Marcel, From recent experience I can give answers to some
but not all of your questions:
3) & 4) There are set Rotax protocols for this. I believe
it is advised to check the run out on the propeller shaft
and the integrity of the gear system and if these are OK
nothing else is needed , but if not the gear box comes off
and you check the run out on the crank shaft and if that
is out of tolerance you need a new crank shaft. In any
case a proper Rotax authorised technician should be able
to tell you exactly what is needed.
5) A Woodcomp high twist Sr30003W had significant
benefits for me when I changed from a low twist SR2000. It
added 4kt to max speed and improved fuel economy and made
a major difference to cooling which had always been
something of a problem for me. I guess a SR30002W would
have enough clout to deal with your 912 but you could
confirm that with Woodcomp. I will send you seperately a
copy of the article I wrote with formal comparisons
between my SR2000 and theSR3000W.
Regards, David Joyce, G-XSDJ
"zwakie" <mz@cariama.nl> wrote:
><mz@cariama.nl>
>
> Last Monday I had a landing mishap on Texel (EHTX),
>resulting in a nose wheel collapse after a bounced
>landing..
>
> Before asking my questions, I would like to express my
>BIG THANKS to Frans and Illona who drove their trailer up
>to Texel and drove PH-MZW back by road and ferry boat to
>my home base. Frans and Illona, words will always fall
>short when describing our gratitude! Also may thanks to
>Tim who phoned me up offering any help I would need!
>
>First examinations showed that propeller and nose gear
>leg are beyond repair. Lower cowling got some minor
>cracks. After I removed the cowling and the covering
>plate of the cockpit tunnel, I found another piece of
>damage: evidently the nose leg had rotated appr. 45
>degrees in the nose gear leg tube, which resulted in the
>bump stop having pierced more or less sideways through
>the tunnel appr. 1" into the passenger foot well (see
>attached image).
>
> My questions to the forum:
>
> (1) How much structural strength does the pierced part
>of the tunnel take, and what procedure do you recommend
>for the repair?
>
> (2) I am planning to have a complete new nose gear leg
>assembly installed. Unknown at this moment is how to
>check the integrity of the landing gear frame. All
>suggestions are welcome!
>
> (3) Of course I will have a professional Rotax
>maintenance company perform shock load checks on the
>gearbox and the 912UL (80HP) engine.
> I think I have once read somewhere on the forum that no
>matter the outcome of the shock load checks, the crank
>bearings must be replaced. I could however not find any
>reference to this in the Rotax manuals. What is your idea
>on this?
>
> (4) What other engine checks should be performed?
>Anything else you would recommend doing/checking?
>
> (5) For a new propeller I am investigating a change from
>Arplast PV50 to Woodcomp SR3000/2W or SR3000/3.
> - Will any of these Woodcomps bring significantly
>improved performance compared to the Arplast?
> - Will it make any sense to opt for a high-twist
>Woodcomp and will these high-twist versions be a good fit
>for the small 80HP 912UL?
>
> Please be aware that changing propeller-type will force
>me having to go through a lengthy and costly procedure to
>obtain a new noise certificate from the Dutch CAA.
>Therefore I already decided to stick with Arplast PV50
>unless a significant performance increase can be
>achieved. My question is a mere attempt to get a feel for
>what to expect...
>
> (6) Anything I missed above that needs looking at?
>
> Thanks very much for your advise!
>
> --------
> Marcel
> (Europa Classic Tri-Gear PH-MZW)
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=381254#381254
>
>
>
>
> Attachments:
>
> http://forums.matronics.com//files/foto1_193.jpg
>
>
>
>
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