Today's Message Index:
----------------------
1. 05:07 AM - Flap cross tube problem (Greg Fuchs)
2. 05:13 AM - Radio problem (David Lewendon)
3. 06:21 AM - Re: Flap cross tube problem (Frans Veldman)
4. 11:48 AM - Re: Flap cross tube problem (Greg Fuchs)
5. 12:11 PM - 912ULS ignition failure update (Guerner Remi)
6. 01:21 PM - Re: Flap cross tube problem (Greg Fuchs)
7. 01:33 PM - Re: Flap cross tube problem (Robert Borger)
8. 02:01 PM - Re: Flap cross tube problem (G-IANI)
9. 02:12 PM - Re: 912ULS ignition failure update (Frans Veldman)
10. 02:20 PM - N127ZP Landing gear failure. (Jeffrey J Paris)
11. 02:39 PM - Re: Flap cross tube problem (Jan de Jong)
12. 02:48 PM - Re: Flap cross tube problem (Jan de Jong)
13. 05:41 PM - Re: Flap cross tube problem (Fred Klein)
14. 10:15 PM - Re: 912ULS ignition failure update (Remi Guerner)
15. 11:01 PM - Re: Flap cross tube problem (JR Gowing)
Message 1
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| Subject: | Flap cross tube problem |
Hi all,
The flap cross tube appears to be about 2 inches too short, on my aircraft!
I was hoping there would be some end pieces placed onto FL15 to lengthen it,
but unfortunately, the GE12 bearing and the bearing holder do not increase
the length. There does not appear to be any way it will be long enough to
firmly grab the pins on both flaps, though it might just be able to span the
gap to barely reach the in-board ends of the pins. The length of my flap
cross tube (FL15) is 44 and one half inches from end to end. Can someone
tell me what theirs measures? Anyone have this problem?
Thank you,
Greg A050
Message 2
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Well my SWR meter arrived in the post and I have purchased a couple of convertors
to go from the BNC on the radio to the PL259 on the SWR meter.
I could not get any reading using my Filser radio and I thought that the meter
might be duff so I connected my hand held radio to the a/c antenna and everything
was fine. I was getting a return reading of about 1.2 which is well within
limits.
Whilst doing this check I noticed that the P1 PTT button was not working, it had
been previously but now nothing, so I am going to do a continuity check on the
PTT wires to see if that is the fault before checking the radio.
The P2 PTT works but it did not show up on the SWR test, I presume that it should
send the same signal as the P1 button.
Regards
David Lewendon
Regards
David Lewendon
Message 3
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| Subject: | Re: Flap cross tube problem |
On 06/03/2011 02:04 PM, Greg Fuchs wrote:
> The flap cross tube appears to be about 2 inches too short, on my
> aircraft!
Please read the appropriate SB's and AD's on the Europa website. There
has been a batch with too short flap cross tubes (with almost a fatal
crash as a result) so it might well be that it applies to your situation
as well.
Frans
Message 4
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| Subject: | Flap cross tube problem |
Frans,
Good point, I could probably find the length info there.
I think my cross tube would just barely hang on, even on the ground.
Something will have to change for sure. I don't believe my flap is short,
either. It appears longer than at least one that I have seen on the Europa
owners website. Only about a quarter inch was shaved off the outboard side
flange, to allow the hinge arm to center between the dual hinge on the wing.
I will start looking through the SB's and AD's.
Thanks,
Greg
>Please read the appropriate SB's and AD's on the Europa website. There has
been a batch with too short flap cross tubes
>(with almost a fatal crash as a result) so it might well be that it applies
to your situation as well.
>Frans
Message 5
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| Subject: | 912ULS ignition failure update |
At last I am back in the air. Thank you to all of you who responded to
my question about possible broken wires in the ignition system: I did
not find any. The culprits were the electronic modules which have aged
to the point were they are unable to produce reliable sparks at normal
cranking speed. I replaced one of them (cost me 928 Euros) and the
engine starts very well now.
To summarize the history of this problem:
- the symptom was: impossible to start engine in spite of a normally
charged battery. It happens once in August last year and twice in the
past few weeks. There were no problem after the engine was finally
started, never an ignition miss during run-up.
- I checked the carbs first and found nothing wrong. I then suspected
the ignition
- I installed dummy spark plugs to allow to visualize the sparks, and
a counter to mesure crankshaft rpm when driven by the starter motor.
- I confirmed that most of the time there were no spark at normal
cranking speed (I was able to vary crankshaft speed from 270 to 460
rpm. ) I noticed that the higher the cranking speed, the better the
probability to get sparks, but this was not repeatable all the time.
According to the Rotax manuals, the ignition cut-in speed is 150 to
220 crankshaft rpm. Most of the times I had no sparks below about 400
rpm.
- I made all the measurements and checks as suggested in the Rotax
Heavy Maintenance Manual and found nothing wrong.
- I then replaced one electronic module with a new one and noticed
that it was able to produce seemingly more powerful sparks even at the
lowest cranking speeds. The other module was still unable to spark.
Permutation of the two modules confirmed that the new one was always
producing sparks while the other one was not.
- subsequent engine tests showed confirmed that starting was ok and
both ignition systems were fine when the engine is running. Moreover,
the bad ignition module is still able to start the engine most of the
time.
One benefit of this mess: now I have the Soft Start system on both
channels as Rotax has it incorporated into the new module.
Some lessons learned or re-learned:
- do not believe that a redundant system cannot fail completely: in
this instance it did. However there were no safety issue as the
failure was effective during starting only.
- electronics failures are intermittent most of the time and therefore
difficult to troubleshoot.
- the lack of precise data and testing procedures from Rotax make
troubleshooting more difficult: for example what voltage the charging
coils should deliver vs crankshaft speed? I was able to measure this
voltage but had no reference to compare with, so there were no way to
be sure that the stator was performing ok.
- it is easy to measure cranking speed using a 15 Euro bicycle speed
counter. With the Airmaster prop, you install the sensor on the brush
bracket and sense the magnet included in the prop flange. The right
programming of the unit allows to read directly the crankshaft speed.
- cranking the engine with one spark plug removed from each cylinder
is a bad idea: as there is no blow-by anymore, the oil pumped into the
engine is not returned to the tank and you may end up with a full
crankcase and an empty tank.
The Rotax is ok when it works. When it doesn't it's a real nightmare
to work on. It really is not design with maintenance in mind. If I had
to pay somebody to do do the maintenance it would be tremendously
expensive. Anyway it is more expensive to maintain than a Lyconental.
Remi Guerner
F-PGKL, 830 hours
PS: now I have the alternator red light coming occasionally. I have
ordered a new regulator today (just another 110 Euros!)
Message 6
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| Subject: | Flap cross tube problem |
The SB pertaining to the flap drive tube does not discuss the length of the
tube, only the clearance between it and the root of the flap.
I still would like to know a few examples of others drive tube lengths for
the flap cross tube. That way, I could rule out wing pin location, flap
length, etc. before contacting the company. Just a few will do, and it
doesn't need to be real precise. Down to (+/-) 1/4" or so will be fine.
Reporting in mm or cm (or whatever) is very welcome as well, I just need a
small representative sampling. Next time you are in the garage or hangar
with nothing much to do?
Thanks for all help,
Greg
_______________
Frans,
Good point, I could probably find the length info there.
I think my cross tube would just barely hang on, even on the ground.
Something will have to change for sure. I don't believe my flap is short,
either. It appears longer than at least one that I have seen on the Europa
owners website. Only about a quarter inch was shaved off the outboard side
flange, to allow the hinge arm to center between the dual hinge on the wing.
I will start looking through the SB's and AD's.
Thanks,
Greg
>Please read the appropriate SB's and AD's on the Europa website. There
>has
been a batch with too short flap cross tubes
>(with almost a fatal crash as a result) so it might well be that it
>applies
to your situation as well.
>Frans
Message 7
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| Subject: | Re: Flap cross tube problem |
Greg,
I agree with Frans reply.
FWIW, my cross tube is 44 3/4 inches across with the bearings in place and works
just fine.
Blue skies & tailwinds,
Bob Borger
Europa Kit #A221 N914XL, XS Tri-Gear, Intercooled 914, Airmaster C/S Prop
http://www.europaowners.org/forums/gallery2.php?g2_itemId=60232
http://www.biplaneforumgallery.com/index.php?cat=10046
Europa Flying!
3705 Lynchburg Dr.
Corinth, TX 76208
Home: 940-497-2123
Cel: 817-992-1117
On Jun 3, 2011, at 7:04, Greg Fuchs wrote:
>
> Hi all,
>
> The flap cross tube appears to be about 2 inches too short, on my aircraft! I
was hoping there would be some end pieces placed onto FL15 to lengthen it, but
unfortunately, the GE12 bearing and the bearing holder do not increase the length.
There does not appear to be any way it will be long enough to firmly grab
the pins on both flaps, though it might just be able to span the gap to barely
reach the in-board ends of the pins. The length of my flap cross tube (FL15)
is 44 and one half inches from end to end. Can someone tell me what theirs
measures? Anyone have this problem?
>
> Thank you,
>
> Greg A050
Message 8
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| Subject: | Flap cross tube problem |
Greg
Just measured the tube from Kit 576 and it is 44-5/8th long. I am not aware
that there has been any variation in the tube lengths that Frans referred
to.
There is some variation in the fuselage width which I have never been able
to explain given the rigidity of the cockpit module. For example Kit 576 is
some 12mm wider at the forward wing pins than I would expect. I am about to
do the flap tube on 576 so I can let you know if this cross tube is long
enough for this aircraft.
Ian Rickard G-IANI XS Trigear, 300hours
Europa Club Mods Specialist
e-mail g-iani@ntlworld.com
Message 9
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| Subject: | Re: 912ULS ignition failure update |
On 06/03/2011 09:06 PM, Guerner Remi wrote:
> Some lessons learned or re-learned:
> - do not believe that a redundant system cannot fail completely: in this
> instance it did.
Maybe it didn't. Most likely one failed first... but as you have two of
them, and one is sufficient to start the engine, you never noticed that
one was broken. You started to notice something when both were gone.
Maybe it should be a good habit to start the engine at one magneto once
in a while, to check that that single ignition module is still able to
spark at cranking speed.
> PS: now I have the alternator red light coming occasionally. I have
> ordered a new regulator today (just another 110 Euros!)
I wonder whether your alternator is still ok. It is the same thing that
generates the power to the spark modules. Maybe the new spark modules
can handle the weaker alternator, but the fault was really in the
alternator. Maybe the static magnet got weaker over time.
Frans
Message 10
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| Subject: | N127ZP Landing gear failure. |
Hi Bud,
=C2-
We had a major problem today, during a taxi and a stationary run-up our land
ing gear collapsed and nuked our prop and pancaked our airplane onto the tar
mac at my local airport. =C2-Needless to say I'm feeling a bit devastated,
but I'm very grateful as my Father pointed out ,"that thank god I wasn't ta
king off or landing when the gear failed." =C2-I had to agree wholehearted
ly! =C2-Anyways, any ideas or has anyone else out there suffered the same
problem? =C2-During my build I definitely was concerned that the "Gear" ha
ndle was doing 3 jobs, deploying/retracting the main gear, flaps and outrigg
ers. =C2-My aircraft has been on the mains since last September and has be
en moved in and out of the hanger many times, what gives besides the gear?
=C2-I have attached some pictures that may shed some light to your experie
nced eye. =C2-
=C2-
Looks like a total tear down for the engine? =C2-Mod 51 incorporated.=C2
-The aircraft is insured, my Father was a successful Insurance Agent and w
e are covered pending an inspection from claims.
=C2-
Accident Information regarding N127ZP =C2-Europa Monowheel Classic.
=C2-
Pilot/Owner: Jeff Paris at controls at time of accident,=C2-Phase I of gro
und testing.
=C2-
When: =C2-June 3, 2011 approximately 12:30 PM at hanger located SDC =C2
-perfect VFR conditions.
=C2-
Where: =C2-Parked on Taxiway on south side of field=C2-
=C2-
How and What: =C2-Was test running engine up on taxiway near hanger. =C2
-Aircraft was stationary with parking brake engaged. =C2-During engine r
un-up pilot looked down to close throttle after successful run-up and notice
d that the landing gear handle was bent/bending to the left. =C2-Pilot imm
ediately attempted to shut down engine when the gear collapsed and propeller
struck the ground and stopped engine. =C2-At time of preflight inspection
=C2-and up to accident all safety latches for the landing gear on the air
craft appeared to be functioning and engaged as designed.=C2-Aircraft dism
antled and stored in owners hanger, pending review of damage.
=C2-
I guess we all heard the saying there are two types of retractable pilots on
e that has had a gear up landing and those that will, I didn't expect to hav
e a collapse just sitt ing there monitoring the gauges. . . WTF!=C2-
=C2-
Thanks for your time and consideration.
=C2-
Jeff Paris
=C2-
=C2-
Message 11
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| Subject: | Re: Flap cross tube problem |
The bare flap cross tube of kit 461 is 132 mm long.
Regards,
Jan de Jong
Message 12
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| Subject: | Re: Flap cross tube problem |
Sorry - correction: the bare flap cross tube of kit 461 is 1132 mm long
(a '1' was omitted in the earlier post).
Regards,
Jan de Jong
Message 13
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| Subject: | Re: Flap cross tube problem |
On Jun 3, 2011, at 1:17 PM, Greg Fuchs wrote:
> I still would like to know a few examples of others drive tube
> lengths for
> the flap cross tube.
Greg,
I just measured the length of the flap drive tube on A194 and it is
but 44 3/8"; nonetheless, having taken other measurements from the
flaps (mounted on the wings, but the wings are de-mounted from the
fuselage, I believe I have full-depth engagement of the pin into the
bearings at the end of the drive tube.
Good Luck,
Fred
Message 14
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| Subject: | Re: 912ULS ignition failure update |
Hi Frans,
I tested the alternator with a 150 W load as per the Rotax Manual and this test
confirmed the alternator was ok.
Remi
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=342014#342014
Message 15
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| Subject: | Flap cross tube problem |
Greg and Fred
Have just measured my flap drive cross tube as 44 5/8"but I have not
assembled the wings for at least a couple of years and so do not yet know
how snugly it is held by the wings.
JR (Bob) Gowing UK Kit 327
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of Fred Klein
Sent: Saturday, 4 June 2011 10:37 AM
Subject: Re: Europa-List: Flap cross tube problem
On Jun 3, 2011, at 1:17 PM, Greg Fuchs wrote:
> I still would like to know a few examples of others drive tube lengths
> for the flap cross tube.
Greg,
I just measured the length of the flap drive tube on A194 and it is but 44
3/8"; nonetheless, having taken other measurements from the flaps (mounted
on the wings, but the wings are de-mounted from the fuselage, I believe I
have full-depth engagement of the pin into the bearings at the end of the
drive tube.
Good Luck,
Fred
-----
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