A shorter than planned flight

I had this dream about a long flight across France, by the castles of the Loire valley out to the Atlantic coast and to some of the near the coast islands (Belle Ile, Ile d’Yeu and Ile d’Oleron). Then down to the Basque country and then home again across the mountains in the center of France. 
With the rest of the family visiting the grandparents I had a week available and the weather forecast was very promising. So I made my flight plan, loaded the plane, rigged my cameras and took off an early Saturday morning. I had planned a stop for lunch just before flying over the amazing Loire valley castles. And there is where the dream ended…
I made a hard landing (I can list all the reasons but in the end it was a pilot error…) and damaged my landing gear. 

As mentioned I had rigged my cameras for my dream trip but the final film is obviously shorter than I hoped for. I hope you will enjoy it anyway:

The repair will require some welding and rather than patching I have decided to re-cover the entire plane. I have been delaying this year after year so I guess this is an opportunity. I will be using Oratex (I did a stress test on Oratex in September 2011, you’ll find it in the archive) but more about this new project later.

Summer time is meeting time...

Flying across France to the yearly French Avid Flyer Pilot meeting I added another 7h30 to the engine and I'm now approaching 60 spotless hours.
I know, I know, it is nothing and it is still way to early to judge the reliability... However, seeing other identical planes take off with their Rotax 582 or (strong but heavy) 912 I'm comforted in my choice of Victor 2 - I can easily out climb them all with my low weight and high power!



For Avid Flyer owners in France...
As you can see the French Avid Flyer association (l'APA) is still going strong. The French Avid Flyer Yahoo Group has been reactivated and you can sign up here.

Back to square one…

Slightly exaggerated illustration...

After my last flight (3 weeks ago) I had not only closed the fuel tap on the firewall but also let the engine run dry.
Yesterday I went out to the field to prepare the plane for a longer flight next weekend, I removed the spark plugs to make sure they were clean, re-gap etc.

2 spark plugs (one per cylinder) were overflowing with oil, the 2 others just full of oil… I would not have been able to start.

While the fuel tap improves the situation it does not eliminate the problem, nor does fuel tap and running the engine dry...

So what about the quantity of oil? I have not measured the quantity but estimate it to be a little less than a teaspoon – and I don’t know if there is more oil in the engine… A teaspoon is 5 ml and with 2% oil this would represent ¼ liter mixture, or the consumption for less than 1.5 minutes.

Knowing that similar problems on other engines have been resolved by using longer spark plugs (to prevent the excess oil from running in to the spark plug) I have asked Simonini for advice. 

Excellent burgers at Piper Pub...

Took some time off a few Fridays ago to take my wife to lunch at a nearby airfield...  Excellent burgers and friendly service at Piper Pub, Albertville airport LFKA, reservation recommended (04.79.31.42.58).  

And yes, it works....

Right, 3 weeks since last flight... it should normally be impossible to start without removing and cleaning excess oil from the 4 spark plugs - if normally is without a closed fuel tap...
But as I had not only installed a fuel tap right on the fire wall prior to my last flight but also closed it I had no problems starting the engine.
Or put differently even when closed the Bing carburettors leak fule and slowly flood the engine and the oil remains in the cylinder head if there is a gravity feed from the fuel tanks.

Rain and firewall fuel taps

As you have seen in the comments there is a discussion about excess oil in heads down cylinders and fuel taps. The theory is that with wing tanks (high wings) fuel continues to slowly flow through the carburetors due to the gravity feed and that the oil is deposited in the cylinder head while the fuel evaporate or disappears elsewhere – if there is no fuel tap prevent this.

As I’m normally not a friend of fuel taps (risk of forgetting them, point of obstruction, leaks…) I had reduced them to a minimum.

I have reconsidered and have now installed a fuel tap on the firewall, operated directly on the dashboard. I did this some time ago but as the weather has been dreadful most of the time and particularly so when I had the time to fly I have not yet been able to test this.

As soon as I can confirm that this is actually solving the problem you will be the first to know!

A FRIEND'S HELICOPTER STOLEN !

One of my friends recently bought an ultra light helicopter. He was just about to finish his training when the helicopter was stolen from the instructor's hangar (Planet Gyro, Ancone Montelimar Airport, France). It is a single seat Angel, looks very much like the Kompress.
He had bought it to himself for his 70th birthday - a child hood dream and now he is crying like a child who lost his best toy... 
Please help us distribute the flyer below (primary on the European continent) - the ultra light flying community is small and you never know... 
Thank you in advance for your help.

Click this link to open a PDF version of the flyer

I love the smell of snow in the morning

You know, one time we had a hill snowed for 12 hours. When it was all over, I landed there...

Bingo Simonini Victor 2 experiences from Spain

Ricardo Louis Garcia, who fly a Bingo with a Simonini Victor 2,  has just created a blog that I suggest you bookmark if you are interested in Simonini Victor 2 experiences.
Ricardo's blog is in Spanish but just like on this blog you can get a translation by selecting your preferred language.
Bingo Simonini Victor 2 experiences from Spain

Holiday Greetings...

Merry Christmas

and

Happy new year 

as a picture says more than a thousand words

and a film show you 24 pictures per second

I have made a little video greeting for you…

Testing the skis on grass and snow

The weather was good this Sunday and I did try my skis. Very optimistic I brought my snow shovel to the airfield but there was actually no snow left… 

The skis vibrate quit a lot when taking off from a rough grass strip like ours as the wheels don’t penetrate that much. But it works well.

On a nearby airfield I found some snow, at least enough to feel the difference. Very smooth, no vibrations and a good feeling of sliding – just like on skis!

The explanation to why I fly with a Santa Claus hat will come closer to Christmas…

I’m prepared…

This time I’m prepared… the snow has started falling and I used one of the last warm days to get the skis fitted… I’m aiming for a test flight Sunday but the weather forecast is not really reliable…

Up in the air again

After draining excess oil from the cylinders my Victor 2 started right away for my first flight since August…

I got 1 hour 40 minutes in the fresh autumn air over the nearby mountains. 

Nothing particular to report, the engine is running smooth. Alerted by Peters last message I verified my carburetor rubber fittings but found no sign of deterioration. The joint cups of the exhaust pipes are also intact.

No, not going to Blois this year...

Cold, rain and strong winds... I will finally not go to Blois this weekend. The weather at Blois should be OK, but going there and coming back would not be nice...  

I will be at Blois 2012

If you want to see the engine live or just meet me live for a chat I will be at Blois this weekend (if the weather forecast don’t change dramatically).

I expect to arrive just after lunch Saturday1st and leave around lunch Sunday 2nd. 
Just send me a mail (fred.stork @ orange.fr without the spaces…) and I’ll send you my mobile phone number so that we can meet. 

What, holiday pictures..!?

What is this? This site is supposed to be about the Simonini Victor 2 experience and now… pictures from Fred’s holiday!?! We spent 2 weeks in New York this summer and took the opportunity to drive down to Washington for 2 days. Yes, The Smithsonian Air and Space Museum. Both sites, in the city and out at the airport. It was amazing and I just cannot resist sharing a few highlights from the history and progression of flight with you…

A 1894 glider from Otto Lilienthal’s workshop 

The real Wright Brothers Flyer that they flew with 1903
(the fabric covering has, obviously, been replaced)

The Spirit of St Louis...

Amelia's Vega...

The most beautiful and mythic of all passenger planes, the DC3…

Chuck Yeager's Bell X-1...

Flying cars straight out of someone’s dream

All the way through the space age with the Mercury and Apollo programs to...

Discovery who just returned from the last flight...

And I could go on until I run out of space on the server…

A planet called Langogne

As promised in my last update I have published a film from my last flight. I have done 2 versions, one long and one short. 

Unless you are my mother - or one of my friends who were with me in Langogne - the short version might be more than sufficient...

Langogne in quiet place at the east edge of Massif Central with a small airfield just outside the village. The gliders are long gone but you see the traces of them.

There are several altiports in the area and an excellent instructor available.

The short version (14 minutes)

The long version (38 minutes)

2 days on another planet...

I'm just back from a 2 day trip to a paradise airfield in the french back country. A place where time stops and it is good to be. I met up with some friends and then camped 2 nights.
I will post a film shortly. 6 hours without issues added...

Long time no update...

I'm still here, and I'm still flying (but not as much as I would like to). I have added a few hours (33h total on the engine) and still no bad surprises.
I still believe that I don't get the maximum out of the engine with my current 3 blade Warp Drive. So before actually starting to search for a new prop I wanted to try one I got when buying the plane, knowing it would not work as it was intended for a 532/582. But just for peace of mind...

 As expected it didn't work, exceeding maximum RPM long before full throttle... But you must admit it looks great with a two blade wood prop on the Avid ! 

Adding hours and testing camera mount

I have done a few hours flying since the last update. The engine is running well. I get the feeling it is running smoother – I should say even smoother – than in the beginning. Even if it is delivered “broken in” some extra hours doesn’t hurt apparently. It remains very responsive and very precise. Take off performance is very good with 7-8 m/s (1400-1600 ft/m) initial climb without pushing the limits.
To keep you entertained while accumulating engine hours to report I have done another short film. It is mainly testing the mount for my new POV camera so you have to excuse the slight self centric aspect of a pilot filming himself flying… I hope to do better next time.

The POV camera used is a Drift innovation HD 1080p with the provided remote control (the little red dot you can see on the frame is a led indicating that the camera is rolling). In this film I have tested both 1080 and 720 resolution, as well as 30 and 60 frames per second. The conclusion to be used in future attempts is 720/60.


Camera mount



Started on first try

From too cold to full spring in a few weeks. Never had the time to get the skis on the plane…
Not a cloud in the sky today, light winds and 19 degrees (C), just irresistible. This was my first flight since November and was curious to see if Victor would wake up easily from the long hibernation…
Filled the tank with new fresh fuel, 2% mixture. I drained the excessive oil from the cylinders (where does all this oil come from?), swung the prop for 30 seconds to get fuel in the carburetors. Contact, ignition, wroooom. Started right away, like if I had been flying the same morning. That was nice.
Visited a nearby field and got 1h15 in the air. No performance measures, just getting back in the air, enjoying some pure pleasure…

Too cold

I’m back, I have recharged the battery, I want to fly, we have snow and I want to try the skis – but it is just too cold to do just anything at the moment…

I’m back...

After an extended break over the holidays I’m now back. I will recharge the battery and plan get the plane of the ground shortly.

I take this opportunity to wish you all a Happy new year with many long and safe flights!

Simple and efficient

One reaction I got on my video was a suggestion on a very simple and efficient system to retain/secure the spark plug caps.
4 washers grinded down to oval shape, 2 holes in each washer and a piece of 4mm bungee cord…Adopted and implemented, thank you MichaeL!

An autumn flight to a nearby field

Some views of the engine when I drain the excess oil from the cylinders, some engine sound when starting up. The rest is just for your eyes...

The perfect excuse for a long flight...

The Pyrenees

A few weeks ago I had to go down to the south of France by the Pyrenees.  How fun is a 6 hour drive without the family on a crowded motorway and then the same way back again? Humm... but there is a field next to where I’m going… and the people I should meet could pick me up… I could bring my tent and fly back the next day… sounds like a plan… With an excellent weather forecast this was a perfect excuse for doing a long flight.

Camping at the local flying club

9h10 in the air, 1156 km according to my GPS, i.e. an average speed of 126 km/h (78 mph).  Constantly running on 5400 RPM, this is higher RPM (and higher speed) than what I use to do but with that kind of distance… Consumption was 16 l/h but more relevant might be consumption over distance: 12,6 liters for 100km. Compared to my rotax this is a 20% reduction in consumption and a gain of 15km/h.
I will come back to more detailed consumptions for evening “sightseeing” flights. However, I’m convinced that I have the almost optimum pitch setting between power and speed on my WarpDrive and if I want to get more out of the engine I will need to get another prop. But that will be for next year.

Millau Viaduct - so tempting but so forbidden... 

I now have 17h30 on the engine. No bad surprises whatsoever. My Victor 2 was running smoothly. I still have some vibrations at low RPM but at higher RPM she is steady as a rock and very reactive. If not running for over a week I need to clean the sparkplugs as they fill up with oil – I try to see it as an opportunity to make an additional engine visit at pre flight.

Home again

And I saved time... less than 4 hours in the air to get there while it would have been 6 hours in the car...

Another flight another pitch...

I did fly a few days ago, not very long but with a slightly reduced pitch. I have the feeling I found the good compromise between power and speed. It felt right, the plane was lively and very responsive on throttle. Estimated consumption 14l/h but it was short flight.

I’m waiting for Simonini’s feedback on my EGT and CHT to see if the will recommend change of carburettor jets.

This coming weekend I have planned a longer trip to the south of France (4h30 each direction at least).

Side note - Stress testing Oratex UL 600

About a year ago I discovered the existence if a new kind of fabric for covering light aircraft. It is an iron-on polyester fabric very much like what is used for model aircrafts. I contacted the company (http://www.oracover.de) and they proposed to send me a free sample of Oratex 600 UL in the colour of my choice. At that time I was thinking that when re-covering my Avid Flyer it would be yellow so I asked for Cub Yellow.

Oratex is glued to the construction with a thermo activated glue (hot melt). It looks like white glue and smells about the same, i.e. almost nothing compared to traditional glue for covering fabric. The glue should dry before applying the fabric and it is then activated through the fabric with an iron. The tension is obtained with a heat gun. Finished, no paint, no nothing!
Compared to the pain of traditional covering (glue, fabric, dope, UV protection, primer and topcoat in multiple layers) and a total weight of 110-130 g/m² this sound too good to be true... 

Just like with the Simonini engine the question is "will it age well?".

To make an extreme aging test I made and covered 3 small profiled frames (20cm * 17cm). On each of the covered frames I glued a rectangle of fabric like for a reinforcement or repair. The first frame stayed in my office without receiving any direct sunlight.

The 2 frames mounted outside

The second frame was mounted outside but under a protecting roof. Facing south and exposed to sun and wind all day but fairly well protected from rain and snow. The third frame was mounted outside but without any protection. Facing south and exposed to sun, wind, rain and snow…

The frames were left for 9 months from the beginning of December 2010 to the beginning of September 2011 (somewhere between Lyon and Grenoble, France, with an average of 2000 hours of sun per year). We had a lot of snow during the winter, rain in the spring and a lot of sun and strong heat during the summer.

9 months, 1500 hours of sun, equals 100 hours per year for 15 years. I’m happy the years I get 100 hours in the air...

So, after 9 months I took in the frames and cleaned them (regular dishwashing liquid, warm water and a soft brush). This is what they looked like:

Reference frame                 Protected under roof                Fully exposed   

My reference frame, the one that had been sitting on my desk, didn't show any sign of aging at all. Anything else would have been very surprising and put a rapid end to the test... 

The second frame came out smelling like a rose...

After sitting in the sun, but under a protecting roof, during 9 months it was in so good condition that it was almost only the holes from mounting it on the wall that visually differentiated it from the reference frame. I can hardly see any difference in colour between this one and the reference frame. The fabric sticks just as well to both other fabric and to the frame as on the reference frame.

The third frame had suffered badly (but what else to expect?). 

Water, from rain and snow, had made its way inside the frame. The frame itself and the fabric shows sign of mould. Where there was mould the fabric would no longer stick when glued onto fabric and stick noticeably less, or not at all, where glued directly to the wooden frame. It is also very difficult to get the fabric clean. 

It should be noted that the square patch has suffered much less as being less exposed to the permanent moisture accumulated in the wood.

The Oratex fabric is surprisingly resistant to penetration (much stronger than my current traditional covering).
I have without success tried to penetrate the fabric by pushing my thumb (nail first) as hard as I could at the centre of the frames. My thumb hurt but the fabric resisted on all 3 frames...

Penetration with a sharper object (a BIC crystal medium point) is possible and there is a difference in resistance between the frames. 

The fabric on the reference frame is penetrated by the pencil at a pressure of 2 kg. The fabric on the second frame offers slightly less resistance: ~1,6 kg, while the fabric on the third, fully exposed, frame breaks at just under 1 kg.
 
It is difficult to compare this with traditional covering as I don't have a sample frame, but when I (by mistake) put a screwdriver through the side of my plane I didn't have the impression of using much force. To put the same screwdriver through even the third frame takes significant pressure. I feel confident saying that even the fabric on the third frame offers better resistance to penetration than what I have today.

The second frame, exposed to sun and wind for 9 months, could probably be said to be the most representative or realistic of the 3. I don’t normally leave my plane outside in bad weather except when travelling and not having a choice (and it would not be snow and ice, only occasional rain).

I'm impressed by the result of this stress test and will definitely consider this as a most interesting alternative when I decide to re-cover my plane (not this winter, but maybe next...). 
But I think I will do it white...

2% oil mixture

Enzo Simonini has confirmed by email that 2% oil mixture is sufficient under the condition of using a high quality 2 stroke oil. As the user  manual says 3% this will be a 33% reduction (and economy)...

I'm back - and updating...

Sorry about a long silence... Holidays are over and I’m back. 

I have done one flight with a slightly increased pitch, I have now found the upper limit and will have to reduce it again... I’m seriously thinking that there might be a better prop for this engine somewhere than the one I currently have. Consumption was still about 14 l/h but this time with poor takeoff performance and no significant gain in speed. Maximum RPM was also too low.

I will soon be posting an – I hope – interesting side note... watch out for it!