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RansMail # 040 December 2004

News from Edward, in late November.  "Yes, my S4 finally took to the skies last Sunday on its test flight (Graham Smith at the controls) and yesterday the new permit arrived."   Congratulations and a major achievement, after what turned out to be a major reconstruction job, any more news or a photo would be nice, Ed., when you find time.

 

Other activity is that despite the current anticyclonic, gloomy, weather conditions the Rans' light footprint and dryish ground conditions have allowed both Vince and me to get in some local flights in Sussex & Devon, respectively. What with the very short and steep hill site he has, he usually tries to accumulate useful data - fitting for an ex test pilot.

 

Talking of which he sent me a sketch of Vortex Generators intended to reduce the stall & presumably avoid the tail down mush when approaching slowly, so will expect more info. in due course.  "Looking from above, when finish folded, they are mounted to a maximum of one to each rib. The material is "Aluminium 'flashing' from 'Lowes' or 'Home Depot'. And they fixed (without any damage to the wing top) with double sided tape. They are one inch wide forward, x 3" wide at the back with a fore/aft length of 1 3/4 inches. The sides have turned up edges 3/8 inch high.
It's recommended to put a slight bend along centre line of the Vortex Gen's length to conform to the fabric dip each side of the wing ribs. They should be positioned with their rear edge placed on a line 3 to 4 inches in front of the thickest part of the wing. "Some experimentation may be needed to get best performance". (On a Kolb that was 11 inches back from the L.Edge)."

 

Radio issues latest, the newly issued CAA "Safetycom" frequency, 135.475, which is devised for our sort of flying has now been decided on for visitors and residents at Jackrell's Farm who may wish to use radio to make a 'blind transmission' safety call. The adjacent strip owner says he'll fall in line and thus it replaces our unofficial use of the microlight 'Base' frequency of 129.825.

 

Having seen the fabric covered u/c on G-MVXW (issue #37), Don sent a U.S. Rans "closed in legs" picture. This was interesting as it's a single skin whereas the 'real thing' as seen on Cubs etc has the fabric on both sides of the leg members, which may even be a little less draggy ?

Also the engine is reversed but the sticker reads correctly so it can't be a reversed image or....? 

Vince remarked that he seemed to remember "seeing a photo of an S4  [was it on your list  , or was it an American ?] which had the exhaust on the other side. Isn't it right that you can run most 2 strokes either way so perhaps if you have  a right hand prop you could turn the cylinders round  as part of a change of rotation??"

 

I've been getting rejected messages from the ISP for Geoff Scott whom I'd telephoned after he was originally traced through the sighting of a yellow S4 at Chatteris by Ed Wallington, when he was learning up there, but Geoff never did acknowledge again. As we otherwise remain a tiny group, I got onto Deepak last week having got his number again off Ed. and he said he'd like to receive these e-mails too, so welcome Deepak to this list, I hope you can get hold of Geoff and let me have his current e-mail address.

 

I'm just putting some stick-on sailcloth offcuts for use as repair patches on my wing tips and various demi tears marks from a recommended microlight sailmaker, Nigel at Top Flight Sails, further work on buying and fitting new skins for the ailerons and flaps is having to be considered, but with some apprehension after advice from Ed.

 

Vince spoke to Deepak reference cruise speeds and power, he mentioned the flap elastics sagging and allowing flap droop and drag. I can't really see it myself,I would've thought that airflow would bring them right up. He explained the elastics were a pig to do, involving skins off to get into the wing.

SOLUTION now proposed by V, shorten the wires about 1 to 1.5 inches, providing rubber hasn't perished and still has elasticity,

HOW?...Special gizmo by V which doesn't cut the wire, a sort of clamp/thimble which holds the existing eyelet out of the way to one side yet keeping the wire tension in a straight line with the top arm attach bolt.

Construction [each flap] :-two one inch [nylon] discs with central bolt hole to suit top arm attach bolt, clamped together with 3 self taps or rivets or even 1/8 bolts.The inner face cut with a 1mm groove cut in a 1/4 circle; existing wire clamped with wire in the groove, the eyelet and swage protruding at 90 degrees to the line of tension and clear of the attachment/pivot bolt. Wire curvature in the groove not to exceed that around the original eyelet. No sharp bend to occur where wire exits swage/ferrule. It also allows reversion to original spec.

This does not seem to be an essential component  - on the Britannia we let the surface {aileron} hang down, they flew up as we reached flying speed - and is not highly stressed. 

 

I don't want to take the skins off either, though I'll have to release them if I ever refit that top tank.  We had looked at using a coat hanger wire to loop in new elastic from the front and pulling enough to tie off before pushing it all back up and leaving the old one's there or whatever.

However if the flap does stream I'm unsure whether they actually create drag, could it even be with the slack elastic that as speed drops off so the flap does droop. If so would be a beneficial 'auto' flap deployment to augment lift at t/o & landings ?

 

Lastly, I wrote about airfield guides to various publishers and aviation book sellers as there are too few sites marked and tracing owners for permission to land is almost impossible in some cases. 'AFE' & Pooleys don't bother to list Jackrell's though it's on the CAA Charts; Lockyears has only a few sites in Sussex plus poor presentation with loads of 'typo's', whilst the PFA  and a seller of the "Rapid Flight Guide"  have resolutely failed to answer three reminders !

As I can name some 20 more unlisted strips in reach from here, I might yet try and produce something for "emergency info only".  I am of the opinion that even if an owner doesn't wish to be visited, they should never-the-less be known because in emergency a near strip could be a major life or a/c saver; rather significant for we 2 stroke fliers. Certainly I have never found being in Lockyears Guide has been any trouble, on the contrary no-one can say they didn't know it's PPO at Jackrell's Farm.

 

Happy Christmas and New Year,

 

Mike.

RansMail # 039 November 2004
 

 

Late last month I went with long handled loppers to cut the outstanding tall approach bushes at Jackrell's Farm airstrip. Mouse attacks in the hangar on the a/c are temporarily suspended, they've eaten a lot of the grain poison I put down the week before, so replenished it. Also followed a tip from one of the other weight shift flyers, I soaked an old towel in diesel to make it stink and put that on a board on the Rans' cockpit seat.

 

Another resident flyer, Kevin, came with rechargeable drill and my home welded gate repair piece was successfully bolted onto the hinge, broken by a 'Mr.Nobody' at the road end of the access lane. Thus now no need to worry how to organise a welder plus genny to gate, or find another gate, or even carry the gate 1/4 mile to the hangar for welding. Kevin also rolled the strip towing with the Fergie. 

 

a)   Jon Kilpatrick wrote in, he was pleased to be added to our list, saying:-

 

"I am the guy who bought the S4..... G-MVXW from Mike Wyatt................

BTW... I have broadband via satellite so pictures are fine being sent to me.

I will take a few pics of XW and let you all know how we are getting along.".............................As soon as you like, Jon.

 

b)   Don Lees kindly sent us all his description regarding discovery of a build fault on the longerons, just behind the seat, with the offer of photographs. I don't have Broad Band, but as you see from my news e-mails, J-Pegged pictures can be quite small in Kb's and perfectly good, so with Winter coming some reduced photo's from Don would be very welcome.

 

c)   I've been looking at the new web site, www.microlighthangar.co.uk.   It's worth a look at: got some useful sections.

 

d)   Tail wheel /rudder stops photo's. I looked harder at my rudder on full lock, it seems the rudder horns just about clout the folded bit of ali up the back of the fus. about the same time as the fabric on the rudder sides touches the elevator edges; so I guess it could be O.K. after all.  Vince sent (attached) a good picture of his stops and v. quick to download, thanks; I had a thorough look at the build book & it seems the builder of his a/c did this himself; as the book assembly and parts list say nix about this feature ?

 

e)  Tyre pressures ? I think I've settled on 15 to 16 psi.  as giving the best rolling and bump absorbing performance - that's with those heavy looking three rib tyres.

 

f)   Sailcloth patching for would be tears/damaged corners etc. ?  What do you use ?   Is there a source ?  I had thought of a ship's chandlers but....... ? 

 

g)     The Rans S4 & 5 are a PFA type, with three axis 'conventional' controls & the regular PPL alone is perfectly valid for this machine & the PFA are actually the only Permit source for us. The BMAA appear directed to weight shift flyers & their quite different & easily roll-up & take away sailcloth winged machines.

I conclude that the Permit admin.; Associations; and a/c construction & control systems; are so different and so divided on all fronts that they are two quite separate aircraft classes, so why don't my PPL hours on it count ?   I've written to them accordingly this week.

 

h)   Insurance,  Vince says he "spoke to the PFA office, it seems that third party insurance will be compulsory from May 1st. Disc to be displayed in windscreen ??*!! They are looking for an association block cover. At the moment Third Party element on individual covers is expected to be about £70 - £80 , { i.e. added onto an existing hull cover.] I should coco".

 

i)  Radio issues. Most PFA magazine readers (Nov. Dec. issue, p.8) will be ahead of me already, but there's soon going to be  another single common frequency available, called "Safetycom", on 135.475.      

It's intended for use at or near non radio/unattended fields to briefly & presumably with a blind call to announce:- Taxying, Departure, Joining, & Circuit. At Jackrell's Farm we have been using the microlight frequency for the last two years:-

"As a safety initiative make blind calls announcing your intentions on 129.825 Do not expect a reply!  Make the calls anyway."

I'm more than a little curious whether we will actually get less safety if/when the fixed wing users either there, or at several (5)rather closely situated strips decide to use this new frequency and thus don't receive our information calls on 129.825 ?  A change is probably coming.

The PFA article completely ignored this specific aspect: proving again the BMAA & PFA don't communicate, whilst the CAA web site neglected it too. I wrote to them both for clarification, so far they are obtusely refusing to grasp the nettle i.e. they're obstinate.

listening out on 129.825 has been pretty useless: stuff I pick up is low grade C.B. type phraseology etc. so  I hope if the whole country gets onto the new SafetyCom channel that it too won't be full of Tx noise and chit-chat rubbish.

j)  Two more flying current tales from Vince:-

The wind looked about 4mph (90 degrees off in the south west]. I had left fuel ON the last time and several pulls on the cord did nothing but feel hard work. Switches Off. Hand turn about 3 times.   Try again ....nothing !   Opened throttle a tad and ..bingo !

While warming up slackened throttle friction 1/4 turn and it felt a lot better. Got in. Couldn't find starboard shoulder strap.  Got out.  Strap pinched behind seat.  Sorted it and got in. Got out and removed chock. Got in - quickly - before it rolled off, taxied to Mill.  

Fuel, Noise,and Flap 1/3. Teeth set to 'Grit'. Off down the hill and away, ambled around at 1000 ft found two possible Hang Gliding training slopes and the first rain shower.

Go home. Line up ...1/3 flap over quarry, try to spot the High Tension mast. A bit tricky with the Sun bouncing off all the raindrops on the screen. A slightly descending approach 50 -45 a burble of surge to the left as the wind crossed round the end of the ridge and trees, flare with a short burst quite firm touch and small balloon, gentle touch and early stop.

Taxi back. Run down. Put away. Rain cleared.    Decided this time I'd leave the fuel OFF.

 

Had another 18 mins in air for about 4 -5 litres. Took 13seconds to establish climb from brakes off. Kindness to engine after flaps up settled at 45-50, only 200 fpm climb at 5200 rpm, administered whip to 6000 and got 500fpm.................wind N/01, gentle descent  4000 rpm 2/3 flap 45-47mph and the nicest brush and rumble using about 50-66% of total run to stop. Over and out,  V.

mike

 

RansMail # 038 October 2004

 

 

Dear All,

Just put the phone down to the Inspector, We have discovered a build fault on the longerons, just behind the seat.  The two tubes should have been butted up to one another, unfortunately, they have not.  I have sent some photographs to the inspector and I am asking if we can build oversize gusset plates so that we can spread the distance between the two holes.  The phone call sounded promising, but I will need to wait until he has studied the sketch and drawings.

If every on is on broadband I will attach the photos to an email, however, its about 9 megs so let me know.  (BTW I only have dial up so I know how long it takes to do the down load, still they may be of interest for everyone.  Please let me know.

I have also tracked down a number of photographs of S4’s off the internet.  One in particular appeals. See attached.   The Wheel struts have a ‘fill in’, it looks like a piece of fabric.  I quite like the look as it gives the S4 a Piper Cub look.  It may not appeal to everyone. Does any one have this on their machine?  The one in the photograph is a later model than mine so it may be this is an optional extra.

I would quite like to make the part for my S4.  But I guess I should check if it is ok to put the part in.  Can anyone shed any light?

Regards, Don

a)    I'm sorry to note that the flying season has finally been affected by the Autumnal rains and wind. The only good day here in Sussex was last Monday which I confidently yielded to repairing a hawthorn a puncture, picked up the week previous when hedge cutting the strip threshold & a needed brake reline to my Messerschmitt microcar. Unfortunately the forecasters were right this time & it did get bad, so G-MWFW has stayed under cover. Mice have taken a great interest in the internals of my hangar and the cupboard draws are seen as nesting zones, a few weeks ago they eat a hole in one of my map pockets. Luckily these are just home made cloth bags about 12 X12 inches with ties to the cockpit side lace holes. They let me carry a few simple items accessible whilst flying rather than dropping things inadvertently onto the floor...and away down the back.

b) Mike Wyatt has written explaining that his Rans has now gone to an Irish enthusiast, Jon Kilpatrick, who I'm pleased to welcome, as we're a tiny group at best. Below are their two e-mails. Jon's been appended to the distribution list, Mike wishes to remain on it too.

"Hi Mike - well, I'm sure you've heard - my ownership of MVXW didn't last very long!

I sold it to Jon Kilpatrick from County Donegal, who will continue to look after it well. I enclose an email from him, detailing his mega-journey home with it.

He has expressed an interest in joining our group - his email is :- jonkil@iol.ie

I would like to stay with this group if I may - I still think the S4/5 is a very nice little aircraft, and it was only family matters and my lack of a licence, and little prospect of being able to afford lessons in the near future that made me part with it. Mike Wyatt

Hi Mike,Sorry I haven't mailed you sooner.

We put a piece of tubing on to the towbar of the trailer in order to extend it so it did not hit the Xair boxes out the back of the van.

Worked really well on the good UK roads but broke on our way to deliver the 1st kit in County Kilkenny about 50 miles west of Dublin...... luckily enough minimal amount of damage done and we were near a workshop and had it repaired and on our way again.   Delivered the 2nd kit up in the North West in Co. Sligo and made our way back towards Donegal when the weld on the bar cracked a 2nd time .. less than 1/2 a mile from home, however we managed to tie up the trailer and make our way back... we arrived home at 2am.... some 22 hours of driving.. needless to say we were shattered.

XW is now resting in a carpeted garage where a good cleaning is being done, and replacing some bolts, nuts and fitting radio, GPS e.t.c to it.

I am very pleased with it, what I was looking for and the comprehensive paperwork makes it really worthwhile. I will be transferring the plane to my name soon, and the UK registration will remain as it is, I am looking forward to her 1st flight.

The weather up here in the North West is pretty horrible at the moment, rain and damp, but today Seamus & Myself flew the X-Air for almost 2 hours around the Donegal area when the rain finally gave up, it was lovely to be flying again.

I will send you pictures of the trailer mod (and failure !!) as well as some pics of XW when I get it rigged again at the strip. I will keep in touch.

I noticed some e-mails among the correspondence from a Rans S4/5 type group? I would like to be part of that too, Maybe you will forward my e-mail address to them through time, I do not want to be presumptuous and mail them.

Will be at Telford this year, may see you up there ? Do keep in touch,it was lovely meeting you and thanks for all you have done, it is appreciated. Jon.

c)   Graham Smith lent me his 'Operator's Manual' for the 447 with points ignition, for me to copy, its in Word now to reduce its Kb's but still quite a lot. If Graham doesn't mind I could e-mail selected pages if you need a copy.

He tells me he is going to move his hangar from where it's in the way, so as to lengthen the strip past his house, where it's rather narrow and put it up again near the new bottom end.

d)  Dave Cassidy's S4/5 conversion is now flying but he no longer needs it, as he has a Technam (?) which he's found easily gets out of his own strip. Thus that is for sale and with nose wheel conversion signed off and new Permit too. It's currently with Graham to keep it in use till it's sold or until the hangar is taken down.

e)   Don Lees e-mailed all the group members about an apparently curved top fuselage member to see if it was supposed to be like that. So when you're ready, Don, we'd all like to hear what the story behind it is.

 

Mike.

RansMail # 037 September 2004

a)    Mike Wyatt has kindly sent the following update on his new acquisition.

 

"Hi Mike - thanks for all the newsletters - they are very interesting, and make good reading.

 

Well, the collection of my Rans, G-MVXW started off with a blown fuse!

Adam, the co-owner had flown it for his last time before we arrived at Wickwar "International", but the fuse failed shortly afterwards, so we found him frantically trying to fix it - it powered the fuel pump and radio, so he was a trifle embarrassed. We discovered it was the holder - we got it going, but I need to replace the holder, and check the circuits.

My friend, Stewart Read, who flies an S6 tail dragger, was briefed, and took off for a short shake-down flight - he did a 360 and landed almost immediately, saying the engine was misfiring! It transpired to be that fuse holder again, meaning no fuel pump. That fixed, he took off, did a couple of circuits and turns near the field, then set course for Weston Zoyland, just over an hour away, leaving us to tow the trailer home by road.

When we arrived, Stew reported he had had a very enjoyable flight back, and he thought it was a "nice little plane". After all the other Club members had sat in it, and kicked the tyres ( including me ), he took off again to demonstrate it in the air - don't they look pretty! My chest filled with pride, hardly believing it was actually MINE !!

All too soon, it was time to de-rig 'XW and take her home to live in my garage. It was a longer job than I had visualised - but the trailer was just the job for transporting her home - only 4 miles. The wings strap on either side on two U-shaped straps - actually strapping them securely to the trailer isn't easy, as bungees tend to dig in. I am considering making some metal straps to actually "enclose" the wings so they can't move.

The trailer has been re-painted because it will need to sit outside in all weathers - cleaning and titivating can now begin on the plane!"

 

b)    Referring to the above mentioned electric fuel pump fuse holder problem & whilst I sympathise, I have a 'plane with just the crankcase depression pulse driven diaphragm pump, which seems to be all it needs, so I'm curious about the mentioned engine misfiring & whether it really was the correct diagnosis. Does Mike Wyatt's Rans not also have the semi mechanical diaphragm pump ?

In fact when the fuselage tank is full it appears to have sufficient head to feed the carb anyway, as I discovered when with the tap left (as it usually is) permanently on and the float bowl removed it kept on running through. A squeeze of the hand primer bulb in the cockpit is also capable of pumping fuel forward when the engine is running too, though its pressure tends to over fill the carb bowl and make it too rich for a moment, but never-the-less represents some form of emergency back up, which I have used in the air to 'prove' there was sufficient fuel getting through.

Alternatively, Graham showed me his fuel line pressure monitor installation on his own a/c when I met him this summer near Dover. Many light a/c have such gauges with sensors so they are available if you are concerned to monitor this function.

 

c)    When my p.c. was stolen I lost my last 18 months' photo files, including all those I have of the Rans'.

Vince has resent me some of his a/c but I'd appreciate you all sending me pictures  (again) of your own 'plane.

Because I'm NOT on Broadband it's best if you could J-peg them down to about 100 Kb or so. Windows XP and some of the picture publisher type of programmes usually offer a reduced file size suitable for sending out e-mail pictures to pay-as-you-go users like me.

 

d)    Vince has rejoined the flyers and sent photo's taken by Sue  departing & landing at his strip, but which so far don't show quite how small the available path is or what could happen if it failed to get airborne as it slopes away rather steeply at one end downhill into a hedge, but you get an idea from how far below, the next fields appear.

 

 

One extra picture of Vince's sloped field, holiday windmill on the right side, plus his report of last Sunday's outing.

 

"Up  today at 11.10 for a full flap 35 mph checkout 1000 ft. Then  Full Flap overshoot which showed it very unlikely I could waft up the slope then turn right to flop onto the flat top. In fact a right turn seemed to look at nothing but tall hedge and hangar demanding steep climb, so I turned left a bit passed abeam the tall 50 foot hedging and so over someone's stables and bungalow, I await repercussions.

Sue hadn't really helped by parking right in the middle of the top end of the runway. Next time round, approach fairly level  1-2 knots tailwind, at just over 40 with two thirds flap , [FF kept jumping out] a little under 5000 rpm started flare with 2 seconds full power and chop, ballooned a little but nice soft touch down, ran a fair way up ,a bit worried about overrunning with Sue`s car there; it takes me a couple of seconds to get onto the brakes.

At 1000 ft full flap 5500revs/6000 revs didn't make much difference once I'd got back to 35 mph with zero climb. I must do some  more, write out a proper series and do them all.

                                                That's all

                                                              V"

Mike.

 

RansMail # 036 September 2004

 

a)    Another new microlight strip visited, this time Laddingford in Kent and on the CAA charts. The people there operate flex wings so my confidence in the little S4 was bolstered by their saying, last Friday, that it was too windy for them whilst for me it was one of the best days for flying this week and only a few lumps were felt in the one hour's flight each way. They refuelled me so I had no qualms about a slight head wind, as it was the actual flight time speed average was 47 mph. (It always sounds better than 40.8 knots !)

This was cruising briskly at around 5 3/4 thousand rev's, but still subject to what I'm beginning to appreciate is a microlight's inability to easily fly straight and level. Any relaxation and the engine rev's rise and fall with the 'plane descending and rising in sympathy. I guess its mass is too low and drag relatively high to expect too much inertial stability.

Regardless of that its a delight to get airborne in a plane that I can easily manhandle in & out of the hangar & with sufficient power to climb marvellously when needed. Around here, unlike Vince's Devon, there are plenty of fields where an emergency landing looks feasible, but the engine so far has started well and never caused angst. Once, that is, I'd replaced that worn carb. needle and jet which was causing a rich stutter. Fuel consumption seems regular now at 2 gph.

 

b)    I did have a fly in the strip's 100 h.p. Emeraude in quite bumpy conditions, Tuesday last, but an already dead main radio turned into a dead standby Icom which was powered by the a/c's main 12V bus, when the relatively newly fitted alternator's regulator packed up. I spent yesterday with the owner putting in an uprated device plus an over voltage gizmo that the purveyor newly prescribed. 

 Bough Beech Reservoir.

 

I recall Graham had similar problems. The consequential loss of at least two sets of avionics with concomitant damage to the rest of the panel mounted gear, as well as spoiling a planned day's excursion, should be firmly laid at the door of a supplier  "XX", who sold inadequately rated units  & knowingly allowed them to continue to be used, without recall or even warning. In this respect the simplicity of the Rans S4 & 5 set up is a bonus. I have had no trouble with the Icom or the GPS since running them off an unobtrusive floor mounted gel lead acid accumulator, so far even recharging it hasn't been necessary. In fact , that reminds me, I ought to take my voltmeter down and double check it. 

 

That supplier is well known in the PFA scene. I'm not advocating a return to the stultifying effects and cost of 'red tape', but clearly lacking absolutely or with rather weak systems equal say to A/D's in our Permit to Fly regime ,we need to be more vigilant and less trusting of non approved parts.  That's where our sort of forum can prove a bit of a safety net as views can be more freely expressed. Considering the alarmingly poor paperwork and condition of a newly Permitted S4 I went to buy in Northumberland in February, the PFA should itself take heed.  However in that case I too didn't stir things up once the Inspector confessed to his negligence and said he would rectify matters. Since then I've wondered whether that was a mistake on my part to let things go !

 

Mike. 

RansMail # 035 September 2004

Graham has suggested I let all the members of our informal Group know about a Rans 'build book' error which caused some concern, before being cleared up.

It is a sequence of correspondence starting with his to Sport Air U.K.

"To: Sport Air UK <rans@btconnect.com>
Subject: Can you help please ?

David-Gordon
 As you are aware, I have been working on G-MWEP with Dave wood (PFA
inspector) and owner Ed Wallington. We have finished one wing replacing the
front spar and lift struts. The other wing we thought was ok but removed the
fabric for a quick check. We have found that the tip bow needs replacing. (
Ed is going to phone you today about that) . We also found that the wing had
at some time been trashed and rebuilt , we think you did not do this work as
there are no log book entries to cover it. The work appears to be ok except
that the spar doublers are different locations and lengths from the other
wing. We consulted the build book and the rebuilt wing conforms to the Rans
spec. The spars come from Rans with the doublers already installed so we
decided to measure all the wings we could find to see what was going on. We
have come to the conclusion that the Rans build book is incorrect , but we
need confirmation of this. The implications of the book being correct are
very serious as the entire fleet would have to be checked and possibly
altered. I will try to list the differences as simply as possible but you
may need to speak to me about this.
Front spar
Root------------------------- 2inch doubler    no problem here
Jury strut attach-------------24inch doubler called for--no doublers found
Lift strut attach--------------30inch doubler called for--12 inch doubler
found
Wing spar extension---------No spec -------------12inch found.
Rear spar
root---------------------9.5 inch called for-----none found
Jury strut attach---------24 inch called for-----none found
Lift strut attach----------30 inch called for-----12inch found
Wing spar extension------No spec--------------9.5 inch found.

As far as I can tell , all aircraft are the same apart from this one which
has been repaired. Please can you get Rans to advise on this one as our
inspector is getting quite excited.
Many thanks, Graham Smith.

Dear Graham, Thanks for the note, I will be going down to the a/c either tonight or tomorrow and will have a look etc. I looked up the build book meanwhile and my old 1990 issue agrees with your longer sleeve figures. Let's see what actually keeps it airborne !

.....................So far it's a puzzle to me. I took tape measure this afternoon and felt through the fabric along both wings, fore and aft spars, but couldn't detect any external thickening at the load areas mentioned. Nor did I feel any rivets that may have signified an internal sleeve location. Perhaps there was a difference between models with the heavier aerofoil lift struts with the single lower fus. fixing pin, though quite why that should be any reason, I don't know.

Mike

Sent: Monday, September 06, 2004 2:18 PM

Subject: Rans S4 wing spars.

Mike
Panic over on the spar inserts. Rans have admitted that all the build books have the wrong page inserted on the materials spec page. Might be worth letting the other group members know.
On the subject of drooping flaps- If your flaps droop too much you will get stick shake in the climb. The way to tell is full power with one stage of flap and then retract it and see the difference in vibration. I am constantly taking up the slack on my flaps.
On the subject of speeds- Try full flap and 35-40 mph and 4000 rpm. Do not take the power off until you are well into the flare. 4000 revs is the very minimum here so take care. Properly executed this will give you a ground roll of just a few yards.
Regards
Graham

RansMail # 034 September 2004

 

a)   The curious 'up' flap position setting I mentioned last time was monitored whilst flying. With the stick naturally central and flying S.& L., the right flap was seen to be level with the aileron and the left flap about 3/4 inch below its aileron. All I could conclude was that some previous owner had cunningly adjusted the flap cables at the outer ends to compensate for a difference in each wing's lift characteristic to achieve a neutral balance. Consequently I'm not in a hurry to change things.

 

b)    After reading the 'book' and having received advice to try stick free landings in case of engine failure, I had a good go at power off glides and stalls with and without flap and tried slow flight at 30 mph i.a.s. to see if it sinks faster, judged off the v.s.i. , than at 50. Generally at height it felt quite reasonable in all these conditions without the need for massive nose down to keep her flying; though I couldn't easily detect the stall, there was no real wing drop or shaking yet the i.a.s. dropped to below 20, which surely can't be true. I imagine it was mushing and or losing height quite quickly but at that time I didn't look at the v.s.i.

Graham, I also did a full flap take-off rather than my now normal 2 stage and it feels significantly better for short field use, though with the awkward flap lever which I operate with my right hand, the 'book' suggestion of popping the flap down during take off for a shorter run still doesn't appeal.

 

c)    Vince has written that this Wednesday he'd:-

       "been watching forecasts which offered most sun and least wind for one way strip today. Went to hanger and refuelled and did 10 min run-up but though wind was 7-8 head wind component for T/O it was thus a TWC for landing. I went away till 3.30 hoping seabreeze would stifle the northwesterly but it was still being variable 4-8 and I wasn't keen on getting caught on short finals with even 5 knot TWC; anyway I hung up a bit of rag, struggled into cockpit and tried to start. No go !  I had to get out and do the proper drill instead of short cuts.  Proper drill = proper start .....taxied out 5 mins .....then OFF, very quick in spite of full tanks and slightly heavier pilot. Very difficult to do nav. and other timings, had to use my cellphone [tucked into sock] because  my watch is only right twice a day as it has died of age and harsh treatment (like us). 20 mins for a 50 mph fly around, can't see many good standby fields here in Devon, worry about getting help and wings off to tow home. Approach supposed to be 40-45 but hard to keep speed spot on, set 1 third flap and flew in pretty level, increasing power just at flare and touchdown which led to a big balloon to about 4-5 feet; NOT the best. Punters staying in the windmill holiday cottage thought it was wonderful......little did they know.

I'm not keen on tailwind landings here must go away and practise Touch and Goes but you never can because of neighbours, neigh-horses and 'nay' (to planes) Councils ."

 

Mike.

RansMail # 033 September 2004

a)   The included picture was from some of my first attempts at using a camera whilst P1, to show non flyers a little of what we see. I also tried some simple videos yesterday of the approach to my home strip and running through it later, it's useful to re-note the speed variations which though I knew of and corrected at the time, look quite 'bad' especially when I see it dropped to 35 for a while on very short finals before recovering to mid 40's.  I've been enjoying the good weather and recently been into three, new to me, Sussex strips.

 

 

b)   About mid august I received the following note from Mike Wyatt but a news update is still to come by me.

"Hi Mike - well, thanks very much indeed for inviting me into your Group. I am very excited - we plan to pick up G-MVXW on Saturday (i.e.21st Aug) as the forecast seems settled - for that day only!! It has lived at Wickwar in it's own little hanger; Stewart Read, who I helped build his S6 - 912 taildragger, will be flying it back for me, as this is, at 62, my first aircraft, and I don't have a license ( Yet! )

We are with the Zoyboyz at Weston Zoyland in Somerset - I actually live in Bridgewater, about 4 miles from the airfield. The immediate plan is for Stew to fly it home, whilst I bring it's trailer home behind my car - then Stew can shoot some approaches and evaluate how it compares - handling wise - to his S6, which he lets me fly with him quite regularly, lucky me! Last month he let me do a complete flight from W/Z to Sandown, landing there, then taking off again, and flying to Newton Peveril - he did the landing and take-off there as it was a little tight and new to me, then I took over and flew back and landed at W/Z again. Brilliant - it was one of those magical days - practically nil wind - it really made up for missing Spamfield this year!!

 

'XW, comes complete with trailer & she's done around 115 hours, with a Warp Drive prop, Rotax 447, new permit, and new fuselage and wing covers (not tail) about 40 hours ago, doors and wing tank.
I first saw it 3 weeks ago at the MW flyin near Cheddar, and fell in love with it there and then! Although Nigel Owens, it's co-owner, said it was for sale I didn't seriously consider it due to limited funds, so I dismissed it from my mind. The following Saturday the bugger flew it into Zoyland, so rekindling my interest - I think he must have had a plan! As it happens, Adam and Nigel are buying a Shadow from Zoyland, so it has all worked out very well.

I see from the G-INFO site that yours is MWFW, built the same year as mine - look forward to seeing her sometime. If you ever feel like an adventure you would be welcome to visit us at Weston Zoyland.

 

Regards,  Mike Wyatt."

 

c)   I have been trying to work out exactly how the points and ignition system function but lack a wiring diagram. If there is one around or a schematic it would be a help. This interest arises due to the ignition failure on a similarly Rotax Flex wing flying from Jackrell's at the end of July. The local BMAA Inspector told me on Monday that one of the coils can with age get low resistance and possibly short which cuts the ignition. This was his diagnosis and followed his own investigation of the literature as the boroscope inspection of the pistons/cylinders showed no explanation from temporary seizure for example.

 

d)   I had a look at the Rans 1990 'book' to observe with some comfort that the sloppy looking flaps when at rest is at least partly meant to be thus, as it says there should be approx. 2 inches droop. When I lift each flap by hand it rises flush with the neutrally set ailerons however if I gently lift both as if by the air stream the flap mechanism stops them coming right up ?? I looked in the fuselage at the base of the flap lever but couldn't determine if this was correct or how to re-adjust up. Maybe you know what should be and how to achieve it.

Vince thought it could be part of a cunning scheme to permit the flaps to naturally adopt a slight differential position in a turn to (I think that's what he said) allow the slower going wing to gain a bit more lift.

I did also try slow i.e 40 mph regime flight with one stage of flap extended and it certainly improves the steadiness, but then I wondered about the above mentioned limitation and if that small amount of drop could/does drag slow the plane down more than necessary in the up-flap setting ?? Any ideas on that ?

 

e)   Finally Graham Smith wrote to say he's not selling his S5 now.

 

Regards,

 

Mike

 
 

RansMail  # 032 August 2004

The longish gap from the last message, number '31' I believe, is because my laptop and all data in it was stolen a fortnight ago.
Vince is now back from holiday and has copied me the last three issues to yield me your e-mail addresses. His broken pelvis is improving but no news of when he'll get into the cockpit, yet. In the meantime I'm using a borrowed p.c. and re-gathering what data I can all round.

I did get an e-mail today by chance from one of the listed S4 owners, Adam Castleton, I wrote to when all this began this spring, he's moved house so got the letter late and since when has sold the a/c on to a Mike Wyatt. So welcome to our little group, Mike.
Talking of selling I gather Graham Smith has decided two 'planes are one too many and is advertising his S5, retaining the S6 he built himself.

My S4 hasn't been used a tremendous lot, but has given me considerable fun locally. As it still awaits my fitting the top tank for longer endurance I managed to squeeze a 5 litre 'can' of top up fuel mix behind the seat as well as a travelling funnel & pipe, so I could refill her at my destination the other day. That worked so well I'll do it next time I go away as it makes one feel a lot more comfortable on the return when the wind often seems to be more on the nose. This week I did a local accompanied by a flex wing but throttling back to 5,000 revs had me mushing along at 40 to 45 and tricky to keep a steady speed and height. She appears to be best at 5,400 cruise giving about 50 mph and overall I'm using less than 9 litres/hour (2 gph).
Everything's in the a/c is working fine and my landings improved by wheeling on with a little power till well down; this appears to give easiest control.
 
 Mike Hallam.


S4 Take off techniques & cross winds

Dear All,

What are your take off techniques, I was speaking to a  previous builder of the S4 and he said as he applied full throttle then he also applied full rudder. Also what cross winds do you consider are too much?

Regards, Don.

Hi Don ,

            Now that's an interesting idea , I wonder if it is meant to suit all occasions??

If you have open ground i.e.no trees blanketing one side, then probably a cross wind will start to weather cock you as soon as you lose tailwheel authority, the trike however will be more docile..If you  have to apply full downwind rudder to keep straight various bits of cross coupling will come into play which usually means special effort to pre-empt lifting of upwind  wing - don't let it even start! I really don't have enough experience on S4 to say but obviously try to graduate from lighter to stronger  crosswinds. try to get some real measured winds before you do it each time ,  use a wind meter .Recognise the gusts and time between gusts, in fact its better to avoid gusty crosswinds.I would guess 5knots is easy , 10 knots work up to it .15 knots has been done , 20 knots its almost worth taking off on a shorter run directly into it. Also talk to Mike about crabbing in for landing as he has been doing side slips. Oops !                                                                                                                                                Vince the wince.

 

Dear Mike
Sorry I did not get back to you the other day. We had a bit of a panic after being hit by lightning. Most of my kit is now working again but the damage has cost a lot of money to sort out.
I thought I would try and sell the little plane as it is stuck in the hangar behind the other one and it needs three people to get it out. I think it would have been a difficult thing if someone had come along with the money. Anyway, I have decided to keep it. The big plane needs a permit on the 28th Aug so I will take the opportunity to put the S6 in the workshop and fly the small one for a bit. The s6 is just finishing it's first year and has done over 70 hours.
If you need help with something you can get me on 01304 827266.
Speak to you soon.
Graham 

RansMail # 031 July 2004
   

a)    I had a good look at the Rotax book parts diagram and it looks as if the needle circlip goes directly on top of the Bing carb. slide i.e. underneath the white plastic spring retainer. Mine was 

      on top of the cup, raising it a couple of m.m. so that would account for the mid range richness, which has now been cured as of the last two flights.

b)    At last Monday's local microlight pub meet I heard the needle position mentioned. According to a pundit, although the Rotax book still tells you to use the 2nd groove down from the top, the

       next to weakest setting, it's said that SkyDrive now recommend '3rd down', which is richer again ?   For the moment I'm staying with Graham's CD "book" figure.

c)    Miniature Dzus cowling fasteners are hard to track down & I'd recently taken to using locking wire round the holes where 2 screws had gone. Following Ed's info. I e-mailed Saywells at       

       the beginning of June, and as no other sources came up yet I chased them 6 weeks later to be told :-

       "Sorry emails to webmaster@lightaero.co.uk no longer go to Stephen. Please try either stephen@lightaero.co.uk or sales@lightaero.co.uk." I'm waiting for a fresh response.

       Meanwhile another flexwinger gave me Dzus' 'ph. number, who kindly sent me 4 samples of the nearest stock they carry, which were fitted with washers cut from a piece of inner tube to take

       up the slack. Otherwise they required a minimum order of 1,000.

d)    Grass cutting the strip is less frequent now the growth has eased off and can easily be left for 1 1/2 weeks, the tractor's new radiator fitted with the correct low 4 psi cap seems to have done the

       trick cooling the engine without the pressure being so high that it blows water out through the pump gland which itself probably dates from 1948. Which reminds me, my Emeraude friend

       suggested a look on the French 'Avions a Vendre' site. I saw a Luscombe for a reasonable price but horrified to note it was even older @ 1946, than my ancient Ferguson. Clearly a modern

       microlight is a  better bet & will have accumulated fewer snags & dings.

e)    There was also a Robin for 11k500 euros, the year is 1986, so still older than my Rans, with vee tail and JPX engine, which they said has a longer tbo than the Rotax, but I don't know it, or whether it's a 4    

       stroke.

f)    A J3 Cub from N.Ireland tied down last Wed. night at the strip, held up by poor wx on its way to the French RSA.  Eileen put up the pilot, Jeff Salter, he's the first flying overnight visitor we've had. He's an ATC man who thinks he must know you,  Brian ?  

Mike.

Jeff Salter Cub

RansMail #030  July 2004

a)    Hand Held Radio Installation.

I was given a neat Lead/acid 12v Gel. battery for my a/c installation by a fellow microlighter in the fire alarm business. I understand it gives a decent 'life' between recharging, anyway it was 'free'. It's now strapped to a frame tube down on the L.H.floor & with the radio on a platform made for it and the GPS, between pilot's legs, forwards of the seat and behind the cross fuselage tube, i.e. missing the stick's gambit.

After a quite few visits to the a/c to measure, make & establish a safe place away from control cables & feet, the battery now stands upright and the supply cable neatly follows a convenient frame tube to the Icom I've been loaned. The headset to Icom "Y" adapter I made up from bits, now works, as does the press to TX button mounted in the control column top. I reused the coax & metal aerial on top of fin already in the a/c. 

At last on Tuesday, after earlier inconclusive ground tests, I was able to make my first airborne signal from low circuit height from Jackrell's to Shoreham, who replied they'd rec'd a satisfactory signal. They actually said "strength 5", but surely from 10 miles away they were being kind !

Whatever, I am very pleased with the remote mounted power supply & even the guy who offers rebuilt NiCad battery packs wrote to say that was a good solution and better than having to smooth the a/c generator's output where, as I am set up, there's nothing otherwise to damp out the spikes.

b)    Revised tail wheel springs links, I overstretched one of my light tail wheel springs, turning sharply the other week but decided to continue to use similar ones & make up strong wire loop connectors to reduce the preload. I think it still gives enough pedal steering when the aerodynamic forces vanish without straining the rudder which otherwise appears to rely on the fabric in the fin pressing on the elevator edge ?  When ground manoevering the wheel can otherwise caster with quite a great force via the strong springs I had originally. Statically pushing the tail wheel to a little beyond right angles to the fuselage now looks O.K & it's worked on three outings so far, without showing either poor control or damage.

c)    Hesitating engine at 5,000 t0 6,000 rpm returned this week, so I stayed close to the field. 'Cleaning' needle again in carb had no benefit. I bought & fitted new 4 groove needle of same part no. which= the manuals #(old one had 3 grooves), also needle jet and (unsquashed) filter thimble to fit over the main jet holder in the float chamber. The  Wx is too grotty at the time of writing to see if this cures it, but I hope so as there's a local strip fly-in this w/end I'd like to attend.

The little "O" ring intended to prevent the needle chattering in the circlip wasn't available from RidgewayAir, but have asked s'one going to PFA Rally if he'll look on SkyDrive's stand. It's too far for me to feel happy with, until I get that bigger tank sorted out.

p.s. Whilst the wx here last w/end appeared to preclude m'light expeditions, I was lucky enough to get in nearly 4 hours P1. flying the strip Emeraude with one of the owners to a French rally, south of Rouen.

I was impressed with its endurance & capability of handling the poor conditions of winds Sat. & rain/stratus Sunday, when navigation at the necessary low levels needed to maintain VMC was magnificently aided by info from a mapping GPS.

Mike.

RansMail # 029  July 2004

a)    Good news that Vince is back home & grumbling that he's got to mend a bit before squeezing his legs past the Rans door frame.

b)    A friend of Brian McCartan, Engineer George Adams with loads of Rotax know-how has agreed to join in our e-mail group, he is based in Co. Tyrone.

c)    When asking around about the Rotax 447 hesitation, at the strip fly-in recently, a visiting BMAA/PFA inspector suggested the small end Needle rollers cage could be breaking up !! These were fitted to earlier engines instead of the later but interchangeable crowded needle arrangement. I was mighty relieved to solve the problem by cleaning off the discovered deposit off the carb's needle centre portion. On Tuesday morning she gave me a very nice 3/4 hour to the South Downs, return, in nice flying conditions.

d)    Another pundit discovered the choke cable arrangement not to his liking. again it appears to have been set up still as the original plans with a manual lever on the carb. being pulled on by the cockpit lever and cable but returned by a short bungee. Apparently a direct operating cable is de rigeur and I must look at another 447 to see if it's a reasonable mod. My problem is does one stick with the tried and tested old system and incur the wrath of  the Inspector at the next Annual when he discovers you've not changed things ?

e)    Tyres & pressures ?, I inherited triple ribbed tyres and wonder what pressures other use. I found they are quite stiff walled and don't look too bad on 15 psi but 20 works as well. Is there any guidance, data, or what do you other find works ?

f)     As per Vince's recommendation, I bought some Nylon cord and took a few turns alongside & tied them off to supplement the bungees as a shock stop. This feels better on landing and seems to stop that excess stretch movement of the u/c beyond the reasonable mechanical limits. Inspection underneath the U.V. covers shows no ill effects.

g)    At the mentioned flex wing fly-in I was impressed with the speed of one called a Quick but noted that it has an expensive 4 stroke Rotax powerful enough for a normal light a/c and is pretty heavy to move around too. Moreover the proud owner said despite its vne of 115 mph, cruising above 70 was really uncomfortable due to buffeting.

I was also struck by the amount of gear the flex wingers need to wear even mid summer & they still grumble about the cold and shoulder ache & how gloved hands make radio work tricky.   

The S4 can be flown in every day clothes ( but am still working on how to pack a tent and bed roll behind the seat safely away from the cable runs).

Mike.