And many had no springs at all like ours, the one at Byron Bay and JV's machine. Check the archive for previous comments. I addressed the history extensively at the time and the differences. It is in the Aileron Differential which determines springs or not. Cheers. Nige.
----- Original Message ----- From: Michael Grimwood To: [email protected] Sent: Tuesday, October 19, 2010 10:26 AM Subject: Re: [DOG mailing list] Re: NZ Dimona Hi Neville Note that the CHT sensor is a thermocouple with a cold junction calibrated to 25 degrees (I'm fairly sure). Thus the actual head temperature will be the indicated value plus ambient - 25. "Ambient" will be inside the temperature gauge! What year is your machine? The early (Mark 1) models had light springs fitted, but suffered from "aileron snatch" (thermal detector!), so the Mk2 (1985 onwards ?) had stiffer springs fitted to overcome this. Cheers Michael From: neville swan Sent: Tuesday, October 19, 2010 3:10 AM To: [email protected] Subject: [DOG mailing list] Re: NZ Dimona Hi All. Pleased to report that we now have a Dimona flying in NZ. Thanks to much help from Ian (Williams), ZK-GPH flew a total of three hours last Saturday without any problems. Incidently, the question that CAA had raised about the fuel shut off valve was resolved by Diamond confirming that the earlier Truma 8L valve was replaced with the 19055 valve, which is not lifed. Concerns about possible high CHTs were unfounded with a max of 180C on full power climb which was a relief, however, as a glider pilot, I found the stick loads on the ailerons to be uncomfortably high. I know this subject was discussed within the group some time ago but wondered if anything had been resolved. The ailerons are mass balanced so (theoretically) the springs should not be needed, so what purpose do they fill? Would it be possible to fit lighter springs? Only had the engine off for a short time so the gliding potential, which is most important to me, has not yet been explored but the indications are very good. Cheers, Neville.
