Monday 4 January 2016

RansMail #154 April 2014
It's RansMail's 10th birthday.  (#1 posted 8th March 2004).
 
The army and defence estates have banned ALL Flying at Thorney Island until further notice.
 
Home Comforts at Jackrell's Farm
The British flying season 'opened' about mid March, the strip's been slow heavy rolled and the wintry days of muddy soft fields are only a bad memory, so how about letting one's classic Rans S4 - or S5 have a run out ?
RANS S4 Checklist. (Single Ignition Rotax 447).
Pre-flight:
ENGINE: Ignition switch OFF; Fuel contents; Plug caps secured; Gearbox, no leaks.
Propeller no nicks & secure; turn and feel both cylinder compressions and bearings feel O.K.
Throttle & Choke cables O.K. and full movement.
Cooling fan turns with engine, belt not slack (insert a finger through a gap in its plastic shield).
Exhaust system no cracks and secure, check the three springs at the swivel connection are O.K.
Fuel pump secure & fuel hoses and connections secure and not chafing. Cowling & its Dzus fasteners secured.
AIRFRAME:
Wing leading edges straight and struts secure both ends. Trailing edge spar straight. Fuselage keel tube and main structure has its pins, bolts in position - not worn or bent.
Ailerons & Flaps condition, ribs and hinges and connections to operating levers etc.
Tailplane & rudder hinge pins, cables connections, bracing wires security and condition O.K.
Fuel tap(s) ON. Stick full & free movement. Pitot tube not bent.
STARTING Fuel quantity sufficient for flight; Full choke, close throttle, operate primer bulb till hard. Useful to blow into the holes half way along the carb float chamber equalising tube till you hear it bubbling. Then Turn prop by hand 15 or so compressions.
Climb in, choke OFF, throttle still closed. Call "CLEAR PROP." Ignition ON and pull the starter cord. If she needs a little throttle try it, if very cold OAT add a bit of choke and run at ~3,000 rpm to warm up.
Pre-Take off:
Rev's constant, Full brake, Stick back & apply full power briefly, then reduce to about 5,000 rpm.
Fuel On & Sufficient;
Trim as required; Flap - one stage usually; Full & Free movement of controls.
Gauges Engine CHT about 300 F, Flight gauges inc Altimeter. Visual engine & exhaust O.K. & no excess vibration. Hatches & Harness secured.
Brakes on & short WOT rpm check
Take-Off:
Full power #6,750 rpm, roll forwards, then stick full forward till tail responds and then hold her level & if anything onto the ground till the ASI is ~30 mph when lift off and climb can be commenced.
 
Randy Schlitter (CEO Rans USA)
Wondered if a new version of the S-4/5 would be an attractive SSDR proposition in the UK. Perhaps more cabin comfort and space, accomplished by making the cabin squared off at the top, and attach the wings on the sides, like the S-6.
[When 300 kg SSDR arrives here the >50% owner build rule should disappear, with as many as possible easy build K.K.D. kits fitted into one container shipped to the UK - plus  specifying Eu sourced Briggs & Stratton vee Twin conversions ??]
 
Clive Innocent's 2200 Jab. Escapade.
He's determined to do some real flying this year & already flown to France.
A gusty, windy outing late March to Lasham for the presentation against Farnborough's mass airspace grab. 
I decided I would get off from Hadfold while it was calm and sunny. Windsock was 45 degrees as I taxied for line up on 23, but was out straight as I went over the crest of the strip on full power, in fact it was flicking above the horizontal. As I left the ground, I used all controls almost to full deflection as the tail rose higher than the nose at one point, with a bank angle of about 45 degrees. All this before I was above 50 feet, - it crossed my mind that I may have made a faux pas taking off at all.
Reaching Petworth I was engulfed in a heavy hail storm, tugging on my straps to keep myself in the seat as tightly as possible. This was not going at all well, and turned back for Hadfold to get down fast & flew downwind for 05, but was being tossed around so much it was impossible & instead climbed and headed direct for Lasham by GPS. This took me round the north of the horrendous squall I'd got caught in & eventually into smoother air at 2,500ft. Airspeed indicated was 80kts with GPS showing ground speed of 45kts. Almost an hour later, I called Lasham and was given joining info with a warning of severe turbulence over the trees on final. They weren't joking  - but I got to an eventual good smooth landing outside the club house. I sat in on the meeting re: Farnborough airspace grab, the place was full to capacity with standing room only, but left half way through to miss the incoming storms.The chap on the radio let me slot in between glider launches and the Escapade was off like a rocket. At 75kts asi the return flight took somewhat less time, 19 minutes & GPS showing 105 kts ground speed. Joining for 23 at Hadfold things seemed a lot more stable, though huge sink behind the trees which required almost full power to re-gain height. Landing was perfectly normal. I was glad to be down again !
Downwind for 27 Right at Lasham.
 
Farnborough wants to rule the skies on its own terms, http://www.consultation.tagfarnborough.com/  Please individually in your own words contest the TAG Farnborough proposal  The meeting was chaired by the RAeClub, bear the below mind when you complete the Farnborough questionnaire which is very cleverly written with `reasonable` loaded questions that lead you in towards the answers they want. Each question has its own agenda - So allow plenty of time for the task.
Lower aircraft = more noise on ground, more pollution from jets flying slower. Reduced ceiling = compressed aircraft seriously increasing collision risk. Funnelling at choke points = very high risk of collisions (NE of Southampton Zone and NW towards Fairoaks then into the Blackbushe/Heathrow gap). Use the additional comments boxes rather than their tick boxes if you feel you are being `led` to a conclusion. Beware that your postcode will limit the efficacy of your comments in Part B, but you will still have an opinion for the comments boxes. Part E at question 17 you may “strongly disagree” that their case is not proven. It is here in the Supporting Comment box that you can make your case to show that you do not support any of the Farnborough proposals. Avoid emotion or derogatory comments. Assert that you would welcome change to the Air Space that was for the benefit of all airspace users based on SAFETY and collective efficiency. Additional points: The 1500ft base CTA is below MSA, a risk for CFIT for aircraft in IMC who cannot get IFR pop-up clearances, and also another recipe for infringements as demonstrated by Stansted incidents.,The RMZ, besides being asymmetrical which adds to airspace complexity seems dubious whether it would work or achieve much in that area. – For example, there’s no way non-radio traffic can get past the Gatwick/Farnborough gap.
Richard Arkell (France) The Pocket FMS people are now doing a free version of AirspaceAvoid - for the UK only.  http://www.pocketfms.com/AirspaceAVOID/indexUKAA.asp
Their normal version of AirspaceAvoid continues to be my main moving map nav. along with the cheap official French map they sell. I find it reliable and easy to use.
I popped down to Angouleme yesterday to renew my CNRA on the Jodel, using it in marginal VFR.
[It worked on my £119 Tescos Hudl tablet once I'd downloaded an essential & 'secret' GPS App., but too fussy to rely on airborne]
I am getting the hang of the massive amounts of paperwork held dear by the French. After five renewals an owner not the constructor can apply for 3 year inspections. As I bought a bare 1050 airframe I'm not classed as the constructor even though I changed it beyond recognition in probably over 1000hrs and 18 months work.
The new Vega project is an exercise in eating an elephant but so far so good. I have started fabric covering the control surfaces. The ply clad wings are finished apart from fabric covering over the ply.
 
The control cable runs were finished using the ones from the old Robin but had to be shortened so I have had to learn the techniques. The aileron push rod end fittings have been welded up to take the rose joints. I am using the fuel tank out of the Robin too which took a little sorting as the elevator and rudder cables run through a central tube in the tank so I had to rig up another set of pulleys aft of the tank to get a nice clean passage through it which has worked out well much to my surprise. A long drive down to south of Toulouse was made to pick up the newly moulded canopy for the Vega from Soplami. They are more used to dealing with Airbus so punters with just a roof rack is not the norm for them but the attractive young lady manager gave us a small factory tour and we were introduced to the bloke who had moulded the canopy which was a nice touch.
 
"Capt. Eddie" (USA) recently sold his S4, bought last year as a dismantled project. In a very short tenure once he'd put it all together he flew 2.4 hours.
Meanwhile the Rotax 912 power in my Rans S6-116 was disrupted by loose black mould in the float bowls.
After over two hours perfect performance on the first outing of the year the week before, the engine ran very rough soon after take-off. Keeping an eye on known largish fields got me back at reduced power. On the ground it was still not right on either ignition - but one compression felt weaker so decided it was cylinders/valve. But first look for a big air leak on each pair of cylinders' carb. intake rubber connection flanges & next day the motor was cool enough for that, but none of the feared rubber perishing cracks, so put them on again. Last month's RansMail then had to be got out, following which on the basis that surely a valve was jammed/bent or burnt & with as no Rotax engineer within 150 miles, read all the Rotax manuals.
Chris Theakstone  07885 600047, travelling Rotax Engineer listened to my telephoned  problems & gave valuable advice.
With the rocker cover off & nothing untoward on view I then drained the coolant, uncoupled everything around and removed one cyl. head. On the bench poured petrol in both the inlet, then exhaust port to reveal a slight exh. valve weep. My trusty 1950's m/c valve lifter suddenly had a job at last, and it all came apart very neatly - it is only 300 cc per pot after all. The seat wasn't burnt & luckily responded to lapping cautiously and lightly to regain a clean face, which then held petrol. A new set of plugs too even though the old ones aren't showing they were at fault as it's impossible to reach seven out of eight of them with the one piece cowling & propeller in place.
 
Black mould sporadically blocking the flow to the jets was actually the real culprit & which presumably grew over winter inside the largely disused fuel system. Still it did get my soft compression cured along the way !
I found more stress cracks on the screen - possibly exacerbated by dousing in petrol, so drilled little holes in the ends to stop them spreading.
 
For touring I update AWARE which with their French chart too covers all their airspace changes as well. I bought the paper UK southern 1/2 mill.via Paul Coppin hmfc & the French latest can be accessed via the internet.
 
Dave Wilkinson with S6 & lusty Rotax 503 two-stroke power offered sympathy...of a sort. 
"You can't beat having no valves, no battery to go flat, no radiator to leak and enough room under the cowl to climb in".
 
P.S. Richard W. said: "I shudder when I think back to my own carb. rubber problem. I'd been heading for a fly-in in Norway and got as far as Denmark. Suddenly the engine became difficult to start, but ran well enough once going. I decided to head home & fortunately got there. I found one carb rubber split almost all the way round. The difficult starting had been one side of the engine sucking the carb up until the slit closed and the mixture on that side of the engine became rich enough to support combustion. And to think I went across the Channel like that...."
 
Les Simpson  followed up Dave Wilkinson's piece on the older design Rans S6 tail connection crack inspection (later 20th Century models have an improved attachment). Noting Dave's mention of a mandatory inspection, I looked too but failed to find it in the LAA Engineering TADs, or mod's. 
Both Dave & then Malcolm McBride at the LAA kindly sent LAA Mandatory Annual Inspection Airworthiness Information (The  LAA are now going to present such data altogether in their TADS, but haven't yet done the Rans S6 series updates. [MOD/204/012 is a 1Mb file. If you want I'll forward copies. mike.]
 
Paolo, (Italy)  paolo.airasca@fastwebnet.it  is trying to find a Rans S4 "construction manual"
It's difficult for me to enter inside a small ultralight because I'm over 2 meter tall and 110 kg, that's why I need to build or modify a good and simple design, e.g. Rans S4/5 - possibly to build something similar of low cost, simple, low and slow.
[As far as I know, the original Rans paperwork only comprises identifying schematics, part number lists and assembly instructions, but no dimensions,. Apart from a general layout idea it won't help you much. The Rans S6 which has more space or perhaps the 1 1/2 tandem seat 'Easy Raider kit ' ? They sold a few but were not popular in the UK. & were developed into the side by side 'Escapade'. The spacious Rans S7 could be a much better option for a big man and maybe some can be found second hand in Italy. All of these north American origin have wing fold & should cost less to hangar. mike]
 
Tiger Moths are everywhere & once in a while the odd structural problem. UK CAA EMERGENCY AIRWORTHINESS DIRECTIVE G-2014-0001-ETitle:DH82 aeroplanes: Fuselage Main Structures – Lower Fuselage Tie-Rods http://www.caa.co.uk/docs/33/20140321UKADG20140001E.pdf
 
New Readers this month
Stephen Thompson. I saw a post on the PPRune forum ref Rans Microlights. I'm looking to obtain a licence and an S4  at some point, I'm after as much info in owning one as possible.
Les Brown. Can you please put me on the RansMail e-mailing list,
Brian Hewitt.  I have recently become the owner of Rans S4  G-MWLZ. I was previously the owner of S10 G-BTCR.
                                        
Found this succinct quotation re. eurocratism.
No nation in Europe can go against EASA. It’s hard to refute clams that it is a rotten organisation, overflowing with untouchable public servants bereft of knowledge and understanding, but possessed of a religious reverence for paperwork, pointless box-ticking and extortionate demands for cash.
 
Ulrich Klausing Rans S4 (Canada) 24 th March.
Was up in the Air with the Coyote today. The 3/8 shock cords I have on the skis now doing a good job. Did a couple of Landings first at Horst's strip then took off to my place in Grizzly Valley. Was just taking a close look at Len's little strip when Horst called on the radio, he had the Aeronca finally going. So went back to follow him down to Bernard's place who has an Avid Flyer. After 1.5 hours landed shortly behind Horst to put another 25 litres fuel in the tanks & took off again for Grizzly Valley. I had compacted there a little strip ~200 m long on Al Falle's Sod Farm adjacent to my property. The Wind was not to my favour, usually we have here southerly winds, today it was coming from the north down a little hill. I didn't want to take off again into the lee of that hill and a tailwind take off out of that little bowl didn't make me feel comfortable either. I did a couple of low  passes so that my neighbours could check the reaction of their horses (they were doing fine I heard later). The Engine was running beautifully, idle at exactly 2000 rpms and cylinder head and egt reading stable. It had started at first pull after I had it turned over about 6 times with Fuel on and ignition off. I will try to get Jon out there the next time I land there, he did that movie I posted on you tube. Altogether I logged 2.5 hours flight time today. Its fun at 1000 ft following the frozen Rivers, but with such a light aeroplane gusty and flicky downdrafts at small strips are best avoided if you don't wish to end up in tears !
Had another nice day on Skis. This time we flew down low level over the Ice to the north end of Lake Laberge. Nobody living there,but in the past there was a native village . Now only the canoe and Kayak people go there on their way to Dawson in the summer. I signed up to drop box, lots of icy pictures to see:  https://www.dropbox.com/sc/q0q62zgb9uoqav6/syvmOnBdAp
On the way back we landed briefly on the ice, close to some houses and a boat launch. Was really fun.
 I did the same trip again this time with Jeremiah in the Cub. We landed on the ice of Lake Laberge at the same spot like the day before, only this time on wheels. We continued on to Braeburn, had a coffee there and turned around. Was quite some life out on the Lake, people with pick up trucks heading out for ice fishing. Spotted some Dog Mushers too. At the last Take Off we had to give way for a little van heading out to his camp somewhere down the lake shore. Schwadtka Lake is the Whitehorse float plane dock. It's 5 min from downtown and below the Airport. I walked a little bit around there before the flight.   https://www.dropbox.com/sh/wrz4csq7uhtt34k/i9uP8kXsrA
 
Michael Murphy (Mayo, west Ireland).  I took my newly acquired Rans S6 G- BZRA for an hour's flight on Sunday 23rd March. I'm definitely a Rans fan now.
 
Chris Tansell (Western Australia). Sent me a copy of their own newsletter. He wasn’t sure if my mailbox could handle 7.2Mb & sent a compressed version.
I am a representative for “Pilots with Diabetes” (as I am a Type-1, so Insulin jabs are a regular thing for me) and the aim of the group is as Douglas describes in this month’s newsletter – to educate those that make the decisions to look at diabetes with an open mind..  ANYONE can become diabetic.  Because of people like Douglas, it DOESN’T have to mean the end of flying, even if you do that for a living. including:
Cranfield Airport has announced a new '5 for 5' offer on landing fees, as part of an initiative to welcome GA visitors to the airfield.
The offer will begin from 1 April 2014 and run for five months, there will be a flat fee of £5 including VAT for all landings, approaches and circuits for visiting GA aircraft below 3,000kg MTOW (applies to single engine aircraft and multi engine aircraft). The offer is valid for same day payment only. www.cranfieldairport.com
 
Old RansMails are now on line courtesy Peter Greenrod. https://dl.dropbox.com/u/4702449/Ransmails.pdf
Peter Greenrod (Rans S5 & Bede 4).
Last week-end we went to a talk by Martin Withers (Falklands raid, Vulcan Captain) in a packed Welshpool Town Hall. I needed to pickup a C152 from Hawarden on Sunday morning and suggested to our local Gazelle pilot that he go there for Sunday breakfast instead of Shobdon. Result, LH seat with me doing the radio and then me back with the 152, all free. We had to hover taxi all the taxiways to the apron which was fun. I've finally got my Bede prop all sorted and fitted & getting my hand back in. A bit bumpy this afternoon. Just waiting for some calm weather to dust off the Rans again.
 
e-Go aeroplanes will give their first public flying demonstration at AeroExpo UK 2014 - from 30th May to 1st June at Sywell Aerodrome.
 
Piltdown, East Sussex will have their Fly-in for our WWII heroes on 22-6-2014.
 
WWII era colour film at a N. Ireland base: http://www.bbc.co.uk/news/uk-northern-ireland-26818893
 
The BMAA supported microlight Fly-In is at Sandown i.e. "Spamfield", 6/7 September
This event will be a big weekend for HampshireMFC members collecting landing fees for the chosen charity, marshalling and generally helping out.
 
UK CAA General Aviation Report - Occurrences processed by Safety Data in March 2014
 
Southern Flyers are invited to a Fly-In Folly Farm. Runway 700 m ~ north/south at Fulking, West Sussex on Sunday 8th June (Fall back date Sunday 15th June). 
Guests from the Hampshire microlight flying club & invitees are especially welcomed.
Contact Shaun Hazelden  e-mail  shaun.vicki@gmail.com    mobile 07861651941
Mike
 
 
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