Monday, 4 January 2016

  RansMail #151 January 2014
Please open pdf attachment to read your Ransmail (Double click).

Deer at Jackrells, mid January (J.B. telephoto)
Thank you every one for your Seasons Greetings.
Typically Ron wrote : Presume the Pic. of Spark Plug with bits of shattered Piston Ring was from your engine. Have you decided yet whether to buy a new engine or buy Vince's plane ?  Enjoyed the video of the new e-Go plane, but found the "Its a Ran's Man" a bit too hippy. You mustn't keep putting out stuff from me, in case I ever meet any of your readers, they might think I'm an ace aviator instead of an old Mod riding a little scooter.
Rans S4 & Rotax 447 death, update.
The little engine was lifted off its bearers and ferried home, it's so light & easy to do that. After removing the two cylinder heads & barrels I discovered it wasn't a ring that broke up, though the piston is well hammered by the debris, but the big end appears to have died it has about 4mm slop so must have shed its rollers which are now little bits. Probably a new crankshaft, seals and all, plus pistons etc would cost a bomb. Haven't split the crankcase as it'll only yield a bigger pile of components to keep somewhere. The 20+ year old airframe is worth getting re-engined & the 300 kg SSDR will be here soon, I hope. [Though disturbingly the two recent new CAA GA section appointees don't fly and are of a rigid military origin].
Now waiting for a guy to send me his log entries/hours etc. for a complete second hand 447 engine, it only requires mounts & exhaust changing & gearbox reversing to make it into a replacement inverted fan cooled motor.
Richard Arkell (France) has set you a New Year Puzzle to solve.
Here is my newest 'plane project. I am just starting to cut out the wing skins. The question for the readership is what is it?  [If you think this is too difficult here's a clue: -'The French designer is a hard taskmaster'].

Richard is happy to offer I week's (working) holiday accommodation in the Vienne to the first RM reader to correctly identify the aircraft and the version. [Editor's decision final!].
Emergency MPD 2014-001-E: SkyRanger, SkyRanger Swift and SkyRanger Nynja:
Inspection for Material Type - Control Cable Shackles and Elevator Joiner (Batch of non-optimum Stainless Steel).

Beware of Polaroid Sunglasses & other spectacular advice. (from medico's on the Jodel forum).
You most certainly do need good glare protection with good quality UV protection etc but there are numerous problems with polarising lenses such as interaction with cockpit transparencies, difficulty seeing digital readouts etc not to mention that reflected light is polarised so polaroids don't help you to see the glint of light from that other aeroplane as you look out.
Also photochromics are not recommended for aviation use as their response time can be slow. It's important to see comfortably when looking outside the cockpit & at your instruments.  
Varifocals aren't ideal either, the near focus area of the lenses is smaller and there can be false illusions of movement in the peripheral vision on moving the head, compared to bifocals/trifocals where the near vision area is larger.

Clive Innocent's Musings
I have been thinking of the fun we had back in the Summer. Some smashing flying, Stow Maries WW I airfield and a few good nights out, including crossing the Channel to France. 
The likely lads at Hadfold 'International'. Mark Potter ( red Kitfox G-BTDC ) from Belle Vue, me ( yellow Escapade G-PADE ) & Peter Sheehy ( White Hawk G-IEEF ) Belle Vue.


Queuing for fuel at Blois.
I am very much looking forward to more trips away next year, to destinations as yet undecided. Though life will be easier on the nav / flight planning front with Skydemon in the cockpit. Not much hope of flying just yet with these persistent storms rushing in from the Atlantic, but my Annual service is due now, so that will keep my occupied until the weather is kinder.
I started my engine service at 12:15 last Sunday and gave up at 17:15 when it was totally dark. Almost finished it, but not quite. The usual plug change, oil & fuel filter change, head bolt torque check, tappet check ( 2 required re-setting ). Fit new distributor caps and rotor arms this time: what a struggle with so little space behind the engine. I skinned my knuckles a few times as usual. I hope I got all the HT leads in the right places !  Engine runs to come when the field dries out will soon tell..
What Not to Do !  Luscombe G-BTCH at PophamPropeller hand swung, facing the hangar, no chocks !  Park brake only, which is notoriously useless.  One guy on his own - not known if engineer or owner/pilot. A/c ran away, rammed the doors.  One wing bent backwards, prop bent, leading edges trashed.  Cat 5 write off.
New RansMail readers welcomed.
Richard Noremberg.  As with a lot of folk, got into microlighting via a trial flight voucher with Dave Garrison at Sutton Meadows, flying flexwings. Got my PPL (M) and bought a Pegasus Q Rotax 447 locating it at Rayne Farm, near Braintree, Essex. For one reason or another I sold it & stopped flying for a while but as we know once it's in your system.........
Being at Clacton-on-Sea I dabbled with Cessnas at Clacton Airfield getting to solo level but didn't find them as enjoyable to fly as microlights - too boring - & decided to convert to 3 axis microlights with Joan Walsh on a Thruster T600N and needing to do another GST to re-validate my licence, then bought a shares in the T600N and a Cyclone AX3 - both very enjoyable but different to fly. I now wholly own an X-Air 582  based at Gt Oakley airfield in Essex - 15 mins from home.
Colin Cheeseman. My Rans is rather unusual being an early "turtle deck" model, there are only five or so in the UK. Powered by a Grey-top Rotax 582, it weighs in at 211 kg empty (no electric start). Although built in 1990 it is very much alive and well.
Justin Earl. I began training for my NPPL(M) in a C42 at Blackbushe last June having gotten the flying bug after taking a trial flight in a Eurostar at Membury. The weather was very kind to me and I managed to clock up 30 hours by early November when I did my first solo. Sadly progress has slowed somewhat recently but I'm hopeful that I will be able to get my licence in 2014 and start exploring, meeting new people and begin working my way through the list of friends and family that want to come flying! Taking people flying is one of the things I am looking forward to most of all as it's quite a unique thing to be able to share. I'm keen to fly as many types as possible and to have a go in a tail dragger. My ambition is to own a plane at my local field (Brimpton) but for now looking for a share. If anyone has anything, get in touch! (justin dot earl at mac dot com).
Vince Loy I currently fly a flexwing but converting to 3 axis this summer and fancy the Rans S6 hopefully a 912 variant if I can afford/turn one up - looks like it ticks all the boxes
  
David Vives (Andorra)
Considering the issues of Weather/Climate in the mountainous area flying here & an a/c suitable for further instruction & to share expenses with someone else, I focussed on an inexpensive two seater like an X-air - either from Spain or France. A friend took the plunge in getting his ULM (microlight) licence, as well as my wife !!! (Yes, I know, I still don't believe it...) and we decided to buy a 'plane - probably my friend will become the third co-owner.
I came across an Italian registered FlySynthesis STORCH in Spain - - a little more expensive than an X-Air, but it's a real 3rd generation ULM. After getting his license the seller bought it off an Italian 5 years ago, but when he tried to register it in Spain he discovered it can't be certified & we went to mid Spain last month to have a look at it. It's in pristine condition, he let us test it as long as we wanted to, gave all the details about the airplane and showed us maintenance bills. We agreed if the French Authorities let me register it we would buy it. Early January I received the French Registration, so, we'll proceed with the deal !!  
A 1998 Storch HS. The engine is a Rotax 582 "blue head" (unfortunately, not a 4 stroke according to my flight instructor's "wish-list"). I'll send you the photographs when I'll have the French registration vinyl stickers placed on the aircraft. I suppose it will be by the end of January, when I'll have the airplane based in the aerodrome I fly from.
There are no airfields in Andorra, it is so mountainous, that the only available flat areas are where the towns and villages are, so there is almost no place to place one. Besides, flying is not really an appreciated activity here. It seems that amongst my friends, I'm the "freaky" colleague "enjoying to play with dangerous toys". That's why Andorrans who like flying have to go outside where the nearest airfields in Spain, in a very nice area called "La Cerdanya" ("La Cerdagne" in French) are: La Seu d'Urgell (~12 miles from our border). It has a nice asphalt runway of about 1.800 mtrs, intended for PPL pilots but there are no hangars. And Alp some 40 miles off with PPL and ULM (microlight) pilots, it too has a nice asphalt runway of about 1.200 & is where I fly, there are also gliders being a good area for soaring.  In France the nearest is Sante Leocadie very close to Alp, but over the border with a beautiful grass airstrip, that I believe looks like the ones you may have in Great Britain.
Andorra:- 180 square miles of highlands between France & Spain in the Pyrenees Mountains

Instrument Flying. (Peter Noonan, Escapade).
A lot of pilots would like a standby horizon to help them get safely out of cloud. The cost of electronic or vacuum attitude indicators can be off putting. Now there is an alternative, the AHRS (A ttitude & H eading R eference S ystem ).

Made by Levil (USA) http://shop.levil.com/products/ahrs-g-mini-sw  It's about double matchbox size, weighs 5oz and gives outputs of Roll, Pitch, Magnetic Heading, Inclination, Turn Co-ordinator and G–Meter. As a stand alone device it has a long battery life but it can be hardwired to the aircraft.  A tablet screen running appropriate software is required to view the output. This can be hardwired to the above device or it can receive Wifi signals from it. So if you wanted to, you could run the system as 2 portable rechargeable battery devices connected by their own Wifi (AHRS sends a Wifi signal to the tablet ) or hardwire everything. The tablet screen can be an i-phone, i-pad, or various tablets. Check on the Levil website for the different software packages running on windows, Apple IOS and Android. Check also which update of i-phone or whatever is required to run the software you favour.
N.B. Some mobile phones run stand alone aviation apps including attitude indicators. These generally depend on a GPS signal and are subject to a gyro drift rate. Not something to bet your life on. The Dynon D1 horizon is an attractive package, but again depends on GPS. If the GPS signal fails, the attitude display fails. I did discuss this with Dynon. The UK military do jam the GPS signal in specific areas from time to time and they notify this by Notam.
The Levil AHRS will operate a full 360 degrees in roll and will not topple in light aerobatic manoeuvres. It can operate in up to 4 G and 200 degrees / second rotation. If toppled it will recover in 15- 40 seconds.
Costs: Levil AHRS Around £620 inc. 20% VAT - Pooleys were the cheapest when I bought. Tablet: Shop around – could be very cheap. Software: Depends on the tablet operating system and what you buy.Levil have several versions of the AHRS at different prices. The basic one is the mini G AS. Google their website. Youtube has some video of this. The Levil AHRS is not certified for aircraft use but I bought one.
The E-Go  marketing@e-Go.me at their Norfolk airfield & blue sky for testing.
"Some days we managed three test flights, good going for a winter's day and a great tribute to the ground crew and the support team keeping the paperwork in step. The tests included calibrating instrumentation, trials of several propeller configurations and investigating of some small aerodynamic alterations.
With each flight Test Pilot Keith Dennison is becoming more comfortable - you can watch his brief flypast when he set himself up for landing at the end of a successful, hour long, flight. http://vimeo.com/82447624 "  [But I couldn't get it to run properly. mike]
Gyrocopters, transfer to LAA 'Permit to Fly' soon
Plans to offer two seat factory-built gyrocopter owners the opportunity to transfer from their current CAA Permit to Fly continued maintenance regime to the lower cost LAA system are moving ahead.  Appropriate inspection, test flying and audit requirements should be in place in February 2014 for transfers to commence shortly after. Further details will be announced on the LAA website shortly.
Southend Airport's attempt to grab nearly all our east of London airspace is under review. The LAA & BMAA plus folk like me all wrote in explaining why it was unfeasible for GA, while the traffic they 'expect' is largely B.S.
David Sudworth sent a picture of his pristine Rans S6

Propeller Tip Speed formula.(found on Avweb).
Feet per second = Square root of (Radians/sec AngularVelocity2  X  Feet Radius2  X + ft/sec TAS2)
e.g. Rans S6-116 with Rotax 80 hp 912UL: Actual 115 mph Straight & Level at Wide Open Throttle (WOT).
2.27 Reduction Box on Engine rpm @ 5550 =2445 prop. rpm.  2Pi X 2445/60=256 rad/sec.  Squared = 65,573 .

With 66" dia. Warp Drive prop. Tips set to 14 1/2 degrees.             66/2X12 = 2.75 ft.radius.     Radius2 = 7.56
At 115 mph, GPS checked, true air speed.                               115 X 88/60 = 169 ft/sec.TAS        TAS 2= 28,448.
Prop tip speed = Square root (65,573 X 7.56 + 28,448) = 724 ft/sec. ~70%  Speed of Sound    = 494 mph.
I found it easier to understand why by doing a triangle of speeds and summing squares on the sides for the solution (Pythagorus). 

Rotational Prop.tip speed @ 2445 rpm/60 X Pi (3.142) X 5.5 ft.Dia.= 704 ft/second and Squared = 495,900
Plane TAS 115 mph as above................................................. ....= 169 ft/second       Squared =   28,448
                                                                                                                               Total....... 524,348  & its Square Root 724 ft/sec.
N.B. 724 ft/sec times 60/88 converts to 494 mph  i.e.Tips run 14 mph (3%) faster than if rpm's static.  
N.B. A popular assumption for a Practice Forced Landing, i.e. throttle closed to tick-over, is that the prop. is still providing some thrust & therefore the glide experienced is less steep than if the engine really had stopped. This 'logic'  appears true as when the throttle is set too fast the landing & ground run is extended. In fact gliding speed is faster than landing & roll out speeds so the prop. is partly windmilling, driven by the airflow. The overall effect is draggier than if it is stationary. In the case of a fully stopped prop. I know the Rans S4 glides quite well.
A new guide to LARS around the S.E. and London provided by Farnborough (from Irv Lee). 
See www.flyontrack.co.uk (and on the links page). They cover beyond Duxford to the North, almost to Headcorn in the east, down to Beachy Head, and nearly out to Membury on the M4 through 3 different frequencies. It also covers TMZ crossing service under Stansted stubs for aircraft not transponding A,C, and S.
AAIB (UK) January Report on various issues (new to me)
http://www.aaib.gov.uk/publications/bulletins/january_2014.cfm
UK CAA stuff...
New Charts have changes for improved legibilty  http://www.nats-uk.ead-it.com/aip/VFR_Changes_for_2014-2015.pdf
ORS 4 No. 999 - General Exemption against Article 4 (1) (a) of The Air Navigation (Environmental Standards for Non-EASA Aircraft) Order 2008 for microlight aeroplanes with a maximum weight, without pilot and fuel, of 115kg. Supersedes ORS4 No.951. http://www.caa.co.uk/ORS4No999
ORS4 No. 998. The UK has applied the derogation of Article 12(4) of the EASA Aircrew Regulation so that the licence validation requirements of that Regulation shall not apply to private flights of aircraft registered in the United Kingdom until 8 April 2015. http://www.caa.co.uk/ORS4No998
Rotax releases Service Bulletin publication Index
SB-2ST-000R15; SB-912i-000R3; SB-912-000R15; SB-914-000R15.
This Mandatory service bulletin advises to update your engine documentation to the latest revisions as listed here.  http://legacy.rotaxowner.com/si_tb_info/serviceb/sb-all-000r15.pdf
Chris Tansell, Western Australia, SABC Newsletter Editor, December Newsletter.
This 2.58MB pdf of their members only issue can be possibly be sent outside Australia, please ask.
50 Minutes video history of the Jodel, in French
UK Jodellers are anxious to get a wider range of their older models off a C of A & onto the LAA Permit system, but frustrated by EASA in Europe holding back their release into Annexe 2. Even though the successor a/c company in France which hold the magic 'Type Certificate' & thus responsible for Continuing Airworthiness support, it apparently offers zilch !

For sale Jodel DR1050 G-AYLL. Contact Chris Joly chris.joly@btinternet.com.
Available March 2014, either all or a half share, £12,500 - so that it can feel the air beneath its wings more than at present. LAA Permit until November, always hangared, Lee on Solent. 
Ian Daniels in Kent  is looking for a Shadow to purchase or a Rans S10  Mob  07980 170418  email  aviationdev@btinternet.com
 Ian studies a bare Rans wing
One US man has built ten Wittman Tail winds (thanks to EAA Experimenter).
Dambusters documentary from ~1993 48 minute U-Tube
Old RansMails are now on line courtesy Peter Greenrod. https://dl.dropbox.com/u/4702449/Ransmails.pdf
Mike
Posted by at No comments:
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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       RansMail #155 May 2014 
-----------------------------------------------
I was very sorry to learn that Terry Francis had passed away.
He set up & ran 'Reality Aircraft' which sold the popular Escapade & Kid aeroplanes & was known to many enthusiasts.
Terry was diagnosed with cancer late last year & lost his battle against it, passing away at the end of last month. 
There's service on Thursday 15 May in Salisbury.
 
-----------------------------------------------
 
CAA. ORS4 No.1020: Exemptions concerning the maintenance of microlight and SLMG class ratings in UK PPL(A)s, CPL(A)s and ATPL(A)
These permit:
1. The holder of a UK PPL(A) to keep a microlight aeroplane class rating valid in the same way as an NPPL(A) holder.
2. The holder of a BCPL(A), CPL(A) or ATPL(A) to keep a microlight aeroplane class rating valid in the same way as a microlight aeroplane class rating issued to a UK PPL(A) holder prior to 1 February 2008.
3. The holder of a UK PPL(A), BCPL(A), CPL(A) or ATPL(A) to keep an SLMG class rating valid in the same way as a microlight aeroplane class rating issued to a UK licence holder prior to 1 February 2008.
http://www.caa.co.uk/docs/33/ORS4%20No.%201020%20Exemptions%20concerning%20maintenance%20of%20microlight%20and%20SLMG%20ratings.pdf
 
UK CAA General Aviation Reports - Latest Incident Occurrences processed by Safety Data in April 2014.

Ian from Devon sent pictures of his new Rans S4 nearing completion at Dunkeswell - it's the very last UK kit .

A Simple Ethanol Test - the easiest test for alcohol I have seen mentioned.
Put a few oz. of petrol(gas) in a glass jar. Add a few drops of red food colouring. Shake and observe. If there is ethanol the petrol will all turn pinkish. If not, the food colouring will just sink to the bottom in drops. [Does it work that well ? mike]

New Readers join us this month.
Roy, based at Westfields strip, Hailsham East Sussex, owns a very smart Taylor Titch he built many years ago.
Brian Goldsmith, I have been flying flex-wings for 10 years, and now want to fly 3 axis, I like the Rans, but need to find out if it will 'live' outdoors (covers), as Clench does not have hangarage. [Not really Roy, unless the covers are all over as the skins don't like lots of UV, mike].
 
Good gen. on Loctite  515/518 etc. (by Tim Engel & found on Jabiru forum).
I won't pretend to speak for Jabiru on what can be used in their engines. However, I use Loctite 515 and 518 quite often and I'm familiar with them.
515, 518, 5188 and 574 are all similar anaerobic sealants that cure in the absence of air. They're all very similar, with differences that make them specialised for certain purposes. For most engines (I work on a lot of Lotus car engines), they're essentially interchangeable as 515 and 518 are very similar.
518 has a thinner viscosity, is easier to spread, and has a longer working life before it sets up to the point that it can't be spread around any more. Useful on large flange joints that might take longer to dress & despite being less viscous, it has a better gap filling capability than 515. By comparison, 515 is more stiff out of the tube, doesn't spread as easily, and sets up quickly. If you didn't get it spread as well as you would like on the first pass, it will quickly become difficult to spread any better. 515 is often listed as a direct cross-reference to Permabond A-136.
Once the joint is closed, sealing out all air, both have an initial green-cure strength in about 15-30 minutes, depending upon the ambient temperature, and require 24 hours to achieve full strength. Once fully cured, they have very similar sealing ability.
5188 is a variation on 518, and has superior performance in oily conditions. Perfect for an engine. However, it's difficult to find, often requires a special order with a 10-tube minimum buy quantity, and has a one year shelf life before it needs to be thrown away. If you have it, use it, it's great. Otherwise, 518 is my first choice.
574 is a high temperature formulation that is used in commercial ovens and other high temperature applications. It would work in an engine, but it's high temperatute capability isn't required.
Once the joint is closed and securely torqued, all four squeeze down to a very thin film thickness of 0.0005" (0.0127 mm). For joints where internal clearances are critical, like opposed engine crankcase halves, a thin sealant is important. Some sealants have thick enough films to adversely affect bearing clearances during final
assembly. For instance, Permatex Aviation Form-a-Gasket has three times the film thickness, at 0.0015" (0.0381 mm).
In North America, 515 is more common in wholesale industrial supply companies, while 518 used more in automotive applications and is found more often in retail automotive parts stores and hardware stores. 518 is my first choice for Lotus car engines only do to it's relative ease of use and application. I use 5188 when I can get it. I'll use 515 for small joints if that's all I have, but I avoid using it for large joints where ease and speed of application is more important. I'm comfortable with 518 for the Jabiru engines. But again, I won't publicly counter Jabiru specs.
BTW. All four, 515, 518, 5188 and 574 are if they get in the wrong place become very effective Threadlockers !  So always use a proper Loctite Threadlocker for fasteners, if you get sloppy & sealant gets into a bolt hole, you will have a very difficult time getting that bolt out next time. The shear strength is similar to that of a high-strength red Threadlocker.
Since the assembled film thickness squishes down to 0.0005", it's not necessary to apply a lot. More isn't better. I spread a thin film, rubbing it into both mating surfaces with a flux brush or my finger. Then lay a paper towel over the joint and lightly pat it down without rubbing. Then peel it off. The light pink hint of
sealant is all that is required when it's fully applied to both sides of the joint. With that little applied, there's minimal chance of it oozing into a bolt hole during assembly. If you apply a jelly-red layer of sealant, or just run a bead of sealant down the middle of the joint flange, that's too much, and you can't control where it goes when the joint is closed.
Richard Arkell reports from France on the Sherwood Range (with Jabiru 2200) he rebuilt & test flew.
Now we are down to a 75% chord blade angle of 12 degrees on the ground adjustable Duc Swirl Propeller fitted to the Sherwood it is going moderately well. The 2 up performance is subjectively much better even though the actual figures are not vastly better. With this blade angle the rate of climb does not suffer so drastically as the weight goes up so there is a sporting chance the owner Paul at over 100kg may be able to fly it with a brave light instructor and minimum fuel.  The old  certainly seems to go better when revving hard. Interestingly with the high drag Sherwood top speed has not suffered with the fine prop setting but fuel consumption does and it is still blowing quite a bit of oil out of the breather. That seems a small price to pay and the motor is smooth and quiet in flight thriving on the high revs. Flat out in level flight it is just about on the 3300 continuous rev limit at a little under 80 MPH at which speed the airframe noise is pretty loud. Quite what it would be like at the 100 mph VNE I hate to think.!
Terry took photos on our outing mid April when we had a near perfect flying day here at Chauvigny - airfield at top left.
 
A/c Battery Care (Jodel forum, Pete Hokitika N.Z)
Smart chargers are a great thing. IF YOUR BATTERY IS GOOD TO START WITH. There are smart chargers and there are smart chargers !
First thing to do is check the resting voltage (after a 24hr stand down from any charger) and hope that it's banging on about 13 volts. That will tell you the beast is possibly OK. If it's just over 12 volts, it's flat or Ffffffaulty. Get a basic 'No Frills' slow charger and set it on for 24 hrs and re check. Smart chargers can be a bit too clever for their own good sometimes, especially with a suspect or very flat battery.
Rod suggests - Sometimes you can "persuade" a dead battery to charge again by applying a much higher charging voltage than usual and when (if) it starts to
charge ( look at the ammeter ) reduce the voltage after a while to the normal 14.4.
U.K & SSDR - Single Seat De- Regulated a/c - increase in weight etc. (BMAA forum SSDR update by Geoff Weighell.)
The CAA is they hope to issue the initial exemption, ahead of the ANO change, on May 14, or close to. Part of the cause of delay has been the post-consultation work that revealed previously unconsidered circumstances arising from the first very simple concept. But it is on its way.
The Rans S10 Sakota, by Philip Rowley (UK)
Way back in 1995 I decided I should really have my own aircraft and after a bit of research decided a Rans S.6 or S.10 would do it.  After getting a test flight in each I was seduced by the S.10`s looks and handling, it being a bit like an airborne equivalent of a 1970`s Triumph Spitfire !  I later found out that the S.6 would have suited my needs better but it was still a lot of fun while I owned it.
It took a couple of years to put together, extras like a bigger oil tank, polished alloy foot plates, red velour seats, extra rear windows to increase vision, etc, all took time but the end result was a very nice aircraft built to my requirements.  Test flying was done by John Whiting at Felixkirk, rolls and loops being carried out on his first flight so we assumed he was satisfied !  The aircraft then lived at Goodwood for a short time before moving to Popham.
Picture from Air Britain lists & taken by John Hamlin
Getting into an S.10 requires a certain agility but once in the comfort is good and the visibility good except downward, the wings being right at your shoulders, but as it wasn't designed as an observation platform that is not a fault and good clearing turns or a hefty sideslip soon gave you a view of what was underneath. Vision over the nose for taxi was OK with little need to weave, the brakes on mine being cable meant they would slow you down with little chance of tipping and I would taxi with the 582 at about 2,000 rpm to avoid the gearbox 'chattering', brake shoes being cheaper than gearboxes.  The take off roll was around 50 to 100 yards depending on weight and wind and usually flown off from three points as there seemed to be no advantage from raising the tail.  Even though it was very short coupled there was little tendency to swing if you were quick on your toes with the big rudder. Once airborne climb rate solo was about 800 fpm but with a high attitude so weaving or lowering the nose was a good idea.  In the cruise I used to go cross country at about 80 knots so it was a viable touring plane, standard tanks gave about 2 hours with reserve but another tank could be fitted behind the panel if needed.  I saw a visiting Scandinavian S.10 at Cranfield with the extra tanks and a cockpit fit like a 747 but personally I found two average adults meant you had to watch your loading.  No doubt some S.10`s were being flown overloaded and there were some problems with the trim limits if you pushed it.
Aerobatic handling was nice, but very low energy so care could be needed, the enthusiasts would fly solo from the centre of the cockpit using one rudder pedal from each side but I found no problem just staying on the left. Landing again benefitted from the big control surfaces and was quite short if you had the correct speed. Crosswind limit was high at around 15 knots I think.  I was approached by some guys who had bought one to use in a group and they were regularly flying two big guys and full tanks, then using high approach speeds and were wondering why they were having trouble handling and landing it.  I have taken mine into the 300 yard grass strip at Leicester with a gusty crosswind rather than use the tarmac and used about half the runway.
Overall I was very happy with my S.10 but children came along and I bought a Robin DR400.  Obviously these are my personal opinions of an aircraft I knew well and had built to a high standard, having said that for my type of flying (generally pootling around from strip to strip enjoying the view) a S.6 would have been a much more suitable aircraft.
 
Rotax 912 series- expensive ignition 'black box' stops working ? (BMAA forum 13th May, Trevor Sexton)
In the April edition of Microlight flying there's an article about problems with 912 engines that have not been started for some time.
Apparently a capacitor in the SMD electronic module dies, requiring a complete new module at considerable expense.
A friend of mine has this problem, engine not started for 1 year due prop issues.  ??? Why does this Capacitor die ??? 
We are going to borrow a SMD that's been sat in a box for several years, what's the difference ???   How can dealers hold spare SMD's if they could die ? 
BTW. Heard mention that the capacitor can be reactivated, how ???  Heard too there are companies that will take the SMD apart and replace the defective part ???
 
When inspecting your Bing carb. don't damage the diaphragm
by pinching its edge & ruining the darned thing when tightening down the dome cap.
 
Folly Farm Fly-In, West Sussex, Sunday 08 June 2014 from 11.00 a.m.
Shaun, the owner 07861 651941, flies a Rans S7.
Tony, flies a Thruster T300, 01273 464466, (07940 010991).
All welcome, landing free, PPR as below.
Please advise Tony tony.sbs@btinternet.com if you are likely to come – with:
Name, aircraft type, registration, where based, club, POB. - We might have to limit numbers.
Sign in at the flying hut/blue site office at North end.
Tea, Coffee and water available there & some basic BBQ food.
Toilets on site in a Portacabin in the yard, north of the flying hut.
Folly Farm entrance is on the South side of Holmbush Lane (leads into Bramlands Lane),almost beneath the high voltage power lines, Woodmancote, BN5 9TJ
Strip 100 ft AMSL, Undulating, Length 600+ yards with obstructions at ends, Barn at N, Trees at S.
Position 50 54 29N 00 13 50W - or OS Grid Ref. TQ 246 137 (Bearing 334 degrees 1.8 statute miles from Devil’s Dyke Pub).
Latest Google Earth imagery is June 2013 and should be very helpful.
Circuits Left hand at 800 ft QFE, Main runway 16/34 to East of and roughly parallel with the high voltage power lines. [Secondary runway 08/26 landing towards the high voltage power lines, BE CAREFUL if you wish to use, 350 yards with trees at both ends & gap at East end.]
Aircraft parking is likely to be to the West of the main runway, at end of "landing run". Please Note, Approaches to avoid annoying locals are better from the West:- Clappers Lane runs roughly NS 300 yards East of Folly Farm with the majority of local houses on it, so please try and make circuits for Runway 16 further East and for R/W 34 avoid individual houses to the West.
Radio should be monitored, using Safetycom 135.475, call ‘Folly Farm Traffic’
 
Little known but essential Service Bulletins for the SportCruiser were highlighted on their forum.
SB-CR-017 Replacement of rivets for bolts in the area of the main landing gear attachment.  https://xa.yimg.com/kq/groups/18706158/284750304/name/SB-CR-017_R0.pdf
SB-CR-016 Inspection and replacement (if required) of the nose landing gear (NLG).   https://xa.yimg.com/kq/groups/18706158/1690125010/name/SB-CR-016_R0.pdf
 
Old RansMails are now on line courtesy Peter Greenrod. https://dl.dropbox.com/u/4702449/Ransmails.pdf
 
 
 
Mike.
 
 
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