Author: Mike Parkin <mikenjulie.parkin@btinternet.com>
Date: Fri, 29 Jul 2005 20:30:49
Bryan, Is this a general problem, or is it only on the Icom 200 radio. It seems to me that if different guys on different aircraft (ie installations) are experiencing the same problem, then perhaps
Author: Mike Parkin <mikenjulie.parkin@btinternet.com>
Date: Tue, 9 Aug 2005 18:55:46
For those guys that are planning to join in some or all of the trip to Raron via the south of France, if you would like the itinerary that I am putting together please contact me at for the plan - wh
Author: Mike Parkin <mikenjulie.parkin@btinternet.com>
Date: Sun, 14 Aug 2005 21:02:31
Richard, I found this page - <http://www.seathree.demon.co.uk/plb/plb-3.html> which may be of interest. The pertinent part is the following extract I think. UK. 406 PLBs are legal in the UK - but onl
Author: Mike Parkin <mikenjulie.parkin@btinternet.com>
Date: Thu, 12 Jul 2007 22:31:27
Mike, Would it not be better for the club to obtain 3 or 4 torque tubes from the factory (could be just stock tube). We could then do the layups on the tailplanes in the temperature and humidity cont
Author: Mike Parkin <mikenjulie.parkin@btinternet.com>
Date: Fri, 13 Jul 2007 18:59:07
Well it looks like this problem is not going to be over anytime soon. I'm domestically grounded, having been flooded out in the June rains - I suspect it will be 2008 before G-JULZ flies again. It se
Author: Mike Parkin <mikenjulie.parkin@btinternet.com>
Date: Sat, 14 Jul 2007 05:46:08
That is true Bob, but the rod would not have to be in the centre of the tube to be effective. regards, Mike Hi! Mike ...the threaded rod would need to "negotiate" past the central drive pins. What ha
Author: Mike Parkin <mikenjulie.parkin@btinternet.com>
Date: Sun, 15 Jul 2007 01:43:10
Glenn, I am not so sure about that statement. As one accellerates, more nose down trim is required - standard in any aeroplane. That implies that if the tailplane was taken out of the equation, the a
Author: Mike Parkin <mikenjulie.parkin@btinternet.com>
Date: Sun, 15 Jul 2007 10:01:17
I accept what you say about CM about the aerodynamic centre for an aerofoil. But are you saying that irrespective of the CofG of the aircraft, an aircraft will always pitch down. regards, Mike
Author: Mike Parkin <mikenjulie.parkin@btinternet.com>
Date: Sun, 15 Jul 2007 21:24:08
Glen and Ron P. I am a pilot and not an aerodynamicist. However, having just blown off the dust from my old aerodynamics textbook, what you are saying is not strictly correct. It may be that you are
Author: Mike Parkin <mikenjulie.parkin@btinternet.com>
Date: Tue, 17 Jul 2007 06:29:38
Nigel, Unpopular as it may be, I think you are right. Mod 73 strikes me as a very unsatisfactory fix for a poor design. What I would like to see is a new set of tailplanes with a redesigned torque sh
Author: Mike Parkin <mikenjulie.parkin@btinternet.com>
Date: Tue, 17 Jul 2007 07:30:35
Graham, I think we will never know the full story on Williams aircraft. New larger pins, clamp mods, TP6 'crutches'. There has been a considerable amount of static generated in the last few years, al
Author: Mike Parkin <mikenjulie.parkin@btinternet.com>
Date: Tue, 17 Jul 2007 11:37:50
All, Bob, it was not my intention to tie in your modification with anything. I was merely pointing out that the poor design had required modifications such as your clamp and the increased diameter pi
Author: Mike Parkin <mikenjulie.parkin@btinternet.com>
Date: Tue, 17 Jul 2007 11:57:03
Richard, I totally agree that when the AAIB report is published it may have nothing at all to do with TP6's and tailplane retention. The subject pre-dates the accident. But to suggest that there is
Author: Mike Parkin <mikenjulie.parkin@btinternet.com>
Date: Tue, 17 Jul 2007 12:49:43
Carl, Just because people do not conform with your own train of thought it does not mean that they are knee-jerking or the unfortunate sufferers of a Mass Paranoia. All it means is they have a differ
Author: Mike Parkin <mikenjulie.parkin@btinternet.com>
Date: Sat, 1 Sep 2007 08:25:34
I want to pick up the tachometer signal for another project without affecting the current installation. The Rotax installation manual gives details of the pickup output, but I suspect that the 914 TC
Author: Mike Parkin <mikenjulie.parkin@btinternet.com>
Date: Sun, 9 Sep 2007 07:52:01
Bob, Go to Appendix 1 (Page 12 of 18) of the Mod 74 leafllet. See http://www.europa-aircraft.biz/pdfs/modifications/Mod%2074.pdf regards, David or anyone I could not find the modified version of Mod
Author: Mike Parkin <mikenjulie.parkin@btinternet.com>
Date: Thu, 13 Sep 2007 16:52:30
Hello Bob, Very pleased to see you are slowly being bitten by the Rotax Bug. My oil pressure is usually around 2.4 Bar in the cruise but the oil and water temperatures settle back to more like 70 deg
Author: Mike Parkin <mikenjulie.parkin@btinternet.com>
Date: Thu, 13 Sep 2007 17:42:59
David, G-JULZ has always run at 2.4 Bar in the cruise since new. I remember talking to Andy Draper about it and he said it was normal and that G-GBXS also ran at 2.4 Bar. regards,
Author: Mike Parkin <mikenjulie.parkin@btinternet.com>
Date: Sun, 23 Sep 2007 20:50:51
Here is another definition for the debate. VNE The VNE , or the never exceed speed, of an aircraft is the V speed which refers to the velocity that should never be exceeded due to risk of structural