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