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< Back Mandatory Technical Directive issued for many Zenair types 14 Jan 2025 MTD-01-2025 - 'Inspection of horizontal stabiliser (tailplane) attachment brackets and associated hardware for cracks, looseness and other forms of distress' is issued for Zenair CH601, CH650, CH701, CH750 and variants of these four models. This MTD can be found HERE and is also available below. A number of cases have been found whereby the structural integrity of the horizontal stabiliser mountings on the Zenair types identified above have been compromised by one or more of the following: cracking of the attachment brackets oversize holes loose rivets distorted and chafed brackets. These problems could occur due to a number of factors including poor build quality, a build-up of tolerances in the positioning or dimensions of the brackets, improper assembly, rough treatment or in-flight vibration. Failure of a tailplane attachment could result in degraded controllability in flight or loss of control. Special inspections of this area have been recommended by Zenair since January 2017, in their document ‘Mandatory Action. Jan. 2017 – Inspection of Horizontal Stabilizer tail attachment brackets’. This Mandatory Technical Directive mandates this safety action for aircraft operating on LAA Permits to Fly. MTD-01-2025 - Zenair Tailplane Brackets .pdf Download PDF • 162KB Next Previous

< Back New LAA Inspector - Ben Davis 27 Nov 2025 We are pleased to welcome Ben Davis as a new LAA Inspector, having attended an LAA Inspector Assessment Day at Turweston recently. Ben has been an aircraft owner for about twenty years and has become something of a fan of the (mighty) Alpi Pioneer series. He’s owned several and flown several more. Ben has also refurbished and upgraded a number of Pioneers with new avionics, autopilots, and instruments. Along the way, he has owned and improved a Europa and a few other types, but he always seems to find his way back to a Pioneer! Ben also enjoys staring out of the front window of little biz jets. With a background in electronics, moving into avionics was a natural step for him. Ben is a Rotax iRMT (Line & Heavy), a BMAA Inspector, and now also an LAA Inspector, combining his technical background with years of hands-on experience. Ben is based at Finmere, just a short hop from LAA HQ, and is always happy to help other owners with maintenance, upgrades, or just a good aviation chat. You can find him sharing projects and flying adventures on social media as @benfly79. Next Previous

< Back MTD-07-2026 - Vans Horizontal Stabiliser Attach Position - Issue 2 25 Aug 2026 MTD-07-2026 Issue 2 Horizontal Stabiliser Forward Attach Bolt Position - Van’s SB 00134 Revision-1 MTD-07-2026 has been upissued to Issue 2 in order to align with the re-issue of Vans SB 00134 at Revision 1 on 22.8.26. This revision of the SB, and MTD-07-2026 Issue 2, allow a slightly further reduced spanwise edge margin on the outboard bolt holes to the ends of F-710B, providing the outboard bolt hole falls entirely within the width of the longeron’s flange. MTD-07-2026 also provides additional guidance in the notes section about how to carry out the measurements without removing the bolts. The inspection is to be carried out in accordance with Van’s SB 00134 Revision 1, with the results recorded on the Appendix A table of MTD-07-2026 Issue 2. As this MTD is mandatory for applicable Van’s RV aircraft operating on an LAA Permit to Fly, the required inspection must be completed within the next 10 flying hours or 90 days from the effective date of the MTD, whichever occurs first. If all bolt-hole positions are within the acceptable limits, compliance can be certified and recorded in the aircraft logbook. If any bolt-hole position falls outside the permitted limits, the aircraft must not be flown and the results must be referred to Van’s Aircraft and LAA Engineering for further advice. For aircraft which have already been checked and found satisfactory in accordance with MTD-07-2026 Issue 1, no further action is required. Please refer to the MTD below for full applicability and compliance requirements. 20260825 - MTD-07-2026 - Vans Horizontal Stabiliser Attach Position Iss 2 .pdf Download PDF • 476KB SB 00134 - Horizontal Stabilizer Forward Attach Bolts - Rev 1 .pdf Download PDF • 1.57MB Next Previous

< Back Remembering Mike Whittaker 1 Sept 2026 We are sad to announce the death, on 26th August, of Mike Whittaker, after a fall. Mike was the designer of the MW range of microlights and light aircraft that were very popular among amateur builders in the 1990s. A hugely talented, but charmingly modest man, Mike's designs enabled many LAA members to build their own aircraft at home on a small budget. Doing so inducted builders into the unique camaraderie of the active MW type club, of which Mike was the father-figure. An aeronautical engineer by profession, Mike was a great believer in the idea that even a low cost aeroplane should be properly engineered and its safety carefully substantiated. Our condolences to Mike's wife, Brenda, daughters Ellie and Lyndsay. Next Previous

< Back Mandatory Technical Directive issued for Sting S4 29 Sept 2023 LAA has been working with TL StingUK to correct an issue found during the flight testing of the factory-built version of the aircraft. It was found that the type would consistently drop the starboard wing more than the permitted maximum during a wings-level stall. LAA Mandatory Technical Directive MTD-01-2023 has been issued that requires the installation of a stall strip on the starboard wing and two stall strips on the port wing, along with restricting the elevator travel, in accodance with TL StingUK service bulletins 0002 and 0003, before further flight. 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 Alert A-08-2025 - Gen 4 Jabiru 3300 Engine Crankshafts 25 Jul 2025 LAA Alert A-08-2025 - Gen 4 Jabiru 3300 Engine Crankshafts On 11.4.25, Jabiru Aircraft Pty Ltd issued a new Service Bulletin, JSB 046, which applies to specific Jabiru 3300 engines and requires the replacement of the crankshafts on engines within certain serial number ranges, which they state were supplied between April 2017 and June 2024. Jabiru regards the Bulletin as mandatory. The Bulletin advises that Jabiru has identified that, as a result of an issue with heat treatment, crankshafts supplied with the affected engines are in some cases susceptible to failure. Jabiru have specified that the crankshaft must be replaced by a crankshaft of the later, improved design. Affected crankshafts must be replaced prior to 15th December 2026, or 150 hours total time in service (TTIS), whichever occurs later. A-08-2024 can be found HERE and is also shown below. A-08-2025 - Gen 4 Jabiru 3300 Engine Crankshafts .pdf Download PDF • 202KB Next Previous

< Back Positive Progress 11 Sept 2026 Positive progress on the investigation into the tailplane attachment bolt hole positioning issue We wanted to provide a further update on the investigation into the tailplane attachment bolt hole positioning issue identified in some RV aircraft, and to share the encouraging progress that has been made. Since issuing MTD-07-2026 on 19th August and the revised Issue 2 on 25th August, which included a helpful relaxation of one of the edge-distance limits, we have received around twenty reports from owners whose aircraft were found to be outside the published criteria. Van's Aircraft has received more than sixty similar notifications following the release of Service Bulletin SB-00134. Many of these reports have provided valuable data, which is helping build a clearer understanding of the issue across the wider RV fleet. Over recent weeks, LAA Engineering and Van's Engineering Team have been working closely together, reviewing these reports on a daily basis. By examining the various types of edge-margin discrepancies in detail, we have been able to develop a much better understanding of the structural implications and the most appropriate solutions. Following a very productive meeting on 9th September with Van's Chief Engineer, Rian Johnson, LAA Engineering will now reassess all reported LAA cases in light of this latest technical work. We are optimistic that a number of aircraft may be able to return to flight immediately without further action. Others may require only limited rework, while a smaller number may need more extensive rectification. These reported cases are our highest priority, and we intend to provide individual responses to affected owners by 18 September 2026. Where a straightforward solution is not immediately available, we will look to Van’s for a proposal of how to deal with the individual aircraft. A particularly positive development is that Van's has completed additional finite element analysis of the affected structure and, based on these findings, has released Revision 2.1 of Service Bulletin SB-00134, dated 4th September. This latest revision introduces further relaxations to some of the bolt-position criteria, reflecting increased confidence in the structural capability of the design. In certain cases, aircraft previously considered non-compliant may now be acceptable for continued operation, subject to periodic inspections. We are currently awaiting some additional technical data relating to Service Bulletin revisions 2.0 and 2.1 before publishing MTD-07-2026 at Issue 3. Until the revised MTD is issued, owners carrying out MTD-07-2026 Issue 2 must continue to apply the criteria contained within SB-00134 Revision 1 and continue reporting any non-conformances to both the LAA and Van's. We are in the process of updating MTD-07-2026 to reflect the latest engineering findings from Van's and to incorporate any additional improvements that can simplify inspections and minimise disruption to owners. Our aim is to provide clear, practical guidance that supports both safety and continued flying activity wherever possible. If your aircraft is found to be non-conforming, we would be grateful if you could also include photographs of both bolt groups from above and below (using a mirror or endoscope where necessary). These images are proving extremely valuable in helping our engineers assess each case efficiently and determine whether any corrective action is required. We appreciate the patience and cooperation shown by RV owners throughout this process. The close collaboration between owners, the LAA and Van's has already produced significant progress, and we remain committed to restoring aircraft to service safely and as quickly as possible. For reference, copies of the documents mentioned above are provided below. 20260825 - MTD-07-2026 - Vans Horizontal Stabiliser Attach Position Iss 2 .pdf Download PDF • 476KB SB 00134 - Horizontal Stabilizer Forward Attach Bolts - Rev 1 .pdf Download PDF • 1.57MB Next Previous

< Back LAA HQ will be closed on Friday 3rd July due to the Silverstone Grand Prix 29 Jun 2026 LAA HQ will be closed on Friday 3rd July 2026 due to the Silverstone Grand Prix. All staff will be working from home, so can continue to deal with your calls and emails, but will not be on site at Turweston to answer any questions directly or receive any hand-delivered documents. Next Previous

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.

LAS will once again be Sponsoring our Homebuilders Tent Entrance Fees All fly-in slot bookings for the event are available via the Eventbrite booking system. Member and public entrance tickets can be bought in advance via the LAA Shop. We are unable to offer refunds for any entry tickets bought in advance * If you are buying member tickets at the gate, please show your membership card (on your mobile or a printed copy) * Your membership card can be found in your LAA Member Area under "My Membership Status/My Membership"" 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 £20 (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. Non-Members £20 for One Day Ticket (does not include airside access) Non-Members AIRSIDE ACCESS £15 for One Day Ticket Children 16 and under go free. Terms of Entry The event organizer reserves the right to refuse entry, or require any person to leave the venue, at their sole discretion. Grounds for the above include, but are not limited to: Disruptive behaviour, or failure to comply with safety staff Airside Access Limitations Ticket holders are required to stay within designated public zones and strictly follow marshal directions. Airside access to view the static aircraft may be restricted at any time for operational or safety reasons. Weather & Cancellation Policy Because a fly-in depends heavily on the weather, while the ground exhibition, STEM zone, and trade marquees go ahead, static displays and aircraft numbers are subject to safe flying conditions. No refunds will given for reduced aircraft numbers due to poor weather nor any refunds can be offered for tickets bought in advance. Prohibited Items (Airfield Specific): Drones, kites, laser pointers, and loose items (like plastic bags or umbrellas) that present a high Foreign Object Debris (FOD) risk to moving aircraft propeller blades. Please note we are unable to issue any refunds for tickets bought in advance.

< Back Alert A-07-2025 - Glastar Aileron Servo-Tab Pushrod Cracking 25 Jul 2025 LAA Alert A-07-2025 - Glastar Aileron Servo-Tab Pushrod Cracking A cracked aileron servo-tab pushrod was found on a UK Glastar aircraft. The pushrod consists of a thin-walled aluminium tube with an adjustable clevis at one end, and a fixed clevis at the other. The crack was at the adjustable end of the pushrod, and extended from the end of the aluminium tube to the hole approximately 1 inch from the end. A cracked aileron servo-tab pushrod must be considered unairworthy, and replaced before further flight. A-07-2024 can be found HERE and is also attached. A-07-2025 - Glastar Aileron Servo-Tab Pushrod Cracking .pdf Download PDF • 562KB Next Previous