View
230
Download
1
Category
Preview:
Citation preview
8/8/2019 Pilot June 2015
1/116
Anything and everything you can fly
Headcorn founderDiana Patten
PILOT PROFILE
Scottish Island &Highland-hopping
FLYING ADVENTURE
Ever-popularFife (Glenrothes)
AIRFIELD PROFILE
T H I S M O N T H
First flights for Flight Design’s C4 & Glasair’s Merlin LSA ‘Old Timers’ seven-page special Plan your flying summer with Pilot’s calendar Air-brained quiz
P L U S
S P E C
I A L A I R F
I E L D O
F F E R
S
W O R T
H £ £ £
I N S I D
E !
Superb, speedyseven-seater
Diamond DA62
June 2015 £3.99
N E W !
Putting together abiplane airshow act
The Old Bückers
Aero Friedrichshafen& Sun ‘n Fun reports
‘Best in Show’
www.pilotweb.aero
8/8/2019 Pilot June 2015
2/116
8/8/2019 Pilot June 2015
3/116
Philip Whiteman, Editor
There are now even more ways
of keeping in touch with the
editorial team’s flying
adventures and plans — follow
us on Twitter and find photos
and news on Facebook
twitter.com/pilot_magfacebook.com/pilotmagazine
EditorialWrite to Pilot, Archant Specialist,Evolution House, 2-6 EasthampsteadRoad, Wokingham, RG40 2EG
Editor Philip Whiteman Tel 01189 742527 Email philip.whiteman@archant.co.uk
Acting Deputy Editor Sheena HarveyTel 01189 742526
Designer Carine (Kitty) ThomasEmail kitty.thomas@archant.co.uk
Contributing Editors James Allan, Bob Grimstead,Mike Jerram & Peter R MarchFlight Test Editor Dave UnwinEngineering Consultant Andy McLuskieRegular contributors Nick Bloom, Alan Brown,Colin Goodwin, Geoff Jones, Pat Malone, Don Peterson,Peter Turner & Keith Wilson
AdvertisingCommercial Brand Manager Ross ArnoldTel 01189 742510 Email ross.arnold@archant.co.uk Advertising Sales Manager Gareth FryTel 01189 742518 Email gareth.fry@archant.co.uk Sales Executive Cheryl ButcherTel 01189 742519 Email cheryl.butcher@archant.co.uk
ProductionProduction Coordinator Michael GoddenTel 01603 772876 Email michael.godden@archant.co.uk Reprographic Technician Neil PuttnamManaging Director Peter TimperleyManaging Director, Archant Lifestyle Will Hattam
Subscriptions, binders & back issuesWrite to: Pilot, Tower House, Sovereign Park, LathkillStreet, Market Harborough, Leicestershire, LE16 9EFVisit www.subscriptionsave.co.uk or tel: 0844 848 5232 oroverseas tel: +44 1858 438840.See page 70 for the latest subscription offer
Want to sell Pilot in your club?Contact Kay Tel 020 7429 4043Wholesale and retail distribution If you havedifficulty obtaining a copy please contact: Seymour,86 Newman St, London, W1T 3EX. Tel 0207 429 4000Printed in England by William Gibbons
Origination Archant SpecialistPilot is published by Archant Specialist, a division of Archant CommunityMedia Ltd. The entire content is © copyright, and none of it may bereproduced in any form without permission. (Permission to make alimited number of photocopies is usually given, but should be sought.)Articles for consideration are welcome. Advice to contributors isavailable free from Pilot’s editorial office on receipt of an SAE marked‘Advice’ in the top left-hand corner, or on our website or by e-mail.We take good care of material submitted, but do not acceptresponsibility for loss or damage, however caused.
June 2015 | Preflight
Diamond’s pilot in command
S
eeing the BJJR Bulldog
autogyro, with its Hercules
propeller, at AeroFriedrichshafen, one of our
contributors was moved to say “it seems
we do have at least something of a
British aero industry after all”. While
giving due credit to microlight
manufacturer P & M, Sherwood Ranger
and Scout maker TLAC (also present at
Friedrichshafen), balloon specialist
Cameron and others, the sad fact is that
we don’t do large-scale light aircraft
manufacture like the Continentals do.
The point was driven home when, soon
after the show, Flight Test Editor Dave
Unwin and I travelled to Austria to fly the
newly certified Diamond DA62.
In the fifteen years since I last visited
its Wiener Neustadt base (to test the
prototype DA40 for Pilot, as it happens),
Diamond Aircraft Industries has
expanded its factory, as well as
establishing sister aero engine
manufacturing company Austro
alongsideand branching into simulators.
We will be reporting on the factory
visit, engines and simulators — as well as
the new DA20i Dave also sampled — in
future issues, but the broad picture is oneof a company that is both leading in
technology and expanding.
How is it that the Austrians (and, for
that matter, the Germans, Czechs, Poles
and Italians) can do it and we can’t?
I would say a big part of it is down to
the way companies in many European
countries are privately owned and run.
Diamond is a prime example, investor
and CEO Christian Dries being present
throughout Pilot’s stay. You might expect
a British CEO to spare a visiting journalist
five minutes, descending dressed in a
business suit from his office for just long
enough to meet one for a brief how do
you do. At Diamond the boss may be
addressed with typical Austrian
politeness asHerr Dries — Mr Dries —
but any suggestion of remoteness or
formality stops right there. He dresses
smart-casual, is generally to be seen
about the factory and airfield (where he
gets involved in flight-testing prototypes)
and, far from hiding from visitors,
actively seeks them out.
Sitting in the Katana Café — a place
to put the typical works canteen to
shame — and proffering wine produced at
his own vineyard to go with steak from
the Dries beef herd, he talks animatedly
about flying, Diamond and his plans for
the aircraft we have just flown.It turns out that Christian Dries finds a
lot to admire in British aviation, from the
IMC Rating — “a great thing” in his
opinion — to the unfailing professionalism
of our ATCOs. “I like flying in Britain,”
he says.
But does he see a market for Diamond
aircraft over here? “The British market
has been very good for us. There are
already two hundred or so Diamond
aircraft in the UK. I think we will be selling
five to ten DA42s and DA62s a year...”
In the year of the new model’s
certification, Diamond will actually be
making fewer aeroplanes at Wiener
Neustadt than it did in 2014. A British
shareholder might shudder at the
thought of a cut-back in production,
but Diamond’s informed investors
understand the short-term need to divert
factory labour to the manufacture of jigs
and tooling needed for production in
China — a move that will in the longer
term allow expansion and reduced
unit costs.
Not that the product will ever be
cheap: as Herr Dries is determined toensure, the prime driver is quality — one
of the reasons Diamond aircraft have a
fantastic safety record.
As the time for us to leave nears, I
cannot resist asking this true captain of
industry one last question: has he
challenged the old saw that to make a
small fortune in aviation you have start
with a large one? “No,” he laughs. “I am
living proof of it!”
It seems that some things are the
same, the world over.
www. pilotweb.aero Pilot June 2015 | 3
8/8/2019 Pilot June 2015
4/116
Follow us on @Pilot_mag
/Pilotmagazine
ON THE COVER
16 A Fine Friedrichstafen Pilot Editor Philip Whiteman’s report
on the premier European GA expo
32 Flight test:Diamond DA62
The super-efficient, high performance
seven seater put through its paces
43 The Old Bückers Part One of the story of a dream to fly
an open-cockpit biplane in displays
67 Pilot profile:Diana Patten Interview with the Headcorn founder
and author of Redhead in the Clouds
72 Flying adventure Scottish island and Highland-hopping
CO VER S TOR Y!
Diamond DA62
Special Repor t!
Friedrichs ta fen
Air field Pro file:
Fi fe (Glenro thes )
Pre-order the July issue and SAVE
£1 OFF the cover price with FREE UK
delivery! RRP £3.99.
Go to
www.buyamag.co.uk/Pilot U S E
D I S C O U
N T
C O D E
£1 OFF£1 OFF
Contents | June 2015
4 | Pilot June 2015 www. pilotweb.aero
Books & Gear Re vie ws
Pilo t Pro file:
Diana Pa t ten
8/8/2019 Pilot June 2015
5/116
REGULARS
6 Pilot Notes C4 first flight; Sun ’n Fun report;
Eclipse and Kestrel merge
22 Rotorheads Cavalon Pro autogyro certification,
news from the helicopter world
24 New Regs The latest additions to the G-register
27 Pat Malone The story of the building of Bodmin’s
new Control Tower
28 Airmail Hi vis debate continues; are we wrong
about drones?; open letter to HMRC
51 Open Cockpit Stephen has some experience to share
in the matter of propeller-swinging
52 Old Timers A special seven pages covering the
Shuttleworth Collection; the NZ Classic
Fighters airshow; and Sun ‘n Fun
60 Books & Gear James Hamilton-Paterson’s book on
the first war in the air; Short Stirling
Workshop Manual; latest navigation
and radio units
64 Dave Unwin’s PTT Thoughts on flying his Jodel D9 Buzz
like a sailplane
92 Safety Matters Two unexplained spins; interference
from a model aircraft; flaring too early
96 Calendar Events at home and abroad
98 Air-brained Quiz Test your flying knowledge and win a
RunwayHD iPad app or Aware 5 GPS
114 ILAFFT Getting vital help from another pilot
when lost on a solo cross-country
80Airfields guide Our new series highlighting the UK’sairfields and reasons for choosing to
pay a visit. Plus, special reader offers
83Airfield profile: Fife A very popular Scottish airfield withfriendlly staff, good food, and
skydivers to add extra interest!
Fl ying Ad ven ture
FEATURES
www. pilotweb.aero Pilot June 2015 | 5
8/8/2019 Pilot June 2015
6/116
NotesNews and whatever else strikes our eye this month
Vans sets a new record
The total number of RVs
completed and flown hits
9,000, equating to wing-to-
wing line-up 46 miles long
and 1,620,000hp p.8
6 | Pilot June 2015 www. pilotweb.aero
The prototype Flight Design C4 made a 55-minute first flight from the company’s Kamenz, Germany, facility on 9 April. Test pilot Damian
Hischier reported that the C4 was stable about all axes, but while operating temperatures of its Continental IO-360-AF were acceptable,
further work may be necessary for operations in hot climates, to be resolved by changes to the cowlings. “Don’t change a thing
aerodynamically!” he commented. “The engineers can work on reducing some friction in the controls, but leave the rest alone!” Hischier
flew the C4 up to its initial speed limitation of 105kt, performed 30° banks, power-off approaches to the stall and approaches and
go-arounds, noting that the aircraft had good directional and spiral stability, overall control harmony and handling characteristics.
Light AircraftAssociation
seeks new CEOPhilip Hall, Chief Executive
Officer of the Light
Aircraft Association since
September 2013, is to
leave the post later this
year in order to pursue
new business
opportunities. A pilot
since his teenage years,
Philip owns a Gardan
Minicab and is rebuilding a
Cassutt IIIM Formula 1
racer. “Phil has broughtfresh thinking to our
association and helped to
refocus our efforts to
deliver an improved
service to our members,”
commented LAA
Chairman Brian Davies. ‘I
will be sorry to see him
leave and he goes with
our best wishes for his
future. Although Phil will
not be leaving until later
this year the search is
already underway to find
a new CEO to build on his
initiatives.’ laa.uk.com
Flight Design C4 flies
The Airbus Group will establish the final assembly
line for its E-Fan 2.0 two-seat, all-electric aircraftin Pau, southwest France. The facility is expected
to be completed in mid-2016. Airbus-owned
VoltAir SAS will manage development,
production, delivery and after-sales support and
maintenance. Airbus and its partners will invest
€20 million in design and development of the
aircraft. Pau, which is already a centre for
France’s aerospace industry, was chosen as it is
close to E-Fan design partner Daher, offers direct
access to an airport and has good meteorological
conditions. Airbus is forecasting service entry for
the first E-Fan 2.0 around the end of 2017 or
beginning of 2018. The demonstrator E-Fan first
flew in March 2014 and to date has logged 38
hours in 78 test flights.
The production E-Fan 2.0 will be aimed primarily
at the pilot training market, says Ken McKenzie,
Airbus’s Head of Development and Strategy. As
currently projected it will have a flight enduranceof ninety minutes and employ both quick-change
battery packs and rapid-charge batteries. Empty
weight will be around 500kg with batteries, giving
a useful load of 150kg. It will have fully integrated
‘E-FADEC’ battery and systems management.
VoltAir has developed a chain-driven wheel for
ground manoeuvring, which, though it adds
weight, will be more efficient than the aircraft’s
fans for taxying.
The four-seat E-Fan 4.0, which could reach the
market in 2020, will be manufactured and
supported in the USA, McKenzie says. “We look at
[it] as being the cutting edge of aircraft, but one
that will also appeal to a customer who wants
something a little different. So if you drive a Tesla
[electric car], you obviously want the cool factor
and the environmental factor, too,” he explains.
Airbus E-Fan production plans
8/8/2019 Pilot June 2015
7/116
8/8/2019 Pilot June 2015
8/116
8/8/2019 Pilot June 2015
9/116
Notes
Sonex Aircraft has signed an agreement with Navmar Applied Sciences
Corporation (NASC) for research, engineering and production of Unmanned
Air Vehicles, beginning with the Teros, an AeroVee Turbo-powered unmanned
version of its Xenos motorglider. Sonex founder John Monnett says the Teros
“is intended to provide extended range, high altitude performance in a wider
range of environments, and more challenging missions than NASC’s
TigerShark, which has performed exceptionally well for the company’s
Department of Defense customers. The Xenos Motorglider is a perfect fit for
UAV application [a mission] we’ve been envisioning since the design of the
Moni Motorglider in the 1980s, combining performance and efficiency with
extremely simple and economical construction.” From June, Oshkosh-based
Sonex will supply NASC with Teros kits for integration and operation as UAVs.
www. pilotweb.aero Pilot June 2015 | 9
Sonex entersUAV market
In a new initiative the management of Cardiff airport, owned by
the Welsh Government since 2013, is encouraging general
aviation pilots to visit. The ATC Watch Manager responsible for
GA Liaison, Paul Keeble tells Pilot “we want to encourage people
to fly in but also to be appreciative of the Cardiff CTA, which is
Class ‘D’ airspace, and to follow the published procedures for
the safety of themselves and all other aviators in the area”. The
Cardiff CTA is large: extending from near Exeter in the south to
north of Brecon, it abuts Bristol to the east. It extends upwards
to FL160, but embedded wihin it are two airways, base FL105
overhead Cardiff airport and FL55 at the Brecon VOR.
Paul recommends that pilots unfamiliar with Cardiff should
look at www.flyontrack.co.uk where a document Welcome to
Flying in the Cardiff Area is posted. “The most important thing
that pilots should remember,” says Paul “is to call us on the
Cardiff Radar frequency 119.150 in plenty of time”. An added
bonus of flying to Cardiff is that you do not need to call ahead
for PPR (however, if you feel happier calling ATC before arrival,
they can give you a verbal briefing (Tel : 01446 712562) or email
Paul Keeble at paul.keeble@nats.co.uk
Cardiff Airport welcomes careful flyers
Epic Aircraft is ‘pushing hard’ to certify its six-seat
E1000 turboprop single by the end of this year.
Structural testing is under way, and the first prototype
will fly ‘soon’. The aircraft is a series production
development of the Epic LT Dynasty kitplane that was
marketed by the original Epic Air, which closed because
of legal and financial problems. The Bend, Oregon-based
company is now owned by Engineering LLC of Russia,
which holds more than sixty reservations from potential
buyers of the 325kt, $2.95m aircraft. First deliveries are
expected in early 2016. Epic is forecasting a production
rate of one per week, according to Chief Executive Officer
Doug King. “We are setting up the E1000 assembly line
and investing heavily in tooling, equipment, quality systems
and training programs to ensure a timely, efficient and
aggressive production ramp-up,” he says.
Making Epic progress
8/8/2019 Pilot June 2015
10/116
8/8/2019 Pilot June 2015
11/116
8/8/2019 Pilot June 2015
12/116
Notes
FLIGHT TRAINING
12 | Pilot June 2015 www. pilotweb.aero
Caledonian Advanced Pilot Training has
expanded its range of services to students
interested in EASA modular distance
learning theoretical knowledge courses. In
addition to its satellite base at Helicentre
Leicester, it has added one at Helicentre
B.V. in Lelystad, near Amsterdam. “This
takes us one step closer to providing a
more European service,” says a company
spokesman. “Students may now enrole
directly with us, or through either operator.
Our full range of EASA-approved courses
now includes: ATPL(A & H), CPL(A & H),
IR(A & H), including the EIR/CBIR, PPL(A &
H), and First Multi-Engine Pre-Entry
Conversion for helicopter pilots. We can
also provide courses for Single Pilot CRM/Pilot Decision Making, and Chief Pilots, and
can provide private tuition on an individual
basis though video conferencing.” For more
information Tel: 01292 310968 or visit:
captonline.com
From the 1 May - 1 August Helicentre at
Leicester Airport is offering discounted
self-fly hire rates for pilots wishing to build
hours on the R44 Raven II. Blocks of 10, 20
and 30 hours are available over a monthly
periods at discounts per hour of £50 for 10
hours, £75 for 20 hours, and £100 for 30
hours. Bookings must be made before 31
May. Advance payment for blocks is not
required, but all flights must be paid either
as a block or by the hour at full rates and
discounts will then be calculated at the end
of the period and credited to pilots’
accounts based on total hours flown within
the period. Booked blocks must be used
over a period beginning on the 7th of a
month and ending on the 6th of the
following month. If a helicopter is out of
service for scheduled or unscheduled
maintenance, out-of-service days will be
added to the end of the booked period and
the discount achieved applied to all the
hours within that period. Contact
Helicentre’s operations team on
tel: 0116 259 0186 for more details
or to book.
Pilot Flight School (PFS), based
at Sandefjord, Norway, has ordered
seven Diamond DA40 NGs to replace its
current single-engine fleet of Cessnas. Last
year PFS introduced a new Diamond DA42
NG twin which has flown 800 hours in
summer and Norway’s challenging winter
conditions. “It has been a fantastic success
both operational and financially,” says Chief
Executive Officer Frode Granlund. “Students
and instructors are very satisfied with the
DA42 NG as an advanced, modern and easy
handling aircraft. And with the amazing
reliability and very low fuel and
maintenance costs it is an all-over winner.
With the new fleet of DA40 NGs we are
looking at a major cut in fuel costs, and also
important is the availability of fuel. Another
advantage that is not less important is the
environmental benefits of less noise and
less emissions. We believe an all-Diamond
fleet [that offers] the perfect combination of
reliability, economy, modern technology, and
environmental benefits will support our goal
of being the most modern flight school in
Europe.” The school has quickly become
one of Europe’s largest and most modern
flight schools, and currently has 120
in-house ATPL(A) students. It hopes to
reach its maximum capacity of 400
students in the coming years. pilot.no
Above: Currently operating this DA42 twin,
Sandifjord-based Pilot Flight School is
replacing its SEP Cessna fleet with DA40 NGs
Right: Pilot Flight School also operates
this Boeing 737 simulator
8/8/2019 Pilot June 2015
13/116
8/8/2019 Pilot June 2015
14/116
Notes
14 | Pilot June 2015 www. pilotweb.aero
After protracted negotiations with Argyll &
Bute Council, Brendan and Allison Walsh
have taken over operation of Glenforsa
Airfield, which reopened on 1 May. This
730m grass beachside strip is both a vital
operational resource for Isle of Mull and
surrounding islands, and a popular
destination for fly-in visitors (including
the authors of this issue’s ‘Island- and
Highland-hopping’ Flying Adventure,
p.72 — Ed).
Brendan and Allison, who are both pilots,
previously ran The Intrepid Aviation
Company, which maintains the vintage
aircraft collection belonging to Pink Floyd’s
David Gilmour. They left to renovate and
re-open The Glenforsa Hotel and havetransformed the formerly neglected venue
which promises ‘a fantastically stocked bar
serving freshly prepared food all day,
fourteen quiet and comfortable bedrooms
and a restaurant serving the best local
produce and seafood the island has to
offer’, along with magnificent views across
the airfield and beach to the Sound of Mull.
‘The Glenforsa Hotel and airfield now offer
is a unique experience for pilots where
everything from first PPR contact to single
malt nightcap is seamlessly managed by
the same team and designed expressly
with aviators in mind,’ they say.
In the past the annual Glenforsa Fly-In
weekend attracted up to 135 aircraft, and
the Walshes, who organised the North
Weald and Orsett airshows, now hope to
make it an unmissable event for pilots from
the UK and beyond. This year’s weekend
fly-in takes place on 23-25 May and the
First Annual Glenforsa Piper Taildragger
Fly-In is scheduled for 12-13 September. For
more details visit glenforsaairfield.com
Bristol Airport will be allocated a
‘listening out’ squawk from May. Officially
known as Frequency Monitoring Codes, alistening out squawk enables air traffic
controllers to alert a pilot to their close
proximity to the boundaries of controlled
airspace if they seem likely to infringe. ‘The
ever-popular squawk codes have played an
instrumental role in reducing the number
of airspace infringements by general
aviation aircraft at the UK’s largest
airports,’ says the CAA. ‘Any aircraft fitted
with a Mode A/C or Mode S transponder
can use the codes. By entering the relevant
four-digit code into the transponder and
listening to the published radio frequency,
a pilot signifies to air traffic control that
he/she is actively monitoring radio
transmissions on that frequency and that
their aircraft’s position is visible on radar.’
Bristol’s squawk code 5077 becomes
operational on 28 May and the
monitoring frequency is 125.650MHz,
which pilots flying anywhere within
the vicinity of the airport are
recommended to use.
Gama Aviation has applied for planning
permission to build a new 7,000-square-
metre facility at Aberdeen Airport that
will include hangarage and two floors of
office accommodation. If approved it will
be completed next year and will be used to
support Gama’s services for the Scottish
Ambulance Service, its large fleet of
managed aircraft and other business jet
operators in northern Scotland.
Chief Executive Officer Marwan Khalek
said: “Gama Aviation has operated in a
leased facility in Aberdeen for some time
as part of a long-term contract with
National Health Service Scotland and theScottish Ambulance Service. Our plans for
this dedicated facility represent a logical
yet important step in further strengthening
our presence in Scotland to serve
Aberdeen and the east coast. We are
currently undertaking a strategic
expansion of our operations into key
geographical locations around the world,
such as Aberdeen, to ensure that we are
able to support our clients where they
need additional operational and
maintenance support.”
Gama Aviation currently operates four
bases across the UK, with its Farnborough
headquarters supported by operations at
Fairoaks, Oxford and Glasgow. A second
facility at Glasgow is due to be completed
this summer.
Wolverhampton-Halfpenny Green Airport
continues to be a popular destination forfly-in visitors, captured recently by one
such, Pilot contributor Geoff Jones. Initially
named RAF Bobbington, it became RAF
Halfpenny Green in 1943 because of
confusion with RAF Bovingdon in
Hertfordshire. It was home to No3 Air
Observers’ Navigation School’s Blackburn
Bothas (of which least said the better, the
RAF losing 169 of its 473 fleet to crashes,
two from this airfield on successive days),
and later Avro Ansons and Airspeed
Oxfords. It became a civilian airfield in 1961
when Halfpenny Green Flying Club began
operations, and now hosts three fixed-wing
flying schools, microlight and helicopter
training operators, and some seventy
resident aircraft.
AIRFIELDS
Above: new management at Glenforsa
Right: Bristol now has a listening squawk
Below: Gama’s Marwan Khalek
8/8/2019 Pilot June 2015
15/116
www. pilotweb.aero Pilot June 2015 | 15
What used to be an Experimental Aircraft
Association regional fly-in is now one of
the world’s major trade and air shows. The
EAA’s involvement is now minimal and,
unfortunately the elements didn’t take any
notice of the organiser’s show title.
Central Florida, and more importantly
neighbouring States through which visiting
aircraft had to fly, were bathed in atrocious
weather and fly-in attendance was way
down on previous years. Ironically the
seaplane ‘splash-in’ was cancelled because
there was too much water in nearby
Lake Agnes!
Trade displays and vendors were there in
record numbers, although many innovators
have chosen to unveil their products at
AirVenture in July. However, there were
several Florida newcomers to stimulate
attention, including Discovery Aviation,
which is starting to build the former
Liberty XL-2 again after purchasing the
assets of the former company in 2014.
The Just Aircraft Super STOL Stretch
XL with its UL Power 520 engine was
performing remarkable short-takeoff-and-
landing flights and Belgian company
D-Motor was also displaying its innovative,
lightweight engine for the first time. Brit
Colin Hales arrival in his round-the-world
Rand KR-2 was welcome, Colin reporting
that he is to embark on a Caribbean/South
NotesSpecial Report
American flight before resuming the
second half of his west-bound round-the-
world flight in the summer when Alaskan
weather has improved.
While warbird and vintage/classic aircraft
attendance was disappointing (see ‘Old
Timers’, p.56-57), the six-ship Texas Flying
Legends Museum formation , including an
airworthy Japanese Zero and TBM Avenger
(flown by Congressman Sam Graves, who
is fighting for general aviation in The
White House) was one of the highlights of
the airshow.
From 21 to 26 April this year, Lakeland’s Linder Regional Airportbecame the focus for US general aviationWords & Photos Geoff Jones
Sun ’n Fun
Brit Colin Hales arrives in his KR-2 (above) andDiscovery’s new 201 utility aircraft (below), poweredby twin 210hp Continental IO-360 engines
The Bulgarian designed and manufactured Niki Rotor Aviation Lightning, sold in the USA by HelicoptersInternational and fitted with either a Belgian D-Motor LF26 (4 cylinder) or LF39 (6 cylinder) engine of 130hp
Manoeuvring made easy: Tracy Haeggstrom demonstrateshis company’s radio-controlled aircraft tugs
8/8/2019 Pilot June 2015
16/116
16 | Pilot June 2015 www. pilotweb.aero
A Fine Friedrichshafen
Words & Photos Philip Whiteman
Diamond boggles the mindwith talk of a hybrid-engined
tilt-rotor and BJJR’s Bulldogautogyro steals the showwith a (very modern) retrorotorcraft
We have long considered Aero Friedrichshafen to be
the biggest and best show in the business. Some
had expressed concerns that the organisers were
over-reaching themselves when the biennial event
went annual, but people continue to vote with their
feet: 2015 saw ‘a marked increase’ in visitor numbers, 33,900
people flocking in to see products from no fewer than 645
exhibitors, from 38 countries.
‘In under forty years, Aero Friedrichshafen has transformed itself
from a small special show for gliders into the world’s most
important industry trade show for general aviation,’ said Messe
Friedrichshafen CEO Klaus Wellmann and AERO project leader
Roland Bosch in a joint statement at the close of the four-day
show, held near Lake Constance in Germany.
As the show has developed, so has the British presence. BJJR
may have grabbed the headlines with its ‘retro’ looking Bulldog
8/8/2019 Pilot June 2015
17/116
www. pilotweb.aero Pilot June 2015 | 17
autogyro, displayed on an equally retro stand, but there were a
number of other well-known names present, not least avionics
manufacturer Trig, which announced its new TY96 and TY97
panel radios at the show (see ‘Books & Gear’, p.62).
While European light aircraft manufacturer Tecnam was a
notable absentee — like many of the other big companies, it
prefers to keep what you might call its news powder dry for a
biennial appearance — leading US piston single manufacturer
Cirrus was there in force, with a number of aeroplanes on display
and a model of the SF50 Vision jet. Besides the range of natty
new colour schemes — made possible by the adoption of ‘high
temperature’ composites that do not lose strength when painted
in darker tones and exposed to strong sunlight — the most
obvious distinguishing factor of the 2015 ‘digital’ Cirrus SRs is the
glass-screen stand-by display that replaces the familiar
mechanical instruments. Cirrus delivered 308 aircraft in 2014
Main: local product — the latest Zeppelin, the semi-rigid
NT (New Technology) — floats past Messe Freidrichshafen
Top right: indication that the future may be electric,
the ever-growing E-flight Expo, and...
Right: ...perhaps proof that the future is electric, the
350hp unit displayed by motor specialist Siemens
Special Report | Aero 2015
8/8/2019 Pilot June 2015
18/116
18 | Pilot June 2015 www. pilotweb.aero
and, through its own pilot training
initiative, the company has made a
huge improvement to the SR’s
accident rate, which used to be
significantly higher than the US GA
average. National Transportation
Safety Board figures show the SR
rate converging with the average in
2012 and becoming significantly
lower by 2014.
The SR series now features
Cirrus’s ESP (Electronic Stability and
Protection) system, designed to
prevent pilots getting into trouble at
the low-speed end of the flightenvelope and one further technical
refinement of the latest models is
linking the parachute recovery
system with the emergency location transponder (ELT), which is
now activated automatically.
Cirrus says the jet-engined SF50, of which four prototypes are
flying, is on target for certification by the end of this year. The
company says it has 500 orders for the $1.96m aircraft.
At rival European manufacturer Diamond’s press conference,
CEO Christian Dries replied “Next question!” when one journalist
asked him what had happened to Diamond’s own D-Jet. This was
of course a typically tongue-in-cheek response from the ebulient
Dries, who also volunteered that for once he would probably not
be test flying the next prototype to emerge from the innovative
Austrian company, a diesel-electric hybrid engined tiltrotor.
While there was a large ‘e-flight’ expo, Diamond’s view is that
more battery development has to take place before pure electric
aircraft become viable. Work continues on a ‘range-extender’
concept, combining an AE300 diesel engine and generator unit
with an 87kW electric motor. Meanwhile, sister company Austro
continues to develop and expand its range of pure diesel engines,
both at home and in a new, jointly-funded centre in China.
Christian Dries says demand for the turboprop DA50 JP7 (jet
prop, seven seats) has been surprisingly high. Fingers are crossed
all round that the situation in Ukraine does not affect supply or
development of the power unit, developed jointly between that
country and Russia. A turboprop recce aircraft/trainer using the
same engine and — aha! — the D-Jet’s wing, the DART-450 is
promised for next year’s Farnborough airshow.
In contrast to all this rather esoteric stuff, Flight Design
focussed on the first flight of its C172 rival, the four-seat C4.
Above: Cirrus stand — several SR-series
aeroplanes, just a model of the Vision jet
Above right: for reasons explained in the text,
Flight Design blacked out the C4’s windows
Right: something of a lifestyle statement,
the British-made Bulldog autogyro
8/8/2019 Pilot June 2015
19/116
www. pilotweb.aero Pilot June 2015 | 19
The headline here is that this is going to be a certified aircraft,
priced at €220,000 (approximately £150,000, at the time of
writing). Sensibly, the company, previously known for its ultralights
and Light Sport Aircraft, has stuck to its choice of a conventional
power plant in the form of Continental’s 180hp IO-360-AF (where,
as we’ve reported in Pilot, AF stands for ‘alternative fuel’).On display at Friedrichshafen, the
prototype had made its first flight only a
week or so before Aero, on 9 April.
Comically, a number of visitors had
assumed on seeing the aeroplane’s
blacked-out windows that this was yet
another mock-up: Flight Design’s Christian
Wenger told us that they had done this to
prevent people taking pictures of the C of
G test loading cage and Tweeting or posting online idiot
suggestions that the company had gone over to a steel-tube
structure. In fact, the C4 continues the company tradition of
all-composite structures and boasts a structural ‘safety cell’ that is
designed to protect the cabin occupants in the event of a crash.
Early indications from the 55-minute first flight are that the
prototype shows good stability and handling characteristics
straight out of the box. In an echo of ‘Mutt’ Summers request after
performing the maiden flight of the Spitfire, test pilot Damian
Hischier asked Flight Design’s engineering team to leave
everything as it was, declaring the C4 has “the potential to
become a very good aircraft”.
The company says Part 23 certification will be completed by the
time AERO 2016 comes roundOn the avionics front, we were impressed
by the way Jeppesen’s now very impressive
Mobile Flight Deck VFR both works as a
GPS navigation app and has been
configured to give warnings through
Bluetooth-compatible headsets — the user
can elect to be alerted about proximity to
controlled or restricted airspace either by
an electronic ‘ping’ or a voice saying
“airspace”. The initial development work was done jointly with
Sennheiser, but there should be functionality with other
manufacturer’s units.
Out in the twelve display halls, a fantastic array of machinery
was on display. Some of it we have seen before, but it is all quite
fantastic, from sailplanes and electric ultralights to bizjets — the
HondaJet attracting much attention, even if it was only present in
mock-up form (does anybody else think the thing looks l ike a
The C4 has “the potential to becomea very good aircraft,”says Flight Design
Abov e:Diamond CEO Christian Dries about to be handed the
DA62’s Type Certificate by EASA Exec Director Patrick Ky
Above right: brave new project for Diamond, a tiltrotor that
will use (Austro) diesel - (Siemens) electric hybrid power
Below: homely ‘backwoods setting’ for the Quest Kodiak, newto both Aero and the European market
Special Report | Aero 2015
8/8/2019 Pilot June 2015
20/116
8/8/2019 Pilot June 2015
21/116
www. pilotweb.aero Pilot June 2015 | 21
manga cartoon version of a dolphin?) One British effort that
stood out by virtue of its sheer style was the BJJR Bulldog
autogyro. Due to be flown later this year, this Rotec
radial-engined machine looks like a cross between a WACO
biplane and a modern ‘gyroplane’. The tractor engine
installation harks back to Cierva’s Autogiros (that’s how he
spelled it) of the 1920s and 30s — very 39 Steps we thought
(remember the autogyro that featured in the original
Hitchcock movie?). However, the Bulldog’s rotor is mounted
on a cantilever boom that also serves as fin and
incorporates the rudder. As this sets the rotor hub well away
from the engine, the run-up system has been made
hydraulic. First flight is projected for later this year (see: www.
bulldogautogyros.com). The next AERO will take place from
20 - 23 April, 2016 at Messe Friedrichshafen. More information is
available at www.aero-expo.com
Above & top right: examples of the potential of electric propulsion: Pipistrel’s
‘WATTsUP’ (flight tested in the January issue); and — weighing in at just 50kg —
the quarter-megawatt motor from Siemens (350hp from an engine weighing 110lb!)
Clockwise from below: Continenental exhibited engines, 1 modern (the CD100
diesel series, their latest development of the Thielert Centurion),2 ancient (the
O-200D, which is essentially a bigger-capacity version of the 1939 A65, with
added 21st Century bells and whistles) and 3 future — the CD-300 diesel, based on
a common rail direct-injection Mercedes V8, which churns out 300hp for takeoff
2
1
3
8/8/2019 Pilot June 2015
22/116
The AutoGyro Cavalon Pro has become theworld’s first modern-era certified autogyro*. At
the AERO Friedrichshafen show in April Tony
Rapson, Head of the CAA’s General Aviation Unit,
presented RotorSport UK Managing Director
Gerry Speich with the aircraft’s Certificate of
Airworthiness for the first-of-type. “We’re very
pleased to issue this type certificate,” he said. “A
little over a year since the launch of the General
Aviation Unit within the CAA, industry is seeing
the benefits through the development of a more
proportionate set of airworthiness and flight
operations rules. We will continue doing all we
can to ensure the UK GA sector is given every
opportunity to succeed.”
“It is testament to the teamwork between
RotorSport, AutoGyro [who manufacture the
aircraft] and the CAA that it has been possible
to establish the Airworthiness Requirements for
a certified gyroplane, and then to demonstrate
compliance for the Cavalon Pro,” replied Gerry.
“Certification recognises a higher degree of
safety, quality and reliability for operators, as
well as reducing insurance risk and enabling
fleet financing. This certification represents
years of development, and demonstrates that
gyroplanes are serious, useful aircraft that can
now take their rightful place in the aviationindustry, flying by day or night VFR, and
probably IFR later this year. With the low fuel
burn and lower noise than other rotary aircraft,
gyroplanes offer a green alternative not
currently available elsewhere.”
A particular focus of the companies is to
promote commercial use of autogyros. With an
MTOW of 560kg, the Cavalon Pro has sufficient
payload to cost-effectively replace a helicopter
in many fields of application. “Camera and
measuring equipment installation options make
numerous professional applications possible and
extend the gyroplane’s scope of use,” says the
company. rotorsport.org
*The accurate descriptive term preferred by thelate Ken Wallis and Pilot magazine alike
Rotorheads
Cavalon Pro gets UK C of A
MD Helicopters has received European
Aviation Safety Agency approval for an
increased maximum gross weight of
3,074kg for the MD 900/902 Explorer.
This provides an additional 123kg of
payload that will allow operators to
expand mission capabilities. ‘Since the
Federal Aviation Administration granted
this capabilities enhancement in 2013, many of our operators
have seen an increase in the mission versatility of this aircraft. It is long
overdue, and I am pleased that our EC customers can now benefit from the
same certification,’ said MD Chief Executive Officer Lynn Tilton. Some fifty per
cent of the global MD 900/902 Explorer fleet operates with HEMS, law
enforcement and military/paramilitary organisations throughout Europe.
AgustaWestland’s North America
government business unit, Bristow
Group, Doss Aviation and RockwellCollins are in discussions to form
a consortium that would develop a
‘turnkey solution’ for US military
and government helicopter pilot
training. The companies would
jointly provide a total support
package based around the
Philadelphia-built AW119Kx that
would include provision of
training helicopters, simulators,
ground instruction, fleet management and maintenance.
“This solution will lift the financial burden of buying, and ease the burden of
supporting, commercial aircraft for government and military customers with
pilot training needs,” said AW North America Chief Executive Officer Robert
LaBelle. “It will allow them to focus their vital resources on core military missions
instead of investing unnecessarily to recapitalise a total end-to-end pilot
training system.”
EASA approves MD ExplorerMTOW increase
AW consortium to bid for USmilitary helicopter training
22 | Pilot June 2015 www. pilotweb.aero
8/8/2019 Pilot June 2015
23/116
A new version of Airbus Helicopters’ twin-engine EC145 has been
approved by the European Aviation Safety
Agency. It combines a standardised interior
and an equipment list tailored specifically
for utility missions, along with a 146kg
increase in payload. The EC145’s weight
has been reduced through removal of such
items as the automatic flight control
system, and replacement of conventional
cockpit instruments by Garmin’s G500H
avionics suite with dual EFIS displays. EASA has
approved the EC145 for single-pilot VFR day/night operation. US
Federal Aviation Administration certification is expected by mid-year.
EC145 utility version EASA approved
AgustaWestland has launched a ‘Flydeas for the City’
competition aimed at developing a new, advanced corporatecabin interior for its AW609 TiltRotor. It follows last year’s
competition which led to selection of the Lanzavecchia+Wai-
designed cabin layout and exterior paint scheme for the AW169.
AgustaWestland is now inviting a range of designers to put
forward concepts for an innovative interior for the world’s first
commercial tiltrotor. ‘This project offers designers a one-of-a-
kind opportunity to develop a completely new interior
configuration for this revolutionary aircraft that will be able to
perform many missions that no existing aircraft can perform,’ it
says. The winner will be announced in October.
www. pilotweb.aero Pilot June 2015 | 23
Bell wins Canadian Coast Guard contract
Bell Helicopter has won a CAN $155 million contract to supply seven
412EPI helicopters to the Canadian Coast Guard under its Fleet
Renewal Plan. They will support its maritime security and fisheries
activities in Canadian waters and will operate in all areas, including
both coastal regions, inland waters such as the Great Lakes and
St Lawrence Seaway, and Canada’s expansive Arctic areas.
The first 412EPI is expected to be delivered in June 2016, with
one following every three months thereafter. This sale follows a
CCG contract for fifteen Bell 429s, the first of which was delivered
in March.
AW launches TiltRotorinterior design competition
The Elite FNPT 2 Simulatorwill help you progress yourtraining quicker, to a higherstandard, and more cost
effectively, from the start ofyour PPL(H). Full FBO Services
and Hangarage available forvisiting Helicopters.
Module 1: PPL(H) Module 2: Hour Building Module 3: AS355 Type Training & CPL(H) Module 4: Instrument Rating
T: 0208 953 0584 | E: info@vvb-aviation.com | W: www.vvb-aviation.com
VVB Aviation Services Ltd, Elstree Aviation Centre, Hogg Lane, London Elstree Aerodrome, Hertfordshire, WD6 3AN
Everything Helicopters! A fantastic training facility in a great location, with a dedicated and experienced team
8/8/2019 Pilot June 2015
24/116
KEY
+ restored registration* used imported^^^ factory-built microlight** homebuilt
++ re-registered,British owned
^ surplus ex-military^^ from BGA Register
New Regs | Compiled by Alan Brown
24 | Pilot June 2015 www. pilotweb.aero
Agusta Grand G-STGR has beenre-registered as G-EMHD.
Tecnam spreads its wingsItalian company Tecnam has started deliveries of its
high-wing singles, with which it hopes to take over the
market so long dominated by Cessna. The stylish two-seat
P2008JC is a VLA type with metal wings and stabilator
and a carbon fibre fuselage. G-TSFC has been purchased by
Stapleford Flying Club for its PPL training courses. The
P2010 four-seat version makes its UK debut as G-TTEN.Another high-wing single coming on line is the Belgian
kit-built Lambert Mission M108; G-STUZ is the fourth on
the British register, although only one has yet flown.
Small wondersThe concept of building one’s own hot air balloon, like the
Such 20-60 G-CIRC, involving sewing together 7,000
square feet of nylon fabric with the associated load tapes
and cables may seem daunting but quoted build times are
up to 300 hours. This is less than a third that of a basic
single-seat Sonex kit and we can only guess at the trials
and tribulations which led to one being registered G-HELL
this month. Powered parachutes tend to have
disproportionately long names, G-IPIG being a ‘Powrachute
Elan 550/Pegasus Cosmos Fly Away 01’. (Small plane
syndrome?) It is surely coincidental that an advertisement
in America states that it ‘Can be used in Texas and
Oklahoma to legally hunt pigs and predators with permit‘.
ReminiscencesThe cancellation of Auster G-AIZY has a particular
resonance for your compiler. I saw it at Southend Airport
on the very first day I tried aircraft spotting, a kid with a
pristine Ian Allan’s Civil Aircraft Markings 1962. ‘IZY was
owned by The Mayor, Aldermen & Burgesses of the County
Borough of Southend-on-Sea for the purpose of flying
holidaymakers on joyrides over Southend Pier. Alongsidefellow Autocrat G-AJUE it served this function for
seventeen years, latterly with Channel Airways. It was then
sold privately, but by last year it had become a bare frame
in a field. This was collected, sold for £49.99 on eBay, and
will now be rebuilt for static display.
End of the lineThe withdrawal in 2013 of Hawker Beechcraft from business
jet manufacture brought to a close a range started in 1961
as the de Havilland DH.125 Jet Dragon. Subsequently
produced by Hawker Siddeley, British Aerospace and
Raytheon, the design was steadily refined and one of the
later marks was the Hawker 750, a shorter-range version of
the best-selling 800. Only two appeared on the British
register and the one remaining, G-NLPA, has been re-
registered as G-TWYI.
New in-sequence registrations
G-BMTO + Piper PA-38-112 Tomahawk S Adamov, Slovenia
G-BRLV + Canadian Car & Foundry Harvard 4 B A Van Waeyenberghe,
Belgium
G-CCVE + Raj Hamsa X’Air Jabiru(3) G J Slater, Marlborough
C-CILN, P AgustaWestland AW139 Bristow Helicopters, Dyce
G-CIOE * Boeing 737-46J Aerotron, Crawley
G-CIOH * Airbus A330-322 SASOF II (A) Aviation Ireland, Ireland
G-CIOI * Aerospatiale AS332L Super Puma Vector Aerospace
International, Gosport
G-CIPM ^^^ P&M QuikR M R Niznik, North Berwick
G-CIPS ** Aeropro EuroFOX 912(1) P Stretton, Ashford
G-CIRC ** Such 60-20 D G Such, Royston
G-CISL Cameron C-70 S Lundin, Sweden
New out-of-sequence registrations
G-CLON HPH Glasflugel 304 S Shark P D Ruskin, Royston
G-CMDG ^^^ P&M QuikR M D Greaves, Currie
G-DCHG ^^ PZL SZD-30 Pirat K W Robinson, Helston
G-DFOV ^^ Carmam JP 15-36AR Aiglon M Howley, Halifax
G-DHMM ++ Piper PA-34-200T Seneca II Cristal Air, Hailsham
G-DIDO * Agusta A109E Power Castle Air, Liskeard
G-EMHD ++ Agusta A109S Grand NT Burton Aviation, Loughborough
G-EXLC * Extra EA 300/L Cirrus Aircraft UK, Sywell
G-EZEN + Airbus A319-111 easyJet Airline, Luton
G-EZIF + Airbus A319-111 easyJet Airline, Luton
G-EZOF - H Airbus A320-214 easyJet Airline, Luton
G-FBKE, G * Cessna 510 Citation Mustang Blink, Blackbushe
G-FDZA, D + Boeing 737-8K5 Thomson Airways, Luton
G-GATH * Airbus A320-232 British Airways, Heathrow
G-GCWS * Cessna 177 Cardinal Pilot Flying Group, Cambridge
G-GORA * CEA Robin DR400/160 Chevalier Robin Flying Club, Exeter
G-HELL ** Sonex T J Shaw, GrimsbyG-IPIG * Powrachute Elan 550 R Frankham,
/Pegasus Cosmos Fly Away 01 Wellingborough
G-IVRE * Reims/Cessna F172M Skyhawk Cooperatief Air
Waterland, Netherlands
G-JZHB, C* Boeing 737-8K5 Jet2.com, Leeds
G-KINT * Scheibe SF25C Falke G-KINT Syndicate, Wymondham
G-LTFC + Piper PA-28-140 Cherokee N M G Pearson, Bristol
G-MYWF + CFM Shadow Series CD J Wibberley, Northampton
G-MZLU + Pegasus Cyclone AX2000 E Pashley, Reading
G-OLEC ^^^ Alisport Silent 2 Electro Lleweni Parc, Chester
G-OTRT ++ Robinson R44 Raven II Seasail (UK), London
G-POWM * Airbus A320-232 Titan Airways, Stansted
G-PRPL * Bombardier DHC-8-402 Dash Eight Flybe, Exeter
G-RORY + Focke-Wulf Piaggio FW P149D M Edwards, Knutsford
G-ROTI + Luscombe 8A Silvaire R Ludgate, Tonbridge
G-SARP * Cessna R182 Skylane RG Aerobatica, Portugal
G-SAWG Scheibe SF25C Falke RAF Gliding & Soaring Association,
Halton
G-STDO ** Bristell NG5 Speed Wing S M Wade, EppingG-STUZ ** Lambert Mission M108 S A Blanchard, Cottingham
G-TCDJ, K Airbus A321-211 Thomas Cook Airlines, Manchester
G-TCDV ++ Airbus A321-211 Thomas Cook Airlines, Manchester
G-TSFC Tecnam P2008-JC Stapleford Flying Club, Stapleford
G-TTEN Tecnam P2010 R C Mincik, Chichester
G-TWIY ++ Hawker 750 Saxonair Charter, Norwich
G-UISE ** Van’s RV-8 J A Green, Milton Keynes
G-UPRT ++ Slingsby T67M260 Firefly CTC Aviation Group, Southampton
G-VBAL, M Cameron A-400 Virgin Balloon Flights, Telford
G-VINI + Sikorsky S-92A Bond Offshore Helicopters, Dyce
G-WNSR * Sikorsky S-92A CFC Scotia, Dyce
Cancellations reason
G-AIZY Auster 5J1 Autocrat cancelled by CAA
G-ASOX Cessna 210-5A (205A) sold to Hungary
G-AXCM Morane Saulnier MS.880B Rallye Club withdrawn from use
G-BEJV Piper PA-34-200T Seneca II re-registered as G-DHMM
G-BGAG Reims/Cessna F172N Skyhawk sold to Mali
G-BHSS Pitts S-1S Special withdrawn from use
G-BNSV Cessna 152 sold to Hungary
REGISTRATION TYPE OPERATOR
New Regs
8/8/2019 Pilot June 2015
25/116
REGISTRATION TYPE OPERATOR
G-BRFL Piper PA-38-112 Tomahawk cancelled by CAA
G-BUPI Cameron V-77 withdrawn from use
G-BVMU Aerostar Yak-52 sold to Norway
G-BWXI Slingsby T67M260 Firefly sold to USA
G-BWXU Slingsby T67M260 Firefly re-registered as G-UPRT
G-BYMG Cameron A-210 cancelled by CAA
G-BYYU OGMA DHC-1 Chipmunk 22 sold to Poland
G-CFDV Sikorsky S-76C sold to USA
G-CJUS Grob G102 Astir CS destroyed
G-COWN P&M Quik GTR cancelled by CAA
G-DPEP Aero AT-3 R100 sold to Kazakhstan
G-EHUP Aerospatiale SA341G Gazelle 1 sold to Serbia
G-EOLX Cessna 172N Skyhawk sold to Romania
G-MMHE Mainair Gemini Sprint cancelled by CAA
G-MNTE Southdown Raven X withdrawn from use
G-MOSS Beech D55 Baron cancelled by CAA
G-MWYZ Solar Wings Pegasus XL-Q withdrawn from use
G-MWZD Solar Wings Pegasus Quasar IITC cancelled by CAAG-MZGS CFM Shadow Series DD sold to France
G-NLPA Hawker 750 re-registered as G-TWIY
G-OZBP Airbus A321-231 sold to Greece
G-ROWN Beech 200 Super King Air sold to USA
G-SEGA Cameron Sonic-90 SS sold to USA
G-STGR Agusta A109S Grand re-registered as G-EMHD
G-TAGE Canadair CL600-2B16 Challenger 604 sold to India
G-VIKS Maule MT-7-235 Super Rocket sod to Kyrgyzstan
G-VSSH Airbus A340-642 sold to Iraq
G-YKYK Aerostar Yak-52 sold to Lithuania
Sonic-the-Hedgehog special shape balloon G-SEGAhas been sold to the USA.
See page 70
for Mega Deal details
NEW Print & Digital Subscriptions
8/8/2019 Pilot June 2015
26/116
8/8/2019 Pilot June 2015
27/116
www. pilotweb.aero Pilot June 2015 | 27
job was not finished when Mike, impatient
as ever to move things along, flew over
with his mate Ron in a Rallye Club. They
were supposed to be scouting the lie of the
land but Bruce had an inkling they might
try to land, even though the ‘runway’ was
still a couple of hundred yards of rough
moorland. Sure enough, they made an
approach, but Ron had forgotten that Mike
weighed almost twenty stone and the
Rallye stopped flying at fifteen feet. So the
first-ever landing at Bodmin was a crash.Ron and Mike fetched some jacks, fixed the
undercarriage and flew it off again.
Mike based an Aztec at Bodmin, but
when Trago bought a Golden Eagle it had
to operate from bigger airfields. Mike sold
Bodmin to Cornwall Flying Club in 1976 but
kept a hangar, in which the Trago Mills
SAH-1 aircraft was built. This was the
aircraft Mike hoped would take over from
the Bulldog as the armed forces trainer,
but the military wouldn’t touch it. The
rights have since passed through several
hands and are currently owned by John
Edgley, who plans to offer a kit.
As we stressed to the nice lady from the
BBC at the opening, Cornwall Flying Club is
a serious business. Cornish people are flying
747s for major airlines because they started
their careers at Bodmin. The chief pilot for
Thomson first flew here, and a former Red
Arrow has his introductory flight at Bodmin
with the Air Cadets. We might look like a
bunch of mates having fun, but we make
skilful and safe pilots to the satisfaction of
the Civil Aviation
Authority, bless it.
Anyway, Brucedrew aside a curtain
to reveal a plaque
and a picture of his
dad, and we all
clapped and drank
the Cava and said it
was a shame about
the weather. Denis talked about the big
plans they have for the future — the Board
is working on a site plan, to make the best
of what is a fabulous asset for Bodmin, for
Cornwall and for general aviation. And as
we walked away, we looked back and saw
the beautiful glass and concrete monolith
that now stands as an affirmation that
general aviation in Bodmin is here to stay.
Come and visit this summer.
the exercise of judgement — the mindset is
similar. When he was President of the
Association of Surgeons, Denis promoted
aviation disciplines in medicine: on his
watch they introduced checklists for
operations and established a Chirp-like
system called CORESS, the Confidential
Reporting System for Surgery, which uses
the same software as Chirp. Chirp’s Chief
Executive Peter Tait sits on the CORESS
Board, too. Denis built the log store from
which the wood-burning stove in theclubhouse is fed, and he’s made a stonking
job of it.
Denis introduced our
celebrity ribbon-cutter,
Bruce Robertson — son
of Mike Robertson, the
maverick to whom we
owe the flying club’s
existence. Mike wanted
to fly in the RAF, but
they put him in the
motor transport pool. He did his PPL when
he got out and began to buy ever-better
planes as the discount merchandise house
he founded, Trago Mills, prospered. Mike
was instrumental in breaking down the
trading laws that used to make Sundays so
stultifying. He would open on the sabbath
and the traffic jams would stretch back to
Liskeard. Then on the Monday he’d be in
court paying his £3,000 fine, and he’d
make it back in the first hour of trading the
following Sunday. Planning permission was
always a remote concept to Mike. Needing
an airfield, he bought
a farm, cut through
some hedges, laid outrunways and invited
the local authority to
give him planning
permission. There
was a kerfuffle,
including a public
inquiry. Bruce
recalled an objector standing up to say
there was no need for such a facility
because there was a flying club at
Torpoint. Huh? Who knew? Brief research
established that it was a pigeon flying club.
Laughter in court. Permission granted.
Bruce was a boy when Mike bought the
farm. That winter, the boy was given a
bucket and spent day after freezing day
walking the runways collecting stones. The
The Great Day finally dawned;
after two years of relentless hard
work by everybody at Cornwall
Flying Club, the spiffing new
control tower at Bodmin
aerodrome was ready for its official
opening. BBC South West was coming to
film the event, Michelle had arranged for
little sandwiches with the crusts cut off,
glasses of Cava with a strawberry in the
bottom, bits of cake, the works. Sandy had
a tie on — who knew Sandy owned a tie? —and Terry took the BBC cameraman flying
despite a proper
Cornish gale which
stopped almost all
other aviation on
the day. And now
the cameraman
wants to learn to
fly… Go Nigel!
No question, the
old Tower was in a
shocking state. A Portakabin stacked on a
Portakabin, it had been battered by many
winters and they had to put sheets over
the equipment when it rained. When we
were licensed the CAA didn’t like it —
Bodmin is hilly, and you couldn’t see all the
thresholds. The story was told of a
microlight that flipped over on landing, and
nobody knew until the pilot walked into the
clubhouse with the stick in his hand. I
could never trace the chap that happened
to, but it’s too good a story not to pass on.
So it was decided that, after the fashion
of Amish barn-builders, the membership
would be invited to pitch in and build a new
Tower — bigger, better, more waterproof.And what a range of skills we found...
electricians, IT experts, builders and
plasterers, painters, digger drivers,
handymen — even our CFI Matt used to be
a builder. So, on a stop-start basis, the
Tower began to rise out of Bodmin moor
and the radio was operated from the
clubhouse café while the Portakabin was
dismantled and junked.
Our Chairman Denis Wilkins is a retired
vascular surgeon whose primary practical
skill, transplanting hearts, doesn’t amount
to a hill of beans when you’re trying to
build a control tower. Denis will tell you
there are a lot of parallels between pilots
and surgeons — the complex knowledge
base, the requirement for professionalism,
A team effort at Bodmin
The membershipwould be invitedto pitch in andbuild a new Tower
The airfield is afabulous asset forBodmin, Cornwalland GA
Regulars | Pat Malone
PAT MALONEPat has worked as a journalist on three
continents and is a fixed-wing pilot and formerhelicopter instructor with 1,500 hours TT
8/8/2019 Pilot June 2015
28/116
8/8/2019 Pilot June 2015
29/116
I couldn’t let the opportunity
go regarding the regular item
in the April edition by Steve
Slater regarding what is
considered ‘vintage’. Steve has
been bubbling away on this
subject ever since he found
out that the Vintage Aircraft
Club definitions were 25 years
old to qualify as a Classic and
forty to be Vintage, just
before he became chairman.
As he comes from the car
world, Steve’s ideas are
somewhat prejudiced to
ideas of Edwardian, Vintage,
Veteran, etc, all locked to particular years.
I tried to get this debate going in the pages of the Vintage
Aircraft Club magazine way back in 2012.
To me, the most important thing to remember is that history
does not stop but keeps rolling past. Any definition of historicmachinery must take this into account. If a set of dates are
locked then the appellation only applies to the generation that
set the dates and ignores future generations. If Steve wanted to
lock the dates then such fine new technologies as electrically
powered practical aircraft would never be historic.
A good debate!
John L Broad
ex Chairman, Vintage Aircraft Club
A vintage debate
I write to say how much I enjoyed the
news of Redhill in the February ‘Airfield
Profile’. I lived through the Thirties as
it began, and my brother often flew
from there and he may even have
been a club member. He later became
a test pilot for Hawker’s and I
remember him demonstrating the
civil Hurricane at the Air Display in
Summer 1939. Details of that display
remain very vivid.
Later, probably in 1942, I recall often cycling from school to
watch the flying. What stands out most in my mind was when
Beaufighters were stationed there (I do not know the squadron).
My invitations to visit the club were limited, but I do recall the
club bar was kept busy.
Brian Seth-Smith
I’m 78, born in 1937, and still flying. If Paddy Elliot is still flying at
ninety, that’s great. But born in 1935?
George Newbrook
I’m not sure how or when the 2 in Paddy’s date of birth became a
3, but 1925 was what it should have read! — Ed
How old is that ‘oldest pilot’?I’m confused. I was born in 1930, five years before Alfred Ernest
‘Paddy’ Elliot ( May ‘Notes’ ). So either I am ninety or Paddy is
eighty. Hope he gets someone to check his weight and balance
calculations.
John Benentt, Crawley, West Sussex
Memories of Redhill
8/8/2019 Pilot June 2015
30/116
From our virtual postbox...Twitter chatter
Follow us on @Pilot_mag
Pilots N Paws is an online
volunteer organisation in the US
where GA pilots can connect
with rescue volunteers to
transport animals in need of
homes to safe havens.
Pilots N Paws From Maren
Gibson: “PNP is an Amazing
Group! Arctic Rescue Thanks
You for Another Life Saving
Freedom Flight!” Zeus snoozing
as he flies high above the
mountain tops on the way home
to his forever family in Utah.
Love his face markings!
Michael Miklos
With Tracey Curtis-Taylor, Bird in
a Biplane
This lady flew from Cape Town
to Goodwood UK in Spirit of
Artemis open-cockpit biplane
See the interview with Tracey atwww.pilotweb.aero
Thomas Hornsby shared
JetStream Radio’s photo
Tim identifies a difference of opinion in his double tweet:
Tim Robinson@RAeSTimR
1/2 Hmm. Press release of a study commissed by travel agency
says 52% of Britons believe airliners won’t have pilots by 2025.
2/2 But in same study - only 3% of Britons would feel safe flying
in an ‘unmanned’ airliner...
Wot flick trickThank you to the editorial team for making such a good job of
my Wot v Nipper piece in the May issue. Since it appeared, I
have discovered the trick to getting a good Avalanche in my
Currie Super Wot.
Normally, with relatively low-power and high-drag aerobatic
machines like the Wot, you centre the stick after initiating a
flick roll in order to speed up the roll rate. It’s only with
high-power and low-drag aeroplanes like the Extra that you
push the stick forward of neutral.
For some reason, when I tried that with the Currie Super
Wot it works beautifully. I now push the stick well forwards of
neutral and get a nice tight flick at the top of the loop that
means I no longer end the flick too nose-down. Opposite
rudder stops the flick roll within a quarter-rotation.
Nick Bloom, Hemel Hempstead
30 | Pilot June 2015 www. pilotweb.aero
Dean asked The Peoples Mosquito to retweet his project:
Dean McBride@McBrideDean77
@PeoplesMosquito any possibilty you can retweet this to your
members pls; https://community-fund.aviva.co.uk/voting/Project/
View/924 … Local attempt at a phoenix from the ashes
Get in touch with us
via social media and
your could see your
post here next month
Searching for a classic…
ComptonAbbasAirfield@abbasair Tiger Moth G-ADXT - anyone know the history? Or where we
can find it? Thank you!
/Pilotmagazine
8/8/2019 Pilot June 2015
31/116
I flew to Welshpool yesterday and was parked next
to another Robin Regent. You might find the
photo on the right ironic? A coincidence?
Ed Green (G-BUYS Flying Group)
Ironic registration comboseen at Welshpool
www. pilotweb.aero Pilot June 2015 | 31
I have read with interest the proposed changes to the GAR reporting system and have had to battle with it several times last year;
particularly difficult and annoying when abroad and returning to UK.
I fully support the need to monitor and track the movement of GA aircraft and their passengers/crew in and out of the UK, but it could
be made much simpler and cost-effective if you simply linked notification to flight plans.
It would also be beneficial if the need to close flight plans and raise overdue action were transferred back to APEX or HMRC, as this
would to some extent close the information loop and give you actual time and place of arrival. At present overdue action is the
responsibility of the destination airfield, or is pre-arranged with a person at the home airfield or airstrip, and there is no need to close a
flight plan, though I always do.
Any GAR notification must be simple or, better, part of the flight plan, especially when abroad when often mobile networks may be
blocked or no WIFI available or the batteries flat in your tablet or PC. There should be the option, as in flight plans, to phone the
information through or, as has happened to me in past when weather precluded landing at the last intended airfield on mainland Europe,
filing a flight plan airborne and making a dash direct to UK. In the latter case, had a GAR been required, as now, the notification period
would not have been possible. So, as we made the flight back home to an inland airfield away from the unexpected crosswinds, we could
have faced a £1,000 fine for putting safety first.
Of course, a determined criminal is not going to file a flight plan or GAR. And if they did not communicate en route, it is unlikely you
would know unless there were some as yet un-defined means of tracking and identifying aircraft that have or have not filed a flight plan.
To close the loop you would need to track on radar all movements and cross check their destination to flight plans, but as much of the
UK is now not covered by primary radar, nor is the Channel now that Manston is closed, that will not work. Likewise, many aircraft do not
have or cannot have transponders fitted, and only Mode S identifies the aircraft — but a criminal can easily turn it off! Basically, you are
imposing excessive rules and regulations on law-abiding citizens that any criminal can easily work round without you ever knowing. A
£1,000 fine is not going to deter any criminal, especially where the chance of identification is low.That said, we in the aviation community do self-police and if we know of pilots regularly failing to notify HMRC of file flight plans then
it is likely questions would be asked or authorities notified.
Sadly, the whole system is not joined up and I am sure many GA pilots would be happy to work through options and scenarios to
create an effective notification and flight plan system that would be simple to use and hard for criminals to circumvent, if you just ask.
None of us want to have terrorists, illegal immigrants, smugglers, or worse, enter the UK by GA.
Finally, I have just heard from our local airfield ATCO that there is to be a new charging structure for receiving flight plans at airfields,
something which in the past was free. Our airfield simply will not pay the charges when it is of no benefit to themselves. So how are they
to know if a flight was cross-border and therefore notify you if it seems suspicious, as actually happened at our airfield recently.
This has simply not been thought through or joined up.
Eur Ing David Beale BSc CEng MIEE
Chairman Innomech Group
Changes to the GAR system: an open letter to HMRC
8/8/2019 Pilot June 2015
32/116
gallons, only 9.6 are flowing into each
turbocharged Austro diesel per hour.
Multiply that by two, and then by 3.78
(the conversion factor for USG to litres)
and you get 72.6 litres per hour. Jet A-1 is
currently around 60p/litre, which means
that we could fly seven people almost
200nm for around £44 in fuel!
At 12,000 feet I lower the
DA62’s long nose, leaving the
power levers at the ‘max
continuous’ setting of 95%
and re-trim. As the speed
slowly increases, Editor Philip leans
forward to take a photo of the numbers
glowing on the screen. The indicated
airspeed is 162 knots, which the G1000
automatically corrects for pressure and
temperature to show as a 194kt TAS (true
airspeed) at the bottom of the speed tape.
Now, 194kt is pretty respectable−it
eventually peaks at 196−but to be honest
I am more impressed by the fuel flow.
Somewhat surprisingly displayed in US
32 | Pilot June 2015 www. pilotweb.aero
8/8/2019 Pilot June 2015
33/116
Flight Test | Diamond DA62
apply to aircraft of two tonnes and over,
and the seven-seater’s is 2,300kg -
although overall dimensions, engine
power etc will be common to both types.
Even at a glance you can see that the
standard of finish is extremely high, while
the elegant, flowing lines are extremely
attractive. Indeed, the airframe is almost a
Standing out on the ramp at Diamond’s
base at Wiener Neustadt in Austria, the
DA62 looks exactly what it is – a 21st
Century aircraft. Company test pilot Niko
Daroussis introduces me to the aircraft,
and although it looks a lot like a DA42
TwinStar NG, it’s actually quite different,
the biggest distinction being that the 62
can be certified with seven seats
(personally, I would’ve called this version
the 72). In fact, the DA62 will be offered as
either a five- or seven-seater, with the
seats in two-three, or two-three-two
arrangement. The five-seater has a
1,999kg maximum all-up weight designed
to avoid the Eurocontrol charges that
www. pilotweb.aero Pilot June 2015 | 33
In enlarging the DA42 to make a five/seven-seater, Diamond hasproduced a super-efficient machine packed with fine
detail design — and one that really performs too
Words Dave Unwin Photos Philip Whiteman
UncommonBrilliance
8/8/2019 Pilot June 2015
34/116
1: Dave lines up for takeoff, primary flight display showing virtual horizon and runway and right-hand multi-function
display the GPS moving map and terrain. Glass stand-by instruments are just visble between PFD and MFD screens
2: Centre console is home to, from left: rudder trim and indicator; parking brake, demist and heater control levers;
twin power levers and (hooray!) a proper mechanical elevator trimmer and indicator
3: Like any self-respecting 2015 supercar, the DA62 has spiffy metal starter buttons — but in this case there
are two and they are functional, rather than show-offy items
4: Protected by the central armrest, left and right fuel control levers, L and R auxiliary pump switches and
headset jack sockets
5: Left-seated PIC’s stick grip incorporates electric trim switches, PTT and autopilot disconnect buttons
airflow separation at the tip while the VGshelp to retain the ailerons’ effectiveness atslow speed. The winglets are alsoadvantageous in an asymmetric situationas they damp yaw and roll whileincreasing directional stability.
work of art, although this is more a happycoincidence than a design aim, as I verymuch doubt that Diamond’s engineerswould have placed form above function.And, as I was soon to learn, this is aseven-seat flying machine that currentlyhas no rival for sheer efficiency.
Starting at the long and shapely nose, itis immediately apparent that althoughmany aspects of this aircraft are the same,in some respects the 62 is quite different
from earlier models. For example eachpilot now has his own door. The relativelyhigh aspect-ratio wings use a laminar-flowaerofoil (a modified Wortman FX63-137/20section) are superbly made, and featureswept-back, up-turned winglets as well asvortex generators in front of the ailerons.The winglets and vortex generatorscombine to give the aircraft excellent slowspeed handling characteristics, thewinglets producing a vortex that delays
34 | Pilot June 2015 www. pilotweb.aero
5
4
1
2
3
8/8/2019 Pilot June 2015
35/116
1: Starboard-side nose baggage locker houses deicing
fluid tank (the port one is longer and will take golf clubs)
2: Access to the middle row of seats is via a single
gull-wing door on the port side. You get to the
rearmost seats/rear baggage compartment by folding
forward the seatback (red handle)
3: Door releases feature an inbuilt security latch and
are beautifully made and finished
4: fantastic attention to detail in what is essentially aproduction prototype (the DA62 had only received
certification days before we tested it)
5: solid metal overhead air vents — luxurious, after the
typical plastic jobs you find in commercial airliners
Flight Test | Diamond DA62
www. pilotweb.aero Pilot June 2015 | 35
53 4
2
De-icing is by the TKS ‘weeping wing’system. This uses an anti-freeze solutionwhich seeps from titanium panelsmounted on the leading edges of thewings, fin and tailplane, while a ‘slinger’ring inside the spinner coats the propellers.This is an optional extra, but it’s a mustreally−and I doubt that many DA62s willbe sold without it, as to file IFR regularlyyou have to have either an anti-icing or ade-icing system. The tank for the TKSfluid is housed in the starboard nosebaggage bay, and can carry up to37.5 litres.
Interestingly, the wings are fitted withtwo different types of electrically-actuatedflap. Inboard of the engines, the flaps areof the simple split variety, while outboardthey are of the more sophisticated
single-slotted type.Power is provided by a pair of Austro
Engine AE330s. These180hp two-litre
liquid-cooled four-cylinder turbochargedDiesels feature common-rail injection andturn three-blade constant speed, fully-feathering MT wood composite propellers.The engine nacelles are extremely elegant.In fact, given there is a turbocharged dieselinside each one, along with its starter,alternator, radiator, oil cooler, intercoolerand heat exchanger, they’re a designmasterpiece. Furthermore, as the AE330’sengine block is canted over by about thirtydegrees, each nacelle is asymmetric, withan obvious bulge on one side. They couldeasily be ‘fugly’−but aren’t. The aftcowling (which is metal-covered to avoidcooking the composite skin) blends inbeautifully, while the hot, high-speed airexiting from the exhaust even adds acouple of kilograms of thrust, possibly
enough to offset the drag caused by theradiators. The engines are fed from a pairof wing tanks with a combined capacity of189 litres, while a 137 litre auxiliary tankis an option.
The rugged-looking trailing-link mainundercarriage retracts inward and thenosewheel forwards. For a 2,300kg machine
the relatively high-pressure tyres are notoverly big, but then the DA62 has not beendesigned to operate ‘off-piste’ anyway. Themain undercarriage doors do not completelycover the wheels when the undercarriage isretracted for two reasons. First, the smallincrease in drag is offset by the reduction inweight and second, as the undercarriage’slimiting Vle (maximum extended extensionspeed) is the same as the aircraft’s Vne itallows the pilot to use the undercarriage as arudimentary airbrake.
Overall, I think the 62, with its largeventral strake, dorsal fillet and turned downtailplane tips looks great. The restrainedsilver-grey colour scheme really suits it,although despite its obvious good looks thisis clearly a machine in which form followsfunction, and that drag reduction has
obviously been one of the design team’sprincipal concerns−even the taxi andlanding lights in the belly are flush-mounted. It’s just a happy coincidencethat it also looks so good.
Access to the cabin is excellent. Eachpilot has their own door complimented bysensibly-sized non-slip wingroots
1
8/8/2019 Pilot June 2015
36/116
8/8/2019 Pilot June 2015
37/116
Near Fairoaks Aireld (0.4 miles) in Chobham, SurreyAn impressive Victorian country house, situated at one of the highest points in Chobham with extensive
views over surrounding areas. The property has been beautifully maintained and is ideal for family
living and entertaining. 9 bedrooms, 6 bathrooms, 4 large reception rooms, snooker room, staff annexe,
swimming pool, tennis court, lake, manicured gardens, mature woodlands, paddock and stables, space
for helicopter landings. There are numerous golf courses and schools of all levels nearby. Trains to
London Waterloo take 23 minutes from nearby Woking. About 7.5 acres.
KnightFrank.co.uk/country+44 20 7861 1378 edward.shaw@knightfrank.com
@KnightFrank
KnightFrank .co.uk
or telephone: 020 7834 5631
To join today go to www.joinaopa.com
Your membership includes advice on: engineering,
medicals, pilot licensing, aircraft ownership, group aircraft
ownership and much more besides
AOPA provides advice on matters in relation to actions
initiated by the CAA or other regulatory authorities
AOPA provides you with a voice in the heart of Government
and through IAOPA in Europe (EASA) As a member you will receive your own personal copy of
General Aviation the award winning AOPA publication. You
will also be kept up to date on issues through a monthly
eNewsletter!
AOPA members receive 5% discount on purchases at the
Pilot Store and the online Webshop
Members have access to a meeting room in the heart of
London. To find out more call the number below
WE’VE GOT YOU COVERED!For all your flying needs AOPA
is here to support you
8/8/2019 Pilot June 2015
38/116
then start thesecond engine.Every reasonable engineindication is clearly shown on the MFD,and by the time the post-start checks werecomplete and the fuel cross-feed checked,and the oil and coolant temperatures hadrisen from the yellow ‘caution’ range(50°C for the oil, sixty for the coolant) weare ready to roll.
The hydraulic toe brakes are powerfuland progressive although as MAUW isgreater than the DA42’s the nosewheelsteering is heavier. Really tight turns can bemade by deft application of differential
braking anddifferential thrust. Atthe run-up point I setthe parking brake,increase power and
press the engine testbuttons. Each EECU then runs through anextensive self-test procedure, which evenincludes cycling the props. This is muchbetter than fumbling with throttle, prop andmixture levers, mag switches, boost pumpsand carb heat! The AE330s have two ECUs,A and B, and part of the pre-takeoff checksrequires using a small ‘voter’ switch toselect each one off in turn to check thatboth are functioning correctly. Should onefail in flight control automatically switchesto the other. However, ECU B does notmerely function as an emergency back-up;the two ECUs are identical and each iscapable of full engine control.
For the first flight we flew in formationwith a DA42 carrying photographer Philip,
G1000’s dual multi-function display (MFD)screens. The back-up instrumentation isno longer mechanical, but an electronicstandby AI that includes airspeed andaltitude. The flap and undercarriagecontrols are exactly how they should be:the aerofoil-shaped flap switch is on theright side of the panel, is guarded and hasthree positions: ‘Up’, ‘Take Off’ and‘Landing’, while the undercarriage selectormounted on the left of the panel iswheel-shaped and has co-located positionindicator lights. Lights next to the flapswitch indicate when the flaps havereached the selected position and thelimiting speeds are printed next to thelights. All the circuitbreakers are on theright side of the panel,easy to see and reach.
Control sticks are
unusual for aseven-seat twin, but I like them. P1’scarries rocker switches for electric pitchtrim, along with PTT and autopilotdisconnect buttons. The power levers(strictly speaking they’re not throttles, asthey control both the engines and thepropellers) are located in a centre console,which drops down from the base of thepanel and extends aft between the seats.The left power lever incorporates ago-around button. The console also carriesthe rudder trim knob, levers for theparking brake, cabin temperature controland canopy de-mist, and a large elevatortrim wheel with positi
Recommended