No, it was definitely the Arplast, the Ivoprop gears stripped when being cy
cled on the bench ! We never flew it. As I said before, if an Ivoprop was u
sed as a ceiling fan, I wouldn't walk under it without a crash helmet on !
The Arplast had done the same trick on the ground previously, Roger Sherida
n P1, with me shotgun, sitting in front of the hangar at Wombleton, Went Be
ta and we backed up !
Alan whatshisname came back to sort it, with bits he had left over from wha
t looked like his R/C helicopter bin, never trusted it , pretty poor engine
ering.
Nev
-----Original Message-----
From: GRAHAM SINGLETON <grahamsingleton@btinternet.com>
Sent: Fri, Jul 5, 2013 11:06 pm
Subject: Re: Europa-List: Re: Angle of Incidence on a Classic Taildragger D
ownunder
NEv
wasn't it an Ivoprop that went into Beta?
Graham
From: Neville Eyre <neveyre@aol.com>
To: europa-list@matronics.com
Sent: Friday, 5 July 2013, 22:37
Subject: Re: Europa-List: Re: Angle of Incidence on a Classic Taildragger
Downunder
Hi Guys,
I would like to make a few comments / observations, not in any particular o
rder, on some of the postings on here recently.
G-KITS, originally had a set of Classic wings, built by a third party, wher
e the port wing had 1.5 degrees of washIN, not evenly distributed along the
wing, but mostly in the outboard panel. Wings rigged using the root area a
s datum. It flew, as you would expect, one wing low.
Attempts to trim this out with aileron re rigging and flap drooping were un
successful, so the port wing was re rigged, can't remember by how much in d
egrees, but the figure of .3'' down at the leading edge comes to mind.
Went much better after that, with some stall strip juggling it stalled true
, BUT spins in one direction were frightening [ as in change of underpants
frightening !].
G-KITS was then retro fitted with a new set of XS wings,[ the original G-KI
TS wings went on the then retired G-YURO which was lost from active service
in a take off incident when the Arplast prop decided, uncommanded, to go i
nto Beta.........]
Sockets had been unbolted / sweated off, alloy plates replaced and wing ref
itted as per Manual. Seatback spar bush re aligned with a hot, tapered pin
''pugler''. Warm the pin, shove it through the seatback / wing spars and g
o for a coffee.
UV degradation.... the paint would have been AERODUR C100UVR, about as good
as paints get, the registration decals would have been Fascal vinyl, with
a 7 year life... how old is KITS now ?..... Quality polyurathane paints li
ve quite well in Miami and Bahama marina's, unlike some of the ''unquality'
' water thinned cr*p
Wing incidence cock up.......do it correctly, NOW ! Sweat the sockets off
and redo it. Make sure the wings are fully forward, by tieing the spar tang
s forward with rope, or chocking with wedges.
If using a digital level, MAKE SURE YOU READ IT FROM THE SAME DIRECTION [
LOOKING INBOARD AT IT ON THE PORT WING, AND OUTBOARD AT IT ON THE STARBOARD
WING] I have seen builders doing ''dry runs'' and looking inboard at the r
eadout on both wings, any error in the tool itself, or in fuselage levellin
g will be doubled. Tap the level to see which way the reading ''skips'', ge
t the ''skip'' the same on both wings. This will be as close a matters in t
he real world.
Shore the wings in several places so no movement is possible during the ove
rnight Redux cure.
Osmosis.... people are confusing Osmosis with Micro Blistering. What will b
e evident on a painted Epoxy surface is Micro Blistering, where water has g
ot between the paint and the substrate, usually as a result of covering a w
et [ water] surface and letting it sweat like a sauna, the moisture has gon
e through the paint skin and is trapped. Leaving this out in the sun will
usually dry it out. Left uncovered is a better option than covers. Micro Bl
isters are not a structural issue, merely water sitting on top of the epoxy
substrate.
Cover a car with a non breathing cover, left wet, the same Micro Blisterin
g will occur over a steel substrate.
Osmosis [ in the GRP meaning of the word ] is the reaction with chemicals
in / on the glass fibres [ usually the PVA binder holding the CSM together]
and water, usually within polyester resin, which turns to acid [ and will
smell of vinegar if the bubble is popped.]
My Inspector said ''that's the one with all the Mods''....... working from
memory, there were 32 Mods incorporated into the XS Kit by 1996, since the
n there have been 8 MANDATORY MODS, the rest have been upgrades. Put this i
nto perspective, the Slingsby Firefly has 1200 + mods, wonder how many mods
apply to a C150 ?
The tie bar was introduced to allow the Gross weight to be raised to 1370 l
bs, if anyone is happy to have the 1300 lb limit, the tie bar is not requir
ed [ nor is it required to change to the swivelling rear sockets.]
Bit of History, the original G-YURO front wing pins were .75'' long, and th
ere was no top hat stiffener from thigh support to door sill. Pete Clark [b
less him] was ''vigorously exploring the flight envelope'', and pulled a '
'bit'' of G, and the front pin popped out of the socket and rode above sai
d socket. Apart from the ''bang'' which scared the s**t out of Pete and Rog
er Bull [ who was riding shotgun], nothing else happened, though it took so
me effort to de rig the wing later.
A longer front pin [ same length as the flap pin,] and the top hat stiffene
r cured that.
Regarding Inspections, if the Inspector chosen for Permit Renewals only ''k
nowledge'' of the Europa is ''that's the one with all the Mods'', he probab
ly [ or more likely definitely] isn't the Inspector you need to do the Perm
it, especially if you are not the builder of the aircraft.
I once worked on a Europa that the current owner had just bought, with 5 ho
urs flight time since the previous Permit, that had been Inspected by an ''
old timer'' Inspector, and there were so many flight safety faults with it,
I had to ''dob in'' the Inspector to LaaLaaLand. Turns out he was an exper
t in Austers and the like, but knew SFA about the Europa. LAA didn't take a
ny action as he had since retired from Inspecting.
Comparing a C150 with the Europa is pure folly, like comparing a Morris 100
0 with a Ford Focus ST ?
I have 1.4 hrs in a C150, time I am never going to get back..... wasted...
-----Original Message-----
From: Richard Lamprey <lamprey.richard@gmail.com>
Sent: Thu, Jul 4, 2013 6:10 pm
Subject: Europa-List: Re: Angle of Incidence on a Classic Taildragger Downu
nder
.com>
Getting it right first time is good. But also I dimly remember (from the d
ays
of the Europa Newsletter, around 1997) the tale of G-KITS, the first factor
y
demonstrator for the Classic tri-gear, where one wing was accidentally buil
t
with 1 degree WASHIN, not 1.5 degree washout. You would think it would hav
e
stall/ wingdrop characteristics from hell, but apparently it flew just fine
, and
is still flying - I see its picture online. So perhaps there is some leewa
y in
the AoI.
Richard
Classic Reg 5Y-LRY, Kenya
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