Today's Message Index:
----------------------
1. 12:53 AM - Re. mono gear collapse (Jon Smith)
2. 01:09 AM - Rudder cables (David Joyce)
3. 01:47 AM - Re: Re. mono gear collapse (David Joyce)
4. 02:54 AM - Spinner Asembly (UVTReith@aol.com)
5. 03:10 AM - Flying to the UK. (Justin Carter)
6. 04:21 AM - Re: Sun N Fun (Steve Pitt)
7. 04:27 AM - Re: Sun N Fun (Garry)
8. 07:25 AM - Re: Sun N Fun (Jeff B)
9. 08:15 AM - Re: Re. mono gear collapse (William Mills)
10. 09:33 AM - Re: Re. mono gear collapse ()
11. 11:11 AM - Re: she did what she was supposed to do (Kim Prout)
12. 01:11 PM - Re: Rudder cables (Carl Pattinson)
13. 01:41 PM - Re: Mono gear collapse (Graham Singleton)
14. 05:59 PM - 914 and SD20 (Fergus Kyle)
15. 10:15 PM - Re: Re. mono gear collapse (William Mills)
16. 10:59 PM - Re: Re. mono gear collapse (GLENN CROWDER)
Message 1
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Subject: | Re. mono gear collapse |
Hi all, having been following this discussion here's my random thoughts!
ASSUMING THE MECHANISM IS CONSTRUCTED AND ADJUSTED CORRECTLY then with
the gear down and locked the over centre lock cannot possibly "unlock"
itself (ie travel back undercentre) UNLESS SOMETHING BREAKS OR BENDS. An
overcentre lock is exactly that - a lock.
With the gear down the LG8 arms will be tight against the stops and will
be held there in place by the retraction lever which will be tight
against the FORWARD face of the DOWN gate. (That's important - any gap
here and the lever could travel forward a small amount in the gate thus
moving the LG8's back off the stops slightly and critically REMOVING the
overcentre).
With the LG8's correctly locked against the stops as above, then the
overcentre lock cannot possibly "collapse" undercentre. It doesn't need
much overcentre. Even a tiny amount will be enough to create a "safe"
lock. As long as there is "some overcentre" present it will stay
overcentre.
However, studying the diagrams again I then started to worry - and the
following is pure speculation! If due to a very unfortunate series of
oscillations (bounces!) in conjunction with undulationg ground, could a
freak occurance happen such that the rubber block compresses so much
that the swinging arm would then be "fired" downwards again with such
force that (as the shock absorber became extended again) the arm would
continue down with such force that it pulled on the LG8 arms enough to
actually pull them back a little off their stops? (Of course, something
would have to bend or break - probably the retraction lever - for this
LG8 movement to happen). It wouldn't need something to bend much, just
enough for the LG8's to move back to a small undercentre geometry. The
next ground contact would then finish the job. (One thing is sure, if
there is any "undercenter" present for any reason then nothing will hold
the plane up - the gear will collapse immediately). Sadly, any
"evidence" of damage caused by the first event would be completely lost
by the continuing damage caused during the subsequent gear collapse.
Could this scenario happen? I don't know but I feel it is most unlikely.
It needs someone with much more engineering knowledge (and knowledge of
energy stored in rubber blocks!) than myself to speculate, but I feel
that compared to the whole gear assembly the rubber block is tiny and
the swinging arm will have a lot of inertia. (The wheel at the end is
very heavy though.) Also the angles involved, even with correct
overcentre geometry are very small. Any "pull" downwards from the shock
absorber will be almost straight down and not much in the direction
required to pull the LG8's off their stops! Ironically, too much
overcentre could make this scenario worse?? - the angle will then be
increased and any pull downwards by the shock absorber will have a
greater pull on the LG8's in a rearward direction thus straining the
retraction lever. (Zero overcentre and the pull would be straight
downwards so no risk - but no safety margin either!). During development
one presumes that Ivan, Andy or Nev will have swung and bounced up and
down at great length to prove this can't happen!
A while ago in the UK the PFA issued a document detailing mandatory
undercarriage inspections at each annual which includes a check of the
geometry amongst other things. Compliance with this should be good for
peace of mind! If owners from outside the UK don't have this then it may
be worth getting a copy as it's good reading.
I love my monowheel and it's flying characteristics and think it's a
great design! I will continue with the (completely unproven) thought
that in the small number of uncommanded retraction occurances that have
happened (with the greatest respect and sympathy to the owners)
something must have been wrong somewhere. However I will be checking my
geometry carefully and will be trying not to bounce too much!!
Regards,
Jon Smith
G-TERN
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Discussing the latest rudder cable directive with my inspector, he says that
the problem would be entirely avoided if the cables are run the length of
the aircraft through lightweight, low friction plastic tubing as seems to be
the norm in glider construction. Any crud in the wheel arch simply gets on
the tubing not the cable.He states with the authority of a long established
glider repair expert and BGA & PFA inspector that there has never been a
rudder cable failure in any glider or plane with such an arrangement.
Regards, David Joyce, G-XSDJ (with rudder cables in plastic tubing!)
Message 3
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Subject: | Re: Re. mono gear collapse |
Jon, I think you are on the right lines here. Although a lock is a lock it
is clearly capable of being unlocked! If the plane takes off abruptly
having gone over a significant bump the unloading of compression will
encourage the swinging arm to continue downwards, putting tension on the
overcentre elements thus tending to bring them back into a straight line and
indeed travel on into an 'undercentre' unlocked position if the movement is
violent enough, and if the gear lever set up is loose enough.
From this point of view it might be argued that being further over
centre in the downlocked position might increase the hazard as more momentum
(of the overcentre locking elements) will be developed when the swinging arm
unloads downwards, increasing the likelihood of forcing itself undercentre.
If it starts significantly overcentre it effectively (like a good back row
forward) takes a run at it and gets up a fine head of steam by the time it
reaches the neutral centre position, and is inclined to carry on taking
anything in its path with it!
The fragility of the joint between the gear selector lever and the
rest of the system was brought home to me when I found after flying through
some fairly severe turbulence in rotor, that the gear lever stopped 1/4
inch short of the detent on putting the gear down. The inertial effects on
the swinging arm and wheel had been enough to shift the alignment of the
joint where the gear lever joins LG08S with three bolts. Others of course
have reported similar things after trailing the plane with the gear locked
in an up position.
My conclusions are:
(1) that the system is best set up being only just overcentre
(2) that the Gear lever/ LG08S joint has to be as solid as possible, ie
holes precisely to size and faces bonded, and the reinforcing mod added)
(3) that the detents for the gear lever should allow no significant
movement
Regards, David Joyce, G-XSDJ
----- Original Message -----
From: "Jon Smith" <jonsmitheuropa@tiscali.co.uk>
Sent: Wednesday, February 28, 2007 8:51 AM
Subject: Europa-List: Re. mono gear collapse
Hi all, having been following this discussion here's my random thoughts!
ASSUMING THE MECHANISM IS CONSTRUCTED AND ADJUSTED CORRECTLY then with the
gear down and locked the over centre lock cannot possibly "unlock" itself
(ie travel back undercentre) UNLESS SOMETHING BREAKS OR BENDS. An overcentre
lock is exactly that - a lock.
With the gear down the LG8 arms will be tight against the stops and will be
held there in place by the retraction lever which will be tight against the
FORWARD face of the DOWN gate. (That's important - any gap here and the
lever could travel forward a small amount in the gate thus moving the LG8's
back off the stops slightly and critically REMOVING the overcentre).
With the LG8's correctly locked against the stops as above, then the
overcentre lock cannot possibly "collapse" undercentre. It doesn't need much
overcentre. Even a tiny amount will be enough to create a "safe" lock. As
long as there is "some overcentre" present it will stay overcentre.
However, studying the diagrams again I then started to worry - and the
following is pure speculation! If due to a very unfortunate series of
oscillations (bounces!) in conjunction with undulationg ground, could a
freak occurance happen such that the rubber block compresses so much that
the swinging arm would then be "fired" downwards again with such force that
(as the shock absorber became extended again) the arm would continue down
with such force that it pulled on the LG8 arms enough to actually pull them
back a little off their stops? (Of course, something would have to bend or
break - probably the retraction lever - for this LG8 movement to happen). It
wouldn't need something to bend much, just enough for the LG8's to move back
to a small undercentre geometry. The next ground contact would then finish
the job. (One thing is sure, if there is any "undercenter" present for any
reason then nothing will hold the plane up - the gear will collapse
immediately). Sadly, any "evidence" of damage caused by the first event
would be completely lost by the continuing damage caused during the
subsequent gear collapse.
Could this scenario happen? I don't know but I feel it is most unlikely. It
needs someone with much more engineering knowledge (and knowledge of energy
stored in rubber blocks!) than myself to speculate, but I feel that compared
to the whole gear assembly the rubber block is tiny and the swinging arm
will have a lot of inertia. (The wheel at the end is very heavy though.)
Also the angles involved, even with correct overcentre geometry are very
small. Any "pull" downwards from the shock absorber will be almost straight
down and not much in the direction required to pull the LG8's off their
stops! Ironically, too much overcentre could make this scenario worse?? -
the angle will then be increased and any pull downwards by the shock
absorber will have a greater pull on the LG8's in a rearward direction thus
straining the retraction lever. (Zero overcentre and the pull would be
straight downwards so no risk - but no safety margin either!). During
development one presumes that Ivan, Andy or Nev will have swung and bounced
up and down at great length to prove this can't happen!
A while ago in the UK the PFA issued a document detailing mandatory
undercarriage inspections at each annual which includes a check of the
geometry amongst other things. Compliance with this should be good for peace
of mind! If owners from outside the UK don't have this then it may be worth
getting a copy as it's good reading.
I love my monowheel and it's flying characteristics and think it's a great
design! I will continue with the (completely unproven) thought that in the
small number of uncommanded retraction occurances that have happened (with
the greatest respect and sympathy to the owners) something must have been
wrong somewhere. However I will be checking my geometry carefully and will
be trying not to bounce too much!!
Regards,
Jon Smith
G-TERN
Message 4
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Hi friends,
for the first runs with my monowheel I have bought an used ground adjustabl
e
Warp Drive prop - you never know.
The spinner, as a part of that deal was fitted only with the forward spinne
r
bulkhead.
The aft spinner bulkhead was not a part of the supply.
According to the engine manual for the Rotax 914 on page 8-5 the propeller
and spinner assembly is shown with two spinner bulkheads.
Do I need it?
"My" spinner was fixed with 9 screws to the forward bulkhead and was in use
approx. 150 hours without problems. The pre-owner changed to adjustable pro
p.
Thanks for some info to this.
Bruno Reith / UVT Reith
XS-mono, smart-Brabus,
Message 5
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Subject: | Flying to the UK. |
Dear all,
The list doesnt often hear from me but I felt compelled to
write to the CAA regarding their changes in rules
regarding flight to the UK in foreign permit aircraft.
This is what I penned. Havent sent it yet- thought I'd get
the list views first.
It particulalry annoys me because I'm enjoying european
'no permission' overflight rights for a UK permit aircraft
as I bum around europe in my UK registered europa (G-CDEX)
whilst living and working in Germany for a year.
anyway, here it is.
Apologies - bit hurried and 'off the cuff'.
Justin Carter
Dear Sir / Madame,
I would like to complain about the changes to the rules
regarding the 'Flight in UK Air Space of Foreign
Registered Home-Built Aircraft.'
There is a Europe wide community of 'permit to fly' type
llight aircraft. These aircraft have hitherto been able to
cross national airspace boundaries without prior
permission (other than being required to submit a flight
plan like the rest of the aviation community). This
facility has contributed to the growth of the permit
aircraft scene across europe. It makes good sense - for
example -the Belgians wouldnt dream of imposing pre flight
permission on French 'permit' aircraft. The aircraft of
these countries cross national boundaries on a daily
basis. The permit aircraft scene is burgeoning in other
countries (like France and the Czech Republic) and this
growth is contributed to by fewer (not more) restrictions
on movement.
My problems with the new rules are:
1) In an era of growing European harmonisation and
movement we take a step backwards and begin imposing
preflight permission requirements on foregin aircraft.
2) there aren't enough of these foreign visitors
contributing to our aviation community and industry as it
is ( mostly dissuaded by high airfield charges and poor
weather), we should be encouraging this intergration not
hindering it.
3) No doubt the CAA will clain the the new rules are not a
hindrance to visiting aircraft. This is simply not the
case. The rules are guaranteed to dissuade pilots from
visiting UK airspace , going to UK events and airshows /
fly-ins etc. The French pilot looking for a 'weekend away'
will turn away from UK airspace and its red tape and head
for Germany instead.
4) The UK CAA's unilateral withdrawl of 'free skies
arrangements' will prompt other european states to do the
same - effectivley shutting down easy movement of permit
aircraft across europe.
5) This is another example of UK 'isolationism'. We
commonly see this way of thinking exhibited by our CAA -
the usual reasoning is a false impression that UK
airworthiness and safety standards are superior to those
of our neigbours and we need to be 'protected' from their
aircraft. I think this way of thinking is not based on
fact and is quite condescending.
I understand that some changes were necessary to prevent
aircraft with 'foreign' permits from residing permenantly
in UK airspace. I think this intention could have been
achieved in many other ways without resorting to a new
system which will impose a significant hindrance to flight
of foreign aircraft into the UK and may contribute to the
breakdown of reciprocal open skies arrangements which
would be a further burden on our flagging General aviation
industry.
I look forward to your response.
Yours sincerely,
This message has been scanned for viruses by BlackSpider MailControl - www.blackspider.com
Message 6
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Dear all
I have not seen anything on the Forum re Europa and Sun'n'Fun but I have
been authorised to bring to everyone's attention that Europa 2004 will
be at the show (Stand N21)(see the Europa website) and it is to be run
by Bud Yerly with UK support by John Wheeler. I will be there lending a
hand and if anyone is looking for accomodation please contact me off
list for details. John is staying with me so good company is assured.
Look forward to seeing anyone form the Europa fraternity.
Steve Pitt #403 G-SMDH
steven.pitt2@ntlworld.com
Message 7
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I plan to bring my 914 trigear to Sun N'Fun and leave it parked in the
homebuilt area for the entire week.
Garry Stout
----- Original Message -----
From: Alan Burrows
To: europa-list@matronics.com
Sent: Tuesday, February 27, 2007 10:30 PM
Subject: RE: Europa-List: Sun N Fun
Hi Steve
Kate and I will be there hopefully with the aircraft, if we caqn get
through the registration and inspection process in time. Nigel Harrison
is coming over from New Zealand also. We were wondering if anyone wants
to come up to Spruce Creek for a BBQ sometime during the Sun n Fun week?
Alan
-------------------------------------------------------------------------
-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of Steve Crimm
Sent: 28 February 2007 02:14
To: europa-list@matronics.com
Subject: Europa-List: Sun N Fun
I am planning on being at Sun N Fun on the 21st and 22nd arriving by
car. With that said who is planning on going to Sun N Fun and when?
Steve
N42AH
For Sale
www.stephenscott.com/Europa
-- Date: 26/02/2007 14:56
--
26/02/2007 14:56
Message 8
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|
Mary and I will also be attending in Baby Blue. Haven't decided where
we'll be parking her, yet, as our little try-gear qualifies for "past
winners" honors. In American, that translates to "parking with the big
dawgs" :) Hope to see you all there...
Jeff - Baby Blue
Garry wrote:
> I plan to bring my 914 trigear to Sun N'Fun and leave it parked in the
> homebuilt area for the entire week.
>
> Garry Stout
>
>
> ----- Original Message -----
> *From:* Alan Burrows <mailto:alan@kestrel-insurance.com>
> *To:* europa-list@matronics.com <mailto:europa-list@matronics.com>
> *Sent:* Tuesday, February 27, 2007 10:30 PM
> *Subject:* RE: Europa-List: Sun N Fun
>
> Hi Steve
>
>
>
> Kate and I will be there hopefully with the aircraft, if we caqn
> get through the registration and inspection process in time. Nigel
> Harrison is coming over from New Zealand also. We were wondering
> if anyone wants to come up to Spruce Creek for a BBQ sometime
> during the Sun n Fun week?
>
>
>
> Alan
>
>
>
> ------------------------------------------------------------------------
>
> *From:* owner-europa-list-server@matronics.com
> <mailto:owner-europa-list-server@matronics.com>
> [mailto:owner-europa-list-server@matronics.com] *On Behalf Of
> *Steve Crimm
> *Sent:* 28 February 2007 02:14
> *To:* europa-list@matronics.com
> *Subject:* Europa-List: Sun N Fun
>
>
>
> I am planning on being at Sun N Fun on the 21st and 22nd arriving
> by car. With that said who is planning on going to Sun N Fun and
> when?
>
>
>
> Steve
>
> N42AH
>
> For Sale
>
> www.stephenscott.com/Europa <http://www.stephenscott.com/Europa>
>
>
>
> * *
>
> * *
>
> **
>
> **
>
> **
>
> **
>
> **
>
> **
>
> * *
>
> -- Date: 26/02/2007 14:56
>
> --
> 26/02/2007 14:56
>
> *
>
> href="http://www.matronics.com/Navigator?Europa-List">http://www.matronhref="http://forums.matronics.com">http://forums.matronics.com
>
> *
>
> *
>
>
> *
> ------------------------------------------------------------------------
>
>
Message 9
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Subject: | Re: Re. mono gear collapse |
To all flying monos,
Has anyone decided to renew the U/C shock cord as a timed maintenance issue?
Mine is 10 years old and 1,000 plus hours, flying off rought grass strips,
but still seems to function well, albeit probably a little tired by now.
(like me!) Someone has suggested that if the shock cord is not sufficiently
tight, it may contribute towards a gear collapse. If that were the case, it
would be nice to know what others think and what maintenance they have done,
or intending to do, to the U/C mechanism over the years. All I have done so
far, is to replace the two bronze bushes, when they appeared to be a bit
sloppy at approx 600 hours, but I am not sure if that was absolutely
necessary.
Regards,
William
Message 10
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Subject: | Re: Re. mono gear collapse |
Hello Jon
I read your post, and:
"the following is pure speculation!" I am not sure that will really
happen.
As far as my speculation, I believe that a rammed and jammed LG08 against
its stop that is 1/16" to 1/8" overcentre can be brought undercentre!
How???
Lets say you hit a ski jump on take off, the plane will get light, and
lets say it is not ready to fly, then when it comes back down, one wing is
slight low (matters not which one), then a outrigger latch decides to be
defeated at that very moment. Can the rearward force on the outrigger, be
applied to the flap, which will be applied to the cross tube, then the
connecting rod and ultimate to the starboard LG08 forcing it
undercentre???
My wings are not rigged yet, can someone next time when doing a gear swing
test, defeat a outrigger latch and push aft on gear leg and have a look at
starboard LG08 to see if it can be lifted off its stop?
Thx.
Ron Parigoris
Message 11
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Subject: | Re: she did what she was supposed to do |
Hi Roger!
Wow, what a ride....
There were a thousand things that could have gone really wrong, but only one
way this was going to work out OK for me and Thomas. Looking at the initial
impact point at the end of the runway and where the aircraft hit a second
time below that level in a gravel clearing is certainly sobering. Anyway, I
feel blessed, with a small scratch, a small bruise and a bit of a sore neck
(probably from taking a bad tumble playing raquetball earlier that morning
anyway). Getting out of the airplane was simple. The firewall forward broke
open and tilted downward leaving a large (enough) opening that I could just
stand up and walk out through. No need to open the canopy!
This hasn't disheartened me in any way from continuing flying my Europa.
Thanks to everyone for their concern and condolences.
I will be at Sun and Fun this year (flying out commercial) to help my
friend at IK Technologies and to visit my Uncle and my niece and her family
in Bradenton. Then June 5 through June 21, I will travel to Sweden (Gotland)
to visit Gert and Inger Martinsson at the old military airbase there that
they bought a few years ago. We're thinking about how to set up a small
Europa fly-in there.
Anyway, I hope you and your family are doing well!
Mom and Dad always ask about you and enjoy remembering the times we had
together here.
Cheers and ....happy skies!
kp
Message 12
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Subject: | Re: Rudder cables |
We have ours sleeved in this way from the firewall to just past the fuel
pump bulkhead (before the pulleys). We were concerned that the crud from the
wheels would cause problems sooner or later and appears the concerns were
justified.
But we have yet to check our cables - will report back when we have done so.
Carl Pattinson
Europa mono G-LABS
----- Original Message -----
From: "David Joyce" <davidjoyce@doctors.org.uk>
Sent: Wednesday, February 28, 2007 9:09 AM
Subject: Europa-List: Rudder cables
> <davidjoyce@doctors.org.uk>
>
> Discussing the latest rudder cable directive with my inspector, he says
> that
> the problem would be entirely avoided if the cables are run the length of
> the aircraft through lightweight, low friction plastic tubing as seems to
> be
> the norm in glider construction. Any crud in the wheel arch simply gets on
> the tubing not the cable.He states with the authority of a long
> established
> glider repair expert and BGA & PFA inspector that there has never been a
> rudder cable failure in any glider or plane with such an arrangement.
> Regards, David Joyce, G-XSDJ (with rudder cables in plastic tubing!)
>
>
>
Message 13
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Subject: | Re: Mono gear collapse |
Jos
the pressure on the flaps doen't cause any tendency to retract, it acts
straight up the support brackets and through the pivot bolts. In flight
you should be able to put the flaps anywhere from nearly down to nearly
up and they will stay put. The only force on the lever is from the shock
chord or your hand.
Graham
josok wrote:
>
> Hi All,
> It's a bit of a teaser, this thread about collapsing gear. Let me try my view
on this. The gear is per desgn over-center. It's ever so little, and i did not
really believe it. I moved the crates which supported the fuselage in the workshop
a bit aside, so that they were only balancing the act, and it was impossible
to raise the wheel. Support back in place and up she went. So i was happy
until this thread. Im my case there is no play on the lever in the down position
so far. So it can't get out of over center eh? The i remembered the demonstation
fligts, the gear comes up easy, almost jumps up, until halfway, when pressure
has to be applied. So it's the pressure on the flaps that will, on a bumpy
take off or landing, pull happely out-of-over-center. That is, if there is
any play in the system, more then the over center distance. Right?
>
> Kind Regards,
>
> Jos Okhuijsen
Graham Singleton
Tel: +441629820187
Mob: +447739582005
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Cheers,
I forget who asked after my remark regarding the gearing 'twixt
the 914 and the SD20S drive spline. I have now Ron's explanation, kindly
sent, for my poor description.
` With I hope his tacit permission I can explain what I
meant......
Send me a note and will reply with the explanation........
Cheers,
Ferg Kyle
Europa A064 914 Classic
Message 15
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Subject: | Re: Re. mono gear collapse |
Ron,
I know of at least two monos that have ground away the front of the
outrigger spat right through to the front face of the wheel fork tube and
removed the head of the retaining bolt. This happens during a ground loop
owing to strong crosswinds on a hard runway. The leg is bent horizontal
when this happens, but it does not cause it to collapse. The U/C will also
withstand an A/C drop after hitting a bump on landing below flying speed,
sufficient to break the prop, but the U/C does not collapse. Hope this give
mono builders confidence, that if the over-centre is correct, the system
should not collapse owing to heavy treatment.
Regards,
William
----- Original Message -----
From: <rparigor@suffolk.lib.ny.us>
Sent: Wednesday, February 28, 2007 5:31 PM
Subject: Re: Europa-List: Re. mono gear collapse
>
> Hello Jon
>
> I read your post, and:
> "the following is pure speculation!" I am not sure that will really
> happen.
>
> As far as my speculation, I believe that a rammed and jammed LG08 against
> its stop that is 1/16" to 1/8" overcentre can be brought undercentre!
>
> How???
>
> Lets say you hit a ski jump on take off, the plane will get light, and
> lets say it is not ready to fly, then when it comes back down, one wing is
> slight low (matters not which one), then a outrigger latch decides to be
> defeated at that very moment. Can the rearward force on the outrigger, be
> applied to the flap, which will be applied to the cross tube, then the
> connecting rod and ultimate to the starboard LG08 forcing it
> undercentre???
>
> My wings are not rigged yet, can someone next time when doing a gear swing
> test, defeat a outrigger latch and push aft on gear leg and have a look at
> starboard LG08 to see if it can be lifted off its stop?
>
>
> Thx.
> Ron Parigoris
>
>
>
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Subject: | Re: Re. mono gear collapse |
I sure bounced the hell out of some early landings with my mono till I
figured
it out (just get the tail down first - duh!) to the point I thought I was
going
to prop strike but no u/c collapse. I have the mod to stiffen the u/c lever
but
still have not installed it. The lever is still very tight with no play
after 400 hrs.
My flaps can be left in any position in slow flight and they will not move
up
or down. I only fly off of pavement tho. I plan to tighten the u/c bungee
this spring as raising the gear that last inch into the detent can be
difficult.
Glenn
>From: "William Mills" <william@wrmills.plus.com>
>To: <europa-list@matronics.com>
>Subject: Re: Europa-List: Re. mono gear collapse
>Date: Thu, 1 Mar 2007 06:13:45 -0000
>
><william@wrmills.plus.com>
>
>Ron,
>I know of at least two monos that have ground away the front of the
>outrigger spat right through to the front face of the wheel fork tube and
>removed the head of the retaining bolt. This happens during a ground loop
>owing to strong crosswinds on a hard runway. The leg is bent horizontal
>when this happens, but it does not cause it to collapse. The U/C will also
>withstand an A/C drop after hitting a bump on landing below flying speed,
>sufficient to break the prop, but the U/C does not collapse. Hope this
>give mono builders confidence, that if the over-centre is correct, the
>system should not collapse owing to heavy treatment.
>Regards,
>William
>
>
>----- Original Message ----- From: <rparigor@suffolk.lib.ny.us>
>To: <europa-list@matronics.com>; "Jon Smith" <jonsmitheuropa@tiscali.co.uk>
>Sent: Wednesday, February 28, 2007 5:31 PM
>Subject: Re: Europa-List: Re. mono gear collapse
>
>
>>
>>Hello Jon
>>
>>I read your post, and:
>>"the following is pure speculation!" I am not sure that will really
>>happen.
>>
>>As far as my speculation, I believe that a rammed and jammed LG08 against
>>its stop that is 1/16" to 1/8" overcentre can be brought undercentre!
>>
>>How???
>>
>>Lets say you hit a ski jump on take off, the plane will get light, and
>>lets say it is not ready to fly, then when it comes back down, one wing is
>>slight low (matters not which one), then a outrigger latch decides to be
>>defeated at that very moment. Can the rearward force on the outrigger, be
>>applied to the flap, which will be applied to the cross tube, then the
>>connecting rod and ultimate to the starboard LG08 forcing it
>>undercentre???
>>
>>My wings are not rigged yet, can someone next time when doing a gear swing
>>test, defeat a outrigger latch and push aft on gear leg and have a look at
>>starboard LG08 to see if it can be lifted off its stop?
>>
>>
>>Thx.
>>Ron Parigoris
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
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