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budyerly(at)msn.com
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 Posted: Sat Oct 09, 2010 12:05 pm Post subject: Test flying/checklist |
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<?xml:namespace prefix="v" /><?xml:namespace prefix="o" /><![endif]--> Paul,
Neutral means many things. The Europa aircraft should indicate nearly dead 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 release.) If the plane corrects back in less than one oscillation cycle that is what is meant by dead beat over here.
If the nose basically stops in a climb or very slowly continues up, and the 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 worked 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 too 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 trailing 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. In 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. Normally they will move a bit as you bounce the aircraft but essentially stay where balanced. If the TE of the stab goes down, the counterweight is too light and vice versa. If the stab doesn't move at all, too much friction. If you move the stick or the trailing edge of the stab, the tail plane should move easily with little or no friction or stickiness. The bearings may still have dirt from finishing in them, or your trim tube could be dragging a bit, and must be clearanced.
Vague trim is an indication your Flettner strips are too small and the trim 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 military 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 engine manufacturers operational checklist and the Europa checklist in the aircraft. 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 spreadsheet 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.
[quote] ---
| | - The Matronics Europa-List Email Forum - | | | Use the List Feature Navigator to browse the many List utilities available such as the Email Subscriptions page, Archive Search & Download, 7-Day Browse, Chat, FAQ, Photoshare, and much more:
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| Description: |
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Europa_Rotax_Personal_Checklist_Large_Print_w_cover_info.xls |
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104 KB |
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168 Time(s) |
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europa(at)pstewart.f2s.co
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| Posted: Sun Oct 10, 2010 12:07 am Post subject: Test flying/checklist |
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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(at)msn.com> wrote:
[quote]Paul,
Neutral means many things. The Europa aircraft should indicate nearly dead 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 release.) If the plane corrects back in less than one oscillation cycle that is what is meant by dead beat over here.
If the nose basically stops in a climb or very slowly continues up, and the 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 worked 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 too 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 trailing 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. In 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. Normally they will move a bit as you bounce the aircraft but essentially stay where balanced. If the TE of the stab goes down, the counterweight is too light and vice versa. If the stab doesn't move at all, too much friction. If you move the stick or the trailing edge of the stab, the tail plane should move easily with little or no friction or stickiness. The bearings may still have dirt from finishing in them, or your trim tube could be dragging a bit, and must be clearanced.
Vague trim is an indication your Flettner strips are too small and the trim 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 military 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 engine manufacturers operational checklist and the Europa checklist in the aircraft. 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 spreadsheet 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.
[quote]
---
| | - The Matronics Europa-List Email Forum - | | | Use the List Feature Navigator to browse the many List utilities available such as the Email Subscriptions page, Archive Search & Download, 7-Day Browse, Chat, FAQ, Photoshare, and much more:
http://www.matronics.com/Navigator?Europa-List |
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pjeffers(at)talktalk.net
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| Posted: Sun Oct 10, 2010 10:36 am Post subject: Test flying/checklist |
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Paul,
If your problem turns out to be friction in the elevator circuit then there 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 problem. 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(at)matronics.com [mailto:owner-europa-list-server(at)matronics.com] On Behalf Of Europa
Sent: 10 October 2010 09:03
To: europa-list(at)matronics.com
Subject: Re: 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(at)msn.com> wrote:
Paul,
Neutral means many things. The Europa aircraft should indicate nearly dead 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 release.) If the plane corrects back in less than one oscillation cycle that is what is meant by dead beat over here.
If the nose basically stops in a climb or very slowly continues up, and the 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 worked 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 too 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 trailing 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. In 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. Normally they will move a bit as you bounce the aircraft but essentially stay where balanced. If the TE of the stab goes down, the counterweight is too light and vice versa. If the stab doesn't move at all, too much friction. If you move the stick or the trailing edge of the stab, the tail plane should move easily with little or no friction or stickiness. The bearings may still have dirt from finishing in them, or your trim tube could be dragging a bit, and must be clearanced.
Vague trim is an indication your Flettner strips are too small and the trim 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 military 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 engine manufacturers operational checklist and the Europa checklist in the aircraft. 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 spreadsheet 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.
---
| | - The Matronics Europa-List Email Forum - | | | Use the List Feature Navigator to browse the many List utilities available such as the Email Subscriptions page, Archive Search & Download, 7-Day Browse, Chat, FAQ, Photoshare, and much more:
http://www.matronics.com/Navigator?Europa-List |
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europa(at)pstewart.f2s.co
Guest
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| Posted: Sun Oct 10, 2010 2:26 pm Post subject: Test flying/checklist |
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Thanks Pete.
I’ll check out the columns. Hopeful we’ve made progress. Started the engine today and prop wash alone ((at) 3000 rpm) was enough to centre the column in pitch. Next test flight tomorrow so we’ll see.
Regards
Paul
On 10/10/10 19:32, "Peter Jeffers" <pjeffers(at)talktalk.net> wrote:
[quote]Paul,
If your problem turns out to be friction in the elevator circuit then there 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 problem. 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(at)matronics.com [mailto:owner-europa-list-server(at)matronics.com] ([email]owner-europa-list-server(at)matronics.com][/email]) On Behalf Of Europa
Sent: 10 October 2010 09:03
To: europa-list(at)matronics.com
Subject: Re: 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(at)msn.com> wrote:
Paul,
Neutral means many things. The Europa aircraft should indicate nearly dead 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 release.) If the plane corrects back in less than one oscillation cycle that is what is meant by dead beat over here.
If the nose basically stops in a climb or very slowly continues up, and the 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 worked 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 too 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 trailing 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. In 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. Normally they will move a bit as you bounce the aircraft but essentially stay where balanced. If the TE of the stab goes down, the counterweight is too light and vice versa. If the stab doesn't move at all, too much friction. If you move the stick or the trailing edge of the stab, the tail plane should move easily with little or no friction or stickiness. The bearings may still have dirt from finishing in them, or your trim tube could be dragging a bit, and must be clearanced.
Vague trim is an indication your Flettner strips are too small and the trim 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 military 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 engine manufacturers operational checklist and the Europa checklist in the aircraft. 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 spreadsheet 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.
---
| | - The Matronics Europa-List Email Forum - | | | Use the List Feature Navigator to browse the many List utilities available such as the Email Subscriptions page, Archive Search & Download, 7-Day Browse, Chat, FAQ, Photoshare, and much more:
http://www.matronics.com/Navigator?Europa-List |
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