< Back MTD-02-2025 issued - Mission M108 Nose Leg Failures 6 Jun 2025 MTD-02-2025 - 'Nose leg failures' was issued today for Mission M108 aircraft. This MTD can be found HERE and is also attached below. Three instances of nose leg failure have occurred in the past 12 months, two of which recently. This MTD mandates the regular inspection of this area until a long-term fix has been put in place. Lambert Aircraft Engineering is working to finalise a solution as soon as possible, working closely with the LAA. We will update the MTD as appropriate once a solution is in place. MTD-02-2025 - Mission M108 Nose Leg .pdf Download PDF • 212KB Next Previous

< Back Gyroplanes to join the new online Permit Revalidation System 17 Jun 2025 The new online Permit Revalidation system has been in place for fixed-wing aircraft on the LAA fleet since 15th April 2025 and now it is time to add Gyroplanes, both amateur-built and factory-built. Therefore, we are pleased to announce that gyroplane Owners and Inspectors will be able to use the online Permit Revalidation system from 22nd July 2025! The Permit Revalidation Process for gyroplanes will follow the same three steps as for fixed-wing aircraft, shown in the graphic below. The only differences will be small changes to the questions in line with the requirements for gyroplanes, such as asking about the rotor and rotor-head. Where do I find more information? If you are a Gyroplane Owner or Inspector, then please talk to your friends that own and inspect fixed-wing aircraft, as many of them will have been through this new process. There is lots of information to help you: Technical Leaflet 2.00 – Revalidating an Aircraft’s Permit to Fly , will be updated on 22nd July to include information regarding gyroplanes A detailed step-by-step video guide is available on the LAA’s YouTube channel, called ‘ Online Permit Revalidation Explained .’ A list of Frequently Asked Questions is available on the LAA website. Again, these will be updated on 22nd July to include Gyroplanes For more information, click HERE . Note: the 22nd July is a hard deadline, so LAA Engineering will not accept applications made under the old system from that date. Changes to Permit Revalidation Fees for Gyroplane Owners From 22nd July, Permit Revalidation Fees for gyroplanes will be based on Maximum Take Off Weight (MTOW), rather than Factory Built Gyroplanes always having a fee of £323. This is in line with the charging regime for fixed-wing aircraft. The current charges are as follows: Up to 450kg - £241 451-999kg - £292 1000kg & above - £323 Note: For FBGs - if the last Permit revalidation was not administered by the LAA, an extra fee of £155 applies Next Previous

< Back New LAA Inspector - Alan Caldecourt 24 Oct 2024 The LAA is pleased to welcome Alan Caldecourt as a new LAA Inspector. Alan attended an Assessment Day at LAA HQ last month. Alan has experience of both wood and metal airframes, in full restoration and modifications (Rollason Condor & Luscombe Silvaire). In 2008, he completed a RV7 build and recommissioned a Taylor Monoplane in 2020. His whole career has been in the Airline Maintenance Industry, starting as an Apprentice with B.O.A.C in 1973, becoming a Licenced Aircraft Engineer. After 47 years service, he retired in 2020 along with the British Airways 747 Fleet ! He is currently based at Popham Airfield, but lives in West Sussex. Well done Alan! 🎉 Next Previous

< Back Engineering updates in May 6 Jun 2025 The following documents have been issued/updated in the Engineering 'Info Library' during May. Technical leaflets : TL 2.33 - Inspector categories for types TL 3.04 - CAA approved welders TADS : 162 - Zenair CH 601HD/HDS 162A - Zenair CH 601UL 162B - Zenair CH601XL 232 - Murphy Rebel 345 - Sherwood Scout/Reality Escapade BM-102 - Dragon Aviation A32 Vixxen P21 - Woodcomp propellers Forms: LAA/AR-REF - Airworthiness review reference guide (crib sheet) (new form) LAA/CFS-1 (fixed wing) - Check flight schedule LAA/PFRC-1 (fixed wing) - Permit flight release certificate Propeller type lists PTL/1 : Sonex Next Previous

< Back Aerobatics Course bursary for LAA Members!!! 6 Jun 2025 These bursaries are available thanks to the generosity of LAA member John Rowlinson and his company PTS. You must be an LAA member to apply. Please send an email with the subject line Aerobatics and we will get back to you. Next Previous

< Back New LAA Inspector - Clive Sutton 28 Mar 2024 The LAA is pleased to welcome Clive Sutton as a new LAA Inspector. Clive came to an Assessment Day at LAA HQ at the start of March. Clive is ex-RAF, a Chartered Engineer and a BMAA Inspector. He prefers composite & metal airframes and Rotax 4-stroke engines (especially the Europa type). He has little experience with 2-strokes of Continentals/Lycomings or wood and fabric aircraft. He is ready to travel a maximum of an hour; Wellesbourne, Bidford and Coventry are within easy reach for him. Next Previous

< Back Telephones 4 Apr 2024 Please note that the LAA phone system is being updated today and currently we are unable to receive any incoming calls. We appreciate the inconvenience this may be causing but we envisage they will only be down for part of the day. Next Previous

< Back Engineering updates in August & September 7 Oct 2025 The following documents have been issued/updated in the Engineering 'Info Library' during August and September. Continuing airworthiness information : Mandatory Technical Directive MTD-01-2025 - Zenair tailplane brackets - issue 2 Mandatory Technical Directive MTD-02-2025 - Mission M108 nose gear - issue 2 Alert A-09-2025 - Woodcomp Klassic propeller blades Alert A-10-2025 - Cracking in E-Props carbon propeller hubs Propeller type lists PTL/1 : Jodel D117/D119/D120 Next Previous

< Back LAA System Update - 9 Oct 9 Oct 2024 9th October 2024 We are now up and running! Many apologies, once again, for the inconvenience caused and thank you for your patience. You may notice a few changes which are aimed to make the system more user friendly. Regards LAA Team 8 Oct 12:30 Due to an unexpected problem, our system is still in maintenance mode whilst they work on it. We apologies for the inconvenience this is causing and as soon as we are back on line, we will send an email out to members to advise them the site is live. 7 Oct - 15:35 Unfortunately it’s taking a lot longer than expected to update our systems and we are still in maintenance mode. Hopefully we should be ready to go live later on this afternoon. 4 Oct We will be upgrading our software which runs our membership and engineering databases on Monday 7th October. This will mean that our system will be put into maintenance mode at about 7.30 am and should come online again around midday. It will have an impact on accessing the membership renewal area, LAA online shop and your aircraft details. We apologies in advance for the inconvenience. Next Previous

< Back Replica De Havilland DH71 Tiger Moth Racer takes to the air 23 Dec 2024 Steve Jones’ replica DH71 Tiger Moth Racer made a highly successful maiden flight on 26th November, piloted by Steve himself. The immaculate monoplane, appropriately registered G-ECDX, is a full-size recreation of one of only two examples built by de Havilland in 1927. Of all wood construction, and fitted with a modified DH Gipsy 1 engine, the original DH71s were created to publicise their new Gipsy engine before releasing it onto the market to power their already successful DH60 Moth biplane. An exercise in light weight and streamlining to maximise speed, the DH71 was also significant in developing construction techniques that de Havilland used to good effect in later designs. The original DH71 achieved 186mph around a 65 mile closed circuit course, its Gipsy 1 engine souped-up from 85 to 130 horsepower for racing. The replica project was largely built by Ron Souch in the 1990s, under PFA supervision, using drawings produced by Ron’s friend Ben Price, a former aircraft draughtsman who put forward the idea as his retirement project. None of the original construction drawings had survived, so the design had to be recreated based on a three-view, photographs, press articles and intimate knowledge of de Havilland’s standard design techniques – and then checked against modern design code requirements. Most challenging part of the design were the details of the internally bungee-sprung wheels, as on the original. The project was paused for several years after issues came to light with the stressing of the wing spars and undercarriage. Steve Jones, looking for a hangar-mate for his scratch-built Comper Swift project, purchased the DH71 in 2016. Steve quickly got things moving again by commissioning re-designs of some of the original components, stripping off the fabric covering, re-sparring the wings and finishing the aircraft off to the same high standard as its original construction. The final examination of the assembled aircraft by LAA HQ’s design staff in November, when ground runs of the modified engine and its very coarse pitch Hercules propeller were demonstrated, took place over three decades after the project’s inception. When Steve’s replica DH71 first lifted off from Sywell’s grass runway, it was a sight not seen in Britain for 95 years. Big congratulations to all involved, especially to Ron and Ben for initiating it, and Steve’s perseverance and skill in finishing all the last details to such a high standard. Honourable mentions also to John Tempest for the re-design work and Ben Cox for inspecting it, this was truly a team effort. Sadly, Ron Souch is no longer with us to see the Racer fly. Steve describes his aircraft experience as starting as an aircraft engineering apprentice at CSE Kidlington, in the late 1970s. He towed gliders at Husbands Bosworth, in Chipmunks, at age 19, and joined the Tiger Club in the late 1970s, becoming a flying instructor at Staverton 1981. As he describes it, he somehow (?) ended up flying BA 747s for 20 plus years. His remarkable flying career has involved air racing, aerobatic competition and display flying, Redbull competitions and record setting in the Rolls Royce electric powered ‘Spirit of Innovation’ aircraft. Next Previous

For part-built LAA projects, the new owner/builder needs to continue following the LAA amateur-build process. For already-flying LAA aircraft, the new owner simply takes on the responsibilities of the old owner for looking after the airworthiness of the aircraft. The restoration of an aircraft might range from dusting off the cobwebs and giving the engine a good service, to a full strip down to component parts and fabricating missing or damaged parts. It is also possible, in some circumstances, to import a part-built or completed aircraft from overseas. This is generally only possible where the type is already accepted by the LAA, the aircraft can be shown to have been amateur-built under a similar regime to that in the UK, and which is readily inspectable to confirm the build standard. A number of LAA types come under the heading ‘orphaned vintage types’. These are types that are no longer supported by their manufacturer and have been deemed ‘orphaned’ by the CAA (e.g. Austers). There are also some types that can elect to operate either on a Certificate of Airworthiness or on an LAA-administered Permit to Fly (e.g. Chipmunks). Buying an Aircraft Not everyone has the inclination, ability or time available to build an aircraft. The only route then is to buy a part-built aircraft for completion, a ready-flying aircraft or an aircraft in need of restoration. When buying an aircraft, the overriding message is ‘Buyer Beware!’ If you’re buying an aircraft that is already flying within the LAA system, you mainly need to satisfy yourself that it’s in an acceptable condition and meets your needs. LAA Inspectors are often happy to look over an aircraft for you to help you make a technical assessment of its condition. Another area you should consider is whether it has enough payload to take you where you want to go. When buying a partially-built aircraft or one from overseas, you need to make sure that the aircraft is eligible to hold a UK Permit to Fly and is in a configuration that the LAA can accept. It is usually a good idea to drop LAA Engineering an email to check before you part with large amounts of money. For further information, click the button below or look in the 'Classifieds' section of the LAA Magazine Click here for more information

Detail Design Having worked out a promising-looking layout, initial three-view and performance and weight specifications, now is the stage where the hard work begins of transforming concepts to working drawings. Essential decisions have to be made about types of material to be used, the structural arrangement, exact choice of powerplant and so on. You’ll probably need to make a cockpit mock-up to check the ergonomics and control system arrangements, and maybe build a flying radio controlled model of the design to give faith in the handling characteristics. With the basic geometry laid out, stress calculations and assembly drawings come next, then drawings of individual piece parts. Keep an up-to-date tally on weights. As the drawings get more detailed you must re-evaluate whether you are going to meet your original targets in terms of weight, strength and aerodynamic cleanliness, whether you need to re-visit your original assumptions or re-design from scratch. Is there a way that the part or assembly can be made more easily, more cheaply, lighter, stronger, more fatigue or corrosion resistant? Fewer parts and fewer joints generally means fewer problems and less weight. Can you use off the shelf parts rather than having to make them specially? Are there other aeroplanes around that have already solved a particular problem in a clever way? Will the aircraft be easy to inspect in service, easy to repair if it gets damaged? Can it be broken down for transportation? If the handling isn’t quite right when the prototype is test flown, does the design make provision for ‘tweaks’ to put it right? Does the design include reserves of strength to cope with weight growth in service and more powerful engines, or is everything pared down to the minimum? Design Tutorials