RansMail #171 September 2015 
The last Vulcan flies over the Needles I.O.W 15th August
2015 (Justin B.)
Jabiru Engines. The planned Jabiru
Engines group closure took place, it's replaced by https://groups.yahoo.com/neo/groups/JabCamit/info
[Other Jabiru-related groups available: Jabiru USA:
http://www.usjabiru.com/forum/ http://www.usjabiru.com/forum/
SonexBuilders.net Jabiru forum: http://www.sonexbuilders.net/viewforum.php?f=8&sid=c46427b883458e18525854f2e6bcca12 http://www.sonexbuilders.net/viewforum.php?f=8&sid=c46427b883458e18525854f2e6bcca12 ]
SonexBuilders.net Jabiru forum: http://www.sonexbuilders.net/viewforum.php?f=8&sid=c46427b883458e18525854f2e6bcca12 http://www.sonexbuilders.net/viewforum.php?f=8&sid=c46427b883458e18525854f2e6bcca12 ]
The D motor (nickgeh@eircom.net JabCamit)
I fly an Xair Hawk originally fitted with a Jab 2200 #2955, basically reliable but suffering all their usual problems inc. poor power output, with the advertised 80HP feeling closer to 70HP, little better than a Rotax 582. I removed it and fitted a D-Motor LF26 serial #14, which I collected from the factory in Belgium. Its dyno printout shows a considerably better genuine 90+HP for the same fuel burn. Overall am very pleased & it now has run 180 hrs.
All materials, castings, OEM parts and manufacture are sourced in Europe, e.g. valves, ignition coils, pumps, filters, ECU sensors, plugs etc. are standard from Mercedes, Bosch, Fiat etc. D-motor was started in 2008 supported by another company & went on to receive Belgian government funding.
Up to now D-Motor have been careful not to sell large numbers, including prototypes and test engines 76 four cylinder engines have been built, and six 6 cylinder prototypes. This allowed time and capacity to offer early customers proper after sales service & Aeroplane manufacturers are now following. The 4 cylinder engine retains the Jabiru engine mount.& is aimed at the replacement market for Jabiru and 2 stroke engines as its 92HP lies between the Rotax 80HP and the 100HP range.
I fly an Xair Hawk originally fitted with a Jab 2200 #2955, basically reliable but suffering all their usual problems inc. poor power output, with the advertised 80HP feeling closer to 70HP, little better than a Rotax 582. I removed it and fitted a D-Motor LF26 serial #14, which I collected from the factory in Belgium. Its dyno printout shows a considerably better genuine 90+HP for the same fuel burn. Overall am very pleased & it now has run 180 hrs.
All materials, castings, OEM parts and manufacture are sourced in Europe, e.g. valves, ignition coils, pumps, filters, ECU sensors, plugs etc. are standard from Mercedes, Bosch, Fiat etc. D-motor was started in 2008 supported by another company & went on to receive Belgian government funding.
Up to now D-Motor have been careful not to sell large numbers, including prototypes and test engines 76 four cylinder engines have been built, and six 6 cylinder prototypes. This allowed time and capacity to offer early customers proper after sales service & Aeroplane manufacturers are now following. The 4 cylinder engine retains the Jabiru engine mount.& is aimed at the replacement market for Jabiru and 2 stroke engines as its 92HP lies between the Rotax 80HP and the 100HP range.
Sandown IOW 22 August 'End of WWII' Fly-In
Fly by image of the Spitfire - from Biggin Hill - display.
UK CAA SN-2015/003: Restricting the
Operation of Vintage Jet Aircraft at Flying Displays
Following the recent accident at Shoreham Airport
on 22 August 2015 involving a Hawker Hunter aircraft, the CAA is taking action
to restrict the operation of vintage jet aircraft at flying displays in the UK.
The Air Accidents Investigation Branch (AAIB) is currently conducting an
investigation to determine the cause of the accident. Whilst this investigation
is on-going, the CAA is taking the action in this Safety Notice as a
precautionary measure until further notice.
Prop. pitch anomaly on Rans S6-116 Warp
Drive 2 blader on Rotax 80hp 912.
WOT rpm with both carbs definitely on the
fully open stops and with no changes to their internals, on take-off and initial
climb at 70 mph were found down to 5,000 from 5,150 and S &
L 5350, not 5,550. The former blade setting was influenced by Rotax min.rpm
spec for the S engine. I regularly check the WD clamping bolts torques but
began to wonder if (having assessed engine and carb s and rpm meter were
O.K.) the blades had somehow changed angle ? With the approved WD bubble
protractor & compensating for tail
down angle then comparing the blades at 3 and 9 -o-clock they showed 1/2 degree discrepancy
between blades. Unbolting the whole shebang it was re-done,
keeping the crankshaft fixed with horizontal blades to reset to 13 3/4
degrees at the tips. Puzzled why and
double-checked before next flight, this time turning each blade to 9 o-clock as
per manual - which I'd not remembered to follow the day before. The blades once
more weren't equally pitched ! But why the discrepancy between two
seemingly O.K. measuring methods, after all the crank can't be
bent ?
The answer. If the prop boss is ever so slightly tilted on
its flange, say only 1/4 degree, the measured pitch of the
same blade measured with prop. at 3 o-clock then 9 o-clock
will alter double that to 1/2 degree. So there's a darned good
reason do exactly what W.D. say and rotate each blade to the same 9-o-clock
position before using their bubble gauge protractor.
Rotax 4 stroke carb. mount rubber
connectors are failing frequently (BMAA
forum)
They are frequently reported to crack from
the inside & unseen till engine troubles or worse. Normal dismantling to
inspect doesn't necessarily predict when ! Our new UK Rotax agent is
back pedalling & acting unconvinced there's a real problem. It seems more
prevalent on the 100 hp 912S engine which can shake
extremely hard on start & shut down.
Dutch Super Cub visits Jackrells,
Sat 12th September. (Aert Mante)
We are back home, and of to work again, after
hopping several strips (Old Hay, Laddingford, EGKL, Binstead, EGHN, EGHA,
Bouwerswain Farm, Chilbolton, EGHP, Chilsfold Farm and Redhill).
Newton Peveril first visited in
August
A good strip west of Bournemouth,
but the day I got the O.K to fly in I found no-one about
& it had a scruffy unloved air.
Westfield, BBQ, Sat. 30th August
(Hailsham, East Sussex)
Went and met up with some folk I knew, inc. Jacque
(Jodel Mascaret) & Ken Manley (Midget Mustang) and some
I didn't. Don Lord heard it had been cancelled due to heavy rain
the night before but later came wen he found it was back on
again.
St. Omer Fly-In Sat/Sun 6/7 September
& on to mid France
I spent hours attempting to get the NATS 'AFPEX'
flight planning on-line to accept mine. In the end I gave up & with over 1/2
hour on the 'phone with them they unglitched it. I had similar
problems & complained about the system's intransigence and its dumb
feed-back, after which their local boss man called me at home to explain. They
promised to help write a 'How to Do It' memoir for
RM.
Nicest wx was from the Sunday - & for all
that week it turned out - so went off early in the Rans, didn't see all my chums
from Sussex & Hampshire, but apparently I must have walked straight past
them (Dave, Paul, Clive & ?) as they prepared or were already departing for
home. Dave's (didn't know it was he, then) helpful warning radio call was
perfect as it was really lumpy from a cross wind over
trees for landing at St O. & a minute or two later the
Rans was leaping all over the place just before a squeaky touchdown - pity
they didn't have a 'proper' grass runway !
As Clive wrote, "It must have been difficult to see me waving
at you from 50 yds away wearing a fluorescent yellow immersion suit ! I
watched you land."
In the afternoon with a light tail wind and after a gentle climb to 6,000
ft (where it was darned cold) she took me exactly 300 miles in just three
hours south to Chauvigny gliding field where I parked next to Richard's similar
S6-116 who'd gone off an hour before. Had to fly home Wed's with a car battery
jury rigged in the Rans, as its own one played silly buggers and refused to turn
the engine after I tried a re-start to park it at Chauvigny.
Jackrells > Jackrells. 8
3/4 hrs. Average speed, 93.7 mph for 14.7 l/hr. i.e. approx. 29 mpg.
I looked up why so cold and why the ASI seemed low too.
Lapse Rate ~1.9 deg. C per
1,000 ft increase in height. At 20 C at ground
level temp., for flight at 6,000 ft it's approx. 11 1/2 C cooler
at 8 1/2 C.
ASI correction for altitude
Add 2% to actual airspeed per 1,000 ft height increase.
Say at 6,000 ft., 90 mph corrected IAS means you are
going 12% more, i.e.just over 100 mph.
Rans S6-116 Battery considerations
of weight/location back in the fuselage.
With Rotax 912 power up front, to balance it the battery is
placed well aft. Buying a lighter good quality battery
would improve payload so I weighed the battery and measured its lever arm
from the prop rear face datum as 124" & correlated to pilot seat and
baggage figures in the Weight & Balance document. They lined up: C of G if no battery at all at max AUW it was easily
within limits. However the clever bit is if pilot only and zero fuel, where
without the battery mass, the C of G goes forwards more than the 63
inches allowed. To save faffing about over a Lb. or so
I bit the bullet and ordered a new battery of the same size &
capacity (26 ah) as the old one.
The Waverley 17th September 2015, just west of Hurst Castle
I.O.W. (Jacky B.)
The World's last sea going paddle steamer still
active.
Dacron skin cleaners ? (Kev Armstrong BMAA
forum)
Once rang the people who make the Sail Cleaner aerosol that P&M used to
sell, got through to the chief chemist, smashing bloke. He revealed that the
aerosol, a buffered mild detergent, was unchanged when sold as Computer Cleaner,
by Halfords as 'Groom' upholstery cleaner, and more applications I cannot
recall.
BMAA CEO Geoff has kindly pointed out that bleaches destroy Dacron for your safety, worth adding that washing-up liquids and hair shampoos contain salt as a thickener and that attacks alloy tubes, particularly when mixed metals such as alloy and steel are involved as salt is an electrolyte and helps cause galvanic corrosion.
[BTW. "Wet n Wash" will safely kill black mould, but isn't a whitener. mike]
BMAA CEO Geoff has kindly pointed out that bleaches destroy Dacron for your safety, worth adding that washing-up liquids and hair shampoos contain salt as a thickener and that attacks alloy tubes, particularly when mixed metals such as alloy and steel are involved as salt is an electrolyte and helps cause galvanic corrosion.
[BTW. "Wet n Wash" will safely kill black mould, but isn't a whitener. mike]
Welcome to New
Readers
Sean Donno. 50 and
recently EASA-PPL qualified. Located at Blackpool in the sunny UK North West.
Dream of owning a low cost aircraft and currently researching the many options,
including possibly kit building one. I'm an ex RAF airframe technician, hence
interest in possibly kit building. I have recently flown in an Rans S6, which
was very nice.
James
Llewellyn.
Aert Mante. Piper
Super Cub, Holland (NL).
Rather useful reference NGK plugs
Chart, see attached pdf. (BMAA forum 24 Aug.
2015)
Claude Lapoutge, Rans S-S6S 116,
France
To avoid excessive low temps when descending at idle, I
built and installed two masks :
One on the front of the oil radiator which is settable from the cabin, and one on the coolant radiator. At the moment this must be set preflight according to the day's temperature, with several cardboard frames of setting different openings.
It is well known that the Rotax 912 with the Rans mounting is much too cold.
Then I can set the temperatures of Oil and Coolant within about 10°C.
The Oil must be at least at 100°C. while running in the flight, and 110°C. is better, see Rotax Manuals.
Even when the OAT is 33°C. as it was yesterday here near Paris, I used my masks and the two temperatures were 100C. CHT and 110 Oil. Before descending I push the oil radiator mask lever to "hot" and the engine never goes too cold. Thermostats can't avoid the temps going below 90°C. I got one on my S-6S 912S and they are much more expensive than home made masks.
One on the front of the oil radiator which is settable from the cabin, and one on the coolant radiator. At the moment this must be set preflight according to the day's temperature, with several cardboard frames of setting different openings.
It is well known that the Rotax 912 with the Rans mounting is much too cold.
Then I can set the temperatures of Oil and Coolant within about 10°C.
The Oil must be at least at 100°C. while running in the flight, and 110°C. is better, see Rotax Manuals.
Even when the OAT is 33°C. as it was yesterday here near Paris, I used my masks and the two temperatures were 100C. CHT and 110 Oil. Before descending I push the oil radiator mask lever to "hot" and the engine never goes too cold. Thermostats can't avoid the temps going below 90°C. I got one on my S-6S 912S and they are much more expensive than home made masks.
Engines
stolen in the UK. (Copied from Afors.com Rob
Turk)
Stolen from Swaton Flying club,
Sleaford, Lincolnshire overnight Thursday 20/21 August, hangars forcibly entered
and engines stolen from 5 Devastated grass roots microlighters. Plus
propellers and kit.
1. D-Motor LF26 serial number LF26-010 T (see pic, actual engine and prop stolen - number is at right rear of engine low down on crank case)
2. Rotax 912S serial number 5643430
3. Rotax 912UL SERIAL NO. 4.409.942
1. D-Motor LF26 serial number LF26-010 T (see pic, actual engine and prop stolen - number is at right rear of engine low down on crank case)
2. Rotax 912S serial number 5643430
3. Rotax 912UL SERIAL NO. 4.409.942
Any information or suspicions
regarding this please ring / text 07887406771 or DC 701 WILSON, Lincolnshire
Police on 07500 920159 quoting 217 of 21-8-15
The mid France home-built scene
at the Richard Arkell Emporium
Wally Loves You ! 090915
Archigny.
Aircraft wise we tried a Hercules prop on
the Sherwood Ranger's early Jabiru 2200 to see if there was any chance of
improving it's dire two up climb. The prop was a reject climb prop from an
Escapade which at 60 x 34 gave too much climb but not enough go. It was not
intended to be the final solution as the top whack of the Sherwood is about 75
realistic MPH whereas the Escapade I gather does 100MPH. Anyway it was an
improvement over the best we had done with the Duc so Paul has ordered a bespoke
job which will be around 60 x 26". I nearly had a fit when I heard the pitch but
Rupert at Hercules is confident so you have to trust the experts sooner or
later. We are assured that it will not over rev wildly as you might expect from
the pitch because of the chunky and much wider blade section which should be
much more efficient in the Sherwood's speed range, such as it is. Testing is
believing of course. The Hercules props do look lovely even if they are far from
cheap.
The hybrid nose wheel Jodel I built continues to go remarkably well although it has not had a great deal of exercise. Of course we have been back to Oleron this time without any brushes with the law. Barbara did my biennial experience flight so we popped up to 'Amboise' with Chris in the back and had a very decent lunch at nearby Blere which is just the sort of air experience I appreciate.
My buddy Trevor has started and in fact well on towards finished a BRM Citus (or something like that) kit so he can fly from his back garden. It is some sort of Zenith clone and is said to have incredible STOL performance. I think he is just waiting for the new Rotax and prop to arrive. So far he has logged only about 250hrs construction so even if he has the same to go that is fantastic for a first effort. He operates his Spirit ULM out of Gajoubert, North West of Limoge, which is an embryo airpark that never really got going as it is not near anywhere but still very scenic with a 900m hard runway.
The wooden 2 seat Vega is getting some attention again with fitting out well underway. Lots of putting on and taking off the wings to get the controls completely sorted. It is resplendent in silver under coat. I have yet to tackle the canopy frame and sliding mechanism which is a start from scratch job, so some more learning to do. Those are the last major jobs but I am in no great hurry and am looking to finish to final inspection stage in the first half of next year.Petrol (Gas) crazes Lexan screens, is there an alternative ? (LAA forum John Dean)
The hybrid nose wheel Jodel I built continues to go remarkably well although it has not had a great deal of exercise. Of course we have been back to Oleron this time without any brushes with the law. Barbara did my biennial experience flight so we popped up to 'Amboise' with Chris in the back and had a very decent lunch at nearby Blere which is just the sort of air experience I appreciate.
My buddy Trevor has started and in fact well on towards finished a BRM Citus (or something like that) kit so he can fly from his back garden. It is some sort of Zenith clone and is said to have incredible STOL performance. I think he is just waiting for the new Rotax and prop to arrive. So far he has logged only about 250hrs construction so even if he has the same to go that is fantastic for a first effort. He operates his Spirit ULM out of Gajoubert, North West of Limoge, which is an embryo airpark that never really got going as it is not near anywhere but still very scenic with a 900m hard runway.
The wooden 2 seat Vega is getting some attention again with fitting out well underway. Lots of putting on and taking off the wings to get the controls completely sorted. It is resplendent in silver under coat. I have yet to tackle the canopy frame and sliding mechanism which is a start from scratch job, so some more learning to do. Those are the last major jobs but I am in no great hurry and am looking to finish to final inspection stage in the first half of next year.Petrol (Gas) crazes Lexan screens, is there an alternative ? (LAA forum John Dean)
"I had a similar problem and discovered PETG
sheet. It is as flexible as Lexan, extremely easy to drill and cut and
completely fuel proof. The plain stuff isn't very UV stable so make sure that
you get the UV stable version."
[Can anyone send first hand knowledge of
this material please? Mike]
Brian Searle's Quik 912s G-CBZH
was up for sale, 02392 632319.
New BMAA Permit to October 2016, and has 867
hours. £15,000 ONO
A free monthly
digest of UK General Aviation safety related information.
World-Wide Accident
listing - all a/c types http://aviation-safety.net/index.php
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
RansClan forum http://www.ransclan.com/forums/forumdisplay.php?40-Engines
RansFlyers web http://groups.yahoo.com/group/RANSflyers/?yguid=339885221
Rans Aircraft USA site
http://www.rans.com/aircraft/home.html
UK CAA General Aviation Safety Occurences
...........
EASA EAD
2015-0185-E: Czech Sport Aircraft a.s. PS-28 Cruiser aeroplanes: Landing Gear -
Nose Landing Gear - Inspection / Replacement
Hangar Construction somewhere in
England.
EAA Fly-In Saturday, September 26th is
the big day (Pat Panzera)Last year we moved our annual event to
Southern California, to a beautiful non-towered airport that's easy to get to in
French Valley - near Temecula. The paved runway is wide and long for the
fast-glass, and the airport is low-and-slow friendly- being the home airport of
EAA Chapter 1279, known for building a beautiful, Corvair-powered Pietenpol.
The website has been updated with the most current information, and a plea for you to RSVP if you are planning to attend the casual dinner on Saturday night: http://www.contactmagazine.com/roundup.html
The website has been updated with the most current information, and a plea for you to RSVP if you are planning to attend the casual dinner on Saturday night: http://www.contactmagazine.com/roundup.html
I nearly became a
Doctor
When I was young I decided I wanted to be a doctor so I took the entrance exam to go to Medical School.
When I was young I decided I wanted to be a doctor so I took the entrance exam to go to Medical School.
One
of the questions asked us to rearrange the letters PNEIS into the name of an
important human body part which is most useful when erect.
Those who answered "spine" are doctors today. The rest of us are sending jokes via email.
Mike.
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