RansMail #147 September 2013
Actually as I write it's raining & wintry dull,
nothing like as Sunny as the above suggests.
The last w/e August Rod Little flew me in his Jodel
to our main UK LAA rally at Sywell in fairly good conditions after dodging
ground level fog clouds crossing the Chiltern Hills. The usual CAA dictated
air collecting zone 'Honeypot' was as frightening as ever, a random
circus ring of various sizes containing a/c at speeds & altitudes.
Rogue or blind (?) pilots ignored the obvious lined up stream joining
the circuit, choosing Parallel downwinds or barging into & cutting
across others established on Finals. Once landed it was nicely laid out
& well managed, not too big to get round & plenty to suit all tastes
in aviation.
I've had to apologise to the Swiss Grenchen folk &
also to Philippe at St. Omer for cancelling my European
excursions both August & mid September last week-end. I'd
prepared the Rans S6-116, refuelled to the brim, oil &
water checked, W.D. prop blade root bolts tight (always worth a look)
packed a tiny tent etc.- still well under MTOW. For
Switzerland routing was two longish legs, base strip to Rheims
direct for Customs & refuelling, then on to Grenchen where they'd kindly
laid on MoGas for the Rotax 912. Now sadly, wallet still with un-needed Swiss
Francs and Euros, the tent, lifejacket & clothing pack has all
come home again. I suppose there was pre-planning 'fun' & lots of educational p.c. weather
studying - as I rarely venture across the Channel. Nowadays free info.
and 'paperwork' is done the easy way via p.c. A links summary is
further down - hoping that 2014 will allow it to be used in earnest.
Otherwise longest flights in the Rans S4 this year were to the Isle of Wight,
average one hour each way, some 18 litres consumed with wing tank filled - so no
worries about reserve. Uses almost the same amount as the S6 for the same trip
!
Clive (Escapade 2200Jabiru) did get to Blois,
France
With Peter Sheehy, Mark
Potter (Kitfox) arriving at Hadfold strip (above) from Bell
Vue we set off to cross the Channel, half way over at 3,500ft, we had to double
back and descend to 1,000ft in the middle to get under cloud. By Wimereux
we were coasting in from about 6 miles out at 400ft and lost visual with
each other. We remained on the
radio with Lille and met at Abbeville, I landed and the other two only
minutes behind me. Suits and life-jackets off
& taking on fuel we pressed on to Dreux. Again fuel, and coffee, then on to Blois & got there
just as the light was fading. Good show, but
very few Brits there, which surprised me.
We returned next afternoon to Abbeville
via Dreux again, staying the night in the chalet.which provided a shower and
breakfast. Waiting for our Flight Plan to be
filed into the system we took on our last fuel before crossing for Hadfold Farm,
Sussex. It was a great trip with some smashing
flying. I notched up 11 hours, burned a hell of a lot of Avgas and Mogas, &
spent lots of Euros. It was worth it all though ! They now have a resident ex-French Air Force jet operating out of
Abbeville.
My next crossing (weather permitting) is
in two weeks time when it's the Jodel Fly-in at St Omer, a fly-in I love
attending.
[The latter was unfortunately rained &
blown off for everyone I know. mike].
EASA AD 2013-0217-Emergency
Directive Solo
2350 C engines Restriction.
All
operation with this engine must stopEASA EMERGENCY
AIRWORTHINESS DIRECTIVE Version:1 Date:16 September 2013
http://www.caa.co.uk/docs/33/20130916EASAAD20130217-E.pdf
Steve Duckworth's Fokker Eindecker sub 115kg
'plane, plus some big SSDR
UK news.
The CAA and our UK Flyers
associations are well forward in
discussions expected to sanction an SSDR rise from 115kg to 300
kg for SSDR single seat a/c. This should help all Rans S4 & S5 owners
to get their machines carefully gone over and flying again, as they meet the
Stall speed & weight spec's.
The CAA have
instigated IN-2013/139: CAA Complaints
Policy
"At the CAA we are committed to
providing a high standard of service to everyone we deal with. However, we
recognise that sometimes things can go wrong for a number of reasons and those
we regulate may feel that they are not receiving the level of service that we
would hope to deliver. If there is a reason to complain to us, particularly
about any dissatisfaction with our service, the CAA has developed a formal
Complaints Policy."
Ed Wallington recently
wrote: The Rans S4 has regrettably been gathering dust of late as I have been
flying a Thruster TST, but I have a crazy idea to eventually convert the S4 to
sub 115kg SSDR status, with a ballistic chute to give a higher weight....
It would need a fairly drastic diet, free air cooling for the 447, lightweight
exhaust, composite tail skid, lose the brakes and a lighter u/c.
The instruments would have to go (some simple glass do everything instead).
Remove the top tank. I expect the doors and cowls would have to go
too.
[The S4 is a relatively robust thus useable microlight a/c, a fair bit of paring to lose some fairly essential 30 kg of parts before adding a pricey chute to lose some of the gain. The very recent proposed 300 kg limit saves all that nonsense ! mike].
[The S4 is a relatively robust thus useable microlight a/c, a fair bit of paring to lose some fairly essential 30 kg of parts before adding a pricey chute to lose some of the gain. The very recent proposed 300 kg limit saves all that nonsense ! mike].
Tim Gayton-Polley, he of many
types, has solo'd his rebuilt Jab. Rans S6 at
Hadfold.
Eddie Postell (USA Rans
S4)
I removed my 503 from the Rans S4 Coyote and dissembled
the engine. My compression was on the low side of 118 and 120 & I wanted to
view the inside. The pistons had very little carbon, all did was take a
clean towel, apply carb. cleaner and wipe it off. I removed the piston from the
crank case and to my surprise the piston are new. Both inside and out & all the
rings were new. Once my new parts
get here I'll put it back together and see what happens. I noticed the arrow on the top of both pistons were was pointing
toward the intake. Everything I've read or viewed says it should be the
exhaust. The fan belt was so loose I couldn't tighten it & ordered
a new one. All gaskets looked new. Still haven't found why my compression
is on the low side but after viewing a video, I
might have measured it incorrectly.
[The Rotax manuals show 447 & 503
piston arrows towards exhaust. Usual 2-stroke pistons
have pegs to stop rings turning in their grooves and the ends catching in
the various inlet, transfer & exhaust ports.]
'Wet
wipes' strength pulling Phil & Mark's Luscombe at Jackrell's
(Don't ask why).
The filming of the Plane pull with a
"recycled wet wipe" rope all went well and without any
problems....... The guy from Southern Water was impressed and the ATC cadets
enjoyed actually doing the pulling.
Peter and his crew at 'Hadfold
International' strip say the £120 collected at his 10th
August F.I. will be donated to the RNLI.
Ian Lewis in Exeter, completing the last new UK Rans S4
kit. I am pleased
to report that I have at last cut the screen from the pattern.
Offered up but not yet fitted it looks to be perfect. I am about to
skin the wings and am a bit concerned about cutting slits for the ribs. The
manual is very vague, or I am very thick and I am afraid of getting it wrong and
messing up the skins.
Ken & Jaqui Manley (Jodel
Mascaret)
My Uncle Ken's Turbulent and my own third scale replica model at
the PFA rally Shoreham 1987. Ken based at Deanland was
approached by an aero modeller requesting access to his Turb. to draw up plan's
to make a scale model off the turbulent, it never happened & Ken was
rather disappointed. I decided to build one & spent several days
taking measurements and photo's. The model built over 18 months was
completed just before that rally.
Dominic Connolly's feature the
BMAA Magazine on newsletters including RansMail brought in several more new
readers - Thank you
Richard Shepherd.
Michael Stalker. As a new microlight pilot, I have learned of
your publication.
Mike. I am 41 in Kilmarnock, Ayrshire, Scotland & work in ATC for NATS as a clearance delivery officer in Shanwick Oceanic i.e. I tell aircraft where to fly across the Atlantic. Prior to that, the RAF at West Drayton. I started flying May 2012 after the early the death of my father at only 61 & reading "Everybody dies, but not everybody lives". I'd always wanted to fly but had never taken the step. By Feb 2013 I'd completed my GST in 23 hours & a few more for the min. 25 for an NPPL. At 60hrs P1, I took part in the Round Britain Rally and have accumulated 120hours total. I fly a flex wing microlight G-BZIM, purchased last Dec. at Strathaven & most of my flying has been in the West of Scotland, around Arran, Mull and Tiree. Computers (software programming), Astronomy, RC aircraft flying and photography has now mostly taken back stage to flying !
Mike. I am 41 in Kilmarnock, Ayrshire, Scotland & work in ATC for NATS as a clearance delivery officer in Shanwick Oceanic i.e. I tell aircraft where to fly across the Atlantic. Prior to that, the RAF at West Drayton. I started flying May 2012 after the early the death of my father at only 61 & reading "Everybody dies, but not everybody lives". I'd always wanted to fly but had never taken the step. By Feb 2013 I'd completed my GST in 23 hours & a few more for the min. 25 for an NPPL. At 60hrs P1, I took part in the Round Britain Rally and have accumulated 120hours total. I fly a flex wing microlight G-BZIM, purchased last Dec. at Strathaven & most of my flying has been in the West of Scotland, around Arran, Mull and Tiree. Computers (software programming), Astronomy, RC aircraft flying and photography has now mostly taken back stage to flying !
Philip Rowley. I see in the BMAA magazine that you
produce a Rans newsletter. I used to own a RANS S.10, G-BVHI, from 95
to 98 and a lot of fun it was too. Sadly sold when medical and employment
problems got in the way. It ended up at Popham and was joined there later
by a Robin DR 400 I bought when children came along, from my old employers
(Headcorn Flying School) when they closed.
A long time previous to that I had an MBA Tiger Cub, (three axis biplane
microlight) and that WAS an interesting experience, ending up in a crumpled heap
in the Headcorn a/f car park and me with spinal injuries that still give me
trouble now. It would be nice to stay in touch with things RANS. If anyone has a
spare seat for the odd jolly within 30 miles or so of Guildford, Surrey, I'd
appreciate getting off the ground again as its been a year now.
Prangs do happen, as new Reader Bob Field - with loads
of experience - knows.
His Rans S6 with 582 Rotax engine. The
aircraft was landing when unexpectedly control was lost, now thought to be
a jammed disc brake. Neither P1 or pax were hurt.
And Phil Chapman - when de-rigging a gust snatched his
Rans S6 wing
Everyone at the field told me it was too windy to rig but of course I knew
better ! I keep my S6 with it's wings folded in a shipping container and need
assistance to pop the wings on before engine runs and flying of course. This day
I decided just to run up the engine which I try and do every week or two as it's
a Jab. The wings went on O.K. and the engine run was successful. When it
was time to put her to bed, the wind had picked up a little and was gusty too. I
secured assistance from a club member whose job it is to hold the wing end while
I undo the various pins and clips. Well I had decided to remove the main strut
pin first and replace it with a joggle bar which I can remove easily when the
time comes. I turned my back as my mate shouts "wing" to see the wing
vertical against its fuselage root mount. The joggle bar had "joggled"
out with the gusts allowing the wind to do it's worst. Damage is as per the
photos. Torn leading edge tube which needs replacing and some crush damage to
the cage tube.
Once she's repaired I'll not be doing that again in a hurry.
Flying outside the
U.K.
You need Airfields' opening hours, fuel, availability of
Customs(Douane), wx and route NOTAMs.
Flight Plan, send a
GAR, alert Customs - usually via fax, e-mail or
'phone, and get U.K. Fuel Duty drawback.
Potted rules for flying in/out of UK & Eu.
http://www.aopa.co.uk/index.php?option=com_content&view=article&id=467&Itemid=453
Current French
1/2 million, free on p.c. - Sections can be
screen printed; plus useful links, e.g. local NOTAMs.
http://carte.f-aero.fr/
French Airfields data sheets
https://www.sia.aviation-civile.gouv.fr/html/frameset_aip_uk.htm give
local NOTAMs links, plus fuel & pnr Customs notice
times/availability.
European Airfield data sheets http://www.eurocontrol.int/ead/access?tab_0_2
This is a fresh discovery- join/use it free,
navigate to the pages by country and four letter code. Log in to
EAD Basic, click "Enter Applications" link in left top
corner to open window & click twice on "PAMS Light [AIP]". The next
window lets you search for AIP's by selecting options, enter the
Country from their offered list and click
'search.
Weather. e.g. These, enter any U.K./
Eu. place names you need for start, en route &
destination wx. http://www.xcweather.co.uk/ http://weatherspark.com/#graphs;a=UK/Horsham;fcs=1;units=temperature:f,windSpeed:mph;graphs=subZero2:0,saf:0,snowDepth:0,temperature:1,visibility:1,tiles:0,humidity:0,windSpeed:1,clouds:1,stidpg:0,smeisg:1,precipitation:0,pressure:0,precipitationAmount:1,siitg:1,precipitationRate:0,cloudCeiling:1,windDirection:0,sdpitg:0,windIcons:1,dewPoint:0,solarPosition:0,spaitg:1
Route Notams - AFIK. only easily available in
AWARE if you have their French chart option. For the UK
NotaMap is well thought out & free ! http://notaminfo.com/
Flight Plan. You can
fly out & back direct from a U.K. Farm strip.
To
close either
- in France, from anywhere ph.
0810537837. In the UK 24 hours #0845 6010483 - it's also
AFPEX' excellent help line ** if you have problems using it, or mailto:Flightplanningonline@nats.co.uk
GAR form for UK residents Easy to use
http://www.aopa.co.uk/Gar6/ [AOPA host this free
on line, agreed with the UK Border Force.]
U.K. Fuel Duty drawback. Mogas receipts shouldwork too
(ref. Dave Baker). Duty rates http://www.hmrc.gov.uk/budget2011/tiin6330.pdf
Post form http://www.hmrc.gov.uk/forms/ho60.pdf with
receipts to :-
HMRC Mineral Oils Relief Centre, Local Compliance, BP4002, Benton Park
View, Newcastle-upon-Tyne, NE98 1ZZ
**NATs Jason kindly
commented :
Thank you for RansMail, its interesting to get some
more insights into the GA community!
I’ve taken a look at Olivia. They have a very basic and streamlined
process to filing a flight plan; capturing the necessary information. As
we discussed over the phone about capturing PLB information in field 19, I’m not
sure this is possible with Olivia. It certainly makes submitting a flight plan quick and simple – great if you
are only ever doing this once in a blue moon. These benefits I
think should be weighed against AFPEx where it presents a fully
functional AFTN doing way more than sending a flight plan
(you could run an airports messaging requirements and some customers certainly
do!). You can store your flight plans as templates, just by changing the
Date of Flight you would be able to file a plan quicker than using Olivia and
easily send other related messages that AFPEx auto completes for you (DEP,
ARR,CHG,CNL), you’ll see how to do this on the website.
There
are many software solutions and websites that offer the ability to file flight
plans over the internet. SkyDemon is very popular as is Rocket Route, Euro
FPL, and as you’ve shown me, Olivia. I would think each system has It’s
own perks and pitfalls. Its great to have a choice at the end to the day
as well as competition. We are always looking for users
feedback so that the service can be improved. NATS is here to help with a dedicated team next to a phone who
operate H24 managing the UK flight messaging systems – AFPEx is just one of part
of our role. Feel free to give us a call any time if
you need assistance.
August 2013 - UK
CAA General Aviation Report
USA Mid East Regional
Fly-In nr Columbus Ohio 25/26 August (Richard Seman, Emeraude
forum).
Who flew in from Pittsburgh and was
surprised to see another Em. on the ground—piloted by Steve Reyburn from Kokomo
Indiana. Steve on the right, purchased his while finishing his
plans-built model.
Rotax 912 directive about
changing some fuel pumps.
Mine's a Pierburg which till
the recent edict has been the one always favoured by Rotax against the newer
makes they've installed. FWIW it's
running healthily & monitored by a pressure gauge.
BTW. The Rotax forum has many folk
chasing elusive 912 vibration. Well so does mine a bit, mostly
when reducing rev's from in flight to descent at mid 4,000 range. I suspect
induced at part/low gearbox load when rpm's between prop. pulling the a/c
& the reverse, prop driving the engine. It bothers me not
!
Jabiru engine users face a puzzling
dictat about replacing crankcase studs & through
bolts.
Too much to detail here but
could mean splitting the engine to mod & installing bolts of uncertain
characteristics for unexplained but allegedly breakage reasons
??
BMAA forum (Kevin
Armstrong). http://www.toni-clark.com/index_en.htm
Have a gander at the Valach 800 cc radial
with 45hp, perfect for a Sluka or replica SSDR at 28.2 kilos,
Little 16hp twins, at 2,239 Euros
including 19% German VAT - you could knock up a nice twin-engine machine as they
weigh 5.64 kilos each!. Lub is total loss, but you do wonder if this sort of
thing is another route to power-unit heaven.
Steve Slade sent this.
In August 1920, the US opened its first coast-to-coast
airmail.
Without good charts pilots navigated using
landmarks, difficult in bad weather & and impossible at night. The
Postal Service provided the World’s first Aid - a series of beacons from New
York to San Francisco. Every ten miles, pilots would pass a bright yellow
concrete arrow surmounted by a 51-foot steel tower lit by a million-candlepower
beacon.
Peter Greenrod's photo's
I decided to try to make a wing tent for to use at this years LAA rally. My
Bede was an ideal candidate as it doesn't have any struts to get in the way. It
can be erected or taken down in 1 minute or less. The inner tent hangs from the
wing bag. I gave up using my kitchen table early on and used our local village
hall to manage all the cloth properly! I was lovely an snug overnight on the
Saturday which is more than I can say for a couple of lads in a S6 from Ireland.
They had to stay over for an extra night in a hotel after nearly freezing to
death on the Saturday. They came for a fuel stop at Welshpool on the
Monday.
Welsh Dragon ?
Forest Farm Rans S5
I haven't done as much in the S5 this year due to the distraction of flying
the Bede and finding a replacement for our beloved C150. Here I am at Forest
Farm which is about 4 miles from Welshpool airport on top of Long Mountain.
JT departing for home..... :-( I have a plane in
parts if anyone needs anything. No engine now but lots of instruments and other
parts + an, as new, propeller.
And here is our new replacement (51 years old) Rallye 880
aircraft for the JT group.
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
Mike
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