Thanks Pete.
I=B9ll check out the columns. Hopeful we=B9ve made progress. Started the engine
today and prop wash alone (@ 3000 rpm) was enough to centre the column in
pitch. Next test flight tomorrow so we=B9ll see.
Regards
Paul
On 10/10/10 19:32, "Peter Jeffers" <pjeffers@talktalk.net> wrote:
> Paul,
>
> If your problem turns out to be friction in the elevator circuit then the
re is
> one unlikely place to look that I have come across before and is easily
> checked and will save you a lot of grief searching as I had to on that
> occasion.
>
> Check that the bolts with castellated nut and split pin that connect each
> control column to the pitch control rod beneath each seat is not over
> tightened. You will be amazed at how easy the fix is if this is your pro
blem.
> One castellation off is probably enough. May be one side or other or both
> sides. Best of luck it has worked before.
>
> Pete Europa Club LAA Rep
>
>
>
> From: owner-europa-list-server@matronics.com
> [mailto:owner-europa-list-server@matronics.com] On Behalf Of Europa
> Sent: 10 October 2010 09:03
> To: europa-list@matronics.com
> Subject: Re: Europa-List: Test flying/checklist
>
> Bud
>
> Many thinks for this. We have forgotten how long since we put the torque
tube
> in. Lubricating etc appears to have made a big difference. Need to see on
next
> test flight.
>
> Paul
>
>
> On 9/10/10 21:01, "Bud Yerly" <budyerly@msn.com> wrote:
> Paul,
> Neutral means many things. The Europa aircraft should indicate nearly de
ad
> beat return to trimmed speed when the stick is pulsed upward sharply and
> released. Quickly pull the stick back about one inch at about 90 Kts. (I
hold
> my forearm against my knee and pulse the stick with my fingers) and relea
se.)
> If the plane corrects back in less than one oscillation cycle that is wha
t is
> meant by dead beat over here.
>
> If the nose basically stops in a climb or very slowly continues up, and t
he
> stick does not return exactly where you had it and it does not return to
the
> trimmed speed, you have friction in your pitch system and it must be work
ed
> out with lube, or whatever is necessary.
>
> If you pulse the stick up and the nose continues up but does come back to
> trimmed flight after a bit, your stabilator counter weight is a little to
o
> heavy (acceleration forces pull the leading edge down). If you pulse the
> stick back and the correction is quite quick back to trimmed level, your
> counterweight is too light and the acceleration has pulled the stab trail
ing
> edge down causing a nose down pitch. This makes flying in turbulence
> fatiguing.
>
> I suspect you have friction in your system. Please try the following. I
n the
> hangar and no wind, push down on the dorsal fin area just forward of the
> stabs, bouncing the aircraft briskly, and watch your stabilators. Normal
ly
> they will move a bit as you bounce the aircraft but essentially stay wher
e
> balanced. If the TE of the stab goes down, the counterweight is too ligh
t and
> vice versa. If the stab doesn't move at all, too much friction. If you m
ove
> the stick or the trailing edge of the stab, the tail plane should move ea
sily
> with little or no friction or stickiness. The bearings may still have di
rt
> from finishing in them, or your trim tube could be dragging a bit, and mu
st be
> clearanced.
>
> Vague trim is an indication your Flettner strips are too small and the tr
im
> tab can't feel the change in air pressure and transmit that to the stab.
>
> It's a start. Hope it is something simple.
>
> As for checklists, I was a standardization pilot for years in the militar
y and
> used to build/update operations manuals, checklists and local procedures
> manuals for quick reference.. I made a personal checklist for my Europa
> trigear or mono or glider, equipped with an old 914 or 912 series engine.
I
> plastic coated it for durability and have it as a ringed flip checklist.
> There have been changes over the years but basically it works OK. Take a
> look. In my feeble brain, it works to my logic.
> This is a personal checklist, it is for my use only, I still carry the en
gine
> manufacturers operational checklist and the Europa checklist in the aircr
aft.
> I do not intentionally deviate from anything in the operators handbooks.
Many
> items are excessively abbreviated and may not suit other pilots. It is my
> belief that we all should have a personal operators quick reference card
that
> can be accessed quickly, similar to the one produced by Europa, and refer
to
> it often. I fly with this one next to me at all times. An excel spread
sheet
> is attached. You may use the format if you see fit. As everyone knows,
I
> can't do anything briefly so it is a number of pages...
>
>
> Bud Yerly
> Custom Flight Creations, Inc.
> Tech support.
>
> ----- Original Message -----
>
> From: Europa <mailto:europa@pstewart.f2s.com>
>
> To: europa-list@matronics.com
>
> Sent: Friday, October 08, 2010 2:40 PM
>
> Subject: Europa-List: Test flying
>
>
>
> A couple of questions.
>
> 1. while at cruise speed the aircraft is neutral in pitch. At low speed
> (flaps down) it tends to hold any pitch input (nose up or nose down). An
yone
> any thoughts?
>
> 2. Does anyone have recognised check lists for a 914 mono?
>
>
> Regards
>
> Paul nbsp; Features Chat, http://www.matronnbsp; via the Web
> title=http://forums.matronics.com/
> href="http://forums.matronics.com";>http://forums.matronics.com
> <http://www.matronics.com/Navigator?Europa-List>
> _p; generous bsp;
> title=http://www.matronics.com/c
> href="http://www.matronics.com/contribution";>http://www.matronics.com/c==
====
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>
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