours of 64 after a period when it was cancelled from the UK register, it has
Squadron RAF, and was based at Old Warden, where it is seen in recently been restored. Unlike the 3 litre Hydrospray model on
this image from May 2017. This magnificent machine was sold to which it is fashioned, this one claims to have a capacity of a mere
the USA as N1HD in February 2024. 3,110,844 litres!

New Regs
PHOTO: HOWARD J CURTIS

PHOTO: TOM COLE
Former flybe DHC-8-402 G-FLBA was transferred to Guernsey as CitationJet CJ4 G-SDRY was transferred to the Isle of Man as
2-FLBA in January 2024 and is currently stored in Malta, awaiting its M-JHCI in February 2024. More than 2600 of the Cessna 525
next operator. 93 of the type have been registered in the UK but the CitationJet have been built and the Model 525C CitationJet CJ4 is
departure of G-FLBA, seen here at Manchester in April 2013, brings the largest, capable of carrying nine passengers and a single pilot
the total left to just eleven. over a range of more than 4000 km.
G-CIHN Cameron Z-120 (HAB) Transferred to Mexico

G-CIIX Ultramagic M-105 (HAB) Transferred to Lithuania
G-CIKO AgustaWestland AW139 Transferred to Brazil as PS-BTL
G-CIOS MD Helicopter MD 900 Explorer Transferred to Belgium as OO-CIO
G-CIYR Lindstrand 177T SkyFlyer Destroyed
G-CJIA Lindstrand LTL Series 2-70 (HAB) Permanently withdrawn from use
G-CJPN Cessna 152 Permanently withdrawn from use
G-CJVO Lindstrand LTL Racer 56 (HAB) Permanently withdrawn from use

G-CKAO Lindstrand LTL Series 1-17 (HAB) Permanently withdrawn from use
G-CKPS Aérospatiale AS350B-2 Ecureuil Transferred to Cote d’Ivoire
G-CKTJ Lindstrand LTL Racer 56 (HAB) Transferred to USA
G-CLPI Sikorsky S-92A Transferred to Guernsey
G-CMIY Lindstrand 197T SkyFlyer Destroyed
G-CNWL MD Helicopter MD 900 Explorer Transferred to Belgium
The Cessna 210M is a six-seat, retractable-gear aircraft, in this G-DAKA Piper PA-28-236 Dakota Transferred to Poland
case powered by a Continental IO-520-L engine. Around 1380 of G-DCKR Schleicher AS-K 13 Crashed at Long Mynd, 1 July 2023
the type were produced by Cessna during 1977 to 1978. Sadly, on G-DDVH Schleicher Ka-6E Cancelled by the CAA
17 July 2023, G-TOTN was written off in a fatal crash when it struck G-EHMM CEA DR400/180R Remorquer re-registered G-LGCD
the cliff at Bradda Head, having departed from Ronaldsway Airport
G-EZAI Airbus A319-111 Permanently withdrawn from use
shortly before.
G-EZAY Airbus A319-111 Permanently withdrawn from use
G-FLBA DHC-8-402 Transferred to Guernsey as 2-FLBA
Cancellations
G-FWPW Piper PA-28-236 Dakota Cancelled by the CAA
G-GAID Cessna 182T Skylane Transferred to Austria
G-GBHI SOCATA TB10 Tobago Permanently withdrawn from use
G-AIYG Stampe SV4B Transferred to Belgium
G-GEOF Pereira Osprey 2 Permanently withdrawn from use
G-ANVY Proctor 4 Permanently withdrawn from use
G-JEJE RAF 2000 GTX-SE Permanently withdrawn from use
G-APCC DH82A Tiger Moth Cancelled by the CAA
G-LBRT Beech D17S Staggerwing Transferred to USA
G-AVIC Cessna F172H Skyhawk Transferred to Republic of Ireland as EI-AEX
G-LGNJ SAAB 340B Transferred to USA as N981ES
G-AWHY Falconar F-11-3 Permanently withdrawn from use
G-MMGS Solar Wings Panther XL Permanently withdrawn from use
G-AZYA Gardan GY80-160 Horizon Cancelled by the CAA
G-MNMK Solar Wings Pegasus XL-R Permanently withdrawn from use
G-BCDL Cameron O-42 (HAB) Cancelled by the CAA
G-BMMJ Siren PIK 30 Transferred to The Netherlands G-MTPB Mainair Gemini Flash IIA (Mod) Permanently withdrawn from use
G-BTPT Cameron N-77 (HAB) Permanently withdrawn from use G-MTRX MW5 Sorcerer Cancelled by the CAA
G-BTVE Hawker Demon Transferred to USA as N1HD G-MZGM Cyclone AX2000 Permanently withdrawn from use
G-BUPC Rollason Beta B2 Permanently withdrawn from use G-NHVL Airbus EC175B Transferred to Malaysia
G-BUWF Cameron N-105 (HAB) Cancelled by the CAA G-NMCF Eurocopter AS355N Re-registered G-UBET
G-BUZR Lindstrand LBL 77A (HAB) Permanently withdrawn from use G-NUNI Lindstrand LBL 77A (HAB) Cancelled by the CAA
G-BVEA Mosler Motors N3 Pup Cancelled by the CAA G-PEEE Van’s RV-7 Re-registered G-PRKY
G-BVXA Cameron N-105 (HAB) Cancelled by the CAA G-PRPB DHC-8-402 Transferred to Nigeria as 5N-CCS
G-BXUO Lindstrand LBL 105A Permanently withdrawn from use G-PTCC Piper PA-28RT-201 Arrow IV Transferred to Republic of Ireland
G-BYYM X’Air 582(2) Cancelled by the CAA G-SDRY Cessna 525C CitationJet CJ4 Transferred to Isle of Man as M-JHCI
G-BZAK X’Air 582(9) Permanently withdrawn from use G-SGSG Bombardier Global 5000 Transferred to San Marino as T7-NEX
G-CCGM Kiss 450-582(2) Transferred to France G-SNOG Kiss 400-582(1) Permanently withdrawn from use
G-CCKM Mainair Pegasus Quik Transferred to Philippines G-THRE Cessna 182S Skylane Transferred to France
G-CCOT Cameron Z-105 (HAB) Transferred to Poland G-TOTN Cessna 210M Centurion Crashed at Bradda Head, IoM, 17 July 2023
G-CDDL Cameron Z-350 (HAB) Transferred to France G-TUKM Boeing 737-8K5 Transferred to Republic of Ireland as EI-FFA
G-CFKN Lindstrand GA22 MkII (HAB) Permanently withdrawn from use G-WNSE Sikorsky S-92A Transferred to Brazil as PR-CPX
G-CGBO Rolladen-Schneider LS6 Transferred to The Netherlands G-WUKH Airbus A321-231 Transferred to United Arab Emirates as A6-WAH
G-CGFH Cessna T182T Turbo Skylane Transferred to Sweden G-XINE PA-28-161 Cherokee Warrior II Transferred to USA
G-CHGN Easy Rider Spirit Cancelled by the CAA G-XXEC Agusta A109S Grand Transferred to India
G-CHUP Eurofox 912(S) Transferred to Norway G-YPSE Airbus EC130T-2 Transferred to USA

FLIGHT
TEST
NICE DAY – BUT THE WIND…
We admire the Sting’s slippery form – but Dave wonders if that pitot tube
might be liable to snag the vegetation at farm strips
11.3 lb/sq ft and a power-to-weight ratio in total) and while replying to Steve I seconds. There is negligible adverse
of 13.2 lb/hp. As Saltby has an elevation accidentally change frequencies! This yaw. The stick-free stability is exactly
of 480ft, in the summer I always calculate causes mild consternation, confusion, as I remember it from my previous
the density altitude, but with an OAT of and some degree of irritation for a experience of the earlier model, being
+9°C, 25kt on the nose and a concrete minute or two, but I eventually work it a little weak directionally, positive
runway, I suspect takeoff performance out – and Keith and I use a lot of hand longitudinally and neutral laterally. The

FLIGHT
TEST
soft directional stability is typical of a trait it shares with many similar types,
many light aircraft fitted with large the Vfe (limiting flap extension speed) is
nosewheel spats, due to the extra ‘keel quite low at only 65kt. On a day with any
area’ at the nose. real wind sixty is a sensible speed on
Slowing down for some stalls final, and if you decide to go-around you
reinforces the impression that the Sting need to pitch up and reconfigure quickly
is as slippery as it looks, as it decelerates to avoid busting the Vfe.
quite slowly, even with the throttle at idle Accelerating out of the last stall, I set
and the propeller pitch set fairly fine. All 26in MP, 4,800rpm (about 75% power)
the stalls are very benign. Flaps up or and retrim. The trimmer is powerful, but
down, throttle closed or wide open – nicely geared, and the speed tape soon
there are no alarming characteristics nor settles on an IAS of 123kt at 4,000ft, for
unpleasant peculiarities and to recover a TAS of 131 and a fuel flow of between
you just lower the nose, and the wing eighteen and nineteen litres per hour.
begins flying again almost instantly, with If you’ve filled all three tanks the still-air
minimal height loss. range is over 800nm, and even that 87kg
With the flaps down the deck angle is of fuel still leaves over 200kg for bodies
just preposterously precipitous. You’d and baggage. This is a great little tourer.
have to be asleep to inadvertently stall.
At such high angles of attack, position SAFE LANDING
error makes the ASI unreliable – but the Cruising back to Saltby I briefly examine
book speed of 43kt IAS seems perfectly the cockpit environment. The heater
plausible. However – and again this is works well – but bafflingly the only vent
The Sting’s tapered wings are swept mildly forward, their leading edges
being set at ninety degrees to the longitudinal axis of the fuselage

is on the P2’s side. It really should have at Kill Devil Hills. I wonder what they’d
at least two vents, and it would be even have made of the Sting?
better if you could get some hot air onto
the windscreen as well. Ambient noise ANOTHER BITE…
levels are low and would be perfectly It’s been a great test of the airframe,
acceptable without an ANR headset. engine and prop, but John wants me
It’s all most agreeable sitting up there to fully experience and appreciate the
in the sunshine, but it is irrefutable advanced avionics, switch-studded
that even with our impressive TAS the stick, touchscreen EFIS and integrated
groundspeed is less encouraging. We’re autopilot, and very generously
barely making sixty knots over the schedules a second flight with Neil
ground, which means the wind at our Grantham. Neil used to be a Training
altitude is 65. Captain for a major airline – and I
It occurs to me that the landing bet you’re thinking “why does Dave
promises to be interesting, and although No worries about leaded fuel need a jetliner training captain to get
vanishing with the Sting!
the wind’s velocity has clearly increased, checked out on a microlight?” Well,
I sincerely hope its direction has although the TADS (Type Approval
remained the same. Rather reluctantly, of flap and make a much steeper Data Sheet) describes the Sting as a
I lower the nose and we descend. approach at seventy with the throttle at microlight, that’s only because it weighs
Beneath the clouds it’s a much drabber idle. This works much better, and I must 600kg and has a slow stall speed. In
world – and rather turbulent, so I reiterate that it really is very windy. Not many respects this aircraft is way more
decelerate out of the yellow arc to the traditional microlight weather by a long sophisticated than most traditional GA
108kt ‘top of the green’. We’ve lost fifteen shot! types, and Neil proves to be the ideal
knots of airspeed, but at 1,000ft AMSL Filling in my logbook that December instructor for such advanced systems.
the wind has dropped by thirty, giving us evening it suddenly occurred to me that Make no mistake, this aircraft has
a fifteen-knot net gain and Saltby slowly it was exactly 120 years since Wilbur, avionics and an autopilot that wouldn’t
comes into view. Orville, and their mechanic Charlie look out of place in a bizjet costing tens
My first landing is safe but untidy, so Taylor – who doesn’t get anywhere near of millions, and I’m not exaggerating.
for the second I only use the first stage enough credit IMHO – made history I meet up with John and Neil at their
White Fen Farm base, and as this is
a much less hurried affair, I can take
some time to also study the airframe, as
well as its systems. The engine is – no
Two things distinguish the Sting S4’s wing: first, the unusually long split flaps; ... its short, broad ailerons, which are
and second... nonetheless highly effective

FLIGHT
TEST
surprises – a Rotax 912, which turns a actually shares considerable component disproportionally large pitot head under
three-blade constant-speed PowerMax commonality with its high-wing cousin. the starboard wing, which wouldn’t look
propeller made by TL itself. It is fed by For example, the undercarriage is out-of-place on a small airliner! I also
a 77-litre tank mounted in the fuselage, basically the same, the steerable wondered why it was so far out on the
which is in turn fed by two wing tanks nosewheel strut features a sliding steel wing. This type of aircraft does a lot of
with a combined capacity of 44 litres. tube with an internal spring for shock farm strip flying – and in the summer
Each tank has its own filler many strips have crops either
cap, with the fuselage tank Drag reduction was side of the mown runway. At
filler in the starboard wing root.
Engine access is excellent as obviously at the forefront times (such as when doing a
180 having back-tracked) one
the top and bottom halves of
the cowling are secured by
of the designer’s mind of the wings may be over the
crop. I’d prefer it if the pitot
Camlok fasteners. absorption, while the main wheels are was just outboard of the port wheel as
The airframe is beautifully made, carried by a composite bow. Snug-fitting that would keep it out of the crop and the
and drag reduction was obviously at spats are fitted to all three wheels, but propwash.
the forefront of the designer’s mind unfortunately, another similarity with The forward-pivoting canopy opens
as – for example, the aileron Rose the Sirius is that the undercarriage has wide and is held up by a pair of gas
joints and pushrods are covered by the same design flaw – it is impossible struts while access to the cockpit is via
streamlined fairings. Build quality is to inspect the discs and pads of the the wing‘s trailing edge. There are useful
very high with the finish comparable to hydraulic brakes without an Allen key to steps just aft of both wings, (being split
that of a high-performance sailplane. hand. The nosewheel spat also features flaps, putting them down before ingress/
The spar and all other load bearing quite a lot of side area, hence the soft egress as you’d do on – for example –
structures are constructed from carbon directional stability. a DR400, does nothing for you). The
fibre reinforced polyester (the primary Continuing the pre-flight inspection, seatbacks pivot forward to provide
structure is an impressive 85% carbon another size-related anomaly is the access to the baggage bay.
fibre), while the shell structure of the
wing is of foam sandwich construction
covered with carbon fibre reinforced
skins. Unsurprisingly the wing uses uses
a laminar-flow aerofoil, but surprisingly
there aren’t stall strips. The wing’s
trailing edge is slightly swept forward
and features ailerons with a relatively
short span but a very broad chord
and large-span electrically operated
split flaps. These have three pre-set
positions: 0, 13 and 35 degrees, and
there is an electrically operated trim tab
in the starboard aileron. All the LED taxi,
landing, strobe and position lights are
built into the wingtips and covered by
Polycarbonate, apart from the position
light in the rudder.
Aft of the cockpit the rear windscreen
incorporates a round frangible panel for
the Galaxy ballistic recovery system to
fire through, then the fuselage tapers,
before flaring up into the swept-back fin.
This carries a horn-balanced rudder fitted
with a ground adjustable trim tab, while
the fixed tailplane features a one-piece
mass-balanced elevator fitted with a
centrally mounted large-span, narrow-
chord electrically operated trim tab.
Interestingly, although the Sting
seems somewhat dissimilar to its Sirius
stablemate (see Pilot Nov 2014), it
Minimally dimensioned walkway

strips lead to the cockpit via the
huge canopy bubble, held open by
gas struts
TL-ULTRALIGHT
STING S4
£134,678.00 exc VAT
Dimensions
Length 6.2m
Height 2.05m
Wingspan 9.12m
Wing area 11.10sq m
Weights and loadings

Empty weight 401kg
MAUW 600kg
Useful load 199kg
Wing loading 54.05kg/sq m
(11.3 lb/sq ft)
Power loading 8.04kg/kW
(13.2 lb/hp)
Fuel capacity 121 lit
Baggage capacity 25kg
Performance
Vne 144kt
Cruise 125kt
Stall, flaps down 43kt
Climb rate 1,100fpm
Takeoff over 50ft 405m
Land over 50ft 300m
Engine & Propeller

Rotax 912ULS liquid-cooled
flat-four, producing 100hp Autopilot. ADSB-In comes courtesy of leaves it in ‘auto’ – so what’s the point?
(74.57kW) at 5,800rpm driving a PowerFlarm Eagle. Analogue ASI, This panel also carries the autopilot
a TL-PowerMax three-blade VSI and altimeter are mounted directly control panel, flap selector, fuel gauge
constant speed propeller above the G5. I’ve also got time to study and plungers for the choke and cabin
the Infinity Aerospace stick top and heat control. If you’re wondering why –
Manufacturer its myriad functions. The green button despite the fuel system consisting of
TL-Ultralight, Hradec Kralove, is for radio flip-flop, red disconnects three tanks (one in each wing and one
Czech Republic the autopilot and blue engages the in the fuselage) there’s only one gauge,
Web: www.tl-ultralight.cz automatic wing levelling system. A big it’s because the wing tanks drain into
red trigger serves as the PTT. the fuselage tank, so the gauge always
UK Agent Apart from the key-type rotary reads full until both wing tanks are
TL-Sting (UK) Ltd magneto/starter switch most of the empty. An excellent arrangement. A neat
Paul Sanders: 07581 471146 electrical services are operated by push quadrant carries the throttle and prop
Pete Ronfell: 07905 709759 buttons, an excellent design choice in levers, with the fuel valve between the
Web: www/tl-sting.co.uk an aircraft where people tend to step seats. Similarly, the fuel selector is simply
down into the cockpit. A centrally located an on/off valve that shuts off the fuel
sub-panel links the centre console to the between the fuselage tank and engine.
main instrument panel, and it contains It’s very nearly a masterclass in cockpit
INSTRUMENTS AND a curiosity – two small toggle switches. ergonomics, and I was almost relieved
ERGONOMICS The red, left switch has two positions;- to note that the plungers for the choke
The cockpit is nicely outfitted, and up is ‘auto’ and down is ‘manual’. and cabin heat are practically identical
surprisingly spacious. There are two Basically, with ‘auto’ set the propeller is as it gave me something to complain
useful power outlets behind the P1 and in constant-speed mode and controlled about! I think the choke should be a
P2’s legs while the parking brake knob with the blue lever. With ‘manual’ different shape and coloured red (same
is behind the P1’s left leg. The instrument selected the prop now functions as a as the fuel valve). This is actually a safety
panel features a ten-inch Garmin simple variable pitch prop, controlled by issue – as if you want cabin heat and
G3XTouch, an iPad for Sky Demon and a the right switch, (up for fine and down pull the choke on the engine could stop.
Garmin G5 standby EFIS. The transceiver for coarse). I don’t get this, especially as There’s no carb heat as the carbs are
is also Garmin (a GTR225A), while the apart from the revs changing, the only heated by engine coolant. However,
GTX335R ADSB-Out transponder is indicator is a green light that comes on my real beef is with the location of the
integrated in the G3X, as is the GMC507 when it is fully fine. I bet everyone just T-handle for the GRS. It’s not only poor,

FLIGHT
TEST
While it might look like one of those

excellent Andairs, the fuel tap lacks
the pull-up safety lock
The good bits: Proper throttle and

propeller quadrant levers and
flap-shaped flap switch
Whilst the panel presents a vast ‘The stick top is liberally studded
amount of information, there’s with switches and buttons.’ There’s
room for improvement an obvious risk of confusion...
it’s actually dangerous. Take a look at fine view over the nose. The nosewheel (VNAV) on the right. Of course, there’s no
the picture above and you’ll instantly steers through the rudder pedals, and if autothrottle, so Neil recommends that I
see what I mean. At the very least it a very tight turn is required differential climb using a sensible cruise/climb IAS,
should be relocated to the side of braking can be applied via the toe- but descend using VS – vertical speed.
the throttle quadrant by the P1’s right operated hydraulic disc brakes. This is (The reason here is that if you tell it to
thigh. I’d also like ‘Master Caution’ and the best, which is why even the B787 has climb at say 750fpm, but the engine
‘Master Warn’ above the G3X. There’s toe-operated hydraulic disc brakes and subtly loses power, the AP will try and
so much information being displayed a steerable nosewheel. Many microlight maintain the vertical speed until the wing
it can get lost in the mix – and if the manufacturers install hand brakes as stalls). Of course, descending using VS
oil pressure is slowly dropping or the they’re lightweight, easy to make and also has a trap – and this is definitely one
coolant temperature of those occasions when
gradually rising I find that
subtle deviations aren’t
There’s so much information the throttle needs to be
your intention and not
so obvious as they are
with the big needles on
being displayed it can get your reaction: If you’re
zipping along straight-
steam gauges – hence my lost in the mix and-level and then
preference for attention select 600fpm down
getters. simple to fit, but I like toe brakes – without adjusting the throttle, you’ll be at
To be fair there’s plenty of stowage possibly because I have a lot of tailwheel Vne before you know it!
space in the pockets attached to the time, and taildraggers are easier if you Flying with Neil is great. He’s a very
cockpit sidewalls and you can also reach have good differential braking. patient instructor and I rapidly begin to
the baggage bay behind the seats which appreciate just how sophisticated the
can carry up to 25kg, but you can never TESTING THE AVIONICS systems are – and how they relieve
have too much! The big canopy has Neil shows me how to load a flight plan workload. Garmin’s products just keep
three latches – one on each side and a into the FMS and we’re soon launching getting better and the G3X has taken
centrally-located one that can be locked into a rather grey January sky. The the science of avionics to another level
with a key. Cockpit ventilation is good object of this flight is to test the avionics, entirely. It obviously has all the features
but there are no DV panels, which is so at 500ft I engage the autopilot. The we’ve become used to over the years,
unsatisfactory as the canopy obviously autopilot control panel is quite intuitive, but accessing them has become even
cannot be opened in flight. with the lateral (heading and track) easier due to the shallow menu structure.
Taxying is delightfully simple, with a functions on the left side and vertical As with all things digital, you must sit

FLIGHT
TEST
Lovely to fly, the Sting S4 is also capable of flying itself nicely on its autopilot – as Dave says, equally at home at Heathrow
Airport or Hedgerow Farm
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Tim Cooper
THE COOPER COLUMN
Closing The Nursery Door

A
long time ago I was an heads in their cockpits, go splat into detecting and then avoiding, say a
adviser to Uganda’s each other with their last words being, security drone (yes, seriously) patrolling
president. It was a waste “blimey, that aeroplane wasn’t on my iPad.” the boundaries of a neighbouring farm
of my time and his money Yet the CAA maintains an inscrutable or estate. I’m sorry to say I think we
but provided me much silence. There is an excellent video by will have a serious struggle to stop the
amusement. I discovered that politicians Steve Jarvis which the CAA should be drone enthusiasts, but try we must.
and bureaucrats like to commission promoting but is not. There should be a When the CAA wants to create new
reports; the bulkier and more portentous NOTAM and a Safety Sense leaflet too. or change existing regulation it works
sounding the better. Most of these As well as ignoring the reports which with the Department for Transport, which
were paid for by donors and carried out they themselves commission, the DfT drafts the legislation, either as an act
by consultants parachuted in at great and CAA can, and do turn a deaf ear of parliament which is scrutinised and
expense from the donors’ own country. to the results of the consultations they debated by MPs, or more usually as a
The reports went mainly unread, let instigate. The recent consultation on statutory instrument (SI) which the minister,
alone acted upon. Especially if a report advertising cost-sharing flights is an using delegated powers from the parent
disagreed with a minister’s original plans. example. I happen to support the CAA’s act, puts before Parliament. MPs can, but
The offices of ministers and senior civil decision to clamp down on like-a- rarely do object to an SI, the last time
servants were lined with miles of them. charter flights, but many disagreed with being twenty-four years ago. In practice,
It is not much different here, and these me and the CAA, which said, ‘We are the transport minister does what he or she
expensive reports – £2.8bn of consultancy grateful for the submissions received pleases, which is to say doing exactly what
bought with our money by government and acknowledge that the majority of the DfT civil servants say, and they in their
in 2022 – are often treated as they were stakeholders who responded are against turn do what the CAA advises them. So,
in Africa. The Post Office, for example, our proposed changes’. They may as without friendly MPs interested in our woes
commissioned a report on its defective well have added, ‘and now we close the we really are quite powerless, unable to
software, and then halted it before it was nursery door so as not to hear baby cry’. shape or challenge regulation that affects
finished because it was going to confirm We have a voice, but little influence and us – the CAA consultations being little
that Horizon was dangerous rubbish. And no power while the drones on the other more than a show of good manners. The
so the poor postmasters ended up in hand have a voice, influence and direct only way to get MPs interested is to lobby
jail. Now we see the CAA doing them. Unfortunately, we are not
much the same with its push The DfT and CAA can, and do turn much good at that in GA and
to have us all carry defective especially not in our recreational
Electronic Conspicuity (EC) a deaf ear to the results of the sector. While AOPA in America
devices so that it can integrate consultations they instigate is a force to be reckoned with,
us with drones on the cheap. AOPA in UK went missing in
The CAA recently emailed, ‘The… line to power, since their development action long ago, acting nowadays as
EC Rebate Scheme is nearing its end… is supported by the Department for little more than an errand boy for the
The scheme aims to improve airspace Transport and subsidised with money we authority. The only organisation that seems
safety by encouraging the adoption of pay in taxes. The promise (a chimera if to have any sense of what needs to be
EC devices...’ So let me remind the CAA, you ask the Editor) of economic growth is done is the General Aviation Alliance.
for the third time in as many months, catnip to the earnest, drone-advocating, Perhaps we should emulate Extinction
that it has an urgent and clear moral DfT civil servant. The consequent rapid Rebellion to attract attention. How
duty to warn pilots about this scheme. changes to our airspace in which general about a formation of fully fuelled Tiger
Why? Because the CAA’s report on EC aviation will be forced to accommodate Moths flying up and down Heathrow’s
commissioned from GASCo and Jarvis the drones has serious implications for runways at low level for a couple of
Bagshaw Ltd., published last November, us. The CAA has just issued Consultation: hours on the first day of the summer
rubbished the EC kit because it simply Unmanned Aircraft operations within an holidays? That would do the trick. Henry
doesn’t do what it says on the tin. The Atypical Air Environment CAP 2968 which Labouchere, your moment has come!
killer line was ‘in its current form EC is for the first time introduces the concept
least effective in situations where it is of us in our aircraft having to
most needed’. EC works less than half detect and avoid electronically
the time, maybe just forty per cent of the blind drones. This has serious
TIM COOPER
Tim founded a bush airline during
time, but pilots are increasingly relying on implications for strip flying since a twenty-year stint in Uganda.
it for their lookout, said the report. Pilots the aircraft approaching a farm Now home flying aerobatics
(badly) from Goodwood, he has
need to be warned about EC’s defects strip will soon be completely a PPL ‘and lots to learn’
before a pair of blissfully ignorant aviators, responsible for electronically

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038/24
Airmail
Airmail
Your e-mails, thoughts, comments and news
THE PAN AM PRIZE!
STAR LETTER
silentpooldistillers.com has joined
Pilot to present our Star Letter writer
the gloriously indulgent prize of a
litre bottle each of Pan Am gin and
vodka in a Pan Am building
presentation boox
It’s EC to deceive
On Wednesday this week (27 February), I was looking in the dark, over open ground, and I concluded that it
on glideandseek.com to see if there was any activity at was most likely on a drone, had been in a car for the
my gliding club, the weather being rather dodgy and the ‘flight’ from Surrey to London, and that the glider owner
field probably too soggy from the recent heavy rain. I had used the glider’s EC device to make the drone
looked to see what else was going on in the Southeast. visible. Having the it transmitting whilst on the road was
I was surprised to see a Flarm (i.e. electronic conspicuity probably an oversight.
or EC – Ed) trace running from somewhere in Surrey, The Spring Pilot mag arrived on Thursday, and I read
right into the centre of London. It was identifying as with interest Tim Cooper’s column on how we all will
an LS3 glider, complete with its registration, the route have to get used to EC, and how EC needs to get its act
seeming to stick to roads, and crossing the Thames together. Plenty of food for thought. It struck me that we
at Southwark Bridge, and to Rosebery Avenue, where will be coming to rely on the integrity of the EC devices
it seemed to be manoeuvring at well below glider to help us get a proper picture of the environment we
airspeeds, and at very low altitude. Obviously not a fly in. If the EC on our moving map shows a glider,
glider in a trailer then! My first guess was that someone then we will be looking for a glider, and reacting
had a Flarm device activated in a car, or perhaps a bike. accordingly – similarly for any other contact. It also
However, following its progress during the afternoon struck me that EC could be used intentionally to hide
and early evening, it returned by more or less the same the true identity of an aircraft to avoid detection! The
route to its origin in Surrey (which was in the area of implications are worrying.
the address of the registered owner of the LS3 Glider
from G-INFO), it once again manoeuvred for a while, Roger Gregory, Plumstead
Cooper column manned aircraft will always get priority

IWM refund?
over UAVs?
comment Also, many pilots and CAA employees It’s that time of year when I start thinking
I thoroughly enjoyed Tim’s Cooper may be unaware of the large number of about my flying fun for the year and
Column in the Spring issue of Pilot. British aircraft that don’t have electrical in particular I contemplate whether to
May I please expand on a topic he systems and cannot be modified to attend one of the wonderful IWM events
mentioned... incorporate them. Many of these are at Duxford. But something is stopping
Something not yet apparently valuable vintage and historic types. me and I wonder if others have had this
considered by our beloved, Among them Pilot’s editorial team experience. Duxford is miles away from
unimaginative and glacially-moving CAA alone currently operate at least seven me by road – it’s a good three hours
is that surely, however pressing the such aeroplanes. How are these pilots plus – so flying in is really the only
commercial case may be, one or more supposed to obtain and use EC if they practical option.
humans in an aircraft are both more don’t have the necessary electrical A couple of years ago, I booked into
vulnerable and more important than a power? What provision has the CAA Flying Legends (I think it was that one)
package(s) in an unmanned aerial vehicle made to include them in future British which ended up being severely curtailed
(UAV). So what steps with electronic airspace use? by weather and there was no way on
conspicuity (EC) have been taken and God’s earth I was going to battle the
will continue to be taken to ensure that Exasperated of Sussex cloud and rain from Welshpool that day.

So I cancelled my PPR and was offered However, the most serious incident attracted some attention with a lot of
absolutely zero sympathy from IWM was when some highly skilled and people waving their arms and indicating
in terms of a refund/credit note. Given experienced Marshall test pilots that I should go somewhere else. I did!
that four of us had planned to go, this borrowed the Cambridge Aeroclub There was a decent field the other side
was a not small sum to forego and I do Cessna 182 to deliver to RAF Brize of the river just behind house, which is
understand the stance that was made Norton a crew who were collecting a where I landed, to be met by Brian and
clear at the time of booking. But flying is Hercules for delivery to Cambridge. All the wife of the man who owned the
subject to the vagaries of the weather, – nearly – went well, but on departure house. They had crossed the river in a
and I can’t help thinking that us aviators the test pilot in the Cessna taxied far too punt. “Thank goodness you didn’t land
flying in to such events adds to the close to the Hercules and was promptly beside the glider,” said Brian. “It’s the
public enjoyment of the whole thing. blown over when power was increased house owner’s precious lawn and you
Has anyone else been put off in this on the Hercules to enter the runway. The would’ve done terrible damage to it with
way? Does IWM see this as acceptable? lesson is very clear: if you are in a light the tail skid!”
Surely if you have the misfortune to aircraft happily taxying along at a big What to do? Well the river was
be unable to fly for whatever reason, airfield, avoid getting close to the rear relatively narrow and there were four of
customer care would suggest that of large aircraft which have the engines us – the gardener had turned up – so we
maybe some sort of concession at a running! de-rigged the glider and carried it across
future event would be a good idea? the river, using the punt and re-rigged
I want to support IWM and Duxford.
But I think they are making a strategic
… and an it. Having completed the rigging checks
Brian jumped in, I hand-swung the Tiger,
error. Anyone else have a view on this? evocative PTT and with the house owner’s wife holding
the wing, we leapt into the air.
E Lennox, Craven Arms, Shropshire I also really enjoyed Dave Unwin’s article It was nearly dark when we got close
about glider towing and field retrieves enough to Dunstable for Brian to release
(Pilot, Spring 2024) which evoked very and land, and I shall never forget the
many happy memories. Like Dave, I wonderful sight of the setting sun settling
QFI Logbook have done a lot of glider towing and
completed a significant number of field
behind the clouds, and the buildings
on the ground swathed in approaching
excellence… retrieves. The most recent were from the darkness as we arrived home.
RAFGSA Centre at Bicester in the mid- These days I fly a Pawnee with the
I really enjoyed Charlie Huke’s article 1990s, flying a Pawnee – but the most Essex Gliding Club at Ridgewell and
about avoiding wake turbulence (Pilot, memorable field retrieves were in the occasionally Robins with the Cambridge
March 2024) but one important point late 1960s flying from Dunstable with the Gliding Club at Gransden Lodge, but alas
missing from his excellent article was London Gliding Club, using Tiger Moths. I haven’t done a retrieve from a field for
the risk of wake turbulence from large Gliders were much lighter in those days, nearly thirty years.
aircraft on the ground. and mostly wood, the Tiger fitted with a
Most GA pilots fly from airfields where fine pitch propellor was a very effective Terry Holloway, former MD,
their companions are just light aircraft. tug and we did a lot of retrieves from Cambridge Aero Club
However, some General Aviation aircraft fields – actually a huge number!
operate from larger ‘grown-up’ airfields One particular retrieve remains etched
such as Cambridge, where there in my mind. One summer’s evening,
are real hazards on the ground. The
Cambridge Aero Club is more than well
Brian Holloway – no relation – landed
his glider in a field near Olney, and I was
Thought-provoking
aware of those dangers and members sent to tow him home. I easily found the ‘Airmail’ letters
are regularly reminded about the risk glider sitting in a wonderful, bright green
of taxying behind large aircraft, which grass circular ‘field’, with stripes on it, ‘Pilot’ Spring 2024 was a cracking issue.
at Cambridge could include executive immediately in front of a large, imposing Wonderful aerial photography article by
Jets, Boeing 737s, and Hercules. On one and very elegant country house. I did my Keith Wilson.
occasion a Cessna 172 was rocked on its customary precautionary circuit, which In ‘Airmail’, Jim Flux gave us a salutary
wheels whilst stationary awaiting takeoff reminder of not outstaying our welcome.
clearance when a taxing Boeing 737 I started flying lessons aged 62 and got
freighter passed close to it . On another my PPL(H) a few months later. Loved
occasion the Cambridge Aero Club all the flying, but when I got to seventy
PHOTO: TERRY HOLLOWAY
Extra200 nearly performed a barrel roll made a conscious decision no longer

when it encountered problems during to exercise the privileges of the licence.
the final stages of landing, when it flew Though in excellent health, I knew
into wake turbulence being created by a from that point my skills and abilities
ground running Hercules on a taxiway – would very slowly, initially imperceptibly,
with its tail pointing towards the runway! deteriorate. A pilot has to be a 10/10
In the days of lighter, all-wood
Well done, airport operations – and well pilot, not a 9/10 or an 8/10. Most of the
gliders, Tiger Moths were used for
done, the pilot for recovering from what aerotowing and retrieves, as Terry time I’d probably get away with it, but I
was a nasty situation! Holloway describes didn’t want ever to get into a situation

Airmail
where even my marginally sub-standard

response caused me to damage
the aircraft, myself or, worst of all my
passenger. Of course, I miss it, but I’ve
never regretted that decision.
Finally, isn’t it about time that Ray
Wilkinson’s insights into MANPRINT
(the US Army study of best maintenance
practice that concluded: if a part fits,
it’s the right part and the right way
round – Ed) and designing out faults
were applied to the current confusions
and ambiguities within the hornet’s
nest of electronic conspicuity?
PHOTO: KEITH WILSON

William Lewis, Cheltenham
Air-to-air advice
appreciated Chris Fopp took part in this formation paying tribute to the late Queen, flying his
Bulldog G-BZXZ/XX629
I’ve been exceptionally fortunate to know getting the aircraft in the correct setting, went rusty in the late ’90s. I now have
Keith Wilson for a large portion of my as seen in our tribute to the late Queen – various medical conditions that may
life and even more so in recent years, a poignant flight where almost all pilots well prevent me from flying P1 again,
having been in a number of formations and crew had served her in one form or and with that in mind, I thought about
he’s taken photos of. I’ve been slowly another. We were certainly working hard, setting up a sim of some sorts at home.
accumulating an understanding of how to and our A game showed – possibly one Unfortunately, I am something of a
fly a camera ship for other photographers of my most rewarding flights. technophobe and I haven’t the faintest
too – and like all aviation beyond the idea of where to start.
norm, it is very rewarding. So, to open up Chris Fopp, owner of I have seen technology accelerate
the latest Pilot magazine this morning to Bulldog G-BZXZ/XX629 phenomenally over the years. Modern
find a brilliant article by him about air-to- light aircraft cockpits look incredible. My
air photography with one of my favourite thoughts here, and I’m sure I’m not alone
pictures – one that I’d like to recreate, are, would it be a worthy subject for a
the University of London Air Squadron
formation – made my day.
A plea for few articles in Pilot on how to purchase,
set up, operate a sim and what options
I know I echo all my Bulldog and more sim coverage are out there to purchase and so on etc.
Chipmunk pilot colleagues when I say we etc? The choice is amazing I believe.
not only enjoy seeing Keith’s pictures but I have been an avid subscriber to Pilot Thank you for a wonderful magazine,
enjoy learning from him in our preflight ever since I gained my PPL in 1988. An
briefings and debriefs afterwards. excellent magazine, if I may say so. I Paul Smith, Sible Hedingham,
One of the points highlighted was have nearly 300 hours, but the licence Halstead, Essex

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Dave Unwin
PUSH TO TALK
Testing Times
“T
here’s no such thing time I began to realise something wasn’t up enough courage for a circuit. All
as a routine test right, it suddenly levitated in a three- seemed fine – stability was no longer
flight.” Whoever said point attitude. Intending to fly along just an issue, control around all three axes
that wasn’t wrong, for above the ground, I checked forward felt acceptable and even the 300fpm
sometimes even the on the stick, but the nose kept rising! climb rate was more than I’d hoped for,
most innocuous-looking machine can Distinctly alarmed, I slammed the throttle so on the next flight I laboriously clawed
bite. Sitting on the runway bathed in shut and the contraption flopped untidily my way up to 3,000ft for a look at both
the soft light of a summer evening, the onto the ground, much to my relief. ends of the speed scale. Slow flight
aircraft didn’t look particularly sinister, Taxying slowly back (remember, it was amazing, as it finally and reluctantly
yet I still regarded it with a slightly didn’t have brakes) while my pulse rate stalled at about 20-22kt. With a Vne of
jaundiced air. It was a T.31M, the bastard subsided, I was determined to ascertain only 69kt, describing the next part of
offspring of an ex-ATC Kirby Cadet what was wrong, although I already had the flight test as ‘high speed’ sounds
Mk.III, which at some time in its life had a fair idea. Then I sensed that something, somewhat dramatic, but the mongrel
been converted into a single-seat motor somewhere, had shifted – and within thing hadn’t finished scaring me yet!
glider. Bright yellow with a thick black seconds the nose started to drift left, Of course, I approached this part of
‘racing stripe’ down the fuselage, the towards the fence paralleling the runway. the test very cautiously and increased
myriad modifications included installing Quick – right rudder! Nothing happened. the speed in five-knot increments. This
a small engine and fuel tank where the The nose kept going left, because the proved prudent, because as the speed
front cockpit had been, and replacing tailwheel steering had disconnected. I went through about 60kt on the third
the monowheel, nose and tail skids lunged for the mag switch but a collision dive, the aircraft began to roll almost
with a more conventional tailwheel seemed inevitable, so opted for full right imperceptibly to the left. ‘Slight lateral
arrangement. It had been discovered by rudder, a brief blast of power – and the instability,’ I noted, while moving the
one of the more senior members of the left wing passed over the fence as the stick to the right. Nothing happened. I
club rotting away in a barn, and along thing pirouetted ungracefully around. moved the stick further to the right, and
with an accomplice of similar vintage, he Heartbeat once again back down to a it continued rolling lethargically to the
had retrieved it, restored it, and now all normal level and engine off, it was towed left. Once again, I slammed the throttle
the duo needed was an idiot to test-fly it. back for a ‘Come to Jesus’ meeting closed, and as it decelerated regained
Of course, I said yes. lateral control, crept
The motor was I checked forward on the stick, but the carefully down
particularly intriguing. Most and landed.
T.31Ms are powered by nose kept rising! Distinctly alarmed, Closer inspection
repurposed VW Beetle
engines, but this one had
I slammed the throttle shut revealed that although
everything felt and looked
a 500cc Fuji Robin, a two-stroke inverted with the two old timers. After much right during ‘positive’ and ‘full & free’
twin originally designed for small head-scratching, chin-stroking, musing, checks, if the stick was held rigid, both
industrial applications. Maximum power analysing and pontificating, it was ailerons could still move independently if
wasn’t very much, and was achieved at determined that instead of using a a bit more force was applied! There was
a heady 6,000rpm, although a reduction datum point forward of the leading quite a lot of slack in the aileron circuit,
gear kept the propeller speed down to edge for the W & B calculations, they and at (relatively) high speeds both
a more sensible 2,500. The combination had started from aft of the leading edge. ailerons were being sucked up in the low
of a pylon-mounted 13.2m wing and a Consequently, the centre of gravity pressure area above the wing, but the
narrow-track undercarriage made it was somewhere around the tailplane left aileron had slightly more travel.
quite ungainly on the ground, and just (I exaggerate for comic effect, but you Eventually we sorted it all out – but I
to make it interesting, it had three get the general idea). never really enjoyed flying that T.31M. It
wheels but no brakes. Having sorted out the W & B and really was one of those machines that
After a few hearty pulls on the recoil reconnected the tailwheel steering ‘could just barely kill you’.
starter the Fuji burst into life, and I in a more secure fashion, I foolishly
gingerly trundled out, intending to initially returned to the field the following
try a straight-line ‘test hop’ on the 800m week for another attempt DAVE UNWIN
runway. Opening the throttle produced at persuading this curious Pilot’s Flight Test Editor
more noise than thrust, and as the aircraft contrivance into the air. Initially operates a Jodel D.9 from
‘gathered way’ I eased the stick forward. all went well. The little engine a farm strip and has logged
stick-time on everything from
Nothing happened and the tailwheel buzzed busily, and after a ultralights to fast jets
stayed stuck to the runway. About the couple of test-hops I summoned

The old saying
would have it
there’s no such
thing, but RAF
veteran Jack
Hemmings
survived WWII
escapades to
co-found the
Mission Aviation
Fellowship and
is still flying
today
Words:
Robin Evans
RIGHT:
Pictured in 1948, a
youthful Sqn Ldr
Jack Hemmings AFC
OPPOSITE:
Jack today, at the
grand old age of 102
V
eteran pilot, ex-RAF honour his wartime service in the 80th
Squadron Leader and anniversary year of D-Day and remember
Mission Aviation Fellowship his late friend, MAF co-founder and
(MAF) co-founder Jack D-Day veteran Stuart King, who passed
Hemmings AFC has away in 2020.
remained connected to the skies. On 5 “Getting in the Spitfire gave all the
February, he also disproved the adage same pleasant feelings of being above
there are no old, bold pilots, flying in the ground, where you can leave behind
Spitfire MT818 at the age 102, thought to all the problems of the world,” said
be the oldest pilot to do so. Jack, born in Bentham, Yorkshire on 10
The special event was courtesy of Fly August, 1921. “210 knots was faster than
a Spitfire (flyaspitfire.com), Biggin Hill to my RAF flying days. I was surprised by

O: JONATHAN BUCKMASTER
P OTO
For Jack at least, old age is no bar to wanting to turn the world upside down...
in a Spitfire
how heavy the controls were, but that’s back and no one commented on the
probably because I’m just a bit rusty. length of that particular circuit!’
It was rather bumpy up there, but the The Blenheim at RAF Upwood,
overall experience really was absolutely Cambridgeshire came next. “The Mk.IV
delightful.” [had] an elongated nose to make a
navigator’s office and a backward firing
OPERATIONS IN INDIA gun [that] seemed to rob its sparkle.
This was the latest escapade to go in Upwood was a bit like a speed-dating
the logbook since Jack learned to fly event. It was here we met navigators and
in 1940. “I was nineteen years old and wireless-operators/gunners and were
volunteered for aircrew. When I first told to form ourselves into crews.’
joined the RAF I thought, ‘If I am going Instead of orders to Bomber
to fight, I may as well do it sitting down!’” Command, Jack’s cohort was dispatched
He learned to fly the Tiger Moth at to RAF Oulton, Norfolk for training on
Marshall’s, Cambridge and the Airspeed the Lockheed Hudson. ‘Converted to
Oxford at Little Rissington. ‘Selection warplanes by the addition of gun turrets
tests had put me in the multi-engine and bomb racks. They still retained their
(plodding) stream, not in the single soundproofing and automatic pilots and
engine (dashing) stream,’ wrote Jack in a were very comfortable.’ Ground-looping
wartime account provided by MAF. was the Hudson’s Achilles’ Heel. ‘The
Jack confesses he and the Oxford turret at the back was a big, heavy affair,
didn’t quite gel, after a night circuits it made it a bit difficult to control on the
mishap. Climbing crosswind he lost ground… Often the broken undercarriage
sight of the flarepath. ‘Whether a leg would go up into the wing and burst
patch of cloud had intervened or I had the petrol tank, so a ground loop and
wandered off track, I don’t know, but I broken undercarriage, [ending up] on fire
was suddenly alone with no radio and was not rare.’
nothing but blackness around me… my After six weeks, orders arrived to
first experience of real fear when the ferry the Hudsons to Calcutta. ‘A simple
realisation dawns you’ve got to sort a enough task but not without hazards
problem out alone. I did find my way when carried out by inexperienced

crews.’ Ground looping claimed a first “I had the distinction of being the only carriage with my head on a parachute
aircraft, but mercifully not its crew, on one to be seriously hit by enemy fire. Two and fell fast asleep. When I woke it was
departure from Portreath, Cornwall. ‘My crews were sent to fly low around the daylight and the carriage was full of
last glimpse of England as we headed mass of islands off Taungup [Burmese white-clad Indians looking down with
out over the water for Gibraltar was a tiny Coast] to look for shipping. More through embarrassment and some puzzlement at
pinprick of a red beacon over grey cliffs ignorance than arrogance, I flew in to this dishevelled, unshaven Brit.”
under a sullen, watery sky,’ recalled Jack. have a look at the port to be met by a Having written off Jack and his crew,
The Gibraltar-Malta leg his relieved Squadron
was conducted at fifty feet
to avoid radar, with the
‘the rear gunner called up to returned him to Feni with a
spare wheel. “From today’s
planned two-hour stop
extended to six by an Italian
say rather dryly, “Lots of little perspective it seems
breathtakingly casual but
bombing raid. A second holes in the wing, Jack.”’ we all climbed aboard
crew was lost departing without further inspection
Cairo. “They crashed in the desert en shower of incendiaries. There was a and flew back to base.”
route to Basra and were killed,” says loud bang behind my head as something Jack was appointed Squadron Leader
Jack. “On Remembrance Sundays it is in the radio exploded just as the rear in 1942, awarded the Air Force Cross
always these four men who first come to gunner called up to say rather dryly, “Lots for exemplary gallantry while flying.
mind.” A third aircraft fell by the wayside, of little holes in the wing, Jack.” The Squadron was then converted to
ground looping in Bahrain. With the navigator reporting a fountain passenger operations, serving as an
Formed at Calcutta in June 1942, of petrol coming up through the floor and internal airline across India and Ceylon
353 Squadron began with the initial leaking port tanks, Jack diverted to Feni, from November 1943 to early 1946.
handful of Hudsons, later supplemented Bangladesh, where he discovered one of “We soon learned that flying to a
by Dakotas. Protecting the Bay of Bengal their tyres had also burst. schedule in unpressurised aircraft had its
from Japanese invasion meant escorting Hitching a ride with another crew to own hazards. In the monsoon season the
shipping, patrolling for submarines, Jessore, Jack was given an overnight country was covered by great belts of
attacking coastal installations and a daily train ticket. “Having been up since about cumulonimbus clouds, each a towering
reconnaissance of the Burmese Coast 5am I lay down on the floor of an empty column of air currents violent enough
Jack peers out from the rear cockpit of Fly a Spitfire’s Biggin Hill based T9
during his flight in February this year
PHOTO: JONATHAN BUCKMASTER

PHOTO: LOCKHEED MARTIN
Adapted from a civvie passenger

carrier, the Lockheed Hudson was
liked by its wartime pilots
Determined to use aircraft for

humanitarian purposes, Jack and
Stuart King with Miles Gemini
‘Mildmay Pathfinder’
to break an aeroplane into pieces. Entry

into cu-nims or any formation that might
contain them was taboo, as was flying
much above 10,000ft.”
Jack enjoyed every minute of this,
bar the day a propeller oil seal burst. He
shut the engine down but was unable to
feather the prop. “We failed to reach the
runway by about 200 yards and in the
ensuing meeting of metal with Mother
Earth I was knocked unconscious,
dragged from the aeroplane as it caught
fire and spent the next two weeks in
hospital with a fractured skull.”
FATEFUL MOMENT
While in India in 1945, one of the airmen
at his Delhi station discovered a copy
of the Mildmay Outlook, a Christian
PHOTO: MAF
magazine with an article written by New

Zealand RAF pilot Murray Kendon about
launching an air service.

Pilot Profile: Jack Hemmings
PHOTO: SIMON DUNSMORE

MAF’s youngest pilot, 21-year-old James Gullet (who’d gained his CPL only days
before) joins its eldest, Jack Hemmings at Biggin Hill
Back home by 1946, Jack’s CPL and a healthy dose of humour. Stuart aircraft across 25 low-income countries,
conversion was thwarted on eyesight and Jack established connections with delivering aid, medical care and
grounds. “This left future plans looking remote mission stations, confirming the emergency evacuations in some of the
rather blank,” he said, instead visiting the only way to deliver life-saving help in world’s most isolated locations.
one room, Islington office of the Mildmay the wilderness was via air. Small aircraft
Movement – the forerunner of MAF. The could save days of travel on treacherous CONNECTIONS
MAF men believed that wartime had or non-existent roads. Jack began a career in accountancy, but
given them a skill that could serve peace, Returning to Nairobi in July, 1948, the remained connected to MAF through his
even if missionary services remained Gemini was climbing through the valleys unyielding friendship with Stuart King. He
sceptical of their realism without military of the Burundi Foothills when caught returned to flying in retirement and flew
resources. in a downdraught, clipping a tree. “The privately for twenty years, winning the
“I went in for two weeks and stayed war had accustomed us to crashes, 1985 Dungeness – Le Touquet race and
for four years,” said Jack, appointed disasters and the unexpected. But this training in aerobatics.
Chief Pilot of the first MAF survey flight was different,” observed Stuart. “This “Getting into an aeroplane gives a
from Croydon on 13 January 1948. wrecked plane was not one of thousands sense of pleasant expectation, I’ve never
Accompanying him in their 1947 Miles of military aircraft. It’s broken remains got into one and regretted it,” he says.
Gemini was MAF co-founder and RAF symbolised our own shattered hopes.” “I love flying because it gives a feeling
Engineer Stuart King. The pair plotted a “Neither of us were injured except a of detachment from all the problems
route through Libya, Egypt and Sudan bruise and a cut on my little finger,” Jack in the world – and there are a lot.
using the Nile as a guide, the first British revealed, confessing the affectionate During wartime, aircraft were used for
airmen to survey the needs of isolated nickname ‘Crasher Jack’ stuck. Despite destruction; but it has always been my
Central Africa. this, the pioneering sortie launched desire that they be used for good. That
It was an adventure of a lifetime, the world’s largest humanitarian air is what MAF does today, it is more than
embraced with fearless determination service. Today, the charity operates 118 a bright idea that stayed in someone’s

Pilot Profile: Jack Hemmings
PHOTO: MAF
Jack returned to flying in retirement and flew privately for twenty years, winning the 1985 Dungeness – Le Touquet race. He marked
his 100th year with an aerobatic flight in a Slingsby Firefly from White Waltham, piloted by Nigel Rhind
head, it has grown to become the Good meeting folk from MAF and the BBC to of his adventures across Africa in the tiny
Samaritan of the air.” see the Gemini and watch my flight in the Gemini, but when you see footage from
His adventures are all the more Robin I used to co-own was thoroughly those times, it really is very impressive.
remarkable after emergency heart enjoyable.” He received a smoke salute At the age of 25 he flew thousands
surgery in 2020. “Jack is an awesome, from the Red Arrows as they overflew his of miles across uncharted territory. It’s
amazing man,” says wife, Kate. “He is home on his 102nd birthday, commenting quite extraordinary. It has been a very
the oldest patient to have received this it made him feel like the King. wonderful day and he has achieved so
operation and we believe the motto In November 2023, Jack spoke at a many inspiring things. We should never
‘Fear Not’ from his 353 Squadron days, MAF event at the RAF Museum, reunited take that for granted.”
along with firm Christian faith has helped with the Hudson for the first time in fifty RAF Chief Chaplain, Air Vice-Marshal
him through.” years. “Flying the Hudson was very Giles Legood was among the guests
A contender for oldest invited to celebrate
Briton still flying, Jack
returns skyward for an
“It’s not incredible being 102. Jack’s achievement. He
said: “It was wonderful
annual treat. His 2021
centenary involved
You just get up every day and to see this inspirational
man fulfilling one of his
aerobatics in a Slingsby go about your business...” dreams. Having helped
Firefly at White Waltham. win the peace as a WWII
Jack was then reunited with the Miles comfortable indeed,” he said. “A nicely pilot, Jack was a huge force for good in
at Shuttleworth in March 2022, flying in balanced aircraft with all the American co-founding MAF, which has changed the
Stu Blanchard’s Gemini at a MAF event mod-cons. If you’re going to spend eight lives of countless millions in delivering
in memory of late friend and co-founder hours looking at salt water, you want to humanitarian aid.”
Stuart King. He made the BBC News, be comfortable. It’s wonderful to see the When asked how he maintains so
raising £40,000 for MAF. Lockheed again – just like old times.” much energy into his centenary, Jack
He met the Gemini again on his 101st Flying alongside the Spitfire in the concluded: “It’s not incredible being 102.
birthday later that year at Spilstead accompanying chaser was proud son You just get up every day and go about
Farm, Kent, flying in a Robin DR400 with Adrian. “Dad had a few bad crashes your business. It’s the present moment
his son-in-law. Jack said: “There were during the war and the early days of which counts – and this one was very
whispers yesterday about a surprise, but MAF. We’ve been brought up on stories special indeed.”

Jack possibly
reflecting on the
irony that wartime
‘selection tests had
put me in the multi-
engine (plodding)
stream, not in
the single engine
(dashing) stream’
PHOTO: SIMON DUNSMORE
FLY TO THE ENDS
OF THE EARTH
MAF co-founder, RAF Veteran Jack Hemmings is still flying high
at 102, enjoying the spitfire in February 2024. Discover his early
MAF adventures in this stunning coffee table book,
exclusively available for Pilot readers.
From the ashes of WWII, a handful of

service airmen and women dreamed
of using aircraft to deliver peace and
development to isolated communities.
Through the pages of Above and
Beyond, you can travel to the furthest
corners of the world to encounter
hidden tribes, life-saving partnerships,
and inspiring stories that span seven
decades of MAF’s inspiring history.
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Jonathan Buckmaster
Bob Grimstead
AIRWAYS
Bars and Beers

I
am not a habitual beer drinker. Co- restaurant. There were occasional official pudding. There we sipped Singha or
pilots later called me ‘a lightweight’, ‘meatless days’, but when we ordered the Tiger beer, the latter probably referencing
what the Australians call ‘a two-pot vegetarian equivalents of our favourite the last of those animals shot on the
screamer’ – someone who cannot dishes, there nevertheless seemed to island, whose skin adorned that revered
hold his alcohol. After two pints I’m be familiar-textured and tasting lumps establishment’s walls. Sadly, it’s not a
anybody’s – after three I’m nobody’s of matter within the delicious sauces. romantic tale, for the poor young striped
and have to be dragged home legless. Likewise, the consumption of alcohol feline had merely escaped from a circus.
But a significant part of the was officially frowned upon unless one In Tokyo I was introduced to the
intercontinental pilot’s life was had a doctor’s certificate attesting to light and refreshing range of beers
traditionally spent in bars, rehydrating one’s status as an alcoholic. Many crew brewed by Kirn and Asahi. The first bar
our pressurisation-parched throats members actually went to the trouble I encountered there was Eri’s Cabin in
and unwinding. In the good old days of getting such a document, but it didn’t Roppongi district. A hotel taxi dropped
when long-haul airliners carried flight really matter, because we all drank cold us off in a dimly lit back street and the
engineers, we relied upon these stalwarts ‘tea’ from neat, if rather large china cups engineer led us through a dark alley
to recommend the ‘best’ (usually meaning on decorative saucers. The waiters and around the back of some buildings,
the cheapest) bar in each city we visited. circulated with teapots asking “Would where we climbed an outside staircase
In Tehran as a supernumerary you like red tea or white tea sir?” to a wooden shed on the roof. He gave
pilot, I was accommodated in the There was a seedy establishment a secret knock on the dark, wooden
Park Hotel with the cabin crew. They within easy staggering distance of our door and we were admitted to a bright
introduced me to the German Bar Park Hotel in Hong Kong, plus not far lounge reminiscent of an English
where we mostly drank 1001 Nights away the Waltzing Matilda Inn, which country pub, complete with dartboard.
red wine, although ‘Stella’ beer from a I now know was a gay bar. A superior The following morning, we
red barrel was available, but this was alternative was the Mariners’ Club a congregated at ‘Mozart’ – a coffee
definitely not the Stella Artois nor the couple of blocks inland. In all three shop with comfortable sofas in alcoves
Watneys with which we were familiar. places we oddly drank Spanish San all up its narrow staircase. There we
My next nightstop was in Beirut, where Miguel lager, presumably because of nursed our hangovers over boiled
we visited the tiny Golden Bar. There we their recently constructed Kowloon eggs to the lilt of gentle classical
drank Laziza beer and, being hungry, brewery, at $1.50 HKG a time (fifteen music piped from hidden speakers.
I nibbled the carrot batons arrayed on pence!) Soon we moved to the Excelsior, In Australia, there is fierce and irrational
a saucer in the middle of the plastic- on the island. Its basement Dickens bar brand loyalty to everything from sports
clothed table. They were soaked in was famous for its super-gravity, making teams to car manufacturers and alcohol
gentian violet for sterilisation, but that it hard to climb back upstairs to our makers. In Perth, I drank Swan Lager –
didn’t prevent me getting dysentery. rooms. During typhoons the hotel’s doors referred to locally as ‘Black Duck’,
At Karachi, in the BOAC Rest House were locked and that bar stayed open the black swan on its labels being
where we overnighted, Tennent’s Lager 24 hours. Then it became impossible. Western Australia’s state emblem.
cans were embellished by photos of In Kuala Lumpur we drank Anchor beer Our Sydney ‘local’ was a small
pretty girls with flowing locks, low-cut at the Ship Inn. In Bangkok it was Bintang basement bar by the tube station beneath
dresses and long, bare legs. Even in my in the Green Door, although we later our Menzies Hotel. I drank Fosters there
naïf early twenties this seemed strange in transitioned to the Queen’s Castle with its because it was the only local beer I
a Muslim country. The bearers were not pretty and obliging young bar girls. For a knew of, and was surprised at the tiny
allowed to handle money, so we bought few pounds one or two of them would sit glasses named ‘schooners’ or ‘midis’.
‘beer chits’ at a pound apiece from the beside you all evening and lift your beer On one visit our engineer joined
reception desk. In 1971, these were the to your lips, jumping up from time to time us part-way though our first drinks.
world’s most expensive beers. Thus, the to protect you from skilfully projected Brandishing a pint dimple mug, he
BOAC saying after having been done a flying ping pong balls or ‘darts’ made of demanded “Give me a beer in a
big favour, ‘I’ll buy you a beer in Karachi.’ hypodermic syringes with paper fleches. man-sized glass.” We three scarpered.
In Bombay we unusually drank My early Singapore slips were
in our Oberoi hotel’s roof bar, the actually in the ancient and
Hussar, where I was introduced to venerated Raffles Hotel,
their refreshing and less gassy beer, where we habituated the
BOB GRIMSTEAD
Bob is a former professional pilot.
Kingfisher. I still drink it in our local original Long Bar with its lazy In over thirty years of airline
Indian restaurant (the more ubiquitous fans, rattan armchairs and flying he has operated from
more than 250 airports in every
Cobra being a British invention). quintessentially British menu of continent – except Antarctica
In Delhi we ate at the Copper Chimney fish ’n chips or steak-and-kidney

Old Timers
A round-up of historic aircraft display and restoration news
compiled by Peter R March and Paul Fiddian
Warbirds supreme Downunder

1
The rebranded Airshows 2024 ‘Old Timers’). Built by Cross made its first flight on 2002, subsequently landed
Downunder Shellharbour Famous Australian Aircraft at 14 August 1987. Unfortunately, on effectively one wheel and
(previously Wings over Parafield in South Australia, it shed its starboard main badly damaged its starboard
Illawarra) organised by the reproduction Southern wheel strut on take-off in May wing. HARS acquired the
the AMDA Foundation at
Shellharbour Regional Airport
in New South Wales on 1-3 2
March 2024 was an excellent
warbird gathering, reports
‘Pilot’s’ Antipodean traveller,
Nigel Hitchman.
The highlights included
two quite different ‘Southern
Crosses’: one, the resident
Historical Aircraft Restoration
Society’s (HARS) record-
setting 1926 Fokker
FVIIB/3m VH-USU replica
[1], the other, Paul Bennet’s
newly-imported Sea Fury
FB11 VH-HPB [2] (see March

Old Timers
trimotor in 2010 and, after a

complete rebuild, returned it 5
to the air last December.
HARS also flew its
magnificent C-121C Super
Constellation VH-EAG
Southern Preservation [3]
and maritime patrol trio of
S-2G Tracker 844 VH-NVX
[4], P2V-7 Neptune A89-
273/VH-IOY and AP-3C
Orion A9-753/VH-ORI, each
making a number of fly-pasts.
No 100 Sqn, the RAAF’s
Heritage Squadron based
at Point Cook and Temora,
contributed the world’s only ‘A-68-750’/VH-SVU and weekend, joining the Avenger in a warbird Balbo
flying Lockheed Hudson III Spitfire HF VIIIc A58-758/ Spitfire, Doug Hamilton’s and also forming a neat
A16-211/VH-KOY The Tojo VH-HET Grey Nurse, which P-51D Mustang 44-13016/ Heritage Flight [6] with an
Busters [5], Canberra TT18 tangled with Chris Mayr’s Flug VH-LUI Dove of Peace, Ross RAAF F-35A Lightning II.
WJ680/VH-ZSQ, shark- Werk Fw 190A-8/N VH-WLF. Pay and Alan Arthur’s P-40s Report & photos: Nigel
mouthed CA-18 Mustang The Mustang had a busy and Paul Bennet’s Grumman Hitchman

Aeronca airborne at last
PHOTO: FIO
FIO President Carlos Valle completing preflight checks before making Aeronca 100 EC-NZI/G-AEXD’s first Spanish flight
The Fundación Infante de provided Pilot with more Aeronca for a while on the stayed close to the ground
Orleans’ (FIO) 1937 Aeronca information on this vintage terrain runway and, satisfied for a while before climbing to
100 EC-NZI/G-AEXD took light-plane’s long-awaited first with its performance on the circuit altitude (3000 ft ASL)
to the air at Cuatro Vientos Spanish flight. Foundation ground, decided to go ahead. for three circuits. After landing,
on 20 February 2024. FIO President Carlos Valle, he After obtaining authorisation Carlos smiled and commented
administrator Darío Pozo said, ‘was taxying with the from the tower, he took off and that “it flies very well”.
Demon heading for Florida

Old Warden-based Hawker Demon Nos 25 and 64. K8203 served with 1991. Following an eighteen-year, 35,000-
K8203/G-BTVE has been sold to a each of these plus several other units, hour restoration, the pre-war biplane
prominent historic aeroplane collector concluding with No 413 (Aldershot) Sqn was flown again on 23 June 2009 by
in Florida, believed to be Kermit Weeks. ATC which had no use for it after 1943. Stu Goldspink. Painted in its former No
Owned by Demon Displays Ltd for the The Demon’s fuselage was in RAF 64 Sqn RAF Church Fenton markings, it
past thirty years, it was cancelled from Museum storage at Cardington until made its public debut a few weeks later
the UK register on 8 February 2024 as acquired by SkySport Engineering in at the Shuttleworth Military Pageant.
transferred to the USA. According to
Platinum Fighters which brokered the
sale, the aeroplane currently has a little
over 31 hours on its airframe and the
same on its 485hp Rolls-Royce Kestrel
engine, which was fully overhauled by
Vintech.
There were 305 Hawker Demons built.
Boulton Paul Aircraft at Wolverhampton
assembled 106 of them, K8203 being
completed about half-way through the
PHOTO: PAUL FIDDIAN
final batch of 37. The type equipped

seven RAF frontline squadrons, including
Old Warden resident Hawker Demon

K8203, now sold and reportedly
going to a new home in Florida

Old Timers
Soggy but sunny Sandtoft

RAF Sandtoft, in North
Lincolnshire, was opened
in February 1944 as RAF
Lindholme’s satellite
airfield and as part of No 1
Group Bomber Command.
Formed at Lindholme
on 1 June 1943, No 1667
HCU, which operated two
marks of Halifax and later
Lancasters, was Sandtoft’s
only resident military unit.
Control was subsequently
transferred to No 7 Group
PHOTO: PAUL FIDDIAN
Bomber Command, the HCU

remaining active until 10
November 1945, following
which the site was closed
and put up for disposal.
Sandtoft originally featured
the ‘Class-A’ triple-runway Anniversary salute from Jet Provost T3A XM479, making a missed approach to Sandtoft’s
Runway 23
and connecting perimeter
track layout typical of RAF
WWII airfields. One length of
this taxiway became Runway
05/23, used primarily today
by the Yorkshire Aero
Club’s Cessna 150s and
172s. Their takeoffs, circuits
and landings were much a
PHOTO: PAUL FIDDIAN

part of Sandtoft’s eightieth
anniversary fly-in weekend
on 17-18 February 2024.
Few visiting aircraft braved
Saturday’s wet conditions
but, while breezy, Sunday
was brighter, busier and 1949 Vagabond G-BSWG backtracks to the visitors parking area after arrival
well-attended by the public
for whom a special viewing
area, facing the Runway 23
threshold, had been set-up.
Arrivals ranged from the
ultralight Aeroprakt Foxbat
G-FOXV and Flight Design
CTSW G-CEKD to Jet Provost
PHOTO: ANDREW MARCH
T3A XM479/G-BVEZ from

Church Fenton, which made
an approach and low-level
go-around.
The pilots of Pioneer
200 G-CDSB, Menestrel
2 G-CKGJ, Van’s RV-12
G-CMLL, AG-5B Tiger F-GITZ 66-year-old Jodel D119 G-ATJN alongside elderly Cessna 172 G-ASSS
and sixty-year-old Cessna
172 G-ASSS were each free landings for all aircraft registered Piper Vagabonds imported from France by
entitled to a free hot drink built in 1959 or earlier. Only G-BSWG (1946) and G-BRPY Personal Plane Services in
and cake for attending but three attendees fell into (1948) and 1958-built Jodel September 1965.
there was another incentive: this category: former US D119 G-ATJN, which was Report: Paul Fiddian

News bites
PHOTO: PAUL FIDDIAN

New Montrose Heritage Centre exhibit SE5a G-SEVA landing at Popham in 2007 flown by its builder, Doug Gregory
Replica Plans SE5a G-SEVA The irrepressible Gregory saluted Sheffield’s famous Endcliffe Park was arranged
has been ‘retired’ to the displayed it at airshows with memorial to B-17G Flying for the eightieth anniversary
Montrose Air Station Heritage the team until 2012, then the Fortress 42-31322 Mi of Mi Amigo’s crash there
Centre in Angus. Built by following year made one last Amigo and its ever-devoted while returning from its final
Great War Display Team flight (loop included!) for his caretaker, eighty-seven- daylight bombing mission to
founder and longest-serving ninetieth birthday. Ownership year-old Tony Foulds, with RAF Chelveston, Northants
member, the late Ivan ‘Doug’ of the aeroplane was a low and noisy flypast by (see ‘Old Timers’ April 2019).
Gregory, the seven-eighths transferred to the G-SEVA two F-15E Strike Eagles on Schiphol-based DDA
scale SE5a made its first Trust in August 2013. 22 February 2024. Their Classic Airlines, which
flight on 16 September 1987. The present-day USAF dramatic appearance over operates D-Day and Arnhem
veteran DC-3C PH-PBA
Prinses Amalia is to cease
flying on 1 October 2024,
after forty years in business.
It is becoming prohibitively
costly to hangar and insure
the aeroplane, the operator
explained, especially since
the loss of Dutch supermarket

chain Jumbo’s sponsorship
last October. Increasingly
expensive away landings,
limited supplies of avgas and
the lack of skilled volunteer
engineers were among
DDA Classic Airlines’ DC-3C PH-PBA pictured during one of its many Duxford visits, now into its final the other factors behind
flying season DDA’s decision. Foreseeing

Old Timers
an inoperable 2025, it has

decided to go out on a high
with a busy final season for
PH-PBA (see dutchdakota.nl)
including the D-Day 80 events
at Normandy in early June.

On 17 October 2022, former
Swiss Air Force Hunter F58
‘J-4015’/HB-RVS Papyrus
in its distinctive newspaper
print scheme was flown from
St Stephan to Altenrhein for
winter servicing. Its operator
The unmistakable Hunter F58 ‘Papyrus’ that displayed at Kemble and Fairford in July 2001, is now
of twenty-two years, the grounded
Hunterverein Obersimmental
confirmed in February 2024 Aviation’s assistance, building for it is planned. RM Sotheby’s Miami auction
that, with all future options Papyrus will be transported Out of Africa DH60GMW on 2 March (see ‘Old Timers’
exhausted, this flight was by road back to St Stephan, Moth G-AAMY was sold for a Spring 2024). Its new owner
its last. With Hawker Hunter where a dedicated display staggering $527,500 during resides in Germany.
Skymaster’s restoration aborted

The C-54 Skymaster Trust restoring was to receive its support equipment. before being decommissioned in 1972.
Douglas C-54Q Skymaster 56498/ Unused funds are to be donated to the Thirty years later, the vintage military
N44914 Lady Hope to airworthiness at Veterans Foundation. transport now registered as N44914
North Weald announced its disbandment This Skymaster was completed in May arrived at North Weald with DC-4 N31356
and the cessation of work on its Save 1944 as a C-45D. Following initial USAAF for the planned filming of the Berlin Airlift
the Skymaster! project in mid-February. service as 42-72525, it was assigned movie Candy Bomber. Both the film
Financing the restoration had become to VR-11 of the US Naval Air Transport and the two Douglas transports were
unsustainable, with funding promised Service (NATS) stationed in Guam. Re- abandoned but while the substantial
to the trust during the Covid pandemic designated as an R5D-3 with the Bureau part of N31356 was scrapped, N44914
since diverted elsewhere and the extra Number 56498, it was used for medical was spared. Its saviour, Allan Vogel,
expense – £300,000 or more – of a new re-supply and casualty evacuation. Post- gifted it to the Skymaster Trust in 2019.
main spar and new wings now looming. WWII, the Skymaster was transferred The Trust’s volunteers were aiming to
The Skymaster’s fate was unknown to the USMC and stationed at MCAS make the Skymaster airworthy by June
as ‘Old Timers’ went to press but B-17 Iwakuni, Japan. It took part in the Korean 2024 for the Berlin Airlift seventy-fifth
Preservation, which operates Europe’s War and – by this time given its final anniversary events and had got three of
only airworthy Flying Fortress, Sally B, C-54Q designation – the War in Vietnam, its P&W R-2800 engines running.
End of the road for the Skymaster Trust and its C-54 56498/N44914’s restoration to flight at North Weald

Navy Wings – winter update
Visitors to the Navy Wings the engineless Swordfish I a number of sections of the restored each instrument
Heritage Trust (NWHT) W5856. Its Bristol Pegasus aircraft with particular focus and the panel itself. The
hangar at RNAS Yeovilton engine was back with Retro on the undercarriage and the aircraft, now fitted with
in February found it a hive Track and Air for examination tail section. modern, crashworthy
of activity. Winter is the time after a very successful Navy Wings’ engineers seats and harnesses has
when annual maintenance season having not missed continue to make steady also benefitted from parts
is completed and work on a beat, according to Chief progress on Swordfish II obtained from the forward
many of the aircraft was well Engineer Jim Norris. Work LS326. Lead engineer Jon fuselage of ‘hangar queen’,
under way. This was so with was also being carried out on Lawes has painstakingly Swordfish III NF389.
PHOTO: ANDREW MARCH
Winter maintenance on Swordfish W5856, with its engine away for examination by Retro Track and Air at Cam, Glos
PHOTO: ANDREW MARCH
Fully assembled at Yeovilton Air Day in 1994, Navy Wings’ ‘third

Swordfish II LS326 is being fully restored with modern safety Swordfish’ NF389, parts from which are now supporting LS326’s
features, such as crashworthy seats and harnesses restoration

Old Timers
PHOTO: ANDREW MARCH

Stinson Reliant 1 N69745 (FK877) that Navy Wings may soon

purchase from owner Paul Kehoe
Long-inactive Sea Fury FB11 VR930 awaiting its P&W R-2800
engine from California that should enable its return to flight
PHOTO: ANDREW MARCH

Sea Hawk FGA6 WV908’s fuselage separated for access to its Seafire SX336 giving its last display in October 2023, as it now has
engine bay and jet pipe to wait for its Griffon engine to be overhauled.
The yellow-painted XT420/G-CBUI, was Sanders Aeronautics in as used in the Canadair

Harvard G-NWHF was having undergoing its annual California. In 2023, Navy CT-133 Silver Star. The
work done for renewal of its service including checks and Wings took the difficult necessary conversion work
Permit to Fly. Its carburettor refurbishment of its rotor decision to re-engine their for this installation is being
had been changed, the P&W brake and close inspection Sea Fury, as they assessed undertaken by Ben Cox of
R-1340 engine’s timing was of the undercarriage. that its Bristol Centaurus Heritage Aero Services,
being reviewed and the Under LAA (Light Aircraft was becoming difficult to Coventry. Work on the
rigging of the flying controls Association) requirements, support and the rapidly airframe includes significant
checked. The team was in Chipmunk WK608 was dwindling pool of engineers repair and rework of the
the process of inspecting due its annual inspection. knowledgeable on this structure especially of the air
the undercarriage ahead of Nothing significant was complex engine meant that intake skins.
refitting the fuselage panels. discovered, but some getting it to run reliably was Absent from the hangar
Stinson Reliant 1 N69745 general maintenance was too big a challenge. in February was Seafire XVII
(FK877) had successfully carried out and its engine For aviation enthusiasts, SX336. With its Permit to Fly
completed its annual fully serviced, the carburettor the sight of Sea Hawk FGA6 having expired in November
maintenance programme. heat control cable, spark WV908 back in the air for 2023, it is back with Kennet
Fuel weeps from both metal plugs and oil being changed, the first time since 2010 is Aviation at Old Warden for
main tanks necessitated their and its oil and fuel filters eagerly anticipated. The annual maintenance and
removal for welding at Little cleaned. In the restoration biggest challenge facing overhaul of its Griffon 6
Gransden. Although the 1943 area, the Flight’s second the engineering team is the engine. Given the long
Reliant is currently on loan to Chipmunk, WB657 is aircraft’s RR Nene Mk 103 queue at UK specialist
NWHT by owner Paul Kehoe, making good progress engine, for which no spares companies for RR Merlin
it is reported on social media towards return to flight. exist. With the support of and Griffon engine
that it could pass into Navy Sea Fury FB11 VR930 Rolls-Royce, Navy Wing’s overhauls and spares, it is
Wings’ ownership this year. awaits the delivery of a engineers are now planning unlikely that the Seafire will
Navy Wings’ only airworthy newly-overhauled Pratt to install a more readily be flying again until 2025.
helicopter, Westland Wasp & Whitney R-2800 from available Nene Mk 10, Report: Andrew March

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Y
Visiting France in a ou may think aviation is ex-
pensive, but it doesn’t have
pair of vintage aircraft to be. My sixty flying years
sans electrics? With a have been dedicated to
minimum outlay. Our two aer-
bit of imagination and oplanes cost £6,000 in 1988 and £15,000
ingenuity, it can be in 2008. They were comparatively cheap
because neither has electrics and there-
done – and done at fore neither has a starter motor – nor
minimal expense does either have any avionics. I share
a single Icom handheld portable radio
between them, significantly reducing the
Words: licence fee.
But this lack of electrics doesn’t
Bob Grimstead prevent me from flying all around Europe.
You may remember my March 2014
article on touring Norway and Sweden
by Fournier. I have also flown to many
displays in France and Germany. But until
this year I hadn’t felt comfortable taking
our two-seat Champ, Champie abroad.
But now its engine has been zero-timed
I felt confident to cross the English
Channel, and of course SkyDemon takes
care of all the bureaucratic requirements
nowadays, so it’s easy.
Twenty-first Century European touring
without avionics requires nothing but a
little courage and a smartphone. But don’t
mount it in the panel, on your yoke or in
your lap. Put it high in your windscreen
so you can still see outside while using it.
Collisions kill!
Most Fournier enthusiasts belong to
Club Fournier International (CFI). Twice-
yearly they get together for a grand tour,
flying, feasting and camaraderie. René
Fournier usually attends. 2023’s event
was a mass circuit of Brittany ending at La
Baule on France’s west coast. I couldn’t
undertake the whole Brittany tour but

Heading out
across the
Channel, Karen’s
view of Bob’s
‘Wagon’ from the
back seat of
the Champ
PHOTO: BOB GRIMSTEAD
‘Honfleur is just so picturesque;

we spent a couple of hours
wandering around’
Bob (in ‘Redhawk’ overalls) with
Champ pilot Jon Marten-Hale at
Le Touquet
intended joining them at La Baule. Pilot contributor Manuel Queiroz. He charts, documents, smokes, pyrotechnics,
My Fournier RF4D Wagon (RedHawk was kind enough to make up a portable tools, spares, pickets and cover, Wagon
when it’s displaying) has only one seat, so assembly. Of course, it didn’t have Mode was well laden. Jon and I packed smaller
I persuaded long-time friend Jon Marten- C or ADS-B because without electrics I items in our overalls, and on the first leg
Hale to take my wife Karen in Champie couldn’t have an encoding altimter. we wore our lifejackets.
on this four-day, eight-leg journey. I already had an antenna in one of Departing from our Guildford airstrip
Knowing only the bigger French airport Wagon’s under-belly inspection panels. on Thursday 7 Sept, the weather was
controllers speak English, I mugged up a A gell-cell battery went on the floor and I perfect, with blue sky and a slight
few French aviation phrases and took a slung the main unit under the instrument easterly breeze, but the day was warm.
crib-sheet. panel crossmember with a pair of cable Nevertheless, Wagon’s performance was
ties so the whole lot could be removed reasonable. Jon and Karen in Champie
TRANSPONDER REQUIRED quickly for aerobatics. With clothes, below eased gently into the air and
Most French airfields, particularly
those with Customs facilities, require
transponders nowadays, so I bought a
second-hand Garmin unit through fellow
PHOTO: JONATHAN MARTEN-HALE
It wasn’t just the architecture that

PHOTO: BOB GRIMSTEAD
caught the eye in Honfleur – the

Facel Vega
Bob grabs a shot of the Champ as

the two aircraft cross the estuary
of the River Somme


Bob comes into close formation for a portrait en route – he’s clearly enjoying The intriguing patchwork of salt pans
himself! in the vicinity of La Baule
I dived down alongside to set off in remembered 123.450 for inter-pilot them for Cessnas and Pipers too.
formation south around Gatwick’s zone. chats. Why Britain doesn’t, I have no We climbed high for the Channel
I normally cruise at 105mph, but idea. I suspect some lazy bureaucrat crossing; SkyDemon assured us that
Champie is more comfortable at 85 and skulking in his lair said “Boo-hoo, that Wagon could glide engine-out to either
that’s a good sightseeing speed. side from the middle and
As former professionals, Jon
and I used CRM to our strengths.
Fortunately the enlightened Champie could go almost
as far. Le Touquet ATC was
ecisio a d the
French have a frequency v y
t
u, u v
oast direct to final
r dedicated to Fourniers m l
n ra
n n
Karen with ‘Wagon’ at the final destination in France, La Baule

café, which closed soon afterwards. We field was deserted, without any sign of a were virtually in their zone. They also
weren’t disappointed to leave, taking this fuel pump. While Karen nipped behind a couldn’t comprehend the concept of
opportunity for our first formation takeoff. bush, we kept our props turning because two aeroplanes in formation and sharing
Our second leg was initially along of the difficulty of starting these warm, a transponder, so we simply behaved
the coast to Deauville, passing over the new engines by hand-swinging. Jon and like one aircraft, landing in close line
estuaries of Rivers Authie, Somme and I had a quick conference. We weren’t at astern on Runway 28. Taxying was also
Morte with their intriguing sandbanks. all happy about pushing on to La Baule, complicated and the Tower was unhelpful,
After Le Tréport we routed inland for given the uncertainty about our safe so we made our own way to the fuel
sightseeing, photography and more range, despite a nice easterly tailwind. installation clearly visible on Sky Demon’s
formation practice. SkyDemon showed there were few airfield plate.
Despite the lovely warm weather, refuelling options to our south-west We munched sandwiches provided
northern France was still green with except the big, busy airport of Rennes, by our Honfleur hotel while using the
plenty of open fields and fruit groves and but that wasn’t too far off track, and at fuel dispenser’s handy bank card facility.
their numerous autoroutes were far less least within a reasonable distance. Again, Paying our landing fee required a long
crowded than our British motorways. We we made a formation takeoff with Jon walk on a hot day through the flying club’s
flew along France’s white cliffs at Etretat, leading. security doors and down a busy road
every bit as impressive as Dover’s, Rennes ATC wasn’t as obliging as to the main terminal. There, a charming
before carefully routeing well inland of Le Touquet or Deauville, and couldn’t woman with impeccable English helped
the de Paluel nuclear power station. understand our transmissions, despite me through their tortuous paperwork,
Approaching Deauville, we were cleared my manoeuvring to point my antenna refusing my cash and saying an invoice
by Point Sierra – the centre of Pont de at them and Jon’s repetition, until we would be posted. I still haven’t received it.
Normandie, that ethereal 856-metre
cable-stayed bridge over the Seine
estuary.
DEAUVILLE AND HONFLEUR

The Deauville ground staff ladies were
accommodating once they had dealt
with an Airbus A320’s disembarking
passengers. We were inevitably charged
‘top dollar’ for our taxi into town but later
found Benôit, a cheaper Tesla driver for
Friday’s return. Karen had booked us
into the comfortable Hotel du Dauphin,
although Jon’s top floor room was very
hot.
Honfleur is just so picturesque; we
spent a couple of hours wandering
around, both before and after dinner.
There were some classic cars, including a
gleaming Facel Vega, and we all admired
the old lighthouse.
La Baule was still 165 nautical miles
away and I was unsure of either
Champie’s or Wagon’s range or

endurance, since both had recently been
re-engined, so I planned a fuel stop at
Bagnoles de l’Orne where the CFI group
had refuelled two days previously.
We had trouble finding it. Sky Demon
clearly showed we were close, but it was
‘The delicate tracery of le Pont du Normandie’ – view taken on the return leg when
hidden by a line of tall trees. After landing weather conditions were not so fine
we discovered this quiet little gliding

Panoramic view of the field at
La Baule, with ‘Wagon’ and
‘Champie’ parked in the centre
Low cloud became more and more

of a concern on the way home
We were happy to leave after a 1:25

turnaround, which wasn’t bad considering
the 36°C heat and admin difficulties. By
then it was 4:30pm with the temperature
dropping. This time we used Runway 32
which seemed reserved for light aircraft,
so there was no ATC hassle. Despite
a light headwind our last leg only took
45 minutes. The sole need for caution
was a Notammed World Cup rugby
game at the local stadium, but a slight
detour northwest avoided that and put
us nicely on left base for Runway 12. By

now it was overcast, but we were still
intrigued by the many salt evaporation
ponds. La Baule claims to have Europe’s
longest beach, but we were too tired for
sightseeing.
FRATERNITY AND
FIREWORKS were approaching Britain from the west have adequate obstacle clearance. But
Over the weekend we had the best and Tuesday looked absolutely unflyable, our lifejackets were in the baggage
possible time with our Belgian, French, so we planned to leave early on Monday compartments. Oh well, hitting an
Finnish and German chums. Nearly morning. obstacle was a more likely hazard than
a hundred CFI members attended, We had to wait while ground staff dealt ditching a wooden aeroplane, and with
flying more than thirty Fourniers. On with another departing airliner, and the more serious consequences. Cloud
the Saturday evening, I flew a twilight cloudbase was reported as 1,500 feet, bases varied from 1,200 to 800 feet,
pyrotechnics display (see ‘Fournier but when we got airborne it seemed although the visibility below was good,
Fireworks’, Pilot January). rather less. We did at least get good but the many seaside resorts with their
On Sunday, after queuing for fuel, we views of Honfleur as we flew over. myriad beach huts looked bleak under
left at noon. Now the threatening
confident we could
safely fly for at least
The many seaside resorts... looked overcast.
Our looming
two hours, and with bleak under the threatening overcast problem came via
a gentle tailwind, a text message
we skipped Rennes, routeing direct to We were again cleared via the delicate from Matt Hill in Sussex forecasting a
Deauville in a comfortable 2:10. tracery of le Pont du Normandie and to line of Cunimbs advancing northwards
I had texted Benôit with our ETA, the east of Le Havre. We then deviated across Normandy, probably those
and he met us outside the terminal from our planned route by turning left and troughs depicted on yesterday’s charts.
with his Tesla. On our way into town following the coast, initially just inland, but Le Touquet Tower again came up trumps,
he delightedly demonstrated its as we encountered lower clouds we flew despite poor radio reception because of
acceleration. Once checked in, we did just offshore of the Etretat cliffs, which our low height, clearing us direct to base
more sightseeing, liking this quaint and looked rather less white than they had in leg. As we turned off the runway,
colourful little town ever better with each the sunshine five days earlier. he asked, “For parking, how long will
visit. We would have liked to stay another We routed out to sea around that you be staying?” Given the weather
day to see the art galleries and museums, nuclear power station because the cloud we’d just flown through, Jon replied,
but a couple of nasty-looking cold fronts was too low over land to be sure we’d “We will be staying overnight.”

GRI ST A
ILLU TR TI N: CO R ESY GOO LE

HO O: B
Low cloud out to sea close to Deauville-Le Touquet: not what you want to see when
contemplating a Channel crossing
Google map shows the route flown by Bob’s Fournier ‘Wagon’ in the company of his
Champ carrying Karen and flown by Jon
But after shutting do , I trotted over although he w uld break for lunch t 1330 just u the band between 1, 00ft an
’
there were fine as the were ever where transmittin blind and he would activate ettin home?
else in southern England. I reckoned that our flight plan. In the event, he not only did In fact, b the time we approached
if we refuelled and cleared immigration that but stayed on duty while we started, Ambleteuse the weather had cleared
quickly, we should get away before the taxied out, took off and disappeared into significantly, so we climbed to 6,000 feet
, . .
chance this low cloud would clear we were beyond radio range. pretty sight, but we were lad to ee it.
somewhere over the Channel. Jon Now we encounter the dangerous Over those five days, our no-
,
and shot off to pay landing fees and our side of the Channel. The French are single operational hiccup, mainly
empty our bladders. decent enough to limit the top of their thanks to SkyDemon’s comprehensive
drone airspace grab to 500 feet, a height capabilities. Careful husbandry ensured
SUPERLATIVE SUPPORT below which we would never fly anyway. the smartphone batteries lasted through
I phoned the tower to check they had But the British have stolen airspace from each day’s flying. There was still plenty
our flight plan filed via SkyDemon surface up to 1,500 feet across three- of power left in the transponder’s battery,
PH TO: BOB GRIMSTEAD
that morning, and to see if they would quarters of the Channel, giving us the and my Icom only died fifteen minutes
let us go. Again their assistance was choice of either riskily entering cloud before landing back at base.
superlative, the controller explaining with no gyro instruments or penetrating That trip was so succes ul we’ve
that we could legally depart with cloud th .
rr n l
‘
No doubt with sighs of relief all round, the formation coasts in

at Dungeness, led by the Champ
Charlie Huke
QFI LOGBOOK
The top fifteen failings

R
ecently in this column I said scan to the bit you can see to the you to dissipate energy.
an instructor who didn’t warn side of the panel and continue the Number twelve is relaxing on
students of faults they’re flare. Otherwise, you’re risking a firm touchdown. In a tailwheel machine
likely to make wasn’t earning touchdown and probable bounce as the landing has only just begun, but
their money. Subsequently, your rate of descent increases when you even with a nosewheel aeroplane
I’ve realised that I could be accused stop the flare. And that leads on nicely it’s vital that you don’t just allow the
of doing exactly that! So here goes: to going around. Almost universally nose to crash on, by maintaining back
the top fifteen student failings. poorly flown. Remember the initial pressure until you’re at walking speed.
Straight in at number one – albeit this bit is to stop the rate of descent, so Next on the list is lack of route study
is in no specific order – is not preparing power – all of it (and this means carb in navigation. OK, GPS is brilliant, but
for the flight beforehand. You cannot heat off). Most machines will climb with being unaware of what your turning
expect to learn all that you need in full flap, but some struggle, so remove point is until it appears from the top of
the few hours you’re in an instructor’s landing flap next and get climbing. the display screen is not ideal. Far better
company. You should fully understand Afterwards you can, at a safe height, to study on the ground and pick out big
what you’re about to do beforehand. The retract any remaining flap and trim. features that can lead you into a hard-
flight is just putting theory into action. So to number eight: continuing an to-find airfield, for example. Route study
Poor trimming comes second. You unstable approach. It’s absolute fact beforehand takes the stress out of nav.
will never achieve a stable situation that a good landing comes from a In penultimate place is an
such that you can relax and consider good approach. If you are still chasing unnecessarily dramatic nose-down
the next element of the sortie or parameters in the latter stages of an attitude on stall recovery. Time and
consult the checklist unless you’re approach, you’re unlikely to make time again I see this extreme attitude,
pedantic about trimming. And that a good landing. Far better to throw accelerating to a speed far greater
leads onto checklists. Far too many it away and have another go. than normal climbing speed and often
people rush their checks and this leads Turning produces the next two faults. risking over-speeding the flaps. Yes,
onto items being skipped. A slower Initially this is lack of balance when you need to reduce angle of attack, but
methodical approach is far better in rolling. As you deflect the ailerons to roll, you only need to accelerate to a safe
the early days and gives assurance the down-going one creates drag such climbing speed prior to raising the nose.
that you’ve covered it all properly. that you yaw in the opposite direction. And lastly, at number fifteen is paying
Number four, is commencing the Thus, you need a squeeze of into-turn too much attention inside as opposed to
flare too early. I often see a tendency pedal to maintain balance. Modern outside. The PPL world is based around
to try and trickle off the speed when aircraft are less susceptible, but even visual flying, and that means the aircraft
still at a couple of hundred feet. This so there is no reason just to use the attitude. Why try and gauge pitch on a
increases rate of sink, and means you pedals as footrests! Remember, once tiny little AI, when outside it’s one huge
have less energy to hold off in the established in the turn, to remove this AI? Look outside for everything when
flare. Far better to maintain speed until pedal input as you centralise ailerons. you can see an horizon, with only scans
you go through the upstairs window The second issue is not applying enough in at the instruments. A lookout/attitude/
of an imaginary double decker bus! back pressure in a steep turn. From the instruments split of 70/15/15% works well.
Next comes over-controlling. Every trimmed-straight-and-level scenario, you So, that’s my top fifteen, and I’ve
aeroplane that you’re going to learn on will need a significant pull in something only really had space to do little more
is inherently stable, and that means you like a Warrior to avoid a spiral dive. than list them – but most students will
can afford to relax a bit. Caramel Bunny Thus, if you notice the nose dropping, fall foul of many of these in training
is a far better role model for flyers than increase the back pressure on the yoke (and beyond). Ask another instructor
Tasmanian Devil. Only make inputs or – and this is often easier – roll off a and their list may be subtly different,
when they’re required, and small inputs bit of bank, recapture your parameters but I bet that ten-plus of mine would
held for longer are generally better and then carefully increase it again. be on every instructor’s list!
than big, but short-lived, movements! Flaring too fast is number eleven.
A third of the way through our fifteen Many pilots initially just go
comes stopping the flare as you lose straight from the approach CHARLIE HUKE
sight of the runway behind the nose. attitude to the landing attitude Sixteen years in the RAF, a decade
This will happen in most machines in one swift movement, as a civilian ETPS instructor and
long before you’ve really let the aircraft resulting in a big balloon. latterly commercial, Charlie has
instructed on the majority of the
run out of energy. As you lose sight It should be a slow but 220 odd types he’s flown
of the remaining runway, transfer your steady transition, allowing

Safety Matters
Safety Matters and Safety Briefs are based on the AAIB Bulletin
and UK Airprox Board reports, with additional material from the
Australian Transport Safety Bureau and/or US NTSB
Opinions may differ…

Aircraft Type: Extra NG an apparent failure of the canopy of an Extra NG in flight.
Date & Time: 2 April 2022 at 1059 This Extra NG was registered in Poland, it occurred on 18
Commander’s Flying Experience: PPL, 593 hours March 2022, and the incident was investigated by the Polish
(of which 28 were on type) authorities.
Last 90 days: 7 hours Their report stated that without warning the canopy had
Last 28 days: 4 hours opened in flight, broken up and detached, leaving debris over
the airfield. One of the two occupants suffered a minor cut
The pilot had planned to undertake a local flight to to their face, which the report stated was probably caused
conduct some aerobatics and arrived at Bicester Airfield at by their headset as it was blown away. The aircraft landed
approximately 1015 on the morning of the accident. After safely and, apart from the loss of the canopy, the aircraft was
takeoff, the pilot began to climb to 2,000ft amsl and was otherwise undamaged.
instructed by Oxford Radar ATC to hold to the east of the The reported damage to the canopy transparency and
extended centreline of Oxford Airport Runway 01 to remain frame appeared to be similar to that found on the British
clear of a departing aircraft. A few minutes later the pilot was registered Extra. In particular, the left side outer frame
cleared to continue his flight to the west. On reaching the covering the centre shoot bolt mechanism had detached and
vicinity of Enstone Airfield, the pilot climbed to around 6,000ft revealed only a narrow bonding bead along the top edge. The
and spent about eight minutes conducting aerobatics. He right side rear section of frame attached to the rear hinge had
reported that the manoeuvres included rolls, half-Cubans, broken in a similar manner to that of the British Extra. Of note,
and stall turns. Having completed the aerobatics, the pilot the shoot bolts had been driven to the closed position by the
commenced his flight back towards Bicester at a height of spring in a similar fashion to that of the accident aircraft, and
about 2,200ft. the corresponding fuselage lugs were also completely intact.
The pilot described that a few minutes later, and with The Polish investigation concluded that the probable cause
the aircraft flying straight and level, the canopy suddenly of the accident was vibration of the canopy frame caused
‘exploded’ around him. He lost his glasses and experienced by a loss of stiffness. This led to the shoot bolts unlocking
severe wind blast to his face, the combination of which left him and the canopy detaching from the aircraft. It identified three
unable to see properly. He also lost his headset. He managed contributory factors:
to maintain control of the aircraft and continued flying for ● A probable crack in the canopy frame in the flight before
just over twenty seconds, trying to understand what had the occurrence (or earlier)
happened and what his options were. ● Loosened rear fitting of the canopy locking system
The pilot only had sufficient vision to make out the shape of ● Accelerating the aircraft to a high speed, close to Vne
the instrument panel in front of him. Realising he was unable
to see sufficiently to be able to either continue flying back to Interestingly, a review of the recorded flights from the British
the airfield or land safely, he decided he had no option but to Extra showed that Vne (221kt) had been exceeded during
bale out of the aircraft. He undid his harness and stood up, the four previous flights. These had all occurred in July 2021
airflow pulling him out of the aircraft. The aircraft then banked and had been flown from the airfield adjacent to the aircraft
to the left and descended to the ground, colliding with a newly manufacturer’s facility. The maximum airspeeds during these
constructed, but unoccupied, three-storey block of flats. No flights were 227, 242, 249 and 253kt. Vne is typically 90% of
one on the ground was injured. Vd (design diving speed), and the recorded data would seem
Once clear of the aircraft, the pilot pulled the ripcord on his to indicate Vd was exceeded at least twice.
parachute, which quickly opened, allowing him to drift down to As a result of examination of the remains of the canopy from
the ground. He landed in a playing field close to the village of the British Extra, the manufacturer introduced SB NG-2-22 in
Upper Heyford where members of the public attended to him December 2022. This was non-mandatory so compliance was
and alerted the emergency services. The emergency services only recommended. The SB applied to Extra NG aircraft, Serial
were quickly on the scene, including an air ambulance which Numbers NG001 to NG038, which included the British (serial
transferred the pilot to hospital. The pilot had sustained a number NG028) and Polish (serial number NG026) aircraft.
deep laceration across the right side of his face, resulting in The stated purpose of the SB was to introduce ‘an
the loss of sight in his right eye. improvement of the bonding between the inner and outer
The AAIB became aware of another investigation involving canopy frame… Although there is currently no reason to

Safety Matters
assume that the canopy of the aircraft requires any technical ‘this scenario can be ruled out since it does not explain how
modifications, as a mere precautionary measure the the locking mechanism opened and released the remaining
carbon fibre canopy frame shall be further improved and parts of the canopy frame. It is incomprehensible [that] the
strengthened by reworking of the adhesive glue bonding continuing air flow loads on the pieces of the broken canopy
between the inner and outer canopy frame’. frame attached to that section wrenched the shoot bolts out
The AAIB concluded that the canopy of the aircraft of their roller lugs, as… described in the [AAIB] analysis. Any
suffered a catastrophic failure in flight due to fatigue cracking airflow during forward flight will create strong forces directed…
of the acrylic transparency. The cracking was initiated by aft, which will force the locking mechanism into the locked
differential forces acting on the canopy frame, induced by position and not open it.
inadequate bonding between the inner and outer frame. This, ‘Taking all facts into account, especially the undamaged
in turn, caused localised stresses being imparted into the shoot bolts and lugs, it is most probable that the canopy
transparency, presenting conditions which promoted fatigue was not completely locked prior to the flight and the locking
crack development. This resulted in a catastrophic failure of mechanism opened completely at some point, due to air loads
the canopy when cracks reached a critical length. and vibration. Even if one would expect that such an event
However, the Bundesstelle für Flugunfalluntersuchung would more likely occur during aerobatic flight, it is anything
(BFU, the German Federal Bureau of Accident Investigation) but unlikely during level flight. Finally, the draft does not
representing the state of design and manufacture, does include any facts which contradict this scenario”. Considering
not agree with the analysis resulting in a scenario of a the cockpit design and the experience of the pilot, the BFU
canopy failure in flight, due to fatigue cracking of the acrylic agreed that it is quite unlikely that the pilot opened the
transparency. In its rebuttal of the AAIB’s conclusions, it said canopy inadvertently.
Things get hot for Ikarus

Aircraft Type: Ikarus C42 FB80 Bravo of 1,300ft before turning to the south left the aircraft. The airfield RFFS arrived
Date & Time: 8 December 2022 at 1150 once it had left the ATZ. Shortly after at the aircraft and, having been briefed by
Commander’s Flying Experience: the southerly turn, both occupants the pilot that the lithium-ion main battery
NPPL, 107 hours (of which 101 were observed smoke in the cabin, which the had caught fire, discharged two CO2
on type) pilot later described as ‘very bad’. He extinguishers onto the battery, which was
Last 90 days: 0 hours selected the battery master switch to still burning. They then removed the burnt
Last 28 days: 0 hours OFF, however smoke continued to fill the battery pack from the aircraft.
cabin. The pilot positioned the aircraft The investigation did not identify
The pilot was intending to make a short for a downwind landing on the departure the cause of the battery fire, but found
local flight to maintain flying currency. runway, whilst his passenger managed to that the location of the battery within
He was accompanied by an instructor, open the upwards-opening cabin door, the cabin was a contributory factor in
who was sitting in the right seat and was which he held a few inches ajar, allowing exposing the pilot and his passenger
a passenger for the flight. The preflight most of the smoke to be sucked outside to the hazards generated by the fire. A
check, engine start and pre-takeoff the cabin. similar airborne battery fire to the same
checks were normal. The aircraft took The aircraft landed downwind and aircraft type and lithium-ion battery type
off from Runway 28 Left at Headcorn rolled to a stop. The pilot shut the engine was found to have occurred in Germany,
Aerodrome and climbed to an altitude down and both occupants then promptly resulting in the destruction of the aircraft.
Slow in a Sukhoi
Aircraft Type: Sukhoi SU-29 field to the side of the runway. The passenger was able
Date & Time: 16 September 2023 at 1310 to free herself from the aircraft, but the pilot required
Commander’s Flying Experience: PPL, 1,950 hours assistance. Both escaped with only minor injuries.
(of which 600 were on type) The pilot reported that he did not know what
Last 90 days: 5 hours happened and believed there was nothing wrong with
Last 28 days: 5 hours the aircraft. He thought he must have let the airspeed
reduce on short final. He reported he had been flying
The aircraft was making an approach to Runway 09 the aircraft for fifteen years so could not understand why
at Andrewsfield Aerodrome. The pilot sat in the rear he would have allowed this to happen. The passenger
seat and the passenger, who was a recently qualified reported that the approach had seemed normal until the
pilot, sat in the front. Airfield CCTV showed that as the wing dropped.
aircraft approached the runway the left wing dropped. ‘It is likely the airspeed reduced on short final causing
The wingtip struck the ground causing the aircraft to the left wing to stall and the aircraft to roll to the left,’
cartwheel and it came to rest inverted in a ploughed concluded the AAIB.

Safety Matters
Swift versus Pigeon

Aircraft Type: Skyranger Swift 912 to the left to avoid it. He estimated field and blood on the propeller.
Date & Time: 25 September 2023 that the heron missed the aircraft’s The pilot reported that he had been
at 1012 windscreen by inches, but as it trained to self-brief on actions in the
Commander’s Flying Experience: passed over the windscreen he heard event of an engine failure before
PPL, 535 hours (of which 460 were another bird hit the propeller. The every takeoff and he had done so on
on type) engine coughed for a few seconds this occasion, planning to turn to the
Last 90 days: 18 hours but continued to run. However, he right if necessary, knowing there was
Last 28 days: 6 hours realised the loss of power meant a large field in that direction.
he was not going to clear the trees Several days after the accident the
The pilot was taking off from a large ahead. He turned slightly to the right pilot discovered that a fountain in an
field approximately one mile south to avoid the tallest trees and focused adjacent pond was on a timer and it
of Dunstable. Shortly after becoming on maintaining airspeed. Just prior to had switched on at approximately the
airborne, he saw a heron flying on an contact he switched off the engine. same time he had been taking off. He
intercepting course. He was expecting The aircraft settled on a hedgerow. believed the noise from the fountain
the bird to change course but when it The pilot was not injured and was able had scared the birds and caused
became obvious they were about to to exit the aircraft via a ladder. He them to take flight just as he was
collide, the pilot banked the aircraft found the remains of a pigeon in the taking off.
Sirius misjudgement
Aircraft Type: TL-3000 Sirius 600 the runway was ‘somewhat impaired’. Despite the
Date & Time: 10 August 2023 at 0800 poor acceleration, the takeoff was continued and the
Commander’s Flying Experience: NPPL, 252 hours aircraft briefly left the ground but settled back on the
(of which 49 were on type) runway twice, before becoming airborne much further
Last 90 days: 24 hours down the runway than anticipated. Once airborne the
Last 28 days: 4 hours aircraft ‘would not accelerate’ and the stall warning
horn sounded continuously. Having only attained a
The pilot intended to fly to Blackpool Airport with a height of ten to fifteen feet, the aircraft rolled to the
passenger. He elected to take off using the slightly left and struck the ground. Damage to the aircraft was
uphill Runway 26, as the wind was calm and the extensive and hindered the pilot’s egress from the
runway was aligned with his intended direction of wreckage, but only minor injuries were sustained by
travel. The temperature was 21°C, the dewpoint 16°C the pilot and passenger, who were both wearing full
and the aircraft’s weight and centre of gravity were harnesses.
within limits. On application of full power, the pilot No definitive cause was established for the aircraft’s
reported that the engine rpm indicator and engine poor acceleration, but the use of a ‘stop-go’ point and
sound were consistent with the engine delivering takeoff decision making is covered in the UK CAA’s GA
full power, but he noticed that the acceleration along update of January 2023.
Bad day for Businessliner

Aircraft Type: Cessna 402 although the door was securely runway and vacate the cockpit without
Businessliner closed. The pilot elected to return assistance.
Date & Time: 7 August 2023 at 1757 to the airfield to restow the handle. The reported weather at 1800, three
Commander’s Flying Experience: As the aircraft approached the minutes after the accident, gave a
CPL, 5,747 hours (of which 1,911 were flare it experienced what the pilot recorded wind velocity of 110°/14kt,
on type) described as a ‘strong windshear/ with visibility greater than 10km and
Last 90 days: 110 hours downdraft’ which resulted in a heavy there were towering cumulus and
Last 28 days: 34 hours landing on the nosewheel and cumulonimbus clouds in the vicinity of
starboard main wheel. The heavy the airfield. While the pilot was aware
The pilot reported that, after landing caused the right propeller to of the cumuliform clouds in the vicinity
departure, he heard a ‘high pitched strike the ground and the starboard of the airport, he had not expected
whistling sound’ coming from the crew wing to fail, adjacent to the engine them to cause windshear and was
door. He diagnosed that it came from cowling. The pilot was able to unable to prevent the heavy landing
the external handle not sitting flush, steer the aircraft to the edge of the that ensued.

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Calendar
Compiled by Paul Fiddian
To see the
monthly calendar
online, visit
www.pilotweb.aero
Remember to check with the organiser before setting out – events may be changed at short notice
UNITED 21 Bicester Heritage,

Oxfordshire, Bicester Scramble,
11-12 Popham, Hants,
British Aerobatics Get into
24-26 Manston, Kent,
LAA Kent Strut Fly-in,
KINGDOM bicesterheritage.co.uk/events Aeros weekend, polarhelicopters.co.uk
21 K2 Crawley, West Sussex, aerobatics.org.uk/events 24-27 Wingland, Lincs,
MARCH 2024 Gatwick Aviation Enthusiast Fair, 11-12 South Yorkshire Aircraft Wacky Weekend 1,
30 Breighton, N Yorks, threshold.aero/fairs Museum, Doncaster, S Yorks, winglandairfield.wordpress.com
RAC Night Photoshoot, 25-28 Compton Abbas, Dorset, Canberra 75th 25 East Kirkby, Lincs,
realaero.com/bugle.html Spitfires at Compton, Anniversary weekend, Vintage Festival,
30 Cotswold Airport, Glos, southyorkshireaircraftmuseum.
comptonairfield.com/events/ lincsaviation.co.uk/events/
‘Still Going Strong’ Buccaneer org.uk/canberra75
27 Breighton, N Yorks, 25 Perth, Perth and Kinross,
30th Anniversary event, the- 11-12 Stow Maries, Essex,
Bücker Jungmann Fly-in, VPAC Northern Fly-in,
buccaneer-aviation-group.com Auster Club Fly-in,
30 Sywell Aviation Museum, realaero.com/bugle.html vintagepiper.co.uk/events/
27 Turweston, Northants, austerclub.org/event/stow-maries/ 25-26 Old Warden, Beds,
Sywell, Northants, 12 Kenyon Hall, Lancs, Lancs
Grand Opening, VAC Spring Fly-in, vintageaircraft Shuttleworth D-Day Weekend,
club.org.uk/calendar.php Aero Club & LAA NW Strut Spring shuttleworth.org/events/
sywellaviationmuseum.org.uk Fly-in, lancsaeroclub.co.uk
31 Sleap, Shropshire, 25-27 Sandown, IOW,
MAY 2024 12 Old Warden, Beds, Best of Spamfield 2024,
Flour-bombing contest,
2-5 Compton Abbas, Dorset, British Air Show, shuttleworth.org/ eghn.org.uk/calendar
shropshireaeroclub.com/events
Spitfires at Compton, product/best-of-british- 2024/ 25-31 Gwernesney,
comptonairfield.com/events/ 16 Popham, Hants, Evening Fly- Monmouthshire,
APRIL 2024
in & BBQ, popham-airfield.co.uk/
6-7 Dunstable, Beds, British 3-5 Sleap, Shropshire, VGC UK National Rally,
events-calendar-2024
Aerobatics Dan Smith Memorial British Aerobatics Icicle Trophy, uskgc.co.uk/vgc-rally-2024
Trophy, aerobatics.org.uk/events 16-19 Oban, Scotland,
aerobatics.org.uk 25-2 Jun Lasham, Hants,
7 North Coates, Lincs, Whirlybird Grumman Owners & Pilots
4 Boscombe Down Aviation BGA 18m Standard & 20m
Sunday (helicopter & autogyro Association Europe Fly-in, aya.org
Collection, Old Sarum, Wilts, Multi-seat Class National
fly-in), northcoatesflyingclub.com/ 17-18 Wycombe Air Park, Bucks,
Aero Jumble, Competitions, members.gliding.
flying-events/ Private Flyer Fest London and
boscombedownaviationcollection Air-Britain Fly-in, privateflyershow. co.uk/competitions/
12-13 Compton Abbas, .co.uk 26 Henstridge, Somerset,
Dorset, Spring Vintage Fly-in, com/uk/, Air-Britain.com/web/fly-in
4 Carrickmore, County Tyrone, 18 Abingdon, Oxfordshire, LAA Wessex Strut Fly-in,
comptonairfield.com/events NI, Fly-in & Family Fun Day, henstridgeairfield.com/events-at-
13 RAF Manston History Air & Country Show,
facebook.com/CmoreFlying abingdonairandcountry.co.uk henstridge/
Museum, Manston, Kent, School/ 26 Kirkbride, Cumbria,
Open Cockpits Weekend, 18 Breighton, N Yorks, Moth
4-5 Popham, Hants, Fly-in, realaero.com/bugle.html Open Day & Fly-in,
rafmanston.co.uk/events/
Microlight Trade Show, 18 Chard, Somerset, kirkbrideairfield.weebly.com
14 Chard, Somerset, Historic
Helicopters Open Day, bmaa.org/information-library/ Historic Helicopters Open Day, 26 Stow Maries, Essex,
historichelicopters.com events historichelicopters.com Wings and Wheels,
20 Bodmin, Cornwall, 5 Easter Airfield, Ross-shire, 18 Sutton Meadows, Cambs, stowmaries.org.uk/events
Cornish Pasty Fly-in, Spring Fly-in, easterairfield.co.uk Fly-in and BBQ, 31-1 Jun Glenforsa, Mull,
bodminairfield.com/events/ 5 IWM Duxford, Cambs, VE Day cambsmicrolightclub.co.uk 52nd Annual Fly-in,
20 Sleap, Shropshire, VPAC Flying Day, iwm.org.uk/airshows 18-19 Bodmin, Cornwall, glenforsa.com/airfield
Fly-in, vintagepiper.co.uk/events/ 6 Popham, Hants, VAC & HAAF Vintage Aircraft Club Fly-in, 31-2 Jun North Weald,
20 Sofitel, London Heathrow Fly-in, vintageaircraftclub.org.uk/ bodminairfield.com Essex, D-Day 80 North Weald
Terminal 5, Middlesex, calendar.php 18-19 Fenland, Lincs, Embarcation, dday-80.co.uk
Pilot Careers Exhibition, 11-12 Compton Abbas, British Aerobatics Fenland & 31-2 Jun Ragley Hall,
pilotcareernews.com/live/ Dorset, Pooley’s Air Weekend, McLean Trophies, Warks, Midlands Air Festival,
london-2024/ comptonairfield.com/events/ aerobatics.org.uk/events midlandsairfestival.com
Air-Britain’s traditional
fly-in will this year be part
of Private Flyer Fest at
Wycombe Air Park
on 17-18 May
The Historic Aircraft

PHOTO: PAUL FIDDIAN
Collection’s stunning
Hawker Fury that will
make its Old Warden
debut (and post-
pandemic return)
on 12 May

Calendar
JUNE 2024
1 Halfpenny Green-
Wolverhampton, W Midlands,
Gyro Record-Breaker 2024,
britishrotorcraftassociation.org/
PHOTO: UK MOD © CROWN COPYRIGHT 2024

events
1-2 Compton Abbas, Dorset,
McAully, Newbold & Don
Henry Trophies,
aerobatics.org.uk/events
1-2 IWM Duxford, Cambs,
Duxford Summer Air Show:
D-Day 80, iwm.org.uk/airshows
1-2 Paignton seafront,
S Devon, English Riviera Airshow,
englishriviera.co.uk/whats-on/
2 Old Warden, Beds, Military Air
Show, shuttleworth.org/product/
military-weekend- 2024/
2 Popham, Hants, Jodel Fly-in, 15-16 South Yorkshire Aircraft North Weald-based Yellowjacks Gnat T1 ‘XR992’ that
popham-airfield.co.uk/events- Museum, Doncaster, S Yorks, recently flew with the Red Arrows to launch the team’s
calendar-2024 Open Cockpits Weekend, sixtieth anniversary season
5 Upottery, E Devon, southyorkshireaircraftmuseum.
D-Day 80 Embarcation Camp, org.uk/canberra75
dday-80.co.uk 15-23 Aston Down, Glos, JULY 2024 13-14 Rufforth, N Yorks,
7-9 Guernsey Airport, Guernsey, Standard, 15m & Open Class 5-6 Leeds East Airport Flexwing Fly-in Weekend, bmaa.
CI, 50th Guernsey Air Rally, National Competitions, members. (Church Fenton), N Yorks, org/information-library/events
guernseyaeroclub.com/air-rally/ gliding.co.uk/competitions/ Private Flyer Fest (North), 13-14 Southport Seafront,
8 Stow Maries, Essex, 16 Priory Farm, Norfolk, privateflyershow.com/uk/leeds/ Merseyside, Southport Airshow,
Summer Skies Fly-in, Father’s Day Fly-in and BBQ, 5-7 Headcorn, Kent, visitsouthport.com
flypfa.co.uk/diary.html Battle of Britain Airshow, 18 Popham, Hants, Evening Fly-
stowmaries.org.uk/events
17-21 Parham, Suffolk, bobairshow.co.uk in & BBQ, popham-airfield.co.uk/
8 Sywell, Northants, VPAC 40th
José Weiss 115 Rally, 5-7 Teignmouth seafront, events-calendar-2024
anniversary Fly-in,
vintagegliderclub.org/events/ S Devon, Teignmouth Airshow, 18-21 Compton Abbas,
vintagepiper.co.uk/events/ teignmouthairshow.co.uk
8-9 Breighton, N Yorks, 18-23 Manston, Kent, British Dorset, Spitfires at Compton,
Open Paramotor Championships, 6 Northrepps, Norfolk, comptonairfield.com/events/
VAC 60th Birthday Northern VPAC Eastern Fly-in,
Celebration, vintageaircraftclub. ppgcomps.co.uk/championships/ 19-21 RAF Fairford, Glos,
20-23 Compton Abbas, vintagepiper.co.uk/events/ Royal International Air Tattoo,
org.uk/calendar.php 6-7 City of Norwich Aviation
8-9 Lee-on-Solent, Hants, Dorset, Spitfires at Compton, airtattoo.com
comptonairfield.com/events/ Museum, Norfolk, Wings &
D-Day 80 at Daedalus, 20 Bodmin, Cornwall, Ladies
21-28 Camphill Farm, Wheels, cnam.org.uk/event-cnam/
montserratevents.co.uk/events 6-7 Swansea Bay, Day Fly-in, bodminairfield.com
8-9 Manchester Derbyshire, Camphill Vintage 20 Branscombe, Devon,
Rally, vintagegliderclub.org/ Glamorgan, Wales Airshow,
Barton Aerodrome, Gtr walesnationalairshow.com LAA Devon Strut Fly-in,
Manchester, Barton Fly-in, events/ devonstrut.co.uk/Events
6-14 Shenington, Oxfordshire,
22 Farway Common, Devon, 20 Leicester, Leics,
friendsofbartonaerodrome.org.uk BGA Shenington Regionals
LAA Devon Strut Fly-in, Auster and Beagle Fly-in,
8-9 Old Warden, Beds, de Competition, members.gliding.
devonstrut.co.uk/Events austerclub.org/events/
Havilland Weekend, dhmothclub. co.uk/competitions/
22-23 Draycot Farm, Swindon, 20 Old Warden, Beds, Summer
co.uk/calendar-of-events/ 10-14 Sywell, Northants, British
Great Draycot Farm Fly-in, Evening, shuttleworth.org/
9 RAF Cosford, Shropshire, Aerobatics Open Championship,
draycotaerodrome.com open.aerobatics.org.uk product/summer-evening-2024/
RAF Cosford Air Show,
22-23 Easter Airfield, 11-14 Goodwood, W Sussex, 20-21 North Coates,
cosfordairshow.co.uk Ross-shire, Summer Fly-in,
13 Popham, Hants, Evening Festival of Speed, Lincs, Wings & Wheels,
easterairfield.co.uk goodwood.com northcoatesflyingclub.com/flying-
Fly-in & BBQ, popham-airfield. 22-23 Newark Air Museum,
co.uk/events-calendar-2024 12-14 Saltby, Lincs, Saltby Open events/
Notts, Cockpit-Fest & Aeroboot/ Championship,
13 St Peter Port, Guernsey, 20-21 Sleap, Shropshire, 1940s
Aerojumble, newarkairmuseum. aerobatics.org.uk/events
CI, Battle of Britain Air Display, Weekend, shropshireaeroclub.
org/2023-24_Special-Events 12-14 Sleap, Shropshire,
guernseyairdisplay.com com/events
22-23 Sywell, Northants, SleapKosh, shropshireaeroclub.
13-15 Sywell, Northants, 20-28 Dunstable, Beds, BGA
Sywell Airshow, com/sleapkosh
Aero Expo 2024, sywell2024.co.uk Dunstable Regionals Competition,
aeroexpo.co.uk 13 AAC Middle Wallop, Hants, members.gliding.co.uk/
22-30 Bidford, Warks, Wallop Wheels and Wings,
14-16 Leicester Airport, Leics, BGA Bidford Regionals competitions/
armyflying.com/what-s-on/events/ 22-26 Farnborough, Hants,
Duxford & Nathaniel Alony Competition, wallop-wheels-wings-2024/ Farnborough International
Trophies, aerobatics.org.uk/ members.gliding.co.uk/ 13 Breighton, N Yorks, Airshow, farnboroughairshow.com
events competitions/ Summer Fly-in & BBQ,
14-16 Weston Park, Shropshire, 27-30 Compton Abbas, 25-28 Compton Abbas,
realaero.com/bugle.html
International Model Air Show, Dorset, Spitfires at Compton, Dorset, Spitfires at Compton,
13 Concorde Conference
airshowinternational.co.uk comptonairfield.com/events/ Centre, Manchester Airport, comptonairfield.com/events/
15 Bodmin, Cornwall, 28-30 Old Warden, Beds, Gtr Manchester, 26 IWM Duxford, Cambs,
Grasshopper Gathering (D-Day Festival of Flight, Pilot Careers Exhibition, The Americans Flying Day,
80 and Military Wings & Wheels), shuttleworth.org/product/fof24/ pilotcareernews.com/live/north/ iwm.org.uk/airshows
bodminairfield.com 29-30 Heveningham 13 Westonzoyland, Somerset, 27 Kenyon Hall, Lancs,
15 Blackbushe, Hants, Hall, Halesworth, Suffolk, WZ Flying Club Fly-in, Lancashire Aero Club & LAA
Air Day, blackbusheairday.com Heveningham Concours, westonzoylandflyingclub.co.uk/ NW Strut Summer Fly-in,
15 Sleap, Shropshire, countryfair.co.uk events.php lancsaeroclub.co.uk
Helicopter Fly-in, 30 The Helicopter Museum, 13-14 Avro Heritage Museum, 27-28 Runway Visitor
shropshireaeroclub.com/events Weston-super-Mare, Somerset, Woodford, Gtr Manchester, Park, Manchester Airport,
15-16 Headcorn, Kent, American Cockpits Open Day, Wings & Wheels Gtr Manchester, Aviation
Stampe Club International helicoptermuseum.co.uk/events. avroheritagemuseum.co.uk/ Memorabilia Fair, tasmanchester.
Fly-in, stampeclub.com html events com/tasrvpevents2024

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Calendar
13-14 NAS JRB Fort Worth,

Texas, USA, Wings over Cowtown
Air Show, navymwrfortworth.com/
event/airshow
17-20 Friedrichshafen,
Germany, Aero Friedrichshafen,
aero-expo.de
PHOTO: ANDREW MARCH
18-21 Corowa Airport, NSW,

Australia, AAAA 50th Anniversary
National Fly-in,
antique-aeroplane.com.au/events
20 Perpignan, Occitanie,
France, Aeropyrenees Open
Day & Air Show, aeropyrenees.
com/2023/11/10/apyjpo2024/
Microlights of all kinds 10-11 Blackpool seafront, 24-27 Wingland, Lincs, 20-21 Joint Base Charleston,
will once again converge Lancs, Blackpool Air Show, Wacky Weekend 2, Charleston, South Carolina,
at Popham on 4-5 May visitblackpool.com winglandairfield.wordpress.com USA, Heroes of Flight,
10-11 Compton Abbas, Dorset, 24-31 Sutton Bank, N Yorks, jbcharleston.com/airshow
Golden Age of Aviation Air Show, Slingsby Rally and Yorkshire 20-21 Orlando Sanford
27-28 Old Buckenham, Norfolk, comptonairfield.com/events/ Gliding Club 90th Anniversary, International Airport, Sanford,
Old Buckenham Airshow, 11 Old Warden, Beds, Family Air vintagegliderclub.org/events/ Florida, USA, Central Florida
oldbuckenhamairshow.com Show, shuttleworth.org/product/ 25 Little Gransden, Beds, Air & Space Show,
27-28 Popham, Hants, Bristell family-weekend-2024/ Air & Car Show, airandspaceshow.com
and SportCruiser Fly-in, 15 Popham, Hants, Evening Fly- littlegransdenairshow.co.uk 21 Sabadell Airport, Barcelona,
popham-airfield.co.uk/events- in & BBQ, popham-airfield.co.uk/ 26 East Kirkby, Lincs, Spain, Fundació Parc Aeronàutic
calendar-2024 events-calendar-2024 Warbirds of WW2, de Catalunya Open Day
27-3 Aug Deenethorpe, 15-18 Compton Abbas, lincsaviation.co.uk/events fpac.org/calendari/
Northants, FAI World Dorset, Spitfires at Compton, 29-31 Bournemouth seafront, 27 Kadena AB Okinawa
Microlight Championships, comptonairfield.com/events/ Dorset, Bournemouth Air Festival, Prefecture, Japan, AmericaFest
wmc2024.com
15-18 Eastbourne seafront, bournemouthair.co.uk 27-28 Plasy, Plzeň, Czech
27-4 Aug Husbands
E Sussex, Airbourne-Eastbourne 29-1 Sep Compton Abbas, Republic, A Day in the Air,
Bosworth, Leics,
International Airshow, Dorset, Spitfires at Compton, denvevzduchu.cz
BGA HusBos Challenge Cup,
members.gliding.co.uk/ visiteastbourne.com/airshow/ comptonairfield.com/events/ 27-28 Sheppard AFB, Wichita
competitions/ 17 IWM Duxford, Cambs, 30-1 Sep Foxlands Farm, Falls, Texas, USA, Sheppard AFB
Duxford Flying Evening, Cosby, Leics, The Victory Show, Air Show, sheppardairshow.com
AUGUST 2024 iwm.org.uk/airshows thevictoryshow.co.uk 27-28 West Sale Airport,
2-4 Breighton, N Yorks, 17 Old Warden, Beds, VAC 30-1 Sep Leicester Gippsland, Australia,
Golding Barrett, Roy Legg 60th Birthday Southern Fly- Airport, Leics, LAA Rally, Anzac Weekend Airshow,
& Cavendish Trophies, in, vintageaircraftclub.org.uk/ lightaircraftassociation.co.uk saleairshow.com.au
aerobatics.org.uk/events calendar.php 31 IWM Duxford, Cambs, 28 Sligo, County Sligo, Ireland,
3 Dunkeswell, Devon, 17 Popham, Hants, RV Fly-in, 19 Squadron Flying Day, Breakfast Fly-in, sligoairport.com
LAA Devon Strut Fly-in, popham-airfield.co.uk/events- iwm.org.uk/airshows
devonstrut.co.uk/Events calendar-2024 31-1 Sep Old Warden, Beds, MAY 2024
3 East Kirkby, Lincs, East Kirkby 17 Sleap, Shropshire, RV Fly-in, Proms Weekend, shuttleworth. 3-5 Monroe Regional Airport,
Air Show, lincsaviation.co.uk shropshireaeroclub.com/events org/product/proms-weekend- Monroe, Louisiana, USA,
3-4 Newark Air Museum, Notts, 17-18 Leicester Airport, Leics, 2024/
Red, White and Blue Airshow,
Lightning 70th Anniversary event, Gunpowder & Intermediate redwhiteandblueairshow.com
newarkairmuseum.org/2023- Challenge Trophies, OVERSEAS 3-5 Santiago de la Ribera, San
24_Special-Events aerobatics.org.uk/events Javier, Murcia, Spain, Festival
3-10 Manston, Kent, FAI 17-25 Husbands Bosworth, APRIL 2024 Aéreo internacional, facebook.
World Paramotor Endurance Leics, BGA Junior Nationals 5-6 Ballyboy Airfield, County com/FestivalAereoSanJavier/
Championships, ppgcomps.co.uk/ Competition, members.gliding. Meath, Ireland, Private Flyer Fest 3-5 Vero Beach Regional
championships/ co.uk/competitions/ Ireland, privateflyershow.com/ Airport, Vero Beach, Florida,
3-11 Nympsfield, Glos, BGA Club 18 Stow Maries, Essex, ireland/
USA, Vero Beach Air Show,
Class Nationals Competition, 6 Temora, NSW, Australia,
Propwash: Festival of the Air, veroairshow.com
members.gliding.co.uk/ Showcase Day, aviationmuseum.
stowmaries.org.uk/events com.au/upcoming-events/ 4 Abilene Regional Airport,
competitions/ 18 The Helicopter Museum, Abilene, Texas, USA, Big Country
4 Lundy island, off N Devon 6-7 Maxwell AFB, Montgomery,
Weston-super-Mare, Somerset, Alabama, USA, Beyond the Air Fest, bigcountryairfest.org
coast, Lundy Sunday Fly-in, World Helicopter Day, 4 Langenthal/Bleienbach,
bodminairfield.com Horizon Air & Space Show,
helicoptermuseum.co.uk/events. maxwell.af.mil/Beyond-the- Switzerland, Pilatus PC-6 65th
4 Newtownards, County
html Horizon/ Anniversary Fly-in,
Down, NI, Open Day & Fly-
18-25 Pocklington, E Yorks, 6-7 Randolph AFB, Joint yetiflyers.ch/events.html
in, ulsterflyingclub.com/2017/
BGA Two-Seater competition, Base San Antonio, Texas, 4-5 Panama City Beach,
openday/ USA, The Great Texas Airshow,
6 Popham, Hants, Honourable members.gliding.co.uk/ Panama City, Florida, USA,
competitions/ greattexasairshow.com Gulf Coast Salute Air Show,
Company of Air Pilots Picnic, 7 Cuatro Vientos Airport,
popham-airfield.co.uk/events- 22-23 Clacton seafront, visitpanamacitybeach.com/
Essex, Clacton Airshow, Madrid, Spain, Fundación Infante events/
calendar-2024 de Orleans Flying Day, fio.es
9 Turweston, Northants, clactonairshow.com 5 Bealeton, Virginia, USA,
24 Breighton, N Yorks, G-George 9-14 Lakeland Linder Regional Flying Circus Airshow (and
Gathering of Moths, dhmothclub. Airport, Lakeland, Florida, USA,
co.uk/calendar-of-events/ Day, realaero.com/bugle.html each Sunday until 27 Oct),
Sun ‘n Fun Aerospace Expo,
9-11 Ashton Court, Bristol, 24 Henstridge, Somerset, flysnf.org flyingcircusairshow.com/schedule.
Bristol Balloon Fiesta, Wings and Wheels, 9-14 Santiago International html
bristolballoonfiesta.co.uk wingsandwheelshenstridge.com Airport, Santiago, Chile, 5 Cuatro Vientos Airport,
10 Buttermilk Hall Farm, 24-25 South Yorkshire Aircraft FIDAE 2024, fidae.cl Madrid, Spain, Fundación Infante
Northants, Beagle Annual Bash, Museum, Doncaster, S Yorks, 13 Birr, County Offaly, Ireland, de Orleans Flying Day, fio.es
bpbc.uk/annual-events/ Open Cockpits Weekend, Breakfast Fly-in, 5 MCAS Iwakuni, Yamaguchi
10 Oaksey Park, Glos, VPAC southyorkshireaircraftmuseum. flyinginireland.com/event/birr- Prefecture, Japan,
Fly-in, vintagepiper.co.uk/events/ org.uk breakfast-fly-in-2/ Friendship Day

Calendar
5 Twente, Netherlands, Aero 25-26 Augusta Regional Airport, 1-2 Terre Haute Regional 9 RDAF Aalborg, Denmark,
Club 60th Anniversary Fly-in, nvav. Augusta, Georgia, USA, Augusta Airport, Terra Haute, Indiana, Danish Air Show,
nl/activiteiten/fly-vliegveld-twente Air Show, augustaairshow.com USA, Terre Haute Air Show, forsvaret.dk/danishairshow
11 Muret-Lherm, Toulouse, 25-26 Central Coast facebook.com/terrehauteairshow 14-16 Greenwood Lake Airport,
France, AirExpo, airexpo.org Airport, NSW, Australia, 1-2 Pardubice Airport, West Milford, New Jersey, USA,
11 Oostwold, Groningen, Central Coast Airshow, Pardubice, Czech Republic, Greenwood Lake Air Show,
Netherlands, Pancake Fly-in, centralcoastairshow.com.au Aviatická Pouť, facebook.com/ greenwoodlakeairshow.com
oostwold-airport.nl/pancake-fly-in/ 25-26 Gap-Tallard, Provence- aviaticka.pout.pardubice 14-16 Rickenbacker
11-12 Antwerp International Alpes-Côte d’Azur, France, 2 Cuatro Vientos Airport, International Airport, Columbus,
Airport, Flanders, Belgium, Meeting Aérien, Madrid, Spain, Fundación Infante Ohio, USA, Columbus Air Show
Stampe Fly-in, stampeclub.com/ meeting-aerien-gap-tallard.com de Orleans Flying Day, fio.es 2024, columbusairshow.com
events--news.html 25-26 Jones Beach State 2 Holloman AFB, Alamogordo, 15-16 CFB Borden, Ontario,
11-12 Fort Lauderdale, Florida, Park, Wantagh, New York, New Mexico, USA, Legacy of Canada, CFB Borden Armed
USA, Bethpage Air Show, Forces Day, bordenairshow.ca
USA, Fort Lauderdale Air Show, Liberty Air Show, holloman.af.mil/
bethpageairshow.com 15-16 Gilze-Rijen Air Base, North
fortlauderdaleairshow.com Home/2024-Air-Show/
25-26 South Beach, Miami Brabant, Netherlands, Wings &
11-12 MCAS Cherry Point, 2 Kjeller flypass, Skedsmo,
Beach, Florida, USA, Miami Wheels, classicwings-wheels.nl
North Carolina, USA, Beach Air & Sea Show, Norway, Kjeller Flyday,
MCAS Cherry Point Air Show, flydagen.no 15-16 Grant County International
usasalute.com Airport, Moses Lake,
cherrypointairshow.com 25-26 Stephens County 2-15 Hutchinson, Kansas,
12 Biel-Kappelen, Berne, USA, Pan-American Gliding Washington, USA, Moses Lake
Airport, Breckenridge, Texas, Air Show, moseslakeairshow.com
Switzerland, Ex-Swiss military USA, Breckenridge Airshow, Championship, fai.org/events
fly-in, lszp.ch/fly-in-2024 5-9 Berlin ExpoCenter Airport, 15-16 La Crosse Regional
breckenridgeairshow.com Airport, La Crosse, Wisconsin,
15-22 Strausberg Airport, 25-26 Warnervale Airport, Schönefeld, Germany,
Brandenburg, Germany, ILA Berlin Air Show, ila-berlin.de USA, Deke Slayton Airfest,
Warnervale, NSW, Australia, airfest.com
Grunau Baby meet, Central Coast Airshow, 6-8 Lyon-Bron, Auvergne-
fliegerclub-strausberg.de/ Rhône-Alpes, France, 15-16 Liepājā International
centralcoastairshow.com.au Airport, Liepājā, Latvia,
grunau-baby-treffen 26 Karlstadt-Saupurzel, Bavaria, France Air Expo - Salon de
Baltic International Airshow,
17-18 Illinois Valley Regional Germany, Saupurzel Fly-in, wpr. l’Aviation Générale Lyon,
balticairshow.com
Airport, Peru, Illinois, USA, lsck.de/saupurzel-fly-in-2024/ franceairexpo.com
15-16 Old Rhinebeck
TBM Avenger Gathering, 28-30 Geneva Airport, 6-9 Kjevik, Kristiansand,
Aerodrome, New York, USA,
tbmreunion.org Switzerland, European Business Norway, Nordic Europa Fly-in,
Aviation Convention & Exhibition History of Flight (Sat) & World
17-19 Portland-Hillsboro theeuropaclub.org/events War I (Sun) Air Shows,
Airport, Hillsboro, Oregon, USA, (EBACE), ebace.aero/2024/ 7-9 Midden Zeeland, Zeeland,
29-2 Jun Djerba–Zarzis oldrhinebeck.org/airshows
Oregon International Air Show, Netherlands, Fun Fly-in, [+ each weekend until 20 Oct]
oregonairshow.com International Airport, Djerba, funflyin.nl
Tunisia, IADE Tunisia 2024, 15-16 Stavanger Sola Airport,
18 CFB Comox, British 8 Fassberg Air Base, Lower Sola, Norway, Sola Airshow,
Columbia, Canada, Spectacle iadetunisia.com Saxony, Germany, Open Day,
30-2 Jun Kehl-Sundheim, solaairshow.no
Aérien, comoxairshow.com bundeswehr.de 15-16 Vaasa Airport, Vaasa,
18-19 Duluth International Kehl, Germany, Flying Days, 8 Höga Kusten, Sweden, 50th
kehler-flugtage.de Finland, Vaasa International
Airport, Duluth, Minnesota, anniversary airshow, facebook. Airshow, vaasaairshow.fi
USA, Duluth Air & Aviation Expo, 31-1 Jun Borlänge, com/hogakustenairport
Dalarna County, Sweden, 16 Sabadell Airport, Barcelona,
duluthairshow.com 8 Holzdorf Air Base, Spain, Fundació Parc Aeronàutic
EAA Fly-in, eaa.se
18-19 La Ferté-Alais, Cerny, Saxony-Anhalt, Germany, de Catalunya Open Day,
France, Fête Aérienne Les Temps Open Day, bundeswehr.de fpac.org/calendari/
JUNE 2024
des Hélices, letempsdeshelices.fr 1 Newcastle, KwaZulu-Natal, 8-9 Eesti Lennundusmuuseum, 21 Texel, North Holland,
19 Sabadell Airport, Barcelona, South Africa, Newcastle Air Tartu, Estonia, Estonian Aviation Netherlands, Sunset Fly-in,
Spain, Fundació Parc Aeronàutic Show, airshowsa.org.za Days, lennundusmuuseum.ee texelairport.nl/event/
de Catalunya Open Day 1-2 Amiens, Hauts-de-France, 8-9 Selfridge ANGB, Mt 21-22 Leszno-Strzyżewice,
fpac.org/calendari/ France, 20,000 Leagues Air Clemens, Michigan, USA, Leszno, Poland, Antidotum
25 Chambley, Grand Est, Show, aeroclub-picardie-amiens. Selfridge ANGB Open House & Airshow, antidotum.
France, Meeting Aérien com Air Show, teamselfridge.com lotniskoleszno.pl
du Grand-Est, helloasso. 1-2 Beja Air Base, Alentejo, 8-9 Spirit of St Louis Airport, 22-23 CFB Bagotville, Quebec,
com/associations/bleu-ciel- Portugal, Beja International Chesterfield, Missouri, USA, Canada, Bagotville International
organisation/ Airshow, emfa.pt Spirit of St Louis Air Show, spirit- Air Show, saibagotville.com
25 Texel, North Holland, 1-2 Saint-Hubert Airport, airshow.com 22-23 Davenport Municipal
Netherlands, Fly-in Cinema, Quebec, Canada, AeroSalon Air 9 Playa Poniente, Motril, Airport, Davenport, Iowa,
texelairport.nl/event/fly-in- Show, rcaf2024arc.ca/events- Granada, Spain, Festival Aéreo USA, Quad City Air Show,
cinema-2024/ landing/air-shows/ de Motril, motrilairshow.com quadcityairshow.com
Our aim is to make this

monthly calendar listing as
complete and up-to-date as
possible. We welcome news
of your air display, fly-in,
one-type gathering, rally, air
race, aerobatic competition
or any other ‘flying’
orientated event to which
visitors are welcome. Please
send us the date(s), event
PHOTO: PAUL FIDDIAN
name, location and website

where further up-to-date
information can be obtained.
Please do remember to let
us know if your event is
changed or cancelled.
Email details to:
German military airpower, including Airbus A400Ms and Tornados, will be showcased at the [email protected]
Fassberg and Holzdorf Open Days on 8 June

STREAM
The remarkable Stream tandem
BMAA Light Sport Microlight
O VED
APPR
W
NO TL-3000
SIRIUS
LAA Permit or BMAA Light Sport Microlight
OVED
APPR
TL-2000 W
NO
STING S4
PIPER TURBO LAA Permit or BMAA Light Sport Microlight
ARROW III (1977)
SPARKER
...we are working on it!
Light Sport Microlights are factory-built

This is a Scotland based aircraft that has just come out of a fresh
Annual Inspection.
For details and to see the STREAM in action, go to
Please call/email for full spec sheet.
www.stingaircraft.co.uk
Base data - TTAF 4947Hrs with Eng 1885Hrs
(plus full TOH @ 1224Hrs in 2009). Contact Peter 07905 709759 (Blackpool)
or Paul 07581 471146 (Midlands)
GBP£59,950 No VAT in the UK
TL-Sting (UK) Ltd
Please contact Derrick Ings at:
01747825378 or email [email protected]
CESSNA T206H - G-SEMR - 2006
!
ED
C
U
TT / Eng. 1210 Prop 150

D
RE
What a 'plane! One owner from new - always hangared.

Truly 9 out of 10 throughout. Completely original inside
and out. Full G1000 fit with King KAP140 and KR87 ADF.
A fantastic 6 seat brute of a machine, with large wheel
option.
The ultimate load lifting short-field aircraft.
NOW REDUCED TO
£320,000 + VAT
ROBIN DR400 MAJOR - G-BBAY - 1973

!
ED
C
U
TT 2744 Hrs Eng 563 Hrs (150HP)

D
RE
A real 9/10 aircraft, equiped with an excellent Garmin

stack of avionics. These Robin aircraft are a true joy to
fly, with outstanding helicopter-like visibility.
One of the best that you will find.
OFFERED AT
£67,500
CESSNA FR182 - N656JM - 1980

TT 3594 Eng 1830 Prop 91
This is a simply lovely example of one of Cessna's finest.
The Cessna 182 RG is a really hard act to follow. Fast,
comfortable, great short field performance and huge load
lifting capacity. This example has fantastic avionics
including JPI 760, engine monitor, G5, 430 and
stormscape and the jewel in the crown, it is fully de-iced.
RECENT ANNUAL
£115,000 NO VAT
ENSTROM 280FX - G-TTKP - 1993

!
ED
C
U
TT 880
D
RE
Now with new ARC, annual and straps! What a

machine - lovely inside and out, a real 9/10 helicopter.
Good times on all components, engine has recently
undergone a full top overhaul (still on straight oil). This
heli is a joy to fly - so solid and smooth and no
calendar life!
RECENT ANNUAL & FRESH STRAPS
£110,000 NO VAT
STRONG BUYERS FOR LIGHT AIRCRAFT - CASH WAITING.

Call David Morris 07711 197738
Email [email protected]
** PIPER ARROW 2 AND WARRIOR 3 COMING SOON **
CESSNA 206 - G-CLST - 1973

EW
N
TT 2735, ENG/PROP 5 HRS

This aircraft has just undergone a top to bottom rebuild - new paint, leather and interior.
Zero timed engine and prop, new avionics including G500TXI - GS and JPI engine monitor.
This wonderful workhorse is ready to go and presents like new.
VERY SERIOUS OFFERS CONSIDERED
ROBINSON R44 RAVEN2

A really mint example with 380 Hrs to run
and seven years on calendar. Garmin 750,
leather trim and bubble windows. An
absolute peach of a machine.
OFFERED AT
£159,995 NO VAT
RALLYE CLUB - G-AXGE - 1969

ER
FF
O
ER
Engine is calendar time expired, AF 2980

D
N
HRS
U
This aeroplane has a couple of months to

run on the annual but would benefit from
some cosmetic upgrades and repaint.
Great short field fun machine.
UNDER OFFER!
ALL AIRCRAFT CAN BE VIEWED AT OUR FACILITY IN CAMBRIDGESHIRE

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RENEWAL OF AN EXPIRED RATING Radio Licence, training and test, one full day, at Bournemouth.
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I Learned About Flying From That
ILAFFT
How long to hold?

Consternation in Kazakhstan
Words: Ross McMillan
E
very airline pilot settles The enormous Rolls-Royce Trent Some reasonable airports to the West
down after training to 895-17 or General Electric GE 90-85B but a long way off and certainly no BA
a hopefully stimulating engine intake cowls are the same presence nearby.
and satisfying career. diameter as a Boeing 737 fuselage. We were briefed on the usual
Experience brings I reported for work at ‘The Blue weather, navigation and NOTAM –
confidence and lots of spare Lagoon’ BA Flight Operations building Notices To Airmen warnings. As there
capacity for a relaxed operation at Heathrow in January 1998 for was early morning fog forecast at this
and pleasant day out. This is even an evening departure to Almaty in destination new for BA, I loaded lots
on short high workload hops or Kazakhstan. This was a new route of extra fuel. Two things are useless
into difficult challenging worldwide for BA, situated on the old silk trail in aviation – fuel left in the bowser
airports. However, every once in to China a short distance from the and runway behind you. After meeting
a while unforeseen circumstances Chinese border, near Urumqi. The the fourteen cabin crew we all bused
or events can build up to require a silk road followed the Northern out to the aircraft, G-VIIF for a night
concentration and ability to think edge of the mountains where takeoff before the Heathrow noise
clearly under pressure. Marco Polo trekked from Venice in curfew. The flight time for the 3,045
In January 1998 I had packed in a the 13th century. This fascinating nautical mile flight would be about
few months as a Captain on the then place is wedged up against the nine hours, and we had 350-plus
new British Airways Boeing 777-200 foothills of the Himalayas in central passengers on board.
fleet. The aircraft was a delight to fly Asia. There was an exciting mix The night flight route took us East
with many innovations on the flight of East and West here, with exotic across Lithuania, Vilnius and Belarus
deck including fly by wire controls. foods – including mountains of best into Russia. There was the usual
At a maximum takeoff weight of 243 caviar – and fabulous fur coats in ‘outer ring road’ of airways around
metric tonnes and length Moscow and then
209 feet with a wingspan Every once in a while, unforeseen out across the vast
of 199 feet, this was a seemingly endless
large widebody. In spite circumstances or events can build up expanse South East
of this, the handling
was light and precise.
to require a concentration and ability towards Kazakhstan,
passing places like
Lots of safety systems to think clearly under pressure Penza and Samara.
such as overbanking Weather reports of
protection and automatic rudder input the market. Having unshackled the possible alternates along the route
in the event of an EFTO – Engine previous Russian administration revealed mostly snow conditions
Failure on Take Off (switched off on fairly recently, there was a real Wild worsening. As dawn approached,
simulator checks!) The features on West atmosphere with new bars and we were crossing the Steppes of
the flight deck and throughout were restaurants everywhere stocked with Kazakhstan, passing quite close to the
on another level compared to the unlimited Russian vodka, all at very Russian cosmodrome at Baikonur. We
Boeing 747-400. There was automatic reasonable prices. briefed for our approach and landing
downloading of en route winds into In Europe and a large part of the for Runway 23 at Almaty taking careful
the navigation computers. Even the BA network there are lots of available note of the mountains running just to
clock was synchronised with an alternates with good facilities for the South.
atomic clock somewhere in Paris the aircraft and the passengers. Only Category 1 ILS (Instrument
for accuracy. Being a twin-engined This Almaty place seemed to be a Landing Systems) were on offer,
airliner, the engines by definition very long way from anywhere. It was which meant a decision height of
are overly powerful to cope with the wedged up against the Himalayas not less than 200 feet and minimum
asymmetric engine failure situation. to the South and China to the East. RVR (Runway Visual Range) of 600

I Learned About Flying From That
metres. The freezing fog/low cloud consideration. We had already been Anyway, when it was my turn to
had not burned off after sunrise flying and on duty for at least eight rest for an hour or so, a cabin crew
as forecast, with a ceiling of about hours through the night, and Moscow member sat with Chris, the FO.
150 feet. We were in wonderful was about four hours back the way We finally made our approach in the
sunshine during our descent and we had come. Thus we would grossly dusk or dark now at Sheremetyevo
had great views of the mountains exceed flight time limitations and Moscow and although it was snowing
to the South. A standard copilot- our individual tiredness had to be hard I saw the lights at a reasonable
monitored automatic approach to Cat addressed before another difficult height and landed without incident.
1 limits was performed to minima of approach and landing… anywhere. It was a very careful taxi on the snow
200ft. This would be for my manual After discussion I decided to depart and ice to the gate. The passengers
landing, when I would take control the hold for the long flight back to disembarked and were looked after
only on seeing satisfactory visual Moscow. We adjusted speed and by the BA ground staff. Hotels had
cues. Otherwise P2 would instigate altitude for maximum range and been booked and buses arrived.
a standard go-around. The RVR was monitored weather along the route. We as the crew were not so lucky.
given as ‘above 700 metres’ which I called in to London BA operations We were taken to a shed and there
was above the minimum to we waited... and waited.
start an approach. Eventually a Russian
We performed an The freezing fog/low cloud had not BA person came and
approach and saw nothing burned off after sunrise as forecast, arranged to transit us
at decision height, so went through immigration
around on the published with a ceiling of about 150 feet after another wait. By
go-around procedure this time we were all
away from the mountains. A second using the then new ACARS – Airline very tired and getting fed up. Finally,
approach gave the same result. We Communications And Reporting we were through and onto a hotel
were then invited to join the holding System to get their take on matters. crew bus with the same Russian BA
stack at the approach VOR beacon, They concurred and wished for a person. At the hotel he was there
ALM directly over the airport to wait landing “as far West as possible”. again at reception. It turned out that
for the fog to clear… or not clear. Careful choice of words for he was ex-KGB and was recruited
Decision Time. We were the only addressing the passengers and because he knew everyone at the
aircraft around and had tried twice to cabin crew. They had already been airport and could “make the wheels
get in unsuccessfully. The alternate fully informed about Almaty. In my turn”.
of close-by Bishkek was marked experience if the passengers are kept I was just collapsing in my room
as unusable for some reason and fully in touch and always told the truth when the phone rang. It was a
fogged out anyway. That left Tashkent they will stay on side throughout any passenger wanting to know about his
in Kyrgyzstan and Samarkand in disruption situation. It was paramount luggage! I directed him accordingly.
Uzbekistan – both far to the west, not to use phrases like “I’m afraid we The next morning after proper
again on the old silk trail. Snow are going to be late”. Passengers with flight crew limitations rest time we all
blizzards were reported at both these limited English might only pick up on departed for Almaty again. This time
and worsening conditions were now “I’m afraid”! without incident. By now the whole
forecast. Certainly no BA crew had gelled very
welcome there for the well as a good team
350-plus passengers or We could hold in the stack and wait for and it was a particularly
the aircraft.
So we could hold in the
the fog/low cloud to clear – but what if enjoyable stop over for
a couple of days. This
stack and wait for the fog/ it didnt? We would paint ourselves into was before our return
low cloud to clear – but
what if it didn’t? We would
a corner as the fuel was consumed to London to face the
inevitable paperwork,
paint ourselves into a and forms to complete
corner as the fuel was consumed. A In a non-standard practice I told the on the incident.
careful calculation revealed that if we first officer to sleep in the passenger There were to be several more
departed now we could make it all cabin for at least one hour. Meantime Almaty trips on the B777-200 – all
the way back across the vast void of one cabin crew member would sit excellent and most memorable. Grand
Russia to Moscow with safe margins with me to ensure I was fully awake. municipal buildings everywhere in the
of fuel – but not if we stayed here There was a crew alert warning Russian style and picturesque parks
any longer. Moscow Sheremetyevo system on the B777. If no switch or and gardens. Overall, a great place.
was a main BA destination so the knob was moved for a preset time
passengers, crew and aircraft would period, then a visual alert would start
be looked after properly in this on the master warning system. If not BE PUBLISHED
difficult part of the world. The weather actioned after another shorter period, IN PILOT!
at Moscow was giving blizzards but a loud warning noise would initiate. Do you have your own ILAFFT tale?
Tell us your story in around 1,000 words
aircraft were landing there. (We used to say that maybe there and you could see it in print
However, there was another should be a third physical warning.)

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FULL YEAR (6 ISSUES). YOU WILL PAY £28.75 PER YEAR. OFFER ENDS 31ST DECEMBER 2024. YOUR SUBSCRIPTION WILL START WITH THE NEXT AVAILABLE ISSUE AND YOU WILL RECEIVE 6 ISSUES IN A YEAR. PRICES CORRECT AT TIME OF PRINT
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WARBIRD & VINTAGE AIRCRAFT BROKERS
Selling the finest aircraft worldwide CONTACT
Fieseler Storch Fi156 is now exclusively for sale with Eagles Eleven. Robert Stewart Ian Jones
Owned by “Historiske fly AS Ltd” This rare aircraft spent ten years
and over 9000 hours undergoing a full nut and bolt restoration.
Alain Maire Louisa Noël
Currently on the Norwegian register as LN-WNS the aircraft has
Phone: +44 1622 278138
flown just 80 hours and also boasts an original Argus V8 engine.
We are quite sure this beautiful Storch will attract much attention. Email: [email protected]
Photo Copyright: Robert Stewart Facebook @ eagles11.co

Full details available on our website: W W W . E A G L E S 1 1 . C O M Instagram @ eagleseleven

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FLIGHT TEST: STING S4 PILOT PROFILE: AGED 102,

No pun about any ‘sting in the tail’ – BRITAIN’S OLDEST FLYER

is as green as they claim

AJG.com/uk | The Gallagher Way. Since 1927.

The team British business frustrated

PHOTO: DARREN HARBAR

pilotweb.aero I Pilot April 2024 3

Basing its detailed study on the

PHOTO: KAREN GRIMSTEAD

Jack Hemmings survived WWII

4 Pilot April 2024 I pilotweb.aero

PHOTO: KEITH WILSON

pilotweb.aero I Pilot April 2024 5

NOTABLE NOTES NOTABLE NOTES NOTABLE NOTES

FAA allows Velis Electro to be used

aviation to the United

NATS consults on ‘user pays’ funding model

6 Pilot April 2024 I pilotweb.aero

Vertiport planned for Bicester…

The vertiport will be airspace and vertiport

… while Finest Hour decamps to Yarmouth

Farewell to two old friends in aviation

pilotweb.aero I Pilot April 2024 7

Deeside, Devon & Somerset, failure and two failures during

Dawn to Dusk opens for entries manufactured Part Number (P/N)

PHOTO: PRATT & WHITNEY CANADA

TL Ultralight fully ‘on-Stream’ version powers many

BMAA for the Sparker

8 Pilot April 2024 I pilotweb.aero

Llanbedr goes electric TECH is also in discussion

with Aerovolt CAA to use the vertiport to

Solent Aeropark Hangar Homes TVR chooses

pilotweb.aero I Pilot April 2024 9

Historic Old Sarum hangar collapses

IFA buys Pipistrels, adds electric aircraft to

aircraft will be the Velis company owns two

New Chief Flying Instructor for Aerobility

10 Pilot April 2024 I pilotweb.aero

Goodwood announces TUI fly Belgium launches

Latvian airline airBaltic expands

for its rapidly expanding take the airline’s total

pilotweb.aero I Pilot April 2024 11

Start your journey at PACKAGES

Book your P R I VAT E P I LOT L I CE N CE

trial lesson today! T R I A L L E SS O NS A I R CR A F T H I R E

Volocopter wins production & training approvals

Sikorsky plans to put a HEX on the tilt-wing market

commercial and military demonstrator — a 4,100kg

pilotweb.aero I Pilot April 2024 13

PHOTO: CHALMERS UNIVERSITY OF TECHNOLOGY/DANIEL KARLSSON

14 Pilot April 2024 I pilotweb.aero

PHOTO: CHALMERS UNIVERSITY OF TECHNOLOGY/DANIEL KARLSSON

Rickard Arvidsson of Chalmers University

pilotweb.aero I Pilot April 2024 15

Electric v avgas emissions

Airframe Battery pack Others Use phase

16 Pilot April 2024 I pilotweb.aero

Compiled by Howard J Curtis G-JERK

New & restored registrations G-LUFC