LAA Member Discounts

E10 Mogas From 1st September 2021, the government mandated that all regular grade unleaded petrol must contain up to 10% ethanol, rather than up to 5% as previously. In the autumn of 2021, most filling stations around the UK re-marked their E5 petrol pumps to show that they now supply E10 specification fuel, and started receiving tanker-loads blended with up to 10 percent ethanol content. For the automotive world this means reduced carbon dioxide emissions, which is better for the environment, and, arguably in terms of eco-desirability, a small further reduction in the reliance on fossil fuel. The automotive industry had been preparing for this change, and people with road vehicles registered after 2002 should be able to switch to E10 without noticing any difference. Unfortunately, the additional ethanol content is bad news for aviation users if we were to ignore the change and start putting E10 in our aircraft regardless. Ethanol is a powerful chemical solvent which can attack components including rubberised gaskets and fuel pipes, older lacquered carburettor floats and composite or plastic components in some newer fuel systems. The doubling of the concentration of ethanol in E10 compared to E5 makes it much more likely that problems will be experienced if these parts are not designed to be ethanol-proof. Ethanol also has an affinity for absorbing water, which over time can then become acidic, attacking metal components in the fuel system and engine. Even if there was a practical way to do so in the volumes of fuel we use in our aircraft, we cannot safely remove the ethanol content from the fuel because the ethanol acts as an octane enhancer, so the washed-out fuel would be left with a reduced octane value, likely to cause detonation problems. Another issue is that ethanol-blended fuel has a lower energy density than petrol, so to develop full power from our engines using an E10 fuel, we may need to richen the fuel/air mixture, for example using a bigger carburettor jet size. Owners of Rotax and Jabiru engines are probably already aware that many of these engines are supplied as being able to use E10 fuel – though with Jabiru engines, in particular, it’s far from straightforward because some of the earlier engines require cylinder head modifications and reduced compression ratio if they are to avoid detonation issues when using any form of Mogas. Jabiru also say that Mogas of any type should not be used in commercial flight schools and only at the owners own risk. Even with a supposedly E10-compatable engine, the chemical compatibility problems with fuel system components are such that the LAA does not at present approve the use of E10 Mogas in any LAA amateur-built or vintage aircraft. For factory-built microlights and factory-built gyroplanes, where LAA is not the approving authority but only renews the CAA’s Permits to Fly, owners need to refer to the TADS for the types for details of the approved fuel types, and monitor the service bulletins from the approved manufacturers for news of any updates. Where we need to be particularly careful in reading-across from (hopefully) a trouble-free transition to E10 in automotive use is the big difference between our petrol cars and the way our aircraft engines are configured. Our cars generally have submerged fuel pumps in their petrol tanks and a sealed fuel system. In our aircraft we have an open-vented tank and usually a fuel pump several feet away, often mounted in a hot area of the engine bay near to the engine exhaust, dragging the fuel through a fairly convoluted pipework system, a filter and fuel selector – all features encouraging a vapour lock - and then to make matters worse we want to climb up to altitude and operate in reduced atmospheric pressure. Modern petrol cars have a fuel injection systems rather than carburettors, a circulating fuel system designed to purge any vapour forming in the fuel line, and an ECU that monitors the engine’s parameters constantly and adjusts the fuel mixture strength and ignition timing to prevent damage to the engine – and if all else fails and the engine should ‘pink’, we can hear it from the driver’s seat and drop a gear to lighten the load. Because of the much higher background noise level in our aircraft, detonation cannot be heard and the pilot’s first indication of a problem may be when the first piston crown disintegrates, or a valve head departs its stem. In conclusion - E10 is presently not approved for use in any LAA aircraft. ‘Hoping for the best’ and using E10 fuel in your aircraft regardless could risk ruining the fuel system components, fibreglass tanks falling to bits, engine failure through contamination of the fuel or ruptured fuel pump diaphragms etc, or more serious engine damage. For most of our engines, UL91 Avgas is the best choice, but 97 octane E5 Super Unleaded remains an alternative to the now-obsolete E5 spec Mogas.

Continental Covering Letter to Owners AAN PFA 999-413 Sup 3 Approved Mogas Aircraft/Continental Engine combinations Inspection Checklist

< Back New LAA Inspector - Ed Stinton 27 Mar 2024 The LAA is pleased to welcome Ed Stinton as a new LAA Inspector. Ed came to an Assessment Day at LAA HQ at the start of March. Ed has restored two crash-damaged Avid flyers and one crash-damaged MW7. He also restored a barn-find ARV Super2, including Rotax engine conversion. He has been involved with numerous RV builds, including his own Harmon Rocket (modified RV4). Ed has held CAA approvals for welding carbon steels. He is experienced with fabric, wood and composites, Wankel Rotary and Lycoming engines. Ed has worked with both two-stroke and four-stroke Rotax engines. He has worked for MidWest engines, Diamond Aircraft and numerous maintenance organisations. Next Previous

LAA are proud to announce our Rally 2025 sponsors Entrance Fees All fly-in slot bookings for the event are available via the Eventbrite (coming soon) booking website. Member and public entrance tickets can be bought in advance via the LAA Shop (coming soon). There is free car parking and provision for disabled parking on site. For those arriving by road, Leicester Airfield is easily reached from the north and southwest via J21 on the M1; A563 Sth Leicester Bypass to B582 Gartree Road. Routes from the East and South East via A47 and A6. No dogs are allowed airside BY AIR One landing fee of £10.00 covers a single landing and stay of up to three days and camping by your aircraft. Pilots and accompanying passengers will also need to purchase individual entry tickets to the Rally - available via the LAA Shop . If flying in, you will need to book a slot. PLEASE NOTE ANY FURTHER LANDINGS WILL BE CHARGED. (Local evening flying will be available and not charged) Members : INCLUDES AIRSIDE ACCESS £25 (for all 3 days) LAA, BMAA and BRA members - Please bring proof of membership by way of showing your receipt or mobile phone with membership details. More details on how to find this will be emailed to all members nearer the time. Non-Members £25 for One Day Ticket (does not include airside access) Special Offer!!! Non Member Three Day Ticket (including airside access) for £50. This offer is available until 31st July 2025. Non-Members AIRSIDE ACCESS £15 for One Day Ticket Children 16 and under go free.

Light Aviation Magazine 2016 Click on the links below to open each issue of Light Aviation Magazine from 2016 January 2016 April 2016 July 2016 October 2016 February 2016 May 2016 August 2016 November 2016 March 2016 June 2016 September 2016 December 2016

< Back MTD-05-2025 Issue 3 published - Eurofox Rudder Pedals 7 Jan 2026 MTD-05-2025 Issue 3 has been published to provide further information on the situation as it develops and asking Owners and Inspectors to report back. The inspection schedule in unchanged from Issue 1 or Issue 2. Therefore, Issue 3 does not require you or your Inspector to do anything different. If your aircraft has already been inspected to MTD-05-2025 Issue 1 or Issue 2, then the next time an inspection in accordance with the MTD is due, you Inspector should reference Issue 3 in their logbook entry. LAA is continuing to work towards achieving a permanent solution via a modification to the rudder pedal/torque tube design. MTD-05-2025 Issue 3 is attached below and can be found on the website HERE . 20260107 - MTD-05-2025 Issue 3 - Eurofox Rudder Pedal Cracking .pdf Download PDF • 883KB Next Previous

< Back Alert A-09-2025 - Hairline Cracking in Woodcomp Klassic Propeller Blades 19 Aug 2025 Alert A-09-2025 - Hairline Cracking in Woodcomp Klassic Propeller Blades LAA Alert A-09-2025 has been published on the LAA website (and is also attached), highlighting reports of Woodcomp Klassic blades found with hairline cracks in the blade’s surfaces, running chordwise, usually outboard of about 30% radius. The Alert described actions for Owners to take if such cracks are found and to contact LAA Engineering. A-09-2025 - Woodcomp Klassic Propeller Blades issue 1 .pdf Download PDF • 205KB Next Previous

< Back MTD-05-2024 - Jabiru Distributor Caps - Issue 2 23 Jul 2025 MTD-05-2024 - Jabiru Distributor Caps - has been upissued to Issue 2 today. This MTD can be found HERE and is also available below. On 10th July 2024, LAA Engineering published Issue 1 of MTD-05-2024. This was published due to apparent variations in the design of the distributor caps and rotor arms on Jabiru 2200 engines, which meant that, in some cases, there was insufficient clearance between the rotor arm and centre boss of the distributor cap, causing the contact button of the distributor cap to be flattened against its range of travel by the rotor arm, which causes extremely accelerated wear leading to ignition issues and potential engine failures. Today, Issue 2 of MTD-05-2024 has been issued, superseding Issue 1. Issue 1 of MTD-05-2024 detailed a method for ensuring sufficient clearance between the centre boss of the distributor cap and the rotor arm. This method has now been superseded by Jabiru’s Service Bulletin JSL050. LAA MTD-05-2024 Jabiru distributor cap Iss 2 .pdf Download PDF • 294KB Next Previous

< Back Mandatory Technical Directive issued for Supermarine Spitfire mk26 and mk26a 16 Feb 2024 It has been found that there is potential for the fin of the Supermarine Spitfire Mk26 and 26B to be misaligned during build, due to a build-up of tolerances in the fin and its attachment, possibly leading to a mis-rigging of the rudder and failure to achieve the desired range of rudder travel. This could possibly result in degraded controllability in flight and on take-off and landing. In the interests of safety MTD 01-2024 calls for mandatory checks to be made on the fin alignment and rudder range of movement. Next Previous

Light Aviation Magazine 2021 Click on the links below to open each issue of Light Aviation Magazine from 2021 January 2021 April 2021 July 2021 October 2021 February 2021 May 2021 August 2021 November 2021 March 2021 June 2021 September 2021 December 2021

< Back MTD-04-2025 published Rans Control Linkage Rod End Connector Washers 13 Nov 2025 MTD-04-2025 - Replacement of all plastic control linkage rod end connector washers with metal washers During an inspection of an early Rans S6, all plastic washers between the bolt and bearing of the flap and aileron control linkage rod end connectors were found to be split or missing. This issue is identified in Rans’ service bulletin 012390-03. As plastic washers are susceptible to failure due to wear and embrittlement, this MTD is raised to mandate the replacement of all plastic control linkage rod end connector washers with metal washers. These washers prevent the rod end from disconnecting in the event of bearing failure. The washers fitted must be larger than the diameter of the bearing. Refer to here for a diagram. MTD-04-2025 can be found here and is found below. Note: Do not re-use nyloc or other self-locking nuts if their locking ability has become compromised. MTD-04-2025 - Rans Rod End Washers .pdf Download PDF • 240KB Service Bulletin - Control Linkage Rod End Connectors .pdf Download PDF • 66KB Next Previous