Wednesday 23 December 2015

164 February 2015

 RansMail #164 
February 2015
 
Southend 'Win' a great chunk of our free air space, based on little real traffic. CAA DECISION LETTER 23 Jan 2015
Creates more danger at GA pinch points: going to be worse after August when EASA Visual Flight Rules are due to compress us in height.
INTRODUCTION OF LONDON SOUTHEND AIRPORT (LSA) CLASS D CONTROL ZONE (CTR) & ASSOCIATED CONTROL AREA (CTA)
 
I wrote to the CAA about the EASA rules - acknowledged but no answer yet.
Dear CAA,
"Update on introduction of Standardised European Rules of the Air by the UK CAA 05 Feb. 2015
This says the deferment of our forthcoming loss to EASA/SERA in the UK of a well proven & safe VFR ruling will only for this the Summer.
".................The exemptions run until 4 August 2015 and mean that:
• The UK’s existing ‘clear of cloud’ rule governing flight in visual meteorological conditions (VMC) within Class C, D and E airspace continues............................."
Therefore please could you say what our CAA are able to do, or are doing, to ensure this exemption will continue for the known future & beyond - which the notice fails to mention.
This imposition will have severe impact on my sort of GA e.g. when flying west of Southend's new enlarged airspace. I fear with a similarly weak base case you will now once more ignore our interests & grant Farnborough too, a large part of our hitherto free airspace to squeeze us into narrow sectors both sideways, above and below.
If the latter comes to pass we south east UK aviators will have limited channels to fly through worse when the SERA version of 'VMC' for VFR flight will squeeze us in height and cloud. It would be a severe blow for GA activities. If possible I'd like to publish your advice in February RansMail.
Regards, mike hallam (Jackrell's Farm Airfield, West Sussex)."
 
Farnborough's Lower Airspace Grab will continue too (see pdf at the top in this RansMail header, then follow the links) 
NATS will take over & sort out more coherent UK South Coast upper air level revisions.
 
Bob Hartunian's Pulsar XP homebuilt (USA bobh5@earthlink.net ). 
The Pulsar Company was started in Texas in late 1980s by the designer and sold off to 3 different hands before going defunct. In the USA, our damned lawyers created an environment where people producing a fine product can get sued by idiots and lose their company. An absolute shame.

But about Pulsar:- The design uses composite sandwich material for all structure. Skin thickness is .010” of E-glass over 1/4” honeycomb core. This makes a very light and stiff construction. No fasteners used on assembly; all bonded together. Exterior surface is perfectly smooth.
My plane weighs 630 lbs empty with Rotax 912 engine with high compression pistons at 10.5:1. Probably can make 90 hp at sea level but more like 75 hp at home. I use a simple 60” GSC wood prop, ground adjustable, for tweaking pitch for the high altitude.
In pic, you can see 8,500’ mountains in background at Big Bear, CA. airport (L35) where I fly from. Density altitude can be an issue here but not for the Pulsar, even on summer days with close to 10K’ DA. Normal takeoff roll is ~900’ on asphalt but landing is a little longer because actual ground speed at touchdown is greater than indicated due to altitude influence on speed indicator. Rotax 912 has Bing carbs which adjust mixture for altitude and they work very well.
Climb from home is 700 fpm solo and 500 fpm with 180 lb passenger. Climb speed is 100 mph indicated and not pushing anything. Cruise is 135-140 mph indicated which converts to around 150mph true at 8000’ in calm air. Because of mountains, I often fly slower when air gets bumpy, down to 120 mph. Fuel burn is 4.5 gal US/hr mogas (unleaded car gas, 91 octane) at 135 mph and wing tanks hold 19 gal US total.
Cockpit is tight, especially for 2 people and 3 hrs of flying is plenty before landing for a break. Here in Western USA, we have much open space over deserts. I can jump in plane and fly all the way to New Mexico without talking to anyone, although for long flights, I use flight following for as long as they can keep me on radar. We have places where radar can’t reach so controllers tell you to call back in 30 mi or so. Sometimes we fly to dry lakebeds which are numerous and drop down to places without roads to target shoot 22 cal weapons, then fly back. We also have much military hardware flying around deserts and we pay close attention to Restricted and MOA areas to avoid conflicts. When Brits were training for Afghanistan, they came to our airport for practice because topography is similar to over there.
When we do drop down to a lower airport and apply takeoff power, the difference is immediately noticeable. I get pushed back into the seat and engine rpm is higher for full throttle. Plane jumps into the air compared to performance at my home airport which is at 6800’. One of the critical points in operating from a high altitude airport is to assure that engine is leaned before takeoff. We had a pilot last September who was ferrying his newly purchased Sonex from northern Calif to Ohio. He came into Big Bear for fuel but had no idea about leaning mixture because at his home, he was taught to push mixture all the way forward/rich on takeoff. He tried once and aborted takeoff as engine was not making sufficient power for lift-off. Instead of talking to locals and getting advice, he tried again and ended up departing airport in ground effect but not climbing. Finally tried to make a turn and stalled and crashed fatally. All it took were a few twists of the mixture knob and he’d be alive today. So you need to learn procedures before coming into mountain airports.
I’ve been flying my plane for 10 yrs with 820 hrs on her. I normally put 100 hrs/yr on it. If anyone has any questions, drop me a line.
 
Ulrich Klausing (Yukon, Canada) who bravely flies an ultra-light single seat Rans S4 - with a twin cylinder Rotax 503 two-stroke up front.
Mid January I had a week off. The Super Cub is grounded - before our intended last flight after Christmas we found a broken tube just above the rudder attachment. So we took it off and I arranged welding today. I then invested some time into the Rans S4, drained old fuel and fitted skis back on.The warm weather this week helped getting the frost off the plane, which got new wing covers.
Had a nice 2.5 hr flight to Braeburn. Horst was heading out with me, but turned back at Lake Laberge where he hit some bumps he didn't like. For me it was most part of the flight smooth sailing. I enjoyed low level flying over the frozen Lakes and high altitude circling around Flat Mountain as well. The surface of Flat Mountain didn't look suited for an airstrip right now, would need 1m of snow at least to cover the big boulders up there.  I had a short stop over in Braeburn and made it back just before dark. I am considering putting some battery powered lights on the plane for the half our past sunset. My photo's from the flight on:-
 
"Braeburn Lodge is a roadhouse on the Klondike Highway in the Yukon Territory of Canada. It is located east of Braeburn Lake and north of Braeburn Mountain, on the path of the former Dawson Overland Trail, which was built in 1902 between Whitehorse and Dawson City.[1] The lodge itself is a tourist destination and is famous for its large cinnamon buns.[2] Nearby Cinnamon Bun Airport is named for the lodge's cinnamon buns.[3] Every February, Braeburn Lodge hosts a checkpoint of the long-distance Yukon Quest sled dog race."
 
New Readers this month.
Simon Longstaff. I used to have a share in a Rans S6 (G-MZEM) which we sold some years ago and I subsequently flew a Europa, recently sold and considering a Rans again. The Rans was based at Coal Aston - Graham Clayton the co-owner.
Adrian Lloyd.
Simon Kidd. I used to own Rans S10 (G-BMST at Chilsfold Farm) years ago as a project rebuild, though it was clearly going to be a little too skittish for me and now after a few years away from the stick due starting a marine survey business, I'm returning to flying (Microlight route this time).Thus looking into purchase and running of a Rans S6 - maybe an early ESD type to gradually upgrade and keep for the long term.
 
Perspex Screen Replacement Source, UK.
Trevor Wilcock' pictures Emeraude with a new windscreen and canopy, made on moulds which were produced from his original (and hardly crack-free!) components by Gary Siddall. A similar set is being made for another. The cost for the moulds and two sets of components was significantly less than parts
from French sources, and the results are excellent. Gary's contact details are on the LAA website at http://www.lightaircraftassociation.co.uk/engineering/TechnicalLeaflets/Building,%20Buying%20or%20Importing/TL%201.10%20List%20of%20Aircraft%20Parts%20and%20Materials%20Suppliers.pdf
 
Jabiru Engine - Continued.
John Hamer Leicester) His Jab. apparently failed a leak-down test at about 225 hours, he removed the cylinder heads off and found slight evidence of valve stem cracking.
This is a known, if not widely recognised failure. e.g.
Two incidents & photo - RansMail 2008.
Clive having recently had this cause wreck his engine suggests a leak-down test will identify valves not seating properly which might indicate the beginnings of valve head to stem fatigue cracking. Though in his case with 27 hours to run he was going to do a top end overhaul at the 500 hour service just to check on tolerances / wear etc. He'd made three compression checks from new, results were excellent, with only cylinder No:3 being one or two psi down on the rest. It was No:2 which let go with no in flight warning from the instruments.
He's getting on famously, if expensively, converting his own home-built Escapade to Rotax power, with help from Tim Gayton-Polley and by taking measurements off Brian's similar plane.
Jab sump contents  I can now dispose of the crankcase, 4 x barrels, 3 x pistons, 1 x conrod and a few other associated bits and pieces.
Meanwhile the hardy core of Jabiru forum contributors are concentrating to the exclusion of most else, on  cottage industry flywheel securing ideas !
 
George May (UK)
I checked my log book and found I have more hours with Rotax than without:1st place Rotax 2-stroke (mostly it following me - teaching in a CFM Shadow pusher.
Then in 2nd Rotax 4-stroke; 3rd Jabiru; 4th "Conti/coming".
 
Rotax 912 Removing reluctant gear box magnetic tell-tale from (Brian's)
It should be inspected with every annual oil change or 50 hours, whichever is first. This one suffered a ruined socket head, attended to with a long drift & a cold chisel. The long bar because this plug hides behind engine items. Axial clouts end on with a stout hammer shock the joint and judicious chisel makes notch on the rim & suddenly, it was loose.
 
February edition of Experimenter  Engines for Homebuilders On a Budget, page 18
A comprehensive review of all the options available. (They didn't mention the UK diesel injected blown lightweight two-stroke by Weslake, as seen on a plane at the LAA show last year
 
'Wet n Forget' Progress on mike's Rans Fabric
Sprayed it on the outside fgabric where I could reach ~5 weeks ago and some inside the cockpit: 12th Feb. I looked & feel it may have stopped it spreading, might even be dead, but the many black spots remain. I'll give it more weeks as some reviews say that it can take up to 4 months to work to its maximum.
Steve Slade: Whilst not eliminating the mould completely, in combination with silica gel bags looks to be quite promising: it has made a noticeable difference.
Andy Dyer is giving it a try too
 
Mark's DR1051 UK last month, three up
 
Adrian Whitmarsh
My Flex-wing G-HTML is in Spain for the winter. I'll probably bring her back to Sussex around May to sell as I have a fixed wing Nose wheel. Eurofox on order. I mean to convert to 3 axis. The powerful Rotax 912iS option would put it over the microlight 450kg. weight - surprisingly as you would think losing 2 carbs & inlet manifolds would make it lighter. From a couple of owners I'm told the straight 80hp 912 performs more than adequately, that's my likely choice at this stage. LAA Permits are simpler & allow experienced owners or a Licence holder to conduct the annual check flight.
 
Chris Tansell, Western Australia.
I came across what might be the most superb new generation ultralight – “Tucano T-27R Ultralight” – Take a look –
It uses a 912 or 914 Rotax. They even offer a supercharged version. Retractable undercart.  Here is their www site - http://www.flyinglegend.it/2011/12/15/tucano/?lang=en
I LOVE THIS PLANE! (and I haven’t even seen one, except for online…)  They also do a Hurricane replica. 
 
Old RansMails are now on line courtesy Peter Greenrod. https://dl.dropbox.com/u/4702449/Ransmails.pdf
Collected Rans S4 & S5 Tips      http://ranss4s5tips.blogspot.co.uk/
Rotax practical owner help    http://www.rotax-owner.com/rotax-forum/index
Rans Aircraft USA site   http://www.rans.com/aircraft/home.html
 
Peter Noonan recommends this for wanna-be Tour de France cyclists.
And, anyone buying one of these ? http://www.aeromobil.com/
 
Frank Ogden has gone off to Australia to do serious paragliding in the outback but should be in residence at Jackrells Farm for serious trike flying come the end of February.
 
Gwyn's AX2000 went flying without him during the recent UK gales.
Kept in the open at Kittyhawk, it broke one of the three mooring lines and flipped hard over.
The damage looked superficial at first glance after righting, but the spine is slightly bent which will require a complete rebuild we think. Gwyn's 3-axis flying career over before it had even started...
 
Global Winds - from the BMAA mag.
Shows current winds in GMT, or any other wx see bottom RHS, and location/size can be changed too.
 
Jackrell's Farm Experimental Strip Drainage gully.
Despite 'expert' contractors telling me it's a hopeless clay soil situation it runs like hell with surface water after a rainy day, so must be helping. Since the photo it now reaches all the way down to the bottom threshold. Apart from that, digging by hand is good exercise and free. It's 150 yards along runway's eastern side marked by four white tyres.
 
Shoreham, Sussex.Cessna 152 group with online booking system and database monthly invoicing.  Mike Parsons
Current costs: £25 per month, £84 per hour we inclusive Hangarage, everything except landing fees.
 
In search of Bomber Command, Lancaster Bomber operation in 1943.
Possibly the only comprehensive colour film, edited & re-broadcast on TV 1979 with a couple of interviews with the then still only middle aged pilots.
This Feb. 2015, an old WWII fighter pilot wrote: "
If you haven't seen this film before, you must see it now ! (it complements perfectly the much earlier "Target for Tonight"; it is the only colour film of RAF bomber ops in WWII; the USAAC equivalent (from which some of the opening shots have been taken) was the (first, genuine i.e. before Hollywood got to it: "Memphis Belle"). Reflect, before you pass by without a second glance, that on average half the young men appearing in it would be dead by the war's end - and the rest are almost all dead now".
 
Jackrell's Farm Outings - Brian's Escapade & Rans S6-116
Had a good flight 27th Jan. in calm conditions.  A/c got airborne quickly with application of 2 notches of flap. Had a brief chat to Shoreham who were busy enough, then headed across to Hadfold and a pleasant radio exchange with Tony who'd spotted me long before I saw him. Tested the free Fly Is Fun nav app and found it to be extremely accurate. The CDI needle came alive just prior to passing through Hadfold's and Jackrell's centre lines. Certainly has it uses. Back to Jackrells and an acceptable arrival.
Also now fitted with 8.00X6" Tundra tyres the Rans is a joy, off the softish grass a late January Saturday. Now our evenings are already a little longer it's not dusk till getting on for 5 p.m. The wind was across the runway but the trees each side shield you below say the first 30 ft & once climbing with full power the S6-116 feels quite solid. I didn't go far, just 20 minutes to look down on a couple of other empty strips & to get the oil & water up to a decent temperature, and then back here on 'finals' with full flap and power she comes in to land very controllably more or less right onto the spot I know is firmest. The new fat tyres really hardly mark the ground, which of course is nothing like hard frozen, more soft enough to sink your foot in an inch or more in the bad areas. So generally I'm well pleased.
 
Ron's Line:-
"If you get an email telling you that you can catch 'swine flu' from tins of ham then delete it - it's spam".
 
Mike.
 
 
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