Mike Gearon

IFR….. I’ve found this more challenging than expected. Considered throwing in the towel about a dozen times and I’ve not given up on anything since a kid. Main impetus to take it on was reading stats that IFR rated pilots are safer. I’d recommend taking on the IFR challenge to every pilot. Even without pushing through to checkride. I understand that in Australia we have another class of IFR that isn’t available in USA. That’s also worth considering for the benefits I’ve seen. I went to Oshkosh with the thought that I’d give it away at this point with heaps learned and strong radio and multitasking skills that just weren’t there 3 months ago. Then, last flight prior to the 8 hour drive had an “aha” moment. I’m sure instructors had mentioned it but I’d not taken on board. Mike had to explain to Mike what needed doing. Last approach before Osh Kosh I was yet again left of runway. Hood up and the disappointment of seeing the runway off to the right. The light came on. Treat the CDI and the external picture as if I’m seeing it then move the aircraft over and dial in runway heading (maybe with a wind correction). I was back in the air yesterday and brought in 3 approaches that were needle Center stable 80kn approaches all the way in. Well, first one I missed a radio call to switch to tower that CFI picked up. Second two were also spot on and I really tuned in the radio at same time with great call outs on altitudes. The big surprise was when the CFI said we better get you ready for your checkride! 9th August is seaplanes at Jack Browns in Florida. Maybe checkride before 2nd September departure. Maybe not. I’ll take it as it feels right and checkride 2024 isn’t out of the question. You get 2 years here after written. Not sure how long in Oz your written stays current. I purchased that hood. One for myself and one for the flying school. 14 dollars well spent. Foggles and glasses don’t mix as well as it’s a cheat. The Lightspeed delta Zulu has saved my arse. I don’t turn it up full volume and the audio frequencies are tuned to help in the 6 high frequencies. Yesterday Omaha approach had static for whatever reason. I’d maybe not have managed the calls with the BoseA20.

There was a tragedy on French island yesterday. A head on collision. One person died and 2 in the other car were airlifted to the Alfred hospital. They are thankfully stable. All friends we have known for 14 years. I’ve had a number of people contact me so mention it here to clear up. One of the things I hoped for from this forum was to make good contacts. I have a number of great friends from my decade in Taiwan. Established through a forum. That finally happened at Osh Kosh. Fantastic to meet Rfguy and Thruster88. We will be organising reciprocal visits between Cowra and French island. Third year at Oshkosh and I’d thought it would be enough and I’d skip a year. Turns out I can’t wait to get back there 2024. Didn’t even get time to sit in on any of the dozens of talks/ lectures.

Day 3 at Oshkosh 2023. Spent time with the UL guys. It’s a different stand in a very good way since some staff shuffling. Herman Eshius is a UL dealer and well liked and respected member of the Experimental Aircraft community. I felt good talking with Herman. 6 years ago he did the ULPower engine workshop in Belgium and knows the engines inside out. I also spent time with Patrick. One of the UL factory owners. Conclusion is that there have been 4 cylinder crankshaft breakages in the past. One example in USA was a prop strike where it was recommended that the crank be replaced. It wasn’t. It broke later. Other 4 cylinder breakages were attributed to metallurgical problems. A small number. The indications prior to NTSB releasing their findings is that the engine was in a low RPM state with the prop pitched full course at failure. There had been a very hard landing at some point prior to the failure. There was some mention of the waste gate on turbo I’d not quite understood. The airmaster prop is still listed on Airmaster site as suitable for the UL520is. I’m not sure at this point it is. I guess we wait on findings. UL520t on Rans build 1. We have decided to proceed with the UL520t install and fly with due care for the unexpected. The aircraft is fully wired up and ready for the engine to be mounted and painting finishes soon. I’ll be back on French Island early September and looking forward to participating in the first flights. Titan 180hp on build 2. Again, it was great being at Oshkosh and able to talk directly to the people that count. James Ball is in charge of the Titan engine at Continental. Nic and I were given the choice of waiting until first quarter or perhaps second 2024 for the engine with nitride coating or taking a steel barrel next month. James said if we start the engine once a month and use the correct oil the cylinders at seaside location will be fine. He also explained that the coating is an in house process and the machinery is old and causing problems. I took this to mean we really could be way out on delivery time 2024 of the nitride coated engine. So, I talked with Nic back in Oz then went around and ordered the Titan with steel from Jamie. I sent her a picture of a recent Titan delivery to a Rans S21. Ours will be colors as here.

Hoping for the best outcome for the pilot and best wishes to his family.

OSH Kosh 2023 and just purchased a Trig radio to replace the crap Microair in Sinus motorglider that’s let me down more than once. Met up with Rfguy and Thruster88. I’ve now returned the Trig radio and ordered an RFguy radio. I was impressed with his knowledge as displayed in the forum. Much more so in person. Looking forward to the motorglider having a radio with 4 frequencies and various tech tricks. I don’t even know what the brand I’ve ordered is? An RFguy radio?

Oshkosh 2023. We had a very interesting chat with Randy Schlitter (designer of the Rans aircraft) Rfguy and Thruster88 on wings and lift.

That sounds great. I’d like to learn more in general on cranks etc before I meet people at Osh Kosh to discuss the failure. I’d posted the above with an off topic IFR discussion. I thought that was why 🙂 I wish the edit function would stay open a little longer, I looked at that the next morning and would have deleted the paragraph. Back to Rans S21 build……Engine looms large. If we’d had the Titan and I’d have painted the first S21 we really would have been flying Feb 2023. Engine.. We finally shipped the UL520t FWF kit from Kaolin Aviation in Florida 2 days back. It’s been a long time promised. I’d even told Ray I’d bring cash to Osh Kosh in 2022 and now we roll around to Osh Kosh 2023. That being said I expect UL USA can now ship S21 FWF kits within a few months of order. That’s if anyone wants them. I’ll report in detail from Osh Kosh on what is what. Arriving there 24th for first day of show and hope to understand whatever is actually going on with that failed crank. Engine for aircraft 2. I’ll know more after Osh Kosh! Paint.. Aircraft 1 as in pic below. Paul Chernikeeff (Rotec and Jabiru water cooled heads) is painting at Tyabb. All control surfaces done and working on wings and fuselage. Nic is going all white and will decal later is I think the plan. Aircraft 2. I’ll continue painting when home early September. I didn’t want to stuff up Nic’s aircraft even though he would have trusted me to paint. I’m enjoying painting. Challenge is to avoid orange peel. Gun settings and speed and she’ll be right.

I’ve just read this. That’s way too close a call. At my local airport YTYA instructors/ students call base only. In your case they’d be making the call at about the time you guys almost traded paint. Depending how wide their downwind was. I’ve asked instructors and apparently it’s intended to create a consistent call location. My opinion is that the call should be downwind if you’re only going to make a single call. I make mention of this when as inevitably happens I’m turning downwind directly at the just spotted silent radio/ no ADSB out aircraft. I’m also trying to time the base call from instructors/ students so a touch and go time from base call will give me their downwind turn. It’s an in exact science and even ADSB out would help. It all seems to be designed as stealth mode. I’m wondering if this is the standard for other airports/ flight schools.

Thanks Facthunter. Apologies for not looking here sooner. I’ve been immersed (drowning) IFR. I’m getting close to IFR checkride in USA and have recently travelled backward. 2 weeks ago I had “beautiful” and “perfect” as debrief on approaches. We added DME arc and circle to land and it’s all fallen apart. Instructors I’m learning can make a single comment and it can be a game changer. I’d reduced scan from top Center 6 pack and moving away and back from various instruments. I recently asked how many IFR students they train. Chief instructor said it’s the opposite… usually retiring from IFR at 65. Anyway, that’s why I haven’t been here. I’ll respond below to comments on engine. That response is why I still visit rec flier. Depth of knowledge. Huge depth. Id also wondered why there are so many journals. In the engineering I’m familiar with we add a third bearing at our peril. It’s probably going to cause more trouble or expense and/ or assembly/ maintenance problems. I don’t imagine UL would be putting a crank down into the journals where they have to press or hammer it into place. I’ve never pulled apart any engine other than the single 2 strokes I used to race. Do crankshafts get tapped into place? That would indicate stresses that aren’t relieved. Or, stresses build and a crank shaft that did drop in is no longer exact after use. Indicated by no longer being drop in. The engine in question did have temp problems on a number of cylinders. Why? I can only think that the bed in clearances were tight on particular cylinders. How could crankshaft alignment stress translate into cylinder temp problems. UL. Yes, they really do appear to be working at getting it right. My current opinion is that Nic and I require a brand new crankshaft that’s been appropriately strengthened as well as an explanation of what went wrong. Just an explanation of what went wrong probably isn’t going to be enough. aircraft 1. We may assemble and test. We have a ground adjust Sensenich so we aren’t messing with the unproven airmaster on the UL520t. I think this will be the first such match of airmaster and the 520t. I’ve mentioned before I was on the phone a year ago with airmaster tech and at the time they said it wasn’t approved. maybe… we assemble and test and if the temps are doing similar things to the failed example we stop flying until a solution presents. I’m 8 weeks from return and would rather be the test pilot. I’m most responsible for the buying decision. aircraft 2. At this time I’ll put the Titan in aircraft 2 or swap them so Nic has the Titan. It’s nice to have options. For build 1

Yes, the Titan is a clone Lycoming. Interesting on torsional vibration dampening. The failed engine had 2 new introduced factors. 1. Airmaster prop. 2. Turbo normalised. Failed at only 55 hours. That’s the most concerning part. Intersting conclusion to the article below. Author summarised with conclusion most piston aircraft engines still have manual mix control and relates it in a way I don’t understand to torsional dampening. I’m flying a 172 at the moment that fuel injected. It’s so easy to set and control mix and EGT. Climbing in the heat a few days back and had to richen up the mixture. I’d asked a few months back if anyway UL could give us manual mix control. Apparently not. https://www.matec-conferences.org/articles/matecconf/pdf/2022/04/matecconf_mms2020_01009.pdf

Of course. Understood. Money is not a consideration (within reason). It’s a combination of delivery time and expectation of reliability. Until the current crank shaft failure we had a fair expectation UL had solved their old problems. These were mainly related to pistons and a crappy throttle sensor. Both solved. Les, the Australian agent has been flying these engines for 14 years. I also don’t want my best friend flying an aircraft that’s not as reliable as the Rotax we’ve both flown for some years. That being said we’ve had 3 instances of near failure in the Rotax amongst ourselves and close friends. One over Bass Strait that could have gone badly wrong. The other two slightly less potential for catastrophic consequences. All related to cooling. Nome related to any failure on the part of the pilots involved. So, Rotax isn’t rest assured bullet proof. I’m just back from Alaska where the super cub we were about to depart in had a complete mechanical failure. (Lycoming) Conclusion… we are still on the wait list for 1 Titan engine. If we aren’t happy with the test results or information coming out of UL we wait on the Titan. Nic and I have other aircraft to fly. For aircraft 2 that’s all mine. I accept consequences totally on the engine decision. These car engines are looking like a real option. Considering Honda for example sell millions of their engine every year. The engineering is phenomenal. The high rpm continuous isn’t a problem when you see them putting the engines into outboards and they aren’t exactly low rpm on the autobahns. The problems to be solved for aircraft are ECU, cooling and gearbox reduction. Viking and Aeromomentum are IMO reaching maturity here. We are also in the experimental category. EAA and Osh Kosh built around people like Paul Poberezny. Experimenters. That history museum at Osh Kosh is part of my favourite aviation exerience. Here’s the history on Mark Ketterman. I spent an hour on the phone with Mark. I plan to meet up as mentioned later in the year. I don’t think they will be at Osh Kosh. The factory is being expanded right now. So, to conclude the response to the “sermon”. Yes, I get it. I’ve also made a successful living as inventor for 3 decades. I don’t seem to be able to resist experimentation. That gets balanced in aviation with respecting the history and knowledge of people like Randy Schlitter. Rans designer. I’ll fly my 1941 cadet down there in the next few weeks. A few items to discuss with Randy including the car engines and particularly the Hyundai 300hp turbo. That’d make a great STOL competition aircraft. I already know he’s deeply sceptical of anything not LycCon. I do have a fair certainty the old Continental C-75 and the 1941 airframe will do just fine on the trip to Rans. (4 hours in car or 2 in aircraft.. could still be a car trip) Those Cadets are an amazing old aircraft. There’s a guy does an air show in USA with one where he has an aileron fall off mid show and continues with aerobatics. Pic of mine below. It was fully restored 20 years ago and came from a museum. Mark Kettering (co-owner of Aeromomentum Inc.) Studied at UMass Lowell BSEE and MSEE Studied at California Polytechnic State University MSAERO Studied and worked at Virginia Tech Worked at Harvard University Adjunct Professor, UMass Lowell Former Aerospace Engineer at NASA Former Lead Instructor at Calpoly

I’m in USA until end August. Left Nic back in Australia with the first S21 build waiting on UL USA to ship cowling and engine mount. The good news is the cowling and engine mount ship this week. The bad news is we’ve just been made aware of an S21 with UL520t that’s crashed with engine failure in USA. Pics here. Having put rivets into 2 S21 builds and aware of the time and effort it’s so sad to see that S21 upside down. Nic and I are somewhere between excited to finally have the UL cowling and mount shipped and upset with the crank failure. It’s been pushing toward a one year wait. Turns out the composite maker in Florida does work for a number of engine companies with cowlings and mounts is really busy. The ECU data is being examined by UL Power Europe and probably by ATSB USA. The crank is definitely being examined by ATSB. We look forward to that report and further information from UL themselves. For build 2 I’ve spent time investigating Viking. They do Honda engines reclaimed from low mileage wrecks and their own gearbox. The 195hp Honda turbo is currently being installed on an American build S21. It’ll be very interesting to see flying data when this one is in the air. I’ve flown at Hays Kansas in the 180hp Titan with Rotax turbo flown by Randy (Rans designer) Definitley cuts the bullshit factor to see actual real life performance. The Titan out climbed the Rotax easily and eventually around 10,000ft the 2 aircraft were equal TAS. 135kn. This means the UL520t with a claimed 220hp and the Honda with 195hp should be pulling some decent TAS. Perhaps 150kn realistic considering drag of this airframe. I’ve also spent time with Mark Ketterman of Aeromomentum. He has an engine he’s not allowed to name. I can. It’s a Hyundai 300hp turbo. I found it easy enough to research the spec on the Aeromomentum engine. It’s 100% Hyundai. It’s also new. Not a wreck reclaim. Mark has 10 that have been sold this year and he doesn’t want to provide more until these are delivered. I think the UL520t that just crashed was actually meant to have an Aeromomentum engine. Delivery delays may have pushed the change to UL. 3 months delivery time is pretty good for an engine supplier at the moment. The Titan 180hp natural aspirated is something way longer wait pushing past a year and possibly 2. I’m due to go to Florida August 7th for sea plane rating. I’ll also visit Aeromomentum in Florida and get a feel for what their factory looks like and production. Mark did tell me they are at 300 hours tested on the 300hp engine. So, hopefully aircraft one will have an engine and paint and flying when I return end August. I’ve sold the Pipistrel Virus so need a daily commuter for flying off island. I don’t think flying over 6nm of water twice a day is going to be fun if worrying about the crank crapping itself. Nic and I will both look forward to further info. We do know the Australia dealer is not aware of another crank failure. It’s not like the 520 is being pushed hard. It’s reduced from 3300rpm to 2700rpm max. It’s turbo normalised so a mild boost. The airmaster prop is possibly a factor in this case but unlikely. When I talked with airmaster last year their prop had not been approved for the 520t. I believe it is now listed as an option. I would have thought resonance issues would just destroy the prop and not run backward into the motor. Maybe somebody knows something about the phenomomen and it’s a thing. No idea! Aircraft 2 is just going to be looking for more paint when I get back and Nic will sprint through getting the avionics finished with me. It’ll be the engine again delaying getting 2 in the air.

Hey Mark. Great to see you’re underway. I haven’t been on this site in ages. I’ll update the other S21 thread. I’m in USA for now.

I saw those guys at Osh Kosh last year. I was really put off. I think it was the potential price point was astronomical as well as how early there are. Give it 10 years and high production and maybe it’s a go. we might have a problem in the Rans at 250kn. It’s about 60kn past VNE 😀

Quick update. Aircraft 1 has taken a boat ride to the mainland. It’ll be painted and finished up at Tyabb. Actually nice to be able to hop in the car and be at a supplier 20 minutes later instead of a flight or boat and car ride away. Pics 1 and 2. Aircraft 1 with visit from Rob Fox. It’s always a motivational boost and learning curve when we visit each others builds. Pics 3, 4 and 5 Aircraft 2. Learned a lot on aircraft 1. Anything we can do upside down we do! Wheel struts, wheels and belly fairing as well as paint. Belly fairing was a painful half day with problems on aircraft 1 (we had new fairings sent). Aircraft 2 belly fairings was an hour with accurate precise fit. Overall… Aircraft 1 would be flying now if we’d had a Titan engine available. We are moving well along the wait list but no immediate availability. We are waiting on UL520t FWF items to get to the finish line. That turbo normalised 220hp is enticing! Even if the UL figures are not realistic and it’s 200hp normalised that translates to a realistic 150kn cruise at altitude when compared to the rotax turbo getting 135kn. Aircraft 2will have controls in place along with Garmin based carbon fibre panel same as Aircraft 1 amd controls in place when I leave for USA 21st April. Gone for 4 months and I’ll miss the build. Good part is USA I have flying missions next 4 months. Purchased a Bellanca Super Viking with good IFR platform in California. I fly there for 2 weeks to complete IFR rating and familiarisation with Bellanca. Buying from a CFI so that makes it easier. IFR I have 40 hours and exam done already at 85% so hopefully it’ll go okay minus head exploding in checkride and that’s possible! Even if the case I’ve learned heaps and recommend anyone take on IFR even forgetting the checkride. The journey is worth it. IFR to VFR is like going from a difficult tail wheel to a tricycle. Adds confidence in aircraft handling, situational awareness and communication. Fly the Bellanca to Moriarty, New Mexico to fly sail planes and get parts for the Pipistrel Sinus motor glider that From there Deb and I go to Alaska. Float planes at Moose Pass. The most fun I’ve had in an aircraft. I’ll also be up from being the “low hours pilot” (150 hours) amongst transport and fighter pilots to what they might call medium hours? I don’t know. 450 hours with tail endorsement, glider rating and a heap of bush flying on difficult runways. Deb will get to fly in the Cessna and see glaciers and grizzlies. Last 2 years in USA have been fairly difficult. All operations and medical stuff for Deb rebuilding after a boating accident in USA broke her knee and shoulder. We then fly to Nome where they film Bearing sea gold. I have a number of friends there from last trip (without Deb) and we will gold hunt and fly. Later Osh Kosh. Fly the Bellanca in. I’d not be game to fly into Osh Kosh if I’d not done it as a passenger. 30 page Notam to be read about 30 times and ready. Then back to Oz and if Nic has been bored through winter he will have the avionics done on aircraft 2. Aircraft 2 should by then be getting the Titan on order or I’ll switch to the UL520t. We will have it flying in the aircraft 1 by then. Les who handles UL imports to Australia has been really helpful and flies in to help us as required.

Well done. The Rans start can’t be too far away.

Landing today with Cape Barren Geese avoidance. I turn the motor off if too close. In this case we all worked it out with course adjustments.

Video….Nic flying in with the Blackshape to build S21. Pics… aircraft 2. Starting to paint interior bits with 2 pack. Being asthmatic I’m quite concerned with possibility of the 2 pack triggering an attack hence the PPE Tailcone to fuselage exactly parallel (both .2 degrees) as the clecos get replaced with rivets. Goal now is to put aircraft 1 on the barge next week to have the engine mount and cowling sorted then painted. We are lucky enough to have Paul Chernikeeff handle the UL520t install and painting on aircraft 1. Might be in the air before I head off to USA late April. Having a hugely experienced engine builder like Paul oversee getting the UL520 turbo running and in the air is a massive win.

We had a ripper recently. Cloud was lowering departing aircraft ability to fly out above circuit height. We requested a departing aircrafts position as we started downwind entry and told it was “Near the ship” It wasn’t great. That aircraft was departing at our downwind entry point and height and we spotted each other up close and personal.

Getting the Pipistrel 37ft wind into 30ft hangar doors.

Landing into cross wind today. 15kn wind sock and it was around that.

That’s my strip. Not the one. Just putting in the east west you see. Waiting on the grader to fix both runways. Landed a few weeks back on north south with a 20kn east cross and it wasn’t pretty. The ups and downs kept putting the pipistel back in the air.

1st Feb 2023 isn’t going to happen… We have taken delivery of the UL520t. Nic was quite impressed with all the wiring we don’t have to do. I’ve worked on aircraft 2 wiring console all of January and it’s definitely my least favourite thing to do. In pic you see my console going for the walk of shame from aircraft factory 2. I’ve given up for now. Once we have concrete in the new hangar it’ll be a game changer. We can put wings on aircraft 1 and mount engine and really head for the finish line. Realistically I’m hoping we fly before I leave April 20th for annual USA time with family. Aircraft 2 is to continue August this year and maybe we complete toward the end of the year. Definitely a shake up seeing the crash. I think the nose gear on the Rans while probably from same supplier and same thickness as Vans is different geometry and I’ve discussed with Randy (Rans designer) and feel a bit better about it. Aircraft 2 is already tail wheel and around 400 hours my flying is heaps better. I try to land the tricycle as if it’s a tail wheel… rock solid Center line track and stay on the rudder pedals all the way to engine off. Hopefully the damaged Pipistrel tail dragger will be flying when I’m back in Oz. Wing now being repaired. Who could have imagined the fuselage coming loose, crashing into front wall of container and wrecking spinner and prop then tail crashing into roof and damaging tail then coming back down and damaging wing.

1. After watching the video definitely need an escape hammer in low wings. That hammer had a sharp end I think. 2. The new anti splat. Thanks for pointing it out! I’ve also included a pic of our Rans S21 nose gear. I’m fairly certain it’s the same USA supplier makes both Vans and Rans shaft when you look at the area that connects inside engine mount tube. The Rans has a number of reassuring differences that make it look much more likely to deflect in the correct direction under extreme load. Might still buy an anti splat for it. It’s a clever design. Obviously allows the shaft to flex in normal use and is only loaded if things are going in the splat direction. It’d be interesting to see an example where it was tested in the extreme.

They discontinued the anti splat!