Until we see the results of the AAIB investigation we can only speculate as to what really happened. However, regarding the flutter theory due to sloppy tailplanes, consider: 1 -- How many Europas ar
Following on from my last post where I suggested that if tailplane flutter was likely to occur then surely it would have been reported before now given the fleet hours. I am not aware of any cases, a
Mike, The way I see it, either the trim tab provides the force or the pilot does through the stick (or a combination of the two). If the pilot provides some force, that force goes all the way from th
At this time, we don't know that any wear (if it was actually present) did cause the flutter. The AAIB/PFA may decide that the evidence shows that it did but they haven't, to my knowledge, announced
I have just done Mod 74 and you may be interested in our experience. To remove the pins we simply cut a piece of the foil covered insulating material about 8" in diameter and made a hole in the cente
What is bizarre about the PFA's vne dive requirement is that if the small print on the the permit renewal form is true, the permit renewal will fail to be accepted if you admit to either exceeding vn
in more revs to my surprise. Maybe that's to be expected? Well, yes, if the prop is already at maximum coarse, increasing the throttle will raise the RPM. My own SR3000 does run out of coarse pitch
Yes, but why not RAS or CAS given that IAS is not necessarily accurate due to position or instrument errors? For example, I know that the ASI on my own aircraft progressively under-reads as speed is
Hi Carl, Assuming it is I your message is directed at, I am based at Sleap (EGCV). My a/c is a tri-gear so we can't really directly compare them. However, I have noticed that the SR3000 seems to perf
G-NEAT is fitted with a scimitar bladed SR3000. The documentation supplied by Woodcomp states the diameter to be 1625mm (aka 64"). Mark Read this topic online here: http://forums.matronics.com/viewto
Having discussed this topic with Andy Draper this year I think that you will find that the PFA are happy for the 1625mm prop to be fitted to XS monos and tri-gears and to classic tri-gears. Andy also
Carl, Responding to two of your points: I should think that the prop to ground clearance would be at a minimum on a heavy arrival when the main gear tyre and suspension is compressed and, possibly, t
Carl, The people with tape measures don't care about it being better to land tail down. If it's possible to plant the thing heavily on the mainwheel in a level attitude then that's what it has to be
I have measured the diameter of my scimitar bladed SR3000 and it is 1645mm. My Woodcomp paperwork says 1625. Hmm. So when Conrad says they are 1650mm, he's pretty much telling the truth. As for the c
Duncan, I think you may be right because with my 912, the coarse limit has to be set relatively fine so that I can achieve the +ve rate of climb in fully coarse that the PFA demand but that then mean
Great place Shobdon - just watch out for the propeller eating traffic cones! Read this topic online here: http://forums.matronics.com/viewtopic.php?p=140506#140506
Howdy folks, Not much happening on the list these days so here's something to ponder. Today, I went to the airfield to dynamically balance an Arplast PV50 prop fitted to a Rotax 912S on a Kitfox. Wit
In that case, why not use a talking ASI? With one of those you don't have to look at the panel at all - you can keep your eyes outside which has to be a good thing from the safety point of view if y
Such a thing is already available - the technology is straightforward, the real challenge is getting people to buy them! Cheers, Mark Read this topic online here: http://forums.matronics.com/viewtop
Well, as I mentioned in an email to Alfred, I can't offer a ground switch but I am working on a new product which is simply an easily configurable airspeed monitor which you could use to enable a tr