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
 
 
Posted by at No comments:
 RansMail #157 July 2014
 
Farnborough Airshow has large NOTAM'd areas through 21st July.
http://notaminfo.com/  is free and easy to use on a day to day basis, set up and run for us by Dave, a Sussex enthusiast.
 
Tour de France
Jackrell's Luscombe flew Phil & Lorraine to Essex on Sunday 6th June, camped there, then walked to the cycle route to have the thrill of seeing them flash by live on the last day's UK run into London of this enthralling cycle race. An aeroplane has its uses.
 
Tim Gayton-Polley & George May collect Tim's 'new' C42 from The Isle of Man.
Wednesday 20th June, London Gatwick, early EasyJet to Ronaldsway & onwards by taxi to the north end of the island to the ex WWII airfield at Andreas. The 'plane was already refuelled and ready come to Sussex. Luckily early fog which lay to the west didn't impede flying eastwards as they were aiming to get back home the same day. Tim the new owner flew P1, Co-pilot George covered nav., radio & gentle landings on a 2 H 20 min. direct flight to Halfpenny Green (Wolverhampton) which included 80 miles over the sea. A top up with some 30 litres of fuel there and then the second leg took a similar time, dog-legging via Gloucester to avoid a mass of military zones, to join the planes at its new base, Hadfold, Sussex.
 
Rans Fuel Pipe materials do deteriorate.
I found a petrol weep which rapidly turned into an almost unstoppable gusher as two pipes from one wing tank ruptured at their Y connection & tried to empty its burden into the cabin, because the off cock was downstream of the break. My good luck is that it happened on the ground at base, not 1/2 way to somewhere !
A change out was done up to the tap for all the pipes, which up to now I thought were of superior materials - Wrong !
Drained wing fuel tanks & folded the wings, released both wing fabric tensioners - two bolts a side - then took out all the pan head screws holding the fabric to them. This allowed access to the fuel outlet stubs, to use in replacement some 10 metres of 1/4" bore black 'rubber' type automotive hose & new fuel pipe clamps all round. The tanks' sight level pipe stubs were blanked off as the system was never readable, just retaining the top left one only for the mandatory fuel pumped bleed return. This was a better location than the inherited mid height tank re-entry via the sight tube, as when the tank is over 1/2 full it let petrol (gas) to freely back feed the engine & carbs, by-passing the main cock. Not recommended if the carbs leak and/or there's an engine bay fire !
Refilling in steps using a 5 litre jug - with the tail up on a high box to approx. flight position & positively marking the tanks' sides gave readily seen in the air fuel levels.
Thorough draining of a decent quantity from both tanks into a white container to see/flush through any loose bits and checking the gascolator and filter made sense, plus a check for any connections' leaks, then a ground run & local flight. After being fully satisfied a week later did the crossing of the Solent to Sandown etc. - mind you I did climb to over 4,000 ft for that bit. Re-balancing the two carb's using a twin suction gauge kit, made her a whole lot smoother too after all their cables disturbances. 
 
 
Roger Staples commented
I have heard that any fuel tube needs replacing within five years and often earlier particularly in the engine area where heat takes its toll, but even the good automotive ones stiffen up and loose flexibility and can be subject to cracking even though well away from any heat. I read somewhere that minute quantities of petrol vapours penetrate through to the outside and over time the chemistry changes causing the hardening and eventual cracking and brittleness. I suppose anything exposed to light may also be subject to UV degradation too..unless they add a protective measure. Just reading a book about the early days of aviation they used copper tube initially for fuel, however that was even worse as it was prone to cracking (vibration, poor end making etc) they moved to rubber ............
And Adrian Whitmarsh
Now I’m glad I replaced all my fuel lines at the 5-year recommended interval! But mine were easy to get to. I bought from P&M as a manufacturer replacement part, they get theirs from the USA, I believe manufactured by Goodyear and significantly more expensive than other firms supply - possibly Pirelli (?). 
investigating on the internet showed various specs which seem to relate to ethanol resistance, but complicated to understand. Ethanol percentage in mogas can now be up to 10% so its affect on fuel hoses is significant. Its hard to inspect because even if you cut a length the fragments from the cut could, or could not be due to lining breakdown ! Carb bowls were clear so that was good. I had particles showing in my fuel filter and for the sake of a relatively short length of hose felt more comfortable replacing it. But 10m to replace sounds quite expensive.
 
New Readers welcomed
John F. Schaefer, Sr.  I am 77, retired USAF and later  teaching electrical engineering at The Citadel (Charleston, SC and Macon, GA).  Live with wife Betty near Datil, NM (west central) near the continental divide.  I have to drive 42 miles to N29 at Magdalena NM to fly.  It's a gravel strip about a mile long and at 6700' elevation.  Been aviating since I was 14 (but not for the USAF, which said my eyes were sub-par).  Built a Sonex in 2002 and flew a bit...did not like the fwd visibility (this was before none were flying save John Monnet's, and he would not take me flying to check out visibility in air). Started an RV-6 but on decision to move here assumed I would fly from short strip so sold and started a Zenith 701.  Finished the 701 about the same time I learned I had prostate cancer; that slowed me quite a bit.  Cancer cured but could not get the 701 more than a few miles from runway due to high oil temps.  Recently gave up; ripped out VW and am installing a used Rotax 912ULS.  Bought a Rans S-14 to fly while debugging the 701; will sell soon.  But have my baby: a Rans S-10 in garage at home, slowly rebuilding and recovering.
Tom Jones, Boulder Creek, CA. My bird is based out of Salinas (KSNS), California. I'm a Sport Pilot and built/fly a S-6S Coyote II, N512TJ.  
My kit was purchased in 2004 with its first flight on May 31, 2009. I really enjoyed the building experience and even more so, the flying experience. My a/c is configured with the Standard Wing, powered by a Rotax 912ULS and outfitted with a Blue Mountain Avionics Gen 4 EFIS.  Over the past 5 years I have accumulated close to 500 hours with her. Much of my flying has been limited to California. Let me know if you would like me to provide an occasional contribution to Rans Mail. [Of course, Tom, I rely on readers' feed-back. mike].
Shawn Bennett.
Paul Davis. I’m on the South Island of New Zealand near Christchurch, and began building a RANS S-12XL about two years ago now. It’s my first build, so I’ve been following everything I can find online quite closely. Still in progress are the wings, Dacron, engine mount and wiring.
Frankey.
Gareth Jones. I’ve now got a Rans going again – an S6, G-MYPA. I previously had an S4 with Don Lees (G-MWLA). We sold it maybe 8 years ago to a bloke who immediately crashed it and I think it’s still with him, sans prop and undercarriage.
Paul Wilman. I am possibly looking to buy a Rans S6.
David Benson, I live in Elk Grove California, just outside of Sacramento. I have a Rans S12xl.
John Kelly. 
 
Dan Warren is compelled to sell his Rans S6 with Rotax 582.
Rans S6 ES Built 1999. The plane has brand new all black Skins just fitted over winter, is in Permit and regularly flown, always hangared. Hours are 240 and engine had a 100 hour service at 210 hrs. Oil injection, Wing tanks, great storage under seats and in rear baggage holder, ready to fly package, sale to include 2 David Clark headsets, Icom radio and interface. Reluctant Genuine reason for sale. Asking £12,000 ono Located in Bedfordshire Dan 07768540942
 
Andrew Walters (Greece).
I have a German friend here who flies & has the use of Thessalonika Air Club's Cessna 182S for the next few months at a very good rate, he's keeping it at Volos. http://www.aeroclub-tsl.gr/indexnr.php?menuoption=sxkip 
A week ago I flew with him from Thessalonika to Volos, I did the radio - which, after almost 10 years was fun !  ....  We taxied behind an Aegean airlines Airbus, talking on the same frequency as the airliners.  Long runways, empty airspace, was good to get back into it.
En route & below us was a Canadair, scooping up water to put out a forest fire.
Richard Arkell, (France) Was due to test fit the wings on the Vega with the aid of Terry the ancient racing Pup pilot. I have finished covering all the small bits ailerons,  flaps, tailplane, elevators,fin and rudder, so it is time to assemble everything to see if the important bits work before covering the big bits. I may get round to hanging the 0320 on the front plus the huge and horrendously heavy Sensenich. It will either tip forward on its nose at this point or possibly my welding on the sub axle assembly will give up. If not then I hope be able to get a preliminary
take on the C of G. It is not going to be a light weight. The gear legs are solid 25mm thick alloy mounted to the central spar by some very meaty steel fabrications. What with its large number of horizontal attaching through bolts and the large number of vertical through bolts securing the very substantial main wing attachments the overall effect is something akin to a section of the Forth Bridge. The fuselage unsurprisingly does seem inordinately heavy compared with the Jodel. My guess is that I will be lucky to get the empty weight much under 500Kg but at least it will have 150hp to drag it aloft with some limited help from the small 10m sq area wings. The prototypes flew on 80hp but most builders used 0235's. My mount is for the latter which is fortunately the same as the 0320 so that seemed an obvious choice as they are plentiful.
Chris Dewhurst is already cleaning up his 'new' Rans S4
Out of interest I have started to clean -FW and attach a photo of the tail. I sprayed on a diluted detergent and used a small steam cleaner. As the steam condensed I wiped off the dirty liquid. Finally rinsing the whole area with clean water to remove any detergent and remaining grime.  There are still small specks of possible mould but this may be from the uncleaned inside showing through. The end result is very good as can be seen from the before and after pics. I tried the same procedure at the engine end which has oil stains but whilst it looks much cleaner needs further work.
[He did better with steam clean than my short try yesterday with my new Amazon hand held steam cleaner. Perhaps the detergent made a difference ? mike.]
 
A very short Rans S4 flight.
Friday 20th June , weather had been High and fine and blue for 4 days. Farmer G. cut the long airfield grass 3 days before turned for hay, bundled it in big Swiss rolls all over the field and pushed them all to one side to clear the strip. So I pulled out the Rans and had a quick 20 minutes over the coast where there were a few thin puffs of sea-breeze cloud at 1500 ft, then back to land the opposite way into wind. Everything running well after a long spell on the ground. Sunday p.m. went for another flight.
Conditions similar, blue sky, 3 mph sea breeze from the rear right. Take-off & X-Wind corrections required on the ground and to avoid trees on LHS.  
8 seconds later over the far hedge , BIG silence. Steep downslopes in all directions, a tree hedge RHS, one shallower downslope ahead. All falling away like hang  glider take off sites, and not much airspeed. Of course I had stuffed the nose down straight away  but it was feeling woolly at say 50 ft agl - never looked at the ASI again, no time - stuffed it down a bit more then half a flare, no time to grab full flap (still at take-off one third setting). During this I had to insert a quick small weave away from the hedge RHS  & completed the flare to a firm touch down and almost a bounce, scrambled for and found the brakes to arrest before the steepening down slope. Not a scratch.
But there were a bull and cows further down ! And very poor access through steep fields, rough tracks  barbed wire and various locked gates. I could only think of parking up, taking engine away for check, or removing 20 ft of hedge bank and towing her back up the slope to my own field. Or perhaps wings off and try to get a trailer in for removal.
In that area after take off there are there are plenty of spots to put down a survivable if crunchable landing but when I looked, I could see I'd stopped on the only good bit, a 50 yd patch not really dead level but luckily the best possible place. The field owner put up an electric fence around her overnight
The next day my neighbouring farmer volunteered, and turned up with three ladies, three lads, a forklift tractor and a Giant Hiab delivery lorry with 20 foot bed and crane. I don't know how he managed on the steep grass slope, he picked up the plane - on strops - skilfully, gently & parked it on the back - drove up to my hedge and with everything pre-planned he lifted it over. Brilliant. It was then an easy matter to tow the Rans up the hill and back to the hangar, visitors helping too.
Petrol sample looked slightly cloudy, but nothing solid visible, careful investigations are in progress.

David Sudworth (UK) my summer flying holiday shows how far a RANS can really go.I had 12 days holiday flying from Kent around Germany and back again. I was very fortunate with the weather with only a handful of days on the ground. I covered roughly 2,000 miles in 31.5 hours flying down to Lake Bodensee on the German/Swiss border and then onto Berlin. One of the overnight stops on the way to Berlin was in Kassel. I pulled my S6 out of the hanger and saw that there was a JU52 parked nearby preparing to give some ‘well to do’ locals a trip. Whilst the guests were still busy arriving in their Mercedes and drinking champagne, the ground handlers kindly let me taxi next to the JU 52 and take a couple of pictures. The return from Berlin to Kent was made in one mammoth day – 9h 45min flying and 2h15 spent at two short stops.
S6 and JU52 & a ‘selfie’ over lake Bodensee.
 
Martyn Steggalls Boxted, Essex Fly-In 5th, 6th July. www.suffolkcoastalstrut.org.uk
After a week of good weather, we just couldn't believe our luck (again !) that the weather should break on the day of our fly-in. Although we did have six visitors who made it and a flypast from a BBMF Spitfire. Due to the poor forecast for Saturday we extended the fly-in to Sunday as the forecast for Sunday looked much better, but again it wasn't as expected as it rained all morning. Although at least once the rain cleared through it was actually a quite a nice afternoon, and 18 visitors flew into Boxted. So in the end it wasn't too bad and not a total loss we had feared. With the poor Saturday forecast, and the Sunday option we offered I know most of the visitors who could re-planned for Sunday, and were no doubt as frustrated as we were that the weather just didn't play ball. We really appreciate the dedicated and support we get from everyone trying to get to Boxted. I'll send out the usual email next year when we have arranged a date for the 2015 fly-in. So hopefully better luck next year and maybe we will see you then.
 
Richard Farrer asked about uprating his brakes, Rans S6 with Rotax 503.
He sent photo's. "I don't like the angle the brake lever makes with the cable on the backplate. The lever has been extended, presumably to provide a greater mechanical advantage. Is that standard ?" [Mine's the same mike.]  I will slacken off my tailwheel springs as suggested. We operate off very lush grass here and it is difficult to get the tail to swing round even with the clutch disconnected.
 
[My original cable operated drum brakes work well enough even on the 80 hp Rans S6. to hold for the pre take-off rpm checks and no desire to change what is simple & works.
To turn 180 degrees at Jackrell's strip end , reducing the tension in the tail-wheel links allows it to break free more easily and without - as far as I can divine - affecting take-off, cross-wind landing or under power ground handling. mike.]
 
Peter Jackson & Annie Flex-winged from Sussex to Devon, 20 -22 June.
After helping me fold the Rans wings that morning they had great flying and ‘flamping’. Stopped for a break (and a ‘rare beef bap’) at Dunkeswell, then down to Bolt Head. Lovely strip, lots of visitors on day-trips to walk the area it seems. Stayed in the ‘Higher Rew’ campsite just down the hill. Walked (about 2.5 miles) down into Salcombe for a pie and a pint. Tried to find an open Salcombe Ice-cream shop, but must be out of season, so wimped out and got a taxi back up the hill. On Sunday flew across Plymouth Sound, then across the peninsula by Davidsmoor, up the coast then over to Eaglescott. Very friendly, camped under the wing. Only a 2 mile walk to the pub this time (excellent pub: New Inn, Roborough) and relatively flat, so also walked back again.Then back to Jackrells Monday via Compton Abbas, landing about 3 pm.  Great flight.
 
Connor Sports continue to support Rotax maintenance at competitive cost: http://www.conairsports.co.uk/
 
 
 
                                                                                                                                               
                                                                                                                                               
Sadly, Andy Appleby died in the early hours of Saturday 21st. June 2014  while peacefully asleep at home with his family. Andy had enjoyed 34 years ownership and operation of Joel D117 G-BBS and made many friends in this connection.
                                                                                                                                                 
 
Stow Maries Great War Aerodrome have a newsletter now, the first 'FLAMBARDS FLYER' – July 2014 (Extracts).
Strong winds and rain did not deter the aircraft from visiting us for our first Fly-In of 10th and 11th May 2014. Despite the wind, a number of you flew in. As ever we enjoyed the sight of Chris Jesson's routine in very testing weather conditions flying his Stampe. Other aircraft included a pair of RV8s and an Aviat Husky, which arrived after a 3-hour flight from Carlisle. There was plenty to see elsewhere on the aerodrome, with classic cars such as Rolls Royce and Bentley lined up on the Parade Ground, tractors and steam engines, model rockets, and a flight simulator to let children experience sitting in an aeroplane cockpit. There was tremendous support for the event and around 1000 people braved the weather to soak up the WWI atmosphere created by the Great War Society Re-enactors. WWI aviation enthusiast Jack Kearby (he has built a number of WWI replica aircraft) and his wife Connie had come all the way from America just to attend the Fly-In weekend.
The Great War Display Team at Stow Maries 20th to 22nd June. Late afternoon Friday 20th June, eight aircraft of The Great War Display Team flew in. Due to perform public displays nearby that weekend, they based here and provided us with the stirring sight and sound of the largest gathering of WWI replica aircraft at Stow in recent years.
Armed Forces Day 28th Jun, the first public appearance in the UK to commemorate The Great War of two reproduction BE2es recently arrived from The Vintage Aviator Limited in New Zealand. Operated in the UK by The WW1 Aviation Heritage Trust aircraft are destined to return to Stow Maries once our hangars are completed.
In memory of all service personnel, a Flag Raising ceremony and short service was held on the Parade Ground. The Tiger Club Turbulent Display Team flew a Missing Man formation at the end of the ceremony, adding a poignant reminder of the Stow airmen who lost their lives in WW1.
 
Peter Greenrod
Now UK SSDR has been extended I may as well deregulate both my Rans I think, as this will save costs and it seems that it will be a done deal anyway in a year's time.  The only difference I can make out is that I can't fly abroad. (25 miles across the channel on a 2 cyl single ignition 2 stroke) One can always spend some money with an engineer to look over any maintenance issues or mods. My advice for anyone new to this, is to work with the LAA until you get very familiar with the machine.  My inspectors really helped me when I didn't really have a clue about things. What I like is the possibility of now of mods to enhance the design, some have already be done outside the U.K.  Different skins and a Rotax 503 are big ones not previously possible within the LAA scheme.   Can you remember any things that have been done that we could not have done before and can you ask our foreign counterparts to shout up on these "non standard" mods?   Getting some flying in Rans S5 -GD now.... and inspired to finish off S4 -FF as no bills to come and I can fly this on the same insurance as GD...  Happy days.
 
(Old RansMails are now on line courtesy Peter).
He has stored them in one massive 60 GB file. If you have plenty of BroadBand at home, maybe you could re-check. https://dl.dropboxusercontent.com/u/4702449/Ransmails.pdf
 
SN-2014/007: Establishment of a Temporary Radio Mandatory Zone - London Southend Airport
 
For June 2014,  UK CAA
 
 
Bryan Hoare at Biggin Hill Mr Monk's Hangar.
He has 1 Hurricane £1.5m 2 Spitfires (one Spirit of Ken) £2.5m each I believe a Mustang somewhere else. This guy evidently started with nothing he also owns the Hanger they occupy. There where 3 other spits not sure who owns them plus various fuselage’s in preparation. It was organised through the Spitfire appreciation group from Face Book. Cost was £55 for the day for 50 of us to get up close and personal.
Mike.
 
 
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Wednesday, 23 December 2015

158 August 2014

 RansMail #158 August 2014
 
Peter Jackson & Annie GT450 Flex around the Southern England.
Annie and I went for a potter round Kent later on in July - round Dover (fog/low clouds forming out at sea and rolling over the top of the cliffs) - up to Maypole (met Ian with Rans, then on his recommendation had a Brie & Bacon Baguette at the local pub... excellent and without doubt the most unhealthy item on the menu !) Over to Linton for Bob P to do the annual permit check flight (note all the BMAA forms seem to have changed in the last month... - landing back at Jackrells about 6pm. So in the last 4 weeks "done" southern England. Time to look further afield, I guess.
 
Clive Innocent & other Southern Flyers 26/27 July at the 'Cheese & Scrumpy F.I. at Weston Zoyland, Somerset.
We were certainly blessed with excellent weather this weekend. Smooth flying most of the way to Zoyland, with good vis. Present from Southern Flyers were myself, Gary with Pat and Peter with Annie. We were taxied to a parking spot near the old WW2 control tower on flat short grass surrounded by 6ft maize. All very cosy. Lots of new people to meet and chat to, as well as older acquaintances. I had to sweet talk one of the organisers to allow my pal Mark fly in with his 1946 Cessna 120. They were concerned that the 600yd strip wasn't long enough for him. In fact he was  easily stationary by the half way point. Then 3 very low passes by a WW2 Dakota with invasion stripes only 100ft directly overhead on his way to the Yeovil air display, a wonderful sight. 
The sun blasted us with UV rays all day till I felt and looked a bit like a lobster, I will buy a wide rimmed hat asap. Food was laid on in the form of a glass of Scrumpy in the afternoon together with cheese. Very nice indeed. The evening the hog roast was served in a bap with sage stuffing and crackling garnished with apple sauce. Mmmmmm !  It didn't stop there though, as there was a super chilli  rice dish as second course & cakes for dessert.
General chat continued until people drifted away to bed at around midnight, difficult though due to the live band playing at high volume. Good but just too loud. Sunday morning off to the club house for coffee and egg and bacon roll for breakfast. At a relaxed pace, we stuck camp and stowed our gear. It was the first time I have used my new tent, which folds up into about 6 small hoops. So I was grateful to Peter J and two other chaps who assisted me, I shall do a few dry runs in the garden before it's next deployment
The flight home was generally smooth and in fantastic vis, until Winchester where received a severe clear air knock put me over somewhere past 60 degrees, the only lump all day. I put down with a smooth 3 pointer on 05 at Hadfold, and used just a little brake to get off into the rigging area easily. A cracking weekend.
 
Two Lancasters have flown together for the first time in 50 years.
Following a day of maintenance checks after its 3,700-mile journey from Canada across the Atlantic to Lincolnshire, UK, the Canadian Lancaster called Vera has joined The Battle of Britain Memorial Flight's aircraft. It is the only other airworthy example, of a design by Roy Chadwick was born near Widnes, England in 1893.
About 7,300 Lancasters were built during World War Two but most survivors were scrapped.
 
DIY maintenance engine cleaning: (various, off BMAA forum ).Alloy: nip into a BMW dealer and nab a hand pump spray of their alloy wheel cleaner, spray, agitate with brush and it brightens the alloy casings, but rinse carefully as it is acidic. Muc-Off motorbike cleaner is kind to plastics - can be diluted up to 10:1 so good value. After washing, dry off by running for a few minutes, shut down & spray plastics and rubber parts with Armorall Protectant in a little pump dispenser you can find at some garages, Harley owners do this.
Some exhaust paints last five minutes, but the spray paint used on an Efel wood burning stove is bombproof. Simonize heat resistant paint gives a really nice semi-gloss durable finish and withstands 800 oC. GT85 is the best thing you'll ever buy - WD40 etc. is silicon based so dirt sticks to it - Teflon based GT85 repels dirt & water, with excellent lubrication properties and brings up plastics and rubbers like new. My 'new' 2002 Rotax 912, 80hp motor was in a sad state cosmetically at 300hrs after being laid up for 5yrs. It was sonic brushed using GUNK engine cleaner then all surfaces were GT85'd, polished or given a quick spray up, plus powder coated rocker covers. Treat her to a wipe-down with GT85 after every other flight and in the damp months a very light coating of AFC50 (onto a cloth first then wiping over the area) keeps any corrosion away.
 
New Readers Welcomed this month.
 
Fred J Felch. (Wisconsin USA, under 2 hours from the EAA in Oshkosh). Has a wife and 3 great kids ages 1,7, and 26. Working on my Private Pilot license now & just put a deposit on a RANS S4 that’s been stored for a long time.  Should have it home within a few weeks. I’m 44, work as an estimator for a company that builds speciality vehicles and displays for the marketing industry. I’ve always been a tinkerer- cars, building wooden boats, in the midst of a hovercraft build now.  It seems a plane would be the logical next step, perhaps the S4 will be my inexpensive time builder  able to drop into the many small rural local airstrips . We have a nearby instructor doing dual training in a Quicksilver, it looks like that is about the closest plane available, but it’s similarly high drag and low mass, so it’s a lot better than nothing.  Also transitioning to the “taildragger”  rather than tricycle gear will be a bit of an adjustment.  I will absolutely get all the paperwork available.  Seller says there is “some” but didn’t have specifics.  He’s given up on the idea of learning to fly and is just trying to get this out of his neighbour's barn where it is stored before winter.
[It's a tail-wheel a/c, which looks better in a classic sort of way than the tricycle. Interestingly the steady stays are forwards not rear as in the standard design. Perhaps the constructor 'improved' them to save one more hole drilled in each longeron plus plastic washers , bolted via a 'U' folded Ali bracket. But is it stronger ? mike].
.
Before the wings were removed for storage a while back
 
Dave Rowlands. I am based in Herefordshire & recently started flying lessons with Swift Light Flight School who operate at Shobdon. Have been scouring AFORS for a microlight to buy for when I am qualified. I like the look of the Rans S6 and hopefully next Spring I will be the proud owner of one (Budget & availability permitting).
 
John Kelly. I’m taking my first microlight lesson in a C42 mid July one evening at Slieve Croob flying club in Northern Ireland. I noticed a nice single seater hangared at the airfield when I was being shown around it - it was a lovely machine and caught my eye -  I asked the owner about it to find out it was a RANS 4, then I googled RANS 4 for some info and found you. It's for sale on AFORS along with a Rans 6 which is sitting beside it in the same hangar.
 
Patrick Thody.
 
Andy Mackinnon.
 
Chris & Ruth.
My wife and I are half owners of Rans S6 ES, callsign G-TIVS shared with a gentleman who used to keep it at Farway Common a little farm strip near the east Devon coast line. Now she is based at Dunkeswell airfield. She has a 582 Rotax blue top engine. I learnt to fly in a C42 and then bought an X-air which, the Rans replaced, with easier access and great visibility we are very happy with it.  A keen aviator, starting with skydiving which I have been doing for 33 years, Paragliding with a tandem rating, then Paramotoring. BASE jumping is still on going. Jumping from Buildings  Antennae  S pans-Bridges and Earth – Cliffs. That's the mnemonic. I have been flying for about 5 years & has taken the place of the Paramotoring and Paragliding. Picture lined up on 22 at Dunkeswell I am the passenger. [I sent them a back copy RansMail on wing fold. When folding, the wing tanks need to be emptied about 2/3 so when the wing is vertical it doesn't pee out of the cap/breather. Also take great care when folding the wing not to be too quick & risk poking the flap end through the fuse side fabric. Put and leave an over length soft plastic tube over the two 'L' shaped door holding brackets on the wing underside (to save poking your eyes out and place a protective blanket or a piece of household pipe insulation over it when folding - to avoid pushing it through the fus. side fabric. When the ailerons pins are uncoupled, high front across cabin Ali tube, we found it helped to use a double soft plate joined by a short elastic to keep the ailerons together with the flaps & stops them flopping around. mike].
 
Three More Rans' for Sale, UK.
Stuart - stuart@CEDCS.com  After 3 years and 60 enjoyable hours in my S6-116 I’ve decided that it’s time to sell it as my Corby Starlet now has a full Permit. It has a Rotax 912UL, a full panel with vacuum DI and horizon, aerodynamic trim, good covers, Icom radio, microavionics intercom and ANR headsets, Permit to May 2015. Engine and airframe hours 698. See advert in Popular Flying or AFORS (search for “S6-116”) for full details and photos. Great value at £16,500. 01244 671417.
 
Stewart Luck. RANS S6 ES for Sale. The first RANS S6 machines built as part of the Boeing/RAeS Schools Challenge display flew at Farnborough 18th July. Mine was the first kit built by students under LAA inspectors' supervision. Having done its job as "proof of concept machine" & I am now selling it.with a Jabiru 2200, 4 stroke engine, flown 250 hours, with a new permit and could be registered as either a light plane or a microlight. Training for a license is also possible and can be negotiated in the package. Contact Stewart Luck for more information. captainluck@hotmail.com 07974188395  or 01 799 540866
.
Alasdair Ross Rans S6 582 For Sale. As I am a low hr. flyer, mostly solo & wrong side of 70, also my wife is not too keen on flying, I am considering SSDR, so if you know of anybody looking for a good taildragger, Coyote, 360 a/f  19hrs on Rotax 582 motor, send them my way. I would expect about the £9950. First built 1993, new skins 2003, always hangared, or with heavy duty outdoor covers, originally 503, then modified, treated with Nikwax regularly. Engine changed last year to 582, Silver top with Blue top crank. Since I got her, new screen, dynamic trim (massive difference) new tail cone, aerofoil legs, larger tyres, new ASI, Wing fold, and possibly a special open trailer.  I am in the Highland region, Knockbain Farm, North of Inverness, will collect interested viewers from the airport.     alasdair_ross@hotmail.co.uk   mob. 97763791567.
 
Henry Hallam (USA VariEze) sent this American focused but some good footage:https://www.youtube.com/watch?v=jsAKWma3zbY
It ties in with the current long running theme on the thread on Pprune forum being written by the old boys in their
90's who were pilots or had connections with towed op's in WW2.
 
Frank Ogden (SSDR trike & paraglider or power glider) aims for France.
Departing the UK on August 22, to fly with other microlight chums around France. My little Chaser simply doesn’t have the legs - and fuel capacity - for this sort of adventure. Gwyn has agreed to lend me his Quik GT450 trike with Rotax 912 engine.
 
The UK Radiotelephony Manual CAP 413.  http://www.caa.co.uk/IN2014124  clear, concise, standard phraseology and associated guidance for radiotelephony communication in United Kingdom airspace. Amendment 3 to Edition 21 effective 24th July 2014.
UK CAA General Aviation Report - Occurrences processed by Safety Data in July 2014.
 
NotamPlot from Dave Sussex U.K.  Flight Planning, including European Notams - all for free.
He continues to enhance this mapped route planner & recently added much of Europe & its airspace other restricted areas etc. plus their up to date NOTAMs too. The local UK chart is quick to see if a proposed flight is clear of today's NOTAMs and Dave's whole site is easier to read off & much better laid out than the paid for competitor's version.
Charlie Brooker is on the verge of going solo in a Parham glider.
He visited Jackrell's last week & spends every waking hour at Parham. He was promoted to a Cadet member, has earned a bursary for his flying and is developing a nice eBay business selling people's unwanted items to fund his desire to be a pilot (at all costs!).
In that context, any ways he could gain flying work experience (he's not allowed to fly) please let us know - we have until January to sort out something for June 2015. kevin@brooker.com
 
Conair (sp. corrected !) Sports continue to support Rotax maintenance at competitive cost: http://www.conairsports.co.uk/
 
For SSDR Zigolo - very basic (makes the Rans S4 into a Rolls Royce by comparison) and Trail two seat a/c kits.  graham@spriteaviation.co.uk
 
Old RansMails are now on line courtesy Peter Greenrod. https://dl.dropbox.com/u/4702449/Ransmails.pdf
 
Chilsfold Farm, West Sussex F.I. last Saturday (text by Richard & Sue Hasler, Sportcruiser G-CGMP who sent pictures & by Clive I.)
Between the showers of Friday and the remains of Bertha on Sunday, Farry Sayyah managed to order some perfect weather for us to fly our Sportcruiser to Chilsfold Farm for a Fly In on Saturday 9th August. We've only owned it a year and this was my first ever fly in, so we were very new to almost everyone. Farry's two recently built Bristells were on show, one with a new Jabiru 3300 engine installation. The paintwork and finish up to Farry's usual high standards.
Thanks to Farry, Ann and Ian for a super fly in today by a couple of dozen assorted a/c with a very generous lunch spread. Lovely to meet new people with their machines. Don Lord Rans S6-116 flew into Hadfold from Swanborough Farm, Lewes to meet Clive, then we flew all the way to Chilsfold Farm (a little over 6 nm ) & spent 2 1/2 hours there talking to some very nice people.
Climbing into an RV4 just to get the feel of it & fancied one of those: nice rich blood red colour too.
Farry was demonstrating the Bristell - a bit like the Sportcruiser, but aluminium construction. He did a 30 ft  high speed pass, very impressive, then demonstrated it's slow flight capabilities and flew into a stiff breeze with flaps down and very little throttle, to produce the most benign stall you ever saw. It just descends vertically slowly without any wing drop or even a nod of the nose. Return to Hadfold Farm downwind was about 4 min's - I flew around  a little  to make it worthwhile.
A little gusty, as it was described by most pilots, except the guy with he RV who said his plane just chops straight through it at 130 kts. A very pleasant and civilised fly-in, on possibly the last hot day for a while. The Jackrell's S6 pair went too (Mike & Keith) and Tony F. with his Gyro caused a stir.
 
Compton Abbas mailed me about a free Lady pilots F.I.
I asked if I'd get a free landing too should I turn up in Drag and they quickly replied 'Yes'. That sounded like a bit of fun.
Thus in quasi-female attire with Coral Pink finger nails, lipstick & beads plus handbag and straw bonnet, as 'Mikaela' I was very welcome. (Did I break a few hearts ?)
Steve Slade was there with his Rans S6, unfortunately his photo of me at the bar is too alluring to show here !
 
Mike. [Held till next month the saga of Rotax 'Ducati' ignition black boxes slowly failing &: the windiest spot in the U.K.]
 
 
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