I’m typing this feeling quietly pleased about the latest incarnation of my fuel pumping rig. While I’m waiting for the second pump to arrive from China, which will take at least two or three weeks, I thought that I’d nip up to Rafaillac, the car parts store in Boullazac, and get hold of the parts that I’ll need to fit it when it arrives.

I thought that that would also give me the chance to modify the set up by removing the redundant hand priming bulb and investigate making it mobile using the old fishing trolley that I used to use for taking fuel and tools onto the airfield at Linton when it was closed to vehicles and brought over with me from England.

By the time I got back with a metre of 8mm fuel hose, some small hose clips and a couple of plastic ‘Ts’ it was mid-afternoon, but as the weather was so pleasant (around 20 degrees with broken sunshine) I got cracking straight away looking at the mobility problem. The first thing that I had to do though, was pump the trolley’s tyres up, which were completely flat after all this time, and then I considered how I might go about modifying it to take my fuel rig.

And I was delighted to find that in fact I didn’t have to! All I had to do was firmly mount the fuel rig on it using ever-trusty cable ties and the result was just what the doctor ordered! Judge for yourself by taking a look at the following pics – first of all without a jerrican in place.

Now with a jerrican in position and ready to pump gas!

The set up will be fine to use as is until the second pump arrives and then I’ll change the design so both pumps are mounted horizontally rather than vertically. I’ll also consider ways of stowing the fuel delivery hose and power cable then as well, as I can easily use the rig as it is in the meantime.

All I’ll need to do is find ways of keeping insects and muck out of the inlet tube and fuel delivery pipe and the whole thing clean, as it’ll be standing in the hangar, but I don’t think that that should be too taxing 😉

And not a drop of fuel spilt! We had quite high winds during much of today so there was no great incentive to open 77ASY’s hangar doors for fear of the wind catching and damaging them. But the gusts subsided later in the afternoon so I took the opportunity to test out my new fuel rig for the first time.

And it worked great. Here are some shots that I took after I’d finished topping up 77ASY’s tanks – rather poor quality I’m afraid as I only had my phone with me, having left my camera behind at home.

It took about 5 minutes to pump about 15 litres into the first tank – so about 3 litres/minute. That’s a bit slower than I’d planned using the original pump that in the event actually didn’t work at all, but at least it was good just see fuel being pumped into the tanks at last!

After I’d moved the steps and rig a couple of times to add fuel to each tank, it took me about 15 minutes to pump 25 litres. This is still a bit on the slow side, but still manageable compared to other methods of refuelling which are inherently more risky.

As a result, as the pump I’m now using only cost just over 25€ including delivery and didn’t seem to have a very high current drain (the whole system remained perfectly cool while being continuously run) I already have plans to acquire a second one and mount it in parallel with the first to increase the flow rate.

At the same time, now I know that the concept is sound, I think that I’ll change the rig’s rear feet for wheels and add a handle on its top so it’s easily movable around the aircraft. And I’ll also do what I always intended to do, namely add hook arrangements on either side so the fuel delivery tube and power cables can be neatly stowed.

So after a hiatus caused by the original rubbish pump that I acquired fom the USA, I’m glad to say that I’m now back in business with a concept that works as intended and can only now be improved upon 😀

The replacement fuel pump arrived today from China. Things always take ages to be delivered from there but this one seems to have taken longer than most because other items that I’ve ordered since have arrived days ago. But anyhow, it’s here now so I took the opportunity to install it immediately in my fuel rig.

After a dull but dry morning, the weather decided to start raining at exactly that moment so I had to do the work in my kitchen, finishing off with testing the system out in the dry in my wood store. Here are some shots that I took earlier – rather dark because of the conditions in which I was working.

Those in the know will recognise the pump as a Bosch knock-off. I’m pleased to say that it worked fine from the outset with no leaks – this time I just had to seal the inlet and outlet connections of the in-line filter with some PTFE tape – and the rate of delivery of the system then seemed to be quite good.

I won’t know for sure, however, until I can connect the rig to my car battery, which is how I’ve always intended to use it, because the battery that I was using today is very old and is just kept on trickle charge in my workshop in case it’s needed for any kind of emergency.

A ‘plus’ factor is that the pump doesn’t need to be primed, which means that I’ll be able to remove the annoying primer bulb that I included in the rig’s design.

I’ve now been fully recompensed for the original pump that was not only useless but dangerous and maybe the US seller will now get the message and stop selling it. I know from the feedback that I’ve read on the internet that the pump in question has been sold for several years with the same problems over the whole of that time.

I shall be interested to see how the new pump performs when I actually try topping up 77ASY’s tanks with it. If it performs as I expect and is maybe still a bit on the slow side, on today’s showing I might even consider buying a second one and connecting them in parallel. It didn’t cost a lot and two working together may end up being exactly what I was aiming for with my new rig.

Victor and I enjoyed another really good flight in 77ASY yesterday having missed a couple of good flying days previously because Malbec was too waterlogged. Here’s the route that we took, taking in Condat, Sarlat-Domme and Castillonnès.

We could only overfly Belvès because it’s currently closed to visiting aircraft until 21 March while it also dries out. We also originally intended a landing at Galinat, but ran out of time because we spent more time than we expected chatting with people that we met along the way.

As well as being good fun, my plans for these short local flights are to get a feel for how the aircraft handles in all phases with Victor as passenger. I’m hoping that we’ll be able to get a good few flights in together this summer going further afield as it’s unlikely that Victor will be able to otherwise under his own steam.

However, he represents quite a significant amount of extra weight meaning that his presence changes the Savannah’s flight characteristics quite a bit and with Malbec being so short at 160 metres, this is especially relevant in the landing phase.

Having got used to flying and landing 77ASY solo, our first landing together at Malbec a couple of weeks ago showed that to be so. It was not helped by Jean-Michel, our new airfield member, standing in the middle at the top of the runway waiting to take off in his flexwing while we were on final, which contributed to my taking my eye off the ball, but in any event, I landed harder than I would have liked.

This time around, with my now having completed ten landings or so with Victor on board and having got more of a feel for the aircraft with the extra weight, the results were considerably better but still with a bit of room for improvement. But my feeling is that if I can land the Savannah smoothly at Malbec with the extra weight on board, I’ll be able to do so just about anywhere we’re likely to visit.

So first off Condat. ‘RAS’, as we say in French, or nothing to report with a pretty uneventful approach and landing this time around. After our experience last time, I made doubly sure on this occasion that 77ASY’s flaps were set and locked before landing, having had to go around the last time when they snapped back off just before we were going to touch down.

Then on to Sarlat. We tucked in behind the Club Robin on downwind for runway 10 and when I saw him pass low over the runway without even touching his wheels and commence another circuit, I made sure that I turned in early and landed well down the runway so I could clear it before he landed again. After we’d both parked up, I asked the Club’s instructor in the r/h seat if we could get a cup of coffee in the club house and not only did he give us a thumbs-up, but he also served us and took our money – 2€ for two coffees, so hardly a rip-off.

For some reason, I’d previously always had the idea that the aero-club at Sarlat-Domme was not welcoming to ULMs but this certailny wasn’t the case yesterday and it’ll be interesting to see if we are received with the same hospitality on future occasions now that we know what’s possible.

I also signed the visitors’ movements book for the first time yesterday. The issue has never arisen before and it was me who asked the question, so in future, now that we know there is one, we’ll be able to use that as the excuse, if needed, to get us through the door and half-way towards the coffee machine 😉

Then onwards again to Castillonnès via Belvès. This was the worst leg of the whole flight because we were flying on a south-westerly heading into the sun. Even so, it was noticeable how much higher the sun already is compared to my previous flights earlier in the year.

We were going to overfly Belvès but while we were approching the airfield, I noticed a small red aircraft just about to join downwind for runway 11. So I gave him and it a wide berth and lucky that I did because otherwise we’d both have become confused.

I lost sight of him for a short time and when I spotted him again, he’d turned around and was flying in the opposite direction on downwind for 29. And this despite 11 being the preferred runway when, as yesterday, there is little or no wind.

Something weird happened just as we were coming up to Castillonnès. My Asus tablet running Memory Map has been faultless the whole time that I’ve had it, performing perfectly for all of my local flights here in France and for my trip to and from the UK last year. However, just as we approached Castillonès, the Memory Map display suddenly switched for no reason to Google Maps, which was no use at all in helping us to locate the airfield.

Fortunately, being a belt, braces and spare pair of trousers man, I had the route programmed into my mobile phone that also has the Memory Map app installed on it, and within a few seconds it was running with Victor holding it where I could see it. I switched the tablet back again after landing but still have no idea why it did what it did. However, it clearly demonstrated the value of having a working back-up handy and from now on I’ll ensure that I never take off without one.

As previously mentioned, our original plan was to drop in at Galinat before returning to Malbec but we had to drop the idea because we’d spent too long chatting with new friends at Sarlat-Domme and old ones at Castillonnès. So then it was straight back to Malbec where we had a fairly uneventful landing at the end of a flight lasting 1 hour 48 minutes – but which had actually taken us the best part of a whole afternoon. But then again, that’s half of the fun of flying ULMs in France 🙂

I’m very interested in making videos to do with my flying adventures and find it a lot of fun. My video editing package (Corel VideoStudio Pro) comes with an automatic music package but I have found that something like 80% of it isn’t to my taste.

As I can’t keep using the same pieces over and over again I find myself downloading royalty free material more and more from various internet sites and then editing it to delete the bits that I don’t like and then add the nice bits that I do like in at extra places in the tunes until I get final edits that are exactly what I want and of the right length. And I enjoy doing that as well.

I’ve always had a bit of a musical ear and one of my regrets is that I didn’t follow it up when I was younger and learn to play an instrument properly. Like many youngsters, I tinkered with keyboards and guitars but never put enough effort in sadly to make anything of them.

While playing around with music for my videos I’ve realised that huge volumes of really great stuff are being created on the ever more capable keyboard synthesizers that are available nowadays at quite affordable prices – Yamahas, Casios etc etc and that triggered me to do a bit of research on the internet in general and on Youtube. And I’ve become mesmerised to the extent that I want to be able to do what the people posting the videos do and I just know that I could if I tried.

So now I’ve decided that although I’ve left it a bit late in life, it’s now or never and that I’d like to get my hands on a keyboard to see what I can actually do. OK I’ll never in the time that I have available at my age be able to master the musical theory that the guys (and gals) who’ve been playing piano and keyboards since they were young have, but I don’t think that that will stop me still being able to have fun and create some reasonable music that will give me a lot of pleasure.

So what have I done? Well, a sequence of events came to fruition yesterday evening as though they were meant to be. Last week I spotted a used Yamaha keyboard some way away from where I live and contacted the seller who didn’t seem to be that fussed about selling it to be honest.

But then while I was waiting for them to come back to me to arrange a viewing, I rescanned the ads over the weekend and a much newer one (like only about 10 years newer!) showed up for just a little bit more money, but with a stand unlike the original one. And to top that, it was only about 30 minutes fom my house!

So to cut a long story short, I’m now the proud (and excited) owner of a terrific Yamaha PSR-E313 keyboard for not a lot of money which I can’t wait to get stuck into learning how to work and then how to play. Here’s a shot of it with my ‘learner’ chord and note stickers on it.

So far I’ve only been bashing out a few one-fingered melodies that sound gorgeous and learning to play Twinkle Twinkle Little Star with two hands (but only one finger left hand chords) but I’m really looking forward to getting stuck into it more seriously. There are some great tutorials on Youtube not to mention, of course, paid-for internet courses as well as instructional manuals. And in the final event, who knows, even a human teacher if I get that serious.

My thinking is that it’ll be a much better way to pass the dull, rainy days instead of just wasting time surfing the net and messing around on my computer until the day has been wasted and is gone. This, of course, will guarantee that we’ll have perfect weather over the coming summer months that will keep me well away from the keyboard 🙂

Will it only be a flash in the pan? Most learners lose interest in keyboards after a few months and put them back onto the small ad sites. Only time will tell if that will be the fate of my Yamaha…

Another ‘double disappointment’ day, but nothing too serious and the disappointments were also offset by a couple of positive developments, I’m glad to say.

Firstly, my home-made fuel rig. The fuel resistant grease arrived from the USA the other day and today I was able to pack the leaky fuel pump with it to see if it could seal the leaks. Not unsurprisingly it didn’t work and I thought it prudent to switch the power off when fuel started to leak from around the top of the pump where the electric motor’s brushes and commutator are located.

So the pump is now proven to be not only absolutely useless but also dangerous and with my determination fortified by this new information, I got in telephone contact with Ebay customer service later in the morning.

I had already been offered a partial refund for the pump which even now I haven’t received in full, so today I wasn’t prepared to brook any nonsense. As far as I am concerned, I am entitled to a full refund of all monies paid including carriage and customs dues under the terms of both the Ebay Money Back Guarantee and PayPal Protection and when the young lady agent tried to fob me off, saying that the claim had already been closed, I refused to play ball.

To cut a long story short, a 30 minute phone call between France and the UK to be exact, that’s what they eventually also agreed to, so I’m now looking forward to the monies arriving back in my bank account in the next few days. So at least I won’t be out of pocket as far as this awful pump is concerned.

I’ve already ordered a replacement direct from China (a knock-off Bosch type) which doesn’t have as high a rating as the faulty one, but now it’s just a matter of waiting for it to arrive and seeing how it turns out.

In the meantime, I fitted the old Facet pump that was originally in MYRO. As expected, it worked fine and demonstrated that the principle of my rig’s design is fine but it’s far, far too slow to continue using permanently.

After I’d sorted out Ebay, it turned out to be a pleasant afternoon so I decided that I’d nip over to Malbec and top up 77ASY’s tanks with fuel that I already had in readiness. Having done that, I then clipped a ferrite bead onto its radio power lead and with Philippe’s help, who was bleading his Citius’s brakes assisted by Victor, I checked to see how good or bad its transmissions were with 77ASY’s engine running by listening in at a distance on my Vertex handheld.

I had been told by a chap at Sarlat a few weeks ago that the interference was quite bad but today I found that although there is still a bit of background engine-type noise, the transmissions were quite intelligible. So that’s a problem that I’m not going to worry about any more, for now at least anway.

So what was the second disappointment? Well, tomorrow and Saturday we expect to have two glorious flying days with a high of 20 degrees Celsius and clear, almost windless, skies on both days. So what’s disappointing about that?

Unfortunately the runway at Malbec is so waterlogged after the recent stormy weather and heavy rains that it’ll be unusable for at least a week. And with more rain expected on Sunday and during the coming week, it could be even longer before we’re able to get back into the air 🙁

Having stripped and reassembled the electric pump that I’ve used in my fuel rig, I now understand what the problems are. I’ll mention what I shall be doing to try and resolve them but I thought that having put it back together again, I’d give the system another go this morning.

Having connected the system up to my car battery and carefully primed it, I activated the pump to see what would happen. For reasons that I do not understand, it appeared to be returning fuel to the jerrican so I took the step of reversing the connections on my car battery and trying again. Success! This time fuel began to flow out of the delivery tube into the small container that I was using to collect it, and at not that bad a rate either.

Well, partial success anyway, because although this time there seemed to be little if any fuel leaking from the pump’s bottom plate, after a short while a leak did start from where the casing enclosing the pump’s electric motor joins with the pump’s rotor body. And this wasn’t really surprising, because when I disassembled it, I found that both the design and manufacture of the pump are very poor.

Here’s a sketch that I’ve done to show how the pump is put together. It’s just hand-drawn so apologies for the quality.

The pump consists of three sections – a top cap, a central section and a rotor chamber at the bottom.

The top cap contains the electrical connections and the brushes for the electric motor, a solid bearing in which the top of the motor shaft runs and holes to accept two long screws that pass down through the central section into threaded holes in the rotor chamber, which when tightened hold the whole thing together.

The central section comprises just a tube in which the motor magnets are mounted and in which are the motor windings. Otherwise the central section is just an empty void.

The rotor chamber on the bottom is a bit more complex than I’ve shown it to be but that isn’t important. What matters is that it contains a rotor to pump the fuel from its inlet connection out through its outlet, which is driven by the lower end of the motor shaft.

When the pump is disassembled, the central section separates from the rotor chamber taking the motor shaft with it as the windings are strongly attracted to the magnets which are fixed in the central section. You then find that the motor shaft passes through another simple bearing in the top of the rotor chamber and connects to the rotor by way of a slot.

Now for the problem areas, which are fairly obvious. When running, the rotor is said to generate a pressure in the chamber of 14 psi and clearly as the bearing in the top of the chamber through which the shaft passes has no kind of gland packing on either side, fuel in the chamber is forced up through it and into the void of the central section. Then no matter how tightly the retaining screws are screwed down, because there isn’t any kind of sealing gasket at either the top or the bottom of the central section, as soon as the level of the fuel inside it reaches the lower joint it begins to leak out.

And more seriously, the fuel is then in direct contact with the windings of the motor and can potentially rise higher and higher in the central void until it comes into contact with the motor’s commutator and brushes. In fact, when I first tried the pump out, I primed the system very energetically using the primer bulb that I’d incorporated and fuel not only began to leak out of the lower joint between the motor body central section and the rotor chamber but also out of the top joint where it joins the top cap. And afterwards when I stripped the pump I did indeed find that the commutator and brushes were wet.

Quite honestly, the design and manufacture of the pump are shoddy and if I’d known then what I know now I’d never have bought it in the first place. The lower shaft bearing in the top of the rotor chamber and its potential for allowing fuel to pass through it into the main body of the pump’s electric motor is the principal issue.

Now, I’m not a design engineer and therefore have no idea how you design your way around that problem and evidently the designer of the pump didn’t either but for what they’re worth, here are my thoughts.

The lower shaft bearing really needs some kind of gland packing that allows the motor shaft to rotate within it but prevents fuel passing up through it and given how the design is, I can’t see how that can be done properly as a design afterthought. I know for sure, because I tried it today, that if you just pack the bearing with standard grease, the fuel just washes it away with impunity and continues its journey north.

The idea I’ve had is to see what can be done if fuel-resistant grease is used instead – and yes, before the uninitiated and great unwashed say that there’s no such thing, there is. It’s called EZ Turn, it’s for lubricating and packing seals in aircraft fuel systems principally, and is available in cans and, luckily for me, in 5 oz tubes. Take a look at the following link.

EZ Turn

I’ve only found it on the internet being sold by US suppliers like Skygeek, who I think are the most competitive for both the product itself and delivery, and from the German Aircraft Spruce franchise at much higher cost, presumably because they just ship it in from Aircraft Spruce in the US and then just send it out.

I’m going to experiment with packing the lower bearing with it and seeing if I can work out some kind of containment mechanism. The reason for that is that as well as there being pressure generated inside the pump itself, I want to pump the fuel upwards to the level of the Savannah’s wing tanks. This will give plenty of potential because of the ‘U’ tube effect for fuel to fill up the whole of the void of the pump’s central section so it comes into contact with the motor’s commutator and brushes while the motor is running, which would be undesirable to say the least.

I don’t hold out too much hope of succeeding but as I’ve already received a partial refund for the amount that I paid out for the pump and am asking for more, it’s a shot to nothing almost and it’ll be interesting trying. In the meantime I still won’t have a working fuel rig though, which is a bit of a bummer 🙁

My good friend Victor is still unable to fly solo and is likely to remain so for some months to come following his accident last year, so I’m hoping that he’ll be able to join me on as many of the flights I have planned this coming year in the Savannah. Last Saturday turned out to be a pretty good flying day so we decided to do a little local tour to get things underway. Here’s the route that we settled on.

Victor’s quite a stout chap so I thought that I’d start off with a landing on a nice long runway to gauge the feel of the aircraft with the extra weight onboard, so the first port of call was Condat with it’s massive hard, upward sloping runway. The next stop was LF2438 Valeuil, the airfield operated by our old friend André up near Brantôme and this was going to be good fun because Wim was going to fly up there ahead of us in his Weedhopper so we could introduce Victor to André together.

Wim then planned just to fly back to Plazac but our idea was to continue on to Ribérac, which I’ve already visited but Victor hasn’t, and then to continue on to Ste Foy-la-Grande, an airfield that I’d never been to before. We then had two choices as shown on the image – either to return direct to Malbec from Ste Foy or to drop into Castillonnès before heading back.

In the event, because as usual we ended up meeting and talking with new people on our journey, we did the former as time became a bit tight and we all planned to head off to les Eyzies for a meal together in the evening. But it was still a good afternoon’s flying despite being slightly curtailed.

When landing at Condat, our first stop, we had to go around for what was my second time there. The reason was that just as I was about to flare, the Savannah’s flaps unlocked and snapped closed again, so rather than risk continuing even with the length of runway ahead of us, I decided to put power back on and climb away for another approach.

The next time I made sure that the flaps were securely locked and the landing went off pretty smoothly, but I noticed that with the extra weight onboard, the Savannah’s rate of descent at around my usual approach speed was noticeably higher and therefore something to be wary of.

After adding the Savannah’s details to the movements book, we took off to head for Valeuil, which is not the easiest airfield to find as it’s quite small with trees on three sides. However, I spotted it in good time and set up for a landing. Valeuil is a tricky little airfield to land at. Just beyond its eastern boundary there are power lines, so coming in from that direction is not really advised. But landing from the west there are some tall trees on the approach and you have to drop in over those then push the nose down without gaining too much speed to give yourself as much runway to land on as you can.

The prevailing wind on Saturday meant that we had the approach over the trees and I was wary of starting too low because of the weight onboard. But I got it wrong, was too high and couldn’t get enough height off even by slipping the aircraft, so being mindful of the power lines that were in front of us, I took the decision to pile power back on yet again for the second time that afternoon and go around for another try.

This time things worked out OK and soon we were taxying up to park with André and Wim walking down from André’s house to meet us. We then enjoyed a good half hour or more’s conversation with André and the owner of a pendulaire based at Valeuil who was fettling his aircraft ready for the new flying season while his wife sat out in the bright sunshine. That was a good result in my book.

We taxied out behind Wim, who turned after taking off to head back to Plazac while we continued on as planned to Ribérac. And when we landed on what was a super afternoon for flying there was nobody there and everything was all shut up. Not quite, actually, as a lone figure emerged from the open hangar to greet us and expressed as much disappointment on his part that he was all alone and that nobody was flying on such a lovely day.

We then said our goodbyes with time marching on to head off for Ste Foy-la-Grande, a small, mainly ‘avion’ (as distinct from ‘ULM’) oriented airfield due west of Bergerac. And as we arrived everything became a little bit unreal.

The runways at Ste Foy are 10/28 with 10 being the preferred direction. With the prevailing wind at the time, I set up to land by joining downwind for 10 but while I was doing so and before I became too committed, I noticed a Jodel flying at about a circuit’s distance out in the opposite direction. Then I looked again and spotted a motor glider taxying out towards the end of runway 28, apparently with a view to taking off from there.

Using the radio was useless. In France the shared frequency, much like SafetyCom in the UK, is 123.50 but listening in on that frequency was hopeless because of all the aspiring airbus drivers, at Montpazat further south in the Lot mainly, but elsewhere also, who were calling out their positions at all times without ever mentioning which airfield they were at, making their calls practically meaningless. It even included one who hogged the airwaves to say that he’d cleared the runway after landing, wherever he was. Utter madness.

So I thought that it was a good idea to get out of there and reconsider the situation, and lucky that I did, because then I clearly saw the Jodel that I’d spotted earlier landing on 28 – uphill and with a tailwind. How crazy was that? But that wasn’t all. After I’d followed him in and landed on runway 28, which had become pretty active by that time, Victor and I could hardly believe our eyes when we saw a ‘pendulaire’ (flexwing) take off on runway 28, fly around a little bit and land back on 10! I’ll make no further comment 😐

As I’d never visited Ste Foy before, I decided to take a few photgraphs and here they are, below.

As can be seen, it’s a nice little airfield but as is often the way here in France, although there were quite a few people doing this and that with quite a large group gathered around a glider, nobody paid any attention to us at all. The airfield card says that you can obtain refreshments on site and as Victor and I both fancied a cup of coffee, we asked someone where we could get some. He said that the source was actually the large house right next to the apron, but as the proprietors were busy in their garden preparing for the new season, there wouldn’t be any on offer that day.

So we then decided to make tracks for home. It was already too late to head on down to Castillonnès, so we took the alternative route to the north of Bergerac CAS directly back to Malbec. The return leg went well and then I had my only disappointment of the afternoon. All of my landings up to then had been pretty good, especially with the extra weight onboard that had been a new and unfamiliar factor, but that wasn’t quite the case at Malbec.

As we were on final, Jean-Michel, the new addition to the airfield, was waiting with his engine running at the top of the runway for us to land and I think I paid him a bit too much attention. The result was that I ended up a tad too high and we landed with a bit of a bump. There was no harm done of course, except to my pride, but it’s always annoying when the last landing of the day is a poor one. So drat and double drat – and lucky that the afternoon had been such an enjoyable one as otherwise I’d have had a really good reason at the end of it to be cheesed off 😕