Modified Heavy Metal
It might sound strange that after breaking my neck in a racing car that
I wanted to fly ......
but maybe I am strange, unwilling to remain grounded.
After working in the disability field for several years, I was frustrated that the
world was still not wheelchair friendly or enlightened. So I began "Operation Ability", a project to promote an
enlightened attitude towards disablement. The aim was to stimulate opportunities and
aspirations by showing a positive image of disability. The plan was that I would gain a
PPL.
The first goal was to do my homework. Could it be done?
I'm 85% paralysed and wheelchair bound. My arms have limited power and I have no finger
movement. I contacted many people for advice, including the CAA. When I began in 1985,
no-one as disabled had passed a licence. Research indicated that there would be many
problems of control, access and money. It would be a challenge but it could be done.
Seeing how motor-racing was funded, it seemed natural to employ sponsorship to
commercially fund the venture. The College of Aeronautics at Cranfield Institute of
Technology (CIT) was an invaluable source of information on aircraft design and
adaptations. After 18 months of evaluating it was decided to modified a French homebuilt
design, the Orion G802 - and add a jet engine!
This is not a crazy as it sounds. The lack
of propeller torque would be valuable. The Orion could be adapted, and with the design
skills of CIT and people at BAe Hatfield, it was considered reasonable. I had met John
Evetts and he agreed to work as Chief Engineer. His company, EMK Aeroplane, would
construct the aircraft.
The project gathered momentum. I continued to secure sponsorship and funds grew. We
acquired an Orion and a Marbore Turbojet in 1987.
Then a major question undermined the whole venture arose. No-one knew the effects of G on the paralysed body. Without the
blood being pumped back to the heart by the muscles, I might pass out in even a moderate
turn. We already had an airframe and engine and the last thing I wanted was a major
question over my ability. I approached the RAF Institute of Aviation Medicine. Tests in
the centrifuge show that I have a normal reaction to 3.5g. What a relief!
It was now 1988 and things were really happening! We landed a large sponsor. John
Evetts recruited staff for the work and we moved the aircraft to EMK workshops.
Two days before we were to start work, John Evetts was killed in a plane crash. Without
John at the helm, the company immediately folded. His loss caused me to re-appraise the
project. Apart from losing a good friend, there was now no-one of suitable calibre to
build the aircraft. After much soul-searching I decided to
continue. I had to find new team and surround myself with experienced
people.
Bill (W. R.) Hart, a test pilot, brought his vast understanding to the project. Chris
Goddard of AGR Services, became invaluable for the design and construction of the new
systems. Andrew Brinkley of Brinkley Light Aircraft Services managed the adaptation
process, and ensured it was airworthy.
We evaluated many suitable aircraft. It was a marvellous time as I flew many
interesting designs including the Trago Mills SAH1 and the Optica. Critical factors
included yaw stability, payload, ergonomics, control forces, pilot workload, safety, and,
importantly, cost.
Eventually we chose the Piaggio P149D, a
Luftwaffe trainer. Designed by Stelio Frati, it has good docile behaviour. The Lycoming GO
480 is geared and rated at 275 hp. Performance is not as hectic as the power might suggest
as it weights 3,800 lb. AUW. Cruise is 130 kts and utility Vne 178. The aerobatic category
is hard to reach as pilots and fuel need to be virtually removed to become light enough!
Once achieved the Vne is 220 kts. This is a strong
aeroplane.
In 1989 we brought a suitable plane from Germany. We analysed exactly what controls I
could operate, and assessed the required modifications. We decided to modify the left seat
only, leaving the right standard.
Chris Goddard designed the main modification, a unique multi-function
control. This lever operates in two separate axes. Fore and aft it has two
functions. Firstly, as a throttle. Secondly, when the throttle is closed, and the lever is
further pulled, the brakes are applied. In the side-to-side direction it has a further two
functions. Primarily it operates hydraulically powered actuators that control the
nose-wheel and rudder. When pushed outside pre-set limits, it differentially applies left
or right brake. The system is easy to use.
The left seat can reach all adaptations while the right remains standard (currently
operated with only two seats). All new power controls can be over-ridden in flight. They
can be both switched off and separately disconnected. The aircraft could be returned to
standard configuration if necessary.
The aircraft is currently complete and has been flown in an adapted state by the CAA.
The evaluation and system testing has been carried out all through the programme by
qualified military test pilots, flight engineers and design staff. The aircraft now has
all major disability systems installed and running. Although the modification process has
been thorough, comprehensive and extensive, a limited amount of work will be necessary to
bring the aircraft to a full operational standard. Certain disabled individuals may
require adjustment to these systems.
I have spent many hours taxi-ing using the new controls. Thus it is very sad that,
after all the many years hard work, I have to stop. Reluctantly I need to recover some of
my costs of chasing this dream (my asking price is only a fraction of the development
cost). I would like to see a disabled/able
bodied syndicate or even a school continue with this machine. It is ideal to bring more
people into the air.
Operation Ability may not have achieved
all its goals, but there has been some important success. I visited a young man in
hospital. He had just broken his neck and lay paralysed. His life had been shattered and
he had little idea of what his future held. He asked how I filled my days. I told him
about Operation Ability. It made a great impression and gave him hope.
I wouldn't have missed it for anything.
Philip Scott
13th July, 1998