Updated joystick end

My old joystick end had hardened rubber surround which was making the alloy PTT switch slightly loose, so time to replace … and add something extra

Having researched the market there is a very smart Allen head that offers a PTT plus … he ability to have other electrical operated without the need to remove your hand from the stick ….

Currently my smoke system needs me to take my hand off the throttle OR across over with my right hand in an already small cockpit … the smokingairplanes u it does, however, come with an additional ‘intermittent’ option which, when wired to a suitable switch, allows smoke at the touch of a button …

The slight problem is that the Allen head is quite large and with my panel design having a slightly lower line for fuses .. the two meet! So I needed to take a small amount off the end of the stick.

The tricky piece is you DO NOT want any burr dropping down to the base of the stock unit. So, rather than a saw cut action, I bought a larger diameter pipe cutter that made a perfect job. Less than 60 seconds and your are left with a very neat, slightly sharp edge (inner) and smoother chamfered (outer)

The two new handshakes allowed an easy connection to the existing PTT circuit ..leaving about 10-15cm of cable for ‘working-wiggle’ room if I need to pull them out again. So many cut things super short and it makes it almost impossible to get crimps or soldering kit in there if needed. (The cloth pushed into the joystick tube above is to prevent any debris disappearing down the tube during this operation).

The tricky bit was then to thread through the additional cables using locking wire as a guide and tape hook arrangement to pull them down the tube and exit part way down the stick .. one will be a new dedicated earth ..the other a dedicated power to the head (when needed) and a final 3rd cable to handshake into the smoke intermittent earth socket.

Movement in the hanger

My current location in the hanger has been great as I have been pretty stationery whilst getting all bits tidied up and ready for flying again soon.

When I do move again … I have to pull a few aircraft out and about .. a lovely little blue Thruster called Millie … a gorgeous Blue Chiltern and a Kitfox …

The chance came to switch with the long term Jodel resident at the other end of the hanger … this would mean I just open 2 doors … pull out .. and the entire runway is directly in front on me … fantastic

Switched the 2 today and took the opportunity to give the lovely little Jodel and good wash down then moved the ramps to align with the Ranger tracking and then oiled and greased the hanger doors

Long awaited engine ground run …

So after a hugely long wait .. the engine is back in … new valves, new pistons, liners, new rings, beefed up and drilled flywheel access to make it easier to check bolt torques regularly … sand blasted and repainted

The new prop on and wheels out of the hanger for a first hot start

I’d opted to leave the cowls off and the spinner off so that I could easily check engine oil temps and possible leaks and bolts.

Recorded each session from a side on iPad as I can see the engine from inside the cockpit …this was to prove useful

First start didnt start immediately as there was no fuel to the bowl. Then it burst into life …first test called for 1200 tick over for 2 minute ..all temp and pressures looked great except one CHT, Left one read minus …turned out to be wires switched ..only one mis wire in the full re wire 😊

Stopped after 2 minutes and removed all rocker covers in turn to check oil and temperature … all looked great

Let it cool down and 2nd run … let the oil come up to temp and then run a little longer … to get oil to 45-50’.. took a while as the engine was completely open so very cooled by the prop wash .. she had now had around 20 mins of run time and all was looking great … good pressure of 65 and temps all well within limits.

Still not going through the TOCA oil limiter .. so need to keep her at above 55’ for a little longer in 3rd run

3rd run started instantly following cool down … this run called for 1200 for 1 minute, then 1800 .. this being a block that would repeat and cool down between each

Then, at around 3 minutes into this run up , and just after I’d started to ease up to 1800 … all was sounding smooth then there was a loud crack .. it didn’t sound metallic but thoughts immediately went to the newly refurbished engine

As soon as the crack happened I hit both mags off ..stopping the engine immediately

I turned the engine very gently by hand and all sounded fine and smooth .. no obvious mechanical issues ..so I removed each of the rocker covers in turn to check valves were rising and falling .. all were .. so what was wrong ?

As I checked the last set of valves .. I removed the cover . Reached up to the prop tip to pull it through … and felt the tip was damaged. On farther investigation it looked like a bit of delaminating and a small strike on the hardened leading edge.

Not a clue what had caused it .. a taildragger prop is about 30” from the ground so highly unlikely to be a flicked up stone .. and we were on hard smooth concrete anyway

Watching the video back at that point and enlarging it and slowing it down .. you can see the problem ! As I’d left the spinner off for the ground tests I’d (stupidly) left the 6m hex bolt in the end of the spinner spigot

With successive runs this bolt had unwound .. and, as I approached the 1800 rpm test it reached the end of its thread and came out .. hitting the tip of he prop at prob something like 400mph

Now the task of trying to source another prop as soon as ….😔

Keeping your hand in … whilst waiting for engine upgrade

My engine has been a while having its hydraulic lifter valves converted to solid lifters ..so apart from a number of PA28 trips to Jersey and back I’ve had very little biplane action !

Paul at TLAC v kindly said we could blow the dust off G-TLAC and keep my hand in ..

With one of my sons now working at TLAC and also part way through his PPL he was also very keen to get an eye on flying this fantastic little aircraft in and around tight grass strips vs the large controlled airspace of Jersey International Airport that we are both so used to !

U.K. winter flying – Norfolk – Little Snoring to Jersey

Having waited for the huge winds to ease we finally set off to head down to Jersey from Norfolk

Our ‘normal’ routing is, shortly after takeoff, to slot between RAF Marham and Mildenhall and USAF Lakenheath …but … today .. part way through the route the US air traffic suddenly changed their mind and asked me to turn around and head the opposite way as 15 US F15 fighter jets streamed in for landing.

The resulting detour and headwinds to get back in track left our generous fuel reserve somewhat lower than we would like … an hour from the South coast to Jersey would only leave us 40 mins to get down ..and low visibility was forecast

Goodwood advised they were closed to fuelling so a hop further along the coast to Shoreham who welcomed us with a nice tight overhead join to descend left hand down to their into wind runway .. some 34+ mph winds !

The quick refuel and last hour down to Jersey had 2 temporary diverts in the direction of Guernsey as Jersey dropped below limits. The second divert we opted to hold N of the island as it looked like clearing and we have good fuel reserves .. after another 20 min hold we got a slightly higher cloud base and in we went 😊

A Colour photo … believe it or not ..a very mono

The flight home was still pretty bumpy the following day but the Eastern route … going around the bottom of Gatwick and then up between Stansted and Southend

Arrival back after the much quicker flight back …34 mph 30 degrees off the runway .. made for an interesting approach

ITV footage of first flight

Digging through old videos and pictures …

On the very first test flight ..we had BBC TV and Radio and also ITV cameras turn up … I’m guessing it could have been a spectacular failure or .. actually fly !

I did the BBC live radio interview but can’t remember anything about it .. 2 mins after jumping out of the cockpit … then the ITV TV one … by the time I lined up for the BBC TV interview I just cracked up and couldn’t speak … it just all caught up with me 😊

You can’t practice .. as such … but I’d planned 3 or 4 hops before the actual circuit

Lovely to have real footage of the very first landing .. again .. you can’t really practice … although I had flown the early production model a few months before in Little Snoring

What I love is that I’d flown my Dad down for the first test flight and he was there, runway side, during the whole test jumps … interim rest-checkpoint and then the final proper full circuit

Also, lovely that ITV interviewed him .. lovely to hear his first thoughts and something to keep x❤️

Ongoing improvements

Over the years you get lots of little bits that mark the surface or don’t quite look as neat as they used to… one area this affects is the inspection rings I originally fitted some 5 years ago …

Over time one of two of these have started to show signs of movement and that in turn has made them slightly slack and the cycle then continues…

Add to that that I added a new inspection hole under the starboard wing when I was doing the annual but managed to make it a smidgen too large

I taped it up temporarily to fly back to Priory Farm but then decided to make a better cleaner fix

The whole underside of the wing is one continous piece of Oratex material .. as is the upper and each side of the aircraft.. this meant that to take out a full ribs worth I would have to make good a new ‘end point’

This turned out to be more successful than I’d thought… cutting out the now unsightly double holes.. I left a good 2″ inner overlap … then cleaned and removed old oratex edging and covering from any rib lower capping strips

Then glued using hot melt the trimmed the ‘new’ Edge piece and ribs and inner leading edge so that I could return the next day with the iron to secure all existing material … worked a treat

Then offered up my pre shaped full panel rib to rib and leading edge to trailing edge and glued, returned 24 hours later and sealed … almost drum tight even before heat shrinking … just a couple of overlap strips to add and then I can recut and reseal the inspection rings … in a sandwich this time .. to prevent movement.

Also … be nice to get all these small things done so it’s good for the winter season of flying ahead …. Ski gear all unpacked and ready ❤️

Dads funeral fly by

Sad day this week … Monday 11th was Dads funeral ..

As Dad was THE one who got me so into all things aviation it seemed a fitting thing to have both a ground and airborne tribute to him …

Positioned the ’plane from Priory Farm to Rougham having emailed fhem a few days ago to request permission to land and then return for the funeral fly by.

The day didnt start well as my Trig radio …. that hadnt missed a beat in 5 years of flying … decided to pop a message saying ”No radio” … i tried the usual off and on and even a quick circuit but no luck … i called the boys to catch them to drop by with the Icom handheld … this didnt work too well on readability at Rougham but got me in

later investigation and , in the fading light, i could see that the second radio head, in the front cockpit wasnt illuminated … traced it to a bad connector that probably got disturbed when i did the annual

Returned a couple of days later and stripped each heat sealed cover and re crimped

Video of footage from Rougham strip on the short trip over to Bury St Edmunds

https://www.facebook.com/victoria.howard.35912672/videos/242043434551353/

https://www.facebook.com/victoria.howard.35912672/videos/952436808956770/

Annual …

Well ..after a fairly long stint of good solid work .. interspersed by some pretty awful family issues … I completed the work for the annual

It’s fair to say, I have never had an annual like this … and that DEF isn’t a negative statement … far from it … the thoroughness and due diligence and attention to detail that James (Milne) applies to absolutely ANY job is second to none.

There were a number of things that I should definitely been aware of or spotted with a 20+ point list to work through I was certainly kept busy.

A number of points being pretty basic … like nylocs being out of safety ie with suitable amount of thread showing through the tightened nut. It seems I had a propensity to add the occasional washer under the heads which weren’t always required and, although they looked ‘right’ this meant that insufficient bolt shank was coming through.

Yes, they were easy to fix, and quick …. But def SHOULD have been spotted earlier

The new, factory ailerons, had been covered and fitted nicely and the whole aileron circuit was undone and the jiggling off centre stick addressed. This had been slightly off centre since I made it and set it one very late night many years ago and, with 4 turnbuckles in the aileron circuit it could be taken out. Easier said than done …

My son Sam and I chased our tails and spent an inordinate amount of time adjusting the turnbuckles in the Up circuit .. then the down circuit .. then the aileron pushrod … only to find ourselves back at square one !

Eventually .. we sat back … looked and decided that the lower cable run .. which is directly attached to the bottom of the control stick .. directly controls the vertical setting of the stick .. so get that correct … THEN take the rest up in the turnbuckles … voila !

The wheel bearings that I’d had issues with last year had been re designed and the block remachined by TLAC so these were replaced at the same time

James still isn’t a fan of my wire locking so I plan to pop back so that he can show me how it’s done properly 😊

Another task was offsetting the elevator cables by putting the washers at the top cable all on one side and on the lower cable all on the other side .. a simple way of giving greater separation in the body where they cross over .. mine already had silicone sleeves at the cross over point but every little helps

The engine compression was then tested … this gave me quite a heart stopping moments .. when we found that the front right cylinder head gave almost zero pressure and rear left was only about half …. We decided to run the engine which had been idle for about 2 months .. so gave it a run up to temp .. 50’ oil temp …. Then retried ..all 74psi or above … so signs of stuck or slight build up on an open valve …. Ran a treat and started first time

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