Monday, 4 January 2016

 RansMail #147  September 2013
Jersey Tiger (Moth) Rare visitor to West Sussex England, August 2013, Sussex. photo J.Barber
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].
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 !
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.
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.
 
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

 Sunset at Jackrell's photo, Brian Bell.
Mike
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