Today's Message Index:
----------------------
1. 01:57 AM - The elusive stopper... (David.Corbett)
2. 02:21 AM - Re: Trigear Max Prop Size (Duncan & Ami McFadyean)
3. 02:21 AM - Re: Re: Woodcomp scimitar blades (was Emailing: IMG_0410, IMG_04... (Duncan & Ami McFadyean)
4. 03:19 AM - Re: Jabiropa cooling (Gilles Thesee)
5. 03:35 AM - Re: Jabiropa cooling (Graham Singleton)
6. 05:05 AM - Re: Trigear Max Prop Size (Karl Heindl)
7. 05:34 AM - Re: motorglider V-speeds and registration (h&jeuropa)
8. 07:25 AM - Woodcomp scimitar blades (Fergus Kyle)
9. 08:10 AM - Re: Trigear Max Prop Size (rampil)
10. 08:17 AM - Re: Jabiropa cooling (Paul McAllister)
11. 09:01 AM - Re: Woodcomp scimitar blades (Mark Burton)
12. 09:04 AM - Re: Woodcomp scimitar blades (was Emailing: IMG_0410, IMG_04... (Mark Burton)
13. 10:37 AM - Jabiru 3300 cooling (CHUCK RHOADS)
14. 10:52 AM - Re: Re: Woodcomp scimitar blades (Carl Pattinson)
15. 10:57 AM - Re: Woodcomp scimitar blades (Carl Pattinson)
16. 11:18 AM - Re: Re: motorglider V-speeds and registration (Alan Burrows)
17. 11:36 AM - Re: Jabiru 3300 cooling (Fred Klein)
18. 11:43 AM - Re: Woodcomp scimitar blades (Ferg Kyle)
19. 12:10 PM - Re: Re: Woodcomp scimitar blades (Duncan & Ami McFadyean)
20. 12:47 PM - Exhaust exit spacing (Fergus Kyle)
21. 12:59 PM - Re: Jabiru 3300 cooling (Al Stills)
22. 01:07 PM - Re: Tire question - cannot fly before information (Raimo Toivio)
23. 04:38 PM - Re: Tire question - cannot fly before information (karelvranken)
24. 06:36 PM - Re: Exhaust exit spacing (Rman)
Message 1
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| Subject: | The elusive stopper... |
Ah.
The gospel according to St Ferg!
Thank you, Ferg, for brightening an already quite sunny Sunday morning, as I
struggle with balancing the Europa Club accounts!
David
G -BZAM
Message 2
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| Subject: | Re: Trigear Max Prop Size |
Karl,
See article in Sept 07 Sport Aviation (pp 110) for the downside of this!
Duncan McF
do not archive
----- Original Message -----
From: "Karl Heindl" <kheindl@msn.com>
Sent: Sunday, September 30, 2007 12:39 AM
Subject: RE: Europa-List: Trigear Max Prop Size
>
> At least 70" if you make the necessary mod to the nose gear . I had a new
> spindle machined out of the same material as the original, which is 50mm
> longer. It increases the nose-up attitude on the ground by 1.6 degrees,
> and there is no noticable change in handling.
>
> Karl
>
>
>>From: "craig bastin" <craigb@onthenet.com.au>
>>To: <europa-list@matronics.com>
>>Subject: Europa-List: Trigear Max Prop Size
>>Date: Sun, 30 Sep 2007 08:56:38 +1000
>>
>>
>>Seeing all this discussion about the size of prop allowable on Mono's
>>prompts me to ask if anyone knows
>>what the largest prop for the Tri is 62".... 64"....66"?? given the
>>different static angles on the ground etc
>>
>>thanks
>>
>>3:40 PM
>>
>>
>>
>>
>>
>
> _________________________________________________________________
> The next generation of Hotmail is here! http://www.newhotmail.co.uk
>
>
Message 3
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| Subject: | Re: Woodcomp scimitar blades (was Emailing: IMG_0410, |
IMG_04...
I'd be interested to hear views on the suitability of the area of the SR3000
blades. This appears much larger than the competition (excepting the
Rospeller)and I wonder whether it's too much for at least the 80 hp 912.
Probably perfect for 914 at high altitude!
Duncan McF.
----- Original Message -----
From: "Mark Burton" <markb@ordern.com>
Sent: Saturday, September 29, 2007 9:59 PM
Subject: Europa-List: Re: Woodcomp scimitar blades (was Emailing: IMG_0410,
IMG_04...
>
> Carl,
>
> The people with tape measures don't care about it being better to land
> tail down. If it's possible to plant the thing heavily on the mainwheel in
> a level attitude then that's what it has to be able to cope with (from a
> prop clearance point of view).
>
> Personally, I don't believe William's prop was 63" in diameter. From
> memory, he (verbally) told me: "I asked for a 63 inch prop, and that's
> what I believe I got". I don't know if he ever measured the diameter.
>
> Mark
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=137168#137168
>
>
>
Message 4
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| Subject: | Re: Jabiropa cooling |
Paul McAllister a crit :
> One jug we set up a
> swirl action and compared the time to the jug that just "glugged
> away"... the swirling action was much faster.
>
> So, I was wondering if on your inlet if you could encourage the air to
> spin a little if you would stop the pressure wave, and possibly get
> more air into the inlet.
>
Paul and all,
The swirl is for letting water out and air in at the same time.
Hopefully in a cooling duct there is a way out for the air !
The laws of engine or radiator aerodynamics are now well established.
You need a well designed inlet and diffuser at a location when air is
not too disturbed and you can take advantage of its velocity to convert
most of the dynamic pressure into static pressure.
Behind the engine you need a convenient exit with a converging duct to
convert the remaining pressure into velocity so that drag is as limited
as possible.
"The lip" often seen at the exit doesn't help much if the inlet is
misplaced or wrongly shaped.
Concerning the Jabiru, there is little room between the prop and the
front cylinders to provide a correct diffuser, so the inlet must be of
larger size, and the efficiency will be lower.
But the engine can be adequately cooled all the same, at the price of a
little more drag, of course.
Some info on a well cooled Jab cowling and principles of cooling at :
http://contrails.free.fr/diap/phpslideshow.php?directory=diapo_capot_rt
http://contrails.free.fr/engine_aerodyn_radia_en.php
http://contrails.free.fr/engine_air_inlets.php
FWIW,
Best regards,
--
Gilles
http://contrails.free.fr
Message 5
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| Subject: | Re: Jabiropa cooling |
Paul
I'm puzzled by your reference to a "jug" !? We used to wash lemonade
bottles for "return and collect 3 pence", swirling then pouring out was
very effective because the air going in to replace the water going out
has a smooth round hole to go through, instead of as you say, glugging.
It is an interesting thought though, swirling the air going in might
keep it attached to the duct and avoid the turbulence that causes the
blocking. This assumes you have a nice smooth duct of course
Graham
Paul McAllister wrote:
>
> Hi John,
>
> I don't know if this is a silly idea or not, but I remember a physics
> experiment once where we emptied 5 gallon jugs. One jug we set up a
> swirl action and compared the time to the jug that just "glugged
> away"... the swirling action was much faster.
>
> So, I was wondering if on your inlet if you could encourage the air to
> spin a little if you would stop the pressure wave, and possibly get
> more air into the inlet.
>
> Hope this makes sense.
>
> Paul
>
>
>
>
>
--
Graham Singleton
Tel: +441629820187
Mob: +447739582005
Message 6
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| Subject: | Re: Trigear Max Prop Size |
Duncan,
You had me worried for a minute. Are you referring to the article 'Range of
Pitch' and lack of traction in a crosswind takeoff ? I am not sure I
understand that one. I can keep the aircraft on the ground as long as I like
by pushing the stick forward, and I have to do that on a bumpy grass strip
on landing, otherwise the steel spring suspension propels me back in the
air.
Very recently I made a takeoff in a 40 knot 90 degree crosswind without too
much bother. The landing, though, was something else.
Karl
>From: "Duncan & Ami McFadyean" <ami@mcfadyean.freeserve.co.uk>
>To: <europa-list@matronics.com>
>Subject: Re: Europa-List: Trigear Max Prop Size
>Date: Fri, 1 Jan 1988 01:41:01 -0000
>
><ami@mcfadyean.freeserve.co.uk>
>
>Karl,
>See article in Sept 07 Sport Aviation (pp 110) for the downside of this!
>
>Duncan McF
>do not archive
>----- Original Message ----- From: "Karl Heindl" <kheindl@msn.com>
>To: <europa-list@matronics.com>
>Sent: Sunday, September 30, 2007 12:39 AM
>Subject: RE: Europa-List: Trigear Max Prop Size
>
>
>>
>>At least 70" if you make the necessary mod to the nose gear . I had a new
>>spindle machined out of the same material as the original, which is 50mm
>>longer. It increases the nose-up attitude on the ground by 1.6 degrees,
>>and there is no noticable change in handling.
>>
>>Karl
>>
>>
>>
>>
>>>From: "craig bastin" <craigb@onthenet.com.au>
>>>To: <europa-list@matronics.com>
>>>Subject: Europa-List: Trigear Max Prop Size
>>>Date: Sun, 30 Sep 2007 08:56:38 +1000
>>>
>>><craigb@onthenet.com.au>
>>>
>>>Seeing all this discussion about the size of prop allowable on Mono's
>>>prompts me to ask if anyone knows
>>>what the largest prop for the Tri is 62".... 64"....66"?? given the
>>>different static angles on the ground etc
>>>
>>>thanks
>>>
>>>3:40 PM
>>>
>>>
>>>
>>>
>>>
>>
>>_________________________________________________________________
>>The next generation of Hotmail is here! http://www.newhotmail.co.uk
>>
>>
>>
>>
>>
>>
>>
>
>
_________________________________________________________________
Can you see your house from the sky? Try Live Search Maps
http://maps.live.com
Message 7
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| Subject: | Re: motorglider V-speeds and registration |
Fred,
Although we had purchased the long wings, they were not at the airport during the
inspection. We did have the air brake control installed but the inspector
really did not question the dual registration or whether we actually were building
the long wings.
We did tell the inspector (an FAA inspector from the Grand Rapids MI FSDO), when
we submitted the paperwork prior to his inspection, that this had been done
previously by Dave Anderson and he asked us to send him a copy of Dave's Airworthiness
Certificate. We'd be happy to send a copy of our paperwork to anyone
that needs it.
Having an EFIS makes changing the airspeed range marks easy - it's a simple change
in a table in the EFIS that you change on the ground when we change the wings.
Not sure yet how to handle our Perpherial Software Angle Of Attack calibration.
Jim Butcher
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=137249#137249
Message 8
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| Subject: | Woodcomp scimitar blades |
" (a) Ground clearance. There must be a clearance of at least 180 mm (for
each aeroplane with nose wheel landing gear) or 230 mm (for each aeroplane
with
tail wheel landing gear) between each propeller and the ground with the
landing gear statically deflected and in the level, normal take-off, or
taxying
attitude, whichever is most critical. In addition, for each aeroplane with
conventional landing gear struts using fluid or mechanical means for
absorbing
landing shocks, there must be positive clearance between the propeller and
the
ground in the level take-off attitude with the critical tyre completely
deflated and the corresponding landing gear strut bottomed."
If my interpretation is right there have to be two checks made. You first
load the aircraft up to its maximum weight and the clearance has to be in
excess of 230mm, then you deflate the tyre and there should then be what
they
describe as "positive clearance".
My question is:
In the mono, is there a conventional landing gear? - and if not, are
there conventional landing gear struts? (pleural?)
Another query is:
Rather than 'bottom' the landing gear strut, could not one calculate
the geometric height equivalent and ADD a length it to the non-'critical'
strut, then take the clearance measurement and subtract the calculated
height to acquire the figure?
It's all somewhat ethereal, what?
It also occurs that when the directional control of the machine is lost,
most victims ding the prop. What then is the danger of dinging the prop for
a different reason (Flat tire)? I can only suppose shrapnel to onlookers...
Cheers, Ferg
Message 9
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| Subject: | Re: Trigear Max Prop Size |
My trigear has a 66" prop and no mod of the nose gear without any noticeable problem
--------
Ira N224XS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=137266#137266
Message 10
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| Subject: | Re: Jabiropa cooling |
Gilles,
Of course !. Had I thought about it a little more I would not have
posed the question. Really nice photos of the Jab installation by the
way.
Paul
Message 11
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| Subject: | Re: Woodcomp scimitar blades |
I have measured the diameter of my scimitar bladed SR3000 and it is 1645mm. My
Woodcomp paperwork says 1625. Hmm.
So when Conrad says they are 1650mm, he's pretty much telling the truth.
As for the clearances that Ferg describes, it's fine - I measured them earlier
in the year and it passes the test.
Mark
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=137273#137273
Message 12
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| Subject: | Re: Woodcomp scimitar blades (was Emailing: IMG_0410, IMG_04... |
Duncan,
I think you may be right because with my 912, the coarse limit has to be set relatively
fine so that I can achieve the +ve rate of climb in fully coarse that
the PFA demand but that then means that it runs out of pitch if I try to cruise
using less than about 4800 RPM.
On the plus side, the prop does seem to pull very well at low speed - does that
make sense?
Mark
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=137274#137274
Message 13
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| Subject: | Jabiru 3300 cooling |
I am considering buying a Jabiur 3300 engine from an estate sale. From som
e of the E-mail that I have read it appears to me that the newer 3300 engin
es have added more cooling fins and thus have a better handle on the coolin
g. =0A=0AQUESTION: What year were these improvements made and at what ser
iel number.=0A=0AThanks,=0AChuck Rhoads=0A =0A_____________________________
_____________________________=0A=0A=0A =0A___________________________
_________________________________________________________=0APinpoint custom
ers who are looking for what you sell. =0Ahttp://searchmarketing.yahoo.com/
Message 14
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| Subject: | Re: Woodcomp scimitar blades |
We measured our prop/ clearances today and it dosent make good reading.
Prop diameter 1575 mm (62") - standard ground adjustable Warp Drive tapered
blades.
Clearance from ground in level configuration (using door sills as
reference) - 185 mm (230 is the minimum for VLA approval.
Clearance from ground tailwheel on ground - 285 mm
As Andy Draper said, the PFA wont approve any propeller on a Classic Mono in
excess of 62" unless it can pass the VLA test - and it clearly can't. This
is in line with what Andy told me on Friday.
As to how William managed to get his prop past the PFA is a mystery.
According to them it was a 63" dia blade and therefore shouldnt have been
approved (as his was a Classic Mono also) . And if Conrad Beale is correct
about the sizing it is more likely to be 65".
It might be worth asking the PFA if they would accept an installation on the
basis that they had approved one previously but I suspect the answer will be
no.
The next question is whether or not they will approve and Airmaster on the
Classic - I know they are OK on the XS.
----- Original Message -----
From: "Mark Burton" <markb@ordern.com>
Sent: Sunday, September 30, 2007 4:59 PM
Subject: Europa-List: Re: Woodcomp scimitar blades
>
> I have measured the diameter of my scimitar bladed SR3000 and it is
> 1645mm. My Woodcomp paperwork says 1625. Hmm.
>
> So when Conrad says they are 1650mm, he's pretty much telling the truth.
>
> As for the clearances that Ferg describes, it's fine - I measured them
> earlier in the year and it passes the test.
>
> Mark
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=137273#137273
>
>
>
Message 15
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| Subject: | Re: Woodcomp scimitar blades |
Woodcomp scimitar bladesThe bottoming of the landing gear strut is
achieved by simply loading the Europa to its maximum permitted weight.
This is effectively the same as "bottoming the landing gear strut".
----- Original Message -----
From: Fergus Kyle
To: EUROPALIST
Sent: Sunday, September 30, 2007 3:24 PM
Subject: Europa-List: Woodcomp scimitar blades
" (a) Ground clearance. There must be a clearance of at least 180 mm
(for
each aeroplane with nose wheel landing gear) or 230 mm (for each
aeroplane with
tail wheel landing gear) between each propeller and the ground with
the
landing gear statically deflected and in the level, normal take-off,
or taxying
attitude, whichever is most critical. In addition, for each aeroplane
with
conventional landing gear struts using fluid or mechanical means for
absorbing
landing shocks, there must be positive clearance between the
propeller and the
ground in the level take-off attitude with the critical tyre
completely
deflated and the corresponding landing gear strut bottomed."
If my interpretation is right there have to be two checks made. You
first
load the aircraft up to its maximum weight and the clearance has to
be in
excess of 230mm, then you deflate the tyre and there should then be
what they
describe as "positive clearance".
My question is:
In the mono, is there a conventional landing gear? - and if
not, are there conventional landing gear struts? (pleural?)
Another query is:
Rather than 'bottom' the landing gear strut, could not one
calculate the geometric height equivalent and ADD a length it to the
non-'critical' strut, then take the clearance measurement and subtract
the calculated height to acquire the figure?
It's all somewhat ethereal, what?
It also occurs that when the directional control of the machine is
lost, most victims ding the prop. What then is the danger of dinging the
prop for a different reason (Flat tire)? I can only suppose shrapnel to
onlookers...
Cheers, Ferg
Message 16
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| Subject: | Re: motorglider V-speeds and registration |
Hi Jim
I would like a copy of the paperwork please as I am going to try to have my
registration amended to include "dual" purpose. Right now the inspector just
copied the UK registration when he did his paperwork. So I am a single
engine land, with a restriction of "no aerobatics" yeh right :-)
Any help would be appreciated.
Many Thanks
Alan
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of h&jeuropa
Sent: 30 September 2007 13:34
Subject: Europa-List: Re: motorglider V-speeds and registration
Fred,
Although we had purchased the long wings, they were not at the airport
during the inspection. We did have the air brake control installed but the
inspector really did not question the dual registration or whether we
actually were building the long wings.
We did tell the inspector (an FAA inspector from the Grand Rapids MI FSDO),
when we submitted the paperwork prior to his inspection, that this had been
done previously by Dave Anderson and he asked us to send him a copy of
Dave's Airworthiness Certificate. We'd be happy to send a copy of our
paperwork to anyone that needs it.
Having an EFIS makes changing the airspeed range marks easy - it's a simple
change in a table in the EFIS that you change on the ground when we change
the wings. Not sure yet how to handle our Perpherial Software Angle Of
Attack calibration.
Jim Butcher
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=137249#137249
21:46
21:46
Message 17
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| Subject: | Re: Jabiru 3300 cooling |
> I am considering-buying a Jabiur 3300 engine from an estate sale.-
> From some of the E-mail that I have read it appears to me that the
> newer 3300 engines have added more cooling fins and thus have a better
> handle on the cooling.-
> -
> QUESTION:--What year were these improvements made and at what seriel
> number.
Caveat emptor
Andy at Suncoast Sportplanes would have that info...try him at:
<info@suncoastjabiru.com>
Good luck,
Fred
--
This message has been scanned for viruses and
dangerous content by MailScanner, and is
believed to be clean.
Message 18
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| Subject: | Re: Woodcomp scimitar blades |
"The bottoming of the landing gear strut is achieved by simply loading the Europa
to its maximum permitted weight. This is effectively the same as "bottoming
the landing gear strut". "
Maybe, but I don't think so. Take that combination and thump it onto paved runway
and I'll bet the landing gear strut finds a whole new "bottom" - and I'll bet
that's to what the regulation refers...........
Ferg
Visit - www.EuropaOwners.org
Message 19
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| Subject: | Re: Woodcomp scimitar blades |
Carl,
As I understand it, William more or less bullied Woodcomp in to making the
SR3000 and was the first to try it out. Therefore it is possible that they
made one to the diameter that he wanted.
Duncan McF
----- Original Message -----
From: "Carl Pattinson" <carl@flyers.freeserve.co.uk>
Sent: Sunday, September 30, 2007 5:51 PM
Subject: Re: Europa-List: Re: Woodcomp scimitar blades
> <carl@flyers.freeserve.co.uk>
>
> We measured our prop/ clearances today and it dosent make good reading.
>
> Prop diameter 1575 mm (62") - standard ground adjustable Warp Drive
> tapered blades.
>
> Clearance from ground in level configuration (using door sills as
> reference) - 185 mm (230 is the minimum for VLA approval.
> Clearance from ground tailwheel on ground - 285 mm
>
> As Andy Draper said, the PFA wont approve any propeller on a Classic Mono
> in excess of 62" unless it can pass the VLA test - and it clearly can't.
> This is in line with what Andy told me on Friday.
>
> As to how William managed to get his prop past the PFA is a mystery.
> According to them it was a 63" dia blade and therefore shouldnt have been
> approved (as his was a Classic Mono also) . And if Conrad Beale is correct
> about the sizing it is more likely to be 65".
>
> It might be worth asking the PFA if they would accept an installation on
> the basis that they had approved one previously but I suspect the answer
> will be no.
>
> The next question is whether or not they will approve and Airmaster on the
> Classic - I know they are OK on the XS.
>
>
> ----- Original Message -----
> From: "Mark Burton" <markb@ordern.com>
> To: <europa-list@matronics.com>
> Sent: Sunday, September 30, 2007 4:59 PM
> Subject: Europa-List: Re: Woodcomp scimitar blades
>
>
>>
>> I have measured the diameter of my scimitar bladed SR3000 and it is
>> 1645mm. My Woodcomp paperwork says 1625. Hmm.
>>
>> So when Conrad says they are 1650mm, he's pretty much telling the truth.
>>
>> As for the clearances that Ferg describes, it's fine - I measured them
>> earlier in the year and it passes the test.
>>
>> Mark
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=137273#137273
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
>
Message 20
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| Subject: | Exhaust exit spacing |
Hello,
This afternoon's task was to poke a hole through the lower cowling
to permit the extension of the exhaust stack to experience fresh air. I have
done this accurately in spite of being certain that measurement and cutting
was at best a mug's game. I am erecting a message with photos to explain
this job, as have amazed myself by doing it. If you found it a simple task
any fool can do, I don't want to hear about it.
In the process of admiring the stub sticking exactly 1/8" from its
concentric hole, it suddenly occurred to me that it's on a bouncing engine
and the cowl is not.
I don't want to hear about that, either.
Nonetheless I now appeal - to those in the know - what sort of
leeway all around this triumph must I leave to prevent burning and chafing
of the cowl? Is 1/4" enough - 5/16"? - 3/8"?
I guess the engine can wriggle all around the clock but suspect it
prefers to nod in answer to my landings and their excuses - rough turf
predominantly. Your experiences and suggestions heartily welcomed.
Happy landings,
Ferg
Wiring wiring
PS: I prefer a reply here rather than on the owners' web as it refuses my
sign-in about 50% of the tries.
Message 21
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| Subject: | Jabiru 3300 cooling |
Chuck,
I'm pretty sure the Jabiru engines above 960 have the added fins and
Hydraulic lifters. Mine is in the 760's and with Andy's Europa cowl and a
lot of tinkering with the
airflow cools just fine. I did a little trip around the pattern today 85
deg's F , high rear cylinder in climb -321 Degs. Level out and all balanced
out at 300 or less. Oil temp was
well within limits. It's taken me about 6 months of adjusting to get to
these figures so it does take some tinkering but is doable and flyable. I'll
have to wait for another
hot day here in Phoenix to see how it does. BTW my cooling problems have
been mostly on taxi, and I got to 300 on taxi today. Only had about a 10 min
hold before
taking off.
Al Stills
N625AZ
Message 22
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| Subject: | Re: Tire question - cannot fly before information |
Thanks Karel for measurement
7 mm is great - I have now 5-6 mm
left and the reinforcement material I hope.
Please confirm you measured
Titan Turf Glide Tire!
Earlier I asked some recommendations
for mono tire and a great majority of you
suggested me to install size 7.00-6
and AirTrac was a clear winner.
So my conclusion is it cannot be worse
than the original golf car tire (golf cars
max taxi speed is about 10 knots, it has
four tires and the weight /tire is less than
150 kg /340 lbs - when touching Europas
speed is 5 times more and weight 2,5 times
more + G-forces).
I believe aircraft quality tire size 8.00-6 does not hit
normally caliber because of its overall quality and accurate
measurements. Tolerance is anyway minimal between
it and caliber. Non-aircraft tires may hit
bacause of the varies in quality and their limp
sides. Same reason for Kingleys differencies
with diameters.
My wife suggests one reason for the contact:
my caliber is maybe just bigger than normal one !
Karel, S landings or even SS-landings are better
than U or L -landings. I saw one L-landing in
Aalborg Denmark 9/9/07. It was SAS`s Dash 8
full of passengers and right side gear collapsed.
I cannot understand why they did not land to
the grass in the clean configuration.
It was awful to see but happily no fatals.
Anyway I will go on flying with this tire to the end of
this flying season. I promise I stop landing
if reinforcement material is visible or even
inner tire.
And have a CM- DOTH with Jos (caliber measurement).
Thanks for comments, all of you.
Raimo,
OH-XRT (with big caliber)
----- Original Message -----
From: "karelvranken" <karelvranken@hotmail.com>
Sent: Friday, September 28, 2007 11:41 PM
Subject: Re: Europa-List: Tire question - cannot fly before information
> <karelvranken@hotmail.com>
>
> Dear Raimo,
> The tickness of the tire side is 7 mm. From the inside it looks like
> fabric impression, so I suppose it is reinforced. 3) yes. 4) So far I have
> no experience and I will not do it for you.
> S landings occur when you drink Koskenkorva vodka before flight.
> SS landings happened during WWII.
> Friendly yours,
> Karel Vranken
> ----- Original Message -----
> From: "Raimo Toivio" <raimo.toivio@rwm.fi>
> To: <europa-list@matronics.com>
> Sent: Friday, September 28, 2007 12:12 PM
> Subject: Re: Europa-List: Tire question - cannot fly before information
>
>
>> 1) what is the exact thickness of the original
>> tire side? Somebody has an uninstalled tire /tyre
>> - please could he measure it?
>>
>> 2) are there some reinforcement material in the sides also
>> as Jos suppose? I am talking about Titan Turf Glide tire.
>>
>> 3) why I have some slightly contact with tire and brake calliber?
>> Is it only my problem? If I change to the size 7.00-6,
>> that contact is away - am I right?
>>
>> 4) what happens when landing with empty mono main wheel?
>> Or when it bangs during first touch?
>> Total catastrophe or what?
>> If so I hope nobody know!
>>
>> Have a nice weekend, Raimo
>> ===================
>> OH-XRT #417, flying w broken main tire...
>>
>>
>
>
>
Message 23
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| Subject: | Re: Tire question - cannot fly before information |
Raimo,
The measurements were done on Titan Turf Glide tire that I didn't use. The
tire on my mono is a Condor.
Karel Vranken.
----- Original Message -----
From: "Raimo Toivio" <raimo.toivio@rwm-systems.fi>
Sent: Sunday, September 30, 2007 10:06 PM
Subject: Re: Europa-List: Tire question - cannot fly before information
> <raimo.toivio@rwm-systems.fi>
>
> Thanks Karel for measurement
>
> 7 mm is great - I have now 5-6 mm
> left and the reinforcement material I hope.
> Please confirm you measured
> Titan Turf Glide Tire!
>
Message 24
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| Subject: | Re: Exhaust exit spacing |
Ferg, my trigear exhaust clears the hole by about 1/4". No rubbing or
burning to report...
Jeff - Baby Blue
333 hrs
Fergus Kyle wrote:
>
> Hello,
> This afternoon's task was to poke a hole through the lower cowling
> to permit the extension of the exhaust stack to experience fresh air. I have
> done this accurately in spite of being certain that measurement and cutting
> was at best a mug's game. I am erecting a message with photos to explain
> this job, as have amazed myself by doing it. If you found it a simple task
> any fool can do, I don't want to hear about it.
> In the process of admiring the stub sticking exactly 1/8" from its
> concentric hole, it suddenly occurred to me that it's on a bouncing engine
> and the cowl is not.
> I don't want to hear about that, either.
> Nonetheless I now appeal - to those in the know - what sort of
> leeway all around this triumph must I leave to prevent burning and chafing
> of the cowl? Is 1/4" enough - 5/16"? - 3/8"?
> I guess the engine can wriggle all around the clock but suspect it
> prefers to nod in answer to my landings and their excuses - rough turf
> predominantly. Your experiences and suggestions heartily welcomed.
> Happy landings,
> Ferg
> Wiring wiring
> PS: I prefer a reply here rather than on the owners' web as it refuses my
> sign-in about 50% of the tries.
>
>
>
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