Rans & Light Aviation 001-117 collected RansMails 2004-15. (Site in build). mike Dec 2015

RansMail #143 May 2013

May 2013, Early Purple Orchid, Jackrell's Farm strip.

A Surprise move - new ownership of Sandown Airport, Isle of Wight.

Southern Flyers (Sussex GB) members Jonathan & Tony both Gyronauts have now exchanged contracts on the purchase of the airport which is due to complete this month.

The intention is to keep the airport largely as is and hopefully improve it to bring back to its former self over time. We hope you will give us all the support we are going to need and we would be happy to talk to anyone with bright ideas. A formal press release will be made later in the month.

Just in Case you missed this alert via the Light Aircraft Association LtdBatches of a number of different Castrol two-stroke oil products are being recalled by the company due to possible water contamination that could cause serious engine problems. Some of these oils may be in use by owners of aircraft with two-stroke engines.

Product Description (size)	Batch Number
Castrol Act>Evo 2T 1L	C0000126486
C0000150755
C0000135401
Castrol Power 1 Racing 2T 1L	C0000141735
C0000143802
Castrol Power 1 Scooter 2T 1L	C0000147997
C0000119990

Ron Atkinson (a pre WW II baby) sent me this.

[N.B. Since originally put here, it's become obvious an original true event has been over extended by "journalese", truth is it was all in North Africa. mike]

About a mid-air collision on February 1, 1943, between a B-17 and a German fighter over the Tunis docks area. When it struck the fighter broke apart leaving some pieces in the B-17 whose left horizontal stabiliser & elevator were torn away. The two right engines were out and one on the left had a serious oil pump leak.The fuselage had been cut almost completely through connected only at two small parts of the frame, a hole in the top was over 16 feet long and 4 feet wide and the split in the fuselage went all the way to the top gunners turret. The tail bounced & twisted when the plane turned and all the controls except a single elevator cable were severed, yet the aircraft still flew. The tail gunner was trapped with no floor joined to the rest of the plane. While the crew was trying with parachute cords to keep the bomber from coming apart, the pilot continued on his bomb run.
Crew members passed ropes from parachutes to the tail gunner & haul him back into the forward part of the plane, but the tail began flapping so hard that it began to break off. The weight of the gunner was adding some stability to the tail section, so he went back to his position.

Losing altitude and speed, she managed to return to England where Allied P-51 fighters intercepted her crossing the Channel and took photo's, describing the empennage waving like a fish tail. Her Pilot, Lt. Bragg by then had only 5 whole parachutes left for ten crew & decided they would stay with the plane and land it. Two and a half hours after being hit, the aircraft descended into an emergency landing and a normal roll-out on its landing gear. Not a single member had been injured, as they exited the entire rear section of the aircraft collapsed onto the ground. The rugged old bird had done its job.

Maurice Spurging, International Six Days Trial rider Wales 1961 (170 cc Triumph) & another W.W.II recollection.

Early in WW II because of the shortage of metal for armaments a campaign was launched to collect it. In outer south London, Maurice & a friend then both about ten years old volunteered their Saturdays. With an official Council trolley, proud as punch they called at every house asking for gates, fences, empty tins - in fact any metal they could obtain. Some weeks they'd done so well it was difficult hauling the load back to the depot - some months later the Council awarded them a certificate of appreciation for their war effort. After the War he learnt read scrap collection was mostly about morale to get the public involved & little was actually used !

2013 - Rans S4 - 30th Anniversary, those CAA listed in the UK.

No.	Registration	Status	Serial No.	Type
1	G-CGPZ	R	PFA 193-14625	RANS S4 New Kit reg . in 2010 never Permitted CHRISTOPHER SAUNDERS NOTTINGHAM
2	G-MWEP	R	PFA193-11616	RANS S4 Permit Expired Sept. 2011 ED. WALLINGTON KENT
3	G-MWES	R	PFA 193-11737	RANS S4 Permit Expired November 2011 ALAN LOVE RUGBY
4	G-MWFW	R	PFA 193-11662	RANS S4 Permit to Aug 2012 under renewal. MICHAEL HALLAM SUSSEX
5	G-MWGN	R	PFA 193-11709	RANS S4, under renewal. VINCE HALLAM DEVON
6	G-MWIO	R	PFA 193-11774	RANS S4 *Permit Expired March 2011* KENNETH SHORT ABERDEEN
7	G-MWLZ	R	PFA 193-11887	RANS S4 Permit Expired March 2005 BRIAN McCARTAN N. IRELAND
8	G-MYWV	R	PFA 193-12826	RANS S4 (C WING) *Permit expired June 2010* DUNCAN COUCHMAN SWINDON

9	G-MWFF	R	PFA 193-11639	RANS S5 (MODIFIED) Peter Greenrod *Permit expired Jan 2005*.
10	G-MWGA	R	89092	RANS S5, Permit expired May 2011. PATRICK BURNS, LANARK
12	G-MZGD	R	PFA 193-13096	RANS S5 PETER GREENROD, SHREWSBURY

Clive Innocent &2200 Jab/Escapade (England) Rotec water-cooled heads mod.

Clive fears it would be an expensive mod and whereas likely it wouldn't be a problem in the US or Australia, the LAA & BMAA could require a prohibitive amount of testing/evidence gathering and a stack of paperwork heavier than the aeroplane !

[A poorly ducted installation, or perhaps the six cylinder model with greater need for accurate air flow over the rear heads, could possibly benefit ? mike]

Jabiru has just posted revision 4 of the 2200 / 3300 Overhaul Manual JEM001-4. (Pete Krotje,Jabiru USA Sport).

http://www.jabiru.net.au/eula/eula.php?u=/Manuals/Engine/JEM0001-4_Overhaul_Manual.pdf
Remember – all manuals are available on line at www.jabiru.net.au. If you do not have a current Maintenance Manual, Parts Manual, or Installation Manual you can download them for free.

Zigolo SSDR Motorglider

Even lighter and slower than a Rans S4, but new to Britain this skeletal sub 115 kg aircraft kit made in Italy is available at around £10k from Sprite Aviation Services Ltd. Stall 22 mph, cruise 42 mph, engine off glide ratio 11:1

Laird Mork, Harris Minnesota USA.

I received my new fabric from Rans USA. Changed from green to red so I will need to do some painting. I have completed the tail parts, flaps and ailerons. Waiting on some registration paperwork hope there isn’t to much FAA red tape. Thanks for sending me the RansMail. Can’t wait to get the bird finished and get it flying.

Alasdair Ross, who joined last month adds. Born in the Scottish Highlands, 1942. Living in the summer North of Inverness, Strathpeffer. I work winters in Tignes France, www.alirossskiingclinics.com as a ski teacher, I started flying hang gliders, in the early. 70's until mid 80's, then took microlight lesson on 582 AX3's , I then bought one, then a Shadow, which I loved, a hangar roof collapse ended this affair, so I bought my present 503 Rans 2 yrs ago. G-MYJD, which is kept at Knockbain farm.

Rod Geeson will try and get some notes about the Rans S7 when we get chance to do some more flying in it.

Enrique (Rans S4 Puerto Rico) This is my S-5 & I'm having some problems with the cooling of the 503... I'm running at almost top of the range on temperatures, both EGT and Cyl Head Temp's. It is probably due to the high temps in the island. Right now is 90F at 4:23 PM.. this is "winter" Ha.. Temp in the "winter" may drop 5 to 10 degrees f... The cowling is a Rans design and I find it a little restrictive with respect of air flow. You might notice a small vent hole in the top of the cowling and there is a very small opening along the back of the cowling where I suppose the hot air exits...!! The fan belt is new !! Never had this problem with my S-12 with a Rotax 582 Engine. Of course it was a pusher with open air engine with no cowling... Have you guys encountered a similar situation !! -- Any suggestions ??

[The smaller engine in the Rans S4 & S5, a Rotax 447 installation has the fan blowing air forwards over the cylinder heads etc., the gaps in the cowlings at the rear are where it sucks from. It has no top vent, but the 503 Rans S4 used by Ulrich in Canada does have an opening, with a flap which closes when not flying, see April RansMail. mike]

Rans Forum mitchdonnelly58@yahoo.com wrote:If you are turning too many rpm's there is not enough load on the prop which will cause high EGT & CHT readings, should static around 6,000 rpm. If that doesn't fix the problem you might try raising the needle in the carbs to let more fuel pass which will help cool the heads.

We are approaching the summer and of course the Hurricane Season !!!! That starts in June.....!!! I do need to replace the landing gear bungees.... I already have a pair I bought from Rans about a year ago. Do I need to remove the landing gear from the plane to replace them. I have the "special" tool to replace the bungees..... Last year I removed the Landing Gear to have it sand blasted and repainted with Imron Paint. I reinstalled it but did not change the bungees. The structure is completely rust free.

We are a small group of on internet. Check us out at fly4fun on www.facebook.com/groups/fly4fun/

He thought you might like this too.... Taken many years back now but the Island itself really has not changed much

www.youtube.com/watch?v=KWhy6oMixx8<http://www.youtube.com/watch?v=KWhy6oMixx8

[I removed & changed my bungees one at a time, holding the leg using a soft mouth on the bench vise and a slider on the levering rod. mike]

Mike Walling. In Saudi Arabia for 4 years & now in my 5th, & look forward to RansMail each month.

Rans S6 models etc. and U.K Owners who need new skins for recovering ?

Ask http://www.topflightsails.co.uk/products.html

Randy Schlitter (CEO Rans USA) Please keep them coming, it is good to read about what is happening on the other side of the pond.

Alan Colman (Rans S6-116 with Rotax 80 hp 912). I love this DIY flying stuff ,there is always something new to learn and apply ! Regarding the S6-116 'wallow' rather than a proper stall, Vince is bang on. I did mine LAA flight test style , from S&L throttle to idle hold her level with increasing back pressure at a rate of 1 mph p/second - as if I can measure that. An honest a climbing attitude stall is more likely to be representative of a real world situation and will for sure provoke a more defined stall. Your brother obviously knows his stuff …and now we know some of his stuff. I shall join you on a more nose up stall check and report back …watch out for a more pronounced wing drop me thinks.

The wiring diagram for RANS S6 912 is copied off their construction CD. I had a baptism of fire when my engine developed a serious misfire to the point it would not run. After overhauling both carbs, spent hours looking at plugs and checking fuel flow in the end I traced the fault to a damaged fuel pipe. Someone had forced a 6mm pipe on to an 8mm spigot on the fuel pump and reamed the internal bore of the hose which eventually broke up and clogged the jets. I felt like applying for a job at Farnborough once I had nailed it. It was time consuming and frustrating and caused me to change choke and throttle cables on the way as well as all fuel hoses , but I am grateful to have become more familiar with the 912.

Peter Greenrod (Welshpool) An eventful week at the beginning of May.

Why we have things crack detected. .......(The tractor mower at the airport after it shed a blade)

I'm getting happier with flying the Bede (G-BILS) now and try to jump in and have a quick flight whenever I can, to keep up to speed & I sell my share in the Cessna now (I thought!)
The Bank Holiday weekend saw the Popham MicroLight show loom but I didn't fancy the Rans (for distance) or the Bede (for mixing it with the microlights) so when a fellow group member asked if anyone fancied a free ride in Cessna 150 (-JT) on Saturday, I jumped at the chance. A 7.30am start was planned and the weather was....crap, and moving towards our destination. Off we went, me thinking I would enjoy being just a passenger. A lot of bad flying decisions later, which I have to take a share of the blame, we ended up diverting into the glider strip Aston Down, not even being able to make Kemble a few miles away. (Many thanks for their hospitality) This confirms my belief that the most dangerous seat in a plane is the RHS unless you have the authority to take control. We got back to Welshpool about midday and our flight turned out to be the only movement that day.
Sunday saw the weather improve and after my radio duty in the morning , I managed 30 mins in the Bede..... Yep I'm definitely going to sell my share in -JT.
Bank Holiday Monday was glorious, I was on duty all day so expected to be busy, which we had. Although we are only Air-Ground at Welshpool, we have made our excellent tower instantly operational for such busy periods for extra pilot safety. With someone else in the office it is quick to run up to the tower when things get busy and I spent a couple hours there, on and off. At one stage I had 3 on our short taxiway awaiting departure, 2 backtracking waiting to vacate, 2 on the apron and a 152 blocking the exit with his radio off. "Sorry guys" I said "I think that's stalemate"
To finish the day off nicely, we had a major power failure at around 4.30pm (external cable fault) Luckily we have a back-up 3 phase generator that runs the whole airport, powered by a tractor. This was down at the farm! Long story, but at least I managed a glorious flight in the Bede about 8pm. (What shall I do with the money from selling -JT?) It was a big power fault and we were off for 2 days.
Tuesday dawned to be a lovely day. I got there at 8am and with the generator chugging away, managed a lovely flight in the Rans S5, finishing with some slow flying practice up and down the deserted runway. A bit later the wind got up, but it couldn't make up it's mind and eventually split the difference. There was a fair breeze into the morning, but nothing to stop any flying and our little Cessna departed on a round Wales flight. (I'll miss flying her but I can't keep onto it forever) We now come to 5pm and Nick and I were standing out front, the portable Tx/Rx radio in hand, we were fixing the lawnmower. -JT called 12 mile final and 5 mile final and final. I gave the wind + some wind trend. Now this is another long story which I will not tell here, but the short version is, (pre-empted by....no one was hurt) JT managed to get blown off the runway and take its tail off on the fence........... I think I'll hold onto my share for a while !

And 9th June our air show www.welshpoolairshow.co.uk

Richard Arkell (France Jodel DR1053)

I spent a day at Jonsac down by Sainte yesterday meeting up with the new OSAC inspector working out of Bordeaux now that La Rochelle is only doing big stuff. He was clued up and spotted various things which he thought should be done, in fairness they were mostly sensible. He took some time explaining about oil hose reusable fittings which was useful and will save quite a bit. For this sort of non critical rectification they allow 90 days to do the work and send in photos so no re-test. The CNRA is signed off in the meantime as 'condition V' for valid and you can continue to use the aircraft subject to the time limit. All quite fair I thought. When I trucked up at the appointed hour it turned out there was a line of aircraft waiting for his attention, meaning a wait from 9.30 to 14.00 but the upside is the bill gets divided by the number of aircraft tested on the same day at the same location. As it was a sunny day it was not much of a hardship chatting with the other anxious owners about to be put to the sword. There were a couple of interesting ULMs which do not fall under OSAC's mandate,or anyone else's. One was a very nice development of the Menestrel called a 'Weekend II' which was very sleek and extremely light. Typical French all wood construction from plans only with no composites apart from the cowlings for the Jabiru engine. I did not take my camera as you would have liked this one although they are on the petite side for a proper British sized bloke with traditionally built partner. It is nice to know that there is still some scratch building going on in these days of instant off the peg gratification but it was telling that those owners were all, shall we say, 'mature'. Later -- getting to grips with the weirdness of US AN sizing in preparation for remaking some hoses as required by the OSAC inspector. I think I have cracked it sufficiently to order the Aeroquip hoses and fittings. The later are re-usable but I prefer to have the old set intact in case I cock it up. I am due to have a flex session at Couhe with a French instructor after the lessons I had booked at the English school at La Baule fell through. The weather is still up and down still but looks good for those few days.

Albert Chorin Jodel D92 F-PJAC

A great designer of the Joly & Delmontez 'Jodel': Mr. Delemontez is still alive and I saw him in the French flying RSA 2011 St Yan. He was looking at a homebuilt Jodel, giving comments and help with enthusiasm ! He is now 94 !

New Readers are welcomed:

Terry Viner (BMAA)

Andy Glynn, please add me to your mailing list.

Colin Tulley

William Russell. I currently fly a flex-wing Quik 912s and have had my NPPL for around 8 years and have flown hang gliders for around 20 years, plus 15 hours 3 axis and around 11 hours in auto gyro but was looking to add another string to my bow by going 3 axis & have done 4 hours conversion training so far.The S5 might be a good little hour builder as it is the magic word 'Cheap', but only as long as all the major components are serviceable. I have just had a look at one here in Scotland Skins etc look ok frame work also engine (447 sc/si) has not been run for over 2 years and was not inhibited before lay up so could be a concern.

Roger Smith Curator Stow Maries WW I Aerodrome & Museum, Essex.

They had a fly-In last week-end. Sat was rainstormy but Sunday was merely windy, the Rans S6-116 coped exceedingly well. What a lovely field and glad to have been allowed to come in. Flight there (& back) was certainly lumpy in strongish tail winds at 1250 ft coming from West Sussex, but their wide runway allowed one to offset some of the cross-wind component. Also met Mark Barber with the Pitts S2 who displayed it soon after the Tiger Club Turbulents arrived. The real running model aircraft especially the one with a hand made rotary engine were remarkable as was the authentic W.W.I style clothes worn by the various volunteers in the recreated furnishings in the 'C' building rooms. One 'nursing' lady had driven down from Nottingham, whilst her 'field surgeon' had driven in from Guildford. The Sopwith and leather clad crew explaining themselves certainly gathered a big crowd. I left in time to be back safely at my strip before the promised cloud and rain stopped play.

http://www.stowmaries.com/ http://www.fosma.co.uk/

The Thursday evening before I'd m/c'd to the Royal Aero Club, London to hear Wingco Wallis give a 1 1/2 hour talk on his flying his Dad's too & through his own early flying, the war and as a bomber pilot over Germany etc. his USA time, through to his gyro creations and Bond filming flights. A remarkable gentleman of 97 & all without notes. Hmfc's Sandra was there & a full house attended every word. Then a long rather wet, cold and darkish ride to complete 75 miles home. mike.

UK CAA. ORS4 No. 967 Exemption to allow flying tests to be undertaken on a non-EASA aircraft complying only with airworthiness provisions applicable to a private flight http://www.caa.co.uk/docs/33/ORS4%20number%20967.pdf

UK CAA General Aviation Reports - Occurrences processed by Safety Data in April 2013.

http://www.caa.co.uk/docs/33/General%20Aviation%20Occurrence%20Report%20%20-%20%20April%202013.pdf

UK CAA ease the licence rules, ORS4 No. 960: Exemption to permit the holder of a UK PPL(A) to keep a microlight class rating valid in the same way as a NPPL holder.

1) the holder of a UK PPL(A) to keep a microlight class rating valid in the same way as a NPPL holder
2) the holder of a UK CPL(A) or ATPL(A) to keep a microlight class rating valid in the same way as a microlight aeroplane class rating issued to a UK PPL holder prior to 1 February 2008
3) the holder of a UK PPL(A), CPL(A), or ATPL(A) to keep a SLMG class rating valid in the same way as a microlight aeroplane class rating issued to a UK licence holder prior to 1 February 2008.

http://www.caa.co.uk/docs/33/ORS4%20number%20960

Chris Tansell (Editor) sent the April SABC newsletter from Western Australia. including: