Today's Message Index:
----------------------
1. 12:12 AM - Re: Trike nose wheel castor spindle and yoke failure. Europa Flyer Mag. (Frans Veldman)
2. 02:51 AM - Re: Trike nose wheel castor spindle and yoke failure. Europa Flyer Mag. (Robert C Harrison)
3. 03:14 AM - Re: Re: propeller torque (Sidsel & Svein Johnsen)
4. 03:30 AM - Brake pads (Sidsel & Svein Johnsen)
5. 04:05 AM - Re: Trike nose wheel castor spindle and yoke failure. Europa Flyer Mag. (craig bastin)
6. 04:12 AM - Re: Brake pads (craig bastin)
7. 04:23 AM - Re: Trike nose wheel castor spindle and yoke failure. Europa Flyer Mag. (Karl Heindl)
8. 04:52 AM - Re: Trike nose wheel castor spindle and yoke failure. Europa Flyer Mag. (Robert C Harrison)
9. 05:27 AM - Re: Trike nose wheel castor spindle and yoke failure. Europa Flyer Mag. (Garry)
10. 06:48 AM - Re: Stemme 10 Comment (Paul McAllister)
11. 07:01 AM - Re: Trike nose wheel castor spindle and yoke failure. Europa Flyer Mag. (Karl Heindl)
12. 08:26 AM - Re: Trim Damper Assembly (Gerry Cole)
13. 08:39 AM - Re: Trike nose wheel castor spindle and yoke failure. Europa Flyer Mag. (G-IANI)
14. 09:38 AM - Re: Brake pads (Sidsel & Svein Johnsen)
15. 09:40 AM - FW: Brake pads (Sidsel & Svein Johnsen)
16. 10:27 AM - Re: Stemme 10 Comment (Fred Klein)
17. 01:05 PM - Re: Stemme 10 Comment (david miller)
18. 02:05 PM - Re: Trike nose wheel castor spindle and yoke failure. Europa Flyer Mag. (Robert C Harrison)
19. 03:18 PM - Re: Stemme 10 Comment (Karl Heindl)
20. 03:18 PM - Re: Stemme 10 Comment (Karl Heindl)
21. 03:47 PM - Re: Stemme 10 Comment (david miller)
22. 04:17 PM - Re: Stemme 10 Comment (Fred Klein)
23. 04:39 PM - Re: Stemme 10 Comment (Graham Singleton)
24. 05:41 PM - Re: Stemme 10 Comment (Karl Heindl)
25. 07:07 PM - Re: Stemme 10 Comment (Fred Klein)
26. 09:17 PM - Europa Mono, 912 S, Increasing oil Cooling (JR Gowing)
27. 10:17 PM - Wing root plumbing (rparigor@suffolk.lib.ny.us)
28. 11:29 PM - Re: Wing root plumbing (craig bastin)
29. 11:40 PM - Re: Wing root plumbing (Robert C Harrison)
Message 1
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Subject: | Re: Trike nose wheel castor spindle and yoke failure. |
Europa Flyer Mag.
Karl Heindl wrote:
> Are you sure the fork is made of cast iron ?
That was the other undocumented change. ;-) Nah, it has the same look
and feel as cast iron, and it weighs almost as much. ;-) I was not
entirely serious. ;-)
Nevertheless, it doesn't appear that someone tried to design it with a
high strength/weight ratio in mind.
Just compare it with the amount of material and weight of the main gear.
The main gear has an axle supported on just one end, with a leg barely
thicker than the axle itself. Now look again at the nose wheel. Weird
isn't it? It looks like the designer thought that the nose wheel was
going to do all the hard the landing work, and the main gear was just
there to prevent the plane from falling on its side after the landing. ;-)
The whole nose wheel assembly is definitely one of the less well
developed area's of the Europa, just like the area of the cowl right
above it. It looks like the original designer worked from the tail to
the nose, and at about reaching the firewall, he just had enough of it,
and delegated the rest of the design to someone else.
--
Frans Veldman
Message 2
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Subject: | Trike nose wheel castor spindle and yoke failure. Europa |
Flyer Mag.
Hi! Craig.
I should say I was the first to experience this problem and I'm not
ashamed to admit, it had a fair share of wheel barrow jobs. Firstly you
need to regularly inspect the castor spindle fixing in the aluminium
nose wheel yoke/stirrup casting. Unfortunately a nose wheel spat must be
removed to do this adequately. If the castoring facility needs regular
tightening you will probably have the problem. If the said castor
spindle is not plumb into the yoke, either bent or leaning backwards,
you need a new spindle and may need a new yoke. My yoke compressed
behind the spindle and I now know that the miniscule gap at the front of
the friction device is indicating a problem further down.
My fix was to have a 1" extended spindle made to project 1" further into
the yoke. I utilize a new roll pin in my new yoke AND a second roll pin
1" below the original but 180 deg out of alignment with the first. All
suitably loctite applied.
ON reflection if I did this again I would have the entire spindle solid
instead of bored. ( I accept that the core of the spindle does nothing
to improve the bending stress but it does facilitate better continuity
of hole for applying the blessed roll pins)
I also use the friction grease on the friction damper and to date the
fix has worked satisfactorily.
Please note that any over lubrication of the pivot area will migrate
through the rubber "o" ring mod and so lubricate the friction damper
needing still more adjustment /tension applied to the castellated nut
and bingo you are on a fools errand tightening the nut still further to
get friction and so pulling on the existing inadequate roll pin.
The Europa Flyer Mag. contains an item on this problem but still
advocates only one roll pin and damn loctite on their own!
Regards
Bob Harrison G-PTAG (going where supposedly none went before !)
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of craig
bastin
Sent: 18 April 2009 00:20
Subject: RE: Europa-List: Trike nose wheel castor spindle and yoke
failure. Europa Flyer Mag.
<craigb@onthenet.com.au>
I have come in on the end of this conversation. From the descriptions
and
examination of the nose gear
yoke etc, am i right you are all referring to the shaft in the yoke
being
pulled out the top of the fork that
holds the wheel. There is no mention of any work needed to fix this
issue on
the europa site, I can see how
a wheelbarrow landing could create such loads. Could some one point me
in
the right direction for the orginal issue.
thanks
craig
VH-XSV
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com]On Behalf Of Robert C
Harrison
Sent: Friday, 17 April 2009 8:06 PM
Subject: Europa-List: Trike nose wheel castor spindle and yoke failure.
Europa Flyer Mag.
<ptag.dev@tiscali.co.uk>
Hi! Ian,
You quote :-"This was something of a surprise as, to the best of my
knowledge, we had not had an accident with the nose wheel"
Do you mean your bird specifically or in the fleet generally?
Where were you when I tried to give a "heads up" to trike operators two
years ago about my incident of nose wheel/yoke departure? Everyone I
highlighted this self same issue to seemed once again to put it down to
"Bob Harrison Syndrome." The factory did load tests and gave assurances
as to the adequacy of the arrangement so how come we are needing to
revisit the matter? My claim was that simple load tests do not represent
real time operation and because of the prising action of the friction
assembly the stresses can far outweigh the dead weight factors.
I don't need "brownie points" but I do have a conscience for other
flyers lives.
Now to return to the main points of engineering:-
I think you may well find that aft of your yoke spindle hole the metal
is beginning to be compressively distressed if the spindle has been
bent.
Your roll pin seems to indicate that movement has taken place so there
will also be compressive distress in front of the spindle hole at its
lower forward reaches. (BTW the application of Loctite was part of the
original assembly procedure anyway.)
The solution you proffer is to put an additional 1" of spindle into the
Yoke as I did but may I suggest that you also insert a second roll pin
1" below the original and still use Loctite but also applied from the
bottom of the hole.
As to the cause of the failure and pot holes etc. the possibility of a
"wheel barrow" landing also adds loads from forward of the spindle
centre line and I posted a message only last week on the Matronics Forum
in a debate about Bungee/Springs and suspension only supposed to be by
flexing of the nose leg. These forces "out of vertical plumb" also go to
cause the prising/opening action of the friction device against the
castellated adjustment nut holding the whole assembly together.
Much more attention is needed to be applied to inspection and the
loading applied by the castellated nut. I had re-set my friction loading
only 10 days prior to the incident but unbeknown to me the assembly was
being pulled apart by the adjustment loading.
BTW let me know the mod. number for the longer spindle when you have it
!
Ignore all this at your peril.
Regards
Bob Harrison G-PTAG
Checked by AVG - www.avg.com
16:38:00
Message 3
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Subject: | Re: Europa-List: propeller torque |
One wrong statement in my posting yesterday: If the force is not parallel
to the spanner, the torque on the bolt is not necessarily increased above
the torque wrench set point - it may decrease, depending on the direction of
the force. If the force is directed inwards toward the spanner/bolt, the
torque on the bolt is less than the set point when it clicks. If directed
outwards, the torque is higher. So, just keep it parallel to the spanner!
Regards,
Svein
-----Opprinnelig melding-----
Fra: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] P vegne av Sidsel & Svein
Johnsen
Sendt: 17. april 2009 19:53
Til: europa-list@matronics.com
Emne: RE: Europa-List: Re: Europa-List: propeller torque
<sidsel.svein@oslo.online.no>
Actually, the torque wrench may be at any angle to the spanner - it "clicks"
only when the bending moment at the end (= torque) reaches the set point.
The bending moment transferred to the spanner (ref. my sketch yesterday) is
then equal to that set point. The important point is that the force applied
by your hand at the torque wrench handle MUST ALWAYS BE PARALLELL TO THE
SPANNER, ALSO IF THE TWO TOOLS ARE AT 90 DEGREES. If not, your force causes
an additional bending moment in the spanner and thus an additional torque on
the prop bolt. The reason for recommending (and drawing) the spanner and
the torque wrench at 90 degrees angle is that the natural direction of your
hand's force on the handle is also 90 degrees, i.e. less risk that you
forget to apply the force parallel to the spanner.
If the torque wrench is not 90 degrees to the spanner, more force (PARALLEL
TO THE SPANNER!) must be applied to the torque wrench to reach the set
point, but the torque at the prop bolt is still equal to the set point when
the torque wrench "clicks".
Regards,
Svein
Message 4
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|
The brakes on my trigear's main wheels have got lees "bite" over time. I
wonder whether it may be caused by brake fluid spilled on the pads and discs
when venting the brake lines.
I have not inspected the pads yet, but this will be done soon.
Has anyone experienced the same? What is good method to restore the pad's
friction surface - cleaning with a solvent (which?), light sanding or both?
Regards,
Svein
LN-SKJ
Message 5
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Subject: | Trike nose wheel castor spindle and yoke failure. Europa |
Flyer Mag.
thanks for that bob, I have some of the anti-shimmy grease, and intended to
run it only
on the friction surfaces, not pumping the thing full as the manual suggests.
being aware of
a problem you dont know exist is a good start to fixing it. One thing my
flight instructor always
drilled me on constantly was "protect the nose wheel" most landings where he
was present he would
insist on me keeping the nose wheel off the ground as long as possible,
balancing the A/C on
just the main gear with the elevators. Hopefully his insistance will serve
me well when my baby flys.
regards and good building
craig
Do Not Archive
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com]On Behalf Of Robert C
Harrison
Sent: Saturday, 18 April 2009 7:50 PM
Subject: RE: Europa-List: Trike nose wheel castor spindle and yoke failure.
Europa Flyer Mag.
<ptag.dev@tiscali.co.uk>
Hi! Craig.
I should say I was the first to experience this problem and I'm not
ashamed to admit, it had a fair share of wheel barrow jobs. Firstly you
need to regularly inspect the castor spindle fixing in the aluminium
nose wheel yoke/stirrup casting. Unfortunately a nose wheel spat must be
removed to do this adequately. If the castoring facility needs regular
tightening you will probably have the problem. If the said castor
spindle is not plumb into the yoke, either bent or leaning backwards,
you need a new spindle and may need a new yoke. My yoke compressed
behind the spindle and I now know that the miniscule gap at the front of
the friction device is indicating a problem further down.
My fix was to have a 1" extended spindle made to project 1" further into
the yoke. I utilize a new roll pin in my new yoke AND a second roll pin
1" below the original but 180 deg out of alignment with the first. All
suitably loctite applied.
ON reflection if I did this again I would have the entire spindle solid
instead of bored. ( I accept that the core of the spindle does nothing
to improve the bending stress but it does facilitate better continuity
of hole for applying the blessed roll pins)
I also use the friction grease on the friction damper and to date the
fix has worked satisfactorily.
Please note that any over lubrication of the pivot area will migrate
through the rubber "o" ring mod and so lubricate the friction damper
needing still more adjustment /tension applied to the castellated nut
and bingo you are on a fools errand tightening the nut still further to
get friction and so pulling on the existing inadequate roll pin.
The Europa Flyer Mag. contains an item on this problem but still
advocates only one roll pin and damn loctite on their own!
Regards
Bob Harrison G-PTAG (going where supposedly none went before !)
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of craig
bastin
Sent: 18 April 2009 00:20
Subject: RE: Europa-List: Trike nose wheel castor spindle and yoke
failure. Europa Flyer Mag.
<craigb@onthenet.com.au>
I have come in on the end of this conversation. From the descriptions
and
examination of the nose gear
yoke etc, am i right you are all referring to the shaft in the yoke
being
pulled out the top of the fork that
holds the wheel. There is no mention of any work needed to fix this
issue on
the europa site, I can see how
a wheelbarrow landing could create such loads. Could some one point me
in
the right direction for the orginal issue.
thanks
craig
VH-XSV
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com]On Behalf Of Robert C
Harrison
Sent: Friday, 17 April 2009 8:06 PM
Subject: Europa-List: Trike nose wheel castor spindle and yoke failure.
Europa Flyer Mag.
<ptag.dev@tiscali.co.uk>
Hi! Ian,
You quote :-"This was something of a surprise as, to the best of my
knowledge, we had not had an accident with the nose wheel"
Do you mean your bird specifically or in the fleet generally?
Where were you when I tried to give a "heads up" to trike operators two
years ago about my incident of nose wheel/yoke departure? Everyone I
highlighted this self same issue to seemed once again to put it down to
"Bob Harrison Syndrome." The factory did load tests and gave assurances
as to the adequacy of the arrangement so how come we are needing to
revisit the matter? My claim was that simple load tests do not represent
real time operation and because of the prising action of the friction
assembly the stresses can far outweigh the dead weight factors.
I don't need "brownie points" but I do have a conscience for other
flyers lives.
Now to return to the main points of engineering:-
I think you may well find that aft of your yoke spindle hole the metal
is beginning to be compressively distressed if the spindle has been
bent.
Your roll pin seems to indicate that movement has taken place so there
will also be compressive distress in front of the spindle hole at its
lower forward reaches. (BTW the application of Loctite was part of the
original assembly procedure anyway.)
The solution you proffer is to put an additional 1" of spindle into the
Yoke as I did but may I suggest that you also insert a second roll pin
1" below the original and still use Loctite but also applied from the
bottom of the hole.
As to the cause of the failure and pot holes etc. the possibility of a
"wheel barrow" landing also adds loads from forward of the spindle
centre line and I posted a message only last week on the Matronics Forum
in a debate about Bungee/Springs and suspension only supposed to be by
flexing of the nose leg. These forces "out of vertical plumb" also go to
cause the prising/opening action of the friction device against the
castellated adjustment nut holding the whole assembly together.
Much more attention is needed to be applied to inspection and the
loading applied by the castellated nut. I had re-set my friction loading
only 10 days prior to the incident but unbeknown to me the assembly was
being pulled apart by the adjustment loading.
BTW let me know the mod. number for the longer spindle when you have it
!
Ignore all this at your peril.
Regards
Bob Harrison G-PTAG
Checked by AVG - www.avg.com
16:38:00
Checked by AVG - www.avg.com
17:52:00
Message 6
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|
There are some "brake clean" products available that will do a reasonable
job of removing
oil and grease from brake pads and shoes, but the material itself is quite
porous and the
oil etc soaks in where the cleaners only really remove the surface
contaminates. Best bet
long term is to remove the pads and replace them IMHO.
craig
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com]On Behalf Of Sidsel & Svein
Johnsen
Sent: Saturday, 18 April 2009 8:26 PM
To: europa-list@matronics.com
Subject: Europa-List: Brake pads
The brakes on my trigears main wheels have got lees bite over time. I
wonder whether it may be caused by brake fluid spilled on the pads and discs
when venting the brake lines.
I have not inspected the pads yet, but this will be done soon.
Has anyone experienced the same? What is good method to restore the pads
friction surface cleaning with a solvent (which?), light sanding or both?
Regards,
Svein
LN-SKJ
Message 7
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|
Subject: | Trike nose wheel castor spindle and yoke failure. |
Europa Flyer Mag.
Frans=2C
I think there is a lot of truth in what you are saying. Remember=2C the tri
gear was an afterthought and probably put together quickly to get the sales
. And that was before they had ironed the bugs out of the mono.
All the same=2C I am always amazed how strong especially the main legs are.
There are always better solutions=2C but at the end of the day it doesn't
really make any difference. The only perfect aircraft I have ever seen is t
he Stemme 10 motorglider=2C and maybe that applies to high performance glid
ers in general.
Karl do not archive
> Date: Sat=2C 18 Apr 2009 09:06:18 +0200
> From: frans@paardnatuurlijk.nl
> To: europa-list@matronics.com
> Subject: Re: Europa-List: Trike nose wheel castor spindle and yoke failur
e. Europa Flyer Mag.
>
l>
>
> Karl Heindl wrote:
>
> > Are you sure the fork is made of cast iron ?
>
> That was the other undocumented change. =3B-) Nah=2C it has the same look
> and feel as cast iron=2C and it weighs almost as much. =3B-) I was not
> entirely serious. =3B-)
> Nevertheless=2C it doesn't appear that someone tried to design it with a
> high strength/weight ratio in mind.
> Just compare it with the amount of material and weight of the main gear.
> The main gear has an axle supported on just one end=2C with a leg barely
> thicker than the axle itself. Now look again at the nose wheel. Weird
> isn't it? It looks like the designer thought that the nose wheel was
> going to do all the hard the landing work=2C and the main gear was just
> there to prevent the plane from falling on its side after the landing.
=3B-)
>
> The whole nose wheel assembly is definitely one of the less well
> developed area's of the Europa=2C just like the area of the cowl right
> above it. It looks like the original designer worked from the tail to
> the nose=2C and at about reaching the firewall=2C he just had enough of i
t=2C
> and delegated the rest of the design to someone else.
>
> --
> Frans Veldman
>
>
===========
===========
===========
===========
>
>
>
Message 8
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|
Subject: | Trike nose wheel castor spindle and yoke failure. Europa |
Flyer Mag.
Craig, I would suggest that the manual requests to fill the spindle/bush
void with lubrication grease otherwise one side of the grease nipple
will not be lubricated. As you say only use the friction grease on the
friction surfaces.
BTW I don't profess to be an authorizing agent !
Regards
Bob H
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of craig
bastin
Sent: 18 April 2009 12:04
Subject: RE: Europa-List: Trike nose wheel castor spindle and yoke
failure. Europa Flyer Mag.
<craigb@onthenet.com.au>
thanks for that bob, I have some of the anti-shimmy grease, and intended
to
run it only
on the friction surfaces, not pumping the thing full as the manual
suggests.
being aware of
a problem you dont know exist is a good start to fixing it. One thing my
flight instructor always
drilled me on constantly was "protect the nose wheel" most landings
where he
was present he would
insist on me keeping the nose wheel off the ground as long as possible,
balancing the A/C on
just the main gear with the elevators. Hopefully his insistance will
serve
me well when my baby flys.
regards and good building
craig
Do Not Archive
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com]On Behalf Of Robert C
Harrison
Sent: Saturday, 18 April 2009 7:50 PM
Subject: RE: Europa-List: Trike nose wheel castor spindle and yoke
failure.
Europa Flyer Mag.
<ptag.dev@tiscali.co.uk>
Hi! Craig.
I should say I was the first to experience this problem and I'm not
ashamed to admit, it had a fair share of wheel barrow jobs. Firstly you
need to regularly inspect the castor spindle fixing in the aluminium
nose wheel yoke/stirrup casting. Unfortunately a nose wheel spat must be
removed to do this adequately. If the castoring facility needs regular
tightening you will probably have the problem. If the said castor
spindle is not plumb into the yoke, either bent or leaning backwards,
you need a new spindle and may need a new yoke. My yoke compressed
behind the spindle and I now know that the miniscule gap at the front of
the friction device is indicating a problem further down.
My fix was to have a 1" extended spindle made to project 1" further into
the yoke. I utilize a new roll pin in my new yoke AND a second roll pin
1" below the original but 180 deg out of alignment with the first. All
suitably loctite applied.
ON reflection if I did this again I would have the entire spindle solid
instead of bored. ( I accept that the core of the spindle does nothing
to improve the bending stress but it does facilitate better continuity
of hole for applying the blessed roll pins)
I also use the friction grease on the friction damper and to date the
fix has worked satisfactorily.
Please note that any over lubrication of the pivot area will migrate
through the rubber "o" ring mod and so lubricate the friction damper
needing still more adjustment /tension applied to the castellated nut
and bingo you are on a fools errand tightening the nut still further to
get friction and so pulling on the existing inadequate roll pin.
The Europa Flyer Mag. contains an item on this problem but still
advocates only one roll pin and damn loctite on their own!
Regards
Bob Harrison G-PTAG (going where supposedly none went before !)
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of craig
bastin
Sent: 18 April 2009 00:20
Subject: RE: Europa-List: Trike nose wheel castor spindle and yoke
failure. Europa Flyer Mag.
<craigb@onthenet.com.au>
I have come in on the end of this conversation. From the descriptions
and
examination of the nose gear
yoke etc, am i right you are all referring to the shaft in the yoke
being
pulled out the top of the fork that
holds the wheel. There is no mention of any work needed to fix this
issue on
the europa site, I can see how
a wheelbarrow landing could create such loads. Could some one point me
in
the right direction for the orginal issue.
thanks
craig
VH-XSV
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com]On Behalf Of Robert C
Harrison
Sent: Friday, 17 April 2009 8:06 PM
Subject: Europa-List: Trike nose wheel castor spindle and yoke failure.
Europa Flyer Mag.
<ptag.dev@tiscali.co.uk>
Hi! Ian,
You quote :-"This was something of a surprise as, to the best of my
knowledge, we had not had an accident with the nose wheel"
Do you mean your bird specifically or in the fleet generally?
Where were you when I tried to give a "heads up" to trike operators two
years ago about my incident of nose wheel/yoke departure? Everyone I
highlighted this self same issue to seemed once again to put it down to
"Bob Harrison Syndrome." The factory did load tests and gave assurances
as to the adequacy of the arrangement so how come we are needing to
revisit the matter? My claim was that simple load tests do not represent
real time operation and because of the prising action of the friction
assembly the stresses can far outweigh the dead weight factors.
I don't need "brownie points" but I do have a conscience for other
flyers lives.
Now to return to the main points of engineering:-
I think you may well find that aft of your yoke spindle hole the metal
is beginning to be compressively distressed if the spindle has been
bent.
Your roll pin seems to indicate that movement has taken place so there
will also be compressive distress in front of the spindle hole at its
lower forward reaches. (BTW the application of Loctite was part of the
original assembly procedure anyway.)
The solution you proffer is to put an additional 1" of spindle into the
Yoke as I did but may I suggest that you also insert a second roll pin
1" below the original and still use Loctite but also applied from the
bottom of the hole.
As to the cause of the failure and pot holes etc. the possibility of a
"wheel barrow" landing also adds loads from forward of the spindle
centre line and I posted a message only last week on the Matronics Forum
in a debate about Bungee/Springs and suspension only supposed to be by
flexing of the nose leg. These forces "out of vertical plumb" also go to
cause the prising/opening action of the friction device against the
castellated adjustment nut holding the whole assembly together.
Much more attention is needed to be applied to inspection and the
loading applied by the castellated nut. I had re-set my friction loading
only 10 days prior to the incident but unbeknown to me the assembly was
being pulled apart by the adjustment loading.
BTW let me know the mod. number for the longer spindle when you have it
!
Ignore all this at your peril.
Regards
Bob Harrison G-PTAG
Checked by AVG - www.avg.com
16:38:00
Checked by AVG - www.avg.com
17:52:00
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Subject: | Re: Trike nose wheel castor spindle and yoke failure. Europa |
Flyer Mag.
With no disrespect to anyone, it baffles me as to how many Europa pilots
continue to land nosewheel first (wheelbarrow). The first thing you learn
in basic flight landing training is to hold the nosewheel off for as long as
you can, until the elevator looses the power to hold it up. The Europa
trigear is so easy and forgiving it practically lands itself. In 45 years
of flying I've never touched down the nosewheel first. Can someone explain
to me how this keeps happening? Again, I mean no disrespect to
anyone....I'm just wondering if there's something I'm overlooking here.
Garry Stout
914 Trigear
----- Original Message -----
From: "Robert C Harrison" <ptag.dev@tiscali.co.uk>
Sent: Saturday, April 18, 2009 5:49 AM
Subject: RE: Europa-List: Trike nose wheel castor spindle and yoke failure.
Europa Flyer Mag.
> <ptag.dev@tiscali.co.uk>
>
> Hi! Craig.
> I should say I was the first to experience this problem and I'm not
> ashamed to admit, it had a fair share of wheel barrow jobs.
Message 10
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Subject: | Re: Europa-List:Stemme 10 Comment |
I suppose this is getting bit off topic, but I was wondering who has had the
opportunity to fly a Stemme 10.
I got the chance a couple of years ago to fly one for an hour and to spend
quite some time looking it over. What a wonderful piece of engineering. It
was as almost that the designer would accept no aerodynamic compromises and
the engineering had to accommodate it.
The owner is a very wealthy business man and he owns two. I asked him why
and he told me that the maintenance issues generally always meant that one
was in for repairs and since he didn't want to be inconvenienced by aircraft
availability he bought a second Stemme. Nice to be some people I guess.
Beautiful aircraft to fly, and a lot of fascinating engineering ideas went
into it.
Paul
do not archive
On Sat, Apr 18, 2009 at 5:22 AM, Karl Heindl <kheindl@msn.com> wrote:
>
>
> Frans,
>
> I think there is a lot of truth in what you are saying. Remember, the
> trigear was an afterthought and probably put together quickly to get the
> sales. And that was before they had ironed the bugs out of the mono.
> All the same, I am always amazed how strong especially the main legs are.
> There are always better solutions, but at the end of the day it doesn't
> really make any difference. The only perfect aircraft I have ever seen is
> the Stemme 10 motorglider, and maybe that applies to high performance
> gliders in general.
>
> Karl do not archive
>
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Subject: | Trike nose wheel castor spindle and yoke failure. Europa |
Flyer Mag.
Garry=2C
You are right. I never did a wheelbarrow landing. But it happened to me in
a landing attempt in very severe gusting with 90 degree crosswind condition
s. The gusts were throwing me about like a pingpong ball. And one gust 'thr
ew' me down with such force that I was sure I had lost my landing gear. Had
I continued with my landing I would have been a writeoff. I discovered muc
h later that one of the exhaust pipes had come off=2C because one of the we
lded spring hooks had come off first.
Karl do not archive
> From: garrys@tampabay.rr.com
> To: europa-list@matronics.com
> Subject: Re: Europa-List: Trike nose wheel castor spindle and yoke failur
e. Europa Flyer Mag.
> Date: Sat=2C 18 Apr 2009 08:25:55 -0400
>
>
> With no disrespect to anyone=2C it baffles me as to how many Europa pilot
s
> continue to land nosewheel first (wheelbarrow). The first thing you learn
> in basic flight landing training is to hold the nosewheel off for as long
as
> you can=2C until the elevator looses the power to hold it up. The Europa
> trigear is so easy and forgiving it practically lands itself. In 45 years
> of flying I've never touched down the nosewheel first. Can someone explai
n
> to me how this keeps happening? Again=2C I mean no disrespect to
> anyone....I'm just wondering if there's something I'm overlooking here.
>
> Garry Stout
> 914 Trigear
>
>
> ----- Original Message -----
> From: "Robert C Harrison" <ptag.dev@tiscali.co.uk>
> To: <europa-list@matronics.com>
> Sent: Saturday=2C April 18=2C 2009 5:49 AM
> Subject: RE: Europa-List: Trike nose wheel castor spindle and yoke failur
e.
> Europa Flyer Mag.
>
>
> > <ptag.dev@tiscali.co.uk>
> >
> > Hi! Craig.
> > I should say I was the first to experience this problem and I'm not
> > ashamed to admit=2C it had a fair share of wheel barrow jobs.
>
>
>
===========
===========
===========
===========
>
>
>
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Subject: | Re: Trim Damper Assembly |
Fred,
I have an email from Andy Draper, dated may, 2002, which could be
out of date by now. This states:
The correct force that the friction damper should resist is 5kg +0/-1kg
at 90 degrees to the long arm (the one that the servo attaches to)
At the time I thought this was a hell of a load and I settled for
the lower end of the range.
Since you still have the top off, you could check that the trim tab
servo internal limit stop on full nose up trim cuts in before the trim
bellcrank hits the tab link rod when full up elevator is applied ( a
very unlikely combination I know). On my early mono wheel kit I had to
shorten the two plastic clevis forks by 3mm so that they could bottom
out when screwed on to the servo link rod. Maybe the factory made this
mod on later kits.
Gerry Cole
----- Original Message -----
From: Fred Klein
To: europa-list@matronics.com
Sent: Wednesday, April 15, 2009 6:37 PM
Subject: Europa-List: Trim Damper Assembly
All,
Before bonding on the top, I want to be certain that the Trim Damper
Assembly is properly adjusted, particularly w/ respect to the amount
of friction when it moves in the slot in TS01. As far as I can tell,
the Build Manual does not address this question, yet it would appear
to be key to having the pitch control system function properly without
burning up the pitch trim motor. I can't seem to get my mind around
the function of this seemingly elaborate confusion of spring, tube,
thru bolt, and nuts of various sizes...it's complexity suggests that,
when properly adjusted, it performs a critical function.
I reference Fig. 2, p. 19-2, and Step 4 & Fig. 6 on p. 19-4.
Can anyone please enlighten me on what proper adjustment would be?
Thanks in advance,
Fred
--
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Subject: | Trike nose wheel castor spindle and yoke failure. |
Europa Flyer Mag.
Out of interest you may like to know that the main gear legs are the same as
used on the RV family.
On the other hand, the nose wheel (and Mono) are made by a wheel chair
manufacturer.
Just a thought
Ian Rickard G-IANI XS Trigear, 250 hours
Europa Club Mods Rep (Trigear)
e-mail mods@europaclub.org.uk
or direct g-iani@ntlworld.com
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Best bet
long term is to remove the pads and replace them IMHO.
craig
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|
(I hit the wrong key a second ago!)
Thank you, Craig, I think that's the route to follow. Have ordered a new
set from Europa.
Regards,
Svein
Best bet
long term is to remove the pads and replace them IMHO.
craig
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Subject: | Re: Europa-List:Stemme 10 Comment |
On Apr 18, 2009, at 6:47 AM, Paul McAllister wrote:
> I suppose this is getting bit off topic, but I was wondering who has
> had the opportunity to fly a Stemme 10.
>
> I got the chance a couple of years ago to fly one for an hour and to
> spend quite some time looking it over. What a wonderful piece of
> engineering. It was as almost that the designer would accept no
> aerodynamic compromises and the engineering had to accommodate it.
Paul,
Never having heard of a Stemme 10, I went into cyberspace, viewed the
company website, and found this interesting article at:
http://philip.greenspun.com/flying/soaring
...a truly extraordinary flying machine...
After seeing the photos of the folding propeller however, my mind went
back in time to my proud and vain relationship w/ a '73 BMW 3.0 CS
coupe, a love/hate relationship within which I did years of hard time.
Though bought off the dealer's showroom, I developed a healthy
scepticism for vaunted German engineering...as BMW remains a viable
enterprise, I have no doubt that they have learned how to design,
build, and service an automobile.
Your pal w/ the 2 Stemmes has the right idea.
Fred
do not archive
--
This message has been scanned for viruses and
dangerous content by MailScanner, and is
believed to be clean.
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Subject: | Re: Europa-List:Stemme 10 Comment |
Karl / Paul,
Wasn't it a Stemme with a 914 that had the in flight fire, and caused
a re-think of the evans coolant ?
Karl, - any thought of coming down for the Canadian Aviation Expo in
Hamilton on May 2 & 3 ?
Met up with Chris Staines and Jan Volcic in their monos today, we
should all be there on the Saturday, but then it's just down the road
for us.
Dave
On 18-Apr-09, at 9:47 AM, Paul McAllister wrote:
> I suppose this is getting bit off topic, but I was wondering who
> has had the opportunity to fly a Stemme 10.
>
> I got the chance a couple of years ago to fly one for an hour and
> to spend quite some time looking it over. What a wonderful piece
> of engineering. It was as almost that the designer would accept no
> aerodynamic compromises and the engineering had to accommodate it.
>
> The owner is a very wealthy business man and he owns two. I asked
> him why and he told me that the maintenance issues generally always
> meant that one was in for repairs and since he didn't want to be
> inconvenienced by aircraft availability he bought a second Stemme.
> Nice to be some people I guess.
>
> Beautiful aircraft to fly, and a lot of fascinating engineering
> ideas went into it.
>
> Paul
>
> do not archive
>
> On Sat, Apr 18, 2009 at 5:22 AM, Karl Heindl <kheindl@msn.com> wrote:
> Frans,
>
> I think there is a lot of truth in what you are saying. Remember,
> the trigear was an afterthought and probably put together quickly
> to get the sales. And that was before they had ironed the bugs out
> of the mono.
> All the same, I am always amazed how strong especially the main
> legs are. There are always better solutions, but at the end of the
> day it doesn't really make any difference. The only perfect
> aircraft I have ever seen is the Stemme 10 motorglider, and maybe
> that applies to high performance gliders in general.
>
> Karl do not archive
>
>
Message 18
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Subject: | Trike nose wheel castor spindle and yoke failure. Europa |
Flyer Mag.
Garry it's like landing gear up! There's those that's done it and those
that are going to do it ! Sooner or later some mysterious gust of wind
will instill a bounce or some unexpected happening and you will get
caught out.
I can assure you the ones I have done were not by intent.
Probably now you have said how difficult it is to do one you may have
one destined for you, watch out !
Regards
Bob Harrison G-PTAG
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of Garry
Sent: 18 April 2009 13:26
Subject: Re: Europa-List: Trike nose wheel castor spindle and yoke
failure. Europa Flyer Mag.
With no disrespect to anyone, it baffles me as to how many Europa pilots
continue to land nosewheel first (wheelbarrow). The first thing you
learn
in basic flight landing training is to hold the nosewheel off for as
long as
you can, until the elevator looses the power to hold it up. The Europa
trigear is so easy and forgiving it practically lands itself. In 45
years
of flying I've never touched down the nosewheel first. Can someone
explain
to me how this keeps happening? Again, I mean no disrespect to
anyone....I'm just wondering if there's something I'm overlooking here.
Garry Stout
914 Trigear
----- Original Message -----
From: "Robert C Harrison" <ptag.dev@tiscali.co.uk>
Sent: Saturday, April 18, 2009 5:49 AM
Subject: RE: Europa-List: Trike nose wheel castor spindle and yoke
failure.
Europa Flyer Mag.
> <ptag.dev@tiscali.co.uk>
>
> Hi! Craig.
> I should say I was the first to experience this problem and I'm not
> ashamed to admit, it had a fair share of wheel barrow jobs.
Message 19
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Subject: | Europa-List:Stemme 10 Comment |
Hey Fred=2C
I think you are jumping to conclusions again. What has a Rotax on fire got
to do with german engineering. I am no expert on BMW=2C but I did own one o
nce when I lived in Libya. The local agency gave first class service and I
don't remember any real problems.
Just couldn't help myself.
Karl
> From: fklein@orcasonline.com
> To: europa-list@matronics.com
> Subject: Re: Europa-List:Stemme 10 Comment
> Date: Sat=2C 18 Apr 2009 10:25:48 -0700
>
>
>
> On Apr 18=2C 2009=2C at 6:47 AM=2C Paul McAllister wrote:
>
> > I suppose this is getting bit off topic=2C but I was wondering who has
> > had the opportunity to fly a Stemme 10.
> >
> > I got the chance a couple of years ago to fly one for an hour and to
> > spend quite some time looking it over. What a wonderful piece of
> > engineering. It was as almost that the designer would accept no
> > aerodynamic compromises and the engineering had to accommodate it.
>
> Paul=2C
>
> Never having heard of a Stemme 10=2C I went into cyberspace=2C viewed the
> company website=2C and found this interesting article at:
>
> http://philip.greenspun.com/flying/soaring
>
> ...a truly extraordinary flying machine...
>
> After seeing the photos of the folding propeller however=2C my mind went
> back in time to my proud and vain relationship w/ a '73 BMW 3.0 CS
> coupe=2C a love/hate relationship within which I did years of hard time.
> Though bought off the dealer's showroom=2C I developed a healthy
> scepticism for vaunted German engineering...as BMW remains a viable
> enterprise=2C I have no doubt that they have learned how to design=2C
> build=2C and service an automobile.
>
> Your pal w/ the 2 Stemmes has the right idea.
>
> Fred
>
> do not archive
>
> --
> This message has been scanned for viruses and
> dangerous content by MailScanner=2C and is
> believed to be clean.
>
>
===========
===========
===========
===========
>
>
>
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Subject: | Europa-List:Stemme 10 Comment |
Dave=2C
I don't think I will be ready in early May. I am in the middle of a number
of upgrades=2C and I need to then check it all out etc. I thought the Expo
was in Oshawa in June ? That one would be doable.
Karl do not archive
From: loboloda@execulink.com
Subject: Re: Europa-List:Stemme 10 Comment
Karl / Paul=2C
Wasn't it a Stemme with a 914 that had the in flight fire=2C and caused a r
e-think of the evans coolant ?
Karl=2C - any thought of coming down for the Canadian Aviation Expo in Ham
ilton on May 2 & 3 ?
Met up with Chris Staines and Jan Volcic in their monos today=2C we should
all be there on the Saturday=2C but then it's just down the road for us.
Dave
On 18-Apr-09=2C at 9:47 AM=2C Paul McAllister wrote:
I suppose this is getting bit off topic=2C but I was wondering who has had
the opportunity to fly a Stemme 10.
I got the chance a couple of years ago to fly one for an hour and to spend
quite some time looking it over. What a wonderful piece of engineering. I
t was as almost that the designer would accept no aerodynamic compromises a
nd the engineering had to accommodate it.
The owner is a very wealthy business man and he owns two. I asked him why
and he told me that the maintenance issues generally always meant that one
was in for repairs and since he didn't want to be inconvenienced by aircraf
t availability he bought a second Stemme. Nice to be some people I guess.
Beautiful aircraft to fly=2C and a lot of fascinating engineering ideas wen
t into it.
Paul
do not archive
On Sat=2C Apr 18=2C 2009 at 5:22 AM=2C Karl Heindl <kheindl@msn.com> wrote:
Frans=2C
I think there is a lot of truth in what you are saying. Remember=2C the tri
gear was an afterthought and probably put together quickly to get the sales
. And that was before they had ironed the bugs out of the mono.
All the same=2C I am always amazed how strong especially the main legs are.
There are always better solutions=2C but at the end of the day it doesn't
really make any difference. The only perfect aircraft I have ever seen is t
he Stemme 10 motorglider=2C and maybe that applies to high performance glid
ers in general.
Karl do not archive
href="http://www.matronics.com/Navigator?Europa-List">http://www.matronic
s.com/Navigator?Europa-List
href="http://forums.matronics.com">http://forums.matronics.com
href="http://www.matronics.com/contribution">http://www.matronics.com/con
tribution
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Subject: | Re: Europa-List:Stemme 10 Comment |
Karl,
No, it's been switched, Hamilton is a better location, and the
Canadian Warplane Heritage Museum is there.
i think the intent was that the Lancaster would be flying, but I read
somewhere they were grounded as they need new constant speed props
$100,000 to fix ?
Dave
Do not archive
On 18-Apr-09, at 6:18 PM, Karl Heindl wrote:
> Dave,
>
> I don't think I will be ready in early May. I am in the middle of a
> number of upgrades, and I need to then check it all out etc. I
> thought the Expo was in Oshawa in June ? That one would be doable.
>
> Karl do not archive
>
>
> From: loboloda@execulink.com
> Subject: Re: Europa-List:Stemme 10 Comment
> Date: Sat, 18 Apr 2009 16:13:02 -0400
> To: europa-list@matronics.com
>
> Karl / Paul,
>
> Wasn't it a Stemme with a 914 that had the in flight fire, and
> caused a re-think of the evans coolant ?
>
> Karl, - any thought of coming down for the Canadian Aviation Expo
> in Hamilton on May 2 & 3 ?
> Met up with Chris Staines and Jan Volcic in their monos today, we
> should all be there on the Saturday, but then it's just down the
> road for us.
>
> Dave
>
>
> On 18-Apr-09, at 9:47 AM, Paul McAllister wrote:
>
> I suppose this is getting bit off topic, but I was wondering who
> has had the opportunity to fly a Stemme 10.
>
> I got the chance a couple of years ago to fly one for an hour and
> to spend quite some time looking it over. What a wonderful piece
> of engineering. It was as almost that the designer would accept no
> aerodynamic compromises and the engineering had to accommodate it.
>
> The owner is a very wealthy business man and he owns two. I asked
> him why and he told me that the maintenance issues generally always
> meant that one was in for repairs and since he didn't want to be
> inconvenienced by aircraft availability he bought a second Stemme.
> Nice to be some people I guess.
>
> Beautiful aircraft to fly, and a lot of fascinating engineering
> ideas went into it.
>
> Paul
>
> do not archive
>
> On Sat, Apr 18, 2009 at 5:22 AM, Karl Heindl <kheindl@msn.com> wrote:
> Frans,
>
> I think there is a lot of truth in what you are saying. Remember,
> the trigear was an afterthought and probably put together quickly
> to get the sales. And that was before they had ironed the bugs out
> of the mono.
> All the same, I am always amazed how strong especially the main
> legs are. There are always better solutions, but at the end of the
> day it doesn't really make any difference. The only perfect
> aircraft I have ever seen is the Stemme 10 motorglider, and maybe
> that applies to high performance gliders in general.
>
> Karl do not archive
>
> href="http://www.matronics.com/Navigator?Europa-List">http://
> www.matronics.com/Navigator?Europa-List
> href="http://forums.matronics.com">http://forums.matronics.com
> href="http://www.matronics.com/contribution">http://
> www.matronics.com/contribution
>
>
> >http://www.matronics.com/Navigator?Europa-List
> ronics.com
> ww.matronics.com/contribution
>
>
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Subject: | Re: Europa-List:Stemme 10 Comment |
On Apr 18, 2009, at 3:14 PM, Karl Heindl wrote:
> What has a Rotax on fire got to do with german engineering.
Karl,
I make no connection between "Rotax on fire" and "german
engineering"...my intention was to link what appeared to be an
extraordinarily complex design for the Stemme's magically disappearing
propeller with where it came from and who designed it. Paul had
mentioned that his friend needed two of the ships in order to ensure
that one was airworthy due, apparently, to required high levels of
maintenance. I have no idea what is or are the sources for the high
maintenance of the Stemme; but if that's what it takes to keep one
flying, the engineering deserves some scrutiny, however elegant,
innovative, or precise it may be. I certainly would agree that the
Stemme is an extraordinarily beautiful aircraft...apparently without
compromises in its design.
Having been called by my nickname, Fritz, for most of my life, I cast
no aspersions on things Germanic, but I concluded over the 30 years
that I kept my Bimmer that some of the vaunted german engineering was
mythic...there's a reason we sometimes use the term, "over-engineered".
You wrote,
> I am no expert on BMW, but I did own one once when I lived in Libya.
> The local agency gave first class service and I don't remember any
> real problems.
By any chance, did the agency supply a mechanic to ride in your back
seat?...just kidding Karl...as I said, I have no doubt that BMW makes
a fine automobile today, and has been for some time.
Cheers,
Fred (Fritz)
do not archive
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This message has been scanned for viruses and
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Subject: | Re: Europa-List:Stemme 10 Comment |
Fred Klein wrote:
>
> On Apr 18, 2009, at 3:14 PM, Karl Heindl wrote:
>
>> What has a Rotax on fire got to do with german engineering.
>
> Karl,
>
> I make no connection between "Rotax on fire" and "german
> engineering"...my intention was to link what appeared to be an
> extraordinarily complex design for the Stemme's magically disappearing
> propeller with where it came from and who designed it. Paul had
> mentioned that his friend needed two of the ships in order to ensure
> that one was airworthy due, apparently, to required high levels of
> maintenance.
>
> Fred (Fritz)
Fred
It's a taildragger and not many Americans are skilled at landing
taildraggers now, nor English if it comes to that. !52s are too easy to
fly so not good trainers. I had a Stemme S10 on an old flight sim,
wasn't half difficult to land it without busting a prop or knocking the
gear of it! ;-)
Graham
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Subject: | Europa-List:Stemme 10 Comment |
Fred=2C
Just having some fun. We seldom get to hear the real reasons for various fa
ilures on any aircraft.
For example=2C it would be quite easy to condemn the Europa=2C if you picke
d on a few incidents.
The new A380's of Saudi Airlines are frequently grounded because of teethin
g problems.
The folding/retracting propeller is actually a French patent. Apart from th
at=2C I don't know anything about the Stemme.
BTW=2C your BMW is a much sought after classis nowadays. You should have ke
pt it.
Karl
From: fklein@orcasonline.com
Subject: Re: Europa-List:Stemme 10 Comment
On Apr 18=2C 2009=2C at 3:14 PM=2C Karl Heindl wrote:
What has a Rotax on fire got to do with german engineering.
Karl=2C
I make no connection between "Rotax on fire" and "german engineering"...my
intention was to link what appeared to be an extraordinarily complex design
for the Stemme's magically disappearing propeller with where it came from
and who designed it. Paul had mentioned that his friend needed two of the s
hips in order to ensure that one was airworthy due=2C apparently=2C to requ
ired high levels of maintenance. I have no idea what is or are the sources
for the high maintenance of the Stemme=3B but if that's what it takes to ke
ep one flying=2C the engineering deserves some scrutiny=2C however elegant
=2C innovative=2C or precise it may be. I certainly would agree that the St
emme is an extraordinarily beautiful aircraft...apparently without compromi
ses in its design.
Having been called by my nickname=2C Fritz=2C for most of my life=2C I cast
no aspersions on things Germanic=2C but I concluded over the 30 years that
I kept my Bimmer that some of the vaunted german engineering was mythic...
there's a reason we sometimes use the term=2C "over-engineered".
You wrote=2C
I am no expert on BMW=2C but I did own one once when I lived in Libya. The
local agency gave first class service and I don't remember any real problem
s.
By any chance=2C did the agency supply a mechanic to ride in your back seat
?...just kidding Karl...as I said=2C I have no doubt that BMW makes a fine
automobile today=2C and has been for some time.
Cheers=2C
Fred (Fritz)
do not archive
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Subject: | Re: Europa-List:Stemme 10 Comment |
On Apr 18, 2009, at 5:40 PM, Karl Heindl wrote:
> BTW, your BMW is a much sought after classis nowadays.
Karl...yes, indeed it is, for its style but certainly not for its
coachwork, and one of those seekers made an offer I couldn't
refuse...for me, it was the time to move on. It got so that I couldn't
park it in the city without returning to find business cards w/
cryptic messages under the windshield wiper. Besides it having been a
somewhat limited edition, the major factor in its rarity is that they
are absolute rust buckets; they were built w/ 100% recycled steel and
someone neglected to realize that in the recycling process, all the
zinc was leached out and not replaced...at least that's what Gunter,
the lead service rep at the dealer told me. The ones you see today are
monuments to the miracles of exotic epoxies, but I'll never forget the
thrill of moving thru the gears on the 5 speed...oh yeah.
Fred
do not archive
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Message 26
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Subject: | Europa Mono, 912 S, Increasing oil Cooling |
For those who have lowered the cooler into the cooling duct - what BSP (Bri
tish Standard Pipe) fittings did you use please-could you do it with one or
a series of pipe fittings on the in and out flow to cooler=3F
JR (Bob) Gowing UK Kit 327 in Oz
----- Original Message -----
From: Brian Davies
To: europa-list@matronics.com
Sent: Thursday, April 16, 2009 6:13 PM
Subject: RE: Europa-List: Aileron setting and more
Hi Bruno,
From bitter experience (many wasted hours) I would recommend reading the
latest factory build manual pages and following it to the letter. Provided
you do every stage of the aileron rigging process, it will describe how to
make adjustments to obtain the correct angles. Setting the disconnect plat
es vertical to a centre line drawn between the wing spar pins and adjusting
the individual aileron up stops correctly before fitting the wings to the
plane provides a good starting point. Get these angles wrong and nothing w
orks as it should.
Regards
Brian Davies
---------------------------------------------------------------------------
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From: owner-europa-list-server@matronics.com [mailto:owner-europa-list-se
rver@matronics.com] On Behalf Of UVTReith
Sent: 15 April 2009 11:41
To: europa-list@matronics.com
Subject: Europa-List: Aileron setting and more
Hi Europa Family,
At present I am working on fine trimming, weight and balance etc.
When I measured the angles of my ailerons, they are quite different and n
eed correct setting.
How can I do the adjustments of this=3F
Thanks for help.
Best Regards,
Bruno Reith / UVT Reith
XS Mono
href==22http://www.matronics.com/Navigator=3FEuropa-List=22>http://www.matronhref
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1.56/2058 - Release Date: 04/15/09 06:34:00
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Subject: | Wing root plumbing |
Anyone have a description and or pictures of how you keep wing root wire
and pneumatic plumbingout of harms way during rigging wings, and
neat when wings are rigged?
Thx.
Ron Parigoris
Message 28
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Subject: | Wing root plumbing |
one arrangement I saw had the fittings hard mounted on the side of the A/C
with
the wiring bundle attached to a bungee cord inside the wing. The wing sides
in till your
about 6 inches out, you hooked up the cable with a method of positive
retention of your
choice (snap on, screw in etc) then, as you side the wing in to lock it in
place the bungee
retracts the cables inside the wing. I believe you could do simmilar with
your pitot lines but
hook the bungee straight the fuse, so the air lines arent taking the bungee
load, and have
the lines tied to the bungee with a small amount of slack.
craig
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com]On Behalf Of
rparigor@suffolk.lib.ny.us
Sent: Sunday, 19 April 2009 3:14 PM
To: europa-list@matronics.com
Subject: Europa-List: Wing root plumbing
Anyone have a description and or pictures of how you keep wing root wire
and pneumatic plumbing out of harms way during rigging wings, and neat when
wings are rigged?
Thx.
Ron Parigoris
Message 29
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Subject: | Wing root plumbing |
Hi! Ron
Nothing difficult or complicated. The pito pipes being male and female
(to ensure they are connected correctly ) are clipped together so no
bugs crawl in . The electrical wires just hang down say 6" then you part
enter each wing in turn and then do the connects to the fuselage just
prior to pushing the wing home. Any slack is contained within the wing
fairing close out when rigged.
Regards
Bob Harrison G-PTAG
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of
rparigor@suffolk.lib.ny.us
Sent: 19 April 2009 06:14
Subject: Europa-List: Wing root plumbing
Anyone have a description and or pictures of how you keep wing root wire
and pneumatic plumbing out of harms way during rigging wings, and neat
when wings are rigged?
Thx.
Ron Parigoris
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