FRED turns 50

RED, Flying Runabout Experimental Design, has just reached another milestone, the 50th anniversary of the designs rst ight on 3 November 1963. FRED isnt for everyone, having only one seat, but it is far more practical for the low-budget homebuilder than most people realise, with inexpensive mild steel ttings, easy towing capability and suitability for building and storing in a very small space. And it is amazing that an aeroplane designed in the 1960s, based on 1930s technology, is still going strong in 2013. The 50-year-old original example has been put up for sale by Eric Clutton, FREDs designer and builder, simply because of the difculty of getting in and out of open cockpits at 86 years of age. Eric will now be sticking to his enclosed-cockpit Luscombe. Our familys interest in FRED was sparked in 1977 when an article written by Eric appeared in Sport Aviation, promoting the design as a very practical keep at home aeroplane with its folding wings and being towable on its own wheels. It was also designed to be own by glider pilots and so tted in well with this student pilot about to start aviating about New Zealand, plus it was different and so appealed to us. Our FRED, ZK-FRD, was started in 1977 and ew on 19 October 1979. I had been out the shed helping Dad (Alan) on the Woody Pusher and the team continued on to FRED, modifying our example along the way with a one-piece wing, spring steel undercarriage, stringers on the turtledeck and down the side of the fuselage, plus scalloping the trailing edge of the wing. After the rst four ights Dad took over the test ying and on 16 December 1979 FRED climbed to 10,500ft in 1hr 10min on the original 1600cc VW. Six days later I was sent solo in my own aeroplane and our adventures started. FRED is FUN to y and has nil vices as well as being strong and safe. The adventures of the original FRED are well told in Eric Cluttons book An Aeroplane called FRED. Eric had come through the war in England with a strong interest in aviation, built models and progressed into gliding. He and Ernest Sherry, a friend with similar interests, discovered a magnicent book by Henri Mignet, Le Sport de lAir, about the Pou du Ciel (Flying Flea), but the design had to t in with the road towing requirements and be three-axis control. The early escapades of FRED were risky and somewhat borderline legal, and it would be fair to say that Eric was lucky to escape unscathed some of the spectacular crashes. But they were pioneers in the building and ying movement, and there is no greater joy to be experienced than ying a small open-cockpit aeroplane, built by your own hands with 1930 characteristics. It simply equals fun. Building the original FRED in the 1950s had its challenges

by Evan Belworthy
with almost everything being unobtainable. The original example, G-ASZY, was rst powered by a Triumph 5T 500cc twin-cylinder motorcycle engine with chain reduction drive based on a Mignet design. The propeller was carved by Eric, starting a long run of producing propellers as the early FRED had a habit of destroying props at regular intervals. The Triumph engine had the aeroplane ying just. Sometimes, if everything was aligned, FRED would get to 80ft, but the Triumph then put a rod out the side. The next installation was a Scott engine from a Flying Flea. Finally FRED was able to climb to 1000ft and y around the aireld. At this peak of achievement Ernie sold his share of FRED to Albert Tabenor who brought an inux of much-needed funds to the venture and became Erics friend and partner for many years. The Scott engine also had issues and was in the end donated to the Shuttleworth Collection. Next up was a 5-cylinder Lawrence radial engine with direct drive, producing 27hp at 4000 rpm. The propeller tip speed was an issue and the local residents were treated to what must have sounded like hordes of Harvards. At this stage Eric decided to make FRED legal, so it was proof loaded to 3G and the design was approved. Flying was satisfactory behind the Lawrence, but the engine suffered a seizure while ground running that caused major breakages. Although it was xed, thoughts had shifted to VW development and also FREDs wings at this stage became foldable by one man, whereas up until this point the wings had been removable. This was about 1970 and a 1500 VW engine was installed. Over the next 2 years FRED really did some ying although performance was at the lower end of the scale. The next development was a VW belt reduction drive, but its 2:1 ratio meant they were up against the evils of torsional vibration which led to engine failures and airframe breakage from the resulting forced landings. Back to a direct drive VW, and an attempt with an adjustable propeller saw a blade depart in ight and again a rebuild and time to rethink the power plant. A Franklin 4AC-150 was installed and, after its demise, a Continental A65 which the aeroplane still wears today. Eric moved to Tullahoma, southern Tennessee, and took FRED with him. Eric and FRED are both still ying today, having inspired many around the world to pursue the dream of building and ying their own aeroplane. The exact number of FREDs is unknown but estimated to be 60; the UK CAA shows 26 active and 20 deregistered. The New Zealand FRED fleet includes our ZK-FRD, followed by ZK-ELJ (c/n AACA 361), built by Alex Armstrong

Roger Jopling built this FRED in the UK and brought it with him in 2000 to become New Zealands third example.

of Dunedin and rst registered on 9 September 1980. ZK-ELJ was re-registered as ZK-LXA on 15 June 1988 when ownership transferred to the Armstrong Family Trust of Dunedin. It hasnt own in a number of years but it is hoped that this summer will see a return to the air, now powered by the engine from his Sisler Cygnet, ZK-LXB. The countrys nal FRED is ZK-RSJ (c/n PFA 028-10753), imported from the UK and rst registered here on 24 November 2000. It was built by Roger Jopling over an eight-year, 1872hr period at a cost of $10,000. Originally registered G-BSSJ, it rst ew on 15 September 1990 and covered a ight area from north of London up to the Scottish Borders. It cruises at 60kt and the rate of climb is 350ft/min with an endurance of 3hr, consuming 10.5lt/hr. Now based at Ashburton, it is seen out ying on the crisp, still mornings that the Canterbury Plains offer. Happy 50th birthday FRED.

Evan Belworthy (right) meets Eric Clutton at Oshkosk in 1989.

New Zealands rst FRED is joined by ZK-ELJ and Paddy McDonnells quarter scale version.

FRED no 1, G-ASZY, has been through many permutations of engines and likenesses.

Cebu Pacic and Lion Air are entering the long-haul budget space, as has Singapore with its offshoot Scoot. Jetstar is venturing further, too, and is expected to extend these operations as it takes delivery of 14 B787 Dreamliners and revises its international network to suit the new aircraft. Tony Fernandes, the tireless chief of the AirAsia Group, has not always found the road easy. By taking risks and breaking new ground he has both annoyed and attracted admiration from his rivals as he built his regional empire. In China, where aviation is highly regulated, Spring Airlines began domestic operations

in July 2005 and launched its rst international route, from Shanghai to Ibariki airport, 80km from Tokyo, in mid-2010. It is planning to launch Spring Japan next year, offering domestic ights from Tokyos Narita airport. The region now has more than enough LCCs, including Nok Air (majority owned by Thai Airways International), Thai AirAsia and Orient Thai. Vietnamese LCC Vietjet is in the process of setting up a Thai subsidiary and eleven others, all in South-east Asia. India is often the scene of chaotic airline activity. Air Deccan ran into nancial trouDENNISTHOMPSON I N T E R N AT I O N A L LIMITED

bles and was taken over by Kingsher, then renamed Kingsher Red. That in turn has also gone out of business, but India has such LCC operators as Air India Express, Indigo, Go Air, Jet Life and Spicejet. Japan, often slow to take off with budget carriers, now has Air Do, Skymark Airlines, Solaseed Air and StarFlyer although these are not true LCCs and have faced considerable problems gaining suitable slots at Japans congested major airports. An attempt to launch a long-haul LCC, Oasis Hong Kong Airlines, failed. Its services,

using B747s to London in 2007 and then to Vancouver, ceased operations in 2008 after suffering a loss of $US128m ($154m). The rapid growth of budget ying in AsiaPacic has been a major part of the regions ongoing economic success, as well as linking many destinations that were once off the airline map. Legacy airlines have learned from the LCC operators that millions of people in the region want exactly the same travel opportunities as everyone else in the world cheaper travel options and more places to visit.

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11,880 Hrs. Engines 901 & 203 Hrs Since New. Props 98 Hrs Since O/haul. King avionics. Full deice. Crew & cargo doors. High gross mod. 2249 lbs useful. Nice paint & 8 place interior. Just off Part 135. Call for details. $295,000.00 + GST if sold in NZ

2012 CESSNA 162 SKYCATCHER : ZK-SKC

Only 26 Hours Since New with warranty. Hangared at Ardmore. $175,000.00 + GST if sold in NZ
1998 EAGLE 150-B : ZK-EGL Only 430 Hours Since New. Engine and Prop also 430 Hours Since New. GPS / COM, Transponder, Intercom. Great performer. $72,500.00 + GST OF SOLD IN NZ TRADE-IN CONSIDERED 1980 CESSNA T210-N CENTURION II : ZK-ETI 4951 Hours Since New. Superb 6 seat high performance transport. Great Garmin & King IFR Avionics. EFIS HSI. Tip tanks. 388 Hours to 1600 Hour TBO. Hangared at Ardmore Airport. $199,500.00 + GST if sold in NZ MAKE OFFER 2000 EAGLE 150B : ZK-PNM 205 Hours SN. Bendix-King avionics with GPS / Moving map. $75,500.00 + GST IF SOLD IN NZ. TRADE-IN CONSIDERED

1981 CESSNA CITATION 501 (ISP) : ZK-NDT

4673 Hrs Since New. Original factory engines 1188 hrs since P&W Gold overhauls. Thrust Reversers. 3 owners from new. Freon air with cool sticks. Impeccable records. Cescom. Multiple interior congurations. Cruise 340 kts/630 kmh up to 41,000 ft and operate to/from small airports. Fresh major inspections July 2012. Hangarage, Crew & Management available! TRADES CONSIDERED. REDUCED: US$575,000.00 +GST IF SOLD IN NZ.

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1978 182-Q SKYLANE II : ZK-XLT 3440 Hours Since New. Bendix King. VHF-COMsGPS. MFD Transponder. Autopilot. March 2013 100 hour & ARA. Nicely equipped Cessna 182 with low time for age. SIDS compliant. $95,000.00 + GST if sold in NZ 1969 PIPER CHEROKEE SIX-B : ZK-ENZ 15,504 Hours since new. Lycoming 0-540 engine 1998 since factory new in 1982. Calendar time to Jan 2021. Prop 756 since o/h. Garmin GNC-250 COM/GPS. Garmin Transponder, King KX-170 and KY-195B VHF COMS. 7 Seats. Cargo door. Forward & rear baggage REDUCED to $55,900.00 +GST if sold in NZ .... MAKE OFFER

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1980 CESSNA 172-N SKYHAWK : ZK-KAS Tidy example. 8820 Hours Since New. Engine Lycoming O320-D2J. 160 HP. 1112 Hours Since Factory Overhaul 2008. 2 Cessna, NAV-COMS, Transponder, ADF, VOR/ILS, DME. Fresh 100 hour inspection and ARA. SIDS Compliant. $85,000.00 +GST if sold in NZ TRADE-IN CONSIDERED 1974 PIPER CHEROKEE CRUISER : ZK-DOQ 6948 Hours since new. Overall Light Beige with blue accent stripes. Grey seats. 160Hp engine 1200 to run. Always hangared. VHF COM, Transponder, ADF, ELT, Intcom. Fresh 100hr /ARA August. Low price and reliable 4 seater. Price: $39,950.00 + GST

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1978 CESSNA 172N SKYHAWK : ZK-EHN

3950 Hours since New. 160Hp Engine 700 to Run Dual VHFCOM VOR GPS SIDS Compliant and Fresh 100 Hr / ARA Price: $55,900.00 + GST (If Any) included.

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Aviation News 19