Today's Message Index:
----------------------
1. 12:18 AM - Re: Mono to Taildragger conversion (John Wighton)
2. 12:36 AM - Re: Re: Mono to Taildragger conversion (D McFadyean)
3. 01:11 AM - Re: Mono to Taildragger conversion (John Wighton)
4. 02:40 AM - Re: Engine mount bolts (Rowland Carson)
5. 04:22 AM - Re: Engine mount bolts (graeme bird)
6. 05:42 AM - Re: Re: Engine mount bolts (Rowland Carson)
7. 10:23 AM - Flydat red lead (Roger Sheridan)
8. 05:26 PM - Re: Oil Usage (h&jeuropa)
Message 1
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| Subject: | Re: Mono to Taildragger conversion |
Hi Duncan,
The intention was to get the prototype working and then create kits. The mono
to tail dragged market being the main objective. When Miles decided to pursue
his own business, away from Flyer, the project stalled.
I had an attempt to buy the Flyer Europa but Mike was a far more effective purchaser
- quickly finishing the aeroplane and having the final stage of the Mod
application approved.
As l funded the original design work l own any associated IP, hence the reason
for adding it as a product on our website. Our main business is design and stress
analysis, as you are aware.
I did a comparable analysis of the Swiss gear, making assumptions when details
were not known. The Swiss gear is significantly stiffer in the longitudinal direction
(braking and rebound loads). Our version, utilising the solid ma8n gear
of the Europa tri, gives similar stiffness in all directions.
The mass items are the main legs, sandwich panel webs and additional reinforcing
plies that cover them. The reinforcements form a Y shape (from the pilot seat
you see this shape >< under the knees of the occupants. The centre part braces
the tunnel walls and gives a cont8nuous load path.
I can supply photos is needed.
Regards
JW
--------
John Wighton
Europa XS trigear G-IPOD
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=491242#491242
Message 2
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| Subject: | Re: Mono to Taildragger conversion |
John,
Thanks for your reply.
I have a monowheel owner very seriously wanting to convert to taildragger; in fact
he won't put the a/c back in to service until he's done that.
The Swiss conversion is dead-in-the-water as Luc Job (the original designer/manufacturer)
says that he's lost the leg moulds, less still has any enthusiasm to
produce any more legs.
Will it be possible to licence one further Flyer conversion and supply the drawings?
I appreciate that the gear legs are currently unobtainium from Europa and would
need to be made up (in the States or similar). I imagine that LAA has the relevant
details associated with the mod., but as IP owner, you would need to authorise
any use of them.
Rgds.,
Duncan.
> On 09 September 2019 at 08:17 John Wighton <john@wighton.net> wrote:
>
>
>
> Hi Duncan,
>
> The intention was to get the prototype working and then create kits. The mono
to tail dragged market being the main objective. When Miles decided to pursue
his own business, away from Flyer, the project stalled.
>
> I had an attempt to buy the Flyer Europa but Mike was a far more effective purchaser
- quickly finishing the aeroplane and having the final stage of the Mod
application approved.
>
> As l funded the original design work l own any associated IP, hence the reason
for adding it as a product on our website. Our main business is design and
stress analysis, as you are aware.
>
> I did a comparable analysis of the Swiss gear, making assumptions when details
were not known. The Swiss gear is significantly stiffer in the longitudinal
direction (braking and rebound loads). Our version, utilising the solid ma8n
gear of the Europa tri, gives similar stiffness in all directions.
>
> The mass items are the main legs, sandwich panel webs and additional reinforcing
plies that cover them. The reinforcements form a Y shape (from the pilot
seat you see this shape >< under the knees of the occupants. The centre part
braces the tunnel walls and gives a cont8nuous load path.
>
> I can supply photos is needed.
>
> Regards
> JW
>
> --------
> John Wighton
> Europa XS trigear G-IPOD
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=491242#491242
>
>
>
>
>
>
>
>
>
Message 3
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| Subject: | Re: Mono to Taildragger conversion |
Duncan (et al),
I am very pleased to support a conversion of one+ aircraft.
Regarding Luc, l fully appreciate his dilemma, l had my CFM Shadow landing gear
mould taken from the moulding company by a person masquerading as myself. Fortunately
the people/company behind the robbery could not reproduce the (complex)
layup.
For the Europa Mod l was careful to make a plybook of all the plies needed, these
are in digital form (IGS or DXF format) and can be used to create a kit of
parts either by a nesting/cutter machine or via printed paper templates.. The
installation instructions then give details of the sequence, orientation and
initial 'touch' point of each ply.
The LAA (in their typical way) wanted some additional plies, belt and braces -
although this adds only a few ounces to the build.
The main gear supply issue is a concern, perhaps you can update me via an email
on the status of Europa supply chain, original supplier, etc?
Regards
JW
--------
John Wighton
Europa XS trigear G-IPOD
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=491244#491244
Message 4
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| Subject: | Re: Engine mount bolts |
On 2019-09-06, at 16:06, graeme bird <graeme@gdbmk.co.uk> wrote:
> Im just fitting my 912 to LG01 (classic) and am having problems tightening sufficient
to get split pins in (I recall my last build had some odd split binx
nuts not these). I can get the nuts on but cant find to holes for the pins. Doing
the sums there is insufficient length to get to them by a couple of mm.
> I need 99.7 max and have cup washers (1.65 x2), spacer 45, LG02 45.6, 4 washers
(.84 x 4) and 4.25 nut thickness to get to the nut castellation which all comes
to 101.51; 1.81 mm too long? It aint going to go. Maybe I have the wrong
spacers (MT03), these were missing and I had to order them.
> Any clues appreciated.
Graeme - I have just re-fitted the engine mount to the LG frame on my XS (not sure
if there is a difference in the relevant hardware between Classic & XS).
I found that with everything assembled, the ends of the bolts were barely visible,
more or less flush with the cup washers. I could just get the upper nuts started
on the bolt threads, but could not on the lower bolts until I squeezed
the cup washers slightly with pipe pliers. Once the nuts were started by hand
there was no problem in getting them wound in by spanner until the drilled hole
in the bolts started to become visible as the nut castellations passed them
(had to adjust the bolt orientation so the holes were where they could be seen).
My hardware (as called out on the inventory supplied from the factory) was:
MT01/914 engine mounting frame
AN5-41 Bolt drilled 5/16-24x4-1/8
MT02 cup washer - engine mount
MT03/3 spacer - engine mount
MT04 vibration absorber - engine mount
AN310-5 Nut - castellated 5/16-24
My engine is a 912S - I guess that the mount is the same for 912S & 914, but I
dont know about the plain vanilla 912. Sorry, I dont feel inclined to dismantle
my mount again to measure my parts for comparison with yours :-)
Hope this may be of some help but I guess folk with the Classic/9112 combination
would be better placed to give a definitive answer.
in friendship
Rowland
| Rowland Carson ... that's Rowland with a 'w' ...
| <rowlandcarson@gmail.com> http://www.rowlandcarson.org.uk
| Skype, Twitter: rowland_carson Facebook: Rowland Carson
Message 5
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| Subject: | Re: Engine mount bolts |
ah ha, that's it then, the drawing shows AN5-40 which is too short, needs to be
AN5-41 that's 1/8th longer. thanks
--------
Graeme Bird
Kit 2 in build, Mono Classic 912;
Kit 1 G-UMPY - Mono Classic/XS FFW 912S, Woodcomp SR3000/3W CS, trutrak Gemini
2 axis AP, PAW, PFLARM, ads-b out, 8.33khz, mode S, FP-5, Aera500, SD on Nexus,
Smart A3
380 hours, 980t
g(@)gdbmk.co.uk
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=491246#491246
Message 6
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| Subject: | Re: Engine mount bolts |
On 2019-09-09, at 12:21, graeme bird <graeme@gdbmk.co.uk> wrote:
> ah ha, that's it then, the drawing shows AN5-40 which is too short, needs to
be AN5-41 that's 1/8th longer. thanks
Graeme - yes, there seem to be some discrepancies in the manual. The text of chapter
1 of the engine installation manual (page 1-1, issue 2) mentions AN5-41
bolts, but the drawing (page 1-3, issue 3) on the latest PDF I have, still shows
AN5-40.
But before I go on, I realise that I completely forgot in my earlier message to
mention the 5 washers:
AN960-516L Washer flat thin 5/16
which are fitted to each bolt, and placed in combinations either between the aft
cup washer and the LG frame hole or under the nut, to achieve the correct engine
thrust angle. So, that washer stack also affects the length of bolt needed.
Ive had a word with Inspector Pete Jeffers and he recalls an issue with the early
arrangements for fitting the rubber (Lord) mounts. His memory (and mine too,
now that it has been jogged) is that at some stage the rubber was found to be
insufficiently compressed, allowing the engine to flop about excessively. The
solution, we think, was to make the tubular spacers (part MT03) a bit shorter,
which probably explains why mine had the /03 on the part number - it sounds
as though there may have been a couple of tries to get it right!
You need to be sure that you have the right combination of MT03 spacer length and
AN5 bolt, so that the Lord mounts are correctly compressed when the nuts are
fully tightened, and that the bolts are long enough in the first place to start
the nuts on them. The bolts cant be TOO long, or the drilled holes will be
beyond the castellations! We believe that the same combination of hardware is
applicable to both XS and Classic - but a word with the factory might be worthwhile
to confirm that.
Id be inclined to check with the factory what length of MT03 they are currently
supplying, to see if yours are different.
Hope this is helpful.
in friendship
Rowland
| Rowland Carson ... that's Rowland with a 'w' ...
| <rowlandcarson@gmail.com> http://www.rowlandcarson.org.uk
| Skype, Twitter: rowland_carson Facebook: Rowland Carson
Message 7
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Good Evening,
My flydat two wire oil temp sender has failed (open circuit) & Id be keen to buy
a used replacement off anyone who no longer uses their flydat.
Regards,
Roger
Message 8
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Roger,
Several years ago Rotax issued a revised dipstick. It has square corners on the
handle, not round like the original. The new dipstick requires a higher level
of oil in the tank to be in the normal range (the flat on the dipstick). Supposedly
this was done because of foaming characteristics of some oils.
When we used the new dipstick we found that we had oil on the belly and used oil
like you are seeing. We went back to the original stick and use only AeroShell
Sport 4 oil and the problem was solved.
Hope this helps.
Jim & Heather
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=491261#491261
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