Monday 4 January 2016

 RansMail #156 JUNE 2014
 
Clive with Escapade - LAA Fly-In Goodwood
After having to re-PPR for Sunday due to weather. It was good to see so many aircraft of all types at Goodwood.
Although the circuit was busy, the tower seemed more relaxed this year. I think the sheer numbers of aeroplanes attending last year overwhelmed them a little. The landing on 24 with a stiff breeze across the runway wasn't as bad as I first thought on final, but I had to remain focused and do my Fred Astaire bit on the rudder !
As I left the runway on climb-out, they changed to RW14. Up to then the wind had been between the two. There were some very nice RV's, and I particularly liked the Mustang. I'd love to play with that ! A chap in an Avid sustained a bent nose leg, so a mate of mine flew him to get a replacement at Midhurst, then back to Wing Farm to get his trailer. As I was preparing to leave, I saw Gary arrive with Pat. Then Graham's Rans S6 with Sue and their canine navigator !
It is a nice event with, the tower said, over 150 movements over the w/e & will become even more popular as time goes by, though I'm sure that some pilots are deterred or intimidated by the tower and rather precise circuits at Goodwood. Actually the tower staff are very friendly and pleased to help, but prefer that pilots know how to use the radio reasonably well.
I enjoyed myself, though rather than queue for lunch at Goodwood, I planned to pop over to Sandown. I changed my mind and had a local jolly for an hour before landing back at Hadfold International.
Pic's..........Final for 24
                Bent Avid U/C.
                Gary and Pat arriving in their pristine Shadow
 
 
Ken Manley's Midget Mustang.
 
 
 
And Clive had a cracking day out to Calais mid May. It went well in both planning and flying. Dave Baker told me when he was taking off from Thorney Island with Colin Green and Lizzie. I met them about 3/4 mile off Worthing pier, then we followed the coast keeping outside Shoreham's airspace. Round Beachy Head and coasted out at Lydd, just West of the Danger area and Dungeness. A wonderfully smooth crossing round developing Cu Nimb's, and joined a fairly busy circuit at Calais (LFAC).
I was looking forward to the luxury of over a thousand yards of grass, but it was out of use. So we had to land on hard with a brisk 10-12kt crosswind off the sea.
The Flex-wing Quiks got off the runway at the first turn-off but I overshot it by about 50ft. Thinking there was someone behind me but not known how close, I asked if I could back-track. The tower said 'Yes', so I whipped Paddy round fast to get clear of the active, to see the landing light of a 172 passing over the threshold at about 50ft face to face ! He was told to go round, although I was almost clear of the runway as he went past me.
We went into town in a taxi and enjoyed a nice lunch in a Michelin star Restaurant, before having a walk around for an hour or so. Back to the airport we filed flight plans, and refuelled while we waited for them to get into the system. Then taxied out and our group departed for Blighty. I saw just one aeroplane on the apron a Robin with a flat battery - probably waiting for a jump start. The return crossing over  The Channel was excellent and as smooth as a baby's bum. A few bumps inland, but nothing much. Flying in loose formation worked very well with me flying behind Dave and Colin so I could adjust me speed and at just one point asking Dave to pick up the pace slightly. I had them visual nearly every step of the way. I hope our adding to the 30 or 40 planes which went over that week will help the numbers when the audit is completed to establish if Calais can keep their Customs facility ?
 
Planning a private flight to France - easy steps with a p.c.
BTW. This prog. by a local enthusiast is pretty good for route plotting and showing up only those significant en-route UK NOTAMS we need. I do also use the AWARE p.c. system but it takes longer to download and fiddly to set up, so the notaminfo site wins when I want a quick look-see any day out before driving off to the 'plane.  http://notaminfo.com/
 
Britain to France, from your home airstrip - send three messages via p.c.
Call any ATS after take-off to initiate Flight Plan & listen out.
 
2) GAR, free at:- http://www.rochester-airport.co.uk/gendec.doc You will get an acknowledgement
 
OR try   http://apicdn.viglink.com/api/click?format=go&key=1e857e7500cdd32403f752206c297a3d&loc=http%3A%2F%2Fwww.pprune.org%2Fprivate-flying%2F539883-online-gar-ripoff-uk.html&out=http%3A%2F%2Fwww.aopa.co.uk%2Findex.php%3Foption%3Dcom_content%26view%3Darticle%26id%3D372%26Itemid%3D815&ref=http%3A%2F%2Fwww.pprune.org%2Fprivate-flying-63%2F
GAR form filled in on a p.c. & e-mailed to ncu@hmrc.gsi.gov.uk put GAR, registration and your airfield in the title of the email.  
 
3) Alert Customs (usually via fax or e-mail e.g. Abbeville matthieu.elie@douane.finances.gouv.fr
 
Things to Check:- Airfield opening hours; fuel?; Customs(Douane) notice required; route wx and NOTAMs. If you wish also arrange U.K. Fuel Duty drawback.  Potted rules for flying in/out of UK & Eu.
 
Charts - Current French 1/2 million, free on p.c. - Sections can be screen printed; plus useful links, e.g. local NOTAMs. http://carte.f-aero.fr/
which give local NOTAMs links, plus fuel & pnr Customs notice times/availability.
European Airfield data sheets http://www.eurocontrol.int/ead/access?tab_0_2
Join & use it free and navigate to the pages by country and four letter code. Their help line link answered promptly. Log in to EAD Basic, click "Enter Applications" link in left top corner to open window & click twice on "PAMS Light [AIP]".
The next window lets you search for AIP's by selecting options, enter the Country from their offered list and click 'search.
Weather. I use these and either can have any U.K. or Eu. place names inserted for en route wx.
Route Notams Available in Airbox AWARE - if you have their French chart option. For Belgium http://www.belgocontrol.be/website/warningsChartGeo.do?cmd=whtmlcharttoday
Flight Plan. You can fly out & back direct from a U.K. Farm strip. For a day trip it saves time at the French end if you file two, out & back.To close either flight plan In France, from anywhere call 0810537837 & Back in the UK 24 hour number 0845 6010483. (It's also AFPEX' help line).
GAR form for UK residents covers your return notice but I fill in out & back details.
U.K. Fuel Duty drawback. Duty rates in http://www.hmrc.gov.uk/budget2011/tiin6330.pdf
Post form http://www.hmrc.gov.uk/forms/ho60.pdf with receipts to :-
HMRC Mineral Oils Relief Centre
Local Compliance, BP4002
Benton Park View, Newcastle-upon-Tyne, NE98 1ZZ
 
New RansMail Readers this month.
Alex Paterson (Mr. AFORS!). I'm actually a three axis man, so Rans are right up my street. I had a Thruster TST Mk1 for many years, now I have an X-Air Hawk, with a 912 in it. I am seriously thinking of a new EuroFox. I'll probably be at the LAA rally, So I may see you there.
Hamish Mead, LAA & Gloster Strut member. I'm interested in acquiring an S6 tailwheel model, with either a Rotax 582 or preferably 912. Looking on AFORS I have quickly realised the S6 with 912 and tailwheel variants are in hens-teeth style short supply. As such, any advice regarding converting engine size or undercarriage configuration would be appreciated. By the lack of Google search results on the above 'conversion' however, I shan't be surprised if you recommend not to make such changes to an aircraft.
Noel Eaton.  I'm a student pilot on 3 axis microlight a/c currently training in an EV 97 Eurostar
I have been talking to some of the guys at my local airfield about choosing my first machine , Rans S 6 has been mentioned quite a few times, RansMail readers might kindly let me have their advice ?  ngeaton@hotmail.co.uk
Keith Diamond & Mike Nolan who have just bought & Keith flew their Rans S6 into Jackrell's Farm last Saturday.
Andy Drayton. I am just about to convert from flex to 3 axis and info on the Rans aircraft would be useful.
I live in Eccleshall near to Stafford and work as a self- employed emergency services driving instructor. I have a P&M Quik which is based at Halfpenny Green. It is the one I learned on at Wanafly in France. I have a restricted licence at the moment so an 8 mile radius at 70 MPH is a nuisance. I have taken steps to get my three axis conversion sorted and have an avid interest in anything that flies. I have been up in a Rans 6 before. Two folks in France bought one from the UK and kept it at the Wanafly base in France so I got the chance to have a flight in it.
Chris Dewhurst has purchased my Rans S4 G-MWFW.
He is based in Sidcup South East London and taking flying lessons at Damyns Hall  with Deepak Mahajan. Chris has always wanted to fly, but time, money and children have always somehow conspired to be an obstacle. With his daughter recently married and his son working as a vet in Manchester the time was just right to become at one with the sky. Chris saw Mike's Rans S4 advert, who sent pictures explaining the engine needed work after an in-flight failure. Some people might be put off by this but Chris has always thought that engines are made to be taken to pieces, cleaned repaired and made to look new and pretty again. So this was another incentive to see this Rans & visit Jackrell's Farm, where the S4 looked the perfect little aeroplane for him. It was love at first sight when Mike opened the Hangar door. She will fit nicely into his garden workshop and allow him to work on repairing the engine and to give her some TLC to make her look like new. Chris is looking forward to pottering around G-MWFW both in his workshop and later on in the sky. Flying lessons are fantastic but this year the weather, holidays and the wedding has not left much time for being airborne. Owning my own plane will give me much more scope in the near future on those perfect days (when they finally arrive!) to quietly bumble around in my own aeroplane.

Folly Farm Fly-In
Shaun, Tony and everyone who helped. What a cracking day ! A most enjoyable fly-in, with many aircraft of different types. A constant flow of tea, and enough food to feed an army. Friendly company and fantastic weather. All the work organising the day was well worth it. Well done to all. Graham did a fantastic job on the radio and marshalling visitors as they arrived. He also kept the visitor details and typed them up for us. (wrote Clive).
[I Suzukied in & it was much more difficult navigating there by road. mike]
And from Bryan Hoare "Sorry could not make it, even for a fly past, to busy doing steep turns, stalls and PFL's over New Haven and the Downs."
Total for the Day = 28 Visiting A/C, plus two residents
G-BVNY, Rans S-7, Shaun Hazelden, Folly Farm
G-MWDS, Thruster T300, Tony Nancarrow, Folly Farm
G-MWLD Shadow. Jerry & Hazel Hansen. Deanland
G-CCTV Rans S6. Graham & Sue Simons. Partridge Gn.
G-OCUB Piper Cub J3. Chris Marshall+1. Goodwood
G-BWYB Rans 116. Don Lord. Swanborough.
G-UDET Eindekker. Mike Clark. Sedgewick Park
G-CGMM Sportcruiser. Martin Shaw+1. Frinstead
G-CGCE Magni Gyro. Tony Fowler+1. Fowlers Field
G-CBVN Quick Flexwing. Phil Warrener. Frensham Ponds
G-CDVZ Quick. Mike Peacock+1. Frensham Ponds
G-DEWY Pioneer. Bill Dewey. Frensham Ponds
G-MYXL Mignet HM-1000. Richard Hollamby.Burwash
G-PADE Escapade. Clive Innocent. Hadfold Farm
G-SHEZ Quick. Richard Wells. Thorney Island
G-CBZH Quick. Brian Searle. Lee-on-Solent
G-TFLX Quick. Lawrence Wood. Lee-on-Solent
G-CBXM Blade. Paul Millen. Hadfold Farm
G-BUJJ (by Road) Avid Speedwing. Tony Buick
G-CFOG C42. Paul Coppin+1. Lee-on-Solent
G-MVIE Chaser Flexwing. Trevor Stiles. Herring Farm
G-RINT Shadow. Dave Grint. Deanland
G-OOGY Quick. Ian Withers+1. Harringe
G-FOXD Kitfox. Phil Trangmar+1. Deanland
G-MZNS Quantum Flexwing. Steve Uzochukwy. Kent
G-MIFF Robin. Chris Antrobus+1. Spilstead Farm
G-BXCA Cygnet. Jan Henslow. Ingrams Green
G-CERN Quantum. Peter Jackson&Son. Jackrells Farm
G-CERW Quick. Darryl Cornelius. Thorney Island
G-CGJP RV10. Adrian Bonwitt+2. Frensham Ponds
 
Johannes - Jodel D-112 versus Minicab (Jodel forum)
I flew/fly both types (both with Conti A-65) and there are in my opinion quite some differences. I consider the Jodel easier to fly and with considerably better performance on take-off. The Minicab needed much more runway (and nerves) to get airborne but once off the ground it was a delight to fly. Some 25 kph faster than the Jodel (much less drag but higher wing-loading) and very fine and responsive at controls. Ours had a single stick in the middle with bicycle-type grips and could virtually be flown with two fingers (arm resting on pilots knee). On landing it was quite similar to the Jodel except that it could get vicious if too slow. Our Minicab had a wing that was nearly symmetrical (upper and lower side) with aerodynamic slots in front of ailerons for better airflow I assume. Wing thickness constantly getting less from root to tip. I also got to fly another Minicab with a rather straight wing and dual stick. But it was poor in every respect compared to ours. This is my experience with those types which I both like very much.
 
Andy Woolley (Messerschmitt Club GB)
KR200 Towing a 1963 Schleicher ASK8 glider at RAF Kenley. We used it for the whole day and towed two gliders from the hangar to the launch point as well as retrieving several gliders after they landed. It was really useful being able to see the sky through the dome to check that a glider wasn't going to land on top of me.

A new flat four engine (Sonex forum) First 5 hours on CAMit 3000
It is about time to post some results on my new CAMit Aero Engine (CAE) 3300. http://camitaeroengines.myshopify.com/pages/new-camit-aero-engines http://camitaeroengines.myshopify.com/pages/new-camit-aero-engines. You may have seen post here that Roger Lewis is distributor to these in much of Europe, still need distributor for the US.
Just finished first 5 hour inspection. Zero oil in catch can, just an oz or so of water.
The engine has the rear breather vent, (retro-fittable) that due to space limitations of my Sonex installation I did not install quite as standard, but functionally the same.
This engine has CAMit's new cylinder honing process and new rings in stronger cylinder barrels that minimise distortion from differential thermal expansion of aluminium parts. Break-in has been with AeroShell W100 Plus oil, Not the usual straight mineral oil, and doubt if more than a couple of OZ were used in those 5 hours. Differential pressure check showed all 79 / 80 and better with one laggard way down at 78 / 80. Belly of plane is staying clean, Engine is not tight when cold or after landing.
Lots of new features on this most all intended to improve reliability and durability, More than I can list here, but one is better head material that Ian rates for actually being good for the temperature range Jabiru lists. (Only one head bolt took up at all after 5 hours.)
Valve lifters are solid of similar design to old Jabiru with large diameter mushroom head tappets. (The diameter of hydraulic lifters and solid conversions from same using that are really a bit to small for proper mating with the cam lobe profile used.) Improved rocker arm geometry to reduce side load on valves, better rocker bushings, and oil flow to those. Finding many more small detail improvements, and sure have not found all of those.
Most frequent comment from all who have seen and heard this engine in operation in my Sonex TD is how smooth and powerful it sounds, with or without comparison to my previous 2008± vintage Jabiru, even after that was converted to solid lifters. (a worthwhile retrofit). Those improved cylinder barrels do add a bit to weight, but seem to be well worth it.
 
UK CAA - SSDR is here and Mogas use.
IN-2014/091: Deregulation of Single Seat Microlight Aeroplanes

IN-2014/101: Deregulation of Single Seat Microlight Aeroplanes

The purpose of this Information Notice is to inform owners, manufacturers and maintainers that single seat microlight aeroplanes no longer require a Permit to Fly. This is a re-issue of IN-2014/091 to add a link to separate frequently asked questions which will be updated as necessary.
The purpose of this Information Notice is inform owners, manufacturers and maintainers that single seat microlight aeroplanes no longer require a Permit to Fly.    http://www.caa.co.uk/in2014101

ORS4 No.1023: Certificate of Airworthiness or Permit to Fly for Single Seat Microlight Aeroplanes

This exemption allows single seat microlight aeroplanes to fly in the UK without being subject to the requirement to hold a valid Certificate of Airworthiness or Permit to Fly.
This exemption has been issued to enable microlight owners and manufacturers to benefit from the deregulatory measure before the ANO is amended.


ORS4 No.1024: Noise Certificate for Single Seat Microlight Aeroplanes

This exemption allows single seat microlight aeroplanes to land or take off in the UK without being subject to the requirement to hold a valid noise certificate.
This exemption has been issued to enable microlight owners and manufacturers to benefit from the deregulatory measure before the ANO is amended.


IN-2014/092: Use of Mogas (EN228) Fuel in Piston-Engined Aircraft

This Information Notice provides guidance on the use of Mogas in piston-engined aircraft.
 
CAA issued an Information Notice regarding the use of Mogas (motor gasoline) in aircraft. It clarifies the current position on Mogas use and paves the way for future developments. At the current time, it’s ‘business as usual’ and aircraft owners must abide by the rule that if Mogas has been approved for use in their aircraft then it mustn’t contain alcohol (microlights continue to be exempt from this requirement). In due course, the CAA intends to amend Generic Concession No. 5 (in CAP747) which covers this requirement, allowing the LAA to investigate the approval of eligible aircraft to use Mogas with ethanol without specific CAA oversight. This is an activity that has already started but will be able to continue with fewer regulatory hurdles. LAA will issue guidance and procedures for owners wishing to use Mogas with ethanol once our investigations are complete: this is likely to be published towards the end of 2014.
 
For UK permit to fly a/c  the CAA has delegated the decision on the use of EN228 mogas to the LAA whose task is now to publish an approved list of a/c and engine combinations.
Brian Hope wrote." ...the LAA must satisfy itself that engines and airframe components are suitable for use with the fuel; it will then be in a position to approve aircraft on an individual basis that meet, or can be modified to meet, an agreed criteria. This work was already underway and it is hoped that by the end of 2014 members who wish to use mogas with up to 5% ethanol content in LAA Permit to Fly aircraft, will have a route to gaining LAA approval to do so."
 
CAA Safety Data - General Aviation Report: May 2014 - General Aviation Report
General Aviation Report - Occurrences processed by Safety Data in May 2014.

 
Fuel management with Rotax 912 engines
Also be aware, if you have the required Skydrive or similar fuel return pipe after the pump, an its restrictor fitted, you are returning about 7 litres per hour back to the left tank. something to bear in mind if operating on the right tank you will now have say 21 litres drawn from that tank in an hour and not your normal 14litres - or whatever your normal engine burn is -. Think about managing to quicker emptying when on long jaunts and the left tank overflowing with the 7 litres/hour feed if it already started off nearly full of petrol.
 
Ron Atkinson Recalls a WWII 'Buzz-Bomb'
I was born 2 yrs before war was declared, so was 6 or 7 years old when the Blitz started and the Battle of Britain began. I lived in Croydon in a little 2 up & 2 down house in a terraced row. The road was a cul de sac and there was very little traffic about in those days and none in my road except the Express Dairy milkman each day with his horse & cart. So was safe for me and the other kids (about a dozen) to play in the road and explore the town & parks for several miles around. My Grandad & Ma lived next door but one (they didn't have electric, only gas) but did have a Anderson Air Raid Shelter in their back garden. The nearest park was called Duppas Hill, just a large grass flat area, then a fairly long steep slope to a large flat area again. During the war the top part was fenced off and divided into allotments for folk to grow vegetables in and another part had two Nissen Huts erected and surrounded by barbed wire to accommodate some soldiers. On the lower section an Anti Aircraft gun, locally called a Pom Pom gun because of the sound it made when fired, was installed in a hole about 5 ft deep & fenced off. During the height of the B of B, my grandparents, my mother & me would spend the night in the shelter without waiting for the air raid siren to sound. But of course there were many daytime bombing raids and being naughty, instead of going home to our shelter I would run to Duppas Hill to watch the Pom Pom gun shoot at the German planes. One day a Doodlebug (V1 flying Bomb) came over and there was a small cloud in the sky and suddenly a Spitfire (?) or more likely a Hurricane appeared from it and I distinctly remember seeing the red tracer bullets and this Doodlebug erupted into a huge ball of fire which seemed to hang in the sky. It terrified me and I started running home up the hill where sitting on a park bench was a sailor kissing his girlfriend and I shouted to them "Look-Out", and pointed up at the ball of fire, the sailor smiled and said,"That won't come down here" so I went back to watch the gun again. One night in our shelter during a raid there was an enormous explosion and the whole ground shook and my Grandad said "That's our houses gone" and next morning we emerged to find our houses were still there but the doors, windows & roofs were gone - I remember climbing the stairs to my bedroom and my floor & bed was covered in rubble, I believe ceiling plasterboard. This was heaven for us kids because a team of workmen arrived for many weeks and there was huge piles of sand in the kerbs and scaffold boards which were quickly turned into sandcastles and seesaws. This explosion was by a Landmine which landed on the Epsom Rd, about 70 yards away as the crow flies, it left a huge crater in the road which would have swallowed a double decker bus easily. Strangely the houses and shops either side of the crater had less damage than our houses. I had a galvanised metal Hip Bath full of a collection of shrapnel & shell cases & incendiary bomb skeletons - wish I knew where it went.
In the attached VJ street party, the little boy dressed in Red Indian Headress is John Nowers and the boy next to him is ME. The other photo shows my Dad in his army uniform.
Evra Propellers dimensions Graham Dawes (Jodel forum) posted an EASA list.
D 9 27                53 1/2  X 24 1/2       VW Ardem 1200. Fournier

D 9 28                53 1/2  X 27             VW 1200  on D9

D 11 28             69  X  55 1/2             D117 -119    (somewhat coarse, I think)

D 11 28 1          69  X  52 1/2             C90  for  117/119/120/ DR100  (pretty standard prop).

D 11 28 4C       69  X  44                   0-200 permanent hot air on 1050  ( very fine)

D 11 28 6          69  X  47                   Lycoming  0235 engine

D 11 28 7C       69  X  50 1/2            0-200 cold air 1050  etc 

D 11 28 8          69  X   55 1/2            Potez DR 1051- DR 150

D 11 28 9          69   X   55 1/2           Potez   Super Emeraude

D  11 29,           68 1/2  X   53 1/2      A65    D112 etc.
 
 
Ian White: A video of flying my 31 year old trike at the Green Dragons do at Woldingham, Surrey late May. Louise Beale, ConAir Sports Ltd [And Rotax 912 gen.]
Check out their new website at  www.conairsports.co.uk 
Also the new Facebook page  & get technical hints and tips, service bulletins, product information, training course dates and information. https://www.facebook.com/conairsportsltd
 
Roger Staples (Rans S6-116) has produced a detailed accident analysis of Rans S6 a/c :-
https://www.dropbox.com/s/mime7q2enshnca4/S6%20UK%20accident%20analysis.pdf
As an owner he studied many accidents, including two UK fatals last year, to see if there was a significant Rans plane related trend.
"They seemed to share standard accident modes with other GA, meaning standard training and avoidance were appropriate rather than the Rans S6 having  serious faults  There was a lot of data & for your 60+ hour pilot with little experience the tables tell an accurate story ..too accurate in light of recent AAIB reports, but also applicable to any a/c type.
Undoubtedly the nose wheel is a weak point in tri-gear, I wouldn't say they were indicted as causes so much as a regretful consequence of inept handling.  My impression  is that the tail wheel (though small in sample) is less prone to serious prop and gear damage. Neither makes much difference once airborne, apart from the additional drag of the nose wheel. I could not discover any awful handling traits, all that came up was adverse yaw and speed stability feedback."
 
Old RansMails are now on line courtesy Peter Greenrod. https://dl.dropbox.com/u/4702449/Ransmails.pdf
 
 
 
Mike
 
 
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