My take on the outrigger latching system of a monowheel europa is that it
uses technology that is closer to a mechanical adding machine/typewriter
than airplane retractable undercarriage.
My Dad was a technician for both adding machines/typewriters and myself
being exposed to such in great detail even before kindergarten has
somewhat rubbed off onto me.
It's been a few years since I fooled with my outrigger assembly, but here
are some observations:
*When fooling with fit of OR4 latch, you are trying to find a compromise
with just enough clearance to not bind latch edge, because the more
clearance you leave the higher the factor of (wigulation) in gear leg when
retracted. I on purpose filed just enough to get latch in place with a
smooth action. Anything less than steady and smooth would not latch. I
fooled with it and found that change in temperature or if wing was in sun
on trailer would not allow a latch at all no matter what I did. I forget
now what was the worst case, but I filed just a little at a time till it
would just latch with a not so smooth actuation and filed a few thousands
more
*When things wear, begin to score and lube goes away or temperatures reach
extremes for me that can still be a different story compared to my new
build. I feel a lot more comfortable having micro switches telling me that
both OR4s are latched, If for some reason they do not latch, you have a
very good chance of being able to do a few actuation's and getting a
latch. If you just can not get a latch, then land with wind favoring push
on the latched outrigger.
When I do conditional or 100 hour, will swing gear and force "worst case"
and return to service only after I am satisfied with action.
All said will still try to load outriggers as little as possable, as per
preaching of John Hurst.
Ron Parigoris
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