Today's Message Index:
----------------------
1. 01:35 AM - Mono Trailer Hinge (Roger Anderson)
2. 02:04 AM - Re: Mono Trailer Hinge (Graham Singleton)
3. 03:03 AM - araldite 420 alternative (craig bastin)
4. 06:35 AM - Re: Aileron Tube (Roger Bull)
5. 06:52 AM - Re: RE Throttle Cables (h&jeuropa)
6. 09:44 AM - Re: Re: RE Throttle Cables (Jeff B)
7. 01:54 PM - Re: Shoulder harness restraint (Duncan & Ami McFadyean)
8. 03:13 PM - ampreg 20 [was: West Systems Epoxy] (Rowland & Wilma Carson)
9. 03:40 PM - Re: ampreg 20 [was: West Systems Epoxy] (Laptop JR)
10. 10:14 PM - Shoulder harness restraint (Fred Klein)
11. 11:40 PM - Re: Shoulder harness restraint (Kingsley Hurst)
Message 1
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| Subject: | Mono Trailer Hinge |
Further to my recent e-mail regarding the condition of the lower flange
of the hinge on my mono trailer I attach herewith a photograph of the
flange.
Owing to the proximity of the hinge to the ground it can only been seen
using an inspection mirror.
Roger Anderson (G-BXTD)
Message 2
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| Subject: | Re: Mono Trailer Hinge |
I would suggest that is "stress corrosion" of the stainless hinge.
Caused by road salt and wrong choice of alloy. (I used to work for a
company that made stainless steel)
Graham
Roger Anderson wrote:
> Further to my recent e-mail regarding the condition of the lower flange
> of the hinge on my mono trailer I attach herewith a photograph of the
> flange.
> Owing to the proximity of the hinge to the ground it can only been seen
> using an inspection mirror.
> Roger Anderson (G-BXTD)
>
> ------------------------------------------------------------------------
>
--
Graham Singleton
Tel: +441629820187
Mob: +447739582005
Message 3
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| Subject: | araldite 420 alternative |
Has anyone looked at using any of the new two part self mixing adhesives in
place of the araldite 420. I have found
this PLEXUS 350 adhesive The specs for tensile modulus and tensile strength
are virtually identical to the 420 in shear strength it exceeds the 420 by
about 900 psi
alternatively does anyone in australia want to sell me two kits of 420 that
isnt expired, or want to split a box (six kits) cost is $1500 for the box.
Can organize shipping
at no cost (startrack express)
craig
12:20 PM
Message 4
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CS05 is now a steel (4130) tube. It was originally aluminium, but was
changed to steel in about 2000. It is now supplied zinc plated with a gold
coloured finish.
Roger
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com]On Behalf Of Rick Stockton
Sent: 01 December 2007 9:08 pm
To: europa-list@matronics.com
Subject: Europa-List: Aileron Tube
Charpter 13, states that CS05 is a 1 1/4 Steel tube. I've checked both my
manual and the web manual. Both show a steel tube. I didn't get a steel 1
1/4" tube, but I do have a 1 1/4" alumimun tube. Is the manual a misprint?
Message 5
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| Subject: | Re: RE Throttle Cables |
Hi Jeff,
Sorry I omitted the rest of the setup. At the throttle lever, each cable is wrapped
around a cable bushing (Lockwood #2711 or 2710; ACS CF2710 - the catalogs
are a little confusing - you need one to fit AN3 bolt and .078 dia wire-pretty
sure it's the Lockwood 2711). You'll need two of them. Wrap the cable very
tightly as there isn't much room in the throttle lever housing. I secured the
ends of the cables with Cable End Fittings (Lockwood BR06 - or perhaps a lawnmower
end from the local hardware store) and also used some Araldite for extra
security. Place one cable on either side of the throttle lever like the factory
setup. At the carb end, the Rotax supplied fittings will accommodate the
.078 wire.
Hope this helps.
Jim
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=150335#150335
Message 6
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| Subject: | Re: RE Throttle Cables |
Thanks, Jim...
Jeff - Baby Blue
h&jeuropa wrote:
>
> Hi Jeff,
>
> Sorry I omitted the rest of the setup. At the throttle lever, each cable is
wrapped around a cable bushing (Lockwood #2711 or 2710; ACS CF2710 - the catalogs
are a little confusing - you need one to fit AN3 bolt and .078 dia wire-pretty
sure it's the Lockwood 2711). You'll need two of them. Wrap the cable very
tightly as there isn't much room in the throttle lever housing. I secured
the ends of the cables with Cable End Fittings (Lockwood BR06 - or perhaps a lawnmower
end from the local hardware store) and also used some Araldite for extra
security. Place one cable on either side of the throttle lever like the factory
setup. At the carb end, the Rotax supplied fittings will accommodate the
.078 wire.
>
> Hope this helps.
>
> Jim
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=150335#150335
>
>
>
>
>
>
>
>
>
>
>
>
Message 7
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| Subject: | Re: Shoulder harness restraint |
Fred,
Nice execution of a good idea.
CSA-VLA provides little guidance:
http://www.easa.eu.int/doc/Agency_Mesures/Certification_Spec/decision_ED_2003_18_RM.pdf
See pdf page 100 (or pages 2-8 and 2-9 at the back.
It merely advises for "..adequate separation of ...straps to minimise...
chafing of wearer's neck...." but recommends a maximum separation of 8" and
maximum included angle of 60 degrees.
Was your load testing applied to the straps as fitted to the device in the
aircraft or merely to the device sat on a strong surface? And would it be
better to wrap the forward edge of the device around the front edge of the
headrest, to reduce the eccentricity of loading on that corner? thereby
maximising the resistant of the front face of the headrest
Would prefer to see the guides at the top made as part of (or recessed in
to) the moulding, with broad rounded edges.
Duncan McF.
----- Original Message -----
From: "Fred Klein" <fklein@orcasonline.com>
Sent: Monday, December 03, 2007 11:38 PM
Subject: Re: Europa-List: Shoulder harness restraint
>
>
>> Do you see a risk in the harnesses cutting into each side of your neck
>> when under significant tension, since the two harness parts are
>> restrained in the center just behind the neck?
>> Svein
>> LN-SKJ
>
> Svein,
>
> Not really...if you consider the rear attach point where the 2 shoulder
> straps begin and the points where they attach to the seat belt in front,
> you will trace straight lines which diverge from one's neck rather than
> "scissoring" it under tension.
>
> Thanks for your comment,
>
> Fred
>
>
> --
> This message has been scanned for viruses and
> dangerous content by MailScanner, and is
> believed to be clean.
>
>
>
Message 8
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| Subject: | ampreg 20 [was: West Systems Epoxy] |
At 3/12/07 21:45 +1000 craig bastin wrote:
>I have run out of ampreg 20, and dont wish to order more from the UK (is it
>even still available)
Craig - yes, it's still available.
I just had a delivery today of 7.5kg from the main UK distributors,
Marineware. (I buy it from them as it seems daft to send it from
Southampton up to Yorkshire only to coome back down to
Gloucestershire again.) Incidentally, I notice that the prices are
going up in January 2008, so if you need some, order soon!
Incidentally, I notice that the outer boxes are marked Gurit Ltd
although all the tins etc still bear the SP Systems name.
regards
Rowland
--
| Rowland Carson PFA #16532 http://home.clara.net/rowil/aviation/
| 850 hours building Europa #435 G-ROWI e-mail <rowil@clara.net>
Message 9
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| Subject: | Re: ampreg 20 [was: West Systems Epoxy] |
Rowland and Craig
I still have some containers of Ampreg 20 but no hardener which I had thrown
out when the containers looked as if they had leaked.
When I tried to get Ampreg hardener (now from Gurit) in Sydney they had none
and could not give me info whether there was a suitable substitute. So I
have moved toward West System which seems good.
I have not yet discarded my containers of SP 20 resin yet.......?
JR (Bob) Gowing UK Kit 327 in Oz
----- Original Message -----
From: "Rowland & Wilma Carson" <rowil@clara.net>
Sent: Wednesday, December 05, 2007 8:09 AM
Subject: Europa-List: ampreg 20 [was: West Systems Epoxy]
> <rowil@clara.net>
>
> At 3/12/07 21:45 +1000 craig bastin wrote:
>
>>I have run out of ampreg 20, and dont wish to order more from the UK (is
>>it
>>even still available)
>
> Craig - yes, it's still available.
>
> I just had a delivery today of 7.5kg from the main UK distributors,
> Marineware. (I buy it from them as it seems daft to send it from
> Southampton up to Yorkshire only to coome back down to Gloucestershire
> again.) Incidentally, I notice that the prices are going up in January
> 2008, so if you need some, order soon!
>
> Incidentally, I notice that the outer boxes are marked Gurit Ltd although
> all the tins etc still bear the SP Systems name.
>
> regards
>
> Rowland
> --
>
>
> --
> 269.16.14/1171 - Release Date: 4/12/2007 7:31 PM
>
>
Message 10
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| Subject: | Shoulder harness restraint |
Duncan,
Thanks for your input and questions...answers indented below.
> <ami@mcfadyean.freeserve.co.uk>
>
> Fred,
> Nice execution of a good idea.
> CSA-VLA provides little guidance:
>
> http://www.easa.eu.int/doc/Agency_Mesures/Certification_Spec/
> decision_ED_2003_18_RM.pdf
> See pdf page 100 (or pages 2-8 and 2-9 at the back.
>
> It merely advises for "..adequate separation of ...straps to
> minimise... chafing of wearer's neck...." but recommends a maximum
> separation of 8" and maximum included angle of 60 degrees.
I really didn't want to re-invent the wheel here, so one of the
starting points was to not alter the attach point of the shoulder
straps...and to secure the "riser" to the same hard point used for the
straps. If our shoulder straps had had individual bolts to the hard
point(s), I would have maintained them; since they go back to a single
point, that's what this design works from. The key to
"minimise...chafing of wearer's neck" is the location of where the
shoulder straps connect to the seat belt; in my opinion, there is no
cause for concern here.
> Was your load testing applied to the straps as fitted to the device in
> the aircraft or merely to the device sat on a strong surface?
I've done no testing with this "riser" bolted to the CM. The photo
below shows the test rig I used. The riser is mounted on a piece of 4 x
10 wood with an angled face, set to duplicate the angle between the
back and top of the head rest. Unseen beneath the strapping are two AN3
bolts which correspond to those bolts which penetrate the hard point on
the back of the headrest and flank the AN4 bolt which secures the
typical shoulder straps; see other photos. Note that I've substituted
2" wide cargo straps for the standard issue shoulder harness straps;
since I'm testing this little "riser" and not the shoulder harness, I
thought this would have no effect. Note also that the straps are
clamped beyond the edge of the "flap"; the riser is held in place
solely by the two AN3 bolts (under the straps).
Also visable in the photo is a gauge resting on a loop in the straps
with a pressure plate beneath a 2 x 2 steel tube which receives the
force from a 20 ton hydraulic press.
The test rig presumes that tension forces on the shoulder straps will
be transmitted to the "riser" at its apex which has a radius of
3/8"...so the big question was...Would the "riser" be crushed? Well, I
really didn't want to destroy it, so I stopped at 1500#; this load was
reached incrementally...it was not an instantaneous load.
Full Disclosure: My buddy with the hydraulic press uses this gauge to
measure the tongue weight on trailers he uses w/ his business...he
swears that it measures weight in pounds. However, as you can see in
the next photo, the gauge is labeled in psi. You can note the size of
the pressure plate in relation to the 2 x 2 steel tube...it appears to
be about 2.5 inches in diameter...which means its area is just under
4.9 sq. in. This then implies (to this non-engineer) that the force on
the straps would be more like 7359# rather than just 1500#. Could this
be so? Help!
> And would it be better to wrap the forward edge of the device around
> the front edge of the headrest, to reduce the eccentricity of loading
> on that corner? thereby maximising the resistant of the front face of
> the headrest
Though it appears greater in the photos, the front face of the riser
is only about 1/4" back from the face of the head rest...the
intersection between the top and the front faces of the head rest has a
radius...I sized the "riser" so as to not extend beyond the start of
the radius. Personally, I'm unclear as to what portions of the loads
are transmitted to the front face and what portions are distributed
over the top head rest surface. The head rest construction appears to
me to be the same on all faces, so I didn't think aligning the front
faces would be significant.
> Would prefer to see the guides at the top made as part of (or recessed
> in to) the moulding, with broad rounded edges.
The beauty of homebuilt aircraft is the latitude (at least here in the
US) it gives to allow for personal preferences. The design I developed
was intended to both satisfy the functional requirement and be
sympathetic to the tapered forms of the head rests...guess I could live
with the "ears"!
Ron Pagoris has suggested I do some load tests of side loads such as
those which might be encountered in a ground loop...so notwithstanding
the pixs of these puppies on my CM, I guess it's back to the lab for a
bit.
Fred
A194
--
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Message 11
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| Subject: | Shoulder harness restraint |
Fred,
I'm very impressed with (and jealous of) your harness riser idea.
The only problem I can see with it is that you invented it too late !
You could have been more thoughtful and done it before I bit the bullet
and made a solid riser !! <grin>
Ah well, thems the breaks !
Keep up the good work
Kingsley
do not archive
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