a) Another new microlight strip
visited, this time Laddingford in Kent and on the CAA charts. The people there
operate flex wings so my confidence in the little S4 was
bolstered by their saying, last Friday, that it was too windy for them whilst
for me it was one of the best days for flying this week and only a few lumps
were felt in the one hour's flight each way. They refuelled me so I had no
qualms about a slight head wind, as it was the actual flight time speed average
was 47 mph. (It always sounds better than 40.8 knots !)
This was cruising briskly at around 5 3/4 thousand
rev's, but still subject to what I'm beginning to appreciate is a microlight's
inability to easily fly straight and level. Any relaxation and the engine rev's
rise and fall with the 'plane descending and rising in sympathy. I guess its
mass is too low and drag relatively high to expect too much inertial
stability.
Regardless of that its a delight to get airborne
in a plane that I can easily manhandle in & out of the hangar & with
sufficient power to climb marvellously when needed. Around here, unlike
Vince's Devon, there are plenty of fields where an emergency landing looks
feasible, but the engine so far has started well and never caused angst. Once,
that is, I'd replaced that worn carb. needle and jet which was causing a rich
stutter. Fuel consumption seems regular now at 2 gph.
b) I did have a fly in the
strip's 100 h.p. Emeraude in quite bumpy conditions, Tuesday last, but an
already dead main radio turned into a dead standby Icom which was powered by the
a/c's main 12V bus, when the relatively newly fitted alternator's regulator
packed up. I spent yesterday with the owner putting in an uprated device plus an
over voltage gizmo that the purveyor newly prescribed.
Bough Beech Reservoir.
I recall Graham had similar problems. The
consequential loss of at least two sets of avionics with concomitant damage to
the rest of the panel mounted gear, as well as spoiling a planned day's
excursion, should be firmly laid at the door of a supplier "XX",
who sold inadequately rated units & knowingly allowed them
to continue to be used, without recall or even warning. In this respect the
simplicity of the Rans S4 & 5 set up is a bonus. I have had no trouble with
the Icom or the GPS since running them off an unobtrusive floor mounted gel lead
acid accumulator, so far even recharging it hasn't been necessary. In fact ,
that reminds me, I ought to take my voltmeter down and double check
it.
That supplier is well known in the PFA scene. I'm
not advocating a return to the stultifying effects and cost of 'red tape', but
clearly lacking absolutely or with rather weak systems equal say to
A/D's in our Permit to Fly regime ,we need to be more vigilant and
less trusting of non approved parts. That's where our sort of forum can
prove a bit of a safety net as views can be more freely expressed. Considering
the alarmingly poor paperwork and condition of a newly Permitted S4 I went to
buy in Northumberland in February, the PFA should itself take heed.
However in that case I too didn't stir things up once the Inspector
confessed to his negligence and said he would rectify matters. Since then I've
wondered whether that was a mistake on my part to let things go !
Mike.
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