<<.. would stiffen the structure in such a way that it could lead to overloading of the forward lift pin >> Ian, How does that work, if the lift pins are designed to carry the lift loads in the first
Graham, I agree with all that you say, so unsure why you're not convinced. The lift load is spread on the wings, but comes to a point at the lift pins; the stress path being either via the spar and r
Phil, Those with early ("proper"!!) taildraggers were required by LAA to check that the forward lift pins had not bent, because of suspicion (paranoia?) of overload in bending. None were found bent.
Bud, It sounds like you could 'kill two birds with one stone' by adopting the design of fuselage reinforcements that the Swiss taildragger uses. If you've not seen these I'll send you an isometric sk
Ditto me. I gave up trying to post on the forum over 2 years ago. Now I just lurk. But there's not much new to say that hasn't been said before! Morning everyone, I would like to endorse Richard Lamp
Interesting to see how little weight there is on the main wheel during the landing, even quite far in to the landing run. This is evidenced by the gap between the wheel and fuselage underside compare
Fred, I used Smooth Prime only on those surface that had a problem with pin holes, which was mostly the wet-layup flying surfaces. Everywhere that I used it there is now a problem (starting to manife
Fred, I had a dehumidifier that ran in the workshop more or less constantly. RH was always below 50%. All normal precautions taken with the Smooth Prime, plus roller-applied and ensuring that it was
Garmin products typically allow up to 3 "listeners" connected to the NMEA output. It tells you this in the data for their products. Duncan McF. Frans, Thank you, Roland has kindly e-mailed me the ins
The LAA was averse to the idea of discharging the fuel return to the bottom of the tank on the basis that, if fuel lines firewall-forward were ruptured in an accident or engine fire, then there would
Carl Instructions here: http://www.popham-airfield.co.uk/Microlight%20Trade%20Fair%20Procedures.pdf These are guidelines only as you'll find out!!! Regards Gerry
Don't forget to PPR! Hi Folks, It looks like we finally have a break in the weather, so how about a DOTH?. I suggest Shobdon on Monday 23rd., good food and well away from the Olympic madness. Voucher
David, Presumably there is no intention to bring this forward to Sunday, rather than holding on Monday, for which the forecast is not good (including significant crosswind)? Rgds., Duncan Mcf. Fellow
You'll also need to measure the diameter for any meaningful comparison; generally, as diameter increases, the required overall prop twist along the blade needs to be slightly less. Then there's the f
<<..Any advice is welcome. .>> OK, I'll bite! During a monowheel collapse, the weight of the aircraft (less tailwheel and outrigger loads) is transferred from the monowheel in to the top of the 'tunn
Doesn't really matter which cloth, as the replacement cloth will be carrying al of the load across the cracks. Number of plies can be determined by burning a sample taken from the damaged area. D McF
<<.whereas 12 degrees (your Warp drive blade)>> David the Warp has 19.5 degrees twist at 72" diameter, as measured to the point that the undersurface no longer has a point that is flat. All other inc
<<..if say i physically restricted one flap slightly it would twist the cross bar slight, not good,>> That situation is already built in to the design, because the actuating horn welded to the cross
<<Perfect answer Nev..>> Not quite. <<..Back then, we didn't take into account that builders would take it apart / reassemble / take apart / reassemble it the wrong way round / take apart / reassembl
<<..But it worth checking that the fuel return is happening.>> Yes, that should be on the annual checklist. Alternately, if you have a fuel pressure sensor fitted the action of the return can be chec