FlightGlobal.com
Home
Premium
Archive
Video
Images
Forum
Atlas
Blogs
Jobs
Shop
RSS
Email Newsletters
You are in:
Home
Aviation History
1964
1964 - 0745.PDF
432 FLIGHT International, 19 March 1964 Jurcas in formation. Nearest the camera the Tempete, with the Sirocco beyond "Flight International" photograph THE AMATEUR CONSTRUCTION SCENE OF all the things people get up to in their spare time, nothingseems to inspire more public imagination or curiosity thandoes the news of somebody building a personal flying machine—usually in a garden shed or fifth-floor flat, implying added news value. Press, radio and TV give only routine treatment, if any, to sailing boats, prize marrows, hot-rod motor cars, jazz groups and all such objects of creative enterprise; but the air of eccentricity and unreaiity popularly associated with the do-it- yourself aircraft constructor always rates a headline—especially if his bedroom window is too small. But this kind of publicity is no doubt the least of the reasons, why, compared with, say, that of America or France, sporting aviation in Britain has developed so relatively slowly. Judging by the number of original designs.now being developed by British enthusiasts, and by the improved facilities available, there are signs that a more promising and virile period of expansion for sport aviation in general is just around the corner. In every country where flying for fun by people of average means is not subsidized by the State, the homebuilding and the do-it- yourself group operation of light aircraft are the backbone of the movement; in Britain the same spirit is probably best found in the booming small-boat world. The backbone of the amateur building movement itself has always been the individual constructor of highly specialized and experimental designs—outstanding examples are the multitude of single-seat aerobatic biplanes, midget racers, and what-have-you in the United States, every one of them somebody's dream plane. It is probably true to say that in this country the professional industry's failure to build a decent low-cost fully aerobatic training/ touring aircraft could be the incentive behind the new do-it-yourself trend. There are, too, signs of a revival of interest in air racing, and this could lead to the appearance of some fast single-seat aerobatic types. No more skill is needed to build an aeroplane from a set of plans than to build a boat or a small sports car from a kit of parts—it just needs a bit more patience, because it takes longer. There is now a wide and interesting range of British and foreign aircraft designs approved for home construction in the United Kingdom—but there is still plenty of scope for new thought, particularly in the use of new materials and in design for rapid assembly from partly finished kits in the same manner as the Lotus Elite and other sports cars. The Popular Flying Association,* representative body for amateur constructors and the private-group operators of light and ultra-light aircraft, has an experienced engineering section which, under Mr Eric King, has approved over 20 designs' for home-building. Like all departments of PFA, the engineering section works on a part-time honorary basis. The evaluation of a design submitted for approval consists of checking it for structural integrity and studying the results of flight tests to ensure that all the likely operating conditions have been investi- gated and catered for, in just the same way with regard to the primary structure and handling as a C of A aircraft. In the case of foreign designs this has often involved considerable research, by reason of differences in design standard and the sheer physical difficulties of interpreting data. As a result, any machine built to a set of approved drawings need pass only routine inspections of workmansnip and a 5hr test flight schedule in order for the PFA to recommend the Ministry of Aviation to issue a permit-to-fly. The permit-to-fly airworthiness category is restricted to aircraft weighing less than 1,7501b; powered by less than 125 h.p.; and with a stalling speed of less than 60 m.p.h. if powered by an engine cf approved design, or less than 50 m.p.h. otherwise. Restrictions on the operation of permit-to-fly aircraft are that they may only be flown outside the United Kingdom with the approval of the British and foreign government authorities concerned, because the permit is not internationally recognized; and that the aircraft is not flown over a built-up area or public gathering. A relaxation of the previous total ban of aerobatics by any permit aircraft—even those designed to the appropriate factors—has been won by the PFA. Production aircraft with certificates of airworthiness that fall within the permit-to-fly design requirement may be brought into the scheme and flown subject to its limitations with the advantage of relaxed, and hence cheaper, maintenance procedures. Still among the most popular aircraft with British home con- structors are the designs of the late Roger Druine—in particular • The Popular Flying Association, Artillery Mansions, Victoria Street, London SW1. The two most popular designs among British homebuilders are the Druine Turbulent (left) and the Luton Minor right). Both are non-atrobatk single seatsrs and can be built for under £500 complete with new engine "cl -<" '--^intional" photographs
Sign up to
Flight Digital Magazine
Flight Print Magazine
Airline Business Magazine
E-newsletters
RSS
Events
