Poor man's Sonex trim...

I have always liked Sonex trim system but you just can't buy everything you like just because it would be nice on the plane (my wife says)... 

...but I'm allowed to build anything I like as long as I'm using scrap material...

Oratex 6000 used for exposed areas

While using Oratex UL600 for all other parts I used Oratex 6000 for the landing gear for extra protection on this particularly exposed area...

I used extruded polystyrene foam for the trailing edges, it is very stiff, easy to shape and it weighs nothing...

Aluminium tape give a good strength to the edge where the foam is thin.

While Oratex UL600 is very strong the 6000 feels almost destructible. This might be overkill but the landing gear take a lot of beating - particularly when passengers get in and out...

There is a video on YouTube where gravel is shot on Oratex 6000 with a slingshot at -25 C (-13F)... and another where they beat it with a hammer...  

Covering has started

The 1.5 minutes in the film represent a full hour
I agree, watching this film is like watching paint dry (but it only lasts 1.5 minutes while paint take much longer..!). It is not very exciting, nor is it particularly instructive as you don’t really see the details. But there is a message in the film…
Using Oratex provide a lot of flexibility. I had already, actually a few days ago, prepared the fuselage and the fabric by applying the glue. So when I decided to skip lunch and work on the plane instead for one hour I could easily do that and know that I could stop on top of the hour, roll the plane back in the barn and with clean hands and without having to change go back to work. I can pick up exactly where I left at a later time (after dinner, lunch tomorrow or this weekend)... 

Finally read for covering…

The preparation of the fuselage has been delayed by work obligations but I’m now ready to start the covering work.

All “difficult to cover” areas have been prepared as well as openings for cables, jettison/purge and break tubes. 

An additional inspection trap is prepared for above the tail wheel for easy change of tail springs and cleaning out whatever nuts and bolts accumulate in the end of the tail...

I hope I have prepared and done all that is required before covering the fuselage. 

Using Oratex UL600

Using Oratex is clean and, as my office is big and my workshop is small and cold, I decided to work in my office for the smaller parts (actually everything except the fuselage).
Applying Oratex is very simple and the result is easily very good. While Oratex is attaching very well to the structure the best is when Oratex is glued to Oratex with the hot-melt. One way to increase the surface of Oratex against Oratex is to use edge tape.  
Where I run into difficulties was when I wanted to apply the edge tape to a surface with rounded corners (like the elevator). While Oratex expand a little under heat and tension, and retracts under more heat, there is a obviously a limit in the relation between corner radius and edge tape width. To get around this (after an initial failure...), without reducing the width of the edge tape, I cut a "waist" in the edge tape around the corners and before cluing it I applied a curved piece of fabric, with the same width as the edge tape, to the corner that would then be partially covered by the edge tape.    Agree, not my most exciting scenario...

My first Oratex experience

The smallest part to cover, other than the landing gear, is the rudder so I started with that. Both the frame and the fabric (where it touches the frame) need to be prepared by applying the hot-melt glue. I'm normally very sensitive to smells but when painting the frame and fabric I couldn't smell anything. I had to put my nose in the bucket to feel a slight sweet smell of "children glue". 

The hot-melt attaches easily to the fabric but I had to lightly sand the frame as the epoxy powder paint is very glossy. I let it dry over night (small surfaces can be dried rapidly with a hot air gun set to cold). The synthetic brush is easily cleaned in water.

I clamped the fabric to the frame, making sure it was positioned so that the hot-melt on the fabric was correctly aligned to the frame. While attaching it with the iron at strategic points, I did apply some moderate tension. Using the hot air gun when covering any rounded surfaces helps to soften the fabric and make it fit easily before using the iron to activate the hot-melt. 

While the rudder is the smallest part, it has a a long rounded edge and I had decided to put a pinked edge tape on it... Not a beginners task but you have to start somewhere. There is video on YouTube where this is done and I used a similar method. The edge tape already has hot-melt on it from the factory so it is very easy to work with. The result was not perfect but absolutely satisfying.

Final tension is applied with the iron... and then it is finished as no paint or other surface treatment is required!

I will try to do a time laps video when covering the elevator. 

Unboxing

All the Oratex UL600 needed (except for the wings), some Oratex 6000 for the landing gear, pinked edge tape, magic hot-melt glue, iron and hot air gun with digital temperature settings and some other things that will come in handy arrived in a big box this morning. 

What you see in the picture is all what is need; no solvents, no dope, no paint... (I know, I'm repeating myself...)

My apologize to anyone mislead by title and disappointed by not finding in-depth descriptions of the characteristic smell of the cardboard box and the quality of the packing material...

What is Oratex?

First of all, I’m not sponsored by Lanitz Aviation – or anyone else... Lanitz Aviation kindly offers me free freight on my orders but are not requesting anything in return. What I’m doing here, on my blog, is sharing my personal experience with this product just like I’m doing for the Simonini engine. 

Oracover used for model aircrafts

Oratex is an aircraft fabric covering system, produced by Lanitz Aviation, similar to what has been used for covering model aircrafts for a long time. It looks like a fabric textured colored plastic film, it is ironed-on using a water based heat activated clue and need no further treatment or painting.

In reality is an extremely strong (high tech) coated polyester fabric developed for general aviation. Oratex UL600 is lighter than traditional aircraft covering systems 90 to 120 g/m² all inclusive (depending on color) and the difference might be several kg even for a smaller aircraft. I assume that this is one of the reasons why the Solar Impulse design team chose Oratex fabric as the cover material...    

No dope, no paint, no sanding, no harmful chemical exposure, no smell and no fire hazard. I will be able to do the tail plane and rudders in my office and no problems to turn on the heater and close the doors when doing the fuselage and the wings in my workshop!

No paint that will peel off, no cracks, not flammable and easy to repair even in the field. 

For more information: The North American distributor of Oratex has a very informative website where you can find more information and some videos. Try also Lanitz Aviation's website and searching Oratex on YouTube .

The Oratex Adventure has started

As planned, I got the fuselage and all metal parts sand blasted and epoxy powder coated just before Christmas. It is amazing, it looks and feels like factory new...

It is time to start the "Oratex Adventure" and I have now ordered all UL600 needed to cover the fuselage, tail plane and rudders. Once that is done I will do the wings... to be followed... 

If God had intended us to fly, he would have given us more money...

I know you have all been there... trying to avoiding to say that what you are looking for is to be used in an airplane - just to save money, or rather, not to be ripped off...

This was the original seat in my Avid Flyer. There is nothing fancy about it, light weight, simple and "so and so" comfortable. But apparently it was very tasty to some rodent that really liked the stuffing... 
So I took it to an old style shoemaker near the airfield who I knew made seats for old cars and bikes. Really nice a cool guy so when he asked I told him it was for an ultra light aircraft (and not a private Lear Jet). We looked at different materials and he told me that leather (that was what I wanted) would be expensive and suggested some synthetic alternatives. So how much would it cost... Well he said, while he got euro symbols in the eyes, about 1.000-1.200 euros depending on the material... No point in asking for the price in leather...
And believe me, he was seriously thinking I would pay that kind of money. Where do they come from? Who made them think people who fly have money left?
It was too cold to work on the plane anyway so I bought a big piece of leather for 50 euros, took my old hand cranked Singer sewing machine and, with the seats from my long gone MGB in mind, I did the work myself. It took me a few hours and while the result is not "pro" it is good enough for me - particularly for thousand euro less - and it will look better when "worn in"!

Merry Christmas and a Happy New Year

No new flying Christmas greeting this year as my plane is still under reconstruction. I'll do better next year, and while waiting for that - here is last years Christmas greeting (still very valid)..:

Soon starting re-building

This week all metal parts are being sandblasted and painted (epoxy powder coating)... 

Ricardo is testing BPR9ES

Experiencing the same problem as me with excess oil in the spark plugs (engine mounted heads down) Ricardo is on Peter's advice testing BPR9ES spark plugs. 

Illustration "stolen" from Ricardo's blog... clickable link

Peter has been reporting significant improvement with those spark plugs where the electrode is slightly more prominent than on the regular B9ES.
To be followed...

Details

Winter flying is fun but cold... 
Last winter, flying with my skis, I was really missing heating in my plane. Surfing the web I found what appeared to be an interesting solution. It arrived today from T7DESIGN:

It is an incredibly compact heater (maybe that is why they named it "Micro Heater") that weigh only 580 grams while rated for 2,2 kW. Well worth a try - it can't get any colder anyway...  

Differential breaks 
I never succeeded to hold my plane on the foot breaks and had difficulties applying even pressure on the breaks when trying to slow down rapidly so I replaced the individual foot breaks with a central break handle on the stick already some years ago. It worked very well and I never had any problems with the ground handing due to central break.
But it is not perfect, you cannot turn "around one wheel" when needed and turns can sometimes be wider than allowed for, particularly on mountain fields. So I decided to improve my system by installing a dual break handle on the stick. It is a kit of 2 bicycle handles that I merged into one. I'm sure it will be easier to apply even pressure by hand than by foot.

Work in progress

As mentioned earlier I have turned the need for reparation due to a hard landing into an opportunity to do a complete overhaul of my plane. The plane was built 22 years ago so it was time to do it anyway.

The true definition of an ultra light

I'm making slow but steady progress. The fuselage is completely striped down, bent tubes removed or straighten. All new parts adjusted and ready to be welded - hopefully "already" this weekend.

Ready to be welded

I have had some surprises when stripping off the old covering that have comforted me in my decision to do the complete overhaul. I found rust and not only odd spots...

Rust found under glued areas

Rust under covering material and layers of paint that I had not detected at visual inspection.

Click to enlarge picture

Note how the original paint has cracked wherever covered with glue while areas without glue are in perfect condition. Using Oratex to cover the plane this time I hope to avoid this issue as their glue is water based.  

The beginning of a new adventure

The preparation work has started…

As mentioned  earlier I will take the opportunity to re-cover the entire plane when repairing the light damage the hard landing did to my fuselage.

I will take my time and do this right, there are some rust stains on some of the tubes so a full paint job of the fuselage is also needed. I will also take the opportunity to do some minor modifications (break system, luggage compartment, seats, door windows on both sides and not only pilot side etc.). So if you are only here for the for the Simonini Victor 2 experience check in again after Christmas… the counter is currently on 63 hours without any issues and a happy owner.

At “Blois Microlight Festival 2013” I had the opportunity to talk to the Oratex team and see and touch their latest products (see also my article from September 21st 2011). You need a sharp object to do damage to an Oratex covered frame. You can hit it as hard as you can without making any damage to it. Their very friendly managing director, Mr Lanitz, showed that you can actually stand on the tissue but he told me that they were forced to use a metal frame when doing this as he had broken too many wooden frames - well, he weight 120 kg / 264 lb. After that treatment a light blow from a hot air gun and it is like new again. I’m convinced about the quality of this product and the enormous advantages of not needing any nasty solvents... I will use Oratex UL600 to cover my plane. This is also an experience I would like to share with those interested even if there are already some films on YouTube and some sites talking about it already.

So get ready for the "Avid Flyer Oratex Adventure”... coming soon to a computer screen near you...

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...