Europa-List Digest Archive

Wed 06/05/13


Total Messages Posted: 4



Today's Message Index:
----------------------
 
     1. 09:28 AM - You'll cry....... ()
     2. 02:53 PM - Re: You'll cry....... (andrew cullum)
     3. 04:36 PM - Re: You'll cry....... (Robert Borger)
     4. 05:59 PM - Wrong agin ()
 
 
 


Message 1


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    Time: 09:28:20 AM PST US
    From: <f.kyle@sympatico.ca>
    Subject: You'll cry.......
    Cheers, Before I begin this chronicle, I beg you - do not open unless you have a modicum of forbearance and compassion. Do not open within 2 hours of eating. This article is based on my Mono, but detachable wings make it a Europa item for all who crave enjoyment . NOTE: Due to size restrictions, addenda, sketches and photos follow in "You'll cry 2". I used "ADJUNCT" to describe various items. After 15 years of building and boasting, I got the fuselage out of the spare bedroom, and up to the airport to match with the wings. Life improved at home markedly, but the wings were not obedient - perhaps because they had waited through two winters while the fuselage lay in relative comfort. Attaching the wings, there was a marked "thunk" when the port pip-pin began its entry. I noticed that it was in only one inch or so, and surmised that the port spar was the reticent item. While I was cursing and sweating at this event, a buddy came across the hangar and slid the starboard pin in, slick as a whistle. I mused as to how to react ,and after some consultation with the burgeoning Advisory Board (casually forming at the hangar), calculated that a 'tapered spindle', suitably divided into sections would easily (a) urge the bushings on the port side to align as it entered, (b) if properly sectioned, would fall in sections into the belly (for recovery), when pressed forward into the dark, (c) as the pip-pin was installed in trail. The bushings would then become accustomed to their fates and obey in future. I designed the item in question - see Adjunct A [see PINTLE2, attached} - and asked Heinz at the warplane to fashion it. The idea was that the sections would follow one another because of a centring pin guaranteeing concentricity. Now to the design: I tried to measure the free distance from the back of the starboard spar bushing to the fuel tank forward face, as to be the free space into which the sections would fall after passing through. The opportunity to do this was badly restricted by (1) my loss of many sketches I made and stored on the computor. This latter dimmed in utility and I "upgraded" (I think they call it). Despite a thousand oaths of purity, the family computer agent lost many sketches, including measurements now hidden in the completed fuselage. Let the court examine the drawings in chapters called "Fuel Tank" (my #16) and are titled Fig.2 "Strap baggage bay to maintain desired position" and Fig. 3, "Sectional view through centreline of tank"., or see below as Adjuncts (B) and (C). [ADJUNCT(B) is SpindleMaster, attached] [ADJUNCT (C) is PORTwingBOLT3, attached] Back to the design. This was completed after a long day, at about 11:45 pm. I callipered the space across the tank bottom and scaled the drawing to calculate the space behind the spar bushings to the tank forward face to establish the length of the front section of the spindle for its fall on reaching freedom - see item (b), para 4 above. As Adjunct (A) shows it came to 4.75 inches with 5/8 inches of space remaining. Plenty..... The device was produced by my buddy Heinz at the Warplane Heritage Museum across the bay. Heinz reversed the connecting pin between sections (for centring purposes) It's shown as dotted red in ADJUNCT (C). Back to para 3 and the "thunk". In that split second, I realised what had happened. In my torpor, I had transcribed 2-3/4 inches to 4-3/4 inches in the plan. The spindle had thumped the fuel tank and was now jammed part-way into the spars and stuck - - and so was I. The present state, as displayed in Adjunct (C) was drawn full-size. At right the Port pip-pin shows the thickness of spars and seat bulkhead to be correct..... the relative thickness of bulkhead and spars might be incorrect, but the total was right. Now, the effect of the reversed Heinz inter-section pin became clear. Instead of a depression into which I might drill and tap a thread to hold a retracting threaded rod, I'm looking at the pin. I used the front sections of the spindle to guide a smaller drill bit into the pin. However, it was perhaps 0.5 mm off centre and some of the pin remained erect. As I continued, I felt the bit snag the face of the spindle and it rotated. With the other end snug against the tank, I panicked that perhaps I was drilling a hole in the tank. I blanched even further. I am now being educated as to what lies in that sacred cavern - aileron roll mechanisms, two spars, the pitch control tube and several sets of nuts and bolts with which to contend. None of these devices seem to be shown in relative/measured position - and I can't see to look in. If you're still with me, see Adjunct (D), [PINTLEsite.jpg, attached] a print of the spindle in situ, courtesy of Al's boroscope. Yup, there are the twin scars of an attempt to handsaw the 3/8 inch (+/-) stainless steel spindle, oh, and a single rut produced when it was the other way around. So there you have it. That is the present state of affairs. An expert here banned the use of a moderate-sized reciprocating saw - as bestial - prepared blade is Adjunct (E). ADJUNCT (F) is P5090153.JPG, attached, and is an extended hacksaw blade arm with about 2 inches of teeth exposed - used by hand to dig two of those ruts in the pintle in the boroscope view. I am contemplating welding a long arm with 2 inches of hacksaw blade at the business end and a jig saw attached outside the belly panel hole. One must remember that the pip-pin is about 2 inches from the outer skin, so a reciprocator must not have a larger range of travel. That's why the expert banned the "Sawzall" as they call it and I reverted to the other choice (F). If you have come this far, you must have an opinion - not of me, that's assumed - but of the solution. If so, let me have it. Otherwise, you may want to haunt this site hoping to hear of another choice later. In the meantime, please tell me the width of the spars and the depth of the seat back, and any photo of the spar entry holes (port side) so I can visualise the contents of same. As the Old Guy said, "I have to close now as I hear Sister coming upstairs with that @#$%^& syringe". Cheers, Ferg


    Message 2


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    Time: 02:53:09 PM PST US
    Subject: Re: You'll cry.......
    From: andrew cullum <asc23111964@hotmail.co.uk>
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    Message 3


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    Time: 04:36:46 PM PST US
    Subject: Re: You'll cry.......
    From: Robert Borger <rlborger@mac.com>
    Ferg, Like Andrew, I can't see the pictures so there's a bit of a problem visualizing your predicament. When I put my wings on the first time at the airport, the wing bushings refused to align themselves with bushings in the cockpit module. This is in spit of the fact I had the wings on and off several times during the build and the seemed to fit quite well. I'm not sure exactly why, but they were off by just enough that the big pip pin and the solid pin refused to enter. I was able to estimate that the wing bushings were short of alignment by something between 1/16 & 1/32 inch. I fashioned up a set of pins to assist in the alignment. The pins were fabricated from 1/2 inch round bar stock. Here is a picture of the two pins along with the solid pin supplied by Europa: The taper on the insertion end ensured that the pin entered the bushings and coaxed them into alignment. Once both pins were in, one could be removed and replaced with either a pip pin or the solid pin. With one proper pin in place, the other taper pin could be removed and replaced with a proper pin. Like Andrew, I also use two pip pins rather than the big solid pin. The scale and squares in the picture are 1" so you can determine the various dimensions of the pins. As for removal of the stuck pintle, I'm at a loss until I can see just how it's configured and how it's stuck. I'd avoid cutting anything for access until you had an opportunity to correspond with Bud. He's the real Guru and if anyone can come up with a solution, he should be able. Blue skies & tailwinds, Bob Borger Europa XS Tri, Rotax 914, Airmaster C/S Prop. Little Toot Sport Biplane, Lycoming Thunderbolt AEIO-320 EXP 3705 Lynchburg Dr. Corinth, TX 76208-5331 Cel: 817-992-1117 rlborger@mac.com On Jun 5, 2013, at 11:30 AM, f.kyle@sympatico.ca wrote: Cheers, Before I begin this chronicle, I beg you - do not open unless you have a modicum of forbearance and compassion. Do not open within 2 hours of eating. This article is based on my Mono, but detachable wings make it a Europa item for all who crave enjoyment . NOTE: Due to size restrictions, addenda, sketches and photos follow in =93You=92ll cry 2=94. I used =93ADJUNCT=94 to describe various items. After 15 years of building and boasting, I got the fuselage out of the spare bedroom, and up to the airport to match with the wings. Life improved at home markedly, but the wings were not obedient - perhaps because they had waited through two winters while the fuselage lay in relative comfort. Attaching the wings, there was a marked =93thunk=94 when the port pip-pin began its entry. I noticed that it was in only one inch or so, and surmised that the port spar was the reticent item. While I was cursing and sweating at this event, a buddy came across the hangar and slid the starboard pin in, slick as a whistle. I mused as to how to react ,and after some consultation with the burgeoning Advisory Board (casually forming at the hangar), calculated that a =91tapered spindle=92, suitably divided into sections would easily (a) urge the bushings on the port side to align as it entered, (b) if properly sectioned, would fall in sections into the belly (for recovery), when pressed forward into the dark, (c) as the pip-pin was installed in trail. The bushings would then become accustomed to their fates and obey in future. I designed the item in question - see Adjunct A [see PINTLE2, attached} - and asked Heinz at the warplane to fashion it. The idea was that the sections would follow one another because of a centring pin guaranteeing concentricity. Now to the design: I tried to measure the free distance from the back of the starboard spar bushing to the fuel tank forward face, as to be the free space into which the sections would fall after passing through. The opportunity to do this was badly restricted by (1) my loss of many sketches I made and stored on the computor. This latter dimmed in utility and I =93upgraded=94 (I think they call it). Despite a thousand oaths of purity, the family computer agent lost many sketches, including measurements now hidden in the completed fuselage. Let the court examine the drawings in chapters called =93Fuel Tank=94 (my #16) and are titled Fig.2 =93Strap baggage bay to maintain desired position=94 and Fig. 3, =93Sectional view through centreline of tank=94., or see below as Adjuncts (B) and (C). [ADJUNCT(B) is SpindleMaster, attached] [ADJUNCT (C) is PORTwingBOLT3, attached] Back to the design. This was completed after a long day, at about 11:45 pm. I callipered the space across the tank bottom and scaled the drawing to calculate the space behind the spar bushings to the tank forward face to establish the length of the front section of the spindle for its fall on reaching freedom - see item (b), para 4 above. As Adjunct (A) shows it came to 4.75 inches with 5/8 inches of space remaining. Plenty..... The device was produced by my buddy Heinz at the Warplane Heritage Museum across the bay. Heinz reversed the connecting pin between sections (for centring purposes) It=92s shown as dotted red in ADJUNCT (C). Back to para 3 and the =93thunk=94. In that split second, I realised what had happened. In my torpor, I had transcribed 2-3/4 inches to 4-3/4 inches in the plan. The spindle had thumped the fuel tank and was now jammed part-way into the spars and stuck - - and so was I. The present state, as displayed in Adjunct (C) was drawn full-size. At right the Port pip-pin shows the thickness of spars and seat bulkhead to be correct..... the relative thickness of bulkhead and spars might be incorrect, but the total was right. Now, the effect of the reversed Heinz inter-section pin became clear. Instead of a depression into which I might drill and tap a thread to hold a retracting threaded rod, I=92m looking at the pin. I used the front sections of the spindle to guide a smaller drill bit into the pin. However, it was perhaps 0.5 mm off centre and some of the pin remained erect. As I continued, I felt the bit snag the face of the spindle and it rotated. With the other end snug against the tank, I panicked that perhaps I was drilling a hole in the tank. I blanched even further. I am now being educated as to what lies in that sacred cavern - aileron roll mechanisms, two spars, the pitch control tube and several sets of nuts and bolts with which to contend. None of these devices seem to be shown in relative/measured position - and I can=92t see to look in. If you=92re still with me, see Adjunct (D), [PINTLEsite.jpg, attached] a print of the spindle in situ, courtesy of Al=92s boroscope. Yup, there are the twin scars of an attempt to handsaw the 3/8 inch (+/-) stainless steel spindle, oh, and a single rut produced when it was the other way around. So there you have it. That is the present state of affairs. An expert here banned the use of a moderate-sized reciprocating saw - as bestial - prepared blade is Adjunct (E). ADJUNCT (F) is P5090153.JPG, attached, and is an extended hacksaw blade arm with about 2 inches of teeth exposed - used by hand to dig two of those ruts in the pintle in the boroscope view. I am contemplating welding a long arm with 2 inches of hacksaw blade at the business end and a jig saw attached outside the belly panel hole. One must remember that the pip-pin is about 2 inches from the outer skin, so a reciprocator must not have a larger range of travel. That=92s why the expert banned the =93Sawzall=94 as they call it and I reverted to the other choice (F). If you have come this far, you must have an opinion - not of me, that=92s assumed - but of the solution. If so, let me have it. Otherwise, you may want to haunt this site hoping to hear of another choice later. In the meantime, please tell me the width of the spars and the depth of the seat back, and any photo of the spar entry holes (port side) so I can visualise the contents of same. As the Old Guy said, =93I have to close now as I hear Sister coming upstairs with that @#$%^& syringe=94. Cheers, Ferg


    Message 4


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    Time: 05:59:06 PM PST US
    From: <f.kyle@sympatico.ca>
    Subject: Wrong agin
    The second edition of my epistle to the Europeans caused another screw-up as I now remember that Matronics requires all pictures to be limited in size to 800 by 600, and I probably didn't adhere to that. My bad. If that cause a plethora of number and letter pages, I'll learn to abide by this generous facility. Ferg




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