Today's Message Index:
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1. 02:04 AM - Re: parking brake system - addition (Simon Smith)
2. 04:45 PM - Fitting Rudder Pushrod Fitting CS29 (Graham Singleton)
3. 04:45 PM - parking brake system (Graham Singleton)
Message 1
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| Subject: | parking brake system - addition |
--> Europa-List message posted by: "Simon Smith" <jodel@nildram.co.uk>
Hi again!
Rethinking this again this morning (without the gin but with a hangover!)
the valve, if backwards, would stop the application of brakes when selected
on but I cannot see how it would retain pressure at the wheels.
I probably was talking b#l###ks!
Simon
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of Simon Smith
Subject: RE: Europa-List: parking brake system
--> Europa-List message posted by: "Simon Smith" <jodel@nildram.co.uk>
Nigel,
Are you sure that you haven't got your valve arse about face? If you are
talking about the "MATCO PV-1" then this is the same valve that is supplied
with the factory finger brake kit for the Trigear.
A quote from the factory installation instructions:-
"The parking brake valve provides a means of retaining hydraulic pressure in
the lines between each wheel brake calliper and the valve. When the park
brake is set to "on" a check valve allows further pressure to be applied by
pulling on the brake levers."
The factory kit has the valve orientated with the flow from the finger brake
cylinders to the larger flat face of the valve and then out to the wheels
via the two ports on the smaller face.
I interpret the factory instructions as describing this as a one way valve
that is selectable in or out (of the system) rather than a on/off system.
If you have the valve connected the factories way round then you can select
the valve to park first, then apply wheel pressure which the valve will
hold. I suspect that you are having to apply wheel pressure first, and then
select the valve. Selecting the valve first (if it is installed backwards)
would stop pressure getting from the brake levers to the wheels.
Apologies if I'm talking b#ll##ks
Regards
Simon Smith
504 G-BZTN
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of nigel charles
Subject: Re: Europa-List: parking brake system
--> Europa-List message posted by: "nigel charles"
--> <nigelcharles@tiscali.co.uk>
I use the MATCO parking brake. It works very well. It is important thet it
is placed in a position where it cannot be inadvertantly selected. As it is
a hydraulic valve it will prevent brake application if it is selected with
the brake off. If it was knocked on in flight no braking would be available
on landing. Whilst the mechanical cam parking brakes are cheaper they are a
little more awkward to use and take more time to make and set up initially.
They are usually designed with teeth so the exact setting will be defined by
steps. Unless these steps are kept small the exact amount of brake pressure
with the parking brake set will change as the pads wear. The hydraulic brake
by contrast will hold whatever pressure is applied by the brake lever.
Nigel Charles
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Message 2
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| Subject: | Fitting Rudder Pushrod Fitting CS29 |
--> Europa-List message posted by: Graham Singleton <graham@gflight.f9.co.uk>
At 23:56 29/09/2003 -0700, you wrote:
>We ended up with a slight opening/gap on the port side when the rudder is
>centered.
>With our mono-wheel installation, we found the ground handling VERY
>challenging
>with the 2:1 ratio to the tail wheel. After a ground loop fairly early in
>flight
>testing, we modified the bell crank at the rear bulkhead for a 1:1 ratio.
>Our tail wheel travel went from nearly +- 90 deg to +- 45 deg of travel.
>Ground
>handling became much more manageable after the
>change.
There are two other things to check in this scenario,
1. tailplane position at full back stick MUST be at least 5 degrees nose up
with the tail on the ground, ie still pressing down on the tailwheel. If it
isn't the tailwheel will have little authority when the rudder loses power
at low speed.
2. the spring tension should be low enough to allow full rudder deflection
without forcing the tailwheel to it's full deflection.
The third criteria is technique of course. All these adjustments are a
compromise, you need to choose one that suits your operating conditions and
experience. Grass? Tarmac? etc?
Graham
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Message 3
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| Subject: | parking brake system |
--> Europa-List message posted by: Graham Singleton <graham@gflight.f9.co.uk>
At 23:56 29/09/2003 -0700, you wrote:
>parking brake system
>
>--> Europa-List message posted by: "nigel charles"
><nigelcharles@tiscali.co.uk>
>
>I use the MATCO parking brake. It works very well. It is important thet it
>is placed in a position where it cannot be inadvertantly selected. As it is
>a hydraulic valve it will prevent brake application if it is selected with
>the brake off. If it was knocked on in flight no braking would be available
>on landing.
It is just as important that the parking brake can't accidentally knocked
on if you hit a bump while braking. If it does you will not be able to
release the brake quickly, and that will probably cause you the need to
save up for a new prop
Graham
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