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].
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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
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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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159 September 2014

 RansMail #159 September 2014
 
Zac. Barber-  Photos taken at Freshwater Bay Isle of Wight on the afternoon of Wednesday 20th. August.
The life boat was performing some manoeuvres specifically for the purposes of the filming but I do not know what the filming is destined for. The same drone was flying over Yarmouth on the evening of the 18th.
 
Bournemouth GA Fly-In, Saturday week, 28th September
Peter Greenrod is booked in & so am I.
 
Peter Gange had a Rollason Condor control problem (Jodel Forum)
After 17 years on the ground and a 7 year restoration, I did the 'Maiden Flight' of my Druine (Rollason) Condor D62B (with its Jodel undercarriage and brakes). It has a fresh and Wt & Balance and the C of G was carefully checked prior to flight and in limits. (20.7" aft at take off, increasing to 21.7 " aft with zero fuel: Permissible C of G 16.6" - 23.0" aft of Datum.
Take off was fine (though it took some time to raise the tail-wheel) and it flew with light controls. However, the real issue and discomfort on my part was at higher power Continental 0-200>2500rpm in trying to fly straight and level.  I ran out of forward trim and was almost out of elevator authority, maintaining forward pressure on the control column was a discomfort - 'pushing hard' on the control column I could stay level, but I had only approx. 1" - 1.5" of forward elevator movement left..... less than I would wish. These symptoms were reduced at lower power settings & then flaps. The landing, maintaining forward control column pressure was interesting !
Was this a C of G issue or possibly something to do with tailplane incidence?
Identified by at least 3 different responders, it turned out to be the lack of elevator gap seals. I NEVER EVER would have thought 5 ft of 2" tape could have made such a difference when the air gap was already close. Perhaps I should have known but I did not - nor was it in the build manual, let alone important. The gap seals totally transformed the Condor from being a cow to more of a Pussy Cat. She and now a sheer delight to fly, responsive, calm and controllable.
 
New RansMail Readers.
Pedro Molina (Spain). I am a Spanish S4 pilot, I will be happy if I could be a  S4-5 member. I have just bought a S-4, I will go to my new little S-4 in a few weeks when my job lets me. I will send you some pictures and a little text about me and my new S-4. Let me have some weeks !Arik Adams (California).
I just purchased a Rans S4 in need of rebuild and I'm pretty sure it will need new fabric.  Interestingly, Be-light aircraft has a prebuilt airplane they offer that is covered in Oracal 651 Sign Vinyl ? I wish I could find some other ultra/micro light aircraft using it. I need a propeller for the 447 Rotax & have not so far found much info about the Rans S4 on the internet. I have a hangar now I was able to purchase & picked up a pretty nice higher time s.m.o.h. AA5 Traveller with excellent compressions and still 400+ (fingers crossed) hours remaining for only U$10k. My son and I can now continue building time as we build this project. We dismantled many parts of the S4 and found damage to the engine mount and landing gear steel tubing, now under repair. Next all steel parts to media blasting and powder coat. I've purchased a later model set of wings undamaged and hoping to sort out what power plant to use and airframe covering material next, then probably change the large balloony heavy wheels to bicycle wheels as used on many legal eagles. Build log is on the www.homebuiltairplanes.com site in the "light stuff" category.
Gary Chater I have just looked in my log-book, our trial flight at Jackrell's Farm in my Rotax 982 Rans S6-116 was over eight years ago, how time flies.  My Rans was sold about two months after to a chap with his own airfield very close to the Humber bridge.  I had a memorable flight up there, landing at Sandtoft in a proper crosswind and deciding that it was unsuitable for the familiarisation flights I had promised him.  I then flew on to his field, which had three short runways and a makeshift hangar.  He'd bought it for about £20k and I remember thinking if only such a thing were possible in the South....  Unfortunately just over a year later he wiped out half of the undercarriage in a take-off accident . Repaired, its had a several owners since & is currently out of permit, but the last change was at the end of last year, so perhaps it is being brought back up to scratch.
At the time I sold the S6-116, I also owned the prototype Whittaker MW7, a little single seat tail-wheel Group A machine which was tremendous fun.  It really made me appreciate a narrow cockpit from a downward view perspective - if you think about it, something the size of a whole town can be completely obscured by a passenger seat in a side-by-side aircraft.  When the time came to find another two seater, I was thus drawn towards tandem seating.  I looked at a couple of Rans S7s, one was sold from under me as I was on my way to see it.  They are much rarer than the side-by side Rans, probably because my views on tandem seating are in a minority.
I have always liked CFM Shadows & found one of only five UK registered Starstreaks for sale owned by an ex Concorde first officer & immaculate.  Unfortunately with a Rotax 618, which has something of a reputation & one day it blew a hole in a piston on the way back from Duxford and I landed in a field only a mile from home.  This was my third engine failure, the first being a partial one in a Thruster TST with a Rotax 503, the second total to a Lycoming in a Slingsby Firefly.  I had only done 21 hours in the Starstreak, but I knew someone who wanted a 912 powered version.  Since they are rare, he bought it & to fit a 912.  I still had the MW7, whilst seeking either a Starstreak, a Streak Shadow or a Rans S7.  I ended up looking at a couple of Streak Shadows, by when I knew to weigh them as they fly so much better when light. One on the scales was 209kg, 33kg over the owner's claim, I suggested that he amend his AFORS advert, but somehow he never quite got round to it........... Eventually five years ago I found a nice one. It's David Cook's old Streak Shadow prototype from 1988, G-BONP.  It is based at a little known strip in Oxfordshire called Landmead Farm, which is probably the roughest strip in the world and also at least 50 minutes from home, but otherwise ideal.  The aircraft has some interesting history, including a record flight to over 27,000 feet.  Partly for this reason, it is kept in original specification, which means a pull start, no side windows and no extended passenger footwell.  It weighs 188kg and flies very nicely, sometimes I'd like something faster, but most other bases are covered.  For years it was CFM's factory demonstrator and is the only factory built Streak.  It was used to develop modifications to the CFM line, including electric trim, jury struts and the slipper fuel tank, in places you can see where it has been doctored.  Parts are decidedly non-standard, the fuselage is made of a different material from any other Shadow.  The best flight so far has been a North Cornwall day trip, because I really needed a good Cornish Pasty !  This one is a keeper, although I could be swayed by a Rans S7 at some point in the future.  At the moment, my tail-wheel fix is only provided by my biennial check - always in a Super Cub.
Tony Mousley.  A student pilot, based in Stratford Upon Avon, wrong side of 70 (growing old disgracefully?). Learning to fly with the brilliant Irwin Baker at Sywell. Sort of set my mind on a Rans S6 tail-wheel when I qualify.
Chris Drake. I was wondering if you could add me to the mailing list ? Also, I'm trying to track down the July 2009 issue if you have it available [Sent, mike]. I live in Edinburgh but am originally from the north west coast of Scotland. I love flying and until now I have not been able to afford it. A PPL would not be necessary for me because the type of flying I want can be achieved with a 3 axis microlight. I aim to get my NPPL and eventually purchase a Rans S6 or similar with the ultimate goal of flying in the Scottish highlands. An added bonus for me would be to be able to use bush wheels or floats and fly I to remote areas of the Highlands that aircraft rarely visit, however I'm not sure how realistic that would be.
 
Rotax 912 Rad Cap. alternative. (BMAA forum 26-08-14).
Triumph motorcycle dealer part No. T2108005 (1.2 bar).
 
Jock Munro. A replacement radiator for Rans 582 - (mine was leaking).
A bit of online research and phone calls reveal the following product is the same, £86.40 inc. VAT & next day delivery:  http://www.radiatorshop.net/products/vo ... s-ls-13318Size: 1588cc Transmission: M/A Cylinders: 4 Year: 07/75-01/76 Size: 480 - 320 - 34 Notes: SE,55, P/N: VW2005.
Successfully fitted the replacement radiator to my Rans without a hitch, it's better than the original because there is an additional outlet top starboard side of the radiator & also one at the bottom port side which I blanked off using an 8mm self tapping screw and PTFE tape. The upper starboard outlet comes capped off internally so needs to be drilled out through the outlet. The radiator can then be fitted (spot through & drill mounting holes on the corner tabs) and then filled from the filler until coolant starts to flow from this outlet. Block it off using 1/4 inch short section of rubber hose with bolt and wormclip so it's easily opened again in future. Finish filling through the grub screw on the top of the engine to make sure no air pockets remain. Last time I replaced the coolant in my old set-up it took me best part of a day to get rid of the airlock in the top of the radiator by filling running and topping up then testing before repeating a number of times. This time it worked from the off.
Part number 8MK 376 715-131 is what you need to quote for the radiator. It will be best to ring them as they were unable to supply the radiator linked to above as it is discontinued and they couldn't give me the URL of the replacement to allow online ordering. The alternative they sent was identical apart from the additional extra outlet I mentioned. 
 
The Annual General Meeting of Light Aircraft Association Limited will be held on Saturday 1st November The Cirrus Suite, Sywell Aerodrome, the meeting commences at 11:00 am.

LAA Sywell week-end 29-31st August.
 
  
Quite a surprise Friday at first the wx looked well set in to heavy black low cloud & much rain despite a forecast to the contrary, then suddenly at midday it was do-able - with the brisk tail wind we (George & I) in the  Rans S6-116 followed closely by Rod with his Jodel DR1050 MM arrived up there handily for 1 p.m. George owns the static exhibit hangar queen Escapade & is a retired part time instructor on microlights so was a calm px despite the buffeting etc. being sharp eyed spotted other a/c on the way.
Even in the Jodel Rod found it very unpleasantly bumpy. SkyDrive provided an oil & filter bargain and we looked around. The Weslake opposed two stroke blown diesel in the Groppo Trail might do rather well as Weslake guys there were giving full technical support. Weslake have a good history in motor racing so maybe they will produce something viable but its likely that the certification costs will either kill it or jack up the price so its not attractive, worried Rod. Despite all the wondrous super light 'planes on view the wx made one realise too light is no fun & obviously put many fliers off as we joined the circuit hassle free from the Pitsford area. Jackrell's Luscombe couple went that afternoon too & camped two nights, said it tipped down late Friday evening when they got back from the pub eatery. Pilot said was not quite so rough when they flew up.
Peter Greenrod (Bede) - I went on Saturday morning and flew in formation again with Tony Higgins in his Europa.   We had to do a bit of scud running to get out of here and until past the hills,  90 deg to track at times.  A great fun  and a good tail wind so still got there on my slot time.   We stayed overnight in my wing tent again.   Back Sunday midday but a bit lumpy for the return journey.
"Captain America" (Toby Jones  photos) arrived at Sywell, but did have to put the mask on to keep his identity secret when at the end of the runway after taking the headset off........so he arrived to the surprise of a few marshallers....  .....   5 mins then a quick change !!    :-)
[After seeing a picture of my plane on Friday my son in law came back 10 mins later with the costume and bet me to wear it......    I have Captain America roundels on the wings etc.]
 
Saturday 23rd August Sussex UK
A small group of Southern Flyers got airborne, me (Clive) Escapade, Tim & George C42, Tony Fowler and Jonathan a Gyro each. Joined by Don Lord, Rans S6-116 from Swanborough Farm. We sat in the sunshine at Sandown and relaxed while watching the air activity and chatting. Don's Rotax 912 stopped in the round-out, which made his taildragger bounce a bit and just kissed his prop on the ground. As it wasn't under power, he got away with it luckily. The wind had picked up to 15kts when I left, which produced a very short take-off. Thorney hangar was closed, and Lee-on-Solent looked inactive as I flew along the Solent. Jonathan and Tony went on to a fly in at Freshwater Fruit Farm. Nice strip and friendly lot unfortunately only one other microlight there (resident) I believe a Dragon. A strong cross wind was evident and they both landed on the square -- later to learn that it was meant for model planes !  Lovely flight back.
Mike & Rans went instead to Stoke Medway's notorious banana shaped strip with finals all alongside a line of National Grid Pylons & a fierce cross-wind to boot.
 
Trevor Sexton noted from an aviation enthusiasts group that a Rans S4,  G-MWWP  has been located hanging from the roof of Brocklebank Reclaims. 1 Ivy Cottage, Keddington, Louth LN11 7IH.  01507 604800 and/or mob. 0788 084 8287.
Peter Greenrod Spoke to the guy..... "not for sale, but I will have a longer conversation with his son who actually owns it and get back to you".
The major BMAA 'Spamfield' Rally, 5th to 7th September at Sandown, Isle of Wight.
They had 218 aircraft in over the weekend (mostly Fri/Sat), and the charity buckets yielded £979, subsequently topped up to £1000 by the BMAA chairman, to be shared between the Hants and IoW Air Ambulance and the BMAA Foundation.   The BMAA Council passed on their thanks, as did Richard Keyser (Colemore Common Airfield) to the Hampshire Microlight Flying Club & its volunteers for a very successful Spamfield, especially to Sandra, David and Daryl without whom the event would not have happened. To Tony and Jonathan for the use of their airfield and to Henry and the team for the safe and slick operation on the ground and on the radio. HMFC members (inc. Peter & Mark Jackson GT450 flex-wing & Clive Innocent, Escapade) worked hard to meet each arriving aircraft to collect landing fees and charity donations.  It was a very enjoyable weekend.
 
The annual Jodel F.I. at St Omer.That same poor vis. w/end at least two Rans S6-116's made the trip to France & a pair of Irish pilots flew all the way there, non-stop, in a Pipistrelle microlight.
 
                   
 
Frank's pal Gwyn's intermittent (and expensive) black box ignition behaviour on his P&M Quik GT450 trike & 912 Rotax - Continuation from Trevor Sexton & RansMail #155 May 2014).
They couldn't get the engine started & have been subjecting the thing to a high level of detailed technical investigation - AC voltages and waveforms from ignition energising coils, trigger pickups and that sort of thing and have managed to eliminate everything up to the control boxes themselves. We are now forced to fit new units having eliminated almost everything else. There is one test which I would love to have been able to do before this Draconian and expensive action: to measure directly the rotor magnetic flux and compare this with a new unit. Rotor magnets have often lost magnetism in other engines applications. I have a feeling that the Rotax ignition units have a distinctly marginal performance at cranking speed: If the alternator rotor magnets have lost any magnetism, it is likely to have an inordinately large and deleterious effect on BOTH ignition systems as is the case with Gwyn’s machine. I have always subscribed to the belief that while a single electrical failure is always a possibility, a double electrical failure is almost certainly the result of a system design flaw. No cant needed here. I speak with the experience of having designed and coded a microprocessor-based engine management system with capacitor discharge ignition. For case reference we are seeing about 8V peak from the trigger coils and 30V p-p across the ignition energising coils, both measured open-circuit normal cracking speed. All static resistances measured and in general agreement with Rotax supplied figures. Has anyone else carried out open-circuit voltage measurement using a calibrated oscilloscope ?
Anyway, to cut a long story short, it is not possible to assess the rotor magnets directly without taking the engine apart so we are now stuck with doing what everyone else does with the same problem: to give Rotax £500 for another pair of its crappy boxes and hope this does the trick.
Gwyn has alerted Rotax to the problem by filling in an incident report form (not sure how many people do) and been talking to Nigel to see if I can get any answers out of Rotax HQ, also to Roger at P&M. It seems there may be a pattern, or it could be that the only people motivated to respond are those with the engines in the timeframe that Andy Buchan mentioned. A pattern to the death of the 912 ignition modules. Andy Buchan observed that in the last year 3 aircraft known to him have needed them replacing - all circa 2006 and in the G-CDxx range. Gwyn's is 2006 / CDWO and so it number 4.
If you have had your modules replaced - or know someone who has it would be really useful to establish if there is a pattern which may point to a manufacturing defect in a serial number range of engines/modules and so please email me directly gwyn at carwardine dotnet.
There are 4 main versions of the unit, which Conrad has well documented here www.conairsports.co.uk/4-stroke%20ignition.html#smdmoduleidentification  It suggests there are two different types of trigger (with or without clamps) and they have different resistances - whether the module is different according to the trigger type I don't know. Every other measure seems the same: according to the page, from 1995 anyway they were all clamped triggers. Apart from that it may be that it's only the connectors that are different. I guess Conrad is the best person to ask... I can't imagine any of the other internal gubbins in the SMD is any different and there don't seem to be multiple versions of flywheel (the very latest improves starting but is not required) or triggers or coils etc., so I can't see why the modern gubbins could not work with the older (post 1995) engines. Older 80 h.p. 912 UL black box models ca. 1999 could accept the new £500 pair of soft start modules - even though that feature is not needed. I imagine the connectors might need swapping ? Connector conversions: microlighters.co.uk/forum/viewtopic.php?p=7495#p7495
Frank says: Just working from what we know (and have measured) produces the following: The ignition energising coil on the alternator produces 30Vp-p AC on open circuit at an engine cranking speed of, say, 250rpm. The EMF of a generator coil - any generator coil - is linearly dependent on the rate of change of magnetic flux intersecting the coil. Since rotor magnets in an alternator produce constant flux, then the open-circuit AC EMF produced by the energising coil is linearly proportional to rotational speed. In the case we are looking at, the engine changes the magnetic flux passing through the coil 20 times as fast at full speed (5000rpm) as it does at cranking speed. Thus a completely open circuit energising coil is theoretically capable of producing 600Vp-p. There are a couple of issues here. First, the charging circuit for the capacitor discharge ignition system takes energy from the coil thus reducing the working EMF. However, if any degradation occurs in the circuit following the energising coil which effectively reduces its loading, then the applied voltage will rise, so increasing the stress on the remaining system components. This is the reason that disconnecting a spark plug cap is never a good idea: the reduced loading increases voltages elsewhere, possibly to damaging levels. Having thought about the circuitry commonly employed in cap discharge ign systems, the capacitor which gives the name to the system does indeed run under high stress and, depending on its quality and rating, could partially fail over time. For instance, over-voltage might produce internal burning of the delicate foil-insulator membranes within the component, reducing service capacity of the device while not killing it completely. A capacitor so affected might retain enough energy storage at higher engine speeds (= higher voltage, bearing in mind that stored energy increases as the square of voltage across a capacitor) to fire the plugs, but is then unable to store enough energy at cranking speeds. A comprehensive cap discharge system (such as is found on modern road vehicles) incorporates switch mode-style power supply components to hold over-voltage within safe limits regardless of external fault developments. I suspect that the Rotax module is fairly basic and does not incorporate any kind of over-voltage protection. If a batch of modules were produced with a discharge capacitor rated at, say, 600V DC rather than 1000V DC (I am making these figures up but they are in line with known system design rules) then a reduced service life might be the consequence. Equally the same could be true if mylar capacitors of the correct voltage rating were replaced with polyester units of the same voltage rating to save on component costs. But we will probably never be able to prove these things one way or the other since the components are sealed in a tomb of epoxy. Certainly the presence of twin ignition systems on the Rotax 912 could mask the slow brown-out of both modules even though they are independent systems. It does fit the reported facts about failures as posted on the forums.
Let’s hope that the latest batch of ignition units are more robust than the failed ones. Reports noted on the BMAA forum: So far 6 on the list - all 2005-2006 (G-CDxx) e.g. CTSW, 2007 ignition modules had to be replaced in April with 506 hours running time. Trevor V*** has replaced other modules with the same sort of hours, reporter knows of 3 aircraft in that situation. Also Dave www.microlightforum.com/showthread.php?10322-912-SMD-ignition-modules-correlating-engine-details-where-replaced/page2
A 6 pin non soft-start SMD module fail fairly recently at 411 tacho hours on my 912S in G-CEXM. Total failure, never recovered. Gary Masters supplied a s/h unit to test failure theories and proved top SMD module had indeed failed. Alan - Engine S/No 5 649 347, supplied 2007 via Flylight with Swift kit.  Terry - I first ran the engine on my current 912s in Feb 2005 and had a module failure and replaced it on 20-07-09 If I remember it was the top one that went kaput. Peter - Swift 912s wouldn't start yesterday. Today used jump leads from additional battery and cranking speed a lot better, still wouldn't start. Used Wife's hairdryer for a few minutes (on the modules not me !! ) Then it started instantly, so It looks like the SMD modules are on way out if not gone already. My engine is Ser. No 5649058 manufactured 07/2007 and has only done 290 hours.
 
Wind extremes (via Peter Noonan, Escapade with Rotax 912)
Atlantic depressions at Shetland give average winds noticeably greater than mainland U.K.
Lerwick has some 40 gale days annually, January is windiest & no month gale free. 1993 had a phenomenal incidence of 18 consecutive gale days & an hourly mean wind record of 66 kt . The ‘New Year Hurricane’ of 1992 led to widespread damage and two deaths, blowing a hut and occupants over the cliffs at Hermaness, Unst.
The day before a 985mb low developed at the left exit of a strong WSW jet whilst a sharp thermal trough extended from SW Iceland to the Hebrides with a thermal ridge building behind it. This combination deepened the low to 966mb then 957mb just NW of Faeroe. Its centre travelled 660 nm in 12 hours i.e. 55kt.  Passing Faeroe it was down even more to 947mb - in the early hours of 1st January & Muckle Flugga Lighthouse a UK record 73kt wind gusting l50kt.  And an unofficial record from an oil rig NE of Unst placed mean speeds at l03kt (125mph), with gusts at 169kt (194mph). Allen Fraser.
 
London CTR Class D from 18th September 2014, Standardised European Rules of the Air.The change to Class D offers the best balance between enabling access while ensuring a safe and efficient air traffic environment as under SERA, VFR and SVFR flights could no longer be operated in Class A airspace.
Meanwhile Farnborough's going through the 'consultation' charade prior to a giant airspace grab - regardless.
 
Nuthampstead Sunday 14th Sept. 'New Strut' Fly-In, to meet a chummy Jodel owners crowd.
A nice Rans S-116 flight,  with thanks to Gary Jackson of the Jodel Owners Club for the invitation. With out & back flights & a BBQ stop off at Nuthampstead I routed west out, & easterly back, to fly completely around London with full guidance from the mapping AWARE. Pity the ground monitor's hand-held RT batteries took a pasting towards the end. FWIW. I recently re-engined my old standby Icom with a Far Eastern 12 volt rechargeable pack which fitted easily inside the old slide on unit and a charger came with it too, all for £6, & which connects to the inside through the existing standard 12 volt jack.
 
UK CAA
ORS4 No.1031: Exemption to permit pilots with valid single engine aeroplane class ratings to fly the Colomban MC 12 and MC 15 Cri-Cri.  http://www.caa.co.uk/ORS4No1031
 
IN-2014/139: Pilot Licences Single-Seat Powered Sailplanes within the Microlight Mass Limit
 
Safety Data - General Aviation Report: August 2014 - General Aviation Report.
 
Peter Noonan (Escapade Rotax 912) recommended MetCheck for weather. Choose 'hobbies' tab, then 'aviation' to obtain cloud base and visibility forecasts for anywhere you wish. e.g. https://www.metcheck.com/HOBBIES/aviation_forecast.asp?LocationID=1488
 
More on Flying Abroad from Great Britain (AOPA summarised text) - Flying your from any aerodrome in the UK to the EU land/depart from a foreign airport that has a customs & immigration presence. Out from the UK & return can be your own strip. The UK CAA/NATS Southern Chart covers the French coast from Calais to Cherbourg.
ATC and Use of English, Flight Information Service can provide traffic advice if practicable. FIS at Approach Control units may allow transit of certain pieces of airspace more easily. Your chart has the FIS frequency.
File a Flight Plan to cross the UK/French FIR boundary, file another for your return to the UK. - On short trips file both from home. Primarily it's to alert any interested ATC facility, search and rescue, and national security purpose. BUT does not constitute formal notification or request to land at any aerodrome or use of its services (e.g. customs, immigration, fuel). Flight plans should be activated when departing with ATC via RT & when you land at an aerodrome with ATC it must be closed, via telephone if you were unable to reach an appropriate unit in the air.
Documents to be carried: Airworthiness Certificate; Airworthiness Review Certificate; Certificate of Registration; Aircraft Radio Licence; Certificate of Release to Service; Aircraft POH/FM or copy ; Weight and Balance schedule; Noise certificate ; Aircraft Insurance certificate; Certificate of VAT paid in the EU (Single Administrative Document C88). As well as: Crew licences; Passports for everyone travelling.
Survival equipment appropriate to the flight, lifejackets at a minimum, ideally a life-raft. Safety Sense Leaflet 21.[In many European countries, your aircraft must have an Emergency Locator Beacon (ELT), OR you MUST carry a Personal Locator Beacon (PLB) with you.] Mode C transponders may required in many European countries, supplemented by Mode S for operating in and around some busier terminal areas.
Complete a GAR form and send to the National Co-ordination Unit (NCU) responsible for forwarding the GAR form onto the appropriate Customs (HMRC), Immigration (UKBF), and Police departments. GAR Form Submission Instructions may be read and downloaded here. It does NOT replace the need to comply separately with any PPR or flight plan requirements. You will receive acknowledgement by email if you submit via the online method. If the pilot hears nothing simply continue knowing that he MAY be checked either before departure from or on arrival into the UK. The aerodrome abroad needs advance notification for foreign customs & immigration. It is advisable to carry your passport and pilot licence with you at all times. Do remember to file a flight plan if you are going to cross an international FIR boundary.
Fuel Duty Drawback. Use HMRC, Form HO60 to recover the UK excise duty (Mogas from a regular petrol station too) on all the fuel in your tanks when you left your last UK departure point. Send signed form with fuel receipts to HMRC Mineral Oils Relief Centre, Newcastle-upon-Tyne, NE98 1ZZ.
 
Old RansMails are now on line courtesy Peter Greenrod. https://dl.dropbox.com/u/4702449/Ransmails.pdf
 
BTW. The ISPs I use block large lists of recipients when distributing RansMail & I've now split the mail-outs into several more bundles to accommodate over 400 readers. 
Mike
 
 
Posted by at No comments:

160 October 2014

 RansMail #160 
With an extra International Flavour
October 2014
 
Pedro Molina Luque (Spain)
Has recently collected his Rans S5, pictures below, & wishes to change it into an S-4.  It's damaged and I need to dismount all and mount everything again, I attach some pictures. He asked for an electronic construction manual, which RansMail readers internationally hastened to provide.
Yeeeeeeeeeeeees Mike!, that is all I need!!!!!, thank you very very much!, now I am so happy!.
[Thank you too gentlemen for your kind offers and mails mike, They inc. Chris Dewhurst & Don Lord  and:-]
Roberto Grassi (Italy) I've sold my S4, but the new owner lives in my city and plane is still hangared where I had it. Rebuilding of my S7 short tail is arriving to its end, maybe it can fly again within this year. (I see mike, you have a water pressure gauge...I didn't put one...didn't think it was so important).
Ulrich Klausing (Yukon, Canada, S4).
Rob Turk (Netherlands) S4 and the S5 manual online for $10.50 each
Curtis Swope (USA) sent an 8mb zip of the manual, now on file here too for posterity.
Jay Phelps (USA Hartselle, AL) I still have the build manual and can sent a pdf, but I'm putting my S4 up for sale as I bought a Kitfox.
I love the Coyote, she is a great flying machine and I enjoyed many hours in her over the past four years, but my kids have grown and have expressed an interest in flying with dear old Dad, my wife would like to make some weekend trips down to the coast....so it's time for it to find it a new home. I've already taken ownership of the Kitfox I'm VERY motivated to move the S4 and will make someone a fair deal. I'm also willing to fly it to them if it's not more than 2-3hrs flight one way.
I've posted it on Craiglist locally at the following URL:  http://huntsville.craigslist.org/rvs/4673956452.html  
 
 
 
Karel Adams kindly sent Rans news from Belgium.
There is one S5 I have once seen here, it was at the Maillen aerodrome EBML and I seem to remember it was for sale at that time. The one I remember must have been Belgian registered but I can't be sure, even if there must have been more, they certainly were never numerous.
There are quite a good deal of 2 seat Coyotes on the Belgian register; and at least as many are based in Belgium but registered in France because of much less demanding rules, both for the plane and the pilot.  The large number comes from the intense activity of the Belgian importers "Messrs Confluence" at the slightly adventurous airstrip of Buzet EBBZ. They have, for many years, built S6's from kits imported from the USA, flown them for a year in their own flight school, then offered them at quite
attractive prices with perhaps 800 hours on the tacho.' Some that I know:-
OO-F63 is a taildragger from the circuit described, but a long while ago - its Rotax 912 had a 1200 hours TBO yet was flown to some 1800 without much issues. Recently the engine was taken off for a major overhaul at Loravia. Two months later it was back, and installed and flown, promptly to show an oil leak. My friend took the engine off again, then in one day drove to Loravia (some 300 kms...) had the engine corrected, and drove back home. The next day the engine was again put into place, I have no news since, hope to learn more over the weekend. This plane is based at EBZH Kiewit where mine is too. There are quite a lot of  microlights there, perhaps 30 or 40, making up a vast part of the field's activity.
OO-C06 is another taildragger S6, but I do not know its history. It is powered by a two-stroke Rotax. It flies precious little, being based at  the "aerodrome" of Neerpelt EBNE. This is a very short runway (150 m) cross to the prevailing winds, with a wood at one end, and to top it all it is inside the CTR of Kleine Brogel where our national interceptor F16's are based. Its owner/pilot is great with composites, and has made a most impressive dashboard for her, it looks almost overdone on the slightly shabby plane that it otherwise is.
And at this year's fly-in in Schaffen EBDT, OO-E58 made a less than perfect landing, breaking the port landing gear, then tilting onto its nose and breaking the prop. In the best of microlight traditions (we are a tight community, down here) the plane was repaired on site that same day and merrily flew home in the evening.
NB a good place to look for Belgian registered planes is http://asa-be.com/photogallery_BCR.htm  you will find the microlights with registrations like OO-[A-H][0-9][0-9]
This photo is a couple of years old. And alas, it shows no registration & the caption confirms  "Un très
rare Rans monoplace" or "A very rare Rans single seater" ...
"both wings scrapped after blown over in storm")
Some more info, from knowledgeable friends and from the www:
OO-B14   S5, spotted 1996 at the famous Schaffen Fly-In, reported active
at least till 2005.
OO-B64  must have been an S4, was spotted by a friend at EBZH Kiewit March 1999; accident at the now closed ulmodrome of Maasmechelen Sept. 2000.
OO-C53   S5, registered 1998, became OO-C67
OO-C67   last reported as "in storage at EBML Maillen" and that was 2003.
Mind you, this is only about Belgian registered craft; there may well have been some French registered around too, especially in southern Belgium.
"Rans Coyote S4 for sale, due lack of time and room. Very good condition, comes with trailer. Needs to go urgently!!!!"
Seeing the seller's location of Diksmuide (of WW1 "fame"..), the most likely base is EBMO Moorsele.
 
New Readers Welcomed this month
Ian Skepper.
Richard Proctor. I own a Rans S6, G-CCZN.
Rufus Cable. I've got a PPL(A) but no aircraft at the moment - I'm considering my options!
Alan Clift. I've recently purchased a Rans SE6. I learnt to fly at Shobdon in 1990 under the ever watchful eye of G Faulkner(still a personal friend) on a MainAir flash 2 Alpha. Progressing to a share in Rans SE6/503, sold after 18 months for a Quantum 582 flex-wing, shared with lifelong friend Mike New (ex instructor and one time member of the GB team) as I missed the 'wobbly' flying. Five years ago a motorcycle accident led to an artificial shoulder with limited arm movement so still in partnership with Mike we got another SE6, this time with the Rotax 582. We haven't ferried the aircraft back home from Perth, Scotland) and at this time of year may have to tow it to Mitton strip, Wolverhampton close to Otherton airfield. Swiftly approaching 66, I'll have plenty of time on my hands.
 
French Customs fields, (LAA forum, check before leaping).  https://www.google.com/maps/d/viewer?mid=zNCs-_fbsmgM.krTMmf9vBlOM
 
http://notaminfo.com/  (from BMAA forum)
Also gives free European Notams so why bother with the other folks paid for versions !  "NOTAMinfo is superb, I use it all the time, and also get all the updates from it as RSS feeds in an RSS reader. It's run by Dave Massie, PG/HG pilot and Southern Hang Gliding Club Chairman. It's also a web site so runs in any browser without any need for loading new software. This makes ideal for smaller O,Sys. like Linux where there is no Sky Demon or Fastplan.
You can turn off or turn on various layers of airspace on NOTAMinfo by expanding the Airspace Details tree to the right hand side of the Flight Planning map."
 
Rotax has just released a mandatory SB which may affect your carburetted Rotax engine.
The issue stems from a possible manufacturing deviance leading to some floats absorbing fuel, which increases their weight affecting the float level in the carb. Possible effects may be a rough running engine especially at low speeds, engine stoppage and/or fuel leakage in the area of the carburettor venting http://legacy.rotaxowner.com/si_tb_info/serviceb/sb-912-065ul.pdf
Compliance is mandatory requirement and affects serial specific engines and carbs as well as any engines or carbs which may have been serviced with new floats (part number 861 184) from spare parts which were produced from approximately June 1st 2012 onward (check SB for details). 
Andy Buchan (BMAA) Unfortunately BMW bike floats cannot be used theirs are fixed to a lever arm, Rotax are loose in the bowl. The Rotax SB seems overcomplicated. Another way to test the floats is to put them into a fuel filled carb bowl. The surface of the liquid should be where the pin is in the side of the float. It would be good to compare the Rotax method with this much simpler method.
 
Rotax Radiator (September issue) Mike Nolan who has a Rotax 912 a/c, mentioned the little bleed screw and told me the 912 has the same VW radiator as the 582.
 
What Gauges are for:-
Late Sept. on the way to Kemble, the coolant pressure gauge showing nil, instead of usual 6 to 7  psi. It didn't long, though CHT and Oil temps steady & coolant temp well, to realise it was telling me the Rotax 912 had lost enough water so the Temp. probe was possibly in air & no longer water as it is located high up in the system. I elected to land at the next available strip, Colemore Common, but when overhead and anxious to get on the ground safely I saw someone not listening to SafetyCom was hogging the threshold. No time to hang about and I landed instead at a private 1000m strip about 1/3 mile further on near New Arlesford.  Richard Keyser, owner, hmfc chairman & owner of Colemore, phoned me then drove with water and when pressure was down I added a small amount and with care hopped home. Later we met the affable owner of 'West Tisted'. So far found no cracks, leaks or weeping water pump seals & monitoring since seems to be a small losses over the previous 5 hours weren't detected. Luckily the engine is fine, it didn't lose of w/cooling of the cyl. heads and has behaved ever since. [mike] 
Peter Noonan commented: I have noticed my coolant needs topping up each time recently - must be the weather.
 
Chris Dewhurst (Rans S4 G-MWFW) new Instrument panel.
As you can see rebuilding is still work in progress but it should not be long before it is finished and fitted and I can run up the new engine for the first time.
 
Isle of Wight, Thursday 18th September, Clive Innocent.
We had 3 Escapade taildraggers at Sandown today !  Mine, Brian's and Peter Noonan's. Also Paul was there in his C42 from Lee. Very murky going there, as I couldn't see the IOW until I got to Portsmouth ! Return was a total contrast. I could see the 7 Sisters from mid Solent at 2,000ft.
Peter Noonan who has relocated to Cranleigh area, adds: Rita and I had a nice little meet up with Brian, Clive and a friend of Clive's at Sandown yesterday. A bit murky en-route but quite reasonable at the island. Just beat a thunderstorm back to the strip.
[Whilst with 100 mile road round trip I towed an enormously long 'Escapade' trailer from Laddington strip to Jackrell's for Vince to collect. mike].
 
The Rans S6 family are really strongly made where it counts.
These photos are of one in situ, where it came down.  It is a testament to the strength of the design that the steel cage protected the two occupants.  Both suffered very minor cuts and bruises.  The poor aircraft is a write off.
 
 
[Luckily the smaller wing area S6 -116 is good for strips both for take-off and able to land reasonably short without excess float. mike]
 
Rotax 912, Ignition problems keep coming out of the woodwork - e.g. last month
Kevin Armstrong offers: On my Briggs and Stratton the racers fit more powerful Niobium rare earth magnets for a bigger spark, (see ARC Racing in the USA’s website) you’d expect at the price charged for a 912 or 912s that Rotax would fit magnets to the same standard ?
Gwyn Cawardine (& others BMAA forum) The Ignition modules Rotax use & their lack of action re their random slow death is frustrating.
The modules seem to be dropping like flies it would appear now that there are none left in the U.K.as there's a waiting list. Rotax is a dead end. The LAA were interested and there is possible recourse under English 'Sale of Goods Act" which specifies "fit for purpose".
Five weeks ago I parked my 912ULS powered a/c after a flight,did the shutdown mag checks and all was well. Couple of days ago got the a/c out and went to start-zilch, nothing, spinning over a real treat, but no start, not even firing. Top plugs out,squirt in some fuel,and then plugs back in. This will always get an engine to fire if there's sparks available. Spin her over and again,damn all! Well,to cut the saga, the two electronic modules have failed. How do I know for sure ? I fitted two known good units and hey presto, normality restored. Engine number is 5644409. How can two electronic modules just suddenly fail while the a/c has remained idle for 5 weeks ? There has been no previous problem with starting now an eye watering cost of replacing them.
Both of your modules did not fail at the same time. One probably died a number of months ago. As the problem is only exhibited at low rpm (cranking speed), you will probably find that the engine has been starting on only module. Once the engine fires, the other module then springs in to life. If you have the 6 pin modules then its £500 a pair. If you have the 4 pin modules you can get some adapter cables made up and still use the latest modules.My new ones are better than ever (mag drops almost unnoticeable) so I think they must degrade over time anyway. The only way to test both modules, if people are concerned, is to try and start your engine on only module at a time. Remember though, that once the engine has started once, then subsequent starts are usually OK, which may lead you into a false sense of security.
 
Don Lord. Here is the story of my 912.
I bought my Rans S6 116 Coyote 2 in May 2012. It was based at Redhill when I went to see it while it was being prepared for a new permit, the skins were new and several bits like cables on the tail plane and rudder, new fuel lines, new windscreen and door covers all looking pretty good. Its original first flight was Jan 14th 1997, hours were 1000 with the original engine, it had the usual odds and end in its life with a heavy landing at 145 hrs requiring new undercarriage legs, axles, wheels, repair to wing etc. On the day I went to collect it, the 13th, it had been a period of heavy rain and Redhill was using the south section of peri track for take offs and landings which meant every now and then things were halted to let three or four aircraft back track so I did not bother with a test flight taxied round and departed for Lewes Swanborough, East Sussex, everything fine in fact went faster than I expected, arriving at Swanborough I sat for a moment making sure I had all the electrics switched off kill the mags and the engine kept running tried the mags again still running so turn off fuel and waited for it to stop, after a couple of weeks rewiring testing etc it was discovered that one of the SMD electric modules was US, I ordered two new ones from Conair at £750 each after that things went fairly well but I was never completely happy with the engine I have had two 912s before but this one did not feel quite so smooth - I spoke with Kevin of SAS at Sywell, he mentioned a few things to check, but it did not improve. This year I intended crossing the Channel at least twice and taking my grandson who lives in France for a flight so I decided to do something about it & I spoke to Kevin again, who said get the engine to him in Leicester. He stripped it and as usual there was good news and bad news, the bad was that it was going to cost a lot of money, the good was that I had most likely saved my life as the engine was a few hours from seizing up and stopping. One of the cams was through the case hardening likewise its follower - with many new parts all cost some £3000. I put new nuts and bolts on the mounts and changed the throttle system to twin cable with new carb parts, water pipes, water temp. sender and instrument & fuel lines on the engine
I think it is OK now: But twice since I have had the engine stop on me, my practise on landing was to come down final at 70 mph reducing to just above 60 and at round out feed in a little throttle and fly it on at 60. At Palmers Farm when I eased the throttle in the engine cut at about ten feet up, which resulted in a very interesting couple of seconds flying and landing. All sorts of theories and solutions were given but some then I used careful landings without the increase in throttle, even so after several trips it happened again at Sandown. At this time the engine had done only fifty hours since the expensive rebuild so I did an oil change with filter etc, the spark plugs were quite black and sooty: Kevin advised not to change any settings, he'd just had a similar case on a 912 which had the same K&N filter treatment I'd done before re-installing the engine. i.e. I did what it said on the tin, but it's easy to leave too much oil on if the filters are a bit old, so I cleaned them off again and have left them like that and have flown 90 minutes since. Kevin thought that was the most likely cause of my engine cutting at low rpm, you live and learn, if you are lucky.
Nothing to do with this but I am going to sell the Coyote between now (after Goodwood) and next spring, 
 
Fred J Felch sends more on his newly acquired Rans S4
[I am sure Randy Schlitter would be pleased in due course to see one of his original kit planes restored. For that reason alone I am thrilled to be able to show it off in RansMail. mike]
I picked up my "new" old S4 this weekend. It’s a 1984 model with a Rotax 277. In very good shape for the age, including the fabric. I am going to clean it up (it’s rather dirty from being stored in a farm building), replace some hardware that is showing corrosion, replace all the rubber parts (dry rot) and have the fabric punch tested. Then tear the engine down (hopefully for just a reseal, Hobbs shows only 55 hours and it appears to have been fogged for storage) or perhaps purchase a newer low hours Rotax if I can find the right deal on one. Flight controls seem to work great, but I will of course test everything to prove airworthiness. I was extremely pleased to obtain it for only $1000US, and only 3 hours travel from my home. The plane was very easy to transport. The wings were already off, we just folded up the tail, removed the struts from the wings and tied it down lightly in a 20’ enclosed trailer. We padded any areas where the wing fabric could rub with cardboard and moving blankets. Moved it 130 miles with no incidents. According to the paperwork that came with the plane, it was originally weighed at 249 pounds, which qualifies it for US FAR 103 ultralight operation with no registration or inspections. I’m not certain if I will endeavour to keep it ultralight legal (under 254 pounds), or go to a larger engine and register it experimental (that would require me to tear it down to kit stage and reassemble, but I’ll be pretty close to doing that anyway). However if it is registered I can use that for my solo training hours (still working on my license), saving a lot of money renting and feeding the Cessna. I guess that will be determined by the engine condition at teardown, and the availability of a more powerful engine at an attractive price.
We have a local instructor with a 2 seat Quicksilver and a very active Microlight EAA chapter close by. I will avail myself of some transition training and experienced advice & will absolutely be cautious there. For test flights, I’ll recruit someone more experienced and familiar with very light aircraft as well if possible. From the serial #, I am guessing it’s the 17th plane produced in 1984. It was flown at the EAA fly-in in 1984-5-6 from the decals on it.  A few pics are included, I will keep updating as work is accomplished.  In addition, I received some early factory specs and information on the plane that I have never seen on the internet.  I will scan those and send them to you in case they may be of value to future S4/S5 users.
 
 
UK CAA
Amendment 4 to Edition 21 of CAP 413 Radiotelephony Manual, effective on 13 November 2014
 
CAP 493 SI 2014/04: Replacement of Class F Airspace in the UK FIRs.
Within the UK FIRs Class F is notified for UK Advisory Routes (ADRs). Standardised European Rules of the Air (Regulation (EU) No. 923/2012 of 26 September 2012) requires the application of an air traffic advisory service in Class F airspace; this would require the UK to cease the current application of UK Flight Information Services and apply air traffic advisory service. Consequently the CAA undertook a series of consultations with industry to identify how best to replace Class F airspace within the UK FIRs. Industry comments were considered in detail by CAA staff, leading them to refine proposals accordingly. Implementation of these has been approved.
 
General Aviation Report - Occurrences processed by Safety Data in September 2014.
 
Francois Zijl (South Africa)  is selling his Rans S5 with Rotax 503.
While over fast taxiing, nose wheel broke off, prop broke, and damage to cowling. Now everything has been repaired, new prop, cowlings, new stronger front wheel strut outstanding only screws to attach top cowling to bottom cowling. vanZijl.Francois@columbus.co.za
 
Bournemouth opened up to light GA for one special day 28th September.
My Rans S6-116 got a slot as did Peter Greenrod's Bede 4, 
 
Old RansMails are now on line courtesy Peter Greenrod. https://dl.dropbox.com/u/4702449/Ransmails.pdf
Collected Rans S4 & S5 Tips      http://ranss4s5tips.blogspot.co.uk/
Rotax practical owner help    http://www.rotax-owner.com/rotax-forum/index
Rans Aircraft USA site   http://www.rans.com/aircraft/home.html
 
Charlie Brooker,t 14 1/4, the youngest person in Sussex to have flown solo.
 
A pilot from Holland & his wife drove to England to see my ex Jodel Potez engine plus  in a BMW estate, arriving at 11 a.m. within 5 minutes of what he predicted from his home, 2 hours east of Ostend. He inspected the log books and decided he'd take both engines & extra cylinders, piston and rare electric parts for the ignition system. Heavy work as each weighs over 100 kg but we completely loaded his car - and was back home at midnight unloading !
Potez (a French maker) was driven out of business some 40 years ago by the US equivalent with competitive 100 h.p. a/c engines, so any parts, used or not are needed, but only by those few stalwarts who persist in keeping them running in equally ancient light 'planes.
All I have left is an original dynamo, SS exhausts & a. Evra 1228-8 propeller.
 
I had some problems with ISP's not liking my bundled address lists when attempting to mail out September RansMail & I re-sent some batches. I hope everyone got it at least once.
Mike
 
 
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