Approval for the issue of a Permit to Fly

Transcription

1 AIRWORTHINESS APPROVAL NOTE NO: APPLICANT: Charles Church (Spitfires) Ltd AIRCRAFT TYPE: Hispano HA1112 M1L REGISTRATION NO: G-HUNN CONSTRUCTOR'S NO: 235 Approval for the issue of a Permit to Fly 1. Introduction The aircraft was acquired from the Spanish Air Force in 1968 and was rebuilt to flying condition by Sim Ron Aviation of Tulsa, Oklahoma in 1977having completed 120 airframe hours. A ground loop accident in the USA later in 1977 damaged the starboard gear locking lug, centre section main spar and various other items of structure. The total airframe time was163 hours. The aircraft was purchased by M R Lamplough and shipped to the UK for restoration to flying condition at Duxford, was completed in 1982 and registered G-BJZZ. A further ground loop accident occurred during the flight test phase on 15th May 1982 and similar damage but on the opposite side occurred. Since then the aircraft has been acquired by Mr Charles Church the present owner for further restoration work. 2. Description 2.1 Airframe Assembled in Spain in 1944 using German manufactured parts as an ME109G-2 redesignated by the Spanish as the Hispano HA-1112-M-I-L. The Duxford damage survey revealed the following significant areas of damage:- i) Centre Section Main Spar top boom moved starboard to port with associated damage to the C/s spar web. ii) iii) Cockpit floor skin, buckled. Stbd undercarriage cracked on mounting forging at firewall. v) Stbd undercarriage leg bent. vi) vii) viii) ix) Stbd aileron distorted. Stbd mainplane end rib cracked at undercarriage tunnel and tunnel roof also cracked. Stbd undercarriage ram uplock bent Stbd undercarriage ram attachment eye to leg sheared. x) Two propeller blades bent.

2 The following items were removed from a Museum aircraft Constructors No 219, and fitted on this aircraft:- a) Stbd undercarriage oleo. b) Stbd undercarriage oleo support bracket and pin. c) Stbd aileron. d) Stbd wingtips. e) 2 propeller blades. The main spar centre section was repaired to Drawing No ME1 dated 30 December 1979 drawn by Mr J Chillingworth. Following the 1982 accident some restorative action was undertaken at Duxford. The port aileron wing false spar was repaired by splicing with a length of channel section of similar dimensions, and the centre section spar was again said to be repaired to Drg No ME1. The port uplock bracket has been realigned and fixed to the wing top skin using bolts instead of rivets. The wing tips are those fitted to the BF109E and are rounded rather than the pointed type fitted by the Spanish. Report by Mr R Dack dated January 1988 details all major structural and additional repairs found necessary at Roundwood. The report contains a stress analysis on the centre section and port false spar at the aileron position, and is acceptable to the CAA. The original laminated armoured bulkheads fitted for pilot protection have been removed and replaced by similar thickness plywood items. A broken screw tap was found in the lower spar cap. Strength justification has been provided by Mr R Dack of PBN, see letter dated 1 September Engine and Propeller The engine is a Rolls Royce Merlin Serial No refurbished following the propeller ground strike at Biggin Hill. The propeller is a Hamilton Standard three blade 23E50 type, blade type HL rebuilt in the USA and inspected to Airworthiness Notice No 75 by Hants & Sussex. The blade angle is set to 22_ fine, and 65_ coarse. The Magnetos of Rotax NSE 129C type, have been overhauled but not checked for altitude performance. The carburettor is a Claudel Hobson AVT type. The supercharger is a two speed single stage Rolls Royce type with manual speed change control. 2.3 Hydraulic System The system has been modified by the substitution of Parker components for the original Spanish or German parts. The hydraulic system was rebuilt at Roundwood prior January The parts, which are of general commercial standard, are:- Main regulator - Parker R3 PHIO Non return valve HP & LP Manifolds Pressure switch and pressure relief solenoid U/C selector - Parker 4MD 01ZD20

3 Main retraction jacks LP filter - Parker Accumulator 500 psi (Nitrogen or Air) The pump is the original Merlin BH MK IV gear type and operates at 850/900 psi. The system operates on DTD 585 hydraulic fluid. Other system circuit changes have been made and are covered by ME109 Hydraulic System description dated January Electrical System The aircraft was completely rewired in the USA, and provides for: i) Instrument lighting ii) Boost pumps iii) Lucas magneto boost coils iv) Remote indicating compass v) Pitot heat vi) Navigation lights vii) Instruments viii) Gear warning ix) Avionics - Nav and Com installation. The aeroplane was partially rewired by Express Electronics at Hurn. The battery is a Gates Varley aerobatic 24V18AH type, E No E Undercarriage The starboard main leg has been replaced. The brake drums were skimmed to remove ovality. The tail wheel fitted is an Attacker type non retractable. Tail undercarriage is as original and has pilot operated tail wheel locking mechanism. The uplock bracketry on the port side has been realigned and repairs carried out with bolts through the wing tip skin where access was difficult. 2.6 Pitot System The pitot probe is a Sea Fury heated type 6A-3819 MK1824V A reference flight test will be carried out to spot check PE's. 2.7 Avionics The following items have been fitted: KingKNS80 KingKI206 KingKY196 KingKT76A KingKA33 VHF Navigation DME and Area Navigation VHF Navigation VHF Communication ATC Transponder Audio Amplifier 3. Manuals Placards & Limitations 3.1 The aeroplane must be operated to Flight Manual G-HUNN dated 3 March1988 as prepared by the owner, and to the limitations and conditions contained in the Permit to Fly. A

4 placard must be installed in full view of the pilot indicating the principle airspeed and structural limitations given below, and must state that the aeroplane has not been certificated to an internationally recognised code of airworthiness requirements. 3.2 The following limitations are applicable: Vne 330 kts IAS, Vc 250 kts IAS, Va 250 kts IAS, Vfe 162 kts IAS, Vle 162 kts IAS, Vlo 151 kts IAS Flight Testing 5. Noise Do not trim at speeds exceeding 250 kts IAS Steep nose down attitudes below 500 ft AGL are prohibited Tailwheel to be locked for landing and take-off Maximum demonstrated crosswind component 10 kts Centre of gravity range 103 ins to 107 ins A.O.D. (Datum is the tip of the propeller spinner) Manoeuvring load factor limits +6 to Intentional spinning prohibited Maximum permitted weight 2850 kgs Maximum engine r.p.m Maximum boost 14 p.s.i. 5 mins Flight tests have been carried out by Mr J Lewis on behalf of the CAA, the results of which are acceptable, and recommend limitations which are contained in paragraph 3.1 above. The flight tests were carried out on 15 August and 26 September 1987 from Sandown, Isle of Wight and from Roundwood, Micheldever. A noise certificate is not required for an ex-military aircraft operating on a Permit to Fly. 6. Weight and Balance A new weight and balance schedule has been compiled from a weighing of the aeroplane. 7. Maintenance The aeroplane must be maintained to the terms of the Permit to Fly and to the manufacturers recommended practices. The applicant has shown that sufficient data is available for the maintenance of this aircraft in the form of Parts Catalogues and Technical Manual G-HUNN, prepared by the owner. 8. Inspection

5 The aeroplane has been inspected by the CAA was found to conform to this AAN and was in a condition suitable for the issue of a Permit to Fly. 9. Approval This aeroplane is approved for the issue of a Permit to Fly provided that it is operated and maintained to the terms of this AAN and to the Permit to Fly. W A BEVAN... For the Civil Aviation Authority Date 24th March 1988