After an audio-visual presentation, during which Robert ran through the JEFTS training syllabus, we obtained an update on the weather. Annoyingly, the fog persisted in persisting, so while we waited for it to clear, Robert and I wandered out to look at our mount for the morning’s entertainment. Hunting uses two variants of the Slingsby T67 in the training role – the 160hp T67M-MkII and the 260hp T67M- 260M. We were scheduled to fly G-BYOA, a T67M-260.


This aircraft is a considerably more powerful machine than most two-seat trainers, which makes it ideal for use by JEFTS. The side-by-side seating configuration has long been favoured by instructors and students, while the Firefly’s powerful engine, fine handling and strong airframe provide good performance and aerobatic capability. In keeping with its design criteria as a primary trainer for the military, the student sits in the right seat and the instructor in the left. Due to the necessity to bulge the canopy slightly in order to accommodate the ‘bone domes’ worn by military students, the symmetry of Fournier’s original design has been marred somewhat, and the Firefly is perhaps not the best-looking aircraft I’ve ever flown. Of course, as an ardent taildragger fan, I couldn’t help but feel that simply moving the third wheel to the tail would improve its aesthetics no end!
From an operational viewpoint, the Firefly offers several significant advantages. As the airframe is all composite, the aircraft is far less prone to corrosion than an all-metal airframe, although of course any of the components that are constructed of metal can still corrode. The Firefly also has relatively simple systems, making scheduled maintenance reasonably straightforward. Robert indicated that Hunting was pleased with both the Firefly’s serviceability and suitability for the JEFTS role. This is in complete contrast to the USAF’s experience of the aircraft, which suffered a number of accidents and incidents with the T-3As, as they called their T67M-260s.
Back in the crew room it was very obvious that, although JEFTS is essentially a civilian organisation, it is run very much along military lines. Indeed, anyone observing the way the whole organisation is run might conclude that this was an operational RAF base. This logic must pay dividends for the students when they progress to an actual military posting.


As the weather was slowly beginning to improve I drew a parachute and other related kit from the personal equipment store before making my way back to the aircraft. The large canopy slides up and back, making entry to the cockpit quite easy, even when wearing a parachute and helmet. A five-point harness is fitted as standard, and although the rudder pedals adjust, the seats are fixed. Therefore, once I had adjusted the rudder pedals to my satisfaction, I strapped myself down securely and began to appraise the cockpit.


Unlike most side-by-side civilian trainers, in the Firefly the student sits on the right, although both pilots can fly the aircraft ‘right-handed’ as the left seat has its own stick and throttle. With Robert in the left-hand seat, we closed the canopy and fired the big Lycoming up. The starting procedure was standard fuel injected Lycoming, and the engine soon settled down into a smooth, easy growl. While we waited for the oil temperature to rise, Robert brought the aircraft’s avionics on line and I continued to familiarise myself with the cockpit. I must say that I felt the Firefly was rather nicely laid out. The stick is quite short and falls easily to hand, while the position of the engine and propeller control quadrant are also first rate. As the control stick is relatively stubby its full range of movement is correspondingly small. This is good, as it precludes the possibility of the stick fouling the body or harness of some of the larger students. The cockpit also struck me as being very well sealed, as all aerobatic aircraft should be. The seats form an integral part of the cockpit so it is not possible for loose objects to fall down the side of them. The base of the control stick is guarded by a vinyl shroud, while the slot that the flap lever travels in is protected by stiff nylon brushes.


The primary flight instruments are all grouped in front of the student, with only a stand-by altimeter and artificial horizon in front of the instructor. The slightly small fuel contents, oil pressure and temperature gauges are also situated in front of the instructor. Following normal conventions, the radio stack is centrally located, with the transponder in front of the instructor.


Although civilian registered, the Fireflies operate in the military environment, and a good indicator of the aircraft’s quasi-military role is the inclusion of an UHF radio alongside the VHF set. The park brake, flap lever and pitch trim indicator are both mounted in a neat centre console between the seats. The flap lever is a very simple affair with only three settings – landing, take-off and up. I was pleased to see that a degree of logic had been incorporated into the flap lever’s design, in so much that it works the same way as a throttle; i.e. forward to fly and backward to land.


As we trundled down the taxiway towards the active runway, I was favourably impressed by the Firefly’s ground handling. The steerable nosewheel is complemented by hydraulic toe-brakes for differential braking, while the wide track undercarriage and oleo-pneumatic shock-absorber units provided a nice smooth ride.
With the pre take-off checks completed we rolled out onto the active runway, lined up and smoothly opened the throttle. The 260hp engine gives the Firefly a power-to-weight ratio of less than 10lbs per horsepower, and acceleration is correspondingly brisk. With an ambient temperature of around 5 degrees C and absolutely no wind, we were airborne at 60 knots after a ground roll of only around 600 feet. We soon accelerated to 100 knots, where the VSI settled at a shade under 1,400ft/min. As we climbed away, it was interesting to note that large areas of the surrounding countryside were still covered by the ocean of fog, particularly to the north-west. It gave the illusion that we were flying over a grey sea, with the small hills poking out of the fog resembling tiny islands.

We had arranged to rendezvous with the camera ship to the west of Peterborough, so during the short transit south from RAF Barkston Heath I began to feel the Firefly out. My initial assessment of the aircraft was quite encouraging – the visibility through the large bubble canopy is outstanding, the engine felt smooth and powerful, while the controls seemed responsive and well balanced. I have been fortunate to fly a number of other designs from the drawing board of the talented Rene Fournier, and all have exhibited fine handling characteristics. I was not be disappointed by the T67.


The Firefly utilises mass-balanced frise ailerons for roll control, endowing the aircraft with good lateral control authority and a reasonable roll-rate. The controls all seemed well balanced and harmonised with reasonably light ailerons, slightly heavier elevator and heaviest, rudder. The ailerons did firm up at higher speeds, but this is no bad thing, particularly in an aircraft that is going to be aerobatted by student pilots.


As we approached the 172 camera ship, Robert took control and treated me to a very precise display of formation flying as we manoeuvred around the camera ship. It was a real pleasure for me to simply sit back and watch an old pro at work, and I was very impressed by Robert’s total mastery of the Firefly.

Goto page 2 >>