Today's Message Index:
----------------------
1. 01:51 AM - Re: Stabilator travel change (JonSmith)
2. 02:00 AM - Re: Stabilator travel change (JonSmith)
3. 02:17 AM - Re: Re: Stabilator travel change (davidjoyce@doctors.org.uk)
4. 02:45 AM - Re: Re: Stabilator travel change (Peter Jeffers)
5. 02:56 AM - Re: Stabilator travel change (JonSmith)
6. 09:26 AM - Re: Mono Wheel Undercarriage Fairing (Paul McAllister)
7. 12:46 PM - Re: Stabilator travel change (graeme bird)
Message 1
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| Subject: | Re: Stabilator travel change |
Graeme, the tailplane and mass balance arm assembly is effectively a one-piece
component pivoting within the torque tube bearings, the limits of movement being
the mass balance weight striking the top and bottom of its vertical guides
in the fuselage respectively. These limits of movement of the weight are the
elevator control stops, there are no other stops anywhere else. When the weight
is fully up (against the inside of the fuselage top) then the tailplane will
be in its full down elevator position and when the weight is fully down (on
its lower stop that is built into the tower just above the elevator control torque
tube) then the tailplane will be in its full up elevator postion. The tailplane/
mass balance weight assembly must be able to run fully and freely between
these two stops and the control surface deflection must be correct as per
the manual at each limit. As David says, if you are in any doubt about the system
if only for piece of mind you should have a jolly good look at it all before
next flight. Without wild speculation I can't really think what could suddenly
go wrong with it? Would be interested to hear if you do find anything
- or hopefully if you find everything is ok.....!
Again, without wishing to wildly speculate - if it feels like you are "running
out of elevator" on landing, you don't think that for whatever reason you might
be getting too slow on final approach and effectively stalling it in? Have
you changed anything in your ASI system that could perhaps cause it to overread
and therefore you might not be as fast as you might think? Sorry again for
speculation - just a thought!
All the best, Jon
--------
G-TERN
Classic Mono
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=470924#470924
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| Subject: | Re: Stabilator travel change |
Ps. Required elevator (tailplane) deflections from the neutral position being;
Elevator UP: 12 degrees (+1 / -0)
Elevator DOWN: 4 degrees (+1 / -0)
Easy to measure with a digital level.
--------
G-TERN
Classic Mono
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=470925#470925
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| Subject: | Re: Stabilator travel change |
Graeme/Jon, It is not impossible to imagine that a tool or some other
foreign object has got misplaced around the CS10 pitch torque tube or
some other part of the the pitch control system in such a way as to
limit movement, but measuring tail plane travel The acceptable limits
for the movement of the tail plane from its neutral position are:+12 to
13 degrees & - 4 to 5 degrees. If you are not getting that range you
have a problem!
Regards, David Joyce, GXSDJ
On 2017-07-12 09:50, JonSmith wrote:
>
> Graeme, the tailplane and mass balance arm assembly is effectively a one-piece
component pivoting within the torque tube bearings, the limits of movement being
the mass balance weight striking the top and bottom of its vertical guides
in the fuselage respectively. These limits of movement of the weight are the
elevator control stops, there are no other stops anywhere else. When the weight
is fully up (against the inside of the fuselage top) then the tailplane will
be in its full down elevator position and when the weight is fully down (on
its lower stop that is built into the tower just above the elevator control torque
tube) then the tailplane will be in its full up elevator postion. The tailplane/
mass balance weight assembly must be able to run fully and freely between
these two stops and the control surface deflection must be correct as per
the manual at each limit. As David says, if you are in any doubt about the system
if only for piece of mind you should have a jo!
>
> lly good look at it all before next flight. Without wild speculation I can't
really think what could suddenly go wrong with it? Would be interested to hear
if you do find anything - or hopefully if you find everything is ok.....!
>
> Again, without wishing to wildly speculate - if it feels like you are "running
out of elevator" on landing, you don't think that for whatever reason you might
be getting too slow on final approach and effectively stalling it in? Have
you changed anything in your ASI system that could perhaps cause it to overread
and therefore you might not be as fast as you might think? Sorry again for
speculation - just a thought!
> All the best, Jon
>
> --------
> G-TERN
> Classic Mono
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=470924#470924 [1]
>
Links:
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[2] http://www.matronics.com/Navigator?Europa-List
[3] http://forums.matronics.com
[4] http://wiki.matronics.com
[5] http://www.matronics.com/contribution
Message 4
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| Subject: | Re: Stabilator travel change |
Graeme,
I am in complete agreement with everything Jon has written but would also
like to add one further thought. Have you checked for undesirable play
between torque tube TP 4 and either TP12 or TP 9. Excessive play here
could cause loss of correct elevator movement.
For information on this subject refer to LAA-247-001 and LAA-247-002
Flight Safety Bulletins on the LAA web site.
Pete Jeffers
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of JonSmith
Sent: 12 July 2017 09:51
Subject: Europa-List: Re: Stabilator travel change
--> <jonsmitheuropa@tiscali.co.uk>
Graeme, the tailplane and mass balance arm assembly is effectively a
one-piece component pivoting within the torque tube bearings, the limits of
movement being the mass balance weight striking the top and bottom of its
vertical guides in the fuselage respectively. These limits of movement of
the weight are the elevator control stops, there are no other stops anywhere
else. When the weight is fully up (against the inside of the fuselage top)
then the tailplane will be in its full down elevator position and when the
weight is fully down (on its lower stop that is built into the tower just
above the elevator control torque tube) then the tailplane will be in its
full up elevator postion. The tailplane/ mass balance weight assembly must
be able to run fully and freely between these two stops and the control
surface deflection must be correct as per the manual at each limit. As
David says, if you are in any doubt about the system if only for piece of
mind you should have a jo!
lly good look at it all before next flight. Without wild speculation I
can't really think what could suddenly go wrong with it? Would be
interested to hear if you do find anything - or hopefully if you find
everything is ok.....!
Again, without wishing to wildly speculate - if it feels like you are
"running out of elevator" on landing, you don't think that for whatever
reason you might be getting too slow on final approach and effectively
stalling it in? Have you changed anything in your ASI system that could
perhaps cause it to overread and therefore you might not be as fast as you
might think? Sorry again for speculation - just a thought!
All the best, Jon
--------
G-TERN
Classic Mono
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=470924#470924
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Message 5
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| Subject: | Re: Stabilator travel change |
Hugely valid points David & Pete.
David - brings back sad memories of the Andy Gough Blanik (glider) crash whilst
displaying at Brize in the early 80's. Downed by a misplaced spanner fouling
the elevator control system.
--------
G-TERN
Classic Mono
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=470928#470928
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| Subject: | Re: Mono Wheel Undercarriage Fairing |
Hi Ross,
I have one that I purchases "way back when" from Kim That I probably will
not use. I don't recall how much I paid for it, but you are welcome to it
for the cost of postage and packaging.
Paul
On Thu, Jul 6, 2017 at 5:53 PM, aporue <hyndman@eol.co.nz> wrote:
>
> Hi All,
>
> I am currently building a Mono Wheel Classic fitted with a Rotax 914 and
> would like to fit a fairing to the main Wheel. I have read several posts
> relating to this subject but as yet to see the fairing made by Kim Prout?
> which I believe is fitted to Bob Jacobsons' and Cliff Shaws' aircraft. If
> any members have photos of the fairing I would appreciate it if you could
> post them or email me direct.
>
> My idea so far would be to have a fairing in front of the wheel that
> covers the hole below he undercarriage leg and part of the wheel when
> retracted. The rear of the wheel is also easy, as a fairing could be
> attached to the fuse. The centre part, if it is to cover the wheel, needs
> some kind of moving cover and this is where it gets tricky. The moving
> part needs to open and close with some kind of mechanism, preferably by
> operating the current undercarriage lever, be able to withstand the
> pressure of the airflow when open and in a yawing manouver, and able to
> cope with mad splatter and still close when retracted. It could be built
> as suggested, with 2 to 3 plies of Bid so it would collapse if a gear up
> landing were made. I am currently modifying the engine cowl ( along the
> lines of Fred Kliens' idea) and have done away with the current large
> opening to exit the hot engine airflow. I hope this alteration will allow a
> main wheel fairing to reduce overall drag without too !
> much of a weight penalty. My gear leg retracts more than most with the
> proposed second uplock, which will leave the wheel rim level with the fuse
> bottom.
>
> Any ideas or photos would be appreciated. Thanks.
>
> Regards Ross[list][b]
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=470744#470744
>
>
Message 7
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| Subject: | Re: Stabilator travel change |
thanks for your replies on this I shall check all these points out carefully.
--------
Graeme Bird
G-UMPY - Mono Classic/XS FFW 912S, Woodcomp 3000/3W CS, trutrak Gemini 2 axis
AP, PAW, PFLARM core, ads-b out, 8.33khz, mode S, FP-5, Aera500, SD on Nexus,
SmartA3
290 hours & 5 years on the Mono, 930 total
g(at)gdbmk.co.uk
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=470948#470948
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