Europa-Archive.digest.vol-ad
April 18, 1996 - June 25, 1996
I have a contact at Bosch of whom I will enquire in due course to see if they do
one; I suspect they do.
I got an old Smiths sensor (no longer made) from a breakers yard some years back
for L0! But gave it away.
Rgds. Duncan. No. 175.
________________________________________________________________________________
| From: | "Tony Krzyzewski <tonyk(at)kaon.co.nz>" <tonyk(at)kaon.co.nz> |
| Subject: | Re: Builder photo web page |
> Now that there are eleven Europas flying and somewhere around 300 under
> construction it sure would be nice if there was a Web site with a set of
> builder pictures. If any of the builders could scan the photos and if
> nothing else just put together a basic page that just shows the
> pictures. There is a good example of this type of thing on
> http://www.he.net/~eracer/
See http://www.kaon.co.nz/europa/europa.html. I have already offered
to do this.
Tony
-----------------------------------------------
Sent from Tony Krzyzewski's roaming computer
somewhere on the planet earth.
Reply To tonyk(at)kaon.co.nz
Visit http://www.kaon.co.nz
-----------------------------------------------
________________________________________________________________________________
| From: | jbamfyld(at)netlink.co.nz (John Bampfylde) |
| Subject: | Re: How much does this lot cost/ re garaging |
>As for hangarage you could keep it in a hangar and this would probably cost
>between #100 to #200 per month (depends where you go). However this does
>rather defeat one of the major advantages of the plane, that you can derig in
>ten minutes (really !) and take it home. Enclosed trailers are available or
>otherwise you need a garage 21ft by 7ft wide.
Is the 21 ft length from tow bar to spinner?
>
>
________________________________________________________________________________
| From: | Tom Eckstein <tomeck(at)rain.org> |
| Subject: | do I unsubscribe? |
Tony Krzyzewski wrote:
>
> > Now that there are eleven Europas flying and somewhere around 300 under
> > construction it sure would be nice if there was a Web site with a set of
> > builder pictures. If any of the builders could scan the photos and if
> > nothing else just put together a basic page that just shows the
> > pictures. There is a good example of this type of thing on
> > http://www.he.net/~eracer/
>
> See http://www.kaon.co.nz/europa/europa.html I have already offered
> to do this.
>
> Tony
> -----------------------------------------------
> Sent from Tony Krzyzewski's roaming computer
> somewhere on the planet earth.
>
> Reply To tonyk(at)kaon.co.nz
> Visit http://www.kaon.co.nz
> -----------------------------------------------
________________________________________________________________________________
| From: | tonyk(at)kaon.co.nz |
| Subject: | Re: How much does this lot cost/ re garaging |
20 ft 6" from towbar to spinner
I know because Europa measured it for me to test if it would actually fit
in my garage. it does :-)
Tony
>
>
>Is the 21 ft length from tow bar to spinner?
>
>_______________________________________________________________
>>
>>
>
>
-----------------End of Original Message-----------------
----------------------------------------------------
Tony S Krzyzewski Kaon Technologies Ltd
Reply to tonyk(at)kaon.co.nz L7, 19 Victoria St West
Date: 18/04/96 Auckland, New Zealand
Time: 11:00:49 Ph +64 9 358 9124
The New Zealand Home of
ATM Ltd, NetManage Chameleon and Ecco, Spider/Shiva
Borderware, Banyan and SNMPc
----------------------------------------------------
________________________________________________________________________________
| From: | Tony Renshaw <renshaw(at)ozemail.com.au> |
>
>If desperate I have a good supplier here in NZ who has them ex stock and
>can get one over to you.
>
>Tony,
Gidday. After reading this I was wondering if you could supply me with the
name of your product and your N.Z. supplier, so that I can attempt to source
it here in Australia. I assume your digital level has the same features such
as accuracy to 0.1 Degree, zeroing from any angle datum, upside down etc?
Thanks in anticipation.
Regards
Tony Renshaw (Builder No. 236)
________________________________________________________________________________
| From: | Tony Renshaw <renshaw(at)ozemail.com.au> |
| Subject: | e Ports in Doors |
Door Smoke Ports....
I notice on G-OPJK on the cover of Flyer Jan 96, that the Port door has a
frame insert and is no doubt a small smoke window, not dissimilar to that
found on older cars known as the Quarter Window. This mod is not on G-KITS
in the same photo. Is this an approved mod i.e. a factory approved option,
or did the builder think it as a most necessary requirement ?( I think some
such system is a must!) Could the builder offer his rationale and techniques
maybe? i.e. why not place it in the starboard door to keep the smoke away
from the pilot?
Has anyone considered such a port to be fuselage mounted rather than thru
the window, or is there an obvious negative to this that eludes me?
Fletner Strips...
Can someone explain the following quote taken from the same Flyer article re
anti-balance tabs:
"and the tab trailing edges have been thickened up to produce 'Fletner
Strips' using plastic paper binders. It transpires that what was happening
in YURO was that the tab trailing edges were floating within a thickened
boundary layer and weren't sensitive to very small trim changes. The new
tabs react instantly, the Fletner Strips ensuring that the training edges
punch out of the boundary layer etc.etc.
Plastic Paper clips, Fletner Strips?
Heated Pitot Heads...
Lastly, could anyone elaborate on the type of pitot/static probe mentioned
recently, and has anyone fitted a heated one to date?
I feel a little bit like a bloodsucker to date, picking peoples brains,
however in the not too distant future I hope to be able to at least
volunteer another humble opinion.
Thanks in anticipation
Regards
Tony Renshaw (Builder No. 236 )
________________________________________________________________________________
| From: | Rolph Muller <100031.533(at)compuserve.com> |
| Subject: | before you ask, Gary's _not_ online, sorry, and he's got enough work |
to
And for anyone who missed Staverton, Gary did my aircraft in gel-coat and it is
a fabulous finish. There are no pinholes!!! One of the many benefits of this
particular gel-coat. And there are lots of others -(1. easy to apply with no
primer or high build. 2. apparently lightish since Gary seemed to use less
weight on my aircraft than on the other aircraft he did with the Europa finish.
3. Easy to repair and patch since it is a single coat system).I couldn't believe
it when I saw Gary cutting masking tape on the tail plane with a scalpel - it's
a very tough finish indeed. Ian is correct when he says it needs waxing every
year or so - don't know exactly what it costs - I'm told it should only be L100
or so - a small "con" against the "pros".
Regards to all
Rolph
________________________________________________________________________________
| From: | gemin(at)cix.compulink.co.uk (Graham Clarke) |
| Subject: | Re: Builders meeting |
Took photos of my wrinkles to the conference and passed copies to Andy.
Didn't raise the subject otherwise as I think the factory should have
time to collate other examples for considered comment. My build no. is 83
BTW.
gemin
________________________________________________________________________________
| From: | gemin(at)cix.compulink.co.uk (Graham Clarke) |
Scorn from the the experts put me off demonstrating this at Gloucester.
Of course the skilled and practised will not need it. But it might save
the cautious and still learning, some frights or damage (see u/c mod).
Not flown a V-bomber, but trained on Chipmunks. This could be wheeled on
until you could flare it properly. The Europa with less ground clearance
would preclude this. BTW the ultrasonic version has now been tested ok on
grass.
gemin
________________________________________________________________________________
| From: | gemin(at)cix.compulink.co.uk (Graham Clarke) |
I see the drop tests leading to this strengthening were done without a
fuselage. Until this is done, how do we know we will ever need it ? I
would rather replace the frame than the cockpit module !
gemin
________________________________________________________________________________
| From: | Duncan McFadyean <101234.3202(at)compuserve.com> |
| Subject: | Re: of: Copy of: Re: Cowling and engine alignment |
---------- Forwarded Message ----------
From: Duncan McFadyean, 101234,3202
DATE: 4/17/96 6:15 PM
RE: Copy of: Re: Cowling and engine alignment
Re cheap fuel flow sensors:
Have been looking for years but haven`t found one.
Kent meters don`t do anything suitable ( as of a year ago ).
Litre Meter Ltd. at Aylesbury (0129620341) have a few small laboratory standard
meters, Don`t know the prices but they are likely to be dear.
Flowscan (UK agent Merlin Equipment at Wallingford 01491 824333) do a marine
version for single engines at L230 and one for twins at L277 the difference
being the addition of a second flow sensor in the latter. On that basis their
sensors cost L47; if you can get them to sell you just that part.
I have a contact at Bosch of whom I will enquire in due course to see if they do
one; I suspect they do.
I got an old Smiths sensor (no longer made) from a breakers yard some years back
for L0! But gave it away.
Rgds. Duncan. No. 175.
________________________________________________________________________________
| From: | CPattinson(at)aol.com |
| Subject: | Re: How much does this lot cost/ re garaging |
now that you mention it it is probably more than 21 ft. Cant give you exact
dimention till G-LABS is finished. You'll have to ask Europa Aviation. I
ghuess it could add another two to three feet, guess ill have to move house
or something.
________________________________________________________________________________
| From: | mark line <mark(at)bezam.demon.co.uk> |
| Subject: | Re: Smoke Ports in Doors |
In your message dated Thursday 18, April 1996 you wrote :
> Plastic Paper clips, Fletner Strips?
The only time I have seen these strips is on fighter aircraft, looking at a
cross section they appear as a T shape on the trailing edge of the
taileron control surface. The arms of the T appearing above and below the
trailing edge an equal distance. As I'm a propulsion techician I asked someone
in the know and they tell me that the T section interupts the boundery airflow
over the trailing edge and just helps with control response,stablity and feed
back. Plastic paper clips, I think are just plastic edge binders for holding
loose leaf paper. A great idea for just giving the theory a try.
| mark line EMail mark(at)bezam.demon.co.uk |
________________________________________________________________________________
| From: | Duncan McFadyean <101234.3202(at)compuserve.com> |
| Subject: | Re: And before you ask, Gary's _not_ online, sorry, and he's got enough |
Can anybody give a figure for the dry film density of the Schwabelac gelcoat?
And does it have any UV blocking ability? It seems to rely on the hard wax for
the latter property
Duncan. No. 175
________________________________________________________________________________
| From: | "Martin W. Berner" <mberner(at)wow.net> |
| Subject: | Re: Smoke Ports in Doors |
mark line wrote:
>
> > Plastic Paper clips, Fletner Strips?
>
> The only time I have seen these strips is on fighter aircraft, looking at a
> cross section they appear as a T shape on the trailing edge of the
> taileron control surface. The arms of the T appearing above and below the
> trailing edge an equal distance. As I'm a propulsion techician I asked someone
in the know and they tell me that the T section interupts the
boundery airflow over the trailing edge and just helps with control
response,stablity and feed back. Plastic paper clips, I think are just
plastic edge binders for holding loose leaf paper. A great idea for just
giving the theory a try.
And if you read the factory newsletter of December 1993, No 6 page 1
& 2 you will see why it was necessary to thicken the tab trailing edges !
Martin
________________________________________________________________________________
| From: | grantdes(at)ayla.avnet.co.uk (John Grant) |
>Looks like Europa builder attendence will be good.
Just got back, went out with Dave Dufton.
The Europa stand was getting a lot of interest and kits were ordered.
G-ELSA (Now N numbered) was flown every day both as a demonstrator and also
as part of the daily airshow. Pete Clarke gave a superb daily display,
elegantly and silently flown showing the Europa's aero capabilities to the full.
His display started with a four turn spin and included loops rolls and even
a flick roll. Quite superb.
Interesting to note that none of the other similar kitplanes (KIS, Glasstar
etc.) did anything other than a fly-by, presumably because they have not
been spin tested (not a requirement for experimental class). We asked both
of those manufacturers if they had done any spin testing and both said 'not yet'
The NSI (Suberu) stand was very busy. We spent time looking at other Suberu
converters but nothing came anywhere near the quality of the NSI outfit.
They also had avery nice VP prop hub, beautifully engineered to handle up to
180 HP and we saw a new development model for 100 HP which is lighter and
due out in about 3 months. It seems that an NSI engine/VP prop combination
could be a viable alternative to the Rotax engine. (Always providing the
spin testing is successful).
The Europa tent was always busy with the video show and kit parts and even
Sun & Fun Europa Tee shirts on sale.
Ivan and the American team were kept busy all the time with interested 'punters'
Graham Singleton finally made it there being unable to hire a car (driving
licence still in UK!)
The builders dinner was well attended and next year will need a much bigger
venue.
Well worth visiting. The prices for aircraft parts and tools are well below
UK prices. Booths full of AN bolts, nuts, rivets, drill bits, fixings, in
many cases sold by the pound. A large part, if not all the travel costs
could be recovered by buying instruments and radios there.
How about a Europa club excursion next year? Might be able to get group
booking rates, mabee even charter a plane ;~)
Cheers
John Grant (55)
>
>
________________________________________________________________________________
| From: | RonSwinden(at)aol.com |
| Subject: | Re: Ground Proximity |
Dear Peter thank you for your reply to my plea for gen on a height warning
device. To be of any real value it would have to be simple, light and cheap
and it should not depend on air pressure as it would then require adjusting
all the time to compensate for barometric pressure. yours Ron S No33.
________________________________________________________________________________
| From: | RonSwinden(at)aol.com |
| Subject: | Re: Ground Proximity |
Dear Peter thank you for your reply to my plea for gen on a height warning
device. To be of any real value it would have to be simple, light and cheap
and it should not depend on air pressure as it would then require adjusting
all the time to compensate for barometric pressure. yours Ron S No33.
________________________________________________________________________________
| From: | Larry Boggs <74164.3224(at)compuserve.com> |
As John Grant has mentioned, the Europa tent was a very busy place during Sun N'
Fun. As a matter of fact, they sold my fuselage right out from under me, so I
will have to wait for a newer one. Aw,, Shucks!!
I got to take a ride with Peter Clarke and asked him to ring it out a bit. We
did Immelmans, rolls, and loops. I have flown many times in a Decathlon and it
cannot hold a candle to the aerobatic capability of the Europa. The Europa is
smooth and gracefu.
I flew to Sun N' Fun with two RV drivers and a Glassair driver. To my great
pleasure, the RV drivers have become very impressed with the Europa. The
Glassair driver cannot get beyond the monowheel, but he is pretty weird anyway.
He is an engineer in the worse sense of the word. (Forgive me out there all the
rest of the engineers.) As the Europa would fly by, more and more people have
made very positive comments about the design. I believe that in the years
ahead, the Europa will become the next RV in America. It is a much prettier
airplane, easier to build, and with the NSI Subaru engine options, (turbocharged
producing 140 hp) the muscle car flyers will be attracted.
In America, many builders are holdovers from the muscle cars. The new RV-8 is
attractive to them because of the possibility of putting an IO-540 in it. We
want to fly fast, climb fast, and have as much power as possible. As Europas
show up with turbocharged engines, and produce the performance other planes are
doing on much higher hp, their popularity will increase in quantum leaps.
In the next three months, many engine options are to be tested in the UK, so
this is a very exciting time in Europa history. Additionally, NSI is developing
another propeller blade option to the Warp drive blades, as they begin to
cavitate at about 150 mph, or 130 knots. They have tested a blade that provided
15 knots increase in speed without addtional power as a result.
There was a Norton Rotary engine at Sun N' Fun that will go on the Lakeland
trigear model for testing. This produces 100 hp and is lighter than a Rotax
912. Its' only downside is that is produces this hp at a high rpm, and may
prove to be a screamer. At this time the NSI Subarus are the cats meow, and
something will have to really jump out to be better.
As you can read, Sun N' Fun was very exciting this year, with many good options
on the horizon for the Europa. I believe that the resale on this airplane will
be outstanding for the builders. In the same class as the RV's, Glassairs, and
Lancairs. Not in terms of total dollars, pounds, etc... but in terms on return
on investment. Unlike a Kitfox, et al, that after you spend $30,000 to build,
you can sell it for $22,000.
Even though it will take us longer than we expected to build the Europa, the
extra time will be worthwhile. The more I learn and see about the Europa, the
more pleased I am with my decision to purchase. I know there are difficult
building days ahead, but that is part of the pleasure and satisfaction of
airplane building. And the benefit of the Europa being more difficult to build
than advertised, is that there will be a market for resale for people who do not
want to undertake the difficult task, but cannot live without a Europa.
Sorry for the length of this letter.
Larry Boggs
Hoosier Europa Builder
________________________________________________________________________________
| From: | RonSwinden(at)aol.com |
>Scorn from the the experts put me off demonstrating this at Gloucester.
Dear Graham as Jon Tye doesn't inhabit the net (praps thats why he has a
complete plane??????) I am think he would not mind me answering in his place.
I am sure that Jon was simply trying to re-enforce his message Keep it
simple and light and any apparent critisism of your device was ment only in
fun. Keep at it mate more power to your elbow one day you may help us all and
if you don't it sure will not be for lack of trying. Good to see you again,
all the best till next time Ron S No 33 and building. PS Today I went to look
at Pete Ds fus with airspaces I will call and report to Andy Mayhap he will
then get back to us.
________________________________________________________________________________
| From: | tonyk(at)kaon.co.nz |
Additionally, NSI is developing
>another propeller blade option to the Warp drive blades, as they begin
to
>cavitate at about 150 mph, or 130 knots. They have tested a blade that
provided
>15 knots increase in speed without addtional power as a result.
>
If this is available for the Rotax then tell me more! Still prefer the
idea of a BMW logo on the cowling though :-)
Tony
----------------------------------------------------
Tony S Krzyzewski Kaon Technologies Ltd
Reply to tonyk(at)kaon.co.nz L7, 19 Victoria St West
Date: 22/04/96 Auckland, New Zealand
Time: 13:00:22 Ph +64 9 358 9124
The New Zealand Home of
ATM Ltd, NetManage Chameleon and Ecco, Spider/Shiva
Borderware, Banyan and SNMPc
----------------------------------------------------
________________________________________________________________________________
| From: | tonyk(at)kaon.co.nz |
| Subject: | April 96 Newsletter Online |
>
>Subscription to this newsletter is mandatory for all aircraft
> owners/builders/operators.
>
>So if you don't send off your tenner to Europa you must download a copy
(for
>free !) from here.
I thought I could get away with not subscribing and just pull the
newsletter down off the net but, to quote the online newsletter,
"Builder's tips, plans changes A.D.s
For the above please see the printed newletter available direct from
Europa Aviation. "
Tony
----------------------------------------------------
Tony S Krzyzewski Kaon Technologies Ltd
Reply to tonyk(at)kaon.co.nz L7, 19 Victoria St West
Date: 22/04/96 Auckland, New Zealand
Time: 13:09:46 Ph +64 9 358 9124
The New Zealand Home of
ATM Ltd, NetManage Chameleon and Ecco, Spider/Shiva
Borderware, Banyan and SNMPc
----------------------------------------------------
________________________________________________________________________________
| From: | grantdes(at)ayla.avnet.co.uk (John Grant) |
I've just found the invoice for the digital protractor I bought last year.
It is the PRO 360 Digital Protractor.
Available from Computer Controls Ltd
20-24 Kirby Street, London EC1N 8TS
Tel: 0171 405 6060
Fax: 0171 405 2040
I phoned them today and they have stocks. The price (1-4 Qty) is =A3145-94 + VAT
reading hold and works anyway up. Worth every penny.
Hope this info helps.
John Grant (55)
________________________________________________________________________________
| From: | Duncan McFadyean <101234.3202(at)compuserve.com> |
| Subject: | Re: digital protractor |
An thought for the Europa Club re. the above:
The collective value of all of the digital protractors so far bought must be
huge!
Have the Club considered buying one for collective use? Hired out at, say, 5 or
10% of its cost per week against a deposit of its full value it would pay for
itself quite soon, thereafter swell the coffers of the Club.
Or are builders thinking of going back to putting up kitchen cupboards after
they have finished the project?!
Rgds. Duncan McFadyean. No. 175.
________________________________________________________________________________
| From: | Graham Singleton <100421.2123(at)compuserve.com> |
| Subject: | e Ports in Doors |
>>I feel a little bit like a bloodsucker to date, picking peoples brains,<<
Don't worry about that! It takes two sides to make a forum.
Graham
________________________________________________________________________________
| From: | Graham Singleton <100421.2123(at)compuserve.com> |
>>How about a Europa club excursion next year? Might be able to get group
booking rates, mabee even charter a plane ;~)<<
Excellent idea, count me in :->
Graham
________________________________________________________________________________
| From: | Graham Singleton <100421.2123(at)compuserve.com> |
| Subject: | Re: How much does this lot cost/ re garaging |
>>20 ft 6" from towbar to spinner<<
That's a pity. We were hoping we could drive the whole lot into a second hand 20
ft container and save hangerage. Also get excellent security.
Bummer.
Graham
________________________________________________________________________________
| From: | tonyk(at)kaon.co.nz |
| Subject: | Re: How much does this lot cost/ re garaging |
>
>That's a pity. We were hoping we could drive the whole lot into a second
hand 20
>ft container and save hangerage. Also get excellent security.
You could always rig up a cradle within a 20ft container (a la glider
enclosed trailer) as I believe the plane itself will fit in. You could
then detrailer the plane and shove it into the container.
Thought of a forty foot container? Then you could have a post flight
party inside as well :-)
Tony
----------------------------------------------------
Tony S Krzyzewski Kaon Technologies Ltd
Reply to tonyk(at)kaon.co.nz L7, 19 Victoria St West
Date: 24/04/96 Auckland, New Zealand
Time: 08:31:18 Ph +64 9 358 9124
The New Zealand Home of
ATM Ltd, NetManage Chameleon and Ecco, Spider/Shiva
Borderware, Banyan and SNMPc
----------------------------------------------------
________________________________________________________________________________
| From: | rowil(at)gn.apc.org (Rowland & Wilma Carson) |
| Subject: | Re: digital protractor |
John Grant wrote:
>I've just found the invoice for the digital protractor I bought last year.
> The price (1-4 Qty) is =A3145-94 + VAT
=46rom this I infer that we'd get 'em for less if 5 or more of us wanted one
each. Are there 5 or more people in UK still wanting one of these for their
Europa factories? (Assuming it's true that the $89.95 version is gone for
ever from the Aircraft Spruce catalogue.)
cheers
Rowland
... that's Rowland with a 'w' ...
________________________________________________________________________________
| From: | BERNIE SINGER <fastener(at)ix.netcom.com> |
Please visit our site at: http://fastenernet.com
we may be of service to you. E-mail us for a visitor's password
Regards,
Bernie Singer
________________________________________________________________________________
| From: | ians(at)avnet.co.uk (Ian Seager) |
>>>How about a Europa club excursion next year? Might be able to get group
>booking rates, mabee even charter a plane ;~)<<
>
>Excellent idea, count me in :->
>
Sounds like a good idea to me, if you need extra numbers we could mention
it in Flyer...I did infact try to get something together for OshKosh, but
ran out of time and patience (All the charter companies said "Summer...you
must be joking"
Ian
Ian Seager FLYER Magazine, 3 Kingsmead Square, Bath, BA1 2AB
Tel: 01225 481440 Fax: 01225 481262
________________________________________________________________________________
| From: | Peter Lert <plert(at)csn.net> |
| Subject: | Re: How much does this lot cost/ re garaging |
On 23 Apr 1996, Graham Singleton wrote:
> >>20 ft 6" from towbar to spinner<<
>
> That's a pity. We were hoping we could drive the whole lot into a second hand
20
> ft container and save hangerage. Also get excellent security.
> Bummer.
>
> Graham
>
>
I also plan to use a container (but simply sitting on an airport
and without the transporter, since tiedown space is cheap here in the
Colonies).
However, since they make such excellent and bulletproof hangars,
why not whip out the old torch, burn an appropriate hole for the towbar
in the non-door end of the container, and weld on some sort of steel
plate box extension to accommoate the towbar?
________________________________________________________________________________
| From: | tonyk(at)kaon.co.nz |
| Subject: | Re: How much does this lot cost/ re garaging |
Also get excellent _security_.
Of course if you have a really sophisticated theif then the 20 ft
container also makes an ideal carry away box for your Europa :-)
We used to think ATM terminals were secure until they started carrying
them away on towtrucks!
Tony
#272
Paid my GST and customs clearance :-( and have been assured that my
tailfeathers will be with me Friday or Monday. Will believe it when I
see it.
oh and...
3cm thick medium density fibreboard makes one hell of a workbench. Flat,
warpfree and very, very heavy. Great for kitchen bench tops when you are
finished - see you do have a long term use for that expensive digital
level :-)
----------------------------------------------------
Tony S Krzyzewski Kaon Technologies Ltd
Reply to tonyk(at)kaon.co.nz L7, 19 Victoria St West
Date: 24/04/96 Auckland, New Zealand
Time: 16:59:01 Ph +64 9 358 9124
________________________________________________________________________________
| From: | tonyk(at)kaon.co.nz |
I am visiting the UK first week in June on my way to Toronto (think about
that one! Europa has a lot to answer for.)
Is RD aviation worth visiting or are UK instrument and avionic prices
considerably more than the US and therefore not worht the time?
Tony
----------------------------------------------------
Tony S Krzyzewski Kaon Technologies Ltd
Reply to tonyk(at)kaon.co.nz L7, 19 Victoria St West
Date: 24/04/96 Auckland, New Zealand
Time: 17:08:29 Ph +64 9 358 9124
The New Zealand Home of
ATM Ltd, NetManage Chameleon and Ecco, Spider/Shiva
Borderware, Banyan and SNMPc
----------------------------------------------------
________________________________________________________________________________
| From: | Peter Stuy <pstuy(at)POWERUP.COM.AU> |
| Subject: | Re: digital Etc.. |
>An thought for the Europa Club re. the above:
>
>The collective value of all of the digital protractors so far bought must be
>huge!
>
Particularly if you are in the UK. I just found out that digital levels
(48") cost AUS$150 here. No wonder Aircraft Spruce etc does not stock them
anymore. Have fun
Peter
________________________________________________________________________________
| From: | DAVID ELLIS <DAVEEL(at)microlise.co.uk> |
| Subject: | Re: RCPT: Re: Gel-coat magic stuff |
Confirmation of reading: your message -
Date: 16 Apr 96 17:21
Subject: Re: Gel-coat magic stuff
Was read at 9:15, 24 Apr 96.
________________________________________________________________________________
| From: | CPattinson(at)aol.com |
Has anyone any thoughts on the fitment on antennae. I believe most are opting
for the factory reccommended comms fit, but what about navs, xponders and
GPS. Have priced most of the commercially available aerials but they are
horrendously expensive, also most tend to be for metal aircraft.
The most awkward one appears to be the VOR as this is usually fairly large
and needs to be mounted horizontally. Does anyone have a design for a folded
dipole suitable for VOR use (also possibly glideslope) . Im not a radio
boffin so answers in plain English please. Also do the aerials interfere with
eachother and therefore require spacing out along the fuselage.
Is the standard radio 50 ohm cable suitable for connecting all these radios
up or does the impedance depend on the frequency.
Am nowhere near fitting any of these devices but am close to putting on the
top. I would hate to think that I am going to be crawling about in the boot
space to fit all these afterthoughts.
PS - How easy is it to get into the rear fuselage after lid on. Answers only
from qualified Europa potholers.
Carl Pattinson
________________________________________________________________________________
| From: | Ember <mberner(at)wow.net> |
CPattinson(at)aol.com wrote:
>
> Has anyone any thoughts on the fitment on antennae. I believe most are opting
> for the factory reccommended comms fit,
I didn't realise that there was a factory recommended fit, but antennas
are simple
devices and I did rush into this forum a while ago with some ideas. For nav &
com, a simple
dipole is fine, cut to length for the frequency and vertically polarised for the
com and
horizontally for the nav (although my handheld nav/com works well on nav with the
antenna
vertical !).
GPS needs the makers antenna which should be mounted as recommended - although
I suspect
that the flat plate type of antenna (as in the Flightmate)would work well if mounted
inside the
fuselage at the highest point - has anyone tested this ?
> Have priced most of the commercially available aerials but they are
> horrendously expensive, also most tend to be for metal aircraft.
Everything for aircraft is expensive ! But with a little ingenuity one can
often adapt other
materials.
> The most awkward one appears to be the VOR as this is usually fairly large
It only looks large because you are seeing both sides of the dipole (in contrast
to the com
antenna which uses the metal fuselage as half of it)
> and needs to be mounted horizontally.
This could easily be arranged inside the bottom of the fuselage
> Does anyone have a design for a folded dipole suitable for VOR use (also possibly
glideslope) .
Why use a folded dipole when a plain dipole will do the job ? I have suggested
using braid
rather than plain copper wire as being less likely to break under the inevitable
flexing of the
structure.
> Im not a radio boffin so answers in plain English please.
Can't avoid some technicality - but feel free to email me direct and I will sort
out anything
which isn't clear !
> Also do the aerials interfere with eachother and therefore require spacing out
along the fuselage.
Apparently not, but the obvious locations would be com in the fin and nav on the
fuselage floor.
> Is the standard radio 50 ohm cable suitable for connecting all these radios up
Yes, but use the best quality you can buy as poor quality co-ax will absorb a lot
of signal.
> or does the impedance depend on the frequency.
No, it's a constant
> Am nowhere near fitting any of these devices but am close to putting on the
> top.
Suggest that you don't use connectors but make soldered joints betwen coax and
antenna -
connectors inevitably corrode in the end.
> I would hate to think that I am going to be crawling about in the boot
> space to fit all these afterthoughts.
Yes, the same thought occurred to me !
> PS - How easy is it to get into the rear fuselage after lid on. Answers only
> from qualified Europa potholers.
Look forward to hearing the answers !
Hope this helps - as I said, feel free to email direct !
Martin
Martin W. Berner, 9Y4TAM,
26 Mayfield Road, Valsayn Park, Trinidad, The West Indies
Live long and prosper !
As a last resort, read the instructions !
________________________________________________________________________________
| From: | ktallent(at)ayla.avnet.co.uk (Keith Tallent) |
| Subject: | Local Europa Builders? |
Calling All Europa Builders, is there any of you out there that live in or
around Surrey Area.
I am one of those unfortunates who owns two copies of the Europe information
pack (the old and the new), would love to build a Europa if I could find the
time/space/money and if only my wife could see what a necessity it is.
For now I will just have to fly my group aircraft (PA-28 G-ATOK) out of
White Waltham and dream.
The reason I ask is that I would dearly love to see a real Europa project
taking shape and talk to a builders to find out what really is involved.....
is it really is as easy as they say in the information pack and
video....surely not!
I have no previous building experience (apart from R/C aircraft!!!) and I
must admit the extracts from the builders manual do tend to scare me a bit!
What would a realistic total price be for one in the air and a realistic
time scale.
Look forward to hearing from one or many of you.
Keith Tallent
________________________________________________________________________________
| From: | rowil(at)gn.apc.org (Rowland & Wilma Carson) |
| Subject: | Re: digital protractor |
Roddy Kesterton wrote:
>yes - I'm interested as part of a bulk purchase. Is the quoted price 45.94
>+ vat
>(the pound sign gets translated into a string of numbers on my machineso I
>presume A3145-94 is 45.94)
Bad guess! It's UK pounds 145.94, and that's _not including VAT. Total
therefore is 171.48. That's why I said it would only be worth pursuing if
the much cheaper ones from Aircraft Spruce were now made of unobtainium.
cheers
Rowland
... that's Rowland with a 'w' ...
________________________________________________________________________________
| From: | "Martin W. Berner" <mberner(at)wow.net> |
| Subject: | Re: Any Local Europa Builders? |
Keith Tallent wrote:
>
> Calling All Europa Builders, is there any of you out there that live in or
> around Surrey Area.
Wish I could help, my home is in Epsom - let's see who replies and perhaps I
can visit next time I am in the UK.
> I am one of those unfortunates who owns two copies of the Europe
>information pack (the old and the new), would love to build a Europa if I
>could find the time/space/money and if only my wife could see what a
>necessity it is.
When you do convince your wife, will you ask her to talk to mine ?
How did you get two copies of the information pack (which seems to include
the manual from what you say). All I have is the brochures and the first
video.
> For now I will just have to fly my group aircraft (PA-28 G-ATOK) out of
> White Waltham and dream.
And I will fly PA-28 9Y-TIT (really!) as often as I can afford to rent it !
> The reason I ask is that I would dearly love to see a real Europa project
> taking shape and talk to a builders to find out what really is
>involved.....> is it really as easy as they say in the information pack and
> video....surely not!
>
Read this forum and you may really start to wonder !
Best of luck, Keith !
Sincerely,
Martin
Martin W. Berner, 26 Mayfield Road, Valsayn Park, Trinidad, The West
Indies.
________________________________________________________________________________
| From: | Graham Singleton <100421.2123(at)compuserve.com> |
The best place for the com antenna is the fin, as per plans. It will work well
and uses 50ohm cable. You could put a VOR dipole, similar to the comm one but
horizontal and longer, on the bottom of the bath tub. The bent ends would affect
it some but it should be adequate. Keep it away from the flap tube.
I use 3/4" self adhesive copper tape and cover it with a ply of BID
Graham
________________________________________________________________________________
| From: | "William R. Henderson" <103237.3434(at)compuserve.com> |
---------- Forwarded Message ----------
From: INTERNET:CPattinson(at)aol.com, INTERNET:CPattinson(at)aol.com
DATE: 4/24/96 10:09 AM
RE: Re: antennas
From: CPattinson(at)aol.com
Date: Wed, 24 Apr 1996 09:56:42 -0400
Subject: Re: antennas
Has anyone any thoughts on the fitment on antennae. I believe most are opting
for the factory reccommended comms fit, but what about navs, xponders and
GPS. Have priced most of the commercially available aerials but they are
horrendously expensive, also most tend to be for metal aircraft.
The most awkward one appears to be the VOR as this is usually fairly large
and needs to be mounted horizontally. Does anyone have a design for a folded
dipole suitable for VOR use (also possibly glideslope) . Im not a radio
boffin so answers in plain English please. Also do the aerials interfere with
eachother and therefore require spacing out along the fuselage.
Is the standard radio 50 ohm cable suitable for connecting all these radios
up or does the impedance depend on the frequency.
Am nowhere near fitting any of these devices but am close to putting on the
top. I would hate to think that I am going to be crawling about in the boot
space to fit all these afterthoughts.
PS - How easy is it to get into the rear fuselage after lid on. Answers only
from qualified Europa potholers.
Carl Pattinson
You might want to try RST located here in the USA. They have a catalog on the
net.
You can get 100' of copper tape, 20 torroids, and a book on antennas for composites
for around
$40US. I can't remember where their ftp site is, but you can EM them at rst-engr(at)oro.net
or use
Yahoo to look them up on the net.
This looks like the most practical method for installing antennas in the Europa.
Sure beats the
$100+ prices I've seen for premade antennas. None of the antennas youu mentioned
should be hard to install.
Bill Henderson - US Builder #A010
________________________________________________________________________________
| From: | "James Hull" <HULLHOUSE(at)msn.com> |
The original digital levels with removable display module are no longer
available as the manufacturer has discontinued them. I managed to get one of
the last 48" one from a supplier, but cannot find the blank rails.
Macklanburg Duncan has brought out a replacement level called 'Smart Level'.
It is available in 24" and 48" models, but the module is not removable.
Current US price through at least one distributor is $99 for the 24" (ST24)
model. The 48" os $109 (ST48). The distributor is "Tools On Sale" in St.
Paul, Mn. Their telephone number is (612) 224-4859. Add the appropriate
international prefix.
If you are in the US, they can be reached at 800-328-0457. They do not have
E-mail as far as I know.
Jim Hull
the windy city
P.S. Just joined the ranks of hands on builders. Picked up my Europa kit as
Sun 'N Fun!
________________________________________________________________________________
| From: | Denys Gover <skypilot(at)ozemail.com.au> |
CPattinson(at)aol.com wrote:
>
> Has anyone any thoughts on the fitment on antennae. I believe most are opting
> for the factory reccommended comms fit, but what about navs, xponders and
> GPS. Have priced most of the commercially available aerials but they are
> horrendously expensive, also most tend to be for metal aircraft.
> The most awkward one appears to be the VOR as this is usually fairly large
> and needs to be mounted horizontally. Does anyone have a design for a folded
> dipole suitable for VOR use (also possibly glideslope) . Im not a radio
> boffin so answers in plain English please. Also do the aerials interfere with
> eachother and therefore require spacing out along the fuselage.
>
> Is the standard radio 50 ohm cable suitable for connecting all these radios
> up or does the impedance depend on the frequency.
>
> Am nowhere near fitting any of these devices but am close to putting on the
> top. I would hate to think that I am going to be crawling about in the boot
> space to fit all these afterthoughts.
> PS - How easy is it to get into the rear fuselage after lid on. Answers only
> from qualified Europa potholers.
>
> Carl Pattinson
I would plan to use 2 comm radios which I think would need 2 separate
antenae, but after having a glimps at the latest news letter I might have
to reconsider due to extra weight.
I too would have a GPS with an antena for that.
Different topic now------
Has any one considered using the Vision Micro Systems brand of
(digital) engine instruments? What do you think?? They have a web site ->
http://beginning.larc.nasa.gov/oshkosh/vm1000.html
or do a search on Vision Micro Systems (alta vist works well and is the
top item on the search results.
Regards Denys Gover
Canberra, AUST.
(no Plane No Gain }:-))
________________________________________________________________________________
| From: | "J. R. BROOKOVER / MFG IS" <jbrookover(at)bfs.e-mail.com> |
HELLO, MY NAME IS JAMES BROOKOVER AND I AM STILL JUST A PROSPECTIVE
EUROPA BUILDER. I FIRST SAW THE EUROPA AT SUN'N'FUN IN 1995 AND HAVE
SINCE PURCHASED THE VIDEO, SUBSCRIBED TO THE NEWS LETTER, AND EVEN TOOK
THE TEST SPIN IN G-ELSA. I DO BELIEVE I AM READY TO BUILD, HOWEVER, THIS
WOULD BE A FIRST TIME PROJECT OF THIS MAGNITUDE, SO, I AM INTERESTED
IN GETTING A FEW QUESTIONS ANSWERED BEFORE I COMMIT.
1) HERE IN THE U.S. THE DISTANCES WE TEND TO FLY WHEN CROSS COUNTRY
REQUIRE A BIT MORE THAN 120 KTS CRUISE - TO OFFER GOOD UTILITY I
WOULD BE INTERESTED IN ONE OF THE HIGHER HP ENGINES - MAYBE THE NSI
CONVERSION. IF THE ADVERTISED CRUISE OF 140 KTS IS OBTAINABLE WITH
THIS ENGINE - DOES THE EUROPA VNE OF 160 KTS PRESENT A PROBLEM?
2) ALSO, THE INCREASE IN ENGINE SIZE WOULD REQUIRE AN INCREASE IN
FUEL CAPACITY - I AM INTERESTED IN IDEAS/SOLUTIONS TO CREATING
AUX FUEL CAPACITY.
3) ARE THERE ANY BUILDERS IN THE OH/IN/PA AREA WHO I CAN TALK TO
ABOUT THEIR PROJECT?
*
THANK YOU
J. R. BROOKOVER
721-6155 FAX(721-3822) E-MAIL JBROOKOVER(at)BFS.E-MAIL.COM
________________________________________________________________________________
| From: | "TomBreitenbach(EDHK)" <100525.3672(at)compuserve.com> |
For all of you, who wants to see a Europa 3 foot above ground , belly up and
holding +4.5g! It happend some days ago in Hamburg.
Thomas;-)
________________________________________________________________________________
| From: | "TomBreitenbach(EDHK)" <100525.3672(at)compuserve.com> |
| Subject: | st Europa Correction! |
Sorry, but i missed to say where you can download the GIF with the G-Test.
Compuserve AVSIG Homebuild corner library File G-Test Europa.
Thomas
________________________________________________________________________________
| From: | Steven A Eberhart <newtech(at)newtech.com> |
| Subject: | Re: G-Test Europa Correction! |
On 25 Apr 1996, TomBreitenbach(EDHK) wrote:
> Sorry, but i missed to say where you can download the GIF with the G-Test.
> Compuserve AVSIG Homebuild corner library File G-Test Europa.
> Thomas
>
>
Can we get a copy of the GIF put on the avnet server so that those of us
with only internet access can get to it too?
Steve
________________________________________________________________________________
| From: | Graham Singleton <100421.2123(at)compuserve.com> |
>>I would plan to use 2 comm radios which I think would need 2 separate
antenae,<<
Why not use a handheld as backup and put a BNC coupling in the antenna cable
where you can reach it in flight. They tend to work better than TSO'd radios
anyway.
Graham
________________________________________________________________________________
| From: | Graham Singleton <100421.2123(at)compuserve.com> |
>>For all of you, who wants to see a Europa 3 foot above ground , belly up and
holding +4.5g!<<
Congratulations Tom, did you also load the fuselage, engine tail etc at the same
time? I saw the wing loaded to 4.5 but not the fuselage.
Graham
________________________________________________________________________________
| From: | Graham Singleton <100421.2123(at)compuserve.com> |
| Subject: | Re: Any Local Europa Builders? |
>> Is it as Easy as they say ?Read this forum and you may really start to wonder
!<<
Is anything? It certainly isn't difficult, just a BIG job.
Graham
________________________________________________________________________________
| From: | Larry Portouw <72170.1636(at)compuserve.com> |
Thomas wrote:
For all of you, who wants to see a Europa 3 foot above ground , belly up and
holding +4.5g! It happend some days ago in Hamburg.
Thomas;-)
Thomas,
Your making my head hurt-- "belly up," = inverted? 3 feet above the ground,
OK, and +4.5g's (positive g's being stick back). My little feable brain
concludes that the plane is a fraction of a second from impacting the
ground(?)%-( What am I missing here?
Larry
!
*********************************************************************
Larry Portouw, Major, US Army, Tampa, Florida
72170.1636(at)compuserve.com -or- portouwl(at)ix.netcom.com
________________________________________________________________________________
| From: | Peter Stuy <pstuy(at)POWERUP.COM.AU> |
>Why not use a handheld as backup and put a BNC coupling in the antenna cable
>where you can reach it in flight. They tend to work better than TSO'd radios
>anyway.
I have been flying for years with just the ICOM handheld. First the A20 and
now the A22, and would not want anything else. If I go into remote areas I
take the battery, but coastal I leave even that at home. As I.Shaw says:
Keep it simple and light!
Peter
________________________________________________________________________________
| From: | jbamfyld(at)netlink.co.nz (John Bampfylde) |
| Subject: | Re: Freight Insurance |
>We used to think ATM terminals were secure until they started carrying
>them away on towtrucks!
>
>Tony
>#272
>Paid my GST and customs clearance :-( and have been assured that my
>tailfeathers will be with me Friday or Monday. Will believe it when I
>see it.
>
A hidden message in this conversation for us foreigners/refugees from
Britain. Make sure that your kit is insured DOOR TO DOOR. Europa insured it
to the dockside here, and obviously I wanted it insured for the short hop to
home. Funnily enough no one would touch it, as the insurer would not accept
the risk without inspecting it first, ie at the dockside, to ensure it was
OK at the start of the short hop. Grumpy calls to the factory got them to
accept the liability.
The factory may have got a policy sorted on this- in which case stop
reading- but don't bet on it. If in doubt, ask the factory to put in
writing that it is covered for the whole journey.
PS mine arrived unscathed but with the wooden crate (with fuselage, wings +
trailer) on the verge of disintegration. I did not get any problems from
Customs, but I wonder if they spotted that the wood used in the crate was
not treated....
Gluing in the tailplane tube this weekend. I will be around North Wilts in
May for 3 days, and plan a visit to Kemble and Aero Developments there.
Anyone else in the area want to show me around their Europa?
Regards,
John Bampfylde #130
________________________________________________________________________________
| From: | Richard Meredith-Hardy <rmh(at)flymicro.win-uk.net> |
>Has anyone any thoughts on the fitment on antennae. I believe most are opting
>for the factory reccommended comms fit, but what about navs, xponders and
>GPS. Have priced most of the commercially available aerials but they are
>horrendously expensive, also most tend to be for metal aircraft.
>The most awkward one appears to be the VOR as this is usually fairly large
>and needs to be mounted horizontally. Does anyone have a design for a folded
>dipole suitable for VOR use (also possibly glideslope) . Im not a radio
>boffin so answers in plain English please. Also do the aerials interfere with
>eachother and therefore require spacing out along the fuselage.
>
We have fitted a VOR antenna under the skin in a wing. We made it
ourselves (from some thin copper strip left over from the church
roof repairs!) Don't ask me how it was tuned properly, that was
done by my partner in crime Dave Simpson who knows about these
things, but it was pretty simple. Cabling is taken down a bit of
plastic conduit which runs thru. the cores. This conduit is
arranged so we could also fit nav. lights in the tips if we wanted.
We intend to fit a semi-floating BNC connector arrangement in the
wing root which connects automatically when the wing is fitted.
Regards
-------------------------------------------------------
Richard Meredith-Hardy TEL + 44 (0)1462 834776
rmh(at)flymicro.win-uk.net FAX + 44 (0)1462 732668
CIS: 100071,2422
Check out the British Microlight Aircraft Association at
http://www.avnet.co.uk/bmaa/bmaa.htm
________________________________________________________________________________
| From: | Peter.Thomas(at)burton.co.uk |
| Subject: | ST (reply to... I'm so confused!) |
Relax Larry
It was on a test jig. If it is OK with THOMAS I will upload a copy of the photo
to the europa FTP site.
Panic over
Pete
______________________________ Reply Separator _________________________________
Subject: I'm so Confused!
Date: 25/04/96 20:11
Thomas wrote:
For all of you, who wants to see a Europa 3 foot above ground , belly up and
holding +4.5g! It happend some days ago in Hamburg.
Thomas;-)
Thomas,
Your making my head hurt-- "belly up," = inverted? 3 feet above the ground,
OK, and +4.5g's (positive g's being stick back). My little feable brain
concludes that the plane is a fraction of a second from impacting the
ground(?)%-( What am I missing here?
Larry
!
*********************************************************************
Larry Portouw, Major, US Army, Tampa, Florida
72170.1636(at)compuserve.com -or- portouwl(at)ix.netcom.com
________________________________________________________________________________
| From: | Larry Portouw <72170.1636(at)compuserve.com> |
Pete,
Thanks, that's a relief! I had visions of someone rekitting a Europa!
Larry
>Relax Larry
It was on a test jig. If it is OK with THOMAS I will upload a copy of the photo
to the europa FTP site.
Panic over
Pete<
________________________________________________________________________________
| From: | "David Eaves" <David_Eaves(at)eurogw1.mentorg.com> |
| Subject: | Re: FWD>Europa_Mail- Anyone |
Europa Builders,
A video of The Third Europa Club Seminar held on 13th & 14th of April at
Staverton Cheltenham Gloucestershire UK has been taped and should be available
from May onwards.
The running time is anticipated to be three hours and covers presentations
of:-
Seats, upholstery and interior trimming.
Electronics for the BMW Boxer conversion, plus other power options.
Setting up a Europa instrument panel, dose and don'ts
Arplast VP propellers
Eurpa Aviation: Update on developments
How it feels to fly a Europa
Composite construction, tools and techniques
A visit to Mid West Engines, Staverton Airport Gloucestershire
If there you feel this these tapes are of interest please let me know, so as
to plan for production and duplication.
For this three hours worth of information, news views and comment on video
the cost would be fifteen pounds + P&P.
Date: 17/4/96 11:42 am
From: Nigel Graham
Europa Builders,
A video of The Third Europa Club Seminar held on 13th & 14th of April at
Staverton Cheltenham Gloucestershire UK has been taped and should be available
from May onwards.
The running time is anticipated to be three hours and covers presentations
of:-
Seats, upholstery and interior trimming.
Electronics for the BMW Boxer conversion, plus other power options.
Setting up a Europa instrument panel, do's and don'ts
Arplast VP propellers
Eurpa Aviation: Update on developments
How it feels to fly a Europa
Composite construction, tools and techniques
A visit to Mid West Engines, Staverton Airport Gloucestershire
If there you feel this these tapes are of interest please let me know, so as
to plan for production and duplication.
For this three hours worth of information, news views and comment on video,
the cost would be fifteen pounds + P&P.
Dave
This looks like one for you!!!!!
Nigel
Did anyone video tape any of the Staverton gathering? Would be glad to
pay for copying and postage plus make a contribution to your favorite
charity.
Steve
________________________________________________________________________________
| From: | ashfield <ashfield(at)easynet.co.uk> |
| Subject: | Re: G-Test Europa Correction! |
TomBreitenbach(EDHK) wrote:
> Sorry, but i missed to say where you can download the GIF with the G-Test.
> Compuserve AVSIG Homebuild corner library File G-Test Europa.
> Thomas
This sounds horrific. Unfortunately I'm not on CompuServe, so can't get
stuff off AVSIG. Could you attach it to a posting to this mailing list?
If not, can you please explain???
Many thanks.
--
Family history names being researched:
Ashfield, Durrant, Warnes, Hoddy, Utting,
Olver, Doney, Collicott, O'Toole/Toole, Yeo
Fly with the Popular Flying Association
come to the Golden Anniversary Rally at Cranfield, England
http://www.hiway.co.uk/customer/aviation/public/pfahome.html
________________________________________________________________________________
| From: | "bryan.wilkinson" <aa4bwi(at)zen.sunderland.ac.uk> |
| Subject: | Re: Europa_seminar video |
On 26 Apr 1996, David Eaves wrote:
>
> Europa Builders,
>
>
> A video of The Third Europa Club Seminar held on 13th & 14th of April at
> Staverton Cheltenham Gloucestershire UK has been taped and should be available
> from May onwards.
Yes I will be interested , Pleasse send info on the video to the email
address above ,
snail mail :-
c/o 43 stanton road
marden estate
north sheilds
tyne & wear
ne 30 3ph
________________________________________________________________________________
| From: | bizzarro(at)easynet.co.uk (Eddie Hatcher) |
| Subject: | Re: Any Local Europa Builders? |
>Calling All Europa Builders, is there any of you out there that live in or
>around Surrey Area.
>I am one of those unfortunates who owns two copies of the Europe information
>pack (the old and the new), would love to build a Europa if I could find the
>time/space/money and if only my wife could see what a necessity it is.
>For now I will just have to fly my group aircraft (PA-28 G-ATOK) out of
>White Waltham and dream.
>The reason I ask is that I would dearly love to see a real Europa project
>taking shape and talk to a builders to find out what really is involved.....
>is it really is as easy as they say in the information pack and
>video....surely not!
>I have no previous building experience (apart from R/C aircraft!!!) and I
>must admit the extracts from the builders manual do tend to scare me a bit!
>What would a realistic total price be for one in the air and a realistic
>time scale.
>
>Look forward to hearing from one or many of you.
>
>Keith Tallent
>
>
Hi Keith
Well, we are building a Europa in Sydenham and have just received or tail
section. You are quite welcome to have a look at our project although we
have only unpacked the box and checked off the contents. We are still
finishing off the workshop. We also must find ourselves a qualified
inspector before we start. But finally it is happening so email us and we
can talk.
Cheers
Eddie and Bill
Eddie Hatcher
South East London Flying Group
bizzarro(at)easynet.co.uk
________________________________________________________________________________
| From: | bizzarro(at)easynet.co.uk (Eddie Hatcher) |
Hi All
Can anyone recommend a trustworthy insurance company for insuring our Europa
in its pre-flight condition. We have had no experience of aviation insurance
brokers and naturally, we are worried about who to deal with. Any ideas??
Cheers
Eddie
Eddie Hatcher
South East London Flying Group
bizzarro(at)easynet.co.uk
________________________________________________________________________________
| From: | Tony Renshaw <renshaw(at)ozemail.com.au> |
| Subject: | r skin Aerials/conduits etc. |
Recently Richard Meredith-Hardy replied to a message about aerial fitment.
>
>>Has anyone any thoughts on the fitment on antennae.
>>
>We have fitted a VOR antenna under the skin in a wing. We made it
>ourselves (from some thin copper strip left over from the church
>roof repairs!) Don't ask me how it was tuned properly, that was
>done by my partner in crime Dave Simpson who knows about these
>things, but it was pretty simple. Cabling is taken down a bit of
>plastic conduit which runs thru. the cores. This conduit is
>arranged so we could also fit nav. lights in the tips if we wanted.
>
>We intend to fit a semi-floating BNC connector arrangement in the
>wing root which connects automatically when the wing is fitted.
Dear Richard,
Any tips on the installation of your conduits, and detail on what a "BNC
Connector" is, would be great. Could you ask your partner in crime to
elaborate for the uneducated about your aerial under the wing skin. I am
only up to the tail stage, but am keen to archive all pertinent tips for the
appropriate time. The wing kit I hope to order soon to have the glasswork
done by the end of the Southern Hemisphere winter,so that all I have to
worry about is temperature control and not also humidity.
Thanks in anticipation.
>
>Regards
Tony Renshaw ( Builder No. 236)
The Aussie Connection
>
________________________________________________________________________________
| From: | jbamfyld(at)netlink.co.nz (John Bampfylde) |
Do we get any instructions with our redox? I cant find any. If not, can
any knowledgeable person tell me the hardening time? I assume the humidity
controls are as per the normal resin!
John Bampfylde #130
________________________________________________________________________________
| From: | "Tony Krzyzewski <tonyk(at)kaon.co.nz>" <tonyk(at)kaon.co.nz> |
| Subject: | Re: FWD>Europa_Mail- Anyone |
> A video of The Third Europa Club Seminar held on 13th & 14th of April at
> Staverton Cheltenham Gloucestershire UK has been taped and should be available
> from May onwards.
>
> For this three hours worth of information, news views and comment on video
> the cost would be fifteen pounds + P&P.
>
SOLD.
Where do I send my money.
Tony
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________________________________________________________________________________
| From: | Ember <mberner(at)wow.net> |
| Subject: | Re: Under skin Aerials/conduits etc. |
Tony Renshaw wrote:
> Dear Richard,
>
> Any tips on the installation of your conduits, and detail on what a "BNC
> Connector" is, would be great.
A BNC connector is a "Bayonet Nut Coupler" which is a coaxial plug and socket,
available, as "in
line" or "panel mounted" versions. Its virtue is that it maintains a 50 ohm
impedence, same as
your coaxial cable. Not too easy to solder in place, but not impossible !
Martin W. Berner, 9Y4TAM
26 Mayfield Road, Valsayn Park, Trinidad, The West Indies
Live Long and Prosper !
________________________________________________________________________________
| From: | CPattinson(at)aol.com |
In a message dated 25/04/96 11:54:35, you write:
>Has any one considered using the Vision Micro Systems brand of
>(digital) engine instruments? What do you think?? They have a web site ->
>http://beginning.larc.nasa.gov/oshkosh/vm1000.html
>or do a search on Vision Micro Systems (alta vist works well and is the
>top item on the search results.
>
>
Yes I definitely was interested in the VM instrument system (saves so much
space). I rang them and guess what, they dont make em for Rotaxes. If you can
cram a Continental or Lycoming in your Europa then youre OK but otherwise
theyre not interested. Also, theyre horrendously expensive (thousands of
dollars !!!)
Unfortunately, I somehow doubt the handful of Europa owners that might be
interested would make them change their minds.
Regards
Carl Pattinson.
PS - Thanks to all who replied to my antenna query.
________________________________________________________________________________
| From: | Graham Singleton <100421.2123(at)compuserve.com> |
>>Has any one considered using the Vision Micro Systems brand of
>(digital) engine instruments?<<
Overpriced. I can supply Grand Rapid's engine information system, which is very
user friendly, (I have one in stock ) or the similar Allegro unit fitted to
Europa's Florida demonstrator. (The new tri gear one, not Elsa).
Graham
________________________________________________________________________________
| From: | Graham Singleton <100421.2123(at)compuserve.com> |
>>can any knowledgeable person tell me the hardening time? <<
It will start to go off after about two hours at normal workshop temps. The cure
is a gradual increase in viscocity rather than a sharply defined gell.
Graham
________________________________________________________________________________
| From: | Graham Singleton <100421.2123(at)compuserve.com> |
>>Can anyone recommend a trustworthy insurance company for insuring our Europa
in its pre-flight condition<<
We used Jennings who arranged a domestic typte policy. 0181 680 0688.
Unfortunately they weren't so competitive on flight insurance so we went to
Polygon, 01481 716 000.
Graham
________________________________________________________________________________
| From: | "Tony Krzyzewski <tonyk(at)kaon.co.nz>" <tonyk(at)kaon.co.nz> |
| Subject: | Re: Under skin Aerials/conduits etc. |
> A BNC connector is a "Bayonet Nut Coupler" which is a coaxial plug and socket,
available, as "in
> line" or "panel mounted" versions. Its virtue is that it maintains a 50 ohm
impedence, same as
> your coaxial cable. Not too easy to solder in place, but not impossible !
>
To terminate a BNC connector properly and maintain impedance you
should follow the instructions provided with the connector carefully
and if possible use an coaxial cable stripper.
Now it just so happens that 50 ohm BNC connectors and good quality
coax are used for Ethernet Thin Net (10Base2) cabling so what you do
is go and see your local friendly data networking company and either
trade a few beers for a loan of their coaxial stripper or part with
some money for them to terminate your cable correctly. In data
networks we no longer solder the centre pin but use a high pressure
crimp to give a really solid connection. If you feel nervous about
crimps then you can always run a soldering over the back of the pin
and dribble solder in. The abuse that these connectors get in an
office is far worse than you would get in an aircraft unless you
happed to arrive rather than land.
When buying your BNC connectors and cable ensure that you specify 50
ohm as the connectors and cable are also available in 75 ohm versions
for use with TV systems.
Tony
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________________________________________________________________________________
| From: | "Tony Krzyzewski <tonyk(at)kaon.co.nz>" <tonyk(at)kaon.co.nz> |
>
> Overpriced. I can supply Grand Rapid's engine information system, which is very
> user friendly, (I have one in stock ) or the similar Allegro unit fitted to
> Europa's Florida demonstrator. (The new tri gear one, not Elsa).
I can see this trip of mine is going to be expensive. I hope you take
credit cards :-)
Tony
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________________________________________________________________________________
| From: | Edward Gladstone <101327.626(at)compuserve.com> |
| Subject: | tal Engine Instruments |
Re the recent discussion about digital engine instruments.
I picked up a leaflet of a neat single screen LCD multi-function electronic
instrument at a recent Kit Car Show. It is meant for motor sport applications
and is distributed by a company called -- would you believe it --- EUROPA
SPECIALIST SPARES, Burton Upon Trent, England. The leaflet describes it as
a
highly accurate instrument and states that it comes with all sensors, wiring
loom and comprehensive installation and operating manual. It is manufactured by
a company called SPD Design but I have not located their address yet.
The features include:-
Bar graph tacho, Digital tacho, programmable gear shift light, programmable
speedometer, Voltage display with programmable low battery warning, Oil pressure
display with programmable low pressure warning, Oil temp display, Fuel pressure
display, Water temp display with programmable over temp warning, Replaceable
pre-calibrated pressure sensors and Memory on all max & min readings stored.
Perhaps some of the unnecessary features could be adapted to our use --- ie
Speedo to Cyl head temp, Gear shift light to Starter Engaged light etc.
The dimensions are 190mm X 72mm X 35mm & the cost L522.
Ted Gladstone
________________________________________________________________________________
| From: | Denys Gover <skypilot(at)ozemail.com.au> |
| Subject: | Re: FWD>Europa_Mail- Anyone |
David Eaves wrote:
>
>
> Europa Builders,
>
> A video of The Third Europa Club Seminar held on 13th & 14th of April at
> Staverton Cheltenham Gloucestershire UK has been taped and should be available
> from May onwards.
>
> The running time is anticipated to be three hours and covers presentations
> of:-
>
> Seats, upholstery and interior trimming.
>
> Electronics for the BMW Boxer conversion, plus other power options.
>
> Setting up a Europa instrument panel, dose and don'ts
>
> Arplast VP propellers
>
> Eurpa Aviation: Update on developments
>
> How it feels to fly a Europa
>
> Composite construction, tools and techniques
>
> A visit to Mid West Engines, Staverton Airport Gloucestershire
>
>
> If there you feel this these tapes are of interest please let me know, so as
> to plan for production and duplication.
>
> For this three hours worth of information, news views and comment on video
> the cost would be fifteen pounds + P&P.
>
> --------------------------------------
Sounds good to me but I would need it in the PAL D format for Australian tele/video.
Denys Gover
Canberra Australia.
________________________________________________________________________________
| From: | Peter Stuy <pstuy(at)POWERUP.COM.AU> |
>
>Overpriced. I can supply Grand Rapid's engine information system, which is very
>user friendly, (I have one in stock ) or the similar Allegro unit fitted to
>Europa's Florida demonstrator. (The new tri gear one, not Elsa).
>
Thanks Graham, but what does each do and how much do they cost respectively?
Peter
________________________________________________________________________________
| From: | Warren Webb <wwebb(at)ipacific.net.au> |
| Subject: | pa Down Under - New User |
Gidday Mates,
I just received the info pack.... Just watched the video.... Just
found this great site on the web.
I'm planning to build a Europa in the near future. I hope to travel
to Oshkosh this August to see this little marvel 'in the flesh'.
I'm interested in fun flying and will be needing a cross country
machine to travel regularly from Byron Bay to Sydney (approx 350 nm)
I'm interested in hearing from anyone, anywhere, particularly fellow
enlightened Europitis sufferers in Oz, about Building, Certifying, and of
course flying the Europa. I'm also particularly keen to hear about any
developments which will help obtain 130 + k cruise and IFR operation.
Looking forward to sharing the good times.
Warren Webb
________________________________________________________________________________
| From: | zeus(at)myth.demon.co.uk (Mike Cowgill) |
| Subject: | Re: Under skin Aerials/conduits etc. |
In message <31823B55.35DF(at)wow.net> Ember writes:
>Tony Renshaw wrote:
>
>> Dear Richard,
>>
>> Any tips on the installation of your conduits, and detail on what a "BNC
>> Connector" is, would be great.
>
>A BNC connector is a "Bayonet Nut Coupler" which is a coaxial plug and
>socket, available, as "in line" or "panel mounted" versions. Its virtue
>is that it maintains a 50 ohm impedence, same as your coaxial cable. Not
>too easy to solder in place, but not impossible !
Close.
BNC = Bayonet Neil Concelman
TNC = Threaded Neil Concelman
According to the IEEE (Institute of Electrical and Electronic Engineers)
journal "Spectrum" in which Neil Concelman was interviewed and explained the
design ideas. As Tony says, they maintain constant impedance along the
transmission line (connectors like PL259/SO239 don't) which basically means
that more of the tranmitter power gets out and more of the received signal at
the antenna actually gets into the radio. They are also mechanically quite
resilient .Full size 'N' connectors (which actually have the same connecting
hardware) are better but are larger and heavier. They are suited to repeated
plugging/unplugging and are common on low/medium end professional equipment.
The Bayonet version is faster but more susceptible to oxidation and impedance
discontinuity.
Mike G1VOX (no, not G-IVOX sadly)
P.S. They aren't difficult to assemble when you get the basic idea. They are
well worth the extra effort. You are building an aircraft after all!
________________________________________________________________________________
| From: | jbamfyld(at)netlink.co.nz (John Bampfylde) |
Has anyone out there managed to find a good strobe/fuselage 'light' to make
Europas more visible? Aircraft Spruce catalogues have dozens of strobes for
wings, fins etc, but no obvious choice. Also, is on top between cockpit and
fin a good location for it?
________________________________________________________________________________
| From: | tonyk(at)kaon.co.nz |
wrote:
>Has anyone out there managed to find a good strobe/fuselage 'light' to
make
>Europas more visible? Aircraft Spruce catalogues have dozens of strobes
for
>wings, fins etc, but no obvious choice. Also, is on top between cockpit
and
>fin a good location for it?
>John
Andy at the factory suggests fin top and under fuselage as the best
locations - this way you don't have to worry about wing cables.
Peter Kember has this arrangement and I am trying to find out which
strobe he used. Electrical drain and mounting size are the main issues.
I wouldn't place it on the turtledeck as this would be blocked from
behind by the fin (having had someone try to mow me down in the Ardmore
circuit already, believe me you want to be highly visible from the rear!)
Tony
----------------------------------------------------
Tony S Krzyzewski Kaon Technologies Ltd
Reply to tonyk(at)kaon.co.nz L7, 19 Victoria St West
Date: 29/04/96 Auckland, New Zealand
Time: 14:07:50 Ph +64 9 358 9124
The New Zealand Home of
ATM Ltd, NetManage Chameleon and Ecco, Spider/Shiva
Borderware, Banyan and SNMPc
----------------------------------------------------
________________________________________________________________________________
| From: | Peter Lert <plert(at)csn.net> |
| Subject: | Re: Strobes/Be seen |
On Mon, 29 Apr 1996, John Bampfylde wrote:
> Has anyone out there managed to find a good strobe/fuselage 'light' to make
> Europas more visible? Aircraft Spruce catalogues have dozens of strobes for
> wings, fins etc, but no obvious choice. Also, is on top between cockpit and
> fin a good location for it?
>
>
Not a bad location if you want to make the a/c more visible in
the daytime--but *horrible* at night as you'll be blinded once per second
by the reflection from the wings, not to mention a "frozen" prop blade
appearing before you on each flash.
Best way to go if you can afford the pounds (both weight and
money) is dual wingtip strobes: 360-degree visibility to all comers, but
no "backflash" to bother you. I'm planning along those lines and intend
to install an appropriate length of *thinwall* plastic pipe (shouldn't
weigh more than a pound or so per wing, max) as a conduit for nav and
strobe light wiring. Note that Hoskins makes a nice little wingtip unit
incorporating a nav light, a strobe, and a white rear light--at least
here in the USA this is a legal replacement for a white tail light, thus
precluding the need to install one in the rudder and change the mass balance.
Peter Lert
US #38 (I think...just got the tail!)
________________________________________________________________________________
| From: | jbamfyld(at)netlink.co.nz (John Bampfylde) |
| Subject: | Re: FWD>Europa_Mail- Anyone |
>
>David Eaves-
>
>
>A video of The Third Europa Club Seminar held on 13th & 14th of April at
>Staverton Cheltenham Gloucestershire UK has been taped and should be available
>from May onwards.
>
Yes please- the tapes sound really informative. It may be a while before we
have an NZ seminar similar!
________________________________________________________________________________
| From: | "Tony Krzyzewski <tonyk(at)kaon.co.nz>" <tonyk(at)kaon.co.nz> |
| Subject: | nsions of Europa on trailer (a correction) |
Sorry people, I got the dimensions wrong in an earlier email.
The absolute dimensions of the Europa on its trailer, measured at
Kirbymoorside, are as follows.....
Height 84 inches, 214 cm
Width 81 inches, 206 cm
Length 19 feet 9 inches, 610 cm
The height is with the propeller set to the minimum height ie with
the vertical blade pointing down. The height will be greater when towing
so as to give greater ground clearance.
Sorry about the earlier length dimension, I have absolutely no idea
where the 20'6" dimension came from but I had recorded it as that and
only noticed the error when I read through Alizon Holland's original
fax this evening.
I still think you would be pushing it to get it into a 20 foot
container even with the 9 inches just gained.
Tony
#272 and still trying to persuade customs to give me my tail kit, :-(
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________________________________________________________________________________
| From: | John Cliff <jfc(at)oasis.icl.co.uk> |
Graham Singleton wrote 'The best place for the com antenna is the fin,
as per plans.'
I have only the tail kit, which comes with an instruction manual, which
doesn't seem to mention antennas, but without anything which would
usually be called 'plans'
Is the com antenna mentioned in documentation that comes with later kit
stages - i.e. do I need later documentation before I build the fin - or
am I barking up the wrong tree ?
John Cliff (#259)
________________________________________________________________________________
| From: | PGrif75120(at)aol.com |
| Subject: | Re: Any Local Europa Builders? |
Dear Keith,
I am not in Surey but I am just round the M25 in Uxbridge. I am currently
building fuselage - top on and wings fitted. If you care to give me a call on
01895-811303 working hours, you are welcome to come and have a look.
Patrick Griffin #69
________________________________________________________________________________
| From: | Dave Johnson <badger(at)parallax.co.uk> |
| Subject: | builders in the Midlands (UK) |
Hi There,
I've been following the discussion and the newsletters for about eight
months. Now I'm slowly
moving from wannabee to a potential builder, it also helps that my GFT is
coming up soon :-)
I should like to make contact with any builders in the Midlands (50 mile
radius Brum) to get
their views and possibly a visit to see a kit under construction.
regards
Dave Johnson
badger(at)parallax.co.uk | Wk. :+44 1203 514428
g4dpz(at)amsat.org | Hm. :+44 121 561 3891
http://www.parallax.co.uk/~badger | Mob.: 0802 210695
| Fax.:+44 1203 514401
________________________________________________________________________________
| From: | Kesterton Donald <KestertonD(at)logica.com> |
| Subject: | l Europa Builder |
Keith,
Re your request to visit an ongoing project.
We are fitting the fuel tank and will shortly be bonding in the cockpit
module so lots to see. We are not in Surrey either but in Milton Keynes,
not far from Cranfield airfield.
We are all first time builders and the project is going very well with no
problems.
Give me a ring at work on 0171-446-5780 or home 01908-372434 if you would
like to visit
Donald Kesterton
Builder 216
________________________________________________________________________________
| From: | David Jones <101746.2151(at)compuserve.com> |
From: David Jones CompuServe 101746,2151
Hello everyone I have just joined the Mailing list, I am building Europa No
129 (G-FLOX) in a group of Four. At the moment we are working on attaching
the rudder to the fin.
Has anyone thought of fitting the Jabiru engine to their europa. The claim
from the UK distributor is that it weighs 123 LBS, costs #5950 +VAT and
uses 15 LTRS per hour (75% load). I would think it would be good
competition for the Rotax and the Mid West rotary?
________________________________________________________________________________
| Subject: | subscriber - build time/space |
| From: | Bill Barham <williamb(at)ibmoto.com> |
Hi,
I am new to this list. I am planning to start building a Europa in
the next couple of months. Right now I am allocating space and planning
my schedule. I am trying to get a good idea of how long the construction
will take, if builders out there could email me there completed times or
estimated times to completion, I could summarize this information and
post it to the list. Secondly, how big of a work area am I going to need
to complete the plane? Finally, I would like to hear from any builders
or potential builders in the Texas area. Thanks.
Bill Barham 512-795-7005 PowerPC Group, Somerset
williamb(at)ibmoto.com Motorola -- Austin, TX.
________________________________________________________________________________
| From: | "TomBreitenbach(EDHK)" <100525.3672(at)compuserve.com> |
| Subject: | G-Test Confusion |
First: I tryd to make a little yoke combined with information.
Second: I am not building myself the Europa but a Stampe-like Biplane called
Kiebitz. A friend of mine is building the Europa No. 131 and i am naturally very
interested in his projekt and try to be a relais between him and this
Newsletter.
To Larry:
>Thomas,
Your making my head hurt-- "belly up," = inverted? 3 feet above the ground,
OK, and +4.5g's (positive g's being stick back). My little feable brain
concludes that the plane is a fraction of a second from impacting the
ground(?)%-( What am I missing here?
Larry<
Take it easy, it was a ground test in a test jig.
To Graham:
>Congratulations Tom, did you also load the fuselage, engine tail etc at the
same
time? I saw the wing loaded to 4.5 but not the fuselage.
Graham<
No, the fuselage and engine was not loaded at the same time. The elevators were
loaded in aircrafts normal position on its own gear one side 100kg, other side
150kg and vice versa, thats together a quarter ton. This torque-input was made
to test the horizontal fuselage-conection and the spar of the Elevator.
The wing was loaded with 1.8 tons, and bend 34cm on one side and 33cm on the
other side. All this static loads were hold for 4 days. The test ends up without
any permanent deformation or other problems.
To Peter:
>Relax Larry
It was on a test jig. If it is OK with THOMAS I will upload a copy of the photo
to the europa FTP site.
Panic over <
I would apreciate that.
To Luc:
> Did you measure the deformations during your test? In Switzerland
each homebuilt has to be load-tested, so if you have some data it can be
useful to compare them with the factory tests and the other airplanes that
will be tested.
One in CH should be ready for the test next summer.
I'm the engineer in charge by the Swiss RSA (EAA) to control the
calculation folder prior to the acceptance of the experimental certification
of the Europa by the Swiss Authorities. The Swiss FOCA (LBA eq.) has enough
to do without all these homebuilts so they have delegated some tasks to the
RSA, we are now agreed to do noise measurements, all construction checks
prior to the final examination of the plane, and examination of the
calculations...
Join us at the Swiss RSA convention 9-10-11 Aug. in Neuch=E2tel (LSGN)...
Thanks for your help.<
If you like you can have the phone number of Jens (the builder of 131) .
Some of the results are above.
Happy flying to you all.
Thomas, Kiel Germany
________________________________________________________________________________
| From: | Peter Davis <101621.3070(at)compuserve.com> |
| Subject: | Re: Any builders in the Midlands (UK) |
Hi! Peter Davis here in Abingdon. Only just in your 50 mile radius but give me
a
ring if I can be of any help. Tail & wings done (but not filled yet) and lid
about to go on the fuselage.
Give me a ring on (01235) 520936 if I am within your reach.
Regards,
Peter
________________________________________________________________________________
| From: | CPattinson(at)aol.com |
| Subject: | Re: Strobes/Be seen |
Reference the use of strobes, I get the impresion that builders have been
going for several options. I believe Peter Kember has fitted the Goldwing
strobes, and some have gone for the Wheelen unit. I have opted for Wheelen,
the PSU will drive up to 3 strobes each with a multiple burst flash. I have
opted for two strobes one on tail and one on belly - havent decided where .
Its worth phoning Aircraft Spruce (UK) and speaking to David Dawson. Although
there is a lot to choose from in reality only one or two are suitable units.
I had thought of mounting the belly strobe on the swinging undercarriage arm
so when retracted the flash pointed forward, but Europa arent too happy about
me drilling this high stress component. Im not keen on mounting it in the
rear fuselage or near the fuel tank just in case of stray fuel vapours. There
is also the question of the proximity of my numerous aerials in the fuselage
and any possible interference. I think it will probably end up on the lower
engine cowling (just forward of the swinging arm), unless this conflicts with
the exhaust exit. Will have to wait until we fit the engine.
Any suggestions from those who are flying or nearly finished, Graham ?
Carl Pattinson
________________________________________________________________________________
| From: | gemin(at)cix.compulink.co.uk (Graham Clarke) |
Speaking with my HAM hat on, to trim the tail dipole correctly you should
contact the local radio amateur club. Many of them will have VSWR meters
(which is wot you measure and optimise) and some will have them combined
with tunable signal generators. The kit is hand-held portable size so can
readily be brought to your site. The popular 2 meter band is only tens
of Mhz. above the airband, so these devices are easily set up for
optimising at mid-airband (taken as 120Mhz usually).
Interestingly it would not seem to be vital to use horizontal
polarisation for VOR -after all the dual Icoms still use the same "rubber
duck" (unless there is something devilish clever inside !) No doubt it's
not so effective that way, but I have never seen a comparison.
Polarisation tends to lost along low angle paths anyway for various
reasons and might even pick up a circular component, so there would not
even be a null plane when it reaches you.
gemin
________________________________________________________________________________
| From: | gemin(at)cix.compulink.co.uk (Graham Clarke) |
| Subject: | Re: digital protractor |
Anyone who has bought the standard Warp Drive prop. will know that it
comes with a most excellent protractor/spirit level for setting the prop.
pitch to a fraction of a degree. If I had known this before, I would not
have bothered making the plumb-bob device, and would not think a digital
device would be cost effective by comparison. Someone should ask if it
can be bought separately
________________________________________________________________________________
| From: | tonyk(at)kaon.co.nz |
| Subject: | Re: Strobes/Be seen |
I have opted for Wheelen,
>the PSU will drive up to 3 strobes each with a multiple burst flash. I
have
>opted for two strobes one on tail and one on belly - havent decided
where .
Can you please give us the Spruce part numbers for the units you are
getting.
Thanks
Tony
----------------------------------------------------
Tony S Krzyzewski Kaon Technologies Ltd
Reply to tonyk(at)kaon.co.nz L7, 19 Victoria St West
Date: 30/04/96 Auckland, New Zealand
Time: 12:03:14 Ph +64 9 358 9124
The New Zealand Home of
ATM Ltd, NetManage Chameleon and Ecco, Spider/Shiva
Borderware, Banyan and SNMPc
----------------------------------------------------
________________________________________________________________________________
| From: | tonyk(at)kaon.co.nz |
Well, I finally have two boxes with sitting in my garage :-)
Now I suppose I will have to start building!
Tony
----------------------------------------------------
Tony S Krzyzewski Kaon Technologies Ltd
Reply to tonyk(at)kaon.co.nz L7, 19 Victoria St West
Date: 30/04/96 Auckland, New Zealand
Time: 12:39:52 Ph +64 9 358 9124
The New Zealand Home of
ATM Ltd, NetManage Chameleon and Ecco, Spider/Shiva
Borderware, Banyan and SNMPc
----------------------------------------------------
________________________________________________________________________________
| From: | jbamfyld(at)netlink.co.nz (John Bampfylde) |
>Well, I finally have two boxes with sitting in my garage :-)
>
>Now I suppose I will have to start building!
>
A journey of 1000 miles starts with a single step! Most of the steps are
enjoyable and well described in the instructions, except that Ivan does not
touch on the subject of "partner pacification"- one of the most important
building processes.
Have fun!
John Bampfylde, #130
________________________________________________________________________________
| From: | Linda Iwaszkiewicz <mprliiz(at)mh1.mcc.ac.uk> |
Dear Europa
Please cancel the subscrioption from this address. The person who
wanted this information no longer works here.
I would be grateful not to have a lot of mail not pertaining to
myself, every morning.
Thankyou
Linda Iwaszkiewicz
Hall Secretary
Lambert and Fairfield Halls
Granby Row
MANCHESTER
M60 7LH
Email: Linda.Iwaskiewicz(at)umist.ac.uk
Tel: 0161-955-8283
Fax: 0161-955-8383
________________________________________________________________________________
| From: | Graham E Laucht <graham(at)ukavid.demon.co.uk> |
In message , Graham Clarke
writes
>Speaking with my HAM hat on, to trim the tail dipole correctly you should
>contact the local radio amateur club. Many of them will have VSWR meters
>(which is wot you measure and optimise) and some will have them combined
>with tunable signal generators. The kit is hand-held portable size so can
>readily be brought to your site. The popular 2 meter band is only tens
>of Mhz. above the airband, so these devices are easily set up for
>optimising at mid-airband (taken as 120Mhz usually).
Don't expect a perfect match across such a wide bandwith you might be
quite horrified with the standing wave voltage at the band edges and it
depends just where the meter is inserted in the line. I prefer to use a
field strength meter and trim for best level at midband.
Geometric mean of 118-137Mhz=127.1456 or more simply 127.15 assuming you
are trimming a communications antenna or 112.900 if you are trimming a
navigation antenna. NB It's one of the reasons 121.50 was chosen as the
distress frequency.
>
>Interestingly it would not seem to be vital to use horizontal
>polarisation for VOR -after all the dual Icoms still use the same "rubber
>duck" (unless there is something devilish clever inside !) No doubt it's
>not so effective that way, but I have never seen a comparison.
>Polarisation tends to lost along low angle paths anyway for various
>reasons and might even pick up a circular component, so there would not
>even be a null plane when it reaches you.
Some VORs are circular polarised at source so they will only be 3dB down
whether the antenna is vertical or horizontal. Also rubber covered
helicals have odd polarisations so maybe that's why Icoms work equally
well with either linear polarisation.
I think the reason why "proper" nav antennas are swept back is to create
a forward biased cardoid radiation pattern. Based on the assumption that
those ahead will be getting stronger in signal level and the most useful
fixing is with two or three at right angles. I would imagine they will
be quite a few dB down for VORs immediately aft the aircraft compared
with those ahead and abeam. A vertical will "see" them all equally
though a tail mounted unit will suffer some blocking by the fuselage,
engine and occupants. Maybe a belly mounted crossed dipole made from
tape with 0.25 wave phasing section to give circular polarisation might
be an answer. The main problem with antennas embedded in epoxy/glass is
they can be very lossy compared with free space wire antennas.
--
Graham E Laucht
________________________________________________________________________________
| From: | christoph.both(at)acadiau.ca |
| Subject: | RCPT: Cancel subscription |
Confirmation of reading: your message -
Date: 30 Apr 96 9:30
Subject: Cancel subscription
Was read at 11:03, 30 Apr 1996.
________________________________________________________________________________
| From: | Steven A Eberhart <newtech(at)newtech.com> |
On Tue, 30 Apr 1996 tonyk(at)kaon.co.nz wrote:
> Well, I finally have two boxes with sitting in my garage :-)
>
> Now I suppose I will have to start building!
>
> Tony
> ----------------------------------------------------
Not trying to rush you or anything ;-) but I didn't find builder No. 272
on the Builders Pages section of your Europa Home Page :-)
Have fun building Tony.
Steve
________________________________________________________________________________
| From: | Peter Davis <101621.3070(at)compuserve.com> |
| Subject: | Re: new subscriber - build time/space |
In reply to Bill Barham -
Construction time seems to be panning out at 2-2,500 hours.
Space for building - I am using a single garage but am very pushed for space and
have to store stuff not immediately in use elsewhere - like the wings etc. A
double and single garage would be nice, but more would be even better. When you
come to rig/set up the wings you will either have to go outside or use a small
industrial unit, or enormous garage, of course, if you have one.
Good idea to allocate the space, but I would suggest that you forget the
schedule. Building the 'plane is a very enjoyable thing to do but the only way
to approach it - for me at least - is to take it one step at a time and then
decide how long to allocate to the project once it has been completed.
As they say - the retroscope is a very accurate instrument.
Regards,
Peter.
________________________________________________________________________________
| From: | Tony Krzyzewski <tonyk(at)kaon.co.nz> |
>
>Not trying to rush you or anything ;-) but I didn't find builder No. 272
>on the Builders Pages section of your Europa Home Page :-)
>
>Have fun building Tony.
>
>Steve
What I will do is take some photos of the workshop and various build
stages and document the experience on my web pages.
I have been rather busy over the past month with two major computer shows
so the home pages have had to take a back seat.
Look for some updates in about 2 weeks.
Tony
----------------------------------------------------
Tony S Krzyzewski Kaon Technologies Ltd
Reply to tonyk(at)kaon.co.nz L7, 19 Victoria St West
Date: 1/05/96 Auckland, New Zealand
Time: 08:35:42 Ph +64 9 358 9124
The New Zealand Home of
ATM Ltd, NetManage Chameleon and Ecco, Spider/Shiva
Borderware, Banyan and SNMPc
----------------------------------------------------
________________________________________________________________________________
| From: | RonSwinden(at)aol.com |
Dear all. theorising about aerials is just about the most non consumating
sport I have ever watched. Please can someone who really knows about such
things tell us how long the bits of copper tape that we stick in our a/craft
tails need to be to give us a reasonable preformance over the band that we
operate in. Is it really necessary to invent a new sized wheel for every
Europa?? The Europa instructions recomend the use of an SWR meter to fix
the length of the dipole then glass it in but G L comments the glass is a
lossy? material which presumably means that the glass cover will modify the
tuning that we did before the glassing? at which point futher tuning will be
difficult if not immpossible.I pass. Help somebody gimme a length that I can
measure with a rule and which has a fair chance of working with a reasonable
level of efficiency. I'll settle for that.Ron No 33
________________________________________________________________________________
| From: | CPattinson(at)aol.com |
| Subject: | Re: Details/ Price of Wheelen strobe units |
Herewith part numbers for the Wheelen strobe parts.
Power supply - P/N 11-16218 (price 329 dollars / 236 UK pounds+VAT )
Cabling Kit - P/N HD60 (price 55 dollars/ 44 UK pounds + VAT )
Tail Light Strobe - P/N - A625 (price 68 dollars each/ 65 UK pound:+VAT )You
need 2.!
Note the tail lite strobes are not exclusively for tail mounting but happen
to be quite small and not therefore as draggy as other larger units. Despite
their size they still deliver the full flash output - 660 candles.
One thing I failed to mention is the current drain - 7 amps @ 13.5 volts,
quite a large chunk of the 18 amps available from the Rotax 912 alternator.
Goldwing claim their flash units put out more flash power (32 joules) and
use less power (only 20 W). Wheelen is 25 joules per flash on about 100 W).
On paper the Goldwing sounds a better bet but im inclined to think that you
dont get something for nothing. Is someone telling porkies ?
Hope this helps
Carl Pattinson
________________________________________________________________________________
| From: | Tony Krzyzewski <tonyk(at)kaon.co.nz> |
| Subject: | Re: Details/ Price of Wheelen strobe units |
>One thing I failed to mention is the current drain - 7 amps @ 13.5
volts,
>quite a large chunk of the 18 amps available from the Rotax 912
alternator.
Seven Amps is one helluva drain, time to count up the ratings for all the
other bits you intend to install I would say.
Tony
----------------------------------------------------
Tony S Krzyzewski Kaon Technologies Ltd
Reply to tonyk(at)kaon.co.nz L7, 19 Victoria St West
Date: 1/05/96 Auckland, New Zealand
Time: 13:17:09 Ph +64 9 358 9124
The New Zealand Home of
ATM Ltd, NetManage Chameleon and Ecco, Spider/Shiva
Borderware, Banyan and SNMPc
----------------------------------------------------
________________________________________________________________________________
| From: | bill(at)wynne.co.uk (W.Williams-Wynne) |
>>>>How about a Europa club excursion next year? Might be able to get group
>>booking rates, mabee even charter a plane ;~)<<
>>
>>Excellent idea, count me in :->
>>
>Sounds like a good idea to me, if you need extra numbers we could mention
>it in Flyer...
Please count me in for next year - if I'm still here!
710101/2/3
________________________________________________________________________________
| From: | dbosomworth(at)meto.govt.uk |
| Subject: | Re: Antennas and Plans |
Hello all,
A couple of days ago John Cliff wrote:
>Is the com antenna mentioned in documentation that comes with later kit
>stages - i.e. do I need later documentation before I build the fin - or
>am I barking up the wrong tree ?
The details are all in the fuzz instructions John, you dont
need to worry about aerials yet unless you are planning on sticking
things in the wings - see earlier postings for peoples ideas on this.
I am also sticking a strobe on the top of the fin, nothing
else underneath or on the wingtips, if they need to see it from below
just roll inverted occasionally ;-)
chus, dave
kit67
________________________________________________________________________________
| From: | CPattinson(at)aol.com |
| Subject: | Re: Europa Club Treasurer |
Dot Pattinson will be standing down as club Treasurer at this years AGM. The
Committee are now looking for a replacement. No formal qualfications are
required, just a head for figures (ie - you can operate a calculator !)
Could anyone who feels they would be interested in this position contact Dot
as soon as possible.
Either reply to this e mail address or phone her on 01296 738129.
BTW the Europa Club AGM is scheduled for 5.00 pm on the Saturday of the
Cranfield rally (in the Forum tent as last year).
Carl Pattinson
Club Secretary (anyone want my job ?)
________________________________________________________________________________
| From: | Graham Singleton <100421.2123(at)compuserve.com> |
Comm antenna details come with the fuselage manual. You can't fit it until the
fin is mounted on the fuselage.
Graham
________________________________________________________________________________
| From: | Edward Gladstone <101327.626(at)compuserve.com> |
| Subject: | erton Video Wanted |
>
> A video of The Third Europa Club Seminar held on 13th & 14th of April at
> Staverton Cheltenham Gloucestershire UK has been taped and should be available
> from May onwards.
>
> For this three hours worth of information, news views and comment on video
> the cost would be fifteen pounds + P&P.
>
YES I would like a copy please.
Where do I send my money?
Ted.
101327,626(at)compuserve.com
________________________________________________________________________________
| From: | whittink(at)cadvision.com (ken whittington) |
| Subject: | Re: FWD>Europa_Mail- Anyone |
>
>Europa Builders,
>
>
>A video of The Third Europa Club Seminar held on 13th & 14th of April at
>Staverton Cheltenham Gloucestershire UK has been taped and should be available
>from May onwards.
>
>The running time is anticipated to be three hours and covers presentations
>of:-
>
>Seats, upholstery and interior trimming.
>
>Electronics for the BMW Boxer conversion, plus other power options.
>
>Setting up a Europa instrument panel, dose and don'ts
>
>Arplast VP propellers
>
>Eurpa Aviation: Update on developments
>
>How it feels to fly a Europa
>
>Composite construction, tools and techniques
>
>A visit to Mid West Engines, Staverton Airport Gloucestershire
>
>
>If there you feel this these tapes are of interest please let me know, so as
>to plan for production and duplication.
>
>For this three hours worth of information, news views and comment on video
>the cost would be fifteen pounds + P&P.
>
>
>--------------------------------------
>Date: 17/4/96 11:42 am
From: Nigel Graham
>Europa Builders,
>
>
>A video of The Third Europa Club Seminar held on 13th & 14th of April at
>Staverton Cheltenham Gloucestershire UK has been taped and should be available
>from May onwards.
>
>The running time is anticipated to be three hours and covers presentations
>of:-
>
>Seats, upholstery and interior trimming.
>
>Electronics for the BMW Boxer conversion, plus other power options.
>
>Setting up a Europa instrument panel, do's and don'ts
>
>Arplast VP propellers
>
>Eurpa Aviation: Update on developments
>
>How it feels to fly a Europa
>
>Composite construction, tools and techniques
>
>A visit to Mid West Engines, Staverton Airport Gloucestershire
>
>
>If there you feel this these tapes are of interest please let me know, so as
>to plan for production and duplication.
>
>For this three hours worth of information, news views and comment on video,
>the cost would be fifteen pounds + P&P.
>
>Dave
>This looks like one for you!!!!!
> Nigel
>
>--------------------------------------
>
>Did anyone video tape any of the Staverton gathering? Would be glad to
>pay for copying and postage plus make a contribution to your favorite
>charity.
>
>Steve
>
>_ dave
can you tell me if it is available in the ntsc formate and when it may
be ready as a number of us are interested on this side of the pond.
thanks
ken whittington
builder 95
>
>
________________________________________________________________________________
| From: | Rolph Muller <100031.533(at)compuserve.com> |
Wooden grips to fit the "non-standard" Europa sticks are available from Future
Aviation in Holland - they come with a variety of switches, so if you wish to
fit bomb releases as well as the rest of your gizmos it is no problem - tel.(31)
235614881 fax (31) 23 563 1891.
Regards,
Rolph Muller
________________________________________________________________________________
| From: | Ember <mberner(at)wow.net> |
RonSwinden(at)aol.com wrote:
>
> Dear all. theorising about aerials is just about the most non consumating
> sport I have ever watched.
If you think so you should try reading one of the Ham radio texts on the subject
!
> Please can someone who really knows about such
> things tell us how long the bits of copper tape that we stick in our a/craft
> tails need to be to give us a reasonable preformance over the band that we
> operate in.
The formula for the length of a a half wave dipole in inches is 5,616 divided by
the operating frequency in MHZ so that
for my local tower frequency of 118.1 MHZ the length works out at 47.5". Cut
this in the centre and solder the centre
conductor of the coax to one side and the braid to the other. When you lay
out the antenna it is best not to have it in a
straight line but to have an included angle of about 120 degrees -this gives a
better match to the 50 ohm coax as the
characteristic impedance of a straight line dipole is 72 ohms. If the surfaces
on which you stick the copper tape are not
flat, don't worry !
> Is it really necessary to invent a new sized wheel for every
> Europa??
NO!
>The Europa instructions recomend the use of an SWR meter to fix
> the length of the dipole then glass it in but G L comments the glass is a
> lossy? material which presumably means that the glass cover will modify the
> tuning that we did before the glassing? at which point futher tuning will be
> difficult if not immpossible.I pass.
Losses from one layer of glass (the epoxy is probably more lossy than the glass
!) will not be of consequence.
>Help somebody gimme a length that I can measure with a rule and which has a fair
chance of working with a
>reasonable level of efficiency.
See above !
>I'll settle for that.
You shouldn't have any trouble - getting a SWR of 1:1 is almost impossible and
cutting to length and putting in place
should be accurate enough ! I use a groundplane cut for the 2m ham band (144
MHZ) for my handheld NAv/Com and it
works well.
Best of luck !
Martin W. Berner,
26 Mayfield Road, Valsayn Park, Trinidad, The West Indies
Live Long and Prosper !
________________________________________________________________________________
| From: | jupa(at)cix.compulink.co.uk (Jeffrey Jukes) |
George Pick Aerotours offers trips to Sun & Fun, the itinerary includes
trips to Places like the Smithsonian, John Browns Seaplanes, JFK Space
Centre and the Museum of Aviation.
The cost for this year was 895 per person, for ten days from the 6th
April to 16th April. These might be the people to contact.
________________________________________________________________________________
| From: | Peter Davis <101621.3070(at)compuserve.com> |
| Subject: | gear rubber suspension blocks + |
Those of you who received the factory's newsletter No.13 (April 1996) will have
noticed a mod to the suspension which necessitated the insertion of a 1/4" ply
spacer to the upper side of the rubber block to give a greater pre-load.
I was on the telephone this afternoon to the factory and Andy told me not to
bother with this mod after all, so I thought I would let everyone know.
Breakdown in communication at the factory apparently. Better check with him,
though, before leaving it out.
Hope all the other mods are still current!
Regards,
Peter D (C154)
________________________________________________________________________________
| From: | gemin(at)cix.compulink.co.uk (Graham Clarke) |
| Subject: | el operations and push rod clearance. |
Builders should note that the final inspection notes issued give a
mandatory clearance between the main push rod and containment of less
than 0.1", not the "about 4mm" as shown in the handbook, top of p.10-72a.
So if you have the top on, you will have to climb in and replace the
lower ply and add a mirror image above it. Any serious operation in here
is virtually impossible through one inspection hole; you need two for
your hands and one to look through, by which time the fuselage is ready
to fall apart. I found it necessary to build a platform 21" wide above
the push rod, passed in through the D. You can only do this if it's side
supports are less than 7.5 ". You need 9.5" get it above the push rod so
some extension, added once it is in, is required. Have someone available
to pass you tools (and maybe pull on your feet out).
gemin
________________________________________________________________________________
| From: | Tony Renshaw <renshaw(at)ozemail.com.au> |
| Subject: | Mounted Strobe Setup |
Gidday,
Would it be a good idea to acquire the base dimensions for the Whelan and
possibly Goldwing Strobes and reinforce the area at the top of the fin for
future mounting purposes, such as a flox block to secure to, beneath the
fin tip glass? If this isn't half bad, can someone volunteer any specs. How
have those that have already fitted these units attached them? Thanks in
anticipation.
Regards
Tony Renshaw
The Aussie Connection Builder No. 236
________________________________________________________________________________
| From: | gemin(at)cix.compulink.co.uk (Graham Clarke) |
<>
The loss is very frequency dependent and special materials are required
for instance for radomes at microwave frequencies. Even then rain water
with its large dielectric constant and possibly conductivity will have an
effect. Luckily it is usually swept away by the slipstream (unless it
freezes in which case you have more problems than communincations !).
With an epoxy aeroplane I can see little point in poking the antenna
through the fuselage and then covering it with another epoxy cover as was
done with the G-EURO gps antenna.
gemin
________________________________________________________________________________
| From: | Rolph Muller <100031.533(at)compuserve.com> |
I don't know how anybody else feels but I do rather object to the compulsory
subscription to the Europa newsletter. I understand and appreciate the need for
Ivan to build up his pension fund and I don't mind contributing too much in view
of the fairly nominal size of the "subscription" - even tho' it wasn't part of
the original contract. However I am far from happy for the newsletter to be a
source of mod's etc, particularly when it is only issued four times a year - or
thereabouts. Any views?
Rolph
________________________________________________________________________________
| From: | Rolph Muller <100031.533(at)compuserve.com> |
Maybe you should ignore my earlier posting - Future Aviation claim they have
grips to fit sticks other 1 1/8 - but they don't stock them. I guess that is
Dutch or even double.
Regards,
Rolph
________________________________________________________________________________
| From: | "Robert G. Duane" <RDuane(at)gnn.com> |
I have enough information for now. Please cancel subscription.
Good Luck All
________________________________________________________________________________
| From: | Tony Renshaw <renshaw(at)ozemail.com.au> |
| Subject: | -loks v/s Clecos |
On Tue, 2 Jan 96 Graham Clarke wrote:
Subject: Kwik-lok versus Cleco
The drawbacks of the Cleco's supplied are well known (assymetry, small
lip etc.) I have "inherited" some "Kwik-lok"'s. They are symmetric and
you use a tool like a pair of pliers to compress a heavy internal spring,
insert the shaped ends in the hole, and on release of the spring, a
central tongue is forced between them. The whole operation is one-handed
and instant, resulting in a firm grip which has not so far pulled through
anywhere without using washers. Unfortunately I don't know the source or
the price, but they are well worth a search.
Aircraft Spruce and Specialty Catalogue does not contain these, so which
other component supplier can someone suggest that may have such a product?
They sound like a tool well and truly worth acquiring in the quest to fully
setup our workshops.
Regards
Tony Renshaw
The Aussie Connection (Builder No. 236)
________________________________________________________________________________
| From: | Rick_bot(at)enternet.com.au (Rick Bottiglieri) |
| Subject: | pa mail cancel subscription |
Please cancel my suscription
thankyou
Rick.G. Bottiglieri
Reply Address:
Email : rick_bot(at)mail.enternet.com.au
Postal: P.O Box 1111
Fitzroy North
Victoria Austrailia 3068
________________________________________________________________________________
| From: | dbosomworth(at)meto.govt.uk |
| Subject: | Plastic airplane antennas |
Date: Sat, 04 May 1996 23:21 +0000 (GMT)
From: dbosomworth(at)ccmail.meto.govt.uk
Subject: RST-Plastic airplane antennas
Date: Sat, 04 May 1996 23:08 +0000 (GMT)
From: dbosomworth(at)ccmail.meto.govt.uk
Subject:
Hello all,
Found RST, did'nt get the url but probably something like
http://www.rst-engineer.com. If it does'nt work browse YAHOO for
'homebuilt'. email is: rst-engr(at)oro.net .
chus, dave
kit67
>> PLASTIC AIRPLANE ANTENNAS <<
Away back in 1978 the homebuilt airplane world was a-changin'. Wood
and
metal were giving way to glass and foam. The Rutans, the Jewetts,
the
Rands, and the Monetts of the world were starting to pour airplanes
out of
plastic bottles. A young engineer fresh from the world of
hidden
antennas on "spook" stealth airplanes and Lunar Landing Modules
convinced
the new designers that the old world of porcupine antenna spines out
in the
slipstream was as out of date as silk scarves and grade-A cotton.
You see,
fiberglass and resin are as transparent to radio waves as air, so
there was
no reason to put a drag-stick outside the airplane skin when the
antenna
elements could just as easily and as efficiently be put underneath
the
skin.
The question has always been asked -- how MUCH do you save in drag
by
hiding the antennas? I can't give you a hard answer for your
airplane
without doing a lot of calculations, but we DID do the work on
Voyager and
came up with an answer of somewhere around 60 gallons of fuel saved
during
the round-the-world flight. I won't tell you that your airplane
will save
this 5% in drag, but it will be somewhere around this number --
depending
on the cruise speed and the number of antennas your savings will be
somewhere between 2% and 8% of the total drag of the airplane.
As with all good things, after I published a few articles to show
you all
how to do antennas yourself, the suede shoe gang decided to get in
on the
act. You can buy "plastic plane antennas" anywhere from the $5 or
so I
charge up to hundreds of dollars for antennas with "magic
properties" that
are "hidden in epoxy" and "tuned to the airframe". Horsefeathers.
An old
antenna teacher of mine once said that antennas start with a
spaghetti
noodle in a copper septic tank and things only get better from
there.
Anybody that tells you that they have a better airplane antenna than
a
copper tape dipole is just not tellin' you straight.
One of the people that want to sell you hundred dollar antennas
poo-poohs
my "ferrite donuts" or toroids (TOW-roids) as useless. "He tested
them"
and
found that "they don't do anything". When further pressed at
Oshkosh a few
years ago, he admitted that his "test equipment" consisted of
sliding a
piece of tinfoil up and down the feedline and watching for a change
on his
"power meter". Sort of sounds like the self-proclaimed "CB" expert,
doesn't
it? Do you know the funny part? He tested it at the center
frequency of
the antenna where the toroids actually DO nothing. They are only
active as
you move away from band center and compensate for reflected power at
the
band edges. They BROADBAND the antenna, but do nothing in the
center of
the band.
OK, here's the truth of it. The ferrite donuts act as nothing more
or less
than a very efficient low-loss "balun". A balun does nothing more
than
matching a BALanced antenna to an UNbalanced feedline (hence the
name bal-
un). In the direct-connected dipole that we use, the balun does
nothing
more than keeping reflected power from travelling down the outside
of the
coax back to your radio -- or in the case of a receiver, from the
input
stage of your radio back out to the antenna. In either case, the
little
chunks of powdered iron prevent unwanted radiation from the outer
surface
of the coaxial cable braid. Think of it like the iron core noise
filter
you put on your alternator line. It lets the direct power through
and
strips off the noise. All we are doing is that same strip-the-noise
routine at a much higher frequency.
To those who say that iron machine nuts will do the same thing as
toroids
just doesn't understand much about the behavior of ferrite material
at VHF.
It took us the better part of three months of design and experiment
to
select the size, ferrite recipe, and number of toroids that
optimizes match
and minimizes loss. After all this, we sell it to you for $5 an
antenna --
hardly an amount calculated to keep us in champagne and caviar.
Unless you have a good reason to do otherwise, let me make a
suggestion.
If you are doing a homebuilt airplane from scratch, buy the antenna
reference text, a 100' roll of tape, and a bag of 20 toroids. For
less
than $40 (including shipping) you have enough antenna material for
your
entire airplane if you covered every available surface with
antennas. Or,
when you get done, sell the remaining part of the copper tape roll
and the
text to a friend who, for a $7.50 bag of toroids, will have enough
material
to install another complete airplane antenna system.
**************************************************
ANTENNA REFERENCE TEXT
RST-802
Price $5.00
**************************************************
Over the years, we've written some two hundred articles on all
aspects of
aviation electronics. Seven of them are directly concerned with the
design
and construction of "plastic plane antennas". We've collected these
articles into a small booklet which we have reprinted for your
convenience.
There is nothing that we know about plastic airplane antennas that
is not
in this booklet.
**************************************************
COPPER TAPE ANTENNA MATERIAL
RST-2800 (100' roll)
Kit Price $20.00
RST-2801 (10' strip)
Kit Price $5
**************************************************
The antenna reference text shows the use of copper tape for the
aircraft
antenna elements. We have chosen this tape because it (a) solders
easily,
(b) is "stickyback" and adheres well to foam, wood, and fiberglass,
and (c)
is relatively inexpensive. Not only that, but copper is by far the
best
possible antenna element material with the exception of sterling
silver --
and if you can afford silver antennas, you are sort of out of our
league.
It takes about 4' of tape for a VHF NAV or COM antenna, 1.5' for a
glideslope, and 7' for a marker beacon antenna.
**************************************************
FERRITE TOROIDS
RST-2801 (bag of 20)
Kit Price $7.50
**************************************************
It takes 3 toroids to make a single antenna, so a bag of 20 lets you
make 6
antennas with 2 toroids left over. Y'know? An AM-FM "music radio"
antenna
is such a noncritical antenna I'll bet that those leftover 2 toroids
will
do just fine to make one of these antennas. How long to make an
AM-FM
antenna? Whatever you have left over on the airframe AFTER the
required
aircraft antennas are installed -- anywhere from 2 inches to 2 yards
long
(the longer the better for AM reception).
________________________________________________________________________________
| From: | "M. W. Pfeifer" <pfeifer(at)pogo.den.mmc.com> |
| Subject: | Re: RST-Plastic airplane antennas |
>Date: Sat, 04 May 1996 23:21 +0000 (GMT)
From: dbosomworth(at)ccmail.meto.govt.uk
>Subject: RST-Plastic airplane antennas
>
>Date: Sat, 04 May 1996 23:08 +0000 (GMT)
From: dbosomworth(at)ccmail.meto.govt.uk
>Subject:
>
>
For those of you who want to visit the RST Home page (which I highly
recommend) the URL is http://www.rst-engr.com/
Check out "Whats on the Drawing Board", specifically the 760 channel panel
mount Transceiver, RST 546.
Mike
> Hello all,
> Found RST, did'nt get the url but probably something like
> http://www.rst-engineer.com. If it does'nt work browse YAHOO for
> 'homebuilt'. email is: rst-engr(at)oro.net .
>
________________________________________________________________________________
| From: | Graham Singleton <100421.2123(at)compuserve.com> |
I have the sad duty to report that during an air display at Old Warden, Pete
Clarke, flying a Slingsby Firefly, crashed and was killed.
I will never forget his beautiful graceful displays of the Europa at Sun & Fun,
his calm capable hands on the controls when I flew with him and those long late
phone calls discussing the Europa.
Pete lived and loved his flying. It is so sad that a small error of judgement
should take him from us so early.
He will be greatly missed by all of us, but especially by his young son.
Graham
________________________________________________________________________________
| From: | "Martin W. Berner" <mberner(at)wow.net> |
Graham Singleton wrote:
>
> I have the sad duty to report that during an air display at Old Warden,
> Pete Clarke, flying a Slingsby Firefly, crashed and was killed.
I am very sorry indeed to hear of Peter Clarke's death. I can't pretend to
have known him but he did fly me in G-YURO in July 1994 and his skills
impressed me greatly - especially when he made a pass at the PA-161 in which
I arrived at Wombleton ! The sight of the Europa pulling away from the
Warrior after flying alongside and escorting us to the field is not one I
shall forget.
There isn't any easy way to think of this or moral to draw - I lost a good
friend here last year when he flew into a mountain - but I do hope that his
family is recovering from what must have been a very bad blow.
Martin
Martin W. Berner, 26 Mayfield Road, Valsayn Park, Trinidad, The West
Indies.
________________________________________________________________________________
| From: | Tony Krzyzewski <tonyk(at)kaon.co.nz> |
I think everyone building a Europa will feel the way I do at the present
time. One of the reasons I chose to build a Europa was as a result of
reviews written by journalists after being treated to a fly by Pete.
The world has lost a great pilot. He will be missed.
Tony
<100421.2123(at)compuserve.com> wrote:
>I have the sad duty to report that during an air display at Old Warden,
Pete
>Clarke, flying a Slingsby Firefly, crashed and was killed.
>
>I will never forget his beautiful graceful displays of the Europa at Sun
& Fun,
>his calm capable hands on the controls when I flew with him and those
long late
>phone calls discussing the Europa.
>
>Pete lived and loved his flying. It is so sad that a small error of
judgement
>should take him from us so early.
>
>He will be greatly missed by all of us, but especially by his young son.
>
>Graham
>
>
-----------------End of Original Message-----------------
----------------------------------------------------
Tony S Krzyzewski Kaon Technologies Ltd
Reply to tonyk(at)kaon.co.nz L7, 19 Victoria St West
Date: 6/05/96 Auckland, New Zealand
Time: 08:56:18 Ph +64 9 358 9124
The New Zealand Home of
ATM Ltd, NetManage Chameleon and Ecco, Spider/Shiva
Borderware, Banyan and SNMPc
----------------------------------------------------
________________________________________________________________________________
| From: | Miles McCallum <milesm(at)avnet.co.uk> |
>I have the sad duty to report that during an air display at Old Warden, Pete
>Clarke, flying a Slingsby Firefly, crashed and was killed.
According to my information sources (who witnessed the accident) there is
some doubt as to the cause of the crash: talk of "a small error of
judgement" is somewhat premature: they report that he appeared to be having
control difficulties, and seemed to be making severe control inputs in an
attempt to break the spin. I would suggest waiting for the AAIB to report: I
have been involved in one fatal accident enquiry, and the preliminary
speculation bore no resemblance to the cause, eventually determined after
several months.
Pete will be very much missed, not only because of his work with Europa and
Slingsby, but because he was a pilot's display pilot: the Slingsby and
Europa demonstrations may not have been as spectacular as someone thrashing
a Sukhoi or Extra around the sky, but they were a model of smooth precision
that made you feel "I could do that" -even if you knew that was something of
a conceit. I aspire to fly like him, but probably never will.
Miles.
________________________________________________________________________________
| From: | Steven A Eberhart <newtech(at)newtech.com> |
On 5 May 1996, Graham Singleton wrote:
> I have the sad duty to report that during an air display at Old Warden, Pete
> Clarke, flying a Slingsby Firefly, crashed and was killed.
>
Graham,
Please let us know if a memorial fund for Pete's family is being set up.
The contributions he made to the airplane that we all love were
immeasurable. I never met him but, surely every time I look at, sit in or
fly a Europa he will come to mind.
Steve
________________________________________________________________________________
| From: | europa(at)gate.net (europa aviation) |
| Subject: | ute to Pete Clarke |
As the company email conduit currently resides here in Florida, and with a
holiday weekend in England and Ivan Shaw away in South Africa, it falls to
me to pay an initial tribute on behalf of Europa Aviation.
I have only known Pete since January 95 but had the opportunity of working
closely with, and living alongside him during the recent Sun 'n Fun show
where he impressed us all with his smooth display of what he termed "classic
aerobatics".
As company test pilot Pete made a thorough, professional and impartial
evaluation of our aircraft, he was always ready to pick up tools and
implement any modifications and his infectious enthusiasm for aerobatic
flying must have converted many a potential Europa builder.
Pete's career included working as a professional mechanic, racing driver and
owner of a successful Porsche dealership. I understand that the switch to
aviation came late in life but was then a revalation to him. He competed and
instructed in aerobatics as well as test and display flying for both
Slingsby and Europa Aviation.
Pete stayed on after the show and fulfilled a lifelong ambition, flying and
tailchasing in a locally based Spitfire.
More than anyone I know, Pete Clarke lived life to the full and his sudden
loss has reminded me that we should all savour our lives and enjoy every day.
The following poem was written by John Magee, a 19 year old Royal Canadian
Air Force Spitfire pilot who was killed in 1941.
High Flight.
Oh, I have slipped the surly bonds of earth
And danced the skies on laughter's silvered wings.
Sunward I've climbed and joined the tumbling mirth
Of sun split clouds, and done a hundred things
You have not dreamed of, wheeled and soared and swung
High in the sunlight silence, hovering there
I've chased the shouting wind along and flung
My eager craft through footless holes of air.
Up up the long delirious burning blue
I've topped the windswept heights with easy grace
Where never lark nor even eagle flew,
And while with silent lifting mind I've trod
The high untrespassed sanctity of space
Put out my hand, and touched the face of God.
-------------------------
________________________________________________________________________________
| From: | Graham Singleton <100421.2123(at)compuserve.com> |
>> preliminary speculation bore no resemblance to the cause, eventually
determined after several months.<<
You are quite right, Miles.
Graham
________________________________________________________________________________
| Subject: | owup on build time |
| From: | Bill Barham <williamb(at)ibmoto.com> |
About a week ago, I asked the list for feedback on how long it takes
to build a Europa and I indicated I would post a summary. So far I
have only recieved one response (thank you, Peter), which estimated
his projected build time to be 2000 to 2500 hours. The factory
brochure gives a build time of 500 hours, however, in a recent
article, Ivan states that the a "plain vanilla" plane should take
700-800 to build. He makes a good point that a lot of extra time
could be used up on the engine, panel, interior, and finishing.
With this in mind, total completion time could vary widely. I am
still interested in trying to estimate the total construction time,
but now I think the best approach is by gathering the individual
component build times. If any builders are keeping track of their
hours, email me your numbers and I will keep a database that I will
periodically post to the mailing list. Thanks.
Bill Barham 512-795-7005 PowerPC Group, Somerset
williamb(at)ibmoto.com Motorola -- Austin, TX.
williamb(at)jump.net
________________________________________________________________________________
| From: | "TomBreitenbach(EDHK)" <100525.3672(at)compuserve.com> |
Very sad to here of the sudden death of Pete Clarke.
I have met him only once last summer, when I visited the Europa factory and
found him a very friendly men.
Representing for the German fraction of the europa builders we want to say our
condolence to his family and al his friends.
Thomas Breitenbach
Kiel, Germany
Relais for No. 131
________________________________________________________________________________
| From: | Tony Krzyzewski <tonyk(at)kaon.co.nz> |
Knowing how popular antipodean soap operas are overseas (thanks for all
the export dollars folks) you can now have the dubious pleasure of having
regular updates on how my building is going.
Full of drama, spectacle and frequently boring you can get a blow by blow
account of the build progress of aircraft #272 at
http://www.kaon.co.nz/europa/builder.html
There are no pictures at the present time but once I have developed a
film in a couple of weeks I will put some on the pages.
I have decided to make the web pages a secondary builders log. This one
is a bit lighter than my official log but contains personal thoughts
and ideas about the build process so that others may learn.
Please remember that I am a first time builder so if you see entries on
the pages that you want to comment about or make corrections to please do
write to me.
Tony
#272 Fin structure complete and about to start on the rudder.
----------------------------------------------------
Tony S Krzyzewski Kaon Technologies Ltd
Reply to tonyk(at)kaon.co.nz L7, 19 Victoria St West
Date: 7/05/96 Auckland, New Zealand
Time: 12:00:08 Ph +64 9 358 9124
The New Zealand Home of
ATM Ltd, NetManage Chameleon and Ecco, Spider/Shiva
Borderware, Banyan and SNMPc
----------------------------------------------------
________________________________________________________________________________
| From: | RonSwinden(at)aol.com |
It is very clear from the numerous phone and internet messages that net
members and Europa Club members have already sent in that they rightly held
Pete in very high regard. This message, a holding exercise really, is to
tell as many of you as I can reach that our chairman, Jon Tye, has already
expressed his intention, given the family's agreement, to attend the funeral
both as a friend and the senior representative of the Europa Club and he will
of course proffer an appropriate floral tribute from us all.
Members of the Club may also wish to raise the subject at the upcomming
A.G.M. at Cranfield on Saturday 6th July.
Those fortunate enough to have met Pete will, no doubt have treasured
memories of him, I certainly do along with a good photo of him addressing us
at Sywell at the first Europa seminar. We do not really know what happened
at Old Warden on Saturday and conjecture helps no one, but as soon as the
accident has been properly investigated we will of course publish the
details.
If you know anyone interested in Europas, members of the club, builders etc.,
who are not part of the internet group would you please pass on this
information to them.
Keep well. Ron Swinden No.33 Vice Chairman Europa Club.
________________________________________________________________________________
| From: | DuncanMcFadyean <101234.3202(at)compuserve.com> |
| Subject: | of: followup on build time |
---------- Forwarded Message ----------
From: DuncanMcFadyean, 101234,3202
DATE: 5/7/96 12:23 PM
RE: Copy of: followup on build time
Have kept a log of times spent on building to-date, but haven`t yet had time to
add them all up!
As a self confessed slow-builder, I would not be surprised to see well in excess
of 3000++ hours when finished. This doesn`t bother me in the least; if you want
to go flying sooner, buy an old Cessna!
Better to journey hopefully than to arrive?
Rgds. Duncan McFadyean
________________________________________________________________________________
| From: | jbamfyld(at)netlink.co.nz (John Bampfylde) |
Since the fuselage is still light enough to manoeuvre, where should
inspection panels be put in it? It seems most people put one within finger
distance of the tailplane actuator. Do builders have one under the fuel
tank outlets?
While I'm here, what is the best method of fixing the trim servo wires to
the fuselage between the tailplane and cockpit module? I imagine some sort
of rubber grommet glassed onto the hull?
Regards,
John Bampfylde #130
________________________________________________________________________________
| From: | Tony Renshaw <renshaw(at)ozemail.com.au> |
| Subject: | e Ports in Doors |
The cover of Flyer Jan 96 has G-OPJK with a quarter window such as in older
model cars. If this is a smoke port is it a Europa approved mod? The
experienced builders out there,,,is everyone fitting some such port/window
and if so what other options are people considering i.e. a fuselage mounted
breather in the low pressure area above the wing? I will be checking with my
Aviation Authority but I wouldn't be surprised if Downunder you require a
cabin venting system. I only have the tail and wing manuals, so if the
answer is in the fuselage manual you'll be pleased to know I am requesting
of the factory for a complete manual. I'm quite sure we should all insist on it.
Regards
Tony Renshaw (Builder No. 236)
________________________________________________________________________________
| From: | "Michael Thuillez" <MikeTango(at)msn.com> |
To whom it may concern:
I have a great interest in your aircraft and thus my original reason for my
subscription. However, I can't keep up with the volume of E-Mail that arrives
and for this reason I must request "cancel of my subscription" to the E-Mail.
I will, however, continue to visit your web site periodically for updates.
Again thanks for assistance.
Regards,
M. Thuillez
________________________________________________________________________________
| Subject: | Re: Under skin Aerials/conduits etc. |
| From: | Richard Meredith-Hardy <rmh(at)flymicro.win-uk.net> |
Tony Renshaw wrote:.
>
>Dear Richard,
>
>Any tips on the installation of your conduits, and detail on what a "BNC
>Connector" is, would be great. Could you ask your partner in crime to
>elaborate for the uneducated about your aerial under the wing skin. I am
>only up to the tail stage, but am keen to archive all pertinent tips for the
>appropriate time. The wing kit I hope to order soon to have the glasswork
>done by the end of the Southern Hemisphere winter,so that all I have to
>worry about is temperature control and not also humidity.
>Thanks in anticipation.
>>
The BNC thing has been answered I think
Dave, my partner ,replies:
We fitted our diploe VOR antenna on the top surface of the right
hand wing. The VOR transmissions are horizontally polarised and
therefore need a horizontal antenna. The dimensions are, for each
leg, 0.63 metres, assuming a band centre of 113MHz and a "fudge
factor of 0.95. The two legs of the dipole are angled at about
110 degrees to make the antenna less sensitive to direction.
Separate the two ends of the antenna legs at the middle by no
more than 10mm. Our antenna is made from copper strip, about 15 mm
wide; neither this, nor the thickness is critical (they have an
effect on bandwidth)
Installation is easy - mark out the antenna on the foam, then sand
in a recess a little thicker than the copper foil.
stick the copper foil in with double sided sticky tape and solder
the ends to the inner core and outer screen of the coax. Fill
over the top and sand flat carefully if necessary.
Good Luck
Regards
-------------------------------------------------------
Richard Meredith-Hardy TEL + 44 (0)1462 834776
rmh(at)flymicro.win-uk.net FAX + 44 (0)1462 732668
CIS: 100071,2422
Check out the British Microlight Aircraft Association at
http://www.avnet.co.uk/bmaa/bmaa.htm
________________________________________________________________________________
| Subject: | ER! Cr** fuel system |
| From: | Richard Meredith-Hardy <rmh(at)flymicro.win-uk.net> |
Ever since we went to have a go in G-YURO all those years ago both
Dave and I have had severe problems with the fuel system as
recommended. A decent fuel supply is essential to flight, as we saw
it then there were three very serious problem areas:
1) Once in, it is impossible for evermore to inspect for debris in
the tank.
2) The sight gauge is likely to be severely affected by pitch.
3) There is a potentially disasterous flaw in that the sight gauge
is taken off the main line to the engine.
We have addressed all these problems and will not have any of then
on our bird. In the meantime however, If you are wise, I believe
your Europa SHOULD BE GROUNDED pending rectification of a
fundamental problem which manifested itself on Peter Kember a few
weeks ago and about which he told me at Popham the weekend before
last.
While returning from Ireland a few weeks ago in rain over the sea,
suddenly most of his fuel disappeared off the sight gauge. Fearing a
severe leak he declared a fuel emergency but made it safely to
Cardiff. Upon filling up he discovered that there was in fact still
some 25 - 30 litres in the tank.
So what happened? He had (sensibly) rigged a couple of plastic
filters in his vent lines (the one from the tank, the other from
the top of the sight gauge) to stop crap being drawn into the
system. The vents, as you all know, protrude from the top of the
fuselage and are bent forwards to slightly pressurise the system.
They also collect water if its raining.
This water had soaked the tank vent filter, partially blocking it and
creating a slight vacuum in the tank as fuel was used. The weak
point is the sight gauge which dropped in level.
It doesn't take much imagination to consider what would happen if
the vent had become slightly more blocked than it did, fuel would
be drawn from the sight gauge in preference to the tank, which
would not last long. A restricted orifice makes not an iota of
difference as air passes through small holes like this some 30 times
faster by volume than a liquid of the viscosity of petrol. A bee,
ice, water, any number of trivial things could be the downfall of
your pride and joy.
So, what to do?
If you vented the sight gauge to the tank rather than to the
outside, then at least the situation described above would not
have occurred. (think about it) The pump(s) probably have
enought suck to partially collapse the tank if the vent was
completely blocked (so long as it did not vapourise in the engine
compartment lines first, but that is another problem). However, if a
leaf or other such debris (how are you ever going to know there
isn't such things in the tank?) ever restricted the outlets of the
tank then a preference to draw fuel from the top of the tank via
the sight gauge would still occur.
You could fit a tap in the sight gauge vent line to switch off if
you noticed something unusual going on. This is definitely a last
resort fix, if it all went quiet on climb out, would you remember
to switch it? Possibly not, shortly followed by a loud crunching
noise.
Equally, if the sight gauge was put upstream of a booster pump,
would you remember to switch it on? Could it actually empty the
tank thru the sight gauge vent when on? Probably. Even if not it
would certainly affect the reading in a negative way when the pump
was on.
There is only one idiot proof fix. Do away with any possible source
of air ingress into any low pressure part of the fuel system.
Fitting the sight gauge via a separate route into the tank might be
one way of doing it, but there is no available fitting into the
tank and anything other than the present arrangement for tank
bottom fittings would be courting disaster in itself.
So. What have we done?
A) We have fitted an inspection hole in the top of the tank. This
fixes problem 1) above. As experienced microlighters we KNOW debris
gets into fuel tanks however careful you are, and we HAD to have
some way of looking inside and getting it out if necessary. In due
course this will be an approved mod and I will FTP it to AvNet.
(All the work has been done, we are using a special type of PTFE
tape as the seal - it is simply a matter of completing the
submission).
B) Our inspection hole cover is big enough to fit two fuel gauges:
The first is a capacitance type made by Avalec Instruments Ltd
(call Eddie Jelonek, 01296 682465). His gauges are unique in that
they are electronically calibrated to linearise the gauge to the
shape of any tank. We have been working with him and he will have
one available for the Europa tank shortly. (They have been used as
standard in Pegasus Microlights for some time and have proven
reliable in principle).
The second is a purely mechanical one (Aircraft Spruce 05-16700).
It has had to be modified to get a range thru full to empty,
without contacting the tunnel but now works just fine. It will live
under a little window in between the headrests in the inspection
hole cover. Not ideal, but is meant as a last resort in case of
failure of the electrical one.
We will have NO sight gauge. Problems 2) and 3) above are solved.
Further to the above it would also seem a good idea to vent the
tank to the underneath of the fuselage, via a loop to the top
of the fuselage rather than just coming out the top.
This would:
1) Prevent the possibility of water ingress in rain. It seems to us
that it would be possible with the present vent position to collect
enough water to displace all the unusable fuel (0.9 L) plus
gascolator in only one flight in heavy rain. Engines do not run
well on water.
2) A hot day, full tank, aircraft resting on Stbd. outrigger will
probably mean fuel pissing all over the top of the fuselage. (Unless
you have one of the very early tanks when it would be the Port
outrigger).
Of course pipes running up and down again can syphon, in the case
of 2) it could syphon quite a few litres out. A simple way to stop
this is to have the vent dividing into two at the highest point.
We will have to wait until ours is flying however to find a sutable
high pressure area underneath.....Unless someone else does it
first.
Regards
-------------------------------------------------------
Richard Meredith-Hardy TEL + 44 (0)1462 834776
rmh(at)flymicro.win-uk.net FAX + 44 (0)1462 732668
CIS: 100071,2422
Check out the British Microlight Aircraft Association at
http://www.avnet.co.uk/bmaa/bmaa.htm
________________________________________________________________________________
| From: | Roddy Kesterton <101350.2657(at)compuserve.com> |
Does anyone have the name and number of a company which does chromic anodising
in the UK ? All the ones I have called only do sulphuric.
Roddy Kesterton (220)
________________________________________________________________________________
| From: | Peter Davis <101621.3070(at)compuserve.com> |
| Subject: | Re: Inspection Panels |
In reply to John Bampfylde #130:-
Access/inspection panels under the fuel outlets is a requirement in the UK as I
understand it and I have put one under each outlet. They also enable access to
the other bits & pieces in that area which I am all in favour of.
The best way I have found of fixing wiring and static port tube to the fuselage
is to make up a length of 2 ply glass+resin on the bench and let it go off
draped over a pencil or tube or whatever diameter you want. You end up with a
mini top-hat section which can be cut up in, say, 1/8" lengths and hot glue
gunned to the fuselage with wires etc held in the 'D' section.
Regards,
Peter D (C154)
________________________________________________________________________________
| From: | Peter Davis <101621.3070(at)compuserve.com> |
| Subject: | Re: New Antipodean Soap |
TonyK writes:
>>Knowing how popular antipodean soap operas are overseas (thanks for all
the export dollars folks) you can now have the dubious pleasure of having
regular updates on how my building is going.
Full of drama, spectacle and frequently boring you can get a blow by blow
account of the build progress of aircraft #272 at<< etc..etc.....
God! This guy's a lunatic!
I had thought that once he had got his kit he wouldn't have so much time for
all the global chit-chat. It would appear that I am about to be proved wrong!
Good on yer Tony! I'm not sure if we need more or fewer of you but your
contribution sure makes interesting reading!
I've made a note of your http page address so look forward to looking in.
Regards,
A boringly sane Peter (C154)
________________________________________________________________________________
| From: | Peter Davis <101621.3070(at)compuserve.com> |
| Subject: | rod containment bulkhead upper brackets |
This is the tip of the century as far as I am aware, although I have a feeling
that one of the many Grahams somewhere will tell me that it's been done before!
This was given to me by my inspector, Peter Abbey, who spends his time repairing
bent sailplains, so I can't take any credit for it other than for passing it on
to all and sundry.
This is the way to avoid getting stuck in the fuselage when fixing the top of
the push rod containment bulkhead (prcb) and upper pitch stop bracket to the
fuselage.
Firstly, whilst the two fuselage halves are serarate, make a splash moulding of
the inside of the upper fuselage in the area where the prcb will connect. Two
layers of bid will do. Before removing the splash moulding drill a couple of
holes through it and the fuselage and insert two small screws to enable accurate
future location.
Temporarily attach top of fuselage to bottom in final position and lightly bond
splash moulding onto the top of the prcb with either a hot glue gun or a few
small dabs of 5 min. epoxy through the previously formed access/inspection hole
near the tailplane. I found that it was difficult to get an accurate fixing with
the glue gun due to it's size and ended up with 5 min.
Remove screws and remove top fuselage section, leaving splash moulding attached
to top of prcb. You can now form the removable glassfibre brackets at the top of
the prcb at your leasure and in comfort, either the right side up, upside down,
inside out, or however takes your fancy, not forgetting the cling film or
whatever releasing method you choose. Nice, eh! Drill 2No. bolt holes per
bracket as per manual for possible future removal of prcb.
Also take this opportunity to fix the upper pitch stop in position. Easily done
with full access to ensure full 4 degrees up (or down depending on which way you
are measuring)
Cut through temporary hot glue or 5 min. fixing to release bracket from prcb.
When you come to fit the fuselage finally, scuff sand the bracket (after
trimming it to size as you will have made it oversize to ensure that the prcb
connects in the right area!) and the relevant area of the fuselage top and bond
together with redux at the same time as bonding the top & bottom fuselage halves
together.
You will now have a removable prcb as suggested in the manual without having to
loose weight to get through the D hole.
If Europa inc. is listening in, maybe they could fax Europa Ltd. about this as
I
feel it could be a useful amendment to the manual, although Andy told me that he
often listens in to the forum.
Regards to all,
Peter.
________________________________________________________________________________
| From: | Graham Singleton <100421.2123(at)compuserve.com> |
| Subject: | e Ports in Doors |
>>If this is a smoke port is it a Europa approved mod? The
experienced builders out there,,,is everyone fitting some such port/window
and if so what other options are people considering<<
Peter Kember did this mod himself. The factory test flew his airplane so in
effect approved it, at least that what I assume. I'm not always right, (but I
never admit I'm wrong)
So far Peter is the only one. It hasn't really been a problem although
windscreen demisting would be useful sometimes. IOW there is no problem letting
a bit of air in, most people have fitted fresh air vents on the side of the
fuselage. there seems to be enough leakage to let it out again. I think Peter
wanted a way of taking photographs without Plexiglas in the way.
Graham
________________________________________________________________________________
| From: | Graham Singleton <100421.2123(at)compuserve.com> |
| Subject: | rod containment bulkhead upper brackets |
>>This is the tip of the century as far as I am aware, although I have a feeling
that one of the many Grahams somewhere will tell me that it's been done
before!<<
Almost, Charlie Laverty and I were planning a similar but less complete
strategy. Nice one. I would only reiterate, do everything possible, including
rigging the wings and flaps ,BEFORE fitting the fuselage top.
BTW I don't think either Andy or Ivan have ever been into the bowels of a
Europa. Andy was always writing the manual, two steps behind the leaders, Ivan
was nailed to his desk answering the phone.
Graham
________________________________________________________________________________
| From: | Graham Singleton <100421.2123(at)compuserve.com> |
>>Does anyone have the name and number of a company which does chromic anodising
in the UK ? All the ones I have called only do sulphuric.<<
Try Acorn Hardas Ltd, Kirkby in Ashfield, Mansfield. 01623 753 107.
Graham
________________________________________________________________________________
| From: | RonSwinden(at)aol.com |
| Subject: | Re: DANGER! Cr** fuel system |
In a message dated 08/05/96 13:17:12, you write:
>Dave and I have had severe problems with the fuel system as
>recommended.
Dear Richard thank you for your comprehensive letter on problems with the
Europa fuel system. Hopefully this is one that the American leg of the
company will re-send to the factory for their attention. Fuel systems on
aircraft never fail to amaze me with the troubles they come up with. Everyone
does their best I am sure but still the problems arise. I'm not too sure
about about the electronic solutions, they really ought not to be necessary
but I hope your letter does produce a factory response, it certainly deserves
it.Thanks for sharing your thoughts with us, I will take a copy of your
letter to the National Committee meeting on Saturday and try and bend
Francises ear with the subject. All the best Ron S No 33.
PS been kicking ideas about with me mate Grenville and we have two
suggestions to offer 1.turn the vent pipes thru 180 degrees ( curse him I've
just glued the B thing in) and connect the two vent pipes togther with two
tee pieces.
2. fit a little pot (just below the vent pipe) with the two vents feedig into
the top projecting a little way in. Halfway down the pot two more pipes
sticking into the pot about 1/4" these to connect to the fuel tank vent and
the guage vent. One more outlet from the bottom of the pot this pipe to be
flush with the bottom it should be piped away through the bottom of the a/c
its purpose in life being to dump fuel (collected when your plane with full
tanks leans the wrong way), or rain out of the pot. Polite constructive
coments /critisisms requested please especially constructive ones as I would
love to achieve a safe working system without cutting the tank about or
adding electronics or any extra equipment if at all pos.! Ron S No 33
________________________________________________________________________________
| From: | PGrif75120(at)aol.com |
| Subject: | Re: Inspection Panels/ routing cables |
John
For running cables down the inside of the cockpit sides try glassing or
bonding in undoable zip ties. Although they are not that easy to find (most
zip ties are of the non undoable variety) they are perfect for the job,
allowing for any future additional cabes to be run without problem.
If you can't find them anywhere get back to me I can probably supply them or
point you in the right direction.
Patrick Griffin. #69.
________________________________________________________________________________
| From: | Peter.Thomas(at)burton.co.uk |
| Subject: | t Profile - Ivan Shaw |
Hello everyone
Just noticed on Pilot's Web page that in their next issue the Pilot
Profile feature will focus on Ivan Shaw. One to look out for !
Pete (191)
________________________________________________________________________________
| From: | "bryan.wilkinson" <aa4bwi(at)zen.sunderland.ac.uk> |
| Subject: | Re: Under skin Aerials , wot is a BNC Connector ?: |
/
On Sat, 27 Apr 1996, Tony Renshaw wrote:
> Recently Richard Meredith-Hardy replied to a message about aerial fitment.
> >
> >>Has anyone any thoughts on the fitment on antennae.
> >>
> >We have fitted a VOR antenna under the skin in a wing.
> >
> >We intend to fit a semi-floating BNC connector arrangement in the
> >wing root which connects automatically when the wing is fitted.
>
> Dear Richard,
> Any tips on the installation of your conduits, and detail on what a "BNC
> Connector" is, would be great.
> >
> >Regards
> Tony Renshaw ( Builder No. 236)
> The Aussie Connection
The BNC Connector is a totally standard RF Ariel connector , a bit like a
TV co - ax one but better designed , with an op[tion for a locking ring ,
they cme in various sizes, IIRC two , in male and female versions.
hope this is useful....
Bryan
________________________________________________________________________________
| From: | Peter Davis <101621.3070(at)compuserve.com> |
| Subject: | Re: Rigging wings before fitting fuselage top |
Graham Singleton writes:-
>> I would only reiterate, do everything possible, including
rigging the wings and flaps ,BEFORE fitting the fuselage top.<<
Surely if the wings are rigged before fitting the top (to allow the important
flap stuff to be fitted), they could move slightly when the top is fitted - like
the tips move forward or back - as fitting the top can alter the lower fuselage
skin a bit as it is pulled in or out in places.
As I have not quite fitted my lid (ran out of time today ) I would appreciate
some imput here. Tuesday is the decision deadline now, so any further ideas on
this would be most appreciated. As it is my wife is mega miffed that the lid
isn't finally fixed in place today as she is fed up with lifting it on and off.
Every time I look at the flap gear that has to go in behind the seats when the
lid is on I shudder, look at my developing paunch, and get on with something
else. I think it is called 'displacement activity'!
Regards,
Peter D
________________________________________________________________________________
| Subject: | Re: DANGER! Cr** fuel system |
| From: | Richard Meredith-Hardy <rmh(at)flymicro.win-uk.net> |
Ron Swinden wrote:
>
>Dear Richard thank you for your comprehensive letter on problems with the
>Europa fuel system. Hopefully this is one that the American leg of the
>company will re-send to the factory for their attention. Fuel systems on
>aircraft never fail to amaze me with the troubles they come up with. Everyone
>does their best I am sure but still the problems arise. I'm not too sure
>about about the electronic solutions, they really ought not to be necessary
>but I hope your letter does produce a factory response, it certainly deserves
>it.Thanks for sharing your thoughts with us, I will take a copy of your
>letter to the National Committee meeting on Saturday and try and bend
>Francises ear with the subject. All the best Ron S No 33.
>PS been kicking ideas about with me mate Grenville and we have two
>suggestions to offer 1.turn the vent pipes thru 180 degrees ( curse him I've
>just glued the B thing in) and connect the two vent pipes togther with two
>tee pieces.
>2. fit a little pot (just below the vent pipe) with the two vents feedig into
>the top projecting a little way in. Halfway down the pot two more pipes
>sticking into the pot about 1/4" these to connect to the fuel tank vent and
>the guage vent. One more outlet from the bottom of the pot this pipe to be
>flush with the bottom it should be piped away through the bottom of the a/c
>its purpose in life being to dump fuel (collected when your plane with full
>tanks leans the wrong way), or rain out of the pot. Polite constructive
>coments /critisisms requested please especially constructive ones as I would
>love to achieve a safe working system without cutting the tank about or
>adding electronics or any extra equipment if at all pos.! Ron S No 33
Fiddling with the vent pipes cannot really solve the fundamental
problem which is the fact the sight gauge is teed off the main
line to the engine. It must not do this. Even a tee into the
balance pipe between the tanks will not do.
I agree our scheme is relatively complicated but we have been
building it in all along. The easiet retrofit I can think of is as
follows:
Remove one of the outlet plugs in the bottom of the tank and make up
a new one with two pipe fittings rather than one. Preferably one
of these outlets should extend an inch or two into the tank, both
could be still inside the gauze mesh. Run one to the sight gauge
and the other as before. Bubbles could not enter the main line
with this scheme unless you really were out of fuel.
As for the vents, I would still favour a scheme as described before,
in a loop eventually venting to the underneath of the fuselage
with some sort of arrangement such as tees to two pipes or possibly
a plastic filter to a larger pipe to prevent syphoning. This
would be simpler than what you suggest though it depends on there
being a high pressure area around the vent exit for the system to
perform as it does in normal conditions now. Your pot might not
correctly pressurise the tank if it drained to an area of negative
pressure.
Regards
-------------------------------------------------------
Richard Meredith-Hardy TEL + 44 (0)1462 834776
rmh(at)flymicro.win-uk.net FAX + 44 (0)1462 732668
CIS: 100071,2422
Check out the British Microlight Aircraft Association at
http://www.avnet.co.uk/bmaa/bmaa.htm
________________________________________________________________________________
| From: | Tony Krzyzewski <tonyk(at)kaon.co.nz> |
| Subject: | Re: Under skin Aerials , wot is a BNC Connector ?: |
/
>
>> Any tips on the installation of your conduits, and detail on what a
"BNC
>> Connector" is, would be great.
>
Tony,
Call in at your local Dick Smith store next time you are passing and ask
them to show you a BNC connector.
Tony K
#272 Half way through the rudder.
----------------------------------------------------
Tony S Krzyzewski Kaon Technologies Ltd
Reply to tonyk(at)kaon.co.nz L7, 19 Victoria St West
Date: 10/05/96 Auckland, New Zealand
Time: 08:33:17 Ph +64 9 358 9124
The New Zealand Home of
ATM Ltd, NetManage Chameleon and Ecco, Spider/Shiva
Borderware, Banyan and SNMPc
----------------------------------------------------
________________________________________________________________________________
| From: | Graham Singleton <100421.2123(at)compuserve.com> |
| Subject: | ER! Cr** fuel system |
>>If you are wise, I believe your Europa SHOULD BE GROUNDED pending
rectification of a fundamental problem which manifested itself on Peter Kember
a
few weeks ago<<
I think that is being a little bit unfair to Europa. Peter's aircraft is not
strictly standard because the filters are not recommended. The basic system
recommended in the plans has been tested for several hundred hours and to my
knowledge hasn't caused any problems. I wouldn't suggest that it never will,
nothing Man designed was ever foolproof, however you can rest assured that if it
does you will know very quickly.
Peter's experience is a good example of how a small modification done for the
best of reasons can get you into unexpected trouble. Another would be increasing
the flap deflection to give easier landing. Any more than 28 deg and the plane
will take off before the ailerons work.
There are lots of areas where the design of the Europa can be improved. That's
great, because starting from where the plane is, already way out in front, you
could end up with a truly magic aircraft. But please, when contemplating
improvements, at least give Europa the chance to comment, they may well have
tried it before and rejected it. You should find them quite receptive to ideas
if approached in the right way.
Graham
________________________________________________________________________________
| From: | Graham E Laucht <graham(at)ukavid.demon.co.uk> |
| Subject: | Re: Under skin Aerials , wot is a BNC Connector ?: |
/
Before everyone rushes off merrily buying BNC connecters remember they
come in two impedance flavours, 75 ohm and 50 ohm. Ensure you buy a
50ohm.
Useless tip #42
From time to time second hand transponders come up for sale often minus
the tray. To enable the unit to be withdrawn from the rack the RF
connecter looks a bit special so everyone hunts around and pays
ludicrous prices for trays. Don't fabricate a tray from some 0.024" al
and buy one standard BNC free plug, compression or crimp.
Ever so carefully file through the rotating locking ring until it falls
off. Inside you will find a circlip and spring washer which retained the
locking ring. Carefully remove both and pass the connecter through the
hole in the tray then re-assemble the washer and circlip to retain. Make
up the cable connection in the normal way.
Viola, a non locking BNC free plug. Most transponder suppliers charge an
arm and a leg for this little item. Maplin's sell them for pounds 1.89
and 1.19 for the crimp type. You can also purchase 0.156" edge
connecters from RS Components which will mate with Narco boards.
--
Graham E Laucht
________________________________________________________________________________
| From: | Edward Gladstone <101327.626(at)compuserve.com> |
| Subject: | ER! Cr** fuel system |
Fuel system -- a possible solution
Re the recent e-mail by Richard Meredith-Hardy pointing out the fuel supply
problems, and his solutions to the problem. While cutting an inspection hole
in the top of the tank may be the ideal answer, for those of us who have
already fitted the tank and bonded the cockpit module into the fuselage and do
not relish cutting a large chunk out of the area between the headrests (assuming
it could in fact be done without removing the tank completely) may I suggest a
possible solution that we are considering:-
1) Remove the vent pipe from its tank outlet fitting and attach it to a small
threaded pipe fitted to the aluminum fuel filler just under the mounting flange
( Drill and tap and secure with redux) . Lead this pipe downwards through the
bottom of the fuselage to a suitable high pressure area underneath. This would
provide a new vent for the tank with no possibility of siphoning the fuel out of
the tank. If the pipe, near the bottom of its downward path, went through a
larger diameter catch tank (say 2" dia) then any water drawn up into the vent
would be collected in the catch tank and not drawn up into the fuel tank. Any
water collected in the catch tank would drain out automatically after every
flight.
2) Remove the aluminum vent pipe outlet fitting from the tank and attach a
small diameter aluminum or copper tube (car brake pipe?) about 2ft long to the
tank side of this fitting (a push fit into the inside dia of the outlet &
secured with redux). This pipe can then be bent into a suitable curve that
would enable the fitting to be replaced through the 3/4 " hole in the tank and
allow the new tube on the inside of the tank to touch the bottom of the tank.
(Or use a flexible tube inside the tank with a weight on the end of it forming
a
"Flop" tube)
3) Lead a plastic tube from this adapted vent outlet, via a "T" piece, to a
liquid manometer mounted where the old fuel sight gauge was fitted and vented
back to a "T" piece on the new vent line. By attaching a small rubber
"pumper" (as used by doctors to pump up blood pressure measurement devices) to
the "T" piece on the tank /manometer pipe run you can blow bubbles through the
new "DIP" tube in the tank and the pressure required to do so is measured by the
manometer sight tube and is therefor proportional to the level of fuel in the
tank!! In fact, if there were no leaks in the pumper line, you would only have
to do this at the start of a flight and the gauge would show a correct reading
during fuel burn and during climb. It would only have to be given another
"pump" during decent if you wanted to check the fuel contents. This method
is immune to false readings with pitch changes as there is only air in the pipe
connecting the tank to gauge and not liquid as in the normal europa
arrangement. The only problem I can foresee (unless anyone knows better) is
that with any negative G maneuvers the liquid in a simple manometer could be
displaced into the feed pipes but, with a more complicated design of manometer
with different diameters of tubes in each leg (which I have developed), this can
be avoided.
How can I put a PCX file of the design up on to this forum for those interested?
4) The only problem not addressed is the removal of debris from inside the
tank but by fitting a gauze strainer on the tank filler (similar to that fitted
to Land Rover Vehicles) then most of the large chunks can be avoided in the
first place.
Ted
________________________________________________________________________________
| From: | Ember <mberner(at)wow.net> |
| Subject: | Re: Under skin Aerials , wot is a BNC Connector ?: |
/
bryan.wilkinson wrote:
>
>
>
> The BNC Connector is a totally standard RF Ariel connector , a bit like a
> TV co - ax one but better designed , with an op[tion for a locking ring ,
> they cme in various sizes, IIRC two , in male and female versions.
>
> hope this is useful....
>
As I said in an earlier discussion, the BNC connector is a Bayonet Nut
Coupler and it has
the virtue of maintaining the characteristic impedance of the co-ax - there are
both 50 & 75 ohm
versions - make sure you use the right one ! Maplins have them in their catalogue.
Martin W. Berner,
26 Mayfield Road, Valsayn Park, Trinidad, The West Indies
Live Long and Prosper !
________________________________________________________________________________
| Subject: | Re: DANGER! Cr** fuel system |
| From: | Richard Meredith-Hardy <rmh(at)flymicro.win-uk.net> |
Graham Singleton wrote in reply to RMH:
>>>If you are wise, I believe your Europa SHOULD BE GROUNDED pending
>rectification of a fundamental problem which manifested itself on Peter Kember
a
>few weeks ago<<
>
>I think that is being a little bit unfair to Europa. Peter's aircraft is not
>strictly standard because the filters are not recommended. The basic system
>recommended in the plans has been tested for several hundred hours and to my
>knowledge hasn't caused any problems. I wouldn't suggest that it never will,
>nothing Man designed was ever foolproof, however you can rest assured that if
it
>does you will know very quickly.
Is there such a thing as a "strictly standard" Europa?
I still believe you should think about it a little before you go
flying next time.... Filter or no filter, all it would take is a bee
to get rammed down your tank vent and.....
We decided at the very earliest stages that the existing fuel
system was flawed for all the reasons I have already explained. To
some extent we are all experimenting with what still remains a new
design and we decided we did not want to deliberately install a
vital system in our Europa which has (to us) such blindingly obvious
faults. It is not difficult to arrange a fuel system so the fuel
gets where it should, it vents properly but water and air don't get
in where they shouldn't. In our opinion the Europa doesn't have it
as standard. Peter Kember's experience has demonstrated empirically
we were correct in our analysis and luckily he escaped. Who's
next?
>
>Peter's experience is a good example of how a small modification done for the
>best of reasons can get you into unexpected trouble. Another would be increasing
>the flap deflection to give easier landing. Any more than 28 deg and the plane
>will take off before the ailerons work.
>
>There are lots of areas where the design of the Europa can be improved. That's
>great, because starting from where the plane is, already way out in front, you
>could end up with a truly magic aircraft. But please, when contemplating
>improvements, at least give Europa the chance to comment, they may well have
>tried it before and rejected it. You should find them quite receptive to ideas
>if approached in the right way.
>
We have kept the factory informed all along about our mod,
in fact we consulted them on a number of occasions, in particular
when it came to cutting and reinforcing the hole between the
headrests and all the reasons for it. It does not seem to have
spurred them into a review of their fuel system however. For
commercial reasons they are naturally going to be shy of changing
anything unless there is a really good reason for it, and we don't
want the loss of all our hard work to be that reason.
>Preferably one of these outlets should extend an inch or two into the tank, both
>could be still inside the gauze mesh. Run one to the sight gauge
>and the other as before. Bubbles could not enter the main line
>with this scheme unless you really were out of fuel.
>
>That sounds like a good idea, why not put it to Andy?
We don't need to. We have installed another arrangement as
described before. Others might though.
Regards
-------------------------------------------------------
Richard Meredith-Hardy TEL + 44 (0)1462 834776
rmh(at)flymicro.win-uk.net FAX + 44 (0)1462 732668
CIS: 100071,2422
Check out the British Microlight Aircraft Association at
http://www.avnet.co.uk/bmaa/bmaa.htm
________________________________________________________________________________
| From: | "LE_MAILBOX" <le_mailbox(at)qmgate.anl.gov> |
| Subject: | cted by Custodian |
Mail*Link(r) SMTP RE>Re: Under skin Aerials , wot
is a BNC
bryan.wilkinson wrote:
>
>
>
> The BNC Connector is a totally standard RF Ariel connector , a bit like a
> TV co - ax one but better designed , with an op[tion for a locking ring ,
> they cme in various sizes, IIRC two , in male and female versions.
>
> hope this is useful....
>
As I said in an earlier discussion, the BNC connector is a Bayonet Nut
Coupler and it has
the virtue of maintaining the characteristic impedance of the co-ax - there
are both 50 & 75 ohm
versions - make sure you use the right one ! Maplins have them in their
catalogue.
Martin W. Berner,
26 Mayfield Road, Valsayn Park, Trinidad, The West Indies
Live Long and Prosper !
------------------ RFC822 Header Follows ------------------
Date: Fri, 10 May 1996 08:25:00 -0700
From: Ember <mberner(at)wow.net>
Subject: Re: Re: Under skin Aerials , wot is a BNC Connector
?:
/
________________________________________________________________________________
| From: | RonSwinden(at)aol.com |
| Subject: | Re: DANGER! Cr** fuel system |
Graham Singleton rightly made the point that we should not lightly alter a
design that has served well for a long time but, in the case of the problems
experienced by Pete Kember I think we should not lightly dismiss the fact
that he was left trundling across the Irish sea not knowing his true fuel
state because water got into the system. Leaving out the filter from the vent
line would put the system back in line with the original specification but
would also allow water to flow into the petrol tank, a bit worrying really???
Luckily I spoke to Andy this pm. He was unhappy about changing a system
that had served him well (on his Long eze) for 11years during which he has
many times flown thru heavy rain and never had water problems with his fuel.
He mentioned that his system has a small hole drilled in the back of his
vent pipe to ensure that, if the kamilkarzi bee comes along the vent
continues to work thru the back hole simple init???? He is including
directions for modifying the vent pipes in his latest update of operating
instructions I believe. After thinking about it I suggested that because of
the back hole air must flow, at some considerable speed into the front
facing hole of the vent and out of the back one, If water goes in with the
air it will almost certainly I suggest run round the outside of the bend and
leave by the back entry so to speak. If this is so then this would explain
why Andy never has had water problems. Andy agreed that it seemed a likely
explanation and as he was going to recomend the back exit hole in the vents
anyway think that we just may have a system that does all we want without
electonics after all.
Anyway I am happy to try it and I believe it should work well. Richard was
unhappy about the effect of the pitch attitude on the accuracy of the guage.
Surely a few seconds level flight is a small price to pay for an accurate
assesment of the fuel state of the aeroplane. I intend to fit a gascolator
in place of the petrol filter. It has a top tapping intended for use with a
primer, as I do not have or need a primer I shall connect my level guage to
it, unless I (or any of you) can think of a good reason not to. Hope that
the above gives you some thing to think about. Please let me have your
comments/questions Ron S No 33.
________________________________________________________________________________
| From: | Graham Singleton <100421.2123(at)compuserve.com> |
| Subject: | ute to Pete Clarke |
Yesterday Pete Clarke was laid to rest. The church in Kirkbymoorside was filled.
There must have been at least 350 people, from both the motor racing world and
the flying one as well as Pete's family.
The service was conducted by the Rev Alan Hughes, who was a lifelong friend.
He talked about many personal memories of Pete's exploits and character, things
like " Many who were offered a lift in the Bug Eyed Sprite didn't accept a
second one!" Alan accepted many offers of flights from Boonhill over the North
Yorks moors. Finally he read the beautiful poem by John Magee already placed
here earlier by Roger Sheridan.
Afterwards the congregation went to the lovely little cemetary at Kirkdale,a few
miles to the west in a tiny valley. As the coffin was lowered into the ground a
Tornado flew over the top, pulled up and climbed away. A few seconds later a
single Red Arrows Hawk with white smoke did the same and finally a pair of
Tucanos in tight formation flew overhead. Many of those who had managed to hold
back the tears finally succumbed to their emotions. What greater mark of respect
could the RAF pay to a man who had mostly taught himself to fly and in a few
years gained the admiration of some of the best professional pilots in the
world.
After the service we all piled into the George and Dragon . It was good to meet
Bett, Pete's wife, easy to see why he loved her, and his young son Jonathan.
Bett told me that Jonathan had already decided that he was going to do exactly
what his Dad had done, become a racing driver and pilot. "Pete hasn't really
gone" was the phrase she used. "He's there, in Jonathan"
A sad, but wonderful day, and one that I, and I'm sure all who were there will
never forget.
Graham
________________________________________________________________________________
| From: | rfrancis(at)ayla.avnet.co.uk (R.M.Francis) |
| Subject: | ellation of subscription |
Please cancel the subscription from this address.
R.M.Francis
________________________________________________________________________________
| From: | zeus(at)myth.demon.co.uk (Mike Cowgill) |
| Subject: | Re: Under skin Aerials , wot is a BNC Connector ?: |
/
In message <31935FCC.2092(at)wow.net> Ember writes:
> bryan.wilkinson wrote:
>I said in an earlier discussion, the BNC connector is a Bayonet Nut Coupler
I said in an earlier discussion, the BNC connector is a Bayonet Neil
Concelman. Neil is (or was) an engineer with somebody like Hewlett Packard
and designed it, the Threaded NC, N and several more exotic ones.
>and it has the virtue of maintaining the characteristic impedance of the
>co-ax - there are both 50 & 75 ohm versions - make sure you use the right
>one ! Maplins have them in their catalogue.
Maplin also have a nifty little diagram showing how to assemble them, so no
more confusing explainations from us! *Please* use the manual assembly solder
types. I have had quite a number of equipment faults (radio and computer)
which have been directly traceable to bad crimped BNC connectors. Even the
highest quality ones.
Mike
________________________________________________________________________________
| From: | David Buchine <dhb(at)palmnet.net> |
| Subject: | el e-mail to this address |
Dear Sirs:
Please stop e-mail.
I will check home page every so.
Dave Buchine
________________________________________________________________________________
| From: | gemin(at)cix.compulink.co.uk (Graham Clarke) |
| Subject: | Re: Copy of: followup on build time |
<>
Tried that, but the wings fell off as I shoved it in the garage.
Anyway the build hours DO matter when your next medical may be your last
!
My build time is 1400 hrs. If it wouldn't melt* I could fly it tomorrow.
i.e. filling and painting still required.
* thinks....- it probably wouldn't here in Scotland if I avoid the summer
weekend, but one attraction of the thing is to make a bee-line to warmer
climes. gemin
________________________________________________________________________________
| From: | gemin(at)cix.compulink.co.uk (Graham Clarke) |
| Subject: | Re: Inspection Panels/ routing cables |
I am not certain that tail inspection panels are "approved". However the
Owners manual talks about inspection of the trim motor. I have asked the
PFA, so an answer will no doubt come back in due course.
On cable ties....I posted a note about this quite a while ago - it was to
use up the dozens of steel pins which come from riveting. A couple of
redux or Isopon-40 daubs at each end allow the use of ordinary cable
ties. These are so cheap you can always cut them off and reapply. I have
actually left them slack till the great day to avoid tunnelling, so
further cables can be routed through if necessary. There is of course a
cord pull-thru left in place each time you add a cable.
I also have cables running up the tunnel to the fuel pump, a "cigar"
socket, and the trim control (which falls nicely to hand below the gear
lever}. This shortens the cabling quite a bit but it runs inside a
plastic conduit to avoid damage.
gemin
________________________________________________________________________________
| From: | lewist(at)cadvision.com (Ted Lewis) |
| Subject: | Europa fit tall pilots? |
I'm looking for a plane to build and I'm very interested in what I read
about the Europa. I have a problem, though. I'm 6'6" tall and weigh about
220 lbs. Is there anyone out there this size building/flying an Europa?
Could the Europa be modified to hold taller pilots or is this completely out
of the question?
Ted
________________________________________________________________________________
| From: | lewist(at)cadvision.com (Ted Lewis) |
| Subject: | ht of Europa pilot? |
I'm looking for a plane to build and I'm very interested in what I read
about the Europa. I have a problem, though. I'm 6'6" tall and weigh about
220 lbs. Is there anyone out there this size building/flying an Europa?
Could the Europa be modified to hold taller pilots, or is this completely
out of the question?
________________________________________________________________________________
| Subject: | Re: DANGER! Cr** fuel system |
| From: | Richard Meredith-Hardy <rmh(at)flymicro.win-uk.net> |
Ron Swinden wrote:
>Graham Singleton rightly made the point that we should not lightly alter a
>design that has served well for a long time but, in the case of the problems
>experienced by Pete Kember I think we should not lightly dismiss the fact
>that he was left trundling across the Irish sea not knowing his true fuel
>state because water got into the system. Leaving out the filter from the vent
>line would put the system back in line with the original specification but
>would also allow water to flow into the petrol tank, a bit worrying really???
> Luckily I spoke to Andy this pm. He was unhappy about changing a system
>that had served him well (on his Long eze) for 11years during which he has
>many times flown thru heavy rain and never had water problems with his fuel.
> He mentioned that his system has a small hole drilled in the back of his
>vent pipe to ensure that, if the kamilkarzi bee comes along the vent
>continues to work thru the back hole simple init???? He is including
>directions for modifying the vent pipes in his latest update of operating
>instructions I believe. After thinking about it I suggested that because of
>the back hole air must flow, at some considerable speed into the front
>facing hole of the vent and out of the back one, If water goes in with the
>air it will almost certainly I suggest run round the outside of the bend and
>leave by the back entry so to speak. If this is so then this would explain
>why Andy never has had water problems. Andy agreed that it seemed a likely
>explanation and as he was going to recomend the back exit hole in the vents
>anyway think that we just may have a system that does all we want without
>electonics after all.
>Anyway I am happy to try it and I believe it should work well. Richard was
>unhappy about the effect of the pitch attitude on the accuracy of the guage.
>Surely a few seconds level flight is a small price to pay for an accurate
>assesment of the fuel state of the aeroplane. I intend to fit a gascolator
>in place of the petrol filter. It has a top tapping intended for use with a
>primer, as I do not have or need a primer I shall connect my level guage to
>it, unless I (or any of you) can think of a good reason not to. Hope that
>the above gives you some thing to think about. Please let me have your
>comments/questions Ron S No 33.
The long Eze is a completely different case where (as far as I know)
the tank is higher than the carb, or at least much nearer the same
level than it is on the Europa. Suction is not such a problem, if
at all. It is this suction combined with the sight gauge on the main
line which causes us problems. Is Andy's sight gauge in his long
eze drawn off the main line to the engine in a suction type of
environment? This is the crucial element.
Consider this extreme case in the Europa:
Low fuel level, high pitch angle & high power setting (hense fuel
flow): Even with no obstruction in any vent, if the horizontal level
in the tank falls below the level of the tee off to the sight gauge
then the fuel will prefer to be drawn from the sight gauge rather
than the tank....
It may be possible, I don't know, it depends on exactly where the
tee to the gauge is, how small a restricted orifice is Etc. The
higher the tee relative to the tank the easier it could occur,
during aerobatics perhaps. Of course it is likely that this
phenomenon would only be temporary and there would be sufficient
fuel in the float bowls to keep the engine running while a bubble
is run through the system. However a lowered level in the float
bowl with any needle type carb means a leaner mixture - even if you
didn't notice it immediately, it could damage your engine.
In principle I have no objection to sight gauges, there's nothing
like solid state systems, though there is bound to be a pitch
problem in this particular case. Suction problems would be avoided
if the gauge was drawn from anywhere other than the main line.
Electrical gauges are not the be all and end all, it appears, for
example, that capacitance type gauges can be significantly affected
by different types of fuel, there can be up to a 10% difference in
reading between Avgas & Mogas. This is one reason why, as stated
before, we have also installed a mechanical gauge.
Equally, with the vents, a hole may or may not cure some of the
problems, but won't, in my view, a) necessarily stop rain getting in
and b) it certainly won't stop fuel pissing all over the fuselage in
certain circumstances. Venting out of the bottom will prevent a)
and make no mess with b).
Regards
-------------------------------------------------------
Richard Meredith-Hardy TEL + 44 (0)1462 834776
rmh(at)flymicro.win-uk.net FAX + 44 (0)1462 732668
CIS: 100071,2422
Check out the British Microlight Aircraft Association at
http://www.avnet.co.uk/bmaa/bmaa.htm
________________________________________________________________________________
| From: | CPattinson(at)aol.com |
| Subject: | Re: Rigging wings before fitting fuselage top |
I am at a similar stage to Perer Davis in that it is decision time to fit the
lid.
I feel that we could delay Reduxing the lid until a litle later along the
line.
The reason is that I have yet to fit things like aerials and strobes ( and a
compass slave unit) into the back and their placement would obviously be
affected by the flap mechanism. Also all the preparation work for fitting the
flaps etc could be done lid off to allow easier access. Also the wing pin
socket stiffeners.
Clearly the lid must be fitted when the wings and flap mechanisms are being
aligned, but I suspect that this could be temporarily attached with clecos (
or possibly screws ).
I would favour bonding small rivet washers behind the clecos (5 min araldite)
so as to reduce the possibility of the holes elongating and allowing any
subsequent misalignment.
Has anyone tried a similar arrangement and did it work ?
Carl Pattinson
________________________________________________________________________________
| From: | CPattinson(at)aol.com |
| Subject: | Re: 28v Power Supply/ Graham Laucht |
Several months ago someone ( I believe it was Graham Laucht) published a
circuit design for a 12 - 28 volt converter, to drive a Turn & Slip. I am
looking for some way of driving a 28 volt radio ( rated at .6 ampere ). Would
this device be suitable for such an application.
Alternatively would it be possible to pick up the AC output from the Rotax
alternator and then convert it to 28v dc.
Im sure the answer is easy when you know how.. Any suggestions ?
Carl Pattinson.
________________________________________________________________________________
| From: | bizzarro(at)easynet.co.uk (Eddie Hatcher) |
| Subject: | minute bits and pieces |
Hi everyone
Well at last Bill and I are ready to start building just as soon as we have
got our resin pump and PFA inspector.
We have our tail section and a relatively clear workshop all the tools we
need and bundles of enthusiasm.
There is a couple of questions for you all,
1 Having decided to go for the resin pump, I assume that the density's of
the resin and hardener are different. So, can anyone tell me what the ratios
for resin and hardener are as volume ratios i.e. not weight ratios. Is it
different enough to worry about or is a 4:1 close enough for these resins.
2 Believe it or not, I still haven't seen a Europa in the flesh, so to
speak, so if anyone is willing to show me theirs it would be greatly
appreciated. Even if you have got as far as completing the tail section, I
would appreciate a look and some worldly guidance on laying up fibreglass.
I am in South East London by the way
Cheers all
Ed and Bill.
//// Eddie Hatcher //// Kit 279 /////
//// South East London Flying Group /////
//// bizzarro(at)easynet.co.uk /////
________________________________________________________________________________
| From: | Tony Krzyzewski <tonyk(at)kaon.co.nz> |
| Subject: | last minute bits and pieces |
>
>1 Having decided to go for the resin pump, I assume that the density's
of
>the resin and hardener are different. So, can anyone tell me what the
ratios
>for resin and hardener are as volume ratios i.e. not weight ratios. Is
it
>different enough to worry about or is a 4:1 close enough for these
resins.
Resin volume ratio is 29:100. I asked before :-)
>
>2 Believe it or not, I still haven't seen a Europa in the flesh, so to
>speak, so if anyone is willing to show me theirs it would be greatly
>appreciated. Even if you have got as far as completing the tail section,
I
>would appreciate a look and some worldly guidance on laying up
fibreglass.
Get hold of a copy of Burt Rutan's book, Moldless Composite Construction
(sic) from Aircraft Spruce. It is about US$30 and worth arounf 1000 times
more. It tells you all about composites and covers all the things that
the Europa manual fails to tell you (like what to do when it doesn't
always go to plan - and it doesn't always as I found out this weekend
with my rudder) :-(
If you want to follow the track of someone who is only a few weeks in
front of you have a look at my diary
http://www.kaon.co.nz/europa/272a.html
Tony
----------------------------------------------------
Tony S Krzyzewski Kaon Technologies Ltd
Reply to tonyk(at)kaon.co.nz L7, 19 Victoria St West
Date: 13/05/96 Auckland, New Zealand
Time: 07:41:48 Ph +64 9 358 9124
The New Zealand Home of
ATM Ltd, NetManage Chameleon and Ecco, Spider/Shiva
Borderware, Banyan and SNMPc
----------------------------------------------------
________________________________________________________________________________
| From: | "Martin W. Berner" <mberner(at)wow.net> |
| Subject: | Re: Inspection Panels/ routing cables |
Graham Clarke wrote:
>
> On cable ties....I posted a note about this quite a while ago - it was to
> use up the dozens of steel pins which come from riveting. A couple of
> redux or Isopon-40 daubs at each end allow the use of ordinary cable
> ties. These are so cheap you can always cut them off and reapply.
But Maplin have the re-usable ones, which are even easier !
--
Martin W. Berner, 26 Mayfield Road, Valsayn Park, Trinidad, The West
Indies.
________________________________________________________________________________
| From: | Graham E Laucht <graham(at)ukavid.demon.co.uk> |
| Subject: | Re: 28v Power Supply/ Graham Laucht |
In message <960512054729_533451390(at)emout15.mail.aol.com>,
CPattinson(at)aol.com writes
>Several months ago someone ( I believe it was Graham Laucht) published a
>circuit design for a 12 - 28 volt converter, to drive a Turn & Slip. I am
>looking for some way of driving a 28 volt radio ( rated at .6 ampere ). Would
>this device be suitable for such an application.
Is that 600mA peak or average?
--
Graham E Laucht
________________________________________________________________________________
| From: | Graham Karssen <Graham.Karssen(at)inter.NL.net> |
Please cancell subscription to the above address
________________________________________________________________________________
| From: | dngore(at)cix.compulink.co.uk (David Gore) |
| Subject: | Re: 28v Power Supply |
Carl,
You are looking for a 12>28 volt converter!!!
I know that you have switched away from CFM, but if you cantact
Patrick or Steve at the factory they have a contact in Leiston that
made the convertors for James Streak that we flew to China - that
worked an artificial horizon at 28v....1amp
David Gore - UK, Sussex
DNGORE(at)Compulink.co.uk
100013.516(at)Compuserve.com
________________________________________________________________________________
| From: | Peter.Thomas(at)burton.co.uk |
| Subject: | criptions, messages and web pages |
There have been several requests recently asking me to cancel peoples
subscription to the list. Several of these have been sent directly to
the list.
If you wish to be removed from the list PLEASE PLEASE PLEASE instead
of clogging up everyone's mail box just send an e-mail to the REQUEST
address..
europa-request(at)avnet.co.uk
The subject does not matter but the message body should read..
unsubscribe europa
That's all there is to it ! This is also fully explained in the
welcome message when you first subscribed.
(An important point to note is that you must use exactly the same
list will not recognise you unless you do.)
If the volume of mail is too much for your in tray, why not set it up
to automatically move all Europa_Mail to a separate folder. Most
mailers can search the subject line for a key word and then execute a
script to move the message. This will leave your in-tray uncluttered
and let you browse your europa mail at leisure.
On a different subject Miles McCallum's Flyer Europa article is
published on the Europa Web Pages. Just follow the last link from ..
http://www.avnet.co.uk/europa
I have had a sneak preview of the second article and it is a must for
all new Europa builders. Reserve your copy of Flyer now to avoid
disappointment.
Finally, the dBase file of all europa messages will be updated and
stored on the avnet ftp site shortly, I will send a message to the
list when it is ready.
Best Wishes
Pete Thomas
#191
________________________________________________________________________________
| From: | CPattinson(at)aol.com |
| Subject: | Re: Digital Levels - Going Cheap |
Those of you still contemplating the purchase of a Digital Level may be
interested to know of a promotional offer that is being run by Bosch. For the
next three months these are on offer for about #80 (including VAT). They are
normally about #107. Still pretty expensive but probably the cheapest levels
you will find this year.
Its just possible your friendly tool specialist will give you discount on
top. Sadly mine would only offer me 30 days credit !
Carl Pattinson
________________________________________________________________________________
| From: | Graham Singleton <100421.2123(at)compuserve.com> |
| Subject: | Re: Rigging wings before fitting fuselage top |
>>I feel that we could delay Reduxing the lid until a litle later along the
line. <<
The method Carl suggests is basically the way we did it, and I have no
hesitation in recommending it.
Graham
________________________________________________________________________________
| From: | CPattinson(at)aol.com |
| Subject: | Re: Digital Levels - Going Cheap |
Those of you still contemplating the purchase of a Digital Level may be
interested to know of a promotional offer that is being run by Bosch. For the
next three months these are on offer for about #80 (including VAT). They are
normally about #107. Still pretty expensive but probably the cheapest levels
you will find this year.
Its just possible your friendly tool specialist will give you discount on
top. Sadly mine would only offer me 30 days credit !
Carl Pattinson
________________________________________________________________________________
| From: | dbosomworth(at)meto.gov.uk |
| Subject: | ]: Rigging wings before fitting fuselage to |
Hello all,
Yesterday Carl Pattinson wrote:
>I am at a similar stage to Peter Davis in that it is decision time
>to fit the lid. I feel that we could delay Reduxing the lid until a
>litle later along the line.
>I would favour bonding small rivet washers behind the clecos (5 min
>araldite) so as to reduce the possibility of the holes elongating
>and allowing any subsequent misalignment.
Sounds like this is the thing to do. Leave the washers in for the
rivets when it comes to bonding on the top too. Set flaps etc up with
the lid cleco'd on, take it off for the glassing. Just make sure the
t/e of top and bottom mouldings line up before drilling the holes. I
hope to be at this stage shortly, and would rather keep things easy!
I sympathsize with Peter about the totally unreasonable attitude from
his wife when it comes to lifting large pieces of europa around. My
kids did nothing but complain when I initially rigged the wings to the
cockpit module. It was quicker to have someone on each wingtip to lift
or lower it, to line up the sockets and wing root holes. Unfortunately
my garage was'nt quite long enough and they most unreasonably
complained when I had them kneeling under the wingtips for 10-20
minutes, saying 'up a bit, down a bit, forward a bit...' I tell them
its character-building, they tell me to ask someone else next time !
;-)
chus, dave
kit67
________________________________________________________________________________
| From: | "Dino Baker" <DBA(at)biomed.fmc.flinders.edu.au> |
Greetings Europa Builders,
Does anybody know of a newsgroup for Pulsar Ultralights?
We are building a Europa, but a fellow aviator is building a Pulsar.
Thanking you in advance,
Dino & John Baker
Australia.
P.S. Wings completed, fuselage commenced.
________________________________________________________________________________
| From: | Graham E Laucht <graham(at)ukavid.demon.co.uk> |
| Subject: | Re: 28v Power Supply/ Graham Laucht |
In message <960512054729_533451390(at)emout15.mail.aol.com>,
CPattinson(at)aol.com writes
>Several months ago someone ( I believe it was Graham Laucht) published a
>circuit design for a 12 - 28 volt converter, to drive a Turn & Slip. I am
>looking for some way of driving a 28 volt radio ( rated at .6 ampere ).
OK here we go nasty ascii time:
Vin +12.5-*------------*-----L1-----*---+D1|---*-------*---Vout +28V
to 15.5V | | | | | 0.6A
| __________________ | |
C1 - + | 5 4 | | C3 - +
- | | R2 > -
| | LM2577T-ADJ | < |
| |-----|1 U1 | > |
| | | 2 |-------| |
| C2- | | > |
| - |_________3________| R3 < |
| | | > |
| > | | |
| R1< | | |
| < | | |
| | | | |
GND-------*---*---------------*----------------*-------*----GND
That wasn't too painful after all!
All parts Maplin references:
R1 1K8 resistor M1K8
R2 43K resistor M43K
Re 2K0 resistor M2K0
C1 10uF 35V Min electro JL05F
C2 470n Min ceramic RA52G
C3 470U 50V High frequency electro JL53H
L1 Newport 14-334-28 330uH Inductor AL23A
D1 2A Ultra fast recovery diode MUR240 GX41U or
Shottky diode (International Rectifier 21DQ04, Motorola 1N5822)
U1 National LM2577T-ADJ Switching regulator
As drawn the output will be a shade under 28V but it makes component
selection easier. Don't substitute C3 for any ordinary electro cap.
Don't substitute C1 for a pill pack tantalum, the CAA doesn't like them.
DI anode shown connected to L1 and U1/4, cathode to R2,C2 and output.
Keep all earth tracks minimal and direct especially C3 to U1/3.
With care it can be constructed on 0.100" pitch stripboard.
Mount in a small diecast box away from any instrumentation and compass.
Feed with breakered or fused supply ~2.0A
Check output with voltmeter into a dummy load first, 47ohm 20W resistor
or two 21W car flasher bulbs wired in series. Switcher transistor (U1)
shouldn't require a heatsink but it could be mounted to the diecast box.
Tab is ground so no need to isolate.
--
Graham E Laucht
________________________________________________________________________________
| From: | ashfield <ashfield(at)easynet.co.uk> |
| Subject: | Re: 28v Power Supply/ Graham Laucht |
Graham Laucht's ASCII diagram of the 12 - 28 volt converter came out
garbled in Netscape on my machine. To my surprise it looks
perfect when Replying to the message! If anyone finds it unintelligible
try that or perhaps try to view it a bit wider.
Is it not possible to attach files, eg. GIF, TIFF and JPEG, to messages
on this mailing list? It would solve the problem in posting diagrams
and photos in the future.
Mike Ashfield
--
Family history names being researched:
Ashfield, Durrant, Warnes, Hoddy, Utting,
Olver, Doney, Collicott, O'Toole/Toole, Yeo
Fly with the Popular Flying Association
come to the Golden Anniversary Rally at Cranfield, England
http://www.hiway.co.uk/customer/aviation/public/pfahome.html
________________________________________________________________________________
| From: | Peter.Thomas(at)burton.co.uk |
| Subject: | Power Supply/ Graham Laucht |
ashfield(at)easynet.co.uk wrote
>>Graham Laucht's ASCII diagram of the 12 - 28 volt converter came out
garbled in Netscape on my machine.<<
The trick is to read the message in a non proportional font e.g.
courier.
>>Is it not possible to attach files, e.g.. GIF, TIFF and JPEG, to
messages on this mailing list? It would solve the problem in posting
diagrams and photos in the future.<<
Yes it is possible BUT it would mean that all binary data would have
to be UUencoded (Unix to Unix binary to ascii conversion) and then
decoded at the other end. Some mailers do this automatically others
don't. Doing this manually can be a bit daunting if you are not used
to it. We have to go for the lowest common denominator I'm afraid.
A way around it is if you have a diagram or photo you think will be
useful for everyone to see, just send me a copy. I will store it in
the europa FTP directory on the avnet computer. People can then
download it at their leisure with any FTP utility (netscape and WinCim
have one built in). Just take a look at ftp.avnet.co.uk/pub/europa and
see how many G-EMIN has posted !
Best Wishes
Pete Thomas
#191
PS Many apologies for forwarding the business card e-mail. It is the
first time I have come across such a message, I fell for it hook, line
and sinker !
________________________________________________________________________________
| From: | Kerry Lamb <kerrylamb(at)worldnet.att.net> |
| Subject: | Re: Under skin Aerials , wot is a BNC |
Connector ?:
/
>Maplin also have a nifty little diagram showing how to assemble them, so no
>more confusing explainations from us! *Please* use the manual assembly solder
>types. I have had quite a number of equipment faults (radio and computer)
>which have been directly traceable to bad crimped BNC connectors. Even the
>highest quality ones.
>
>Mike
>
I hate BNC! Sorry, just needed to get that out of my system... Mike has this
one right, good quality solder on BNC connecters are the only way to go.
One thing to have a computer network of 30+ users go down, they just waited
around drinking coffee until the computer guy came by to fix the problem...
Kerry
P.S.
By way of intro: I am a LAN Analyst for Wang Labs in Atlanta, supporting
Windows NT and Novell Netware. At this point I am still figuring out what
all tools I will need vs what is on hand, and of course getting rid of the
junk that currently inhabits what will be my work space (old car, old
bicycles, old lawnmower, lamps, tables, chairs). The only thing that
suprises me is how much junk one manages to collect.
________________________________________________________________________________
| From: | RonSwinden(at)aol.com |
| Subject: | Re: DANGER! Cr** fuel system |
Dear Richard n' all thanks for the interest shown on this one. I take the
point regarding the importance of where the feed for the guage is taken from.
Duncan MacFadean has put foreward proposals to take care of that one and I
shall probably follow his lead (double outlets from the tank???) . Finally
for me I think I cannot see any point in the seperate vent pipes. They are as
bad news to a liquid system as are multiple earth paths in an electrical
system for similar reasons if you like water anologies for electrical systems
and should I believe be avoided at all costs so I think I shall just link
mine together with a couple of T pieces. Ron S No 33.
________________________________________________________________________________
| From: | rowil(at)gn.apc.org (Rowland & Wilma Carson) |
| Subject: | n letters & other hoaxes |
Hope this isn't hammering the message too much - but anyone tempted to pass
on a begging message to everyone they know on the internet ought to read &
digest the good advice given in "Don't spread that hoax!" at:
http://www.crew.umich.edu/~chymes/newusers/Think.html
Now, back to Europa matters ....
cheers
Rowland
... that's Rowland with a 'w' ...
________________________________________________________________________________
| From: | rowil(at)gn.apc.org (Rowland & Wilma Carson) |
| Subject: | pa Flyer index now online |
Some of you will have seen paper copies of the Europa Flyer index. Now it's
available in soft-copy, in flavours to suit most people.
I constructed it in FileMaker Pro for Mac, and have also converted it to
dbf format and plain tab-separated text format. The FileMaker versions can
be used by anyone with version 3.0, on either Mac or Windows 95.
There are 2 places to get the files from, depending on what format you want
and what facilities you have available on your computer.
First, binary files:
If you have an ftp client package, then point it at ftp.avnet.co.uk and
check out the /pub/europa/ directory. For WWW clients with ftp capability,
use:
ftp://ftp.avnet.co.uk/pub/europa/
There, among all Graham Clarke's diagram files, you'll find:
flyr_ndx.sit stuffed FileMaker 3 file for Mac people
flyr_ndx.sea self-extracting version of above
flyr_ndx.zip zipped FileMaker 3 file for Windows 95 people
fndx_dbf.zip zipped dBase format file
Mac people will need Stuffit Expander for the .sit file. If you don't have
that, then pick up the .sea file instead. It's bigger to download, but will
self-extract on a double-click. W95 people using FileMaker 3 should get
flyr_ndx.zip and use their unzipper of preference on that. DOS/windows
people with a database manager that uses dBase format should get
fndx_dbf.zip and unzip that.
Second, text files:
If you ask the list majordomo for an index of the europa files you'll now
find among them:
flyr_ndx.hqx bin-hex encoded FileMaker 3 file for Mac
flyr_ndx.tab ascii text; tab separates fields & CRLF separates records
If you're a Mac FileMaker 3 user without ftp capability, then the .hqx file
(bin-hex'd) is the one to order (using the 'get' command to the majordomo).
Again, you'll need Stuffit Expander to unwrap that. Finally, if you want a
generic text file that you can import into just about any database manager
or spreadsheet (or word processor even!), then get the .tab file. Fields
are separated by tab chars, and records by CR-LF char pairs (suits DOS; Mac
& unix people will have to strip out the LFs or the CRs respectively).
The index includes all items in all issues up to number 8 (Mar 96). I'll
try to keep it up-to-date as new issues come out.
If you feel there are any improvements that could be made, or have any
problems with getting or using the index, please let me know.
It might be helpful in reducing the variety of versions kept in the
archives if I knew which ones were most useful to club members. Perhaps you
could let me know by email which version you've downloaded, when you do it.
Then, if I find that a particular version has never been downloaded, it's
pretty unlikely I'll take the time to create that version at the next
update.
Enjoy!
Rowland
... that's Rowland with a 'w' ...
________________________________________________________________________________
| From: | gemin(at)cix.compulink.co.uk (Graham Clarke) |
| Subject: | Re: Height of Europa pilot? |
I am around 6'2+ and thought the Europa was no problem until I fitted
upholstery. I can just about get away with 2" foam but anyone taller will
definitely have a problem as the seatback and pedal positions are
immutable. If your length is in the legs, you could cut away the
instrument strip at the bottom of the module (using a digital display
elsewhere instead) to make room for the knees. If your length is in the
body then perhaps inclining the seat base towards the middle would help.
The seats are after all forced towards the outside by the central
tunnel, and you can lean over quite a bit before you hit the top of the
doors. Better find a tilted runway to match !
If your passenger is similarly endowed, you will look like a couple of
budgerigars, but the combined weight is getting formidable then anyway.
I seem to remember the fighter of the future was going to have a prone
pilot, in which case you could remove the D panel closing off the rear
fuselage, park the legs in there and fit a periscope ? (:-))
gemin
________________________________________________________________________________
| From: | europa(at)gate.net (europa aviation) |
"We at Europa are becoming increasingly alarmed at some of the advice given
out on the Internet from individuals, some of whom are not Europa builders,
as to how to "improve" the design.
Whilst recognising the spirit of wanting to customize the aircraft in some
way as being a good thing, it should be made clear that certain changes may
have unforseen implications, some of which may have already been tried and
rejected during the extensive testing carried out at the factory.
If anybody finds something in the design which is unsatisfactory or, as has
been claimed, which is considered a flight safety issue, then a call, fax,
or letter to Europa initially is strongly advised and welcomed.
All issues will be treated seriously, and if a satisfactory reason cannot be
given as to why something has been designed in a certain way, then something
will be done to change it.
Please bear in mind that our main goal is to see all Europa aircraft into
the air safely. Any advice coming from the factory will only be made as a
result of tests being carried out.
Some of the advice seen on the Internet so far has been misguided.
So advice concerning the Europa design, published on the Internet and not
coming from the factory, should not be acted upon without consulting Europa
first."
Europa Web Site is at www.avnet.co.uk/europa/index.html
________________________________________________________________________________
| From: | Peter.Thomas(at)burton.co.uk |
Hello
It looks like this would be a good time to remind everyone about the
last paragraph in the welcome message ALL USERS received when they
first subscribed to the list. It states...
>>Please note that in no way do these messages, digests or archives
represent the opinions or statements of Europa Aviation Ltd. or Europa
Aviation Inc. and are not intended to be used as design, building or
flying advice. Anyone using this information for anything other than
recreational reading purposes does so at their own risk.
<<
The read.me first file in the ftp directory also states....
>>A point that is obvious but nevertheless worth repeating is that ANY
information you find at this site is purely for recreational use and
is not intended as building or flying advice. Any modifications should
first be discussed with Europa Aviation and may require the formal
approval of PFA engineering (in the UK) or equivalent bodies in other
countries.
<<
Admit it Roger, I tried my best ! The trouble with computers is that
people tend to believe them to often.
I understand Europa's reluctance to use the mailing list as they fear
it would require too much of their time to learn and use. However, the
rest of us still manage to hold down full time jobs, build planes and
carry on with the rest of our lives.
I think we would all welcome some 'official intervention' if you think
a particular debate is 'missing the point' or has been tried before
etc. You don't have to be drawn into a sticky argument, just say 'we
tried xxx, it didn't work because yyy'.
Best Wishes
Pete
PS Why do I feel a 'sticky debate' coming on ?
______________________________ Reply Separator _________________________________
Subject: From The Factory
Date: 15/05/96 10:57
"We at Europa are becoming increasingly alarmed at some of the advice given
out on the Internet from individuals, some of whom are not Europa builders,
as to how to "improve" the design.
Whilst recognising the spirit of wanting to customize the aircraft in some
way as being a good thing, it should be made clear that certain changes may
have unforseen implications, some of which may have already been tried and
rejected during the extensive testing carried out at the factory.
If anybody finds something in the design which is unsatisfactory or, as has
been claimed, which is considered a flight safety issue, then a call, fax,
or letter to Europa initially is strongly advised and welcomed.
All issues will be treated seriously, and if a satisfactory reason cannot be
given as to why something has been designed in a certain way, then something
will be done to change it.
Please bear in mind that our main goal is to see all Europa aircraft into
the air safely. Any advice coming from the factory will only be made as a
result of tests being carried out.
Some of the advice seen on the Internet so far has been misguided.
So advice concerning the Europa design, published on the Internet and not
coming from the factory, should not be acted upon without consulting Europa
first."
Europa Web Site is at www.avnet.co.uk/europa/index.html
________________________________________________________________________________
| From: | Caroline Hastings <100675.3020(at)compuserve.com> |
As Paul and I have not yet purchased our Europa Kit, and do not look like doing
so in the immediate future, please could you cancel our subscription to
Europa e-mail and Europa mag. Much as we love all the various comments,
having so many e-mails frequently completely clutters up our system!
Wishing you all the best.
Paul and Caroline Hastings
________________________________________________________________________________
| From: | gemin(at)cix.compulink.co.uk (Graham Clarke) |
| Subject: | Re: Height of Europa pilot? |
<
>
PS. Solves all the hassle about rudder pedal crank conflicts too !
..but better watch what that weight hits when it comes down.
gemin
________________________________________________________________________________
| From: | Graham Singleton <100421.2123(at)compuserve.com> |
>>You don't have to be drawn into a sticky argument, just say 'we
tried xxx, it didn't work because yyy'.<<
Well Said Peter.
Graham
________________________________________________________________________________
| From: | Graham Singleton <100421.2123(at)compuserve.com> |
| Subject: | Re: DANGER! Cr** fuel system |
>>They are as
bad news to a liquid system as are multiple earth paths in an electrical
system for similar reasons if you like water anologies for electrical systems
and should I believe be avoided at all costs so I think I shall just link
mine together with a couple of T pieces. Ron S No 33.<<
JUst send a note/sketch to Francis Donaldson and ask for his input. You'll find
him very positive and helpful, and he has more experience than most of us.
Graham
________________________________________________________________________________
| From: | Graham Singleton <100421.2123(at)compuserve.com> |
>>a fellow aviator is building a Pulsar.<<
Poor Boy!
Graham
________________________________________________________________________________
| From: | DuncanMcFadyean <101234.3202(at)compuserve.com> |
| Subject: | el rear bulkhead |
In the absence of instructions or clear guidance from the factory, can I have
some ideas please ( from those who have done it) on the do`s-and don`ts for
positioning and fixing the wheel tunnel rear bulkhead. ie the bit of ply and
other fittings which come in fus. updaate kit 13/14.
Apologies for raising this again if its already been dealt with on the Forum.
Rgds. Duncan McFadyean
________________________________________________________________________________
| From: | Rolph Muller <100031.533(at)compuserve.com> |
| Subject: | he do`s-and don`ts for bulkheads |
It's a while since I fitted it. Don't rmember any real problems. The fuel system
installation was a bit tight - the main problem being the clearance between the
cable pulleys and the fuel tap to tank hoses - but that is not affected by the
bulkead. There was I believe a suggestion that the bulkhead could be made
removeable - I can't at least at the moment see any real advantage.
Regards,
Rolph
________________________________________________________________________________
| From: | Graham Singleton <100421.2123(at)compuserve.com> |
| Subject: | el rear bulkhead |
>> do`s-and don`ts for positioning and fixing the wheel tunnel rear bulkhead. <<
You will find it most useful to have it removeable. Preferably without having to
disturb the fuel pump.
This is how I did it:-
Tempo mount bulkhead in place. Lay up two ply BID fixing flanges to sides and
top and bottom of the tunnel against the back face. (bulkhead waxed or otherwise
released.) After cure remove the bulhead and lay up another two plies BID onto
the front face of the new flanges and push the bulhead back in so that it beds
snuggly into the flanges. After cure fit three anchor nuts to the side and two
to the bottom flanges.
In fact I made my bulkhead curved to follow the radius of the tyre. Be careful
to leave room for alternative tyres if you do this.
Graham
________________________________________________________________________________
| From: | Tony Renshaw <renshaw(at)ozemail.com.au> |
Whilst I am in limbo waiting to sell my house and move to the new one with
the 3 car garage to start my tail kit project, which patiently sits in its
box, I feel its time to contribute a few titbits that have come across my
desk in the last fortnight. I'll call these the "Aussie Chat" and if you
like them, thats great, if you don't, simply trash them. If you don't want
them in this forum tell me and I'll practice my typing on something else. If
you do want them, let me know.
This first one is a summation of another British aircraft whose success I
can truly only wish for the Europa. I should know. I spent over 1000 hours
strapped into one! Here goes!
Quote:
"For those of you have flown, passengered in, or even looked in wonderment
at the Britten Norman Islander should enjoy this article.
"ACOUSTIC LIFT TECHNOLOGY"
Undaunted by aerodynamic reality, the design team at Pilatus/Britten-Norman
has announced plans for the BN2_XL (Extra Loud), promising more
noise,reduced payload, a lower cruise speed, and increased pilot workload.
We spoke to Mr Fred Gribble, former British Rail boilermaker and now Chief
Project Engineer. Fred was responsible for developing many original and
creative design flaws in the service of his former employer, and assures he
will be incorporating these in the new BN2-XL technology under a licensing
agreement.
Fred reassured BN-2 pilots however that all fundamental design flaws of the
original model had been retained. Further good news is that the XL version
is available as a retrofit.
Among the new measures is that of locking the ailerons in the central
position, following airborne and simulator tests which showed that whilst
pilots of average strength were able to achieve up to 30 degrees of control
wheel deflection, this produced no appreciable variation in the nett flight
path of the aircraft. Thus the removal of costly and unnecessary linkages
has been possible, and the rudder has been nominated as the primary
directional control. In keeping with this new philosophy, but to retain
commonality for crews transitioning to the XL, additional resistance to foot
pressure has been built into the rudder pedals to prevent overcontrolling in
gusty conditions ( defined as those in which wind velocity exceeds 3 knots).
An outstanding feature of Islander technology has always been the adaptation
of the 0-540 engine, which mounted in any other aircraft in the free would
(except the Trislander) is known for its low vibration levels, so as to
cause it to shake and batter the airframe, gradually crystallise the main
spar, desynchronise the accompanying engine, and simulate the sound of fifty
skeletons fornicating in an aluminium dustbin.
Britten-Norman will not disclose the technology they applied in enhancing
this effect in the XL, but Mr Gribble assures us it will be perpetuated in
later models and sees it as a strong selling point; "After all, the Concorde
makes a lot of noise," he said, " and look how fast it goes."
However, design documents clandestinely recovered from the Britten-Norman
shredder have solved a question that has puzzled aerodynamicists and pilots
for many years, disclosing that it is actually noise which causes the BN-2
to fly. The vibration set up by the engines and amplified by the airframe,
in turn causes the air molecules above the wing to oscillate at atomic
frequency, reducing their density and causing lift. This can be demonstrated
by sudden closure of the throttles, which causes the aircraft to fall from
the sky. As a result, lift is proportional to noise rather than speed,
explaining amongst other things the aircraft's remarkable takeoff performance.
In the driver's cab ( as Gribble describes it), ergonomic measures will
ensure that long-term PBN pilot's deafness does not cause inflight dozing.
Orthopaedic surgeons have designed a cockpit layout and seat to maximise
backache, enroute insomnia, chronic irritability, and terminal (post-flight)
lethargy. Redesigned 'bullworker' elastic aileron cables, now disconnected
from the control surfaces, increases pilot workload and fitness.
Special noise retention cabin lining is an innovation on the XL, and it is
hoped in later models to develop cabin noise to a level which will enable
pilots to relate ear pain directly to engine power, eliminating the need for
engine instruments altogether.
We were offered an opportunity to fly the XL at Britten-Norman's
developmental facility, adjacent to the Britrail tea rooms at Little
Chortling. (The flight was originally to have been conducted at the Pilatus
plant, but aircraft of Britten-Norman design are now prohibited from
operating in Swiss airspace during the avalanche season).
For our mission profile, the XL was loaded with coal for a standerd 100 nm
with Britrail reserver, carrying one pilot and nine passengers to maximise
discomfort.
Passenger loading is unchanged, the normal under-wing protrusions inflicting
serious lacerations on 71% of boarding passengers, and there was the usual
entertaining confusion in selecting a door appropriate to the allocated
seat. The facility for the clothing of embarking passengers to remove oil
slicks from engine cowls during losding has also been thoughtfully retained.
Startup is standard, and taxying, as in the BN-2, is accomplished by brute
force. Takeoff calculations called for a 250 decibel power setting, and the
rotation force for the (neutral) C of G was calculated as 180 ft/lbs of back
pressure.
Initial warning of an engine failure during takeoff is provided by a
reduction in flight instrument panel vibration. Complete seizure of one
engine is indicated by the momentary illusion that the engines have suddenly
and inexplicably become synchronised. Otherwise, identification of the
failed engine is achieved by comparing the vibration levels of the windows
on either side of the cabin. (Relative passenger pallor has been found to be
an unrelliable guide on many BN-2 routes because of ethnic considerations).
Shortly after takeoff the XL's chief test pilot, Capt. "Muscles" Mulligan,
demonstrated the extent to which modern aeronautical design has left the
BN-2 untouched; he simulated pilot incapacitation by slumping forward onto
the control column, simultaneously applying full right rudder and bleeding
from the ears. The XL, like its predecessor, demonstrated total control
rigidity and continued undisturbed.
Power was then reduced to 249 decibels for cruise, and we carried out some
comparisons of actual flight performance with graph predictions.
At 5000' and ISA, we achieved a vibration amplitude of 500 CPS and 240
decibels , for a fuel flow of 210 lb/hr, making the BN-2XL the most
ifficient converter of fuel to noise since the Titan rocket.
Exploring the constant noise-variable speed and constant speed-variable
noise concepts, we found that in a VNE dive, vibration reached its design
maximum at 1000 CPS, at which point the limiting factor is the
emulsification of human tissue. The catatonic condition of long term BN-2
pilots is attributed to this syndrome, which commences in the cerebral
cortex and spreads outwards.
We asked Capt. Mulligan what he considered the outstanding features of the
XL. He cupped his hand behind his ear and shouted "Whazzat?"
We returned to Britten-Norman field convinced that the XL model retains the
marque's most memorable features, while showing some significant and
worthwhile regressions.
Pilatus/Britten-Norman are however not resting on their laurels.Plans are
already advanced for the three-engined Trislander XL, and noise tunnel
testing has commenced. The basis of preliminary design and performance
specifications is that lift increases as the square of noise, and as the
principle of acoustic lift is further developed, a later five-engined
vertical takeoff model is another possibility.
Gidday for now.
Regards
Tony Renshaw
The Aussie Connection
Builder No. 236
________________________________________________________________________________
| From: | Tony Renshaw <renshaw(at)ozemail.com.au> |
The following are some radio clips from transmissions made between pilots
and ATC in the O'Hare TRACON. They have been taken from an article appearing
in a recent Qantas Crew Newsletter and may be a bit of fun to read!
20. "Expect lower at the end of this transmission."
19."Citation 123, if you quit calling me center, I'll quit calling you twin
Cessna."
18. "About three miles ahead you've got traffic 12 o'clock, five miles."
17. "If you hear me, traffic is no longer a factor."
16. "You got him on TCAS? Great! When you're seven in trail, resume normal
speed and call Chicago Center on 120.12
15. "I am way too busy for anybody to cancel on me."
14. "You got any more smart remarks, we can be doing this over South Bend
go ahead."
13."You're gonna have to key the mike, I can't see you when you nod our head."
12. "It's too late for Louisville. We're going back to O'Hare."
11. "Put your compass on 'E' and get out of my airspace."
10. "Don't anybody maintain anything."
9. "Caution wake turbulence, you're following a heavy 12 o'clock, three
no, lets make it five miles."
8. "Climb like your life depends on it because it does."
7. "If you want more room Captain, push your seat back,"
6. "For radar identification throw your jump seat rider out of the window."
5. "Air Force One, I told you to expedite"
4. " Listen up gentlemen, or something's gonna happen that none of us want
to see. Besides that, you're pissing me off."
3. " Leave five on the glide, have a nice ride, tower inside, twenty-six
nine see ya!."
2. "Japan Air Ten Heavy, how 'bout a radio check?" (Response- "Rogah,
swithching!")
1. "Turn in and take over you know the rest."
Not half bad. Gidday for now!
Regards Tony Renshaw
The Aussie Connection
Builder No.236
________________________________________________________________________________
| From: | Tony Krzyzewski <tonyk(at)kaon.co.nz> |
| Subject: | "Aussie Chat No.2" |
wrote:
>The following are some radio clips from transmissions made between
pilots
>and ATC in the O'Hare TRACON. They have been taken from an article
appearing
>in a recent Qantas Crew Newsletter and may be a bit of fun to read!
Yeah, but can you beat
"Mustang pilot, if you intend landing I suggest you put your wheels down"
He did a go around
I shouldn't really add that he is an Air NZ 767 pilot or that would be
too close to home :-)
BTW
When you get to cutting the foam out of the rudder be damned careful. I
made a pigs ear out of mine and have had to build the surface up with
foam and micro. It is VERY easy to get the angle of the cut wrong and end
up taking out too much foam. I now have the exciting job of sanding back
the micro and foam to get a clean surface.
Tony
-----------------End of Original Message-----------------
----------------------------------------------------
Tony S Krzyzewski Kaon Technologies Ltd
Reply to tonyk(at)kaon.co.nz L7, 19 Victoria St West
Date: 17/05/96 Auckland, New Zealand
Time: 16:46:42 Ph +64 9 358 9124
The New Zealand Home of
ATM Ltd, NetManage Chameleon and Ecco, Spider/Shiva
Borderware, Banyan and SNMPc
----------------------------------------------------
________________________________________________________________________________
| From: | Ember <mberner(at)wow.net> |
| Subject: | Re: "Aussie Chat No.1" |
Tony Renshaw wrote:
>
> Whilst I am in limbo waiting to sell my house and move to the new one with
> the 3 car garage to start my tail kit project, which patiently sits in its
> box, I feel its time to contribute a few titbits that have come across my
> desk in the last fortnight. I'll call these the "Aussie Chat" and if you
> like them, thats great, if you don't, simply trash them. If you don't want
> them in this forum tell me and I'll practice my typing on something else. If
> you do want them, let me know.
Great stuff - lets have more !
>
> This first one is a summation of another British aircraft whose success I
> can truly only wish for the Europa. I should know. I spent over 1000 hours
> strapped into one! Here goes!
>
We have a few of these aerodynamic marvels in the smaller islands
of the Eastern
Caribbean and I understand that they fly like a C172 except that if the door lock
fails and you
forget to turn off the clockwork you can easily lose you head as you disembark
?
Martin W. Berner,
26 Mayfield Road, Valsayn Park, Trinidad, The West Indies
Live Long and Prosper !
________________________________________________________________________________
| From: | Warren Webb <wwebb(at)ipacific.net.au> |
| Subject: | Re: "Aussie Chat" |
Gidday Tony,
Just finished reading both 'Aussie Chat' letters. I was laughing so hard,
heavy eye precipitation reduced viz to nil and I've had to go on instruments
to send this message.
Thanks for brightening up my day.
Warren Webb
________________________________________________________________________________
| From: | gemin(at)cix.compulink.co.uk (Graham Clarke) |
| Subject: | Re: Kwik-loks v/s Clecos |
I have back tracked on the source for these - the answer is surprising.
Apparently Europa supplied these to early builders and the later supplied
screwtype ones with the yellow ring may not be Cleco's at all or possibly
Cleco Type 1. What I have are apparently Cleco Type 2, plier operated.
They are in the Light Aircraft Spares Ltd. catalogue, who are in Devon,
England, Tel. (01409)281578, Fax (01409) 281 680.
gemin
________________________________________________________________________________
| From: | Peter Thomas <100335.3566(at)compuserve.com> |
Hello Everyone
I have updated the file MSGDB3.ZIP with all 1000+ messages exchanged via the
Europa mailing list to date. (Well actually up until about 5 days ago when I
last copied the archived messages).
For those of you that don't know, this file has had all the e-mail techno-jumble
removed from the header and just contains (or should) subject, author, e-mail
address, date and the message text.
As you can imagine it is a fairly large file. 420K when zipped, expanding to
2Meg when uncompressed. It takes about 12 minutes to download via a 14,400
modem. I have only updated the dBase III version. The file called ALLMSGS.ZIP
was in dBase IV format. Some people had trouble importing this format (mainly
Mac users !) so I will stick to dBase III. I will remove this from the ftp
directory to avoid confusion.
I am sure many of you have worked out ways to store, search and sort copies of
the above file. If you think you have an easy method/system that others might
benefit from then let me know and we can put that on the ftp site as well.
(Please provide full instructions if you do!). I have written a simple front end
in Delphi that allows you to sort and search to your hearts content. I still
need to create a self extracting installation utility, when that is done I will
upload it.
Best Wishes
Pete Thomas
#191
PS Just in case you didn't know. The ftp address is ftp.avnet.co.uk and the
europa directory is underneath the pub directory.
________________________________________________________________________________
| Subject: | oduction & Questions |
After lurking around here for some time I actually ordered the Europa
Tail-Kit (# 271) and converted the garage into a workshop. I would
not do things in that order again. It is pure frustation to look at the
Europa box, unable to do anything with it.
I am a first-timer in composite, so I looked forward to get some
hands-on experience while building the Euro chock. My experience is
that most of the things are 'manageable' once you have everything in
front of you. With one exception.
The manual says to ... allow a few hours for the layup to reach 'knife
trim stage' (layup becomes leathery) ...
Well, I waited for some hours, trying to trim the layup, and created
a mess! Obviously I did not wait long enough. After waiting some
more time, the thing was cured to a stage way beyound knife-cutting.
Can somebody give me a hint on what a 'few hours' may be?
Reading all of your contibutions here has given me the confidence
(maybe premature ?? see above) that I could actually build the Europa.
I hope that the old-timers will be around here to answer some of the
newcomers questions. I'm sure that I will have some more questions
during 'real' building.
Norbert
#271
________________________________________________________________________________
| From: | Peter Davis <101621.3070(at)compuserve.com> |
To those long-standing subscribers to this forum I apologise for raising this,
I'm sure much aired (sic), topic again, but has anyone come up with a way of
removing most of the small air bubbles from the filler mix whilst still in the
pot prior to applying it onto the surfaces?
I merely ask because I am pondering this imponderable at the moment. It strikes
me that it would be a 'Good Thing' if something could be come up with which
would minimize this problem, although I must admit that I'm not sure how much of
a problem it may turn out to be. I suspect that it is only a problem for the
person painting the 'plane - and that won't be me!
My thoughts and experiments are very much in their infancy at the moment but
they are working something along the lines that if the pot and contents could be
vibrated rather fast then the bubbles will rise to the surface and burst.
All I've tried at the moment is a two sided cam made from a bolt with two sides
of it's head filed off and generally shaped; stuck in the chuck of a bench
mounted drill, and spun. I then made contact with the pot and it did indeed
remove quite a number of the bubbles.
However, even I can see that this is very Heath Robinson and someone else must
have got further alone with this line of thought.
How about a few ideas - even ones that didn't work to save abortive
investigations.
Regards,
Peter
________________________________________________________________________________
| From: | Peter Davis <101621.3070(at)compuserve.com> |
| Subject: | Re: Introduction & Questions |
Hi Norbert. Welcome to the builders club. As Ivan said in his interview with the
June issue of 'Pilot' magazine, anyone who is going to build a 'plane has to be
a penny short of a shilling!
With regard to the knife trimming, I gave up at a very early stage, realizing
that I could be up until 03.00hrs or so waiting for the stuff to do it's bit.
I now leave it to go off in it's own time, ensuring a good night's sleep in the
meantime, and cut the surplus off with a junior hack saw blade the next morning
or whenever, leaving the glass 1mm-ish proud of the foam.
The remainder can then be sanded down to level with the foam when it has fully
cured. Works just as well and saves any hassle trying to time the job to be sure
you will be able to go to bed at a reasonable time.
Regards,
Peter (C154)
________________________________________________________________________________
| From: | Graham Singleton <100421.2123(at)compuserve.com> |
I always mix in colloidal silica, about 1 part to 5 by vol of the microballons.
This makes the mix flow much easier. Then I spread out the whole mix hard and
rough with a wide steel scraper, a lot of the bubbles come out then. Finally lay
on the fishing line and scrape down to thickness.
You could try a low vacuum but in general the mix is too stiff. High vacuum is
no good, boils off some of the resin constituents.
Colloidal silica is a revelation.
Graham
________________________________________________________________________________
| From: | Tony Krzyzewski <tonyk(at)kaon.co.nz> |
| Subject: | Pin holes in filler |
>
>All I've tried at the moment is a two sided cam made from a bolt with
two sides
>of it's head filed off and generally shaped; stuck in the chuck of a
bench
>mounted drill, and spun. I then made contact with the pot and it did
indeed
>remove quite a number of the bubbles.
If you can find an old ultrasonic vibrator then it will probably work
even better.
I like the general idea though.
Of course you could always use a....... no, this group might be read by
people under 18 :-)
Tony
----------------------------------------------------
Tony S Krzyzewski Kaon Technologies Ltd
Reply to tonyk(at)kaon.co.nz L7, 19 Victoria St West
Date: 20/05/96 Auckland, New Zealand
Time: 08:47:32 Ph +64 9 358 9124
The New Zealand Home of
ATM Ltd, NetManage Chameleon and Ecco, Spider/Shiva
Borderware, Banyan and SNMPc
----------------------------------------------------
________________________________________________________________________________
| From: | Tony Krzyzewski <tonyk(at)kaon.co.nz> |
| Subject: | Introduction & Questions |
>Well, I waited for some hours, trying to trim the layup, and created
>a mess! Obviously I did not wait long enough. After waiting some
>more time, the thing was cured to a stage way beyound knife-cutting.
>Can somebody give me a hint on what a 'few hours' may be?
Wait until the surface looses its sticky feel, add an hour then cut. That
bit I do have right :-) Of course it does mean that you occasionally have
to get out of bed at 2 am!
I found that for the first couple of layups that using the slow hardener
made life easier. Once I was happy with that then I started using the
standard hardener.
If you want to see the experience of one who is only a few weeks ahead of
you visit.
http://www.kaon.co.nz/europa/272a
Tony
#272 Still working on the rudder.
----------------------------------------------------
Tony S Krzyzewski Kaon Technologies Ltd
Reply to tonyk(at)kaon.co.nz L7, 19 Victoria St West
Date: 20/05/96 Auckland, New Zealand
Time: 08:50:44 Ph +64 9 358 9124
The New Zealand Home of
ATM Ltd, NetManage Chameleon and Ecco, Spider/Shiva
Borderware, Banyan and SNMPc
----------------------------------------------------
________________________________________________________________________________
| From: | Tony Krzyzewski <tonyk(at)kaon.co.nz> |
| Subject: | MSGSDB3.ZIP updated |
>
>As you can imagine it is a fairly large file. 420K when zipped,
expanding to
>2Meg when uncompressed. It takes about 12 minutes to download via a
14,400
>modem. I have only updated the dBase III version. The file called
ALLMSGS.ZIP
>was in dBase IV format. Some people had trouble importing this format
(mainly
>Mac users !) so I will stick to dBase III. I will remove this from the
ftp
>directory to avoid confusion.
For those with MS Access, use the file/import function to import the
allmsgs.db3 file. Once it is imported select the table wizard to create
the display for the file. You may want to change the window size for the
text messages.
The importation and setup takes only a couple of minutes.
Tony
-----------------End of Original Message-----------------
----------------------------------------------------
Tony S Krzyzewski Kaon Technologies Ltd
Reply to tonyk(at)kaon.co.nz L7, 19 Victoria St West
Date: 20/05/96 Auckland, New Zealand
Time: 08:55:34 Ph +64 9 358 9124
The New Zealand Home of
ATM Ltd, NetManage Chameleon and Ecco, Spider/Shiva
Borderware, Banyan and SNMPc
----------------------------------------------------
________________________________________________________________________________
| From: | Tony Krzyzewski <tonyk(at)kaon.co.nz> |
| Subject: | Pin holes in filler |
>Colloidal silica is a revelation.
>Graham
>
A thought.... does Cabosil also work with the new surface filler that is
being supplied which looks totally unlike microballoons?
Tony
----------------------------------------------------
Tony S Krzyzewski Kaon Technologies Ltd
Reply to tonyk(at)kaon.co.nz L7, 19 Victoria St West
Date: 20/05/96 Auckland, New Zealand
Time: 09:28:03 Ph +64 9 358 9124
The New Zealand Home of
ATM Ltd, NetManage Chameleon and Ecco, Spider/Shiva
Borderware, Banyan and SNMPc
----------------------------------------------------
________________________________________________________________________________
sqm(at)avnet.co.uk, bksysnet(at)avnet.co.uk
| From: | Monu Ogbe <monu(at)avnet.co.uk> |
Dear Friends,
On Monday night at approximately 10pm, we noticed that AVnet traffic was not
getting out to the outside world. All diagnostics our end checked out as
did those at PSI's end. Thus it was safe to blame the BT in the middle. BT
concurred and accepted the blame claiming to be aware of the problem anyway.
BT later reported that the fault had been cleared up, however while PSI and
ourselves continued to up-turn every stone, the link would not come back up.
It is often said that "it never rains but it pours!". By process of
elimination we have decided to replace our router... Could it really be that
after 17 months of functioning flawlessly this piece of equipment really
packed up to coincide perfectly with BT's failure? Who can tell.
As you will know, the AVnet services and the weather have remained available
throughout but, of course, external mail will not have got out. Any queued
mail will be sent as soon as the link is back on line.
Many thanks for your patience and support.
Regards.
Monu
| monu(at)avnet.co.uk
-+- | http://www.avnet.co.uk
----(*)---- | P.O.Box 361, St. Albans, Herts, AL2 3YP
o/ \o | +44 (0)1727 868468
________________________________________________________________________________
| From: | jerry <jerry(at)flyinghi.demon.co.uk> |
| Subject: | Devs Tel No wanted |
I have foolishly mislaid the telephone number for Aero Developments at
Staverton. If anyone can lay their hand upon it I'd be grateful.
Jerry
e_mail jerry(at)flyinghi.demon.co.uk
**************** FlyingHi - Wish I was ****************
>>>>UK distributor for Arplast Composite propellers<<<<
>>>>>>> http://www.avnet.co.uk/touchdown <<<<<<<<
________________________________________________________________________________
| Subject: | Re: Introduction & Questions |
> It does get very much easier - honest.
Thank you Rolph, I needed some motivation. Meanwhile I have fixed
whatever was left from my first try, and it now really looks like the Euro
chocks Ivan showed to me while I was visiting the factory.
I'm going to prepare the fin's foam core on Saturday. My inspector wants
to see the workshop and the preparation work on the core before I do any
'real' lay-up. Well - I'm optimistic. Would I be building an Airplane if I
wasn't?
I like your builders logbook Tony. If you will be a few weeks ahead of me
for the next 2 years, I will make sure that I'm not repeating your mistakes
as long as you publish them. I will be making my own ones :-)
There is one more general question I have. What is the recommended
protection during lay-up? The SP Ampreg 20 pamphlet only talks about
... adequate ventilation ... , but does not recommend/require a mask. They
do, however, describe explicitly the danger of inhaling sanding dust.
For now I consider wearing a dust (half-)mask using a P2 filter during
sanding, but did not use any mask during lay-up.
Norbert
________________________________________________________________________________
| From: | "Martin J.Tuck" <102034.2747(at)compuserve.com> |
| Subject: | ng surface sanding |
Flying surface sanding
Yes, its sanding time again - for me at least.
For those who have already completed their wings I would appeciate any hints on
determining when a wing or tail surface is sanded enough such that when a coat
of gloss is applied and people look along it, they won't see the reflections
distorted by any undulations etc which you thought were not there until you put
that final gloss coat on. I hope you understand what I mean, ie. how do I
achieve that mirror finish?
In its present matt form, seeing surface imperfections is difficult although I
find that the low strong morning sun (my workshop faces east) shows up any
imperfections well, but I am having to get up earlier and earlier to make use of
it and I am sure that there is a fool proof way - or am I worrying
unnecessarily?
On a similar note, has anyone tried System 3 primer and paints? Any comments or
recommendations would be welcomed.
Regards
Martin Tuck
#152
Wichita, Kansas
________________________________________________________________________________
| From: | "Martin J.Tuck" <102034.2747(at)compuserve.com> |
| Subject: | s and tips - Knife Trimming |
Hints and Tips - Knife Trimming
Recent correspondance on the subject has reminded me that I was going to post a
tip that I found it better to wait until the epoxy had cured until cutting
surplus material off with a hacksaw blade.
Rather than using a Junior hacksaw I found I had better control of the blade
having first mounted it in one of those hand-held handle type things made for
the purpose of holding standard hacksaw blades. This is also useful for trimming
around the fuselage cut lines when you get to that stage. (My helpful neighbor
on hearing all the sawing offered to lend me his 10 inch circular saw - needless
to say his offer was politely declined).
The reason I would recommend waiting - apart from getting a more accurate cut is
that at the leather stage the force needed for a blade cut has a tendancy to
bend the cut into the foam a little which, particularly with end rib flange
close-ups means a bit more filing/preparation to ensure a properly bonded edge
with no appearance of de-laminating (edge-on air-bubble).
Hope this helps,
Regards
Martin Tuck
#152
Wichita, Kansas
________________________________________________________________________________
| From: | gemin(at)cix.compulink.co.uk (Graham Clarke) |
| Subject: | Re: Pin holes in filler |
I would add to that : mix the colloidal silica and filler DRY. It goes to
a fine powder (like micro) and mixes with the epoxy much faster and
smoother. Try not to trap air by stirring too deeply and vigorously.
Withdrawing the stirrer gently can be seen to draw bubbles to the
surface. The brushing filler supplied with the factory paint kit is quite
clever. It is so thin that it looks as if it wouldn't fill anything, but
this allows it to creep into pinholes and being 2-part it then magically
goes solid. But you have to do a light sand first to break the top film
which covers a lot of the pinholes.
gemin
________________________________________________________________________________
| From: | gemin(at)cix.compulink.co.uk (Graham Clarke) |
| Subject: | ations on the fishing line theme. |
Parallel lines stretched over the surface have the disadvantage that
stripes are left behind which need filling (at the thickish consistency
needed for lightweight run-free coatings) and also extracting the line
can spoil the surface if done carelessly.
An alternative is to tie the lines round the scraper at each end, and
lower it onto the wetted surface. One still gets stripes but they have
the absolute earliest chance of filling-in behind as you move. (High
hopes that they would disappear completely were not fulfilled.) Apart
from not having to extract the lines it is also simple to go back and
repeat a small area, without involving laying in lines again, just
touching up the new short stripes it leaves. (Touching up what is left
of the stripes seems best done with a small piece of radiused card drawn
nearly flat along the stripe).
There are two further permutations of this scheme involving one fishing
line on the scraper and either a downstream or upstream line on the
surface but these do not seem to have any advantages.
gemin no.83
________________________________________________________________________________
| From: | DuncanMcFadyean <101234.3202(at)compuserve.com> |
| Subject: | Re: Flying surface sanding |
System 3 primer:
Researched this one but have not actually used it.
This was because
a)Manufacturer could/would not supply full data or answers to
questions.
b)Its expensive by the time it gets to the UK (in comparison to
alternatives available here) and didn`t appear to offer any particular
advantage.
c)Its heavy (but then they all are)
d)Its yellow coloured which means it will take more paint to hide it
below a white final coat.
Rgds. Duncan McFadyean
________________________________________________________________________________
| From: | RonSwinden(at)aol.com |
A friend has a pair of 15 cwt rubber suspension units complete with hubs and
Maxi wheels and two pairs of the same rated units only to take Mini wheels
and hubs.
If you feel like building your own trailer when your plane is done and you
think these may be of some use to you send me an e-mail to the above address
ie not onto the general net! and I will put you in touch. Oxford area. Ron S
No 33. Bi
________________________________________________________________________________
| From: | Kesterton Donald <KestertonD(at)logica.com> |
We have completed all our flying surfaces without taking advantage of the
knife trim stage. We have adopted the following technique which is made
easy and not labour intensive by the Permagrit tools used:-
1. Trim layup edges while wet to say 10 to 20 mm of edge. Objective here
is to be close enough that the weight of the cloth plus resin does not lift
the cloth from the foam
2. Scissors with a serrated edge help when cutting cloth which is wet with
resin.
3. Make sure the edge overhange is wetted out
4. Let layup cure to full hardness - don't bother to knife trim
5. When cured do rough trimming of edge with a Permagrit disc (about 40mm
diam) in a Dremel like high speed motorised "drill" if there is a lot to cut
off.
6. Do final trimming with a permagrit hand file. This type of file does
not clog, and goes through the layup very quickly indeed.
When trimming edges do think ahead and work out the role of the edge and
therefore its importance/criticality in the final plane e.g. is it the final
edge, are hinges to be attached close by etc
Donald Kesterton
Builder 216
________________________________________________________________________________
| From: | bill(at)wynne.co.uk |
| Subject: | Re: Aero Devs Tel No wanted |
>I have foolishly mislaid the telephone number for Aero Developments
hi Jerry
Graham Brunwin & Melvin Cross (AD) are on 01285-770291 (Kemble hangar) and
mobile 0850-406193
Bill Wynne N52=B036.7' W004=B004.5' (N Wales. U.K.) +44 (0) 1654 710101/2/3
________________________________________________________________________________
| From: | Colin Wray <colin(at)greench.co.uk> |
| Subject: | Re: External link down. |
>after 17 months of functioning flawlessly this piece of equipment really
>packed up to coincide perfectly with BT's failure? Who can tell.
The same lightning strike, perhaps ?
-- Colin
________________________________________________________________________________
| From: | Graham Singleton <100421.2123(at)compuserve.com> |
| Subject: | ng surface sanding |
>>System 3 primer and paints?<<
Ian Wilde tried it on his Long EZ. Don't thinks he's around here,01234 712235.
Graham
________________________________________________________________________________
| From: | Graham Singleton <100421.2123(at)compuserve.com> |
| Subject: | Re: Introduction & Questions |
>>What is the recommended protection during lay-up?<<
Keep uncured resin, hardener, etc. off your skin at all times. Use good quality
rubber gloves. Barrier cream is not enough and for some reason sometimes
apparently reduces the effectiveness of rubber gloves. Probably a solvent
effect. The drier your skin is the less likely you are to have a problem. Don't
wash too often and don't touch anything your gloves have touched.
Never, never ,never clean your skin with solvent.
Graham
________________________________________________________________________________
| From: | Graham Singleton <100421.2123(at)compuserve.com> |
| Subject: | ations on the fishing line theme. |
>>Parallel lines stretched over the surface have the disadvantage that
stripes are left behind which need filling<<
True, however if you wait 20 minutes, and have used colloidal silica, they will
have started to fade. Then a pass with the scraper at moderate rpessure will
remove the tramlines without needing to fill; the whole lot will have gelled and
lost its tendency to collapse under the scraper.
>>mix the colloidal silica and filler DRY<<
I agree, that's the way I do it.
Graham.
________________________________________________________________________________
| From: | Graham Singleton <100421.2123(at)compuserve.com> |
| Subject: | s and tips - Knife Trimming |
>>The reason I would recommend waiting - apart from getting a more accurate cut
is
that at the leather stage the force needed for a blade cut has a tendancy to
bend the cut into the foam a little which, particularly with end rib flange
close-ups means a bit more filing/preparation to ensure a properly bonded edge
with no appearance of de-laminating (edge-on air-bubble).<<
I think I agree, Martin. The only time I have really been glad of knife trim
time, is with Kevlar. Kevlar is a pain to finish. You never loose the
raggedness.
Graham
________________________________________________________________________________
| Subject: | Re: Aero Devs Tel No wanted |
| From: | "M.Talbot" <mark(at)fourtyone.win-uk.net> |
>I have foolishly mislaid the telephone number for Aero Developments at
>Staverton. If anyone can lay their hand upon it I'd be grateful.
They now have a base at Kemble Airfield, near Tetbury, Glos.
Tel: 01285 770291
________________________________________________________________________________
| From: | CPattinson(at)aol.com |
| Subject: | Re: Europa_Mail:Protection against epoxy rsins |
Graham Singleton has quite rightly emphasised the need for protecting the
skin from contact with resins. I would like to add that there is also a real
need to wear respiratory protection. Many Europa builders may be embarking on
their first composite projects and may well get- away without the use of a
respirator the first time around as I did with my first project.
Unfortunately I developed a severe allergy to the Europa resin halfway
through the project despite an eight year break between my first and second
project. I now experience severe hay fever symptoms at the slightest exposure
to my Europa (and to other builders workshops). Fifteen minutes or more in
the workshop without a respirator can bring on this effect (watering eyes and
incessant sneezing) Fortunately I can control this with by using anti
histamine drugs. Its the only way I am going to finish my aircraft.
Please dont think "it wont happen to me", unless of course you never intend
to build again. What I have experienced is A KNOWN SIDE EFFECT from exposure
to resins. The dust that generates from sanding and cutting through laminates
is equally harmful.
The only way to minimise this exposure is to wear a carbon filter respirator
at all times when working indoors on your Europa. I know it looks daft and
its a real pain in the ass, but once you develop this allergy it will be with
you for life !
3M make an excellent comfortable mask - twin filter (available from auto
trade paint suppliers). It is an A1 Organic Vapour Respirator - Part No 5651.
Cost is about twelve pounds
Sorry to have to emphasise the doom & gloom side of building.
Carl Pattinson
G- LABS (still building !)
________________________________________________________________________________
| From: | "Richard E. Raby" <reraby(at)mmm.com> |
| Subject: | Re: Europa_Mail:Protection against epoxy rsins |
cpattinson(at)aol.com wrote:
>
> Graham Singleton has quite rightly emphasised the need for protecting the
> skin from contact with resins. I would like to add that there is also a real
> need to wear respiratory protection.
I have experienced similar short-term problems from working with epoxy
resin in a poorly-ventialated area at home while using a mere 1 ounce of
epoxy to bond the halves of a model airplane wing. However, while
working with a great deal more epoxy to vaccuum-bag the wing, I had no
problems while working in my father's garage, which is much better
ventilated.
> 3M make an excellent comfortable mask - twin filter (available from auto
> trade paint suppliers). It is an A1 Organic Vapour Respirator - Part No 5651.
> Cost is about twelve pounds
I am definitely going to buy a respirator (from the company store :)
before I get into the epoxy again.
> Carl Pattinson
--
Richard E. Raby reraby(at)mmm.com (612) 737-2488
3M Center Building 570-1W-03, St. Paul, MN 55144-1000
________________________________________________________________________________
| From: | LYNJOHN22(at)aol.com |
Martin
I have been using System Three primers (corrosion-yellow,base-white) on my
Avid tubes and parts with good success. My motivation was its local
availability (Seattle) and minimal toxicity. Other locals here who have or
are using it report good results.
Regards
John Kilian
________________________________________________________________________________
| From: | DuncanMcFadyean <101234.3202(at)compuserve.com> |
| Subject: | Re: Europa_Mail:Protection against epoxy rsins |
As with all Personal Protective Equipment, its use should be sought only as a
last resort. Earlier considerations should include minimising ("so far as is
reasonably practicable") exposure in the first place.
Such minimisation to include a safe method of working and, in the case of
epoxies, adequate ventilation. The latter is the best solution, but obviously
difficult in the UK. PPE is rarely 100% effective; less so if you have a beard.
The problem I have found with Ampreg is its benign nature. There are few clues
to its presence. Redux is far worse; A drip of the hardener wiped onto a tissue
and left in the workshop waste bin has a noticeable effect. Accordingly, as part
of my `safe method of working` waste is regularly disposed of (reduces the fire
hazard too ) and all resins stored elsewhere than the workshop. Covering over
layups during cure seems to help too as does getting out and doing something
else immediately after a layup. All part of minimising exposure in the first
place; prevention is better than cure!
Rgds> Duncan McFadyean
________________________________________________________________________________
| From: | DuncanMcFadyean <101234.3202(at)compuserve.com> |
| Subject: | Re: Variations on the fishing line theme. |
I have always found it easier to mix the required proportion of colloidal silica
directly into the mixed epoxy before adding the filler; this cuts out the hassle
and hazard of mixing two dry powders.
Rgds> Duncan McFadyean
________________________________________________________________________________
| From: | "Richard Samulis" <rs(at)ukmail1.cv.com> |
Is it just me, or is there no-one talking out there?
I haven't seen anything for some weeks.
Richard
________________________________________________________________________________
| From: | Peter Davis <101621.3070(at)compuserve.com> |
| Subject: | Re: anything happening? |
It's just you- if you receive this message! Lots going on out here, I can
assure you!
Regards, quietly,
Peter
________________________________________________________________________________
| From: | rowil(at)gn.apc.org (Rowland & Wilma Carson) |
| Subject: | pa Club Membership Sec going offline temporarily |
My modem has been playing silly tricks so it's gone back to USR for some
severe talking-to. I'm using a borrowed one now, but it has to go back
tomorrow. I'll probably be offline from then until I get my own back again.
I apologise in advance for any delay in responding to membership queries -
I hope to catch up again in a week or 10 days from now.
cheers
Rowland
... that's Rowland with a 'w' ...
________________________________________________________________________________
| From: | Graham Singleton <100421.2123(at)compuserve.com> |
| Subject: | rcarriage dmaper. |
Yesterday we flew Gk Whip with the second prototype undercarriage damper
installed. The first was tested by Pete Clarke a couple or three weeks ago and
pronounced worthwhile, although it didn't allow retraction. That test was enough
to encourage the team, mainly Roger Bull, I understand, to develop a more or
less production version. It took an hour to install then we went flying. Andy
flew first alone with the rest of us watching like hawks as he did a series of
landings. It looked good. Then our Leader got in and did a few, eventually
departing with Andy to do a few go rounds at Slingsby's grass strip, finally
going over to Boonhill, which is bumpy and had a hefty crosswind, to do a few
more. I actually saw our Leader do a greaser in a monowheel on a very gusty
crosswind day. It never surprised me to see a go round on a normal day before.
The remarks over the radio were to say the least very pleasing.
Eventually I got in with Andy and did three landings. Very much easier to
handle, little tendency to bounce and the nervous nodding we have all come to
know when taxying our monowheels has gone. Roger Bull , with only a couple of
hours in the monowheel also had no problems.
Then, on something of a high, we fitted the Arplast electric VP prop and tested
that. Briefly it worked fine, we saw a 120 kt cruise at 1000 ft and 4000 rpm.
Climb rate at around 1250 lbs was 1000 fpm. We didn't go any higher because I
had a head cold and bunged up nose :-( A lot more testing to do yet, no spinner
was fitted etc.
Finally after a long day, (6AM start for me driving up) we went home and tested
a couple of bottles of nice antipodiean wine.
Graham
________________________________________________________________________________
| From: | Pete Snipe <100655.1712(at)compuserve.com> |
| Subject: | tly watching... & intro |
Dear All,
Please count this mail as a belated introduction. Ive been a subscriber to these
mails for a couple of months. Ive seen the video and read the leaflets. In the
last couple of weeks, I popped in to the Lakeland Europa base... for a closer
examination. Im still at the 'pester the wife' stage.
Having read recent mails about protection, during layup etc, I hadnt really
taken on board the amount of
exposure to 'nasties' during construction.
Anyway, my main point is Ive enjoyed 'listening in' to your hints, tips and odd
bitches. Combine them with recent articles in the UK 'Flyer' magazine, and Im
starting to appreciate just what you 'constructors' are really up against.
Im based in Swindon, Wiltshire. If there is a (relatively) local builder willing
to answer questions etc. - then Id welcome an e-mail.
Regards,
Pete Snipe
________________________________________________________________________________
| From: | dbosomworth(at)meto.gov.uk |
| Subject: | Re: Undercarriage damper. |
Thanks for the info Graham, the bouncy undercarriage has been causing
problems for others too. Glad to hear that Europa are getting it
sorted - it doesnt weigh too much though does it?
I believe there was another attempt to pinch G-KITS a few days ago, if
there are any make/model/serial numbers of missing items the factory
may want to post them here for wider circulation. The sooner we catch
these b&%
$*ds the better!
Chus, dave
kit67
________________________________________________________________________________
| From: | jerry <jerry(at)flyinghi.demon.co.uk> |
Many thanks to Graham for taking the time and trouble to fit the Arplast VP
propeller to his aircraft for testing.
The original prototype although promising had only an experimental control system
that would have been unsuitable for production models.
The second prototype (which should have been the final) was not correctly tuned
for the Europa installation. The control system had inadequate authority to
overcome the propeller's natural tendency to fine pitch.
The control system was altered and the counterbalance weights increased in size.
This appears to overcome the earlier problems. There will be no doubt be further
testing over the coming weeks but I am delighted that we have at last been able
to deliver the goods.
In an effort not to disappoint those of you who are considering other engines we
shall in the very near future be working on a VP propeller for the Mid West
engine and maybe for the NSI Subaru. We are in negotiation with Mid West and may
be looking for a suitable candidate during the summer.
Those wishing to learn more about the Arplast VP propeller could visit our Web
site - address below.
Any questions concerning the Arplast / Europa installation should be addressed
to
me at the e_mail address shown below. Answers concerning the Europa installation
will usually be posted for general reading.
Jerry Davis (MD - Lyndhurst Touchdown Services Ltd)
jerry(at)flyinghi.demon.co.uk
**************** FlyingHi - Wish I was ****************
>>>>UK distributor for Arplast Composite propellers<<<<
>>>>>>> http://www.avnet.co.uk/touchdown <<<<<<<<
________________________________________________________________________________
| From: | gemin(at)cix.compulink.co.uk (Graham Clarke) |
| Subject: | Re: Flying surface sanding |
Think its been said before, but you can see all if you spray on a very
thin coat of any old aerosol gloss you have lying about, and then take a
light long sanding block over the surface. Another way for local defects
is to rub down brown parcel tape on the areas you suspect. If anything
replicates through it will certainly show through normal thickness layers
of paint.
gemin
________________________________________________________________________________
| From: | bill(at)wynne.co.uk |
| Subject: | Re: Arplast VP prop |
>propeller to his aircraft for testing.
>be looking for a suitable candidate during the summer.
>
>will usually be posted for general reading.
hi Jerry,
you could keep in touch on this?
failled the 78db single seater one. I am ever hopeful though.
best wishes,
Bill Wynne N52=B036.7' W004=B004.5' (N Wales. U.K.) +44 (0) 1654 710101/2/3
________________________________________________________________________________
| From: | Graham Singleton <100421.2123(at)compuserve.com> |
I'm sorry to have to report that Jim Naylor had a bit of a mishap at Leicester
on Saturday, which resulted in the outrigger being torn out of one wing, the
tailwheel fork breaking and some damage to the rear fuselage forward of the rear
bulkhead.
Saturday was a gusty day, forcast to be + or - 10 deg of the runway, 10 to 20
knots. Just after Jim raised the tail, he says about 40 kts, a strong gust
caused an uncontrolable swing to the left, about 30 to 40 degrees. The aircraft
left the runway, bounced into the air and flew under control, but not
accelerating, for about 100 yds. Jim elected to stay airborn rather than try and
land because of parked aircraft, clubhouse etc. in his path. The aircraft
stalled and dropped a wing from around 5 feet, Jim thinks, resulting in a very
heavy arrival.
No injuries, thank goodness, and the aircraft should be relatively easily
repairable.
I think this is particularly unfortunate for Jim, in that most of the flying
Europas have all had similar bounces into the air, but fortunately for us
without the violent crosswind gust, which the sailors among us will know is
invariably followed by an equally abrupt return to the original wind direction.
My early attempts to produce tidy landings, (and take offs), I suspect were the
final straws that brought Ivan's cost benefit analysis down on the side of
developing the damper for the undercarriage, which he (and I) are sure will make
this kind of problem much less likely. One thing I plan to do as soon as poss.
is to check the stall in flaps down configuration. Pete's remarks were " Wing
drop, easily controlled" Hmm. Sure, but by me too? 5 feet off the ground? I am
thinking I might adjust the stall strips to give a straight flaps down stall. I
don't think I care about a wing drop flaps up.
Anyway one moral is this,' keep the tail down until full rudder authority is
available. 40 kts? In fact I tend to hold it down until nearer 50, at which
point easing the back pressure results in instant take off. Then hold her down
until climb speed of 60 kts (flaps down ) is there. She will climb, but slowly
and not accelerating, at much less than this.
Best climb, remember is nearer 80 kts, flaps up.(check it yourself, my manual is
in the back of GK Whip.) Yes, I know I should know it by now.
Graham
________________________________________________________________________________
| From: | DuncanMcFadyean <101234.3202(at)compuserve.com> |
I am having difficulty getting the tail section of the lower fus. moulding to
align right before finalising the TP tube and bulkhead positions. The best I can
get so far could leave the fin ( when it finally goes on ) with a 1 degree
incidence to port; wouldn`t mind so much if it was the other way.
Has anyone else experienced similar problems and what was the cure?
I think it was Ron S who suggested bonding in ply stiffeners to hold the
alignment. This helps but doesn`t provide a complete cure.
Any ideas?
Rgds. Duncan McFadyean
________________________________________________________________________________
| From: | Tony Renshaw <renshaw(at)ozemail.com.au> |
The following letter found its way into the Chief Pilot's IN tray recently.
Sir,
In your icy, indeed hostile, telephone call of yesterday you requested a
report about alleged proceedings involving my crew at the 75th birthday
celebration at the slip port. As the reports from the local authorities and
the head of the Australian legation were undoubtably a complete fabrication,
I take the opportunity to put the truth of the matter on file.
Management's kind offer to "buy a round of drinks" was taken onboard by the
crew who decided to upgrade the event to it's correct status, so appropriate
quantities of libation and food were purchased, with festivities being held
in my hoted suite.
An enjoyable evening ensued but insufficient supplies had been obtained so
several members of the crew left for further purchases at a local bar. In a
truly magnanimous gesture ten bar girls from that establishment helped carry
the beer back to the hotel; so to demonstrate our appreciation of their
assistance we served them some cool drink. They then offered to show us some
local culture and, in order not to offend, we allowed them to dance some
exotic dances.
The banging on the walls of my room had by now, quite honestly, become
invasive, and it was disturbing the dancers so we arranged an amusing little
deterrent.
Second Officer Brown's impersonation of the police officer was excellent! In
full uniform, with an aluminium rubbish bin upside down on his head, he
goose-stepped to each room and harangueed the occupants with a very witty
diatribe about disturbing hoted guests. I personally heard nothing of his
alleged threats of life in Alcatraz or the Gulags, as claimed by the sister
of the Minister of Police whose room was unluckily next door.
I have no doubt that this woman was the sneak who called security and hotel
management, and I absolutely refute that the shout "Look out, here come the
Indians! Circle the wagons" was made. The simple coincidence of security
arriving just as we stood the double bed on it's side across the door to
make the dance floor bigger is obvious. The major damage to the room
occurred when a group of gate crashers whom we could not know were hotel
security, forced their way in just as most of us happened to be leaning
against the bed watching the dancing.
The subsequent events in the foyer of the hotel are an equally vicious
distortion of the facts.
I was explaining the importance of the 75th birthday to the general manager
of the hotel and noting that other guests were fabricating stories of noise,
drinking and singing at the celebration, when F/O Smith (ex-SAS) and several
other keep fit enthusiasts, in keeping with their almost monastic pursuit of
health, organised the race up the drapes which hang along the foyer wall. It
says nothing for the workmanship of some of these nations that the fittings
were torn from the walls before most of the crew were even half way up.
At this stage, in an amazing display of international posturing, the
Governor of the city, who was attending the National Day cocktail party in
the foyer, cast some denigrating remarks about Australian culture. Although
he misunderstood our gestures of greeting, female flight attendant Williams
rescued the situation with her depth of knowledge of local culture. Her
rendition of the Fertility Dancing Maiden in the foyer's "Pool of
Remembrance" was nothing short of breathtaking. Normally this dance is
performed wearing just the sarong skirt so FFA Williams extra step to
nature was a bold step forward. Unfortunalely, during one intricate step FFA
Williams slipped and fell beneath the fountain so we were very lucky that
S/O Brown, who had the great presence of mind to strip to avoid getting his
uniform wet, leapt in to help. That the tiles in the pool were slippery is
beyond dispute as it took nearly ten minutes of threshing about before S/O
Brown could actually complete his rescue. Such concern was there for these
two exemplary crew members safety that the rest of the crew were forced to
assist, and I deny that this massed altruistic rescue attempt could be
construed as a "water polo game"!
This slanderous accusation was first put to me by the Chief of the Riot
Squad, whose storm troops had apparently been called by some over-zealous
Fascists at the cocktail party.
Order had nearly been restored when the fire started.
I prefer F/O Smith's version of events - that the drapes had caught fire
from being against a light fitting and that he dropped his cigarette lighter
whilst trying to escape the flames.
Had hotel management fulfilled their responsibilities and used fire
retardent materials instead of velvet the fire would not have spread to the
rest of the hotel.
The responsible attitude shown by my crew in assisting the bar staff to
carry out drinks from the cocktail party is to be commended not condemned,
and the attempt by male members of the crew to extinguish pockets of fire
using natural means has been totally misrepresented in some quarters. I
cannot overstate how strongly I resent the assertions made in the Chief Fire
Officer's report.
I made an official protest about these matters when the head of the
Australian legation visited us the next morning at the police station.
However, not only did Ambassador Jones not attempt to refute the
preposterous allegations made against me and my crew, but by failing to
secure our release immediately caused the subsequent aircraft delay.
I did not know Her Majesty was to be aboard our aircraft, but I am sure that
her 12 hour visit to that country was appreciated by local dignitaries and
probably HRH herself. (I must mention here that the local manager is far too
obsequeous - Smarmy!Smarmy! You should have seen him bowing and scraping.
Never make a Prime Minister that chap!)
Finally, I note that not since "Rainman"" has our airline been mentioned in
so many newspapers.The main newspaper at the slip port coincidentally
mentioned our airline 75 times on it's front page alone, although some of
the coupled epithets can only be described as the worst journalistic
excesses of the gutter press.
I trust that now I have outlined the correct version of events we may allow
ourselves a discrete smile as to the lack of social sophistication of some
of these developing nations and put all this behind us.As far as I'm
concerned the crew carried on the fine airline's traditions.
Regards,
Captain
P.S. I checked amongst the language qualified members of the crew but no one
was up to speed on Latin.
Can you recommend anyone in the International Department who could translate
"Persona Non Grata"
Gidday
Tony Renshaw
The Aussie Connection
Builder No.236
________________________________________________________________________________
| From: | bizzarro(at)easynet.co.uk (Eddie Hatcher) |
Hi all,
I am after some more info now that we are ready to start our plane.
Basically, we were thinking of purchacing some of these permagrit tools, so
if you use them, can you tell us which ones you have needed so far, and what
you found them most useful for. What do you recommend we get to build our
Europa. I appreciate that knife trimming is not an option, after doing the
chock!! The cutting disk sounds much better:-)
Cheers
Eddie, Bill and Nick
//// Eddie Hatcher //// Kit 279 /////
//// South East London Flying Group /////
//// bizzarro(at)easynet.co.uk /////
________________________________________________________________________________
| From: | Tony Krzyzewski <tonyk(at)kaon.co.nz> |
Permagrit tools are an absolute must but then who am I to be a walking
advert for the most used piece of equipment in my workshop :-)
I use a 540mm sanding spline and many of the set of eight tools (flat,
curved, angled) in the wallet for general sanding. The slitting disk and
the small sanding cone are very useful with a Dremel. The sanding cone is
great for cutting flox corners and for general shaping.
Tony
wrote:
>
>Hi all,
>I am after some more info now that we are ready to start our plane.
>Basically, we were thinking of purchacing some of these permagrit tools,
so
>if you use them, can you tell us which ones you have needed so far, and
what
>you found them most useful for. What do you recommend we get to build
our
>Europa. I appreciate that knife trimming is not an option, after doing
the
>chock!! The cutting disk sounds much better:-)
>
-----------------End of Original Message-----------------
----------------------------------------------------
Tony S Krzyzewski Kaon Technologies Ltd
Reply to tonyk(at)kaon.co.nz L7, 19 Victoria St West
Date: 30/05/96 Auckland, New Zealand
Time: 12:39:14 Ph +64 9 358 9124
The New Zealand Home of
ATM Ltd Intranet ATM Networks,
NetManage Internet and Intranet Software Solutions,
Spider/Shiva Remote Networking Systems
Borderware Internet Firewall,
Banyan and SNMPc
----------------------------------------------------
________________________________________________________________________________
| From: | gemin(at)cix.compulink.co.uk (Graham Clarke) |
Suitable sizes of scrapers seem scarce in the diy shops, are expensive
and it is all too easy to forget to clean them before they are rendered
unusable. So go to the office supplies shop instead. They have a range
of sizes from A4 downwards in packs of 2 (;-)). They are called bulldog
clips ! . Remove the spring, hone each blade a few times on a sharpening
stone (though they are usually straight enough). Don't throw the spring
away, as reassembled, they come in handy to stop your tabs, ailerons
etc. flapping about before connection.
gemin no.83
________________________________________________________________________________
| From: | DuncanMcFadyean <101234.3202(at)compuserve.com> |
Have found the sanding plate (course one is best; I have a fine one too but
hardly ever use it) invaluable. Also the slitting disc.
Am about to also obtain a cone shaped point.
Rgds. Duncan McFadyean
________________________________________________________________________________
| From: | RonSwinden(at)aol.com |
Dear Grahm S thanks to you and Jim for releasing details of the mishap to
G-BVLV.Having built flown and bent my cherished Kitfox Zebedee I know just
how he must feel. I was trying to get down in similar conditions to Jims
rather than taking off but the effect was the same. I was luckier than Jim
in that I got a full years super flying before my disaster. But!
uncomfortable as it might be for our ego's at the time it is only by sharing
info on such occurences that other pilots can benefit and
thus learn how best to handle the Europa in the full range of possible
flying conditions, it is sad that we do not get similar reports from other
similar occurrences, there have been more!!!!
For myself I have always seen the problem described as being the
possible downside of the unified one lever undercarrage flaps
control. To get jumped prematurely into flight on the back of the drag curve
with the flaps down could perhaps be dealt with by splitting the flaps from
the u'cart.
I have discussed the proposition in the past with a couple of friends and
with Andy. Clearly there are disadvantages (not least of which being the
capability of landing gear up due to brain fade) but maybe the better gust
penetration of the clean Europa for take off could be worth having, given of
course the requisit runway length??? If the shortest possible t/o distance
were
required then one could still take off with flaps if the other circumstances
permitted. Any thoughts anyone or have I got it all wrong???.
The question of the wing wheels would possibly best be solved by simply
mounting them fixed permanently down. This could result in a slimmer
assembly and could further be helped by fairings on the vertical legs.
According to my reading of the subject such fairings could reduce the drag
by a factor of 10 ? which might mean that the none retracting version might
even have less drag than the retracting variety. Any thoughts anyone??
PS Thinks Sad that the first and only "Factory Contribution" that we have had
on what is otherwise an incredibly useful forum was totaly negative,
unsigned and ignored the fact that Pete Thomas who does so much work for us
all had already well made the point that we should not take anything on our
(or for that matter any other) forum as gospel. Ron S.
PPS. We still need articles, an Editor, a Social secretary, and a treasurer
if the Europa club and mag are to survive and provide an independent voice
and service for Europa builders and flyers. We must have volunteers please
in time for the AGM at the PFA rally Also if anyone has any ideas concerned
with how the Europa club, mag and forum should work together for the benefit
of us all will they please produce them (preferably written out) for
consideration here and/or at the AGM. Ron S No 33. Vice chairman Europa
club.
________________________________________________________________________________
| From: | bizzarro(at)easynet.co.uk (Eddie Hatcher) |
Hi all, thanks for the info reguarding the peragrit tool, I will get buying
as from tomorrow.
Cheers
//// Eddie Hatcher //// Kit 279 /////
//// South East London Flying Group /////
//// bizzarro(at)easynet.co.uk /////
________________________________________________________________________________
| From: | ians(at)avnet.co.uk (Ian Seager) |
The Flyer pages on the web are slowly but surely being changed and updated,
there is now a site with a few pictures of the progress on the flyer
europa. you can link to the site from the Flyer home page
http://www.avnet.co.uk/flyer/flyhome.html
Have a look and let me know what you think (good or bad, but preferably
constructive!)
Ian
Ian Seager FLYER Magazine, 3 Kingsmead Square, Bath, BA1 2AB
Tel: 01225 481440 Fax: 01225 481262
________________________________________________________________________________
| From: | gemin(at)cix.compulink.co.uk (Graham Clarke) |
must have been
relayed via the US, as when I replied to the address given, the US arm
came back, having relayed my message back across the Altantic by fax !
Apparently the factory is not online yet.
gemin
________________________________________________________________________________
| From: | Peter Davis <101621.3070(at)compuserve.com> |
| Subject: | Re: that factory message |
Graham Clarke writes:-
" must have been
relayed via the US, as when I replied to the address given, the US arm
came back, having relayed my message back across the Altantic by fax !
Apparently the factory is not online yet."
True. The US plugged in and that is their address, but not the UK.
I was talking to Andy about the 'net a few weeks ago and he tells me that they
are intending to come 'on line' soon but are as yet unsure how to pitch it as
they could end up employing someone full time just to answer the 'net messages
if they are not careful.
He admits that he 'listens in' to these pages so do not assume that your
intimacies go unnoticed - or noticed for that matter!
As I understand things, when they come on line they will be there for direct
messages to the factory, and maybe to keep a watching brief on the chit-chat to
enable then to come in when someone is suggesting something silly or dangerous.
I'm sure that we can all appreciate the potential legal minefield that they
could end up negotiating if they were officially 'on line' and failed to pick up
on something that resulted in an accident. As we all know, it's only the legal
profession that wins in any situation! No apologies to lawyers out there - they
can make their contributions to the Architect's Benevolent Fund at any time!
Regards,
Peter.
________________________________________________________________________________
| From: | Rolph Muller <100031.533(at)compuserve.com> |
I have just realised that it is probably not a good idea to paint the instrument
panel before the cowling is fitted - because it is necessary to cut out
clearance holes along the edge for the cowling anchor nuts.
Rolph Muller 37
________________________________________________________________________________
| From: | Graham Singleton <100421.2123(at)compuserve.com> |
| Subject: | Re: that factory message |
>>As we all know, it's only the legal profession that wins in any situation!<<
Absolutely right. They have organised themselves a lagal protection racket.
Never vote a lawyer into government. If you want the example look at the US.
Graham
________________________________________________________________________________
| From: | Graham Singleton <100421.2123(at)compuserve.com> |
>>it is necessary to cut out clearance holes along the edge for the cowling
anchor nuts.<<
Not really. You will find that the rim of the panel will slip behind the anchor
nuts quite easily.
Graham
________________________________________________________________________________
| From: | Kerry Lamb <kerrylamb(at)worldnet.att.net> |
| Subject: | Re: that factory message |
>
>Absolutely right. They have organised themselves a lagal protection racket.
>Never vote a lawyer into government. If you want the example look at the US.
>Graham
>
True, but even if you don't vote them in, the "Trial Lawyers Association"
simply buys the legislation they want! Over there you might call it graft,
here we call it political contributions and "soft money".
Kerry
________________________________________________________________________________
| From: | Denys Gover <skypilot(at)ozemail.com.au> |
| Subject: | Re: that factory message |
Kerry Lamb wrote:
>
> >
> >Absolutely right. They have organised themselves a lagal protection racket.
> >Never vote a lawyer into government. If you want the example look at the US.
> >Graham
> >
>
> True, but even if you don't vote them in, the "Trial Lawyers Association"
> simply buys the legislation they want! Over there you might call it graft,
> here we call it political contributions and "soft money".
> Kerry
>
I would like to be able to communicate with the factory without having to
deal with snail mail or FAX. Fax is good but my fax machine is the PC
which I do not leave switched on.
Regards Denys Gover
Canberra Australia.
(not yet a builder. NO PLANE NO GAIN)
________________________________________________________________________________
| From: | "Martin J.Tuck" <102034.2747(at)compuserve.com> |
Tolerances - and the old Quick link aileron bellcrank chesnut
One thing that really bugs me occasionally are no mention of tolerances. One
particular problem I have had this weekend was the quick connect bellcrank
installation.
The actual installation of the CS14P/S brackets I did a couple of weeks ago
lining the 1/4 inch studding up with the holes in the spar. Taking great care I
positioned the brackets in place and all seemed well.
Since then the fuel tank has been installed and the brackets replaced on their
flox/redux pads.
The bellcrank bolts were reduxed home and the bellcranks fitted ready for the
trial fit of the Tufnol pads.
Having positioned the wings back onto the cockpit module I could not figure out
why the bellcrank pivots do not align exactly with each other. The starboard one
was pretty close - probably 1/32 inch out (acceptable? within allowable
tolerances?), but the port one was a good 1/16th inch out - perhaps more, I
would think out of tolerance but who knows?
I have repositioned the quick connect bracket on the port side to correct the
misalignment.
I can only assume that my holes in the spar were not exactly at 90 deg to the
spar and that the port side accentuated the problem as the pivot bolt is so much
longer. The hole must only be a smidgen out - but over 3 inches of bolt length
it amounts to what appears to be visually at least quite a bit out.
The question is - how much out of alignment is acceptable. As the module is
still yet to be positioned in the fuselage and the wing incidence set the
alignment might all might move again.
Anyone had a similar problem? OK, I know people have fitted dummy spars etc.but
that still would not have helped in this case.
Question remains - what sort of tolerance is acceptable here? Ideally, alignment
should be spot on but unless the pivot holes are factory drilled I challenge
anyone to drill a 1 inch deep hole exactly 90 deg in all planes by eye.
Any thoughts from builders past this stage would be appreciated.
Martin Tuck
#152
Wichita, Kansas
U.S.A
________________________________________________________________________________
| From: | Graham Singleton <100421.2123(at)compuserve.com> |
>> As the module is still yet to be positioned in the fuselage and the wing
incidence set the alignment might all might move again.>>
It sure will. The trouble is that the cockpit module is too floppy to use as a
jig. It's also far from easy to judge the alignment of the wing. I suspect the
best way might be to cut off the back of the module, at the top front corner of
the tank, fit the front part of the module, then set the wing incidence. Now the
quick connect can be fitted accurately, the tank pushed in from the back and the
luggage bay stuck back on. This method would require a different way of laying
up the tank supports but might be less problematic than existing one. I have an
idea that something like this is being done by some of the guys fitting
aluminium tanks. Good on yer, mates!
Tell us if it works.
When we set our wing incidence the quick connects went out of alignment, a good
1/16" in one case. We sprung the bracket back into alignment then glassed it in.
We also put 3/16" pop rivets through the layup into the bracket so that if/when
the epoxy/aluminium bond lets go it will remain attached. Anodising will help it
to grip longer.
Here's a trick to help lining up your drill. Get hold of a small bubble level,
circular preferably and bond it to the drill. Then you can easily keep the drill
level (or vertical) Black & Decker sell a cordless with two bubbles in the
handle. You will need something like this when you come to drill the wing
hardpoints for the lift pins. Make sure all three pins are parallel, I think
with the flap down, although that's probably not too important because the flap
tube has a self aligning bush.
Graham
________________________________________________________________________________
| From: | Rolph Muller <100031.533(at)compuserve.com> |
>>Not really. You will find that the rim of the panel will slip behind the
anchor
nuts quite easily.
Graham<<
Thanks Graham - I would have gone ahead with the cutting without trying it!!
Anyway the good news is that I have now got my engine in - and Grahams firewall
is fantastic by the way. The factory doesn't actually say how tight to pull the
bolts - any suggestions welcome. There is the matter of engine alignment that
has already been discussed - my prop mounting flange needs moving about 5mm to
centre after just starting to tighten the nuts- and I suppose I can sort this
with the tightening rather than using packing as the manual suggests - I
suppose.
And finally to the damper - I hear a rumour (and it's only a rumour!!!) that
the factory is offering this as an extra - cash or credit card I suppose -
perhaps the factory should go for their own Europa card - if the Rolling Stones
can why not? - we could all have one!
Safe flying
Rolph
________________________________________________________________________________
| From: | giuseppe filiaci <gzf50(at)amail.amdahl.com> |
| Subject: | joining the Europa lover group............... |
Hallo everybody,
this is Giuseppe Filiaci an italian flyer entusiast, just
one year ago, being in Basingstoke for a business trip,
had the luky to met, at Popham airfield, Mr.Miles
McCallum. Miles attempted to explain to me what Europa
was.....and I got the virus, the virus of EUROPA!!!
Few days later I got the videotape/documentation, it was
simply wonderful, since that I started to dream! At the
moment it's just a dream and I'm following news, magazine,
groups.......and all Europa related topics!
Tks to all of you, expecially the
Europa builders!
giuseppe filiaci
gzf50(at)amail.amdahl.com
________________________________________________________________________________
| From: | Mark Woodward <100522.2057(at)compuserve.com> |
i have been gathering E mail fot a friend who is building a europa but am
finding that it is cluttering my system.
________________________________________________________________________________
| From: | paul & liz atkinson <100016.3347(at)compuserve.com> |
The recent discussions about the accuracy of epoxy mixing have got me wondering.
Graham Singletons description of a balance at the seminar seems like the best
bet as I do not have the readies for a resin pump. My wife came up with with the
idea of using syringes(the nursing training coming into use again). Has there
been any discussion on this before or has anyone any views positive or negative
on their use. I would be grateful for any comments.
E-mail from: paul & liz atkinson, 03-Jun-1996
________________________________________________________________________________
| From: | "Dino Baker" <DBA(at)biomed.fmc.flinders.edu.au> |
Hello All,
Just a few ideas from my experience of assembling the fuselage.
When making your dummy spar, make the end approx. 3 inches longer.
Use this extension to drill the pivot bolt locations, so your dummy
will have 3 holes in it. Drill the pivot 1/4" hole & the two spar pin
holes on a drill press to get them accurate, this will act as a
drilling guide to drill square.
1. First use the dummy spar to Redux in the two spar pin bushes.
2. When these have set. Use the pivot bolt hole in the extension to
align the pivot brackets on the seat module.
3. Next use the same dummy again to drill the pivot bolt holes in the
spars. Using the one dummy, all holes will be in the correct place
and accurate.
But don't forget to turn the dummy over when drilling the spars to
get the holes nearest the top side of the spar & correct way up for
seat module brackets.
4. Next remove the extension & shape tip to normal profile & use
to affix both sockets in position on seat module & port spar aft
face.
5. When Reduxing on the socket to port spar, a small O-ring between
the bush & socket will prevent Redux sticking the wing pin in.
That (filling) subject again :-)
After sanding down filler, small scratches are still evident. I found
that mixing up Ampreg & adding a very small amount of filler &
squeegeeing on surface it fills the scratches.
75 grams of Ampreg mix plus about one dessert spoonful of Fairlite
filler will be enough for one side of the wing, it also hardens the
surface which can be wet rubbed if you wish.
Much better & cheaper than trying to fill scratches with primer.
Happy building.
John Baker #181
________________________________________________________________________________
| From: | Graham Singleton <100421.2123(at)compuserve.com> |
>>The factory doesn't actually say how tight to pull the
bolts - any suggestions welcome.<
My understanding is that you tighten them down hard onto the distance pieces.
That will give you the correct preset compression of the rubbers. I agree it's
not clear.
Graham
________________________________________________________________________________
| From: | Graham Singleton <100421.2123(at)compuserve.com> |
>>idea of using syringes<<
Problem is keeping them clean. The chemicals involved will degrade both the
syringe and the seal.
Graham
________________________________________________________________________________
| From: | "Martin J.Tuck" <102034.2747(at)compuserve.com> |
| Subject: | ers, primers and UV protection |
Fillers, primers and UV protection
Europa Aviation in Lakeland very kindly put me in touch with Poly-Fiber
regarding primers (primarily).
They (Poly-Fiber) told me that they will be launching some new products at
Oshkosh this year and were king enough to send me a leaflet. I don't think they
will mind me mentioning it here as it is worth some investigation if you have
yet to fill your surfaces. The price will have to wait for Oshkosh I guess.
1. Superfil - an ultra light epoxy filler. MDA free and shipped non-hazardous.
weighs only 3.68 lb per gallon. (Anyone know what epoxy and other fillers are
for comparison?)
2. Silver Shield - made from water-borne urethane and thinned with water,
completely safe to spray (I would still use a mask) with no solvent fumes or
flamability. Dries in 20-30 mins at 77 deg F. Uses the same aluminum UV blockers
used in the dope and fabric systems that guarantees UV protection. Like Superfil
It is easily sanded.
3. Flight Gloss, water-borne topcoat paint. Available in 40 colors. Flight gloss
is a two-step base coat/clear coat system the clear coat being catalyzed to
provide a tough, high gloss protective coating. Again is thinned with water and
requires no special precautions when being sprayed. Aero-thane is also available
but does require strict safety precautions when being sprayed.
All looks pretty good. Still be later in the year when I am going to need some.
Those going to Oshkosh might want to take a look.
Regards
Martin Tuck
#152
Wichita, Kansas
U.S.A
________________________________________________________________________________
| From: | DuncanMcFadyean <101234.3202(at)compuserve.com> |
| Subject: | Re: Fillers, primers and UV protection |
The weight of other primer- fillers (which are heavily loaded with TiO2 and
Barytes) typically work out at a mind-numbing SG of 2.0 to 2.4 If water is
10lbs/imp. gal. then this works out to a weight of 20 to 24 lbs/imp.gal (ie
dry-film density, what you buy in the tin is less because of the solvent
present).
The potential weight savings with a lightweight alternative are huge.
Would be glad of any and all further information you can obtain.
Rgds. Duncan McFadyean
________________________________________________________________________________
| From: | DuncanMcFadyean <101234.3202(at)compuserve.com> |
| Subject: | Re: epoxy mixing |
Have used syringes for mixing Redux. Large oral-dose variety available from
vetinary suppliers have worked OK; they don`t have perishable seals either.
The pitfalls are that its difficult to pack in the Redux resin without air
bubbles which will obviously affect the dosing rate. But not impossible.
For larger mixes I have preweighed resin into pots using someone elses balance,
then dosed in the hardener with a syringe at the time of use.
Rgds. Duncan McFadyean
________________________________________________________________________________
| From: | "Martin J.Tuck" <102034.2747(at)compuserve.com> |
| Subject: | Re: Fillers, primers and UV protection |
Thanks for your E-mail.
Try ringing Poly-Fiber I think the guys name is Jim or John maybe neither but
surname definately Goldbaum. He's of of the technical guys. He sent me the
leaflet.
Their 800 number is 800-362-3490,
Fax: 909 684 0518
Snail-mail address:
PolyFiber Aircraft Cioatings
Box 3129
Riverside
California 92519
Regards
Martin Tuck
#152
Wichita, Kansas
U.S.A
________________________________________________________________________________
| From: | Peter Lert <plert(at)csn.net> |
| Subject: | aight and level..." |
A couple of items regarding the Europa which will be built by Air
Progress and Sport Flying magazines here in the US:
1.) I'm happy (actually, appalled, but as you'll see things worked
out all right) to report that the tail surfaces of our Europa have made
their first flight--and without even having to get built!
Enroute from Lakeland to Colorado, the 4 x 5 x 2 foot cardboard
crate was literally sucked out of the pickup truck bed by the wake of a
passing semitrailer. According to the pickup driver (thankfully, I
wasn't there to witness the incident, or I'd have had my medical revoked
for a coronary), the crate then formated nicely for about 200 feet on the
right side of the pickup (remember, we drive on the right here in the
Colonies), then _flared_ to a gentle landing on the shoulder. Minor
abrasions and asphalt (tarmac, for you Brits) marks on the crate, but as
far as I can tell _no damage_ to the contents! Please note that this
200-ft flight is fully 80 feet farther than the Wright Bros. first efforts...
Query: is Europa considering an optional damper for crated kits?
2.) "On the level:"
While (still) waiting for delivery of a ratio pump so I can get
on with things, I located an excellent digital level at a local
lumberyard cum builders' supply. It's the "Pro SmartLevel," which I
believe may well be the same one that used to be advertised in the ASS
catalog. The actual electronic module, which can be used as a
"standalone" torpedo level, cost me $90; beams are available in 24, 48,
and 78 inch lengths at about a dollar an inch (less for the longest one).
Seems a great little gadget, accurate to 0.1 degree, easily reset
and recalibrated (i.e. you can choose any arbitrary angle as zero if
desired), various other features.
The reason I'm making such a fuss about this is that I'm
tentatively supposed to ferry a Beech Baron to the UK later this month.
If these levels are really so hard to obtain in Blighty, I could possibly
order a few of them here and bring them along, hopefully avoiding any
major Customs hassle. Planning to enter the country at Prestwick or
Glasgow, but I could probably drop in at Wombleton to drop them off! If
anyone is really desperate for one, email me at plert(at)csn.org and we'll
see what we can set up.
________________________________________________________________________________
| From: | Rolph Muller <100031.533(at)compuserve.com> |
And now to something different. Anybody done any flying in Portugal? Is there a
club at Faro? You can guess where I am going on holiday!
Regards,
Rolph 37
________________________________________________________________________________
| From: | Graham Singleton <100421.2123(at)compuserve.com> |
THis is Europa's new Monowheel demonstrator. She flew for the first time
yesterday and has by now done around 4 hours. Excellent says our leader. "Dotty"
has the benefit of a proper cold air box, (still no hot air!?) and apparently
has much better rate of climb etc. What a surprise ;-). I suppose imitation is
the next best thing to a compliment. Ivan says he thinks the heat of the exhaust
etc. will be enough to keep the carb body warm enough to prevent ice formation.
The plan is to fly her to Stauning tomorrow for the Danish rally. Seem to
remember he took YURO there when that little bird was quite young!
I have been summoned to Wombleton with GK Whip tomorrow morning so that the only
existing bounce moderator can be swopped onto Dotty 8-<. I shall miss it.
Graham
________________________________________________________________________________
| From: | Ed Gieseking <egieseki(at)sisna.com> |
| Subject: | ron hickness at wing tip |
Europa builders:
I've mounted the port aileron to the wing and have sanded down the top
surface of the aileron close out until it just barely rubs on the aileron
through out the entire aileron travel. It appears however that the airleon
at the tip end protrudes above the surface or the wing a bit (approx 2 mm).
I have considered sanding down the bottom surface closeout flange to bring
the aileron down into the closeout where the airleron thickness would be
less, but the aileron seems to match the wingtip foam block dimension
perfectly at this time. All comments and suggestions would be greatly
appreciated.
Thanks in advance,
Ed Gieseking - egieseki(at)sisna.com
Starbord wing 90%
Port wing 80%
Fuselage Uncrated and Inventoried
egieseki(at)sisna.com
________________________________________________________________________________
| From: | Ed Gieseking <egieseki(at)sisna.com> |
| Subject: | Re: ileron "hickness" at wing tip |
Oops. That was a typo on the subject line of my previous message. Even
Europa'a built in the desert of Nevada are sophisticated pieces of
machinery, not at all hick like.
Ed Gieseking egieseki(at)sisna.com
egieseki(at)sisna.com
________________________________________________________________________________
| From: | gemin(at)cix.compulink.co.uk (Graham Clarke) |
| Subject: | Re: epoxy mixing |
I had my doubts about the expense of the epoxy pump, but no longer. When
you get to filling the flying surfaces, balance weighing takes the
majority of the time, and while you are doing it the stuff on the surface
is stiffening. With the epoxy pump the mixing dominates. You need at
least one full time mixer to keep up with the spreader. That way you can
do a wing side in a morning, say two days for the full wings. So I
reccommend biting the bullet and buying one. Relating the price to the
cost of the whole project will make it less painful. It should later have
a resale value to all the builders behind.
On Redux (as posted before), use a one pot method, dumping the thick
stuff in first, and balance with around N (~100) or so identical
"things", nuts, bolts, pins etc. Then add .4*N "things" and pour or
syringe in the thin stuff to rebalance. Use the balance arms reversed to
change the scale factor by 9 for very small quantities.
gemin 83
________________________________________________________________________________
| From: | dbosomworth(at)meto.gov.uk |
| Subject: | Re: Aileron hickness at wing tip |
Ed,
Dont sand the aileron bottom (hinge) flange, you need the
maximum thickness there for the hinges. Have a think about cutting
back the top closeout a bit more; the manual states a minimum amount
to leave, about 5mm i think. Only cut back as much as you need to
give a decent clearance between aileron and closeout - dont forget
you will be slapping filler and paint on the aileron. If it is still
proud of the wing then it might need a bit of extra filler on the
wing to bring it up to the aileron profile:-(
chus, dave
kit67
_____________________________ Reply Separator _________________________________
Subject: Aileron thickness at wing tip
Date: 06/06/96 16:27
Europa builders:
I've mounted the port aileron to the wing and have sanded down the top
surface of the aileron close out until it just barely rubs on the aileron
through out the entire aileron travel. It appears however that the airleon
at the tip end protrudes above the surface or the wing a bit (approx 2 mm).
I have considered sanding down the bottom surface closeout flange to bring
the aileron down into the closeout where the airleron thickness would be
less, but the aileron seems to match the wingtip foam block dimension
perfectly at this time. All comments and suggestions would be greatly
appreciated.
Thanks in advance,
Ed Gieseking - egieseki(at)sisna.com
________________________________________________________________________________
| From: | Richard Meredith-Hardy <rmh(at)flymicro.win-uk.net> |
>
>And now to something different. Anybody done any flying in Portugal? Is there
a
>club at Faro? You can guess where I am going on holiday!
>
Jerry Breen operates a Microlight school, and, I think, other
aircraft out of Lagos airfield, not far, I believe from Faro.
Contact address Etc in Schools & Clubs section of BMAA pages under
Portugal, address below.
Regards
-------------------------------------------------------
Richard Meredith-Hardy TEL + 44 (0)1462 834776
rmh(at)flymicro.win-uk.net FAX + 44 (0)1462 732668
CIS: 100071,2422
Check out the British Microlight Aircraft Association at
http://www.avnet.co.uk/bmaa/bmaa.htm
________________________________________________________________________________
| From: | CPattinson(at)aol.com |
Glad to hear of another successful Europa completion. Graham S, you have
referred to the "bounce moderator " on several occasions. Could you tell the
viewers exactly what this device is and where one might fit it. I hear that
someone (Ivan perhaps ?) is planning to produce this as a retro fit device
at a cost of about #150. Any comment ?
Might we see this at Cranfield ?
From rumours I have heard recently regarding the bouncing capacity of the
standard Europa U/C am beginning to get the impression that this is almost
going to be a must.
Can we assume from Ivans change of registration to GOD TI that he has been
promoted from "our leader". Any suggestions as to what the TI might stand for
?
Happy Building
or Flying
Carl Pattinson
________________________________________________________________________________
| From: | RonSwinden(at)aol.com |
Just in case anyone offers you a cheap engine/radio It may be as well that
you have the ident no's of the parts that were taken from Europa's Kits
recently
Engine Rotax 912 s/n 4153193 Garmin 150 GPS 81505839 Com's radio Terra
TX760D s/n 2579 and transponder TerraTRT250D s/n 1249
Aircraft are fairly soft shelled beasties easy to rob from so it is in all
our interests to try and at best find who stole the bits or possibly at
worst make it less than easy for the thieves to profit from their crimes.
Ron S No 33.
________________________________________________________________________________
| From: | RonSwinden(at)aol.com |
In a message dated 08/06/96 22:40:05, CPattinson(at)aol.com writes:
> Any suggestions as to what the TI might stand for
>?
Turned inventor ???? Ron S no.33
________________________________________________________________________________
| From: | CPattinson(at)aol.com |
| Subject: | Re: wing root fairings |
I have spent this morning messing about with bits of foam trying to sort out
these wing root fillets. Talk about a waste of time - it must be at least
another two/ three days work.. For the sake an extra #20, Ivan could mass
produce these and include them with the kit ( charged if necessary). Its
glaring ommissions that make the Europa a 1500 hour kit instead of the 500
hours that it could be.
I've given up on this one. Think i'll go to Graham S for his ready mades.
The Europa is a wonderful aeroplane, shame about the kit ! Perhaps Ivan
should make a fast build version for impatient folks like me. I'd be prepared
to pay extra for a worthwhile saving in time.
Carl Pattinson
________________________________________________________________________________
| From: | jbamfyld(at)netlink.co.nz (John Bampfylde) |
| Subject: | rol column movement |
At the interesting stage of fitting the elevator controls, and was wondering
about the minimum movement at the control column. The instructions say thay
after installing the stick to aileron connectors, the stick should move 8
inches laterally and 10 fore and aft. Should this be the same after
installing the pitch controls?
Also, those of you flying or near to it, what movements do you have on the
control column? This may depend on how long the column is- is everyone
sticking with the 15 inches?
Regards,
John Bampfylde, #130
________________________________________________________________________________
| From: | rowil(at)gn.apc.org (Rowland & Wilma Carson) |
CPattinson(at)aol.com wrote
>Can we assume from Ivans change of registration to GOD TI that he has been
>promoted from "our leader". Any suggestions as to what the TI might stand for
>?
I'd assumed that Ivan was getting lots of extra money from his sponsors at
the DTI in return for all this free advertising ...........
(Note for overseas readers: the Department of Trade & Industry has been
known to provide assistance for people starting up businesses)
cheers
Rowland
... that's Rowland with a 'w' ...
________________________________________________________________________________
| From: | rowil(at)gn.apc.org (Rowland & Wilma Carson) |
| Subject: | tenham video recording |
I saw a number of postings asking where to buy the video tape of the last
seminar & for how much. I can't find any public replies. I also have
several Europa Club members who are not online asking for information about
the tape.
Can anyone put me in contact with the guy who made the tape or whoever's
handling the sales?
cheers
Rowland
... that's Rowland with a 'w' ...
________________________________________________________________________________
| From: | dbosomworth(at)meto.gov.uk |
| Subject: | Re: Control column movement |
Hello John, you wrote:-
>At the interesting stage of fitting the elevator controls, and was wondering
>about the minimum movement at the control column. The instructions say thay
>after installing the stick to aileron connectors, the stick should move 8
>inches laterally and 10 fore and aft. Should this be the same after
>installing the pitch controls?
No. A bit later on you set up the all-flying tail to 12deg up
4deg down (check the manual). Stops are built into the the pitch
pushrod containment bulkead to keep the balance weight (and hence the
pushrod/c.column) to these limits. Same with the ailerons, they will
hit their own stops (in the bellcranks) before the control columns
hit anything (apart from your legs)- but only when the wings are
plugged in!
>Also, those of you flying or near to it, what movements do you have on the
>control column? This may depend on how long the column is- is everyone
>sticking with the 15 inches?
I have'nt measured the control column movements with
everything plugged in and stops set up yet, i pass this one on to a
lucky europa flyer; but its the stops that count, not just control
column movement.
chus, dave
________________________________________________________________________________
| From: | Tony Krzyzewski <tonyk(at)kaon.co.nz> |
<100421.2123(at)CompuServe.COM> wrote:
>THis is Europa's new Monowheel demonstrator. She flew for the first time
>yesterday and has by now done around 4 hours. Excellent says our leader.
"Dotty"
>has the benefit of a proper cold air box, (still no hot air!?) and
apparently
>has much better rate of climb etc. What a surprise ;-). I suppose
imitation is
>the next best thing to a compliment. Ivan says he thinks the heat of the
exhaust
>etc. will be enough to keep the carb body warm enough to prevent ice
formation.
I had the pleasure of helping with the final checkout of Dotty the day
before the first flight. That is some aircraft and I must say that I like
the cool air modification. The other thing to note about this plane is
that it has fuel drains, two inspection hatches under the fuel tank
outlets and rear inspection hatches. It is also the most photographed of
all of the Europas and I will be placing some of the 200 photos I took on
my web page soon!
I also went for a fly in G-KWIP (thanks Graham) and am totally and
utterly smitten :-)
Tony
----------------------------------------------------
Tony S Krzyzewski Kaon Technologies Ltd
Reply to tonyk(at)kaon.co.nz L7, 19 Victoria St West
Date: 11/06/96 Auckland, New Zealand
Time: 10:40:28 Ph +64 9 358 9124
Visit http://www.kaon.co.nz
The New Zealand Home of
ATM Ltd Intranet ATM Networks,
NetManage Internet and Intranet Software Solutions,
Spider/Shiva Remote Networking Systems
Borderware Internet Firewall,
Banyan and SNMPc
----------------------------------------------------
________________________________________________________________________________
| From: | gemin(at)cix.compulink.co.uk (Graham Clarke) |
| Subject: | Re: wing root fairings |
I carried through the plastic guttering idea but using it a a mould. Laid
wet bid on cling film on the convex side and then sandbagged strips down
into the right place (taped below). Only a few inches round the leading
edge needed foam moulding. The bid parted company a few places and need
filling, but in hindsight this could easily have been avoided by putting
something soft inside, maybe just peelply. The surface is very smooth and
doesn't need filler except to tape the contact edges.
Graham C
________________________________________________________________________________
| From: | David Ellis <DAVEEL(at)microlise.co.uk> |
| Subject: | RCPT: Cancel subscription |
Confirmation of reading: your message -
Date: 30 Apr 96 9:30
Subject: Cancel subscription
Was read at 8:44, 11 Jun 96.
________________________________________________________________________________
| From: | RonSwinden(at)aol.com |
| Subject: | Re: Control column movement |
In a message dated 09/06/96 20:19:35, you write:
> the stick should move 8
>inches laterally and 10 fore and aft. Should this be the same after
>installing the pitch controls?
My 15" stick , with the elevators connected and set to the proper angle Moves
8 x 8 after I just took the bag of bolts from under the stick. Keep well
Ron S no 33.
________________________________________________________________________________
| From: | Tony Renshaw <renshaw(at)ozemail.com.au> |
| Subject: | Bondo Stick to Paint??? |
Gidday,
In setting up my workshop I am wondering if I should mask in advance the
concrete floor in the applicable areas to accomodate my jig for the spar/
wing layups, prior to painting? The last thing I want with sticky fingers is
to have someone knock the foam cores and have the whole wing come away from
the floor. Could someone offer the dimensions for spacing of the timber
uprights, as the manual doesn't specify, if this is an appropriate
consideration.
Thanks in anticipation
Regards
Tony Renshaw
Builder No.236
The Aussie Connection
________________________________________________________________________________
| From: | "ASTOR" <J.E.Astor(at)newcastle.ac.uk> |
Dear Builders,
I have just subscribed to Europa avnet. I am a 20 year old
PPL desperately trying to seek sponsorship to build and fly the excellent
Europa aircraft, around the country to various shows and displays.
I would like to know what you feel is the minimum building
space required (I have a one car garage) and also if and by how much,
completed Europa aircraft appreciate in value.
I look forward to a response,
Thank you,
James Astor
________________________________________________________________________________
| From: | plawless(at)ayla.avnet.co.uk (Peter Lawless) |
| Subject: | Re: Control column movement |
John
just when i thought this stage was finished the factory told me of a mod
that can be done to the elevator cross tube to give another 1.5 degree nose
down elevator. Suggest you contact the factory for details. Neville also
explained how to set the evelator push rod lengths.
pete lawless
________________________________________________________________________________
| From: | CPattinson(at)aol.com |
| Subject: | Re: Does Bondo Stick to Paint??? |
Yes it does stick to paint but then the paint chips off. Most concrete floors
have a thin overcoat (for levelling purposes) and this chips away too. You
really need to chisel away at the floor to make sure its is solid otherwise
the supports do come away. If you really want to be sure put a few screws
through into the concrete.
The factory method isnt wonderful but it works. The trouble is you tend to
kick the supports and then you need to re bondo them. Usually though only one
support comes away at a time and the others hold things in place till you fix
the broken one.
Distance between supports isnt critical. I think we had four at about 4ft
intervals, one under the elbow of the spar, one at the tip end and the other
two spaced in between.
Hope this helps,
Carl Pattinson
________________________________________________________________________________
| From: | CPattinson(at)aol.com |
Building a Europa!
Ideally a 19'x8' garage with plenty of other storage space - a decent sized
spare bedroom.
Contrary to popular belief, building a Europa isnt cheap. Expect to spend at
least #32,000 before you have a completed aircraft.
The first complete Europa sold for #50,000 but it is unlikely this pattern
will continue.
In about a years time I expect those aircraft that go up for sale will not
fetch much more
than #30,000.
Considering the 2000 or so hours you will spend building and finishing, this
hardly represents a good investment. Invest #30,000 in the Building Society
for the 2 years you would spend building and you would see a probable return
of #5000.
Lets face it though, once you built your Europa would you really want to sell
it ?
Carl Pattinson
________________________________________________________________________________
| From: | Peter Thomas <100335.3566(at)compuserve.com> |
As the PFA Rally Press Officer I have generated a media contact which
will allow the PFA to gain a bit of positive publicity. Are there any
Europa builders around London who would be willing to spend a few
minutes talking to the press? It's all in a good cause!
Cheers,
Mike Ashfield
--
Fly with the Popular Flying Association
come to the Golden Anniversary Rally at Cranfield, England
http://www.hiway.co.uk/customer/aviation/public/pfahome.html
________________________________________________________________________________
| From: | BARRY MEREDITH <B.Meredith(at)sheffield.ac.uk> |
Confirmation of reading: your message -
Date: 12 Jun 96 18:07
Subject: JOINING
Was read at 8:45, 13 Jun 96.
**********************************************************************
Barry Meredith EMAIL B.Meredith(at)Sheffield.ac.uk
The University of Sheffield Tel (0114) 282 4251
Academic Computing Services Fax (0114) 275 3899
PO Box 597
Sheffield
S10 2UN
ENGLAND UK
**********************************************************************
________________________________________________________________________________
| From: | christoph.both(at)acadiau.ca |
Confirmation of reading: your message -
Date: 12 Jun 96 18:07
Subject: JOINING
Was read at 6:52, 13 Jun 1996.
________________________________________________________________________________
| From: | RonSwinden(at)aol.com |
| Subject: | Re: Does Bondo Stick to Paint??? |
In a message dated 12/06/96 11:25:26, you write:
> The last thing I want with sticky fingers is
>to have someone knock the foam cores and have the whole wing come away from
>the floor.
Me too Tony I used four supports with bondo packed underneath, but they were
scewed to a old piece of 3" sqare timber plugged and screwed to the floor
just in case Ivans pet aligator ( 0r in your case salt water crocodile)
barged into them. That way the bondo only acts as a packing under
comppression so you don't have to determine the shear strength of the paint
bondo interface G'day to you Ron S no 33. Stay well.
________________________________________________________________________________
| From: | ashfield <ashfield(at)easynet.co.uk> |
| Subject: | request - mail replies to .... |
Hello again!
Could anyone wishing to repond to my request, for help from anyone
willing to assist with PFA publicity, please contact me at:
ashfield(at)easynet.co.uk
Thanks.
Mike Ashfield
--
Family history names being researched:
Ashfield, Durrant, Warnes, Hoddy, Utting,
Olver, Doney, Collicott, O'Toole/Toole, Yeo
Fly with the Popular Flying Association
come to the Golden Anniversary Rally at Cranfield, England
http://www.hiway.co.uk/customer/aviation/public/pfahome.html
________________________________________________________________________________
| From: | David Ellis <DAVEEL(at)microlise.co.uk> |
Confirmation of reading: your message -
Date: 12 Jun 96 18:07
Subject: JOINING
Was read at 14:10, 13 Jun 96.
________________________________________________________________________________
| From: | Kerry Lamb <kerrylamb(at)worldnet.att.net> |
In planning the changes I need to make to my workspace I suddenly realized
that not only do I need to take into account the "fumes and dust" aspect of
this project, I also have a major liability in my work space...natural gas
waterheater!
Although I don't want to make major changes to a house I will be selling in
a few years, visions of the pilot light lighting off something that my
neighbors might be talking about for years left me scratching my head on
what to do about this little problem.
Any ideas for how to deal with the potential bomb in the corner would be
helpful.
Thanks, Kerry
________________________________________________________________________________
| From: | "Ken Hunter" <krhunter(at)ozemail.com.au> |
| Subject: | Re: Open flame!?! |
Open flame in any workshop where sanding is to take place is very
dangerous.
As I see it you have three choices:
1. replace the water heater with an electric model.
2. move the gas heater to another part of the house.
3 build elsewhere.
Ken Hunter
Ph/Fax +61 6 299 9459 (Call first to fax)
email: krhunter(at)ozemail.com.au
________________________________________________________________________________
| From: | wwerner(at)penguin.mlb.semi.harris.com (William S. Werner) |
| Subject: | Re: Open flame!?! |
Some other alternatives on the gas water heater:
1) Before starting work for the day (or evening), first turn up the
water heater a few minutes to get the water nice and hot, then
shut it totally off while you are sanding or working. Then after
waiting for the dust to settle and the conditions to be ok for a
flame then restart the pilot.
2) Or, put up a curtain, well away from the water heater, which will
keep the dust away from that section of you garage.
Think the whole situation through, I have never owned a gas waterheater
nor have I worked with composite materials, these ideas may not be good
in all cases.
Bill Werner
PS - I have not selected a kit yet, I currenly looking and evaluating.
Bill Werner KE4ZNA WWERNER(at)hsscam.mis.semi.harris.com
Harris Semiconductor wwerner(at)penguin.mlb.semi.harris.com
Melbourne Florida "....life is but a candle, and a
(407)729-5515 dream will give it flame..." - Rush, Caress of Steel
________________________________________________________________________________
| From: | Rolph Muller <100031.533(at)compuserve.com> |
| Subject: | ing Inspection Panels |
I've been putting off cutting these - but can't any longer. My current advanced
technology is as per the manual i.e. use a hacksaw blade - which means a
relatively wide gap. Although the gap is not as important as maintaining the cut
edges parallel, I wonder whether anyone has some even more advanced technology!
Regards to all
Rolph #37
________________________________________________________________________________
| From: | DuncanMcFadyean <101234.3202(at)compuserve.com> |
| Subject: | Re: Cowling Inspection Panels |
A junior hacksaw blade handheld and with the end pins knocked out cuts a very
slim slot. This inevitably gets wider as you trim back to a circle thats round!
Alternatively, a thin sharp blade. But lots of patience needed.
Finally, if the inside of the lid you have made is laidup around the edge during
the process of reinforcement, then the edge can be extended back out. Its also
possible to laminate in some washers at the hole locations at the same time.
Have done all mine using a combination of the above and am happy with the
result. You could perhaps also try deeply prescoring the hole with a pair of
dividers which would assist the hacksaw in following the desired route.
Rgds. Duncan McFadyean
________________________________________________________________________________
| From: | RonSwinden(at)aol.com |
| Subject: | Re: Cowling Inspection Panels |
Dear Rolf a dremel (high speed mini grinder) with a thin slitting wheel will
do fine (it also is the best tool for cutting control cables) or grind the
set off a junior saw blade if you do not have a dremel or equivalent. Ron S
No 33.
________________________________________________________________________________
| From: | RonSwinden(at)aol.com |
| Subject: | Re: Control column movement |
In a message dated 12/06/96 19:24:36, you write:
> factory told me of a mod
>that can be done to the elevator cross tube to give another 1.5 degree nose
>down elevator.
Do we need another 1.5 degrees down elevator anybody know??? Ron S No33
________________________________________________________________________________
| From: | whittink(at)cadvision.com (ken whittington) |
| Subject: | Re: Cowling Inspection Panels |
>
>
>I've been putting off cutting these - but can't any longer. My current advanced
>technology is as per the manual i.e. use a hacksaw blade - which means a
>relatively wide gap. Although the gap is not as important as maintaining
the cut
>edges parallel, I wonder whether anyone has some even more advanced technology!
>
>Regards to all
>
>Rolph #37
>
>
> hi rolph
we have been using the dremel tool with the router attachment and dental
burrs which leave a gap of half the width of the smallest dremel bits. you
can do the corners & straights by hand with this setup if you take your
time.you might try your friendly dentist for some or he could lead you to
his supplier.these burrs are extremely sharp & last a long time as well as
providing a very smooth cut.
ps. dont try this without the router attachment.
good luck
ken
________________________________________________________________________________
| From: | Denys Gover <skypilot(at)ozemail.com.au> |
| Subject: | ha a car radio/CD I see in G-ELSA? |
Hello all,
On the promo video with elsa is that a car radio with a CD I see in the
instrument panel under/in the radio stack? Looks like it to me.
Otherwise can anybody enlighten me? {:-)
Regards Denys Gover
Canberra Australia.
________________________________________________________________________________
| From: | CPattinson(at)aol.com |
| Subject: | Re: Is tha a car radio/CD I see in G-ELSA? |
In a message dated 15/06/96 14:23:56, you write:
>Hello all,
>
>On the promo video with elsa is that a car radio with a CD I see in the
>instrument panel under/in the radio stack? Looks like it to me.
>Otherwise can anybody enlighten me? {:-)
Yes, you're absolutely right. It is a CD unit. Our Ivan likes in plane
entertainment when he flies. In G- YURO I seem to recall it was a tape
cassette hooked into the intercom.
I expect G-ODTI will have a full midi stack. Perhaps thats why Ivans trying
to raise the weight limit !
Carl
________________________________________________________________________________
| From: | Tony Renshaw <renshaw(at)ozemail.com.au> |
| Subject: | water heaters in workshops???? |
EXCERPT
"In planning the changes I need to make to my workspace I suddenly realized
>that not only do I need to take into account the "fumes and dust" aspect of
>this project, I also have a major liability in my work space...natural gas
>waterheater!
>
>Although I don't want to make major changes to a house I will be selling in
>a few years, visions of the pilot light lighting off something that my
>neighbors might be talking about for years left me scratching my head on
>what to do about this little problem."
COMMENT
I seriously looked into using natural gas, or bottled gas as a heating
sourcre for my workshop as it is already plumbed.. Apart from the potential
bomb problem with a continual ignition source, you need to consider that the
net residuals of burning these gases are heat and water vapour. i.e. your
relative humidity will go up. What to do about this. You probably need to
consider a new water heater or relocating your workshop, which I appreciate
is impossible. You could encapulate it in a booth that you ventilate to the
outside though. If you keep your volatile liquids away from the garage until
use, this will minimise the chances of a problem. If your garage is attached
to the house like mine is, you should consider doing this anyway, as you
might compromise your domestic household insurance if you need to claim.
This is a conservative approach, however I know how insurance companies will
try and weasel out of paying.
>
>Happy problem solving
Regards
Tony Renshaw
Builder No. 236
The Aussie Connection
________________________________________________________________________________
| From: | Kerry Lamb <kerrylamb(at)worldnet.att.net> |
| Subject: | Re: Open flame!?! |
Thanks Rolph, TonyR, and also to the others who responded.
I must admit that while I was thinking about the chemical solvents involved
I had compleatly forgotten about the ignition possibilities of the dust!
Out in the country one passes by grain elevators without thinking about it,
but they do on occasion go bang...
Thinking about the suggestions made and the fact that the water heater
(bomb) is already in part walled off I will put up a plastic curtain and put
a vent fan in the back wall and a smaller vent into the basement this in
combination with the exhaust fans under the garage door should keep positive
pressure where I don't want chemical fumes or dust. Since I had already
planned to put the chemical solvents etc in the other corner by the exhaust
fans (away from the inside door), my problem should be resolved :-)
Thanks, Kerry
________________________________________________________________________________
| From: | Tony Krzyzewski <tonyk(at)kaon.co.nz> |
| Subject: | Re: Is tha a car radio/CD I see in G-ELSA? |
>I expect G-ODTI will have a full midi stack. Perhaps thats why Ivans
trying
>to raise the weight limit !
I can confirm that (unfortunately) G-ODTI does not have a sound system
fitted which is strange as I thought a CD player was a mandatory
instrument for the Europa :-)
Tony
----------------------------------------------------
Tony S Krzyzewski Kaon Technologies Ltd
Reply to tonyk(at)kaon.co.nz L7, 19 Victoria St West
Date: 17/06/96 Auckland, New Zealand
Time: 08:37:45 Ph +64 9 358 9124
Visit http://www.kaon.co.nz
The New Zealand Home of
ATM Ltd Intranet ATM Networks,
NetManage Internet and Intranet Software Solutions,
Spider/Shiva Remote Networking Systems
Borderware Internet Firewall,
Banyan and SNMPc
----------------------------------------------------
________________________________________________________________________________
| From: | Rolph Muller <100031.533(at)compuserve.com> |
Whatever safety reservations one might have, humidity is not a particular
problem, at least not with bottled propane gas. I've been using one for 2 1/2
years ( can't have been that long can it?) and humidity levels have always been
well within limits - and in fact on damp cold misty days the heater will drop
the relative humidity to within working limits. There are disadvantages - the
main one being that I found it impractical to use it for curing overnight ( but
then I always build during the day and then drag the bits into the house at
night ) and reasonably accurate temperature control, at least with my setup,
only came with experience.
Rolph Muller #37
________________________________________________________________________________
| From: | gemin(at)cix.compulink.co.uk (Graham Clarke) |
| Subject: | Re: Electric Fan Heaters |
I have used these with advantage throughout and nothing has gone bang -
but with most of them you can see that there are switch combinations
(high watts, low fan setting) where the element starts to glow. This
looks dangerous and presumably should be avoided. The ability to cut them
on and off rapidly with multiple temp. sensors is invaluable, though no
doubt other heating systems can be controlled this way too.
gemin
________________________________________________________________________________
| From: | Peter Lert <plert(at)csn.net> |
| Subject: | Re: Electric Fan Heaters |
On Mon, 17 Jun 1996, Graham Clarke wrote:
> I have used these with advantage throughout and nothing has gone bang -
> but with most of them you can see that there are switch combinations
> (high watts, low fan setting) where the element starts to glow. This
> looks dangerous and presumably should be avoided. The ability to cut them
> on and off rapidly with multiple temp. sensors is invaluable, though no
> doubt other heating systems can be controlled this way too.
>
> gemin
>
>
Something you all may wish to keep in mind re heat and fan
controls is that any of them that contain switches--particularly those
switching high current loads like heating elements--may create sparks of
their own when switching on and off (esp. the latter). Be sure to use
sealed explosion proof switches.
shops over the years, some of them quite ramshackle--I don't know of any
that have blown up or burnt, fumes and dust and water heaters
notwithstanding. This doesn't mean, of course, that mine may not be the
first...
________________________________________________________________________________
| From: | Tony Krzyzewski <tonyk(at)kaon.co.nz> |
For those who would like to see an interesting hazard to aerial
navigation visit.
http://www.stimulus.co.nz/volcano.html
I went for a fly within 20nm of this spectacular event yesterday
afternoon and it was absolutely unbelievable to say the least.
Tony
----------------------------------------------------
Tony S Krzyzewski Kaon Technologies Ltd
Reply to tonyk(at)kaon.co.nz L7, 19 Victoria St West
Date: 18/06/96 Auckland, New Zealand
Time: 11:55:03 Ph +64 9 358 9124
Visit http://www.kaon.co.nz
The New Zealand Home of
ATM Ltd Intranet ATM Networks,
NetManage Internet and Intranet Software Solutions,
Spider/Shiva Remote Networking Systems
Borderware Internet Firewall,
Banyan and SNMPc
----------------------------------------------------
________________________________________________________________________________
| From: | Graham E Laucht <graham(at)ukavid.demon.co.uk> |
| Subject: | Re: An aside.... |
In message , Tony Krzyzewski
writes
>For those who would like to see an interesting hazard to aerial
>navigation visit.
>
>http://www.stimulus.co.nz/volcano.html
>
>I went for a fly within 20nm of this spectacular event yesterday
>afternoon and it was absolutely unbelievable to say the least.
>
>
Upwind I hope, but still clean out all the filters.
--
Graham E Laucht
________________________________________________________________________________
| From: | Peter.Thomas(at)burton.co.uk |
| Subject: | am Singleton temporarily off-line |
Graham just gave me a call to ask if I would explain his absence on
the mailing list. Gremlins have got at his hard disk so until he get
it fixed he will be unable to communicate via e-mail. He asked me to
apologise to everyone who is expecting a reply from him.
Pete
________________________________________________________________________________
| From: | Rolph Muller <100031.533(at)compuserve.com> |
This material is certainly tough. After trailering G-RATZ for two hours with a
tailplane pin rubbing against one of the trim tabs I thought the coating had
worn through from the dark mark that was left - in fact it turned out just to be
a metal deposit which was removed in seconds with T-CUT leaving an almost
invisible indentation.
Regards,
Rolph Muller #37
________________________________________________________________________________
| From: | somebody <mmcgloin(at)junction.net> |
| Subject: | X OWNERS ASSOCIATION NEWS |
HI!
JUST WANTED TO LET YOU KNOW THAT ROTAX OWNERS ASSOCIATION NEWS (ROAN)
CAN BE REACHED AT ROAN(at)JUNCTION.NET - NO WEB PAGE YET, BUT I HEAR IT'S
COMING
--
SLTG
________________________________________________________________________________
| From: | Ann Lang <100411.3120(at)compuserve.com> |
I have almost finished building Europa kit No 119. Basically only waiting on
the panel coming from RD Aviation, and the Weighing Notes from Ivan, plus the
Pilot's Notes!!!
I will be interested to hear from other Europa builders. Am I now fully
registered or must I do something else to join? Is there any other location
"online" where the Europa is covered - eg WWW?
Regards - John Lang, Scotland
E-mail from: Ann Lang, 02-Jan-1996
!
________________________________________________________________________________
| From: | Peter Stuy <pstuy(at)POWERUP.COM.AU> |
| Subject: | Re: ROTAX OWNERS ASSOCIATION NEWS |
>HI!
>
>JUST WANTED TO LET YOU KNOW THAT ROTAX OWNERS ASSOCIATION NEWS (ROAN)
>CAN BE REACHED AT ROAN(at)JUNCTION.NET - NO WEB PAGE YET, BUT I HEAR IT'S
>COMING
>--
It sure is! I have had it on:
http://members.aol.com/TaleWheel/roan1.htm
for a few months now.
Peter
________________________________________________________________________________
| From: | Tony Renshaw <renshaw(at)ozemail.com.au> |
| Subject: | shop Heating Methods???? |
CAN ANYONE THINK OF A REASON "NOT" TO USE AN AIRCONDITIONING SYSTEM FOR
CLIMATE CONTROL??????
I am thinking of plumbing my workshop for airconditioning in such a way
that I can move the head to my family room after its primary task. Is there
any weaknesses in this method, other than expense?
________________________________________________________________________________
| From: | Kerry Lamb <kerrylamb(at)worldnet.att.net> |
| Subject: | Re: Workshop Heating Methods???? |
>CAN ANYONE THINK OF A REASON "NOT" TO USE AN AIRCONDITIONING SYSTEM FOR
>CLIMATE CONTROL??????
I have an a/c output in my garage/workshop and I think this is ok, just make
sure you don't have any provision for return air as that will carry back
dust and fumes. Don't know why the builder put a/c in the garage, but I am
glad he did. I expect more complaints from the wife about the smell than
anything else.
Kerry
________________________________________________________________________________
| From: | "Martin J.Tuck" <102034.2747(at)compuserve.com> |
| Subject: | shop Cooling Methods? |
Workshop Cooling Methods?
With temperatures in the upper nineties all week here in the Plains (today was
101) I wish I had A/C in my garage. Trouble is most in-built domestic A/C
systems only pull the temp down around 20 deg below ambient so I would be
spending a lot of money on A/C and still the temp would only be around 80.
With this in mind I keep my epoxy and Redux down in the basement (tornado
shelter - remember?) where the temperature is a pretty constant 65-70, so I
still get around 1+ hours per pot once I mix it in ambient temps which is fine
now all flying surfaces are complete and I'm working on the small bits in the
fuselage (rudder pedal floor panels this weekend).
I did one wing last autumn and one in the spring while the temps were around
60/70 so timing your big layups around the seasons seems to be the key around
here.
P.S. I've used both the U.K Ampreg epoxy and the U.S supplied Aeroepoxy and
don't find them at all smelly - although I like the Aeroepoxy better - Ampreg
seemed to have a residual tackyness for days afterwards.
Regards
Martin Tuck
#152
Wichita, Kansas
U.S.A
________________________________________________________________________________
| From: | Peter Lert <plert(at)csn.net> |
| Subject: | Re: Workshop Cooling Methods? |
Hi, Martin--
I'm just about to start out on my Europa and should be getting a
ratio pump in the next couple of days.
I notice that the instructions don't make any special mention of
aeropoxy. Does it use the same 25:100 ratio by weight as Ampreg? And do
you happen to know what the _volume_ ratio is? I've heard the figure of
29:100 tossed around.
thanx, Peter Lert
________________________________________________________________________________
| From: | bizzarro(at)easynet.co.uk (Eddie Hatcher) |
>Hi, Martin--
>
> I'm just about to start out on my Europa and should be getting a
>ratio pump in the next couple of days.
>
> I notice that the instructions don't make any special mention of
>aeropoxy. Does it use the same 25:100 ratio by weight as Ampreg? And do
>you happen to know what the _volume_ ratio is? I've heard the figure of
>29:100 tossed around.
>
> thanx, Peter Lert
>
>
I thought that I would butt in on this message as you misdirected it.
We bought a pump and set it up to 29:100. On the face of it, the resin set
fine and we thought that it was the right ratio. It wasn`t. I borrowed a
chemical balance and found that the ratio had to be set to 30:100 volume to
stay within the 4 percent safety margins for the Ampreg resin.
I stress, the 30:100 ratio may not be the case for every pump but it would
be worth double checking its output for weight ratios using a chemical
balance rather than relying on a figure that is banded about. You don`t want
to be doing your flying surfaces again :-)
I don`t know about Aeroresin I am afraid. But it sounds good if it doesn`t
stay tacky on the surface like the Ampreg!!!
Cheers
//// Eddie Hatcher //// Kit 279 /////
//// South East London Flying Group /////
//// bizzarro(at)easynet.co.uk /////
________________________________________________________________________________
| From: | "Martin J.Tuck" <102034.2747(at)compuserve.com> |
| Subject: | Re: Epoxy Ratio Query |
Epoxy Ratio Query ...
Hi Peter,
Thanks for your E-mail although it looks as though you sent it to the whole
forum as well which in itself created more mail! Hence this reply will also be
copied to the Forum as its useful info.
I actually started the project back in England - so that's why I have the
Ampreg. U.S kits I understand are supplied with U.S made Aeropoxy which I was
kindly sent to me by Roger at Europa in Florida when I ran out with only a bit
more to do (layup wise). I believe the reason is firstly cost, it seems
pointless exporting U.K materials when there is a bountiful supply in the U.S
and secondly, Ampreg has to be shipped as a 'hazardous material' - obviously it
must contain something the shippers don't like - so there is extra cost there
too.
Aeropoxy is shipped non-hazardous and is amber in color (although once mixed you
wouldn't know it). It is apparently compatible with Ampreg, ie. will bond to it.
The mix ratio is slightly different from Ampreg (Ampreg is 100:25 by weight),
Aeropoxy being 100:28 by weight and 3 to 1 by volume. I still use my trusty
wooden balance (as described in the tailplane manual) slightly adjusted for the
new ratio.
As mentioned before in a previous forum message, I did use an epoxy pump
(non-adjustable) and found it to be not all that brilliant - having to check
each dispense on my scales to top up the hardener. Eventually I went back to
using the balance - although I think my money would have been better spent on a
good set of electronic scales.
I assume that you are a U.S builder and am surprised that you didn't get a copy
of the Aeropoxy leaflet. You might want to contact Europa in Lakeland and get
them to send you a copy it does contain some important safety information as
well as a good description of its properties.
Let me know where you are located.
Regards
Martin Tuck
#152
Wichita, Kansas
U.S.A
________________________________________________________________________________
| From: | "BPX LON SUN London Bridge" <bpx_lon_sun_london_bridge(at)txpcap.hou.xwh.bp.com> |
Unknown Microsoft mail form. Approximate representation follows.
On Server: BPX LON STP B Srv
Date: Sun, Jun 23, 1996 3:06 PM
Reason: Could not be delivered because the destination Microsoft Mail server
could not be found.
________________________________________________________________________________
| From: | Rolph Muller <100031.533(at)compuserve.com> |
I've mislaid Bob Butlers card - has anyone who was at the last Europa meeting
got his number.
Many thanks
Rolph
________________________________________________________________________________
| From: | "BPX LON SUN London Bridge" <bpx_lon_sun_london_bridge(at)txpcap.hou.xwh.bp.com> |
Unknown Microsoft mail form. Approximate representation follows.
On Server: BPX LON STP B Srv
Date: Sun, Jun 23, 1996 10:26 PM
Reason: Could not be delivered because the destination Microsoft Mail server
could not be found.
________________________________________________________________________________
| From: | bill(at)wynne.co.uk |
>I've mislaid Bob Butlers card - has anyone who was at the last Europa meeting
>got his number.
hi Rolph
up. His number is (0)1452-416770. Hope to see you at Cranfield
Bill Wynne N52=B036.7' W004=B004.5' (N Wales. U.K.) +44 (0) 1654 710101/2/3
________________________________________________________________________________
| From: | ChuckPops(at)aol.com |
| Subject: | Air Tools Useful? |
I am a new builder, S/N A-36, am just finishing the tail kit, and am a bit
daunted by the tales that I have heard regarding the amount of sanding
required to finish the flying surfaces. I am considering purchasing an "Air
Inline Sander" from Harbor Freight, which looks like it might be just the
ticket to reduce untold hours of manual labor. It has a sanding surface 2.75
by 17.5 inches. Has anybody any experience with this or a similar tool, and
does it work OK on smoothing the filler?
Also, Harbor Freight has an "Air Body Saw" which also looks useful, for
cutting access panels , etc. Once again, any experience out there?
Thanks, Chuck Popenoe
________________________________________________________________________________
| From: | "BPX LON SUN London Bridge" <bpx_lon_sun_london_bridge(at)txpcap.hou.xwh.bp.com> |
Unknown Microsoft mail form. Approximate representation follows.
On Server: BPX LON STP B Srv
Date: Mon, Jun 24, 1996 2:58 AM
Reason: Could not be delivered because the destination Microsoft Mail server
could not be found.
________________________________________________________________________________
| From: | jbamfyld(at)netlink.co.nz (John Bampfylde) |
| Subject: | ng around the fuel tank |
What is the collective wisdom for positioning the headphone jacks?
I am getting to the stage (in a couple of months or so...) where the cockpit
module will be bonded in. Are there any electrics that are infinitely
easier to install before this step?
One day I'll actually see a finished Europa in the flesh....
Regards,
John Bampfylde, #130
________________________________________________________________________________
| From: | Tony Krzyzewski <tonyk(at)kaon.co.nz> |
| Subject: | Re: Wiring around the fuel tank |
Best place I saw for the headset jacks was to place an intercom on the
cockpit roof in the gap
between the doors and slightly rear of the seats. You can then leave the
headsets in the plane and have the cables coming from behind you when
flying. I have a photo of G-ODTI's setup like this that I will scan and
forward to you.
Tony
wrote:
> What is the collective wisdom for positioning the headphone jacks?
>
> I am getting to the stage (in a couple of months or so...) where the
cockpit
> module will be bonded in. Are there any electrics that are infinitely
> easier to install before this step?
>
> One day I'll actually see a finished Europa in the flesh....
>
> Regards,
>
> John Bampfylde, #130
>
>
------------------------- End of Original
Message----------------------------------
----------------------------------------------------
Tony S Krzyzewski Kaon Technologies Ltd
Reply to tonyk(at)kaon.co.nz L7, 19 Victoria St West
Date: 06/25/96 Auckland, New Zealand
Time: 10:20:02 Ph +64 9 358 9124
Visit http://www.kaon.co.nz
The New Zealand Home of
ATM Ltd Intranet ATM Networks,
April 18, 1996 - June 25, 1996
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