Marcel,
You are on the right track.
I'm putting together a bit of info at the shop here in Florida and will
email direct to you a FACTORY suggested inspection sequence for the
structures, what you should look for in additional damage inspections,
and once you have the inspections complete will assist in a repair
method to include layup schedules and materials to make it good as new.
Removal of the engine, I am afraid, is mandatory to do a proper
inspection.
I'll send a questionnaire and request photos of you soon.
I have been through this on 3 different damaged aircraft repairs and we
have a bit more experience on repairing this type of damage and finding
some hidden damage. So learn from our mistakes. (Insurance companies
require huge amounts of documentation if more is found after the final
payout is made.)
Just a heads up, normally the gear frame gets bent and we have to look
at the mounting of the frame to the fuselage also. Support of the
trigear for these inspections is a piece of cake and it only takes a day
to get it prepped for a thorough inspection but it does take a bit of
gear that the club and others can help with I'm sure for engine removal.
Look at it this way, you get to correct anything you didn't like and
really do a complete inspection and cleaning of the aircraft.
As for engine and prop damage:
Rotax manuals tend to be a bit vague.
Gear box check and prop flange check is mandatory and a proper dealer
will have the measurement tools and fixtures.
The slipper clutch is normally replaced, the prop shaft checked for true
and the prop flange of course. I normally have the bearings in the
gearbox replaced if the prop really hit hard and tore up the blades.
Runout on the crank is another check we have done by our Rotax Dealer as
Kerry has all the gear at hand and it is only a few more minutes to do.
My dealer is only a couple hours away which is nice, so we can do a face
to face with them on our repairs, but that is rare. We have never had
to replace the bearings in the engine or spun a crankshaft with a
slipper clutch installed. On a 912 we don't have to worry as much about
turbo support problems etc. of the 914 that creep up as the small dent
in the exhaust may lead to other problems with stressed turbo supports
etc.
Glycol coolers and oil coolers can be checked by you without difficulty.
I have found that government agencies only add cost and frustration to
changes to aircraft such as the propeller changes you are considering,
however you have great folks in the club to help with what has been
approved in other countries and will transfer to your particular
government requirements. The paperwork is the paperwork.
Regards,
Bud Yerly
Europa Tech Support
email direct at budyerly@msn.com<mailto:budyerly@msn.com>
Custom Flight Creations, Inc.
www.customflightcreations.com<http://www.customflightcreations.com/>
(813) 653-4989
My cell direct is (813) 244-8354
----- Original Message -----
From: zwakie<mailto:mz@cariama.nl>
To: europa-list@matronics.com<mailto:europa-list@matronics.com>
Sent: Sunday, August 19, 2012 1:01 PM
Subject: Europa-List: Landing mishap - asking for advise
<mz@cariama.nl<mailto: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)
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